Written answers
Tuesday, 30 September 2025
Department of Transport, Tourism and Sport
Transport Policy
Erin McGreehan (Louth, Fianna Fail)
Link to this: Individually | In context
157. To ask the Minister for Transport, Tourism and Sport the actions being taken to decarbonise our transport fleet; and in particular the role hydrotreated vegetable oil is playing in decarbonisation. [51662/25]
Darragh O'Brien (Dublin Fingal East, Fianna Fail)
Link to this: Individually | In context
For the transport sector, Ireland is required to pursue a decarbonisation pathway to achieve a 50% reduction in transport emissions by 2030 (against 2018 levels) in a manner that is consistent with sectoral emission ceilings that were agreed by Government in August 2022.
Since CAP23, the transport chapter of the annually updated national Climate Action Plan (CAP) has set out a clear and consistent policy pathway to achieve these emission reductions, which uses an Avoid-Shift-Improve framework with the aim of:
- Avoiding generating unsustainable additional transport demand through better spatial and land-use planning and, where possible, seeking to manage existing levels of demand.
- Shifting to more sustainable modes of transport, such as active travel and public transport.
- Improving the efficiency of residual vehicle journeys through widespread electrification and the use of renewable alternative fuels.
Decarbonisation of the transport sector in Ireland is, however, very challenging. While CAP23 and the following two updates set out very ambitious measures and targets, it clearly identified that the impact of these interventions would take time, and that abatement would be skewed to the latter half of the decade.
There has been an unprecedented level of investment in sustainable transport and EV supports over recent years, and the annual EPA inventory of Greenhouse Gases 1990-2024 showed that 2024 transport missions were 5.4% below pre-COVID levels, with 2024 marking the first post-COVID emissions decrease in the transport sector. Economic growth (as expressed by modified domestic demand / MFDD) increased by 2.7% during 2024 and population growth was strong with an increase of 1.9% to April 2024. In contrast, transport emissions decreased by 1.2%, meaning we are now seeing an absolute decoupling of transport emissions from economic growth.
It is acknowledged, however, that we are not yet achieving the pace of change required to achieve our 2030 climate objectives.
To seek to address this, my Department is working closely with the National Transport Authority (NTA) to re-assess and strengthen the transport decarbonisation policy pathway, through the “corrective action modelling project”. This project is intended to identify measures to correct the trajectory of carbon emissions from the transport sector out to 2030, as well as decarbonisation interventions and policy pathways that will continue to deliver sustained and accelerated emissions abatement beyond 2030 into Carbon Budget 3, in line with national and European targets.
Our challenge over the coming years is to continue to accelerate our pace of delivery so that we can, collectively, enable a widespread behavioural change in how we move in our daily lives. Continuing to further decouple emissions from transport activity remains the pivotal challenge for the sector. While we are finally seeing the trajectory of emissions in transport move in a positive direction, increased levels of wider social and economic activity and continued population growth could continue to undermine the level at which our actions and policies are delivering emissions savings.
We must continue to be ambitious, to deliver infrastructure and services that facilitate the transition to more sustainable forms or transport, and to make it as easy as possible for all sectors of the economy to switch to low- or zero carbon forms of transport at pace.
Role of HVO
In June of this year, I published the Renewable Transport Fuel Policy 2025-2027, which sets out a pathway to incentivise supply of renewable fuel in transport through annual increases in the renewable transport fuel obligation (RTFO) rate to 2030. The aims of this policy are to achieve national Climate Action Plan biofuel targets, European targets for renewable energy in transport as set out in the Renewable Energy Directive, as well as ensuring EU sustainability and greenhouse gas emissions reduction criteria are adhered to.
The RTFO places a statutory obligation on suppliers of road transport (fossil) fuels to ensure that a proportion of the fuels they place on the market in Ireland is produced from renewable sources. Renewable transport fuel used in transport, including HVO, which fulfils EU criteria for sustainability and greenhouse gas emissions reduction, is eligible for RTFO certificates and can be counted against the obligation.
Corresponding to an RTFO rate of 21% by energy in 2024, a physical blend of approximately 10% biofuel in diesel was achieved in road transport, of which approximately 7% was FAME biodiesel and 3% was HVO blended in diesel. It is expected that further increases in the RTFO rate projected to 2030 under the Policy will see a physical blend in the region of 13% HVO in diesel in the State.
The Climate Action Plan biofuel target is for at least B20 (biodiesel equivalent) in diesel and E10 (ethanol) in petrol by 2030 (with an interim B12/E10 by 2025 target). Modelling analysis of the Climate Action Plan target projects a 1.08 MtCO2eq abatement saving annually by 2030 from the 2030 biofuel target.
Renewable transport fuels will remain an important transition measure in transport decarbonisation in the coming years as the shift to electrification and further increases in public transport and active travel are fully realised. Sustainable renewable transport fuels, including HVO, provide immediate climate-change mitigation utilising the existing vehicle fleet. Ireland’s policy on renewable fuels will continue to promote future supply of sustainable advanced biofuels and renewable fuels of non-biological origin.
