Danny Kennedy
Newry and Armagh · Ulster Unionist Party · Northern Ireland
“<BR /> <BR />I know the circumstances that we are in, but my hope is that departmental officials will continue to explore these issues and find solutions so that, at the earliest point, those solutions can be delivered to my constituency and to the people who have such frustration with the lack of service.”
“This situation is also prevalent in other rural areas of Northern Ireland. People in areas such as Lissummon, Ballygorman, Cladymilltown, Altnamackan, Loughgall, Mullaghglass and countless others, unfortunately, all of which are located in my constituency, find themselves in a position currently where they are provided with little or no e…”
“I, with others, receive regular contact from my constituents on this issue. It is abundantly clear from the representations that I receive that the lack of broadband provision, particularly in rural areas, impacts in many ways on families and businesses that reside in various locations across the constituency.”
“Madam Principal Deputy Speaker, I thank you and the Business Committee for affording me the opportunity to debate the issue of broadband provision directly relating to my constituency of Newry and Armagh. I also place on record my good wishes to you as you leave the House, and I wish you well for the future.”
“The lack of high-quality broadband, for instance, has an impact on the ability of many rural businesses to function efficiently, placing them clearly at a disadvantage to other competitors in their particular field.”
“I could continue to detail many more circumstances, but I want other Members to contribute and to hear what the Minister has to say. I take this opportunity to make an impassioned plea to the Minister to pursue, within a quick time frame, the network improvements that are so clearly required.”
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“I know that the Oscars were on last night. We did not get nominated. <BR /> <BR />The Member raises an important point. Work on that is one of the few things for which people give genuine credit to the Executive and to the Department in particular. As Minister, I am very pleased that public transport continues to expand. Into the future, I want that to continue and to be built on. That is why I say to the Member that I urge him to use his considerable influence, particularly with the Finance Minister and his party Executive colleagues, to ensure that the Department is properly funded for concessionary fares and the running of public transport.”
“I am very pleased to agree with the Member; I take that as a compliment to my handling of the Department.”
“I am proud of the progress that we have made on public transport over the past few years and am determined that, in spite of an incredibly challenging financial position, the progress we have made is not put in reverse in any way.”
“I am grateful to the Member for his supplementary question; he raises a very important point. In the context of where we are with budgets etc, it is important to set out my position. I take the view that any change in frequency to public transport services is of such importance that it should be and must be consulted on publicly. In particular, the views of passengers must be properly taken into account. I make clear my expectation that such an exercise will be undertaken with any proposals. Of course, any decisions taken after consultation would have to take full account of and give proper weight to responses received to the consultation process.”
“In conjunction with Translink, I have sought to improve passenger facilities and infrastructure, provided more park-and-ride opportunities to encourage car users to access public transport for at least part of their journey and, where possible, introduced road priority measures for buses to speed up services that would otherwise be held up by traffic congestion.”
“I am pleased to provide some positive feedback on public transport usage in Northern Ireland and report that passenger numbers are increasing year on year. In the 2011-12 financial year, the number of passenger journeys was over 77 million, and, in the current financial year, Translink is on target to achieve 80·5 million passenger journeys, an increase of over 4·5%. That growth is most significant on the railways but, in overall terms, compares very well with trends in other parts of the UK and the Republic of Ireland. That success reflects my Department's investment in modernising the bus fleet and the introduction of new trains.”
“I believe in concessionary fares, and I will defend, support and argue for that at all times.”
“The Member has raised an issue that has garnered some debate at particular times. There is an anomaly within the system that, technically, allows a percentage of users of the concessionary scheme to benefit by travelling to work. <BR /> <BR />I am not minded to amend the scheme at present. I am satisfied that that issue only affects a reasonably small minority of users, and any such attempt to tamper with the scheme would give the wrong impression. I am a very strong believer in the concessionary fares scheme. It has created great opportunities for people to get out and about, to travel and to use it for social reasons, as well as bringing retail benefits to local towns, Belfast and other cities. The perception might be to tinker with it because of one perceived flaw, but that would be the wrong message to send out.”
