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Driven for you
Transport report
Sponsored by
Driven for you
Dublin Bus
The number of customers on buses in
Dublin tracks the employment levels in
the city very closely. Over the last 18
transport report
months there has been a significant
improvement in customer numbers on
Dublin Bus services. Growth in customer
numbers will be 5 per cent this year on
top of 3 per cent growth last year, “we
haven’t seen figures like that for almost a
decade,” observes Ray Coyne, Chief
Executive of Dublin Bus. “Last year we
carried 122 million customers which is
two thirds of all public transport users in
Ireland and we have an ambitious target
of 25 per cent growth in customer
numbers over the next five year period,”
he adds.
The company’s business includes both
public service routes and commercial
services. On the public service side of
the business the key elements for
customers are safety, reliability,
frequency of service and the issues of
fares and information. “When you get
these five things right you are on track to
attract larger numbers of customers,”
says Coyne.
In addition to delivering on these core
elements, Dublin Bus looks to innovate
its services. It redesigned its network a
number of years ago, which was then
the biggest network change in any city in
Europe and took two years to
implement, between 2010 and 2012.
“We redesigned the whole network to
meet customers’ needs and demand. In
terms of innovation it really shook up our
business. We went from a radial network
with buses departing from the city centre
and going out to the suburbs to a cross-
city network whereby buses go from
suburb to suburb via the city centre,”
Dublin Bus Chief Executive
Advertorial
comments Coyne.
Growth
Ray Coyne talks to eolas about the A key element of the company’s
objectives to grow the business is
growth in customer numbers over the attracting new customers to their
services through initiatives such as
past 18 months and the importance improving priority for buses, which will in
turn reduce journey times. “The drive
towards modal shift is focused on
of the bus in attracting people to use attracting people from the suburbs,
particularly at peak travel times, and
public transport. getting them into the city centre. We are
looking to introduce initiatives to
54
Driven for you
significantly improve journey times
making the bus a viable alternative to
the car. There is a place for the car in
the city but with the limited road space
available, you have to maximise that
space for the most amount of people.
We plan to introduce new express
services this year that will significantly
reduce journey times for customers,” he
continues.
transport report
The other part of the plan for growth is
focused on the company’s commercial
services division, where it is the market
leader in what is a highly competitive
environment. The commercial services
division is primarily made up of the city
open-top tour business that has been
buoyed up by increasing numbers of
tourists visiting the city. “It has been a
great achievement that we have stayed
at the front of that business for 29 years.
As in any business, market leaders get
imitated and you then have to innovate
to keep ahead of the competition. That
creates an exciting environment to work
in and it also challenges us,” says
Coyne. The latest addition to our tours is
the introduction of a new 1916 tour
which is doing “exceptionally well”.
Dublin Bus has partnered with award
winning Production Company, Anu, to
“Last year we carried 122
provide customers with a theatrical
experience on the tour bus, which
Coyne describes as “theatre on wheels”.
million customers which is two
The commercial services business also
includes the Airlink 747 service which thirds of all public transport
connects Dublin Airport to the city
centre. Since January services on the
route have increased by 15 per cent and
there are now 200 trips per day. The
users in Ireland”
popularity of the service is due to the
fact that it is the cheapest and also the
Encouraging public flexible, allows you to service customers
with major infrastructure projects such
quickest bus service into Dublin City transport use as the LUAS Cross City project or the
Centre, “we are offering a high quality
There are a number of strategic elements 1916 centenary commemorations which
service at a low price.” In addition to
to modal shift which is a key element of saw significant changes to bus routes in
Airlink 747 there are a number of public
both Dublin City Council’s vision for the the city. Over the four days of events we
services operating at Dublin Airport.
city and The National Transport worked with a range of stakeholders and
“There are a range of services operating
Authority’s (NTA) “National Transport chaired the transport council for all the
from Dublin Airport. There is a normal
Advertorial
public service route (Route 16) that takes Strategy 2016 to 2035”. The bus has led 1916 events. We were able to facilitate
one hour into the city centre and costs the way within Dublin with 122 million large numbers of people coming into the
€2.60 with Leap Card, and for those journeys last year making Dublin Bus the city,” says Coyne. The flexibility of the
wanting to get there quicker there is the largest provider of public transport in bus has always been useful in extreme
Airlink 747 with a €10 return ticket and Ireland. One of the advantages the bus weather conditions such as flooding and
that takes 25 minutes,” explains Coyne. has is that it is very adaptable. The bus snow, “the bus can adjust its route and
This summer will see the introduction of can adapt very quickly to changes in
still get people to and from work”.
a new Airlink route that will operate from demand; “We saw this with the growth
the airport via the Port Tunnel to the over the last 18 months, where we have With government looking to invest in
Camden Street area in the south of the added additional resources very quickly,” public transport, Coyne points out that
4
city, with a 30 minute journey time. With says Coyne. The bus can also work bus investment is the least capital
both these services there will be a bus around infrastructure projects or major intensive of public transport modes, “you
leaving Dublin Airport for the city centre events, which have become a feature of can get a lot more value for money and
every six minutes. any modern city. “The bus, being can yield results relatively quickly.” 55
Driven for you
transport report
Another benefit he highlights is the fact
that you can invest in bus transport to
gauge demand before investing in other
“At the core of modal shift
modes of public transport.
