Reprioritising and Updating Transport Policy and Investment

Recently, there have been a few publications which focus on the need to reprioritise policy and investment across various aspects of Irish transport infrastructure and services.

The Irish Exporters Association (IEA) has published a paper entitled Building a Transport infrastructure that fosters Irish exports to the world, see here. The IEA, whose focus is on supporting Irish exporters and ensuring efficient international transport access, sets out policies and recommendations which they believe are necessary to more effectively support exporters across Ireland. From a Western Region context, a few of these are particularly relevant.

Atlantic Economic Corridor (AEC)

The IEA believes that the Atlantic Economic Corridor needs to be supported through improved connectivity from the North West to the South West of Ireland. The IEA sees the AEC and Ireland’s regions as an important counterbalance to Dublin and the transport infrastructure needs to more effectively support Ireland’s agri-food and Life Sciences industries along with all other industrial clusters located there.

Rail Freight development

The IEA are asking for policy supports to move more freight by rail, noting the relatively tiny share of traffic carried by rail in Ireland (0.9%) compared to an EU average of 17% in 2016. The Western Region is the source of most rail freight in Ireland. The IEA is asking for supports such as reduced track access charges for rail freight, which is a practice common across Europe. This is discussed further in a report commissioned by the WDC and available here. Apart from the need to reduce greenhouse gas emissions (rail freight can reduce the carbon footprint by 70%), the other significant driver is the huge degree of congestion which generates significant costs, highlighted in a report discussed further below.

Ports

The IEA believe that with Dublin Port operating at or near capacity, further upgrading and diversifying Ireland’s export gateways must be a strategic Government priority. This need is compounded by Brexit. The IEA believe the Government should further develop Ireland’s regional seaports to provide exporters across Ireland with viable, cost efficient and accessible alternatives to Dublin port. They welcome the proposed redevelopment of both Rosslare and Galway Ports.

Airports and air cargo

Similar to the concentration of traffic through Dublin Port, the IEA recognises the concentration of air cargo through Dublin airport. It believes that cost-efficient, viable and well-connected alternatives should be promoted in the West and South to facilitate high-frequency aviation connections to key European and global cargo and business hubs and ensure sustainable economic growth nationally.

This echoes the views expressed by the WDC in its submission to the recent consultation on the Regional Airports Programme, arguing for the need to update transport policy generally and aviation policy specifically to reflect the overarching objectives of Project Ireland 2040, see the WDC Submission here.

The CSO Aviation statistics, see here, highlight the trend of the increasing concentration of air passengers travelling through Dublin airport compared to other airports. For example, in 2014, Dublin accounted for 81.9% of all passengers (total = 26.5 million), compared to 85.6% in 2018 (Total = 36.6 million). This represents an increase of 9.6 million passengers in 4 years with Dublin Airport accounting for 95.2% of total passenger growth in that period. So along with a significant increase in total air passenger numbers, there is an ever-increasing share travelling through Dublin airport. The WDC considers that with Dublin Airport now operating at or near capacity, and capacity available at other airports such as Ireland West Airport Knock and Shannon, cost-efficient and accessible alternatives to Dublin should be utilised and promoted.

Level of concentration unusual in a European context

Just last week a report by Copenhagen Economics entitled Assessment of aviation policy as a driver of economic development in the West and Mid West of Ireland, see here noted the particularly high concentration of passenger traffic in Dublin relative to the other airports in Ireland which is especially high when compared to other small, open economies in Northern Europe. According to this report, the concentration of Dublin’s share of passenger traffic in Ireland represents the second highest, behind only Schiphol in the Netherlands. However, while Dublin’s share continues to increase that of Schiphol has been decreasing over time. This is partly due to Dutch aviation policy, which sets maximum aircraft movements through Schiphol, and actively encourages flights via other national airports in the Netherlands. Dutch aviation policy recognises that airport development is viewed as being part of regional development outlined in the Randstad 2040 Strategic Agenda. The report calls for initiatives to improve Shannon Airport’s global connectivity. A better capacity utilisation at Shannon Airport (in addition to other airports outside of the Capital) will enhance the growth capacity of the West and Mid West regions, and at the same time alleviate pressure on Dublin without requiring costly infrastructure investments.

Budget 2020

It seems Government maybe listening and in Budget 2020, a marketing support fund was announced, comprising approximately €10 million over three years to Tourism Ireland which is to be made available to support the regional airports outside Dublin, including Shannon Airport see here. This is a small but welcome development but more policy supports will be needed to ensure that other airports can grow their numbers and their share of national traffic which in turn will help them to become self-sustaining.

The Costs of Congestion

Finally, recent reports by the Department of Transport indicate that rebalancing traffic away from an increasingly congested Greater Dublin Area (GDA), will not only support the goals and objectives of Project Ireland 2040 but will also make financial and economic sense! The research measured the costs of congestion, specifically around the Greater Dublin Area (GDA) see here. Some of the congestion in the GDA and the M50 are contributed to by passengers and freight originating in the catchments of ports and airports in the West and South such as Shannon and Knock but who currently travel through the GDA to access services at Dublin Port and airport.

The reports estimate the annual value of time lost to road users due to aggravated congestion in the Greater Dublin Area (GDA), as compared to where the road network is performing well. The cost of time lost due to aggravated congestion is measured at €358 million in 2012 and is forecasted to rise to €2.08 billion per year in 2033.

These estimated costs do not include other costs, for example, increased fuel consumption and other vehicle operating costs, or increases in vehicle emissions or the impacts of congestion on journey quality. Additionally, congestion also has an impact on the wider economy, and Ireland’s competitiveness. All else equal, high levels of congestion will reduce the attractiveness of a location to work and live in, as well as directly affecting the cost of transporting goods and services. These costs are not captured by this study, and as such, the total costs of aggravated congestion are likely to be higher than those estimated in this report.

Conclusions

It is clear that the benefits of supporting better transport infrastructure and services across ports, airports, the rail and road network outside of the GDA and specifically along the Western Region and Atlantic Economic Corridor makes sense from an economic, social and financial perspective. Implementation of Government policy already set out in Project Ireland 2040 through the NDP and the updating of various sectoral policies needs to take place to give effect to these policies and to a better Ireland for all its regions.

 

Deirdre Frost

Climate Action and Rural Dwellers- What’s happening?

There is no significant body of work (internationally or nationally) on climate change and emissions issues for rural areas and yet there are important differences in energy use patterns and emissions (read more discussion on this here). This post gives a brief overview of some of the issues for rural dwellers addressed in the Climate Action Plan.

The majority (65%) of the Western Region population (and a significant proportion of the national population (37%)) lives in rural areas[1]. The focus of much WDC policy analysis is on the needs of, and opportunities for, rural areas in the Western Region in particular in relation to issues which may not have been considered in detail in policy making. Rural areas are places of employment and make an important contribution to the economy.  Rural development (see for example Action Plan for Rural Development) is a government policy (see for example the National Policy Objective 15 National Planning Framework).

At the same time climate change mitigation is a key government priority, and it is essential that the needs, impacts, options and opportunities for rural dwellers (the term ‘rural dwellers’ is used here as the focus here is on people living in rural areas rather than agriculture) are given consideration and actions developed to focus on particular issues for them.

It is recognised (see here) that increasing carbon taxes particularly affect rural areas while the options for rural dwellers to change their behaviour are limited.   Rural dwellers have different energy needs and often have reduced or more costly choices than their urban equivalents. Rural individuals are thought to have a larger carbon footprint than their urban counterparts (see more discussion here) and need greater access to cleaner energy choices. At the same time the sources of clean energy for all citizens are largely rural based.

It is therefore important that we understand the situation for rural areas including the issues that must be the focus of change, the long term options, the opportunities and challenges and the scale and scope of the actions required to reduce rural dwellers emissions and increase the use of renewable energy in rural areas.

Actions for Rural Dwellers in Climate plan

 There are few actions in the Climate Plan which are specifically focused on rural dwellers although many of the actions are certainly relevant.  I briefly outline the specific actions below and then consider some of the other actions which will have particular implications for rural people.

 

Funds

Both the urban (URDP) and rural (RRDP) regeneration and development funds, announced as part of Project Ireland 2040, are awarded on a competitive bid basis.  These are now to include specific evaluation criteria in relation to potential to reduce greenhouse gas emissions (Action 15).  It is not yet clear what these criteria will be but it should mean that they further enable investments which have a specific mitigation or adaptation focus to be funded, and that projects not directly related to climate action are at least climate friendly.

