Category Archives: Politics

Waterways Ireland’s pensions burden

Let us suppose that you are an Irish civil service department, whose staff are employed on standard Irish civil service terms.

And let us suppose that your Secretary General’s 65th birthday was on 31 December 2013, by which time she had 40 years’ pensionable service. Her salary was €250,000 a year, so that’s the amount you (the department) paid to her in y/e 31 December 2013. Because of cutbacks, she is replaced, from 1 January 2014, by someone earning half that amount. So what is the cost of SecGens in 2014? Keep it simple: ignore employer’s PRSI and allowances and travel expenses and anything else.

Civil service pensions

In 2014, you will pay the new SecGen €125,000, half the old rate, but you will pay the retired SecGen €500,000, so your total expenditure on SecGens will rise from €250,000 to €625,000. [The timing may not be quite thus, but never mind.]

In 2015, the new SecGen will continue to get €125,000, but so will the old SecGen. So, even though your new SecGen gets half what the old one earned, the total cost to you remains the same.

And so on until the old SecGen dies. But if the new SecGen retires before that, you will have two retired SecGens drawing pensions and one even newer SecGen getting a salary ….

Under ordinary Irish civil service terms, someone who retires is entitled to a pension of one eightieth of final salary for every year of service, up to a maximum of forty years. So a SecGen who started, say, as a graduate entrant at the age of 25, stayed in the civil service and retired at age 65, would be entitled to a pension, for life, of half her final salary.

She would also be entitled to a lump sum of one and a half times her final salary. That’s why, on retiring, she gets an amount equal to twice her final salary: 1.5 times salary as a once-off lump sum plus 0.5 times as pension.

You could argue that that is an absurdly generous arrangement, but that’s not my point here: someone who started work 40 years ago under those conditions can’t be criticised for taking the money they’re entitled to, and it will be a long time before any revisions could take effect.

These pensions are defined benefit, non-contributory and unfunded: no money is put aside by either employees or the employer to meet pension payments in future years. It is assumed that the taxpayer will continue to meet the increasing costs.

Now, that’s all very well for the main-line civil service: it has been in existence for a long time; it’s very large, with a large pay bill; it has had SecGens retiring before and another retirement or two won’t greatly affect the overall cost.

But if you’re a relatively small organisation, dependent on the exchequer for most of your income but without any of getting extra money to pay for pensions, the retirement of one or two senior officials, or of larger numbers of lower-paid employees, could significantly increase your costs while doing nothing to improve your income or the amount of work you do.

That is happening to Waterways Ireland at the moment. I’ll give some details shortly, but first I want to get the pension scheme out of the way.

The woodchuck pension fund

Here is Wikipedia’s version of the tongue-twister about the woodchuck:

How much wood would a woodchuck chuck
if a woodchuck could chuck wood?
A woodchuck would chuck all the wood he could
if a woodchuck could chuck wood!

Coverage of the Waterways Ireland pension scheme in its annual reports reminds me of the woodchuck. I should say immediately that that is not a criticism of WI: it’s down to an accounting standard called FRS 17.

As far as I can make out, this standard requires WI to show in its accounts the entries that it would make for its pension fund, if it had a pension fund, even though it doesn’t have one. It does have a pension scheme, which I imagine sets out the rules about who is entitled to get what, but there is no pot of money put away, guarded by fierce trustees, to ensure that the pensioners of the future will get their money. Here is how I understand it; if I’m wrong (which wouldn’t be surprising), do please correct me in a Comment below.

WI’s balance sheet shows (for 2011) a liability of €66,432,000 and a balancing asset of the same amount; both of them are imaginary figures. Similarly, the income and expenditure account shows the amount that WI (in theory) should have paid in 2011 for the pension benefits that its staff accumulated in that year, along with an imaginary interest charge on its total liability. Those are then balanced by a figure called “Net deferred funding for pensions” which, at €4385000, is by far the largest component of WI’s “Other operating income”.

Obviously that lot would look better if it had corroborative detail to provide artistic verisimilitude, so the accountants or the pensions bods or someone did other calculations of currency translation charges and transfers in and out of the scheme and service costs and so on, all on a non-existent pension fund.

