3.9 Infrastructure Provision

Provision of physical infrastructure is a key issue for the region if it is to meet its potential and requires on-going upgrading and investment.

Transport Infrastructure

From 2006 to 2015, capital investment in the Irish transport system will take place under the framework of Transport 21 (Note 35). The Transport 21 Programme is designed to resolve the problems of backlogs in previous capital investments, while at the same time meeting expected growth in transport demand. The aims of Transport 21 are to:

• Increase accessibility;

• Ensure sustainability;

• Expand capacity;

• Increase use; and

• Enhance quality.

A total national investment package of €34.4 billion has been allotted over the 10 year period, providing the necessary funding to:

• Complete the development of the inter-urban motorway network by 2010;

• Bring about improvements in the rest of the national road network, focusing particularly on balanced regional development and on the needs identified in the National Roads Needs Study (Note 36) ;

• Complete the safety Programme on the national rail network;

• Bring about a radical improvement in the level and quality of rail services, based on the policy framework provided by the Strategic Rail Review (Note 37);

• Improve regional and rural public transport services;

• Fund essential capital works at the six existing regional airports;

• Address accessibility for people by implementing the commitments in The Department of Transport's Sectoral Plan under the Disability Act 2005 (Note 38) ; and

• Deliver a sustainable transport system that balances social, economic and environmental considerations.

Access to a region and connectivity within a Region are among the key determinants of its competitiveness. Inadequate access to the BMW region has been one of the major barriers affecting its development. Poor road linkages lead to rising travel times and increases in costs as traffic volumes increase. This also leads to unpredictability of journey times which is a particular problem for businesses in trying to reach markets. This is a feature of the road network in the region as it is characterised by single carriageways that are increasingly unsuitable for the level of traffic volume. The key issue for future investment is the extent to which the network in the Region is operating at the desired level. Assessing appropriate road capacity is a function of a number of factors including traffic volumes and the Level of Service (LOS) required. According to the National Roads Authority significant elements of the national primary network in the BMW region are below LOS.

The position for the national secondary network is even more marked, with a significant portion of sub-standard secondary network in the region. This under-developed network is reflected in a reduced ability to attract investment and in particular high-added value projects. Road infrastructure is an important issue for the BMW region and key road investment priorities include delivery of the infrastructure investment commitments set in the previous (NDP/CSF) 2000-2006 and projects that are consistent with the National Spatial Strategy (NSS) 2002-2020. Investing in national secondary routes is a crucial element of this strategy to address access for the region. Investing in these national secondary routes will improve the link between the designated gateways, hubs and their hinterlands as envisaged in the NSS. These projects were set out in the NSS and are included in Figure 3.2.

By improving access this strategy would also improve access to the region, connectivity within the region and enhance the economic contribution of the designated gateways and hubs and maximise the returns to investments made in other infrastructure such as Ports and Airports. This Operational Programme builds on the significant progress already made in developing the roads network and will complement the NDP 2007-13, Transport 21 and the NSS.

Figure 3.2: National Transport Network - National Spatial Strategy

Source: NSS, People, Places and Potential, 2002

Public transport in the BMW region is also important. Public transport is relatively under-developed and Table 3.10 shows, for example, the low level of rail service in the area. Investment in public transport has an appropriate role to play in facilitating intra- and inter-regional access. This includes both rail and bus services.

Table 3.10: Frequency of Rail Connections for Key BMW Towns
Route	No. of Services each Weekday
Dublin - Galway - Dublin	7
Athlone - Galway - Athlone	8
Dublin - Sligo - Dublin	5
Dublin - Westport/Ballina - Dublin	3
Ballina - Manulla Junction - Ballina	3

Source: Irish Rail, 2005

Transport 21 proposes improvements in commuter services including the Athenry-Galway service due by 2009, upgrading the current inter-city routes and the re-opening of the Western Rail Corridor (WRC). The WRC project links the three designated urban gateways of Sligo, Galway and Limerick, via the designated hubs of Tuam and Ennis. Its opening would facilitate ease of access to regional airports at Sligo and Galway and the International airports at Shannon and Knock and is a key project for the region.

Finally, there is potentially a greater role for bus services given the on-going and prospective improvements in the road network. This is a key issue for the region given the relatively low level of services at present and potential improvements that are planned for the road network.

Telecommunications

The roll-out of broadband in many parts of rural Ireland has been slow. Consequently, Ireland lags behind most EU countries in terms of broadband access and connections and this is particularly the case in the BMW region. This is reflected in the map overleaf.

