Low carbon transition for Western Region homes- what’s the base line?

One of the most important elements of the transition to a low carbon rural region will be emissions reduction from homes in the Western Region by improving energy efficiency and switching to renewable energy sources for heating in particular (as discussed in the last blog post on this topic the focus of current WDC work on the transition is on rural dwellers).  The government, in the Climate Action Plan 2019, has set very ambitious targets for improving energy efficiency (retrofitting 500,000 buildings to a much higher level of efficiency (BER B2 or cost optimal or carbon equivalent) and moving to more renewable heat sources (with a target to install 600,000 heat pumps  (of which 400,000 will be in existing buildings).  In order to understand how what needs to be done to meet these targets we need to know where we are starting from.  This post sets out, in detail, some of the baseline information on homes in the Western Region.  Knowing the current situation means that we can better understand what we need to do to make the transition possible and ways to make it happen.

Homes in the Western Region

To understand the challenge it is first useful to look at the number and types of homes in the seven county Western Region.  According to Census 2016 there were 303,081 ‘permanent housing units’, that is all permanent residents excluding caravans, mobile homes and other temporary structures, (these accounted for 987 residences in 2016).  While newer homes have been built since the Census in 2016, the numbers are relatively small and those homes are not the focus of the efficiency and energy upgrades envisaged in the Climate Action Plan, so the Census remains the key data source.  The Western Region, in 2016, accounted for 17.98% of the permanent homes in Ireland which is in line with the share of the population living in the region (17.4%).

Galway county had the largest number of homes (62,729) and when combined with Galway city (as it is in some data discussed below) it has significantly more homes (91,556) than other Western Region counties.  Leitrim, the smallest Western Region county, had 12,404 homes (see Figure 1 below).

 

Figure 1: Permanent homes by county in the Western Region, 2016

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1002

 

The types of homes in the Region are also important, given that different types have different levels of energy efficiency and can have different options for switching to more renewable energy sources. For example, terraced houses will have lower heat loss than detached houses while flats and apartments are more suited to a central or district heating systems than more dispersed housing.  Figure 2 shows the significance of different housing types in the region and state.

 

Figure 2: Type of permanent housing units in the Western Region, 2016

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1002

Clearly, with the exception of Galway city, detached houses are the most common housing type in the region (64% of all homes in the region compared to 37% of homes in the rest of the state).  As would be expected the more rural counties have an even higher proportion of detached homes (Leitrim 73%, Roscommon 74%).  Counties with a higher urban population (Clare 59%, Sligo 57%) have a smaller proportion of detached homes but all are still above the state average (42%.  As noted above this has implications for the types of changes we need to make in relation to efficiency and heat sources.

The age of homes in the region is also important to planning the transition.  Figure 3 shows when homes in the different counties were built.  Significant house building in all counties between 2001 and 2010 is very apparent, with more than 30% of homes in Galway County (32%), Leitrim (35%), Roscommon (31%) and Donegal (31%) built in that period, while all other Western Region counties also have a higher proportion of homes built in that period than the rest of the state (25%).  Homes built in the different periods have different requirements for energy efficiency upgrades, and will face different costs and challenges.  The oldest homes will often face the most significant challenges, though it should also be recognised that they are not necessarily the least efficient.  More than a quarter of homes in Leitrim (26%) were built before 1960 while only 17% of those in Donegal were. In Galway City only 10% of homes were built before 1960.

 

Figure 3: Age of homes in the Western Region, 2016

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1005

 

While there will be different requirements for transforming homes from different eras, given the more recent improvement in building standards it is generally assumed that homes built  after 2010 will require least upgrading and therefore the focus of the SEAI grants, for example for heat pump  installation, is on homes built before 2011.  Figure 4 shows the proportions of homes in the Western Region built before and after 2011 (excluding those not stated).  In most counties, and in the State, only 2% of homes were built from 2011 onward (the exceptions are Galway City (1%) and Galway County (3%).

Figure 4: Number of Homes built pre and post 2011 in the Western Region, 2016

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1005

 

Evidently there is a very significant amount of work ahead with almost 98% of homes likely to require energy efficiency upgrades and fuel switching to complete a move to a low carbon economy. There are of course some pre 2011 exceptions such as the small number of homes which were built to higher efficiency standards than required or which have completed the process already).

 

Efficiency of Homes: Building Energy ratings (BER)

A Building Energy Rating (BER) certificate indicates a building’s energy performance rates on a scale of A-G. A-rated homes are the most energy efficient and G-rated are the least energy efficient.  It is calculated through energy use for space and hot water heating, ventilation, and lighting.  Figure 5 shows the different energy ratings given to buildings covered in each county up to 2018.  In all counties more than 90% of homes achieve a B3 rating or less.  While this data is very useful, in most areas fewer than a third of homes (often considerably fewer) have had a BER assessment[1] and so it is not clear if the homes which have been assessed accurately reflect the housing stock.

Figure 5: Percentage of rated buildings in each BER class for Western Region counties, 2019

Source: CSO, 2019, Domestic Building Energy Rating Table EBA02

 

The Climate Action Plan focus is on improving homes to a BER rating of at least B2 (or cost optimal or carbon equivalent.  Currently in the Western Region Galway and Mayo perform best with 5% of homes with a BER rating achieving B2 while only 2% in Leitrim and Roscommon do so.

