Eolas issue 46 Transport report July 2021

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The evolving needs of the transport consumer horizon post-Covid has been brought into clear focus, employees want flexible working arrangements which means that both government and employers must make strong strategic choices regarding the future workplace and review and revise national development and investment plans. The crisis has been devastating in many respects, however there is an opportunity which must be maximised for real accelerated change and make Ireland a great place to live, work and invest. Future plans must take into consideration all societal priorities of net-zero carbon emissions and overall quality of life including the opportunity for accelerating regional employment.

Customer engagement

Brian Mahony, Director for Transport.

Abtran’s Brian Mahony, Director for Transport and Sanjay Pahuja, Director of Workforce Planning reflect on how the year 2020 will be remembered both for the most devastating pandemic in living history and for the effect on the way we live, the way we work, and as a consequence on the way we travel.

The way we work

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Not since the Industrial Revolution has a global event had more impact on our working lives. Industrialisation brought with it the understanding that we are more effective when we work together.

Craft economies gave way to the new industrial landscape and eventually developing the corporate structures of today. Based on values of collaboration, shared goals and a pooling of skills-sets and resources, the office environment flourished, and the knowledge-based economy was established.

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Not wishing to lose sight of these ideals, we are now faced with a new working reality, which while still championing collaborative work practices and the collective effort, needs to embrace a new global reality. The pandemic has resulted in a seismic move to remote working which was already well underway pre- pandemic. In our organisation, we mobilised 95 per cent of our team to work remotely within three weeks at the beginning of the restrictions.

Now, with over a year of hindsight, the

In Abtran, we have seen a considerable change in customer demand in our transport sector as a direct result of the pandemic. Many of those trends were short-term and required an agile response to rapidly evolving public service requirements, others are indicative of a new way that the public want to engage and changing consumer behaviours and motivations.

Digital adoption, already a key growth objective for our transport clients has seen significant acceleration since the start of the pandemic. Covid-19 caused a sharp and immediate decline in inperson interactions and digital channels have bridged the gap for customers.

Now more than ever, consumers are time pressed and environmentally aware, they expect to be able to complete transactions end to end digitally, such as an application, buying a ticket, pay for a service and access customer support. More digital engagement presents opportunities for more automation. Accompanying that is the requirement for a highly skilled and engaged workforce to support complex customer queries.

Credit Lucas Miguel.

transport report

The future of connectivity and mobility post-Covid eolas invited four senior players within the Irish transport sector to discuss the impact of the Covid-19 pandemic on their respective organisations and the future and recovery ahead for the sector.

“Like all industries, it’s been a tough year for us,” Jim Meade, Chief Executive of Iarnród Éireann says. “Like all public services, we continued delivering services for essential workers, students etc. We had to pivot quickly to ensure the safety of both staff and customers. While the majority of our 4,100 staff are frontline, we did manage to get about 18 per cent to work remotely during that time, within two weeks we had them offsite, and they remain offsite.”

While all participants in the discussion are keen to express admiration for the work undertaken by their staffs throughout such a challenging period, a recurring topic is how the pandemic has affected passenger numbers across the various types of transport in Ireland.

“It has been an absolute disaster; our sector has been ravaged,” says Dalton

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Philips, Chief Executive of daa, which manages both Dublin and Cork airports.

“In terms of passenger numbers, we are down 90 per cent on pre-Covid figures.

If you take Dublin Airport today, traditionally at this time of year you would have 100,000-115,000 passengers per day going through the airport, we’re down to around 10,000 per day. In terms of the financial situation, we lost nearly €300 million last year, and we avail of government supports in terms of wage subsidy schemes but we have to carry our own water in terms of everything else.”

Ciarán Rogan, Director of Commercial and Business Development with Dublin Bus, experienced similar capacity issues but says that the agility lessons within the quick adjustment were worthwhile: “From the very outset, business dropped 90 per cent in terms of passenger numbers. We’re sitting at

roughly 50 per cent at the moment so there has been some recovery but the toll that has taken economically has been huge. I would echo that we had support from the NTA and the Department. As an organisation, we have learned to become very agile very quickly. We had to make changes with the way we worked and how we communicate to passengers because of the changes to our capacity and we had to do that very quickly.”

Conor O’Dowd, CEO of the Port of Galway, says that the port did not suffer the same extent of damage due to its role in the maintenance of Ireland’s supply chain. He does, however, note that the port’s carparking business was affected: “One interesting thing was that we have a very significant parking business, and you would not get a better economic activity barometer than our car park

machines. In the case of a new lockdown or the easing of restrictions, you would certainly notice that in your take.”

“Looking at case studies from around the world at places that have experienced Covid in advance of us or come out the other end quicker, cities in China and New Zealand, the message is that things still haven’t come back to pre-Covid levels of passenger numbers,” Rogan says. “90 per cent is considered to be a result. A big thing is figuring out at what stage employment patterns return to normal, as I go through Dublin, I still see large office blocks completely empty. Even if people are working from home one day per week, that’s still a 20 per cent reduction in terms of commuting numbers.”

Philips says that airport projections show the potential for even lower passenger numbers in 2021 when compared with 2020. While pent-up demand for visiting friends and relatives and taking holidays will surely explode when possible, Philips does see drawbacks in the form of a reduction in business travel: “The business model has changed, and I think you’re going to see a lot of people travelling initially for business because they haven’t been able to for a year and a half, but I think longer-term you’re talking about a 25 per cent or 30 per cent reduction in business travel because people will be using technology instead.”

For Meade and Iarnród Éireann, who have also suffered falls in passenger numbers, there is opportunity in less busy trains and tracks. “We look at it slightly different as railway custodians, because we have, for probably the first time we have the opportunity to build capacity of our network ahead of demand, we’re normally trying to catch up,” he says. “We’re about to approve a framework for 750 new vehicles which will be either electric or battery electric. Projects have continued during

transport report

As things begin to turn towards recovery from the economic damage wrought by the pandemic, the transport sector knows that it must be patient with regard to returning to pre-Covid passenger numbers. 2024 appears to be the agreed-upon target year for numbers to return to 100 per cent of 2019 levels.

“A big thing is figuring out at what stage employment patterns return to normal, as I go through Dublin, I still see large office blocks completely empty. Even if people are working from home one day per week, that’s still a 20 per cent reduction in terms of commuting numbers.”

Ciarán Rogan, Director of Commercial and Business Development, Dublin Bus Covid, we’ve been doing the work behind the scenes and now they have been approved by our board and are going through the government processes. That’s the next step for us, creating the capacity so people can get back to transport.”

Philips states that Brexit is “absolutely

In both the situation as it exists and the renewable agenda that has become so important, O’Dowd also sees an opportunity for the Port of Galway, which is developing a “new port facility that will enable the development of 17 acres of prime inner-city lands”.

“There’s a once-in-a-generation opportunity for Irish ports and the Irish economy to use ports in an offensive capacity to cater for the renewable energy opportunity. We’re seeing the build out on the east coast but as time evolves, we will see the building of capacity off the south and west coasts.

It’s so important for a company such as ours to learn from industry leaders, where ports are being redeveloped in to cater for the deliverance of offshore wind in places like Norway and Denmark.”

help from regulators, Philips says: “In

a negative” for daa, with one-third of its business being done with UK business.

In the case of sustainability, daa has decreased its emissions by 50 per cent, but will need to reduce by a further 50 per cent by 2030, a task that requires our case, we don’t set our charges that we levy on airlines to come in and out of Dublin Airport, that’s set by the regulator, who needs to be attuned to the sustainability challenge because in the longer-term, it can pay for itself but in the shorter-term, there’s a huge cost involved in updating legacy buildings, putting new infrastructure that supports a cleaner environment in. If we’ve got a regulator that doesn’t take that into account and airlines that are only interested in the short-term, we won’t be able to invest in sustainable infrastructure.”

Concluding, Rogan sounds a positive note and something of a call to action for the sector as transport prepares to

The green agenda and Brexit were the two externalities defining the market that each of the participants work in before Covid, and they will once again play defining roles as transport looks to recover. “We have the cross-border service with Belfast, and we had to ensure that the changes we were experiencing were seamless from a customer’s perspective,” Meade says, before turning to climate. “The DART+ programme is going to triple the electrified area of the Greater Dublin Area and double the capacity. What that means from a passenger perspective is that 80 per cent of passenger journeys will be green at the point of consumption.”

take on the three-headed dog of Brexit, Covid and climate change: “More people are going to have to move from the car to mass transit so that’s bound to increase passenger numbers on trains and buses. That’s completely consistent with BusConnects, which envisages a 23 per cent increase in passenger numbers within Greater Dublin in the next four years.

Sustainability will drive big wins for public transport and the time is now to make the improvements, put the investments in, improve the infrastructure and increase the capacity.”

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Sustainable transport increases before pandemic transport report

The Department of Transport’s Transport Trends 2020 report depicts a sector that was recording falls in private transport and increases in sustainable, public, and active transport use in Ireland before the outbreak of the pandemic.

€4.7 billion transport

The year 2019 showed a decrease in the number of kilometres travelled by private car journey, as well as an increase in sustainable and active modes of transport, the report shows. Total kilometres driven on Irish roads and private car kilometres both showed decreases of 1 per cent and 1.5 per cent respectively in 2019.

108,000 people employed

Complementary to this, there was a 3 per cent rise in the number of public transport passenger journeys on the four main state operators in 2019, a total of 326.1 million.

The National Transport Authority’s annual Canal Cordon Count estimates a 4.8 per cent annual increase in active modes of transport (cycling and walking) in 2019 in Dublin.

revenue in 2019, a 1.4 per cent increase

in transport and storage in Q4 2019

24,616 electric vehicles on the road in October 2020, a 59.9 per cent increase

12 million tonnes of CO2 emissions from transport, a 0.3 per cent decrease

82 per cent fall in

passenger journeys on public transport during pandemic

30 per cent fall in

maritime freight volume during pandemic

90 per cent fall in flights in and out of Ireland during pandemic

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In terms of the sector’s carbon footprint, approximately 12.2 million tonnes of CO2 equivalent were emitted in 2019, a decrease of 0.3 per cent from 2018. Under existing measures, the Environmental Protection Agency projects that this figure will drop to 11.3 million tonnes of CO2 equivalent emitted annually from the transport sector by 2030. If the emissions target set out under the current Programme for Government is achieved, then this figure will fall significantly to 6.3 million tonnes of CO2 equivalent.

The total number of passengers coming in and out of Irish airports increased again in 2019, with a total of 38.1 million passengers, a 4.8 per cent rise on 2018 levels.

Conversely, the total amount of air freight handled at Ireland’s main airports fell by 7.2% from 157,400 tonnes in 2018 to 146,000 tonnes in 2019.

Decreases were also seen in maritime activity, where the number of vessels arriving at Irish ports decreased by 2.4 per cent in 2019 to 12,952 vessels, although the gross tonnage of vessels increased by 5.4 per cent to 278.8 million tonnes. A 3.4 per cent annual decrease in the amount of freight handled at Irish ports was also recorded in 2019. Data from the Central Statistics Office shows that the number of maritime passengers, which excludes cruise ship passengers on excursion, coming in or out of Irish ports fell by 0.8 per cent to 2.6 million in 2019, while the number of cruise ship passengers rose by 8.5 per cent in 2019.

Covid-19 Covid-19 “caused severe disruption” to the Irish transport sector in 2020 according to the report, which includes the caveat that the full effect of the pandemic on the aviation, maritime and land transport sectors will not become clearer until 2022’s Transport Trends report at the earliest.

There was also a fall in the average daily traffic volumes of 58.8 per cent between March and April. Public transport passenger volumes and traffic levels are said to “have increased slowly as restrictions were eased and have fallen once again as new travel restrictions were imposed”.

2019

2016

transport report

Following the international travel restrictions imposed in March 2020, the number of flights in and out of Ireland fell by 90 per cent compared to 2019 levels, freight volumes through Irish ports fell by approximately 30 per cent in April 2020 compared to 2019 and average daily passenger numbers for the four main public transport operators also fell by 82 per cent over the period March to April. It is estimated that over 167,000 flights were “lost” in the first 10 months of 2020, with a record low of 59 flights in one day. The first nine months of the year showed a decrease of 75 per cent in passenger numbers in comparison with the same period in 2019. Shannon Airport was the hardest hit of all Irish airports, operating at 30.5 per cent of capacity by the end of September 2020.

