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Under-18s Now Banned From Using E-Scooters in Public Places

A new law raising the minimum age for e-scooter users in Ireland has officially come into effect.

From today 2nd October 2026, anyone under the age of 18 is no longer permitted to use an e-scooter in a public place. The minimum age had previously been 16.

The change was introduced by Minister for Transport Mr Darragh O’Brien and Minister of State with responsibility for Road Safety Mr Seán Canney as part of a series of measures aimed at improving safety for e-scooter users and other road users.

According to the Road Safety Authority, e-scooters became legal on Irish public roads in May 2024, subject to a range of conditions. The latest age restriction means 16 and 17 year-olds who were previously allowed to ride compliant e-scooters can no longer do so on public roads or in other public places.

The age change follows new safety requirements introduced on September 4th 2026. E-scooter riders must now wear a securely fastened helmet as well as high- visibility clothing covering at least the front and back of the torso.

Other rules remain in place. E-scooters are limited to a maximum speed of 20km/h, and riders must follow the rules of the road applying to cyclists. They may use cycle lanes, bus lanes and local, regional and national roads, but they are prohibited from footpaths, pedestrianised areas and motorways.
Riders are also prohibited from carrying passengers or goods and from holding or using a mobile phone while travelling. E-scooters must have working brakes, lights, reflectors and a bell or other audible warning device.

The new minimum-age requirement represents another significant tightening of Ireland’s rules governing the use of e-scooters.

Millions Spent, Billions Committed – Who Is Protecting The Irish Taxpayer?

At what point do individual controversies over public spending stop looking like isolated incidents and start raising a much bigger question about governance, oversight, accountability and value for taxpayers’ money?

Consider what we now know.
€4.38 Million – And Not A Single Student Bed Delivered
Dublin City University has written off €4.38 million in professional fees connected with a proposed student accommodation development.
Planning permission had originally been secured for 1,235 student beds at DCU.
A first phase involving 405 beds received approval in principle for Government support, but following tendering, escalating construction costs raised value-for-money concerns and the development did not proceed.
DCU says the €4.38 million included architectural and planning fees, two tender processes and redesign work required to comply with updated building regulations.
Planning permission remains valid until 2029 and DCU is continuing to seek a viable funding solution, meaning the provision could potentially be reversed if the project ultimately proceeds.
But the position today remains stark; €4.38 million spent – and no additional student accommodation delivered.
At a time when students are struggling to find somewhere affordable to live, that deserves serious scrutiny.

Dublin City University.

The National Children’s Hospital — From €987 Million To About €2.24 Billion

Then there is the National Children’s Hospital. Construction began in 2016 and the project has experienced repeated delays and escalating costs.
The estimated project cost has risen from approximately €987 million to €2.24 billion.
As recently as September 2026, contractor BAM had submitted claims amounting to €983 million in disputed additional costs. These are claims, not established additional liabilities, and there remain substantial contractual disagreements between BAM and the National Paediatric Hospital Development Board.
Whatever the eventual outcome of those disputes, the public is entitled to ask how one of the most important infrastructure projects in the history of the Irish State became so expensive and so delayed.

A Bicycle Shelter At Leinster House, €336,000.
Then came the €336,000 bicycle shelter at Leinster House. This was not simply a case of members of the public deciding that something looked expensive.
A subsequent Deloitte audit found an “absence of some fundamental good practices”, including the absence of a value-for-money assessment before the project proceeded.
The audit found that when the decision was taken to proceed in 2021, project costs were neither presented nor discussed.
That is precisely the type of governance issue taxpayers should be concerned about.
If nobody properly establishes whether a project represents value for money before approving it, how can taxpayers have confidence that their money is being protected?

€336,000 Bicycle Shed

A Security Pavilion, €1.429 Million
A separate security pavilion at the Leinster House/Government Buildings complex cost €1.429 million. It is important to acknowledge that this was considerably more than a simple “security hut”.
The OPW said the development followed a Garda security review and incorporated extensive security, communications, CCTV, anti-ram protection, mechanical and electrical systems, underground works and the re-routing of existing services.
The OPW also stated that the work went through an open competitive tender process.
Nevertheless, €1.429 million remains an extraordinary amount of public money for a relatively small structure, and its cost understandably became another focus of questions over value for money in public construction.

