In some cases, Members have spoken for over 15 minutes. The Business Committee has agreed a very limited time for this debate. I must advise Members that if they decide to give way, or if they speak for a very long time, the amount of time allocated to other Members of his or her party will subsequently be reduced. Please bear that in mind.

I am grateful for that elucidation from Mr Peter Robinson. I believe that golf was mentioned but not play facilities. Greenfield sites, yes. I am talking about play facilities - a swing and a slide. We are talking here about the future of our children. It is about time that we put our words into action. We need to change our priorities and to focus our energy away from cars and onto our kids.

We must use legislation to oblige developers to provide communal children's play areas as well as other community needs. We also need to develop a children's play strategy at local council level.

It is also essential that we have a youth leisure strategy that includes free outdoor facilities for our youth. For example, what about a skateboard park? A BMX track? Go-kart racing? Cheaper rates for children in leisure centres and on public transport are vital.

I will turn to road safety, which is an essential part of this strategy. I was flabbergasted to see that road safety merits five lines on page 172 of the strategy. We need greater emphasis on road safety for the sake of our kids, including obligatory traffic-calming measures around schools and in residential areas. We need greatly reduced speed limits; stricter enforcement of speed regulations; the use of walking buses to schools; and cycle tracks on main roads and on routes to and from schools.

I will admit that the regional development strategy is a good start. We must get it right, and getting our priorities right is the way to do that.

My last recommendations are as follows. We need a community impact assessment to impose an obligation on developers to consult communities when new developments are going up.

On the subject of brownfield versus greenfield sites, it has all been said. We agree absolutely with Mr Robinson that it should go beyond 60% for brownfield development, and I thank him for putting that point to us so that we can make it loud and clear. Brownfield must be the priority, and it must go beyond 60%.

Finally, I ask for much stricter laying down of legislation and targets - and not only targets for brownfield and greenfield sites, but for issues such as waste recycling, CO2 emissions, cutting greenhouse gases, play areas and youth leisure. We need targets, targets, targets. Administrators, civil servants and Ministers should not be scared to be tough on this one. We need change, and we need it now for the good of our kids.

Having had very little time to digest the report, my comments will be brief. First, I welcome the new acceptance by the Minister and his Department of listening to the community and the Committee. I hope that that continues throughout the years ahead.

Northern Ireland's population is increasing, and more and more people want their own homes - and rightly so. This report tries to set out a strategy to encourage and manage this growth. Laudable as that aim is, the report fails in several crucial ways both the current and the future population. I hope that improvements will be made.

The report predicts the need for an additional 160,000 houses in the next 15 years, with a need for a total of 250,000 by the year 2025. This demand may lead to the urbanisation of a further 30 sq miles, which is the equivalent of the creation of a new city. I do not know what other Members think, but I cannot fathom where this new building is going to take place. Will our villages start to sprawl? Will our towns suffer from overdevelopment? These are very serious questions.

Much has already been said with regards to brownfield/ greenfield areas for development - and rightly so. Alliance is committed to ensuring that at least 50%, and up to 60%, or whatever is available of new developments, are built on brownfield land. This is the only way we can protect the rural countryside and the greenfields in and adjacent to the cities.

The report recognises the importance of this strategy, but, rather than embracing it now to apply to future developments, it suggests that a target of 50% to 60% be achieved in 10 years. This is a target set for the whole of the region rather than a particular part of Northern Ireland. Little or not enough mention is made of development in the Belfast metropolitan area and its hinterlands - an area from which, according to this report, half of the demand for the new houses will come.

In addition, this report allows for overzoning of 10% in existing plans. I am not happy with this proposal, and it ought to be dropped altogether. How can we talk about planned growth when we are already admitting that our plans may need to allow for more houses, more demands on infrastructure and more development? We must make our priorities clear.

Growth must be managed and sustainable. We simply cannot permit overzoning. We must encourage renovation. We need a commitment to conversion of existing buildings wherever possible, rather than demolition. When new building is unavoidable, it should be allowed only when the replacement buildings constitute architectural gain. This report does little to protect architectural heritage. Whenever possible, we must encourage brownfield development. This report does not go far enough in those areas, and we would like - demand even - to see greater protection of all our green areas whilst encouraging growth.

In conclusion, I ask the Minister and his Department to keep on listening to what the community is saying and to act accordingly.

