Proposal to Directly
Award a Public Bus
Services Contract to
Bus Éireann in 2014
1. Consultation Paper
September 2013
2 | Page
Table of contents
1. Introduction................................................................................................................................ 3
Overview ............................................................................................................................................. 3
Background .......................................................................................................................................... 3
Legislative background ........................................................................................................................ 4
Extent and variety of services in Bus Éireann’s current contract ........................................................ 5
Objectives ............................................................................................................................................ 6
2. Consideration............................................................................................................................. 7
Assessment Stages .............................................................................................................................. 7
Non-Statutory Consultation ................................................................................................................ 7
Views expressed in the Public Consultation ........................................................................................ 7
Economic Environment ....................................................................................................................... 8
Bus Éireann Performance .................................................................................................................... 9
General Economic Interest .................................................................................................................. 9
Services for inclusion in a competitive tender .................................................................................. 10
3. Proposal for this Public Consultation.............................................................................. 12
Conclusions for Public Consideration ................................................................................................ 12
Specific Service Proposals ................................................................................................................. 12
Making a Submission ......................................................................................................................... 13
Appendix 1: Services within Contract in December 2014
Appendix 2: Services under consideration for removal from Contract in 2016
3 | Page
1. Introduction
Overview
The National Transport Authority (the “Authority”) is proposing (i) to enter into another direct
award contract with Bus Éireann in 2014 and (ii) to amend that contract in 2016 to reduce
the services within that contract by approximately 10% and (iii) provide the removed services
through a separate contract following an open tender process.
This paper sets out, for the purposes of consultation, the rationale for the Authority’s
proposal in relation to the direct award to Bus Éireann of a new contract to operate certain
Public Service Obligation bus services outside the Dublin city area from December 2014 and
the Authority’s proposal to competitively tender for operators to provide a subset of these
bus services in 2016. A direct award contract is one awarded to an operator without
competitive tendering, as permissible under national and European Union legislation.
The paper should be read in conjunction with the following papers, which are also publicly
available during the consultation period:
• Technical Report on Contract Options.
• Economic analysis of a directly award bus contract outside the Dublin bus market
(prepared by Ernst and Young for the Authority
• Report on operation of 2009 direct award contract with Bus Éireann.
Background
The provision of a good quality frequent bus service, properly integrated with other forms of
public transport, is of vital importance to the economic growth and social well-being of the
country as a whole. Buses provide access to workplaces, commercial and retail centres, and
are particularly important to those without access to a car. Buses have an important social
function in linking communities to each other and to the services they require. Finally, a good
quality bus service should encourage more people to travel by bus in preference to the car,
reducing the environmental impact associated with car travel.
To address the fact that certain bus services may be socially necessary but not commercially
viable the state is allowed under European and national law to subsidise contracts which
require operators to deliver, what are called, Public Service Obligations (PSO) services.
Current Public Service Obligation bus services outside the Dublin city region are mainly
provided by Bus Éireann under a direct award contract with the National Transport Authority.
The Authority has also contracted with M&A Coaches to provide PSO services and, in
addition, the Rural Transport Programme provides PSO services.
4 | Page
The contract with Bus Éireann expires on 30th November 2014. Services within the Dublin
city region are provided by Dublin Bus under a separate Direct Award contract.
The Authority must now consider how to provide public bus passenger services outside
Dublin following the expiry of the current contract. The options to be considered are whether
to award another direct award contract to Bus Éireann or to competitively tender all of the
Bus Éireann public bus services or pursue a combination of tendering some services and a
reduced size direct award contract for remaining services. The appropriate durations for any
new directly awarded or competitively tendered contracts also need to be considered.
This report examines options in detail and highlights the key issues involved in reaching a
decision on a recommended proposal for the bus market outside Dublin.
This report concludes with
- A proposal to directly award the contract to Bus Éireann for the operation of all public
bus services outside Dublin from December 2014, along with
- A proposal to commence competitively tendering a 10% portion of the public bus
service market outside Dublin in 2014/2015 with the target of a contract for those
services being in place from Autumn 2016 onward.
In addition to the examination of contract options set out in this report, the Authority
commissioned Ernst & Young consultants to undertake an economic analysis of directly
awarding public bus service contracts outside Dublin, in order to inform the Authority’s
consideration of this matter.
The Authority has also undertaken a review of the operation of the public bus services to
which the 2009 direct award contract relate. Both reports are available during this
consultation period.
Legislative background
In 2007
EC Regulation 1370/2007 – on public passenger transport services by rail and
by road was adopted. The Regulation creates a framework regulating how Member States
award exclusive rights and pay compensation for transport services which include Public
Service Obligations (PSO).
The purpose of the Regulation is to ensure transparency in the award of subvention for
public transport services by requiring all PSO transport services to be subject to contracts.
In preparation for EC Regulation 1370/2007 Ireland progressed legislation in two stages, the
first involving the enactment of the
Dublin Transport Authority Act 2008 (DTA Act) and
the second involving the
Public Transport Regulation Act 2009 (PTR Act).