While the introduction of Quality Bus you have to make public
Corridors (QBC) has been very
successful, in order to ensure that all
road users are accommodated on our
roads new initiatives have to be
transport a real alternative to
introduced to deal with the current
congestion levels in the city. QBCs have
traffic light priority, with technology on
private car transport”
the bus changing the traffic signals on
approach. This has led to a waiting time
reduction of up to 41 per cent at making the most of that space to have a wheelchair and buggy space on
particular junctions. When operating a achieve significant improvements, with each bus.” Dublin Bus has partnered
route that is 10 to 12 km you can get schemes such as the contra-flow bus with disability agencies and NGOs such
significant time savings. “In addition to a lanes on the Quays which have improved as Age Action Ireland to further improve
faster journey you get a consistent travel times through the city centre. services for people with disabilities. This
journey time that doesn’t vary day to day There is also the need for greater includes the introduction of the Travel
and people can really rely on the bus,” multiple public transport offerings to get
adds Coyne. Assistance scheme, the only such
a bigger modal shift in the future.
scheme in Ireland. The service is suitable
Dublin Bus plays a key role in for people with a disability or a mental
encouraging people away from private Customer engagement
health issue who may be wary of using
car use and on to public transport but Customer engagement is also a key part public transport. Under the scheme a
Advertorial
other modes of transport have their part of Dublin Bus’s growth strategy over the trained employee comes to the home of
to play also. Cycling has a role as part of next five years. The company has the person and helps them re-engage
the overall transport strategy and has introduced a very successful smartphone
with public transport and it is free for
also health benefits for users. There is app which has had over 1.5 million
also a role for car sharing and car users. “We get great feedback on the
downloads. “The provision of quick and
pooling and Coyne sees these as very scheme with the amount of users taking
user friendly information is an important
much complementing public transport. advantage of the scheme increasing
part of the customer experience”, says
Coyne. every year” adds Coyne.
“It is unlikely that roads in the city centre
will be widened and therefore traffic The company has also invested in its
management plans must find the best fleet over recent years and it now has a
way for all road users to be modern fleet that is fully accessible. “In
b DublinBusNews
accommodated in the best way 2000 we started to introduce low floor a @dublinbusnews
possible.” Dublin Bus has worked closely vehicles and then introduced audio www.dublinbus.ie
with Dublin City Council and the NTA on announcements to the fleet. We now
56
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fo ry!
a te dia
D ur
yo
Infrastructure Ireland ®
Delivering the next generation of infrastructure
Tuesday 27th September 2016 • Radisson Blu, Golden Lane, Dublin
The Infrastructure Ireland® conference will examine the key elements required to successfully deliver the next generation of
infrastructure. In the short term, investment will bolster employment and in the longer term, investing in strategic infrastructure
projects will be key to ensuring Ireland’s ability to compete globally, enhance our connectivity and give us the potential to sustain the
recent economic recovery.
In September 2015 the Government announced its capital spending plan Building for Recovery 2016-2021 – worth an estimated €27
billion in direct investment over the next six years, and expected to create around 45,000 jobs during the construction phase. In
addition, the Ireland Strategic Investment Fund, established just over 16 months ago to invest the €7.5 billion remaining in the
National Pension Reserve Fund is in advanced discussions with, or has committed to, 53 different investment opportunities with a
combined value of €2.4 billion. However, ensuring that Ireland’s infrastructural needs are met is not without its challenges, with many
feeling that current and planned spending is still too low. After years of reduced government investment, there are a number of
critical infrastructure gaps that need to be addressed sooner rather than later.
Key issues examined Sponsorship opportunities
✔ Priorities for investment: Addressing Ireland’s There are a limited number
infrastructure needs of opportunities for
✔ Supporting the delivery of major infrastructure projects interested organisations to
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conference as sponsors.
✔ Future outlook for the PPP market This is an excellent way for
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of senior decision-makers
✔ Sectoral updates: health, education, energy, housing and
from across Ireland’s
transport
public, private and voluntary sectors. For further information on
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infrastructure
Lynda Millar on 01 661 3755.
Full programme to be announced soon...
www.eolasmagazine.ie/events
Driven for you
transport report
Shaping Ireland’s land
transport network
The Head of the Public Transport Investment Division,
Ethna Brogan explains how the Capital Investment Plan
2016-2021 will impact upon public transport and road
network investment.
Published last September, the Capital Head of the Public Transport Investment Evidence based targets
Investment Plan 2016-2021 sets out the Division, Ethna Brogan is confident this
state’s investment plans over the next While Brogan acknowledges that these
funding will deliver the main objectives of
six years. However, recognising the targets may sound aspirational she is
the transport investment programme.
significant lead in times for many adamant they have a sound evidence
The main objectives of this programme base, framed by the department’s
transport projects, the transport element
are to develop and maintain transport Strategic Framework for Investment in
of the plan covers the next seven years.
Land Transport (SFILT). The framework
Of the €10 billion allocated to the networks to the required standard to
was developed following the financial
Department of Transport, Tourism and ensure the safe and efficient movement
crisis when capital transport funding fell
Sport, €9.6 billion has been allocated for of people and freight, to add appropriate
to historically low levels of 0.5 per cent
transport investment. capacity to the network to meet growth of GDP. In this context, the SFILT set out
Of this €9.6 billion, roads will receive €6 in demand and to encourage modal shift to determine the appropriate levels of
billion of investment with public to ensure transport makes a contribution investment and define the priorities and
transport receiving €3.6 billion. As the to Ireland’s climate mitigation targets. principles to guide allocation of future
58
Driven for you
“The cost of repairing areas is
ultimately higher than the cost of
steady state investment.”
transport report
land transport network to maintain completing the projects already
infrastructure at steady state levels underway and maintaining steady state
which was an important starting point for levels.”
