Category Archives: Restoration and rebuilding

Northsouthery 121212

The North/South Ministerial Council reports here [PDF] on the most recent inland waterways meeting, which was held on 121212. Not much happened (or at least not much that is being revealed to the citizens and subjects). Sponsor departments are to think about having a board; there is still no money for the Clones Sheugh but an interagency groups is to find some [hint: look under the end of a rainbow] and it was John Martin’s last appearance as he will be retiring in March and the search for a new CEO has a process (which is important).

The interesting bit is that WI is to transfer some property at Harvey’s Quay, Limerick, to Limerick City Council, which is making a boardwalk. And something similar is happening in Tullamore. You’re nobody nowadays unless you have a boardwalk; their usefulness in Irish weather is not proven.

Finally, I noted a certain modesty in WI’s aims for 2013, no doubt in keeping with the tenor of the times:

Ministers discussed the main priorities for Waterways Ireland in 2013 and noted progress on the 2013 Business Plan and Budget. The priorities for 2013 include:

• ensure the navigations are open and all existing facilities operational during the main boating season from April to October
• to actively promote the waterways to extend and expand recreational use of the waterways in all its forms.

 

For fans of wooden boats …

a new page of pics taken between October 2010 and December 2012.

Please, sir, I want some more

I have written from time to time about the Heritage Council and the budget cuts it has suffered. Here’s a comment from December 2010; here I said that the Council’s vigorous lobbying campaign had succeeded in ensuring its own survival; last month it became clear that, although the Council had survived, its main grants scheme had not.

The dauntless Michael Starrett returns to battle in today’s Irish Times [incidentally, if the Irish Times tries to charge me for linking to their site, I’ll set McGarr Solicitors on them]. He argues that natural and cultural heritage are the core of the tourism product and that they are being damaged by the withdrawal of (inter alia) the Council’s programme of (mostly small) grants to (mostly small) community projects.

This line of argument accords with that used by the Council in its successful campaign to ensure its own survival. It was made explicit in the report Economic Value of Ireland’s Historic Environment [PDF] produced by Ecorys and Fitzpatrick Associates for the Heritage Council and launched in May 2012. However, there are some difficulties with its use in the present context.

The first is that some folk might feel that heritage (natural or built) should be appreciated for itself, not for its economic value. That’s fine as long as people do it on their own time; I lose sympathy when that argument is used to extract money from taxpayers while hiding the economic cost and distracting attention from the beneficiaries of that spending.

The second difficulty is that the Economic Value of Ireland’s Historic Environment concentrates on larger sites and attractions:

Reflecting these various criteria, Ireland’s historic environment has been defined for the purposes of this study as comprising the following sets of built heritage assets – those which are statutorily protected, together with components of the broader built heritage:

– World Heritage Sites
– Recorded Monuments, as defined by the Department of Arts, Heritage and the Gaeltacht
– Protected Structures included in planning authorities’ development plans
– Architectural Conservation Areas included in planning authorities’ development plans
– Designed landscapes surveyed by the Inventory of Architectural Heritage, and
– Other structures erected pre-1919, of which a note says “This is an increasingly accepted definitional component for the broader built heritage, although it is  acknowledged that some Protected Structures may have been built post 1919. Up to 1919 most houses in Ireland and Great Britain were built by skilled craftsmen using traditional indigenous building materials. Although the majority of older buildings are not listed/ statutorily protected, the majority provide flexible domestic and office accommodation. Major investment in money, energy and materials is embodied in these structures.”

The economic impact of the sector is the sum of three things:

  • Direct repair and maintenance output in relation to pre-1919
    building stock
  • Direct tourism expenditure by tourists principally attracted to
    Ireland by the Historic Environment (HE)
  • Direct employment, expenditure and income by the public sector (eg the Office of Public Works), subtracting overlap with the repair and maintenance category and the tourism expenditure category.

Eight of the ten case-studies considered in the report are about large sites, some of them commercial operations and others state-owned. The two exceptions are the Irish Landmark Trust and the Heritage Council’s grant scheme for traditional farm buildings.

Now, as far as I can make out, a lot of the recipients of Heritage Council grants (generally, not just those for farm buildings) would have fallen into the “Other structures erected pre-1919” category. I have not been able to discover, from the report, how much of the Historic Environment’s contribution to Gross Value Added is attributable to that category, or to any other category that might include the Council’s recipients of small grants.

In effect, the report seems to me to made some very broad-brush claims about the annual value of the Historic Environment, and those claims are being used to cast a halo effect over the entire sector. But it is not, it seems to me, proven that spending on any particular sub-sector is a good investment. (If I am wrong on that, I would welcome comments.)

