Transport Trends 2015
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4. Archaeology and the National Roads Authority Dáire O’Rourke
4. Archaeology and the National Roads Authority Dáire O’Rourke Bronze Age ditched enclosure (centre left) at Tullyallen 1, County Louth, on the M1 Drogheda Bypass (Valerie J Keeley Ltd) Functions of the National Roads Authority The National Roads Authority (NRA) was established in 1994, as an independent statutory body under the Roads Act 1993. The NRA’s primary function is to secure the provision of a safe and efficient network of national roads. Its current programme of new road schemes forms part of the government’s overall strategy for the improvement of national infrastructure. More specific functions are prescribed by the 1993 Act, including the following: • preparing or arranging for the preparation of national road designs • securing the carrying out of construction, improvement and maintenance works on national roads • allocating and paying grants for national roads. 19 Archaeology and the National Roads Authority A view of a Bronze Age ditched enclosure at Tullyallen 1, County Louth, on the M1 Drogheda Bypass (Valerie J Keeley Ltd) Historically, the NRA has discharged its functions through the relevant local authorities (though it is also empowered to carry out such functions directly). Under Section 20 of the Roads Act 1993 the NRA has general power to direct a road authority (i.e. a local authority) to ‘do any other thing which arises out of or is consequential on or is necessary or expedient for the purposes of or would facilitate the construction or maintenance of a national road.’ Funding Funding of the NRA is primarily in the form of grants from the Minister for Environment and Local Government. -
The Tara/Skryne Valley and the M3 Motorway; Development Vs. Heritage
L . o . 4 .0 «? ■ U i H NUI MAYNOOTH Qll*c«il n> h£jf**nn Ml Nuad The Tara/Skryne Valley and the M3 Motorway; Development vs. Heritage. Edel Reynolds 2005 Supervisor: Dr. Ronan Foley Head of Department: Professor James Walsh Thesis submitted in partial fulfillment of the requirements of the M.A. (Geographical Analysis), Department of Geography, National University of Ireland, Maynooth. Abstract This thesis is about the conflict concerning the building of the MB motorway in an archaeologically sensitive area close to the Hill of Tara in Co. Meath. The main aim of this thesis was to examine the conflict between development and heritage in relation to the Tara/Skryne Valley; therefore the focus has been to investigate the planning process. It has been found that both the planning process and the Environmental Impact Assessment system in Ireland is inadequate. Another aspect of the conflict that was explored was the issue of insiders and outsiders. Through the examination of both quantitative and qualitative data, the conclusion has been reached that the majority of insiders, people from the Tara area, do in fact want the M3 to be built. This is contrary to the idea that was portrayed by the media that most people were opposed to the construction of the motorway. Acknowledgements Firstly, I would like to thank my supervisor, Ronan Foley, for all of his help and guidance over the last few months. Thanks to my parents, Helen and Liam and sisters, Anne and Nora for all of their encouragement over the last few months and particularly the last few days! I would especially like to thank my mother for driving me to Cavan on her precious day off, and for calming me down when I got stressed! Thanks to Yvonne for giving me the grand tour of Cavan, and for helping me carry out surveys there. -
Chapter 7: Infrastructure
Navan Development Plan 2009-2015 November 2009 CHAPTER 7: INFRASTRUCTURE SECTIONS IN THIS CHAPTER 7.1 Transportation-Introduction 7.2 Goals 7.3 Roads 7.4 Pedestrians and Cyclists 7.5 Public Transport 7.6 Park & Ride, Parking, Loading & Taxi Ranks 7.7 Street Furniture & Lighting 7.8 Keeping the Street Clean 7.9 Water Supply & Sewerage Treatment & Disposal 7.10 Flooding 7.11 Sustainable Urban Drainage Systems 7.12 Telecommunications 7.13 Broadband 7.14 Solid Waste Collection & Disposal 7.15 Energy 161 Navan Development Plan 2009-2015 November 2009 7.1 Transportation-Introduction The context for this chapter is provided in Chapter Two of this Development Plan. The key to Navan’s sustainable growth is the development of an integrated land use and transportation system which provides for a development pattern that protects Navan’s architectural and natural heritage while providing for growth and economic development. The integration of land use and transportation policies, both in the town centre and outer suburban areas underpins the transportation strategy as outlined below. 7.2 Goals It is the goal of Navan Town Council and Meath County Council to create vibrant urban areas with good provision of public transport, reduced traffic congestion and an attractive urban centre, which is not dominated by the car. It is the main objective of the Planning Authorities to create an integrated and environmentally sound system, with particular emphasis on: Accessibility and choice of transport for all; Strong integration between transportation planning -
