From: Sent: 08 March 2019 10:24 To: info Subject: Submission re Draft Regional Spatial and Economic Strategy for the Southern Region

Dear Sir

I am responding to your draft Regional Spatial and Economic Strategy for the Southern Region and I attach above two publications by the Irish Academy of Engineering regarding national broadband policy and the Atlantic City regions. I believe recommendations in these reports are relevant in consideration of your strategy and I would be obliged if you would consider same in this regard.

Both publications were published in 2016 and while things have moved on in the meantime in relation to both issues, the fundamental proposal to have a more decentralised and joined up approach under the control of a commercial semi-state entity similar to the Shannon Airport model for the development of The Southern and Western Seaboard is more necessary than ever. The new Land Development Agency is another similar type structure with a clear mandate. The success of The Wild Atlantic Way is a great example of what can be achieved through a co-ordinated approach when the delivery of the vision is the responsibility of one organisation. Unfortunately, the Athenry Apple experience is an example of how not to attract key infrastructure projects to Regional Ireland when we don’t have a co-ordinated support structure for delivery of projects in the private sector which are very strategic and desirable.

As we all know, those of us outside The Pale are experiencing a very different reality than the Dublin Economic Blockbuster Renewal which is to be welcomed but needs balancing so that the Regions don’t fall further behind.

An entity which would be a one stop shop for the Southern and Western Economic Corridor would be able to fast track the use of key infrastructure already in place in relation to Power, Broadband,Gas , Water etc and fill gaps in those utilities so as attract key projects such as Data Centres in a manner which is currently happening in many developed countries already and kept in the ownership of the State but run on a commercial but not for profit basis. It is a fact that 41 out 46 Data Centres in the country are located around Dublin where power distribution is beyond congested and land, house prices, etc all much more expensive and have directly created over 15,000 jobs.

I have always been struck by the fact that the price of Electricity is the same regardless of location in Ireland but the cost of Broadband by comparison is a factor of distance from Dublin largely because of the cost of Backhaul from Dublin and particularly given that most of the Power Generation occurs in the West of Ireland and has to be transported to the Eastern Seaboard. For this reason I founded E-Net in 2000 (E-Nasc Eireann Teoranta meaning “linking Ireland electronically”). E-Net was subsequently awarded the concession to manage, operate and maintain the metropolitan area networks (MANs) and which it continues to do at present, but there is still a need to level the playing pitch so as to eliminate the digital divide between Dublin and the Regions.

At the same time, the Dublin Lobby want to pump water from Birdhill to Dublin without any compensatory package for the Western Seaboard for example. A barter arrangement to level the Broadband imbalance might be considered to enable the deployment of the excellent Aurora Backhaul Network for the benefit of the regions by eliminating the backhaul cost differential and requiring no further investment only a policy change

The Global Crossing Cable landing in Dublin in the late 1990’s was a game changer in the Economic Revival of Dublin and I would love your strategy to devise a structure which would stimulate the Economic Revival of the rest of the country in a similar manner and with minimal further investment so as to ensure delivery of the Governments Plans contained in Project 2040 for Regional Ireland

I believe the key weakness in your draft strategy is the lack of an implementation structure and I would earnestly encourage you to address this in your final document.

Irish Academy of Engineering Policy Advisory NATIONAL BROADBAND PLAN IRELAND

April 2016 Ref. No. 02/06E/04.16 THE IRISH ACADEMY OF ENGINEERING

The Irish Academy of Engineering is an all- island body, concerned with long-term issues where the engineering profession can make a unique contribution to economic, social and technological development.

Its members are Irish Engineers of distinction, drawn from a wide range of disciplines, and membership currently stands at 145.

Drawing on the experience and knowledge of its distinguished members, the Academy works to facilitate communication and dialogue on engineering related matters. It regularly publishes reports and analyses, some jointly with other learned and professional bodies.

The Irish Academy of Engineering 22 Clyde Road, Ballsbridge, Dublin 4 Telephone: +353 1 665 1337 [email protected] Taskforce Members www.iae.ie Garret Burke Ger Hallissey Patrick Kelly Patrick Leonard Brendan Minish Diarmuid Ó’ Briain Cormac O’ Murchú

Peer Review Group Eoin O’ Driscoll Martin Cronin Brendan Tuohy

Facilitator Tim Brick

The members of the Standing Committee and the Contributors participated in extensive discussions in the course of the series of meetings and submitted comments on a series of drafts of the report. Its content conveys the general tone and direction of the discussion, but its recommendations do not necessarily reflect a common position reached by all members of the Standing Committee and the Contributors, nor do they necessarily represent the views of the organisations to which the members belong. Policy Advisory — National Broadband Plan - Ireland 1

CONTENTS

Executive Summary 2

1. Targets – High speed broadband to all 3

2. Competiveness and Sustainable Competitive Advantage 6

3. Maximising Use of Existing and Future Assets 7

4. “Last Mile” Issues 8

5. Funding & Need to Strengthen Regulation & Supervision 9

6. Measuring Success 11

Table of Abbreviations 12 2 Policy Advisory — National Broadband Plan - Ireland

EXECUTIVE SUMMARY

This Policy Advisory has been prepared, to assist in the development of a national policy, in the context of the European Digital Agenda (now the DSMeu), the government’s National Broadband Plan – Intervention Strategy (2015) and the current national debate on the provision of a broadband service to all areas of the State.

The Irish Academy of Engineering Taskforce members were drawn from practitioners in the broadband services industry. They examined the future needs in this field and distilled their findings into key recommendations, in the form of 6 Policy Advisories, under the following headings:-

\\ Targets – High Speed Broadband to all (page 3)

\\ Competitiveness (page 6)

\\ Maximising Use of Existing and Future Assets (page 7)

\\ “Last Mile” Issues (page 8)

\\ Funding & Need to Strengthen Regulation & Supervision (page 9)

\\ Measuring Success (page 11)

The scale of the task ahead, in providing a world class broadband network and service will be immense (e.g. “intervention Area” alone covers over 90% of the land mass of the country). The timescale involved will be short and the investment required will be significant*.

Experience to date tells us that a substantial contribution of Exchequer funding will be required, combined with an independent dedicated public body empowered to drive the initiative, to achieve such a strategic, national objective. That it constitutes a vital part of the economy’s and society’s future cannot be doubted, and should be viewed as a further essential part of our nation building.

* Examples for Intervention Area (AI) for 750,000 addresses only:- \\ Western Development Commission 2012 Report noted German cost of €2,900/connection. Thus IA could require investment of €2.175bn, from all sources. \\ The Telecommunication and Internet Federation (TIF) estimate cost of €2.378 (for rural areas). Thus IA could require investment of €1,784bn, from all sources. \\ Gigaclear (UK) estimate costs of £800 (approx €1,142)/connection. Thus IA could require investment of €0.856bn, from all sources. (Sources: www.wdc.ie, www.computerweekly.com/news/4500255846, www.ftthcouncil.org) Policy Advisory — National Broadband Plan - Ireland 3

1. TARGETS – HIGH SPEED BROADBAND TO ALL

1.1 The European Digital Agenda (DAE – now known as to ensure the provision of a strategic, nationally the Digital Single Market EU – DSMeu) in 2014 set important infrastructure. out a target for the delivery to all of at least 30Mbps download speed broadband service by 2020. Cloud computing is redefining how individuals, SMEs, large corporations and public bodies do business. The Irish Governments’ National Broadband Plan – Cloud-based services have lowered the barriers Intervention Strategy (2015) recommends a service for start-ups, reduced costs and extended reach that delivers at least 30Mbps download speeds and for SMEs and truly globalised large corporations. a minimum upload speed of 6Mbps (including during Without ubiquitous, high speed fibre broadband peak usage). providing the advantages of speed, security and bandwidth, Ireland will continue to be in ‘catch-up Achieving competitive advantage in an increasingly mode’ and at a significant disadvantage, particularly globalised world requires an information infrastructure the rural areas and those areas not served by such that is provided ahead of demand, an infrastructure infrastructure and services. that reduces costs and stimulates innovation. The Global Crossing Initiative in 1999 positioned Ireland The Internet of Things (IOT) has the potential to as a leading location for data centres and thereby stimulate innovation and radically change the cost enabled massive service exports by world leading base in the delivery of many products and services. companies such as Apple, Microsoft, Oracle, Ireland, if it has a first class telecommunications Google and a new generation of social media firms. infrastructure, has the opportunity to lead in many Unfortunately, in the last 10 years we have been areas of IOT including energy, manufacturing, overly reliant on the private sector to deliver. In a medicine, education and public services but we need sector like telecommunications, where returns are to develop a public infrastructure for IoT and this longer term and weighted to the public good, the should be led by the State, seeing this as a public private sector has not, to date, and is unlikely in the good. future, to deliver the required infrastructure, in the required timeframe and, in particular, in advance of In Ireland there has been an unfortunate history demand. of pursuing a demand driven approach. It is now recommended that we move to the provision of Heretofore the EU Commission did not approve of a broadband service as a basic national public States investing in infrastructure in a competitive infrastructure, as is the norm for other utilities market, as the communications market was deemed such as water, gas and electricity. to be. Where the market has failed to do so, it is reasonable to argue that the State may intervene 4 Policy Advisory — National Broadband Plan - Ireland

1.2 Application requirements and content provision will drive speed and bandwidth in the future, particularly the rapidly increasing use of cloud computing. Typical speeds by application are as follows:-

Speed Range Online Application Example Upload Download

500Kbps 1Mbps Email; Voice over IP (VoIP)

1Mbps 5Mbps Web browsing; Streaming music

5Mbps 10Mbps Telecommuting; Remote Education 10Mbps 100Mbps Telemedicine; Educational Services 100Mbps 1Gbps High Definition Video; Telemedicine 1Gbps 10Gbps Remote Super Computing; e-Government, Telemedicine Service Delivery 10Gbps 100Gbps “Big Science Applications”; Modern Data Centres.

Cloud computing will continue to generate rapid increases in the volume of data traffic. This, in turn, has fundamental implications for network technology and underpins the rationale for a fibre based national network.

1.3 Thus the Academy recommends that long term As a starting point, a national target at the very planning (30 years +) must inform the provision least on par with our international competitor of Irelands’ strategic National Broadband Plan, to nations (see also Section 2.1), should be the develop a national broadband grid (NBG). In this national goal. Capacities in the order of those context ambitious “stretched targets” should be currently on offer from providers in the urban areas, considered in order to future proof a resilient, robust namely 100Mbps to 360Mbps to the home, should NBG, which will enhance national competitiveness by be the initial target, recognising that the network staying ahead of rapidly growing demand. To date, equipment to provide particular speeds on a fibre our national broadband capacity has been a drag on network can be increased in stages. competitiveness, because it has consistently lagged demand.

Policy Advisory 1 \\Develop a fibre based national grid to provide an available service of not less than 100Mbps to all homes and 1Gbps to businesses (during peak times), with the capacity for provision of symmetrical connectivity of 1Gbps to every home and 10Gbps for businesses, at an additional, internationally competitive cost, where sought by the end user. Policy Advisory — National Broadband Plan - Ireland 5

Access to quality broadband in rural areas remains a challenge

1.4 Comments 25% (EU Country Report Ireland 2016). Low rural population densities in Ireland should not (i) A peripheral nation such as Ireland, with an be an insurmountable barrier, as has been open, export orientated market economy, demonstrated by Scandinavian countries’ needs technology and economic comparative successes in the provision of national services. advantages. A leading broadband service, at internationally competitive prices, is one of the (v) Productivity and access to markets of all sectors, most powerful and affordable advantages we including education, tourism, SME’s, agriculture can put in place, in advance of demand. and public services, will be greatly enhanced.

(ii) Ireland will increasingly compete on the basis (vi) Advanced broadband, widely available, can of availability and quality of talent in the coming be combined with education and training in decades. Technology and connectivity will closing the “digital divide,” as well as the ‘urban- play an ever larger part in allowing us to attract rural divide’, to achieve improvement of social and retain the necessary talent by facilitating cohesion, participation and inclusion. work/lifestyle balance in an age of ‘always on’ availability and the explosion in the number (vii) Internet usage has increased by 50% year of employees with international or global on year for the last decade and, according to responsibilities. Nielsen’ Law of the Internet, this growth rate will continue for the foreseeable future. This (iii) In a recent (2015) survey of businesses, by Dr. indicates that by early 2020’s, the average user Mary Moloney and Dr. Eamon Keogh of UCC, may require 500Mbps. Thus future infrastructure found that, after the provision of a clean, safe should account for a 30 year depreciation cycle. water supply, the availability of a high speed broadband service was ranked as their second (viii) As the provision of more TV, media, business priority concern. and general (cloud) computing activities, such as “software-as-a-service”, continue to be (iv) High speed services facilitate the growth of accessed through the internet, the demand for knowledge-based industries outside of the high speed broadband will accelerate at an ever- major urban areas as well as within these increasing rate. centres, and are therefore a critical enabler of balanced regional development. While access (ix) Access to high speed broadband should by individuals to high speed broadband is similar therefore be seen as a necessary infrastructure to the EU average, at 71%, the coverage drops in developed societies and should no longer be to 8% in rural areas, against an EU average of viewed as a “demand led service”. 6 Policy Advisory — National Broadband Plan - Ireland

2. COMPETIVENESS AND SUSTAINABLE COMPETITIVE ADVANTAGE

2.1 Competiveness considerations should be at the 2.3 However, pricing needs to be brought into line with heart of our national broadband policy because of competitive EU market pricing. Regional markets the potential for broadband to impact strongly (either are underdeveloped and will struggle to develop positively or negatively) on national competitiveness adequately without substantial price rebalancing. The and sustainable competitive advantage. In the following example demonstrates how adrift pricing in OECD’s Digital Economy Outlook 2015, it is noted Ireland has become:- that average and median advertised download speeds for Ireland (75.57 Mbps and 60Mbps Rural ‘book price’ €5.65 per meter per respectively) are on par with the OECD average, but Ireland1 year for a fibre pair on MAN well below world leaders, such as Sweden (239/100), as low as €0.03 per meter per Japan (165/40). (See also previous comment (iv) in Finland year for comparative inter urban Section 1.4 and the reference to lower availability markets cited in Section 2.2 below). More worryingly, the DSMeu Scorecard 2015 records that “prices for €0.40 - €1.00 per meter per year London fixed broadband in Ireland are almost double the EU per pair average, when measured as a proportion of income”. €1.00 - €1.20 per meter per year Dublin For a country where 32% of SME’s sell on-line, per pair against an EU average of 26% (DSMeu Scorecard 2015), this is a serious competitive disadvantage. €0.1139 per meter, per single fibre, per year (kpn, regulated Netherlands 2.2 In the same OECD 2015, report, Ireland is ranked price www.kpn-wholesale.com/ 24th out of 31 nations in a survey for fixed (wired) media/604054/20150430) broadband penetration (by speed tiers). As noted in the National Broadband Plan – Intervention The above suggests that the current Irish national Strategy (2015), the governments of most of Ireland’s broadband wholesale market places a significant international competitors are investing heavily in financial disincentive to locating companies with a their national broadband services and coverage. large data requirements outside of the greater Dublin Again, the EU Country Report Ireland 2016 notes Area (GDA). Unless there is some form of Exchequer that broadband access in rural areas remains support or cross-subsidisation, the cost of delivering problematic, as last mile investments cannot be fibre to rural areas will always be more expensive justified on a purely commercial basis. In this context than Dublin. the proposed government Intervention Strategy is to be especially welcomed. 2.4 The enforcement by the Com Reg Office of greater public transparency in the costings, operation and management of the wholesale and retail markets (with international benchmarking) and regularly reporting upon these in the public domain, can ensure that pricing may be brought into line with EU market norms.1

Policy Advisory 2

\\Irish national broadband wholesale market pricing should to be brought into line with competitive EU market pricing.

