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Agency Workers – How Many Are There and Where do they Work?

Introduction

There is much discussion about the growth of ‘atypical’ forms of work – such as e-working, remote working, the gig, shared economy and temporary work etc.

The WDC has previously examined various aspects of atypical ways of working, identifying the extent to which it occurs in the Western Region, whether patterns differ to that elsewhere in the country, all aimed at informing labour market policy and identifying recommendations to support better employment opportunities in the Region.

The WDC Policy Briefing (No. 7) e-Working in the Western Region: A Review of the Evidence, examined the extent of e-work (also referred to as teleworking or remote working) in the Western Region, see here. Working at or from home can take different forms and this Policy Briefing examines e-working in traditional employer-employee relationships. The WDC also published case-studies of e-working in the Western Region which highlights a wide range of e-working experiences, see here.

A two page WDC Insights paper examined the gig or shared economy and how broadband and online platforms have enabled new forms of work and income generation to emerge. The paper examines the evidence on the extent to which Gig economy exists in the Western Region, download here.

In the third of the series, the WDC examined working from home. Based on Census of Population data which identifies whether people work ‘mainly at or from home’. The Census definition is self-assigned and can include those who work full-time from home or working from home on at least three days of a five day working week, see here. The WDC have suggested a change to Census 2021, to which the CSO has agreed, which will include a question asking people to list the number of days per week in which they work from home.

Agency Worker Employment

Another aspect of atypical working includes agency worker employment. Sometimes it is suggested that this type of employment is on the rise and is often less secure or more precarious than traditional employment forms.  Agency work, especially that which is temporary, is often considered insecure employment. Is it a phenomenon largely associated with periods of high unemployment and a fragile economy where employers are reluctant to recruit permanent employees or is it a feature of the business model of some companies?

Research conducted for the European Parliament found evidence of an increase in temporary employment as a consequence of the global economic crash a decade ago. The report noted, The financial crisis and its aftermath has been one driver affecting risk of precariousness in Europe. As employers and employees find themselves operating in a more competitive and uncertain context post-crisis, new hirings have increasingly taken place on the basis of temporary and marginal part-time contracts. This rise in atypical contracting has meant that job insecurity has increased significantly in some countries, such as Portugal, Spain, Ireland, Latvia and Greece, involuntary temporary work has increased significantly in Ireland, but also in Latvia and involuntary part-time working has increased significantly in Italy, Lithuania, Spain, Ireland, Latvia and Greece. The link to the full report (5.4MB) is here.

Examining more recent data at a regional level in Ireland, the CSO provide a broad regional breakdown at NUTS 3 level. In this blogpost we review the latest CSO data on agency worker employment examining trends and how the regions compare, see here for full release published in August 2019.

CSO definition

The CSO Labour Force Survey captures the levels of agency workers by asking the following question of all employees in the LFS: Do you have a contract with an employment agency that placed you in your current job and your salary? Yes or No. Responses are therefore based on self-reporting.

Nationally, in Q4 2017, there were 56,200 employees classified as agency workers, and in Q1 2019 the number had decreased to 50,400, a decrease of 5,800.

Examining trends by region, the trends are somewhat different as graph 1 below shows. Both the Northern and Western region and the Eastern and Midland region have a somewhat similar trend, albeit at different levels, unsurprising given the relative size of the numbers employed in each region.

In the Northern and Western Region, (depicted by the black line), the numbers of agency workers at the start of the period was 12,700, there was a decline to 4,300 in Q4 2018 and at the end of the period (Q1 2019) it was 7,500. It should be noted that the LFS is a survey and the results are weighted to conform to population estimates broken down by age, sex and region. Where there are smaller numbers, estimates are considered to have a wider margin of error and so should be treated with caution. In the data above, this wider margin of error has occurred where numbers fall below 7,500.

The Eastern and Midland Region (the orange line), starts with a level of agency workers of 27,000 at the end of 2017. At the end of the period the number of agency workers in the Eastern and Midland region was 22,200.

The Southern region (green line), displays a different trend, starting at 16,500, rising to 20,900 in Q2 2018, dipping at the end of Q4 2018 and then rising again in Q1 2019 to 20,700. It is not clear why the trend in the Southern region is somewhat different and this will be discussed further below.

Regional Share of Agency Workers

Examining agency workers as a share and proportion of all employees, Graph 2 below shows the regional share of employees who are agency workers over the period Q4 2017 to Q1 2019.

At the end of the period, in Q1 2019, the Northern & Western Region accounts for 14.9% of all agency workers in the country, the Southern Region accounts for 41.1% and the Eastern and Midland region accounts for 44%. The respective shares have changed over the last two years, with the Northern and Western Region accounting for a decreased share (22.6% in Q4 2017 to [14.9%] in Q1 2019. The Southern Region has increased its share (from 29.4% in 2017 to 41.1% in Q1 2019.

Proportion of employees who are agency workers

Given the different sizes of each regional labour market it is important to see the extent to which agency workers as a proportion of all employees, varies across time and region. This is illustrated in Graph 3 below.

Nationally (depicted by the blue line), in Q4 2017 agency workers comprised 3% of all employees. This proportion declined to 2.6% at the start of 2019. Both the Northern and Western and Eastern and Midland regions had proportions below the national average.

The Northern and Western region, depicted by the black line, started the period with the highest proportion of employees as agency workers (4.1%), but this has since declined to 1.4% and was recorded at 2.4% in Q1 2019. The Eastern and Midland region trend (depicted by the orange line) is very similar to the national trend albeit at a lower level.

For most of the period, the proportion of employees who are agency workers is the highest in the Southern region (depicted by the green line). At the start of the period under review, Q4 2017, the rate in the Southern region is lower than the national figure – 2.8% and 3.0% respectively. However, from Q1 2018 through to the end of 2019 the proportion of employees that are agency workers is consistently higher in the Southern Region than the national average.

Conclusions

The Southern region comprises the Mid-West (Clare, Limerick & North Tipperary), the South-East (Carlow, Kilkenny, Waterford and Wexford) and the South-West (Cork and Kerry). In the absence of NUTS 3 regional data it is difficult to know whether there may be specific concentrations associated with a concentration in industry sectors that may be more prevalent in the Southern region.

The CSO data does provide other information on the profile of agency worker employment. For example, nationally 52% of agency workers are female. There is a sectoral concentration within the Agriculture, Forestry, Fishing, Industry and Construction sectors where a quarter of all agency employees are employed. There is also a high concentration of agency workers in the Human health and social work activities sector, see here for full release.

Discussions with the CSO indicate it is difficult to ascertain why there is a relatively high share in the Southern region. The CSO point out that the LFS is a survey, the margin of error of the estimates can be greater with smaller cell sizes. More trend data will be needed to see if it is a more established trend and a particularly stronger feature of employment in the Southern Region or if it becomes a stronger feature of employment when economic growth is not as strong.

However, the availability of these data does allow us to monitor trends and helps us build a picture of the range and types of employment, all of which is critical to formulating and improving employment policy.

 

 

Deirdre Frost

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

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.

Size matters: relative changes in regional economies

In the last post on this topic I examined some of the recent trends in regional GDP.  In this post, that analysis is continued, with a focus on the changing share of national Gross Value Added (GVA)[i] coming from each of the NUTS3 regions, regional size and productivity.

