Rathlin Ferry - Garbage Trucks and Yellow Ponchos

DRD BUDGET 2007 SPENDING PROPOSALS
Introduction
1. DRD’s Other Resource spending proposals total some £ 245.7 / 336.0 /

372.6m across the Budget 2007 period and further details are set out below.
Spending Proposals
2. A summary of the key spending proposals are set out as follows.
3. The top priority bid of £ 157.3 / 192.9 / 219.3 m is what would be required to
meet the subsidy needed for Northern Ireland Water to fully deliver its
Strategic Business Plan. The water and sewerage charging regime was
expected to be introduced on 1 April 2007 and officials had put all
arrangements in place to ensure that this would happen. New charges were to
be phased in over three years with one third of charges being payable by
customers in the first year, two thirds in the second year and the full charge
payable in the third year. The shortfall from customer revenue was to have
been made up by Government subsidy.
4. On 26 March 2007, the Secretary of State deferred the introduction of annual

charges to enable a returning Executive to decide how to take forward this
issue. The Executive decided on 10 May 2007 to defer charges for the
2007/08 charging year while a review of existing arrangements is conducted
with a view to finding sustainable and acceptable funding arrangements for
water and sewerage services. This will result in the need to pay NIW an
increased level of subsidy.
5. At this stage it is impossible to know what the outcome of the Executive’s

deliberations will be but it is possible to quantify a number of scenarios
including:
• the amount required if it is decided to defer the introduction of charges

beyond 2010-11; and
1
• the amount required to finance the phasing in of charges (1/3 / 2/3 / full)
over the 3 years from 1 April 2008.
6. Our bid of £157.2 / 192.8 / 219.2m relates to the first scenario where charges
would be deferred beyond 2010-11.
7. However, and by way of illustration, if the Executive decides to phase in

charging on the same basis as the Direct Rule administration (1/3 / 2/3 / full
over the 3 year period from 1 April 2008) NIW would be able to raise some
£ 138.9 / 235.9 / 338.4 m through charges and the bid would reduce to some
£ 73.5 / 14.5 / 0 m.
8. The Department’s second bid of some £ 2.6 / 4.0 / 5.4 m would secure the
provision needed to maintain the bus and rail Concessionary Fares schemes
(including the new All Ireland Free Travel Scheme for Older People) in line
with predicted passenger levels. The Concessionary Fares scheme is
designed to promote discounted travel on local public transport to those on
limited incomes and those who have mobility difficulties.
9. Following a Ministerial announcement in August 2006 the Department has

embarked on a programme of public transport reform which will result in the
establishment of a Passenger Transport Authority (PTA) which will be local
government based and responsible for planning, designing and securing public
transport needs through a tendering process. The next bid of £0 / 1.3 / 2.5 m
is to cover the estimated costs associated with the establishment of the PTA.
10. The fourth spending proposal is to allow the Department to meet increased
Fuel Duty Rebate costs to bus operators due to:
• the 3.3% rebate increase set by Treasury and announced by the

Chancellor of the Exchequer in December 2006 ; and
• the significant increase in bus services due to the implementation of the

Ulsterbus Strategic Review and the pending introduction of “Metro 2”
2
11. DRD’s fifth bid of £ 10 / 10 / 10 m is the first of four tranches of spending

proposals to bring the Structural Maintenance baseline up to the levels
recommend by the Structural Maintenance Funding Plan (SMFP) at 2007/08
prices. The SMFP was independently reviewed and updated by Professor MS
Snaith in 2005 and recognises that road and footway surfaces do not last
forever and have limited life spans. The NIAO also endorsed the SMFP as a
sound basis of presenting Road Service’s funding requirements.
12. The Department’s sixth bid of £4.2 / 4.3 / 4.5 m is the first of three Roads
Service Street Lighting spending proposals in relation to electrical inspection
and testing, increased energy costs and maintenance of the street lighting
stock. Roads Service provides and maintains street lights mainly to improve
road safety after dark, but this also helps reduce crime and enhance the
environment for night-time social and commercial activity.
13. Bid 7 is required to fund finance charges that would be payable on contracts
for DBFO Packages 1 and 2 which will deliver major capital improvements to
the road network in line with the Regional Transportation Strategy (RTS) and
Regional Strategic Transport Network Transport Plan (RSTNTP).
14. The remainder of the Department’s other resource spending proposals are
required to meet pressures in:
• technical adviser costs for the ISNI 2 roads capital programmes, Rapid
Transit and the reviews of the RTS and RDS: (the associated Admin cost
implications of these bids are included in Section 5);
• new compensation payments arising from the introduction of health service
recovery charges,
• the procurement and operation of Rathlin Island ferries;
• NITHC rail and bus employer pension contributions to NILGOSC; and
• the transfer of some 2,000 Roads Service staff to local government under
RPA.
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15. There are also new spending proposals to;
• provide hourly local bus services in 29 towns;

• extend the Transport Programme for People with Disabilities; and
• extend the Concessionary Fares scheme.
16. More information on each DRD spending proposal including the supporting
evidence requested by DFP is set out in the enclosed proforma.
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Table 2- Departmental Proposal Pro-Forma
1. Summary of Spending Proposal

Subsidies to Water GoCo – the amount required if it is
Title: decided to defer the introduction of charges beyond 2010-
11 (Bid 1)
Responsible Officer: John Mills
Spending Area & UoB: BO1 Water & Sewerage - UOB B0102
Link to other bids: N/A
Integrated Impact Assessment of proposals published in

Date HLIA completed:
December 2005
EU Matched Fund bid: None
Set out short summary of the main details of the spending proposal including
alignment with Ministerial Priorities
The introduction of a comprehensive water and sewerage charging regime was expected to
be put in place on 1 April 2007 and officials had put all arrangements in place to ensure that
this would happen. New charges were to be phased in over three years with one third of
charges being payable by customers in the first year, two thirds in the second year and the
full charge payable in the third year. The shortfall from customer revenue was to have been
made up by Government subsidy.
On 26 March 2007, the Secretary of State deferred the introduction of annual charges to
enable a returning Executive to decide how to take forward this issue. At a meeting of the
Executive on 10 May 2007 a decision was taken to defer charges for the 2007/08 charging
year while a review of existing arrangements is conducted with a view to finding sustainable
and acceptable funding arrangements for water and sewerage services. This will result in
the need to pay NI Water an increased level of subsidy.
At this stage it is impossible to know what the outcome of the Executive’s deliberations will be
but it is possible to quantify a number of scenarios including:
• the amount required if it is decided to defer the introduction of charges beyond 2010-11;
and
• the amount required to finance the phasing in of charges (1/3 / 2/3 / full) over the 3 years
from 1 April 2008.
This bid relates to the first scenario where charges would be deferred beyond 2010-11.
This spending proposal aligns with the Ministerial Priority of improving water and sewerage
infrastructure.
5
2. Resource Requirements (£000’s)

Baseline CSR Resource Requirements
2007-08 2008-09 2009-10 2010-11

Resource 152,775 157,250 192,850 219,250
For information only
Associated
0 0 0 0
Admin
Associated
7,000 4,030 1,000 1,020
Capital
Supporting evidence that level of resource requirement is the minimum necessary
The Strategic Business Plan for NI Water allows the company to recover revenues totalling
£356.2 / 385.4 / 404.4 m for the three years 2008/09 – 2010/11. The phasing in of charges
(together with existing charges) was to have raised £223.3 / 326.1 / 359.8 m over those three
years but indefinite deferral would reduce these amounts to £55.2 / 57.5 / 58.6 m.
The calculation of the bid is set out as follows
2008-09 2009-10 2010-11

£m £m £m
Recoverable revenues per SBP 356.2 385.4 404.4

Less: income from charges under this (55.2) (57.5) (58.6)
scenario
301.0 327.9 345.8
Less: Budget baseline (143.8) (135.0) (126.5)
Bid 157.2 192.9 219.3
The difference between the level of revenue that would be raised under the Direct Rule
proposals (£223.3 / 326.1 / 359.8 m) and the level of revenue raised if charging was deferred
indefinitely (£55.2 / 57.5 / 58.6 m) gives an indication of the additional cost to the NI DEL of
deferral i.e. £168.1 / 268.6 / 301.2 m.
The supporting evidence for the amount required to finance the phasing in of charges (1/3 /
2/3 / full) over the 3 years from 1 April 2008 is provided at the end of Section 3.
Could reduced scale of bid be delivered? No
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3. Public Service Impact on PSA Key Performance Indicators