I congratulate the Minister for Regional Development and his Department on bringing forward the regional development strategy. It reflects a great deal of thought and hard work. My officials also put a great deal of time and effort into framing the Department's input to the process. The strategy will be an important element in the overall framework of planning policy. It will provide a guide for the preparation of development plans by the Department of the Environment, and it will assist citizens and developers in understanding the policy context within which specific proposals for physical development will be considered by the Planning Service.

Against that background, I am grateful to the Minister for Regional Development for agreeing to bring forward an amendment to the Strategic Planning Order to make the relationship between the strategy and the development plans more flexible. The Minister is aware of my concern that the strategy should be sufficiently flexible to be able to accommodate unforeseen demographic social, economic and technological changes. That is essential, because no one can predict how all those variables will move over 25 years.

It is not only circumstances that can change over time. The strategy before the House contains many expressions of policy, including over 40 strategic planning guidelines. All Ministers and Departments will be obliged to have regard to those in the discharge of their development functions. It is possible, even likely, that the current policy preferences of Ministers and the Assembly, as embedded in the strategy, will change as time passes. It is important that the processes for reviewing and revising the strategy are responsive and expeditious. I have recommended that to Mr Campbell, and I am grateful that he has made adjustments accordingly.

Two statements of policy in the strategy deserve particular attention in that regard. First is the target for increasing the proportion of housing development on brownfield sites. I sympathise with that aspiration because of its relevance to the Department of the Environment's commitment to sustainable development. It is hoped that the target can be achieved, but I am obliged to the Minister for Regional Development for accepting my suggestion that the impacts of that policy be carefully monitored. That intention is now reflected in the text.

My concern is primarily with the interests of those people on lower incomes and first-time house buyers. Members are conscious of the rise in house prices and of the financial strain that that places on many of our constituents - notwithstanding the benefit of historically low mortgage lending rates. It is possible, though not inevitable, that the policy of brownfield development could put further pressure on land and house prices. The strategy predicts the need for up to 250,000 extra dwellings over the next 25 years, so there will be a lot of demand on the system.

The Department of the Environment will do its best to ensure an adequate supply of brownfield land through the development plan process. I am glad to say that as a result of the Executive's Budget for 2001-02, the Department of the Environment is achieving a greater degree of forward momentum on development planning. However, Members must not lose sight of the fact that sustainable development has social and economic as well as environmental objectives, and that affordable housing is an important dimension of social inclusion. Therefore the Assembly has a duty to monitor the impacts of this policy.

The strategy also touches on many other aspects of the public interest. Existing retail planning policy seeks to balance the interests of consumers with the objective of maintaining the vitality and viability of town centres. The strategy makes specific reference to Belfast city centre. I am sure that Members share the desire that the strategy will be successful in providing an alternative retail offer to the citizens of Belfast and beyond. I am taking assurance from the fact that a number of consortia have proposals for major retail developments in the city centre. The Department of the Environment has already received planning applications for two of those.

It is hoped that the strategy has maintained an appropriate balance between the objectives of maintaining the vitality of Belfast city centre and of promoting the interests of our citizens and constituents as consumers. Planning policy exists to promote the public interest, not to maintain the existing patterns of economic and commercial activity through protectionism.

The strategy is an important document which has widespread implications for all public services and for the citizens of Northern Ireland. I have drawn attention to what I believe to be some of the strategy's most important features. It is hoped that the strategy will prove to be an effective and flexible addition to the framework of planning policy. The Department of the Environment will seek to play its full part in translating its provisions into better planning development throughout the region.

A substantial number of people have asked to speak. Since there has been no time limit on the first round of Members speaking, it is now necessary to impose a time limit of six minutes on each Member still to speak.

The regional development strategy is undoubtedly one of the most significant publications that will pass through the Assembly in the foreseeable future - however long or short the political future of the House might be. I was pleased to hear the Minister referring to his plans for the next session of the Assembly.

I thank the Minister for his courtesy in paying attention to individual Members during his attendance at Committee meetings - everyone got a fair hearing. His willingness to listen is appreciated.

The views of a wide and varied section of the people of Northern Ireland have been condensed and presented in this 200-plus page draft report as the way to shape our future for the next quarter of a century at least - as our population moves toward the two million mark.

