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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

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.

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 Benefits as well as the Costs of the National Broadband Plan

There are significant benefits associated with the planned rollout of the National Broadband Plan (NBP), though the recent media coverage seemed to focus largely on the costs.

A review of newspaper headlines over the period following the announcement of the preferred bidder and the likely cost of the National Broadband Plan (NBP), suggests that the overall benefit is significantly lower than the cost. For example some of the headlines included;

  • Its wrong to endorse broadband plan and ignore officials’ warning on costs, Independent, 12 May 2019
  • National Broadband Plan, labelled ‘the worst deal ever seen’ Irish Examiner, 13 May 2019
  • Government to press ahead with €3bn broadband plan despite cost warnings, 26 April, 2019

But in reality, the cost benefit analysis (CBA) conducted by consultants on behalf of the Department of Communications, Climate Action and Environment, found that under all three different scenarios considered, the benefits outweigh the costs. The CBA also made clear that many benefits were not included in the computations and some of the benefits were estimated on a very conservative basis.

The Costs and Benefits of the National Broadband Plan

The table below shows the costs and benefits anticipated under three different scenarios; pessimistic, central and optimistic. There is a detailed analysis showing how each of the costs and benefits are computed, all of which is published and available for download on the Department of Communications website, see here  (825KB)

Costs: The total project costs include both costs to the State and costs to the operator.

Benefits include benefits to residents and enterprises. The residential benefits refer to the residents who will benefit from the NBP through various savings which will be made in communications services, time savings through online access of services as well as time and cost savings from remote working.

The enterprise benefits refer both to benefits to all firms, those within the NBP area and those outside it.

For firms outside the NBP area one of the largest benefits to be realised is that many of their staff (who live in the NBP area) will now have better broadband access enabling productivity gains from remote/tele-working.

For firms within the NBP area, all SMEs will benefit. Farm enterprises will be able to engage in smart farming, while all SMEs will benefit from higher upload and download speeds to serve their clients and suppliers more efficiently.

Scope of Costs and Benefits

Table 1 shows that under all three scenarios the benefits of the NBP exceed the costs. In the analysis, the entire range of costs have been considered and furthermore they are capped and there are various clawback mechanisms to ensure limited and capped costs to the State.

The benefits that have been measured are just some of the range and a whole range of benefits have not been included. As the CBA report notes, in including and profiling benefits, the consultants adopted a deliberately conservative approach to ensure benefits were not overstated. As a result, there are important categories of benefits which are not quantified and therefore not included in the CBA analysis. Table 2 below provides an overview of these benefits and examples of how households and enterprises in the NBP area may benefit.

Measuring benefits – Other international examples

In making the case for various state supports and state aid for broadband investment, other countries have also grappled with how to measure and capture benefits. While investment in fibre networks can be evaluated in a similar fashion to investment in other infrastructure, technological innovation and new product and service developments are continually extending the range of benefits from investment in broadband infrastructure generally and fibre deployment in particular. Consideration of these other benefits is not new and other countries have valued the benefits of fibre rollout across various sectors.

For example, research undertaken in Sweden provides some economic calculations on additional returns to fibre which need to be captured in evaluation. In Sweden, higher rents are charged for homes with fibre connectivity. Tenants pay an extra €5.50 per month for a home with a fibre connection and this is valued at €267 million per year for all fibre connected homes, which yields €185.6 million per annum return on investment.

Investment in fibre networks can also reduce telecommunications costs to the user, for example the Stockholm Regional Council (regional government) reduced its telecommunications costs by 50% following deployment of the fibre network. This is attributed to increased efficiency and greater competition with more telecommunication operators providing services on the high capacity fibre network.

The development of eHealth technologies including remote monitoring and diagnosis will provide opportunities to deliver some healthcare direct to the community rather than through hospitals. Community care is generally significantly less expensive than hospital care. The greater bandwidth and symmetrical (upload and download) speeds with fibre networks can support those applications requiring very good upload and download speeds. As many of these applications such as eHealth are still being developed, it is difficult to estimate their full value and benefit.

At a wider economy level, the OECD has examined the benefits arising to other economic sectors (transport, health, education and electricity) of a national ‘fibre to the home’ network. The analysis examines the cost of deploying ‘fibre to the home’ across different OECD countries, including Ireland, and has estimated that the combined savings in each of the four sectors over a 10 year period could justify the cost of building a national ‘fibre to the home’ network. These examples are outlined in the WDC report, Connecting the West, Next Generation Broadband in the Western Region, see here (1.5MB).