As ever, it is important to remember that regional GDP (and associated GVA) is just one measure of regional development and this measure has significant limitations.  It does not provide an indication as to the distribution of wealth between different population groups in the same region, nor does it measure the income ultimately available to private households in a region.  You can read more about this here.  In addition, other issues such as the relocation to Ireland by significant Multi National Enterprises (MNEs) of some or all of their business activities and assets (in particular valuable Intellectual Property) alongside increased contract manufacturing conducted abroad (which is included in Irish accounts), has clearly influenced shares of regional GVA and contributes to the widening disparity.  Despite these difficulties, however, it remains one of the most important regional economic statistics and is a key measure of regional development progress and it is useful to consider the contribution of the regional economies to the national total in more detail.

Unfortunately, as noted in the last post, data for both the South West and the Mid West have been suppressed by the CSO for confidentiality reasons (related to the very significant contribution to GVA by a small number of firms).  In this post these regions are combined into a region “Mid West & South West” for the purposes of discussion (with their combined statistics inferred from the data).  GVA at basic prices is the key statistic discussed here.

Regional Shares of GVA.

The Dublin region (39%) and the Combined Mid West & South West (35%) together account for almost three quarters of the Gross Value Added in the state (see Figure 1) with the Mid East, the next largest region producing 10%.  The Border and Midland regions account for the smallest part of national GVA, at 3% each.

Source: Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016)

There has of course been very significant growth in GVA in recent years (especially in 2015, as discussed here) and, as much of this occurred in the South West, this has changed the balance of regional GVA with further concentration in the Mid West & South West.

Looking back to 2000 and 2008 the gradual change is evident.  In 2000 Dublin the Mid West and the South West together accounted for 68% of national GVA, in 2008 it was 66% and by 2016 it was 74%.  This is the consequence of very significant growth in the Mid West &South West economies (240%) between 2000 and 2016.  At the same time, GVA in the South East (164%), Dublin (149%) and the Mid East (138%) all more than doubled in size in that period.  Growth in the West (85%), Midlands (82%) and Border (69%) was significantly less.  The proportion of national GVA produced in these regions consequentially declined, although, as discussed in the previous post on this topic, their output did grow, just at a slower rate.

Source: Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016)

This growth had two phases which can be seen when examining two different periods (2000-2008 and 2008-2016).  During the earlier period (2000-2008) GVA, grew in all of the regions, with the percentage growth highest in South East and Mid-East (Figure 3) and lowest in the Mid-West & South West and the West.  The Celtic tiger was an opportunity for regions to develop rapidly.  Since then (2008-2016) the Mid West & South West and the Dublin region have grown most rapidly.

Source: Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016) –

The recovery from recession has been slower in the smaller regions, between 2008 and 2016 there was a decline in the size of GVA in the Border region, no growth in the Midlands and only an 8% increase in GVA in the West over the 8 year period.

Looking at the share of regional GVA over time (comparing the years 2000, 2008 and 2016) the consequences of the different growth levels is evident.  We can see (Figure 4) that between 2000 and 2008 the share of GVA from both Dublin and the Mid West & South West combined had reduced and the share from the South East, Mid-East and Midlands increased slightly.  Between 2008 and 2016 the very significant growth in GVA in the Mid West & South West increased the percentage share of the economy in that region to 35% while the share from all other regions consequently declined.

Source: Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016) –

The West (which is all part of the Western Region) showed a very small decline in its percentage of national GVA (7.1% to 7.0%) while the Border (three of its five counties are in the Western Region) showed a small increase (4.9% to 5.1%) in the period 2000-2008.  Their percentage contribution declined further between 2008 and 2016, with the West accounting for 5% of GVA in 2016 and the Border 3%.

Size of Regions and Regional Economies

The size of the Dublin and the Mid-West & South-West economies is evident when we focus on regional GVA, but for a more balanced picture it is important to look at how these compare to the regional populations and persons at work.  The percentage of the State GVA, Population and Persons at work are shown in Figure 5 below.

Clearly Dublin (39%) and the Mid-West & South-West (35%) account for the highest proportions of GVA, but these regions also have the highest proportion of the population (Dublin 28%; Mid-West & South-West 25%) and the persons at work (Dublin 30%; Mid-West & South-West 27%).  Other regions are significantly smaller.  The Border region accounts for 3% of GVA, 9% of the population and 8% of the persons at work.  The West accounts for 5% of GVA, 10% of the population and 9% of the persons at work.

Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016) –

There is a clear difference in shares of GVA compared to shares of both population and persons at work (which are quite similar in most region).

It is therefore useful to look more closely at productivity (GVA per person at work).  This is significantly higher in Dublin plus Mid East (these are combined for the purposes of discussion because many of the workers living in the Mid-East are contributing to the GVA of Dublin) and in the Mid West & South West (Figure 6).  GVA per person at work is lowest in the Border, West and Midland regions.  For the Midland region in particular, the commuting effect may be quite strong, workers living in the Midlands are producing GVA in Dublin but counted as persons at work in the Midlands

Source: CSO, 2019. Statbank, RAA06 Gross Value Addded by Year, Region and Statistic (2000-2016) –

The GVA per person at work in the Border and the West are significant lower than that for the state.  As discussed previously, other regions’ GVA has significantly benefited from the relocation to some regions by Multi National Enterprises (MNEs) of some or all of their business activities and assets alongside increased contract manufacturing which all contributed to the very significant growth in GDP and GVA in certain regions (and of course nationally) 2015 (see here for more discussion of this).

Productivity is also influenced by the sectors in each region.  Regions with more high value added enterprises (which are generating a larger margin between the final price of the product and the cost of inputs used to produce it[ii]) will tend to have higher GVA per worker.  The importance of different sector to regional economies is considered in the next post on this topic.

 

 

Helen McHenry

[i] GDP is Gross Domestic Product, GDP and GVA are the same concept i.e. they measure the value of the goods and services (or part thereof) which are produced within a region or country. GDP is valued at market prices and hence includes taxes charged and excludes the value of subsidies provided. GVA at basic prices on the other hand excludes product taxes and includes product subsidies. See background notes .

[ii] See here for more discussion of this issue

WDC submission to the Public Consultation on the development of the trans European transport network (TEN-T)

Introduction

Since 1993 the EU holds responsibility on infrastructure policy – in the fields of transport, energy and telecommunications. In the transport sector, Europe’s TEN-T policy aims to boost economic, social and territorial cohesion between all Member States and their regions. It aims to prevent obstacles to the free circulation of goods, services and citizens throughout the EU.

Developments over the last few years which impact on transport policy include;

  • Climate change
  • Automation
  • Digitalisation
  • Interconnection and interoperability
  • Brexit

As a result, the European Commission has decided to undertake a comprehensive evaluation of the guidelines for the development of the TEN-T and have undertaken a public consultation. The WDC submitted a response which is available for download on the Submissions page of the WDC website, see here.  In this blogpost we summarise some of the key points.

The importance of transport infrastructure policy at EU level

EU transport infrastructure policy is crucial to ensure that transport infrastructure & policy contributes to enhancing the connectivity & accessibility of outermost & peripheral regions.

