Category Archives: Safety

Brexit and imported boats

Several people in Ireland have imported secondhand boats from Foreign Parts, often from the Netherlands or the United Kingdom. After Brexit, importation of a boat from the UK is likely to become more difficult.

Dr Richard North, an erudite Brexiteer, has highlighted the problem today. Within the European Economic Area (which includes the European Union)

Basically, a huge range of products, before they can be placed on the market, must be approved in a manner specified in the relevant legislation. Conformity then guarantees access to the markets of the EEA members (EU members plus the three Efta/EEA members). […]

In the first instance – intra-Union trade – the responsibility for ensuring that products conform with the legislation rests with the manufacturers. And, where the legislation requires it (as it does with a wide range of goods), it must be tested by an independent third party, known as a “notified body”. And, with certain exceptions, that notified body must be established in the EU and be recognised the European Commission.

Currently, of course, the UK is able to benefit from the intra-Union trade rules but, on leaving the EU, it will no longer enjoy what amounts to a simplified procedure. It is then that the UK becomes a “third country” and the legal responsibilities accruing to those placing products on the market move from the manufacturers to the “importer“, defined as “any natural or legal person established within the Community who places a product from a third country on the Community market”. (For “Community” you can now read “Union”.)

When products from third counties arrive at EU Member State ports, it is then for the importer to satisfy the customs and any other authorities that the products comply with EU law, and have the necessary approvals or certification – including type-approvals from notified bodies, where necessary.

Currently, there are over 25 categories of goods to which the CE marking system applies, for which a Notified Body certificate may be required. These include: […] recreational craft […].

For the UK on and after Brexit day, this gets quite interesting. Where the product relies on certification from a UK notified body (approved prior to Brexit), that notified body will no longer be approved. Arguably (and it is arguable), the certificates (on which the importer will rely) will no longer be valid.

The requirements of the 2013 Recreational Craft Directive are set out here [PDF]. Section 3.6, on page 21, says:

The private importer is a concept that did not exist under the previous Directive and that was added to ensure that private individuals importing a boat, a personal watercraft, an engine or any other product covered by the Directive are granted the same level of protection and obligation as commercial importers. The private importer is defined as any natural or legal person established in the European Union who imports in the course of a non-commercial activity a product from a third country into the EU with the intention of putting it into service for his own use.

A private importer, who imports a product for his own use in European waters, must also ensure the craft, engine or components are compliant with the EU Directive.

Article 12 provides the detailed list of the private importer’s obligations. As a start, we recommend that private importers favour products for which the original manufacturer has fulfilled his responsibilities for the conformity of the product with the EU Directive. Not only will it save a lot of time and hassle for the private importer, it guarantees he/she will acquire a safe and compliant product, thereby ensuring a higher resale value in Europe.

In the event that the original manufacturer located outside of the EU has not fulfilled his responsibilities nor carried out the conformity assessment procedures, the private importer must ensure, before putting the product into service, i.e. using it, that:

• The product has been designed and manufactured in a way that meets the essential requirements of the EU Directive
• The following requirements for manufacturers have been carried out: the technical documentation has been drawn out and must be kept for 10 years; the product is accompanied by instructions and safety information in the owner’s manual in a language or languages which can be easily understood by consumers and other end users, as determined by the Member State concerned (i.e. the country of residence)
• The private importer must cooperate with the competent national authority and provide all information and documentation necessary to demonstrate the product’s conformity.

In case the technical documentation is not available from the manufacturer, the private importer will have to draw it up using the appropriate expertise. Annex V of the Directive provides the details of the postconstruction assessment (PCA). This module is the procedure to assess the equivalent conformity of a product for which the manufacturer has not assumed the responsibility but also in cases where the importer or the distributor places a product on the market under his name or trademark, or modifies a product already placed on the market in such a way that compliance with the Directive’s requirements may be affected. The private importer must ensure that the name and address of the notified body which has carried out the post-construction assessment (PCA) of the product is marked on the product itself.

For more information about the PCA see the “Special Cases” section.

 

Cycling the Shannon Estuary

Limerick Leader story here.

I have found nothing relevant in the British Newspaper Archive between 1 January 1900 and 31 December 1910, but I may have used the wrong search terms.

 

Grand Canal announcements

The Grand Canal Company do hereby give Notice, that they are ready to receive Proposals for supplying Ashler Stones for repairing the Locks upon the Grand Canal; the Stretching Stones to be twelve Inches Bond, and the Heading Stones two Feet Bond. All Persons willing to furnish the same, are desired to apply to Captain Charles Tarrant, No 45, Cuffe street, who will inform them where the same are to be layed down. —

Proposals will be received for Building, by Contract, two Boats on the Canal (the Size and Dimentions to be known upon Application as above), the Contractor finding Timber and every Article requisite.