Baseline Projected Impact
PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 1
PSA 1
How will spending proposal impact on PSAs and bring wider benefits to the public?
DSO1
Contribute to health and well-being, and the protection of the environment through the
development and maintenance of a policy and regulatory environment aimed at providing a
modern, high quality water and sewerage service.
KPI
• Complete implementation of a co-ordinated regulatory framework for the delivery of water
and sewerage services;
• Acceptable levels of compliance with EU requirements and improved consumer standards
achieved through the regulatory regime; and
• Sustainable and acceptable funding of water and sewerage services put in place.
Payment of the subsidy will enable NIW to maintain financial stability and it will move the
Company towards self-financing one year later ie 2010/11.
PSA 1
Improved water and sewerage services.
KPIs
• Relevant Key Performance Indicators set out in Northern Ireland Water’s agreed Strategic
Business Plan.
Continued funding of water and sewerage services via subsidy to NIW will enable the PSA
target to be met.
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4. Extent to which costs are unavoidable

Unavoidable due to: Yes/No Details of why pressure cannot be avoided and
or funded from within existing baselines?
Ministerial Pre- Yes The Secretary of State has agreed the deferral of
commitment the introduction of charges; deferral for 2007/08
was subsequently confirmed by the Executive.
Legal/Statutory Obligation Yes Article 213 of the Water and Sewerage Services
(Northern Ireland) Order 2006, the Instrument of
Appointment and a Memorandum of Understanding
between DRD and NIW make commitments for the
payment of subsidy to the company.
Price Inflation No
Provide details as to why the level of resources requested is the minimum necessary?
The NIW strategic business case sets out the agreed costs and revenue of the Company for
the first 3 years of operation. These have been agreed by DFP and DRD and reflect the
amounts to be raised through charges (or in the absence of charges Government subsidy).
The figures have been through an extensive checking exercise over the past 12-18 months in
close consultation with the Department’s financial advisers.
5. Positive Equality and Sustainable Development Impact

Will the spending proposal
have a positive impact in
terms of: Yes/No Detail
No
Equality
No
Good Relations
No
Poverty/Social Inclusion
No
Sustainable Development
8

Title: Concessionary Fares Scheme Bus & Rail (Bid 2)
Responsible Officer: Elaine Russell
Spending Area & UoB: AO2 Transport - UOB A0202 and UOB AO203
Date HLIA completed: 30 April 2007
EU Matched Fund bid: No
This proposal is necessary to ensure the Department has sufficient funding to maintain the
existing levels of subsidy in line with predicted passenger levels.
The Concessionary Fares Scheme is designed to promote discounted travel on local public
transport to those on limited incomes and those who have mobility difficulties.
The Scheme provides concessions to the following categories:
Free travel to:

• registered blind; war disabled and
• senior citizens over the age of 65.
Half fare travel to:
• children aged 16 and under;
• people with learning difficulties;
• people in receipt of the mobility component of DLA;
• the partially sighted; and
• those refused a driving license on medical grounds.
The maintenance of these services is in line with Departmental policy and forms part of the
Departments commitment to:
• maintain an accessible transport strategy; and

• promote social inclusion by improving public transport accessibility through free and
concessionary fares for members of the community who are most vulnerable, or liable to
social exclusion.
This spending proposal aligns with the Ministerial Priority of delivering a modern public
transport system and is linked to DHSSPS’s Bamford Review of Mental Health and Learning
Disability.
9

2007-08 2008-09 2009-10 2010-11
Resource 22,055 2,600 4,000 5,400
Associated __ __ __ __
Admin
Capital
Costs have been estimated using a combination of historical data and Translink’s projected
passenger uptake. The projected requirements are based on actual expenditure incurred in
2006/07 with an annual uplift of 5% applied to each subsequent year to account for fare
increases and predicted increased patronage and the funding of the introduction of the All
Ireland Free Travel Scheme for Older People in 2007/08.
It is estimated that these costs are the minimum required to effectively maintain the Scheme
and these could rise further:
• as the services are demand led;

• from the actual impact of the All Ireland Free Travel Scheme for Older People; and
• from any future restructuring of Translink services (eg the introduction of Metro 2).

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
Maintain and develop a safe and effective transportation network and deliver high quality
public transport services.
KPI
Improved public transport services and infrastructure.
PSA 2
To have a modern, sustainable, safe transportation system which benefits society, the
economy, and the environment and which actively contributes to social inclusion and
everyone’s quality of life.
KPI
Further passenger growth and modal change towards Public Transport.
The wider benefits to the community of maintaining these services include;
• promote discounted travel on local public transport to those on limited incomes and those
who have mobility difficulties
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• maintain an integrated sustainable transportation network by securing and increasing the

use of a safe effective and accessible public transport system.
• promote greater use of public transport and ease the pressure on the Roads
infrastructure.
• maintaining the infrastructure, communications and environment for sustainable

economic, social and cultural development.

Ministerial Pre- Yes Following a review of the Concessionary Fares
commitment Scheme the following strategies were reiterated.
The Accessible Transport Strategy published in

2005 has a strategic objective (No. 7) “to provide
help with travel costs to enable older people and
people with disabilities to use the transport services
available to them.”
The Targeting Social Need policy launched in 1998

which relates to older people aims to address
tackling social exclusion through transport policy.
The associated action plan included a commitment
to continue to fund the Concessionary Fares
scheme in providing free travel for those aged over
65.
An Equality Impact Assessment in 2004 included

an aim “To promote social inclusion by improving
public transport accessibility through free and
concessionary fares for members of the community
who are most vulnerable, or liable to social
exclusion”
Legal/Statutory Obligation No
Price Inflation No
See paragraph 2
11

Yes These proposals will have a positive impact on
women, older people, young people and those
Equality with disabilities.
Yes These proposals will allow people with

disabilities to share conventional transport
services with the general public. The contact
Good Relations
and exposure to others offers the opportunity to
break down barriers and improve relationships.
Yes Maintaining concessionary travel helps address

some of the issues relating to poverty and
social exclusion and could help improve access
to employment opportunities and education and
Poverty/Social Inclusion skills development. This would improve the
prospects of people from disadvantaged groups
participating more fully in their community and
society as a whole.
Yes This proposal would contribute to the promotion

of sustainability by providing a public transport
alternative to private car use thereby
encouraging a modal shift in personal transport
use.
12

Title: Public Transport Reform (Bid 3)
Responsible Officer: DOREEN BROWN
Spending Area & UoB: AO2 Transport - Requires new UOB
Link to other bids: ISNI 2 (capital bids)
Date HLIA completed: 2 May 2007
EU Matched Fund bid: N/A
Following a Ministerial announcement in August 2006 the Department has embarked on a

programme of public transport reform which will result in the establishment of a Passenger
Transport Authority (PTA) which will be local government based and responsible for planning,
designing and securing public transport needs through a tendering process. This will ensure
a regulated and integrated system, a change from the current, mainly capital investment to
revenue and a clear delineation of roles.
This spending proposal aligns with the Ministerial Priority of delivering a modern public
transport system.

2007-08 2008-09 2009-10 2010-11
Resource - - 1,300 2,500
Associated - 1,540 2,930 5,940 (x)
Admin
Associated - - 1,000 (y) 2,000 (z)
Capital
(x) This is a net estimate based on our understanding of the costs required to establish a
similar type PTA in Yorkshire and does not include costs of existing NITHC, Translink and
DRD / NICS posts. We are at this stage unable to identify the existing staff in those
organisations whose posts may transfer to the new authority as this project is very much in
the preliminary stages.
(y) This refers to potential capital costs, ie refurbishment of new premises and new IT facilities
(cabling, hardware, new computers.
(z) This relates to the potential cost of new ticketing system
13

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
Develop and implement new public transport structures by April 2010.
PSA 2
KPI
Implementation of new arrangements for the governance of trust ports and procurement of
The proposals under the PTA are intended to deliver a regulated and integrated system which
will allow public transport across the region to be planned and delivered in a consistent
manner facilitating the use of interconnecting services and common ticketing arrangements
leading to improved services for the public.

Ministerial Pre- Yes Following Ministerial announcement in August 2006
commitment this is a new area of work.
Legal/Statutory Obligation Yes Transport Act (NI) 1967 and subsequent related
legislation needs to be replaced/amended.
Price Inflation No
These costs have been calculated on the additional costs required over and above the current
level of funding of the relevant costs in DRD/NITHC/Translink.
14

Yes Leads to improved planning and delivery of
public transport for all Section 75 groupings.
Equality
No
Good Relations
Yes Availability of affordable and efficient public

transport is a fundamental principle which
Poverty/Social Inclusion supports social inclusion.
Yes An effective public transport system supports

the principles of sustainable development,
Sustainable Development reduces traffic congestion and environmental
pollution.
15
Fuel Duty Rebate (Bid 4)

Title:
Spending Area & UoB: AO2 Transport - UOB A0203
The Department pays Fuel Duty Rebate as part of a government policy initiative to bus
operators under provision Section 14 of The Finance Act (Northern Ireland) 1966 and Part II
of the Transport Act (Northern Ireland) 1967.
The rationale behind this funding proposal is to allow the Department to meet increased costs
due to:
(1) the 3.3% rebate increase set by Treasury and announced by the Chancellor of the
Exchequer in December 2006 ; and
(2) the significant increase in bus services due to the implementation of the Ulsterbus
Strategic Review and the pending introduction of “Metro 2”
NITHC would be unable to meet these increased costs without increasing fares or cutting
services which would have a negative impact on the Ministerial Priority of delivering a modern
public transport system.