Percentage of journeys by mode of transport (Source: CSO)

2014

2013

2012 0.00%

20.00% Private car

40.00%

60.00%

Public transport

80.00%

Walk/cycle

100.00%

Other

Average household transport costs, 2018 (Source: European Commission) Vehicle

Vehicle running

Transport services

€ €

€ 907 €

€ € EU

IRELAND

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transport report

NTA making a difference in rural Ireland There are gaps, and now we want to go about addressing that. That’s what Connecting Ireland is all about.

Connecting Ireland aims to improve mobility in rural areas by improving the existing bus networks, adding new bus services, and enhancing the current Demand Responsive Transport (DRT) network. In so doing, it will also increase passenger journeys throughout the country, creating opportunities for balanced economic growth and stronger regional development.

Anne Graham, NTA Chief Executive Officer.

Connecting Ireland is the National Transport Authority’s plan to increase public transport connectivity between cities and towns and their surrounding villages and rural areas. Under the proposals, the number of services is set to increase, and so too will overall capacity, making bus transport more useful to more people than ever before. Later this year, NTA will embark on a consultation process around Connecting Ireland, a programme that, as NTA Chief Executive Officer Anne Graham explains, seeks to change the face of public transport in rural Ireland.

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When people think of the NTA, they very often think of the work we do around investment in public transport infrastructure and the funding of public transport services in our major urban centres. But there’s more to NTA than BusConnects, MetroLink, Luas and DART. NTA also has a major role in providing public transport for people in regional towns, local villages, and rural areas as part of our Transport for Ireland (TFI) network.

TFI Local Link buses for example, already operate in every county, providing vital connectivity and serving 52

thousands of destinations every day.

Operations are funded and supported by the NTA and managed at local level by people who are most familiar with their own communities. In 2019, our Local Link services carried a record 2.5 million passengers.

But there are gaps. Not every person has a bus that can get them to their local village in the morning and back by lunch time. Not every person has a convenient way to get to their closest regional town.

Not every person has a useful and frequent connection into the greater national public transport network.

The current TFI network provides a significant level of spatial coverage outside cities, but nonetheless, over a quarter of the population are either not served at all or only have access to a limited range of public transport services.

By addressing and filling these gaps in the public transport network, Connecting Ireland will revitalise rural public transport by better connecting villages, towns, and rural settlements to their nearest city without requiring the use of a car.

Benefits of Connecting Ireland As part of the Connecting Ireland initiative, the NTA has completed a comprehensive assessment of the existing network of regular public transport services operating across the country on a county-by-county basis.

This has given us a clear understanding of how well public transport currently serves our towns and villages in terms of service level at certain times and days of the week. We believe that there is significant potential to further encourage public transport usage in rural communities and that by providing additional services that are more useful to more people, we can tap into that potential.

But Ireland is not densely populated.

Outside the major urban centres Ireland’s settlement pattern is distributed in a highly dispersed manner. That makes it difficult to organise public

transport services to cater to everyone’s needs in a cost-effective way. In very isolated rural areas, the demand for travel may be so low as to preclude the provision of traditional bus services.

These needs may be more readily met by innovative means, such as demand responsive services, local hackney services or community car schemes.

The recent success of the NTA’s Rural Transport Programme, TFI Local Link, demonstrates the potential for a more connected rural Ireland. Local Link provides access to essential services, leisure facilities, education, and tourist destinations and under Connecting Ireland we want to significantly expand those benefits through a process of network development.

“Connecting Ireland aims to improve mobility in rural areas by improving the existing bus networks, adding new bus services, and enhancing the current Demand Responsive Transport (DRT) network. In so doing, it will also increase passenger journeys throughout the country, creating opportunities for balanced economic growth and stronger regional development.”

As part of our network development process, we will apply the following underlying principles, standards, and objectives: •

Increase frequency on existing routes to attract more passengers;

•

Provide a useful minimum level of service on new routes, and do more than that where higher patronage is likely;

•

Design useful timetables;

•

Schedule services to arrive at a centre before 09:00, particularly for work and education trips;

•

Allow for a midday return, particularly for those shopping, attending health appointments, or visiting friends and family; Allow for a return from home at around 17:30 and later;

•

Provide opportunities for socialising and retail later where potential is higher;

•

Provide services seven days a week;

•

Develop local routes to connect smaller settlements with the regional public transport network, offering more interchange opportunities with longer distance bus and rail services; and

•

Serve key locations within towns e.g. hospitals, train stations, Institutes of Technology, etc.

These principles will help guide improvements to fixed route bus services. In sparsely populated areas fixed routes will not always be an appropriate solution but expansion of the DRT network and looking at innovative approaches to improve public transport connectivity in these areas may well be, if we are to effectively connect outlying areas with their nearest town.

•

The enhanced network will greatly improve interconnectivity between settlements, and we believe that early Connecting Ireland deliverables could include:

•

•

quality, accessible, sustainable transport

50 per cent of the rural population with a service within 400 metres of their home that provides at least three return trips per day;

17 per cent of the rural population with improved mobility by the provision of demand responsive and other innovative transport services;

•

Over 100 new connections from

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•

transport report

Other factors complicating the delivery of effective public transport in rural Ireland include the trend of an aging population who suffer diminished mobility and the tendency of young people to leave these areas to pursue employment and education in towns and cities.

Connecting Ireland gives us an opportunity to examine all of these variables.

local centres to rural hinterlands; •

Over 100 new connections to and from county towns; and Dozens of new connections from regional centres and cities.

The objectives of Connecting Ireland are derived from the NTA’s Vision to ‘provide connecting people across Ireland’. From this point of view, the key objectives of

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the project are: 53

transport report

“The current TFI public transport network coverage outside of the cities is better than it has ever been, but if we are to make public transport more useful for rural communities, more needs to be done.”

Economic: To develop a framework for continued delivery and management of a fit-for-purpose all Ireland public transport network outside of the major metropolitan areas.

Network development: To implement a system of monitoring and evaluation to ensure that the public transport network responds to changes in the factors influencing the demand for transport over time.

Integration: To improve all elements of integration of the transport network so as to provide more opportunities for interchange and thereby increase the range and variety of destinations accessible within a reasonable journey time.

Regional connectivity: To improve regional connectivity (particularly in areas currently underserved) through enhancements to the public transport network.

Social progress: •

•

•

To contribute to a reduction in rural isolation by providing an alternative to the private car for social trips and thereby improve road safety by providing a safe way home; To support public policy on developing the night-time economy; and To contribute to reducing deprivation across rural Ireland.

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Accessibility: To provide improved access to goods, services, employment, and education opportunities for all people in all communities in Ireland at a level appropriate to the size of the community and in line with national planning policy.

In particular to:

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•

Reduce transport deprivation and car dependency;

•

Increase the accessibility of more people to more employment and education opportunities and services;

•

Provide levels of connectivity appropriate to the scale and function of settlements;

•

Provide access to transport services for all users including those with restricted mobility; and

•

Provide affordable transport options.

Counterbalance: To improve the competitiveness of key towns, regional centres, and cities outside the Greater Dublin Area and to balance economic development and support rural development.

Environmental: •

To encourage the use of sustainable transport options;

•

To provide a viable alternative to the private car and thereby encourage a shift to more sustainable transport modes; and

•

To reduce the contribution to Climate Change by the transport sector by reducing the use of the private car for mobility.

So, it is clear that Connecting Ireland key component of NTA’s overall plan for public transport and is fully aligned with major national policy programmes and policy frameworks including the National Development Plan, the Climate Action Plan, the Programme for Government and the Rural Development Policy.

Under the National Development Plan, investment in public transport for rural areas is identified as a critical component of strengthening rural economies and communities.

The Climate Action Plan has mandated a new rural transport strategy to include a

comprehensive assessment of rural travel demand, and the development of proposals for an integrated public transport network. The transport sector is one of the largest contributors to Ireland’s carbon emissions. Our reliance on the car is the key reason. Seven out of every 10 trips undertaken in Ireland are by car, including half of all trips under 2km. We need to change our habitual travel behaviour, leave the car at home more often, and use sustainable modes.

The Programme for Government 2020 makes a specific commitment for the development and implementation of a sustainable rural mobility plan. This includes the introduction of a public transport service standard under which all settlements over a certain size in terms of population, combined with employment or education places, will have a service connecting them to the national public transport system. This service standard is to be informed by the Connecting Ireland research being carried out by the NTA. Finally, the Rural Development Policy 2021-2025, published earlier this year, provides for improved rural transport services.

“Connectivity, whether through transport links or digital connectivity, is hugely important for people who live and work in rural areas,” it says. “Improvement and further integration of rural public transport services will enable people to continue to live in rural areas and to access work, education and social activities.”

It goes on to make a commitment to protect and expand regional bus connectivity and connectivity between towns and villages in rural Ireland.

The current TFI public transport network coverage outside of the cities is better than it has ever been, but if we are to make public transport more useful for rural communities, more needs to be done. Two out of five of the population live within 400 metres of a route or service that allows a minimum of at least three return trips every weekday, allowing people to get somewhere by public transport at different times of the day and not just for work and education purposes. However, some 26 per cent of the population are either not served at all or are served by a limited amount of public transport services. This means that for a lot of people, a commute to work or education by public transport is less likely to be an option.

transport report

Under Connecting Ireland our ambition is to tackle this by connecting more people to more places. Our analysis has helped us to pinpoint what types of settlement are well connected and where the gaps are. County towns and other local centres are well connected to cities and regional centres. In the future they have an obvious function as transport hubs and to be integrated with routes that serve smaller settlements.

The results for villages are more mixed with four in 10 villages not well connected to their nearby bigger town by public transport. Our analysis also shows that across counties there is some variety in the levels of connectivity. Some of this can be explained by the local geography but in some cases the disparity in service is due to missing elements in the public transport network.

For the best part of a year, we have been working closely with officials in local authorities, regional assemblies, and other public agencies, so that we can be confident that our analysis of the

And even if we can’t meet people face to

Transport providers who are already operating in rural areas are very well placed to provide us with knowledge and awareness as to what passenger current and future needs may be, and this is a resource that as far as NTA is concerned, is hugely valuable as an input into the Connecting Ireland process. This includes our Local Link Transport Co-ordination Units; Public Service Obligation operators such as Bus Éireann; as well as the commercial sector.

the case.

face during this consultation process, we hope to be able to reach out to the public through the likes of online public meetings, surveys, and engagement with public representatives and local media.

Establishing partnerships and opening channels of collaboration and discussion have been key to the early stages of our consultation, and that will continue to be

Once an agreed service plan has been developed following the consultations, the work of the Authority will then move to delivery and subject to the provision of funding our ambition is to commence that delivery in 2022

T: +353 1 879 8300 E: ceo@nationaltransport.ie

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Thanks to Connecting Ireland, we can now begin to identify and address those disparities but revamping an entire transport network is not something that we in the NTA can or should tackle on our own. While the NTA is well positioned to look at the big picture and determine what the overall national approach should be, the insight and expertise that is available to us at local level is something that we want to make sure is fully reflected in our plans.

current and future needs of public transport users in rural areas, properly reflects plans and expectations at a county and regional level. We have provided them with an overview of what our plans will mean nationally, and how we hope they will make a positive impact for them at local level. For their part, they have provided us with very useful insight into their own development ambitions so we can all make sure that plans are working with each other and not against.

W: www.nationaltransport.ie Perhaps the most valuable input we will get is that from members of the public and public representatives, and later this year we will be publishing for public consultation the Connecting Ireland plan.

In our documentation, we will be outlining the ambitions we have for public transport in rural Ireland, and we will be looking to our customers, members of local communities in rural Ireland as well as representative organisations and interest groups, for their feedback and insight on what we are proposing.

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transport report

In focus: Airports and ports As expected, the latest CSO Ireland figures for aviation indicate that the Covid-19 pandemic has had a significant impact on international travel in 2020 with almost 30 million fewer passengers using Irish airports compared with 2019. Simultaneously, passenger numbers passing through Irish ports slumped by 69 per cent, while total tonnage of goods handled and the number of vessels arriving in Irish ports also decreased.

