Category Archives: Restoration and rebuilding

Sliabh Aughty Furnace Festival

I don’t know how many people are aware that there were once extensive ironworks [which used water transport] along the lower western shore of Lough Derg and in the foothills of Sliabh Aughty. The existence of a townland called Furnace, near Whitegate, might be a clue, I suppose. Ger Madden had an article on “The Iron Works of Sliabh Aughty” in Sliabh Aughty: East Clare Heritage Journal No 7 [1997]; he told me the other day that the works burned an acre of oak every day during the season. That bears out what J H Andrews said in “Notes on the Historical Geography of the Irish Iron Industry” [Irish Geography: bulletin of the Geographical Society of Ireland Vol III No 3 1956]:

[…] the Irish woods were exploited [for charcoal] with an extravagant disregard for the future supply position, although at first the conversion of woodland to permanent pasture could have been justified in many cases as a rational long-term economic decision. […] [Cpppicing was] never adopted in Ireland, even by such enlightened land owners as Sir William Petty, so that even a small forge or furnace could despoil its woods at an alarming rate.

Ger and others in Mountshannon have now organised the Sliabh Aughty Furnace Festival, to be held in Mountshannon on 20 and 21 September 2013. The leaflet says:

In the 17th and 18th century, the western shores of Lough Derg were the setting for an intensive iron industry. Although little known, it has left many traces in the landscape and various archives.

The Sliabh Aughty Furnace Project is hoping to safeguard these monuments for the future, research the history and develop the story as a touristic attraction. […]

The festival caters both for those with a deep interest in the subject and for those who might like a lighter approach. For the first group, there is a series of talks in the Mountshannon Hotel, running from 1030 to 1630 (with an hour for lunch):

1030 Paul Rondelez “Iron production in the Sliabh Aughty mountains”
1100 Mary Sleeman “Heritage and the law”
1200 Gerard Madden “The Emmerton Papers” [an archive with valuable
information about the Clare ironworks]
1230 Professor Audrey Horning “Archaeology and early industry in Ireland and
the Americas” [yes, there is a direct link]
1400 Dr Colin Rynne “Industry on the Shannon”
1430 Dr Christy Cuniffe “An elusive foundry in the Slieve Aughty foothills: the
work of T Clarke”
1530 Sean Spellissy “Expanding on Slieve Aughty”
1600 Ewelina Rondelez “The Sliabh Aughty Furnace Project”

The Aistear Iniscealtra Park [the maze] will have events including blacksmithing, charcoal production, a living history tent, sword-fighting demonstrations, 17th century games, a knitting demonstration, an exhibition on the ironworks, stalls with local produce and a barbecue.

All of that for €10 (adult rate; under-16s €5, toddlers free).

On the Sunday there is a guided tour of the remaining furnaces, leaving the harbour at 10.30am: free if you use your own transport, €20 by bus.

There is a website here with full details including information about accommodation in the area.

 

Archives workshop: a reminder

I mentioned, back in April, that an interesting-looking workshop is scheduled for Belfast on 8 September 2014. It’s being held in the Public Record Office of Northern Ireland [PRONI] in the Titanic Quarter and there’s an optional extra tour and reception on the SS Nomadic afterwards. This post is a reminder.

The programme covers waterways, roads, railways and flight. For this site, the opening session is of great interest: Dawn Livingstone, CEO of Waterways Ireland, is to talk about an interactive archive for Waterways Ireland.

By air, sea and land

By air, sea and land

The workshop is being organised for PRONI by A²SN, the Archives and Artefacts Study Network, supported by the Historical Model Railway Society, the Business Archives Council and the Postal History Society.

The [two-page PDF] brochure is downloadable here PRONI transport archives workshop. The workshop fee is £20/€25 with an extra £3/€3.50 for the SS Nomadic visit. Sterling cheques are accepted; there is provision for paying in euro by online banking.

 

Effin mensuration

Statue of Dr Johnson near his birthplace in Lichfield

Statue of Dr Johnson near his birthplace in Lichfield

The learned readers of this site will not need to be reminded of the sapient advice of the late Dr Samuel Johnson:

[…] no man should travel unprovided with instruments for taking heights and distances.

There is yet another cause of errour not always easily surmounted, though more dangerous to the veracity of itinerary narratives, than imperfect mensuration. An observer deeply impressed by any remarkable spectacle, does not suppose, that the traces will soon vanish from his mind, and having commonly no great convenience for writing, defers the description to a time of more leisure, and better accommodation. […]

To this dilatory notation must be imputed the false relations of travellers, where there is no imaginable motive to deceive.