The SEAI has recently produced an interactive map of BER ratings and with detailed BER data mapped at small area level.  Figure 6 below is a snapshot the national map where green DEDs have a median rating of B and above (there are not many on the map), while yellow shows DEDs with A median C rating, orange  is D, Red is E, Dark red, F and purple G.  The map should be viewed with caution as many DEDs have fewer than 20% of their homes with a BER rating and so the data may be skewed.  It is, however, really useful for planning and can be viewed in full here.

 

Figure 6: Map of median BER ratings by ED

 

Source: SEAI https://www.seai.ie/technologies/seai-maps/ber-map/

 

Fuels used in home heating.

While much of the discussion above has related to improving energy efficiency in homes, the other element necessary for reducing the carbon foot print of our homes is the fuel used for heating.  We will need to decarbonise the fuels used, by switching to renewable energy which may be electrical (generated from wind, solar or, in future, ocean energy), or bioenergy (e.g. wood energy, biogas from anaerobic digestion or a liquid biofuel).

The highest priorities for change are buildings heated using the most carbon intensive fuels (oil, coal and peat) and homes in the Western Region are particularly reliant on these, being rural, with little access to the natural gas grid and often using very traditional forms of central heating.  Figure 7 below shows the percentage use of oil and solid fuels (excluding wood energy) used in homes in the Western Region (from Census 2016).  In the Western Region as a whole more than four fifths of homes use oil, coal or peat for central heating, compared with 44% of homes in the rest of the state.  In Donegal 9 out of 10 homes use these fuels, with Mayo and Roscommon almost as high (each 87%).  Galway city has the lowest use of these fuels in the region (57%) and even that is higher than in the rest of the state.  Clearly homes in Western Region counties need to be prioritised in the switch to low carbon heating.

Figure 7: Oil and solid fuel as a percentage of central heating fuels in Western Region counties

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1053

 

While much of the discussion on home heat (e.g. in the Climate Action Plan) has focussed on heat pump installation, it may be that homes heated using coal and peat might find a switch to other renewable solid biomass such as wood energy to be more appropriate, especially in older homes which will need very significant retrofitting and may have particular ventilation requirements.  The focus of heat pump installation may therefore be on homes heated using oil.  Figure 8 below shows the percentage of homes in Region which use oil for central heating.

 

Figure 8: Oil as a percentage of central heating fuels in Western Region counties

Source: CSO Census of Population, Profile 1: Housing in Ireland Table E1053

Almost 60% of homes in the Western Region use oil for central heating compared to 36% in the rest of the state.  Again Galway city is lowest (at 50%) with the highest oil use in Leitrim (65%) and Donegal (64%).  A fifth of homes in Galway city (21%) are using electricity for heating which reflects the higher number of flats and apartments there (21%).  Roscommon has relatively low oil use (55%) because of the very significant use of peat (27%) to fuel central heating.  Homes in Galway county also commonly use peat (23%).

 

Heat Pump ready?

While it is important to change the type of energy used to heat homes in the Region, as discussed above  energy efficiency and good insulation are the first steps which need to be taken with a ‘fabric first’ approach advocated by SEAI for home energy improvement.  This is particularly important when heat pumps are to be installed as the home must be well insulated in order for heat pumps to work properly.

SEAI have used Heat Loss Indicator (HLI) data from BER certifications (see more here) to assess how many homes built prior to 2010 are ready to have heat pumps installed.  A prerequisite for heat pump installation is a HLI of ≤ 2 W/K/m2 and the percentage of homes ready for heat pump installation in the Western Region is shown in Figure 9 below.  Interestingly, this is a similar percentage of homes[2] in the Western Region (11.7%) as in the Rest of the State (12.8%).  Sligo is the Western Region county with the highest proportion of heat pump ready homes (15.6%) followed by Galway (14.0%) and Leitrim (12.6%).  Roscommon (8.6%) and Mayo (9.3%) have the lowest number of homes ready for heat pumps.

Figure 9: Heat Pump ready homes (HLI ≤2) by Western Region county

Source: https://www.slideshare.net/SustainableEnergyAut/key-learnings-from-the-seai-heat-pump-programme and CSO Census of Population, Profile 1: Housing in Ireland Table E1002. Own calculations.

 

The HLI of ≤ 2 is the most stringent measure of heat pump readiness, but given the very significant target for heat pump installation in the Climate Action Plan (400,000 in existing homes by 2030) if it also useful to look at other homes which are close to this level of readiness.  SEAI have, therefore, also estimated the number of homes which are heat pump ready using a HLI of ≤2.3 with certain caveats (see this for the detail of these).

 

Using this measure there are a considerably higher proportion of heat pump ready homes (see Figure 10) in the Western Region (23.2%)[3] which is higher than the rest of the State (22.5%).  Again Sligo has the most heat pump ready homes (27.8%) with Galway (23.9%), Leitrim (24.1%) and Clare 23.9% all higher than the Region average.  The lowest proportion of homes ready for a heat pump is in Roscommon (18%) and Mayo (19.4%).

 

Figure 10: Heat Pump ready homes (HLI ≤2.3) by Western Region county

Source: https://www.slideshare.net/SustainableEnergyAut/key-learnings-from-the-seai-heat-pump-programme and CSO Census of Population, Profile 1: Housing in Ireland Table E1002. Own calculations.

 

Although only 23% of homes are currently heat pump ready in the Western Region this still amounts to 65,187 homes in total in the region (and 351,295 in total for the state).  Prioritising these homes would make a very significant start on meeting the target in the Climate Action Plan.