Aviation statistics 2020 Number of passengers handled by main Irish airports in 2019:

38,053,418

Number of passengers handled by main Irish airports in 2020:

Change in number of passengers handled by main Irish airports:

56

8,293,330

-78.2%

Number of flights handled by

Change in number of flights

Ireland’s main airports in

Ireland’s main airports in

handled by Ireland’s main

273,000

Tonnage of freight handled

2020:

95,000

airports:

Passenger distribution by airport (%) 2020

by Ireland’s main airports in 2020:

138,787

-65.2%

3.3

3.1 Credit: CSO Ireland

2019:

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Number of flights handled by

6.3

Representing a decrease of

11.8% in 2020 when compared with 2019

87.3

g Dublin

g Shannon g Cork g Other

Most popular routes for passengers in 2020 Airport

Route

Dublin

London-Heathrow and Amsterdam-Schiphol

Cork

London-Heathrow and London-Stansted

Shannon

London-Stansted

Knock

London-Stansted

Kerry

London-Luton

4 Credit: CSO 57

transport report

Port traffic 2020 Tonnage of goods handled by

Tonnage of goods handled by

main Irish ports in 2019:

main Irish ports in 2020:

53,240

51,364

Number of vessels arriving in

Number of vessels arriving in

Irish ports in 2019:

Irish ports in 2020:

Change in number of vessels arriving in Irish ports:

12,952

11,855

-8.5%

Gross tonnage of all vessels

By region of trade, Great Britain and Northern Ireland accounted

arriving in 2020:

254.6

Change in tonnage of goods handled main Irish ports:

-3.5%

39% of total tonnage of goods handled by Irish ports while other EU countries accounted for 36.3% for

Passengers that passed

Passengers that passed

Change in number of

through Irish ports in 2019:

through Irish ports in 2020:

passengers that passed

2.645 million

814,000

through Irish ports:

-69%

Tonnage of goods handled by Irish ports 2018-2020 60,000 50,000 40,000 30,000 20,000 10,000 0 Liquid Bulk

Dry Bulk

Lift-on/Lift-off

Roll-on/Roll-off

Break bulk and other goods

Credit: CSO Ireland

58

g 2018

g 2019 g 2020

Total

Integrated, Sustainable and Accessible Mobility as a Service

Providing integrated and sustainable transport is vital for our recovery from the impact of Covid- 19, slowing climate change and maintaining strong societal cohesion, outlines Gary Sayers, Abtran’s Chief Operating Officer.

In recent years, climate change has come further to the fore of public discourse and global leaders have realised that they must take the lead to make a positive impact. Both collectively and individually, we are becoming more cognisant of our responsibilities. Significant targets have been set nationally to mitigate the impact of climate change and providing sustainable transport solutions will be fundamental to achievement of these targets.

Home working is set to be a feature of the lives of travel users into the future, they will be commuting less and want direct access to more goods and services within a smaller radius. Close attention is required on how to adapt transport investment to enable more accessibility and choice for the transport user. The rate of recovery has shown to be slower for public transport than car journeys, largely for public health

Initiatives such as decarbonised public transport fleets are already evident on our roads, while the competitive market for electric vehicles has meant an improvement in the range available to the consumer and the percentage of EVs on our roads is getting larger, albeit at a steady rate. Investment in fast charging infrastructure, incentivization and strong public communication are crucial to growing the electric vehicles on our roads.

With the addition of digitally integrated solutions and public and private goal alignment, the Mobility as a Service vision can be realised, bringing with it the ability to achieve climate action targets. Linking transport modes is a vital enabler to this objective. Traditional public transport will remain the cornerstone and integrated ticketing and scheduling will provide significant benefits to our society, economy, and climate.

The new concept of shared vehicle mobility has enormous potential to ease the need for private cars, in combination with a move to electric. The time is now to consider how to structure, support and grow the adoption of shared mobility and how public and private organisations can work together to deliver services which will both make transport accessible and sustainable into the future.

T: +353 21 2301800 E: info@abtran.com W: www.abtran.com Twitter: @abtranglobal

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The pandemic has brought into sharp focus the reliance we have on transport for both work and supply chains, and with populations increasing, demand for transport is expected to double globally by 2050. How Covid will impact on longer term travel trends is yet uncertain and while demand did drop in

2020 due to public health restrictions, there will shortly be a return to prepandemic levels of traffic and public transport usage. As the economy recovers, our sustainability targets must be central to investment, indeed it presents a platform to reimagine the future of transport and be more ambitious in realising an integrated sustainable transport outlook.

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reasons. This poses a risk that public transport routes will be reduced and the reliance on the road network increased.

Targeted stimulus packages, which include green incentives can stem any potential move away from the growth of recent years.

In his role as COO, Gary has overall responsibility for Abtran’s operational delivery including eCars customer support. He ensures that Abtran maintains service excellence through consistent, industry leading delivery solutions. Gary has over 12 years of experience in Customer Service Management in several sectors and has a primary degree in the area of Sustainable Energy Technology.

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transport report

Active travel agenda on the move at Fingal County Council

Since the creation, in late 2020, of an Environment, Climate Action and Active Travel Department by Fingal County Council significant progress has been made in developing the active travel agenda by the local authority.

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The new department has responsibility for mobility planning and the delivery of the National Transport Authority’s cycle network within the county, while also overseeing Climate Action, the enforcement of environmental regulations and the protection and promotion of the environment across the county.

Active travel is travelling with a purpose using your own energy which usually means walking or cycling as part of a purposeful journey. The Council’s objective is to build active travel into everyday life as part of normal daily 60

work they are doing on greenways knits with the active travel philosophy. Our role is not just to build cycle lanes or provide safe routes to school, we are really working to change behaviour and create a vision of our towns and villages where active travel is the primary means of travel and everyone can safely and easily avail of walking and cycling facilities.”

Director of Services, David Storey, heads the department and is supported by a team who bring skills in planning and strategic infrastructure, community engagement, communications, and administration.

There are several major greenway projects underway including a flagship amenity, the Fingal Costal Way, which will extend 32km from Newbridge Demesne to Balbriggan and deliver a safe, attractive, first class coastal pedestrian and cycle route. The route is to be predominantly a leisure and tourist amenity but will also serve as a local commuter route. The second stage of public consultation recently ended and preliminary designs will be developed throughout 2021 with further public consultation due to take place early next year.

“Collaboration is key to the work we are doing in active travel,” says Storey. “We work very closely with our colleagues in strategic infrastructure to ensure the

Additional greenway projects under development and consultation at this time across Fingal include the Broadmeadow Greenway and the Royal

routines, and it is working to meet this goal by providing infrastructure and initiatives designed to promote active travel.

Canal Urban Greenway, which will link with Dublin and Kildare projects to form a key part of the wider Greenways Ireland network.

Summer 2021 has seen the expansion of Fingal’s bike-sharing scheme. Cyclists can now avail of Bleeperbike GPS enabled smart bikes in Swords, Malahide, Howth, Balbriggan, Donabate, Rush and Skerries. Using an app, users can register, find their nearest bike and unlock it. Without the docking stations associated with traditional bike share schemes, cyclists can park at any cycle parking stand near their destination and lock their bike manually.

Active travel is not only about delivering leisure and recreation amenities, it is also focussed on changing behaviour with a goal to promote cycling and walking as the preferred option for all journeys under 5km. Fingal County Council’s Active Travel team are modifying and, where needed, creating infrastructure to meet this goal. A residential satisfaction survey carried out

by RED C in 2019 showed 58 per cent of Fingal residents commute to work or college by car and only 11 per cent walk or cycle so there is still much work to be done in changing hearts and minds as well as providing infrastructure and facilities to enable that change.

The journey to school is just one area where the active travel team are seeing an appetite change. parents and schools alike have been enthusiastic about the development of safer routes to school for children. In 2018, Fingal County Council conducted research that showed 79 per

“We work very closely with our colleagues in strategic infrastructure to ensure the work they are doing on greenways knits with the active travel philosophy. Our role is not just to build cycle lanes or provide safe routes to school, we are really working to change behaviour and create a vision of our towns and villages where active travel is the primary means of travel and everyone can safely and easily avail of walking and cycling facilities.” David Storey, Director of Services for Environment, Climate Change and Active Travel, Fingal County Council.

cent of children were being driven to school, and RSA reports have supported these very high numbers stating that roads are ‘incredibly dangerous for small children’.

To combat the danger and encourage safe routes to school the active travel team has proposed several projects including School Streets, a temporary car free zone designed to combat school gate traffic congestion and road safety risks, and cycle buses, a volunteer led safe group cycle to school initiative.

Fingal’s first cycle bus launched this May at Castleknock Educate Together NS, with high praise and support from parents and children.

Other community centric programmes delivered by active travel include Gear Up for Training, an initiative encouraging cycling to training by sports club youth members and the upcoming Cycling Without Age programme which provides access to cycling experiences for elderly

and mobility impaired people using ‘tribike’ rides delivered by volunteers.

Mayor of Fingal, Cllr David Healy, says active travel is a vital element in the future of Fingal: “Ten years from now I believe we will be enjoying cleaner, more environmentally friendly modes of transport as the norm. Cycling and walking are more sustainable, affordable and enjoyable than travelling by car and their popularity has already grown massively. Fingal County Council’s active travel strategy has put in place infrastructure and resources that empower people to make more active travel choices that can benefit their health and contribute to a bright future for our beautiful county.”

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Several protected cycle lane projects are currently underway in locations including Hartstown, Huntstown, Baldoyle and Rivervalley. These projects involve installing a blend of measures tailored to each area. Measures may include reflective bollards, new bus stop layouts and corner build-outs at junctions which reduce pedestrian crossing distances.

These measures are designed to provide people aged eight to 80 with confidence and an improved feeling of security when walking or cycling.

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Fingal County Council opened the Baldoyle to Portmarnock Greenway last year, serving residents and visitors. This project, delivered at a cost of €2.5 million with 50 per cent funding from the National Transport Authority, is the first phase of the Sutton to Malahide Greenway. This amenity has proven hugely popular with locals and visitors alike.

Fingal County Council T: 01 890 5000 W: www.fingal.ie S: @fingalcoco

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Cycling superhighways: European exemplars Cycle networks “as good as those in the Netherlands and Denmark” are needed if Ireland is to tackle its overreliance on the car, the Oireachtas Climate Action Committee has been told. eolas examines the infrastructure of the two countries that have become European exemplars of active travel.

“We need to design cycle networks as good as those in The Netherlands and Denmark,” Lynn Sloman, Director of Transport for Quality of Life and specialist in environmental and sustainable transport consulting, told the Oireachtas Climate Action Committee. “Growth in popularity of ebikes means longer cycle trips are feasible, and so cycle superhighways radiating out from towns for 15 kilometres or more should be part of a decarbonisation strategy.”

Cycling superhighways, also known as bike freeways, fast cycle routes, or bicycle highways, are bicycle paths meant for long-distance travel. Cycle superhighways feature an absence of single-level intersections with motorised traffic, road surfaces more suitable for

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cycling, typically asphalt or concrete, and no traffic lights. The routes are designed to offer an alternative for private travel to the car. They are typically separate from main roads and often follow the route of rail tracks.

The Oireachtas’s Climate Action Committee has recommended a 51 per cent emissions reduction target for transport by 2030 be adopted by the Government. Sloman’s recommendations were given as part of a series of hearings staged by the committee on how this goal can be achieved in a sector that accounts for 20 per cent of Ireland’s carbon emissions.

The kind of change needed to create more opportunities for active travel and

to have fewer cars on the road is politically difficult, Sloman admitted, but is a change that “creates more winners than losers, and particularly benefits the young, older people, those on a low income and women”. “Places that have implemented a road user charge find that once residents see how it improves their town or city, there is net support,” she said.

The Netherlands The Netherlands is one such place that has implemented a network of cycling superhighways that is often cited as an international example of the potential of these infrastructural projects. In the Netherlands, the following people can make use of their cycling superhighways:

cyclists: ordinary cyclists, recumbents, cargo bikes, velomobiles, pedelecs;

•

riders of motorised bicycles, with a maximum speed of 25 km/hour;

•

in some locations, mopeds are permitted with a maximum speed of 40 km/h;

•

pedestrians in the case of missing footpaths and pavement;

•

Segway riders; and

•

drivers of a disabled vehicle, with a maximum speed of 30km/h applied.

The Dutch Ministry of Transport, Public Works and Water Management provides guidelines for the development of cycling superhighways, which it describes as “a long cycle path without crossings, on which cyclists can travel long distances”. The Netherlands has almost 35,000km of cycling paths that are physically separate from motor traffic, approximately a quarter of the country’s 140,000km cycling path network.