Measuring the benefits of State investment should also take account of the impact on other Government policy objectives. More balanced regional and rural development and greater regional economic growth are important Government policy objectives.

State Aid

The Telecoms sector just like most other economic sectors are subject to strict EU State Aid Rules. State aid is subject to very strict criteria, one of which is that there is market failure. In the NBP areas, defined according to a detailed mapping process which was undertaken as part of the requirements for State aid, it is clear that no commercial deployment of high speed broadband has been or is likely to occur. This is then a case of market failure. Just as with other utility provision (transport, water, energy) the State intervenes where commercial provision does not occur.

One of the other criteria for State aid is that the aid serves an Objective of Common Interest. The European Commission’s Digital Agenda for Europe (DAE) is an objective of common interest to which Ireland has committed and this sets out a minimum of 30Mbps download for all homes and businesses by 2020. Given the increasing demand for higher speeds the EU Commission has revised upwards the target for member states which is now to achieve a basic service of 100 Mbps for all households by 2025. This objective and need to reduce the current digital divide complies with State aid requirements.

Conclusions

The NBP has been subject to probably the most extensive, thorough and comprehensive evaluation both within various Government Departments as well as across the wider public domain.

When the benefits exceed the costs, and the costs are capped while the benefits that are measured are only partial and conservatively estimated then the results of the CBA are positive and clearly make the case to proceed with the investment.

The full report on the benefits from the NBP (February 2019), is available for download on the Department of Communications website, available here (2.5MB).

The NBP Cost Benefit Analysis report (April 2019), is available for download for the Department of Communications, see here  (825KB).

 

 

Deirdre Frost

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

Galway as a Key Regional Driver

The WDC recently presented to Galway Chamber (presentation available here), noting some of the work they have recently undertaken and highlighting some policy implications for the Region as well as the city.

Galway – which Galway?!

Galway city and its reach goes well beyond the city boundary, but measuring this is complicated. In part because there are different measures depending on the role performed by the city, for example as a centre of excellence for health it has an extensive regional remit. More recently there is consideration of the Galway Metropolitan Area Spatial Plan (MASP) as part of Ireland 2040 and the National Planning Framework.

Travel to Work Areas

Another way of examining the impact and influence of Galway is examining its labour catchment. The WDC has analysed labour catchments, based on Travel to Work Areas, which in turn are based on the commuting patterns of workers resident in the Western Region. The WDC first undertook this exercise based on Census 2006 data and has completed the same analysis 10 years later with the most recent Census in 2016. This provides useful trend data, which shows a growth in the size of the Galway city labour catchment over the period. The Galway city labour catchment and the extent of commuting to the city highlights the extensive reach of the city across the entire county and beyond into parts of Galway and Mayo.

Highlights from 2016 Census

The recent Census data shows that between 2011 and 2016 the number of people living in Galway city grew by over 4% (4.2%), and by 2.4% in County Galway. Both the city and county had much higher population increases than anywhere else across the Western Region, (Mayo and Donegal recorded slight declines).

When examining the socio-economic profile of residents, the figures for Galway city are generally very similar to the state average, for example, in terms of the employment (53.4%) and unemployment rates (7.9%) and the share not economically active (38%) the Galway city figures and the State are the same.

NPF and RSES

There was a discussion on the National Planning Framework and the Northern & Western Regional Economic and Spatial Plan. While the NPF is to be a move away from ‘business as usual’, from a regional perspective the focus is on the five cities. A concern is implementation and the importance of sectoral policy as an instrument of change for both capital & current spending. Sectoral polices need to be aligned to support the move ‘away from business as usual’. However, there is little evidence of this in the NPF, so for example, policies such as the National Aviation Policy devised well before the NPF now need to be reviewed to support the regional population and employment targets.

On the Northern & Western Regional Economic and Spatial Plan, while the WDC welcomes regional population targets there needs to be more commitments to help deliver. There is much potential in the regional centres but there needs to be better links and investment, however much of this is at the back end of the programme rather than being front loaded. As we know from previous spatial planning exercises (e.g. National Spatial Strategy), implementation is key. What happens if priorities of a Government Department or sectoral agency conflict with RSES?