the department in those negotiations
when there are so many competing With regards to the rail network, the
demands for funding.” infrastructure management contract of
the heavy rail network is managed by
Irish Rail. The investment required to
Investment
maintain a steady state accounts for
Of the €6 billion allocated for investment almost 20 per cent of total steady state
in the road network over the period of costs for the entire inland transport
the plan, €4.4 billion is required for network and while admitting the network
steady state maintenance of existing is not being maintained to this standard
national, regional and local roads. “This at present, Brogan is adamant that this
steady state investment is important,”
level of investment will be reached over
states Brogan. “The implications of
the next seven years.
failing to maintain the network is evident
in the current degradation of parts of the With increasing passenger numbers, the
network and the cost of repairing these bus is the workhorse of the public
areas is ultimately higher than the cost of transport system. “The bus is, and will
steady state investment.” remain the key public transport mode in
A significant amount of the fund (€600 the greater Dublin area and across the
million) has also been allocated to the state,” notes Brogan. “Investment has
development of PPP road projects been targeted at fleet replacement and
including the N17/18 Gort to Tuam capacity enhancement, infrastructure
investment. The results were published scheme and the N25 New Ross By-Pass. development and upgrading a small
last summer. A further €860 million will fund priority number of routes to Bus Rapid Transit
projects targeting the removal of but there would be little point in making
The first of the framework’s
bottlenecks such as the M7 Naas- this investment if buses are going to sit
recommendations was to restore
Newbridge road widening scheme and on congested city streets, so investment
investment levels to 1.15 per cent of
the N59 Moycullen By-Pass. Similarly, a will also be targeted at improving bus
GDP. The primary focus of this
number of schemes are targeted at network infrastructure.”
framework is on achieving steady state
facilitating industry and employment
maintenance of the strategically Reflecting on the overall impact of the
such as the improvement of the road
important elements of the existing land Capital Investment Plan on the land
network at Grange Castle Business Park.
transport networks in an effort to keep transport network, Brogan acknowledges
the system in an adequate position and Turning her attention to public transport that funding in the immediate future
condition for the efficient transport of investment, Brogan notes how the
remains constrained but by 2020 the
people and goods. The second priority is programme upholds the principles of the
funding will allow steady state levels to
to address urban congestion and the government’s smarter transport policy
be reached across the network.
third is to maximise the contribution of and how the department worked closely
“Thankfully the expanded time horizon
land transport networks through targeted with the NTA when revising the
that the department secured in its
investments aimed at improving investment plan. As a result, €2.6 billion
of the €3.6 billion to be invested in negotiations with DPER will enable us to
connectivity and increasing the make progress on some new projects to
public transport will be spent on
attractiveness of public transport.
maintenance and asset renewal while the support competitiveness and economic
“Having completed the SFILT was other €1 billion will be spent addressing growth,” says Brogan “Importantly, it will
important for the department as it congestion and bottlenecks. “Towards also help us in our efforts to meet our
entered into negotiations with DPER on the end of the seven year plan we will climate change targets and commence
the new capital plan,” said Brogan. “It have scope to start some major new construction on some new major
provided an evidence based estimate of projects,” states Brogan. “But in the projects including Metro North in the
the annual funding requirements for the earlier years we are looking at final years of the plan.”
59
Transport Ireland in pictures
transport report
Peter Walsh, Transport Infrastructure Ireland; Edgar Morgenroth, The Economic and Social Research Institute; Ethna Jack Sheehan, JSA Ltd and Derval Cummins, EY.
Brogan, Department of Transport, Tourism and Sport; Graham Doyle, Department of Transport, Tourism and Sport; and
Daniel FitzPatrick, Gas Networks Ireland.
Bob Laird, Chartered Institute of Logistics and Transport Paul Bennett, IBI Group and Michael O’Connor, Scheidt Brendan Keating, Port of Cork Company and Kevin
with Graham Lightfoot, Clare Accessible Transport. & Bachmann Ireland ltd. Brady, Department of Communications, Climate Change
and Natural Resources.
John Fingleton, Fingleton White. Brian Caulfield, Trinity College Dublin and Kieran Kelly and Geraldine Fitzpatrick, Transport
David O’Keeffe, Arup. Infrastructure Ireland.
Edgar Morgenroth, The Economic and Social Research Institute; John McGrath, Department for Regional Tim Gaston, National Transport Authority and Ian Byrne, Systra.
Development, Northern Ireland; Graham Doyle, Department of Transport, Tourism and Sport; Derval
60
Cummins, EY; and Declan Meally, Sustainable Energy Authority of Ireland.
Going greener: rail transport
delivers sustainability
transport report
• The land footprint per passenger is
very low, compared to car transport;
• this leads to less construction
work.
• Rail vehicles are very durable,
returning very long service lives for
the materials and energy invested in
them;
• it is not unusual to operate
vehicles for 40 years, covering
millions of kilometres over their
lifetime – the original DART fleet
from 1984 for example continues
to operate safely and reliably
every day on our network.
• Noise emissions from railways are
less intrusive than road transport;
Railways in Ireland and internationally has • the noise from road tyres is the
most significant noise polluter.
always delivered an environmentally • It is eminently suited to moving
heavy freight loads overland;
sustainable mode of transport. Iarnród
• it is particularly good for large
Éireann is working to further enhance the tonnage and long distances.
This mode of transport – sustainable by
green credentials of taking the train. design – has continued to focus as an
industry on reducing emissions further.