I have selected a few sections of the draft to which I attach special significance. I welcome the rural development objectives identified to promote an attractive and prosperous rural area, and the importance attached to a co-ordinated and integrated approach. The essential need for rural-proofing of policies and rural participation as identified are both welcome inclusions.

I note that the agricultural and farming community come in for little or no mention in the draft. Nevertheless, I am satisfied that the rural-proofing aspect of the programme will adequately deal with farming matters when the opportunities arise.

In the same section, I welcome the paragraphs relating to matters such as local housing needs and the continuing development of long-established rural communities. The desire to reinforce those communities is to be welcomed. However, from the unfortunate experience of so many communities throughout Northern Ireland recently, this may be difficult to achieve as those with hidden agendas continue to move in on unsuspecting rural neighbourhoods, which results in an eventual loss of identity.

As regards greenbelts, areas of outstanding natural beauty and other designated rural areas, I accept that such levels of protection in the Mournes and elsewhere are inevitable. Having said that, some effort would have to be made to address the financial burden imposed upon those who, because of the environmental regulations, are prohibited from building a dwelling even for a family member on land that they own within the confines of restricted zones. Members from the Glens of Antrim and other policy areas will understand the sense of unfairness that planning refusals bring to the young people of such areas.

I believe that the acceptance of brownfield sites in rural areas, just as in the proposal for urban areas, would present an opportunity to build, once proof that a dwelling once stood there is established. A brownfield rural policy could be developed, and I am certain that a degree of acceptance would be forthcoming from applicants on matters relating to the requirements on size, design and setting of such rural dwellings. Such approval would also help to provide the affordable housing referred to by the Minister, as the purchase price of a site would, in most cases, be nil.

The draft goes into reasonable detail on economic issues, and the need to develop modern infrastructures is clearly identified. The need to increase links with neighbouring regions and to capitalise on trans-regional development opportunities is also highlighted. This is long overdue recognition of the economic potential that exists along the eastern seaboard of the island.

Any proposal that can bring forward the upgrading to European route status of the link road between Larne and Rosslare is to be welcomed. Needless to say the complete upgrading of the stretch of the A1 from Loughbrickland to the border still remains one of the economic priorities of business people, road users and people from the Newry and south Down areas.

On the issue of infrastructure, I call on the relevant Departments to look seriously at the need to provide well-planned ring roads around developing towns. Every road into and out of Newry is jammed with traffic on an almost all-day basis due to the ongoing developments on the periphery and the lack of vision of those responsible for planning ahead. I am sure that many Members in this Assembly can identify with the situations I am describing.

Chapter 10 contains a section dealing with the promotion of regional gateways as economic development opportunities. There is a reference in that section to my home port of Warrenpoint. The importance of the port, and the challenges faced in the years ahead, have been referred to by previous Secretaries of State, Ministers and those in responsible positions with economic interest. I would be grateful if the Minister for Regional Development would give an assurance that he and his Department will provide maximum support to help meet the needs identified by Warrenpoint Harbour Authority as it goes about shaping the port's future.

I welcome the fact that many of the mistakes made in the designing and planning of our residential developments are to be corrected. For example, I am pleased that open space retention and speed restrictions within estates are to be the subject of major planning legislation.

The Minister should, in conjunction with the district councils, conduct a study that would identify public rights of way that could be reopened. The proposed legislation on access to the countryside will probably throw up many problems. Reopening our rights of way might solve those problems.

I join the Minister in paying tribute to his officials and the staff who worked with the Committee on the effort that has gone into the latest draft. I am also pleased that the proposal that it might be financially prudent to abandon the maintenance of many rural roads, which we discussed at a meeting in the city centre, has not been included in the draft. I thank the Minister of the Environment for his attendance earlier in the debate. It was clear from his speech that the Department of the Environment has a major role to play alongside the Department for Regional Development in shaping our future.

I join Members in paying tribute to the Minister and his officials. As a member of the Regional Development Committee, I know exactly what their input has been and how often they came to speak to us at short notice. They were always willing to listen and take our comments on board. I thank them publicly for that. Many Members have spoken at length about the major aspects of the strategy. I shall not repeat their comments. There are, however, several things relating to my constituency that must be highlighted.

The Member for North Down (Ms Morrice) mentioned the lack of provision in the document for the needs of children. On page 195, the document refers to the intention to

I was noting a lack of actual play facilities.

We will not win that argument.

