Ceisteanna Coitianta maidir le Dolaí:

Go díreach leis an oibritheoir dola. Is féidir teacht ar shonraí teagmhála do gach oibritheoir bóthair dola anseo. .

Maoirsíonn BIÉ oibríochtaí dola agus is spéis linn bheith ar an eolas maidir le haon deacrachtaí a bhíonn ag custaiméirí agus iad ag idirghníomhú le hoibritheoirí dola. Téigh i dteagmháil le do thoil le customerservice@tii.ie sonraí do ghearáin.

Oibríonn an M50 dola gan bhacainní idir Acomhal 6 (N3 Baile Bhlainséir) agus Acomhal 7 (N4 Leamhcán) den mhótarbhealach, a léirítear le comharthaí corcra agus droichead. Níl aon dola-phlás ar an láthair ann. Tá go dtí 8pm ar an lá dár gcionn agat chun íoc as an turas seo le eFlow.

Is féidir leis an oibritheoir dola admhálacha íocaíochta a chur ar fáil. Is féidir teacht ar shonraí teagmhála do gach oibritheoir bóthair dola anseo.

A toll is a payment charged to use a road, bridge or tunnel.

Tolling is a vital source of funding for the operation and maintenance of Ireland’s National Road Network. It has two primary functions:

1. It generates revenue from the toll that is reinvested for the continued operations, maintenance and renewal of the 5,314km National Road Network.
2. It acts as a repayment stream to pay back the loans borrowed by the Public-Private Partnership (PPP) companies to construct the road, bridge or tunnel.

The National Road Network is an asset of critical importance to the State and has been valued at €32bn. To maintain its value and keep delivering benefits for the country, it needs continuous investment. Tolling partially funds the operation, maintenance and renewal of the National Road Network. Toll revenue is combined with Exchequer funding, which is the principal source of funding for TII, to ensure safe and efficient national roads. Without toll revenue, a much greater reliance would be placed on the Exchequer, which would then need to meet the full cost of operating, maintaining and renewing the National Road Network.

TII is the statutory body responsible for Ireland’s National Road Network. As such, we oversee the procurement, implementation, monitoring and management of existing tolling arrangements on the National Road Network. There is a total of ten toll roads in Ireland operated on behalf of TII and by Public-Private Partnership (PPP) companies.

M50 and Dublin Tunnel | Toll revenue from M50 and Dublin Tunnel is received directly by TII and contributes significantly to our yearly budget. TII procure service providers to operate the toll systems and collect the revenue on our behalf.

Eight PPP concession toll roads | Tolls are collected directly by eight PPP concession toll roads including the M1, M3, M4, N6, M7/M8, N8, Limerick Tunnel and N25. PPPs enabled the modernisation of the network at a pace that would not have been possible otherwise. Toll collection largely pays back the loans raised for construction. TII receives some revenue share from some of these roads as a function of traffic volumes.

More details on tolling operators can be found here: Toll Locations & more information on the PPP concession toll road can be found here: PPP

Note: Thomas Clarke Bridge| Also known as the EastLink bridge in Dublin City Centre is operated by Dublin City Council.

Tolling is used internationally as a way to fund major road infrastructure.

M50: In Ireland, tolls were first introduced on the West Link (Liffey) Bridge (now part of the M50) in the 1980s. Subsequently the M50 bridge and Motorway was widened including junction upgrades. The M50 toll plaza was removed in 2009, and free flow tolling was introduced to reduce congestion at the traditional toll booths.

Dublin Tunnel: Tolling on the Dublin Port Tunnel was introduced in 2006 when it opened. The tunnel was designed to facilitate free access for heavy goods vehicles to Dublin Port, all remaining traffic is subject to tolls. Toll revenue contributes to tunnel operations and maintenance and supports traffic/demand management.

PPPs: In the 1990s, Ireland’s road network was far behind other European countries. There were no continuous motorways linking Dublin with major cities and poor road quality was
affecting economic growth. Ireland needed to build new roads quickly which required large upfront investment of approximately €5.5 billion. The Government identified Public‑Private Partnership (PPP) contracts as a necessary approach to financing and delivering these major improvements under the 2000-2006 National Development Plan.

In just 15 years, between 1995 and 2010, Ireland built the majority of the inter-urban motorway network that exists today. PPP financing was key to delivering this rapid expansion, and tolling became widely used so that road users could contribute directly to the construction costs and help repay the money borrowed by the PPPs. Toll revenue supports the ongoing operation, maintenance and renewals of the network.