 

Transport

There is a specific focus on the need to address rural issues under the transport heading (e.g. Action 94 to review public and sustainable transport policy and publish a public consultation on public/sustainable transport policy, including rural transport).  This does recognise that rural needs may be different, while Action 100 addresses the need for a vision for low carbon rural transport and commits to “Develop a new rural transport strategy”

This new rural transport strategy is to include:

  • a comprehensive assessment of rural travel demand, and methodologies for determining same
  • set a target for modal shift and emissions reductions for 2021-2025
  • develop proposals for an integrated public transport network
  • develop a pilot scheme for a city and its regional hinterland to develop a best practice model pilot a car sharing initiative such as a vehicle bank in rural Towns

 

Electricity/Electrification

The changes which may be needed in domestic electricity connections and their capacity with the move to increased electrification is to be considered under Action 174 involves the introduction, as required, of new urban and rural domestic connection design standards and infrastructure sizing and design standards to reflect the demand of domestic scale low-carbon technologies

 

Broader Policy with implications for Climate Actions

Action 179 commits to ‘Undertake public consultation to inform future Rural Development Strategy’.  This is a broad commitment but it is to be hoped that climate action and the move to a low carbon economy will be inherent in the new rural strategy, with both specific actions addressing the climate agenda and broader actions aligned with the move to a low carbon rural economy.

In addition the Western Development Commission (WDC) under Action 160 is undertaking a study of the transition to a low carbon rural Western Region.  This is discussed in more detail below.

 

Other Actions relevant to rural dwellers

There are of course other actions with the potential to be significant for rural dwellers.  For example Action 150, which focuses on supporting the development of Local Authority climate action leadership and capabilities, should bring climate action to a more local level in terms of planning, projects (such as Smart Green Mohill) and providing leadership.  Local Authorities will also be working closely with the Climate Action Regional Offices (CAROs).  Local authorities, especially those with significant rural populations have a potentially very significant role to play in driving Climate Action in rural areas.

A number of other key actions in the Climate Action Plan 2019 not specifically relating rural dwellers are outlined briefly below, to highlight the wide ranging impacts and actions necessary for climate change mitigation with a focus on the Built Environment, Transport and Electricity.

 

The Built Environment (Energy Efficiency and Heat)

The built environment accounts for more than 12% of Irelands GHG emissions, and the energy used in buildings accounts for more than a third of our energy demand[2]. so increasing efficiency in the built environment and changing the way we heat our buildings are both significant climate  actions.

Increasing energy efficiency is covered in detail in the Climate Action Plan with a focus on the energy standards for new build, energy efficiency rating in homes and other buildings, regulation (Action 60 and 61 on oil and gas boilers) and retrofitting to improve energy efficiency  (see for example Actions 43-51).  Meeting the high-level target to complete half a million retrofits is a challenge but it should have important  benefits in rural areas, both in terms of improving energy efficiency and comfort and heat for many rural dwellers, as well as in the potential for up skilling and employment throughout the country.  The issues of financing and cost have yet to be addressed in detail.

The Support Scheme for Renewable Heat (SSRH- Action 69) is largely for commercial and larger users and is likely to be particularly attractive in rural areas which are not connected to the natural gas grid.  It will increase demand for local biomass, which provides important rural economic benefits[3] while increased use of anaerobic digestion will provide on farm opportunities.

The way buildings are heated has  important rural dimensions.  Homes in rural areas are more likely to use oil boilers, or rely on solid fuel (including peat which is a significant source of heat energy in some counties) For homes the focus in the Climate Action Plan is largely on the installation of heat pumps (600,000 heat pumps to be installed of which 400,000 are to be in existing buildings).  Given that heat pumps are not suitable for many existing dwellings so other heating options must also be explored.  The use of other renewable energy sources may be particularly appropriate in rural dwellings with more space for storage and with easier access to wood fuels and other renewable energy.

There is significant future potential for renewable heat in rural areas, but rural dwellers tend to have lower incomes than urban dwellers and already have higher levels of fuel poverty, so despite the potential for change, many lack the financial resources to switch to low carbon or carbon free alternatives.

 

Transport

Transport efficiency is also important, in terms of the energy used (from whatever source) for powering vehicles, in relation to the number of journeys being made, and the loading of vehicles (with people or freight).  Breaking the direct link between journey numbers and economic growth will be essential to successful climate action.  There are opportunities for rural dwellers (and others of course) for more home working and e- working in hubs and other locations.  Likewise there is significant potential for car sharing and the co-ordination of it both locally and countrywide though specific apps (see Bla Bla Car for example, which is particularly popular in France (read more about it here) and through social media (see this example from Clare).

The Climate Action Plan has a number of specific actions in relation to EV charging (see for example Actions 72-75) and to a CNG network (Action 76).  It is crucial that both of these networks are rolled out all over Ireland so that the adoption of EVs and CNG fuelled vehicles is easy in all rural locations, and that the links between more urban areas and rural areas are seamless.  CNG vehicles must be able to deliver and pick up loads in all parts of Ireland; visitors (e.g. tourists, friends and those in business) who are using EVs must be able to travel to all parts of Ireland confident of an available, reliable charging network.

Public transport and cycling also have an role to play in rural areas and the options for promoting these in ways tailored to the needs of rural dwellers should form an important part of the new rural transport strategy to be developed (Action 100).

Electricity

Ensuring that ESB Networks and EirGrid  plan the network and deliver on connecting renewable energy sources to meet the 2030 target of 70% renewable electricity (RES-E) capacity will mean more grid development in rural areas.  This will be essential to meeting climate action targets and enabling significant electrification of heat and transport.  The use of local rural energy sources is important to Irelands move to a low carbon economy, so it will be important that the financial, employment and enterprise benefits of using local rather than imported energy are felt throughout rural areas.  This will be important to increasing local acceptance of this infrastructure.

Ensuring that the Community Framework to accompany the Renewable Electricity Support Scheme (RESS) is established and that there are “measures in place to ensure that the community benefit fund is equitable and there is strong citizen participation in renewable projects” (Action 28) is also essential.

Developing an enabling framework for microgeneration (Action 30) will potentially have benefits for all areas but there are clear opportunities for rural dwellers, although, as with many climate action measures, they are likely to be of most benefit to those who can afford to make the investment.

Transition to a low carbon rural Western Region- what will it mean?

The Actions under the Climate Plan discussed above give a brief flavour of some of the issues and opportunities for rural areas in the transition to a low carbon economy.  The WDC is currently undertaking a short study of the transition of the region to a low carbon economy.  Action 160 in the Under Citizen Engagement, Community Leadership and Just Transition in the Climate Action Plan Action 160 is to “Assess the economic and employment implications of the transition to a low-carbon economy”.  There are eleven pieces of research and studies which are counted as ‘Steps Necessary for Delivery’ under this action, including the one to be carried out by the WDC “Study of transition to a low carbon economy: impacts for the rural western region.”

This will be an initial scoping of the issues affecting rural dwellers in the Western Region.  The focus is on the three aspects of energy use which can have significant climate implications: Heat and energy efficiency in the built environment, Transport and Electricity.  This study examines issues relating to those for rural dwellers and it is hoped that we will, in future, be able to examine these issues as they affect rural enterprises, the changes they will need to make, the opportunities they may embrace and the employment issues associated with these changes.  Further into the future we may examine the issues for agriculture in the region, given the often extensive pattern of farming and the prevalence of part time farming.  Land use change and natural solutions are also important to rural areas and might in future be considered from a Western Region perspective.

In the short term, however, the focus is on the changes which must be made in energy use and the implications of these for rural dwellers.  These will be the subject of my forthcoming blogs with more detail on the targets, actions and the needs of and opportunities for rural areas.

 

Helen McHenry

[1] This is based on the CSO definition of the population outside settlements of 1,500 or more.  Other definitions show a higher proportion living in rural areas.  See this post for a detailed discussion on “What is rural?”.

[2] Thermal/heat energy is the second largest of the three modes of energy. It accounted for 37% of the final energy demand in 2017 https://www.seai.ie/publications/Renewable-Energy-in-Ireland-2019.pdf

[3] See here for discussion.  The benefits are highlighted although the values are dated https://www.wdc.ie/wp-content/uploads/reports_WoodEnergyStratEconomic-Impact.pdf  (PDF 3MB)

Aviation trends, Government Policy and Ireland’s airports

The Department of Transport, Tourism and Sport is preparing a new Regional Airports Programme 2020-2024 and has sought the views of stakeholders. The WDC has made a submission which is available for download here. The WDC views are set out in the context of aviation trends, Government policy and airport capacity across Ireland.

