Category Archives: Sea

Waterproof wireless telegraphy

A couple of weeks ago I wrote about wireless telegraphy, concluding that:

At present, the rational decision for a boat-owner is to buy a cheap VHF without bothering to get either a certificate for the operator or a licence for the vessel. This is the rational decision because the official channels for getting certificates and licences are slow, expensive and cumbersome. It may therefore be — who knows? — that the populace has already decided to ignore the regulations.

For leisure boating within some sensible distance of the shore, I suggest that the current regulations be either drastically simplified or, perhaps better, scrapped altogether. That might mean giving the International Telecommunication Union a kick up the transom, but the present system is counterproductive: it seems to limit the use of handheld VHFs in cases where they could be very useful, if only to allow search and rescue volunteers to stand down earlier.

Two reports published today by the Marine Casualty Investigation Board have caused me to reconsider that conclusion.

In the Brownstown Head case [Report no MCIB/229; no 11 of 2013] [PDF], two occupants of a 16′ punt were thrown into the water when the boat capsized. They had a handheld VHF in the boat, but it sank when the boat capsized; one occupant put his mobile phone in his mouth to keep it above the water but it was knocked out. As a result, they were unable to summon assisstance. They eventually tried to swim to the shore, but only one made it; the other was drowned.

In the MacDara’s Island Currach case [Report no MCIB/215; no 10 of 2013] [PDF], a fisherman seems to have fallen overboard from a 6.15m open boat, in which he was alone. It was equipped with flares and a VHF in a watertight container, but as the report says:

5.6. There are unique problems with fishing operations from small open boats by lone fishermen. Once they become separated from their vessel their means of communicating their distress are on board their boat and not accessible to them.

In neither of these cases was the possession of a handheld VHF of any use. The VHF sets would have had to be (a) waterproof and (b) securely attached to the boaters’ lifejackets. The report on the MacDara’s Island Currach case recommends:

6.5. That the “Code of Practice for Fishing Vessels under 15 LOA” section 9.5 Radio Equipment should be amended by the addition of a requirement for undecked vessels where there is a lone occupant that an appropriate beacon should be of the type worn on the person.

In fact, the same recommendation could be applied to cases like Brownstown Head, where there were two people in the boat. That is broadly in line with the actions announced by two ministers on 8 July; note Simon Coveney also said:

I am also establishing a new high level working group on safety in the fishing industry, to look at all aspects of safety on fishing vessels and to report to Minister Varadkar and myself with recommendations before the end of the year. The new working group will be chaired by Mr John Leech current CEO of Irish Water Safety. Because a common thread of comment in recent times has been the need to pay particular attention on issues surrounding the number of small inshore boats that get into difficulty, I have charged the group with focussing to a large degree on this aspect.

So the wider use of handheld VHFs won’t solve every problem. I still think, though, that such wider use should be encouraged by the removal of unnecessary barriers.

Bock goes boating …

… on the Shannon Estuary, the second most interesting coast of Clare (the inland coast is the most interesting, the north-west coast the least). Includes nice pics of the Scattery battery.

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.

 

Rail

In evidence to the Select Committee appointed to inquire into the amount of advances made by the Commissioners of Public Works in Ireland on 22 May 1835 James Pim, Treasurer to the Dublin and Kingstown Railway, said:

1431. Can you tell the average length of time which the [horse-drawn] cars took in going [between Dublin and Kingstown/Dun Laoghaire], and the distance? — I should think the average length of time taken by the cars after they got in motion, was probably 45 or 50 minutes, from Dublin to Kingstown.

1432. Are you not able to do it in 11 minutes? — Easily.

I’ve just had a look at the DART website. As far as I can see, the DART takes 19 minutes to travel from Dublin Pearse [Westland Row] to Dun Laoghaire [Kingstown]. Is the difference attributable to the number of stops?

Palindrome

“A man, a plan, a canal — Panama!”, said Leigh Mercer.

The man with the plan this time is Daniel Ortega, President of Nicaragua, who wants to build a second Atlantic–Pacific canal, capable of taking ships of greater capacity than the Panamax limits. The OilPrice story says that the canal would be more than three times as long as the Panama, with (if I understand it correctly) 130 miles of cut and 50 in Lake Nicaragua:

[…] the proposed canal could take 11 years to build, cost $40 billion and require digging roughly 130 miles of channel.

[…] the canal’s proposed locks will require 1.7 billion gallons of water per day, given that the channel will be 200 feet deep in places.

Mr Ortega hopes that China will fund the construction, which suggests that he is rather more optimistic about the Chinese economy than some others are. However, it is a thought, and one that the Inter-Agency Group on the Ulster Canal might wish to consider.

This week’s quiz: which ocean lies at the western end of the Panama Canal?

 

Limerick slavers

A passing reference in a splendid article [“Ireland and the Black Atlantic in the eighteenth century” in Irish Historical Studies vol xxxii no 126, November 2000, which you may be able to read online] by Nini Rodgers alerted me to a proposed Limerick enterprise of which I was previously unaware. Dr Rodgers’s source was Faulkner’s Dublin Journal of 27–30 November 1784, to which I don’t have access, but it was probably the source for stories in the Derby Mercury of 2 December 1784 and the Chelmsford Chronicle of 10 December 1784, both of which are in the British Newspaper Archive.

The Derby Mercury put it thus:

Extract of a Letter from Dublin, Nov 27

There is at last some Probability that a vigorous Effort will soon be made for the Establishment of a West-India Trade, that may become a national Object in this Kingdom; an African Company is now projecting to be established in Limerick, where six Vessels will sail annually for the Guinea and Slave Coast, and from thence to the West-India Islands, whose Produce they will bring Home. They will at their own Out-Fit in Limerick take on board Linens and Cottons, plain and printed, Tallow, Horns, &c. The Out-Fit of these Vessels will not exceed 3,500 l. There is nothing against this Project but the Explanation of the Act of Navigation, which our Parliament alone has it in its Power to rectify.

Apart from minor points of punctuation and capitalisation, the Chelmsford Chronicle story is the same.

Limerick was, Nini Rodgers says, the first Irish port to promote a slaving enterprise. The African Company would have traded its linens, cottons, tallow and horns for slaves, sold them in the West Indies and bought sugar with the proceeds. I don’t know whether it ever got off the ground.

In general, though, Irish merchants profited from the slave trade not by buying and selling slaves but by supplying provisions to feed the slaves on the islands, allowing the plantation owners to devote their land entirely to growing sugar.