In areas with these dedicated cycling paths, use of them is obligatory for cyclists. Mopeds are also obliged to use the paths, with a blue license plate, when the maximum speed is 25km/h; in the case of maximum speed being 45km/h, with yellow license plates, mopeds are only allowed to use the cycle paths if that is indicated, which typically happens in more built-up areas. Bi-directional bike paths on one side of the road are common in towns as well as in the countryside, with the paths divided into two lanes by a dashed line and sometimes existing on both sides of the road in order to limit the number of times cyclists are forced to cross the road. Some routes feature tunnels lit with smart LEDs that connect with and respond to passing cyclists’ phones, with more frequent riders unlocking a greater number of pastel lighting choices.

Denmark Denmark has an estimated 7,000km of segregated dedicated bicycle paths and lanes, with its four biggest cities alone accounting for more than 1,350km: 609km in Aalborg, 510km in Odense, 450km in Aarhus, and 412km in Copenhagen. The country also has a network of national cycle routes

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•

The entrance to the IJ Tunnel in Amsterdam.

“Places that have implemented a road user charge find that once residents see how it improves their town or city, there is net support.” featuring 11 routes in total.

A 2019 study found that, on average, the appearance of safe lanes in the superhighways in Copenhagen brought with them a 23 per cent increase in cyclists versus data stretching back to 2010. A survey of those using the routes found that 14 per cent of the new cyclists used to commute by car and that safe lanes had eliminated user bias, with 52 per cent of cyclists being women.

58 per cent of the Copenhagen population have a journey of less than 10km to make, and as such, cycling has proved popular in the Danish capital. 35 per cent now commute by bike, up from 29 per cent since 2010, although bicycle traffic levels have decreased by 5 per cent at national level.

It is estimated that every 11km cycle of the Allerød route in Copenhagen saves up to 2.8kg of CO2 over the same

journey by car. The proliferation of cycle routes is also said to have had positive health effects in Denmark, with 333 fewer sick days per day reported amongst the population. This is based on the calculation that for every 1,200km biked, one less sick day is reported. Factoring in the 11km of the Allerød cycle route, would burn on average 209 calories and electric bike users 124 calories.

Just 17km of cycling superhighway infrastructure existed in the region in 2012. This had risen to 38km by 2013 and 167km by 2019. 248km of superhighway is forecast to have been laid by 2022, with 680km due for 2030 over 750km by 2045.

Speeds on the superhighways average at 19km/h, with 400,000km covered per day and the number of cyclists counted on a weekday peaking at 29,000. 86 per cent make use of the network more than once weekly.

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Chief Executive Officer of the Road Safety Authority (RSA), Sam Waide, discusses the transformational nature of the forthcoming government Road Safety Strategy 2021–2030.

Contextualising that the Covid-19 pandemic has accelerated the modal shift of transport in Ireland, Waide, who took up post in September 2020, explains that the Government’s Road Safety Strategy 2021–2030 seeks to encompass and build upon emerging trends.

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Due to be published later in 2021, following public consultation at the end of 2020, the Vision Zero and Safe System approach is to be adopted in the Government’s fifth road safety strategy since 1998 and is identified by Waide as a new approach.

“There has been significant progress in road safety in Ireland in the reduction of both fatalities and serious injuries. In 1998, we recorded circa 470 fatalities, compared to 2020, when that figure was 149. That is a positive downward projection but going forward we need to go beyond the status quo. We need transformation within road safety,” explains Waide.

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The CEO says that transformation is necessitated by “ambitious” and “challenging” targets. The Programme for Government includes a promise to introduce the Vision Zero principle through the new road safety strategy and targets include a 50 per cent reduction in road fatalities and serious injuries by 2030 before a zero target for 2050.

“That’s a significant challenge given that we have made really good progress in Ireland with regards to road safety. It is a massive challenge and requires nothing less than transformation,” Waide explains. Adding: “That transformation must be societal and the strategy out to 2030 involves a wide range of government delivery bodies and stakeholders from communities to employers and employees, working in partnership.”

Waide addresses several key themes embedded in the strategy, including one which has been fed back from various

delivery partners and that is the increased need for data sharing to better inform decision-making and required interventions.

The RSA CEO believes that data and technology have a significant role to play in both road and wider public safety, specifically in relation to infrastructure. Pointing to inclusion in the strategy of international benchmarking, Waide says that better information for road users through invehicle technology and interconnectedness with traffic systems presents both opportunities and challenges for road safety.

Discussing the role of technology more broadly, he says: “Covid-19 has served to highlight that new technology can be embraced quickly when there is a pressing need. Through the likes of autonomous driving and in-vehicle technology, there will be an opportunity to embrace technology and leverage that for safety benefits. This opportunity also creates space for government and

government bodies to lead by example in their procurement of vehicles that have the highest Euro New Car Assessment Programme [NCAP] safety status.”

Despite the assumption that less travel in 2020 would automatically lead to less deaths and serious injuries on Ireland’s roads, Waide points to a recognition by the RSA of a continued prevalence of ‘dangerous behaviours’ on the roads in 2020. These include speeding, distractions, vehicle users not wearing a seatbelt and; in addition, An Garda Síochána has recorded a rise in drug and drink driving.

“These are behaviours we need to work in partnership to address and reduce.

That will come as a dual approach.

Firstly, working in a positive way to raise awareness of those behaviours and encourage change. Secondly, through enforcement, which will continue to be an important part of reducing those dangerous behaviours.”

A third key element of the strategy described by Waide is the inbuilt ability to “measure, monitor and recalibrate”.

“Our Vision Zero focus going forward is based on international best practice of safe systems and a major part of that is monitoring, reporting, and recalibrating, where necessary. Ten years is a longterm strategy and so we have proposed three phases within the strategy to allow for us to put in place the right governance and interventions for projects to ensure they are most effective and have a positive impact,” he explains.

The CEO points to a cognisance within the strategy of the importance of interconnectedness with various other government policies, including the climate change agenda and the modal shift in transport, driven by the pandemic.

“We need to be able to embrace the future of transport, including those emerging modes and interpret what that

“Ten years is a long-term strategy and so we have proposed three phases within the strategy to allow for us to put in place the right governance and interventions for projects to ensure they are most effective and have a positive impact.” means for road safety. That means assessing what legislative and regulatory changes are required to facilitate those different, cleaner modes of transport.”

Waide explains that part of this new interconnected approach is a focus on safer travel to work. Part of the governance structure being proposed by the RSA is working on an ongoing basis with employers to identify how they can support road safety initiatives and help change behaviours.

Broader interconnectedness will also aide with what Waide describes as the “policy and legislative challenge”.

Stressing that, at a minimum, government, departments and the RSA must ensure regulations keep pace with societal changes, he reiterates that greater data sharing should better inform and increase the pace of policy and legislation.

“If we cannot keep up with how things are changing both on our roads and with vehicle technology then that will be a growing challenge,” he asserts.

Waide is quick to point out that the RSA’s influence in improved road safety stretches further than Ireland. The RSA continues to work with the European Transport Safety Council and the EU

Commission on road safety. Highlighting the RSA’s influence on European policy, the Chief Executive points to their successful lobbying of EU member states which saw the timeframe for legislation on intelligent speed assistance within vehicles brought forward from 2027 to 2025.

“As an organisation we have a vision of becoming a centre of excellence for road safety in Ireland and leading road safety in Europe,” he explains.

Concluding Waide says that the forthcoming strategy is purposefully challenging and points to the inclusion of “transformational” targets that will require a wide range of extraordinary measures.

“Our main objective is challenging, but simple: Ireland can achieve Vision Zero, and lead other EU members and neighbouring countries by becoming an exemplar society in road safety. While confident of success, we are pragmatic and realise that change will take time.

Nonetheless, every positive step plays a part along the way,” he adds.

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Interconnectedness

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A second key theme is that of behavioural changes. The Chief Executive says that the pandemic has activated enhanced awareness of the need for protections for vulnerable road users, as more people walked and cycled. However, he stresses that the behaviours of all road users need to change and improve.

T: 096 25000 E: info@rsa.ie W: www.rsa.ie

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Credit: Luka Slapnicar

transport report

Decarbonising aviation The Covid-19 pandemic has posed an existential crisis for many sectors of the aviation industry; however, air travel will return. Yet, when the Covid crisis subsides, the climate crisis will loom larger than ever, and aviation must accelerate sustainability efforts.

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Overall, transport contributes almost 25 per cent of global energy-related CO2 emissions and the sector remains an EU climate target laggard. As travel and tourism returns, aviation will resume contributing around 3 per cent of the world’s total greenhouse gas (GHG) emissions. Indeed, the European Commission projects that demand could push aviation’s GHG emissions 300 per cent above 2005 levels.

Established in 2019, the Clean Skies for Tomorrow (CST) Coalition seeks to provide a platform to identify and address decarbonisation challenges, driving sustainability in aviation. A public private partnership led by the World Economic Forum (WEF), in collaboration with the Rocky Mountain Institute and the Energy Transitions Commission, its objective is to facilitate a transition to net zero flight by the middle of the 21st century.

feedstocks, such as municipal waste, waste lipids and agricultural residues, SAF has fuelled over 250,000 commercial flights and is compatible with existing aircraft and infrastructure.

Alongside cement, steel, plastic, road haulage and shipping, aviation in particualr is regarded as one of the hardest sectors to abate GHG emissions.

Alongside other ‘clean propulsion’ technologies, one steppingstone on the route to decarbonisation of aviation is the deployment of sustainable aviation fuels SAF. Synthesised from

In 2019, commercial airlines used 300 million tonnes of jet fuel, while only 200,000 tonnes of SAF were produced globally. Increased capacity relies on scaling alternative production pathways

It is unlikely that hybrid and hydrogen powered technology will develop beyond application in small aircraft in this decade. In the meantime, the CST Coalition has identified SAF as the most scalable alternative.

transport report

that require more abundant feedstocks.

As this occurs, costs will decline, though it is important to recognise that no single feedstock or pathway will provide sufficient yield.

However, one barrier to application of SAF at scale is an unwillingness or inability on behalf of producers and consumers to bear the initial cost burden required to achieve cost competitiveness in relation to fossil fuels.

As such, the cost of SAF is likely to continue to exceed the cost of refining fossil fuels. The central argument, however, is that if the Paris Agreement’s 1.5°C or 2.0°C global warming targets are exceeded, the cost will be infinitely greater.

Through the CST Coalition, the World Economic Forum is contributing to the aviation industry’s transition by incentivising the intervention of leaders.

Sufficient production of SAF to fuel all aviation by 2030 will require economic viability and scaled production. Along the aviation value chain, the WEF has asserted that collaboration is required to deliver three crucial ingredients.

access to SAF for consumers,

1. Supportive policy framework: Policy interventions that stimulate experience curve effects and economies of scale would drive uptake of SAF while simultaneously delivering economic benefits.

Likewise, a policy bundle could incentivise investment and ensure sustainability criteria that inhibit potentially counter-productive repercussions from SAF development.

3. Innovative finance: The differential

meaning that the aviation industry could directly reduce emissions rather than relying on offsetting schemes.

cost between SAF and fossil jet fuel necessitates creative financing. A rapid transition requires collaboration between industry, investors, and lenders to produce a financing blueprint that mobilises capital and reduces investment risk.

Maintaining the status quo is no longer a viable strategy for aviation. While demand for air travel and the

2. Corporate and consumer demand: There is a growing willingness among corporate flyers to pay premium prices for sustainable transport. A scalable SAF marketplace could ease

associated social and economic benefits will return post-Covid, the industry must now coherently undertake its energy transition to deliver climate action obligations.

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transport report

Transdev awarded key energy certification management. Very importantly, it also makes a significant contribution to achieving Ireland’s carbon reduction goals.”

Transdev Dublin Light Rail (TDLR) was certified to ISO 50001 on 31 March 2021.

Transdev’s commitment TDLR has committed to a reduction in greenhouse gas emissions of 30 per cent and a 32.5 per cent improvement in overall energy efficiency by 2030. This will represent an important contribution to the Irish Government’s targets in this area.

Seamus Egan, Managing Director, Transdev Dublin Light Rail.

Transdev Dublin Light Rail (TDLR) was awarded certification in ISO 50001 — Energy Management by SGS, the first time Luas, Dublin’s light rail network, has achieved this standard.

