Wind farm nimbyism means 10,000 jobs just went to Ireland

We're saving money, but Ireland is getting the work.

Yesterday the UK and Irish governments signed an agreement that could see British businesses and consumers funding wind farm developments in Ireland that will export electricity to the UK. As a way of mollifying wind farm critics and keeping costs down, the UK government’s approach is understandable. But the majority of Brits who favour wind power may question why they are paying for jobs in Ireland when unemployment is still at 7.7 per cent at home.

The scale of wind farm development in Ireland that may result from yesterday’s agreement is huge. One project alone, called Greenwire, could see 700 wind turbines with 3GW of generating capacity being built. The UK has a target to generate 30 per cent of its electricity from renewables by 2020 so this project could contribute a tenth towards that goal.

To enable projects like Greenwire to go ahead the UK Government will need to provide financial incentives to developers. If they use the same approach as has been proposed for developments within the UK, the government will guarantee developers a set price for the energy they produce. The money required to meet this guarantee will come from increases to the energy bills of consumers and businesses.

In one sense this is a sensible move. Despite onshore wind power being the cheapest renewable technology, there is a vigorous campaign against expanding its use in the UK. If the growth of onshore wind is restricted and options for producing renewable electricity are limited to the UK’s borders, more expensive technologies, particularly offshore wind, will be needed as an alternative. The Greenwire developers claim their project will actually save consumers and businesses £7 billion compared with a scenario in which an equivalent amount of offshore wind was built.

So far, so good. But there is a catch: by outsourcing the generation of cheap onshore wind power to Ireland, Britain will miss the opportunity to create good quality jobs, develop skills and secure a comparative advantage in a burgeoning sector with huge global potential. Greenwire alone will create 10,000 new jobs in Ireland during its construction phase and 3,000 jobs in the longer term, so the developers claim. These are jobs that could be going to Brits.

Greenwire is a concrete example of how anti-wind farm campaigns could cost the UK jobs and growth.

Campaigners tend to be concerned about the aesthetic impact of wind turbines on the countryside and this must be taken into account. Less valid, however, are claims often made about the effectiveness of wind power technology. The Institute for Public Policy Research has shown that wind power is an effective way to reduce carbon emissions. Furthermore, challenges posed by the variable nature of how much electricity wind farms produce, because the wind doesn’t always blow, are often overstated. This variability can be easily accommodated by the grid, posing no threat of power interruptions, at the levels of deployment expected for the technology by 2020.

The scale of opposition to onshore wind often seems larger than it is. This is because campaigners concerns have been amplified by certain segments of the press and championed by several government ministers including the Energy Minister, John Hayes. In fact most of the UK public consistently supports expanding the use of the technology.

These supporters should get angry if their money is used to support wind farms in Ireland instead of the UK, because major job and economic opportunities will be lost.

Editor's note: The headline of this piece was changed on 25 January at 15:45

Wind farms. Photograph: Getty Images

Reg Platt is a Research Fellow at IPPR. He tweets as @regplatt.

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.