“I am grateful to the Member for his interest and his question. Translink is finalising an economic appraisal to examine the costs and benefits of various replacement options for a new ticketing system. The Department will require that any new ticketing system is compatible with the Belfast rapid transit project and offers the best possible value for money for passengers and the Department. The new system will be designed so that it can also be used by other public transport operators. When the economic appraisal has been finalised, it will need approval from my Department and the Department of Finance and Personnel. The concessionary fares scheme will apply to the Belfast rapid transit scheme as it does to other public transport services in Northern Ireland.”
“I am grateful to the Member for his supplementary question. I am certainly aware that, over the past number of years, representatives from the West Belfast Taxi Association have met officials to discuss the concessionary fares scheme. The last such meeting was over a year ago, in February 2014. There have been discussions in relation to an appropriate ticketing system that could be used and other such issues. I also have to say to the Member — he will probably know — that the audit requirements for the concessionary fares scheme are fairly explicit and would have to be adhered to. Since then, there have been no further discussions with the organisation. However, I understand that a recent request has been received. Officials will pursue that.”
“Entry into the scheme of new operators, whether in or outside Belfast, will increase this financial pressure. <BR /> <BR />Given that the scheme attracts support from all sections of the community and across all parties, I encourage all Members to show their support for it by canvassing their colleagues in the Executive to ensure that appropriate funding is allocated to my Department to cover all existing and future commitments with the concessionary fares scheme in place.”
“In the Belfast area, the cost of concessions in 2013-14 is estimated at just over £11 million out of a total spend of over £40 million. That figure does not take account of journeys into and out of Belfast. <BR /> <BR />Historically, the concessionary fares scheme has been underfunded, and my Department had to secure additional funds during this financial year to cover the cost of it. I appreciate and welcome the fact that extra resource of £9·5 million has been allocated for concessionary fares in 2015-16. However, that was based on existing passenger numbers and fares. If there is a growth in passenger numbers, as current trends indicate, there is likely to be pressure on the budget, and, as such, it is likely that my Department will have to bid for additional budget if the Executive wish the scheme to expand.”
“I support fully the Northern Ireland concessionary fares scheme. Since taking office, I have ensured that the funding required for the scheme is to the fore of my Executive colleagues' minds when budget allocations have been considered. <BR /> <BR />There are two bus operators based in Belfast that provide concessionary fares on behalf of the Department, namely Metro Translink and the Belfast Bus Company. There is also a small element of concessionary travel provided by Northern Ireland Railways for journeys that begin and end in Belfast. There are other bus operators based outside Belfast that have services to the city that provide concessionary fares. Of the approximately 35 million concessionary fare journeys last year, we estimate that those in Belfast account for approximately 7 million.”
“I am working hard to secure Executive support for my proposals so that we can bring legislation to the Floor for debate.”
“I am grateful to the Member for his supplementary question and, indeed, for his abiding interest in his South Antrim constituency, which I am sure will prove beneficial as we move forward into the year. <BR /> <BR />I can confirm that I have brought proposals to the Executive to ensure that landowners, whether farmers, business owners or private landowners, are properly compensated when government steps in to vest their land. This proposal is in line with the current position in GB. I am demanding not that any change slavishly follow the detail of the GB position but that it makes our approach equally fair. It will not have a significant uplift in cost against the overall costs of any given road project but will, in my view, leave landowners feeling more valued. For me, this is an issue about fairness.”
“They were presented at a very late stage of the public inquiry. However, it is important that they be properly assessed because experience, even in other schemes, has shown that attempts to circumvent or shorten procedures can bring their own problems and lead to further delays. We want to avoid that. We will continue to work through these issues and report back at the earliest possible time.”