Conclusion

In this post I have given some of the baseline information necessary for planning the transformation of our Western Region homes to more energy efficient, low carbon dwellings.  Clearly the scale of the transformation required is enormous and some of the issues which need to be addressed and actions which might be put in place will be discussed in my next post.

 

Helen McHenry

 

[1] BERs are usually done because a home is to be sold and a BER cert is required for this.

[2] Heat pump ready homes by county is shown as a percentage of permanent homes built before 2011 from CSO Census of Population 2016.

[3] This figure includes all those homes with a HLI of ≤2.0

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

Capacity at Ireland’s State Airports – WDC Submission

WDC Submission on the Consultation on Review of Future Capacity Needs at Ireland’s State Airports

The WDC made a submission to the Department of Tourism, Transport and Sport on the Consultation on Review of Future Capacity Needs at Ireland’s State Airports, December 2018. Some of the key points noted are outlined below.

International Air Access

International air access is particularly important for an island economy and for connecting geographically remote regions such as the Western Region.  Without efficient air access, companies in the Region are placed at a competitive disadvantage to companies elsewhere. Infrastructure is a necessary condition for regional development and lagging regions need to have a similar quality of infrastructure as is available in more successful regions so that they can compete on a more level playing field[1]. There are two airports, Shannon and Ireland West Airport Knock, which are located in the Western Region and offer a range of international air services[2].

An EU report measuring potential accessibility by air (using an index where EU 27 = 100), found that Dublin was the only region within Ireland above the EU average, measuring 135.[3] The Border region[4] (60.2), West region[5] (66.5) and Mid-West region[6] (80.6) all recorded accessibility scores considerably below the EU average. Since this analysis there has been a reduction in air services to the regional airports through the reduction of PSO services which would suggest a lower accessibility score for the Northern and Western regions than that measured in 2009.

Nationally, the airports of Dublin, Cork and Shannon are the most important international access points. Unlike much of the country, most of counties Mayo, Sligo, Leitrim, Donegal and part of Roscommon and Galway have a greater than two hour drive-time to these airports. These centres are not adequately served by the three larger airports and Ireland West Airport Knock as the only international airport in the Northern and Western (NWRA) region, serves this catchment.

Policy Context National Planning Framework, Ireland 2040 NPF and RSES

The National Planning Framework (NPF) published in February 2018, is a planning framework to guide development and investment to 2040. Regional Spatial and Economic Strategies (RSES) are currently being prepared and are to give more detail at a regional level as to where growth should occur. A key element in the NPF vision is set out on page 11.

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 overconcentration 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.

In order to ensure the NPF can succeed, departmental and State and Semi-State Agency expenditure decisions and allocations, including the National Investment Plan need to be fully aligned with the spatial priorities outlined in the NPF and RSES.

Current policy

The National Aviation Policy predated the publication and consideration of Ireland 2040, both the National Planning Framework and the Regional Spatial and Economic Strategies. 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.

 Even aside from the NPF and RSES, Irish Aviation policy should ensure that policy on air access should be linked to and consistent with tourism and enterprise policy objectives. National aviation policy also 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.

Increasing dominance of Dublin Airport

  • The focus of investment and ever greater expansion in this Review is at Dublin Airport despite the spare capacity at the other three main airports and the ability of these airports to serve their catchments and help drive further development in their regions. The current focus on Dublin Airport only serves the ‘business as usual’ scenario and militates against each of the other airports fulfilling the role envisaged of them and delivering better regional balance.
  • Exports: In late 2018, the Irish Exporters Association (IEA), in its policy paper titled, ‘Building a transport infrastructure that fosters Irish exports to the world’, noted that Ireland’s regions form an important counterbalance to Dublin’s economic strength. Further growth, however, is stalled by limited accessibility to high-class transportation infrastructure. Addressing connectivity in Ireland’s West, in particular, should be a strategic priority to support economic growth and regional competitiveness… The IEA specifically cited the increasing dominance of Dublin airport as an issue.
  • The Costs of Congestion: The Department of Transport, Tourism and Sport has undertaken research estimating the costs of congestion in the Greater Dublin Area (July 2017). Further growth at Dublin Airport will only exacerbate this.
  • The report addresses ‘Options for making best use of existing infrastructure’ but focuses on Dublin Airport (section 5.1.1, pages 105).The WDC believes the best use of existing infrastructure would be by promoting further traffic at Shannon and Cork and the regional airports such as Ireland West Airport Knock. This was the explicit policy position of Government as set out in the National Aviation Policy.
  • The increasing dominance of Dublin Airport in terms of national market share is likely to result in stranded asset issues and increasing spare capacity at the other international airports, Shannon, Cork and Ireland West Airport Knock.

Other Policy Options

The WDC submission also identifies Future Capacity Needs at Ireland West Airport Knock and the value of wider economic impacts for example in the Tourism sector.

The Submission also identifies policy supports which can help support increased passenger growth and an increased share of passengers at Ireland West Airport Knock and at Shannon Airport. These include route support, route development and airport enterprise promotion.

The WDC submission to the Department of Transport, Sport and Tourism on the Consultation on Review of Future Capacity Needs at Ireland’s State Airports can be downloaded here (696 KB)

[1] WDC, 2010, Why care about regions? A new approach to regional policy

[2] Donegal airport provides services to and from Dublin and Glasgow.