Policy implications for Galway

Better intra-regional transport links e.g. M18 have extended labour catchments & opened up new opportunities, for example there is now more commuting for work between Galway, Ennis, Shannon and Limerick. This can be a key asset for large employers looking to access the skills they need. The Galway-Ennis-Shannon- Limerick may currently be the most cohesive element of the Atlantic Economic Corridor and it illustrates how good transport links are critical.

Employment and good job opportunities are important in ensuring skilled people will stay in the region and Galway needs to attract new and dynamic enterprises. Employment is very important but Galway as a place to live is equally, if not more important. Place of residence is usually more stable than place of employment, therefore retaining the good quality of life available in Galway and improving on it should also be a policy priority.

Galway City and Chambers city Regions Conference

The idea of the regional cities working together more cohesively was a key theme discussed at the conference on urban development hosted by the Chambers of Commerce in the five cities – Cork, Dublin, Galway, Limerick and Waterford, held in NUI Galway on 28th March. The conference, entitled ‘Ireland’s Cities – Powerhouses of Regional Growth’, explored how Ireland’s five cities can fulfill the goals of economic development for their regions set out in the National Planning Framework (NPF) and Project Ireland 2040.

The Minster for Housing, Planning and Local Government, Eoghan Murphy TD, opened the conference and welcomed the initiative, pointing to the opportunities for urban growth and regeneration without urban sprawl. John Moran, Chair of the Land Development Agency pointed to the opportunities for the four regional cities to work together to create a counterbalance to the East and to combine capacities to create more opportunities. Other speakers included Anne Graham, CEO of the National Transport Authority.  John O’Regan, Director of AECOM discussed the results of their Survey on Our Cities’ Infrastructure Needs and Dr. Patrick Collins from NUI Galway discussed a Vision for Galway as an example of urban regeneration highlighting issues and opportunities. The presentations will be made available on the Galway Chamber website shortly.

 

Deirdre Frost

WDC Submission on Draft RSES for Southern Region

This week the WDC made a submission to the public consultation being held by the Southern Regional Assembly on their Draft Regional Spatial and Economic Strategy.  The submission is available here.

As we’ve provided substantial input previously (available here) to the preparation of the Draft RSES, in this submission we mainly comment on the specific text and content of the Draft RSES document.

County Clare is the only county within the Southern Assembly region that is also under the remit of the Western Development Commission, therefore this submission largely focuses on the questions as they pertain to County Clare.

Some of the general comments contained in our submission include:

Role of Ennis

Apart from Ennis being a key economic and residential centre, Ennis is the county capital and link to rural parts of County Clare. This role is clearly evident in the extent of the Ennis labour catchment which extends across much of the County, with the exception of the Kilrush labour catchment to the south west of the county and the Shannon labour catchment to the south, see Travel to Work and Labour Catchments in the Western Region (WDC 2018) here. This role should be maintained and harnessed to support the growth and development of Rural County Clare.

Our Region’s Economic Engines

Discussion of ‘achieving convergence between where people live and work’ needs to recognise the opportunity of remote working, either for people to work from home or a hub located close to their home.  It also needs to be recognised that job creation in smaller towns, villages and rural areas is another route to such convergence and pursing such convergence should not solely focus on building more houses in cities and other large urban centres.

Galway-Ennis-Shannon-Limerick (GESL) Economic Network

The Galway-Ennis-Shannon-Limerick Economic Network is actually a segment of the Atlantic Economic Corridor. It may currently be the most cohesive segment, given the proximity and strong ties between the centres, especially Limerick-Shannon and Ennis centres, with increasing economic activity between Galway, Ennis and Limerick supported by recent investments in improved transport connectivity especially the M18. This network can help support regional growth in both the Southern and Northern and Western Regions. In addition this segment of the network can point to how to improve and develop the cohesiveness of the broader Atlantic Economic Corridor.

Shannon Airport

The role of Shannon Airport needs to be further supported and enhanced. Though the National Aviation Policy (2015) does recognise the key role of Shannon Airport, the policy was developed well before the National Planning Framework which attempts to redirect growth away from ‘business as usual’.  However since then, there is ever greater concentration of international traffic at Dublin Airport. The RSES should advocate for a revised National Aviation Policy so as to fully support the regional population and employment targets. In the absence of a change in policy it is not clear how the Airports and Ports in the Southern Region can realise a stable or ideally a growing share of traffic.