Moving You strategy

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Seamus Egan, Managing Director, said: “Achieving this certification in 2021 is even more rewarding for Transdev in Dublin as it embodies our global strategy which is referred to as Moving You.” This strategy is based around five pillars: •

People;

•

Performance;

•

Innovation;

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Customers; and

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Clients and Communities.

Eoghan Sweeney, Chief Performance Officer, also commented on the day of 68

the award: “This day is 15 years in the making and it is teamwork which got us here today. This certification not only shows our commitment to our client, Transport Infrastructure Ireland, but also the wider community, Luas commuters and Dublin City.

“The energy projects which we intend to work on will be innovative and lead the way, all as part of Transdev’s Moving You strategy.”

Sweeney continued: “As ISO 50001 is the energy management standard that is recognised worldwide, it enables us to demonstrate our commitment to energy improvement and to demonstrate we are top in class when it comes to energy

How will Transdev achieve this?

TDLR has undertaken a full review of operations and maintenance and compiled a list of opportunities for improvements within the most energyintense processes in the business. A feasibility study is now completed for any potential projects identified. Project teams are now formed to get the projects implemented as efficiently as possible.

Discussions are being held with the wider teams in TDLR on an ongoing basis to identify future energy efficiency projects that will help TDLR to achieve the ambitious targets it has set for 2030 and beyond. Detailed in this article are but some of the projects being considered or commenced.

Energy monitoring system TDLR is nearing completion of the installation of a new energy monitoring platform to enable the proactive monitoring of energy consumption for all operations. This will reduce reliance on our current system, and it will allow live proactive energy consumption monitoring at any location on the network. In the event of an energy spike

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“As ISO 50001 is the energy management standard that is recognised worldwide, it enables us to demonstrate our commitment to energy improvement and to demonstrate we are top in class when it comes to energy management. Very importantly, it also makes a significant contribution to achieving Ireland’s carbon reduction goals.” Eoghan Sweeney, Transdev Chief Performance Officer

or metering point going offline, we will be notified within 15 minutes of this allowing for proactive investigation and repair, reducing the potential for lost data and spikes in energy consumption.

This will also enable us to identify, implement and complete other energy efficiency projects, and accurately track and validate energy savings that will contribute to our overall energy consumption reduction targets in 2030 and beyond.

LED upgrade We are currently trialling LED retrofitting on trams to allow for better lighting for staff and customers. We are also rolling this out in Luas depots, including street lighting along the whole Luas network.

This will allow for a better aesthetic feel for everyone using the Luas network.

Heating and ventilation modification

Testing is also taking place on a new tram monitoring system that will enable us to identify other high energy consumers and look at more energy efficient alternatives.

Eco driving We are exploring the benefits of incorporating eco driving along the Luas

Solar PV We are currently looking at installing solar PV in Luas depots. This will enable us to reduce our dependence on fossil fuel alternatives. This is another project that we can feed into our energy monitoring platform. It will allow us to see what we are generating each day and will prompt future improvements.

Depot heating We are also looking to improve the heating system in our maintenance areas. As can be imagined, these are large open areas that are difficult to heat as once doors are opened to let a tram in or out much of the heat also escapes.

An innovative solution will be required to get a much better system in place that can operate to our needs but also contribute to our energy efficiency targets.

Commenting on these initiatives Seamus Egan, MD of TDLR said: “As you can see some of these projects that we are working on are simple in nature but the energy savings from implementation will be very effective.

These projects will be the cornerstones of what will be the start of a long process in overhauling what is in place currently but in doing so will ensure we have a sustainable business that is a leading light for our staff and customers every day.”

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TDLR is currently completing a trial on the heating and ventilation systems on trams. This should enable a 40 per cent reduction in energy consumption, and simultaneously it will help improve customer comfort on the tram.

network, based on some promising results from other Transdev operations.

This will tie in nicely with the rollout of our energy monitoring systems to see what savings are achieved from this initiative.

T: +353 (0)1 461 49 10 E: info@luas.ie W: www.transdevireland.ie 69

Credit: CHUTTERSNAP

transport report

Electric mobility: Key trends Capital markets, consumer demand, climate change reduction ambitions and new skills acquisition have created a momentum for electric mobility that even the global pandemic will not halt.

“The momentum behind cleaner, software-enabled forms of mobility is powerful and seemingly unstoppable,” a report by McKinsey and Company declared, before detailing four key trends driving clean, electric, connected mobility.

The assumption is a brave one when considering the levels of disruption future mobility ambitions have undergone in the past two years but an in-depth look at the trends serves to highlight that a slowdown in mobility demand driven by the pandemic should not have a lasting impact on the electric vehicle market.

Global EV sales in early 2019 had reached record highs, with an estimated two million EVs sold globally, but whereas previously statistics served to underpin predictions on EV growth, recent figures are obsolete because of the levels of unprecedented disruption.

Global sales for 2020 were predicted to

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fall by between 20 to 25 per cent in a best-case scenario and up to 50 per cent in Covid-19 worst hit areas.

However, despite the disruption, significant momentum in a number of key areas points to resilience in the electric mobility market. The first of those key trends, as highlighted by McKinsey is the continued interest by capital markets. The report points out that under the disruption, the mobility industry continues to outperform top industries, including big tech, in capital markets.

Capital markets The reasons underpinning performance are wide-ranging but the report points to key initiatives that appear to be driving capital market interest. The first is the opportunity for diversification.

The direct replacement of internalcombustion engines by EVs is a massive market opportunity in itself, but

recent years have seen the mobility industry initiate moves into more diverse markets such as shared mobility and the advanced connectivity solutions for EVs, offering clear pathways for market evolution in the decades ahead.

The second is the evolution and growth of the automotive software market, estimated to grow by 250 per cent by 2030 and the third is somewhat related to this software boom. New mobility players are approaching the future with a software-first mentality, attracting the best talent, compared to traditional industry players who will require a major shift in their operations and the reskilling of their existing talent.

A fourth reason is the appeal of green investment. Carbon neutral solutions are attracting the interest of investors and consumers. In response, the EV industry has sought to tailor its offering to consumer demands and customer-

Total return to shareholders, H2 2019-2020, weighted average by market caps as of June 2019 (%) New mobility

Semiconductors

Big tech

Insurance

Telco

Energy, oil and gas

Traditional auto

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51

167

63

18

11

8

Source: S&P Capital IQ: McKinsey analysis

centric solutions have helped broaden the appeal beyond carbon neutrality.

Consumer demand Governments across the globe have been grappling with the most efficient and cost-effective method of altering consumer behaviour. Most realise the importance of establishing a pathway for a major mobility shift out to 2030 if ambitions for 2050 are to be achieved.

While in Europe, many member states are engaged in developing the roadmap to ensure a mass public EV transition, the McKinsey report highlights that other global nations are already well advanced in their journey. Offering a snapshot of what the global market may become, the report highlights that China’s automakers have adapted advanced technologies to meet and go above customer expectation. Beyond electrification, in vehicle technology customisation has seen a rapid spike in interest in vehicle connectivity, with consumers willing to spend more on connected vehicles.

Climate change A further key trend identified by the McKinsey report is that of climate change and the perceived role of EVs in decarbonising transport. Road transport currently accounts for some 13 per cent of global carbon emissions and decarbonisation of the sector has been slow when compared to the likes of energy.

Of course, energy decarbonisation in the form of green electricity is an

enabling foundation of EV rollout.

However, experts suggest that time is running out for significant progress to be made in EV uptake if transport is to play its part in preventing the global temperature rise above 1.5oC in 2050.

The scale of the challenge can be viewed in the context that a number of previously envisaged trigger points for mass EV uptake have already been triggered, for example, the cost of EV batteries has plummeted since 2010 to record lows and investment levels in EV-related tech have multiplied significantly. The report identifies five major challenges that remain:

great but one that has been accepted

1. Pace: By 2035, more than 95 per cent of all cars and trucks on the road would need to be zeroemission to limit warming to the desired levels, making the next decade crucial.

been recognised that mass uptake of

2. Leveraging the potential of transition technologies including hybrid vehicles and gas-powered cars.

sees them compete with big tech and

3. Exploration of multimodal mobility and traffic optimisation to reduce the miles travelled.

market.

as necessary, and so, meeting climate change reduction ambitions is a driver of electric mobility and should drive cross-sectoral cooperation for a circular economy.

Skills The final trend identified by McKinsey and Company is that of a recognition that skill sets will need to be adapted to meet mobility shifts. EV technology, software and connectivity will require very different skills sets to the existing combustion engine market and it has EVs could result in up to a third of the current automotive industries workforce’s skill sets being insufficient.

While new players in the mobility market have adopted an approach that other large industries for talent, the existing automotive industry is also attempting to diversify into the evolving

To do this, traditional players are recognising the need to develop, not

4. Energy: the renewable share of power will need to be increased to reduce road transport emissions.

only engineers of the future but skills in

5. Decarbonising supply chains: Ensuring that all aspects of EV delivery, including manufacturing and transport are decarbonised.

driving innovation, helping to meet

The significance of the challenge is

momentum.

relation to software, data analytics and marketing. This skills development is customer demand, and attracting investment into a market that, despite pandemic disruption, is gathering in 71

transport report

Real progress on rail’s role in our sustainable future DART+ Programme Before Covid-19, in 2019, we in Iarnród Éireann carried a record 50.1 million passengers on our services, across Intercity, DART and Commuter, and trends were set to see yet more record highs successively this year, and in the years to come. Internationally however, in countries like New Zealand who have reopened practically fully, we are seeing stronger recovery in public transport patronage, meaning the importance of building our network capacities remain.

At the heart of our plans is DART+, supported by the Irish Government under the National Development Plan.

Put simply, this investment will allow more trains to operate on all routes on our network, by building the capacity of the most congested sections in the Greater Dublin area.

It will see:

Support for a stronger rail network is being seen in policy and investment decisions says Jim Meade, Chief Executive of Iarnród Éireann.

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In parallel with our management of Iarnród Éireann’s network and services through the Covid-19 crisis, we have been focused on our post-Covid future.

This is to ensure that our railway is at the heart of a sustainable future for Ireland, with policy at European, national, and regional level prioritising sustainable mobility and decarbonisation, to support our environment, economy, and society.

If anything, the support for a sustainable transport network which existed across policymakers, regulatory bodies, and our wider communities and businesses, has 72

strengthened through the crisis. This means that, with the progress made on our ambitions for our rail service and network over the past 12 months, we are well positioned to ensure rail is the backbone of such a network.

There has never been a time when we have such a unique opportunity to facilitate a more sustainable pattern of travel, development, and economic activity, to meet climate action goals at national and international level and improve quality of life for generations to come.

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the electrification of the Maynooth, Hazelhatch and Drogheda rail lines;

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associated works such as the elimination of level crossings on the Maynooth line;

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infrastructure works to allow more trains to operate, including at Connolly and Docklands;

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integration with other public transport modes including proposed MetroLink and BusConnects programmes;

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a major expansion of our fleet, with up to 750 electric and hybrid train carriages to be ordered, resulting in almost 80 per cent of journeys on our network being delivered under electric power;

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all leading to a doubling of the carrying capacity of the Greater Dublin Area network.

Public consultation on DART+ West (Maynooth/M3 Parkway) and DART+ South West (Hazelhatch to Heuston) is

well underway, with planning for DART+ Coastal (Drogheda to Greystones) also having commenced.

Crucially, the order for the fleet set to be at the heart of our service over the coming decades is now just months away.

As well as ensuring our new fleet is more sustainable, we have also begun a programme to convert our existing Intercity railcar fleet to diesel electric operation, reducing emissions, fuel usage, costs, and noise.

Improving access to services for all customers will also be at the heart of our investment plans. Accessibility for mobility and sensory impaired customers will be a principle of all station and fleet improvements, and our largest ever lift renewal programme is underway. Investment in park and ride facilities, and customer information will also make our services easier to access and to use.

National network

Regional cities We have also seen huge progress in our plans to strengthen the role of rail for our regional cities.

As part of the Government’s National Recovery Plan, €185 million is to be invested in the Cork commuter rail network, under the EU-funded Recovery and Resilience Plan.

The funding will allow Iarnród Éireann to

transportation hub centred on Colbert

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opportunities provided by the network of

Double-tracking Glounthaune to Midleton;

Station will also boost services, and the Limerick Shannon Metropolitan Area Transport Strategy will assess the rail lines around Limerick City.