Progress made by railways in the past
Transport in Ireland – particularly • electric railways such as the
decades have resulted in average
commuting – sees large numbers of DART represent the cleanest
emissions falling by more than a fifth,
single occupancy cars in use. form of powered transport;
significantly above alternative modes.
Congestion, air and noise pollution, emissions relate only to the
health and lifestyle issues and accidents energy source used for
are the result. generating power. Energy Efficiency in
Advertorial
Iarnród Éireann
However, public transport provides a • Trains can move large numbers of
Iarnród Éireann has made huge inroads
sustainable alternative, and railways are people in comfort into and out of
in the area of Energy Efficiency over the
one of the most sustainable forms of cities, and between cities;
past number of years, to the extent that
transport for many reasons:
• it is fast and generally free from Iarnród Éireann has already passed the
• Trains are a fuel efficient method of congestion delays. Government’s target of 30 per cent
transport; improvement to be achieved by 2020.
• traveller productivity is enabled,
• fuel usage and emissions per as the traveller does not have to Iarnród Éireann is achieving a reduction
passenger / tonne kilometre are drive and can work while in total energy consumption of 272 GWh
low. travelling. per year, compared to the baseline; this
62equates to 27 Million litres of diesel oil Emissions by transport type
per year saved, which represents a 36
per cent reduction. This is not an
achievement which results from a Mode Emissions Percentage change since
(gCO2/passenger km) 1995 / 1996
reduction in economic activity as train
kilometres operated have marginally Passenger rail, diesel 74 -16
increased over this period.
Passenger rail, electric 54 -28
This is an exemplar performance, and it
continues with further projects to Passenger rail, overall 61 -22
achieve more savings, but even greater
Car / Taxi 106 -8
savings can be achieved with the
electrification of the railway. Domestic air services 231 6
The DART expansion project is a series Source: ATOC UK Report
of projects which would develop and
expand the DART network in the Greater
transport report
Dublin Area, building on one of Ireland’s Improving efficiency
great public transport success stories,
the DART. The programme includes:
Quantity baseline Quantity 2015 Change %
• the DART Underground line, a high-
2006
capacity second DART line running
underground through the heart of Energy used 769 G W hr 497 G W hr -35
Dublin city;
• electrification of the northern Train kilometres 18.2 M km 18.4 M km 1
commuter line from the existing end
Energy per Train 4.14 MWh per 100 2.7 MWh per 100 -35
of the DART network in Malahide on
to Drogheda; kilometre Train kilometres Train kilometres
• electrification of the line from
Heuston to Hazelhatch and Passenger 1,872 M km 1,917 M km 2
completion of the four-tracking of kilometres
this line between Inchicore and Park
West; Energy per 4.03 MWh per 2.59 MWh per -36
• electrification of the line from Passenger kilometre 10,000 Passenger 10,000 Passenger
Connolly to Maynooth, together with kilometres kilometres
removal of level crossings and
resignalling;
Protection of the • an ongoing programme for the
• expansion of fleet and depot Environment identification and treatment of
facilities. invasive species of plant life and
Environmental sustainability does not just
This will result in a high-capacity animal life;
stop at fuel consumption and emissions.
integrated rail network across the
Iarnród Éireann is responsible for • an ongoing programme for the safe
Greater Dublin area which will meet the
maintaining the national rail network (in use of necessary pesticides and
transport needs of our communities and
excess of 2,000 km) which traverses a
our economy, and prevent chronic weed killers.
diverse network of natural habitats and
congestion which would damage both.
landscapes including rivers, coastal Great care is taken in planning works,
It has the potential to treble the capacity areas, peat lands, wetlands, semi natural particularly in Special Areas of
of the rail network passing through the grasslands and estuaries. The railway Conservation, to ensure that Biodiversity
heart of Dublin, and connect all rail network can be an agent of good or is sustained, and improved, if such
modes – DART, Commuter, Intercity, harm, as it can provide vital corridors for
improvement makes sense in the overall
Luas and forthcoming Metro – to from a wildlife within urban and agricultural
context of the works in hand.
truly integrated network. It would also landscapes but can also act as a vector
expand the most sustainable form of for the expansion of invasive species In operations and in the way we interact
land transport – electrified rail - from 43 infestations. with our surroundings, sustainability
Advertorial
per cent of rail journeys in Ireland to over
Iarnród Éireann is a participant in several cannot be taken for granted. Initiatives
70 per cent of rail journeys.
programmes designed to improve the in our national rail service will ensure that
The project is currently being reviewed environment, or at a minimum, ensure customers for passenger and freight rail
by Iarnród Éireann and the National that there is no deterioration in the services will continue to go greener than
Transport Authority to provide a lower- environment. Iarnród Éireann is an active ever before.
cost technical solution whilst retaining participant in several areas:
the essential rail connectivity. Design
and planning is being advanced to • the All-Ireland Pollinator Plan initiated
ensure construction can commence after by the National Biodiversity Centre; For more information on Iarnród
2020, as pressure on our urban transport level crossing sites are particularly Éireann visit www.irishrail.ie
capacity accelerates. suitable for bees;
63Driven for you
Assessing the impact
of infrastructure
transport report
the sectoral benefits of transport
infrastructure investment varies widely.
The agricultural sector benefits least
from transport investment while the
service sector tends to benefit most from
investment in broadband infrastructure.
The effect of such investment is non-
linear and Morgenroth’s research shows
that at some point, as the transport
network develops, further investment
doesn’t add any further benefit. “If you
already have one developed motorway,
you don’t need a second one,” states
Morgenroth who also notes the
importance of the interrelationships
between investment and the fiscal
system. “The best benefits are achieved
when the tax rates are lowered and the
reason for this is that taxes take money
out of the private sector and put it
somewhere that is not necessarily
productive. There is also an argument to
suggest that investment is even better if
it is funded by fiscal transfers.”
