Darragh O'Brien
Dublin Fingal East · Fianna Fáil · Ireland
“The appropriate next time to do that is once the ANCA decision is finalised and the public consultation is concluded, which will be on 3 September. Obviously, there will be a period required after that when the submissions to ANCA will be looked at. That is where the consultation is. That will happen over the coming months.”
“I have already mentioned the more than 3 million passengers who flew through Cork Airport and the growth of Shannon Airport, which has just had its best half a year and which now has over 40 routes. However, a small number of people are impacted and they need to be listened to.”
“Others did not want it at all. I think Shane Ross was Minister for transport at the time. That has been done. That is in place. This decision will be made. I do not have a timeframe. Hopefully it will be soon after the submissions from the public on the draft noise decision is made. That would feed into both.”
“An Investec report published in, I believe, 2022 said that to maintain the cap at 32 million between now and 2030 would jeopardise up to about 19,000 jobs. That is the reality of it. I support the workers in the airport. I am from the community myself. The airport has to grow in a sustainable way.”
“I have also made it clear that even though, and this is a fact, international aviation emissions are outside the scope of the climate action plan, we are taking actions aligned with the global approach to decarbonisation of the aviation industry, which is based on the International Civil Aviation Organization's basket of measures to ensur…”
“I have already highlighted the planning decision on the DAA’s infrastructure application. We discussed that at some length over the course of the last nearly two hours. That application seeks to raise the passenger cap to 40 million and provide for much-needed additional infrastructure at Dublin Airport.”
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“Therefore, in the preparation of this legislation, one of the key objectives was to protect DAA's live planning application. As such, the legislation I bring before the House today was crafted to allow that application to proceed through the planning process, notwithstanding the making of an order. Section 26 sets out the effect of an order as it relates to that planning application given that both deal with the same planning condition, namely, the 32 million passenger cap. In short, once a final decision is made in relation to DAA's infrastructure application, that decision will supersede any order made under this legislation in this particular application.”
“In making an order, I will consider and take account of the outcomes of the environmental assessments undertaken by the commission, and I have the power to include any conditions in an order that I deem appropriate to mitigate any impact on the environment. In consultation with the Minister for housing, where appropriate, I can deem the conditions attached to an order as exempted development but only where they are not separately subject to environmental assessments under EU law. I will publish an order on my Department’s website and in Iris Oifigiúil and inform Fingal County Council, which is the relevant planning authority. While it is critical that we deal with the passenger cap planning condition, it would be meaningless to do so if we did not have the infrastructure to accommodate that future growth.”
“Under section 24, I am prohibited from making an order until the environmental assessments have been carried out. I believe that provision addresses some concerns raised during pre-legislative scrutiny about the public being excluded from the process. This is not the case. At least one period of public consultation in relation to the environmental impacts of making an order will take place. Under section 25, I am empowered to make an order to amend or revoke the passenger cap, where I am of the opinion that the passenger cap is causing harm to the economy of the State, international connectivity and Ireland's reputation in respect of air transport.”
“There is the ability to pause this timeline for a period of four weeks to allow for any requests for further information to be dealt with. The commission is encouraged, insofar as possible, to carry out these assessments jointly and to take all necessary steps to work in an expeditious manner, avoid any undue delays and ensure that appropriate resources are allocated to carry out its functions under the legislation within the timeframe provided. The commission will notify me of its findings arising from the environmental assessments and publish its reasoned conclusion and determination. Part 4 sets out the parameters around the making of the order by me and that an order will be superseded by a planning decision on the DAA's infrastructure application.”
“An Coimisiún Pleanála will carry out the assessments under the habitats directive and the environmental impact assessment directive, which will include consideration of compliance with the water framework directive. As part of these assessments, the commission will publish the material for the assessments and undertake a public consultation for a period of no longer than 30 days. There is provision, though, for a further 30-day public consultation should the commission seek and receive further information that is substantial in nature. I have included strict timelines within the legislation, and the commission will have 20 weeks to carry out the assessments and come to a reasoned conclusion in relation to the environmental impacts of making an order and a determination as to whether there will be an impact on the surrounding habitats.”