The result of the enactment of these two Acts was the establishment of the National
Transport Authority one of whose principal functions is
to “… secure the provision of public
passenger transport services” (section 11(1)(e)(i) of the Act of 2008) by means of entering
into public transport services contracts (section 48). In relation to the provision of public bus
services, that section stipulates that the Authority has to do so either by means of directly
5 | Page
awarded contracts or following a competitive tendering procedure. However, in relation to
the services then being operated by Dublin Bus and Bus Éireann, the Act put an obligation
on the Authority to enter into directly awarded contracts with the two companies for a period
of 5 years (section 52).
These directly awarded contracts were signed between the Authority and the two bus
operators on 1st December 2009. The contracts meet the current criteria set down in EU law,
setting standards of operational performance and customer service and containing penalties
for under-performance.
On expiry of the current direct award contract in 2014, the Authority must have regard to the
provision of Section 52(6)(c) in determining whether it can enter into a subsequent direct
award with Bus Éireann, which provides:
(i)
Subject to subparagraph (ii), the Authority may enter into direct award
contracts subsequent to those which the subsection (3) applies.
(ii)
Where the Authority proposes to enter into direct award contracts subsequent
to those referred to in subsection (3)(a), it may only do so where it is satisfied that the
continued adequacy of the public bus services to which the contracts relate can only
be guaranteed in the general economic interest by entering into such direct award
contracts.
Regulation 1370 also places an obligation on the Authority to ensure that
“… at least one
year before the launch of the invitation to tender procedure or one year before the direct
award” that a notice is placed in the Official Journal describing the type of award envisaged
and the services and areas potentially covered by the award (Article 7(2)).
Where the Authority proposes to enter into a new direct award contract, section 52(6) of the
2008 Act states that
“…it shall invite and consider submissions from the holder of the direct
award contract in question and from any other interested parties, including users of the
public bus passenger services that are the subject of the contract.”.
Extent and variety of services in Bus Éireann’s current contract
Bus Éireann operates throughout the state. Its services include
• subsidised public transport services under its current direct award contract with the
Authority;
• commercial services, under its Expressway brand, that are licensed by the Authority,
and
• school transport services on behalf of the Department of Education and Skills, by
way of an administrative arrangement with that Department:
The services provided under its contract with the Authority are quite varied, with significantly
different characteristics.
6 | Page
Rural services are spread throughout the country’s rural areas; these services link towns and
villages. City services in Cork, Galway, Limerick and Waterford are very similar to the
services provided by Dublin Bus. Their Commuter services bring people to and from cities
from mid-range distances and include a significant operation delivering commuters into
Dublin city each day. Finally, Bus Éireann operates a number of town services – examples
include Dundalk, Tralee and Athlone.
Arising from all their various operations, all major Bus Éireann bus depots are currently
shared (Public Service Obligation buses, commercial Expressway services and school
services use the same depots).
Objectives
The objectives of the Authority in entering into any public bus services contract are to:
i. Ensure the provision of high quality and accessible bus services at best value for
money to the Exchequer;
ii. Enable strong monitoring of, and enforcement of compliance by, the contracted
operators with the terms of their contracts;
iii. Improve the customer experience of public transport;
iv. Ensure public transport integration is not compromised; and
v. Be compliant with the Dublin Transport Authority Act 2008, the Public Transport
Regulation Act 2009, EC Regulation 1370/2007 and EU procurement requirements.
7 | Page
2. Consideration
Assessment Stages
A staged approach to the assessment of Authority options in relation to the procuring of bus
services under public bus service contracts in 2014 has been undertaken.
The assessment stages have been:
• Identification of the key requirements of any future bus services contract
• Examination of how best to ensure continued public transport integration;
• Examination of strategic options for contracting bus services in Dublin, including
options for segmentation;
• Consideration of any potential impacts in relation to the incumbent operators and
market entrants;
• Review of legal issues;
• A market sounding exercise, including with incumbent operators;
• An informal public consultation to seek the views of other stakeholders and the
general public in relation to potential bus market opening;
• Review of operation of the current direct award contract, and
• Development of proposals in relation to the scope of tendered and or direct awarded
contracts in December 2014.
Non-Statutory Consultation
The Authority carried out non-statutory public consultation in 2012 on the future contracts
including the possibility of re-awarding the contract fully or partially.
Also via the Official Journal of the European Union, a market consultation was held with
international and domestic bus operators on matters such as contract size, revenue risk,
appetite to enter the Irish market, contract duration and depot facilities.
Views expressed in the Public Consultation
Following advertisement in the national press and on the Authority’s website, a total of 62
consultation submissions were received. Members of the public made 28 submissions and
26 submissions were made on behalf of organisations or stakeholders. A total of 8
submissions were submitted from the Dublin City Council workshop held on the 27th June in
Civic Offices, Wood Quay. At the time, the Authority published the submissions and its
summary analysis of the issues that had been raised. That report is available on the website
www.nationaltransport.ie.