There is also a link between accessibility
and population growth with more
accessible areas experiencing faster
population growth. However Morgenroth
notes this quickly leads to an increase in
The ESRI’s Associate Research congestion and the need for further
transport investment. Focusing on what
Professor Edgar Morgenroth assesses further investment in Ireland’s road
infrastructure could practically achieve,
the impact of transport infrastructure on Morgenroth uses the example of Co
Donegal and the A5/N2 project. The
distance between Dublin and
regional development. Letterkenny is 240 km and the average
drive time is currently 190 minutes if an
average speed of 75.8 km/hr is
maintained. Morgenroth notes that any
For policy makers in peripheral regions Benefits of investment
one of their biggest desires is the potential investor will only consider
While it might be easy to assume investing in the development of road
development of transport infrastructure
investment in a region’s infrastructure infrastructure if a drive time of less than
to help their regions overcome their
will lead to benefits, Morgenroth two hours can be achieved. To reach
peripherality. There is also a perception this target between Letterkenny and
contends that this isn’t a guarantee. Not
that in terms of infrastructure Dublin would require a driver to maintain
every piece of infrastructure has the
investment, Dublin receives preferential same impact though the evidence from an average speed of 120km/hr,
treatment. However as the ESRI’s the international literature suggests that something Morgenroth states is not
Associate Research Professor Edgar feasible.
investment in roads has the biggest
Morgenroth’s research suggests, neither benefit. However, this impact varies “Letterkenny to Belfast is a much shorter
of these arguments are supported by across regions and is dependent on their distance and would require an average
fact or logic. respective development levels. Similarly, speed of 75km/hr to make it in two
64Driven for you
hours,” states Morgenroth. “A small Dublin 13 times a day, yet if they use the contends that the effect of this
improvement in road infrastructure station in Drogheda they would have the investment varies across regions and
would achieve a journey time of less option of 35 trains per day to Dublin. sectors and is non-linear. He also notes
than two hours so if I was in Donegal I However, if Westport was their station of how the impact of the investment is
would want a motorway from Derry to choice their choice of travel time would lowered at higher levels of taxation and
Belfast. This motorway would provide be reduced drastically. “Even though is at its greatest if paid funded by a fiscal
residents of the county with access to accessibility to the rail network is almost transfer. “Infrastructure is not the only
two international airports and an universal, the station’s level of service thing that matters when driving down
international port.” must be taken into account when transport costs,” states Morgenroth.
transport report
accurately assessing coverage,” states
Morgenroth was also keen to note that “Regulation also has an impact. In
Morgenroth. The same can be said of
improving the drive time between point X France 57 per cent of transport costs
and point Y also improves the drive time access to airports and harbours, the
reductions between 1978 and 1998 were
at all intermediate points along the route west of Ireland has good coverage from
due to changes in regulations and had
and this may have a negative impact on these services as does the south-west.
nothing to do with transport
the starting location. “To improve the However, there is a gap in the middle of
infrastructure.”
drive time from Letterkenny to Dublin the country.
would also improve the drive time from Ultimately, there has been significant
While the disparity in regional provision
Monaghan to Dublin and the drive time is noticeable, it is worth remembering investment in transport infrastructure
from Monaghan to Dublin will always be that the population isn’t distributed over the last 40 years but despite this,
less then Letterkenny and that will never evenly across the country. With regards significant accessibility differences are
be overcome,” states Morgenroth. to the rail network, the population of still present across the country. While
Ireland is within two hours of a railway investment in infrastructure can make a
“It is also worth considering the negative
impact transport infrastructure will have station and almost 85 per cent of the large difference in terms of accessibility,
on remote locations. Transport population can drive to a train station it cannot overcome peripherality relative
infrastructure works in two ways and within 30 minutes. Similarly, a very to other places. Recognising that
examples from around the world show significant proportion of the population investment in transport infrastructure is
that if you build a bigger road, local are in relative proximity to a motorway necessary Morgenroth uses the example
businesses that were previously junction and very few people are far of investment in broadband
protected and served local markets face away from one. “An increase in infrastructure to highlight how
competition they can’t compete with as motorway infrastructure now will actually infrastructure alone is not sufficient to
a result of the reduction in transport benefit fewer people and that is one of address regional development deficits.
costs.” the considerations investors have when “To make use of broadband
focusing on new infrastructure,” states infrastructure you need human capital
Current transport Morgenroth. with a minimum standard of education.
infrastructure While acknowledging that extensive Without that, the investment has no
literature details the positive effect of effect. Investment in infrastructure is a
Addressing the second point of
infrastructure, especially transport necessity but it won’t solve all regional
contention that suggest Dublin receives
infrastructure on national and regional development woes on its own,” he
preferential treatment with regards to
economic development, Morgenroth concludes.
infrastructure investment, Morgenroth
notes that in terms of capital expenditure
per capita, there is no evidence to Percentage of population (2011) by drive time
suggest that Dublin is favoured. Looking
at investment in road infrastructure, to nearest infrastructure
Dublin is at the bottom of the list and the
midlands region is at the top. Drive time Motorway Railway Airports Ports
Morgenroth credits this to the creation of in minutes junctions Stations
motorways across the country. “The
motorway network has been created this
century and there are gaps in it but it 0-15 59.1 62.4 8.2 17
does provide accessibility to a large
amount of the country. However, there is 15-30 17.1 24.4 30.3 26.1
still a distinct remoteness in the north-
west and the south-west,” he notes. 30-60 11.2 11.4 34.6 28.7
Similarly, the rail network offers good
60-120 11.7 1.8 26.8 21.4
coverage although the level of service
varies widely. Using the example of
120+ 0.9 0 0.1 6.9
boarding a train in Dundalk, Morgenroth
shows how accessibility and universal
Source: Edgar Morgenroth’s calculations and CSO Census 2011 data.
service are not synonymous. At Dundalk
a passenger is able to get a train to
65Protecting the asset
This included the provision of routine
maintenance, winter service and incident
response on these strategic sections of
transport report
the network. In terms of maintenance,
the existing service was mostly reactive
(responding to major failures) rather than
proactive (planned intervention).