Samuel Johnson A Journey to the Western Islands of Scotland W Strahan and T Cadell 1775

The good doctor would, I think, have welcomed the invention of the digital camera with inbuild chronometer. Equipped with just such a device I arrived yesterday at the first lock on the Royal Canal to witness the lifting of the railway bridge and the passage thereunder of fleets of boats. I thought it would be interesting to record how long each stage took.

I have written before about this bridge: reporting a question by Maureen O’Sullivan TD in October 2013 and another in November 2013 and providing statistics on usage a few days later:

  • only 58 boats went through in 2013
  • the bridge was lifted on seven dates
  • two other scheduled lifts were cancelled as no boats wanted to travel
  • Irish Rail charged Waterways Ireland €1200 per weekday lift and €2000 per weekend lift.

The first 45 minutes

A lift scheduled for early July 2014 was cancelled; yesterday’s lift catered for just two boats, whose passage was assisted or monitored by eight Irish Rail staff and four from Waterways Ireland. Four of the Irish Rail people may have been in training as others seemed to be demonstrating things to them, but that’s only a guess. Three of the WI staff travelled together in WI’s stealth van and operated the first lock; the other, who travelled separately in a 4WD vehicle, visited from time to time. As far as I could see there was no contact between the Irish Rail and WI teams.

The bridge was scheduled to be lifted by 1100.

Before the lift 0945

Before the lift: 0945. The lifting bridge is on the right of the photo

Before the lift 0946

One minute later: 0946. A separate group of workers, perhaps contractors, is going down the west side of Spencer Dock with equipment

Before the lift 0949

Four men still on the bridge 0949

Before the lift 0951

Two minutes later

Before the lift 0956

On the bridge 0956

Before the lift 0958

Still there 0958

Before the lift 0959

One minute later

Before the lift 1006

The bridge 1006

Before the lift 1012

The bridge 1012

Before the lift 1015

The bridge 1015: another person approaches

Before the lift 1020

Six men at the bridge at 1020

Before the lift 1028

A seventh man approaches at 1028

Preparing to lift

The preparation stage, presumably involving the unlocking of some mechanism, took about five minutes altogether.

Preparing the bridge 5 mins 03_resize

One man worked on the far end while another walked to do the same at the near end

Preparing the bridge 5 mins 06_resize

An eighth man, behind the fence on the right, seemed to summon two of the men on the bridge

Preparing the bridge 5 mins 14_resize

They went to this building, which I guess houses the controls for the bridge

Preparing the bridge 5 mins 15_resize

Meanwhile work continued on the bridge itself

Preparing the bridge 5 mins 19_resize

Almost done

Preparing the bridge 5 mins 22_resize

A final check

Preparing the bridge 5 mins 25_resize

Everybody was off the bridge by 1033

Lifting

The lift itself took just over nine minutes; the bridge was up before 1044, in good time for the arrival of the boats.

The lift 9 mins 02_resize

After about one minute

The lift 9 mins 08_resize

Another minute later

The lift 9 mins 11_resize

Another minute (or so)

The lift 9 mins 15_resize

About four minutes have elapsed

The lift 9 mins 18_resize

After five minutes. The sides are clear of the water in which they usually rest; they are dripping on to the canal below

The lift 9 mins 20_resize

Six minutes in

The lift 9 mins 23_resize

Seven minutes

The lift 9 mins 24_resize

The men behind the fence may be controlling the lift

The lift 9 mins 28_resize

Not much further to go

The lift 9 mins 32_resize

Eight minutes

The lift 9 mins 40_resize

It’s up

The bridge up 16_resize

One of the jacks

After the boats passed_resize

Side view (taken after the boats had gone through)

The bridge up 13_resize

Water under the bridge

Boats go through

It took just over three minutes for the two boats to go under the bridge.

Boats approach 12_resize

Cruiser approaches; steel boat visible through the bridge

Cruiser goes through 03_resize

Cruiser about to enter

Cruiser goes through 04_resize

Heads down

Cruiser goes through 06_resize

Half way through

Cruiser goes through 07_resize

Leaving

Cruiser goes through 08_resize

Out

Steel boat goes through 12_resize

Steel boat entering

Steel boat goes through 20_resize

Almost through

Steel boat goes through 22_resize

Looking ahead to the lock

Steel boat goes through 25_resize

Done

 

I did not record the lowering of the bridge, which I presume took much the same time as the raising.

Preparation 5 minutes, lifting 9 minutes, passage 3 minutes, lowering and locking say another 14 minutes: say 45 minutes altogether, allowing some margin. But a large number of boats would take much longer as the rate at which they could move on from the bridge would be limited by the time taken to work through the lock.

 

 

 

All sheugh up

Heather Humphreys [FG, Cavan-Monaghan] is to be Minister for Waterways (as well as arts and heritage).