 Limerick-Shannon MASP

The Limerick-Shannon MASP is different to others in that it is connecting two separate urban centres, albeit economically interdependent urban centres. As Limerick is the larger centre there is understandably much focus on it. The focus is also on connecting Limerick and Shannon Airport/Free Zone. The development and transport requirements of Shannon town itself should also be prioritised, to promote Shannon as an attractive place to live as well as work.

The full submission is available here.

Following the public consultation (which closed on 8 March) the SRA will prepare a report on issues raised in submissions/observations and recommend whether the RSES should be made with or without amendments. It may necessary to hold another phase of public consultation before the RSES can be finalised. You can check for updates on the process here.

 

Deirdre Frost

Give your view on the development of the Northern and Western Region- make a submission on the Draft Regional Spatial and Economic Strategy

Just a reminder that the Draft Regional Spatial and Economic Strategy for the Northern and Western Regional Assembly (NWRA) is currently out for consultation, with a closing date of 8th February 2019.

The National Planning Framework (NPF) published last year, provides a framework for development and investment over the coming years. Under the umbrella of Project Ireland 2040, it was published with its companion, the National Development Plan (NDP), a 10 year strategy for public investment.

The NPF is a framework for the development needed to underpin population growth in Ireland of up to 1 million people (by 2040) with approximately 50% of this growth to be in the five main cities.  The Framework is underpinned by 10 National Strategic Outcomes and, central to it, is the concept of Compact Growth identifying where new growth can take place within the existing envelope of our Cities, Towns and villages.

The primary vehicle for delivering the NPF is through the implementation of Regional Spatial and Economic Strategies (RSES) for each of the three NUTS 2 Regions shown on the map below.  The Assembly in each of these Regions (the Northern and Western Region, the Southern Region  and the Eastern and Midlands Region) has a draft RSES currently under consultation.

The NWRA, through the RSES, aims to provide regional level strategic planning and economic policy in support of the implementation of the National Planning Framework and provide a greater level of focus around the National Policy Objectives and National Strategic Outcomes in the Region.  The challenge for the NWRA was to take the high-level framework and principles of the NPF and work out more detail at regional and local authority levels.  This NWRA RSES introduces the concept of a Growth Framework with ‘Five Growth Ambitions’ defining the priorities for the Region and how they are mutually intertwined. The five are:

  • Growth Ambition 1: Economy & Employment – Vibrant Region
  • Growth Ambition 2: Environment – Natural Heritage
  • Growth Ambition 3: Connectivity – Connected Region
  • Growth Ambition 4: Quality of Life
  • Growth Ambition 5: Infrastructure – Enabling Our Region

The draft NWRA Strategy can be viewed or downloaded here.

Written submissions or observations with respect to the Draft Regional Spatial and Economic Strategy for the Northern and Western Regional Assembly and the accompanying reports may be made between 19th November 2018 and 5pm on 8th February 2019 (both dates inclusive) through one of the following media:

On Line: Completing the RSES Web Submission Form available here.

Email: rses@nwra.ie

Mail: ‘RSES Submissions’, NWRA, The Square, Ballaghaderreen, Co. Roscommon. F45 W674

The focus of this post has been on the NWRA RSES.  In a future post we will outline key elements of the Draft Regional Spatial and Economic Strategy for the Southern Regional Assembly  (consultation closing date is 8th March 2019).  The Eastern and Midland Regional Assembly Draft RSES is also currently out for consultation, with a closing date of 23rd January 2019.

 

Helen McHenry

WDC Insights Christmas Quiz Time Again! Take the 2018 quiz now.

It’s the WDC Insights Christmas Quiz time again.  How much do you know about the Western Region and regional development issues?

Take the quiz now or save it for ‘light reading’ over the holiday…. Or take it in January to inspire you for 2019.

Whenever you do take it, I hope you enjoy it and learn from it.  Thanks to all our blog readers this year.  We hope you have found it interesting, informative and, occasionally fun (rarely you might say…) . See you next year!

The answers are at the end with links to more information and the relevant posts.

You can add up your score and see what it says about your knowledge (and personality).

 

Good Luck!

1       The Western Region  

The Western Development Commission (WDC) is a statutory body that was set up to promote, foster and encourage social and economic development in the Western Region

How many counties are under the remit of the Western Development Commission?

  1. 9
  2. 11
  3. 7

2      Caring for the West

The Western Region is home to 19% of all carers in the State, higher than its 17.4% share of the national population, showing the greater need for, and provision of, unpaid care in the region.

What proportion of the Western Region population recorded themselves as providing unpaid care in census 2016?