[3]www.espon.eu/export/sites/default/Documents/Publications/TerritorialObservations/TrendsInAccessibility/accessibility_data.xls

[4]  Donegal, Sligo, Leitrim, Cavan, Monaghan and Louth

[5] Galway, Mayo and Roscommon

[6] Clare, Limerick and North Tipperary

Creating Stronger Rural Economies and Communities- A Forum

The Rural and Regional strand of Project Ireland 2040 was launched in Westport last Friday (13 July 2018) at a Forum held in the Town Hall Theatre.  The focus was on the National Strategic Outcome 3 in Project Ireland 2040 ‘Strengthened Rural Economies and Communities’.

The Forum, themed “Creating Stronger Rural Economies and Communities”, was co-hosted by the Department of Rural and Community Development and the Department of Agriculture, Food and the Marine, and featured panel discussions and a keynote address from An Taoiseach .  The Minister for Agriculture, Food and the Marine, Michael Creed T.D. also spoke at the event as did Minister for Rural and Community Development Michael Ring T.D.  Minister of State Sean Kyne T.D. was also in attendance and participated in the event.

The speeches highlighted the recently launched €1 billion Regeneration & Development Fund which was a key commitment in Project Ireland 2040.  The Fund is to support collaborative, innovative and transformative projects across both public and private sector bodies and successful projects will leverage additional funding to maximise their impact in communities.

The Forum was structured around two panel discussions on the themes of creating stronger rural communities and creating stronger rural economies.

Creating Stronger Rural Communities

The first “How do we create stronger rural communities?” included An Taoiseach Leo Vardakar on the Panel along with Minister for Rural and Community Development Michael Ring T.D.  Also on the panel were Dr Maura Farrell from NUI Galway and the designated researcher for the National Rural Network (NRN), Ms Anna Marie Delaney the Chief Executive of Offaly County Council and Ms Irene Kavanagh from Kerry Social Farming.

The discussion was largely focussed on the farm family and farm diversification although Minister Ring also stressed the significant investments made under the Town and Village Renewal scheme and the benefits of investment in Digital and Food Hubs in rural towns under that Programme.

Creating Stronger Rural Economies

The second Panel discussion “How do we create stronger rural economies?” was preceded by a short presentation from Minister of State Sean Kyne T.D. and the panel members were three rural entrepreneurs. Mr Colman Keohane from Keohane Seafoods in Co Cork, Ms Evelyn O’Toole founder and CEO of CLS in Co. Galway and Ms Natalie Keane, from Bean and Goose , artisan chocolate company from Co. Wexford.  The panel also included Enterprise Ireland’s Manager for Regions & Entrepreneurship, Mark Christal.

The entrepreneurs told stories of their business set up and development and there was lively discussion of the positives and negatives for small business in rural Ireland.

 

The Minister for Agriculture, Food and the Marine, Michael Creed T.D. closed the Forum with thoughtful comments on the need to reimagine a rural Ireland that is fit for purpose today.  He noted that for rural Ireland to thrive it needs young people and they will want good quality of life, good jobs and connectivity in order to remain in rural Ireland.  He emphasised that, in thinking of the future for rural Ireland the focus should not just be on what worked before.  We need to consider the current context and develop a rural Ireland that works for now.

Attendees also received a publication “Strengthening Rural Economies and Communities’ which includes descriptions of schemes and policies which impact on rural Ireland and a number of case studies of businesses, farms and communities which have benefited from the schemes.

 

 

Helen McHenry

Regional Difference, Regional Strategies and a Ratio- employment and residence in towns in Ireland.

The National Planning Framework has a chapter on ‘Making Urban Places Stronger’ which covers settlements from cities to small towns.  In discussing Ireland’s urban structure (p58-59) it looks at population and employment and highlights a ratio of “jobs to resident workforce” as a key indicator of sustainability for a town.  Data is provided (in the NPF Appendix 2) on town population, resident workers and jobs in the town for 200 settlements with a population of over 1,500 people in 2016.  This is the only detailed data provided in the National Planning Framework.  It is useful to look at differences in the ratio across the regions to see if this indicator can help us better understand residence and employment as town functions.

The NPF suggests in the footnote to the discussion of this ratio that:

A ratio of 1.0 means that there is one job for every resident worker in a settlement and indicates a balance, although not a match, as some resident workers will be employed elsewhere and vice-versa. Ratios of more than 1.0 indicate a net in-flow of workers and of less than 1.0, a net out-flow. The extent to which the ratio is greater or less than 1.0, is also generally indicative of the extent to which a town has a wider area service and employment role, rather than as a commuter settlement. (Footnote 22 pg 176).

It suggests that those settlements with a high ratio of jobs to resident workforce are, by reason of accessibility, employment and local services, fulfilling important roles for a wider area.  This, as will be discussed later in this post, is particularly strongly indicated for towns in the North West.  Firstly, however, a scatter diagram (Figure 1) showing town size and the ratio of jobs to resident workers provides a good overview of the data.  For reasons of scale the five cities (Dublin, Cork, Limerick, Galway and Waterford) are not on this diagram but are discussed in more detail below.

Figure 1: Town Size and Jobs to Resident Workers by Regional Assembly Area.

Source: Project Ireland 2040 National Planning Framework, Appendix 2

The very different patterns among towns in the three regional assembly areas is clear in the diagram.  Towns in the Eastern and Midland Region tend to have lower ratios (most less than 1.0) with more workers leaving the town for jobs elsewhere than are travelling to the town.  In contrast towns in the Northern and Western Region, though generally smaller, are more often serving as centres of employment for their wider area.