That’s Heather Humphreys, who asked her predecessor as minister three questions about the Clones Sheugh (some of which would be in Monaghan):

21 July 2011: To ask the Minister for Arts, Heritage and the Gaeltacht if €35 million was ring-fenced for the restoration of the section of the Ulster Canal between Clones and Upper Lough Erne; if this funding was included in any budget between 2008 and 2010; and if he will make a statement on the matter.

30 January 2013: To ask the Minister for Arts, Heritage and the Gaeltacht if he will provide an update on progress on the Ulster Canal Project; and if he will make a statement on the matter.

6 March 2014: To ask the Minister for Arts, Heritage and the Gaeltacht if he will provide an update on the progress of the Ulster canal project; the work carried out to date by the interagency group which was set up to examine possible funding options; and if he will make a statement on the matter.

How could a Fine Gael minister hold back the tide of Shinners in Cavan-Monaghan? Not, I hope, by wasting public money on porkbarrel projects.

 

Shannon traffic figures for June

 

I am grateful to Waterways Ireland for letting me have the Shannon traffic figures for June 2014. All the usual caveats apply:

  • the underlying figures do not record total waterways usage (even for the Shannon) as, for instance, sailing, fishing or waterskiing on lakes or river stretches, which did not involve a passage through a lock or Portumna Bridge, would not be recorded
  • the passage records would not show, for instance, a change in the balance of types of activities from those in larger cruising boats to those in smaller (sailing, fishing, waterskiing) boats
  • figures like these, for a small number of months, will not necessarily be representative of those for the year as a whole. The winter months, January to March, see little traffic in any year; for April, May and June, the weather can have a large influence on the amount of activity especially, I suspect, in private boats.

On the other hand, the figures do include the Shannon’s most significant tourism activity, the cruiser hire business. And they are our only consistent long-term indicator of usage of the inland waterways.

Total (private + hired) traffic for the first six months of each year

Total (private + hired) traffic for the first six months of each year

Total traffic is down again, but only slightly. The decline does seem to be levelling off and a continuation of the relatively good weather could increase usage.

SnnNav JanJun 2

Private-boat traffic for the first six months of each year

Private traffic is down slightly on last year, but it has been pretty much the same for three years. I had thought that the good weather might have caused something of an increase, but on the other hand my own impression of Lough Derg traffic (not reflected in the passage figures) is that it has been fairly light.

SnnNav JanJun 3

Hire-boat traffic for the first six months of each year

For hire-boat traffic, there is no sign of an upturn, although the drop on last year’s figures is not very large.

SnnNav JanJun 4

Changes since 2003: private and hired boats

That table amalgamates the two before it, but shows the figures as percentages of the 2003 figures. For private boats, the Celtic Tiger (nach maireann) caused an increase; that effect has worn off and usage has not changed much since about 2011. For hired boats, the decline began long before the Celtic Tiger idiocy.

SnnNav JanJun 5

From 75/25 to 50/50

Hired boats were once the major users; private boats have almost caught up.

SnnNav JanJun 6

How to save money

I don’t know how much the various locks cost to run, so I can’t work out any measure of value for money, but the sea lock in Limerick and the Lough Allen Canal must surely be candidates for the chop.

 

The OPW’s 1969 restoration of Richmond Harbour and the Clondra Canal

Read about it here.

The Brosna: fish and mills

Two reports from Dr William O’Connor about fish on the Brosna here at Clara and here at Belmont. Both are mill sites, now generating electricity, and the difficulty lies in providing for fish to get past.

Dear Mr Bannon

I would be grateful if you could explain why any government in its right mind would restore the Longford branch of the Royal Canal given that (a) canal traffic in Ireland is so small as to be insignificant, (b) the upkeep of the Royal’s main line is causing severe budgetary strain and (c) the Irish hire boat industry is in decline.

If you have conducted any analyses of the costs and benefits of such restoration, I would be grateful if you would publish them.

bjg

Note: Mr Bannon is a Fine Gael TD. But that’s no excuse.

 

The hire business, as we know and love it …

… is screwed.

That is my interpretation [and not, I should stress, to be attributed to the report’s authors, sponsors or supporters] of the results of the June 2014 report Ireland’s Inland Waterways – Review & Outlook  prepared by  Tourism & Transport Consult International for the Irish Tourist Industry Confederation “with support from the Irish Boat Rental Association (IBRA)” and downloadable here [PDF].

The report is well worth reading. I’ve been charting the decline in the cruiser hire industry, as indicated by Shannon lock passages, for some time now; a source within the industry told me recently that the decline was actually worse than those figures indicated. The report shows that the IBRA fleet size went from 388 in 1992 to a peak of 533 in 1997 but down to 225 in 2013.