“I am grateful to the Member for his supplementary question. Obviously, he too experienced some delays this morning. Let me say absolutely that Transport NI and the other agencies were all out on the ground seeking to alleviate conditions. As the Member well knows, conditions can change in a matter of moments or minutes. They can change in a very short period of time indeed. I thank all my staff who dedicate themselves to trying to ease journeys for everyone all over Northern Ireland. <BR /> <BR />I get a sense of the frustration in the Member's question, but all those issues have to be properly explored.”
“We are seeking to work through the resulting issues that were presented to us in the final stages of the public inquiry. We will seek to give our view on all those when the appropriate advice has been provided. I hope that that will be within weeks, rather than months, but we will work through those as quickly as we can.”
“I am grateful to the Member, and I will await with interest his Assembly question on problems on the Glenshane Pass this morning. My sympathy goes to anyone affected by any such problems. <BR /> <BR />I also take the opportunity to say something about the winter services that my Department provides from the early onset of winter in October right through until March or April. They are a very dedicated bunch of staff who at all times attempt to alleviate journey difficulties. I pay tribute to them, because it is they who drive the gritters, man the salt barns and seek to give assistance in very poor conditions, particularly in the wee small hours of the morning. <BR /> <BR />The Minister — sorry, the Member; the former Minister — asked about timescale.”
“I am grateful for the supplementary. Let me add my sympathies to the family of the road fatality on the A6 and all the friends and family of those involved. <BR /> <BR />The Member heard in my answer my determined efforts to continue advancing the A6 scheme. That means not just the Castledawson section but the Dungiven bypass element. Of course, we are seeking to bring it to a shovel-ready stage, and we will continue to do that. We are optimistic that that can be done, and then it will be down to finance. Of course, it is an important and long-awaited scheme. I know that there is considerable community support and, indeed, widespread political support for it. I look forward to getting that political support when it comes to the Executive allocating the necessary finance to allow me to proceed with it.”
“That was put forward by a third party on the final day of the public inquiry, and we are, therefore, quality assuring the route. That work is nearing completion, and when I am satisfied that all the issues have been appropriately reviewed, I will issue a departmental statement.”
“There are proposals to dual two sections of the A6, from Randalstown to Castledawson and from Londonderry to Dungiven. The Randalstown to Castledawson scheme is being advanced to a shovel-ready stage to facilitate commencement of construction — I do not know why they put words like that in, but anyway — at short notice, should the necessary funding become available. I am pleased to be able to confirm that the process to select a contractor commenced on 7 January 2015. <BR /> <BR />The A6 Londonderry to Dungiven scheme, which includes a bypass of Dungiven, is well advanced in its development. A public inquiry was held in 2012, and the inspector produced a report containing several recommendations. One of those was to examine a suggested alternative route for the Dungiven bypass.”
“Officials in my Department intend to submit an application for funding in relation to the Waterside multimodal hub project in this or subsequent calls.”
“<BR /> <BR />The Member also asked for an update on the proposed new station and transport hub in Londonderry — sorry, it was not the Londonderry hub, it was the Belfast hub. Officials in my Department, together with officials from Scotland and the Republic of Ireland, engaged extensively with the Special EU Programmes Body (SEUPB) to successfully secure the inclusion of a sustainable transport thematic objective in the INTERREG VA territorial cooperation programme for 2014-2020. The programme is in the latter stages of securing formal European Commission approval, and the SEUPB has indicated that it will be opening the first calls for applications this year following completion of the approvals process.”
“I am grateful to the Member for his question. He raises a couple of important projects, the carrying forward of which is important regardless of the process of appointing a new chief executive. The procurement process for the signalling works is well under way. It is hoped that a contract can then be awarded to allow the signalling work to start on site around the end of May 2015. <BR /> <BR />Officials in my Department are preparing an application for European funding to support the delivery of the Coleraine to Londonderry rail upgrade project. The application is due for submission to the European Commission by 26 February, and the final date with regard to funding approval is expected approximately six months thereafter.”