Aviation Trends & Implications

The latest CSO Aviation statistics, Quarter 4 and Year 2018, see here, highlight the trend of the increasing concentration of air passengers travelling through Dublin airport compared to other airports. For example, in 2014, Dublin accounted for 81.9% of all passengers (total = 26.5 million), compared to 85.6% in 2018 (Total = 36.6 million). This represents an increase of 9.6 million passengers in 4 years, a 44.2% increase, with Dublin Airport accounting for 95.2% of total passenger growth in that period. So along with a significant increase in total air passenger numbers, there is an ever-increasing share travelling through Dublin airport.

The WDC believes that without more active intervention, further concentration of air traffic is likely. An ever-increasing share of passenger traffic through Dublin Airport is not in the State’s best interest (from a safety and security perspective) as well as counterproductive in delivering on targets within Ireland 2040.

Globally, it is difficult for smaller airports to compete with larger airports. For example, 80% of airports in the world have fewer than a million passengers per annum and 94% of these airports are loss-making[1]. This is one of the reasons that the EU allows State aid under certain conditions to support smaller airports.

Government Policy: Project Ireland 2040

There needs to be consideration of how the airports of Shannon, IWAK and Donegal can be more effectively supported through policy changes and State aid to deliver on the targets of the NPF and effectively on the role in supporting the economic growth of their respective regions (planned under Ireland 2040). The overarching policy objectives of Project Ireland 2040 state;

We need to manage more balanced growth … because at the moment Dublin, and to a lesser extent the wider Eastern and Midland area, has witnessed an over concentration of population, homes and jobs. We cannot let this continue unchecked and so our aim is to see a roughly 50:50 distribution of growth between the Eastern and Midland region, and the Southern and Northern and Western regions, with 75% of the growth to be outside of Dublin and its suburbs[2].

Policy and funding alignment

Given the recent Government commitment to Project Ireland 2040, sectoral policies need to be updated in order to effectively support the overarching objectives of Ireland 2040. If not, then Ireland 2040 is likely to fail. The National Aviation Policy (NAP, 2015) predates the publication and consideration of Ireland 2040 but can be seen to unduly reinforce the dominance of the larger airports (Dublin in particular).  Now that Project Ireland 2040 is Government Policy, the NAP should be reviewed and updated in light of the overarching objectives of the NPF. In the absence of reassessment and updating it is difficult to see how development can move away from a ‘business as usual’ approach and how the NPF can achieve its targets. It is sectoral planning and policy that are the real drivers of spatial and regional development.

The WDC believes that changes are required to more effectively support the growth of the airports in the Western Region, namely, Donegal, Ireland West Airport Knock (IWAK) and Shannon, to enable them to deliver on NAP and the regional targets contained in the more recently published Project Ireland 2040.

Airport Catchments

As the maps below show IWAK serves a very large catchment relative to some of the other airports. The planned road improvements for the North West will help support greater traffic through Ireland West Airport, which in turn will allow the airport better serve the catchment to its north including Sligo – a designated regional centre under Project Ireland 2040. The planned road improvements must be prioritised.

Maps 1 & 2: 30-min and 60-min catchment areas for Ireland’s airports

Source: Spending Review 2019, A Review of the Regional Airports Programme, DTTaS, IGEES

As the Department’s consultation document notes, though passenger numbers at all four regional airports are less than 1 million annually, just one airport – IWAK – has more than 400,000. IWAK has had annual passenger numbers in excess of 700,000 for the last three years and is forecast to have passenger numbers exceeding 800,000 in 2019. This is because Ireland West Airport Knock essentially serves the same purpose for its region (the North West) as the State airports perform in the Mid-West, South-West and East respectively, illustrated by the maps above. This needs to be recognised in an updated NAP.

Donegal serves a large catchment within a 60-minute radius and given the geography of Donegal, the relatively poor surface accessibility and the likely impacts of Brexit, it is important that support for Donegal continues.

Shannon Airport is the second largest airport in Ireland (in terms of capacity of the airport campus) and is a critical element in the transport infrastructure of the mid-west region, serving the significant industrial cluster of Shannon and the wider catchment as illustrated in the maps. It is therefore important that it operates optimally to help deliver the objectives of Project Ireland 2040, to enable the cities of Limerick and Galway on the Western seaboard, to each grow by at least 50% to 2040 and to enhance their significant potential to also become cities of scale[3].

The WDC considers that with Dublin Airport now operating at or near capacity, and capacity available at other airports such as IWAK and Shannon, cost-efficient and accessible alternatives to Dublin should be utilised and promoted. Shannon, IWAK and Donegal are important airports serving the Mid-west, West and North west of the country and policy and funding needs to effectively support them.

Industry view

 Exporters are also concerned with the ever-increasing concentration of traffic through Dublin Airport For example, the Irish Exporters Association (IEA) advocate for support for better air connectivity from the West of Ireland such as direct access to a European hub airport.  The IEA submission[4] to the Draft National Planning Framework noted that of those IEA members surveyed many said that they would use a different Irish airport as their primary route to move goods from Ireland if:

  • There were more frequent flights from another airport – 36%
  • Road networks between primary distribution centre and another airport were improved – 23%
  • Another airport was upgraded – 14%

These views are likely to be attenuated with Brexit.

In our submission, along with an updating of National Aviation Policy to align policy with Project Ireland 2040, the WDC propose some amendments to the existing operation of the Regional Airport Programme, see here for more detail.

 

Deirdre Frost

[1] ACI Report https://aci.aero/news/2019/03/28/aci-economics-report-affirms-the-importance-of-non-aeronautical-revenues-for-airports-financial-sustainability/

[2] Project Ireland 2040, NPF, 2018, p.11

[3] https://www.gov.ie/pdf/?file=https://assets.gov.ie/166/310818095340-Project-Ireland-2040-NPF.pdf#page=1 p.22.

[4] IEA Submission https://irishexporters.ie/wp-content/uploads/2019/03/IEA-Submission_Draft-of-the-National-Planning-Framework.-Nov-17.pdf

Regional Spatial and Economic Strategies- the final steps

The long process of developing a National Planning Framework under Project Ireland 2040 is nearing its end, with the publication of the three regional Spatial and Economic Strategies anticipated shortly.  Each of the three regional assemblies (Eastern and Midland, Southern, and Northern and Western (see the map below) is at a slightly different stage in the process but have either completed (EMRA) or are currently consulting on material amendments to draft Regional Spatial and Economic Strategies (SRA and NWRA).  These will feed into the spatial planning process as depicted in the graphic below which shows the relationship between the different planning levels.

Source: Eastern and Midland Regional Assembly https://emra.ie/regional-spatial-and-economic-strategies-2/

The Eastern and Midland Regional Assembly published its Regional Spatial and Economic Strategy and accompanying documents in June 2019 (see here for more information).

The Southern Regional Assembly has recently published its Proposed Material Amendments (PDF 3.5MB) and associated Environmental Reports for public consultation. The consultation period is from 12th September 2019 until 11th October 2019, (dates inclusive).  The WDC will review the material amendments relevant to the Western Region (largely as they relate to Clare).  Our previous submission is discussed here.

Finally, and of most interest to the WDC, because of its coverage of the Western Region (aside from Clare which is part of the Southern Region), the Northern and Western Regional Assembly is currently consulting on the Material Amendments (5.6MB) to the draft RSES.  The closing date for comments on these Material Amendments is 11 October.  More information about how to input to this process is here.

The three Regional assemblies cover the areas shown in the map below.

The WDC has made submissions and attended consultation meetings throughout the development of the National Planning Framework and the Regional Spatial and Economic Strategies  (see WDC Insights posts here, here and here).

The WDC is finalising its inputs to the consultation on the Material Amendments in the Northern and Western Region, mindful that considerable consultation has already taken place and that the proposedamendments have been included by the elected members of Regional Assembly.  Therefore, the WDC comments will be confined to specific details of the amended text.

Proposed amendments

The material amendments largely relate to the RGCSPs but there are a number of other new Regional Policy Objectives and amendments to the previous RPOs (see this document for the full detail of all the material amendments under consultation).  A small selection of the new RPOS (relating to the region as a whole) are outlined here.