2007-08 2008-09 2009-10 2010-11
Resource 1,400 1,700 2,200
Associated __ __ __
Admin
Associated __ __ __
Capital
16
Requirements have been established from reviewing historic expenditure on services

operated by Translink and private operators. The rise in rebate from 37.96 pence per litre
(ppl) to 39.21ppl, announced by the Chancellor in December 2006 has resulted in projected
costs exceeding current indicative budgets. The shortfall will inevitably increase in future
years in line with further rises in the level of rebate set by Treasury.
Failure to secure this funding will mean the Department will not meet the terms of conditions
of payment of Fuel Duty Rebate. Consequently, Bus Operators will pass on additional costs to
customers through increases in fare prices.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
The funding is required to enable the Department to subsidise bus service operating costs
and, therefore:
• maintain an integrated sustainable transportation network by securing and increasing the

use of a safe effective and accessible public transport system.
• promote greater use of public transport and ease the pressure on the Roads
infrastructure.
• maintain the infrastructure, communications and environment for sustainable economic,

social and cultural development.
services. This would therefore have a negative impact on both the above DSO and PSA.
17

Unavoidable due to: Yes/No Details of why pressure cannot be avoided and or
funded from within existing baselines?
Ministerial Pre- No
commitment
Legal/Statutory Yes Section 14 of the Finance Act Northern Ireland 1966.

Obligation Part II of the Transport Act (Northern Ireland) 1967
Price Inflation No
There is a legal obligation on the department to pay bus operators for customs and excise
duties payable on bus services meeting the terms and conditions of the fuel duty rebate
scheme.

Yes Maintaining bus services will improve equality
of access to training and employment
Equality opportunities for those people who rely on
public transport.
No
Good Relations
Yes These services would help address issues

relating to poverty and social exclusion faced
by those who do not have access to other
forms of transport. They would improve access
to employment opportunities and help remove
Poverty/Social Inclusion barriers to education and skills development,
which in turn would improve the prospects of
people from disadvantaged groups participating
more fully in their community and society as a
whole.
Yes Maintaining public transport availability to

people living in places which are currently
poorly served would help contribute to the
promotion of sustainability by providing a viable
alternative to private car use and perhaps
encourage a modal shift in personal transport
behaviour in those areas.
18

Title: Structural Maintenance – Tranche 1 (Bid 5)
Responsible Officer: Dr Andrew Murray
Spending Area & UoB: AO1 Roads - UOB A0102
Street Lighting – this bid is contingent on the success of

Link to other bids: the street lighting bids and would be revised if these bids
failed
Date HLIA completed: April 2007
Additional funding is required for the Structural Maintenance of Northern Ireland’s 25,000kms
of public roads and footways.
The opening baseline for structural maintenance in 2008/09 is some £59.7m which is some
£39.8m less than the level recommended in the independently assessed Structural
Maintenance Funding Plan (SMFP) at 2007/08 prices. The SMFP was independently
reviewed and updated by Professor MS Snaith in 2005 and recognises that road and footway
surfaces have limited life spans. The NIAO also endorsed the SMFP as a sound basis of
presenting Road Service’s funding requirements.
Inadequate Structural Maintenance can lead to a number of adverse implications:
• the network suffers accelerated deterioration that leads to increased impairment charges
which, in the case of motorway and trunk roads would have budgetary implications.
• more expensive reconstruction in later years and represents poor value for money as it
costs 4 to 5 times as much to carry out reactive structural maintenance as opposed to
proactive treatments;
• potential increase in public liability claims as road defects may not be repaired on a
timely basis leading to further erosion of available funding; and
• DRD would be subject to further criticism from the local construction industry because of
the failure to sustain funding at the levels envisaged in the Regional Transportation
Strategy. However, this may need to be balanced against the likely loss of income which
the Construction Industry would suffer.

2007-08 2008-09 2009-10 2010-11
Resource 59,700 10,000 10,000 10,000
Associated
Admin
Associated
Capital
19
A well maintained road network is essential for the social and economic well being of
Northern Ireland. It has been independently established that some £99.5m per annum
(updated at 2007/08 prices) is needed to adequately maintain the structural integrity of the
region's road network. Fluctuating oil prices and increased costs also continue to impact on
the purchasing power of our allocations.
The main purpose of the bid is to target structural maintenance with particular emphasis to
the Regional Transportation Strategy (which received unanimous approval from the NI
Assembly in 2002).
The bid will make a vital contribution in improving road conditions for all road users and will
also help to reduce the maintenance backlog.
Could reduced scale of bid be delivered? Yes

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
Maintain the road network to defined levels of structural condition.
PSA 2
KPI
Maintain the road network to defined levels of structural condition to promote its safe and
efficient operation.
This spending proposal will help preserve the value of this important asset and bring safety
and improvement benefits right across the roads network throughout the region.

Ministerial Pre- No
commitment
Legal/Statutory Obligation Yes Roads Service has a statutory obligation to

maintain the public road network.
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Price Inflation Yes Fluctuating oil prices and increased costs also
continue to impact on the purchasing power of our
allocations.
Other 1- Safety Yes Failure to effectively maintain roads will adversely
affect Road Safety, for example skidding resistance
If this bid for funding is unsuccessful then Roads Service will be faced with a much larger bill
at a later date.
In the interim, substantial nugatory expenditure will be incurred carrying out the extensive
patching work these roads will require to maintain them in a safe condition. There may also
be an increase in public liability claims.

No Structural Maintenance is neutral in terms of
equality impact.
Equality

good relations impact.
Good Relations

poverty / social inclusion impact.
Yes Adopting the levels outlined in the good

practice Structural Maintenance Funding Plan
ensures that the network receives timely
treatments aimed at improving public safety
and increasing value for money.
21

Title: Street Lighting Electrical Inspection and Testing (Bid 6)
Responsible Officer: Francis Miskelly
(i) Street Lighting – Electricity Costs

Link to other bids:
(ii) Street Lighting – Operation and Maintenance
This spending proposal is to allow the electrical inspection and testing of street lighting and
illuminated signs equipment in accordance with best practice standards at the required rate
throughout the three years of the Budget 2007 period. The bid also cover the costs of priority
1 remedial works arising from the inspections.
This is an obligatory Health and Safety requirement under the Electricity at Work Regulations
(EaWR).
Roads Service provides and maintains street lights mainly to improve road safety after dark,
but this also helps reduce crime and enhance the environment for night-time social and
commercial activity.
This spending proposal aligns with the Ministerial Priorities of safer roads and maintaining
and developing the road network.

2007-08 2008-09 2009-10 2010-11
Resource - 4,200 4,300 4,500
Associated
Admin
Associated
Capital
These are the estimated costs of carrying out a programme of inspection and testing of one
sixth of street lighting and illuminated signs in each of the years indicated. It is necessary to
proceed at this rate in order to complete the initial cycle of inspection and testing within 6
years.
The EaWR refers to BS7671, the Institute of Electrical Engineers (IEE) Wiring Regulations,
for advice on carrying out the inspection and testing. Inspection and testing of highway power
supplies should be carried out at intervals not exceeding 6 years. This requirement is
reiterated in the Roads Liaison Group’s ‘Well-lit Highways’ Code of Practice for Highway
Lighting Management.
22

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPIs
• Maintain the road network to defined levels of structural condition.
• Safer roads
PSA 2
KPI
This spending proposal will contribute towards the safety of persons coming into contact with
highway power supplies.

Ministerial Pre- No
commitment
Legal/Statutory Obligation Yes Inspection and Testing of highway power supplies

is required under the Electricity at Work
Regulations – at a period not exceeding 6 years.
Price Inflation Yes Street lighting inspection and testing costs are
subject to price inflation.
Other 1- Safety Yes This spending proposal will contribute towards the
safety of persons coming into contact with highway
power supplies.
This level of funding is necessary to allow one sixth of Roads Service’s street lighting and
illuminated signs to be inspected and tested for electrical safety in each of the three years of
this CSR period.
23
This is necessary if Roads Service is to meet our obligations under Electricity at Work
Regulations to complete a cycle of inspection and testing within six years.