“I am grateful to the Member for his supplementary question. I am sure that he will accept that he may have said "he or she", whoever the new chief executive may be, would drive forward the necessary changes. David Strahan was addressing a great many of those issues in a highly professional way. I expect and want to see the continuation of that so that the changes that are necessary will be carried forward to the benefit of not only Translink but the travelling public.”
“I thank the Member for his question. It is hard to speculate on that, particularly for me. It would probably be unwise for me to speculate on that given that it is a matter for the Translink board. I would expect it to be within the agreed parameters of the most recent recruitment process and, therefore, similar to the current chief executive's salary. Of course, that would have to be negotiated.”
“I thank the Member for her question. The decision by the current chief executive, Mr Strahan, was highly personal, which I completely respect. As I indicated, the appointment process is a matter to be handled by the board, and I outlined my involvement in it. <BR /> <BR />I hope that we can look forward to a degree of stability for Translink because there are challenging financial issues to be addressed. It is important not only that the appointment is made at the earliest possible time but that we get some stability for the future.”
“<BR /> <BR />I am confident that Translink will continue to be led effectively during a period of significant budgetary pressure.”
“I have been very impressed by the dedication and enthusiasm that David Strahan brought to the post of chief executive of Translink. I respect fully his decision to leave to take a new direction in his life. I am pleased that he will remain as chief executive until the end of September, beyond his contractual commitments, to allow time for a new appointment to be made. I wish him well for the future. <BR /> <BR />The recruitment process for the new Translink chief executive is a matter for the Translink board. I expect it to take that forward as a matter of urgency. I will expect also to be kept fully informed. Under the Transport Act (Northern Ireland) 1967, I am expected to endorse any appointment by allowing a new CEO to become a member of the Translink board.”
“However, I want to enable the introduction of speed-reduction measures in areas where there is local support for them and to do it with consensus, with a bottom-up approach, so that it is not felt that it is being handed down or mandatory in that sense. On that basis, I am content to support the Bill moving to the next stage.”
“Our best estimate is that it will cost a considerable amount — many millions of pounds, which, frankly, the Department does not have. <BR /> <BR />I want to end on a positive note for the sponsor, because he has a lot to respond to; in fact, he is about to do that. It is important that we look at this. I can see the Bill, potentially, making a contribution to urban, residential and local areas for many years to come, not just through road safety but through a more active use of public space. My Department has polices in place to implement a range of speed-reduction measures at schools and in other areas where there are vulnerable road users present.”
“<BR /> <BR />Mr Lyttle expressed concern about the blanket approach; namely, that all residential roads would be covered and subject to the new limit. At this stage, it is not possible to estimate what roads or lengths of road are likely to be exempt. Of course, I have explained the dilemma that we would face, particularly in rural areas, on stretches of road which the Bill in its present form would appear to cover yet not do so in a cost-effective way or even in a proper traffic management way. We will need to continue to look at the outcome of the results from the pilot sites. However, not all of those have yet been implemented, of course, so the costs are something that we cannot be absolutely certain of at this stage.”
“A scheme implemented in Edinburgh was, I think, mentioned earlier, and I think members of the Regional Development Committee, maybe not current but previous members, paid a visit to Edinburgh at some stage. The scheme there incorporated something like 40 kilometres of street at a cost of £214,000. The scheme implemented in Portsmouth, extending to 410 kilometres, cost £573,000. It has been said, and I confirm, that Northern Ireland has approximately 4,300 kilometres of unclassified urban streets. Therefore, if the costs of the Edinburgh and Portsmouth schemes are used as a benchmark, the estimated cost to introduce the speed limits in the Bill would range between £6 million and £26 million. Therefore, there are cost implications that cannot be overlooked, and we need to be aware of that.”