In parts of the Western Region of Ireland, geographic peripherality is compounded by relatively poor transport infrastructure which militates against effective participation in the EU Single market. This will be exacerbated further after Brexit.

EU transport policy is critical to support the transport needs to peripheral island member states such as Ireland & its Western Region. The Irish Exporters Association has noted that the transport needs of exporters in the West & Mid-West would be better served by ports & airports located there.

What are the benefits if infrastructure policy is made at European level

One of the benefits will be to support, guide & enhance member states’ transport policy. In Ireland’s case some aspects need to be revised in order to support the broader policy framework of Project Ireland 2040. For example, the National Ports Policy (2013) & National Aviation Policy (2015) were devised well before publication of Project Ireland 2040 which seeks to balance growth more effectively across Irish regions & will need regional transport investment to enable this. This will require EU support for funding.

In view of the cross-border nature of transport infrastructure, policies & subsequent investments should be harmonized in order to address existing bottlenecks to keep the Union accessible and competitive. This is very important in view of Brexit for Rep. of Ireland and Northern Ireland.

A coordinated approach at EU level is the most effective way to address challenges such as the transition to a carbon-neutral economy & the subsequent investment in the required infrastructure.

Form of the TEN-T network

The comprehensive TEN-T network is not sufficiently connected with the core network since there still exist missing links. The current network also does not serve all EU regions, including the North Western region of Ireland, whose importance will grow in the face of Brexit and the uptake of renewable energies.

There is concern that designation on the Comprehensive network, compared to the Core, provides for less access to TEN-T funding. In the context of peripheral regions such as the Western Region of Ireland where there is a ‘need to ensure connectivity & accessibility of all regions in the Union’, it is important that designation does not alter the level of funding available.

The inclusion of Shannon and Ireland West Knock airports and ports such as Galway & Killybegs as nodes is important in the context of the Atlantic Economic Corridor which extends from Letterkenny/Derry south to Limerick & Kerry.

The EU Designation on the core TEN-T network, as currently defined on the island of Ireland, extends from Belfast to Dublin to Cork with a connection to Shannon Foynes port. Given its peripherality, the WDC would like to see the transport links north of Shannon Foynes, and particularly from Galway north to Sligo and Letterkenny (the Atlantic Economic Corridor – AEC) to be included in those TEN-T classifications which provides for the maximum sources of funding support from the EU.

There is a need to join existing networks together & complete ‘unfinished sections’. The priority should be to improve the outstanding road sections between Tuam & Sligo as this is a key element of the Atlantic Economic Corridor (AEC) and part of Irish Government policy. This network is even more important in the context of Border traffic and Brexit and the peripherality of the North west.

Also, the WDC urges the European Commission to take into consideration the added economic value of airports & ports, such Shannon & Knock airports & the further development of the Galway inner port & its future potential o to play a key role in the development of renewable energies and alternative fuels.

In the absence of investment, the relative standard of a transport network vis a vis another transport network which does attract funding is a relative disimprovement & therefore the region experiences a relative disadvantage in access. This should not be the effect of policy.

Infrastructure Use

The TEN-T guidelines specifically aim to achieve a better and more efficient use of existing and new infrastructure while increasing the benefits for the users.

Despite overall passenger growth, there is an ever-increasing share of passengers travelling through Dublin airport which is in part due to the investment in motorway access there. There is un-used capacity available for international access at Shannon & Ireland West Airport Knock which have received significant state support over decades. Improved services at these airports will reduce the need for residents in regional locations to avail of services at Dublin Airport which in turn will reduce journey numbers through an already congested Greater Dublin Area.

These airports provide efficient access both to & from the region to destinations in the UK, Europe and the US vital to supporting the various businesses across the region as well as tourism access. Shannon Airport is particularly important to the Limerick, Shannon and Galway regions and is the only airport on the Western seaboard with hub connectivity via London Heathrow. It also offers pre-clearance facilities to the US. The Irish Exporters Association has reported that exporters in the West & Mid-West would be much better served from the ports and airports there rather than at Dublin.

The Western Region’s many valuable marine assets are relatively under-developed. The port facilities at Galway & Killybegs & Sligo are critical to supporting potential in seafood products, tourism, amenity, ocean renewable energy & marine innovations for the lifesciences sector & need to be enhanced.

Freight facilities at ports, railway depots & interurban road/motorway junctions should be safeguarded & invested in. Brexit will likely lead to new freight transport routes which need to be supported.

Conclusions

Transport policy is an important tool of economic policy. In Ireland there is a Government policy commitment to rebalance growth away from ‘business as usual’ and to support greater population growth in the regions including the West & North West. For this to be achieved there needs to be investment in transport infrastructure especially along the Atlantic Economic Corridor. The WDC believes that EU support and TENT-T classification can help in delivering greater investment in transport infrastructure along this corridor.

In an Irish context there is an increasing concentration of traffic through Dublin Port and Airport which in turn demands additional new investment to allow expansion of services. Meanwhile there are port and airport facilities, as well as road and rail capacity with much spare capacity which could service existing and new demand.

EU policy should more effectively support member states to capitalise on the capacity already available and ‘sweat’ the state investment already made, such as the rail network, port facilities in the Western Region including Galway and the international airports such as Shannon and Ireland West Airport Knock.  This is especially as this is consistent & supportive of the overarching policy framework of Project Ireland 2040.

In view of Brexit, and potential ‘Third country status for the UK & Northern Ireland’, peripherality of Ireland should not become an obstacle and should not lead to a lack of competitiveness. The existing transport infrastructure across the WDC region, including the key ports, airports, the road and rail network should be recognized as an important contributor to enhancing the social, economic and territorial cohesion of the EU. The inclusion of these nodes and networks in the comprehensive network would provide access to funding need to develop infrastructure that enhances the accessibility and competitiveness of the Western region, Ireland, and ultimately, the Union.

Deirdre Frost

The Public Administration & Defence Sector in the Western Region

The Western Development Commission (WDC) has just published the 9th in its Regional Sectoral Profile series which analyse employment in different economic sectors in the Western Region.

And this one is of particular interest to us, as it’s the sector we work in!  The report examines the Public Administration & Defence sector which includes all those working in the civil service, local authorities and state agencies, as well as Gardaí, prison officers and the defence forces.  It does not include those working in Education[1], Health & Care[2] or ‘semi-state’ companies e.g. Bus Eireann.

Two publications are available:

Employment in the Western Region

According to Census 2016, 18,858 people worked in Public Administration & Defence in the Western Region.  It plays a somewhat greater role in the region’s labour market than nationally (Fig. 1) accounting for 5.6% of total employment compared with 5.3%.

There is considerable variation across western counties and at 8.4%, Roscommon has the highest share working in Public Administration & Defence in Ireland with Leitrim (7.9%) second highest and Sligo (7.5%) fourth. Donegal is also in the top ten nationally.  North Connacht and the North West have high reliance on the public sector to sustain employment, partly due to more limited job options in the private sector.  In addition to Public Administration & Defence, Sligo and Leitrim also have the highest shares in Ireland working in Health & Care while Donegal has the highest share working in Education.