Furthermore, I suspect that most of the contribution of the small projects supported by Heritage Council grants would come from the spending on repair and maintenance (where the total contribution is arrived at after some pretty heroic assumptions) rather than from that by tourists. Approaching it from the bottom up, I suspect that very few tourists are attracted to Ireland by the fact that the Heritage Council has grant-aided the clearing of an individual graveyard or the removal of rhododendron from a woodland.

So the argument that is being presented today, that (to quote the headline) “Tourism will suffer without real support for heritage” where “heritage” means “small local projects”, is not convincing. And it is rendered even less convincing by the fact that Heritage Council grants schemes explicitly gave low priority to tourism projects. But that is not to say that the small schemes are without value: there could and, I would argue, should be an effort to use them as part of the tourism marketing effort.

But there is a real difficulty here. How do you market small-scale tourism attractions? How does a small enterprise, or a small community, sell its heritage? How do the overseers of the national tourism product get tourists out of the well-known areas and off the beaten track, to places where they can meet real people and see real stuff? Maybe that’s what The Ghastly Gathering is about [I’m sorry: I can’t bring myself to read it].

Towards the end of his article, Michael Starrett talks in terms of landscapes, and I think he is right to use a term that is broader than a single site or location for a project. To have an impact, to be marketable, small projects need to be linked. Some of those links could be geographical, within a single area or landscape; some could be temporal, some familial, yet others commercial or otherwise thematic (for instance, the fascinating history of the Irish egg trade). I think that the small projects can help to attract tourists, but they need to be organised.

 

Blarna, Canima and the Liffey Dockyard

Pat Sweeney, in Liffey Ships & Shipbuilding [Mercier Press, Cork 2010], tells us that in December 1960 Cork Harbour Commissioners got permission to raise a loan of £250,000 to build two diesel-powered tenders to carry passengers to and from transatlantic liners moored in Cobh. The tenders were built by the Liffey Dockyard in Dublin; the MV Blarna was launched in May 1961 and her sister MV Cill Airne in February 1962.

After a varied career, the MV Cill Airne is now back on the Liffey as a floating restaurant. Her website says that she and her sister were the last rivetted ships built in Europe; they were the third-last and second-last ships to be built at the Alexandra Basin, the last being the Shannon Navigation’s Coill-an-Eo.

MV Blarna spent much of her life in Bermuda as a party boat named Canimabut then spent ten years in Canada waiting vainly for restoration or conversion and coming to be regarded as an eyesore. That period is now over: the “Millbank eyesore“, the Canima, sank in December 2012 and “salvage may not be an option“.

h/t Niall Galway

An early narrowboat on the Royal Canal?

This photo, which is used in Ruth Delany’s Ireland’s Royal Canal, shows the Royal Canal harbour in Mullingar, from the bridge. Note the very large amount of timber lying around (could some of it belong to Russells of Portarlington?). The wooden barge in the foreground has had its tiller unshipped, but what’s all that kit on deck and in the hold?

Then look at the vessel in front of it, which seems to be more the sort of beam we’d expect on an English narrowboat. It’s very hard to see any details, but could it be a steam tug?

Carrying on the Royal Canal

This is a point I’ve come across in passing. It’s not central to my main concerns so I won’t pursue it further for the moment, but I’m posting it here in case it helps anyone else researching the subject.

It will be recalled that, until the passing of the Canal Carriers Acts 1845 and 1847, most canal companies carried passengers but not freight on their own canals. After the passing of those acts, the Grand Canal Company set out to take over the bulk of the freight business on their own canal (and, in consequence, on the rivers connected thereto). But what of the Royal Canal, which had been taken over by the Midland Great Western Railway in 1845?

Ruth Delany, in Ireland’s Royal Canal 1789–2009 [with Ian Bath; The Lilliput Press, Dublin 2010], says on page 192:

In 1871, despite its failure to show a profit on the Grand Canal lease, the MGWR decided to try acting as carriers on the Royal, which had been permitted by legislation since 1845. Horse-drawn boats were used until 1875 when five steamers were purchased: Rambler, Rattler, Mermaid, Conqueror and Pioneer.

In a note, she says

For this period, 1849–1906, the principal source of information is found in the minutes of evidence to the Shuttleworth Commission, HC 1907 (Cd 3717), XXXIII, Part 1, 9.

