The words "only connect" form the inscription in front of E.M. Forster's novel Howard's End, which was turned into a memorable film starring Helena Bonham-Carter, Emma Thompson and Simon Callow. Connectivity, a word with the ring of the broadband age, has been adopted by the Minister for Transport, Martin Cullen, to set the tone of his term of office, writes Martin Mansergh
One of the hallmarks of this administration since 1997 has been the massive stepping up of public (and public-private) investment in our transport infrastructure. The International Monetary Fund report argues: "At this point in Ireland's development, public infrastructure investment will likely yield the most substantive gains", and that improvements "are required to ensure the sustainability of the current level of economic activity and allow for continued healthy growth".
Although the long lead-in time meant there was little to show at first, the fruits are beginning to be gathered all over the country. When limited stretches of motorway are opened, shifting bottlenecks just down the road, it seems that little difference is being made to overall journey times.
When the stretches connect up, as on the Dublin-Dundalk M1 motorway, which has transformed journey times north; or from Dublin to Portlaoise on the N/M7; or down the east coast towards Arklow on the N11; the difference is notable. Apart from time-saving, there is less hassle. The completion of the M50 and the port tunnel will make a huge difference to getting round Dublin.
Inter-regional routes matter, not just radial ones. Progress makes worsening bottlenecks more difficult to bear. The worst include Ennis, Gorey, Waterford and New Ross; the last two for the lack of a second river crossing. In contrast, a short way up river, Carrick-on-Suir has two bridges, the sturdiest one going back to the 15th century.
Switching speed limits to kilometres will enable more advantage to be taken of motorway investment with a new top limit of 120 k.p.h. (75 m.p.h.), while a safer 80 k.p.h. will be set for regional and county roads.
No amount of inter-urban highway building or bypasses will make it quick or easy to reach city centres from the outskirts by car, especially around peak times. Policymakers have long recognised the need for better public transport, both rail and bus, to move large volumes of people. Only rail track can quickly penetrate city centres.
The Luas, in gestation for 10 years, is an outstanding success. It is high-quality and already used heavily. Perhaps Fergus Finlay (Irish Examiner, November 9th) should be advised by Pat Rabbitte whether the people of Tallaght and intermediate places agree with him that the Luas trams are not as valid an investment as the DART, and should be criticised as "highly expensive and shiny new toys".
Further instalments will be less costly. Extensions to Cherrywood and the Point and a link between the Green and Red lines in the city centre are on the agenda. Dawson Street, where buses, taxis and trams may have to share the same road space, is not the only option. Continental trams travel narrow streets that are not closed to other traffic. Unlike trains, trams can follow right behind one another, as in Vienna's Ringstrasse.
Public transport projects should be selected, not for the exciting engineering challenge they offer but - using existing resources better - for the impact they make in relieving overcrowding, saving time and providing choice. There are already two track connections between Heuston and Connolly with the Phoenix Park tunnel and the Luas. Is a third a high priority? Simply opening stations can increase the catchment population of a line. Working-class areas, such as North Strand and East Wall, should have station access. Navan should get a commuter service now, using the existing branch from Drogheda, instead of waiting for ever for a new line. Proper signalling should allow high frequencies comparable to other systems.
Dublin today is a capital city of international standing, from a financial, cultural and tourist point of view. Visitors repeatedly comment on the lack of a rail link from Dublin Airport to the city, which is a bad advertisement for our infrastructure.
Two sets of parallel double lines run either side of Croke Park (which unlike Lansdowne Road has no station). The almost unused track could provide part of a fast surface link to the airport from Connolly, with less disruption to Maynooth traffic. Why cannot we fast-track the public/private equivalent of a 15-minute Heathrow Express, followed by an extension to Swords?
The railway revival is touching the regions, where people are demanding better services. The Ennis line has been reopened, the Cahir viaduct restored, and at last a better service has been provided between Limerick and Waterford, though it may take people time to realise it is available. The Midleton line is due to be reopened.
All round the country, in the north-west, around Galway, in north Tipperary, people want regional services and reliable rolling stock for long-distance journeys. A rail link to Shannon as part of the Galway-Limerick section of the Western Rail corridor could enhance its attractiveness for customers.
Buses not only help complete the journey, but provide a thick network of links. The quality of bus travel is much improved but, despite being the workhorse of the system, it is not the all-purpose low-cost panacea that economists with an ingrained ideological hostility to fixed track assume, or that the people will allow themselves to be fobbed off with.
With an integrated, modern infrastructure and choice of modes, travel round the island will become easier and take less time. Most of us are only waiting to connect.