Up To €3.9 Million In EV Grant Overpayments – Only About €109,000 Recovered
Now here we have another troubling example. The Comptroller and Auditor General has examined overpayments under the State scheme supporting electric vehicle purchases.
When the scheme was extended to demonstration vehicles purchased by dealerships, EU State-aid limits applied.
But the administration of the scheme relied heavily on self-declaration to establish whether individual dealerships were connected to larger dealership groups for the purposes of those limits.

  • That system failed to identify all of the relevant linked businesses.
  • The potential overpayments were subsequently estimated at up to €3.9 million.
  • As of September 2026, only approximately €109,000 had been recovered.
  • Some dealerships are contesting SEAI’s assessment, so it would be wrong to imply that every disputed euro has definitively been improperly retained.
  • But the Comptroller and Auditor General’s findings raise a fundamental governance question:- Why were sufficiently robust verification controls not in place before millions of euro in public money were paid out?

See also previous post:- “€20m Armoured Vehicle Fleet Raises Serious Questions Over Value For Money”. View HERE.

The Common Thread: Governance Before Spending
These projects and schemes are very different. They involve different organisations, different circumstances and different explanations.
It would therefore be unfair to suggest that every euro involved represents “waste”. But taken together, they raise legitimate and serious questions about how the Irish State protects taxpayers’ money:-

Electric Charging Station.
  1. €4.38 million in professional fees on student accommodation that has yet to produce a bed.
  2. €336,000 for the Leinster House bicycle shelter, followed by an audit identifying shortcomings in fundamental project practices.
  3. €1.429 million for a security pavilion.
  4. Up to €3.9 million in disputed EV grant overpayments, with only about €109,000 recovered so far.
  5. A National Children’s Hospital now estimated at about €2.24 billion, following years of delays and substantial contractual disputes.

The common issue is not whether Ireland should build hospitals, provide student accommodation, improve security, install bicycle facilities or encourage electric vehicles. Of course we should invest in public services and infrastructure.
The question is whether we consistently demand the same discipline when spending taxpayers’ money that families and businesses are expected to exercise with their own.

Governance should mean proper business cases before projects begin:-

Independent challenge of costs;
Meaningful value-for-money assessments;
Strong verification before grants are paid;
Clear responsibility for decisions;
Continuous monitoring as costs change;
Swift action when something goes wrong.

Accountability after money has been spent is important, but prevention is far better.
Every million unnecessarily lost to poor planning, inadequate controls, excessive costs or avoidable delays is a million that cannot be spent on housing, healthcare, disability services, education, policing or other essential public services and ultimately there is no mysterious pot of “Government money”. It is “taxpayers’ money”.
The public has every right to expect that those entrusted with spending it can demonstrate not merely that procedures were followed, but that value was obtained. Because repeatedly discovering problems after millions, or billions, have already been committed is not enough.

Public money should be protected before it is spent, not simply explained after it is gone.

€20m Armoured Vehicle Fleet Raises Serious Questions Over Value For Money

A multimillion-euro purchase of armoured vehicles for Ireland’s Defence Forces has come under renewed scrutiny after the State’s spending watchdog concluded that the fleet delivered substantially less value than had been expected.

The Department of Defence purchased 27 RG-32M Light Tactical Armoured Vehicles from BAE Systems in South Africa in 2008, at a total cost of approximately €19.6 million. The vehicles were intended to bridge the operational gap between ordinary “soft-skinned” military vehicles and heavier armoured personnel carriers, giving Defence Forces personnel greater protection and mobility in potentially dangerous environments.

However, the Comptroller and Auditor General has found that the Defence Forces did not receive the level of service anticipated from the fleet. Although the vehicles were expected to remain operational for around 20 years, they were withdrawn from active service in December 2023, roughly six years earlier than originally planned.

RG-32M Light Tactical Armoured Vehicles.

Usage of some vehicles was remarkably low. The watchdog found that average annual mileage across the fleet was below 1,500 kilometres per vehicle, while individual vehicles recorded even lower levels of activity. Questions were also raised about the reliability of mileage records, with gaps and problems involving odometers leading the auditor to identify what it described as a serious fleet-management control failure.

Mechanical and logistical difficulties further reduced the usefulness of the fleet. Technical problems included drivetrain issues, while obtaining replacement parts was frequently difficult and resulted in delays to repairs and reduced vehicle availability.