Peter Clarke, in his The Royal Canal: the complete story (ELO Publications, Dublin 1992), says:

It is important to recall that at this time, the carriage of goods on the canal was undertaken by a number of boat owners who paid tolls to the railway company. The failure to have these tolls increased was what most probably prompted the railway company to establish themselves as carriers on the canal in 1870. […] Until 1876 an unknown number of railway owned horse drawn barges were used. In that year, the service was expanded when four new screw propelled boats were purchased at a cost of £5000.

His source is the Waterways Commission of 1923, Minutes of Evidence nineteenth day, p13.

Ernie Shepherd in The Midland Great Western Railway of Ireland: an illustrated history (Midland Publishing Ltd, Leicester 1994), says

The MGW decided to operare its own carrying trade in 1871 and this lasted until 1886. Horse drawn boats were used until 1875 when steamers were purchased.

On 15 August 1853 The Freeman’s Journal and Daily Commercial Advertiser of Dublin carried this notice in the Railways column.

Midland Great Western Railway (Ireland) Company — Royal Canal

Haulage of boats

The Directors will receive Proposals for the Haulage of their Trade Boats to and from Dublin and Longford and the River Shannon, from and after the 12th November next. Parties are at liberty to tender for a part or the whole of the work. Security will be required for the fulfilment of the Contract; and further particulars may be had on application at this Office.

Tenders to be sent in on or before 10th September next.

By order, Henry Beausire, Secretary.
Dublin Terminus, 10th August, 1853

This suggests that, in 1853, the MGWR had its own trade boats (lumber boats, freight-carrying barges) at work on the Royal Canal. It would be nice to know more. I have said before that we do not know anything like the full history of the Royal Canal.

The Rideau Canal

The Cedar Lounge Revolution has an article about those who worked on the construction of the Rideau Canal in Canada in the 1820s and 1830s. Readers will, of course, recall that Charles Wye Williams compared the Rideau and the Shannon in his 1835 […] speech on the improvement of the Shannon: being in continuation of the debate in the House of Commons, 12th May, 1835, giving a comparative view of the navigation of the Rideau Canal, in Canada, and the River Shannon in Ireland, with observations on the value of a connection by steam packets, with British America.

Some updates

Very often, when I’m visiting a waterway site, I take as many photographs as possible of anything that catches my eye, without worrying [at the time] about what an artefact is or what it does. Then, when I get back to my computer, I try to work out what everything was. Sometimes I find that the camera has recorded something I didn’t notice; sometimes I find there are aspects I just don’t understand (not being at all a technical person). In such cases, I put photos on this site and make it clear that I don’t understand them.

My hope is, of course, that a knowledgeable person will explain them, and that very thing has just happened with some pages on waterways of Ulster and thereabouts. John Ditchfield has very kindly explained several aspects of the machinery shown; I have inserted his explanations into the text on these pages:

I am very grateful to John for taking so much trouble and for sharing his expertise with me and with all who read these pages.

SESIFP

Read about the draft Strategic Integrated Framework Plan (SIFP) for the Shannon Estuary here. You can comment on it up to 15 February 2013.

Errina Bridge

I remarked in November 2012 that Waterways Ireland had parked a canteen trailer and some pontoons at Errina Bridge, the uppermost bridge on the Plassey–Errina Canal, which is part of the old Limerick Navigation.

WI pontoons

WI pontoons

WI canteen

WI canteen

I wondered what was to be done; I noted that a stone at the top of one of the stop-plank grooves under the bridge had been removed (the stone on the far side was removed some time ago).

So I asked Waterways Ireland what was happening. They said:

The works in Clonlara are Flood relief works to protect Errina Lock from catastrophic failure. After the flooding in 2009, during which the dam in Errina Lock was overtopped by approximately 0.5 metres, it was decided to protect it from this happening again.

It has happened before too: in February 1809 the lock was destroyed by floods when heavy snows melted.

Errina Lock (looking upstream)

Errina Lock (looking upstream)

I asked WI about the nature of the works. They said:

Stop logs are to be put into the grooves under the bridge forming a dam with the same size opening as that in the concrete dam in Errina Lock. As for the stone which is removed to facilitate the installation of the timbers, this will be replaced once the timbers are in place.

That is good to know.

Errina Bridge stop-plank grooves (towing-path side, with uppermost stone removed)

Errina Bridge stop-plank grooves (towing-path side, with uppermost stone removed)

Errina Bridge stop-plank grooves (off side)

Errina Bridge stop-plank grooves (off side)

An authority on waterways has suggested that the curious shape of the grooves was designed to allow planks to be inserted from boats rather than from land.