Also for furnishing Lime per Hogshead, in the Neighbourhood of Ballyfermott Bridge.

June 18, 1777. Signed by Order, R BAGGS, Sec

WHEREAS the Sluice erected upon the Canal in the Barrenrath Level, has been wantonly and feloniously broken down, a Reward of Twenty Guineas shall be paid for discovering and prosecuting to Conviction the Person or Persons who have committed the said Offence.

By Order of the Grand Canal Company, June 7, 1777, R BAGGS, Sec

Saunders’s News-Letter 23 June 1777

R&CHS Longford

The current issue of the Railway & Canal Historical Society‘s Journal contains an article on the sinking of the passage boat Longford on the Royal Canal in 1845 and the fifteen deaths that resulted. The story has also been told here, starting from this page.

Ardnacrusha tours

From 26 June through 1 September 2017, ESB will be providing guided tours of Ardnacrusha hydroelectric power station. It’s not usually open to the public and, if you haven’t seen it, it’s well worth a visit. Go here to book.

I have some information about the site here, here and here, but you should try to see it for yourself.

Lough Corrib navigation marks

There are some interesting comments about Lough Corrib’s navigation marking system in this report [PDF] by the Marine Casualty Investigation Board.

Scarriff

Both the OSI and Logainm.ie show the spelling as Scarriff, but the version with one R seems to be common in the area and is used on the area’s website. I’m sticking to the longer version, so that I can at some future time work up a joke about Scaelbowiff.

Scarriff is a small town in County Clare, a little distance upriver from the end of Lough Derg’s western arm.

Lough Derg’s western arm (OSI ~1900)

In the 1840s the Shannon Commissioners made the river navigable to the town: before then Reddan’s Pier at Tuamgraney seems to have been the head of the river, at least for larger boats.

Reddan’s Quay at Tuamgraney (aka Tomgraney) (OSI ~1900)

Tuamgraney is a pleasant spot. A short distance up the road to the village is a restored limekiln.

However, Reddan’s Quay is on a bloody awful bend in the river. Large boats may have difficulty in making the turn without assistance, especially if they’re coming downstream with a flow. Anyone moored at Reddan’s Quay in such circumstances might need a new paint job afterwards.

Scarriff Harbour (OSI ~1900)

 

harbour facilities

Scarriff Harbour was expanded in recent times by the addition of concrete finger jetties, which provide more mooring spaces for modern cruisers. The jetties don’t touch the old quay: I gather that this was to preserve the ancient monument or something [perhaps, Gentle Reader, you can correct me on that]. The quay still sports a Shannon Commissioners crane (no longer working) . Two long berths were provided during the expansion: half of one long berth is occupied by a boat (one of three such) that was not occupied last weekend and the other is the pump-out berth.

At the inner end of the harbour are some floating pontoons suitable for open boats and for launching kayaks and canoes. However, despite the presence of a lock-up cage for the safe storage of kayaks and canoes, indicating that small-boat activity is welcome, low barriers (only 1.8m) at the entrance to the harbour require those arriving by car to unload the kayak or canoe outside the harbour and carry it in, then return to drive the car in and unload the vessel’s equipment and cargo.

There is no slipway.

The barriers might deter camper-vans, alas: another example of discrimination against RV-users.

The harbour has a toilet-and-shower block, a pump-out, two double-socket mains electricity pillars, lights and a supply of water, which latter is used by persons arriving by car with numbers of plastic containers.

However, the harbour has not a single bin of any kind. Thus, late-evening carousers are forced to jettison their empty bottles and cans and their cardboard containers around the harbour, smashing some on the concrete in the process. A civic-minded citizen might try to sweep up the broken glass but then has nowhere to put it. [Incidentally, the carousers had left by about midnight and there was none of the threatening atmosphere that is sometimes to be felt: apart from their regrettable habits in the matter of rubbish disposal, these seemed to be quite civilised carousers.]

But back to bins. A civic-minded dog-owner who cleans up after Fido must then carry the remains around. In hot weather, dog poo on a boat begins to smell after a while; any outbreaks of cholera can be attributed to what Waterways Ireland calls its “Leave no trace” policy, which might better be termed “Pay no local authority bin charges”. As a policy, “Leave no trace” is simply an encouragement to dog-owners not to clean up: it’s far, far less trouble to leave the stuff for someone else to walk in.