I cannot say whether 60% is the best figure for brownfield development. The Committee felt that there was a need to draw the attention of planners and developers to the fact that people are sick, sore and tired of the way that development is carried out willy-nilly throughout the country. I am delighted that that has been taken on board, and I trust that planners will listen to what has been said.

The Minister said that 10% would be a maximum for zoning, and I am delighted that that is the case. The strategy refers to housing requirements and the need to widen opportunity and choice, to improve the supply and quality of housing and to promote sustainable development. It is important that we make provision for the first-time buyer. Many of us have been in that position and know exactly what it is like. There must be housing for people in the lower income bracket.

We all realise that the transport system in Northern Ireland has been allowed to decline over the last few years. There have been many difficulties, especially with the railway network. Many of us were horrified when the Department's representatives came to the Committee and were totally frank and honest about showing how horrendous the Northern Ireland railway network is and how it needs to be improved. I am delighted that this has been taken on board. We are already beginning to see changes in the railway network; new stock is being acquired, and there is a realisation of the need to improve the system. In my home town of Larne there is a need for a transport system connection with the boats and links to the European network.

The infrastructure of our road system is such that many of us have been left worrying that it has been allowed to get into such a state that it will take a long time to bring it up to a reasonable standard. I congratulate the Minister and the Department for beginning work on the A8 from Belfast to Larne. We look forward to that being finished, for we realise how important that road is.

Finally, I have one important question for the Minister. Can he tell the House how he will implement the strategy? We can talk about it; we can have the document in front of us, but how will it be implemented?

I welcome this wide-ranging document detailing the strategy for the development of Northern Ireland for the next 25 years, and I congratulate all the people involved. It is a massive document, and we can barely scratch the surface of it today.

I wish to make only a few points, one of which I have been making since I first saw the draft proposals which were presented to MLAs at an induction session in the Europa Hotel about three years ago. It was pointed out that the A29 from Newry to Coleraine, via Armagh, Dungannon and Cookstown, is still designated as only a link corridor. This road carries exceptionally heavy traffic, and, at times, has more heavy vehicles than the A4 coming west off the M1. I cannot understand how the towns of Newry, Armagh, Dungannon and Cookstown can be designated as main hubs without this road's being upgraded. Much of the cross-border northbound traffic from Newry uses this route. These hub towns cannot play their proposed roles if the whole road system is inadequate. The internal road networks of Northern Ireland must be of equal importance, at least, to other proposed cross-frontier routes towards Sligo and Monaghan.

The historic underfunding of the road network in the western rural region needs to be redressed, with priority being given to the upgrading of the routes associated with the key transport corridors, link corridors and the trunk roads. I look forward to seeing an upgraded and integrated transport network for the entire western region.

I welcome the points made in the strategy document about strengthening the present rail system. Again, I must plug the west. We lost our entire rail system in the 1950s, and no further consideration has been given to any western link. A link, perhaps along the M1 going west to Fermanagh, and a similar system to the TGV or Deutsche Bahn networks in France and Germany, would have been welcome. Road congestion can be averted only when a more radical approach is taken to remove heavy lorries and the single occupancy of other vehicles. These must be replaced by a reliable transport system.

Walking and cycling are to be greatly encouraged. However, they will only develop with safer roads and with a healthy education policy in schools. Public transport in rural areas must be of a quality and availability that will ensure accessibility for everyone wishing to use it. People cannot access education, training provisions and even employment without a decent road system. It is an issue which must be addressed if the strategy is to be achieved fully.

I welcome the intention on pages 96 and 97 to sustain and extend forestry resources in Northern Ireland, which is the least wooded region in Europe, with only 6% coverage compared with the European Union average of 32%. Our woodlands need to be expanded and protected, but we must not forget our hedgerows. Hedges are vitally important for wildlife. Stewardship is required to protect the hedgerows and the large trees that are an important part of our hedgerows.

I particularly welcome the chapter on caring for the environment. It is up to us to ensure that the next generation, and subsequent generations, are educated and imbued with the urge to care for the environment in Northern Ireland, and that they do not make any more of it, as the cliché says. The environment needs to be protected from progress.

There has been a proliferation of telecommunication masts. Wind turbines are now the popular environmentally- friendly source of power being promoted. Will our mountains and hills be further defaced by wind turbines? Why must these turbines be at the skyline if the prevailing wind speed is greater below a ridge or high ground? That is true, if gardening magazines are to be believed.