Today, the National Road Network is a vital national asset. It transformed how the country moves and continues to support Ireland’s economic, social and cultural connectivity by catering to over two million users each year and an average of 150,000 vehicles every day.

Note: There are also Non Concession PPPs, i.e. non tolled roads, in Ireland with TII providing payments to the PPP operators to repay construction loans and operate, maintain and renew these roads.

A detail on TII costs for tunnel and tolling operations can be found in the annual report: TII Annual Report 2024

Ireland’s National Road Network requires continued investment to remain safe and reliable in order to keep people, goods and services moving efficiently along the network.
M50 and Dublin Tunnel | Tolls collected on behalf of TII for the M50 and Dublin Tunnel partially support the Protection and Renewal programme for the operation, maintenance and renewal of the National Road Network. The programme costs approximately €600 million each year and is supported by Exchequer capital funding allocated to TII by the Department of Transport, supplemented by tolling income from TII’s operations (including the M50 eFlow and Dublin Tunnel) and PPP revenue sharing. The programme includes operations, maintenance and renewal and includes the following:

• Incident and emergency response systems.
• Monitoring 5,300 kilometres of road pavement within the National Roads Network to ensure surface health, surface friction and structural health
• Winter gritting and other seasonal maintenance to prevent dangerous conditions.
• MOCC (Motorway Operations Control Centre): The MOCC is the 24/7 control centre where Ireland’s motorways and tunnels are monitored and managed in real time. It coordinates incident response, traffic management and day‑to‑day operations to keep the network safe and moving.
• eMOS (enhancing Motorway Operations Services): eMOS is the programme that provides intelligent transport systems to actively manage motorway traffic and respond to collisions, roadworks, adverse weather and congestion, with lane control signals, variable message signs (VMS) and CCTV for real‑time monitoring to improve safety, journey reliability and traffic flow.
• Public road lighting and drainage systems maintenance.
• Vegetation management.
• Repair and renew of safety barriers, signage and road markings.

A detail on TII costs for tunnel and tolling operations can be found in the annual report: TII Annual Report 2024

PPP‑operated tolls | The toll revenue collected by the PPP companies on the M1, M3, M4, N6, M7/M8, N8, Limerick Tunnel and N25 are used to fund operations, maintenance, and renewals activities and to repay the loans borrowed to construct the road initially.

Toll charges change with inflation to reflect the cost of operation, maintenance and renewal of the roads. Toll rates are reviewed each year and adjusted for inflation, using the Consumer Price Index (CPI) for the 12 months to the previous August, as set out in the Toll Bye‑laws for each toll road. The CPI figure is applied to the base toll rates in the Toll Bye‑laws, using a regulated formula to reflect inflation and ensure tolls stay within approved maximum limits. Neither TII nor PPP operators can change tolls outside this formula. Tolls only increase when inflation increases. If toll increases do not keep up with rising costs, there is less funding for operation, maintenance and renewals, meaning more Exchequer funding is needed.

Toll increases in 2023, 2024, 2025 and 2026 reflect higher inflation during those years. When inflation was stable between 2014 and 2021, most tolls for passenger cars did not increase year by year. During periods of low inflation such as in 2010 and 2011, some tolls even decreased.

The Board of TII approves increases in tolls for Dublin Tunnel and the M50. Any increases of the tolls for PPP toll roads (subject to the limits specified in the by-laws) is primarily a matter for the PPP companies, and TII are not entitled to interfere in this process. Toll increases are CPI related to the contractual requirements based on the contract between the PPP Cos and TII.

The M50 is public infrastructure owned by the Irish government and administered by TII.

The M50 toll is operated on behalf of TII by Turas Mobility Services Ltd., an Irish company based in Dublin. Turas Mobility Services is a joint venue between VINCI Highways and Abran (an Irish owned business process management provider).

On behalf of TII, Turas Mobility Services operates eFlow, the barrier free tolling system on the M50.

TII does not operate the M50 toll directly because, although the motorway is State‑owned and administered by TII, the day-to-day operations of the barrier‑free tolling system requires specialist systems, technology and customer-service operations. TII therefore procures a dedicated operator, which is currently Turas Mobility Services Ltd., to deliver these services efficiently. This model is standard across other TII-managed services, including the Luas, which is also operated under contract with an operator.

Current toll rates are published on the eFlow website at www.eflow.ie/news/op/m50-toll-rate-changes-2025.