Now, as far as I can see, we can ignore all that. But there are two cash figures that are real and important:

  • one is that WI staff paid (was it under the public service pension levy? or something else?) €230,000 in contributions in 2011, for which they will receive benefits of €2,744,000, ie twelve times what they put in
  • the other is that in 2011 WI paid out €934,000 in actual pension
    benefits to people who had retired by then. That presumably includes
    any retirement lump sums.

Incidentally, WI’s 2011 accounts (the most recent available) make no mention of the North South Pension Scheme (see below), of which WI is a member. Perhaps the stuff in WI’s accounts is about its imaginary portion of a combined but equally imaginary fund under the North South Pension Scheme. The meetings of the NSPS CEO Pension Committee, which “exercises trustee-like functions” [seriously: see below], must be fun.

Not being an accountant (I feel I lack the necessary creativity), I am interested in the actual cost to WI of the benefits it pays out to folk who retire.

Retirements

I asked WI how many people retired in 2012 and 2013 and how many were expeected to retire in the next three years.

WI retirements 2012–2016

Figures for 2012 and 2013 are actual; those for later years are expected. Source: Waterways Ireland

Those who retired were:

  • 2012: 3 lockkeepers, 1 boatperson, 1 director of marketing, 1 mechanical fitter, 1 general operative [GO] plant operator B, 1 preserved pensioner
  • 2013: 1 chief executive, 1 clerical officer, 1 GO, 2 GO chargehands, 3 GO plant operator As, 1 GO plant operator B, 1 boatperson, 1 boatperson/skipper, 1 lockkeeper.

WI could not say what grades were expected to retire in 2014, 2015 and 2016. If they did, of course, I’d be able to guess which senior managers were about to retire; as it is, I have to rely on rumours. WI was able to predict the lump sum and pension payouts for 2014–2016, so I suspect it has a good idea who intends to retire.

The total number retiring in those five years is 81, which is about a quarter of the entire WI staff (currently 325). That’s a big proportion of the staff. No doubt it reflects the age profile of staff who transferred into the organisation but the figure may be boosted by the Hutton Push [see below].

Lump sums

Here is what WI expects to pay out in retirement lump sums in 2014, 2015 and 2016, and what it actually paid out in 2012 and 2013. Note the big increase in 2014. These sums are paid on retirement and are not recurring: in other words, they are made only to those who retire in the year in question.

Actual amounts for 2012–2013; predicted amounts for 2014–2016. Source: Waterways Ireland

Actual amounts for 2012–2013; predicted amounts for 2014–2016. Source: Waterways Ireland

If all lump sums are 1.5 times final salary [something of which I can’t be certain], then we can work out the total of the final salaries of the retiring employees.

Source: actual and forecast lump sum payments divided by 1.5

Source: actual and predicted lump sum payments divided by 1.5

And, as we know the number of people expected to retire in each year, we can work out the average final salary for each year.

Source:  estimated total final salaries divided by expected numbers of retirees

Source: actual and predicted total final salaries divided by numbers of retirees

It looks as if some senior staff may be expected to retire in 2014.

Annual pension payments

The lump sum amounts are paid only to those retiring in the year in question, whereas the annual pension payments include those to people who started drawing pensions in 2011 and earlier years. But the lump sums are once-off, whereas the annual payments will continue to increase as more people retire.

Source: Waterways Ireland figures for total pension pay-outs less lump sums

Source: Waterways Ireland figures for actual and predicted total pension pay-outs less lump sums

The effect on WI’s finances

The totals of the lump sums and annual pension payments show how much WI has to pay out in each of the five years.

WI totals of actual and predicted pension pay-outs

Totals of actual and predicted pension pay-outs. Source: Waterways Ireland

The figure shown in the 2011 accounts was €934000. By 2016, the total will be two and a half times that: €2377000.

Remember that this is an unfunded pension scheme, so the increase comes out of WI’s ordinary allocation of money from its sponsor departments. And that allocation will not be increased: both governments want to cut WI’s income, although one government wants to cut more than the other does. If the RoI government has its way, by 2016 WI’s income will be just under 66% of the 2010 figure: a cut of one third in six years.