Green Party Transport Policy
Green Party Transport Policy Transport Policy Table of Contents SUMMARY 1 POLICY 4 1.1. INTRODUCTION 4 1.2. TRANSPORT AND THE ECONOMY 5 1.2.1. Economic 5 1.2.2. Taxation 5 1.2.3. Other Aspects 6 1.3. THE ROLE OF THE STATE IN TRANSPORT PROVISION 6 1.3.1. Generally 6 1.3.2. Investment Priorities 6 1.3.3. Integration of Transport Services 7 1.3.4. Planning and Transport 7 1.4. BUSES 8 1.4.1. Context 8 1.4.2. General 8 1.4.3. Routes 8 1.4.4. Carbon Emission 9 1.4.5. Priority of Buses 9 1.4.6. Ticketing and Fare Structure 9 Transport Policy 1.4.7. Bus Stop Facilities 10 1.4.8. Rural Bus Transport 10 1.4.9. Bus Services in a Liberalised Market 10 1.4.10. Coach Stations 10 1.5. RAILWAYS AND LIGHT RAIL 11 1.5.1. Generally 11 1.5.2. Mainline and Provincial Passenger Rail 11 1.5.3. Dublin Commuter Passenger Rail 13 1.5.4. Light Rail 13 1.5.5. Rail Freight 13 1.6. ROADS AND MOTOR VEHICLES 14 1.6.1. Financial Context 14 1.6.2. Urban Roads 14 1.6.3. Interurban Roads 15 1.6.4. Motorway Service Stations 15 1.6.5. Speed Limits 16 1.6.6. Road Signage 16 1.7. THE TAX SYSTEM AND PRIVATE VEHICLES 16 1.7.1. General 16 Transport Policy 1.7.2. Vehicle Registration Tax 16 1.7.3. -
The Role of Ethanol in Ireland's Climate Action
THE ROLE OF ETHANOL IN IRELAND’S CLIMATE ACTION PROGRAMME “the case for E10 is utterly compelling” A report prepared for Ethanol Europe With forward by Brendan Halligan Jim Power, July 2019 FORWARD BY BRENDAN HALLIGAN In the fight against climate change it is indisputable that the biggest technical challenge is how to reduce, and then eliminate, GHG emissions from transport. After all, the private car is indispensable to modern life and trucks essential to the running of the economy. Doing away with either is unthinkable, yet transport in all its forms is responsible for two fifths of emissions and if let grow as predicted will surely accelerate the rise in global temperatures, thereby causing irreversible damage to the planet and even threatening the survival of the species. Brendan Halligan, Founder and President of the Institute of International and European Affairs In this report, so expertly assembled by the distinguished economist, Jim Power, the scale of the challenge confronting policy-makers is laid out with refreshing candour. Simply put, the task of decarbonising transport will take at least three decades, and probably more, by which time it will be really too late to prevent the environmental catastrophe predicted by the IPCC and other scientific bodies. So, what emerges as the key issue is the speed at which the transition can be accomplished. The author properly points to electronic vehicles as the ultimate solution but is acutely aware that it is a long way off. In Ireland, for example, the number of cars trebled over the past thirty years but electric vehicles still only account for 0.1% of the fleet. -
Competition Issues in Road Transport 2000
Competition Issues in Road Transport 2000 The OECD Competition Committee debated competition issues in road transport in October 2000. This document includes an executive summary and the documents from the meeting: an analytical note by Mr. Darryl Biggar for the OECD, written submissions from Australia, the Czech Republic, Ireland, Italy, Japan, Korea, the Netherlands, Norway, Poland, Spain, Turkey, the United States, as well as an aide-memoire of the discussion. The road transport sector, an essential mode of transport in OECD economies, is conventionally divided into two, largely unrelated, parts – the road freight industry and the road passenger industry. The sectors under discussion – trucking, buses, and taxis – have quite different characteristics and scope for competition, which reflect inter alia differences in the timeliness and economies of scale and scope in operations. Trucking can sustain high level of competition and to some extent buses as well while there is some debate as to how and what form of competition can be introduced in taxis. As in the air transport industry, international trucking is governed by restrictive bilateral treaties. Most countries have liberalised their domestic trucking sector, removing controls on entry and prices. In the bus industry, long-distance bus services are liberalised in some countries while intra-city or local buses are very rarely liberalised. The taxi industry appears at first sight to be competitive with many buyers and many sellers. Structural Reform in the Rail Industry (2005) Competition Policy and the Deregulation of Road Transport (1990) Unclassified DAFFE/CLP(2001)10 Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development 22-May-2001 ___________________________________________________________________________________________ English - Or. -