  1. 6.3%
  2. 2.8%
  3. 4.5%

3      Disposable Incomes in the Western Region, 2015

According to the CSO data for 2015 (released in 2018), which county in the Western Region had the highest disposable income per person?

  1. Sligo
  2. Galway
  3. Clare

4     The Creative Sector

The WDC has been working on the development of the creative economy for more than ten years, with analysis and projects to stimulate its development.

What is the average number of workers in creative enterprises in the Western Region?

  1. 4 employees per firm
  2. 6 employees per firm
  3. 3 employees per firm

  1. Nuts about NUTS

Much of the data used by WDC Insights at regional level is provided at NUTS 2 and 3 levels.

How many NUTS 2 regions are there in Ireland?

  1. 5 NUTS 2 regions
  2. 3 NUTS 2 regions
  3. 2 NUTS 2 regions

6 Renewable Electricity Generation

The Western Region has some of the best resources for on renewable energy in Europe.  The WDC has continued to highlight the opportunities and needs of this sector.

What proportion of the electricity generation capacity in the Western Region is from renewable sources?

  1. 49.5%
  2. 73.2%
  3. 40.9%

7      Broadband

The WDC has been highlighting rural broadband needs for more than a decade. It is a particular issue for our largely rural region.

What proportion of SMEs in Connacht and Ulster rate their internet connection as ‘poor’ or ‘very poor’?

  1. 73%
  2. 25%
  3. 34%

8      Enterprise in the Western Region

In September the WDC Insights publication.  ‘Enterprise in the Western Region 2016’ analysed the latest data from the CSO’s Business Demography which measured active enterprises in 2016.

How many enterprises were registered in the Western Region in 2016?

  1. 67,432
  2. 95,763
  3. 54,410

9      Farmers in the Western Region

There are three different measures of the number of ‘farmers’ in the Western Region.  The Census of Population was held in 2016, and this provides one measures of those involved in farming, data on CAP beneficiaries for 2016 provides another measure and recently released Revenue data for 2016 provides the third statistic.

Which measure shows the highest number of farmers in the region?

  1. Census 2016
  2. CAP beneficiaries
  3. Revenue data
  1. The Christmas Quiz

Why are you completing the Christmas Quiz today??

  1. You know loads about the Western Region and want to show off
  2. Your boss told you to.
  3. You are afraid Santa Claus won’t come if you don’t get a high score…

 

Answers

Don’t forget to keep count of how many correct answers you have.

 

  1. The Western Region

Answer: 3) 7 counties

The seven counties in the Western Region are: Donegal, Sligo, Leitrim, Roscommon, Mayo, Galway and Clare

Read the WDC Insights blog to find out more about the issues in the region here

 

2          Caring for the West

Answer: 3) 4.5%

For more on caring in the Western Region see the post here.

 

3          Disposable Incomes in the Western Region, 2015

Answer 1) Sligo

For more information on county incomes in the Western Region see this post

 

4          Creative Economy

Answer 2) 2.6 employees per firm

Read more about the creative economy in the Western Region here

 

5          Nuts about NUTS

Answer 2) 3 NUTS2 regions

Read more changes in NUTS 2 regions here

 

6          Renewable electricity in the Western Region

Answer 1) 49.5%

Read more about Renewable electricity in the Western Region here

 

7         Broadband

Answer: 2) 25%

Read more about the issue of rural broadband here, here and here

 

8      Enterprise in the Western Region

Answer: 3) 54,410

Read more about the enterprise in the Western Region here

9        Farmers in the Western Region

Answer 2)  CAP beneficiaries

See here for more information about different measures of the number of ‘farmers’.

10      The Christmas Quiz

Any or all of these answers may be correct.  Give yourself the point for just getting this far and scroll down to see what your results mean.

 

How well did you do?

You got 9 or 10 answers correct

CONGRATULATIONS! You should be a WDC Policy Analyst!  You really know a lot about regional development, the Western Region and the Western Development Commission’s work.

 

You got between 4 and 8 answers correct

WELL DONE, a good score but some deficiencies in your knowledge. Perhaps you should read our WDC Insights posts more carefully in 2017!

 

You got between 0 and 3 answers correct

OH DEAR! Time to pay more attention to regional development and Western Region issues! You’ll have to do some extra study over the holiday! Reread the WDC Insights blog and check out the WDC publications page and re-take the quiz in the New Year  J

 

Happy Christmas!

 

 

Helen McHenry