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Developing a new through platform at Kent Station for through running for Mallow to Midleton/Cobh; and

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Resignalling the Cork commuter network.

New rail freight business, with XPO

The announcement also made clear that the next steps after this funding will be to electrify the Cork commuter network, and develop new stations, as planned under the Cork Metropolitan Area Transport Strategy (CMATS).

Waterford, and major expansion of

In Galway, funding under the Urban Regeneration Development Fund (URDF) for the western region includes two significant projects which will improve frequency, integration, and facilities for rail services to and from Galway city.

Investment of €9.3 million will include a 1km passing railway loop at the existing Oranmore Train Station, including an additional platform and associated infrastructure, which will allow the busy commuter link between Athenry and Galway to grow, in advance of our ambition for full double-tracking of the section in the future.

Rail freight and Rosslare Europort Logistics between Ballina and direct services between Ireland and the European Continent through Rosslare Europort, for which Iarnród Éireann is Port Authority, have also been delivered since the start of 2021.

Rosslare Europort’s status as Ireland’s gateway to Europe has been confirmed post-Brexit, with 17 services operate each way to and from Europe each week, making it Ireland’s foremost RoRo port for continental services.

We will build on Rosslare’s critical role for Ireland’s economy, ensuring efficiency and sustainability in our operations, through the port’s Masterplan, investing over €40 million in port facilities, infrastructure, and systems.

The direction of travel, and acceleration

Ceannt Station in the heart of Galway city will benefit from a major €40.3 million Galway City Council Transport Connectivity project. It includes Ceannt Quarter Regeneration, a Brownfield regeneration scheme comprising of redevelopment of Ceannt Station. It will result in an integrated transport hub in the heart of Galway City Centre.

Waterford’s Plunkett Station will be relocated to be part of an integrated transport hub under plans to develop the city’s North Quays. In Limerick, the completion of the city’s own

of momentum, is clear. Our journey to

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Investment in infrastructure in the Dublin area will not only benefit Dublin commuter belt services, however. It will grow our ability to operate services right around the country. We are also ambitious to see journey time improvements on national routes, and targeted line speed improvement works are already taking place.

increase the Cork commuter rail network’s capacity to deliver DART-type frequency, through three major elements:

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“Investment in infrastructure in the Dublin area will not only benefit Dublin commuter belt services, however. It will grow our ability to operate services right around the country.

We are also ambitious to see journey time improvements on national routes, and targeted line speed improvement works are already taking place.”

our sustainable future is en route to a destination which will benefit our country, our environment, our communities, and our society as a whole, and everyone is welcome on board.

T: (01) 8366 222 E: IENews@irishrail.ie W: www.irishrail.ie 73

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Digitalising Europe’s railways

As Europe seeks to decarbonise its transport systems and to move people away from private modes of transport, its hesitance in digitalising its railways will need to be overturned.

European rail currently sits in a strong position to take advantage of the decarbonisation agenda that will only be accelerated in the decade to come.

Passenger kilometres have grown by over 10 per cent in the past five years, with around 7 per cent of all transport passengers using rail, compared with just 1 per cent in the Americas. The European Green Deal will further prioritise rail travel and this initiative is being matched at the national level. In France, for example, the Government cancelled the provision of short-haul flights as a funding prerequisite for Air France, a move that will most likely drive people towards further use of rail travel.

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Despite this strong position, the European rail industry is partly built on antiquated legacy systems that are becoming more difficult and costly to maintain, with some railways having multiple different interlocking types, some more than a century old, and a variety of obsolete trackside technology that can no longer be maintained due to a lack of required technology or spare parts.

Features of digitalised railways such as automated interlocking, train dispatching, and incident handling have been proven to offer benefits in terms of capacity, safety, efficiency, and sustainability. The European Rail Traffic Management System (ERTMS)

legislation passed in 2000 has led to small improvements in technology, although progress to date has been slow due to the fact that a change from traditional rail to digitalised rail infrastructure requires a “big push” change rather than incremental change that can be managed over time. The regulatory system also being ill equipped for the digital environment means that migration to digital infrastructure is more difficult.

With roughly 60 per cent of the world’s train-control and traffic-management market being located in Europe, it will be incumbent on the market here to modernise along with the rest of the world. European equipment

manufacturers such as Alstom, Bombardier, Hitachi Rail STS, Siemens, and Thales have led the way in technological innovations such as moving-block technology, which allows trains to run in the sequence of brake distance, an innovation that has increased capacity by more than 20 per cent on many lines, and in fully autonomous operations, which further increase capacity and safety. These systems have been put into place in collaboration with railroad operators in commercial settings, although at a comparatively small scale when compared to the type of transformation needed.

Two studies, the first a joint study by the German Ministry of Transport and McKinsey and Company in 2018, the second a joint report by the European Commission, Ineco and EY in 2019, point to the following as the main benefits of rail electrification: •

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Additional capacity: With many railways having been pushed to their limits by the increase in demand for train passenger spots, it is projected that the digitalisation of rail infrastructure will increase capacity by 20 per cent without the need for new tracks.

Less expensive, more efficient services: It is expected that more than 90 per cent of signal boxes will be replaced by much less control centres and that lower costs of running will result in lower track access charges. The introduction of digital train control and traffic management will increase the rail system’s availability, reliability, and punctuality.

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Enhanced technological leadership: Automation and the harmonisation of standards across Europe and the rail network worldwide will provide opportunity for “substantial product innovation and the chance to conquer new markets”.

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Increased environmental sustainability: The smoother operations resultant from digitalisation, as well as the obvious lack of reliance on fossil fuels, will play a major role in the European transport system’s role in the decarbonisation targets set by the EU.

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The chance to futureproof the industry: It is only through the digitalisation of rail systems that train infrastructure can hope to compete with the transport industry of the future; “operators cannot hope to beat smart mobility platforms with 1920s signalling systems, 1940s level crossings, or 1960s interlocking systems”, McKinsey and Company say.

However, Europe’s rollout of next generation rail technology has not matched the pace of other markets.

Luxembourg and Switzerland have migrated their train-control and trafficmanagement systems to ERTMS levels 1 and 2, while Spain has introduced ERTMS level 2 on many lines. Danish and Swiss rail system migration has suffered many setbacks, and progress in rolling out ERTMS in large markets such as France, Germany, and Italy has been limited.

Central rail-network operations, such as

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As modernisation steps up apace, legacy technology will have to be replaced with advanced train-control and signalling systems such as ERTMS level 2 and above. In these technologies, wireless communications are used to supervise train movement. The systems currently used today use between 100 and 1,000 mechanical and electrical signal boxes, which would be replaced by new digital interlocking and control centres, of which only a few are required to control even the largest rail systems. It is hoped that the rollout of these technologies will allow railway operators to withdraw the majority of their trackside technology and that autonomous train operations will be built upon an electrified rail network.

“The regulatory system also being ill equipped for the digital environment means that migration to digital infrastructure is more difficult.”

France’s Commande Centralisée de Réseau and Germany’s Digitaler Bedienplatz, have plans to update a portion of their interlockings, but the timeframes in which they expect to finish (2033 and 2035 respectively) are long-term. This slow pace in Europe has allowed for other markets to catch up from a research and development point of view; China, for example, is now responsible for more than 50 per cent of global high-speed trains. China is also now investing heavily in signalling technology and is expected to compete with Europe before long.

To this end, McKinsey and Company suggest three targets for European rail infrastructure to digitalise at a rate that sets it out in front of other markets by 2050: •

Every track and train should be capable of delivering at least ERTMS level 3, which means that more than 250,000km of lines and more than 50,000 vehicles would be equipped with new train-control and signalling systems.

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Train operations should be capable of achieving the highest possible grade of automation, level 4, which would enable an entire operation to exist without train drivers (and with appropriately equipped stations) on 100 per cent of high-speed trains and 30 per cent of local trains.

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Automated coupling and shunting should also be implemented in rail freight in all major shunting stations and yards and for 100 per cent of the rolling stock.

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transport report

Powering sustainability: Networked gas key to reducing heavy transport emissions CO2 emissions by up to 23 per cent compared to diesel (CENEX, 2019) and nitrous oxide (NOx) by up to 50 per cent (UK Department of Transport, 2018).

The highest emissions savings were achieved under specific conditions, loads and vehicles – in particular, longhaul and regional drive cycles – making natural and renewable gases the ideal fuels for decarbonising Ireland’s HGV and bus fleets.

Furthermore, fuelling commercial vehicles with natural gas can also reduce transport costs by up to 35 per cent (Cadent, 2016). A proven, reliable and affordable alternative to diesel, Ireland’s CNG vehicle numbers grew more than 50 per cent in 2020, as the number in Europe passed two million and the number worldwide exceeded 28 million.

CNG, biomethane and hydrogen can all play a part in helping decarbonise

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Ireland’s transport sector.

Ireland’s road to netzero transport

CNG: Cleaner, affordable, and proven

Transport currently accounts for 42 per cent of Ireland’s energy use, making it the country’s largest source of energy demand. It is also one of the most difficult sectors to decarbonise.

CNG reliably delivered through the national gas network is key to driving sustainable supply chains and is the first step towards net-zero commercial transport in Ireland.

In particular, heavy goods vehicles (HGVs) and buses generate 30 per cent of road transport emissions despite accounting for just 4 per cent of vehicles on Irish roads.

Proven global technologies, such as compressed natural gas (CNG), and renewable gases, including biomethane and hydrogen, can all play a part in helping decarbonise Ireland’s transport sector.

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CNG involves the deployment of technologies which deliver gas that has been compressed to high pressures (over 200 bar). It is typically used as a transport fuel and is particularly suitable for use in commercial vehicles where electric solutions are not a viable option.

The gas used can be either natural or renewable gas that meets the network specifications.

Studies show that switching from diesel to natural gas can reduce well-to-wheel

Renewable gas in transport While immediate carbon emissions reductions for commercial fleets can be realised by switching to natural gas today, more significant savings can be realised through renewable gases such as biomethane and hydrogen.

In 2019, Ireland began its journey to a net-zero carbon gas network, with the introduction of domestically produced biomethane into the national network in Cush, County Kildare, Ireland’s first renewable gas injection point.

Biomethane is a carbon neutral renewable gas produced from farm and food waste through a process known as anaerobic digestion. It is largely identical to natural gas and is fully compatible with the existing gas network and CNG vehicles.

A key feature of the EU’s Farm to Fork strategy, the European Commission identified Ireland as having the most potential per capita to produce biomethane and enhance security of supply.

Establishing a renewable gas industry in Ireland will also support additional jobs and income streams in local communities. Planning permission for Ireland’s second renewable gas injection point near Mitchelstown in County Cork was granted in 2020.

This means that as the volume of renewable gas on the network increases, vehicles refuelling from the national gas network will increasingly reduce their carbon footprint without needing to change a thing.

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Irish companies are now developing sustainable circular economies by purchasing renewable gas made from their own waste to power their operations and vehicles.

In 2020, VisionGreen Logistics Solutions Ltd, became the first logistics company in Ireland to make carbon neutral retail deliveries with trucks fuelled by renewable gas made from farm and food waste, while Kerry County Council became the first local authority in Ireland to trial a carbon neutral HGV powered by renewable gas, sustainably transporting road salt from County Tipperary.

Hydrogen in transport Hydrogen is a carbon free gas that produces no CO2 emissions and can significantly improve air quality in towns and cities.

Ireland’s gas network is one of the safest and most modern ‘hydrogen-ready’ gas networks in Europe. Blends of up to 20 per cent hydrogen could be transported on the existing gas network and used in existing appliances, technologies, and vehicles, with minimal disruption and upfront cost to customers. Pure 100 per cent hydrogen can be transported with some modifications.

Hydrogen can be produced from renewable electricity and stored indefinitely, making it an attractive option to decarbonise energy systems and a strong example of how greater cohesion between our gas and electricity systems can drive a cleaner energy future for Ireland.

Ireland’s CNG refuelling network Gas Networks Ireland has a critical role

Currently there are CNG refuelling stations located at Circle K’s forecourts in Dublin Port and Cashel, with two more set to open in the summer of 2021 in Dublin and Limerick. There is a fifth station under construction in Cavan and a further eight in planning and development. Three private CNG stations are also in operation.

CNG Vehicle Grant Schemes There is almost €5 million available to support Irish fleet operators in choosing a cleaner fuel option.