Another aspect of the motorway system
was the Public Private Partnership (PPP)
contracts that exist on parts of the
network. These are long term
commissions that pass responsibility for
maintenance and operation of parts of
the network to private operators in return
for financing and building that part of the
network. The PPP schemes were being
maintained to a high standard and
disparities were apparent in the visual
performance and active management of
major incidents on the network.
Strategy
Ennis Depot, off M18. Multinational research demonstrated that
maintenance, in most developed
Design, engineering and project management countries, was predominantly carried out
by the private sector using various forms
of contract. Based on this research and
consultants Atkins has played a leading role in cost-benefit analysis, strategic decisions
were made to:
Transport Infrastructure Ireland’s transition from • centralise maintenance of the
motorways, with responsibility being
roads builder to manager. placed with TII. This would provide
consistency of performance across
each of the 21 local authorities
With Ireland’s significant economic Dublin, Cork and Galway, has been affected;
development in the 1990’s and 2000’s central to assisting the TII in making this
• privatise the maintenance function: this
came the construction of the Motorway transformation over the past five years.
had the benefit of utilising the
network. In 2000, the network extended significant knowledge and experience
In 2011, Atkins was awarded the
to approximately 350 km. This of the road maintenance industry which
National Roads Network Management
increased to 1,224 km by 2010 when the private contractors had developed,
Service Contract (NMSC) by TII to
last of the inter-urban Dual Carriageways mainly in other countries, but also on
develop a strategy for the future
the PPP contracts in Ireland;
Advertorial
(mostly Motorways) linking Dublin and
maintenance of 744 km of inter-urban
the other major cities was completed. • divide the country into three
motorway network. Atkins has a long
The National Roads Authority (NRA) maintenance regions which were large
history in the road maintenance sector in
(now incorporated into Transport enough to encourage interest from the
the UK and their experience of
Infrastructure Ireland [TII]) oversaw the road maintenance industry;
developing road maintenance strategies
delivery of a massive road building • only permit operators to maintain a
across several countries is key to their
programme which now provides a first single region, thereby establishing three
appointment to the commission.
class asset for the country. With this contractors and encouraging long-term
development, TII needed to transform Prior to the commission, each local competition in the marketplace;
it’s role from being road builder to road authority maintained the extent of the • utilise a medium term contract duration
manager. Atkins, a multidisciplinary motorway network within their respective (five years plus client option to extend
design consultancy with offices in boundary with funding provided by TII. by a further two years), which would
66encourage investment by the private
operators;
• provide strategically placed
maintenance depots around the
network.
TII owned depots were a strategic
requirement of the maintenance
contracts. Atkins, as a multidisciplinary
design consultancy, developed seven
depots to planning stage and undertook
detail design and provided construction
administration and site supervision of
transport report
four depots. The services that Atkins
provided includes amongst others:
• civil and structural engineering;
• mechanical and electrical engineering;
• environmental assessment;
• geotechnical engineering;
• planning services;
• health and safety compliance;
• contract supervision; understand the issues and react to the
• project management;
• inspection and monitoring; demands of the contract,” says Atkins
• architecture; Associate Director Micheál McKittrick
• advice;
• quantity surveying.
• project and programme management; With these contracts now at the halfway
The depots have a consistent point it is both an appropriate time to
• cost consultancy;
appearance and were constructed to review the effectiveness and success of
• value engineering. these contracts as well as look forward
similar performance specifications which
have been designed to last. The depots to see what changes should be made in
are an investment and an asset that can Challenges the future. The general consensus
be transferred from one generation of across TII, the local authorities is that the
As with all new contracts, challenges
maintenance contracts to the next. emerged for the operators, TII and services provided are key to the
Atkins. Some of these challenges successful operation of the network and
Implementation included the existing asset condition, the that the contracts have been a success
collation of data across a number of data to date.
In conjunction with TII, Atkins developed
headings (asset data and inventory
the new maintenance contracts, referred The expertise delivered by the Atkins
associated with that asset), incident data
to as the Motorway Maintenance and team on this commission across a range
and monitoring and reporting on
Renewals Contracts (MMaRC). The of services and areas of expertise is
potential insurance claims related to road
contracts include the following services: indicative of the services similarly offered
traffic collisions.
• routine and reactive maintenance; to a wide range of public and private
There have been many success stories
sector clients across all areas of the
• incident support the emergency associated with the MMaRC contracts
engineering and architecture spectrum.
services; such as the improved conditions
Clients continue to return to Atkins as
achieved on the network over the past
• winter services (gritting and snow they know that they will get a first class
ploughing); few years. In addition, the data collection
service and approach that has the
exercises, have given TII a greater
• asset collection and management; understanding of the asset that they are confidence of being backed up by
managing and the need for its industry experts in their field to ensure
• renewal works.
maintenance and potential upgrade over successful project delivery. This is the
Advertorial
Atkins were successful in securing the the coming years. approach that is taken on the MMaRC
Motorway Contracts Audit and project and with a number of years
Administration Services (MCAAS) Micheál McKittrick has been leading this
remaining on this commission it is hoped
commission which extends for four years project from the beginning and now
to continue this level of service to ensure
plus the option to extend by two years. manages a team of 15 in delivering the
services to TII. its continued successful delivery.