“That application from DAA will propose the manner in which the passenger cap is to be amended or revoked, reasons for the application and a summary of the environmental impacts. I will consider the application and consult any person I consider appropriate. If I am satisfied there is justification to make an order, I will notify DAA of my intention to do so and direct it to prepare an environmental impact assessment report and a Natura impact statement. I have the power to accept, vary or refuse an application from DAA. Part 3, covering sections 8 to 23, inclusive, provides for the environmental impact assessment and appropriate assessment that will be undertaken independently of me, as Minister.”
“I know there were concerns raised during pre-legislative scrutiny that the power being provided to amend any planning condition in the general scheme was too broad, and that has been addressed. Under section 6 of this Part, I have a general power of direction to DAA for any purpose related to this Bill. I may use this power to procure information from DAA in relation to an application, ensure the preparation and submission of appropriate reports relating to the environmental assessments or initiate the application process, which is a very important provision. In such directions, I may specify the period and form in which information should be provided. DAA has a legal obligation to comply with such a direction. Part 2 provides that DAA may make an application for the making of an order under the legislation.”
“This further highlights the need to address the passenger cap by way of a legislative solution to ensure clarity for all stakeholders and to ensure that connectivity to and from our country is not undermined. I will now take colleagues through the main provisions of the Bill that will empower me, as the Minister for Transport, to make an order to amend or revoke the passenger cap planning condition. In Part 1, the first thing I draw attention to is the definition of "passenger capacity condition" under section 2 of the Bill. This definition makes it clear that the power to make an order relates solely to a planning condition that limits the number of passengers who use Dublin Airport for the purpose of travelling by air to or from another airport in any period.”
“As part of the process in place for development at the airport since the enactment of the Aircraft Noise (Dublin Airport) Regulation Act 2019, a draft noise-related regulatory decision was published by the Aircraft Noise Competent Authority, ANCA, last month and is currently subject to a public consultation for a period of 14 weeks. A final regulatory decision in relation to the noise aspect of this planning application is expected after that period ends. This decision will be incorporated in the planning decision by Fingal County Council, which is expected shortly thereafter. It is, however, likely that any planning decision by Fingal County Council may then be appealed to An Coimisiún Pleanála and may also be subject to judicial review.”
“DAA has statutory responsibility for the management, operation and development of Dublin Airport and it is its responsibility to engage with the relevant planning authorities to ensure that planning permission is in place to facilitate the development of the airport. DAA submitted its infrastructure application to the relevant planning authority, Fingal County Council, in December 2023, seeking to increase the passenger cap to 40 million passengers per annum and seeking permission, importantly, for the development of a suite of infrastructure projects at the airport to facilitate growth. This planning application is currently under consideration by Fingal County Council.”
“The 32 million passenger cap is a planning condition that was imposed by An Coimisiún Pleanála, then known as An Bord Pleanála, when granting permission for terminal 2 in 2007 and extension works at terminal 1 in 2008. The condition was put in place primarily to address surface access constraints at the time. However, there have been significant upgrades of local road access and public transport offerings to and from the airport since then. It is also very significant, as Members will know, that we have a full, clean planning permission for MetroLink, on which construction will start next year.”
“Second, it would stifle continued growth, undermine our ambitious hub strategy for the airport and negatively impact on our economy in terms of business, trade and tourism. It will also very negatively impact on the jobs the airport underpins. There are about 130,000 direct and indirect jobs in Dublin Airport. Airlines need certainty to plan future schedules and the continued existence of the cap creates only uncertainty, which can be expected to continue to affect the choices that airlines will make about serving the Dublin Airport. Finally, the reputational damage for Ireland could be impacted if capacity is restricted at our main international gateway.”
“I have also obtained extensive legal advice throughout the drafting of the legislation, and I am satisfied that what I am presenting will allow for the continued sustainable development of Dublin Airport, while balancing the rights of local residents with the objectives of Ireland's national aviation policy and the needs of business and tourism. I think we can all agree that, as an island nation, Dublin Airport is of strategic importance to this country. Over 36 million passengers travelled through Dublin Airport in 2025. As such, there are a number of recognised risks around the passenger cap planning condition remaining in place. First, if enforced, it would result in an immediate cut of over 4 million passengers per annum, impacting on existing connectivity and employment at the airport and in the wider aviation sector.”