You can pre-pay your M50 toll before your journey or pay by 8 PM the next day to avoid unnecessary penalties. To pay, you can:

• Download the new eFlow: My Tolls app to pay your M50 tolls and get reminders
• Visit ‘Pay a Toll’ on the eFlow Website
• Visit any Payzone retail outlet across Ireland
• Sign up for an eFlow account to save money and pay your M50 tolls automatically.

In 2024, €212.1 million including €12.5 million from penalty charges was collected from the M50, which is combined with Exchequer funding, and reinvested into the National Road Network.

Since 2008, the M50 toll has been collected through eFlow. The barrier-free tolling system charges vehicles using the section between Junction 6 (N3 Blanchardstown) and Junction 7 (N4 Lucan). The M50 tolls for the M50 and Dublin Tunnel are paid directly to TII to operate , maintain and renew the M50 and the wider National Road Network.

In 2008, the Irish Government purchased the West-Link bridge from National Toll Roads (NTR), ending the private concession under which NTR built the bridge and operated and maintained the network in exchange for collecting tolls directly from motorists. Tolling continued under public ownership and transitioned to eFlow, a barrier-free tolling system.

M50 toll revenue supports ongoing reinvestment in the motorway including funding the M50 upgrade and its operation, maintenance and renewal. For example, in the early 2000s, toll revenues funded a major redevelopment to address capacity constraints and congestion at that time. The project delivered significant upgrades to improve traffic flow and increase capacity, including fully integrated junctions, the addition of lanes to provide three lanes in each direction and the lengthening of merging corridors.

M50 toll revenue forms part of TII’s total tolling income, alongside Dublin Tunnel tolls. This income together with Exchequer capital funding allocated to TII by the Department of Transport and income from PPP revenue sharing supports TII’s €600 million annual Protection and Renewal programme, which funds essential works to maintain, renew and safely operate the National Road Network.

M50 toll revenue contributes to the funding of essential operational and maintenance services across Ireland’s national primary and secondary road network. These services cover the day-to-day maintenance and operation of the network, supported by both Exchequer funding and tolling revenue.

Protection and Renewal | Toll revenue helps fund TII’s essential works across Ireland’s motorways and national roads, including road resurfacing and pavement renewal, safety‑barrier repairs, maintenance of signs, road markings and drainage, routine upkeep such as pothole repairs and upgrades to lighting. Seasonal maintenance is also critical, TII carry out winter gritting to prevent hazardous conditions. The activities ensure the network remains safe and serviceable year-round.

Incident and Emergency Response | TII monitors 1,200 km of national roads in real time through its Motorway Operations Control Centre, coordinating a 24/7 incident response service. The centre receives a high volume of emergency calls each year and manages a significant number of incidents on the M50, including breakdowns, debris, and collisions, some of which require rapid intervention to keep traffic moving safely. TII response teams operate around the clock to remove hazards, support emergency services and restore normal traffic conditions as quickly as possible, the average response time is 14 minutes.

Energy Supply and Route Lighting | The electricity needed to power critical road-network infrastructure. This includes lighting along national roads, illuminated and variable message signs, CCTV, sensors, traffic-monitoring systems and emergency roadside communications equipment. Keeping these systems powered and well-maintained is vital for ensuring roads remain safe, visible and fully operational at all times.

A significant funding gap would be created if the M50 toll was removed. Tolling is a vital source of funding for the operation and maintenance of the National Road Network. The M50 toll is a critical funding stream for TII’s annual Protection and Renewal programme which totals approximately €600 million. This programme is supported by Exchequer capital funding allocations from the Department of Transport and is supplemented by income from TII’s tolling operations (including the M50 eFlow and Dublin Tunnel) and PPP revenue sharing. Without toll revenue, TII would rely heavily on Exchequer funding, placing additional pressure on the total funding available for national road operations.

International evidence shows that removing the M50 toll would not reduce congestion and would likely increase traffic volumes as drivers divert from other routes. In Spain, removal of more than 1,000 km of motorways increased congestion and led to higher stop-start emissions. On a route like the M50, which is already at capacity, removal of the toll could pull more vehicles onto the road and worsen peak delays. The higher volumes of traffic would not only increase pollution but could also contribute to a higher accident rate.