The themes that the public were asked to submit views on were deliberately broad-based
and included quality of service, integration and value for taxpayer money.
8 | Page
There were some quite polarised views, for example, the existing PSO companies and the
private operators presented diametrically opposed views. However a broad consensus of
opinion emerged which can be summarised as:
Quality of Service
Reliability, punctuality and frequency were strongly viewed as key factors in the provision of
a good quality of service. A minimum frequency of service and ensuring a commitment to
such a service via strong contractual conditions, as well as ensuring flexibility of a service
and its capacity to respond to changes in demand, were regarded as essential.
The contract should condition the quality of service required in terms of reliability,
punctuality, cleanliness, comfort, maintenance, passenger services and transport
infrastructure. A standard of service that reflects passenger needs was strongly expressed.
Integration
Almost all submitters strongly advocated better integration including expansion of the real
time and Leap card initiatives. Integration of modes through better network planning and
timetable connections was another other strong theme. Probably the most common and
strongest view was the need to integrate fares now that there is an integrating smartcard
available (Leap). Interestingly private sector operators who submitted views strongly
endorsed integration of ticketing and information.
Value for taxpayer money (contracts for new operators)
Many submitters made the general points that competition generally increased efficiencies
and produced better performance, and that subsidy savings could be achieved which could
be used to increase and improve services. A strong theme was that the procuring of multiple
operators should not undermine integration. In fact some submitters valued integration so
highly that they were wary of increasing the number of operators because of the risk of a
fragmented transport system.
A comprehensive submission from the Competition Authority noted that a staged transition
to opening of the bus market would be a pragmatic approach for the Authority given the
2014 deadline and the complexities of the tender process. They also noted that competitive
tendering in other countries was achieved in many cases by a gradual approach including a
structured downsizing of the state operators. They also raised the point of access to facilities
including stops, stations and depots for the winning bidder.
Irish private operators advised on the need for realistic sized contracts.
Economic Environment
The Authority commenced the assessment of the Direct Award contract early in 2012. At that
time the Authority’s analysis was that a proportion of their current services should be
competitively tendered to commence in December 2014 alongside a reduced Direct Award
contract to Bus Éireann from 2014.
9 | Page
However, Ireland remained in a critical economic state in 2012 with a reliance on IMF and
EU loans, and with the banking sector still relying heavily on state funding. The C.I.É. group
of which Bus Éireann is a subsidiary was in very challenging financial circumstances and
required refinancing.
Consequently, the Authority judged that it was not in the general economic interest of the
state for the Authority to determine, at that time, that a significant Direct Award contract
would be awarded to Bus Éireann given the financial circumstances of the holding CIE
Group – the nature of what they could discharge as a company was in question. Without
clarity on their capacity, any decision of the Authority could have undermined the continued
provision of public transport services in the state.
It was considered more prudent to allow the finances of the C.I.É. group to become more
stable and to then consult publicly on a proposal to open part of the market outside Dublin to
competition. As a result the next Bus Éireann Direct Award contract will contain a provision
that a portion of their services will be removed by December 2016, at latest, and that portion
will have been tendered with the effect that new contract/s for a portion of the market outside
Dublin will be in place by target date of September 2016.
Bus Éireann Performance
Since 2009 the Authority has reviewed the performance of Bus Éireann against the
requirements of the contract. Overall, Bus Éireann achieved a high level of compliance with
the required performance obligations for this reporting period.
The Authority also reviewed on a regular basis the performance obligation with the objective
of continuously improving the delivery of the services. Since the beginning of the Contract,
reporting across their operations has been dis-aggregated to ensure that overall averages
are not masking poorly performing sectors, some performance obligation targets have been
revised upwards where it was considered appropriate to do so, and certain reporting
frequencies have been increased.
The detailed report on their performance is one of the documents now available for public
consideration.
General Economic Interest
Section 52(6)(c)(ii) of the Dublin Transport Authority Act 2008 requires that the Authority
must be
“satisfied” that the continued adequacy of the public bus passenger services can
“only be guaranteed” in the general economic interest by entering into a subsequent direct
award contract.
The key advantages associated with competitive tendering of public transport services arise
from the effects of competitive pressures and market discipline. By putting a service out to
tender, market forces are brought to bear to reveal the most economically efficient provider,
thereby leading to lower costs. An enhanced level of customer service quality can also
feature as an element of the contract award criteria. Additionally, the presence of a number
of operators in a market allows for benchmarking of performance.
10 | Page
Experience from a range of countries supports the contention that competitive tendering of
public bus services yields benefits. The results regarding an initial move to competitive
tendering are encouraging, although with a cautionary finding that second and subsequent
awards, while still offering cost benefits, can lead to increased unit costs from the first
tender. While some of the observed increases can be attributed to developments which
would be evident in the scenario without tendering (such as fuel and other cost increases) at
least some of the increases represent an erosion of the initial gains through market
evolutions such as authorities becoming more specific in their requirements and bidders
becoming more experienced. However, the clear finding of the literature is that enhanced
value for money is available through a move to competitive tendering.