Despite the fleet’s relatively limited use, the vehicles were deployed on overseas missions, including operations in Lebanon and Syria, as well as being used for training in Ireland.

The Department of Defence recorded an impairment, or write-down, of €2.77 million on the fleet. The Comptroller and Auditor General concluded, however, that the overall loss of value to the State was significantly greater because the vehicles were withdrawn early and had apparently seen relatively light use during their service lives.

The retired vehicles were subsequently offered to Ukraine, but the Ukrainian Armed Forces declined them after determining that they were unsuitable for their requirements. No final decision had been made on their disposal when the auditor reported.

The episode provides an important case study in the long-term costs associated with major defence procurement. Buying specialised military equipment involves much more than the initial purchase price: reliability, spare-parts availability, maintenance arrangements, accurate fleet records and the expected operational lifespan all play a major role in determining whether taxpayers ultimately receive value for money.

The Department of Defence has said lessons have been learned from the procurement and that purchasing procedures have changed significantly since 2008, with greater emphasis now being placed on the full life-cycle costs and sustainability of expensive military equipment.

With Ireland planning substantial further investment in Defence Forces equipment in the years ahead, the findings underline the importance of rigorous procurement, long-term logistical support and effective oversight of major public expenditure.

Ireland Should Move Forward On Plug-In Solar

We recently looked into why small plug-in solar systems, sometimes called balcony solar, are widely available in countries such as Germany but are still difficult to use in Ireland.

Irish households are paying some of the highest electricity prices in Europe. Eurostat reported that Ireland had the highest household electricity price in the EU in the second half of 2025, at €40.42 per 100 kWh compared with an EU average of €28.96. At prices like these, people should have access to every safe and affordable way of reducing the amount of electricity they have to buy from the grid.

Balcony Solar

Small plug-in solar systems will not solve Ireland’s energy-cost problem, but they could give households a simple and relatively low-cost way to generate some of their own electricity. If certified 800-watt systems can be used safely elsewhere in Europe, Ireland should move quickly to establish clear standards, simple registration and approved products so Irish consumers can benefit too.

The answer is surprisingly simple. The solar panels themselves are not the problem. The main issue is how our electrical and grid rules currently treat them.
In Germany, households can buy small solar kits, often around 800 watts, connect an approved micro-inverter and register the system through a simplified process.
Some of these complete systems are sold by retailers such as Lidl for only a few hundred euro.

In Ireland, however, a small plug-in system is currently treated much more like a conventional solar installation. Grid-connected solar generally has to comply with ESB Networks requirements, Irish electrical standards and microgeneration connection rules.
That makes a €300–€500 DIY solar kit far less practical here.

The good news is that Ireland is now actively examining the issue. The Department of Climate, Energy and the Environment has been considering plug-in mini-solar, together with ESB Networks and other relevant bodies. Safety issues, including how electricity flows back through household circuits are part of that work.
Nobody is suggesting that electrical safety should be ignored. But other European countries have shown that small solar systems can operate within clear limits, using approved equipment and appropriate registration.

For Ireland, the important questions are now straightforward:

  • What maximum output should be allowed?
  • What safety standards should the inverter meet?
  • What electrical protections are required?
  • Can consumers register an approved system through a simple online process?

Once those questions are settled, Ireland can publish clear rules so consumers and retailers know exactly where they stand.
Small plug-in solar will not replace rooftop solar farms or large home PV systems. But it could give people living in apartments, rented homes or houses, where a full solar installation isn’t practical, another way to generate some of their own electricity.
It could also lower the entry cost of solar from several thousand euro to a few hundred euro.

Ireland has already spent considerable time examining this technology. The next useful step is for the Government, ESB Networks, CRU, NSAI and Safe Electric to complete that work and publish a clear, safe framework.

If an approved 800-watt solar kit can be safely used by households elsewhere in Europe, Ireland deserves a clear answer on how, and under what conditions, the same technology can be used here.

Let’s get the rules settled and give Irish consumers clarity.

Tipperary’s River Suir And Ireland’s Wild Atlantic Salmon – A Serious Decline

Ireland’s wild Atlantic salmon are in serious decline.

Scientific estimates indicate that well over one million salmon returned to Irish rivers annually during much of the 1970s; in recent years that figure has fallen below 200,000. Inland Fisheries Ireland’s Technical Expert Group says the decline reflects pressures both at sea and in freshwater.

Atlantic Salmon.