The exiles

In 1997 Síle de Valera, a local TD, became Minister for Fairytales. Waterways Ireland was set up during her reign and cursed by being given several regional offices; the Western region (ie Shannon) office was built at the harbour in Scarriff, in Ms de Valera’s constituency, and some unfortunate staff were sentenced to transportation to East Clare.

However, with a high population of yoghurt-knitting yurt-dwellers, East Clare is quite an interesting place. The Friday smallholders’ market had lots of good breads and cakes, jams, preserves and mushroom salt, as well as a stock of African decorative items. The fruit and veg shop on the same side of the road had a good range, while across the way the Graney sells healthfoods, veg, good cheeses, chocolate and much other stuff. No doubt other shops in Scarriff are equally good in their own fields, but I didn’t get to visit them.

Boats

On a sunny weekend (and no doubt at other times too) Scarriff was an extremely pleasant place to be, yet there were very few boats there (apart from the three unoccupied boats). [In the next photo, taken early on Friday, the unoccupied boats are out of shot to the left.] One occupied boat left at lunchtime on Friday when we arrived; one more came later, so there were two occupied boats in the harbour that night.

Saturday was slightly busier: the boat that had arrived on Friday left, but two other private boats arrived and, between 2230 and 2245, two large Emerald Star hire boats arrived too, making five occupied boats in the harbour.

Some small boats, mostly of the zoomy variety, visited briefly on Saturday. I realise that drivers may find it exciting to travel fast on a narrow, winding river where they can’t see what’s coming, but paddlers of canoes and kayaks may find less amusement in dealing with the wash from the speedsters. They in turn might find it less amusing were they to collide with 45 tons of steel coming downriver. Perhaps purchasers of fast boats should be required to demonstrate the possession of IQs in at least double figures before being allowed to take the wheel.

Scarriff June 2017

 

 

Make more use of Scarriff

The small numbers of boats made it seem that a fine facility was being wasted (although it is dangerous to make generalisations on the basis of a single visit). It also seemed that local people made little use of the facility: I saw two anglers, a few dog- or baby-walkers and one or two others.

Here are some (cheap-to-implement, I hope) suggestions to bring more life to the harbour by encouraging both residents and visitors to use it.

  1. Encourage camper-vans. At weekends, they could use the Waterways Ireland staff car park (which had only two cars in it over the weekend). The office has cameras watching it; one or two could be redirected to monitor the vans.
  2. Encourage canoeists and kayakers. Sell them special smart cards (or something) that would allow them to open the barriers to get closer to the launch pontoons. If there isn’t a local canoe club, encourage one.
  3. Encourage camping.
  4. Build a basketball court or a play area or something for local young people (and visitors).
  5. Provide barbeque facilities, seats and tables.
  6. Provide bins. Perhaps the local off-licence might sponsor them.
  7. Encourage local businesses and activity-providers to advertise their wares and happenings at the harbour.
  8. Persuade the operators of the Scariff.ie website to do more to encourage boat-borne visitors. As it stands, the site doesn’t even acknowledge that you can get there by boat. And [at time of writing] it has no information about a 2017 Scarriff Harbour Festival; I don’t know whether there is to be one.
  9. Improve the chart of the river: it’s too small to provide useful warning of the twists and turns.

On the same weekend, Dromineer seemed to be packed with boats and with non-boat people; Scarriff didn’t have many of either, and it seems a pity.

The multitudinous seas incarnadine

The Red Island green

The usefulness of the Oireachtas …

… lies in its library, which has been collecting, digitising and publishing interesting stuff. A quick search found material about the Ballinamore and Ballyconnell drainage district, the drainage of the Shannon and of the Maigue, the dissolution of the Lough and River Erne Drainage and Navigation Board (which I’d never heard of), railways in Donegal and an extraordinarily long poem about a steam boat (page 61, after some other stuff about Cork or Cobh).

Big it up for the Oireachtas librarians.

Giving confidence to our Lady friends

The water has also been kept at a proper level by lowering the river bar at Galway, and constructing a regulating weir there. At some time the navigation channel in the narrow rocky portions of the lake was deepened, the rocks raised; and by buoying and marking with pillars, rocks, and irons, the steamer’s track, it has been rendered navigable from Galway to Cong, and also to Oughterard, and to within a couple of miles of Maam hotel.

All the marks on the eastern side of our upward course from Galway are coloured white, and those on the western side dark.

It will help to give confidence to our Lady friends, who can almost touch some of these marks, triangles, and gridirons, from the Eglinton, to know that all these rocks were lifted by the present captain of the vessel, who was formerly employed here as a diver.

Sir William R Wilde MD Lough Corrib, its shores and islands: with notices of Lough Mask McGlashan & Gill, Dublin; Longmans, Green, and Co, London 1867