In contrast, at just 3.6% Galway City has the lowest share of its residents working in Public Administration & Defence in Ireland, with Galway County (4.6%) also in the bottom ten nationally.  Greater economic and employment diversity around Galway reduces this sector’s relative importance.

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

During 2011-2016, the Western Region experienced a 7.4% decline in the number working in Public Administration & Defence, greater than the 6.3% decline nationally.  In both cases this decline contrasted with overall jobs growth.  This period was characterised by a moratorium on recruitment in the public sector.

Every western county, except Clare (+3.9%), saw a decline over this period.  Donegal (-14.2%), Galway City (-12.5%) and Mayo (-10.1%) saw particularly large losses.  One factor would have been reduced staffing in their respective local authorities which are significant employers, as well as declines in the defence forces.

Employment in western towns

In 2016 there were 40 urban centres with a population over 1,500 in the Western Region. The relative importance of Public Administration & Defence as an employer varies across these towns (Fig. 2).  It is important to note that commuting is a particular issue when considering towns and this data refers to residents of the town.

At 11.4% (53 people) Lifford (county town of Donegal) has the highest share working in Public Administration & Defence in the region and second highest of Ireland’s 200 towns and cities (1,500+).  Lifford shows the potential jobs impact of locating the administrative centre of an area away from that area’s main economic centre both to support development in smaller towns and also to ease congestion in larger centres.

Strandhill in Co Sligo (9.4%, 75 people) and Roscommon town (9.2%, 208 people) were next highest in the region and third and fourth highest nationally. Except for Galway City and Ballina, the region’s larger (10,000+) urban centres all have around 7% working in this sector. Many host local authority head offices as well as offices of Government Departments and state agencies.  The very low share in Galway City is due to the wider range of alternative job options as well as the role of surrounding commuter towns e.g. Athenry.

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

Of the 38 towns in the region for which data is available for both 2011 and 2016,[3] 28 of them experienced a decline in the number working in Public Administration & Defence between 2011 and 2016, nine had an increase with one unchanged.  Bearna (18.5%, +5 people) and Gort (15.8%, +6 people), had the largest percentage growth possibly due to commuting to Galway City or Ennis as several of the other towns which grew are also commuter towns e.g. Strandhill, Sixmilebridge, Moycullen.  In absolute terms, Ennis (6%, +40 people) had the biggest increase in the number of residents working in the sector.

Many more towns experienced decline than growth however. Clifden had the largest decline (-49.1%, -26 people) and was also the town with the largest population decline of all western towns. Ballyhaunis, Ballybofey-Stranorlar, Castlerea and Loughrea also experienced large declines. These are all medium-sized rural towns, at some distance from larger urban centres.

Employment by gender

Overall, employment in Public Administration & Defence is quite gender balanced.  In the Western Region women account for a small majority (51.4% are women) in contrast to the state where there is a male majority (52.4% are men).  The female share has been higher in the region than nationally throughout the past two decades.

In terms of the sector’s relative importance to total male and female employment (Fig. 3), 6.2% of all working women and 5.1% of all working men in the Western Region work in Public Administration & Defence.  While the sector plays a notably more significant role in total female employment in the region than nationally (6.2% v 5.4%), its importance to male employment is the same.

In all areas the sector accounts for a greater share of all women’s jobs than men’s.  In Leitrim (9.4%), Roscommon (9.2%) and Sligo (8.9%) Public Administration & Defence plays a critical role in total female employment.  More limited options for alternative professional career opportunities, particularly in more rural areas, increases the role of Public Administration & Defence in women’s employment.

For male employment, Roscommon (7.6%) is where the sector is most important by quite some margin.  This may reflect the nature of some public sector employment in the county e.g. Castlerea prison.  Again, neighbouring Leitrim (6.6%) and Sligo (6.2%) is where it is next most important for men’s jobs, while it is least important in Galway.

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

The period 2011 to 2016 saw both male and female employment in Public Administration & Defence decline by 7.4% in the region.  For both, this was a greater decline than nationally with the difference greater among women (-7.4% in the Western Region v -5.8% in the state) than men (-7.4% v -6.7%).

Key Policy Issues

Higher reliance on public sector employment in the Western Region: Public Administration & Defence is a more significant employer in the Western Region than nationally (5.6% of total employment v 5.3%) and this is the case to an even greater degree for the two other predominantly public sectors of Health & Care and Education.  The three primarily public sectors of employment jointly account for 28% of all jobs in the Western Region (24% in the state).

This is also reflected in income earned.  Recent analysis by the CSO[4] found that 41.7% of earned income by employees living in Sligo came from Public Administration & Defence, Education and Health & Care combined, the highest share in Ireland, followed by Leitrim (37.8%) and Donegal (37.8%).  The spatial pattern is very vividly illustrated by Fig. 4.  This higher reliance means that developments, such as the moratorium on public sector recruitment, had a greater economic and employment impact in the region.

Fig. 4: Proportion of earned income from Public Administration & Defence, Education and Health & Care combined, 2016

Source: CSO, (2019), Geographical Profiles of Income in Ireland 2016, Map 6.8

 

Important role in female employment: Public Administration & Defence is a more important source of female employment in the region compared with nationally and the gap widened over the past two decades as women’s employment in the region became increasingly dependent on this sector. This is particularly true in more rural counties with 9+% of women in Leitrim, Roscommon and Sligo working in public administration.  Such employment may help maintain the viability of household income, particularly during a recession when there are large private sector job losses e.g. in construction.  Future trends in public sector employment will have a greater impact on female than male employment levels.

Providing professional career opportunities in smaller towns and more rural areas: Public Administration & Defence plays a critical role in providing professional career opportunities, including in more rural areas and smaller towns where there may be fewer alternatives.  North Connacht and the North West, which is the more rural part of the Western Region, has particularly high reliance on the sector (see Fig. 4).  More limited private sector job options increases this sector’s impact on the local economy.  While the main focus for Public Administration & Defence policy must be on the provision of quality public services, it parallel role as a provider of jobs, particularly in smaller towns and rural areas, should also be a factor in policy decisions on the location of such jobs.

Contribution to achieving regional and rural development: As was highlighted in a previous WDC study ‘Moving West’[5] the location of Public Administration & Defence employment is a key policy tool at the disposal of Government. The relocation of public sector offices and jobs from Dublin to other locations has considerable potential to both stimulate development in these areas and to ease pressures on the capital.  The Government, national and local, can therefore play a very direct role in delivering the regional development objectives of the National Planning Framework (NPF) through its location decisions.  Lessons learned from previous relocations, as well as technological developments to facilitate more dispersed work locations, can contribute to implementing such moves.

For more detailed analysis see ‘The Public Administration & Defence Sector in the Western Region: Regional Sectoral Profile’.

Pauline White

 

[1] See WDC (2019) The Education Sector in the Western Region: Regional Sectoral Profile

[2] See WDC (2018) The Health & Care Sector in the Western Region: Regional Sectoral Profile

[3] Two towns with a population above 1,500 in 2011 (Portumna and Bunbeg-Derrybeg) dropped below in 2016. Two towns (Collooney and Convoy) rose above the 1,500 threshold in 2016.  There were also town boundary changes between 2011 and 2016 for 15 of the 40 towns in the Western Region which has an impact when considering change over time. For most towns the impact was relatively minor, however there was a quite substantial change for Ballina.