1 Example of a recent quote for a service to a town in the West of Ireland Policy Advisory — National Broadband Plan - Ireland 7

3. MAXIMISING USE OF EXISTING AND FUTURE ASSETS

3.1 The aim of any national broadband plan must be The divestments recommended in Section 3.1 (to to ensure all State, State Sponsored Bodies and become a national asset) should be accomplished Public Services’ owned fibre networks are bought in a manner such as to avoid a conflict with this into or are available for productive use, where market recommendation. The examples of the Irish national forces have failed to do so. All such non-ISP State electricity grid, UK rail network and Scottish Water, companies or bodies should be required to divest as nationally strategic assets that remain in public their fibre networks, but in such a manner as not to ownership, may be cited as local and international establish monopolies, or pool them as part of an examples. A single DCENR-sponsored non-profit open access wholesale network. There should be organisation, that has no end-user customers appropriate regulation to ensure these assets do not (or will divested any customers it may have), to remain out of use. It may be necessary to restrict control the back-haul network, is recommended. these public assets to dark services only, accepting that the State entities often have a monopoly 3.4 With respect to existing MANs, without intervention on these routes, but by regulating pricing, allow the incumbent operators would not have provided multiple providers to deploy managed services in a fibre to the towns around the country. They are competitive market. now in place, have high pair counts in good quality ducting along useful routes and the focus ought now 3.2 The DCENR’s High Speed Broadband map is a to be on ensuring that the State gets the best value valuable resource and should be maintained up to the economy from the MAN investments by having to date and be widely published. Its value would their infrastructures bought into more widespread be greatly enhanced if it were accompanied by a use and improving their interconnectivity. These publicly-available condition survey of the underlying concessions are due for renewal in 2020, which assets (if not already undertaken or planned). presents an opportunity to deal with the pricing of services. 3.3 Recently announced initiatives by the ESB – Vodafone JV (“Siro”) and Eir (formally Eircom), to 3.5 The model of cost effective, first class, open access extend broadband services into rural areas, together carrier neutral networks (both State and private), with the DCENR’s National Broadband Plan – should assist in optimising coverage while creating Intervention Strategy, are very much welcomed. synergies and minimising duplication of expensive However, Ireland has in previous times been poorly infrastructure. This model could support, facilitate served by incumbents who owned the copper wire and encourage strong competition at the service service. Where the same organisation that owns the level, allowing operators to compete on the basis of bulk of the back-haul network ends up competing innovative, high performance, cost competitive next with its own customers, unavoidable conflicts of generation telecom products and services. These interest will arise. Thus, the Academy strongly favours new entities (Intervention Area, SIRO, Eir, et al) should the retention of a controlling ownership share by be robustly and vigorously regulated monopolies, the State of the proposed national network asset so as to ensure that they operate very efficiently, to be provided for the Intervention Area and any while also enabling them to source long term capital possible transfer thereto of existing assets from investment. State, State Sponsored and Public Service Bodies.

Policy Advisory 3 \\All non-ISP State companies should be required to partake in the new entities envisaged or divest their dark fibre networks, to ensure those public or pooled assets are optimally employed.

\\Both State and privately-created new networks should be maintained as open access carrier-neutral networks. 8 Policy Advisory — National Broadband Plan - Ireland

4. “LAST MILE” ISSUES

(Last mile infrastructure is the access network that needs, albeit with technical and financial challenges, connects up home and business end users) not least the socio-economic benefits trade-off between a ubiquitous service and cost. 4.1 There are legitimate concerns that State intervention proposals and some private initiatives will place 4.3 It is true that there are technologies in development an over-reliance on wireless services to deliver the that deliver speeds in excess of 100Mbps on copper. “last mile”, to connect more remote communities However, the reach is very short (a few hundred or properties. Wireless has real problems around meters line length at most) and G.FAST protocols its ability to scale to meet future needs, due to the have not yet passed international standardization. Claude-Shannon Theorem limits (limits on available Due to the large number of one off houses in the rural bandwidth). LTE-A takes us close to the theoretical area served by copper drop wire from the pole and limits. LTE-A will manage at most about 4bits/Hz the fact that G.FAST requires fibre to the pole, this is for real world outdoor Line of Sight deployments. not deemed a suitable approach in Ireland. Capacity advances will come by virtue of making cell sizes smaller, with the cost of providing very 4.4 It may be contended that MESH networks could high capacity wireless service escalating as the be deployed, but there are fundamental issues with number of base stations required rises rapidly, where, MESH networking for internet access. The biggest indeed, feasible. A challenge point may arise with problem is that the radio spectrum is still shared. what vendors claim is theoretically achievable. These Thus spectrum reuse is very inefficient, unless the claims are based on dense urban deployments, traffic is very “bursty” in nature. Mesh networking which are ideal for Multiple-Input and Multiple-Output does have a future for things like sensor networks. (MIMO) in radio, rather than Fixed Access in sparsely 4.5 It is conceivable that, for some locations, a fibre covered rural environments. On wireless systems, based last mile might initially be hauled by licensed the “last mile” is shared between all users. An LTE-A wireless infrastructure (e.g. off-shore islands, where operator with 100MHz of spectrum will have about the on island fibre network cannot at present be 400Mb of bandwidth to share between users of a connected to national infrastructure via fibre). sector. Additionally, no wireless operator can deliver However, there should be safeguards built in 100% coverage due to terrain, tree coverage and site requiring the operator to upgrade the backhaul availability. Crucially, wireless is not future proofed in provision once 80% peak occupancy is reached. the same way as fibre. Having a fibre-to-the-end-users solution in the 4.2 There is a real risk the National Intervention Plan intervention areas may also have a positive impact in may include an element of wireless for the last mile, competitive (predominantly urban markets) areas, by which will only serve to prolong the digital divide. increasing customer demand for gigabit services. Wireless service is important and will continue to play 4.6 Handoff from these wholesale last mile networks a role, principally for mobile applications, however should be available regionally at a fixed, competitive it should not be considered as a substitute for fixed monthly price per circuit without additional data infrastructure. Fixed fibre infrastructures can clearly transport charges. National handoff encourages be delivered universally, with significant ongoing national operators to build out to regional Point operating and maintenance cost savings, given an of Presence (pops), allows existing regional appropriately long period to amortise the assets, (predominantly fixed wireless providers) operators as previously with electricity and the copper phone to easily transition their customer base to the new networks. A fibre based last mile solution is an infrastructure and encourages keeping traffic in the infrastructure with a design life of 30 years (useful life region, where appropriate. can be much longer) that can scale to meet future

Policy Advisory 4 \\Only the provision of a fixed fibre infrastructure, with a design life of 30 years, can ensure the scaling necessary to meet future demands for the “Last Mile” access. Policy Advisory — National Broadband Plan - Ireland 9

International quality competitive broadband is critical to Ireland’s competitiveness

5. FUNDING & NEED TO STRENGTHEN REGULATION & SUPERVISION

5.1 In the DCENR Report on their Intervention Strategy (iv) Assess compensation levels (if any) as may apply a number of funding models were examined for to State, Semi-State and public bodies for the consideration by policymakers. There is a need for dark fibre asset they may be required to divest. these studies to be extended to a detailed techno- economic appraisal of the following issues, to allow (v) Examine and recommend on appropriate informed decisions to be made in the development of contributions by the Exchequer, major operators, the National Broadband service:- service providers and end-users to the cost of fixed connections over a range of environments (i) Establish the overall cost (including ongoing (i.e. cities, towns, villages, rural clusters, remote annual O&M costs) of developing a truly single properties by range of distances to national core broadband grid, at the capacities nearest nodes, etc). Elements of localised cross- recommended herein and an appropriate subsidisation may have to be considered (as has apportionment of costs between the Exchequer been the case with other utilities), together with and any private sector parties required to be scales of service capacity where costs become engaged in its implementation. excessive.

(ii) In conducting this appraisal the precedents (vi) Comment, as a public guidance, on what may encountered in developing the original copper be deemed to be fair and equitable traffic telephony, electricity and gas networks should tariffs ranges versus service levels, for IoPs and provide useful guidelines, together with customers, together with a range of standing experiences in comparable countries. charges deemed justifiable for the return on investment in providing the National broadband (iii) Establish in a transparent manner appropriate grid (including any write-downs as the Exchequer national back haul rates by geographic locations’ may be required to absorb) and the costs of its breakdown, as guidance for the national annual Operations and Maintenance (O&M) wholesale market. The independent public body recommended in Section 6.2 of this Policy Advisory would be the best body to undertake the above techno-economic appraisal, for what ultimately will be a political decision on our on-going nation building. 10 Policy Advisory — National Broadband Plan - Ireland

5.2 Robust regulation of the dark fibre market is needed 5.4 A concern exists that Comreg is over-optimistic as on many existing routes effective monopolies in terms of assuming that the market will provide exist, with a very high barrier to new entrants. solutions. Rather than compare the Irish solution Regulation must aim to bring Irish dark fibre pricing with the UK market, it is recommended that a more into line with well-regulated EU markets. Even in active interest be taken in the broader European Dublin, where there is a competitive dark fibre dark fibre market and how other EU regulators have market, prices are very significantly higher than been dealing with the natural monopolies that can comparable EU markets. There is an argument for occur along dark fibre routes, particularly in the highly more openness, transparency, rigorous auditing, competitive Nordic countries. Useful expertise may inspection and reporting on the operation of the Irish also be gleaned from the New Zealand example, wholesale market. where a single wholesale based “access” provider has been established to provide a common high 5.3 The DCENR can have a significant impact here speed broadband access to all retail operators. by addressing the terms under which the MAN infrastructure is managed (see also Section 3.4). This 5.5 Early action by Comreg is required to rectify the is required to ensure that dark fibre is the primary current situation where in-region rates (i.e. MAN to product offering, with pricing at a price point that can MAN) are often more expensive than national rates, maximise usage of the MAN infrastructure, where it is due to lack of competition on these routes and the available. As noted previously, the operators of State- current regulatory environment under which the asset controlled fibre assets should not be competing with owners operate. their customers in the managed services space, except in instances where there is market failure.

Policy Advisory 5 \\Appropriate regulation of the dark fibre market is essential to bring pricing into line with best international competitive rates in an open and transparent market. Policy Advisory — National Broadband Plan - Ireland 11

6. MEASURING SUCCESS

Broadband infrastructure deployment and adoption expertise (such as a National Infrastructure Authority, needs to be actively and periodically measured in terms recommended in the IAE’s recent National Strategic of progress and where necessary to adjust programmes Planning Report), be established and be empowered to and policies to improve performance in meeting goals, drive the ongoing development and roll-out of the national due to rapid, ever evolving developments in applications, broadband service. This body should report annually technologies and services being provided internationally. on its infrastructure deployment progress and publish a Bringing together all of the national broadband national broadband performance scoreboard, against stakeholders in a consultative forum is the first step appropriate comparable international benchmarks. required, with proceedings being published. Quarterly update reports would be a welcomed development. It is recommended that an independent public body with all the necessary technical and commercial

Policy Advisory 6 \\An independent public body, with the necessary expertise, should be established to drive the national broadband development programme and the subsequent ongoing development of this vital infrastructure. 12 Policy Advisory — National Broadband Plan - Ireland

TABLE OF ABBREVIATIONS

ComReg Communications Regulator

DCENR Department of Communications Energy & Natural Resources

ESB Electricity Supply Board

EU European Union

FDI Foreign Direct Investment

FWA Fixed Wireless Access

Gbps Gigabits per second

G.FAST Digital subscriber line (DSL) standard for local loops shorter than 500m, with performance targets between 150Mbps to 1Gbps (high speeds only achieved over very short loops)

GHz Giga Hertz

Hz Hertz

IAE Irish Academy of Engineering

IDA Industrial Development Agency

IoT Internet of Things

ISP Internet Service Provider

kpn kpnwholesale, PO Box 30000, 2500GA, The Hague

LTE-A Long Term Evolution - Advanced

MAN Metropolitan Area Network

Mbps Megabits per second

MESH/WMN Wireless Mesh Networks – Network made up of radio nodes organised in mesh topology

MIMO Multiple-Input & Multiple-Output

OECD Organisation for Economic Co-operation and Development

SME Small to Medium Enterprise

UCC University College Cork

UK United Kingdom

VoIP Voice over IP

The Irish Academy of Engineering 22 Clyde Road, Ballsbridge, Dublin 4 Telephone: +353 1 665 1337 [email protected] www.iae.ie

Published by: the Irish Academy of Engineering ISBN: 978-0-9935995-9-0 Irish Academy of Engineering

THE ATLANTIC CITY REGIONS DEVELOPMENT & CONNECTIVITY

May 2016 Ref. No. 02/0.7A/05.16 THE IRISH ACADEMY OF ENGINEERING

The Irish Academy of Engineering is an all- island body, concerned with long-term issues where the engineering profession can make a unique contribution to economic, social and technological development.

Its members are Irish Engineers of distinction, drawn from a wide range ofTHE disciplines, IRISH and ACADEMY OF membership currently standsENGINEERING at 145.