There is a proposed overarching environmental regional policy objective:

The Assembly supports the integration of biodiversity considerations in a positive, proactive and precautionary way and promotes the protections of the environment and bio-diversity conservation as key principles of the strategy.

There is increased emphasis on collaboration among Local Authorities and the Regional Assemblies:

It is an objective to establish a collaborative approach between the Regional Assemblies (NWRA, SRA), the Local Authorities and other stakeholders to enable all their metropolitan areas to collaborate with each other to harness their combined potential as an alternative to development of Dublin.

A number of RPOs relating to Tourism assets have been amended (e.g. 24-26, 31) :

24.To support working with relevant landholders and recreational / tourism agencies to increase access to the Countryside and to our Coastal area’s, and to ensure maintenance and access to the existing network of trails, paths, ways etc.

25.To support the maintenance of, and enhanced access to state lands, such as National Parks, Forest Parks, Waterways together with Monuments and Historic Properties, for recreation and tourism purposes.

26.To support the preparation and implementation of Visitor Experience Development Plans (VEDPs) within the Northern & Western Region, to underpin the overarching regional tourism benefits and to promote the natural and cultural assets of the Regions.

31.To ensure provision is made for the expansion in accommodation, and facilities within key destination towns, such as Carrick on Shannon, Cavan, Roscommon Town & Athlone, together with necessary supporting infrastructural investments, including improvements in the public realm, Transport links, accommodation, the night time economy, and sustainable development of our natural & built economy

The WDC welcomes a new RPO on the Bioeconomy:

The Assembly supports the future proofing of Infrastructure Planning to allow for the potential upgrading of existing industrial sites to bio-refining plants while also supporting the use of bio-renewable energy for production of bio-based products.

In relation to Ports the proposed RPO now includes Killybegs:

The Assembly supports the designation of Galway and Killybegs as Tier 1 Ports, subject to environmental and visual considerations as well as transport and economic viability requirements.

New RPOs are included on Climate Action and for the designation of National Parks:

The Assembly will support the preparation of local climate strategies by CAROs and Local Authorities to address vulnerability to climate risks and prioritise actions in accordance with the principles within the National Adaptation Framework and the National Mitigation Plan.

The Assembly supports the advancement of the zone of North Sligo/North Leitrim (Ben Bulben and its hinterlands) and the area surrounding Lough Arrow/Lough Key as potential National Parks/National Recreation Areas. It also supports collaboration in this regard with stakeholders including NPWS, Local Authorities, Department of Culture Heritage and the Gaeltacht.

In relation to roads, the following amendment is proposed (listing more roads than the original draft RSES):

The delivery of the following projects shall be pursued, in consultation with and subject to the agreement of TII, through pre-appraisal, early planning and to construction as priority projects to be delivered to an appropriate level of service in the medium term.

    • N15 Sligo to BundoranN16 Sligo to Blacklion
    • N13 Manorcunningham to Bridgend/Derry
    • N59 enhancement
    • N61 Athlone to Boyle improvement
    • N63 Galway to Longford improvement
    • N56 lnver to Killybegs
    • N15 Stranorlar to Lifford
    • N13 Stranorlar to Letterkenny
    • N3 North of Kells to Enniskillen, via Cavan and the A509 in Fermanagh;
    • N54 (NS) Cavan to Monaghan Town;
    • N55 (NS) Cavan to Athlone;
    • N26 and N58 (NS) linking Ballina to N5.

 

Finally, a RSES Oversight Committee is proposed, which will be established to ensure oversight of the implementation, monitoring and reporting of progress in implementation of the RSES, as well as identifying opportunities to drive Regional Development, and suggest sources of funding, fostering partnerships / new collaborations.

This is only a small selection of the proposed amendments. It is worth taking the time to consider all of the proposed amendments and provide feedback to the Northern and Western Regional Assembly by 11 October 2019.  The WDC will make its submission shortly and it will be available on our website.

Conclusion

The completion of all of the Regional Spatial and Economic strategies will be a very significant achievement, the culmination of years of work since they were first announced  and extensive consultation and stakeholder engagement.  Of course, this means the work of implementation becomes a priority.  The incorporation of the strategy goals and targets into Local Area Plans and City and County Development Plans is to follow, and wider implementation of the strategies to ensure that the growth and employment targets set out the in the NPF are achieved, along with ten National Strategic Outcomes (NSOs listed below) is essential:

  1. Compact Growth
  2. Enhanced Regional Accessibility
  3. Strengthened Rural Economies and Communities
  4. Sustainable Mobility
  5. A Strong Economy Supported by Enterprise, Innovation and Skills
  6. High Quality International Connectivity
  7. Enhanced Amenity and Heritage
  8. Transition to a Low-Carbon and Climate-Resilient Society
  9. Sustainable Management of Water Waste and other Environmental Resources
  10. Access to Quality Childcare, Education and Health Services

 

Achieving these will involve co-ordinated spending and investment and alignment of policy across all sectors (eg transport, education, enterprise and initiatives such as the Atlantic Economic Corridor) as well as through the planning process.  It will require the iterative incorporation of new policies (such as the Climate Action Plan and the local Climate Adaptation Strategies (see here for example)  as well as incorporating responses to economic, social and policy responses to know and unknown factors (e.g. Brexit, changes in global economic activity and any unexpected events).

 

We look forward to a strong, driven, implementation process responsive to the changing world and to changing priorities.  With this we can be optimistic about living, working and doing business in a thriving, active and sustainable region twenty years from now.

 

Helen McHenry

The Business of Literature – Major Literary Tourism Initiative Set to Enhance Commercial Capacity in Northern European Region

Major new three-year literary tourism pilot programme set to launch across four Northern European countries this Autumn.

Spot-lit is a new three-year project that aims to grow the literary tourism sector in the Northern Periphery and Arctic region by supporting the organisations and businesses in this culturally-rich region to grow collaborate and better engage audiences together. Literary Tourism is an emerging niche sector within the wider cultural tourism sector, where places with literary heritage offer author and fiction-related literary tourism opportunities along with opportunities arising from literary festivals, trails and book shops.Funded by Interreg Northern Periphery and Arctic Programme, the regions participating in the Spot-lit programme area are Western Ireland, Northern Ireland, Eastern Finland and South-West Scotland.

All share a number of common features such as low population density, low accessibility, low economic diversity, abundant natural resources, and high impact of climate change.

Collectively, the region is home to world-class literary icons and landscapes, however, research suggests there is potential for this sector to work together and grow significantly. Current low levels of joined-up literary tourism activity in the Northern Periphery and Arctic Region make it a sector that is ripe for development.

Spot-lit addresses the need for shared development and marketing of existing assets and the development of new ones, which respond to emerging literary and cultural consumer needs. This will result in a better cultural tourism offering and deliver greater economic impact than projects developed in national isolation.

The programme will include the development of a cluster network across the regions, a series of support workshops, the development of 20 new literary products or services and shared learning and transnational marketing.

Some of the Spot-lit partners at a recent partner meeting in Scoltland (left to right) Filip Sever, Mary Keaveney, Minna Mustonen, Helena Aaltonen  Marlene Kohllechner-Autto, Shane Campbell.

Speaking on the occasion of the launch of the project, CEO Tomás Ó Síocháin of the Western Development Commission said: “We are delighted to launch this programme today following an extensive period of research and development. Spot-Lit has the capacity to deliver tangible benefits to under-tapped regions across Europe through the literary tourism sector which we know has the potential to be a major economic driver. We encourage any organisation or business in the literary tourism sector to visit our website and sign-up for our information roadshows in early October.”

This Autumn, the Spot-lit partners in Ireland, Northern Ireland, Scotland and Finland will deliver a series of workshops for businesses interested in Literary Tourism development.

Workshop 1: Building Successful Literary Tourism Experiences for Visitors
Workshop 2: Designing and developing your Literary Tourism product or service
Workshop 3: Knowing and growing your market

Following on from the workshops, businesses will be invited to participate in a Literary Business Support Programme. The programme will be open to SMEs, social enterprises, community groups and literary associations with a unique idea for the development of Literary Tourism in their area. This bespoke programme will involve a series of monthly engagement workshops, learning journeys, business advice clinics and individual mentoring supports. The programme will engage with 5 businesses in each country and will include a €10,000 innovation voucher. The focus of the business idea/product will be for the development of Literary Tourism.