Significant regional broadband disparities persist. This is reflected in a recent report on Ireland’s broadband performance by Forfás (Note 39). This shows Ireland’s generally poor performance (see Figure 3.4 for international position) but in particular highlights the low level of internet connections, particularly in the BMW region (see Table 3.11)

The Government’s investment in the Metropolitan Area Networks under the Regional Operational Programme 2000-2006 included eleven towns in the BMW region. This includes NSS growth centres such as Galway, Letterkenny, Athlone and Sligo. However, the rural areas of the BMW region are still mostly without a reliable, cost effective, always-on broadband service. The ability to offer broadband through DSL technology has been constrained by the absence of the relevant technology in the local exchanges and by the unsuitability of existing telephone cables. In 2005 further capital investment was directed at the further roll-out of DSL. However, DSL-enabled exchanges are not a sufficient solution to achieve universal broadband coverage. Enabling smaller exchanges in not economically viable as only subscribers within a 3km range receive higher download speeds and up to one third of lines within 3km are not suitable for DSL. Accordingly, innovative complementary approaches are required.

Universal broadband access throughout the BMW region within the next 3 years is a priority investment, utilising innovative approaches, where necessary. Wireless technologies, for example, could be deployed in more remote areas, through initiatives such as the Group Broadband Scheme. This commenced roll-out in 2004 and was aimed at providing broadband to rural towns with less than 1,500 inhabitants. Recognising that there are still some parts of the country where the private sector is unable to justify the commercial provision of broadband services, the Minister for Communications, Marine and Natural Resources established a Steering Committee to consider options to address the gap in broadband coverage. Consultants have been appointed to advise Government on the most appropriate solution with a view to significantly extending broadband coverage in the near future.

Figure 3.3: Estimated Broadband Coverage in Ireland

Source: Forfás

The universal availability of high-speed always-on Internet access is crucial for the economic development of the BMW region, from innovation, competitiveness, knowledge/learning and quality of life perspectives. Broadband enables businesses, communities, service providers and individuals to take full advantage of on-line services.

Figure 3.4: International rates of broadband take-up

Source: CSO Information and Telecommunications 2006

Energy and Water Services Infrastructure

The BMW region’s total primary energy requirement is heavily dependent on fossil fuels such as oil and gas and to a lesser extent coal. This raises a number of issues around security of supply and environmental sustainability given our Kyoto commitments. This suggests a programme of energy efficiency and investments to stimulate renewables. The Irish energy market is characterised by increasing demand, scarce indigenous sources of energy, a high dependence on imports for our energy supply and limited interconnection. While the production of renewable energy in the region is increasing, Ireland is critically dependent on imports of fossil fuels and on scarce domestic peat supplies. With rising costs of conventional fossil fuels, renewable energy can become a more economic option and one that meets the accessibility and cost constraints of the enterprise sector and communities in the BMW region.

Table 3.12 (below) provides details on the water supply connections in the region. For the State as a whole, most households are connected to the public water system. Most of the rest are supplied by the rural water sector. This includes the 5,500 Group Water Schemes providing water in rural areas. These schemes are formed by a number of households coming together to provide their own common water supply and it is estimated that around 300,000 households are supplied with water in this way The data below suggest that group schemes are important in the three sub-regions of the BMW area, reflecting their rural character.

Table 3.12: Type of Water Supply in Private Dwellings by Region 2002
NUTS III Region	Public Mains	Public Group Scheme	Private Group Scheme	Other Private Source	No Piped Water	Not Stated	TOTAL
Border	86,561	19,562	9,879	20,429	842	3,446	140,719
	61.5%	13.9%	7.0%	14.5%	0.6%	2.4%	100.0%
Midland	44,069	8,207	3,152	13,829	523	1,900	71,680
	61.5%	11.4%	4.4%	19.3%	0.7%	2.7%	100.0%
West	64,770	26,031	15,215	12,891	712	3,214	122,833
	52.7%	21.2%	12.4%	10.5%	0.6%	2.6%	100.0%

Source: CSO, Census of Population 2002

The BMW region also requires continued public investment to complete the upgrading of public water and waste water infrastructure and complete the rural water investment Programme. This will be provided primarily through the NDP 2007-13. A report published in September 2005, ‘NDP/CSF Investment in Water Services 2000-2006 (Note 40), suggests that significant further investment would be required in this area. Allied to this should be source protection investments for rural water supplies and the introduction of village sewerage schemes, following completion of the current pilots. These latter niche investments which complement the mainstream NDP investment and follow the investment under the previous NDP/CSF are proposed for EU co-financing under this OP.

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Note 35 Transport 21 was launched by the Irish Government on the 1st of November 2005. The investment proposed covers the areas of national roads, public transport and regional airports http://www.transport21.ie/

Note 36 National Roads Authority (1998) National Roads Needs Study www.nra.ie/publicationsresources/

Note 37 Booz, Allen, Haminlton (2004) Strategic Rail Review www.transport.ie/upload/general/3230-0.pdf

Note 38 Department of Transport (2005) Sectoral Plan under the Disability Act http://www.transport.ie/upload/general/7760-0.pdf

Note 39 Forfás Broadband Benchmarking Study, 2005 http://www.forfas.ie/publications/forfas051205/webopt/forfas051205_broadband_webopt.pdf

Note 40 Fitzpatrick Associates (2005) NDP Investment in water Services 2000-2006 http://www.ndp.ie/documents/publications/evaluation/NDP_Investment_in_Water_Services2000-2006.pdf

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