Drawing on the experience and knowledge of The Irish Academy of Engineering is an all- its distinguished members, the Academy works Ireland body, concerned with long-term issues to facilitate communication and dialogue on where the engineering profession can make a engineering related matters. It regularly publishes unique contribution to economic, social and reports and analyses, some jointly with other technological development. learned and professional bodies. Its members are Irish Engineers of distinction, The Irish Academy of Engineering drawn from a wide range of disciplines, and 22 Clyde Road, Ballsbridge, Dublin 4 membership currently stands at 145. Telephone: +353 1 665 1337 [email protected] on the experience and knowledge www.iae.ie of its distinguished members, the Academy works to facilitate communication and Taskforce Members dialogue on engineering related matters. It Ger Kiely regularly publishes reports and analyses, Peter Langford some jointly with other learned and John Martin professional bodies. Jerry Mehigan Tony Moloney The Irish Academy of Engineering Neil O’Carroll 22 Clyde Road, Ballsbridge, Dublin 4 Padraic O’Donoghue Telephone: +353 1 665 1337 [email protected] www.iae.ie Policy Advisory -

Disclaimer The members of the Taskforce and the contributors participated in extensive discussions in the course of a series of meetings, and submitted comments on a series of draft reports. Its contents convey the general tone and direction of the discussion, but its recommendations do not necessarily reflect a common position reached by all members of the Taskforce, nor do they necessarily reflect the views of the organisations to which they belong. The Atlantic City Regions — Development & Connectivity 1

CONTENTS

Executive Summary 2

Chapter 1 Introduction 3

Chapter 2 Background and approach 6

Chapter 3 Consultation Process 10

Chapter 4 Socio-economic profile of the Atlantic City Regions 12

Chapter 5 Infrastructure Analysis 16

Chapter 6 Infrastructural Investment Needs and Policy Recommendations 34

Appendix A: List of acronyms used in the discussion paper 40 2 The Atlantic City Regions — Development & Connectivity

EXECUTIVE SUMMARY

The Irish Academy of Engineering established a number more balanced regional development is to establish an of Working Groups to prepare a series of complementary increasingly connected network of co-operating and Policy Discussion Papers to assist policy makers north complementary city regions. The discussion paper and south of the border in the ongoing development of therefore focuses on how connectivity both within and national and regional spatial policies. This paper focuses between the city regions could be improved. Connectivity on the potential to enhance the economic and social can be both physical (such as roads and rail) and digital development of the four Atlantic City regions – Galway, (broadband). Limerick, Cork and Waterford – and should be read in conjunction with the other papers in the series. The paper analyses existing strategic infrastructural provision in each of the four Atlantic City regions under These cities were designated as Gateways in the 2002 the following topics: National Spatial Strategy; the intention was that they should develop sufficient ‘critical mass’ to enable them \\Roads to become effective drivers of their regional economies. \\Public transport However, with the exception of Galway, population growth in these cities has lagged behind the national average, \\Water supply and wastewater and current trends would indicate that the Greater Dublin Area will further increase its share of the national \\Energy population over the next 20 years. \\Airports and ports The combined population of the four cities in 2011 was \\Flood risk management, and 519,163; if the population of the region within a 40 km radius of each city is taken into account, the combined \\Broadband. population of the four city regions amounts to 1.143 million. However, population growth between 2002 and For each topic, priority investments are recommended 2011 in Waterford, Cork and Limerick lagged significantly in order to facilitate employment growth, to improve behind the population increase of the State as a whole; connectivity (e.g., provision of the M2O between Cork only Galway came close to matching the State’s growth and Limerick is essential), and to enable the cities to rate. A further matter for concern is that, on the basis of accommodate additional population increase. The CSO population projections, the GDA is likely to increase Working Group also makes recommendations relating to its share of the national population by 2031. policy and governance issues.

The Working Group which prepared this paper is In compiling the discussion paper, the Group carried strongly of the view that cities play a critical role in driving out extensive consultations with senior executives in the economic development and innovation, especially in public and private sectors in each of the city regions and terms of the knowledge economy. However, given the in Dublin; we wish to express our thanks to all who gave relatively small scale of Irish cities by European standards, so generously of their time and expertise. the Group considers that the best way to achieve The Atlantic City Regions — Development & Connectivity 3

CHAPTER 1 INTRODUCTION

Spatial Planning on the island of services and associated infrastructure – housing, Ireland: Context and Challenges transportation, water services, energy, health, education, etc. much of which has suffered from under-investment The Irish Academy of Engineering established a number not only during the downturn in the economy, but in some of Working Groups to prepare the following series of cases for years previously. complementary Policy Discussion Papers to assist policy makers in both jurisdictions on the island in the ongoing development of spatial planning policy, and to inform Key spatial planning concepts decision-making on major infrastructure development While the living standards and quality of life of people over the coming decades: on this island are among the highest in the world, the challenge for government in both jurisdictions is to sustain \\Dublin – Belfast Economic Corridor the levels of social and economic development necessary to maintain this. The Academy believes that achieving this \\Atlantic City Regions (Galway/Limerick/Cork/ objective will require: Waterford) \\Preparation in the Republic of the proposed \\Sustainable Transport Infrastructure 2035 National Planning Framework, accompanied by an Infrastructure Development Programme, \\National Broadband Strategy which will support optimum balanced regional \\Critical Infrastructure – Adaptation for Climate development. A broadly similar approach is Change recommended for Northern Ireland.

Based on comments received on these Discussion \\A focus on the connectivity of the eight main Papers, the Academy intends preparing a single coastal city regions on the island: Belfast, summary report as an input to the Department of Dublin, Waterford, Cork, Limerick, Galway, Sligo Environment, Community and Local Government in and Londonderry/Derry, and recognition of the its preparation of the proposed National Planning crucial role that these city regions can play in Framework for the Republic, and to the three Regional revitalising towns and villages across the island. Assemblies in their preparation of new Regional Spatial \\The provision of the necessary infrastructure and Economic Strategies. A similar report will be made across a range of sectors. This must be planned to the Department for Regional Development in Northern and implemented effectively and in a timely Ireland in relation to any future review of its Regional manner if the spatial planning objectives are to Development Strategy 2035. be achieved. Ongoing economic development will provide the employment opportunities Recent projections suggest that the population of the required for a growing population and the island will be between 7 and 8 million in the 2030s, resources to provide the infrastructure, services with most living in the eight main coastal city regions and social development needs of people across - Belfast, Dublin, Waterford, Cork, Limerick, Galway, all regions of the island. Sligo and Londonderry/Derry. It is expected that about half of the island’s population will live within the Dublin- Belfast Corridor, and over one million within the Galway- Limerick-Cork-Waterford corridor. This projected increase in population will put a significant strain on essential 4 The Atlantic City Regions — Development & Connectivity

The Atlantic City Regions Galway, Limerick, Cork and Waterford were designated their respective regional economies, and thus provide a as Gateway cities in the 2002 National Spatial Strategy; counter-balance to the growing dominance of the Greater the intention was that each should develop ‘critical Dublin Area (GDA), but without impeding the development mass’ to enable them to become effective drivers of of the GDA as an international Gateway.

Fig. 1 The Atlantic Cities network The Atlantic City Regions — Development & Connectivity 5

The combined population of the four cities in 2011 Stakeholder Consultation was 519,163; if the population of the region within a The Working Group met a wide range of key stakeholders 40 km radius of each city is taken into account, the in the public and private sectors in Waterford, Cork, combined population of the four city regions amounts Limerick, Galway and Dublin, to seek their views on a to 1.143 million. However, as will be shown in chapter 4, range of relevant policy issues. The outcome of these population growth between 2002 and 2011 in Waterford, consultations is summarised in chapter 3. Cork and Limerick lagged significantly behind the population increase of the State as a whole; only Galway came close to matching the State’s growth rate. A further Analysis and Recommendations matter for concern is that, on the basis of CSO population In Chapter 5, the Working Group has carried out an projections, the GDA is likely to increase its share of the analysis of the infrastructural needs of the Atlantic City national population by 2031. Regions, particularly in relation to:

The Academy’s Working Group considers that the best a. The need to facilitate improved connectivity way of building up critical mass, which would be capable between the Gateway cities themselves, and of providing a more effective counterbalance to the GDA, between each of the cities and their respective is to establish an increasingly connected network of catchment areas; cooperating and complementary city regions (Figure 1). b. The need to provide a sustainable approach to With an existing population of over 1 million, the Atlantic the provision of the necessary infrastructure; and City Regions are ideally placed to achieve this objective. The Working Group’s approach is set out in chapter 2, c. An analysis of the individual infrastructure and the socio-economic profile of the cities and their elements likely to be required to support the regions is presented in chapter 4. future growth of the city regions.

Policy Recommendations The Working Group’s overall policy recommendations to promote connectivity and development are set out in chapter 6. 6 The Atlantic City Regions — Development & Connectivity

CHAPTER 2 BACKGROUND AND APPROACH National Planning Framework (2017- An Advisory Group will be established by the DECLG to 2037) ensure the participation of relevant non-governmental organisations, professional bodies and technical This discussion paper is primarily intended as a experts in the process. The Academy has expressed contribution by the Academy towards the preparation its willingness to participate in this Group, particularly in during 2016-2017 of the proposed National Planning relation to the identification of infrastructural priorities at Framework (NPF), which will be the successor to the national and regional levels. 2002 National Spatial Strategy (NSS), and to the new Regional Spatial and Economic Strategies which will The NPF Roadmap draws attention to the importance replace the former regional planning guidelines. of strategic infrastructure in terms of both the connectedness of cities and strategic towns nationally In December 2015 the Department of the Environment, and the accessibility of rural areas, and this has been a Community and Local Government (DECLG) published particular focus for the Academy in preparing this paper ‘A Roadmap for the delivery of the National Planning in relation to the four Atlantic City Regions. Framework’. This states that the NPF will: Regional Spatial and Economic \\Be the long-term, 20 year strategy for the spatial development of Ireland that will promote a better Strategies quality of life for all, with sustainable economic The Local Government Reform Act 2014 provided for growth and an environment of the highest the establishment of three new Regional Assemblies – quality as key underlying principles. The NPF Eastern and Midland, Southern (which includes the cities will influence regional strategies and county of Cork, Limerick and Waterford), and Northern and development plans as it will be the central Western (which includes Galway city). The new bodies planning policy document for the country. replace the two former regional assemblies and the eight regional authorities. \\Distinguish between the role of the larger cities in acting as our major international players and One of their main functions will be the preparation and our regional towns in extending the influence of adoption of Regional Spatial and Economic Strategies the cities; which will add detail to the National Planning Framework and which will guide city and county development plans, \\Identify national infrastructure priorities to local area plans and local economic and community address the strategic requirements for the plans. The Strategies will be drawn up in conjunction growth of and investment in cities, towns and with the various enterprise and economic development rural areas, including transportation, water agencies. services, waste management, communications and energy networks and the provision of The role of cities as regional economic educational, healthcare, retail, cultural and recreational facilities; drivers The role of cities in driving competitiveness and \\ Outline the main spatial planning challenges and innovation at national and regional level is widely opportunities arising from transitioning Ireland recognised, as reflected in the title of a report by the towards a less carbon intensive economy and National Competiveness Council in 20091. According to society; and the report,

\\Enable the new Regional Spatial and Economic \\Cities are more open to the global economy, and Strategies to provide a long-term regional level both enable and benefit from globalisation. A strategic planning and economic framework in growing number of cities are embedded within support of the implementation of the NPF. various global networks such as the production

1. National Competiveness Council, ‘Our cities: Drivers of national competitiveness’ (2009), pp. 14-24 The Atlantic City Regions — Development & Connectivity 7

and marketing of output of multinational firms, activities in our cities represents important resources for international labour migration flows, and the the future development and expansion of the enterprise worldwide web of information resources. sector.

\\Competitive cities drive competitive regions, Continuity of this approach has been flagged in the by promoting growth and employment, and by NPF Roadmap which stated that the NPF will set out joining up separate business hubs to expand high-level place-based objectives in relation to the main existing markets and create new ones. They components of Ireland’s geographical or spatial structure, act as economic engines for their regions, i.e.: providing a critical mass of public and private institutions. Cities boost regions by creating \\Maintaining and developing an internationally employment for residents, and they provide competitive economy at State, regional and local national and international connectivity through levels, and the concentration of infrastructure. \\Acknowledging cities as key drivers of regional \\Cities depend on their regions to provide a wider performance. workforce and skills base. There is a clear link between growth rates achieved at city level and The importance of connectivity between those experienced at regional level. The scale regional cities of production and generation of wealth, which The NSS recognised that the best prospects for occurs in cities, can and usually does, have establishing critical mass of the type and scale capable positive spill-overs into surrounding regions, of competing with that of the Greater Dublin Area lay through fiscal revenues and the procurement of in developing Cork, Galway, Limerick/Shannon and local goods and services. Many of the resources Waterford as an increasingly inter-connected and of the city also serve firms and consumers developed network of co-operating and complementary located elsewhere in the country. cities: \\Successful cities have the physical and electronic infrastructure to move goods, ‘There is evidence of growing interaction between Cork services and people quickly, efficiently and in an and Limerick and also between Waterford and Cork and environmentally sustainable manner. between Limerick and Galway. This interaction suggests future possibilities for combining the complementary The National Development Plan 2000-2006 identified strengths of these cities and expanding such interaction the five main cities - Dublin, Cork, Limerick, Galway to achieve a critical mass strong enough to balance the and Waterford - as ‘Gateways’, or engines of regional type of critical mass that has been achieved by Dublin’.2 and national growth. This approach was expanded in the 2002 NSS, which asserted that there is a need The NSS argued that the ability to travel between Cork for a critical mass of population, a range of skills, an and Limerick in about an hour by road or rail would result innovation capacity, as well as business and transport in both centres being seen to have shared strengths linkages in an environment attractive to people. Balanced in their attractiveness for investment and enterprise. national growth and development would best be Similarly if roads and public transport connections secured with the support of a small number of nationally between Waterford and Cork and between Limerick/ significant centres, whose location and scale support Shannon and Galway were appropriately enhanced, the the achievement of the type of critical mass necessary attractions of each gateway could also be seen in an to sustain strong levels of job growth in the regions. The increasingly shared sense. NSS noted that, in general, foreign-owned companies display a preference for locations in or near large urban This report focuses on the importance of connectivity areas that provide labour force, skills, infrastructure and (both physical and digital) between these four Atlantic business and social networks. The clustering of economic Cities, and between each of the cities and their regional catchment areas.

2. NSS, p. 41 8 The Atlantic City Regions — Development & Connectivity

The Atlantic City Regions The concept of an economic corridor is based on the cities; as noted above, critical mass may be enhanced by potential of connectivity between urban centres within fostering linkages between adjoining regional cities. a country or large region to add value to the economic development of those centres, including the benefits This discussion paper is based on the need to improve of additional networking between those centres. Given connectivity between Galway, Limerick, Cork and the relatively small scale of Irish regions, the role of Waterford, not only to enhance their economic and connectivity between cities and their catchment areas in social performance as individual regional gateways, but supporting regional development is of crucial importance. also to provide a more effective counter-balance to the Finally, there is a significant difference in population and growing dominance of the Greater Dublin Area (GDA). The economic scale between Dublin and all other gateway geographic extent of the combined Atlantic City Regions is shown in Figure 2.