According to the last available accounts, WI’s main cost is staff: €21,903,000 in 2011. But that figure includes €5769000 in pension costs, €934000 of which was benefits paid out while the rest was special magical imaginary payments to the pension fund; the real staff cost (excluding agency staff and employer PRSI/NIC contributions) was €14411000.

Between 2011 and 2016, the increase in pension costs means that an extra €1443000 has to be found and, as staff costs form the main element of WI’s expenditure, it is likely that the staff budget will bear much of the burden.

The Hutton push

One factor that may be prompting some WI staff to retire as soon as they can, thus pushing up the lump sum payments in 2014, is the possibility that some changes, recommended by the UK’s Independent Public Services Pensions Commission [the Hutton Commission], might be applied to the North South Pension Scheme that covers Waterways Ireland. On 30 April 2013 Martin McGuinness [SF, Mid-Ulster, Deputy First Minister] reported to the Northern Ireland Assembly on the North/South Ministerial Council [NSMC] institutional meeting held on the previous day.

Jim Allister [Traditional Unionist Voice, Antrim North] asked him about the pension scheme:

The pension scheme for those bodies entails lavish employer contributions. In one case, over 31% of salary is contributed by the employer and a mere 1·5% is contributed by the employee. When will that lavish squander be addressed by bringing the scheme into line with what exists in the Civil Service scheme? Is it good enough for it simply to be pushed back for another six months? Why not address it now instead of looking at it further down the road?

The ever-patient Martin McGuinness responded:

At the NSMC meeting on 28 March 2013, we noted that the NSMC approved an amendment to the North/South pension scheme, which means that increases to the scheme for benefits paid in the northern currency will be in line with the consumer price index. Prior to that, they were increased in line with the retail price index. The amendment ensures that the North/South pension scheme follows public sector pension policy, as agreed by the Executive.

We also noted that the two Finance Departments are in discussion about how to further amend the scheme. These amendments will ensure that northern members are not immune from pension reform. The first amendment will increase employee contributions on average from 1·5% by 3·2 percentage points. That will align with the employee rates payable from April 2014 in the principal Civil Service pension scheme here in the North. The second amendment will introduce, by April 2015, the wider Hutton reforms, such as the introduction of a career average revalued earnings scheme and a linkage between the North/South pension scheme age and the state pension age.

The scheme was raised in the Dáil on 17 December 2013 in a written question to the Department of Public Expenditure and Reform.

Dara Calleary [FF, Mayo] asked the minister:

[…] the discussions he has had in relation to the North/South pension scheme; if the proposed amendment rules as notified from officials in the Department of Finance and Personnel and his Department will apply to southern based employees of Waterways Ireland; and if he will make a statement on the matter.

The minister, Brendan Howlin [Labour, Wexford] replied:

Five of the six North/South Implementation Bodies, including Waterways Ireland, along with Tourism Ireland, operate the North/South Pension Scheme (NSPS). The Scheme is unique in covering public sector staff employed on both sides of the border; staff of the affiliated employers in this jurisdiction are automatically members of the Scheme. The Chief Executive Officers of the relevant NSPS bodies and Tourism Ireland meet as the NSPS CEO Pension Committee, which exercises trustee-like functions in relation to the Scheme.

As Minister for Public Expenditure and Reform, I am jointly responsible, along with the Northern Ireland Minister for Finance and Personnel, currently Mr Simon Hamilton, for the rules of the North/South Pension Scheme, and in particular for approving amendments which may be proposed to those rules. In exercise of my responsibilities in relation to the Scheme, I and my officials have engaged in correspondence and discussion about reforms to the NSPS rules with my counterpart Northern Ireland Minister and his officials.

Review and reform of existing pension arrangements, including public sector pension arrangements, has been an ongoing feature of the pensions landscape in Ireland and the UK over recent times. In this context it is natural that reforms to the North/South Pension Scheme would arise for consideration, and proposals in this regard have been discussed with the NSPS CEO Pension Committee.