“The general scheme of the Bill has also been scrutinised by the Oireachtas Joint Committee on Transport, which received a considerable number of submissions from a wide range of stakeholders. The committee held several hearings to ensure that the views of all interested parties were heard, and I have taken on board the recommendations of the committee insofar as possible in finalising the text of the Bill. In drafting this legislative intervention, I have taken the views of all of these stakeholders into account.”
“I move: "That the Bill be now read a Second Time." I am pleased to introduce the Dublin Airport (Passenger Capacity) Bill 2026 for the consideration of the House. The main purpose of this Bill is to address the passenger cap planning condition at Dublin Airport. The importance of addressing the passenger cap and its effects on Dublin Airport is recognised clearly in the programme for Government, which includes a clear commitment to work with stakeholders to achieve the objective of lifting the passenger cap at Dublin Airport as soon as possible. I have met with a wide variety of stakeholders over the past 18 months, including local residents, airlines, business groups and industry regulators in relation to the passenger cap planning condition.”
“There are some who do not want to see this progress happening, but this project is happening. I am looking forward to visiting the area again with Deputy McAuliffe in order to walk the new route. We will keep him fully abreast of the situation.”
“It is good of Deputy McAuliffe to acknowledge former Deputy Noel Rock, who is no longer here. It is very easy to do that, but fair play. It was very magnanimous of Deputy McAuliffe to do so. I have been out there. I know the area very well. TII has done superb work on this. Its public consultation and outreach into communities in respect of the project is an exemplar. We are now at the delivery phase, not just across this project but also in the context of our wider rail network. We will start Luas Finglas and we will have our new trains on the northern line, which is the start of DART+ Coastal North. I have already mentioned DART+ West and tried to answer Deputy Ó Broin about DART+ South West, but he just continued to shout me down, which is fine.”
“This extension of the Luas and linking it up with other services at Broombridge will be the most tangible sign of real change regarding our rail network in the Dublin area. I am very excited about it. I am looking forward to work commencing. I keep Deputy McAuliffe fully abreast of developments. The benefits for his constituents and for people in the wider area of this Luas extension are difficult to actually quantify. In the context of housing, business, quality of life and climate, it ticks every box. We are going to move it forward.”
“As stated, this nearly 4 km extension to the Luas and linking up with heavy rail will be a game-changer for the Dublin north-west area and for the wider north Dublin area as well in light of the interconnection with other services. We are going to bring it forward. Deputy McAuliffe and I have sat down with senior officials from TII and have worked through the details of the plan. The TII did super work in being able to resolve the judicial review. That puts us in a position whereby we can invest and get this project started. We want to get it out to tender. There is already significant interest in it. We will have a competitive tendering process, which we obviously have to go through. We will get that done. Subject to everything going well, we will be getting this into construction in 2028. I do not see any reason why we cannot do so.”
“I want to bring this forward at that point in order that we can look to accelerating it with a view to getting into construction in 2028. This project will have immense benefits for Deputy McAuliffe's area. He has been a really strong advocate for it. If we look at the previous NDP, the project was sitting in the middle of the 2030s. TII is really excited about this project. It is 3.9 km of off-road development. We can bring it forward. The final documents are being prepared. We can get the project out to tender at the start of next year and then, hopefully, get into construction in 2028.”
“As the Deputy will be aware, we have had a clean railway order in place since October 2025. Three judicial review applications were submitted. However, these have been successfully resolved. I commend TII and the parties involved on the work they did in this regard. This means that Luas Finglas now has, in effect, full planning permission. In November, my Department published its NDP in which it noted the construction of Luas Finglas. The project team in TII is currently preparing for future phases of the project, including drafting and updating the detailed business case, the procurement strategy and the tender documents. TII is seeking to position the project to a ready-to-start stage, with the aim that the main design and build contract being tendered at the start of next year.”
“I thank Deputy McAuliffe for tabling this important question. I am sure he will agree that Luas Finglas is an exciting project that has the potential to transform Finglas and the wider area around it. There are about 58,000 households in that area. The project will also provide benefits for those living far beyond the immediate community. The park-and-ride facility at St. Margaret's Road and the interchanges with heavy rail and bus at Broombridge, which Deputy McAuliffe and I visited, will allow anyone using those services to connect with the wider public transport network. This is a fantastic project. Importantly, the project will reduce journey times, get people out of cars, help with decarbonisation, provide a more efficient transport system and support the development of businesses and housing in the area.”