Legend Total population Relative population density within 40km of: Less than 125 Cork: 423,156 126 to 205 Galway: 215,282 206 to 269 Limerick: 308,904 270 to 347 Waterford: 195,920 Greater than 347 Total: 1,143,262

Fig. 2 Relative population density in the Atlantic Cities region.

The combined population of the four cities in 2011 was to natural increase, the GDA would see its population 519,163, but it will be seen from the above map that if the increase by just over 400,000 by 2031 if internal migration population of the region within a 40 km radius of each city patterns return to the traditional pattern last observed is taken into account, the combined population amounts in the mid-1990s. This increase would account for to 1.143 million. However, CSO projections3 indicate two-thirds of the total projected population growth in that the GDA is likely to increase its share of the national the State over this period. While the South-West region population by 2031, on the basis of certain assumptions. would benefit from a marginal increase in its share of While the total population would grow in all regions due the national total in 2031, the South-East, Mid-West and

3. CSO Regional Population Projections 2016-2031 The Atlantic City Regions — Development & Connectivity 9

West would see a decrease in their regional shares. Excellent connectivity across the North of England will The Academy considers that the proposed NPF needs take the city regions’ individual performance to the next to contain specific pro-active measures to promote the level, bringing them together to help create the critical Atlantic City Regions – to ensure more balanced regional mass to compete globally. The strategy is about using development. transport to aid change in future patterns of land use and economic growth. Rather than forecasting the future from The attraction of Foreign Direct Investment (FDI) current trends, it aims to change that future. A workforce companies to regional locations outside the GDA will able to move around its region, including between be an important step in that direction. The Academy cities, is able to better access jobs and opportunities. A supports the recently-announced policy of the IDA to more mobile workforce means a bigger labour market target a minimum 30% - 40% increase in the number of which benefits businesses. Businesses which are well investments for each region outside Dublin4. The plan connected to each other can find much needed services provides €150 million for an IDA property investment and products, and the costs of transporting people and programme to attract FDI into different parts of Ireland products are lower, and more business interactions over a five year period, including the development of generate new ideas and innovation. ‘Utility-Intensive Strategic Sites’ and related infrastructure provision. These sites are large specialised greenfield Specific funding will be provided for joint projects sites which require significant capital investment in utilities between the Northern Powerhouse cities. (i.e. power, water, waste water, gas, telecoms). These sites meet the particular requirements of large scale Purpose of this discussion paper capital-intensive projects such as advance manufacturing The Academy’s primary focus has been to develop a in ICT, life sciences and food sectors. clear understanding of the infrastructural investment needs which will promote the sustainable development The UK Northern Powerhouse (2015) of the four Atlantic City Regions. To this end the Working In 2015 a partnership between central and local Group consulted a wide range of senior executives within government in the UK, involving also road and rail the public and private sectors, mainly based in Cork, agencies, published a strategic vision5 to transform the Galway, Limerick and Waterford, but also some who can economy of the North of England, based primarily on a offer an external perspective. The Group has examined world-class transport system linking up the individual the economic profile of the four city regions to assess cities and towns within the region. Alongside investment their strengths and weaknesses, and to identify how in skills, support for business and regeneration of the city connectivity between and within those regions could be centres, a transformation in connections between the enhanced through appropriate investment. great cities of the North and beyond would enable them to increase their productivity to meet the levels currently The Academy believes that its recommendations will only seen in London and the South East. The strategy’s add value to the preparation of the National Planning aim is for economic growth in the North to be at least as Framework and of the regional spatial and economic high as the rest of the country, to complement and act as strategies. a balance to the economic weight of London.

4. IDA, Foreign Direct Investment 2015-2019 5. The Northern Powerhouse: One Agenda, One Economy, One North (www.gov.uk) 10 The Atlantic City Regions — Development & Connectivity

CHAPTER 3 CONSULTATION PROCESS

Introduction The purpose of the consultation process was to seek a wide spectrum of opinion from decision-makers, to benefit from their expertise and their assessment of investment priorities.

In this chapter we summarise many of the salient points which emerged from the consultation process.

In overall terms, the concept of the connected Atlantic City Regions was met with almost universal approval by those consulted. It was widely acknowledged that action will have to be taken to get the cities and their urban regions working more closely together.

The key issues arising from the consultations are summarised below under the relevant headings.

Regional planning: \\An industrial cluster should ideally have a critical mass of companies that are interdependent \\The Atlantic City Regions should not be viewed and that drive growth. The International Aviation as a rival to the Greater Dublin Area but as having Sector Cluster at Shannon was cited as a good their own indigenous strengths which could and model as were the pharma/biopharma cluster should be developed. The role of the four urban in Cork and the biomedical cluster in Galway. regions as economic drivers of the dispersed Clusters need first-class road connections from areas within their hinterlands will be a vital factor. site to site because of delivery time constraints. \\There is a danger of the Dublin area overheating \\The agriculture sector is seen as a strong area of so there is a need to have other competitive development, including agri-food and agri-tech. regions. \\The marine industry was frequently mentioned \\Limerick City’s Economic and Spatial Plan as an area for development. With the Marine 2030, which involved both the public and private Institute and the Ryan Institute in Galway, and sectors, was cited as a good example of how to both the Irish Maritime and Energy Resource mobilise support for urban revitalisation. 7,000 Cluster and Marine Renewable Energy Ireland in jobs have been created in two years. The Council Cork, the industry is seen as having major scope has acquired a number of strategic sites and for development and inter-regional collaboration. plans to have them developed in partnership with the private sector. \\The success of the Wild Atlantic Way, and the impact that successful branding can have on a \\Each of the four cities needs to have an updated region, was frequently raised. Planning, Land Use and Transportation Study.

\\Flood protection is a key issue in several City Infrastructural investment: Regions. \\Infrastructure seems to follow development rather than lead it. Spatial planning will have to Economic development: be supported by an integrated infrastructure \\Cities need high-quality accommodation plan. and attractive environments to attract skilled \\The lack of an M20 between Cork and Limerick professionals who are very mobile. is a major concern to numerous stakeholders \\There is a shortage of good quality commercial throughout the South-West, who recommended space generally, and particularly a lack of that it should now be fast-tracked. business parks. \\There are significant bottlenecks within or near the cities, such as the Dunkettle interchange (N8/ The Atlantic City Regions — Development & Connectivity 11

Cork N25) and the N28 in Cork and access to the M6 Broadband provision: in Galway. \\A city should not be seen in isolation from its \\There is a lack of public finance for infrastructure region. Many towns, villages and dispersed to support development; developers cannot communities in Ireland are suffering from job provide all the funding. There is a need to be losses and / or population decline; cities have much more aggressive in time and level of a crucial role in helping to revitalise them, investment if we are to cater for future growth. particularly through home-based employment in the IT sector linked to major firms in large \\Airports provide essential international urban areas. High speed broadband should connectivity, which is important for both FDI be available to all locations to allow people to firms based in Ireland and indigenous firms work from home, especially where people have seeking to grow internationally. to work across different time zones, e.g. the US. This would reduce commuting significantly, Sustainable transport: provide a better quality of life for employees, and help recruitment of key staff in a competitive \\Sustainable transport solutions are very market place. important, and depend on effective linkages with spatial planning (e.g. high-density public \\Broadband network is hugely important for transport corridors). Progress should be attracting FDI to the regions, while the current measured through modal split metrics. cost of transferring data via Dublin is seen as a major competitiveness issue. \\For the population living in general proximity to major roads between the Atlantic Cities, a high quality bus service would be very helpful for those working or studying.

\\A two-hour rail journey between Cork and Dublin should be seen as a realistic target. 12 The Atlantic City Regions — Development & Connectivity

CHAPTER 4 SOCIO-ECONOMIC PROFILE OF THE ATLANTIC CITY REGIONS

Galway Introduction Each of the four Atlantic Cities is the principal urban centre of a region – Waterford for the South-East, Cork for the South- West, Limerick for the Mid-West and Galway for the West. A common theme running through the consultation responses has been the importance of the dynamism of these Gateway cities in driving regional competitiveness, and the role of good connectivity in supporting such dynamism. This chapter profiles the four cities in their regional contexts in terms of population, employment, higher education and research institutions, and development opportunities. Infrastructural issues and future needs are identified in the next chapter.

Population trends The recent population trends6 in each of the four Atlantic Cities, compared with that of the State as a whole, are as follows:

Population 2002 Population 2011 Increase % change Waterford city and environs (part of Co. Kilkenny) 46,736 51,519 4,783 + 10.2%

Cork (CASP metropolitan area) 257,355 289,739 32,384 + 12.6%

Limerick/Shannon 95,559 101,127 5,568 + 5.8%

Galway city 66,163 76,778 10,615 + 16.0%

State 3,917,20 3 4,581,269 664,066 +17%

Firstly it should be noted that, with the exception of sustainable cities envisaged in the NSS. For example, Galway, population growth in the other three Gateways in Cork the Metropolitan [CASP] area grew at about half lagged behind the State average, whereas the NSS had the rate intended by the South-West Regional Planning intended that growth should have been higher in dynamic Guidelines (RPGs), while at the same time the Ring city regions. Secondly, within most of the cities, growth Towns7 grew at over four times the rate intended by the was much greater in suburban areas rather than in the RPGs. In Galway, the suburbs grew by almost 300% more central areas, resulting in more dispersed and between 2006 and 2011, whereas the City grew by just lower density development rather than the compact, over 4%.

6. The preliminary results from Census 2016 will not be available until later this year. 7. Mallow, Bandon, Fermoy, Kinsale, Macroom and Youghal. The Atlantic City Regions — Development & Connectivity 13

Employment profiles County Development Plan also sets out a clear strategy to accelerate the economic growth of the County area Waterford: The South-East region has a strong industrial heritage Limerick / Shannon: and a range of world-class manufacturing activities The Mid-West region has recognised strengths in ranging from precision engineering, medical technologies, manufacturing, ICT, aviation, pharma/Med Tech, tourism food and drink products, seafood and a burgeoning and renewable energy. The Mid-West region is a proven internationally trading services sector, in particular in location for international business and is home to 116 FDI precision agri-services and business process outsourcing. client companies, 10 % of IDA Ireland’s total company portfolio. Manufacturing still retains a proportionately Waterford city’s economy has been affected by the larger share of total regional employment (17%) compared erosion of competitiveness in lower-skilled manufacturing to the national figure of 12.8%, reflecting the strength of sectors and the economic downturn. While it still remains the manufacturing base in the region. an important employment centre, a number of high profile companies (such as Waterford Crystal) have been forced The vitality of Limerick City centre’s retail base has been to close, resulting in significant job losses. However, undermined by developments outside of the centre Waterford has produced some figures which contradict and the difficulties associated with land assembly and this trend of decline, most notably in the amount of conservation within the City centre. The City Council has new firms established in the Gateway since 2006. The begun an ambitious programme of pedestrianisation North Quays were recently designated as a Strategic of the central area and the introduction of an inner Development Zone. The 8-hectare site’s strategic orbital route which combined with green routes will importance was reflected in the recently announced facilitate easier access to the centre. The Limerick 2030 Capital Plan ‘Building on Recovery: Infrastructure and Economic and Spatial Plan identifies seven City centre Capital Investment 2016-2021.’ Waterford City and County transformational projects; it is hoped that the development Council has adopted a design framework for the site. of these sites, combined with the proposed improvements in the public realm and traffic management proposals, will Cork: provide the necessary opportunities for job creation. The South-West region has a dynamic and broad based enterprise sector, predominantly in pharmaceuticals Galway: manufacturing, ICT (hardware and services), food and The West region has a strong ecosystem of both drink (including functional foods), tourism and agriculture indigenous and multinational companies operating across sectors. In addition, medical devices, other internationally a diverse range of sectors, with particular strengths in the traded services, energy services and maritime, together medical device/Bio Med and ICT sectors. Thus the region with a recovering retail sector and strong locally traded is the hub of a globally recognised Med Tech cluster, services sector serving consumer and business markets employing the highest per capita of medical technology are important parts of the region. Over the period 2011 to personnel in Europe. There is a growing cluster of life Q1 2015, the unemployment rate in the South-West fell sciences/pharmaceutical companies, especially in from 14.1% to 9.7%, below the national average of 9.9%. Mayo and Roscommon, while Galway is becoming a major technology hub, particularly around internet and Employment in Cork City stood at 71,577 in 2011, collaborative working technologies. down 2% on 2006. Some sectors such as the high tech manufacturing and service sectors grew, while Galway city provides for a diverse range of economic others such as retail and professional services declined. activities, services and employment opportunities. However the city region has a diverse economic base Professional services are very significant, reflecting the with a strong FDI presence and has performed better knowledge-based industries in the city. A socio-economic than most parts of the country in recent years. The review of the performance of Galway Gateway (2012) current City Development Plan has set an ambitious found that Galway performed well on both a national and target of 16,000 additional jobs over the period from regional level and relative to the other national Gateways. 2011 to 2021 in a range of locations, much of it through The city has a significant commuter population of over redevelopment of brownfield land in the City Centre and 20,000; travel-to-work studies have shown that its Docklands and intensification of existing employment catchment area includes not only Co. Galway but also lands in locations such as Mahon and Blackpool. The extends well into Cos. Clare and Mayo. 14 The Atlantic City Regions — Development & Connectivity

Steamboat Quay, Limerick

Higher education and research Internship programme. It has particular strengths in institutions Materials, Manufacturing, ICT, Applied Mathematics and Health. UL hosts two large Science Foundation Ireland- All four Atlantic Cities benefit from the presence of funded Centres and three Technology Centres8, funded significant higher education and research facilities. by EI and the IDA, which focus on identifying new sources of industrial growth and job creation. Limerick Institute of Waterford Institute of Technology has 8,000 full-time Technology has approximately 6,500 students across its and approximately 1,400 part-time students. It has campuses in Limerick, Ennis, Thurles and Clonmel, with prioritized three main areas of research for development: the majority pursuing courses in the areas of Science, Telecommunications ICT; Pharmaceutical Science, Engineering and IT or Business. Molecular Biotechnology and Eco-Innovation; and Advanced Manufacturing. A merger between Waterford NUI Galway has a student population of over 17,000. and Carlow ITs has recently been proposed. Five thematic research priorities have been identified: Biomedical Science & Engineering; Informatics, Physical University College Cork (UCC) has a student population & Computational; Environment, Marine & Energy; Social of 20,700. In 2013-2014, UCC’s research investment Science & Public Policy; and Humanities in Context. reached almost €84 million. It has a high concentration Many of these research areas, such as in Biomedical of leading-edge research centres that work closely with Science and Informatics, have a particular relevance to industry; since 2011 UCC has supported over 25 start- sectors which have strengths in the West region. The up companies. Cork Institute of Technology (CIT) has University’s Innovation Centre has been developed in a full-time and part-time student population of 10,000. co-operation with Enterprise Ireland. Galway-Mayo It has a number of leading Research Centres with Institute of Technology (GMIT) caters for approximately expertise in Embedded Systems, Applied Photonics and 7,000 students, with campuses at five locations in the Medical Devices. CIT’s Rubicon Centre is one of Ireland’s West, including two in Galway city. GMIT has two well leading business incubators, and currently houses 52 established research centres: the Marine and Freshwater knowledge-based start-up companies, employing over Research Centre, which is strongly networked with the 200 people. marine and freshwater sectors, and the Galway Medical Technology Centre, which is embedded in the medical The University of Limerick (UL) has a student population technology cluster, particularly in the Galway region. of 13,000, and is home to Europe’s largest student