On 1 March 2021, Gas Networks Ireland launched a €2.9 million CNG Vehicle Grant Scheme to support the purchase of up to 400 new vehicles. This funding will help Irish fleet operators and hauliers to transition to new, cleaner CNG vehicles and support the decarbonisation of Ireland’s transport sector.

Co-financed by the EU’s TEN-T Programme under the Connecting Europe Facility as part of the Green Connect Project, the grants cover 20 per

cent of the difference between CNG and diesel-powered vehicles with a maximum amount of €5,000 available to applicants per vehicle.

The maximum amount of financial support available to an applicant under the scheme is €60,000, supporting the purchase of up to 12 vehicles. Grants can be used towards the costs of vehicles registered from 2020 and is open to applications across a range of commercial vehicles including HGVs, buses and vans powered by CNG. Applications are now being accepted at www.gasnetworks.ie/cngvehiclegrant.

On 15 March 2021, the Department of Transport launched a €2 million Alternatively Fuelled Heavy Duty Vehicle (AFHDV) Purchase Grant Scheme, which will cover between 40 per cent and 60 per cent of the price differential, with a maximum 20 vehicles or €500,000 available to any one applicant. Grants can be used towards the future purchase of more sustainable vehicles, including gas and electric vehicles.

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Gas Networks Ireland has established a Hydrogen Innovation Centre in Dublin to ensure the safe transportation, storage and use of hydrogen on the national network, and is collaborating on a variety of hydrogen research initiatives to assess various applications for hydrogen, including its use in transport.

to play in decarbonising the transport sector and is actively rolling out a network of CNG refuelling stations nationally in partnership with Ireland’s forecourt operators and hauliers.

E: cng@gasnetworks.ie W: www.gasnetworks.ie/cng T: 1800 411 511 77

transport report

Safe routes to school In March 2021, a new Safe Routes to School programme was collaboratively launched by Transport Minister Eamon Ryan TD, Minister of State at the Department of Transport Hildegarde Naughton TD and Education Minister Norma Foley TD. Representing the next phase of the Government’s investment in active travel, the programme is intended to support the delivery of improved active travel infrastructure for selected schools.

As indicated by the Department of Transport, these improvements can range from upgrading existing footpaths or constructing a new cycle lane to a redevelopment of a school entrance.

The programme’s central objective is to establish safer walking and cycling routes to alleviate congestion in the vicinity of schools and increase the number of students opting to walk or cycle to school.

Funded by the Department of Transport, through the National Transport Agency (NTA), the Government has allocated over €15 million to deliver Safe Routes to School projects at over 100 schools in 2021. The programme is also supported by the Department of Education and is coordinated by An Taisce’s Green Schools, while local authorities “will play a key part in delivering the infrastructure along access routes and at the school gate”.

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In seeking to implement the programme, seven additional jobs across An Taisce and the NTA have been created, alongside 248 new active travel positions announced by the Department of Transport.

Eligibility is extended to all schools, with participation aligned to a set of criteria which includes “school type, location and school’s commitment to sustainable travel”.

Selected schools and local authorities will then collaborate with a designated infrastructure officer from Green Schools to plan and deliver the improved infrastructure, while schools which are not successful may reapply at a later point.

Minister Ryan outlined: “Schoolchildren need more than hi-vis vests to get to schools safely. They need proper infrastructure to make walking cycling and scooting a practical choice for families. The first phase of Safe Routes to School will help deliver these facilities by fast tracking segregated infrastructure and providing front of school treatments to improve access

and prevent congestion. Helping children get to school safely under their own steam is better for their health and development and better for the environment.”

Similarly, Education Minister Norma Foley emphasised the opportunity to create healthier and more sustainable travel options, adding: “Being active is a key component of wellbeing, and this initiative will help our schools to promote active and safe travel for all students.”

NTA CEO Anne Graham asserted: “The project being announced today is a significant step in encouraging young people to use more sustainable modes of transport, particularly when going to school. We want to see more young people cycling, walking/scooting to school, but we understand that safety is a concern.

“In this first phase of ‘Safe Routes to School’, we will address this by providing better infrastructure for these young people. This year alone, work on projects will get under way in over 100 schools around the country.”

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Bus Éireann: Delivering passenger growth and satisfaction think there’s been a more exciting time to be working in this sector,” continues Stephen Kent. “The convergence of environmental, economic and social goals is creating opportunities for us, while expectations have probably never been higher either.”

Sustainability, driving change

Stephen Kent

Bus Éireann Chief Executive Officer Stephen Kent speaks to eolas about the national bus company’s new services, its transition to electric and hydrogenpowered vehicles, and the opportunities in recovering from Covid-19.

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“In Bus Éireann we are proud to have a unique insight into the role and importance of public transport in Irish life, right throughout the country,” says Stephen Kent, the national bus company’s Chief Executive Officer.

“From primary school children taking their first steps to independence by taking one of our dedicated school buses, to students taking Expressway to college, the person travelling to employment and home again throughout their working life, people shopping and socialising, right through to people who have retired and now hold the free travel pass, Bus Éireann is there throughout with a mix of services to keep Ireland connected.”

kilometres, with operations in 17 depots and 2,700 employees. The company, supported by the National Transport Authority, operates Public Service Obligation routes across the city networks of Cork, Galway, Limerick and Waterford, Greater Dublin Area commuter services, town services in Athlone, Balbriggan, Drogheda, Dundalk, Navan, Sligo and county services. It also has a commercial wing, the country’s largest intercity service, Expressway, and operates the national School Transport Scheme on behalf of the Department of Education.

“Our challenge is to provide services and experiences that convert these school kids and students to life-long loyalty to Bus Éireann operates the most bus public transport. It may seem a extensive public transport network in the strange time to say this, given the huge country, serving almost 90 million financial impact of Covid-19 on passengers in 2019 across 82 million public transport operators, but I don’t 80

Bus Éireann’s focus is now on 2030 and achieving its sustainability goals, having made important progress throughout 2020. The national bus company is targeting a 30 per cent increase in passenger numbers, while cutting greenhouse gas emissions in half within the next nine years. In 2020, Bus Éireann was proud to trial the first hydrogen-powered bus in passenger service in Ireland and is preparing for three double-deck hydrogen fuelled buses to be deployed this year. Galway’s city fleet will be fully hybrid by the end of the year and the Athlone town service will convert to electric-only in 2022.

“We know that no new diesel bus will be added to our urban fleet. Working closely with the NTA, these initiatives will help us to chart the path forward to determine what technology will be the most appropriate on all kinds of different routes,” explains Stephen Kent. “What is already very clear is that in our challenge to cut greenhouse gas emissions in half, the vehicle is just the most apparent change, but more profound transformation will precipitate behind the scenes.

“We are assessing the implications for the locations and power supplies of all our depots. Currently, all our vehicles, whether Bus Éireann city and town services, Expressway interregional or school transport use the same fuel and rely on the combustion engine for power.

We have 300 highly skilled and valued craftworkers and are devising training programmes to support their change to working on electric-powered vehicles.

Our people are at the centre of the contribution we can make to Ireland’s sustainability agenda,” continues Stephen Kent.

Passenger growth

“We have proof now of the effectiveness of additional investment and service improvement. Significant improvements in services to regional cities were made in 2018 and 2019, with the support of the NTA. Frequency was increased, 24hour services were introduced in Cork, an entirely new network for Waterford, and reliability improved. We saw passenger numbers grow by up to 70 per cent within 12 months of these initiatives, a demonstration of the latent demand for bus services,” explains Stephen Kent.

Delivering passenger growth while maintaining high levels of customer satisfaction has always been the focus, but now Bus Éireann has a third target – promoting and helping to deliver significant modal shift away from the private car in all parts of the countryside.

Bus Éireann sees bus services playing the major role.

Improved services “We added three million km annually to our services within four months of funding approval, and created 120 jobs, thanks to the National Transport Authority and the July Stimulus

Bus Éireann services introduced/improved in 2020 Clare

Increase in frequency between Ennis and West Clare, linking towns of Kilkee, Doonbeg and Lahinch for the first time

Cork

New cross city service linking Glanmire with CUH via the city centre, frequency increased to three services an hour

Greater Dublin

Major revision of all commuter timetables to improve punctuality and reliability

Drogheda

Frequency increased with two new routings Combined 15 minute frequency, seven days a week

Dundalk

Linking Baltray, Clogher and Termonfeckin directly to Dundalk for the first time

Limerick

Frequency doubled on a route, more services and the route extended

Mayo/Galway

First year round connection between Clifden and Westport Improved services to Blacksod, Belmullet and Ballina Seven daily weekday services to Louisburgh and Achill

Navan

First town service, two routes, operating every 30 minutes seven days a week

Tipperary

Daily bus service linking Portroe with Limerick and Nenagh for the first time

package,” continues Stephen Kent. “At more or less the same time, we increased what was already Europe’s largest school transport scheme by a quarter, to almost 9,000 dedicated routes, to provide 50 per cent social distancing capacity on post-primary routes. These are initiatives that demonstrate the flexibility which has been achieved throughout our operation, our focus on the customer and overall efficiency.”

The performance and resilience of the entire Bus Éireann team during the pandemic has accentuated our commitment to providing a public service and ensuring connectivity when people relied on public transport most. “We are very conscious that in our sustainability targets we have committed Bus Éireann

to very positive transformation which will deliver far reaching benefits to the communities we serve. The Covid-19 crisis has really tested our people, our partners, and stakeholders but there has been fantastic collaboration to keep our essential services on the road, safely. It gives me great optimism about what we can achieve together in the coming years, delivering safe, more frequent and reliable services, to more people, with less environmental impact and with an even more diverse workforce,” he concludes.

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“We often talk about the inherent flexibility of bus transport. I think 2020 showcased that in ways we wouldn’t have wished for, but from which we have learned so much about what is possible,” continues Stephen Kent.

“Since the pandemic hit in March 2020, when demand collapsed by 90 per cent, we have scaled schedules back and restored them again. We have implemented public health restriction guidelines from two-metre social distancing on board, to 25 per cent capacity, to 50 per cent capacity and back again – and sometimes operated at different capacity levels in different parts of the country during localised lockdowns.

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Turning to the other side of the equation, Bus Éireann’s target to grow passenger numbers is also important to Ireland’s climate action goals. Even now, bus and coach travel is inherently more sustainable as it emits up to one-fifth the carbon dioxide per passenger kilometre compared to private cars. Modern diesel engines emit 90 per cent less nitrous oxides than they did in 2000. Getting more people to think bus instead of car can be a quick win.

W: www.buseireann.ie Twitter: @Buseireann

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Credit: William Murphy

transport report

Coolmine train station

All-island Strategic Rail Review launched The Irish Government and the Stormont Executive have agreed to undertake an all-island Strategic Rail Review to consider unlocking the potential of the rail network across the island.

An agreement was reached at the North South Ministerial Council meeting in October 2020 that the Department of Transport and the Department for Infrastructure would work to “further develop draft terms of reference for a proposed study of rail speeds, to ensure the finalised terms of reference take sufficient cognisance of the need for balanced regional development, particularly in relation to connectivity with the North-West”.

those relating to climate change. This means examining how the rail network on the island of Ireland can be improved to provide sustainable connectivity between major cities and advance regional accessibility and development, as well as investigating the potential to increase rail freight. This means scoping enhanced high- or higher-speed rail services along existing or new potential corridors of the network, including design and operational proposals.

In April 2021, the procurement process was launched by Minister for Transport Eamon Ryan TD and Stormont Minister for Infrastructure Nichola Mallon MLA when a request for tender seeking expressions of interest in conducting the all-island Strategic Rail Review was published in the Official Journal for European Union. The Strategic Rail Review is reflection of the Irish Government’s New Decade, New Approach commitments.

With an estimated value of €1,000,000 and a 12-month duration of contract, it is anticipated that the Review will commence by early summer 2021. The external consultants undertaking the review will be overseen by the two departments, alongside the National Transport Authority, the Commission for Rail Regulation, Iarnród Éireann and Translink.

The overarching objective of the Strategic Rail Review is to explore the contribution of rail in facilitating policy objectives, north and south, particularly 82

Emphasising his firm belief in “the potential of rail in supporting social and economic development and the environmental sustainability of our transport system”, Minister Ryan asserted: “I’m particularly pleased that

we’ll undertake this review on an allisland basis, working with our colleagues in the Northern Ireland Executive. The review will look at how rail can help better connect cities and regions across the island and will complement the investment we already plan in our commuter rail networks.”