“I have respect for his constituents but it is very difficult to respect the Deputy when he continues to behave in this way. I completely reject what he has said. It is the first time in 18 months that he has come into this Chamber and bothered to take the time to raise this project that apparently he cares so much about. I contrast that with his colleague, Deputy Shane Moynihan, who has regularly raised it, advocated and sought meetings with the NTA.”
“I have missed the Deputy from my days in the Department of housing. He continues to barrack people all of the time. He lost that debate too, in the last general election. We are going to deliver this project. We have published an NDP that is fully funded. We are bringing the funding forward on this for DART+ West and DART+ South West. It is clear; I have said it and that is what is happening. There is no resiling from that whatsoever. This period of time is actually the delivery period for many transformational public transport projects right across the country. It might disappoint the Deputy to actually see those commencing and being delivered because it gives him less to give out about.”
“This is the first time the Deputy has come into the Chamber for transport questions to even ask about this project. He is feigning an interest in it. Other colleagues across other parties regularly advocate for this. The Deputy does not like good news and he does not like to see any progress on anything because it does not suit-----”
“It is my intention, through the frameworks I have outlined, to deliver elements of both projects together, including the depot. There is some scheduling to be done between the two projects but they are an absolute commitment for us and we intend to deliver them.”
“Last year, the national development plan allocated funding to advance DART+ West into construction from late next year. DART+ West must proceed first in terms of the infrastructure programmes, as it includes a new depot to house the expanded DART fleet and necessary city centre capacity upgrades to expedite the subsequent delivery of DART+ South West. The two projects are interlinked. The procurement approach will see supplier frameworks established across both projects for common project elements. That will enable us to advance the projects sooner. NDP funding was also allocated to commence the compulsory purchase order process for DART+ South West. That commenced in February this year. I will continue to engage with colleagues on this project.”
“The DART+ programme, including DART+ South West, is a priority investment for me as Minister and for the Department of Transport. Collectively, the programme will triple the length of the electrified Dublin commuter rail network and double its capacity, with customers starting to experience tangible benefits from the middle of next year when services to and from Drogheda come into operation. That is the first iteration of the programme. In terms of DART+ South West specifically, a major milestone was cleared in November 2024 when the project secured full planning approval. Procurement for both DART+ South West and DART+ West is now progressing, with pre-qualification questionnaires for design and build works advertised for both in May 2025.”
“Additional bus routes are critical in those areas that are wholly dependent on bus services to get into town. As I said, not for fear of repetition, it is my intention, working with the NTA, to get the route started this year.”
“It does come down to money. The Deputy is absolutely right. When I came into the Department of Transport we were very short of money, including PSO funding. Over the term of the previous Government, every year there was a supplementary budget, that is, additional moneys added at the end of every year. We could not plan new services properly. My big focus this year was securing an increase of 43%, up to €940 million. That is a much higher base which means we move into next year with a higher level of funding to provide new services. I know the area the Deputy has spoken of very well. As is the case in my area, it is a major growth area in the Fingal region providing thousands of new homes, something the Deputy and I want to do and worked hard to do. We are seeing more of that happen.”
“I will keep the Deputy fully informed as to the date when we can get the service.going. It is still my intention to get that started this year.”
“To be fair to the Deputy, he has advocated for this. He mentioned he has been asking this question since 2024. The route was planned and approved before I came in as Minister for Transport. Having said that, in this year's budget we were able to secure €1.6 billion to run our public transport network. We have about €960 million in PSO, up 42% on the previous year, which gives us a much higher base. I want to deliver the bus route this year. I have said that before. I do not have an exact date. As is the case with everything, it is subject to funding. In the Estimates process this year, I want to take another step up so that we can provide more new services across the country. This year has been very much about stabilising. I know how important the N8 is to the area. It will be a critical link and will also link to the W4 route.”