I am disappointed with the brief reference to climatic change and global warming. Any person interested in the environment, or even in farming, knows that the change has already taken place, and it is taking place rapidly. I want more detailed study and research on climatic change.

Our built heritage, archaeological and architectural, also needs protecting. So many important buildings have been destroyed or demolished with derisory fines given to the culprits. Legislation for the protection of built heritage must be amended and strengthened. The Department needs to be totally committed to prosecuting those who ignore conservation orders. Consistent criteria for planners are also needed to ensure adequate protection of our built heritage and to control unsympathetic development in rural areas.

In conclusion, I ask that the proposals contained in the strategy be translated effectively into action. I support the motion.

I welcome the draft regional development strategy. It is a very comprehensive report covering housing, transport, economic development and the environment, as well as rural development, which is often neglected. I will concentrate on chapter 7, the north -west region, which recognises Derry as the regional city and hub of the north-west.

The draft follows on from the original 'Shaping Our Future' document, which was warmly welcomed by Derry City Council. That report recognised Derry for the first time as not only the regional capital of the north-west but also as the second city of Northern Ireland. The draft regional development strategy further strengthens Derry's position in Northern Ireland. For example, strategic objectives state that Derry will have a pivotal role in cross-border and international trading relationships.

Derry is already the main urban centre for the north- west of the island and is also a proven bridge for investment, particularly between America and Europe. It is recognised as one of the fastest growing urban centres in the region over the last 25 years. It has a young, expanding population, with a number of new hi-tech jobs, but it is also recognised that there is a decline in traditional employment in the textile industry, for example. There is also a high level of unemployment in the region.

The importance of the cross-border element is recognised as critical to our development, and I welcome the commitment to encourage further cross-border working for mutual benefit.

I welcome the draft report's recognition that the economy of the north-west is central to the region. A key focus of that is the development into Donegal.

I welcome the commitment on page 85 to examine the potential for the improvement of transport links to and from the Port of Lisahally, the industrial areas at Maydown and Campsie and the City of Derry Airport. I warmly endorse those proposals.

The section on rural Northern Ireland recognises the importance of the rural economy to the rest of Northern Ireland. Page 86 states that continuing management of the rural environment is essential to maintain the distinctive rural landscapes, which are important environmental economic resources. It is essential that these environmental assets be conserved.

A summary of the key driving forces for rural change is on page 91, and it covers economic, social and environmental points. I endorse those points.

In the annex, the guiding principles in the regional development strategy include a people-and community- focused approach; a sustainable approach to development; achieving a more cohesive society; achieving competitiveness; and adopting an integrated approach to the future development of the region. The rural development strategy will be monitored continually and reviewed formally every five years.

I also endorse the need for a proper transportation strategy for all of Northern Ireland and for the planning process to be part of the regional development strategy. That is critical for our future development.

This important document provides a strategy for the next 25 years. I welcome it, and I congratulate the Minister for bringing it forward.

I also welcome this very useful document. It is probably not exhaustive, but it is comprehensive. It is not infallible. Some issues have not been addressed, but I do not have time to deal with those issues. There are other issues, which are in the document and which I want to prioritise in my remarks.

I recognise that this is an overarching strategic framework. It is not a blueprint or a master plan, as is acknowledged in the document.

With regard to my constituency, Upper Bann, I welcome the reference in chapter 9 to Craigavon and Banbridge as counter-magnets to the Belfast metropolitan area as regards housing needs. However, I cannot help but draw the conclusion that there appears to be a greater emphasis on the needs of the Belfast metropolitan area than on those of other areas of Northern Ireland.

Craigavon is recognised as the third major growth area in Northern Ireland, and in that context I turn to the market towns of Portadown, Lurgan and Brownlow, and the reference on page 101 to town centres. There is a great opportunity to be creative and imaginative in the development and redevelopment of our town centres, in particular the existing brownfield sites. However, there is one important caveat. In order to be properly developed and exploited, some of the brownfield sites require additional infrastructure so as to create and develop opportunity sites. In the implementation of the strategy I hope that due cognizance will be taken of the need to create additional infrastructure in the inner-town areas to develop brownfield sites that were hitherto landlocked.