As the NPF notes in relation to the North West, towns there tend to have ‘more significant employment and service functions relative to their regional and local catchment’ (p 59).  Table 1 below shows the ratio of jobs to resident workers for towns in the three Regional Assembly areas and the Western Region; the differences in the ratios again emphasise the different functions of towns in the Regions.

Table 1: Population, Resident Workers, Jobs and ratio of Jobs to Resident Workers in towns over 1,500 in three Regional Assembly areas and Western Region.

Source: Project Ireland 2040 National Planning Framework, Appendix 2 (Western Region own calculations)

The low ratio for towns in the Eastern and Midland indicates the importance of commuting for many towns and the dominance of the large Dublin City region.  Indeed only 2 towns in EMRA have ratios higher than 1.5.  These are Longford (1.596) and Athlone (1.591) both of which are on the periphery of the EMRA, less under the influence of Dublin, and both have important employment and wider service functions for their hinterlands.  In contrast, 40 towns in the EMRA (just over half) have a ratio of less than 0.5.  In the NWRA area, where there are 44 settlements with a population of more than 1,500,  7 towns have a ratio of more than 1.5 while 4 have a ratio of less than 0,5.  In the Southern Region, with three key cities, a quarter of towns (19) have a ratio of less than 0.5, while 7 towns (9%) have a ratio of greater than 1.5.

Looking at the Western Region (the area under the WDC remit), the overall ratio is very high (1.26) and of the 39 listed 7 have a ratio of more than 1.5 while four have a ratio of less than 0.5.

Cities and Key Regional Centres

Given the focus on the development of cities and a few key regional centres in the National Planning Framework, it is useful to examine the ratios for the five cities and these regional growth centres (Table 2).  Somewhat surprisingly, Dublin City and its suburbs has a ratio of only 0.978 despite being the major centre for the Region.  This is likely to be related to the location of the boundaries of the suburbs and the fact that there is a larger Dublin Region agglomeration which has a spread of job locations and worker flows to towns that are essentially part of a greater Dublin.

As expected, the other four cities have ratios greater than 1.0, with Galway the highest of these (1.302).  Looking at the proposed regional growth centres, Athlone, Letterkenny and Sligo all have high ratios indicating their importance as employment and service centres in their wider hinterlands.  In contrast Drogheda and Dundalk (which are mentioned in the NPF as part of a “Drogheda-Dundalk-Newry” cross border network) both have lower ratios. Drogheda, in particular, has many people travelling to work elsewhere.

Table 2: Population, Resident Workers, Jobs and ratio of Jobs to Resident Workers in Cities and Regional Growth Centres.

Source: Project Ireland 2040 National Planning Framework, Appendix 2, (EMRA towns in purple, NRWA in green and SRA in blue).

 

Patterns of employment and residence in the Western Region

Looking briefly at towns in the Western Region, Table 3 shows the settlements with the highest jobs to resident workers ratios in the Region.  There is no particular pattern relating to town size, but the top five are all ‘county towns’ and have particular local employment and service functions.  Other towns in the top ten often have key employers indicating the importance of employment spread.

Table 3: Population, Resident Workers, Jobs and ratio of Jobs to Resident Workers in ten Western Region settlements with highest jobs to resident worker ratios.

Source: Project Ireland 2040 National Planning Framework, Appendix 2 (NRWA in green and SRA in blue)

In contrast to the towns in the table above, Table 4 below shows the Western Region towns with the lowest job to resident worker ratios.  These are all ‘dormitory’ towns serving Galway, Sligo and Limerick.  These are the only towns in the Western Region which have a ratio of less than 0.5 indicating perhaps, aside from these, a more sustainable region in terms of commuting patterns.

Table 4: Population, Resident Workers, Jobs and ratio of Jobs to Resident Workers in five Western Region settlements with lowest jobs to resident worker ratios.

Source: Project Ireland 2040 National Planning Framework, Appendix 2 (NRWA in green and SRA in blue)

Conclusions

Understanding where people work and where people are most likely to travel to work is essential to our understanding of employment and economic activity in our Region.  The WDC will publish a detailed analysis of travel to work patterns and labour market catchments in the Western Region next month. It is based on data from Census 2016 will also provide a comparison the 2009 WDC study Travel to Work and Labour Catchments in the Western Region which used Census 2006 data.

The use of the jobs to resident workforce ratio in the NPF is interesting.  It is quite a restricted indicator but the variation in the ratio among towns of all sizes and across the different regions serves to emphasise that the individual employment and other characteristics of each town are the key to the town’s pattern of, and opportunities for, development.  Therefore a clear understanding of the functions and areas which each town can develop is important.

For the Western Region, the ratio has served to highlight the importance of towns of all sizes as centres of employment in the region, while in contrast it shows the importance of commuting to many towns in the East.  Thus, there is a need for very different regional strategies in relation to towns in the North West and in areas of other regions where the influence of the cities is not significant.

A strong argument is made throughout the NPF that concentration in larger cities and towns is essential, but this data indicates that, in the Western Region at least, smaller towns often have high jobs to resident workers ratios and they are attracting workers, probably from their rural catchments.  It is therefore important that we consider the case for ensuring a wider spread of employment across towns of different sizes and develop better policies to do so.  If there is too much focus on the largest cities we risk replicating the problems in the East, where many towns have little function other than as dormitories for the cities.