The project will officially launch on September 25th with a new website at http://www.spot-lit.eu, dedicated social media channels @spot_lit_eu, followed by a call out for literary businesses and organisations to register their interest for upcoming events and workshops.

 

 

 

 

 

Transport, Aviation, Ten-T and Project Ireland 2040

Submission to Review of TEN-T

The Department of Transport has recently published its submission to the European Commission on proposed revisions of the TEN-T network see here.

The Department advocate for the inclusion of the Atlantic seaboard region of Ireland on the TEN-T Core Network, which the WDC welcomes. In his submission, Minister Ross provides the national policy context, in particular noting the overarching objectives of Project Ireland 2040.

We need to manage more balanced growth … because at the moment Dublin, and to a lesser extent the wider Eastern and Midland area, has witnessed an over concentration of population, homes and jobs. We cannot let this continue unchecked and so our aim is to see a roughly 50:50 distribution of growth between the Eastern and Midland region, and the Southern and Northern and Western regions, with 75% of the growth to be outside of Dublin and its suburbs[1].

One of the key objectives of the NPF is to move away from ‘business as usual’ and to redirect growth to other areas. In making the case for inclusion of the Atlantic seaboard region of Ireland in the Ten-T Core Network, Minister Ross also notes the adverse impacts of Brexit noting that,

Continued EU support for transport investment projects in Ireland will become even more important in the context of Brexit, after which our peripheral location on the western point of Europe will leave us even more isolated from other EU Member States. While Project Ireland 2040 aims to highlight the actions, including capital investment, required to strengthen the Northern and Western Regions and mitigate the adverse effects of the UKs exit from the EU which are expected to impact disproportionately on this area, its inclusion on the Ten-T Core Network would result in further Irish projects being eligible to apply for Connecting Europe Facility (CEF) funding, thereby contributing to the balanced development of our regions….

Policy and funding alignment

While the WDC welcomes the views expressed by the Department of Transport in relation to inclusion of the Atlantic seaboard region in the Ten-T Core network, in reality, for funding to follow from Europe, the Department of Transport needs to prioritise funding for Atlantic Economic Corridor Transport projects. So, for example the Capital Investment Plan allied to the NPF identifies transport projects for investment in the AEC region but many of these are not planned to occur until towards the end of the 10-year period, unlike other projects which are prioritised in the next few years.

The WDC have argued following publication of the NPF 2040, that if sectoral policies are not aligned to support the objectives of Ireland 2040 then Ireland 2040 is likely to fail. The National Aviation Policy (2015) predates the publication and consideration of Ireland 2040. The National Aviation Policy can be seen to unduly reinforce the dominance of the larger airports (Dublin in particular).  Now that the NPF is Government Policy, the National Aviation Policy should be reviewed and reassessed in light of the overarching objectives of the NPF and the need to ensure sectoral alignment. In the absence of such reviews it is difficult to see how development can move away from a ‘business as usual’ approach and how the NPF can achieve its targets. It is sectoral planning and policy that is the real driver of spatial and regional development.

 Aviation trends

As the WDC pointed out in its Submission on Future Airports Capacity Needs at Ireland’s State Airports see here, the West and North West region in particular has relatively poor accessibility by air, which is the preferred transport mode for international access.

The CSO Aviation statistics, Quarter 4 and year 2018, see here, highlight the trend of the increasing concentration of air passengers travelling through Dublin airport compared to other airports. For example, in 2014, Dublin accounted for 81.9% of all passengers (Total = 26.5 million), compared to 85.6% in 2018 (Total = 36.6 million). This represents an increase of 9.6 million passengers in 4 years, a 44.2% increase. So along with a significant increase in total air passenger numbers, there is an ever-increasing share travelling through Dublin airport.

This ever-increasing concentration is of concern to those supporting exporters. For example, the

IEA submission to the Draft National Planning Framework noted that of those IEA members surveyed who use airports to export, 81% use Dublin airport predominantly as their primary route to ship goods out of Ireland. 15% said that this was not the closest airport geographically. Members surveyed said that they would use a different Irish airport as their primary route to ship goods from Ireland if:

  • There were more frequent flights from another airport – 36%
  • Road networks between primary distribution centre and another airport were improved – 23%
  • Another airport was upgraded – 14%

The implementation of hub connectivity from the west of Ireland directly into Heathrow or another European hub airport (example Schiphol or Frankfurt) would significantly enhance business connectivity and attractiveness to locate in the west of Ireland[2].

The WDC considers that with Dublin Airport, operating at or near capacity, cost-efficient and accessible alternatives to Dublin are required. Shannon and Ireland West Airport Knock are important transport centres enabling the international success of businesses in Ireland’s West and North West.

The WDC believes that there needs to be consideration of how the other State airports, in particular Shannon (given the remit of the WDC) can be more effectively supported through policy changes to deliver on the regional growth targets of the NPF.

 Role of ‘Regional Airports’

Similarly, the WDC believe that the role of regional airports has to be reviewed in light of the NPF and its regional population and employment targets. The Department of Transport is currently conducting a consultation on the Preparation of new Regional Airports Programme 2020 to 2024.

The Regional Airports Programme provides for funding to regional airports to help them deliver on their goal as outlined in the National Aviation Policy. Recognising the relative difficulty which smaller airports have in both meeting operating costs and attracting and retaining air services, the Department provides support under different funding mechanisms. These funding schemes are governed by EU guidelines on State aid some of which apply to airports handling up to 3 million passengers per year.

As the consultation document highlights, all regional airports are not equal! While passenger numbers at all four regional airports are less than 1 million annually, three of four have less than 400,000. The exception is Ireland West Airport Knock which has had annual passenger numbers in excess of 700,000 for the last three years. This is because Ireland West Airport Knock essentially serves the same purpose for its region (the North West) as the State airports perform in the Mid-West, South-West and East respectively. National aviation policy needs to fully recognise the international transport function Ireland West Airport Knock provides, ensuring direct international air services to a region much of which is not in the catchment of the other international airports, Dublin, Cork and Shannon.

The WDC believes that the road improvements planned for the North West will help support greater traffic through Ireland West Airport, which in turn will allow Ireland West Airport Knock perform a key role in supporting the Government’s wider/broader policy objectives of delivering the population and employment targets for the Northern & Western Region under Project Ireland 2040. The road improvements must be prioritised.

Similarly, Shannon Airport with passenger numbers under 3 million (and therefore eligible for capital support without prior EU State approval) can help deliver the objectives of Project Ireland 2040, to enable the cities of Limerick and Galway on the Western seaboard, to each grow by at least 50% to 2040 and to enhance their significant potential to also become cities of scale[3].

All sectoral policy areas, in this case – EU TEN-T, National Aviation Policy and the Regional Airports Programme – highlight the importance of an overarching policy framework, to which all other policies should be aligned in so far as possible. Without alignment, delivery on the overarching policy objective of Project Ireland 2040, is unlikely.

 

Deirdre Frost

 

[1] Project Ireland 2040, NPF, 2018, p.11

[2] http://npf.ie/wp-content/uploads/0725-Irish-Exporters-Association.compressed.pdf

[3] https://www.gov.ie/pdf/?file=https://assets.gov.ie/166/310818095340-Project-Ireland-2040-NPF.pdf#page=1 p.22.

Regional Sectoral Profiles: The Complete Collection

A year ago we began publishing a series of ‘Regional Sectoral Profiles’ of economic sectors in the Western Region.  Now, 12 months and 12 reports later, the series is complete!  As publication has been spread over a year, I thought it would be useful to provide a synopsis and links to the full series.