8. The Irish Software Research Centre and Synthesis and Solid State Pharmaceutical Centre (both SFI-funded); the Pharmaceutical Manufacturing Technology Centre, the Irish Centre for Composites Research, and the Dairy Processing Technology Centre (EI and IDA-funded). The Atlantic City Regions — Development & Connectivity 15

Development opportunities players in Cork, as well as academia and local government, have established Energy Cork, the The regional Jobs Action Plans, published by the energy industry cluster for the Cork region. CIT, Department of Jobs, Enterprise and Innovation, UCC and the Irish Naval Service have formed a have identified the following sectoral development three-way partnership in the Irish Marine Energy opportunities: Cluster, established to enable the partners to drive a range of initiatives in the maritime and \\The South-East region: The region has marine energy sectors. distinct competitive advantages in the agri-food and drinks sector. It is the largest indigenous \\The Mid-West region: Building on recent industry in the region and is expanding rapidly. significant FDI investments in areas such as It has major opportunities to become a major biopharma, financial services and ICT, the Mid- player in the further development of the sector West can further enhance its reputation to attract through the growth in its dairy industry and international business and talent, pursuing the emergence of an internationally-traded new investments in proven sectors of strength agriculture sector. Growth in global population such as aerospace and aviation. Improvement and changing diets in emerging countries are of transport infrastructures around the port projected to bring about a 70% increase in at Foynes, including rail and road links, would global demand for food over the next 40 years. enhance the potential for development of a The region’s port infrastructure has potential to logistics hub in the region. develop value-added shore based activity to \\The West region: Currently, IDA Ireland contribute to economic development in different positions the West in the market place as an sectors. investment location with a strong ecosystem of \\The South-West region: There is potential both indigenous and multinational companies to further strengthen the growing the base of operating across a diverse range of sectors, but indigenous and FDI manufacturing investment in predominantly in the medical device/Bio Med the region by building on established clusters of and technology sectors. Galway is becoming life sciences, ICT, and global business services, a major technology hub, particularly around and on emerging opportunities in marine and internet and collaborative working technologies; energy related research. Over 30 per cent building on the hub, IDA Ireland and the local of all national energy needs are produced authorities will create a value proposition for the in the region, and the major energy industry region for data centre developments.

Waterford 16 The Atlantic City Regions — Development & Connectivity

CHAPTER 5 INFRASTRUCTURE ANALYSIS

Introduction and goods. The cities already have motorway-standard connections to Dublin, but vastly improved connectivity This chapter provides an overview of the infrastructure is required between the Atlantic City Regions to fulfil their issues in the development and connectivity of the combined potential for economic growth. four Atlantic City Regions under consideration. The infrastructural topics considered are: \\Galway-Limerick: \\Roads Galway and Limerick at present have a partially complete motorway connection from Shannon \\Public Transport to Gort on the M18. South of Shannon, the M18 \\Water Supply/Wastewater reverts to a dual carriageway and connects \\Energy to the Limerick Southern Ring Road. North of \\Airports/Ports Shannon, the M18 continues to Gort, where \\Flood Risk Management the route downgrades to a single carriageway and passes through a number of towns before \\Broadband. reaching Galway. The M17/M18 scheme, It is important to note that this paper looks at the currently under construction, will complete the medium to long term requirements up to 2035. The motorway connectivity from Gort to Tuam and Academy acknowledges that funding of infrastructure will connect to the M6 at a new interchange will continue to be a major challenge as referenced in at Rathmorrissy, east of Galway City. The the accompanying paper on Sustainable Transport completion of this road project will provide a high Infrastructure 2035. quality road connection between Limerick and Galway and will ensure journey time reliability 5.1 Roads between the cities. The proposed N6 Galway In order to maximise the future growth potential of the City Ring Road scheme would greatly improve four city regions under consideration in this discussion access from the city regions to the N6 motorway. paper, it is essential that their physical connectivity provides efficient travel times for the transport of people The Atlantic City Regions — Development & Connectivity 17

\\Limerick – Cork: to Limerick through a number of small villages The upgrading of the N20, Cork – Limerick and towns such as Ballylanders, Knocklong, road to motorway standard was previously well Hospital and Caherconlish, joining the N24 advanced by Transport Infrastructure Ireland approach to Limerick from the south-east. This (incorporating the former National Roads route is subject to less delay compared to the Authority). A preferred route was selected but N20, although it is marginally longer (110 km), the project was cancelled by the Government and subject to tolling on the M8 and a lower a number of years ago due to lack of funding. speed limit on the regional network between The M20 is a key part of the required road Mitchelstown and Limerick. infrastructure for connectivity between the The M20 upgrade scheme would significantly Atlantic City Regions. improve connectivity between both cities. In the consultations for the preparation of this In addition, the proposed Cork North Ring Road paper, the upgrading of the N20 has been by far is a key infrastructure project both to assist the single biggest issue. The Academy spoke connectivity between the regional cities and to to a number of multinational companies with provide alternative route choice for cars within facilities in both Cork and Limerick and their Cork City so that available road space can be set comments included: aside for alternative travel modes. `` The M20 would improve synergies between \\Cork-Waterford: both locations. The principal connecting route between both `` It would also result in better communications cities is via the N25, a total distance of 125 km,

between the third level institutions and with journey times in the region of 110 minutes. joint research involving the Institutions and This route passes through numerous towns, industry. including Castlemartyr, Killeagh and localised `` The lack of an M20 prevents the companies bypasses of Youghal, Midleton and Dungarvan, leveraging resources between the facilities, before connecting to the N25 Waterford northern whether it is for mobility of staff, or facilities bypass. Delays are common on this route managment and other services. Staff particularly at the above locations (with the regularly commute from one location to the exception of Youghal). This route also serves as a other. tourist route from Rosslare through to Cork and the South West. Limerick and Cork currently have two primary travel options by road, neither of which offer a It is recommended that this road corridor is sufficient level of service. The principal route upgraded on a prioritised and phased basis, between the two is via the N20, passing through primarily concentrating on improvements to the numerous towns en route, including Buttevant, level of service provision in terms of journey-time Charleville and the existing partial bypass of savings. This will involve the implementation of Mallow town (total trip approximately 100 km). bypass schemes on the main towns on the N25 Significant delays are common on this route, and the upgrading of a number of connecting both in the towns and also on the existing single road sections, particularly on the western end of carriageway between Mallow and Blarney. In the corridor on approach to Cork. addition, traffic from the south and east of Cork must navigate through the city centre in order to \\Limerick – Waterford: access the N20, resulting in addition journey time The principal road connection between Limerick delays. and Waterford is via the N24, which passes through numerous towns including Carrick-on- This difficulty in travelling through Cork City and Suir, Clonmel (which is locally bypassed), Cahir, the construction of the M8 Motorway has led Bansha and Tipperary Town (total length 129 to an alternative route via the M8 from Cork to km). The route is heavily trafficked at the Limerick Mitchelstown, and routeing from Mitchelstown 18 The Atlantic City Regions — Development & Connectivity

end, but traffic flows are lower on the sections \\Limerick: of the N24 between the two cities with localised The major infrastructural works within the greater delays at the various towns traversed by the Limerick Area include the N69 upgrade to route. Journey time between the two cities is Foynes, the first phase of which will be the Adare in the region of 110 minutes which is relatively bypass, and the Limerick Northern Distributor slow considering the two cities are only 129 km Route. Each of these schemes has merits in apart. Connectivity improvements between both its own right with respect to both corridor and cities by road will need to be delivered through local traffic conditions, but projects completed the continued improvement in the alignment of in recent years including the Limerick Southern the existing road (i.e. its expansion to either dual Distributor Road and the Limerick Tunnel have carriageway or 2+1 roadways and the delivery of provided excellent inter regional city connectivity. localised bypasses along the entire route). The N69 upgrade to Foynes and the Adare Bypass were included in the Government’s \\Connectivity to the Kerry region: recent ‘Building on Recovery: Infrastructure and To maximise the potential of Atlantic City Capital Investment 2016-2021.’ In the longer Regions, connectivity with the Kerry region is term, the delivery of the Northern Distributor very important. Two projects announced in the road will benefit regional city interconnectivity as 2015 ‘Building on Recovery: Infrastructure and Dublin-bound traffic could divert to this northern Capital Investment 2016-2021.’ will be crucial to route. achieving this. They are: \\Galway: `` Adare Bypass N69 (Phase 1) and Foynes The only major road scheme pending in the Port Access Road which will connect the N7 city area at present is the N6 Galway City Ring Dublin motorway and the Limerick/Shannon Road scheme currently at advanced planning region to the N21 and the South West. stage. The delivery of this scheme is important with respect to the interconnectivity between `` The N22 project linking Ballincollig to the cities. It will allow access to all parts of the the west of Cork City to the N22 west of city centre, improve connectivity to the rural Ballyvourney. This will bypass Macroom and hinterland and will free up road space in the connect the N25 from Rosslare/Waterford city centre to deliver essential improvements and the N8 to the South West. to public transport services as outlined in the \\Connectivity to the northern and western pre consultation draft of the Galway Transport Connacht Regions: Strategy.

Similarly, connectivity to the areas north of \\Waterford: Galway city is important. This includes the N17/ Waterford has benefited significantly with respect M17 towards Sligo and the areas to the west of to road projects in recent years and there now this route. The completion of the M17 to Tuam exists a bypass of the city centre connecting will be of significant benefit. The upgrading of the the N25 east and west of the city. In addition, remainder of the N17 should be considered. a new motorway serving Kilkenny, Carlow and Dublin has been opened and at a local level Individual Cities: a number of projects have been delivered \\Cork: including the Waterford Outer Ring Road and Within the city, there are a number of the Carrickpherish Road. There are proposals to major infrastructure improvements that are upgrade the N25 on approach and around New complementary to the inter-regional connectivity, Ross. There are preliminary plans for a new river including the M28 to Ringaskiddy, the Dunkettle crossing downstream near Waterford Regional Interchange Upgrade, and the Cork North Hospital. This will greatly assist traffic flows from Ring Road. The latter two are the primary road the N25 New Ross access to the east side of the infrastructure projects which will enhance the city. There are also preliminary plans for a Park inter-connectivity between the regional cities. and Ride facility from the N25 New Ross access. The Atlantic City Regions — Development & Connectivity 19

5.2 Public Transport9 `` Travel from city centre to city centre, avoiding possible congestion. This section comments on the public transport connectivity between the four city regions and between `` Passengers’ ability to work or relax while each of the city regions and Dublin. It also comments travelling. on the public transport systems within each region. The `` It facilitates daily return journeys between the overall context for land transport in Ireland is best covered cities without risking driver fatigue. in the report “A Strategic Framework for Investment in Land Transport” which highlights the fact that transport While there is likely to be greater demand for is responsible for 35% of Irelands domestic carbon rail travel on the inter-city routes in line with emissions. It also forecasts that travel demand in the economic growth, increased competition means morning peak will be 35% greater than currently by 2041. that rail will have to improve its competitiveness, If Ireland is to meet its obligations in relation to emissions, in terms of journey times and pricing, to a quantum leap will be required to achieve the necessary maximise its potential for modal shift. This will modal shift from cars to public transport and the use require a reduction in the journey time on the of low emission vehicles. The Strategic Framework Cork – Dublin route to 2 hours and to less than also makes the point that while transport investment 2 hours on the other routes. In the longer term it can mitigate some of the effects of peripherality, it is will be necessary to electrify the inter-city routes not of itself sufficient to stimulate regional growth and to reduce journey times further and to achieve productivity improvements. Such investment in additional better emission standards. Electrification will transport system capacity is likely to be most effective have to tie into fleet renewal in order to achieve when it is made in the context of other supporting policies best value for money. The Cork – Dublin – Belfast and measures, as part of an overall coherent regional route should be the first route to be considered development strategy. as it is part of the North-South Mediterranean EU Trans-European Network. All improvements Connectivity to Dublin: on the Cork-Dublin route will be of considerable benefit to the routes from Dublin to three of the \\Rail four cities and onward to Killarney and Tralee. Rail connections between the four cities and Dublin are good, and despite the upgrading The rail network will require significant investment of the radial roads to motorway standard, rail to ensure that rail makes its full contribution makes a very significant contribution to travel to sustainable economic growth. However, between the four cities and Dublin. The table it is first necessary to ensure that adequate below summarises the annual passenger resources are provided for the maintenance and numbers for the routes serving the four cities for renewal of track infrastructure and rolling stock, 2007 (the height of the market), 2012 (the bottom as deterioration of these assets would lead to of the market) and 2015 (the last full year). safety concerns and costly medium to long term problems. 2007 2012 2015 Cork 2.9m 2.1m 2.9m \\Buses Galway 1.6m 1.0m 1.6m The upgrading of the radial routes to Dublin Limerick 0.8m 0.5m 0.8m has resulted in greatly reduced journey times Waterford 1.4m 1.1m 1.2m for cars and buses. This in turn has led to the development of very competitive public and It is interesting to note that the Waterford route private bus services connecting the four cities is the only one that has not recovered fully and with Dublin city centre and Dublin Airport. is also the closest of the four cities to Dublin by While this has benefitted tourism, working and motorway. It also has many stops and a less than leisure traffic, the lack of common terminal satisfactory arrangement at Kilkenny Station. points for both public and private services, with connectivity to local and regional bus services, There are many advantages to rail travel such as: can be unsatisfactory, particularly for tourists.