[4] CSO (2019), Geographical Profiles of Income in Ireland 2016

[5] WDC (2008), Moving West: An Exploratory Study of the Social and Economic Effects of the Relocation of Public Sector Offices to Towns in the Western Region

Diverse Neighbourhoods: New report analysing the residential distribution of immigrants in Ireland

Recently I attended a very interesting seminar on ‘Migrant Integration: policy and place’ organised by the Economic and Social Research Institute (ESRI) and the European Migration Network (EMN).

At the seminar two new pieces of research were presented and discussed: ‘Diverse neighbourhoods: an analysis of the residential distribution of immigrants in Ireland’ and ‘Policy and practice targeting the labour market integration of non-EU nationals in Ireland’.

Given the Western Development Commission’s (WDC) regional development remit, the spatial analysis of the residential distribution of immigrants in Ireland was of particular interest.  The ‘Diverse Neighbourhoods’ report[1] points out that previous research has highlighted both positive and negative reasons for the residential clustering of migrants. Proximity to migrant networks can provide support and information (as the Irish of the Kilburn Road know only too well). However, high levels of residential segregation may be a signal of poor integration and disadvantage, especially if the areas in which migrants are clustered are themselves deprived.

The purpose of this analysis was to investigate the residential pattern of Ireland’s migrant population, to identify the extent of residential segregation and the characteristics of areas where migrants are concentrated.

Distribution of Migrant Groups in Ireland

The analysis used the results of Census 2016 for 3,409 Electoral Divisions (ED) in Ireland.  Individuals were assigned according to their country of birth (to take account of foreign born naturalised Irish citizens) and UK-born migrants were excluded because they have a different experience and there are complexities for Northern Irish citizens.

Four broad groups were analysed (the size of each group as a proportion of the national population in 2016 is in brackets):

  • Total migrant population – excluding UK-born (11.4%)
  • EU migrants – excluding UK-born (6.3%)
  • Migrants born outside of the EU (5.1%)
  • People with poor self-rated English-language proficiency (1.8%).

Total, EU and non-EU Migrants

The total migrant (non-Irish/UK born) population is highly concentrated in urban areas in Dublin city and its commuter belt, as well as around Cork, Limerick and Galway (see Figure 2.1).  In fact half of all foreign-born migrants live in the three cities of Dublin, Cork and Limerick.  The top 10 EDs in terms of the percentage of their total population who are foreign born were all in Dublin, Limerick, Cork or Waterford cities.  Half of the total foreign-born population live in just 159 EDs (out of 3,409 total EDs).

The patterns for both migrants born in the EU and migrants born outside of the EU are relatively similar to the total. For EU migrants, there are high concentrations around Dublin, Cork and Limerick with low concentrations in North Connacht and Donegal.  For non-EU migrants the pattern is very similar, though with even greater concentration in Dublin.  For both, most of the top 10 EDs are to be found in Dublin, Cork or Limerick.

People with Poor English Language Proficiency

The fourth group examined are people who reported in the Census that they speak English ‘not well’ or ‘not at all’. This group was examined as they may have particular integration difficulties. Nationally there were about 86,000 people in this group in 2016.

It was found that the residential pattern for those with poor English language proficiency differs from the other groups (see Figure 2.4). While there is also significant concentration in the larger cities, this group are less centralised and there are also strong concentrations in small towns.

The ED of Monaghan town has the highest share with poor English language proficiency at 15.3% with is linked to the mushroom industry.  Ballyhaunis in Co Mayo has the fifth highest share (11.1%) connected to both the meat processing sector and a Direct Provision Centre.  Another town in the Western Region, Roscommon Urban ED has the eight highest share (10.7%).  Other smaller towns with high shares include New Ross in Co Wexford, Ballyjamesduff in Co Cavan and Navan in Co Meath.

It seems that migrants with poor English language proficiency are less centralised in the larger cities and are more likely to be located in smaller towns (often linked to specific sector or legacy), they are also more clustered in fewer locations with half located in just 135 EDs.   This pattern has implications for service provision.

Integrated Communities

The report goes on to assess the level of segregation of migrant communities. It found that the level of segregation in Irish cities is near or below the international average and there was no discernible trend of increasing residential segregation between 2011 and 2016 with some groups becoming less segregated over this time.

The report also profiled the characteristics of areas which have a high share of migrant residents.  It was found that immigrants in Ireland tend to be concentrated in more affluent areas (based on the Pobal Deprivation Index) and also in areas with an above average share with a third level education. The other key characteristic was that migrants tended to be concentrated in areas where private rental housing was plentiful.

One area of concern however are those with poor English language proficiency.  This group is more likely to reside in areas with average levels of affluence/deprivation and low third level education attainment.  For those living within the three largest cities, they are also concentrated in areas with higher unemployment rates.

Policy Implications

The results have implications for many policy areas including integration, housing and regional development.  The National Planning Framework contains targets to rebalance growth towards the ‘second tier’ cities and regions.  Reducing the level of concentration of the migrant population in Dublin, through the provision of job and housing opportunities, would contribute to achieving NPF targets.  Reliance on the private rental market among migrants means that the provision of such accommodation in other locations is important, as well as employment policies which stimulate job opportunities for migrants in these locations.  There is the potential for smaller towns and more rural areas which, as a result of out-migration, may have poor age dependency ratios to benefit from inward migration by those in economically active age groups.

The greater distribution of migrants with poor English language proficiency in smaller towns (often associated with employment in specific sectors e.g. agri-food) and concentration among this group is an area of policy concern.  As this analysis was conducted on an area basis (rather than at the individual level) it is not possible to determine the characteristics of this group but issues such as gender, age, employment status and education level are likely to be important factors.  Policy responses and tailored service provision at a local level targeting this group would be important given their higher risk of poor integration and also the potential impact on the agri-food sector from Brexit.

Reports and presentations from the ‘Migrant Integration: policy and place’ seminar are available here

Pauline White

[1] Fahey, É., Russell. H., McGinnity, F. and Grotti, R. (2019), Diverse Neighbourhoods: An Analysis of the Residential Distribution of Immigrants in Ireland, Economic and Social Research Institute and Department of Justice and Equality, funded by the Office for the Promotion of Migrant Integration

Financial & ICT Services in the Western Region

The WDC has just published the latest in its series of Regional Sectoral Profiles analysing employment and enterprise data for economic sectors in the Western Region.

It examines the Financial & ICT Services sector which covers two sub-sectors: ‘Financial & Insurance Activities’ (banks, mortgage brokers, insurance and pension funding) and ‘Information & Communication’ (publishing, film, video, TV and music, telecommunications, computer programming (software) and IT services/support). Both are knowledge intensive services sectors, relatively high value, high skill and highly paid and tend to be quite concentrated in larger urban centres.

Two publications are available:

Employment in Financial & ICT Services in the Western Region

According to Census 2016, 17,884 people worked in Financial & ICT Services in the Western Region. This was just 9.9% of everyone working in this sector in Ireland, compared with the region’s 16.6% share of overall employment.