The fleet refinancing problems look to be horrific and it doesn’t seem to me that more marketing (if marketing is taken to be Promotion rather than any of the other Ps) is going to be enough: another P, Product, needs to be redefined rather more usefully than in Tourism Ireland’s segmentation waffle about “Great Escapers” and the “Culturally Curious”. Tourism is good for waterways, but products other than (or as well as) straightforward cruising need to be offered.

And consider this:

Over the past 10 years upwards of €200 million in state expenditure has been invested in upgrading infrastructural facilities along the waterways. The investment has helped to transform the quality and quantity of moorings, navigational aids, signposting. Mooring capacity has been doubled over the period as well as the developments of several integrated harbors including berths with associated on-shore facilities including toilet and shower blocks, picnic and play areas, looped walks, etc. Such developments have taken place at locations on the Shannon and Grand Canal, including Boyle, Clondara, and Killaloe.

No wonder WI’s budget is being cut, if €200 million went to subsidising the Irish bourgeoisie rather than to bringing in more tourists. Of course if the Clones Sheugh were reconstructed tourists would come flocking from Germany, Austria and Switzerland: indeed from all around the world.

And the report says of the Lakelands and Inland Waterways Initiative, about which I have expressed scepticism,

The relevance of the well intentioned initiative and proposed branding to the cruising business was diluted by the large area encompassed by the new regional initiative and the less than adequate resources invested in effective marketing in key source markets. Unfortunately the results of the marketing effort do not appear to have raised the profile of Shannon and linked waterways.

I did think it odd that Abbeyleix got funding ….

This report is a very welcome dose of realism. I want to give it more thought before commenting on individual points, so I’ll come back to it again, but in the meantime I urge everyone to read it (it’s pretty short).

h/t Antoin Daltún

[amended]

 

Thon sheughery business

It will be recalled that Her Majesty’s Loyal Home Rule Government in Belfast is considering investing in the Clones Sheugh [aka Ulster Canal] and that I asked DCAL, the department responsible, for a copy of the Business Case. To my surprise, it said:

Your request is being treated as a Access to Information request and will be handled under either Freedom of Information Act 2000 or the Environmental Information Regulations 2004.

Either way, DCAL has now told me that I can’t see it. The Business Case, which is apparently an addendum to the 2007 Business Case (which was rotten: see here passim), won’t be complete until November. I have made a note to remind myself to ask for it then.

I quite sympathise with the DCAL folks: it can’t be easy thinking of any good reason to spend taxpayers’ [British or Irish] money on the Clones Sheugh. But perhaps DCAL can spin it out until the Shinners have taken over the Free State, at which point the economics of Grattan’s Parliament will be in vogue and we can all take up growing flax, spinning and weaving, giving grants for canals and making money out of the slave plantations.

Speaking of Shinners, there’s one called Cathal Ó hOisín, a member of HM Loyal Home Rule Government in Belfast representing East Londonderry, who said there recently:

The possibility of the reopening of the Ulster canal would open up limitless opportunities in tourism. The idea that, once again, we could travel from Coleraine to Limerick, Dublin and Galway by boat would be absolutely wonderful.

Well, you can do that: by sea. There was never an inland navigation from Coleraine, Limerick or Dublin to Galway, despite the urgings of Lord Cloncurry and the nitwitted ideas of Sir Edward Watkin.

As for a connection between Limerick or Dublin and Coleraine, I suspect that Mr Ó hOisín is perpetuating the error into which Her late Majesty Victoria, by the Grace of God of the United Kingdom of Great Britain and Ireland Queen, etc, seems to have fallen when she appointed

Commissioners to inquire respecting the System of Navigation which connects Coleraine, Belfast, and Limerick

which Commissioners reported in 1882. There was no such system and, if Mr Ó hOisín can provide evidence that any vessel ever travelled by inland navigation between Coleraine and Limerick, I would be glad to hear of it. I prefer to think of the Commissioners’ conclusion that

As an investment for capital the whole canal system in Ireland has been a complete failure.

I see no reason why politicians of the twenty-first century should repeat the errors of their predecessors in the eighteenth, nineteenth and twentieth centuries.

You expect the Parnellite members to have a bit more sense, but one John Dallat said in the same debate:

[…] when the Ulster canal is open, tourists will come in their thousands and that will benefit the Lower Bann, the Foyle as well, and right over to Scotland.

Er, John? There are actually canals in other countries. Even in Scotland. Folk are familiar with canals. They’ve seen them before. And a short sheugh to Clones is not going to attract tourists (apart from the relatively small number of canal twitchers, who will need to tick it off on their lists) unless the town of Clones is particularly attractive. Which … well, let me put it this way: why not look it up on TripAdvisor?

Of course I’m all in favour of Clones myself: I am quite interested in concrete engine-sheds and former canal stores.