The role to date has comprised of the
following: “Managing an asset and a contract on
• administration of the MMaRC this scale requires a number of different ATKINS
contracts; elements – not least the required Dublin - Cork - Galway - Belfast
systems and processes to ensure that all
• audits of MMaRC and PPP contracts; Email: info.ie@atkinsglobal.com
elements are addressed as well as an
Web: www.atkinsireland.ie
• design; experienced and dedicated team to
67Driven for you
transport report
Changing behaviour
to reduce emissions
Trinity College Dublin’s Brian Caulfield explains the rationale
behind Greening Transport’s desire to examine the relationship
between public perception and transport emissions.
Greening Transport’s primary objective projects that look to maintain the status concept of car shedding. Car shedding
is to merge the technical evaluation of quo in terms of mobility as it seeks to is the process by which individuals are
the emissions from transport and the measure how reducing mobility or encouraged to ‘shed’ a car in their
improvements in their calculations, with changing mobility patterns can reduce household and move to one or no cars.
the behavioural changes needed to emissions. It is also seeking to assess “It is not possible for everybody but this
realise a substantial reduction in how policies of promoting modal shift research will attempt to understand how
emissions. “If you ignore behaviour you the process would work and how we can
and sustainable mobility can help reduce
are ignoring the problem,” states the get people to give up their cars,” says
emissions.
project’s director, Brian Caulfield. “We Caulfield. “One of the reasons people are
need to understand the behaviour and less environmentally friendly in terms of
motivation of people and to date this Driving change
their emissions is because they don’t
issue has been ignored.”
Focusing on how this change might be fully understand the environmental
This research is different to other achieved, Caulfield discusses the impact of their car usage.”
68Driven for you
At the end of last year the team
conducted research assessing the most
important features of the public’s
preferred mode of transport. The
research was conducted to gain an
appreciation of why the public favoured
the car so heavily and how they could
be encouraged to give it up. Of the 400
responses the majority of them listed
cost and time as key factors, followed
transport report
by comfort. Environmental friendliness
and sustainability are ranked near the
bottom in the public’s perception of
priorities.
When asked if they would be willing to
sell a car that they own or delay buying
a new car in favour of taking public
transport or cycling if similar costs and
travel time could be guaranteed, over 40
per cent of respondents still stated ‘no’.
However, 25 per cent said ‘yes’ and 10
per cent said ‘maybe’. With roughly 35
per cent of respondents open to the idea
of ditching the car and a further 15 per
cent stating they don’t drive, Caulfield
has hope that people can be convinced
to adopt other methods of transport. emissions. Focused primarily on changes in promoting sustainable care
assessing how to drive a quantifiable use.
While acknowledging that the project is
change in the use of the car, Caulfield
still in its infancy, Caulfield is certain With regards to transport models, the
states that better national travel survey
behavioural changes are a necessity in research will focus on the NTA model,
data is required with common definitions
order to drive down Ireland’s overall
shared between data sets. At present the the UCD model, some models from the
transport emissions. “This work will shed
data held by the Central Statistics Office UK and others from the Netherlands and
some light on the means to change how
and the National Transport Authority Sweden. The emissions model the
we use transport and challenge our
have two different definitions and as a research will use is COPERT4. This
perceptions on how we use our cars,”
consequence the data cannot be emissions model is an average speed
he states.
merged.
model that calculates emissions for both
For the research to be successful
The output from this project, which light and heavy vehicles. It has a
Caulfield is aware of the need for
started last March and will run until different set of emission targets for urban
efficient and effective data to measure
March 2018, will be in the form of roads, rural roads and highways.
transport emissions.
academic papers and publications. It will However, it does not calculate emissions
look at policy recommendations on how
Data requirements for new technology vehicles, nor does it
to reduce land transport related
calculate non-exhaust particulate matter
“The data requirements for this project emissions and also make
emissions.
are huge,” admits Caulfield. “We have recommendations on the policies
done some behavioural work but it is the required to reduce land transport Caulfield explains that the team have
mobility data that is the key emissions. The research has five work decided to adopt this model as it
consideration. At present data is poor in packages. The first is concerned with the
calculates emissions of all pollutants
Ireland, the best data available is from management of the research, the second
from road transport, it covers all vehicle
the National Transport Authority but is a review of the data models available
classes and can be used to calculate
transport data has a number of gaps to the team and a comparison of some
other models across Europe. and project transportation emissions to
and there is a lack of linkage between
the available data. A lot more should be 2030 as well as providing a user-friendly
The third package is an examination of
done to pool this data so that links can user interface. “The data we have from
smarter travel options and how they can
be made that would support new the NTA will fit into this model and will
be used to reduce emissions. The fourth
research and policy answers.” allow us to predict emissions into the
package examines the emissions
With the data available little scenario reductions from the changes in the future. We will also be able to look at
analysis has been completed to private car fleet and the public transport more than just CO2 and this is important
determine the impact a walking or bus fleet while the fifth package is when working out the benefits that we
cycling strategy would have on reducing concerned with measuring the fiscal are trying to estimate,” he concludes.