A further benefit put forward for moving to competitive tendering relates to the potential for
enhanced customer service levels. There is evidence of service improvements and the
Competition Authority has noted the potential benefits in this regard.
Bus Éireann is involved in delivering subsidised services across a very wide geographical
area. In 2012, 29 million passengers journeys were carried. This is obviously a major
market, and the strategic importance of the functioning of that market to regional and
national economic performance has been to the forefront of the Authority’s consideration.
The costs and risks arising from an ill-considered competition are substantial. Consequently,
care must be taken in progressing even if the changes are well proven in other jurisdictions.
Tendering the entire market in one contract is not seen as prudent and would not accord
with international practice for initial market competitions. Furthermore, the re-structuring of
many services is on-going and the interface with rural transport services is currently being
examined in detail, all of which are assisted by having a knowledgeable incumbent. The
Authority considers it is in the public interest to leave Bus Éireann with a scale of operation
which remains efficient for the company’s resources and overheads.
Consequently the Authority has determined that tendering about 10% of the market presents
little, if any, risk to Bus Éireann’s overall operations while giving the opportunity to test
market pricing, offer opportunities to improve efficiency and customer service, as well as the
possibility (which will depend on the outcome of the competition in which Bus Éireann can
participate) of bringing new operators into the market, and enabling benchmarking. There is
clear merit in a contained competitive tendering process for a segment of the national market
in order to test the process and understand the capacity to realise the potential benefits.
Services for inclusion in a competitive tender
A significant amount of service reconfiguration is likely to be required over the coming years
for rural stage carriage services in particular. This will arise from an optimisation of rural
transport services and PSO services and also an efficiency configuration of rural PSO
services. To date the re-organisation of rural transport and PSO stage carriage services has
only been undertaken in the South East region, so the South East region is seen as the only
realistic candidate for tendering of PSO stage carriage services at this time.
11 | Page
Opening of Bus Éireann PSO city bus services to competition would pose fewer challenges
than the rural services. There are significant PSO bus operations in four cities outside Dublin
(Cork, Galway, Limerick and Waterford).Commercial operators of city bus services already
have a significant presence in two of these cities (Galway and Waterford).
If depots are not available to market entrants, this may adversely impact on tender prices. In
looking at the characteristics of the various cities, it is considered that Galway and Limerick
are sufficiently large to attract interest from potential market entrants, but also sufficiently
small that bus and depot transfer from Bus Éireann may not be essential to secure an
economically advantageous tender price. Waterford is the smallest city operation and could
be grouped with services in other cities thereby creating a geographical spread of tendering
opportunities.
Tendering Cork city services is also an option, but these services comprise almost 20% of
the Bus Éireann PSO operations. The consequential management of a 20% downsizing in
terms of staffing and overheads would be very challenging to achieve without triggering a
need for additional PSO subsidy. Consequently, tendering the entire Cork network is not
recommended, although individual corridors could be considered.
There is potential for some outer Dublin commuter PSO services currently operated by Bus
Éireann to be tendered. Services on certain corridors are likely to be less depot-dependent
and may be suitable for tendering. The PSO services on the coastal Dublin commuter
corridor (including Dundalk, Drogheda, Balbriggan, Dublin, Wicklow, Arklow and Wexford)
could be considered for tendering.
Dundalk, Tralee, Athlone and other town services are considered too small in terms of likely
value to be gained by tendering, although they are realistic possibilities.
Taking the above considerations into account, there are a number of ways in which the
above route tendering options could be combined to open up between 7% and 10% (in
terms of bus fleet size) of the PSO services operated by Bus Éireann outside Dublin. These
include
• Tender the Waterford City and portion of Cork city services together as presented above
• Tender either the Cork city portion or Waterford City services together with the Dublin
coastal commuter services presented above
• Tender the Waterford city and South East stage carriage services presented above.
12 | Page
3. Proposal for this Public Consultation
Conclusions for Public Consideration
The provisions in the Dublin Transport Authority Act 2008 as amended by the Public
Transport Regulation Act 2009 create a high threshold of test for not opening up the bus
market to competition. The Authority considers that the general economic interest would be
best served in the coming 5 years by Bus Éireann retaining a substantial proportion of
services but not all services. There is value in introducing competition in bus services market
outside Dublin while maintaining a smaller Direct Award Contract. The Authority’s research
of international experience indicates that there is likely to be a cost saving associated with
tendering of bus services.
The Authority considers that tendering in the order of 10% of the services would be a scale
that would encourage good competition at tender stage and would provide a satisfactorily
sized operation for on-going benchmarking with Bus Bus Éireann. It would also leave 90% of
current services with Bus Éireann, a manageable downsizing to be planned for and achieved
by that company. Furthermore, Bus Éireann could compete in the tender competition if they
wished. The decision to leave 90% of services with Bus Éireann is based on the Authority’s
assessment that the current Bus Éireann service would be considered to be of good quality
by international standards with a relatively modern fleet and a well-presented offering to the
customer.