“When the route is launched it will allow seamless and easy interchange with the W4 service which runs from Tallaght to Blanchardstown. I have answered the Deputy's question on a previous occasion. As soon as we can get funding for the route it will be a priority project. We have increased the funding. I still think we will be on track for later this year or early next year to roll out the service. If we can do it any sooner we will. There has been a significant increase in public transport use. We have substantially expanded the service. Blanchardstown and the Dublin 15 area is a major growth area. It is in the service plan. We want to deliver it. As I have said before, I would like to deliver it by the end of the year. My position on that has not changed.”
“That is what we are hoping to do. I want to again make it clear that the NTA is responsible for the provision, scheduling and timetabling of public transport services nationwide. The Deputy knows that. It works with operators to deliver these services. I mentioned in response to earlier questions that we have secured a significant uplift in PSO funding, a 42% increase. I do not want to get back into supplementary budgets every year to provide services. We need certainty. The N8 route is planned to be implemented as part of phase 9 of the BusConnects Dublin network redesign programme. The exact implementation date for the route will be determined by funding provisions and operational readiness. The route will run between Blanchardstown and Clongriffin via Dublin Airport. It will be critical to the Deputy's constituents.”
“We are commencing the construction and delivery of MetroLink, which will enable us to deliver further extensions to the MetroLink line, like what is being done with the Luas. I intend to bring Luas Finglas forward. Under the previous Government, the project was due in the mid-2030s. I think we can start construction in 2028. I use it as an example because it is an existing line that is being extended. The same can apply to this.”
“This is a very exciting time for public transport. This five-year period is a delivery period of major projects that people have heard and spoken about, including the expansion of the DART and, as I mentioned, DART+ West, DART+ South-West, DART+ Coastal North, Cork light rail, phase 1 of Cork commuter rail, which is concluding, and the commencement of MetroLink. These are transformational projects that are badly needed. A lot of them will deal with an infrastructural deficit that we have carried for a long number of years. Thankfully, when we provide public transport options people use them. I welcome the support of the Labour Party for this project. Over the next year it is important that the Deputy and others in Dublin South-West and beyond engage with the NTA through the process of that review.”
“That review scoping work will start next year, with the review to be undertaken in 2028. We will start building MetroLink next year and that will be rolled out on a phased basis. The review will happen. I know the Deputy will continue to advocate for it and he will have my support.”
“It is a very good point. This year has been really significant in the delivery of metro. We have our full railway order and clean planning permission. It is out to tender and some of the enabling works have started already in the Swords area, with the realignment of the roads, and construction is to start next year. On a MetroLink to Dublin South-West, I fully get what the Deputy is saying. This will be a six-to-eight-year build. While that is happening, this review will have been undertaken. MetroLink will be the first real integrated system. When it comes into the St. Stephen's Green area, it will integrate with heavy rail, intercity rail, DART and the Luas. There are major opportunities to expand further. The Deputy can be assured that there will be a specific focus on this as part of the review.”
“The projects we are delivering now include DART+ South West and DART+ West, DART+ Coastal North, the MetroLink and the extension to Luas lines, which we are doing at Luas Finglas. As Deputy has noted, the programme for Government includes a commitment to undertake a feasibility study for a metro south west in Dublin. We will do that. The operative railway order for MetroLink was secured in January 2026. With this key milestone now achieved, attention is turning to the preparation of the review of the strategy. On this basis, I look forward to the upcoming review of the transport strategy with a specific focus on this potential new MetroLink line.”
“As part of this review, the NTA will reassess the need for additional metro lines, among other transport options, in the greater Dublin area. This review will consider updated travel demand forecasts as well as changes in land use and spatial planning policies. This background analytical work is expected to commence over the next year. The feasibility study for a metro to south-west Dublin will be undertaken as part of this broader strategic review process. The Deputy will, I hope, understand that this approach will help ensure that it is considered in an integrated and holistic manner, alongside wider transport and spatial planning objectives for the greater Dublin area.”
“We are about to start MetroLink out in Dublin north. MetroLink to the south west would be another transformational project. I welcome the Deputy’s question on this. If we want people choosing public transport instead of cars, which they are in many areas whether for cost, congestion or climate reasons, we need to provide an integrated transport network that lets people travel throughout the city. It is for this reason that we do not try to bring forward rail lines or routes in isolation but use the Greater Dublin Area Transport Strategy 2022-2042 to inform planning and development of public transport infrastructure in Dublin, including metro lines. As the Deputy knows, the NTA has statutory responsibility for the transport strategy and must review it every six years, meaning that the next review is due to be concluded by 2028.”