For Tipperary and the River Suir, this is not an abstract national problem. The Suir is one of Ireland’s great salmon rivers and Atlantic salmon is a protected qualifying species within the Lower River Suir Special Area of Conservation, which extends through Tipperary, and Waterford.

The latest scientific assessment for the 2026 season groups the Suir, with the river Clodiagh near Holycross, and river Lingaun latter part of the border between Kilkenny and Tipperary, and Waterford Blackwater. At the standard 75% probability of achieving its conservation limit, the stock was recommended for catch-and-release fishing only, rather than having a harvestable surplus. Under more precautionary probability thresholds, the advice is now to close it.

Domestic effluent allowed to flow into the River Suir for past 10 years unabated.

What is happening to our salmon?
There is no single cause. Poor survival at sea certainly is a major part of the national decline, with changing ocean temperatures, food availability and wider changes in the North Atlantic affecting salmon after they leave Irish rivers.
But what happens inside rivers such as the Suir also matters enormously. Salmon need clean, cool, well-oxygenated flowing water and clean gravel beds in which to spawn. The female buries her eggs among the stones. Water must circulate freely through that gravel to supply oxygen.
When fine soil, silt and other sediment fill the spaces between the stones, the gravel can become clogged. Water circulation falls and the supply of oxygen to salmon eggs can be reduced. In badly affected spawning beds, eggs and newly hatched fish can die even though the surface of the river may look relatively normal.

Pollution and excessive nutrients are therefore important concerns. The EPA says agriculture and wastewater remain the greatest challenges to Irish water quality, with nitrogen and phosphorus still too high in many waters. In 2026 the EPA also reported that nitrogen remains particularly high across much of the south and southeast, with agriculture the main national source of nitrogen entering rivers. Environmental Protection Agency Tipperary has had direct examples of pollution affecting the Suir. In 2025 Inland Fisheries Ireland secured a conviction following a September 2024 incident at Holycross, where harmful matter entered the River Suir and approximately 400 metres of river bed was reported as having a yellowish-cream deposit. IFI warned that aluminium sulphate entering a river poses a major threat to aquatic ecosystems. Inland Fisheries Ireland

That incident should not be taken as the explanation for the long-term decline of the Suir salmon stock, but it demonstrates how vulnerable the river remains to individual pollution events on top of longer-term pressures.

Rubbish blocking the river while an over abundance of reeds steal the oxygen.

Barriers are another major issue on the Suir Weirs, dams, culverts and other structures can prevent or delay salmon reaching spawning grounds. They can also change river flows and alter the natural movement of gravel and sediment.
A very relevant Tipperary example is Bakery Weir in Cahir. IFI assessed the structure in 2018 and found it to be a significant barrier to migrating salmonids, as well as lamprey and coarse fish. Eight years later, a project is now being progressed to partially remove the weir and improve the natural river channel and fish passage.
IFI explains more generally that barriers can stop fish reaching breeding habitat, increase the energy salmon need to expend during migration and interfere with the movement of the gravels and sediment needed to create healthy spawning beds.

So is pollution, lack of oxygen and clogged gravel responsible?
They are certainly a large part of the problem and they are factors we can actually do something about locally.
But the scientific evidence points to several pressures acting together:

  • poor survival of salmon at sea;
  • agricultural and wastewater pollution;
  • excess nutrients;
  • fine sediment clogging spawning gravel;
  • loss and alteration of river habitat;
  • barriers such as weirs and culverts;
  • warmer water, drought and extreme floods associated with climate change;
  • and other pressures including disease, predation and aquaculture.

The worrying point for Co. Tipperary is that we cannot control what happens to salmon throughout the North Atlantic, but we can improve the River Suir and its tributaries.
That means protecting spawning gravel from excessive silt, reducing nutrient and pollution losses, improving sewage and wastewater treatment, restoring damaged river habitat, protecting river banks and riparian vegetation, and removing or modifying unnecessary barriers so that salmon can once again reach as much good spawning habitat as is possible. If young salmon leave the Suir in greater numbers and in better condition, they have a better chance of surviving the increasingly difficult journey at sea.
The River Suir has supported wild Atlantic salmon for thousands of years. Their decline should be treated as a warning about the health of the entire river system, not simply as an angling issue.
Protecting the salmon means protecting the River Suir, its tributaries, its spawning gravels and its water quality throughout County Tipperary and beyond.