The M50 is operating at and beyond capacity, accounting for the highest levels of traffic across the country. TII has worked to alleviate capacity constraints and congestion issues, delivering feasible upgrades to improve traffic flow such as adding lanes to three lanes each direction, lengthening merging corridors at Junction 7 – 9, Junction 10, 13, 14, and Junction 6-5 and redesigning key junctions completed in 2010 at the Red Cow, N4, N7, N3, N2, Ballymun, Finglas, Blanchardstown interchange, but the motorway cannot be widened any further. Investment and redesign solutions have been fully explored and exhausted, and TII have done everything possible within the physical constraints of the route.

In 2021, the enhancing Motorway Operations Services (eMOS) programme was launched to improve how the M50 is monitored and managed in real time. eMOS implemented intelligent transport systems, including lane control signals, variable message signs (VMS) and CCTV, enabling motorway operators to respond to collisions, roadworks, adverse weather and congestion by proactively managing traffic through digital speed and lane control signs on gantries. This enhances safety for road users, provides additional protection for emergency responders attending incidents and improves how information about incidents is communicated to drivers. By reducing sudden braking and optimising speed control, eMOS supports improved safety, journey reliability and a smoother driving experience of the M50.

Any significant or additional long-term change will require Government policy decisions and wider transport investment.

The average daily traffic for the M50 can be found on TII’s website here: Irish Toll Data Statistics

TII has previously examined replacing the single-point toll with an alternative system. While this work explored options to address issues such as toll‑avoidance, it did not receive Government approval.

We are committed to keeping pace with international best practice and are also subject to EU legislation. Looking ahead, TII will assess potential tolling approaches such as distancebased charging and other models. Related to that is the Eurovignette Directive, an EU framework that supports distance-based tolling for heavy goods vehicles where charges reflect the distance travelled, vehicle emissions and air and noise pollution. Any future tolling decisions will require Government approval. TII will also recommend a study to examine the impact of the existing toll on surrounding communities, including the effect of toll-avoidance traffic.

Penalties are all about fairness for the 97% of motorists who use the M50 pay their tolls. Enforcement ensures that these road users are treated fairly and that those who repeatedly avoid payment face proportionate consequences and are held accountable for not paying their tolls.

In accordance with the M50 Bye Laws, tolls for the M50’s barrier free system must be paid by 8pm the day after the passage. If a payment is missed, the registered owner receives a Standard Toll Request and is required to pay a penalty of €4.00 plus the original toll within 14 days. If this first penalty notice is not paid, an Unpaid Toll Notice is issued for pay a penalty of €51.00, plus the first penalty charge and the original toll within 56 days. If the toll and penalties remain unpaid after these two notices, a Resolver Letter offers another chance to settle the balance before further penalties apply. eFlow works with customers who may be having difficulties and makes every effort to resolve the issue before a final Toll Violator Notice is issued by the enforcement provider. If the registered owner still does not pay, the case may proceed to civil or criminal enforcement.

Learn more about how penalties escalate here: "How Penalties Escalate Video"

Dublin Tunnel is public infrastructure owned by the Irish government and administered by TII.

Dublin Tunnel is operated on behalf of TII by Egis Road & Tunnel Operations Ireland (ERTO). ERTO is an Ireland-based operator that forms part of the international Egis group. ERTO is responsible for the day‑to‑day operation and maintenance of Dublin Tunnel, delivering services including toll collection, tunnel operations, traffic and safety management, emergency response, routine and reactive maintenance, fire safety compliance, and the management of key systems such as electrical, drainage, ventilation and lighting.

Although Dublin Tunnel is a State-owned infrastructure administered by TII, who retain strategic oversight and regulatory responsibility, TII does not carry out the day‑to‑day operation directly. TII appoints an operator with specialised expertise through a competitive tender process to ensure the tunnel continues to operate to the highest standards of a major urban road tunnel.

Dublin Tunnel has been operated by Egis Road & Tunnel Operations Ireland (ERTO) since it opened in 2006 and has delivered significant operational and sustainability upgrades in partnership with TII. ERTO also operates other nationally critical assets on behalf of TII, including the Jack Lynch Tunnel and the Motorway Operations Control Centre (MOCC).

Opened in 2006, Dublin Tunnel is a twin‑bore road tunnel that links Dublin Port to the National Road Network, providing a direct, reliable route between the docklands and the M1 (south of Dublin Airport). Its purpose is to remove heavy goods vehicles (HGVs) from the city centre and give freight a predictable connection to the wider network. The tunnel is approximately 4.5 km long and typically delivers an expected six‑minute journey time.

