Traffic is part of the bustle of cities, but in modern complex-shared spaces that are today's cities it needs to be managed to give the maximum number of people easy access to the city centre. Why is it then that Dublin's traffic congestion has replaced the weather and football as the predominant conversational item?

There are some 10,000 car spaces in the city centre for shoppers (not including private car parks for commuters), with a capacity to cope with 280,000 cars a week. Yet these car parks are operating at less than operational capacity because potential customers are being squeezed off the available road space by commuter cars, commercial traffic and sheer frustration with traffic density.

The public bus transport system is also unable to carry its operational capacity because of growing traffic congestion. Since 1990 the travelling time in the greater Dublin area has doubled, with consequent traffic problems spreading from the city centre to the M50 C-Ring motorway. The quality of life for Dubliners in general, and shop staff in particular, has visibly deteriorated. It has become necessary to leave home earlier and earlier, while returning later and later.

Research carried out this year by the Dublin City Centre Business Association revealed that traffic congestion in the Dublin area has replaced crime as the most important problem concerning Dubliners. The survey indicated that:

The DART is applauded as a very successful and appealing transport system, but with relevance to a small proportion of Dubliners.

Reliance on public or private buses brings about many of the traffic congestion problems which motorists also encounter.

Of most concern is the absence of a reliable transport system (whether private or public) to bring home late-night visitors.

The Dublin Bus Nite Link was considered to be relatively safe with few problems, but insufficient to meet consumer demand.

Consumers were adamant that there is a shortage of taxis at night time all year around, not simply at Christmas.

Comparisons with other European cities where public transport and private taxis are in much greater abundance and more accessible arouses considerable criticism of a lack of clear planning and provision of these services in Dublin.

Consumers display some despondency about the length of time that the Luas project may take.

So why is Dublin in this mess? What has gone wrong?

In 1991 the Dublin City Centre Business Association established a strategy group called People First the Dublin Initiative. Membership included city retailers, universities, environmental groups and transport interests. The then minister for the environment, Mr Michael Smith, took a constructive interest and set up the Dublin Transport Initiative (DTI).

Over a number of years the DTI carried out definitive research and exhaustive consultation. A business and community consultative panel and a local authority members' consultative panel were established. After three years work its final report recommended an integrated transport strategy for Dublin which would allow quick and easy access into the city for more people. It was not a pick-and-mix option. The integrated strategy had to be implemented in its entirety if it was to work.

The then Fianna Fail government accepted the report and adopted the strategies. The EU agreed to provide £600 million (50 per cent for public transport and 50 per cent for roads). Sadly for Dublin, Fianna Fail and the Progressive Democrats, when out of government, lobbied against elements of the DTI strategy. Now jointly in government again, they are investigating further elements while the traffic congestion worsens daily. A classic case of paralysis through analysis.

Unless things change radically and move beyond a short-sighted political agenda the paralysis will remain.

Some things can be done; if we are to have an underground the priority should be to move cars, and not public transport, underground.

But this looks unlikely. To put Luas underground within the city centre would cost a further £300 million in public funding and possibly delay other Luas expenditure on the north side of the city.

It seems unlikely that the Government would make this commitment given its policy of fiscal rectitude.

Meanwhile, the loss of momentum in implementing the DTI major projects (Dublin Port Tunnel, the Quality Bus Routes, Luas etc) is now creating traffic congestion in Dublin city centre and suburbia.

For the interim period - before Luas and other major projects come on stream - something can still be done to improve matters.

These might include:

A prohibition on all heavy goods vehicles above a plated weight of 7.5 tonnes from entering the city centre between the hours of 7 a.m and 7 p.m. (Monday-Saturday).

Creating defined spaces on streets for small commercial vans delivering locally.

Make all Quality Bus Routes 18hour clearways (6 a.m. to midnight, 7 days a week).

Increase fines for illegal parking to £50 (on-the-spot fines).

Encourage companies to facilitate flexitime to help reduce peak-hour congestion.

Insist all heavy goods vehicles move in and out of Dublin Port between the hours of 7 p.m. and 7 a.m.

Create 1,000 new taxi licences (with a review every year).

The Department of the Environment should fund Dublin Corporation Traffic Enforcement adequately 365 days per year (saving overtime for gardai/Operations Freeflow) with an annual budget sourced from vehicle licence income collected by the four local authorities.

The Department of Finance should give tax credits to companies which provide public transport tickets to employees.

Public transport companies should extend operating hours (i.e. up to 3 a.m.) to accommodate late-night businesses in city centre and tourism.

The only certainty facing Dubliners over the next four to six years is that traffic congestion will get worse before it gets better. This is the price of the credibility gap between political rhetoric and implementation. This gap is the failure to implement the DTI strategy adopted by an earlier government, positively, professionally and with a sense of energy.

But public patience is wearing thin: do not be surprised if traffic congestion surfaces as a major political issue.

Tom Coffey is chief executive of the Dublin City Centre Business Association Series concluded