The Authority has delayed its proposals until now due to the financial problems of the CIE
Group which were remedied to a sufficient extent, pending the conclusion of bank financing
arrangements, by an emergency extra Government subsidy of €36m in 2012 for the delivery
The requirements regarding tender notification in EC Regulation 1370/2007 are that one
year has to elapse from the point of decision before actual tendering can commence. This
means that, assuming a final decision of the Authority this coming November 2013, the
earliest date when competitive tendering can occur will be in November 2014. Therefore the
realistic target date for the conclusion of contract award/s and the mobilisation of services by
operator/s is Autumn 2016.
Specific Service Proposals
The Authority is obliged to carry out a statutory consultation exercise at a time when it has
determined the proposed nature and extent of another proposed direct award contract
This paper has set out, for the purposes of consultation, the background to the Authority’s
proposal in relation to the direct award to Bus Éireann of a new contract to operate Public
Service Obligation public bus services outside the Dublin area from December 2014, and the
13 | Page
rationale behind this proposal. In considering the proposals below the public may wish, in
conjunction, to read the other papers which the Authority is making publicly available during
the consultation period.
A new contract for the operation of all services outside the Dublin area will be
awarded to Bus Éireann on 1st December 2014 for the operation of bus
services set out in Appendix 1.
The duration of the Direct Award contract will be for a period of five years until
30
th
November 2019, except for approximately 7% to 10% of the services.
The 7% to 10% quotient of services will only remain within the Bus Éireann
Direct Award contract for a maximum of two years, until November 2016 at
latest. The Authority will tender these with the objective of commencement of
operation by the winning tenderer in Autumn 2016.
Due to the extent and variety of services provided by Bus Éireann there are a
number of options open to the Authority for arriving at an approximate 7% to
10% quotient of services for tendering.
The services for tendering will be drawn from a combination of the following:
o
All city services in Waterford
o
Some city services in Cork
o
Some rural stage carriage services in the south east region
o
Certain Dublin commuter services.
Possible combinations are:
•
Tender the Waterford City and portion of Cork city services together
•
Tender either the Cork city portion or Waterford City services together
with a portion of the Dublin coastal commuter services presented above
•
Tender the Waterford city and South East stage carriage services.
Making a Submission
The Authority invites written submissions or observations on the above proposals for the Bus
Éireann Direct Award contract.
Written submissions and observations may be made via the website
www.nationaltransport.ie or by post to:
14 | Page
Bus Contracts,
National Transport Authority,
Dún Scéine,
Iveagh Court,
Harcourt Lane,
Dublin 2.
All submissions must include the full name and address of the person making the
submission and where relevant the name of the body or organization represented.
All submissions and observations received within the timeframe set out will be taken into
consideration.
The closing date for all submissions is Friday 11th October 2013 at 5.00pm.
15 | Page
Appendix 1::
Services within Contract in
December 2014
Scope of contract with Bus Éireann
A. The direct award contract will provide the operator with the exclusive right to operate public bus
passenger services that it currently provides in accordance with the provisions of section 7 of the
Transport Act 1958 and section 8 of the Transport (re-organisation of Córas Iompair Éireann) Act
1986.
B. Services operated under the contract will be those included in the current contract, and listed in
Table A1 below, allowing for the fact that the Authority may make alterations to elements of the
current or new direct award contract which relate to the provision of services contained within the
contract, subject to there being no amendment to the scope of the relevant exclusive right referred
to in (i) above.
C. The proposed duration of the contract will be for a period of 2 years or 5 years, depending on the
service.
D. The services set out in Table A2 Appendix 2 will have contract duration of a maximum of two years
for each service and will be competitively tendered for commencement of service by the winning
tenderer in Autumn 2016.
16 | Page
Table A1:
Bus services currently1 provided by Bus Éireann in accordance with the2009 contract with the
National Transport Authority
Regional city services
Location
Route
No.
Route Description
Cork City
201
Mayfield - Blackpool - Knocknaheeny - Bishopstown
202
Knocknaheeny - City Centre - Mahon
203
Ballyphehane - City Centre - Farranree
204
St Patricks St - Friars Walk
205
CIT - St Patrick St - Kent Station
206
Grange - South Douglas Road - South Mall
207
Donnybrook - City Centre - Ballyvolane - Glen Heights Park
207A
Well Rd - City Centre - Montenotte
208
Mayfield - City Centre - Bishopstown
208A
Lottamore - St Patrick St
209
Pouladuff - St Patrick St - Audley Place
212
Merchants Quay - Glenthorn
214
St Patrick St - Cork University Hospital
215
Cloghroe - Blarney - City Centre - Mahon Point
216
Cork University Hospital - City Centre - Mount Oval
219
Mahon - Douglas - Ballyphehane - Bishopstown
221
Cork - Riverstown - Knockraha
222
Cork - Carragaline - Crosshaven - Fountainstown
223
Cork - Monkstown - Ringaskiddy - Haulbowline
226/226A
Kent Stn - City Centre - Cork Airport - Kinsale
Limerick
City
301
Regional Hospital - City Centre - Westbury
302
Caherdavin - Cratloe Rd(LIT, Thomond Pk.) - City Centre
303
Pineview - City Centre - O'Malley Pk
304
UL - City Centre - Raheen - Ballycummin
305
St Mary's Pk - City Centre - Lynwood Pk
306
Edward St - City Centre - Ballynanty
1 As of end August 2013
17 | Page
Galway
City
401
Salthill - Eyre Square
402
Merlin Pk - Eyre Sq - University Rd (NUIG) -Seacrest
403
Eyre Sq - Castlepark - Parkmore Rd
404
Eyre Sq - University Rd (NUIG) -Newcastle
405
Ballybane - Eyre Sq - University Rd (NUIG)- Rahoon
407
Eyre Sq - Bothar an Choiste
409
Parkmore - Dublin Rd (GMIT) -Eyre Sq
410
Eyre Sy - Dublin Rd (GMIT)- Oranmore
Waterford
City
601
Ballybeg - The Quay
602
St Johns Pk - Patrick St
603
WIT - The Quay
604
Carrickphierish Rd - The Quay
605
Oakwood - The Quay - Waterford Regional Hospital
Regional town services
Location
Route
No.