The tunnel helps to:

• Reduce HGV volumes and congestion in the city centre
• Facilitate the continued development of Dublin Port by protecting freight reliability
• Improve air quality and reduce noise on urban corridors
• Support safer streets for public transport, pedestrians and cyclists

The average daily traffic for Dublin Tunnel can be found on TII’s website here: Irish Toll Data Statistics

HGVs and buses or coaches with more than 25 seats are exempt from tolls. All other permitted vehicles up to 3,500 kg gross pay a toll that varies by time of day and direction.

Current toll rates are published on the Dublin Tunnel website at www.dublintunnel.ie/toll-information/ .

Dublin Tunnel toll adjustments follow the same CPI-based model as all other tolls as outlined in the toll bye-laws. The 2026 change included a €1 increase in the southbound AM peak toll for cars and light goods vehicles to protect tunnel capacity and maintain reliable access for HGVs, which is the tunnel’s primary purpose.

The tunnel uses peak‑period pricing for cars and light goods vehicles so that commuter traffic does not overwhelm the tunnel during the busiest hours. This approach preserves capacity for HGVs that depend on timely access to and from the port by ensuring movements are not constrained by increasing commuter traffic.

In 2024, Dublin Tunnel tolls generated €32 million, collected from 6.3 million passages, which is combined with Exchequer funding, and reinvested in tunnel operations and national road maintenance.

Toll revenue collected on TII’s behalf by Egis Road & Tunnel Operation Ireland, supports the day‑to‑day operation, maintenance and renewal activities that keep the tunnel safe, reliable and efficient, alongside funding broader protection and renewal of the National Road Network.

The tunnel opened in December 2006 and cost €752 million.

A Public‑Private Partnership (PPP) is a long‑term contract between a public authority and a private partner to finance, design, build, operate and maintain public infrastructure. The private partner carries significant risks and management responsibilities. The State and infrastructure users pay for this over time, with the infrastructure returning to full State ownership at the end of the PPP contract.

There are ten toll roads on the national network. Eight are operated under a Public Private Partnership (PPP) model, including the M1, M3, M4, N6, M7/M8, N8, Limerick Tunnel and N25. PPP companies assume long term operation and maintenance obligations for the term of the PPP contract, after which ownership as well as obligations transfer to the State.

PPPs have been instrumental in expanding Ireland’s national road network by spreading costs over time. Approximately 450 km of network managed by TII was delivered and is currently operated by PPP companies

The toll revenue collected by the PPP companies on the M1, M3, M4, N6, M7/M8, N8, Limerick Tunnel and N25 fund operations, maintenance, and renewals activities throughout the contract term and repay the loans borrowed to construct the road

PPPs were introduced under the 2000-2006 National Development Plan to enable major upgrades of the national road network. The Government identified PPPs as an essential component for financing and delivering national road improvements. Under a PPP, the private partner finances, designs, builds, operates and maintains the road for a fixed period, taking on delivery and performance risks that would otherwise fall to the State. The project is then repaid over time through State payments and tolls, with tolling allowing road users to contribute directly to the cost of constructing, operating and maintaining the route. This approach enabled key national roads to be delivered earlier and to a consistent standard, after which the asset returns to full State ownership.

When the PPP term ends, the road and all related assets/operations are transferred back to the State and the private partner obligations end. The road must be handed back in good, pre‑defined condition with a specified remaining useful life verified against the contract. The matter of whether tolls continue, change or end after PPP expiry is a Government decision.

PPPs are an internationally recognised mechanism to bridge infrastructure gaps and accelerate delivery of infrastructure.

PPP roads are delivered under long‑term contracts that allocate financing, construction, operations and maintenance risks to the private partner. Early termination can trigger compensation, break‑costs and complex renegotiations and any such decision would be a matter for Government.

The cost of construction for each PPP toll road is outlined in the table below. Through each of these PPP contacts, the Government was able to accelerate progress on the National Road Network to ensure key inter-urban routes were delivered in a shorter timeframe than would have been possible through Exchequer funding alone. PPP procurement provided upfront private financing, enabling projects to proceed despite annual capital budget constraints. As shown in the table below, TII made contributions to the construction costs of several of the PPP toll roads.

Additionally, Toll Concession PPPs are partly or fully financed by the private sector and remunerated by user charges (tolls) and TII payments. It is important to note that toll concession PPP are commercial entities, and most contracts do not mandate the disclosure of operator revenue or profit figures.