EQIAs on the RTS, BMTP and the RSTNTP

Equality Yes acknowledged that street lighting schemes may
have a positive differential impact on gender as
they increase safety for women.
Good Relations No Neutral
Poverty/Social Inclusion No Neutral
Sustainable Development No Neutral
24

Title: DBFO Package 1 and 2 (Bid 7)
Responsible Officer: Geoff Allister
Link to other bids: None
The DBFO Packages 1 and 2 contracts will deliver major capital improvements to the road
network in line with the Regional Transportation Strategy (RTS) and Regional Strategic
Transport Network Transport Plan (RSTNTP).
PPP1 is valued at around £120m (ISNI 1) and covers the M1 / Westlink, M2 Widening and
Antrim Hospital off-slips.
PPP2 is valued at around £250m (ISNI 1) and covers
− Dualling the A1 between Beechill and Cloghogue;

− Provision of 4 junction improvements on the A1;
− Dualling the A4 between Dungannon and Ballygawley;
− Improvements to the A4 at Annaghilla and A5 at Tullyvar; and
The contracts also cover operation and maintenance of part of the motorway and trunk road
network for a period of 30 years.
This spending proposal is necessary to cover the Finance Charges on the DBFO contracts
and aligns with the Ministerial Priorities of maintaining and developing the road network.

2007-08 2008-09 2009-10 2010-11
Resource - - - 22,000
Associated
Admin
Associated
Capital
The level of requirement is based on contractual commitments and represents the interest
element and operating and life cycle costs of the contractor payments.
25

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPIs
• Maintain the road network to defined levels of structural condition;
• More efficient transportation infrastructure;
• Safer roads; and
• Improve the Strategic Road Network.
PSA 2
KPIs
• Improve the Strategic Road Network;
• Maintain the road network to defined levels of structural condition to promote its safe and
efficient operation;
• Reduce the number of people killed or seriously injured in road traffic collisions; and
• Reduce journey times on the Key Transport Corridors.
.
This spending proposal will help meet these KPIs by undertaking the schemes outlined in
paragraph 1.

Ministerial Pre- Yes Ministers have announced that these packages will
commitment be taken forward as PPPs.
Legal/Statutory Obligation Yes Contractually committed under Package 1 The

contract for package 2 is due to be signed in June
2007.
Price Inflation No
The level of requirement is based on contractual commitments.
26

Yes Positive effects for Catholics, Nationalists and
Republicans, people with disabilities, people
with dependents and older people based on
Equality
EQIA carried out for the RTS, RSTNTP and
screening carried out for DBFO procurement.
No Neutral
Good Relations
Yes The capital schemes will improve road safety

whilst improved accessibility / journey times will
facilitate easier and faster access to all parts of
Poverty/Social Inclusion the region. This is turn improves public
transport and accessibility to areas of economic
prosperity and employment.
Yes The schemes are being constructed within

environmental limits through balancing
earthwork quantities. They will help achieve a
just society and sustainable economy by
Sustainable Development improving accessibility to peripheral areas of
Northern Ireland and show evidence of good
governance in the way in which schemes were
progressed through the statutory procedures.
27

Greater Belfast Rapid Transit and review of RTS / RDS (Bid
Title:
8)
Responsible Officer: Alan Preston
Spending Area & UoB: AO2 Transport - A0205
Link to other bids: ISNI 2
This involves funding a dedicated project team for the introduction of 2 rapid transit pilot
schemes serving the Newtownards corridor to Belfast city centre and a route serving the
Titanic Quarter, George Best Belfast City Airport and retail development in the harbour estate.
The proposal conforms with an undertaking in the Belfast Metropolitan Transport Plan
(BMTP) and the transport vision outlined in the Regional Transportation Strategy (RTS) and
Regional Development Strategy (RDS).
This proposal is also to prepare for and carry out the major 10 year review of the RDS
including establishing a new baseline of development progress and amendment of policy
where required. This process will be informed by research on demographic change, housing
supply and demand and other drivers of change, analysis of spatial indicator monitoring,
strategic environmental assessment, appropriate assessment of proposals affecting
environmental sites, health impact assessment and rural proofing. The process will include
extensive consultation with stakeholders in the public, private and community sectors.
Furthermore this proposal is to engage specialist transport advisers to assist with the critical
analysis of the implementation of the RTS to date, transport modelling of any adjustments and
to undertake a strategic environmental assessment.
This spending proposal aligns with the Ministerial Priorities of delivering a modern public
transport system and adopting a sustainable approach to development and land use.

2007-08 2008-09 2009-10 2010-11
Resource - 1,100 850 600
Associated 600 620 650
Admin
Associated Nil Nil 10,000 74,666
Capital
28

Delivery of the Rapid Transit scheme will require the establishment of a dedicated project
team to progress the implementation to a detailed design stage. Other tasks required for this
scheme will be dependent on the outcome of feasibility studies but may involve tasks such as
consideration of funding, procurement and environmental and other statutory assessments.
The resource requirement is split between some £600k in respect of staffing costs (contained
in ISNI 2 bid) and some £600k for associated advisor costs.
There is also a need to establish a dedicated team to undertake the RTS review within agreed
timescales as there is minimal capacity to complete the work in house because of other
competing priorities. The review will examine the rate of implementation of the RTS and
Transport Plan initiatives; effectiveness of those initiatives toward the targets and outcomes
identified in the RTS and Transport Plans; transport budgets secured, including additional
funding made available through the Investment Strategy for Northern Ireland; and changes to
environmental, economic, demographic and political drivers. Based on the results of this
process, the team, in consultation with other Government Departments, political parties and
key stakeholders, will then critically examine the appropriateness of RTS key outcomes and
any changes in priorities required to achieve the key outcomes.
The RDS review includes establishing a new baseline of development progress and
amendment of policy where required. This process will be informed by research on
demographic change, housing supply and demand and other drivers of change, analysis of
spatial indicator monitoring, strategic environmental assessment, appropriate assessment of
proposals affecting environmental sites, health impact assessment and rural proofing. The
process will include extensive consultation with stakeholders in the public, private and
community sectors.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
DSO 3
PSA 2
PSA 3
DSO 2
KPI
DSO 3
To promote and ensure a sustainable approach to development and land use.
KPIs
• Require government Departments to have regard to the Regional Development Strategy in
exercising any functions in relation to development;
• Certify development plans and development schemes to ensure general conformity with
the Regional Development Strategy; and
• Seek to ensure general conformity with the Regional Transportation Strategy.
29
PSA 2
KPIs
• Further passenger growth and modal change towards Public Transport; and
• Mid-term review of the Regional Transportation Strategy.
PSA 3
To help achieve a strong spatially balanced economy, a healthy environment and an inclusive
society.
KPIs
• Reviews (every 5 years) of the Regional Development Strategy; and
• Mid-term review of the Regional Transportation Strategy.
The proposed Rapid Transit schemes comply with the transport vision contained in RDS and
RTS. Rapid transit will improve Belfast’s image thus helping inward investment. It also
improves access to education, employment and services and acts as a key to Belfast’s
regeneration helping to open up new areas and revitalise run down areas,
Furthermore it has the capacity to lever in private finance, encourage modal shift to more
sustainable forms of transport, improve local air quality through reduced emissions and
improve safety through reduced road casualties.
The Commission for Integrated transport indicated evidence of patronage transfer from car to
bus based rapid transit coupled with bus priority measures of between 3% - 10%. This could
be further enhanced if the associated infrastructure was comparable to light rail.
The RDS has a statutory function in regulating development decisions and particularly
Development Plans. Commitment to carry out a major review at the 2010 point was
contained in the RDS.
The 2010 review is important as there has been considerable change since the RDS was
published and such changes are likely to impact on expected outcomes. This includes climate
change, demographic change including the impact of inward migration, significant economic
change for political and global reasons and the overall change in the weight to be attached to
achieving more sustainable patterns of land use and transportation.
The commitment to carry out a mid term was contained in the RTS. This review is crucial as
there have been significant developments since the RTS was published which are likely to
impact on the expected outcomes. For example the increased emphasis on climate change
and sustainable development place a vital need on the critical analysis of the current strategy
and the likelihood of fundamental changes that will shift and enhance the benefits to the
public.
The specialists will play a pivotal role in the satisfactory achievement of the review processes
30

Ministerial Pre- Yes Commitment to a review at 2010 was contained in
commitment the RDS when it was published. The necessary
work will far exceed routine monitoring and
implementation work.
Commitment to a review was also contained in the

RTS when it was published. The expanded terms
of reference mean that the resulting pressure can
not be funded from within the existing baseline
Legal/Statutory Obligation Yes The RDS has a statutory base. All emerging
development plans and planning policy must be “in
general conformity “with the RDS.
Price Inflation No
Other 1- Yes BMTP indicated the introduction of rapid transit for

Belfast subject to economic appraisal budgetary
processes and the completion of statutory
processes.
There is a need to establish a dedicated project team for Rapid Transit. This spending
proposal may also need to increase to cover the provision of services into West Belfast and
up to Queen’s University.
The spending proposal will also cover the anticipated significant short term additional capacity
to undertake research and public engagement work re the RTS and RDS reviews.