So it all began in October 2018 with …

Wholesale & Retail (Oct 2018)

42,510 people were employed in the Wholesale & Retail sector in the Western Region in 2016 making it the region’s second largest employer.  The Western Region is characterised by greater self-employment in Wholesale & Retail than the national average (15.5% of total employment in the sector is self-employment compared with 12.7% in the state) meaning it is characterised by more, but smaller, businesses. Download WDC Insights-Wholesale & Retail in Western Region-Oct 2018 and Wholesale & Retail in the Western Region-Regional Sectoral Analysis-Oct 2018

Health & Care (Nov 2018)

42,027 people were employed in the Health & Care sector in the Western Region in 2016. At 15.5% of all employment, Sligo has the highest share working in this sector in the country, while Leitrim (13.5%) has the 2nd highest share nationally with Galway City and Galway County (both 13%) jointly 4th.  This sector is a hugely important and growing employer in the region.  Download WDC Insights-The Health & Care Sector in the Western Region-Nov 2018 and Health & Care Sector in the Western Region-Regional Sectoral Analysis-Nov 2018 

Education (Jan 2019)

32,349 people were employed in the Education sector in the Western Region in 2016.  Education is most important in Donegal (10.8% of all employment), followed by Galway County (10.2%). These are the highest shares working in Education in the country.  Moycullen (Co Galway) has the highest share of residents working in Education across Ireland’s 200 towns and cities. Within the sector, Pre-Primary education had the strongest recent jobs growth.  Download WDC Insights-Education Sector in the Western Region-Jan 2019 and Education Sector in the Western Region-Regional Sectoral Profile-Jan 2019-rev 12.03.19

Industry (Feb 2019)

With 45,754 working in Industry in 2016, it is the region’s largest employment sector.  It is considerably more important as an employer in the region than nationally (13.7% v 11.4%).  Among western counties, Industry is most important in Galway County, Clare and Galway City, while Ballyhaunis (Co Mayo) has the highest share of jobs in Industry among Ireland’s 200 towns and cities, where it accounts for 41.9% of total jobs.

Medical Devices is the largest activity accounting for 28% of all Industry employment in the region. The region’s industrial sector relies more on foreign owned companies than nationally (55.1% of assisted Industry jobs are in foreign owned companies v 45.3%).  Download WDC Insights-Industry Employment in Western Region-Feb 2019; WDC Insights-Industry Employment in Western Counties-Feb 2019 and Industry in the Western Region-Regional Sectoral Profile-Feb 2019-11.04.19

Accommodation & Food Service (Mar 2019)

23,038 people worked in Accommodation & Food Service in the Western Region in 2016.  Among western counties, it is most important in Galway City, Donegal and Mayo which are among the top 5 in Ireland in terms of the share of their workforce engaged in hospitality.  At 27.6% of total employment, Clifden has the highest share working in the sector in Ireland with Bundoran, Westport, Donegal town and Carrick-on-Shannon also among the top 10 towns.  The region is home to 23.7% of all Accommodation & Food Service enterprises in the state and it’s the sector where the region accounts for its highest share of national enterprises.  Download WDC Insights-Accommodation & Food Service Sector in the Western Region-Mar 2019 and Accommodation & Food Service Sector in the Western Region-Regional Sectoral Profile-Mar 2019

Agriculture, Forestry & Fishing (Apr 2019)

22,733 people were employed in Agriculture, Forestry & Fishing in the Western Region in 2016.  This only includes people whose main economic activity is working in the sector and does not include part-time farmers.  Of everyone working in the sector in Ireland, 1 in 4 of them live in the Western Region making Agriculture, Forestry & Fishing the sector where the Western Region accounts for its highest share of total national employment. Download WDC Insights-Agriculture, Forestry & Fishing Employment in the Western Region-April 2019 and Agriculture, Forestry & Fishing in the Western Region-Regional Sectoral Profile-Apr 2019

Administrative, Entertainment & Other Services (May 2019)

21,789 people worked in Administrative, Entertainment & Other Services in the Western Region in 2016. This sector provides ‘outsourced’ services to businesses, as well as personal and recreation services to individuals.  Bundoran has the highest share working in the sector of all Irish towns.  This sector is characterised by high self-employment, both compared with elsewhere (27.6% in region v 21.5% in state) and with other sectors. The number of self-employed grew by 19.4% (2011-2016) in the region, the highest growth of all sectors. Download WDC Insights: Administrative, Entertainment & Other Services in the Western Region and Administrative, Entertainment & Other Services in the Western Region: Regional Sectoral Profile

Financial & ICT Services (Jun 2019)

17,884 people worked in Financial & ICT Services in the Western Region in 2016. Financial & ICT Services plays a significantly smaller role in the region’s labour market than nationally (5.4% v 9%).  In the region the sector is most important in Galway City, Donegal and Clare.  At 14.3% of total jobs Letterkenny has by far the highest share of residents working in the sector in the region and is 11th highest in Ireland.  Download WDC Insights-Financial & ICT Services in Western Region-June 2019 and Financial & ICT Services in the Western Region-Regional Sectoral Profile-June 2019

Public Administration & Defence (Jul 2019)

18,858 people worked in Public Administration & Defence in the Western Region in 2016.  At 8.4% of total employment, Roscommon has the highest share working in the sector in Ireland with Leitrim and Sligo 2nd and 4th highest respectively.  North Connacht and the North West have high reliance on the public sector to sustain employment.  Lifford (Co Donegal), Strandhill (Co Sligo) and Roscommon town have the 2nd, 3rd and 4th highest shares working in the sector of Irish towns.  Download WDC Insights-Public Administration & Defence in Western Region-July 2019 and Public Admin & Defence Sector in the Western Region-Regional Sectoral Profile-July 2019

Professional Services (Jul 2019)

14,499 people worked in Professional Services in the Western Region in 2016.  It accounted for 4.3% of total employment in the region, far lower that its 6.1% share nationally.  Galway City is where it is most important in the region but it is still well below the state average.  This sector has among the highest rates of self-employment across all economic sectors and is considerably higher in the region than nationally (30.3% v 25.7%).  Download WDC Insights-Professional Services in Western Region-July 2019 and Professional Services in the Western Region-Regional Sectoral Profile-July 2019

Construction (Aug 2019)

18,166 people worked in Construction in the Western Region in 2016. In 2006 Construction accounted for 12.6% of all jobs in the region, by 2016 it was down to 5.4%.  Ballaghaderreen (Co Roscommon) has the highest share of residents working in Construction in the region and 2nd highest nationally.  Despite significant decline during the recession and slower recovery than elsewhere, Construction continues to employ a greater share of the workforce in the Western Region and particularly in more rural counties and towns.  Download WDC Insights-The Construction Sector in the Western Region-Aug 2019 and Construction in the Western Region-Regional Sectoral Profile-Aug 2019

And finally …

Transportation & Storage (Sep 2019)

10,758 people worked in Transport & Storage in the Western Region in 2016.  Clare has by far the highest share working in the sector in the region at 5.2% of employment and is 4th highest nationally due to aviation activity around Shannon. Shannon town (10.8%) has the 4th highest share working in the sector in Ireland with Newmarket-on-Fergus also in the top 10 towns.  There was a 6.3% fall in the number of Transport & Storage enterprises in the region between 2012 and 2017 mainly due to a sharp decline in taxi numbers.  Download WDC Insights-Transportation & Storage Sector in the Western Region-Sept 2019 and Transportation & Storage Sector in the Western Region-Regional Sectoral Profile-Sept 2019

So that’s the complete series of Regional Sectoral Profiles. In some ways it’s fitting that the series is now complete as this will be my final WDC Insights Policy Blog post.

After 16 great years with the WDC I am moving on to take up a new challenge.  I want to thank all my colleagues, past and present, and particularly my Policy Analysis team mates Deirdre Frost and Helen McHenry for all their help, support, encouragement and heated debated! over the years.

Wishing you all the best

Pauline White

Transportation & Storage Sector in the Western Region

The Western Development Commission (WDC) has just published the last in its ‘Regional Sectoral Profiles’ series which analysed the most recent employment and enterprise data for the Western Region on specific economic sectors and identified key policy issues.[1]

The final report examines the Transportation & Storage sector.  This includes activities such as taxis, bus companies, airlines and airports, haulage firms, couriers and services for the transportation sector.  Although it is among the smallest direct employers in the region, it’s significance to the regional economy and society is considerably greater, given its vital role in facilitating business activity, as well as providing services to individuals and communities.  Two publications are available:

Employment in Transport & Storage

According to Census 2016, 10,758 people worked in Transport & Storage in the Western Region.  Transport & Storage plays a smaller role in the region’s labour market than nationally (Fig. 1), accounting for 3.2% of total employment in the region compared with 4.0%. One of the reasons is the high concentration of this sector in Dublin due to the presence of Dublin Airport, Dublin Port, Dublin Bus and the headquarters of airlines and national transport companies

Among western counties, Clare has by far the highest share working in Transport & Storage (5.2%).  This is clearly due to the presence of Shannon Airport and Clare has the fourth highest share of its employment in this sector in Ireland.[2]  Roscommon has the next highest share in the Western Region, likely due to its very central location and the activities of logistics operations. At just 2.2% of total employment, Galway City has the lowest share working in the sector in the region and also in the state.