Route Description
Balbriggan
104
Balbriggan Rail Station - Drogheda Street - Millfield Shopping Centre
Navan
110
Shopping Centre - St Oliver’s Church/Hospital/ Kilcarne Bridge
Drogheda
173
NORTHSIDE SERVICE West Street - Brookville - Bóthar Brugha
SOUTHSIDE SERVICE: West Street - Rathmullen Park - Rathmullen Rd
Dundalk
174
Bus Station/Long Walk - Bay Estate/Fatima
Athlone
459/459A
Monksland/Bus Station - Athlone I. T. - Garrycastle
Sligo
478
Bus Station - I.T. Sligo - Carraroe Retail Park
478A
Bus Depot - Oakfield Cross - Carrowmore
18 | Page
Dublin commuter belt services
Route
No.
Route Description
65
Galway - Roscommon - Athlone - Longford (Rail Station) -Cavan - Monaghan - Armagh - Lurgan
-Belfast
70
Galway - Athlone - Mullingar - Navan- Drogheda (Bus Station) -Dundalk
100
Drogheda - Dunleer Castlebellingham - Dundalk - Newry
101
Dublin - Airport - Balbriggan - Drogheda - Termon Abbey
101X
Wilton Tce - Balbriggan -Drogheda - Termon Abbey
103
Dublin - Ashbourne - Kilmoon - Duleek /Ratoath
105
Dublin - Blanchardstown Shopping Centre -Ashbourne - Ratoath
107
Dublin - Ashbourne -Navan - Nobber - Kingscourt - Kells
108
Dublin - Kells - Baileboro
109
Dublin - Blanchardstown S. C. -Dunboyne - Dunshaughlin - Navan - Kells - Cavan
109A
DCU - Airport - Ashbourne -Ratoath - Dunshaughlin - Navan - Kells
111
Wilton Tce - Blanchardstown SC - Trim - Athboy -Cavan
115/115A
Dublin - Lucan - Maynooth - Enfield - Kinnegad - Mullingar - Longford
120
Dublin - Lucan - Celbridge - Clane - Prosperous - Edenderry/Tullamore
123
Dublin - Celbridge -Clane - Prosperous - Naas - Robertstown - Newbridge
124
Dublin -Naas - Newbridge -Kildare - Portlaoise
126
Dublin - Kill Village -Naas - Newbridge - Kildare
130
Dublin - Naas -Kilcullen - Athy
132
Dublin - Tallaght (Hospital) -Blessington -Tullow - Carnew - Enniscorthy -Wexford -Rosslare
Europort
133
Dublin Airport - Dublin -Bray -Kilmacanogue -Newtownmountkennedy - Ashford - Wicklow
134
Navan - Dunsany - Dorey's Forge
135
Scurloughstown - Navan
136
Ross Cross - Navan
161
Dundalk - Greenore - Carlingford - Omeath - Newry
162
Cavan (Bus Station) - Clones - Monaghan - Dundalk
163
Dublin - Drogheda - Donore
166
Dundalk - Carrickmacross - Cavan
167
Dundalk - Louth - Ardee
168
Dundalk - Castlebellingham - Anagassan
175
Monaghan - Cootehill - Rockcorry -Cavan
177
Dublin - Airport - Drogheda -Ardee - Carrickmacross -Monaghan
182
Drogheda - Collon - Ardee
187
Kells - Virginia - Ballyjamesduff - Oldcastle
188
Drogheda - Slane - Navan - Trim
189
Drogheda - Baltray - Termonfeckin - Clogher Hd - Grangebellew
190
Drogheda - Bettystown - Laytown
19 | Page
Stage carriage services
Route
No.