9. See also the Academy discussion paper on Sustainable Transport Infrastructure 2035 (2016). 20 The Atlantic City Regions — Development & Connectivity

Where possible a shared public/private bus Connectivity within city regions: station should be developed with costs being \\Cork allocated appropriately. This in turn should have the facility to connect readily with local and Within the City Centre, there is a need to regional bus and rail services while providing deliver a ‘step-change’ in the provision of tourism and public transport information. public transport. There are numerous corridors with varying extents of priority provision, but Connectivity between city regions: no direct priority through to the city centre at present. The City Centre Movement Strategy A common issue across all four city regions is the lack aims to designate St. Patrick’s Street as a Public of sustainable regional public transport connectivity. Transport only street for a period of time covering Rail struggles to compete with private car usage, and the afternoon and evening peak periods. In increasingly, inter-city bus services. The existing rail the suburban areas, there are proposals to infrastructure is such that there is no realistic value-for- implement a Bus Rapid Transit service from money option available to provide a satisfactory inter- Mahon in the east, through the City Centre city service between any two of the cities. This means and west to Ballincollig. The general transport therefore that sustainable public transport between the strategy for the city centre and its suburbs is to city regions will be road-based. The development of continue investment in sustainable travel modes. competitive public and private bus services between Commuter rail plays an important role with the city regions will require significant improvements to services connecting Mallow, Cobh and Midleton the road network if the required road journey times and to the City. With regard to the City Region service levels are to be provided. there is need for an integrated and up-to-date Planning, Land Use and Transportation Study \\Galway – Limerick – Cork (PLUTS), which includes the existing CASP area Once the M17/M18 project from Gort to Tuam and the potential for additional public transport is completed, bus journey times from Galway to commuter services. Limerick will reduce significantly and should lead to greater competition for bus services on this \\Limerick route. Construction of the M20 from Limerick to Within the City area, there is a need to deliver Cork motorway would lead to major reductions a high-quality public transport corridor from in journey times and ultimately it is likely that south to east, through the city centre. The recent competition between services along the Galway extension of the southern green route needs to to Cork route would be akin to what is now the be extended further into the City to strengthen situation on the radial routes from Dublin. This this core corridor and to connect to the east. The would be a major boost for those travelling for University of Limerick is progressing plans for work, education, tourism and leisure. implementation two of distinct bus corridors to and from the city centre, while Limerick City and \\Waterford – Cork County Council intends to develop proposals to There is a modest demand for inter-city bus pedestrianize O’Connell Street (while allowing services on this route (N25). However, they are for Public Transport) in 2016 with a view to subject to frequent delays at Castlemartyr and implementation in 2018. With regard to the City Killeagh, particularly at peak hours. These delays Region there is need for an integrated and up- also affect peak hour commuter bus traffic from to-date PLUTS, which includes the potential for Cork to Youghal. additional public transport commuter services.

\\Waterford – Limerick There is a low demand for inter-city bus services along this route (N24). This may in part be caused by the road conditions encountered and the number of towns to be traversed along the route. The Atlantic City Regions — Development & Connectivity 21

\\Galway \\Waterford Within the City region, as with Cork and Limerick, The transport strategy for Waterford City there is a need to deliver a ‘step-change’ in includes the delivery of sustainable transport the provision of public transport. There are modes for the city. The current network of city numerous corridors with varying extents of centre bus services and bus priority measures priority provision, however the bus network is is limited. However, Waterford city and county in significant need of expansion and there is a council recently received Part VIII planning for strong requirement for priority along an east-west bus lanes along Parnell Street and Manor Street. corridor through the city centre. The Galway Transport Strategy, currently under development, The other important project in Waterford is is considering proposals to provide additional the development of the North Quays site bus priority on the radial approaches to the city which includes the construction of new on key east-west corridors, and through the city pedestrian bridge and the potential to deliver centre itself via possible demand management a new transport hub which would include the and restrictions to non-essential through traffic. relocation of the existing train station in the City. For this to be effective, and to provide the road Although the principles of the 2004 PLUTS are capacity for sustainable transport in the City, still relevant, an up-to-date PLUTS for the City it is likely to require construction of the Galway Region is recommended which should include City Ring Road scheme. With regard to the City the potential for additional public transport Region there is need for an integrated and up- commuter services. to-date PLUTS, which includes the potential for additional public transport commuter services.

The city would also benefit greatly from the development of an integrated transport hub at Ceannt Station incorporating both a rail and a bus terminus. 22 The Atlantic City Regions — Development & Connectivity

5.3 Water supply / Wastewater The EPA licenses and certifies Municipal (and some industrial) WWTPs. Background: Since the 1st of January 2014, Irish Water (IW) has been Irish Water plan to ensure that all drinking water treatment responsible for the production, distribution and monitoring plants will have a supply demand balance in surplus of 1.6 billion litres of drinking water per day from over up to 2040 and beyond. For all large urban areas, Irish 970 water supplies serving 81.9% of the population (3.3 Water plan that all wastewater treatment plants will have a million). Group schemes and small private suppliers cater headroom (surplus capacity) of at least 20% by 2040. for 7% of the population and private wells and boreholes cater for 11.1%. The responsibility for the water quality Water Treatment and Distribution rests with the manager/operator of the supply. Local Nationally Authorities are responsible for the monitoring of group water supply schemes. General Condition of Existing Infrastructure Ireland is required to conform to three key EU directives for water: The Drinking Water Directive – 98/83/EC. This Distribution Network sets the standards of water for human consumption. The \\There are 60,000km of drinking water pipework Urban Wastewater Treatment Directive 91/271/EC. This in Ireland. includes basic standards for treated effluent discharged from WWTPs. The Water Framework Directive – 2000/60/ \\It is estimated that 49% of water carried in these EC. This sets the standard in relation to the protection pipes is lost through leakage. Of the 1.67 billion and improvement of the overall water environment. Its litres of water treated at WTPs, 800million litres objective is to ensure ‘good’ water quality status in all reaches customers. It is considered that it will water bodies (rivers, lakes, estuaries and the costal zone). take up to 25 years (2040) to reduce the leakage These Directives were transposed to Irish legislation by to sustainable levels which are between 20% and means of various regulations. 30% internationally.

Since the 1st of January 2014, Irish Water is responsible \\180, 000 properties have some degree of lead for the treatment and discharge of wastewater (sewage) pipework. IW plan to reduce this to 50,000 by from 1074 wastewater treatment plants (WWTP). It is the 2025. role of the Environmental Protection Agency (EPA) as the environmental regulator to monitor and enforce the standards set in the regulations for WWTP discharges. The Atlantic City Regions — Development & Connectivity 23

Water Treatment Plants (WTP) \\Many of the problem areas are in coastal regions. These problems are now being \\The most recent results identify that 99% addressed by Irish Water as a matter of urgency. of the public water supplies comply with microbiological standards and 99.4% comply with chemical standards. Wastewater Compliance Issues Where issues are of a non-compliant nature, these relate \\531 existing WTPs require investment because mainly to the lack of adequate secondary treatment and/ of inadequate capacity or inadequate treatment or in some cases to the lack of nutrient removal facilities (e.g. disinfection dosing). as required by the Urban Wastewater Directive.

Water Quality Compliance Issues at Irish Water Investment Plan 2017 TO WTPs. 2021 The main non-compliance water quality issues relate to Irish Water’s Investment Plan proposes to spend Crytosporidium, E coli and Trihalomethanes (THMs). €5.5billion over the five year period from 2017 to 2021. It is envisaged that a review of the Investment Plan or a Boil Water Notices (BWN). new Investment Plan will be required in 2018 for the next In 2014 there were 56 BWNs nationally affecting 90,000 regulatory period commencing in 2019. This will provide properties which were reduced to 24 BWNs in 2016 an opportunity for the revised or new Investment Plan to affecting approximately 30,000 properties. The reasons take account of the following: are usually because of Cryptosporidium, precautionary reasons, inadequate disinfection and E.Coli. \\Publication of next cycle of River Basin Management Plans, expected in 2017.

Wastewater Collection and Treatment \\National Planning Framework process, including Nationally publication of regional and economic spatial strategies. General Condition of Existing \\Any update of the Water Services Strategic Plan. Infrastructure Wastewater Collection Networks \\Improved information on the Irish Water asset base, including asset condition. \\There is an estimated 25,000km of sewer network in Ireland. It is considered that more \\Any further investment priorities anticipated to than 60% of the sewer network is in need of arise over the 2017-2021 period. repair due to structural weakness, infiltration and other defects. The National Water Resources Plan The National Water Resources Plan (NWRP) is Irish Wastewater Treatment Plants Water adopting a long-term perspective to the delivery \\There are 1074 wastewater treatment plants of Drinking Water to ensure that economic choices (WWTP) in Ireland. are made that avoids the risk of revisiting incremental decisions based on short-term pressures. Irish Water \\At the beginning of 2015, 156 were identified as plans to ensure long-term resilience of the sector, to overloaded. avoid a potential gap between demand for water and available supplies. The NWRP will be the roadmap for \\Untreated sewage was being discharged into our delivering the strategic objectives set out in the Water rivers and seas at 44 different locations across Services Strategic Plan (WSSP), in terms of the provision Ireland in 2013. As a result of failure to meet the of drinking water. This WSSP sets out strategic objectives requirement of the UWWT Directive, in respect of for the delivery of water services over the next 25 years 71 agglomerations, the EU Commission in 2011 up to 2040. initiated correspondence as a precursor to taking an infringement case against Ireland. 24 The Atlantic City Regions — Development & Connectivity

Water services issues in the Atlantic City Regions \\Waterford City and Environs: The current capacity of the three plants a. Water supply together is 140 MLD with a combined licensed The main Waterford City Plant at Adamstown has abstraction of 323 MLD. Irish Water plan to a capacity for 58 million litres per day (MLD) and increase the capacity to 166 MLD within the a demand of 26.5MLD. Irish Water has a licence investment period 2017 to 2021. Further increase to abstract 58MLD for this plant. It is proposed to in treatment capacity (up to 296 MLD) can further extend the network associated with this be facilitated by 2040 should population and plant and decommission a number of smaller industrial growth require it. water treatment plants (WTP). The objective is to b. Wastewater Treatment have the supply demand balance in surplus for The WWTP at Carrigrennan, Little Island which 2040 and beyond. caters for the City and Environs has adequate The South Kilkenny Environs WTP uses capacity but there are no facilities for nutrient groundwater from Kilmacow. It has a capacity removal. This is being presently addressed. of 14 MLD and a current demand of 2.5 MLD. A new scheme, the Cork Lower Harbour Sewerage Irish Water has a licence to abstract 14 MLD Scheme will be completed by 2021. This includes of groundwater for this plant. This WTP serves a new Wastewater Treatment Plant at Shanbally, the South Kilkenny/Waterford City border area. Ringaskiddy. The estimated load is 50,000 p.e. and Irish Water is focused on delivering critical water the plant has been designed for 66,000 p.e. with a infrastructure for industrial development in this potential to upgrade to 80,000 p.e. region including Glanbia in Waterford. \\Limerick City and Environs: b. Wastewater Treatment a. Water supply The main WWTP at Belview has a current The WTP at Clareville has a current capacity of capacity of 196,000 population equivalent (p.e.) 87 MLD and the current demand is 58 MLD. Irish and a current average load of 58,000 p.e. Water has a licence to abstract up to 140 MLD from the Shannon and is focussed on delivering \\Cork City and Environs: critical water infrastructure for the Limerick a. Water supply region. Irish Water can extend this plant so that The area is served by the three water treatment the supply demand balance will be in surplus up plants: Inniscarra, the Lee Road and Glashaboy to and beyond 2040. WTPs. Irish Water now considers the City b. Wastewater Treatment and Environs network as one single Water The WWTP at Bunlicky is currently undergoing Resources Zone and has a licence to abstract an upgrade to cater for an increase in industrial 323 MLD from this Zone. The Lee Road plant discharge. Irish Water plan to implement a was constructed in the 1920s and is operating further capacity upgrade in the investment at a level above its nominal capacity. An period 2017 – 2021. abstraction license exists to approximately double the capacity (from 36 MLD to 80 MLD) \\Galway City and Environs: and this would require a very significant plant a. Water supply upgrade. The upgrade of the Lee Road WTP has The main WTP at Terryland has a capacity of been identified in the Irish Water Consultation 55MLD with a demand of 42 MLD. Irish Water Document on the Emerging Investment Plan for has a licence to abstract 55 MLD from the River 2017 to 2021. The project scope includes for the Corrib for this plant. This plant is scheduled for upgrade of the Lee Road WTP to a 40 MLD with upgrading (i.e. new intakes and rising mains) and the provision of a trunk main augmenting with it is predicted that the supply demand balance the Inniscarra WTW. These works will allow for will be in surplus up to 2040 and beyond. the removal of 100,000 customers off remedial action list. The Inniscarra WTP operates with b. Wastewater Treatment headroom of approximately 35%. The main Galway WWTP at Mutton Island has a capacity of 170,000 p.e. and a demand of 120,000 p.e. The Atlantic City Regions — Development & Connectivity 25

5.4 Energy Introduction Ireland currently uses 160 terawatt hours (TWh) of options such as renewable electricity (e.g. wind, solar PV, primary energy per annum, comprising 48% oil, 27% pumped storage, ocean), renewable gas (e.g. biogas and natural gas, 10% coal, 8% renewable energy and 5% biomethane), renewable liquids (biofuels and renewable peat. About 90% of this energy is imported. Half is diesel) and renewable solid fuels (e.g. biomass, willow, imported as final product and half transformed (e.g. miscanthus). through electricity generation and oil refining). Final energy use by consumers is 135 TWh, approx. 40% for The Academy is also of the view that the focus needs to transport, 40% as thermal energy and 20% in the form of switch from supply-side to demand-side management electricity. including a strategic rebalancing of investment and much greater emphasis on measures to reduce energy Future energy use will depend on economic activity and demand. population growth (both of which drive energy demand), and on the role of energy policy, technologies, efficiency The Atlantic City Regions are fortunate to be exceptionally and markets in enabling the transition to a low carbon well served with primary energy production and future. It is anticipated that Ireland will still largely be distribution accounting for most of Ireland’s energy dependent on fossil fuels in the short term but that the transformation infrastructure (including more than 50% of share of renewable energy will increase over time, with electricity generation and all oil refining).

Janssen Cork, image courtesy of SkyTec Ireland 26 The Atlantic City Regions — Development & Connectivity

Energy Hub at Cork Harbour Electricity Infrastructure The Energy Hub located around Cork Harbour comprises An extensive electricity infrastructure traverses the the country’s most strategically important cluster of region connecting ESB and a number of independent energy infrastructure, businesses and research facilities. conventional power generators as well as a substantial The Energy Hub supplies over 30% of Ireland’s energy number of wind generators. Total Power generation demands, is home to 20% of Ireland’s electricity capacity in the Atlantic City Regions comprises 3921 generating capacity and the country’s only oil refinery. MW of conventional power and 1452 of wind-generated Many of the largest energy companies in Ireland are power. The end user demand in the region is substantially represented within the Energy Hub or in the wider lower (summer night low of 622 MW and winter peak of Cork region. There is also a strong concentration of 1500 MW0. While the infrastructure meets the current engineering service providers in support of these and short term needs, the future requirements of the industries. grid must be catered for in the context of a potentially rapidly developing Ireland and the policy push for The Energy Hub includes: decarbonisation.