The pilot schemes will serve as a catalyst to
establish a network that serves the whole of
Yes Belfast
Equality
The RDS and RTS reviews will assess the
impact on Section 75 categories. This will
inform the final Strategy.
The pilot CITI route will help ensure that the

available shared space in the BMAP includes
Good Relations Yes the Titanic Quarter
The proposed route serving the Newtownards

area will progress through a number of socially
Yes deprived areas. The route through Titanic has
Poverty/Social Inclusion economic and regenerative potential.
The RDS contains measures to address social

exclusion and to improve the overall wealth of
31
the region. The Review will ensure continuing

implementation of the RDS strategic objectives.
The RTS Review will ensure the ongoing

successful implementation of the RTS which
includes measures to reduce social exclusion
Rapid transit complies with the RTS that seeks

to contribute to economic activity by improving
Yes access to jobs, services and facilities; reduces
adverse environmental impacts and promotes
integration between land use, environment,
health, education tourism and wealth creation.
The RDS is based on sustainable values and

Sustainable Development achieving more sustainable patterns of
development. There are strong cross cutting
links between the RDS and the Northern
Ireland Sustainable Development Strategy.
The RTS Review and the associated critical

analysis will ensure the alignment of the
strategy with the Sustainable development
Strategy.
32

Title: ISNI 2 – Scheme Development: Technical Advisors (Bid 9)
Responsible Officer: Geoff Allister
Link to other bids: ISNI 2 – Capital Bids
Additional technical adviser costs to prepare initial programme proposals and the feasibility of
possible projects within the ISNI 2 capital programme to dual the Key Transport Corridors
(KTCs).
This spending proposal aligns with the Ministerial Priority of maintaining and developing the
road network.

2007-08 2008-09 2009-10 2010-11
Resource 2,098 3,000 4,000 2,000

Associated Admin 1,200 2,200 2,280
Associated 67,000 67,000 70,000
Capital
These costs are based on Roads Service’s historical scheme development costs.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
33
DSO 2
KPIs
• Maintain the road network to defined levels of structural condition;
• More efficient transportation infrastructure;
• Safer roads; and
• Improve the Strategic Road Network.
PSA 2
KPIs
• Improve the Strategic Road Network;
• Maintain the road network to defined levels of structural condition to promote its safe and
efficient operation;
• Reduce the number of people killed or seriously injured in road traffic collisions; and
• Reduce journey times on the Key Transport Corridors.
The ISNI 2 proposals will bring widespread benefits to the public in Northern Ireland in
reducing journey times and improving road safety.
Greater accessibility between economic hubs, acute hospitals and centres of education, will
bring widespread benefits to the economy and enhance public service provision and social
integration.

Ministerial Pre- No
commitment
Price Inflation No
Other 1- Yes New policy proposal
Technical Advisors are required to deliver the ISNI 2 capital programme.
34

The ISNI 2 proposals will benefit all areas of
Northern Ireland. However in line with the RTS
Yes and RSTN TP investment in Strategic Road
Improvement Schemes favours the West of the
Province. Therefore positive impacts accrue to
the Catholic, Nationalist and Republican
Equality
sections of the community.
The proposals will have a positive differential

impact on people with disabilities, with
dependents and older people
Good Relations No
Improved road safety and improved

accessibility / journey times will enhance
Yes access to all parts of the region. Greater
accessibility between economic hubs, acute
Poverty/Social Inclusion hospitals and centres of education, will bring
widespread benefits to the economy and
enhance public service provision and social
integration.
The improvements to the Strategic Road

Network will Improve accessibility / journey
Yes times to all parts of the region which promotes
sustainable economic development. This
strategy will promote economic growth which is
vital for a better quality of life through better
goods and services, for education, healthcare,
housing and will assist in alleviating poverty
and social exclusion.
35

Title: Recovery of Health Service Costs (Bid 10)
Responsible Officer: J McNeill
The Recovery of Health Services Charges (2006 Order) (Commencement) Order (Northern
Ireland) 2006 came into operation on 4 December 2006.
The Commencement Order brought the new ambulance and health services charges into
operation on 29 January 2007, and accidents occurring on or after this date shall be subject
to the new health services recovery charges (ambulance and inpatient/outpatient treatment)
which will increase DRD’s roads related compensation payments.
This spending proposal should be viewed in conjunction with DHSSPS which will be receiving
additional income from Roads service. Therefore the net impact on the NI DEL should be nil.

2007-08 2008-09 2009-10 2010-11
Resource - 500 520 540
Associated
Admin
Associated
Capital
The level of requirement is based on an analysis of personal injury claims against Roads
Service since 2002/03 together with the NHS tariff recovery costs (ambulance £159 per trip /
outpatient treatment £505 per day / inpatient treatment £620 per day).
36

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
An effective, efficient, economic and equitable compensation service to customers for loss
or injury.
PSA 2
KPI
An effective, efficient, economic and equitable compensation service to customers for loss
or injury.
This spending proposal should be viewed in conjunction with DHSSPS which will be
receiving this additional cost to Roads Service as additional income. Therefore the net
impact on the NI DEL is nil.

Ministerial Pre- No
commitment
Legal/Statutory Obligation Yes Increased expenditure due to new legal liability,

existing resource baselines unable to absorb this
expected pressure.
Price Inflation No
The level of requirement is based on an analysis of personal injury claims against Roads
Service since 2002/03 together with the NHS tariff recovery costs (ambulance £159 per trip /
outpatient treatment £505 per day / inpatient treatment £620 per day).
37

No Neutral
Equality
No Neutral
Good Relations
No Neutral
No Neutral
38

To procure and operate short term passenger and long
Title:
term RoRo Ferries for Rathlin Island (Bid 11)
Responsible Officer: Andrew Adams
Spending Area & UoB: AO2 - UOB A0210
The current vessel is nearing the end of its working life and is providing a very basic service.
DRD commissioned a Marine Consultant to review the current boat two years ago. He
reported that the boat had approximately five years service left.
The ferry service is a lifeline connection to the mainland for the resident islanders as well as
being essential for tourism. However, the quality of the existing ferry fails to meet the
expectations of many visitors with respect to shelter as only 27 people can be accommodated
inside with the remaining 100 on deck sitting on plastic chairs. In inclement weather the
operator provides these passengers with plastic yellow ponchos.
Replacement of the current vessel for Rathlin will enable a year round consistent level of
freight to be carried to the island. At present the carriage of freight is restricted to allow for
the carriage of passengers. During the summer months the car deck (which is also used for
freight) is used to carry additional passengers.
To maintain a high quality and safe service to the resident islanders and to continue to attract
tourists, investment is needed in the ferry service. The long term objective is to procure and
operate a RoRo ferry to allow access for council vehicles such as the garbage truck. However
this would not be available until 2010/11.
Therefore DRD propose to procure and operate a dedicated passenger ferry in the short term
to meet the transport requirements of islanders and tourist demand and allow the existing
ferry to focus mainly on carrying freight. This spending proposal is to fund marine advisers to
procure the suitable ferries and also to provide 4 additional crew.

2007-08 2008-09 2009-10 2010-11
Resource 500 520 540
Associated
Admin
Associated 1,200 3,100 3,100
Capital
39
Marine costings have been obtained from a marine adviser and the additional crew costs are
based on the existing staff costs.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
Businesses on Rathlin Island have currently grown to their capacity based on local use.
Further growth will be dependant on an increase in tourism. By providing an improved
passenger service there will be a substantial economic growth on the island which in turn will
lead to improvements in both economic and physical infrastructure.
A sustainable tourism strategy for Rathlin Island was commissioned in 2005. This report sets
out a number of areas for potential growth of tourism to the island and highlights the
limitations of the current ferry service in terms of passenger carrying. The statistics show an
increase in passenger traffic year on year to the point where there is no further capacity for
growth. Last summer the operators Calmac had to turn people away due to the vessel having
full capacity.
Rathlin has only scratched the surface with regard to Tourism and therefore access to a much
faster and bigger vessel would see a large growth in passenger traffic almost immediately.
Increased journeys and passenger numbers would also result in the need for additional
amenities such as accommodation and eateries thereby boosting the commercial setting
within Rathlin Island.
Improvement in the levels of freight which can be carried will assist both the physical and
economic growth of the island by allowing businesses to carry our regular trade between
Ballycastle and the island.
40

Ministerial Pre-
commitment No
Legal/Statutory Obligation DRD has authority under Article 99 of the Roads

Yes (NI) Order 1993 to provide a road ferry service to
link Ballycastle to Rathlin The ferry has been
provided by the Department since 1995 when the
Merchant Shipping Act imposed standards which
could not be met by the existing operators.
Price Inflation
No
See paragraph 2.