Route Description
66
Westport - Castlebar - Ballina - Sligo - Enniskillen
72
Limerick - Nenagh -Borrisokane - Birr - Athlone
73
Waterford - Kilkenny (Rail Stn) - Carlow (Bus Park) - Portlaoise - Athlone - Longford
232
Cork - Ballincollig
233
Cork - Ballincollig - Macroom
235
Cork - Blarney - Stuake - Rylane
236
Cork - Bandon - Bantry - Glengarriff - Castletownbere
237
Cork - Cork Airport -Bandon- Clonakility - Skibbereen - Schull - Goleen
239
Cork - Bandon - Courtmacsheery - Butlerstown
240
Cork - Cloyne - Ballycotton
241
Cork - Midelton - Whitegate - Trabolgan
243
Cork - Mallow - Buttevant - Newmarket
245
Cork - Fermoy - Mitchelstown
246
Cork - Glanmire - Sallybrook - Sarsfield Court
248
Cork - Mallow Road Barracks - Carriganavar - Glenville
252
Cork - Cork Airport - Kinsale - Bandon - Clonakilty - Skibereen - Glengarriff -
Kenmare
257
Macroom - Millstreet - Killarney
258
Macroom - Rylane Lower
259
Macroom - Renanirree
260
Cork - Youghal - Ardmore
261
Cork - Carrigtwohill - Midelton - Ballinacurra
270
Sneem - Kenmare - Killarney
271
Tralee - Kerry Airport - Killarney
272
Tralee - Listowel - Ballybunion - Moyvane - Tarbert
273
Tralee - Castlegregory - Cloghane
274
Tralee - Ballyheigue - Ballyduff
275
Tralee - Dingle
276
Dingle - Ballyferriter - Dunquin
277
Dingle - Ballydavid
278
Tralee - Kilfenora -Fenit
279
Killarney - Killorglin - Tralee
280
Ring of Kerry: Tralee - Killarney - Killorglin - Cahersiveen- Waterville - Sneem -
Kenmare
281
Killarney - Inch - Dingle
282
Castletownbere - Kenmare - Killarney
284
Tralee -Farranfore - Killarney
285
Tralee - Kerry Airport -Farranfore - Firies -Killarney (Bus Station)
313
Limerick - Ardnacrusha
314
Limerick - Foynes - Tarbert - Ballybunion
320
Limerick - Croom - Charleville
321
Limerick - Rathkeale - Newcastle West
322
Lorrha - Terryglass - Coolbawn - Nenagh
323
Limerick - Killaloe - Newport - Nenagh - Borrisokane - Birr
324
Kilbarron - Borrisokane - Nenagh
328
Limerick - Hospital - Galbally/Mitchelstown
20 | Page
Route
No.
Route Description
329
Limerick - Meanus - Bruff - Kilfinane
332
Limerick - Newport - Rearcross - Cappamore - Cappawhite - Dundrum /Rearcross
333
Limerick - Ennis (Bus Station) - Miltown Malbay - Doonbeg
334
Crosses of Annagh - Kilmaley - Ennis
336
Limerick - Ennis - Kilrush - Kilkee
337
Limerick - Ennis - Lisdoonvarna - Doolin
341
Shannon - Limerick - Newport - Cappamore - Bilboa Cross
343
Limerick - Shannon Airport
344
Ennis - Newmarket−on−Fergus - Shannon - Shannon Airport
345
Scariff - Killaloe - Limerick
346
Limerick - Tulla - Scariff - Whitegate
347
Limerick - Oola - Limerick Junction - Tipperary
348
Scariff - Flagmount - Feakle - Tulla - Ennis
349
Scariff - Feakle - Gort
360/360A
Waterford - WIT - Tramore
362
Waterford - Dungarvan
365
Waterford - Thomastown
366
Waterford - Dungarvan - Cappoquin - Lismore
367
Waterford - Carrick−on−Suir -Clonmel
370
Waterford - WIT - New Ross - Duncannon - Wexford - Rosslare Europort
371
New Ross - Foulksmills - Adamstown - Wexford
372
New Ross - Foulksmills - Wellington Bridge - Wexford
373
New Ross - Fethard on Sea - Wellington Bridge - Wexford
374
New Ross - Inistioge - Kilkenny
375
New Ross - Kiltealy - Enniscorthy
377
Wexford - Enniscorthy
378
Wexford - Churchtown
379
Wexford - Curracloe - Kilmuckridge - Gorey
380
Wexford - Ferrycarrig - Crossabeg
381
Wexford - Blackhall
382
Wexford - Adamstown - Wexford
383
Wexford - Kilmore Quay
384
Dublin - Arklow - Gorey
385
Wexford - Rosslare Strand - Rosslare Europort
416
Galway - Spiddal - Carna
417
Galway - Corofin
419
Galway - Oughterard - Recess - Clifden
421
Galway - Oughterard - Recess - Clifden - Westport
420
Galway - Cong
422
Westport - Castlebar- Claremorris - Tuam- Galway
423
Galway -Galway GMIT- Kinvara- Lisdoonvarna - Doolin -Cliffs of Moher
424
Galway - SpiddaL- Carraroe - Lettermullen
425/425A
Galway - Claregalway- Mountbellew - Roscommon- Longford
429
Galway - Claregalway- Tuam - Ballyhaunis- Castlerea
432
Galway - Cong
434
Galway - Oranmore- Kinvara- Gort
439
Ballina - Swinford- Castlebar - Westport
440
Ireland West Airport - Castlebar - Westport - Dooagh(Achill Island)
21 | Page
Route
No.