Source: CSO, Census 2016: Summary Results Part 2, Table EZ011

There was 4.5% jobs growth in the sector in the region between 2011 and 2016, higher than the 4.0% growth nationally.  Jobs growth in Transport & Storage was driven by a number of factors including increased demand from commercial clients as business activity recovered and evolving processes demanded more complex logistics and increased consumer and tourism spending. Growth in this sector was lower than overall jobs growth in the region (7.5%) however.

Transport & Storage sub-sectors

‘Postal, Courier, Warehousing & Cargo’ is the largest sub-sector in the Western Region (27% of total employment in Transport & Storage), and accounts for a higher share than nationally (23.8%).  The next largest is ‘Road Freight’ which is also more important in the region (21.2% v 18.4%). This illustrates the importance of the logistics sector in the region, which may not be surprising given its distance from the main international entry and exit points of Dublin Airport and Dublin Port.

In Clare, ‘Other Transport & Storage & Services’, which would include aviation services around Shannon, is the largest sub-sector while for Galway City ‘Taxi operation’ is largest with taxis being far more common in the city than elsewhere.  In Donegal ‘Road Freight’ is the biggest sub-sector and given the potential impact of Brexit on haulage, this is an issue of concern.  For all other western counties ‘Postal, Courier, Warehousing & Cargo’ is largest.

In the region, the strongest jobs growth (2011-2016) was in ‘Road Freight’ with employment increasing by 20% in the region, higher than the 15.9% growth nationally.  Only one sub-sector saw a decline with a 29.2% fall in the number working in ‘Taxi operation’ in the region.  Following growth in taxi numbers with de-regulation, over-supply of taxis in certain areas and increased alternative job opportunities with economic recovery, led to people leaving taxi driving.

Gender pattern and self-employment

Employment in this sector is highly male dominated with men accounting for 79.4% of the total Transport & Storage workforce in the Western Region.  Clare has the highest female share due to activity in aviation, while Donegal, where road freight is the largest activity, has the highest male share.

Of all those working in Transport & Storage, 20.1% are self-employed (employer or own account worker). This is higher than the region’s average rate of self-employment (18.3%).  Galway City (30.8%), Donegal (25.6%) and Sligo (23%) have the highest rates of self-employment and are also where ‘Taxi operation’ is most important.

There was an 18.3% decline in the number of self-employed working in Transport & Storage in the Western Region (2011-2016), the second largest decline of any economic sector.

Employment in western towns

When considering towns, commuting can be particularly important and it must be remembered that this data refers to residents of the towns, although some may travel to work elsewhere.

As may be expected from the previous sections, Shannon (10.8%) has by far the highest share working in the sector among towns in the Western Region (Fig. 2). Nationally, it has the fourth highest share working in the sector in Ireland with Newmarket-on-Fergus (9.5%) also in the top ten.[3] The towns with the next highest shares are also mainly in Clare.

Eight towns in the Western Region are among the bottom ten towns in Ireland in terms of the share working in Transport & Storage.  Six towns in the region have less than 2% of their employment in the sector.

Source: CSO, Census 2016: Profile 11 – Employment, Occupations and Industry, Table EB030

Transport & Storage Enterprises

In 2017[4]  there were 3,291 Transport & Storage enterprises registered in the Western Region. This was 5.7% of total enterprises[5], well below the 7.6% share in the state.  The concentration of this sector around Dublin would be a factor in this pattern.

Galway[6], Sligo and Roscommon have the highest share of enterprises in the sector, though all well below the national average.  As noted above, ‘Taxi operation’ is most common in Galway and includes a large number of enterprises.  Differing from the pattern for employment however, Clare does not have a particularly high share of enterprises in the sector (5.5%) indicating it includes some large employers.

There was a 6.3% decrease in the number of Transport & Storage enterprises registered in the Western Region between 2012 and 2017 (Fig. 3).  This was a poorer performance than nationally where there was a 2.1% decline.  In both areas, the decline in the Transport & Storage sector contrasted with growth in overall enterprises.[7] Looking more closely at the data, there was the first sign of recovery in enterprise numbers between 2016 and 2017, so it could be expected that there has been some growth in the sector in more recent years.

All western counties had considerable falls in enterprise numbers in Transport & Storage, with Sligo and Mayo having the largest declines.  Roscommon and Clare, where the sector is most important as an employer, also had quite large falls in enterprise numbers.

Source: CSO, Business Demography 2017, Table BRA18.

Key Policy Issues

Smaller scale operations and high self-employment: Transport & Storage enterprises in the Western Region tend to be smaller in scale.  Self-employment in the sector declined as the economy recovered, largely due to a drop in the number of taxi drivers. Continuation of existing, and the development of new, initiatives and soft supports for sole traders and micro-enterprises is important to the future of the Transport & Storage sector in the region.

Responds to and facilitates economic growth: This sector depends on the level of activity in the domestic economy as this determines demand from commercial clients and private individuals.  As well as responding to economic growth, it also facilitates it e.g. by providing logistics services to business. Therefore, the presence of a strong Transport & Storage sector within the region, particularly given its peripheral location, is a key driver for regional economic growth.

Further development of the Western Region’s Airports: Shannon Airport plays a strategic national role in the transport sector.  In addition to transport services, there is considerable and growing activity in support services for the aviation industry.  At the same time, increasing international air access via Ireland West Airport Knock is important to improve accessibility for the West and North West.  The National Aviation Policy should be reviewed in order to further increase the role and capacity of these airports and reduce the dominance of Dublin Airport.

Brexit: The haulage and logistics sector will be among those most affected by Brexit.  The sector in Donegal potentially faces particular challenges.  It is important that the impact of Brexit be minimised and that haulage firms are supported in their efforts to adapt.  The Western Region’s peripheral location, and the role of the sector in facilitating wider economic activity, means this is of vital economic importance.

Opportunities in the logistics sector: Highly complex and integrated processes in manufacturing and retail increasingly rely on sophisticated logistics to minimise the time and cost of distribution and supply. In addition, the growth of online retail has greatly increased demand for postal and courier services. Given its central location, Roscommon has particular potential to further develop activity in this area.  Adaption to a low carbon economy is another area of opportunity for the freight sector.  

For more detailed analysis, download Transportation & Storage Sector in the Western Region: Regional Sectoral Profile and WDC Insights: Transportation & Storage Sector in the Western Region here

Pauline White

 

Photo The Shannon Group

[1] Previous Regional Sectoral Profiles are available here https://www.wdc.ie/publications/reports-and-papers/

[2] Fingal (8%), Meath (5.9%) and South Dublin (5.2%) have the highest shares, with Dublin Airport’s influence very clear.

[3] All other towns in the top ten are surrounding Dublin Airport.

[4] Data in this section is from CSO, Business Demography 2017

[5] Total enterprises includes all ‘business economy’ enterprises (NACE Rev 2 B to N(-642)) plus the sectors of Health & Social Work, Education, Arts, Entertainment & Recreation and Other Services.

[6] Business Demography data does not distinguish between Galway City and Galway County.

[7] As Business Demography data is not available for some sectors until 2015, changes over time are not based on ‘total enterprises’ but a sub-set of this called ‘business economy’ enterprises. This is sectors NACE Rev 2 B to N(-642) which is all economic sectors except Agriculture, Forestry & Fishing, Public Administration & Defence, Health & Social Work, Education, Arts, Entertainment & Recreation and Other Services.

Incomes in the Western Region: what do Geographical Income Profiles tell us?

At WDC Insights we are always on the lookout for data sources which can improve our understanding of the economy and society of the Western Region and give us greater insight into how the people living and working here are doing.  The CSO recently published Geographical Profiles of Income in Ireland 2016, a new, very comprehensive report on incomes in Ireland which provides data at both county and Electoral Division (ED) level.  This post provides a taster of the data available.

Background

Geographical Profiles of Income in Ireland 2016, examines income for both households and individuals by county and by ED. Income is also examined across the areas of housing, health, education, occupation and commuting.  The primary definition of income used throughout is Gross Income. This includes income from employment, self-employment, pensions, rental property, social welfare and further education grants.

The production of this data involved the integration of datasets held by Revenue and the Department of Employment Affairs and Social Protection with CSO held datasets to produce aggregated analysis and outputs at a detailed geographical level not previously available. see Background and Methodology for further information[1].

 

Household Median Income for counties

There is significant variation in household income across the county as is shown in the map below with highest incomes tending to be in the East and around the cities.