Naoise Ó Cearúil (Kildare North, Fianna Fail)
Link to this: Individually | In context
158. To ask the Minister for Transport, Tourism and Sport for an update on the implementation of the Programme for Government commitment to develop sustainable transport options in the Dublin commuter belt, including provision of shuttle buses to train stations from surrounding towns and villages; and if he will make a statement on the matter. [51682/25]
Darragh O'Brien (Dublin Fingal East, Fianna Fail)
Link to this: Individually | In context
As the Deputy is aware transport was one of the four prioritised areas for investment under this NDP Review 2025 and secured a core allocation of €22.3billion across the next five years, with a further €2billion allocated from the Infrastructure Nature and Climate Fund to assist with MetroLink’s delivery.
The allocation is significant both as a share of the overall NDP investment programme and in comparison to the last five year period which saw approximately €13billion allocated toward transport between 2021 and 2025.
As with all other Government departments we are now preparing a transport sectoral plan for publication in the coming weeks which will provide further sectoral details in relation to the distribution of that allocation across the various programmes within the Department. A clear focus of that plan will be on providing greater certainty on the projects and programmes that will advance and get delivered in the next five years.
All Greater Dublin Area infrastructure projects to be progressed following the review of the National Development Plan will be reflected in the forthcoming National Sustainable Mobility Policy Action Plan 2026-2030.
Active Travel
Increased funding for Active Travel measures in recent years has seen a significant improvement in the number of footpaths, cycle lanes, urban greenways and connected active travel networks being delivered in Dublin and surrounding counties. This investment has been made with a view to increasing modal shift away from private car use, which should result in a reduction in transport emissions as well as decreased congestion levels in and around the city centre.
Over €290 million has been allocated nationally to Active Travel measures in 2025, with €134.5 million of this funding dedicated to infrastructure provision in the four Dublin local authorities and the surrounding commuter counties of Kildare, Meath and Wicklow.
This significant level of funding aims to provide an alternative sustainable transport option to all transport users, including commuters, either for whole journey or last-mile trips alongside public transport journeys.
DART
As the Deputy may be aware, the National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure in the Greater Dublin Area (GDA) including, in consultation with Iarnród Éireann, the DART+ programme.
The DART+ programme aims to modernise and improve existing rail services in the Greater Dublin Area, by increasing the electrified network from circa 50km to 150km and doubling city centre capacity during peak hours. The programme will extend DART services as far as M3 Parkway, Maynooth, Hazelhatch and Drogheda, and will also provide an improvement on the existing DART line south of Dublin City. The improvement in capacity provided by the DART+ programme will provide a significant benefit for those commuting to Dublin city.
The Programme is made up of five made up of five separate projects:
- DART+ Fleet: a ten-year procurement framework for electric and battery-electric train fleet;
- DART+ West: extension of DART services from the City Centre to M3 Parkway and Maynooth, and the construction of a new depot and city centre enhancements;
- DART+ South West: extension of DART services from the City Centre to Hazelhatch and Celbridge;
- DART+ Coastal North: extension of DART services from the City Centre to Drogheda;
- DART+ Coastal South: improvement of current DART services from the City centre to Greystones. The extension of the DART to Wicklow using battery technology is also under examination.
Procurement for DART+ South West and West is progressing with pre-qualification questionnaires (PQQ) notices for Design and Build works recently advertised in May 2025.
The first order for the purchase of 95 additional DART carriages, which comprise 65 battery-electric carriages and 30 electric carriages, has started arriving and the carriages are currently undergoing certification and safety testing. It is intended that the new battery-electric sets will be initially deployed on the Northern Commuter Line serving Dublin to/from Drogheda, providing a boost to commuters on that line.
BusConnects and Connecting Ireland
BusConnects is a transformative programme of investment in the bus system, providing better bus services across our cities, including Dublin. It is the largest investment in the bus system in the history of the State and is managed by the NTA.
Central to the BusConnects Dublin Programme is the construction of Core Bus Corridors, bus Network Redesign, and a Transition to a Zero Emissions Bus Fleet. While centred on Dublin city and its suburbs, BusConnects Dublin will also, in time, provide enhanced bus services to towns in commuter counties including Meath, Wicklow and Kildare.
The new bus network is being rolled out in phases, having commenced in 2021. To date, six phases have been implemented. The redesigned network has to date seen an increase in bus capacity and frequency for passengers, for implemented phases, facilitating greater use of sustainable transport through the bus network. Over 100 electric buses are currently in service in the GDA , with more due to enter service in the coming years.
Where possible, BusConnects and the Connecting Ireland Rural Mobility Plan incorporate greater connectivity to rail stations as part of their design. For example, under Connecting Ireland a new route 888 between Athy and Allenwood was introduced in June of 2025. This route offers peak time, and evening services, improving connectivity to regional bus services and to Athy and Monasterevin Train Stations. The route offers improved connectivity to the villages and areas of Rathstewart, Kilberry North & South, Kildangan, Monasterevin, Mountrice Cross, Tullylost Cross, Mullantine, Ard Mhuire, Rathangan, Newtown and Lullymore.
No comments