Route Description
442
Charlestown - Kiltimagh - Castlebar - Westport
443
Ballina - Cooneal - Farragh Cross
444
Ballina - Dromore West
445
Ballina - Killala - Ballycastle
446
Ballina - Belmullet- Blacksod
447
Finea - Castlepollard - Mullingar
450
Westport - Louisburgh - Killadoon
451
Ballina - Charlestown - Longford
454
Ballina - Crossmolina - Lahardane - Castlebar - Westport
455
Ballina - Moygownagh - Crossmolina
456
Galway - Cong -Ballinrobe - Westport - Castlebar - Ballina
457
Castlerea - Ballintubber - Roscommon
458
Sligo - Enniscrone - Ballina
460
Sligo - Castlerea
461
Roscommon - Athlone
462
Sligo - Ballinamore - Carrigaleen
463
Carrigalleen - Longford
464
Carrigalleen - Enniskillen
465
Carrigallen - Ballyconnell- Cavan
466
Athlone - Ballymahon- Longford
467
Longford - Lanesboro - Roscommon
468
Strokestown - Elphin - Carrick on Shannon
469
Sligo - Drumkeeran - Drumshambo - Carrick on Shannon- Mohill-Longford
470
Sligo - Manorhamilton - Glenfarne - Dromahair
471
Sligo - Ballymoate - Riverstown
472
Sligo - Strandhill
473
Sligo - Rosses Pt
474
Sligo - Maugherow
475
Sligo - Ballisodare - Collooney - Coolaney
476
Tubbercurry - Killavil - Bunninadden - Ballymoate
479
Aclare - Tourlestrane - Coolaney - Sligo
480
Sligo - Bundoran - Ballyshannon- Donegal - Ballybofey - Letterkenny/Derry
483
Ballyshannon - Kinlough - Ballintrillick - Sligo
485
Ballyshannon - Bundoran
486
Ballyshannon- Enniskillen- Lough Derg
487
Strabane - Raphoe - Letterkenny
489
Letterkenny - Carrigans - St Johnston - Strabane
490
Donegal - Killybegs - Glencolumbkille
491
Letterkenny - Ballybofey
492
Donegal - Glenties - Dungloe
494
Strabane - Lifford - Ballybofey
495
Ballyshannon - Bundoran- Kinlough - Manorhamilton
22 | Page
Appendix 2: Services under consideration for
removal from Contract in 2016
Table A2: Bus services2 being considered for removal for competitive tendering. A quotient of 10%
of Bus Éireann’s overall PSO operation will be selected from the options below and will be
provided under a separate contract by late 2016.
Cork city
222
Cork - Carragaline - Crosshaven - Fountainstown
223
Cork - Monkstown - Ringaskiddy - Haulbowline
232
Cork - Ballincollig
Waterford
City and
Tramore
601
Ballybeg - The Quay
602
St Johns Pk - Patrick St
603
WIT - The Quay
604
Carrickphierish Rd - The Quay
605
Oakwood - The Quay - Waterford Regional Hospital
360/360A
Waterford - WIT - Tramore
Dublin
Commuter
100
Drogheda - Dunleer Castlebellingham - Dundalk - Newry
101
Dublin - Airport - Balbriggan - Drogheda - Termon Abbey
101X
Wilton Tce - Balbriggan -Drogheda - Termon Abbey
133
Dublin Airport - Dublin -Bray -Kilmacanogue -
Newtownmountkennedy - Ashford - Wicklow
Stage
carriage
(selected
southeast
region
services)
362
Waterford - Dungarvan
365
Waterford - Thomastown
366
Waterford - Dungarvan - Cappoquin - Lismore
367
Waterford - Carrick−on−Suir -Clonmel
370
Waterford - WIT - New Ross - Duncannon - Wexford - Rosslare
Europort
371
New Ross - Foulksmills - Adamstown - Wexford
372
New Ross - Foulksmills - Wellington Bridge - Wexford
373
New Ross - Fethard on Sea - Wellington Bridge - Wexford
374
New Ross - Inistioge - Kilkenny
375
New Ross - Kiltealy - Enniscorthy
377
Wexford - Enniscorthy
378
Wexford - Churchtown
379
Wexford - Curracloe - Kilmuckridge - Gorey
380
Wexford - Ferrycarrig - Crossabeg
381
Wexford - Blackhall
382
Wexford - Adamstown - Wexford
383
Wexford - Kilmore Quay
2 Currently provided by Bus Éireann in accordance with the 2009 contract with the National Transport Authority which
will remain within the Bus Éireann direct award contract for a maximum of two years.
23 | Page
24 | Page
25 | Page
26 | Page