\\A zoned Special Policy Area of 388 ha Natural Gas Infrastructure at Whitegate, prioritised for major, large- The extensive natural gas network extends to all cities scale energy and renewable energy related in the region and most of the larger towns, and is the development, including port-related activities, primary fuel source for 75% of the conventional electricity bulk storage and processing activities. Ireland’s generation in the region. The further development and only oil refinery, supplying 35% of transport and infill of the network to additional towns would have liquid heating fuels in Ireland. economic and environmental benefits. Significant \\The Whitegate power station, a new combined academic research and experimentation is being cycle gas turbine power station, with an electrical undertaken on the production of renewable biogas from a generation capacity of 445 MW and the Aghada range of waste streams, from grass and from algae, and power station, with combined cycle, thermal and there is an opportunity to inject this gas into the network peaking gas fired generation capacity of 963 and thus help to reduce Ireland’s carbon footprint. The MW. natural gas infrastructure is also being further developed with the addition of compressed natural gas refuelling \\The onshore terminal for the Kinsale Area gas infrastructure to enable gas utilisation as a transport fuel. fields and associated infrastructure, for many years the only producing natural gas fields in Oil Ireland and with the potential to support further The current European refining environment has changed offshore developments. over the last 2 years following the reduction in capacity, \\Cork Harbour wind developments in Ringaskiddy the reduction in commodity prices, lower energy costs and Aghada are representative of the region’s and increased Irish, European and global demand for extensive wind energy deployment, representing refined products. Ireland’s only oil refinery located at over 17% of Ireland’s installed wind power. Whitegate, with a capacity of 71,000 barrels/day, provides more than 40% of the national demand for transport and \\The Irish Maritime and Energy Resource Cluster, home heating fuels with the balance imported. National Maritime College of Ireland, and Marine Renewable Energy Ireland at Ringaskiddy The diversity of crude processing capability in a future (MaREI) – making the area a world-class hub of where there is expected to be abundant supply of crude marine, renewables and offshore research and should be important compared to the real threat of training. The Atlantic City Regions — Development & Connectivity 27

disruption to the security of product supply. It is only LNG 10 years since Hurricane Katrina took out 8% of the The proposed Shannon LNG Terminal at Ballylongford US refining capability and Ireland along with other IEA would be a positive development given Ireland’s position members were requested to release product to help the at the end of the European Gas Grid, the decline in North US out. Sea production and the limited lifespan of the Corrib gas field. The Academy supports the development of this The two largest oil ports in the country are located in facility. the region with ship capacities at Whitegate of 100,000 kilotonnes and Foynes of 30,000 kilotonnes. Both ports have the necessary storage tanks and truck loading Energy Cork facilities. Energy Cork is an Industry driven cluster of almost 100 energy companies. Membership includes oil and gas, Bio fuels renewable energy, electricity generation, transport, cleantech, project developers, energy suppliers, industry With the upcoming deadline of 2020 approaching with services and energy consumers. The group has been regards to meeting the Renewable Energy Directive very effective in promoting collaboration and information and Fuels Quality Directive, there is an opportunity for sharing among its members. It has developed a project Whitegate Refinery to assist the Government meet these to introduce compressed natural gas to the Bus Eireann requirements. The former requires 10% by energy of all fleet in Cork. While these buses are available extensively, transport fuels to be renewable by 2020 whereas the it will be a first in Ireland and is the first step on a journey latter requires a decrease of 6% in greenhouse gases to eventually use renewable biogas in public transport. by 2020. The Fuels Quality Directive also references the Indirect Land Use Change Directive which limits the use of crop-based biofuels to 7% by 2020. Whitegate Energy Research refinery can process non-crop-based feedstocks (such Energy research is a significant activity in the third level as used cooking oil) to produce a renewable diesel which institutes in the region. The MaREI centre for marine and is indistinguishable from fossil fuel diesel, hence there is renewable energy is a significant (€35 million) research no limit to the amount that can be used in a conventional initiative lead by UCC that includes research teams in UL diesel engine. Much of the renewable feedstocks that can and the Ryan Institute, NUIG (in addition to other research be processed are indigenous. institutions outside the Atlantic City Regions). MaREI focuses on ocean energy, biogas and bioenergy, energy systems and energy policy. The Ryan Institute has a very strong and active team of over 100 researchers working in the areas of Bioenergy, Renewable Resources, Energy Efficient Technologies, Built Environment and Smart Cities. 28 The Atlantic City Regions — Development & Connectivity

5.5 Ports and Airports

Ports: There are four major Ports within the Atlantic City handles approx. 19% of all seaborne trade in the State. Regions; Galway, Shannon Foynes, Cork and Waterford. It is second only to Dublin in its importance in the LoLo sector, handling around 21% of all LoLo traffic in the Galway Harbour Company is a port of Regional State. Significance. It is a bulk port which caters primarily for liquid-bulk products, and the harbour is an important The Port has developed plans to relocate its activities strategic regional hub for petroleum importation, storage from Cork Quays and Tivoli to Ringaskiddy and has and distribution. However, declining throughput levels due received planning permission for the project. Preliminary to access limitations have led to increasing reliance on works have commenced. The project will allow the Port to non-core port activities as revenue streams. scale up their activities very considerably because of the ability to facilitate larger ship sizes, deeper berthage and Shannon Foynes Port Company (SFPC) is a Tier 1 port larger swing area for ships. and is the largest bulk port in the country. It handles approx. 20% of all seaborne trade in the State. The The Port of Waterford Company is a Tier 2 port and is the port’s dominance in the dry-bulk sector is particularly fourth largest of the State commercial port companies pronounced; it has a market share of around 63% in this in terms of total tonnage handled. The port offers both sector. The company has sought to diversify into other LoLo and bulk services. Its LoLo traffic is connected sectors through, for example, promoting the estuary as directly by road (N25) and by rail to the national networks. a specialist energy hub, in particular in the emerging, Total tonnage increased by 8% in 2015 to 1.56m tonnes, experimental ocean energy sector (off shore wind and bulk cargo by10% and LoLo by 3%. Its main priority is to wave energy). SFPC are seeking to have their port further grow the container business. The port is working upgraded from Core to Corridor designation under the EU on a masterplan and is very positive about regeneration Transport Network (TEN-T) initiative. of the North Quays in partnership with Waterford City & County & Council and other stakeholders. The Port of Cork Company is also a Tier 1 port and one of only two ports, the other being Dublin, capable of handling traffic across all five principal traffic modes (LoLo, RoRo, Break Bulk, Dry Bulk and Liquid Bulk). It The Atlantic City Regions — Development & Connectivity 29

Ports Infrastructure: pointed out that this upgrade will provide good access to the Wild Atlantic Way which connects Access to our Ports is vital in terms of future development from Foynes to the Tarbert ferry. SFPC are also and growth of their facilities. There are a number of at the planning stage of a project to reopen infrastructure projects in the pipeline. the rail line between Foynes Port and Limerick station and onward connectivity to the national \\Port of Cork rail network. This is a joint project with CIE. The upgrading of the N28 to Ringaskiddy is currently in planning phase with the \\Galway Harbour Company proposed scheme recently launched for public The Galway Harbour Company is seeking a consultation. The project is included in the major extension of its existing facilities. This Infrastructure and Capital Investment Plan 2016 – would see an extension of jetties into Galway Bay 2021. Both the Port redevelopment and the N28 and a deepening of the navigation channel. The Upgrade are TEN-T projects. capacity of the harbour to cater for additional commercial, leisure and cruise traffic would be \\Shannon Foynes Port Company (SFPC) greatly enhanced. The planning application is The Infrastructure and Capital Investment Plan currently with An Bord Pleanala. also included a project combining the Adare Bypass and the upgrading of the N69 road to Foynes. For the development of Foynes Port, it is crucial that this project proceeds. It was also Airports: There are four airports within the Atlantic Cities Region catchment: Cork, Shannon, Kerry and Waterford. The relative passenger numbers for the four airports are shown below:

Airport (Pax in thousands) 2010 2011 2012 2013 2014 *2015

Cork 2,425 2,362 2,340 2,258 2,144 2,071

Shannon 1,756 1,625 1,286 1,308 1,555 1,715

Kerry 396 311 286 306 295 302

Waterford 104 70 78 28 33 34

*2015 figures are provisional

Cork and Shannon have international status whilst It is evident that the lack of a motorway network in the Kerry and Waterford are regional airports. In terms of Munster region and beyond is hindering traffic growth and the Atlantic City Regions, development of the airports makes Dublin Airport a viable alternative for airport users and ease of connectivity to the airports is vital to the from the region. The current state of the N20, N22, N25, economic development of the connected regions. N27 etc. and the lack of journey time certainty lessens Both Cork and Shannon have ambitious strategic the attractiveness of both airports. Cork Airport estimates plans. Transatlantic passengers account for around that they could increase passenger numbers by up to 25% of Shannon traffic. Cork are working on securing 0.5m annually with a proper motorway infrastructure. In transatlantic flights and are hopeful that this will be the Academy’s consultations with private industry, ease of finalised in the short to medium term. access to the airports in the region was also an important issue. 30 The Atlantic City Regions — Development & Connectivity

5.6 Flood risk management years, and updated if necessary, and so as the CFRAMS process draws to an end, the next review cycle will Introduction and Background commence (2016-2021). It is envisaged that the next cycle as well as reviewing/updating the outputs of the OPW is the lead agency for flood risk management in current CFRAM process, will place a greater focus on Ireland. However, many other bodies are also involved the potential impact of climate change and in looking at in flood risk and/or other parts of the water cycle. Irish other sources of risk such as tsunami, reservoir, and in Water is responsible for water abstraction, treatment particular pluvial and groundwater flood risks which have and supply as well as waste water treatment. EPA is not been addressed in detail in the current CFRAMS responsible for monitoring water and waste water quality. programme. Local Authorities are responsible for surface water management. IFI, Waterways Ireland, NPWS, DOE, ESB, Flood Risk must now also be considered in the planning etc., also all have some role or involvement in the water process following the introduction under the Planning Act cycle. Going forward, flood risk management needs to 2000 of the Flood Risk Management Guidelines in 2009. be considered and managed in an integrated way across the entire water cycle, through better coordination of all Capital expenditure in flood risk management in these bodies subject to the constraints of their respective the period from 2005 to 2014 was circa €329m, i.e. statutory remits. averaging circa €33m per annum. In September 2015, the Government announced details of a €430 million OPW is responsible for the delivery of the Catchment six year programme of capital investment on flood Flood Risk Assessment and Management (CFRAM) defence measures as part of the Government’s overall Programme which will for the first time see fluvial (river) Capital Investment Plan 2016 – 2021. This investment is and tidal flooding mapped across the country for the first very welcome and would more than double the rate of time as well as the preparation of flood risk management investment over the last period. However, it is essential plans (FRMPs) for all significant communities at risk by that Government provides the OPW and partner local the end of 2016. This is a requirement of the EU Floods authorities with sufficient resources to deliver the works in Directive (2007/60/EC), which was transposed into Irish the required time frame. law by SI 122/2010 as amended by SI 495/2015. This information will facilitate informed decision making on the Figure 3 below is an extract from a recent Special Report prioritisation of funding for the delivery of environmentally on ‘Strategic Planning for Flood Risk Management acceptable flood risk management programmes and Report’ prepared by the Comptroller and Auditor General. flood relief schemes. It shows the breakdown by county of Areas for Further Assessment as defined by the CFRAM programme, However, the EU Directive requires that flood mapping which are those urban areas identified as being most at and flood risk management plans be reviewed every six risk and considered in detail in the CFRAM programme. The Atlantic City Regions — Development & Connectivity 31

No. of areas for further assessment

0 5 10 15 20 25 30 35 Cork Donegal Dublin Tipperary Galway Kerry Kildare Limerick Meath Kilkenny Clare Mayo Wexford Wicklow Offaly Waterford Louth Laois Sligo Leitrim Longford Roscommon Monaghan Carlow Westmeath Cavan

Source: Office of Public Works

Fig. 3: Areas for Further Assessment - Flood Risk Management

It is immediately obvious that the Atlantic City Regions \\Management of Flood Risk in Cork City are particularly vulnerable to flood risk and therefore Region merit significant prioritisation of investment. This is not Cork City and County has a long history of surprising given the higher rainfall in the west and south flooding. Cork city has suffered from significant west, the prevailing wind direction and the exposure to tidal events approximately every 10 years as coastal flooding. As can be seen, Cork has the highest well as the catastrophic fluvial event in 2009. number of areas at risk while the other three city regions Other urban areas such as Mallow, Bandon, are also high on the list. Midleton etc. also have a history of significant recurring flooding. Given the significant of past In preparing this paper, and utilising Geographic flooding and major flood risk, the Lee Catchment Information Systems, an outline analysis of mapped flood was chosen as one of the pilot CFRAM studies risk, using the OPW’s Preliminary Flood Risk Assessment, and therefore was one of the first areas in the has been undertaken and compared with the 2011 CSO country where flood risk was mapped in any population data. Within a 40 km radius of the four cities detail. As a follow-on, work is now on-going it is estimated that more than 6% of this population live on the design of a flood relief scheme for the within areas of direct fluvial and/or tidal flood risk. Lower Lee from Ballincollig through Cork City. It will be the largest flood relief scheme to be built The Academy recognises that, while investment is in Ireland and will be delivered in a number of required it is also essential to achieve value for the tax phases. Furthermore, major flood relief schemes payer and recognises that cost/benefit and environmental have now been completed in both Mallow and assessments form an essential part of what is termed Fermoy. Construction is due to commence sustainable development. shortly on similar schemes in Bandon and Skibbereen. 32 The Atlantic City Regions — Development & Connectivity