“That will be laid before the Oireachtas and it would be a good opportunity for the transport committee to further interrogate it as well. The main thing is we need the system delivered.”
“To safeguard the signalling resilience of the rail network, I approved an additional allocation of €5.7 million in May to enable Iarnród Éireann to commence additional signalling works to increase operational resilience within the greater Dublin area, the busiest part of our rail network. When I have the accounts, when they are back from NewERA and that work is done, I will be assessing them. I do not micromanage every agency's budget. That is not my role. The NTA and Iarnród Éireann are supposed to manage that appropriately. I take this very seriously, though. I will be looking at the accounts when I receive them. I will be bringing them to the Cabinet. The figure that has been put out there may not be the figure. That is from what I have been told.”
“We are on track to deliver contactless payments. I have met Indra specifically about the contactless payments. That is critical for the public transport offering that we have across the country. Real-time testing rolls out on a phased basis next year, leading to a phased roll-out from 2028. That is a very intricate system. It has to operate in tandem with Leap as well, so we have to operate dual systems. On this specifically, I want to be clear that from a rail safety perspective, contingency plans are in place to mitigate the impact of delays on the traffic management system.”
“Fundamentally, though, and regardless of who delivers this system, we need it. It is important for signalling and safety. The manner in which it is being brought about is far from acceptable, and that is putting it mildly. I am acutely conscious that the money we invest on behalf of our people has to be invested correctly and projects like this have to be delivered on time. When I have further details on this, I will come back to the House. The accounts will be laid before the Oireachtas shortly.”
“It is a very important system. We need this system in place. It is not a question of just pulling the plug on it. It has to be managed through. I have said very clearly to Indra myself that I am most unhappy with the manner in which this is being delivered and the delays in the system. In relation to the write-down amount, I note that the asset value of the national train control centre, NTCC, is also considered in the CIÉ Group accounts for 2025. These accounts were received by my Department on 18 May and are currently being reviewed in the Department and by financial advisers in NewERA, and I expect to receive them shortly. I have not got them yet. I want to look into that in detail. It is my intention to bring the accounts to the Government and have them laid before the Oireachtas in the coming weeks.”
“Decisions on software acceptance and future commissioning phases will be taken in mid-July, the middle of next month. Given issues in terms of project delivery, I understand that the board of Iarnród Éireann is also considering potential options for the future delivery of the project. I await its recommendations, which I have not received yet. In advance of the conclusion of software testing and consideration by the Iarnród Éireann board, it would be premature to discuss schedule and cost implications for the project because I do not have that information yet.”
“In my capacity as Minister, I have met with Indra, the contractor delivering the traffic management system. I met them last August and again in January of this year. On both occasions, I expressed my clear dissatisfaction with the state of progress and emphasised the importance of bringing the project to a successful conclusion as quickly as possible. A re-baselined programme was agreed between Iarnród Éireann, the NTA and Indra in November 2024, breaking the project into eight discrete commissioning phases to improve deliverability and realise benefits incrementally. The contractor delivered software to Iarnród Éireann in mid-April to support the planned implementation of commissioning phase 1 on the Rosslare line for early next year. A three-month software testing period is now ongoing.”
“The National Train Control Centre building was completed in November 2022, on time and within budget, despite significant disruption to the construction sector throughout the Covid pandemic. While the building today houses some signalling operations and Iarnród Éireann staff, as well as approximately 100 personnel of An Garda Síochána overseeing communications in the Dublin metropolitan region, bringing the centre into full operation has been delayed by slower-than-projected progress in developing and rolling out the new traffic management system, which is the software that integrates a range of complex railway systems, such as signalling and communications. Taxpayers and train users are rightly concerned about this delay as I am too, I assure the Deputy.”
“-----because it was just a matter of going in every year for additional moneys towards the end of the year. I will specifically and personally check this one out and I will revert to the Deputy. I am trying to give a realistic timeline and, in fairness, she has accepted that. If it can be done sooner, we will do it sooner because I know the bus has been purchased. Let us see what we can do in that regard and I will come back to the Deputy directly.”