Current legislation allows existing vessels
Yes exemptions under the Disability Discrimination
Act (DDA). A new vessel will be designed to
meet DDA criteria as these exemptions will not
continue to apply
Equality Children of secondary school age also leave

the island during the working week to attend
school. An improved vessel will give a more
reliable service resulting in fewer occasions
when they are late going to or returning from
school.
No
Good Relations
This will provide the islanders with more

Yes employment opportunities which should reduce
Poverty/Social Inclusion poverty levels.
The increase in tourists visiting the island will

Yes lead to economic growth both by bringing more
money onto the island and by providing
Sustainable Development employment in local businesses. This should
encourage young islanders to remain on the
island rather than having to leave to find
employment.
41


failed
presenting Roads Service’s funding requirements.

2007-08 2008-09 2009-10 2010-11
Resource 59,700 10,000 10,000 10,000
Associated
Admin
Associated
Capital
42
region's road network. Fluctuating oil prices and inflating costs also continue to impact on the
purchasing power of our allocations.
the Regional Transportation Strategy.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
(Note: the above assumes the tranche 1 spending proposal is successful)

Ministerial Pre- No
commitment

43
Price Inflation Yes Fluctuating oil prices and inflating costs also
allocations.
If this bid is unsuccessful then Roads Service will be faced with a much larger bill at a later
date.

equality impact.
Equality

Good Relations

Yes
Adopting the good practice Structural
Maintenance Funding Plan ensures that the
network receives timely treatments aimed at
improving public safety and increasing value for
money (sustainability).
44

Increase in NITHC rail employer pension contributions to
Title:
NILGOSC (Bid 13)
In November 2004 it was established that there was a shortfall in the NILGOSC pension
scheme and NITHC were advised to increase their employer pension contributions from 4.6%
to 8.5% in 2005/06 and to increase their contributions in future years as follows:
2006/07 – 11%
2007/08 – 13%
2008/09 – 15%
2009/10 – 17%
2010/11 – 17%

2007-08 2008-09 2009-10 2010-11
Resource 1,230 1,670 1,670
Associated __ __ __
Admin
Associated __ __ __
Capital
These costs are based on applying the above increased employer contributions rates to the
projected wage costs of NITHC.
This spending proposal represents the percentage increase in employer contributions at a flat
wage rate. Translink will absorb the proportion of the increase relating to wage inflation.
45

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI

Ministerial Pre- No
commitment
Legal/Statutory Yes There is a legal requirement on NITHC to fund these

Obligation increased contributions into the NILGOSC scheme.
Price Inflation No
See paragraph 2
46

Yes The proposal will have a positive differential
impact on women, on people with disabilities,
Equality on people with elderly or disabled dependants
and on older / younger people.
No
Good Relations
Yes Maintaining existing Railway services impacts

positively in promoting social inclusion by
Poverty/Social Inclusion providing access to jobs and services
No
47

Bus Service Support (Bid 14)
Title:
Responsible Officer: Trevor Robinson
This spending proposal would;
• Provide local hourly bus services in each of the 29 towns identified by the draft Sub
Regional Transport Plan; and
• Provide bus services to Cairnshill Park and Ride site serving Belfast and fund preparatory
work on three other Park and Ride sites.
These services relate directly to the Regional Transportation Strategy, Children’s and Young
People’s Strategy, the Anti-poverty Strategy, Accessible Transport Strategy and the
Sustainability Strategy.
This spending proposal also aligns with the Ministerial Priority of delivering a modern public
Disability.

2007-08 2008-09 2009-10 2010-11
Resource 2,100 2,150 2,200
Associated __ __ __
Admin
Associated __ __ __
Capital
Local Bus Services – these costs have been established from actual historical running costs
from similar services operated by Translink.
Park and Ride – the costs of these bus services have been established through a specially
commissioned exercise using historical running cost data from Translink.
These costs are the minimum required to deliver the services to the standards set out in the
Regional Transportation Strategy.
48

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
Local Bus Services

These services would help address issues relating to poverty and social exclusion faced by
those who do not have access to other forms of transport. They would improve access to
employment opportunities and help remove barriers to education and skills development,
which in turn would improve the prospects of people from disadvantaged groups participating
more fully in their community and society as a whole.
Park and Ride

Park and Ride is a key element of the wider transport strategy here as set out in the Regional
Transportation Strategy.
Park and Ride would help to

• reduce city centre traffic and congestion;
• improve the city centre environment;
• contribute to the Belfast City Air Quality Management Plan; and
• maintain the economic viability of the city.

Ministerial Pre- Yes These proposals are in line with the commitments
commitment made in the Regional transportation Strategy.
Price Inflation No
49
See paragraph 2

Yes New town services will improve equality of
access to training and employment
Equality opportunities for those people who rely on
public transport.
No
Good Relations
Yes These services would help address issues

relating to poverty and social exclusion faced
by those who do not have access to other
forms of transport.
They would improve access to employment

opportunities and help remove barriers to
education and skills development, which in turn
would improve the prospects of people from
disadvantaged groups participating more fully in
their community and society as a whole.
Yes Improving public transport availability to people

living in places which are currently poorly
served would help contribute to the promotion
of sustainability by providing a viable alternative
to private car use and perhaps encourage a
modal shift in personal transport behaviour in
Sustainable Development those areas.
Similarly, providing regular Park and Ride bus

services to serve Belfast would also help
contribute to the promotion of sustainability by
providing a viable alternative to private car use.
50

Transport Programme for People with Disabilities -
Title: Proposed extension of Door-to-Door transport services.
(Bid 15)
This spending proposal relates to the proposed extension of specialised transport services for
people with disabilities to 35 small towns (ie settlements with populations of 2,250–10,000)
and 48 villages (ie settlements with populations less than 2,250) throughout the region.
It is completely focused on delivering front line services to some of the most vulnerable
groups in society and is directly in line with the Children’s and Young People’s Strategy, the
Anti-poverty Strategy, Accessible Transport Strategy, A Shared Future and the Sustainability
Strategy.
Disability.

2007-08 2008-09 2009-10 2010-11
Resource - 2,600 2,700 2,800
Associated - 100 100 100
Admin
Associated - - - -
Capital
This bid has been constructed using historical data on the actual expenditure incurred by
similar programmes operated by the Department.
Based on this information we believe that this is the minimum required to deliver the proposed
new services to the standard required. However, it should be noted that as these services are
to be procured through public tender, costs may be subject to change.
51

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
These proposed services would improve the prospects of people from disadvantaged groups
participating more fully in their community and society as a whole.

Ministerial Pre- Yes Proposals are in line with commitments made in the
commitment Accessible Transport Strategy and the Regional
Transportation Strategy.
Price Inflation No
As at paragraph 2

Yes These proposed services will have a positive
impact on some of the most vulnerable groups
Equality in society.
52
Yes These services will allow people of different

backgrounds to share transport services. The
contact and exposure to others offers the
Good Relations
opportunity to break down barriers and improve
relationships.
Yes This programme will enable and improve

access to employment opportunities and will
help to remove barriers to education and skills
development, which in turn should improve the
prospects of people from disadvantaged groups
participating more fully in their community and
society as a whole.

behaviour.
53

Extension of the Bus and Rail Concessionary Fares
Title:
Scheme (Bid 16)
This funding proposal would allow the Department to:
• Extend free travel to those people with disabilities who currently receive a half fare
concession;
• Extend half fare travel to 16 and 17 year olds;
• Offer reduced fares to people using Rural Transport Services;
• Provide concessionary travel for those people entering employment following a period of
long term unemployment; and
• Provide concessionary travel to all persons at age 60.
These services relate directly to the Regional Transportation Strategy, Children’s and Young
People’s Strategy, the Anti-poverty Strategy, Accessible Transport Strategy and the
Sustainability Strategy.
Disability.