The median household income in the state was €45,256 in 2016, but there was significant variation from the lowest (Donegal, €32,259) to the highest (Dun Laoghaire Rathdown €66,203) as shown in Figure 1 below.  All of the Western Region counties and Galway city had median incomes below the state average.

Figure 1: Household Median Income for counties, 2016

Source: CSO Geographical Income Profiles, Table 1.1: Household median gross income by county, 2016

Looking more closely at the Western Region (Figure 2), not unexpectedly the highest median income was in Galway City (€44,492), with Galway county (€44,352) close behind.  Clare also had a median household income of more than €40,000.   Surprisingly (especially given other data on county incomes) Roscommon had the next highest median household income (€39,006) , higher than Sligo (€38,695) and Mayo (€37,214).  As noted above Donegal had the lowest median income, with Leitrim significantly above it (although this was still the second lowest in the country).

Figure 2: Household median Income in the Western Region

Source: CSO Geographical Income Profiles, Table 1.1: Household median gross income by county, 2016

Incomes in larger towns

The report also provides data on incomes in towns of more than 10,000 people, of which there are five in the Western Region (Figure 3).  Ennis  (€40,508) had the highest income in the Western Region for these towns (though, as noted above, income in Galway City is higher) while the lowest was in Ballina  (€32,779).  Nationally the lowest income in these towns is in Longford (€29,224)  while the highest is in Malahide (a very substantial €78,631).

Figure 3: Median income in Western Region towns, 2016

Source: CSO Geographical Income Profiles, Table 1.2: Population and household median gross income by town, 2016

 

Incomes at local level

Finally, as mentioned, this data is also available at ED level, providing more information on areas of high income and those which are doing less well (shown on the Map below).  Clearly incomes in many of the EDs in the Western Region and along the Atlantic coast are among the lowest in the country, though there are pockets of affluence in each county.  The detail of income at ED level will be discussed in a future post.

Source: CSO Geographical Income Profiles

 

Conclusion

In previous discussions of measuring regional success it has been noted that limitations in the GVA data need to be counterbalanced by better regional level data on the three key variables of Income, Wealth and Consumption.  This recent publication provides an excellent start in relation to the first of these.  It is really helpful to have such a comprehensive source of data available at both county and ED levels.  The CSO is to be complemented in their work on this.

This new data set has provided much food for thought, with data at county level not always as I would have anticipated (for example, Roscommon having a higher median income than Sligo is unexpected).  Over the coming months I hope to have the opportunity to look into the data in more detail to better understand components income and earnings in our region, counties and at a local level and to consider the patterns which are emerging.

 

 

Helen McHenry

[1] Under the auspices of the Statistics Act 1993[1] and in compliance with all relevant data protection legislation, the CSO is in a unique position to gather and link administrative data sources held by Government Departments and Agencies and evaluate their potential for statistical use.

New Infographic: Enterprise in the Western Region 2017

The WDC has analysed the latest CSO Business Demography data on enterprises in the Western Region. This data is for 2017 when there were 57,951 total enterprises[1] registered in the seven-county Western Region (location of an enterprise is based on its address as registered with Revenue[2]).  In total, just over a quarter of a million people were working for enterprises registered in the region.

Enterprise in the Western Region 2017

The infographic shows some of the key indicators for enterprise in the Western Region.

The recession led to a 4.3% decline in the number of enterprises[3] in the region, this was compared to marginal growth in enterprises in the state (0.1%) over this period. With economic recovery, enterprise numbers grew again, rising 6.5% in the region between 2012 and 2017. While strong, this growth did significantly lag that nationally (11%).

As growth accelerated considerably between 2016 and 2017, it is likely that enterprise numbers have continued to expand since 2017.

Of all enterprises registered in the Western Region 92.9% were micro-businesses employing fewer than 10 people. This was a slightly higher share than nationally where 92.1% of enterprises are micro.

As each micro-enterprise is small in scale however, despite them accounting for 92.9% of enterprises, only 35.8% of everyone who works for an enterprise, works for a micro-enterprise.  Of course, direct employment is just one of the economic and social impacts of micro-enterprises and they play a particularly vital role in smaller centres and more rural areas, as well as in particular sectors e.g. Construction, Professional Services.

By their nature, larger firms (employing 10 or more people) play a more significant employment role, accounting for 64.2% of everyone who works for an enterprise, despite only accounting for 7.1% of firms.

In terms of the number of enterprises, Construction is the largest sector in the Western Region accounting for 20.4% of all enterprises registered in the region.  Wholesale & Retail (15%) and Professional, Scientific & Technical activities (9.4%) are next largest.  All three sectors include many sole traders and micro-enterprises e.g. construction trades, solicitors, architects, small shops and they are also the three largest sectors nationally.

Considering the number of people working in enterprises however shows a different pattern.  Wholesale & Retail is the largest enterprise sector in employment terms (17.8% of all people working in enterprises in the Western Region) followed by Industry (manufacturing) (17.2%) and Accommodation & Food Service (13.4%). These three sectors include many larger businesses e.g. factories, hotels, large retail stores, so account for a greater share of employment than of enterprises.

County Data

Data for the same indicators that are included in the ‘Enterprise in the Western Region 2017’ infographic has also been published for each of the seven western counties in a ‘Key Statistics’ one-pager.  A few interesting findings for western counties:

  • Roscommon and neighbouring Leitrim jointly have the highest share of micro-enterprises in Ireland (94.7%).
  • While for most western counties Wholesale & Retail, Industry and Accommodation & Food Service are the three largest enterprise sectors for employment, for Galway and Roscommon, Health & Care is in the Top 3.
  • At 9.9%, Donegal saw the largest decline in enterprise numbers in the Western Region between 2008 and 2012 with Mayo (5.3%) having the next largest decline. Sligo was the only western county where enterprise numbers increased over this period (0.9%).
  • Clare had the strongest recovery in enterprise numbers between 2012 and 2017 at 10.4%, close to the national average (11%).

For anyone interested in more detailed analysis, a comprehensive ‘Profile of Enterprise in …’ document is also available for each county. Each 12-page Profile includes data on:

  • Enterprise Trends 2008-2017: Active Enterprises and Persons Engaged
  • Employees as a % of Persons Engaged 2008-2017
  • Enterprises, Persons Engaged and Employees by Enterprise Size 2017
  • Change in Enterprises and Persons Engaged by Enterprise Size 2008-2017
  • Active Enterprises by Sector in 2017 and Change 2015-2017
  • Persons Engaged by Sector in 2017 and Change 2015-2017
  • Employees as a % of Persons Engaged by Sector 2017

Download the ‘Profile of Enterprise in …’ CLARE, DONEGAL, GALWAY, LEITRIM, MAYO, ROSCOMMON and SLIGO

Conclusion

Clearly micro-enterprises play a very significant role in the Western Region’s enterprise base.  There is a higher share of owner-managers working in enterprises in the region which is important to keep in mind when designing and planning business supports. While enterprises in the region were hit very hard during the recession, there has been recovery, accelerating in recent years. There were more enterprises registered in the Western Region in 2017 than a decade earlier.

Enterprises form the backbone of the local and regional economy.  Supporting the establishment and growth of sustainable enterprises across the Western Region is a key priority for the WDC and we hope that this analysis of enterprise data will help to better inform both ourselves and other organisations, individuals and policy makers, about recent trends in the enterprise base  of western counties, including their vital role in job creation.

All documents are available from https://www.wdc.ie/publications/reports-and-papers/

Pauline White

Infographic designed by Resonate Design

 

[1] Data on total enterprises, total persons engaged and enterprises/persons engaged by Sector are based on a figure for ‘total enterprises’ which includes all economic sectors (NACE Rev2) except Agriculture, Forestry & Fishing and Public Administration & Defence.

[2] The geographical breakdown for enterprises is an approximation. The county breakdown is based on the address at which an enterprise is registered for Revenue purposes, rather than where the business actually operates from.  In particular, where an enterprise has local units in several counties (e.g. a supermarket chain), but one head office where all employment is registered, all its employees are counted against the county where the head office is located.

[3] Data on enterprises and persons engaged by enterprise size (micro-enterprises etc.) and data on changes over time are based on a figure for ‘business economy’ enterprises which includes all economic sectors (NACE Rev2) except Agriculture, Forestry & Fishing, Public Administration & Defence, Education, Health & Social Work, Arts/ Entertainment/ Recreation and Other Services.