Pending further development of these proposed reforms, and mindful that there is ongoing discussion with trade union interests on the proposed changes, I do not intend to elaborate at this juncture on the possible final specific content of the rule amendments which may arise. I can however confirm to the Deputy my intention that the changes will, to the extent that is consistent with legal norms in each jurisdiction, apply to southern and northern NSPS members alike, including staff of Waterways Ireland in this jurisdiction. This uniformity of application would reflect the fundamental all-Ireland character of the Scheme, to which successive Governments have been committed.

That doesn’t tell us much about the likely effects on the take-home pay of WI staff, or the pensions and lump sums of retired staff, and I have no inside information about what is proposed or likely. But you can see why WI staff who are near retirement age might be tempted to get out before their conditions are worsened.

 

Waterways Ireland organisation chart

Here, courtesy of Waterways Ireland, is an organisation chart, revised on 13 November 2013, showing the numbers of employees in each division. Click on the chart to expand it.

Waterways Ireland organisation chart November 2013

Waterways Ireland organisation chart November 2013

Hospital barge

Richard Hare, writing in Practical Boat Owner February 2014, drew my attention to this ww1 poem by Wilfred Owen..

A threat to an existing navigation

I have a page here about the River Maigue, one of Ireland’s oldest improved navigations. Incidentally, the river’s name is locally pronounced Mag, to rhyme with bag.

In 2009 I wrote to the Powers That Be to suggest that the (much to be desired) bypass of Adare, a major bottleneck on the N21 Limerick–Tralee/Killarney road, should pass to the south of the town, thus avoiding the interference with the navigation that would undoubtedly have resulted from a northern bypass. It was no doubt the strength of my case, and a recognition of the importance of the navigation, that caused the Powers to opt for a southern bypass. A proposed link to a proposed M20 Limerick–Cork motorway may have been a minor factor in their decision: as nobody was going to build a motorway to Kerry, Adare would piggyback on the motorway to Cork.

However, An Bord Pleanála overturned the decision [PDFs available here] because the M20 proposal was withdrawn. The Irish Cattle and Sheep Farmers’ Association is pleased because it wanted a northern bypass of Adare, to be linked to a new road from Limerick to the port of Foynes; its submission on the matter is here [PDF]. A Limerick ICSA chap has a letter to the editor about the Foynes link in the current issue of the Limerick Leader, although it’s not yet available online.

Now, this proposal has the drawback that it might actually be slightly sensible: a better road to Foynes might stop people agitating for a restoration of the railway line and enable a speedy ending of port activities in Limerick, thus removing large piles of scrap from the riverside. But have the ICSA not considered the damage to the turf-boat traffic to Adare if a road bridge is added to the railway bridge downstream of Adare?

Erne

As I understand it, the level of Lough Erne, and the occasional need to use its only lock, at Portora, are both determined by the operations of the Lough Erne hydroelectric scheme, although most of the lake, and the lock, are in Northern Ireland, while the hydroelectric stations, at Cliff and Cathaleen’s Fall, are both in the republic. The Erne scheme is less well known, and has been less often written about, than the Shannon scheme at Ardnacrusha, so it is good to note that two Ballyshannon men, Dessie Doyle and Brian Drummond, have written a book about the Erne scheme.

Unfortunately it is not clear from Messrs Lilliput Press’s website whether the book has already been published or is to appear some time in 2014. No publication date is given, but on the other hand it is not in the list of forthcoming books, but that list does not extend beyond November 2013. I would be glad to be able to carry reliable information, but I regret that I am unable to do so.

Draining Lough Derg

The ESB is currently letting more water down the old course of the Shannon, from Parteen Villa Weir through O’Briensbridge, Castleconnell and the Falls of Doonass. This channel gets the first 10 cubic metres per second from the Shannon; the next 400 go through Ardnacrusha and anything left over is sent down the old course.

The result is to help to reduce the water level on Lough Derg while raising it on the old course.

The footbridge in Castleconnell at normal summer level in 2002

The footbridge in Castleconnell at normal summer level in 2002

The footbridge on 1 January 2014

The footbridge on 1 January 2014

Before Ardnacrusha was built, the old channel took the entire flow of the Shannon, so it can take more than it has now.

