Category Archives: Ashore

How low can you get?

Here’s a report from Hawthorn about Shannon water levels; here is a press statement from a political chap on the matter [PDF]; here is a post showing quite how important agriculture is to the Irish economy.

In brief: it isn’t. As Constantin Gurdgiev says:

[…] Irish agriculture is an extension of the welfare state, in so far as most of the value added in it is provided for by the subsidies.

Given that the sector as a whole includes the relatively small number of productive farms, the value of marginal farms may well be negative. Those occupying such land should be encouraged to abandon it and to take up some more productive activity elsewhere; Mongolia seems like a good bet. Activities designed to help the landlords to continue to pretend to be engaged in an economic activity are a waste of resources.

The mysterious Pill

Some questions and speculations about trade on St John’s Pill in Waterford.

The Ulster Orangeway

I am happy to say that the ineffable Professor Billy McWilliams [Visitin’ Lekturer at the Ulster Scots School o’ Dancin’, Ballymena] has provided the answer to one of WI’s problems. I have pointed out that a walking route along the Clones Sheugh would be much cheaper than a restored canal; Professor McWilliams has shown how to make such a route more attractive to members of the Ulster-Scots Community. WI could adopt his idea from Comber and declare the route to be the Ulster Orangeway.

The decreasing importance of cruising

I wrote here about the continuing decline in the numbers of boats recorded as passing through locks (and moveable bridges) on the Shannon. For the first five months of the year, the total number of recorded passages was jusst over half what it was in 2003. Maybe the current hot weather will increase the numbers, but the long-term trend has been downward for ten years, despite a Celtic-Tiger-inspired spike in usage by private boats.

I don’t know to what extent that decline affects Waterways Ireland’s policy-making. Are the hundreds of economists, marketing gurus, MBAs and other high-powered bods in WI’s marketing department engaged in a major search for new and profitable markets? Certainly its sponsorship programme [can’t find info on the WI website], its lists of events and its descriptions of activities are much broader in scope than mere boating, and even within that category small-boat activities are prominent.

WI is cooperating with other official bodies in developing walking [h/t Industrial Heritage Ireland] and cycling routes [h/t KildareStreet] and. with the Irish Sports Council and Irish Leisure Consultants, it has recently published A Guide to Planning and Developing Small Vessel Water Trails in Ireland [PDF]. WI does not, as far as I know, have a strategy for promoting increasing use of its waterways by cruising boats (private or hired), although I’d be happy to be corrected about that if I’m wrong.

All of this is good stuff, and I’m all in favour of widening the, er, user base (apart from those events for which people dress in fluorescent underwear and run around the streets: I share the late Mrs Patrick Campbell’s concern for the horses).

But three points strike me. The first is that the older waterways businesses — hotel boats, hire firms, marinas — involved capital investment and created reasonable numbers of jobs. I do not know whether Waterways Ireland measures employment, or other economic benefits, as an output of its sponsorship, marketing and organisational activities but it seems to me that it would be nice if it were able to show that the benefits outweigh the costs. It would also be interesting to know to what extent the newer activities can profitably attract tourists from overseas: with the water trails, for instance, is it possible for anyone to make a profitable business out of overseas visitors, given the costs of marketing and selling, or are these trails purely for the domestic market?

The second point is that one sector, that of professional event organisers, may indeed be benefiting from WI’s support. But if that disempowers local or voluntary groups, renders them unable to run events without professional assistance or makes the cost of doing so too high, it may not be an unmixed blessing.

The third is that there is a representative body for owners of inland cruising boats, but these new activities do not have inland-waterway-specific user bodies (if they have user bodies at all). That, I think, must make for a different type of relationship between the service provider, Waterways Ireland, and the users: most inland cruiser owners have nowhere else to go, but canoeists or anglers or walkers can easily switch to the sea or to non-WI inland waters, so WI has to compete for their custom.

This piece is written not to provide answers but to ask some questions.

 

 

No worst, there is none.

Pitched past pitch of grief,
More pangs will, schooled at forepangs, wilder wring.
Comforter, where, where is your comforting?

And no more licensed marked fuel traders [.xls] on the Shannon either.

The Exchequer Bill Loan Commission

I noted the other day that the North South Ministerial Council’s inland waterways meeting discussed how it might get the Irish government off the hook of its rash promise to fund the Clones Sheugh. It noted that:

[…] sponsor departments have agreed to examine the potential social benefits and leveraged funding opportunities in that context.

The interesting point is that the blasted thing wonderful investment opportunity was originally funded, using the same excuse, by a loan from the Exchequer Bill Loan Commission set up under the Poor Employment Act 1817. John Strettell Brickwood, Secretary to the Exchequer Loan Commissioners for Public Works [sic], said* that the Commission’s first £1.5 million was allocated in 1817 and that by 1835 £5.5 million had been advanced.

Of that, £200,000 (at 3¼% interest) was allocated to Ireland in 1827 and the Ulster Canal was allocated £120,000 of that; it drew down £40,000 in 1833 and the same again in 1835. Mr Blackwood said that the Ulster Canal money was issued under an express act of parliament, leaving the commissioners no discretion. There would be no repayment until the canal was complete, with the interest and principal payable only from the prospective income.