Financial & ICT Services plays a significantly smaller role in the region’s labour market than nationally (Fig. 1); 5.4% of total employment compared with 9%.  The balance between ‘Financial & Insurance’ and ‘Information & Communication’ also varies in the region.  Nationally, each accounts for the same share of total jobs (4.5% each) however in the Western Region ‘Information & Communication’ is notably more important than ‘Financial & Insurance’ (3% of all jobs v 2.3% of all jobs). This reflects the concentration of financial services activity in Dublin and particularly around the IFSC.

In the region Financial & ICT Services is most important in Galway City (9.1%), followed by Donegal (6.2%), Clare (5.6%) and Galway County (5.5%) with large urban centres and the Shannon Free Zone influencing the pattern.

Fig. 1: Percentage of total employment in Financial & ICT Services in Western Region and state, 2016

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

 

At a more detailed level, ‘Computer Programming & Consultancy’[1] is the largest employer among Financial & ICT Services activities (36.8% of all employment in the sector) and accounts for a higher share in the region than nationally (32.8%).  In contrast the region has a notably lower share in the next largest activity of ‘Financial Services’[2] (25.1% in the region v 31.3% in the state).  The two other ICT Services activities of ‘Audio-visual, Publishing & Broadcasting’[3] and ‘Telecoms’[4], also account for a greater share in the region, whereas the other financial activity of ‘Insurance, Pension & Fund Management’ accounts for a similar share in both.

Employment in western towns

At 14.3% (1,111 people) of total employment Letterkenny has by far the highest share of residents working in the sector (Fig. 2) and is the eleventh highest of Ireland’s 200 towns and cities (1,500+ population).  Most of the towns with a higher share surround Dublin city. Within the region, Bearna (11%, 98 people) and Oranmore (10.6%, 275 people) have the next highest shares working in Financial & ICT Services, likely due to commuting to Galway City.

Four towns in the Western Region are among the bottom ten nationally (Ballyhaunis, Bundoran, Ballyshannon and Ballymote) at less than 2.6% working in Financial & ICT services. All are rural towns at some distance from larger urban centres.  It is clear there is limited activity in this sector in such towns or commuting to work in other centres.  Remote work offers the possibility for more people working in this sector to live in such locations.

Fig. 2: Percentage of total employment in Financial & ICT Services in towns in the Western Region, 2016

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

Change in employment in the Western Region and its counties

There was 4.6% jobs growth in Financial & ICT Services in the Western Region between 2011 and 2016 (Table 1). This was less than half the 12.1% increase that occurred nationally and significantly lower than overall jobs growth in the region (7.5%).  Galway City (14.5%) and Donegal (12.9%) experienced jobs growth higher than the national average and this sector exceeded overall jobs growth in both counties.

Mayo, where the sector is least important as an employer, had the largest job losses with a fall of 9.1% in the number working in Financial & ICT Services.  Leitrim (-6.8%) and Sligo (-6.6%) also saw large declines between 2011 and 2016 and in all cases this sector performed worse than jobs overall.  It is important to note that this data is from 2016 and there have been some significant job announcements in this sector since that time, particularly in Sligo.

The performance of the individual activities varied very significantly with a 49.3% increase (2,176 people) in employment in ‘Computer Programming & Consultancy’ in the region contrasting with a 22.8% decrease (1,330 people) in ‘Financial Services’.  Regardless of whether an activity grew or declined, its performance in the region was weaker than nationally, particularly for those activities which declined. The region was closer to the national average for the two growing activities

‘Computer Programming & Consultancy’ showed strong jobs growth across every western county, growing by 60+% in Roscommon, Donegal and Galway City. ‘Financial Services’ saw significant job losses across all western counties, declining by over a quarter in Galway City, Donegal, Sligo and Clare.  One of the main reasons for this was the closure of many bank and building society branches, particularly in smaller towns, growing online banking and increased automation reducing staffing levels.

Agency Assisted Jobs in Financial & ICT Services

In 2017, there were 12,844 agency assisted[5] jobs in Financial & ICT Services based in the Western Region.  Jobs in Financial & ICT Services account for 19.3% of all assisted jobs in the Western Region, but 32.4% of all assisted jobs in the state, consistent with the sector’s lower importance to total employment.

The relative importance of different activities varies (Fig. 3).  The share of total assisted jobs accounted for by ‘Computer Programming’ is essentially the same in both the region and state, indicating that this sector is well developed in the region.  For all other Financial & ICT Services activities, their share of total assisted jobs in the region is considerably lower than nationally. This is particularly the case for ‘Computer Consultancy’ which accounts for 8% of all assisted jobs in the state, making it the largest among these five activities, but less than half this share in the region.  Indeed, for all other activities, their share of assisted jobs in the region is roughly half that nationally.

Fig. 3: Percentage of total assisted jobs in each Financial & ICT Services activity in Western Region and state, 2017

Source: Department of Business, Enterprise & Innovation (2018), Annual Employment Survey 2017, special run

Ownership of Agency Assisted Jobs

Financial & ICT Services has a very high level of foreign ownership with 79% of jobs in foreign owned agency assisted companies, among the highest shares of foreign ownership across all sectors.  The level of foreign ownership has risen, in 2008 71.6% of jobs in the sector were foreign owned.

The balance between Irish and foreign ownership varies across the different sub-sectors (Fig. 4).  All assisted jobs in ‘Computer Facilities Management’ in the region are in foreign owned firms.  The largest activity of ‘Computer Programming’ is strongly foreign dominated with 97.6% of all assisted jobs in this activity in foreign owned firms.  International ‘Financial Services’ is another area of high foreign involvement, with 91.3% of all jobs in the region in foreign owned firms.

‘Computer Consultancy’ has considerably greater Irish owned involvement with only 49% of jobs in foreign owned firms.  In this activity the region has a lower foreign owned share and therefore greater Irish owned involvement.  This activity saw large job losses in the early part of the recession, only recovering somewhat in more recent years. The greater level of Irish ownership within this activity contributed to greater losses of Irish owned Financial & ICT Services jobs during the recession than foreign owned.

Fig. 4: Percentage of total assisted jobs in Financial & ICT Services activities in foreign owned companies in Western Region and state, 2017

Source: Department of Business, Enterprise & Innovation (2018), Annual Employment Survey 2017, special run

 

Key Policy Issues

Low current level of activity in Financial & ICT Services in the Western Region and the gap is widening as the rate of growth in the region significantly lagged that nationally between 2011 and 2016.  Given that this is a high value, high skill and highly paid sector, increasing the level of activity in Financial & ICT Services in the Western Region could make an important contribution to regional economic development, productivity and income levels. However as this is not a highly labour intensive sector it plays a modest role in direct job creation.

Lower level of international activity in the region but internationally trading firms performed better than domestically trading sector, particularly in financial services.  Sustaining and accelerating this growth in internationally trading Financial & ICT Services firms is the main route to increasing the sector’s regional economic impact.  Access to talent, high quality telecommunications, research capacity and a supportive business ecosystem, as well as an attractive quality of life, are critical to this growth.