Locating jobs where workers reside, and supporting those urban centres which have important local and regional functions could be a more sustainable approach and perhaps would be easier to achieve than concentrating residence in the largest urban centres.

 

Helen McHenry

 

What do people in the Western Region and its counties work at?

Recently the Western Development Commission (WDC) published two new WDC Insights publications examining the sectoral profile of employment in the Western Region of Ireland and its counties.

Both are based on an analysis of data from Census 2016 on employment by economic sector (industrial group).  The first looks at the sectoral pattern of employment in the Western Region as a whole compared with that elsewhere in the country, while the second focuses on the sectoral profile of employment in each of the seven individual counties in the Western Region.

What do people in the Western Region work at?

In 2016, 333,919 people living in the Western Region were in employment.  In comparison with the rest of the state, the Western Region relies more heavily on traditional sectors, public services and some local services while it has far lower shares working in knowledge intensive service (see Fig. 1).

Fig 1: Percentage of employment by each broad sector in Western Region and Rest of State, 2016. Source: CSO, Census 2016 – Summary Results Part 2 http://www.cso.ie/en/csolatestnews/presspages/2017/census2016summaryresults-part2/

The region’s largest sector is Industry (largely manufacturing) and it is considerably more important to the region’s labour market than in the rest of the state, a pattern that intensified between 2011 and 2016. Agriculture, Health, Education and Accommodation & Food service are other sectors that are more important in the region than elsewhere.

The knowledge intensive services sectors of Financial, Insurance & Real Estate, Information & Communications, and Professional, Scientific & Technical activities are all considerably larger employers elsewhere. Combined, they employ 9.7% of workers in the Western Region, but 16.2% in the rest of the state.

What do people in the seven western counties work at?

Public Services (Health, Education and Public Administration) is the largest source of employment in all western counties (see Fig. 2).  Counties Sligo, Leitrim, Roscommon and Donegal are the four counties in the State with the highest shares of their population employed in Public Services.

Fig 2: Percentage of employment by each high level sector in seven western counties, 2016. Source: CSO, Census 2016 – Summary Results Part 2 http://www.cso.ie/en/csolatestnews/presspages/2017/census2016summaryresults-part2/

The next largest employment sector in all western counties is Locally Traded Services. With the exception of Donegal, Industry (largely manufacturing) is the third largest employment sector.   For Donegal, Industry is smaller than Knowledge Intensive Services (Professional, Scientific & Technical, Information & Communications, and Financial, Insurance & Real Estate).

Roscommon has the highest share working in Agriculture in the region, it along with Leitrim and Mayo have among the highest shares nationally.

As well as outlining the current structure of employment in the region and its counties, the change in employment by sector between 2011 and 2016 is examined in the two publications which can be downloaded here

Work is currently underway on producing profiles of the labour market of each of the individual western counties and these will be published shortly.

Pauline White

Commuting in the Western Region

Census 2016 results, Profile 6 has highlighted some key trends in relation to commuting patterns across the country. What are the trends in the Western Region and how do they compare with the national picture?

More commuting to work

The number of people living in the Western Region and commuting to work in 2016 was 306,359, an increase of 7.4% (21,136) since 2011, somewhat less than the national increase of 10.7% over the five year period.

Within the Western Region all counties experienced an increase in workers commuting though only Galway city experienced a rate of increase that exceeded the national average (11.7%). This was followed by County Galway (9.5%), Donegal (8.8%), Clare (7.4%) and Leitrim (6.3%). Counties Roscommon (6%), Mayo (4.4%) and Sligo (1.2%), all had increases, though well below the national average.

Travel to work in the Western Region

Commuting by car

  • Most commuters in the Western Region travel to work by car (72.4%[1]), either as a driver or passenger – less than 7% of car commuters are passengers. Nationally 65.6% of workers commute to work by car to work, a decrease from 66.3% in 2011. As the numbers at work has increased over the period, this indicates an even greater change than the percentage share might suggest.
  • In the Western Region the share travelling by car stayed the same – 72.4% since 2011, but as the numbers employed have increased (excluding not stated, by 21,478 or 7.4%)  it indicates a greater number of people in the Western Region are travelling by car than in 2011,(+15,816 or 7.5%) the opposite trend to that occurring nationally.
  • Within the Western Region, all counties had a minimum of 71% of commuters travelling by car, ranging from a high of 75% in Clare to 71.8% in Mayo. Only Galway city had a lower share of car commuters – 61.9% – reflecting the greater public transport availability and more walking and cycling options there.

Public Transport

  • In the Western Region the share of commuters using public transport increased from 1.8% in 2011 to 2.1% in 2016, while nationally, the share of commuters using public transport increased from 8.4% to 9.3%. All counties showed a percentage increase apart from counties Donegal and Mayo, though most change was marginal apart from Galway city.
  • All western counties had increases in the numbers both travelling by bus and train which given the extent of the train network in the region suggests many of those travelling by train are commuting to destinations outside the Region.

Cycling

  • In the Western Region, the share of those cycling to work increased from 1.1 to 1.3% between 2011 and 2016, while nationally the rate has increased from 2.3% to 3%. Within the Western Region all counties except Roscommon and Leitrim showed an increase in the numbers and percentage share of commuting by cycling to work.