The footbridge in the floods of November 2009

The footbridge in the floods of November 2009

The level is still below that of 2009, when the land around the old channel flooded in several places. But much land is waterlogged: I saw yesterday that the upper reaches of the Nore, the Barrow and other rivers were in flood. And more rain is forecast.

Wouldn’t it be nice if some of that could be sent to Dublin instead? I see that some folk claim (on what looks like a website that hasn’t been updated for a while) that the evil Dublin folk want to extract 350 million litres of water from the Shannon every day; the original idea was to take it from Lough Ree but now it seems that Lough Derg is the preferred source.

Now 350 million litres sounds like a lot, but it’s 350 000 cubic metres per day, 14 583.3 per hour, 243.05 per minute, 4.05 per second, which is less than 1% of normal flow through the two channels draining Lough Derg. There’s a lot more at the moment, and the good citizens of Dublin are welcome to come down and fill their buckets. I suspect that Clare TD Michael McNamara has got things out of proportion.

Addendum: 350 million litres per day, over a lake whose area is 130 square kilometres, would lower the level of the lake (if my calculations are correct) by 2.69 millimetres. If no water entered the lake, the level would be down 983 mm after a year, ignoring evaporation and other abstractions and assuming that the Shannon and other tributaries no longer flowed in and that there was no rain.

Saving the nation part 97

Clip_resizeThat’s from the government’s Medium Term Economic Strategy 2010 [PDF]. Not a word about the Clones Sheugh, which would undoubtedly save the economies of both jurisdictions on this island, but perhaps it will qualify for one of the new models of infrastructure funding mentioned hither and yon in the document.

Maybe the Sunbeds Bill would be more interesting – or more important.

PS Folk who write “between both” should be flogged naked through the streets before being hanged in the marketplace.

Asking questions

It is always pleasing to learn that powerful folk take an interest in the humble pleasures of the proletariat. Thus, back in 2003, many a plebeian heart leapt with joy on learning that Tha Lord Laird o Artigarvan [as we say in Ulster Scots] was asking questions of Her Majesty’s Government in the House of Lords about Waterways Ireland developments on the River Shannon at Limerick, Boyle, Ballinasloe, Ballyleague, Shannonbridge and Scarriff.

Alas, it seems that Tha Lord Laird, who once had the highest expenses in Their Noble Lordships’ House, may not be asking questions in the House of Lords for some time. He resigned the Unionist whip in June; it appears that he may now be suspended from the House of Lords, whose members he esteems. It really take the biscuit.

Money from the bog

To a small extent reclamation is now going on in Ireland; Mr M’Nab, of Castle Connell, county Limerick, has reclaimed 80 acres of the worst red bog, devoid of vegetation and 20 feet deep. It was drained, then coated with the subsoil, and the land which was not worth 2s 6d per acre is now worth 30s per acre.

Thus Robert Montgomery Martin in his Ireland before and after the Union with Great Britain third edition with additions; J D Nichols and Son, London; James McGlashen, Dublin 1848.

I have written here about Mr Macnab (that was how the spelling settled down) and his talent for extracting money from the bog at Portcrusha, which is between Castleconnell and Montpelier, Co Limerick. It seems that his achievements are still remembered — and emulated.

Incidentally, in the same work, published in 1848, Mr Martin refers to the

… large practical mind, great experience,  and Christian philosophy …

of Sir Charles Trevelyan.

“Ireland has no inland waterways …” says Minister for Transport

Those very words came from Leo Varadkar [FG, Dublin West], Minister for Transport, Tourism and Sport, in a written answer to a Dáil question on 3 December 2013.

I have, of course, quoted him selectively and out of context. The full sentence was

Ireland has no inland waterways within the definition of the EU legislation as Ireland’s inland waterways are not navigable for commercial traffic and we do not have any interconnected inland commercial transport for the purposes, or on the scale, envisaged by EU proposals in this area.