High level of foreign ownership means there is a need to stimulate the Irish owned sector.   Stimulating start-ups and the scaling of Irish owned technology and finance companies, to a stage where they have the capacity to trade internationally, is important to creating a more sustainable balance in the structure of this sector in the region.  This is particularly important in light of planned changes to international corporation tax rules, developments in the US and Brexit.  Current initiatives such as NUIG’s TechInnovate[6] are trying to address this by facilitating technology start-ups in the region.

There is a growing gender imbalance as the male share of all employment in Financial & ICT Services rose from 50.9% in 2011 to 54.9% by 2016 mainly because of stronger growth in male dominated ICT Services (67.9% male) compared with large job losses in the more female dominated Financial Services (62% female).  Ongoing initiatives to encourage greater participation by women in computer science, technology and finance courses, addressing the perceived male culture within the sector, raising awareness of female role models and female entrepreneurship programmes can all help to redress this imbalance.

Key urban locations play a critical role as centres for Financial & ICT Services activity with Galway City and Letterkenny two key locations particularly in ICT Services, Shannon/Ennis also having notable activity especially in Financial Services and a number of high profile recent announcements for Sligo. The availability of suitable office space, physical and digital infrastructure, links with education and training providers, access to talent and quality of life, as well as addressing issues such as traffic congestion and rising costs, will be important to ensuring these key urban locations can enhance their regional and national role as centres for Financial & ICT Services activity.

Opportunities for growth exist beyond large urban locations, including remote workDevelopments in technology, the world of work and the need to develop more sustainable approaches means that remote work (from home, a co-working hub or other location) holds considerable potential for smaller urban centres and rural areas to host increasing activity in this high skill, high value and highly paid sector. Initiatives such as Grow Remote[7] are currently highlighting the potential for increased remote working and also highlighting key policy changes needed to facilitate its expansion and wider acceptance among employers.  Access to high speed broadband is one of the most critical factors.

Limited self-employment activity in this sector, but higher incidence in the Western Region, particularly for ICT Services in Sligo, Leitrim and Mayo. This implies the structure of the sector in these counties differs from that elsewhere with many sole traders or freelancers engaged in AV production, IT services or software development and fewer large employers. An opportunity exists to target these ICT entrepreneurs, many of whom may be based in quite rural areas and smaller towns, by providing networking opportunities, business support, co-working space and opportunities to collaborate.

Access to talent is critical.  A co-ordinated approach between education and training providers in the region, in collaboration with employers, is needed to ensure an adequate supply of the necessary skills including a strong focus on upskilling and lifelong learning.[8]  Attracting talent to relocate to the region is the complementary approach.  Promoting the quality of life, lower cost of living and shorter commuting times in the region, as well as the job and entrepreneurship opportunities available, are important to attracting people to relocate.  [9]The demand for talent is also increasing the incidence of permanent full time jobs and wages in the sector.[10]

For more detailed analysis see ‘Financial & ICT Services in the Western Region: Regional Sectoral Profile’ https://www.wdc.ie/publications/reports-and-papers/

Pauline White

 

Image by Free Photos at Pixabay

 

[1] Software and app development, IT services, data analysis consultancy etc.

[2] Banks, building societies, credit companies, venture capital, mortgage advisors etc.

[3] Publishing, newspapers, film, photography, music recording, TV production, TV and radio broadcasting etc.

[4] Wired, wireless and satellite telecommunications (phone, broadband).

[5] Department of Business, Enterprise & Innovation (DBEI), Annual Employment Survey 2017. A survey of all firms in Ireland who have ever received support from IDA Ireland, Enterprise Ireland or Udarás na Gaeltachta.

[6] See http://techinnovate.org/

[7] See https://growremote.ie/

[8] See https://www.regionalskills.ie/

[9] See www.LookWest.ie

[10] ‘Information & Communication’ had the highest growth in average weekly earnings nationally over the past five years increasing 21.1% Q1 2014 to Q1 2019. CSO, Earnings, Hours and Employment Costs Survey Q1 2019, Table EHQ03

Smaller Labour Catchments across the Western Region

Travel to Work Areas and Labour Catchments

Analysis of travel to work data can be used to identify the geographic catchment from which a town draws its workforce, otherwise known as its labour catchment. Measurement of labour markets based on Travel to Work Areas (TTWAs) has been well established in the UK for many years, helping to inform various public policies ranging from employment to transport provision. Companies and large employers use TTWAs to help identify optimal locations to access labour supply.

The use of TTWAs is less well established in Ireland, and where used has largely been focussed on the larger cities especially Dublin. There has generally been little focus on labour catchments in other centres or more rural regions.

The Western Development Commission (WDC) has worked with the All Island Research Observatory (AIRO) to examine the labour catchments of towns across the Western Region based on Census of Population data 2006 and 2016. The town labour catchments show that area from which a town draws most of its labour supply; each catchment is based on the inclusions of Electoral Divisions (EDs) that are assigned to a town, based on commuting to work flows.

Last year the WDC published the findings on the labour catchments of the principal towns of the seven counties of the Western Region (Galway, Ennis, Sligo, Letterkenny, Castlebar, Roscommon and Carrick-on-Shannon). The full report Travel to Work and Labour Catchments in the Western Region, A Profile of Seven Town Labour Catchments is available for download here (14.2MB). Each of the individual town reports are also available to download separately (Galway City, Sligo Town, Ennis,  Letterkenny, Castlebar, Carrick-on-Shannon, Roscommon).

The WDC is now publishing the findings of the other smaller catchments across the Western Region. This is the first time such detailed labour market analyses have been undertaken for the smaller centres across the Western Region. These data and findings can inform local and regional economic development and help support appropriate policies to ensure optimal local and regional development.

Smaller Catchments

The WDC identifies 26 labour catchments, which complement the 7 labour catchments of the principal towns in each of the counties which were published in 2018, see above.

In these 26 publications, the WDC draws on Census 2016 POWCAR (Place of Work Census of Anonymised Records) data to examine the travel to work patterns in centres with a population greater than 1,000 across the Western Region.

These 26 smaller catchments provide insights into the travel to work patterns of workers living there which are then used to generate labour catchments which show the geographic area from which each town draws most of its workers. Each town’s labour catchment has many more workers living there than the Census measure of the town’s resident workforce and it is a better measure of labour supply. This is particularly useful when considering employment and investment decisions.

Socio-economic profiles

Each of the reports identify the place of work of the resident workforce and provides detailed analysis of the socio-economic profile of workers providing information on age, gender, education levels, and sector of employment. There are comparisons with the rest of the Western Region and the State Average. There is also trend analyses indicating the extent of change between 2006 and 2016.

For ease of presentation the 26 smaller catchment reports are presented by County. Below are links to each of the 26 reports. In practice labour catchments extend across county boundaries, indeed that is one of the rationales for considering labour catchments rather than administrative boundaries; people travel to work regardless of county boundaries and these patterns and catchments provide a better evidence base for informing policy.

Some key points include:

  • Labour Supply: All the town labour catchments have significantly more people at work than the Census population at work for that town and have therefore access to a larger labour supply than normal Census definitions would indicate.
  • Profile of ‘Rural’ employment: The profile of employment in these smaller centres provide important insights into ‘rural’ employment, which is much are complex and varied than the perception of rural as largely agricultural employment.
  • Trends: Changes over time, in both place of work and the socio-economic characteristics of workers indicate little change in the geography of labour catchments but much change in the profile of resident workers, most notably in their age and education levels.