“As presently drafted, the Bill would have very large resource implications for my Department. Members will know the very significant pressure that my budget is under. I could entertain you with that for a considerable period, but the hour is late. I will have to return to that on another occasion. Areas where the 20 mph limit would apply would need to be signed with 20 mph roundels. Similarly, leaving a 20 mph street and re-entering a 30 mph zone would require signage of 30 mph. Of course, estimating the number of signs that would need to be erected would be a very time-consuming exercise, not to mention the cost of providing those signs. <BR /> <BR />I want to look at the cost per kilometre.”
“I largely agree with Minister Durkan in making those points. <BR /> <BR />I support building in a mechanism for community engagement and support, as has happened in many of the successful schemes in Great Britain; a bottom-up approach. On that, I am happy to offer assistance to the sponsor, Mr Ramsey. Mr Attwood sought assurance that my Department would fully cooperate or effectively take on, almost, the legislation. I am not saying that I am opposed to that, but it is not what I think is required. However, I say clearly that we will extend to Mr Ramsey the offer and opportunity to engage with my officials to see how we can strengthen this legislation. <BR /> <BR />The Chairman of the Regional Development Committee, Mr Clarke, and others raised the issue of resources.”
“The Ballycastle scheme, which was referred to in the debate by Mr McKay, has already been put in place, and work on the remaining schemes is progressing, including attempting to build local support. I have to say that there have been objections. There is a process for dealing with that, and my officials will continue to work their way through it. It is not straightforward. It is not a system that we can simply impose. That has to be the approach as we consider this legislation. There is no point having a one-size-fits-all approach. We need to bring communities with us and convince them that we should move by agreement as we seek to go forward. <BR /> <BR />I am encouraged by the current Environment Minister, Mr Durkan's, assessment of the impact of the Bill on road safety. Those views are broadly similar to my own on the issue.”
“I am grateful to the Member for his intervention. The Member will know that pilot studies are in existence, and I will address that point presently. <BR /> <BR />Our policy for road safety at schools builds on the success of demonstration projects at schools involving the installation of a package of measures, including part-time enforceable 20 mph limits. We are, as I just indicated, at an advanced stage of piloting some purely 20 mph speed limits without traffic calming measures, as envisaged by the Bill. Members will be aware that pilot schemes have been proposed and are envisaged for five sites: Belfast city centre; Merville Garden Village; Ballymena; Ballycastle; and Ballynahinch.”
“It is important that the Bill gets to grips with that issue and does not simply seek to impose reduced limits against resistance from those who live or attend school in an area.”
“Consequently, you will find that a motorist could be expected to drop immediately from the national speed limit to a 20 mph limit, and then potentially have to quickly increase speed to 30 mph or other maximum limits. Those issues need careful further consideration. I know that the sponsor of the Bill realises that and is prepared to take that on board. <BR /> <BR />One of the most crucial features that was highlighted in the debate and one of the most crucial issues in relation to the whole issue is the need to ensure community support — local support — and the willingness of local populations to submit themselves to a reduced limit, not just in principle and on the good days when they leave home in good time but on the bad days when there may be temptation to go a little quicker.”
“Restricted roads have a system of street lighting installed, and the speed limit applying to those roads is not the national speed limit but a restricted speed limit of 30 mph. The Bill proposes to insert a new article 37B into the 1997 order, which would introduce "residential roads". In layman's terms, "residential roads" would be those roads that are presently known as restricted roads and are also unclassified. You will have a potential situation where, although most roads in town centres and housing developments will fall into the proposed category of residential roads, in a rural situation, where there is a linear development of, say, 10 houses, there will often be a system of street lighting installed.”
“When assessing the potential to introduce a 20 mph speed limit on a road, many factors have to be taken into account, such as average vehicle speeds, collision history, streetscape, community support and population mix. <BR /> <BR />Members might find it helpful if I provide, as Mr Wilson requested, a little background on the classification of roads. That plays an important role in how we proceed with the private Member's Bill. Roads are defined in the Roads (Northern Ireland) Order 1993 as motorways, A-class roads, B-class roads or C-class roads. The remainder are unclassified. The Road Traffic Regulation (Northern Ireland) Order 1997, in applying speed limits, defines certain roads as "restricted roads".”