Article 17(3) of Directive 2010/40/EU 1St Progress Report for Ireland 2014
Article 17(3) of Directive 2010/40/EU 1st Progress Report for Ireland Article 17(3) of Directive 2010/40/EU 1st Progress Report for Ireland 2014 Page 1 of 37 Article 17(3) of Directive 2010/40/EU 1st Progress Report for Ireland Article 17(3) of Directive 2010/40/EU 1st Progress Report for Ireland Section A – Contact details ........................................................................................................................ 3 Section B – General Overview .................................................................................................................... 3 Overview ................................................................................................................................................ 3 Section C – National ITS Activities in Priority Area 1 ................................................................................. 4 Optimal use of road, traffic and travel data .......................................................................................... 4 Section D – National ITS Activities in Priority Area 2 ................................................................................. 5 Continuity of traffic and freight management ITS services ................................................................... 5 Section E – National ITS Activities in Priority Area 3 .................................................................................. 6 ITS road safety and security applications ............................................................................................. -
Sustainable Mobility Policy Review
Sustainable Mobility Policy Review Background Paper 9 Statistics and Trends Contents Context and questions for consideration .............................................................................................. 1 1 Introduction ......................................................................................................................................... 2 2 Trends in public transport use ......................................................................................................... 4 3 Demographics of public transport users ...................................................................................... 16 4 Finances and funding ....................................................................................................................... 25 5 Availability and reliability ................................................................................................................ 38 6 Operator statistics ............................................................................................................................ 45 7 Conclusion ......................................................................................................................................... 55 Acronyms ................................................................................................................................................... 57 Data Sources and References ................................................................................................................ 58 Prepared by -
Business Report FY 2020
Business report FY 2020 March 15th, 2021 Contents Annual business review – FY 2020 ......................................................................................... 3 Annual financial release – FY 2020 ............................................................................................. 3 Business highlights of FY 2020 ................................................................................................. 11 Perspectives .............................................................................................................................. 13 Related parties .......................................................................................................................... 14 Risk factors ............................................................................................................................... 15 Annual consolidated financial statements – FY 2020 ....................................................... 18 Annual consolidated financial statements .................................................................................. 18 Notes to the annual consolidated financial statements .............................................................. 24 Statutory Auditors’ report ...................................................................................................... 88 2 Annual business review – FY 2020 Annual financial release – FY 2020 ANNUAL BUSINESS REVIEW – FY 2020 ANNUAL FINANCIAL RELEASE – FY 2020 • Adjusted revenue down -40.6% to €2,311.8 million • Adjusted organic -
Policy on the Provision of Tourist and Leisure Signage on National Roads