Isn’t economic development wonderful?

First and Second Reports from the Select Committee appointed to inquire into the amount of advances made by the Commissioners of Public Works in Ireland with the Minutes of Evidence, Appendix and Index Ordered, by the House of Commons, to be Printed, 26 June and 27 August 1835

 

 

 

If …

… Revenue can operate a diesel rebate scheme for road hauliers and bus operators, why can’t it do the same for farmers?

And if it can do that, what further reason is there for the continued existence of marked (green) diesel?

The multitudinous seas incarnadine …

… making the green one read? The green one being the list of licensed marked fuel (green diesel) traders [xls], which shows no new licensed traders on the Shannon, the Erne or (since list week’s addition of Lowtown Marine) the Grand Canal.

Not Grand

Limerick’s SmarterTravel initiative aims to promote cycling, walking, car sharing and public transport. It has a little leaflet (I can’t find a downloadable version) describing five walking and cycling routes and including information on bus routes, a cycle to work scheme and car sharing.

One of the cycling and walking routes is along the towing path of the Limerick Navigation from Limerick to Plassey. It is described thus:

The Tow Path was part of the Grand Canal system stretching to Dublin and was used by the Guinness brewery to bring stout to Limerick.

The towing-path was not part of “the Grand Canal system”, although I suppose it might be described as a facility used by the Grand Canal Company. The Park Canal in Limerick, and the towing-path on the river navigation to Plassey, were not built or owned by the Grand Canal Company; they were part of the independent Limerick Navigation until subsumed into the Shannon Navigation in the 1840s. The Grand Canal Company was permitted to use its vessels on the navigation when it began carrying cargoes, which it did for, amongst others, Guinness; Guinness itself did not own or operate boats on the Shannon Navigation or the Limerick Navigation.

 

Bottles in Limerick

Limerick has a new Economic and Spatial Plan, with lots of downloadable files and the general tone of a letter to Santa Claus. It has lots of adjectives, though, and fashionable concepts; all it lacks is money.

It wants a renaissance of the Limerick waterfront. It seems, though, that that doesn’t mean lots of dockers unloading timber, turf boats from Poulnasherry Bog, ships taking the ground at low tide, gales throwing vessels against the bridge, mills at Curragour, tolls on the bridges or other features of past life along the quays. Instead there will be things like this:

A New Public Waterfront

 Arthur’s Quay Park will be transformed into a signature Waterfront public space that draws visitors, hosts special events and provides a key stopping point within the City Centre and along the Waterfront and Riverwalk;

 This new Riverside Park will run the length of the City Centre from Sarsfield Bridge through where Sarsfield House currently stands, along between the Hunt Museum and the River and over a new pedestrian bridge into a pedestrianised Potato Market area linking up to the upgraded King John’s Castle tourist attraction;

 A new appropriately sized iconic building could be developed in the new Riverside Park on the former Dunnes Stores Site to accommodate tourism/cultural uses;

 New landscape, trees, surfaces, lighting, furniture, public art and interpretation should be structured to create a landmark WaterfrontPark, designed to international standards reflecting the prominence of this location within Limerick;

 A new space should be defined to host public events including celebrations, performance, festivals and start and finish points to Limerick based marathons and races;

 Clear, high quality pedestrian connections from Patrick Street and O’Connell Street and Henry Street would draw people to the Park;

 Signage and materials should identify the water’s edge as part of the continuous Riverwalk linking bridges across the Shannon and the two sides of the Shannon River;

 A new public open space should be created at the Sarsfield House site in the event of government office relocation, to reveal the view north along the Shannon to King’s Island from the City Centre and extend Arthur’s Quay Park;

 The Waterfront and public space at the Hunt Museum should be strengthened to provide an intimately scaled green space with external seating from the Hunt Museum restaurant and destination in its own right along the Riverwalk.

What is being proposed here (page numbered 99; page 124 of 172 in An Economic and Spatial Plan for Limerick [PDF]) is that Sarsfield House should be demolished and the area above the Custom House moorings would be opened up, with citizens not just permitted but encouraged to enter. Later on (page 108; PDF page 133 of 172) we read this:

Limerick Quays will be defined as the principal visitor and entertainment zone in the City  Centre – passive and active – accommodating a new visitor destination, walking, as well as eating and drinking in bars and restaurants that will activate the quays overlooking the River. This will be fully pedestrianised.

Now, that’s all very nice in theory, but what it means in practice is that any boats moored at the only safe moorings in Limerick, at Custom House Quay, will be within range of any bottles that may be thrown by the less domesticated portion of the citizenry, on their way home from getting tanked up in the bars and restaurants.

But perhaps the planners have thought of that and solved it in their own way. Figure 36: City Centre Proposals – Aerial View 1 on page 116 (141/172) is an aerial photo with coloured bits added; it shows the Custom House moorings. But Figure 37: City Centre Proposals – Aerial View 2 on page 117 (142/172), taken from a different angle, shows the pontoon at the corner of the weir, and the water space in the corner behind the Custom House, but the mooring pontoons have disappeared.