2007-08 2008-09 2009-10 2010-11
Resource __ 11,300 11,230 11,670
Admin
Capital
54
These options have been identified following a comprehensive review of the Concessionary
Fares Scheme.
Costs for each option have been estimated using census data to establish eligible population
and historical data on the uptake of concessions. As these services are demand led it is
difficult to be completely accurate.
However we have estimated that these costs are the minimum required to effectively extend
the Scheme.

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
This proposal would provide concessionary travel to groups of people who do not currently
qualify for travel assistance.
Providing these concessions would help address some of the issues relating to poverty and
social exclusion and would help improve access to employment opportunities and education
and skills development. This would improve the prospects of people from disadvantaged
groups participating more fully in their community and society as a whole.

Ministerial Pre- No
commitment
55
Price Inflation No
See paragraph 2.

Yes These proposals will have a positive impact on
women, older people, young people and those
Equality with disabilities.
Yes These proposals will allow people with

disabilities to share conventional transport
services with the general public.
Good Relations
The contact and exposure to others offers the
opportunity to break down barriers and improve
relationships.
Yes Extending concessionary travel could help

address some of the issues relating to poverty
and social exclusion and could help improve
access to employment opportunities and
education and skills development.
This would improve the prospects of people
from disadvantaged groups participating more
fully in their community and society as a whole

use.
56

Title: Street Lighting Electricity (Bid 17)

(iii) Street Lighting – Electrical inspection and testing
Link to other bids:
(iv) Street Lighting – Operation and Maintenance
Electricity costs for street lighting have increased by almost 40% over the last 5 years. The
resource requirements shown below are the estimated costs of street lighting electricity in
each of the three years of this CSR period.
Not paying the electricity bills would mean that street lighting would have to be switched off or
operated for reduced periods during the hours of darkness.
commercial activity. At the same time Roads Service is acting to improve Energy Efficiency,
for example, trials are ongoing investigating the use of ‘late on / early off’ controls (to reduce
operating hours) and the dimming of lighting installations.

2007-08 2008-09 2009-10 2010-11
Resource 7,338 2,700 3,300 3,800
Associated
Admin
Associated
Capital
The street lighting electricity bill for 2006/07 was some £8,900k. The bill for 2007/08 is
estimated to be around £9,500k. The resource requirements are calculated on the basis of
price inflation at 4%, and an annual increase in the street lighting inventory of 1.5%.
It should be noted that the current street lighting baseline figure is already substantially lower
than the figure required for the street lighting electricity bill.
57

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
Failure to meet this pressure could result in some public lighting installations being turned off
or operated for reduced periods during the hours of darkness if the costs are not met by
diverting resource from the roads maintenance programme. This would have an adverse
impact on road safety and the night time economy, as well as reduced security for road users
and residents.

Ministerial Pre- No
commitment
Legal/Statutory Obligation Yes Where Roads Service has provided street lighting,
it has a duty to maintain it.
Price Inflation Yes Existing baseline has not increased in line with
energy cost increases or the growth in the street
lighting stock.
Other 1- Safety Yes This would have an adverse impact on road safety
and the night time economy, as well as reduced
security for road users and residents.
The level of resources requested is estimated to be the minimum requirement to enable

Roads Service to meet the cost of street lighting electricity in each of the three years of the
Budget 2007 period. All lighting schemes are designed to the minimum standard with efficient
equipment specified.
58


acknowledged that street lighting schemes may
Equality Yes
Good Relations No Neutral Impact
Poverty/Social Inclusion No Neutral Impact
Sustainable Development No Neutral Impact
59

Title: Street Lighting - Operation and Maintenance (Bid 18)
(i) Street Lighting – Electricity Costs

Link to other bids:
(ii) Street Lighting – Electrical inspection and testing
This spending proposal relates to funding for street lighting operation and maintenance,
excluding the costs of electricity, electrical inspection, testing and priority 1 remedial works.
Roads Service has a supplementary business target to maintain 98% of street lights operating
normally at any time.
commercial activity

2007-08 2008-09 2009-10 2010-11
Resource - 3,500 3,800 4,000
Associated
Admin
Associated
Capital
The level of resource for each of the years above is based on the historical cost of routine
street lighting maintenance, plus price inflation.
The baseline figure of zero shows that the current street lighting baseline allocation of
£7,338k is fully required to finance the public lighting electricity bill.
(Note: this baseline is declared on the bid relating to street lighting electricity costs.)
60

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
Street lighting contributes to the safety of road users during the hours of darkness. It also
provides wider benefits to the public by way of an increased sense of well being and security,
as well as helping to deter criminal and anti-social behaviour during the hours of darkness.
Street lighting also plays a part in the night time economy.

Ministerial Pre- No
commitment
Legal/Statutory Obligation Yes Existing baseline funding is inadequate. The cost

of the public lighting electricity bill exceeds the total
baseline amount allocated to street lighting.
Price Inflation Yes Contract costs are subject to price inflation.
Other 1- Safety Yes Street lighting contributes to the safety of road

users during the hours of darkness.
Where Roads Service has provided street lighting, it has a duty to maintain it. The resources
bid for represent the cost of carrying out street lighting operation and maintenance activities,
excluding energy and electrical inspection and testing.
61


acknowledged that street lighting schemes may
Equality Yes
Good Relations No Neutral
Poverty/Social Inclusion No Neutral
Sustainable Development No Neutral
62

Increase in NITHC bus employer pension contributions to
Title:
NILGOSC (Bid 19)
In November 2004 it was established that there was a shortfall in the NILGOSC pension
scheme and NITHC were advised to increase their employer pension contributions from 4.6%
to 8.5% in 2005/06 and to increase their contributions in future years as follows:
2006/07 – 11%
2007/08 – 13%
2008/09 – 15%
2009/10 – 17%
2010/11 – 17%

2007-08 2008-09 2009-10 2010-11
Resource 2,670 3,630 3,630
Associated __ __ __
Admin
Associated __ __ __
Capital
These costs are based on applying the above increased employer contributions rates to the
projected wage costs of NITHC.
This spending proposal represents the percentage increase in employer contributions at a flat
wage rate. Translink will absorb the proportion of the increase relating to wage inflation.
63

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI

Ministerial Pre- No
commitment
Legal/Statutory Yes There is a legal requirement on NITHC to fund these

Obligation increased contributions into the NILGOSC scheme.
Price Inflation No
See paragraph 2
64

Yes The proposal will have a positive differential
impact on women, on people with disabilities,
Equality on people with elderly or disabled dependants
and on older / younger people.
No
Good Relations
Yes Maintaining existing Translink bus services

impacts positively in promoting social inclusion
Poverty/Social Inclusion by providing access to jobs and services.
No .
65


failed
EU Matched Fund bid:
Maintenance Funding Plan (SMFP) at 2007/08 prices. The Plan was independently reviewed
and updated by Professor MS Snaith in 2005 and recognises that road and footway surfaces
have limited life spans. The NIAO also endorsed the SMFP as a sound basis of presenting
Road Service’s funding requirements.
road network.

2007-08 2008-09 2009-10 2010-11
Resource 59,700 20,000 20,000 20,000
Associated
Admin
66
Associated
Capital

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
(Note: the above assumes that tranche 1 & 2 spending proposals will be successful)

Ministerial Pre- No
commitment
67

allocations.
affect Road Safety, for example skidding
resistance.
at a later date.

equality impact.
Equality

good relations.
Good Relations

Yes Adopting the good practice Structural

68


failed
EU Matched Fund bid:
presenting Roads Service’s funding requirements.
road network.

2007-08 2008-09 2009-10 2010-11
Resource 59,700 9,000 15,500 21,300
Associated
Admin
69
Associated
Capital

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
PSA 2
KPI
(Note: the above assumes that tranche 1, 2 & 3 spending proposals will be successful)

Ministerial Pre- No
commitment
70

allocations.
at a later date.

equality impact.
Equality

Good Relations

Yes
Adopting the good practice Structural
71

Implementation costs for the transfer of local roads
Title:
functions under RPA (Bid 22)
Responsible Officer: Barry Jordan
Spending Area & UoB: AO1 Roads - A0102 (may require a new UOB)
Date HLIA completed: 4 May 2007
This bid covers the estimated one-off setup costs associated with the transfer of some 2,000
staff from central government to local government. It also captures the additional ongoing
staff and other costs associated with the replacement of the existing unitary roads authority
with 7 local roads authorities (new councils) and a strategic road authority with responsibility
for the motorway and trunk road network. Ongoing costs for local roads will fall to new
councils.
This aligns with the Direct Rule Ministers’ Priority to transfer responsibility for local roads to
local councils under the Review of Public Administration.