Walking

  • Within the Western Region, there was a slight decline in the share of commuters walking to work, from 7.8% to 7.4%, though there was an actual increase of 440, obviously less than the rate of employment growth in the Region.
  • Nationally there was a decline in the share of commuters walking to work, from 9.9% to 9.3%, though this masks an actual increase of over 4,500 persons walking to work. Within the Region, Galway city has the highest rate of walking to work, 17.2% in 2016 up from 17% in 2011.

Longer journey times to work – more congested routes or longer distances travelled?

  • Of the over 300,000 people in the Western Region travelling to work, nearly 30% (29.9%) had a journey time of less than ¼ hour while a further 29.7% have a journey time of between ¼ and ½ hour, see Figure 1 below.
  • This indicates a majority of workers living in the Western Region (59.6%) have a journey time of less than ½ hour, less than in 2011 (61.9%) indicating people’s journey times have become longer.

Figure 1. Percentage Share of Working Population and Time Travelled to Work, 2016

Source: CSO statbank. Profile 6, Commuting Table E6023.

Nationally 52.2% of workers have a journey time of between ¼ and ½ hour in 2016, a decline in the share in 2011 of 55.9%. The extent to which people are travelling longer distances or travel times are longer, (because of congestion due to the greater numbers travelling), is less clear.

Within the Western Region, workers living in Galway city and Sligo have the shortest journey times, with 67.4% and 66.6% respectively with a travel time of less than ½ hour. Close to two-thirds of workers in Donegal (64.7%) and Mayo (63.8%) have journey times to work of less than ½ hour.

The share of commuters with journey times of less than ½ hour is less in the counties of Roscommon (59.7%), Clare (59.1%), Leitrim (55%) and County Galway (47.6%), indicating generally longer commutes for people living in these counties.

In the case of workers living in County Galway, 34.1% have a journey time of between ½ and 1 hour, while a further 8% have a journey time of between 1 hour and 90 minutes suggesting many are travelling some distance and/or travelling on congested routes into Galway city.

Further analysis, examining where people work and the extent to which they travel for work will be examined in forthcoming WDC policy analysis.

 

Deirdre Frost

 

[1] This excludes the ‘not stated’ category.

Western Region’s Top 10 Employment sectors

Census 2016 Summary Results – Part 2, included data on the number of people working in different sectors.  We’ll be publishing our first analysis of this data for the Western Region shortly, but in the meantime here’s a taster.

Top 10 sectors

At a detailed sectoral level (NACE Rev 2, detailed industrial group), the top 10 employment sectors in the Western Region in 2016 are:

Table 1: 10 largest employment sectors in the Western Region in 2016, by detailed industrial group.

Source: CSO, Census 2016 Summary Results – Part 2. Table EZ011 http://www.cso.ie/px/pxeirestat/Statire/SelectVarVal/Define.asp?maintable=EZ011&PLanguage=0

Farming and work in residential care and social work, which includes child and eldercare, both employ over 20,000 people.

Five of the Western Region’s top 10 sectors are largely public sector, though there is significant private sector involvement in some cases e.g. residential care, hospitals. Medical devices manufacturing, non-specialised retail (including supermarkets), hotels and restaurants are the largest private sector employers.

The performance of the region’s top employers varied considerably between 2011 and 2016. Farming, Secondary Education, Public Administration and Retail all had declining job numbers; while employment in Medical Devices, Restaurants and Residential Care grew substantially. A growing older population, strengthening tourism and an internationally competitive medical devices cluster have contributed to this growth.

Further analysis of employment patterns in the region is on the way.

Pauline White

 

Census 2016: Profiling Age and Dependency

The most recent release from Census 2016 Profile 2 – Population Distribution and Movements contains data on the age categories of the population by county.  Different age groups have different needs and opportunities so this information is important for planning services for the future and understanding social and economic development issues for our region.

Population in key age categories

The key age categories for analysis are shown in Figure 1 for the Western Region, the Rest of State[1] and for the EU28 (in 2015) along with the projected age structure for the EU 28 in 2080.

The Western Region has 21.1% of its population in the 0-14 age group (the same as the Rest of State), while 15.6% of the EU28 population is in that age category.  The county with highest share of young people in its total population in 2016 was Donegal (22.0%) while the lowest were Mayo and Sligo (20.3%).

 

Figure 1: Population Structure by Age Group

Source:  CSO, 2017, Profile 2 – Population Distribution and Movements  E2022  and Eurostat (demo_pjangroup) and (proj_13npms)

 

The category ‘15-64 years’ covers most of the economically active population.  In the Western Region the Galway has the largest proportion in this category (65.6%) but this is still lower than the average for the Rest of State (65.9%).  Leitrim has the lowest proportion in this age category (61.5%).

There is significant variation among counties in the proportion of the population over 65 years, but all counties have more people in this category (between 13.6% in Galway and 17.5% in Mayo) than the Rest of State (13.0%).  Counties, including those such as Mayo, Roscommon and Leitrim which we consider to have high concentrations of older people, have fewer in the older age categories than the EU 28 (18.9%) which is turn is much less than that projected for the EU 28 (28.7%) by 2080.

Population Pyramids

The population pyramid below (Figure 2) shows the age distribution for the Western Region and the Rest of State in more detail.  A peak of births in 1980 shows up in the 35-39 age category, and another peak in the number of births occurred in 2009[2] and shows up in the 5-9 age category.  The smaller numbers in both the 20-24 age category relates to a falling birth rate in that period while the lower number in the 25-29 age categories, and to some extent in the 30-34 are the result of high outward migration.  The difference in proportions in these age categories for the Western Region and Rest of State indicate greater out migration from the Western Region.