With regard to the rural environment, I recognise the need for the proper conservation of natural habitats and wetlands. However, I want to draw the attention of the Minister, his co-Ministers and the Department to a phenomenon that has happened in the past few years - the undue flooding of certain pasture lands and arable lands that were hitherto used in commercial production. The agriculture industry cannot afford the permanent loss of traditional pasture land and arable land, and I would like to think that recognition will be given to what I call the traditional commercial lands, which in the interim have become wetlands, to ensure that that is not permanent. I hope that some action will be taken to bring those lands that were lost in the recent flooding phenomenon, particularly in the Upper Bann area and in the Birches area where I come from, back into commercial production.

In connection with transportation, Craigavon is on the main rail route from Belfast to Dublin and, as the third- largest growth area in Northern Ireland, is strategically placed for further development. I am thankful that recognition was given to that fact and that the strategic plan provides for 8,500 houses. That represents about two thirds of what some professionals in the planning market want for Craigavon. The figure of 12,000 houses was mooted during the consultation process.

Craigavon and Banbridge have a strong and successful business culture, and they are strategically placed on the Belfast to Dublin rail corridor. Reference was also made to the road from Portadown to Armagh - the A3 - which links the Northway with the M12 and the M1 and places Craigavon in an advantageous position.

Craigavon has the best-value housing in Northern Ireland with average prices at approximately £20,000 below those in Lisburn or Belfast. It also boasts Galen Pharmaceuticals, the only £1 million business in Northern Ireland and the recent winner of the Northern Ireland Innovation in Business award. I therefore commend Craigavon and Banbridge to the Minister, particularly with regard to their strategic position and the infrastructure that is already there, although improvements are required.

I welcome the increased focus given to the brownfield sites and support their increased use in future developments from both an environmental and a social point of view.

The proposals for the regional transportation system are particularly relevant to my constituency of East Antrim and to Northern Ireland in general. I am concerned at the amount of emphasis given to the Belfast to Dublin intercity links compared to other infrastructural linkages on an east/west basis. The document specifies the need for a high-quality intercity linkage between Belfast and Dublin, but it describes the need only for good linkages for other onward connections such as the ro-ro connection from Larne to Scotland; in other words those linkages are to be of a lesser quality. It is important that those high-quality linkages should be extended from Belfast to Larne. Larne should be included in the main emphasis on the eastern seaboard corridor.

The document places emphasis on investment in the Dublin/Belfast area. It mentions the potential for a new motorway linking Lisburn to Newry and the possibility of a new rail commuter line for that area. No improvements are specified for the northern section that links Belfast and the majority of the population of Northern Ireland, through Larne, to Scotland. That is a vital route for our economy and for tourism, because the rural facility at Larne is an important way to encourage tourists to come to Northern Ireland.

The document describes the Belfast/Dublin corridor as a focus for economic development and tourism. I argue that there is a need to promote tourism and economic development in other areas through the east/west link.

With regard to rail services, I welcome the Belfast metropolitan area plan's stress on the importance of park- and-ride facilities and investment. However, the importance of the trans-European rail network to Larne has not been stated. The quality of the onward service to Larne is not emphasised to the same extent as other routes. This is an important route, not just in terms of the Belfast metropolitan area plan, but also in a European context. The bulk of the rail commuter traffic comes from the Carrickfergus area. However, unless there is investment in the rail service to Larne, the congestion that occurs at Mallusk will continue. By upgrading the rail service from Larne to Belfast, people can be encouraged to move from road to rail. The congestion that clogs up the Greater Belfast transport system affects onward transport to Ballymena, Londonderry, Coleraine, Magherafelt and the Newtownabbey area and is a major cause of delay in the transport system of Northern Ireland.

I am concerned about the road network shown in diagram 11 - the regional strategic transport network. I noticed that the borough of Carrickfergus, which boasts a population of around 30,000, does not get a trunk road, a link road or a link corridor. No preference is expressed as to the quality of the road service that should connect Carrickfergus onward to Larne or back towards Belfast. Given that smaller towns such as Newcastle and Ballycastle are deemed to be worthy of connections using trunk networks, it is very strange that the document places no importance on the road system of a sizeable town like Carrickfergus. The transport systems for the coastal area of east Antrim must be reassessed. That area is of importance to the economy and to the future potential of tourism in Northern Ireland. I welcome much of the report, but some areas need to be addressed further.

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