County Clare

The two labour catchments within Co. Clare have both recorded an increase in workers resident in the catchments. The Shannon labour catchment is concentrated around the Shannon Free Zone and Shannon Airport and is geographically compact. The Kilrush labour catchment is more extensive and now incorporates a previously separate Kilkee labour catchment. In both there is evidence of longer distances travelled to work than previously.

County Donegal

There are 8 smaller catchments located within Co. Donegal, reflecting the large size of the county, its geography with an extensive border both with Northern Ireland and the sea, and the relatively small size of some of the catchments.

Of the 8 labour catchments, 5 recorded a decline in the number of resident workers in the decade between 2006 and 2016. The three that recorded an increase in resident workers are Donegal, Dungloe and Carndonagh,  illustrating that some more remote areas are experiencing growth.

Each report identifies the top 10 work destinations for residents living in each labour catchment and the extent of cross border commuting is presented.

County Galway

There are 4 smaller catchments located within Co. Galway and just one, Gort labour catchment, recorded a decrease in the number of workers living there over the decade 2006-2016. Clifden, Tuam and Loughrea labour catchments recorded increases of varying degrees. The data presented also shows the extent of commuting between catchments, for example from Tuam, Loughrea and Gort labour catchments to Galway city.

County Leitrim

Apart from the county town labour catchment of Carrick-on-Shannon, there is just one smaller catchment located within Co. Leitrim, namely Manorhamilton. The number of resident workers in the Manorhamilton labour catchment increased over the ten year period and there is data to show more people are now working in Manorhamilton . The influence of some key employers is evident. Data on dross border commuting is also presented.

County Mayo

There are 8 smaller catchments located within Co. Mayo. Just two of the eight recorded a decline in the numbers of resident workers between the period of 2006 and 2016, these were Belmullet and the Charlestown/Knock Airport catchment. The other 6 recorded increases of varying degrees from 31% increase in the Westport labour catchment to an increase of 2.4% for the Ballina labour catchment. The most important places of work across each catchment are presented along with the labour market profiles of workers living there.

County Roscommon

There are 3 smaller catchments located within Co. Roscommon. All 3 recorded a decline in the numbers of workers resident there. In the case of Boyle and Ballaghaderreen, the geographic size of the labour catchments also decreased slightly. The data presented show the sectors in which people worked, the extent to which people worked inside the town and those who worked outside the town but within the wider catchment and the changes over the 10 years. Across all catchments there is a very significant increase in the level of third level education among the workforce.

 

Deirdre Frost

Educational attainment in the Western Region

A recently published ESRI Research Bulletin, ‘The local factors that affect where new businesses are set up’ summarises their analysis of new firms setting up in Ireland. Data from the Department of Business, Enterprise and Innovation (DBEI) on the number of start-up firms each year in 190 localities, all outside of the Greater Dublin Area, is linked to data on local characteristics thought to be important to business location. This data is used to develop models of how much each factor (or combination of factors) contributes to the number of business start-ups in a given place and time.

The authors state that the results of this analysis show that

‘Educational attainment of local residents is highly attractive to start-ups; we use the share of the population with a third-level qualification as an indicator for this, and it has the largest effect of the factors in our models.’

The analysis also shows that broadband access is a significant factor

‘However, a key finding is that broadband’s effect on start-ups depends on the education level of an area’s population. Only areas with enough highly qualified staff seem to enjoy a boost in start-ups when they have broadband network access.’

This analysis clearly points to the importance of human capital in the location decision of new business start-ups. Of course the direction of causality is a challenge, new businesses are attracted to areas with a highly skilled population, but highly skilled people will only remain/move to an area if suitable job opportunities exist.

The latest WDC Insights, published by the WDC last week (27 March), ‘Census 2016: Education Levels in the Western Region’ is therefore very timely, as it examines the level of educational attainment of the adult population of the Western Region and its seven counties.

Highest level of education completed

Overall, the Western Region displays a lower educational profile, with a smaller share of its adult population (aged 15+ years and who have ceased education) having third level qualifications and a greater share having low levels of education (Fig. 1) than the rest of the state. 13.4% of adults in the Western Region have only completed primary education compared with 11.1% in the rest of the state. The region’s older age profile contributes to this.

At the highest levels of education the difference between the Western Region and the rest of state is quite substantial e.g. 8.5% in the Western Region have a postgraduate degree/diploma compared with 11.7% in the rest of the state. Given the importance of third level education for business location and stimulating overall economic growth, this presents a challenge for the region.

Fig. 1: Percentage of population (aged 15+ years and whose full-time education has ceased) by the highest level of education completed in the Western Region and rest of state, 2016. Source: CSO, Census 2016 Profile 10 – Education, Skills and the Irish Language, Table EA003

Highest level of education completed in western counties

There are significant differences across western counties in the share of the population with a third level qualification (Fig. 2).  At 55.2%, Galway City has the second highest share of residents with a third level qualification (Advanced Certificate/Completed Apprenticeship and higher) in Ireland. It is behind Dún Laoghaire-Rathdown but ahead of Fingal, Dublin City and Kildare. Within the region, Galway County, Clare and Sligo have the next highest shares of third level graduates, illustrating a strong concentration around Galway / Limerick and also in Sligo, clearly showing the influence of larger urban centres.

Donegal has the highest share of its population with no formal education or primary only (21.9%) in the State, with Mayo, Leitrim and Roscommon next highest in the region. This is partly due to greater reliance on sectors traditionally associated with lower qualifications.

In general, the counties offering fewer graduate employment opportunities tend to have weaker educational profiles, with many of those with higher qualifications having left these areas. This presents a double challenge for such areas – the weaker educational profile makes it more difficult to attract new business start-ups, while the lack of suitable job opportunities makes the area less attractive to those with higher qualifications. Often in such areas, it is the public sector (education, health, public administration) which presents the most significant graduate employment opportunities. Stimulating greater demand for highly qualified staff among private enterprise in these areas, as well as supporting opportunities for self-employment is required.

Fig. 2: Percentage of population (aged 15+ years and whose full-time education has ceased) in western counties by highest level of education completed, 2016. Source: CSO, Census 2016 Profile 10 – Education, Skills and the Irish Language, Table EA003

Conclusion

Overall the Western Region continues to display a lower educational profile than the rest of the state. Given the key role of human capital in regional development, this is a significant challenge for the region and in particular more rural counties.  A number of factors including the region’s older age profile and its sectoral pattern of employment – smaller shares working in sectors which demand higher qualifications (e.g. professional services, ICT, finance) and more working in sectors traditionally characterised by lower qualifications (e.g. hospitality, agriculture) – strongly influence its educational profile.

Galway City shows a very different educational pattern however with the second highest share of third level graduates in Ireland. This is both cause and effect of its recent strong economic performance. The sectoral pattern of employment in Galway City differs from the rest of the Western Region with a high share working in ICT and medical devices manufacturing which demand higher qualifications, the presence of NUI Galway is another key contributor.

Download the latest WDC InsightsCensus 2016: Education Levels in the Western Region