 

Figure 2: Population Pyramind for Western Region and Rest of State, 2016

Source:  CSO, 2017, Profile 2 – Population Distribution and Movements  E2022

 

The Western Region has a higher proportion of it population than the Rest of State in each of the age categories from 45 years and upwards for females and 40 years and upwards for males.  This is also the case for the 10-14 and 15-19 years categories but the more recent higher birth rate in other more rapidly growing counties (especially those surrounding Dublin) means there is a higher proportion of young children in the population in the Rest of State than the Western Region, but these differences are relatively small at the moment.

Dependency ratios

The Dependency ratio (Figure 3) shows the number of older and younger people compared to the working age population (which for this statistic is considered to be 15-64) as these are potentially the most economically active.  In reality many in the 15-19 and 20-24 categories will be in education but it is a useful statistic for comparison purposes.

It is also important to be aware of the differences in population structure among regions and counties when examining economic statistics such as those for income and output.  Counties a lower percentage in the economically active age groups have proportionally more dependents.  They will tend to have lower per capita income and output levels even where there is no difference in productivity.

Mayo has the highest old age dependency ratio (28.3%) in the country,  followed by Leitrim (27.4%) and Roscommon (26.8%) while the lowest nationally is in Kildare (15%).  Galway (20.6%) and Clare (23.4%) have the lowest age dependency ratios in the Region but all Western Region counties have a higher age dependency than that for the Rest of State (19.7%).

 

Figure 3: Old Age, Youth and combined Dependency Ratios, 2016

Source:  CSO, 2017, Profile 2 – Population Distribution and Movements  E2022, own calculations

 

The highest youth dependency ratio in the Region is in Donegal (35.3%) and Leitrim (35.1%) but other counties with particularly high birth rates have much higher youth dependency ratios (in Meath it is 39%, Laois 38.3% and Longford 37.2%).  In the Western Region the lowest is in Galway (31.8%) and Sligo (32.0%).  The Western Region as a whole has a youth dependency ratio of 33.2% compared to 32.1% in the Rest of State.

Combining the youth and old age figures gives an overall dependency figure which gives the proportion of both older and younger people compared to the working age population.  In the Western Region this was 57.4% while in the Rest of the State it was 51.8%.  This compared to a figure of 52.6% in the EU 28 in 2015.

The Oldest People

Some of the most significant change is population structure is occurring among the ‘older old’, those in the 80+ years category, with increased longevity and ageing of the older population.  In Roscommon 4.4% of the population is already in this older age category, while Leitrim (4.27%) and Mayo (4.24%) are the next highest in the state. In contrast, in Kildare only 1.91% are in this category while in Meath it is 2.21%.  Some 3.7% of the WR population is over 80 (3.0% in the Rest of State).  It is expected that by 2080 in the EU28 12.3% of the population will be over 80, which compares to 5.3% in the EU28 in 2015.

The percentage in the 80+ years category is rising in all counties and, while increased longevity is a significant human achievement, it can have important implications.  Those in this age group can experience more poverty and social isolation and poorer health that the ‘younger old’[3].  There is also a significant gender dimension with women having higher survivorship and a lower propensity to re-marry which means they are more likely to live alone.  It is important to respond to, and plan for, the needs of this age category and to endeavour to ensure that as many years as possible are lived with as good health and quality of life as possible.

Conclusions

A higher proportion of the Western Region population is in the older and younger age categories than in the Rest of State, in part reflecting the outward migration of those of working age.  It highlights the importance of a focus on regional employment provision as a key element of regional development policies.  Improving employment prospects would benefit those currently in the youth dependent category, as well as those who are already economically active.

The higher proportion of older people in many Western Region counties means that services for older people are crucial.  As much of the Region is very rural we should continue to learn from best practice elsewhere, particularly in Europe, where the ageing of the population is taking place earlier, on how to provide supports and services to an older population in rural areas.

While much of the thinking about ageing populations is on services and supports it should also be remembered that many people in this age category are likely to continue in employment and so this group would also benefit from improved employment opportunities.  Currently, 4.5% of the Western Region labour force is over 65[4], while 13% of those in the 65+ category are in the labour force.  This compares to 2.8% of the rest of State labour force over 65 and a 10% participation rate for that age category.

Understanding trends in population and examining the detail for the seven Western Region counties helps us better understand the economy and society of the Region.  We will continue to provide analysis of the issues as more results are released from the 2016 Census of Population.

 

 

Helen McHenry

 

[1] Rest of State refers to the 19 counties which are not in the Western Region and is used for comparison rather than using a State figures which also include the Western Region.

[2]http://www.cso.ie/en/media/csoie/releasespublications/documents/population/2017/Chapter_3_Age_and_sex_composition.pdf

[3] Ingham, B., Chirijevskis, A. & Carmichael, F. Pensions Int J (2009) 14: 221.’ Implications of an increasing old-age dependency ratio: The UK and Latvian experiences compared’ doi:10.1057/pm.2009.16 https://link.springer.com/article/10.1057%2Fpm.2009.16

[4] CSO, Quarterly National Household Survey Quarter 1 2016- Special run for the Western Region.  See here for more detail https://www.wdc.ie/wp-content/uploads/WDC-Insights-Presentation-DSP-30.01.2017-final.pdf