Design is also currently under way, and in many for the area of South Galway which has a very cases well advanced on schemes for Blackpool, significant groundwater element. Douglas, Glanmire/Sallybrook, Ballyvourney, Clonakilty and Crookstown. There is also Significant investment is needed to develop and agreement between OPW and Cork Co. Council implement flood defence measures for Galway to deliver a scheme for Midleton where design City and environs as well as satellite towns such consultants will be procured shortly. as: Clifden, Corrofin, Gort, Loughrea, Oranmore, Oughterard, Roundstone and Tuam. The scale of In addition to the above schemes, the next works in these areas will be established following priorities in the Cork City Region should be the completion of the CFRMPs for the Western development of schemes for Carrigaline, Little CFRAMS Catchment. Island and potentially for Macroom and Cobh which are all significantly affected by flood risk. In addition, it is imperative that a much greater quantitative understanding of groundwater It is likely that the above schemes will require flood risk is developed in the Galway area and circa €300m investment, or more, to complete, we recommend that significant investment is with the Cork City Scheme alone likely to require provided to study this flooding mechanism to the investment of €80m to €100m. level of detail necessary to deliver a robust and sustainable solution which looks at all sources \\Management of Flood Risk in Limerick City of flooding in a holistic way. A multi-agency Region involvement in any such pilot study would be A 40 km radius of Limerick city takes in parts extremely beneficial given the spread of current of Co. Clare and Co. Tipperary as well as knowledge. Limerick itself. There are at least 23 urban areas at risk within this area. Significant schemes \\Management of Flood Risk in Waterford are currently at design stage for King’s Island City Region in Limerick and for Foynes. Notwithstanding A 40 km radius of Waterford city takes in part that the proposed scheme for King’s Island is of Waterford, Kilkenny, Wexford and Tipperary. welcome, significant flood risk remains from the There are at least 15 urban areas at risk within Shannon and its tributaries (both tidal and fluvial) this area. Completed schemes within the region for other large tracts of land within Limerick include major schemes in Waterford City, City and environs, and it is clear that significant Clonmel and Carrick-on-Suir. further investment needs to be prioritised for this region. Consultants have recently been appointed for a pilot study to look at the development of a Significant investment is also needed to manage local flood forecasting system and individual flood risk in many of the satellite towns within property protection measures for the towns of the 40 km radius of Limerick city. The scale of Graiguenamanagh and Thomastown. Significant works in these areas will be established following investment is needed to develop and implement completion of the Catchment Flood Risk flood defence measures for satellite towns such Management Plans (CFRMPs) for the Shannon as Thomastown, New Ross, Callan, Dunmore Catchment. East, Tramore and Dungarvan. The scale of works in these areas will be established following \\Management of Flood Risk in Galway City completion of the CFRMPs for the South-eastern Region CFRAMS Catchment. A 40 km radius of Galway city takes in the north of Co. Clare as well as Galway itself. There are at least 15 urban areas at risk within this area. Significant schemes are currently at design stage for Claregalway and on the Dunkellin River. A major flood study has also been undertaken The Atlantic City Regions — Development & Connectivity 33

5.7 Broadband There was widespread consensus among those the Academy consulted that:

a. Achieving competitive advantage in an increasingly globalised world requires an information infrastructure that is provided ahead of demand, reduces costs and stimulates innovation.

b. The four city regions need to be competitive, both nationally and internationally, in terms of broadband capacity, speed and cost.

c. Fast broadband is vital for regional development, particularly in relation to the potential for smaller towns and villages to benefit from the location of major IT-based firms in Gateway cities. 34 The Atlantic City Regions — Development & Connectivity

CHAPTER 6 INFRASTRUCTURAL INVESTMENT NEEDS AND POLICY RECOMMENDATIONS

A. Infrastructural Investment priorities: Recommendations – roads: (Ref: Fig. 4) \\The upgrading of the Cork-Limerick road to \\The ‘Building on Recovery: Infrastructure and motorway standard is the highest priority. In the Capital Investment 2016-2021’ plan ncludes a Academy’s consultations, this was the most number of relevant projects: frequently raised topic across the city regions. The planning process for this project should `` The upgrading of the Dunkettle Interchange be commenced urgently, given the prolonged `` The upgrading of the road to Ringaskiddy approval and procurement lead-in times. Tolling port (N28). should be considered as part of funding the project. `` The N22 bypass of Macroom and Ballyvourney. \\If the current N20 route is chosen as the preferred new motorway route, then the Cork \\The Investment Plan also includes the N69 Northern Ring Road becomes an important Foynes Port Access Road, the first phase of element of infrastructure to link M20 traffic to the which will be the Adare Bypass. Again it is crucial M8 and on to the M25, Cork Port at Ringaskiddy, that these projects proceed. Cork Airport and the N22 to the west. This project should be looked at on a phased basis \\Removing the bottlenecks on the N25 is with the N20/M8 leg prioritised. important including a bypass of Castlemartyr/ Killeagh, upgrading the Carrigtwohill – Midleton \\The proposed M6 Galway City Ring Road will section and an outer bypass of Dungarvan. result in better connectivity with the other cities and will reduce congestion within Galway. This \\The N24 Waterford – Limerick road needs to project is crucial to the economic development be upgraded with bottlenecks removed on a of the City and its region. phased basis similar to the N25. The Atlantic City Regions — Development & Connectivity 35 36 The Atlantic City Regions — Development & Connectivity

Recommendations – public transport: practice on the radial routes to Dublin. This would be of great benefit to those travelling for \\The transport sector accounted for 35% of work, education, tourism or leisure. domestic carbon emissions in 2013. A 5.2 million population in 2041 and a projected \\Bus services between Waterford–Cork and unemployment rate of 7% are expected to Waterford–Limerick need significant investment result in work commuting trips increasing by in road improvements at key points on each 35% from current levels. If Ireland is to meet its route if they are to attract travellers from cars to commitments on carbon emissions, a quantum use public transport. leap is required in the modal shift from cars to public transport. It is also essential to ensure that \\Bus services from Killarney/Tralee to Cork, low emission vehicles are used for all transport Limerick and further afield would benefit greatly modes. In the short-term this should include from construction of the Adare Bypass (N69) and serious consideration of compressed natural gas the Macroom/Ballyvourney Bypass (N22). This is being used for urban bus services. particularly important for tourism which is such a significant part of the economy of County Kerry. \\Rail can best contribute through the inter-city routes between Dublin and the four cities as \\Where possible there should be central bus well as rail commuter routes to each of the stations in each of the cities used by public cities where they are viable. Irish Rail needs to and private services, with costs allocated reduce journey times on the four routes and be appropriately. These should have a ready cost competitive with the increasing number connection to local and regional bus services of bus services (public and private) along the and provide information on tourism and public radial motorways. In the medium term the Cork transport options. They should also have a – Dublin journey time needs to be reduced to 2 convenient connection to the rail station. hours and the other three routes require journey times of less than 2 hours. In the longer term \\For each city region an up-to-date land use the routes should be electrified leading to lower and transportation study should be prepared in emissions and further reductions in journey the context of the upcoming Regional Spatial & times. All improvements on the Dublin – Cork Economic Strategies (RSES). This should aim route will benefit three of the four cities and to release the road space necessary for the services through to Killarney and Tralee. The development of sustainable urban transport most immediate requirement is that sufficient strategies; to provide the residential densification investment is made to ensure that the existing required to make sustainable transport viable assets are not allowed to deteriorate through and develop a high quality urban environment. inadequate maintenance and renewal along the \\All buses, and especially urban buses, should four routes. operate through an integrated ticketing system, \\Public and private bus services will provide the based on cashless transactions. This would be main contribution to public transport between much more efficient, reduce delays and be safer the city regions. They need to be regulated to for passengers and drivers. ensure that appropriate low emission vehicles \\All transport projects have protracted lead-in and are used. The quality and competitiveness of procurement times. It is essential therefore that these services will depend greatly on the quality the planning phase is expedited for all priority of the road connections between the cities. projects. \\Completion of the M17/M18 Gort to Tuam project \\Transport projects should be implemented and construction of the M20 between Cork and in conjunction with the implementation of Limerick would lead to very competitive bus supportive national and regional spatial planning service on the Cork – Limerick – Galway route policies. and could see strong competition between service providers along the lines of the current The Atlantic City Regions — Development & Connectivity 37

Recommendations – Water supply / Recommendations – Energy: Wastewater \\To support economic development, continue \\Water supply: upgrading the electricity transmission network, and in a manner that accommodates the `` The leakage rate of 49% in water mains increased penetration of variable renewable needs immediate attention. The goal is to generation. reduce this to sustainable levels between 20% and 30% by 2040 which is a rate \\A rebalancing of investment is required from the comparable to best international practice. supply-side to demand-side management with greater focus on measures to reduce energy `` A significant amount of water mains in urban demand areas are cast iron and asbestos cement and are near the end of their useful life. \\Continue to develop the natural gas network, These need to be replaced. the development of CNG for the transport sector including the CNG filling station infrastructure `` The 180,000 households nationally with lead and encourage and enable the connection of the piping are to be reduced to 50,000 by 2021. diverse biogas producers across the region. The goal is to eliminate all lead piping by 2040. \\Support the prioritisation of the CNG trial on the Bus Eireann fleet in Cork. `` The vigilance attached to the testing of treated water must be maintained in order to \\Support the continuation of oil refining at minimise the number of Boil Water Notices. Whitegate as a strategic national asset, including the development of renewable diesel from non- `` The water treatment plants in the cities crop based sources. of Waterford, Cork, Limerick and Galway should have a 20% headroom in the \\Continue to promote the Atlantic City Regions interests of accommodating new industry. for industrial investment, particularly for projects requiring significant energy demand harnessing \\Wastewater the current and future available energy supply. `` The discharge of raw untreated wastewater to rivers, estuaries and seas must cease. \\Build on the successful experience gained by This is in non-compliance with the Urban ‘Energy Cork’ to create similar energy clusters in Waste Water Treatment Directive and as the other Altantic City Regions. such is of concern to the EU Commission. If the necessary investment required for these \\Support the important R & D work currently improvements is not provided it will lead to being undertaken at the third level institutions medium to long term problems and more across the Atlantic City Regions. costly resolution.

`` The UWWT Directive requires nutrient reduction on WWTP’s in agglomerations greater than 10,000 population equivalent discharging into sensitive areas. This is not in place in all cases. 38 The Atlantic City Regions — Development & Connectivity

Recommendations – Ports: \\The Academy would also recommend that the recently announced National Flood Forecasting \\The Adare Bypass/Foynes Port Access (N69) Service be implemented with some urgency. The upgrade, the M28 project to Ringaskiddy Port, academy recognises the technical complexity of and the Dunkettle Interchange Upgrade are all such systems and understands that experience required to enable Foynes Port and the Port of in other jurisdictions indicate that it is likely to Cork develop their respective plans for the future take some years to develop a fuly functioning growth and competitiveness of their businesses. service. The N20 project is also important in this context. The re-opening of the rail freight connection \\Finally, the Academy considers that an from Foynes to Limerick should also receive full assessment of climate change resilience and consideration. the preparation of a long term climate change adaptation strategy should also be prioritised. Recommendations – Airports: \\The road infrastructure projects highlighted in the Recommendations – Broadband: Roads section of this Chapter will greatly improve This paper has consistently stressed the need to the ability of both Cork and Shannon airports to enhance the competitiveness of the four Atlantic City attract more passengers. Regions, whose broadband costs currently compare unfavourably with those of the Greater Dublin Area. The Recommendations – Flood Risk Academy has prepared a separate paper on the National Management: Broadband Plan10 which makes a series of detailed policy \\The schemes outlined for the four city regions, recommendations. Two of those are particularly relevant once completed, will significantly reduce flood in the context of the Atlantic City regions: risk for the present day scenario. However, the 1. Develop a fibre-based national grid to provide an potential impacts of climate change will erode available service of not less than 100 Megabits this benefit over time and it is imperative that per second (Mbps) to all homes and 1 Gigabit per detailed studies are undertaken in the short to second (Gbps) to businesses (during peak times), medium term to consider potential long term with the capacity for provision of symmetrical solutions for a range of potential climate change connectivity of 1 Gbps to every home and 10 Gbps scenarios. for businesses, at an additional, internationally \\With regard to the schemes outlined earlier, the competitive cost, where sought by the end user. CFRAM decision support tools such as Multi 2. Irish national broadband wholesale market pricing Criteria Analysis and Cost Benefit Analysis will should be brought into line with competitive EU be used to inform the prioritisation of funding in market pricing. the area of flood relief schemes. Given the long lead-in times, it is important that planning for the projects is progressed with urgency and that funding is made available to implement them on a priority basis.

10. IAE Policy Advisory, National Broadband Plan – Ireland (2016) The Atlantic City Regions — Development & Connectivity 39

B. Policy recommendations: \\The four city regions should be the drivers of \\An audit of the key assets in the city regions economic growth and employment creation, should be carried out to establish the strengths if Ireland is to achieve more balanced regional of each area and analyse the strengths that can development be combined between cities.

\\A complementary policy is needed to address \\There should be an appropriate element of rural economic activity. regional autonomy in investment decisions. Funding similar to the previous proposal for a \\Investment in connectivity between the four Gateway Innovation Fund should be introduced, cities is essential to ensure that they act as a with some of the funds ring-fenced for joint connected network of complementary and projects between the Atlantic City Regions. cooperating urban regions. The no. 1 priority is the M20 motorway between Cork and Limerick. \\Sustainable transport should be a key element of the RSESs including high quality bus services \\The new National Planning Framework and linking the four cities. the Regional Spatial and Economic Strategies (RSES) need to be accompanied by a supporting \\Place-making needs to be a priority in increasing and coordinated infrastructure plan with projects the attractiveness of the urban regions in which identified on a priority and value for money basis to work and live. The RSESs should provide over the life of the plan. Input will be required an overarching framework for the creation of from all of the infrastructure providers. The new places with attractive characteristics and Scottish equivalent of the National Planning infrastructure to stimulate enterprise investment Framework adopts this approach. and to realise economic potential.

\\The RSESs should have the ability to identify \\Promotion of inter-regional opportunities in sites for Strategic Development Zone status the area of Smart Specialisation including for under the Planning Acts. example, in the agri-tech sector. 40 The Atlantic City Regions — Development & Connectivity

APPENDIX A: LIST OF ACRONYMS USED IN THE DISCUSSION PAPER

CASP Cork Area Strategic Plan

CFRAMS Catchment Flood Risk Assessment and Management Study

CFRMP Catchment Flood Risk Management Plan

CIT Cork Institute of Technology

CSO Central Statistics Office

DECLG Department of the Environment, Community and Local Government

EI Enterprise Ireland

EPA Environmental Protection Agency

GDA Greater Dublin Area

GMIT Galway-Mayo Institute of Technology

FDI Foreign Direct Investment

IAE Irish Academy of Engineering

ICT Information and communications technology

LECP Local Economic and Community Plan

MaREI Marine Renewable Energy Ireland

MLD Million litres (of water) per day

NPF National Planning Framework

NRWP National Resources Water Plan

NUI National University of Ireland

NSS National Spatial Strategy

p.e. Population equivalent

PLUTS Planning, Land Use and Transportation Study

RPG Regional Planning Guidelines

RSES Regional Spatial and Economic Strategy

SFPC Shannon Foynes Port Company

SWOT Strengths, Weaknesses, Opportunities, Threats (analysis)

TEN-T Trans-European Transport Network

TWh Terawatt hour(s)

WTP Water treatment plant

WWTP Waste water treatment plant

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