Transport | Alternative energy for rail and bus services

To ask the Minister for Transport the degree to which alternative energy can be or is being used by the National Transport Authority with particular reference to both rail and bus services; and if he will make a statement on the matter.

To ask the Minister for Transport the extent to which national or alternative energy continues to be used in rail and road public transport; and if he will make a statement on the matter.

REPLY

I am writing to you concerning the matters you raised in Parliamentary Question No. 194 & 198 on 22 September last, which have been referred to the National Transport Authority (NTA) for reply.

The NTA’s understanding is that “alternative energy” is energy that does not come from fossil fuels, and thus produces little to no greenhouse gases like carbon dioxide (CO2), whereas alternative fuels (which have been the subject of significant focus from key stakeholders including the Department of Transport in recent years) include biofuels, synthetic and paraffinic fuels, natural gas in gaseous form (compressed natural gas (CNG), natural gas in liquefied form (liquefied natural gas (LNG)), and
liquefied petroleum gas (LPG).
The NTA is not clear what is meant by “national energy” but believes this may be a reference to Ireland’s national energy and climate plan, which identifies a reliance on fossil fuels for the foreseeable future.
In respect of public transport using urban buses, the NTA has now ceased purchasing diesel-only buses and has recently taken delivery of its last hybrid bus. Both the diesel-only and hybrid buses are primarily powered by energy derived from the combustion of a blend of diesel and biodiesel, so in that respect, there is already a degree of alternative energy (equivalent to up to 7% of fuel consumed) being used. All new urban buses purchased by the NTA will henceforth be zero-emission battery electric buses, with the extent of alternative energy usage thus being determined by the grid mix at the time of charging the traction battery pack. In respect of public transport using coaches, there are currently very few vehicles available that are not diesel-only and therefore the NTA continues to purchase EURO VI diesel-only coaches, albeit, as with diesel-only and energy urban buses, the energy is derived from the combustion of a blend of diesel and biodiesel and hence there is already a degree of alternative energy being used.

Nonetheless, it is the NTA’s intention to also transition the coach fleet to zero-emission vehicles, most likely hydrogen-fuelled given the range requirements, and therefore the degree of alternative energy usage will be determined by the grid mix at the time of producing the green hydrogen (if, for example, the electrolyser does not have a dedicated alternative energy supply).
In respect of public transport using trams (and metro vehicles in future), these are already exclusively electrically-powered and hence the degree of alternative energy usage is determined by the grid mix.

In respect of public transport using trains, DART services are also exclusively electrically-powered and hence the degree of alternative energy usage is determined by the grid mix. It is intended to significantly expand the coverage of DART services in the Greater Dublin Area under the DART+ programme, and also to introduce electrically-powered trains in Cork, so these initiatives have the potential to dramatically increase trains’ usage of alternative energy. Elsewhere, trains are currently diesel-only (albeit, as with buses and coaches, up to 7% of the fuel consumed is not fossil fuel), but it is planned to introduce more efficient gearboxes and hybrid powerpacks that will result in reduced fuel consumption.