2007-08 2008-09 2009-10 2010-11
Resource - - 42,000 22,000
Associated
Admin
Associated
Capital
It should be noted however that these costs are best estimates at this stage and may be
subject to change as the Local Government Reform Business Case, being developed by
DOE, is further refined.
It should also be noted that these costs may be required as early as the 2007/08 year
depending on the political and legislative progress of the RPA proposals.
72

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 2
PSA 2
DSO 2
KPI
Transfer of all current Roads Service responsibilities to new structures, taking account of the
outcome of the Review of Public Administration (RPA), subject to a review of Local
Government RPA decisions to be completed autumn 2007.
PSA 2
KPI
Transfer of Roads Service responsibilities taking account of the outcome of the Review of
Public Administration.
This proposal will have a crucial impact on any Assembly commitment to implement RPA.

Ministerial Pre- Yes Pre-devolution commitment to be reviewed by the
commitment Assembly.
Legal/Statutory Obligation Yes Pension costs and staff costs of transfer will be a
legal obligation
Price Inflation Yes Costs will be subject to general price inflation
Costs quoted reflect best estimates associated with the replacement of the existing unitary
road authority (Roads Service) with 7 local road authorities (new councils) and a strategic
road authority with responsibility for the motorway and trunk road network.
Estimates for an 11 and 15 council model will add an estimated £7.4m and £17.8m
respectively to annual costs.
73

No Impact is broadly neutral, although greater local
accountability for local roads services would
Equality result.
Yes The proposal may promote greater local

accountability for local roads decisions.
Good Relations
No
No
74

Subsidies to Water GoCo – the amount required to finance
Title: the phasing in of charges (1/3 / 2/3 / full) over the 3 years
from 1 April 2008.
Responsible Officer: John Mills
Spending Area & UoB: BO1 Water & Sewerage - UOB B0102
Integrated Impact Assessment of proposals published in

Date HLIA completed:
December 2005
The introduction of a comprehensive water and sewerage charging regime was expected to
be put in place on 1 April 2007 and officials had put all arrangements in place to ensure that
this would happen. New charges were to be phased in over three years with one third of
charges being payable by customers in the first year, two thirds in the second year and the
full charge payable in the third year. The shortfall from customer revenue was to have been
made up by Government subsidy.
On 26 March 2007, the Secretary of State deferred the introduction of annual charges to
enable a returning Executive to decide how to take forward this issue. At a meeting of the
Executive on 10 May 2007 a decision was taken to defer charges for the 2007/08 charging
year while a review of existing arrangements is conducted with a view to finding sustainable
and acceptable funding arrangements for water and sewerage services. This will result in the
need to pay NI Water an increased level of subsidy.
At this stage it is impossible to know what the outcome of the Executive’s deliberations will be
but it is possible to quantify a number of scenarios including:
• the amount required if it is decided to defer the introduction of charges beyond 2010-11;
and
• the amount required to finance the phasing in of charges (1/3 / 2/3 / full) over the 3 years
from 1 April 2008.
Under this scenario the introduction of charges would be deferred for one year only with
charges being phased in (as the Direct Rule administration had planned) over three years
with charging policies broadly in line with the current charging scheme.
This spending proposal aligns with the Ministerial Priority of improving water and sewerage
infrastructure.
75

2007-08 2008-09 2009-10 2010-11

Resource 152,775 73,450 14,450 0
Associated
0 0 0 0
Admin
Associated
7,000 4,030 1,000 1,020
Capital
The Strategic Business Plan for NI Water allows the company to recover revenues totalling
£356.2 / 385.4 / 404.4 m for the three years 2008/09 – 2010/11. The phasing in of charges
(together with existing charges) were to have raised £223.3 / 326.1 / 359.8 m over those three
years but deferral for one year would reduce these amounts to £138.9 / 235.9 / 338.4 m.
The calculation of the bid is set out as follows:
2008-09 2009-10 2010-11

£m £m £m
Recoverable revenues per SBP 356.2 385.4 404.4

Less: income from charges under this (139.0) (236.0) (338.4)
scenario
217.2 149.4 65.9
Less: Budget baseline (143.8) (135.0) (126.5)
Bid 73.4 14.4 -

PSA /DSO
2007-08 2008-09 2009-2010 2010-11
DSO 1
PSA 1
DSO1
Contribute to health and well-being, and the protection of the environment through the
development and maintenance of a policy and regulatory environment aimed at providing a
modern, high quality water and sewerage service.
KPI
• Complete implementation of a co-ordinated regulatory framework for the delivery of water
and sewerage services;
• Acceptable levels of compliance with EU requirements and improved consumer standards
achieved through the regulatory regime; and
• Sustainable and acceptable funding of water and sewerage services put in place.
Payment of the subsidy will enable NIW to maintain financial stability and it will move the
Company towards self-financing one year later ie 2010/11.
76
PSA 1
Improved water and sewerage services.
KPIs
• Relevant Key Performance Indicators set out in Northern Ireland Water’s agreed Strategic
Business Plan.
Continued funding of water and sewerage services via subsidy to NIW will enable the PSA
target to be met.

Ministerial Pre- Yes The Secretary of State has agreed the deferral of
commitment the introduction of charges; deferral for 2007/08
was subsequently confirmed by the Executive.
Legal/Statutory Obligation Yes Article 213 of the Water and Sewerage Services
(Northern Ireland) Order 2006, the Instrument of
Appointment and a Memorandum of Understanding
between DRD and NIW make commitments for the
payment of subsidy to the company.
Price Inflation No
The NIW strategic business case sets out the agreed costs and revenue of the Company for
the first 3 years of operation. These have been agreed by DFP and DRD and reflect the
amounts to be raised through charges (or in the absence of charges Government subsidy).
The figures have been through an extensive checking exercise over the past 12-18 months in
close consultation with the Department’s financial advisers.

No
Equality
No
Good Relations
No
No
77

Rathlin Ferry - Garbage Trucks and Yellow Ponchos

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DRD BUDGET 2007 SPENDING PROPOSALS

1. DRD’s Other Resource spending proposals total some £ 245.7 / 336.0 /

2. A summary of the key spending proposals are set out as follows.

4. On 26 March 2007, the Secretary of State deferred the introduction of annual

5. At this stage it is impossible to know what the outcome of the Executive’s

• the amount required if it is decided to defer the introduction of charges

7. However, and by way of illustration, if the Executive decides to phase in

9. Following a Ministerial announcement in August 2006 the Department has

• the 3.3% rebate increase set by Treasury and announced by the

• the significant increase in bus services due to the implementation of the

11. DRD’s fifth bid of £ 10 / 10 / 10 m is the first of four tranches of spending

15. There are also new spending proposals to;

• provide hourly local bus services in 29 towns;

Table 2- Departmental Proposal Pro-Forma

1. Summary of Spending Proposal

Responsible Officer: John Mills

Link to other bids: N/A

Integrated Impact Assessment of proposals published in

EU Matched Fund bid: None

2. Resource Requirements (£000’s)

2007-08 2008-09 2009-10 2010-11

The calculation of the bid is set out as follows

2008-09 2009-10 2010-11

Recoverable revenues per SBP 356.2 385.4 404.4

Bid 157.2 192.9 219.3

Could reduced scale of bid be delivered? No

3. Public Service Impact on PSA Key Performance Indicators

4. Extent to which costs are unavoidable

5. Positive Equality and Sustainable Development Impact

Table 2- Departmental Proposal Pro-Forma

1. Summary of Spending Proposal

Responsible Officer: Elaine Russell

Link to other bids: N/A

Date HLIA completed: 30 April 2007

EU Matched Fund bid: No

The Scheme provides concessions to the following categories:

Free travel to:

• maintain an accessible transport strategy; and

2. Resource Requirements (£000’s)

• as the services are demand led;

Could reduced scale of bid be delivered? No

3. Public Service Impact on PSA Key Performance Indicators

The wider benefits to the community of maintaining these services include;

• maintain an integrated sustainable transportation network by securing and increasing the

• maintaining the infrastructure, communications and environment for sustainable

4. Extent to which costs are unavoidable

The Accessible Transport Strategy published in

The Targeting Social Need policy launched in 1998

An Equality Impact Assessment in 2004 included

5. Positive Equality and Sustainable Development Impact

Yes These proposals will allow people with

Yes Maintaining concessionary travel helps address

Yes This proposal would contribute to the promotion

Table 2- Departmental Proposal Pro-Forma

1. Summary of Spending Proposal

Responsible Officer: DOREEN BROWN

Spending Area & UoB: AO2 Transport - Requires new UOB

Link to other bids: ISNI 2 (capital bids)

Date HLIA completed: 2 May 2007

EU Matched Fund bid: N/A

Following a Ministerial announcement in August 2006 the Department has embarked on a

2. Resource Requirements (£000’s)