Meanwhile, Minister Mallon remarked: “Travel by rail is an issue I am very passionate about and I believe it has massive untapped potential to deliver multiple benefits across our island.

Since coming into office, I have been clear that it is my priority to address regional imbalance, tackle the climate crisis and better connect communities across Ireland.

“The All-island Strategic Rail Review will allow us to consider our network across this island to view how we can improve it for everyone. Building on our commitments in New Decade, New Approach to progress a spine of connectivity, this ambitious review, in partnership, will look at opportunities to enhance rail across our island.”

transport report

Transport key in new European emissions targets Member states and the EU Parliament have come to an agreement for a new law enshrining targets for the reduction of carbon emissions. The transport sector will play a significant role if these targets are to be met.

The new law agreed between the EU member states and the Parliament states that the EU will cut carbon emissions by at least 55 per cent by 2030 when compared with 1990 levels.

The EU Parliament had pushed for a higher target of 60 per cent, but a compromise of 55 per cent was reached.

“Our political commitment to becoming the first climate neutral continent by 2050 is now also a legal one,” said EU Commission chief Ursula von der Leyen in April 2021 upon the agreement of the new law. “The Climate Law sets the EU on a green path for a generation.”

The EU Climate Law was agreed in April 2021 following months of talks between the member states and the Parliament. It sets a limit on the levels of CO2 removal that can count towards the 2030 target, which will ensure that states will be forced to focus on activities that actively lower carbon in their atmosphere rather than removing it via initiatives such as reforestation.

Such measures mean that the onus will be on sectors such as transport to find cleaner ways to operate.

A 15-member independent council will be established to advise the EU on

climate measures and targets, with the EU Commission set to announce a package of climate laws in June to support the plans. While previous EU legislation had targeted a 40 per cent cut, the 55 per cent target was initially announced in December, although it was not enshrined into law until April amidst calls from the EU Parliament and environmental groups to go further.

Frans Timmerman, the Vice-President of the EU Commission, said that the political agreement reached was “a landmark moment for the EU and a strong signal to the world”.

one million new charging points to be rolled out as part of the European Green Deal.

In September 2020, the Commission set out its plans for reaching the 55 per cent target, where it stated that “in the transport sector, as calculated in the Renewable Energy Directive, renewables would reach around 24 per cent [emission reduction] through further development and deployment of electric vehicles, advanced biofuels and other renewable and low carbon fuels”.

Revised CO2 emission standards for cars and vans will “ensure enough clean cars are available on the market” and the transition “will require a corresponding roll-out of recharging and refuelling infrastructure by 2030”, with

In the case of road transport, emissions trading has the advantage of “capturing fleet emissions under the cap and simultaneously incentivising behavioural change with lasting effects on mobility solutions through the price signal”, although CO2 emissions performance standards for cars are said to be “the main driver to ensure the supply of modern and innovative clean vehicles, including electric cars”. Thus, in order to guarantee a clear path towards zerocarbon mobility, the European Commission says that “the CO2 emissions standards for cars and vans will be revisited and strengthened”.

Under previous targets, it was estimated that the transport sector would require an additional €120 billion of investment, a figure which has now been revised to €130 billion in order to meet the 55 per cent target. It has also been mooted that an expanded EU Emissions Trading System could be developed to incorporate road transport, “potentially in time covering all uses of fossil fuel combustion”.

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transport report

Bringing Transport 5.0 to Ireland

Bidisha Ghosh, Associate Professor of Civil Structuring and Environmental Engineering at Trinity College Dublin and chair of the Irish Transport Research Network, speaks to eolas about Transport 5.0 and how it will help Ireland and Europe move towards sustainable, human-centric modes of transport.

“Transport 5.0 is a term for the bringing together of Industry 5.0 and Society 5.0. Industry 5.0 is the future, where we will be going very soon,” Ghosh explains. “Industry 5.0 will contain mass customisation and cyber physical cognitive systems. The word cognitive is quite important here, it brings us to the realm of AI and how it will interact with cyber and physical space and how we can give better benefits to society through customisation. When we go to Industry 5.0 – augmented reality, big data etcetera – we need to think about horizontal and vertical system integration, which we haven’t achieved to the extent we would like.”

economic advancement with the resolution of social problems via a system that highly integrates cyber and physical space,” Ghosh says. “We are now in Society 4.0, the society of information where we share information and take information. The idea is that we should have comfortable, high quality lives that are full of vitality. The technology should work for human good. Germany has already started work on this. It has a project called Transport 5.0, where it is defining what it believes Transport 5.0 is: crossdomain, self-organising transport schemes and organisational principles for a user-centred transport system.”

The change to Transport 5.0 is coming fast, Ghosh says, with Europe moving towards a “sustainable, human-centric industry”. To this end, the European Commission has published its AI White Paper, as an information guide on how AI should be utilised, and its European Skills Agenda, which says that European workers should be reskilled or upskilled to allow them to play a role in this digitalisation agenda and benefit from it.

In Transport 4.0 we currently use sensors that convert energy from changes in temperature, pressure, magnetism, etcetera into data; Transport 5.0 means that we “will be converting minds to data, people’s intentions, poses and movements” will create information. Actuators will control physical devices – automatic cars or traffic lights for example – where data is processed and converted to control command of the machines to control the movement or actions of those machines. “In case of social prescription, what will happen is that data will be converted to mind, so people will be acting towards greater

The key to the successful implementation of Transport 5.0 is the consideration of societal transformation as well as technological. “Society 5.0 is a human-centred society that balances 84

social good, taking routes that reduce congestion, travelling at speeds for the benefit of the entire traffic stream,” Ghosh says.

Smart mobility test beds exist throughout the world, and Ghosh points to notable examples in Qingdao, Chelyabinsk, Western Australia and London. For Ireland, she concludes, this is the next step: “In Ireland at present, we have smart cities, smart districts and Smart Dublin. The pathway from going from a smart city to a smart mobility zone is a goal around which we need to develop a manual to make this jump. One of the first steps is looking into the infrastructural needs, the sensors, the communications and whatever else we need.

“We need to figure out how the infrastructure will communicate with the cars, and we need to think about international and European collaboration. There is so much going on and one of the easiest ways to participate is through European projects. We are looking into how we can bring cooperative, conceive and automated mobility into Ireland and move Ireland from Transport 4.0 to Transport 5.0. This is the future; it is coming very fast and there is no way to avoid it.”

Credit: Kelly Sikkema

Ireland oversees global pledge to build back better in transport Among a range of commitments undertaken by ministers at the annual

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transport report

summit were: promoting of urban mobility redesigns that build on the boom for walking and cycling during the pandemic; •

innovative mobility options foster

Ireland’s year holding the Presidency of the International Transport Forum (ITF) culminated in a commitment to raise ambition and invest in the transition to green mobility by transport ministers across the globe.

ensuring that new technologies and equitable access for all citizens;

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promoting of education and training and a more inclusive and fair workplace for all transport workers;

In May 2021, the transport ministers of 63 countries of the ITF at the OECD agreed to use the recovery from the pandemic to transform their transport sectors.

Originally scheduled to take place in May 2020 in Leipzig, Germany, the annual ITF summit was postponed due to the pandemic and was instead held virtually between 17 and 28 May 2021 and opened by Transport Minister Eamon Ryan TD. Ireland’s presidency of the ITF, which was taken up in 2019, was extended by a year because of the pandemic and, as expected, pandemic recovery dominated the rescheduled virtual event.

Ryan chaired the Annual Council of Ministers of Transport on 27 May, following which, an unanimously agreed ministerial declaration was released, reading: “Ministers note that the recovery from this pandemic offers new opportunities to reshape transport systems and shift to more resilient, efficient, sustainable and equitable mobility.

“In order to embrace the opportunity to build back better, ministers commit to show ambition, leadership and continued investment in the transition to greener and more efficient transport solutions.”

The ITF is an intergovernmental organisation, acting as a think tank for transport policy and organising the

annual summit for transport ministers.

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encouraging the use of public transport;

The Presidency of the ITF revolves annually, and Ireland previously held the role of President of the organisations predecessor, the Conference of Minister of Transport (ECMT).

The annual summit took place in the context of findings that transport activity is set to double by 2050 The ITF’s transport outlook for 2021, factoring in a slowing of overall demand growth because of the economic impact of the pandemic and fresh decarbonisation commitments, points to a 16 per cent increase in CO2 emissions from transport by 2050 even if current commitments are fully implemented.

“Current transport decarbonisation policies are insufficient to pivot passenger and freight transport onto a sustainable path,” the report states, highlighting that more ambitious decarbonisation policies could reduce CO2 emissions by 70 per cent, in line with the goal of the Paris Agreement ambition to limit global warning to 1.5oC. The ITF’s founding, which made the ECMT a worldwide organisation by making full-time members of previous associate members such as Japan and the United States, was done through the 2006 Declaration on the Development of the ECMT, colloquially known as the Dublin Declaration.

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fostering automation, digitalisation and data innovation;

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promoting of innovation in electrification, low- and zero-carbon fuels, hydrogen fuel cells and newgeneration batteries; and

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promoting of intermodal transport and develop interoperability.

Commenting following the ITF summit, Ryan said: “In the context of climate change and the urgent need to fundamentally reduce greenhouse gas emissions globally, coupled with digitalisation, automation and the impact of Covid-19, our transport systems are at a turning point.

“As we look to shift towards cleaner and efficient transport networks, we must innovate and drive behaviour change to ensure passengers and freight stay connected, in a sustainable manner, to the communities and businesses which need them.

The ITF Summit has provided a muchneeded opportunity for transport leaders from around the world to join together and plan the pathway towards realising that vision.”

The ITF 2022 Summit is scheduled to return to Leipzig next year and will be under the Presidency of Morocco before passing to the UK in 2023.

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Transport investment priorities transport report

At the end of March 2021, Minister for Transport Eamon Ryan TD published the draft National Investment Framework for Transport in Ireland (NIFTI), outlining the Department of Transport’s long-term investment strategy for land transport.

NIFTI represents the Department’s contribution to Project Ireland 2040 and is designed to be a framework for prioritising future investment in land transport, while supporting spatial and national strategic objectives outlined in the National Planning Framework (NPF). Transport is identified as a “key enabler” of the NPF. “Recognising the interdependence of transport and spatial planning”, NIFTI is aimed at supporting investment which helps to realise compact growth, while optimising existing infrastructure to “make active travel and public transport more attractive choices”.

NIFTI identifies four investment priorities that future transport projects must align with to be considered for funding.

Likewise, as the National Strategic Outcomes are embedded within NIFTI, these investments will simultaneously support the delivery of the NPF. 1. Decarbonisation: Transport accounts for approximately 20 per cent of Irish greenhouse gas emissions, making it a priority for decarbonisation in the context of Ireland’s climate objectives. NIFTI indicates that a shift towards sustainable mobility alternatives, such as active travel and public

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transport, must be supported where feasible. For instance, this includes unlocking rural sustainable mobility through investment in greenways, public transport and park and ride facilities. “Where private investment remains necessary, our support for low-emission vehicles and associated infrastructure can help to decarbonise such trips,” the Department says.

connectivity: Outside of urban areas, the Department has committed to rectifying “priority bottlenecks” and ensuring connectivity between all regions and Ireland’s major ports and airports.

“The land transport network connects communities across our island. We are interested in hearing the views of the public and all interested stakeholders as

2. Protection and renewal: Several challenges faced by the existing transport network can be remedied, to some degree, through adequate maintenance of infrastructure. In the context of the climate crisis and to ensure resilience, the most strategically important components of the network will be the focus of protection and renewal.

we develop our new investment

3. Mobility of people and goods in urban areas: Priority will be given to projects which reduce urban congestion while simultaneously enhancing decarbonisation. The Department commits to “the development of new sustainable mobility infrastructure, and the optimisation of existing infrastructure”.

and climate change policies, your views

4. Enhanced regional and rural

NIFTI published in Q3 2021.

framework. The output of this consultation will help shape this highlevel investment framework and investment priorities, which will determine how we deliver infrastructure within and between our cities, towns, and rural communities in a sustainable manner over the coming decades. As transport is a key enabler of our spatial will inform how transport supports sustainable social, environmental, and economic development nationwide,” the Transport Minister said.

A public consultation seeking views on future transport investment priorities concluded on 28 May 2021. The report is now expected to be finalised and