The poor man was responding to yet another question from the Pest of the Royal Canal, Maureen O’Sullivan [Ind, Dublin Central], who was continuing her misguided campaign to get public money from anywhere at all to replace Effin Bridge, the lifting railway bridge at Newcomen Bridge over the Royal Canal in Dublin 1. I reported on her campaign here, here and here, with the last of those showing that current demand for passages is less than the (admittedly restricted) supply. That being so, I cannot see how any expenditure on replacing Effin Bridge could be justified, especially in the country’s current situation and with Waterways Ireland desperate for money. I would, of course, have no objection to any voluntary fund-raising campaign that Ms O’Sullivan might initiate.

Ms O’Sullivan questioned two ministers on 3 December. She asked Leo Varadkar:

…  if his attention has been drawn to Inland Waterway Transport Funding, the Funding Guide for Inland Waterway Transport in Europe published by the European Commission’s Directorate General for Energy and Transport in 2008; the reason the 19 countries’ inland waterways systems referenced in the publication does not include Ireland; if he will ensure that any future edition of the guide will contain a country profile for Ireland including information on major inland waterways and ports together with an overview on the national inland waterways transport funding policy, funding programmes and institutions; and if he will make a statement on the matter.

The saintly and erudite minister replied:

The Funding Guide that the Deputy refers to was published following the launch of the 2006 NAIADES Action Programme, a multi-annual programme on the promotion of inland waterways transport. The Commission has recently decided to update and renew this programme until 2020. Ireland does not have a country profile in the Funding Guide as, in general, Ireland is exempt from EU inland waterways rules and proposals since they relate to waterways of a greater size and carrying a greater capacity of goods than exist in Ireland. The European Union’s inland waterway network spans 20 Member States with about 37,000 kilometres of inland waterways. Every year, these transport around 500 million tons of cargo, in particular in the densely populated and congested areas of Germany, the Netherlands, France and Belgium.

Ireland has no inland waterways within the definition of the EU legislation as Ireland’s inland waterways are not navigable for commercial traffic and we do not have any interconnected inland commercial transport for the purposes, or on the scale, envisaged by EU proposals in this area.

My Department is responsible for licensing all commercial inland craft in Ireland. There are no commercial cargo craft on Ireland’s inland waterways, apart from some small workboats. There are a number of domestic passenger boats and ships operating locally as tourist excursion vessels.

Ireland keeps a watching brief on EU inland waterways matters, mainly to ensure that any proposals do not conflict with, or overlap, the existing maritime safety regimes.

I expect that Ms O’Sullivan will be back shortly to propose the setting up of a horse-drawn barge fleet on the Royal Canal, returning Ireland to the late eighteenth century, to which the Irish left (and republicans) seem so devoted.

Her other questions were to Jimmy Deenihan [FG, Kerry North/West Limerick], Minister for Arts, Heritage and the Gaeltacht. She asked:

… if he will identify the various State agencies whose operations bear upon the management of the Royal Canal and the steps they are taking, individually or collaboratively; if he will increase commercial-leisure use of the Royal Canal since the reopening of Spencer Dock to navigation in 2010; and if he will make a statement on the matter.

… if the European Regional Development Fund has been considered as a possible source of funding towards the costs, estimated at over €5 million, of overcoming obstacles to navigation, namely, the lifting bridge and the fixed Spencer Dock bridge on the sea level of the Royal Canal; and if he will make a statement on the matter.

The patient and polite minister said:

[…] Waterways Ireland is the navigation authority for the Royal Canal and is responsible for the management, maintenance and development of the Royal Canal, principally for recreational purposes. Waterways Ireland undertook the work to re-commission the Royal Canal prior to its reopening in 2010 and continues to develop the canal and its facilities, and promote its use for recreation.

I am advised that Waterways Ireland has not sought funding to redevelop the lifting bridge referred to by the Deputy and has no plans to seek such funding at this time. Ongoing operation of the bridge continues to be kept under review with Iarnród Éireann, while Dublin City Council remains responsible for the operation of the Spencer Dock Bridge at Sheriff Street.

And rightly so.

Note that the €5 million figure referred only to Effin Bridge; replacing Sheriff Street Bridge would be another kettle of fish.