69RSA: Keeping Ireland’s
road users safe
in road fatalities.” The RSA’s recently
published speed report shows that
young males are involved in 91 per cent
of speed related fatal collisions. The top
transport report
three factors in collisions on Irish roads
are speed, impaired driving and non
wearing of seatbelts. 31 per cent of fatal
collisions are a result of excessive speed
and 15 per cent of fatal crashes involve
alcohol.
Despite the rise in fatal collisions over
the first four months of 2016 Murdock is
still hopeful that the overall number will
be lower than in 2015, thanks to the
planned investment in frontline policing.
“Regardless of factor, Garda
checkpoints are the most effective
means of ensuring good behaviour on
roads and the RSA welcomes the capital
plan’s announcement of additional Garda
numbers across the country.”
Road Safety Strategy
Aside from a reduction in road deaths
the RSA also has other targets. It has
The Road Safety Authority’s CEO 144 actionable items in the government’s
road safety strategy which expires in
Moyagh Murdock explains how the 2020. The RSA is responsible for
monitoring and reporting to the Minister
of Transport on the progress of the Road
state agency has helped improved the Safety Strategy. It is also involved in
delivering actions along with other
safety of Irish roads. stakeholders including the An Garda
Síochána, Transport Infrastructure
Ireland, the HSA and local authorities
Since the Road Safety Authority’s will require a 6-8 per cent year-on-year including the full range of government
inception in 2006 the state agency has reduction in fatal collisions so we must bodies responsible for the upkeep of
transformed significantly. Initially, the ensure that people are fully aware and roads. “We meet twice a year for a
appreciative of the risks of driving on the review and that is chaired jointly by the
RSA was formed as a promotion and
roads at all times.” Minister for Justice and the Minister for
awareness organisation but in 2010 it
Transport it is yet to be held this year but
took over responsibility for the driver
Last year was Ireland’s second best it will take place soon,” states Murdock.
certificate of professional competence performance in relation to the number
and the regulation of approved driving Later this year the RSA will also conduct
Advertorial
deaths on the road with 166 fatalities.
instructors. Today, the RSA is a midterm review of the road safety
This means Ireland has the fifth safest
responsible for the NCT and the CVRT strategy and from this it will look at
roads in the European Union, up three
and has an oversight role in the issuing future innovations such as the linking of
place since 2014. However, the first four
of driving licences. driving licences to vehicle registration
months of 2016 have not been as good.
plates. “There will be other technological
“We are always looking at the way we Murdock links the rise in road deaths in
enhancement as we forward,” says
the early stages of 2016 to an
deliver services to the public,” says the Murdock. At present the RSA is ensuring
improvement in the economy.
RSA’s CEO Moyagh Murdock. “Our a three-five day turnaround for driving
primary target for 2020 is to reduce the “An improving economy means young licences. Last year 500,000 licences
number of deaths on Irish roads to 124, people are back in their cars again,” were produced and 95 per cent of those
that is 24 people per million of Ireland’s states Murdock. “Especially young males were delivered in two-three days. “We
population. This is a big challenge and who are still massively over represented want to keep this performance level
70transport report
going,” stresses Murdock. “We provide
an essential service and while making
roads safer is the priority, it is important
to remember that we also need to make
“An improving economy
means young people are
the systems in place convenient for the
users.”
Reflecting on how the RSA ensures its
targets are met, Murdock reveals that
research plays an important role.
Research allows the RSA to formulate
back in their cars again”
provisions and education programmes “Thankfully this number has fallen a lot in minimum they should have a service and
that can target problem areas. 16 years and we can see a big health check twice a year. Preventive
“Research can highlight the cause of improvement in terms of keeping measures will cost a lot less than running
road deaths and we take that
vehicles road worthy. In terms of failing a vehicles to destruction.”
information and use it to formulate
NCT the data would suggest it is
campaigns,” states Murdock. “According With so much responsibility, Murdock
proportional to the number of miles the
to our analysis of Garda Forensic admits that the RSA is busier now than
car has travelled and is dependent on
Investigation Files between 2008 and ever but it is delighted that its efforts are
road quality. Looking further afield we
2012 a total of 12-14 per cent of producing such effective results: “I have
can see a correlation between road
vehicles on Irish roads were defective in a great team in the RSA that have really
quality and safety on roads.”
some manner. Of those, 66 per cent of helped deliver results. Ireland is one of
the vehicles had worn tyres. Analysis of Murdock is also aware of the importance the safest countries in Europe for driving
those same files also highlighted the fact of keeping these tests and systems on roads and that has substantial
that in 322 fatal collisions speed was a convenient for the end user. “It is always benefits from tourism to society in
factor and from this research we were about being proactive and ensuring that general. Our analysis would indicate that
able to get a profile of the drivers and the public are aware of the benefits,” a fatal road crash costs society
look for a common denominator. This states Murdock. “The NCT is €55 and €2.7 million and we are on the road to
led to two effective programmes aimed the test takes roughly 20 minutes to zero and I am confident we will get
at targeting young men and warning the complete. It ensures that the quality of there.”
Advertorial
public about the dangers of worn tyres.” our vehicles is improving year on year.
Similarly we would recommend that all
Vehicle and driver testing vehicles are checked for integrity by their For more information visit www.rsa.ie
drivers at least once a month. At the
The RSA also has responsibility for
vehicle and driver testing and it is the
introduction of the National Car Test
(NCT) that Murdock credits with saving
many lives. “When the NCT was
introduced in 2000, 5 per cent of
vehicles had dangerous defects. If that
number was still as high today it would
be 60,000 vehicles,” she states.
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