NATIONAL ROADS AUTHORITY POLICY ON THE PROVISION OF TOURIST AND LEISURE SIGNAGE ON NATIONAL ROADS REVISION 1 MARCH 2011 Index Part 1: Background. ................................................................................................................... 1 Part 2: Classification of Tourist / Leisure Destinations. ........................................................... 3 2.1.1 Tourist / Leisure Attractions. ................................................................................... 3 2.1.2 Tourist / Leisure Facilities. ....................................................................................... 3 Part 3: Tourist & Leisure Signage Policy. .................................................................................. 4 3.1 Policy Objectives. ............................................................................................................. 4 3.2 Categorisation of National Roads. ................................................................................... 4 3.3 Tourist / Leisure Destinations. ......................................................................................... 5 3.3.1 Motorways and Dual Carriageways. ........................................................................ 6 3.3.2 Other National Primary Roads. ................................................................................ 7 3.3.3 National Secondary Roads. ...................................................................................... 7 3.3.4 Continuity Signage for Tourist Destinations. ........................................................... -
Giving Cycling the Green Light an Overview of Transportation Safety in Ireland and the Design of the National Cycle Network
Giving cycling the green light An overview of transportation safety in Ireland and the design of the National Cycle Network SafeTREC Seminar Richard Manton 11th October 2013 Outline Part One: Background to Irish Transportation Part Two: Irish National Cycle Network & Research at NUI Galway Ireland Western Europe Member of EU (since 1973) Land border with UK Approx. 250 km x 500 km (closest in size to Maine) Population: 4.6 million (2011) Commuters: 1.7 million (2011) CSO (2012). This is Ireland: highlights from Census 2011 Passenger: 4% Commuting in 2011 On foot Bicycle Bus, minibus or coach Train, DART or LUAS Motor cycle or scooter Motor car: Driver Motor car: Passenger Other (van etc.) Van driver: 8% Passenger: 4% Commuting in 2011 On foot Bicycle Bus, minibus or coach Train, DART or LUAS Motor cycle or scooter Motor car: Driver Motor car: Passenger Other (van etc.) Car driver: 65% Van driver: 8% Passenger: 4% Commuting in 2011 On foot 60% DOGSBicycle (LIKE HUMANS)Bus, minibus or coach Train, DART or LUAS ARE OVERWEIGHTMotor cycle or scooter Motor car: Driver OR OBESEMotor car: Passenger Other (van etc.) Car driver: 65% Van driver: 8% Commuting across a generation (2011 modal share) On foot (10%) Bicycle (2%) Bus, minibus or coach (6%) Train, DART or LUAS (3%) Motor cycle or scooter (1%) Motor car: Driver (65%) Motor car: Passenger (4%) Other (8%) 2,000,000 1,800,000 1,600,000 1,400,000 1,200,000 1,000,000 61% 65% 800,000 60% 600,000 55% 48% 51% 400,000 200,000 0 1986 1991 1996 2002 2006 2011 CSO (2012). -
Regulatory Reform of the Irish Bus Industry
DELAYED INDEFINITELY: REGULATORY REFORM OF THE IRISH BUS INDUSTRY Patrick Massey* During the past 20 years successive transport Ministers have 1. promised to reform the bus transport market in Ireland. Bus Introduction passengers are still waiting for such reforms to be delivered. In September 2006 the current Minister announced proposals for the introduction of competitive tendering but only in respect of “new routes” in Dublin City with Dublin Bus being allowed retain its monopoly in respect of all existing routes. Private operators will exclusively be permitted to tender for new services up to a limit of 100 buses. Any further new services will be subject to open tender.1 While no formal announcement has been made regarding services outside Dublin, it appears that the Government favours retaining Bus Eireann’s monopoly with private operators being largely confined to acting as sub contractors for the State company. The Minister’s announcement suggests that meaningful reform has been postponed yet again. The current regulatory regime for bus transport in Ireland has been widely criticised for preventing competition. (See, for example, Barrett, 1982, 2000, 2004; Competition Authority, 2000; Massey and Daly, 2003; Forfás, 2004; *The author is a Director of Compecon Limited and can be contacted at [email protected]. I am grateful for the helpful comments of an anonymous referee. Any remaining errors or omissions are the responsibility of the author. 1 Dail Debates, 29 September 2006. 38 Quarterly Economic Commentary, Spring, 2007, pp.38-61. Ribault-O’Reilly, 2005).2 The present paper argues that the existing regulatory regime is anti-competitive, results in significant inefficiencies and provides poor value for money for bus users and taxpayers.