“For me, it has been important to focus efforts on the reduction of vehicle speeds not just in urban and residential areas, where high levels of pedestrian and cycling activity occur, but near our schools, where our young people can sometimes be at heightened risk. As it stands, my Department has legislative powers to implement 20 mph speed limits on roads in Northern Ireland. <BR /> <BR />The current speed management policy, 'Setting Local Speed Limits in Northern Ireland', is based on a similar policy document produced by the Department for Transport for use in England. The policy encourages and supports 20 mph limits and zones in situations where there is a particular risk to vulnerable road users.”
“Like a greater uptake in cycling, lower vehicle speeds can make a positive contribution to quality of life, retail and greater pedestrian activity. All of that sits very comfortably with healthier and more sustainable transport modes. <BR /> <BR />Over a number of years, my Department has invested some £230 million in local transport and safety measures schemes. Those schemes included the introduction of almost 500 20 mph zones, each designed to maximise safety benefits. As has been said, the Department has the power to bring forward those changes. Reviews of their impact have shown that those 20 mph zones have proven to be very effective at reducing vehicle speeds, as well as the number and severity of collisions.”
“Mr McKay does not yet believe that the cycling revolution is under way, but let me assure him that it is absolutely under way and continues to be.”
“Mr Ramsey outlined that clearly. Considering that my Department is a primary stakeholder in Northern Ireland's road safety strategy, along with the Department of the Environment and the PSNI and other emergency services, it comes as little surprise to learn that there is clear evidence that a reduction in the speed of traffic leads to a reduction in the number of collisions and casualties. Not only is the frequency of collisions reduced at lower speeds but, where they occur, there is a lower risk of fatal injury. Research shows that, on urban roads with low traffic speeds, a reduction of 1 mph in average speeds can reduce the collision frequency by around 6%. <BR /> <BR />Of course, many in the House will have heard my persistent promotion of cycling for reasons of quality of life and broader community benefits.”
“<BR /> <BR />However, I am more interested in the overall debate and what it means for this private Member’s Bill. I pay tribute to Mr Ramsey for his commitment to keep momentum and a profile going for the case for 20 mph limits. It is incredibly important that the arguments behind the Bill did not fall with the original sponsor, Conall McDevitt, when he stood down from the Assembly in 2013. I fully support the Bill's principal objective, which is to reduce the number of collisions and fatalities on our roads and to create a safer environment for all road users in Northern Ireland. <BR /> <BR />That said, the debate has highlighted significant flaws in the Bill's construction, and I think that we will all welcome the opportunity for it to go to its next stage for proper scrutiny, amendment, change and further reflection.”
“I thank the sponsor of this private Member’s Bill and, indeed, all the Members who contributed to what was an interesting debate, even if passions were raised at times. I was impressed with the debate's overall quality and the desire to look at the issue in some detail and to attempt to get it right. That is when the House is at its best, and I thank all the Members who contributed. Some did so with passion, and very few contributed negatively. Robust scrutiny has been the order of the day, which is very welcome. Most people approached the issue positively. There were moments of either irony or black humour. Mr Attwood wants the police to follow Mr Wilson home to check on his speed, yet it was Mr Attwood who had to undergo the course on speeding. I was interested in that prospect.”
“— could make a huge contribution to the welfare of our people in Northern Ireland.”
“In my own constituency, there is a major and well-documented problem with fuel smuggling. Fuel fraud costs the Exchequer an estimated £80 million per year in lost taxes, which would be better spent on health, education or, dare I say, roads. There is also conclusive proof of the shocking damage that it causes to the environment and the health and well-being of local residents. There have been recent media reports highlighting the shocking extent of pollution to waterways that has been caused as a result of the illegal activities of criminal gangs through fuel smuggling, so any assistance that the NCA could provide would be very welcome. I have absolutely no doubt that the agency, working with the PSNI —”