Category Archives: Steamers

Recent developments in boat design

Mr Busk’s elastic paddle

A small Steam Boat (apparently about fifty feet long, and six or seven feet wide), belonging to Mr Wm Busk, of Pall-mall, was exhibited on Friday on the Thames. The boat was propelled easily and rapidly through the water, both with and against the tide, by a very small steam power, without the use of any paddle-wheel, by means of an elastic paddle, or fin, recently invented by Mr Busk, which was subject to a reciprocating motion wholly under water, and acting equally both ways.

When the action is not brought too near the surface, no motion seems to be occasioned in the water which could at all prejudice canal banks; and as the range of the fins, by their being placed in the narrow after-part of a boat, admits of being confined completely within the depth and breadth of the boat, no impediment need be presented to the passing of locks or bridges. The invention appears to be extremely simple and efficacious, and of very ready application to vessels of all classes and dimensions.

Bath Chronicle and Weekly Gazette 5 May 1825

Canal steam navigation

Experiments of rather a novel character have for some weeks been in progress on the Forth and Clyde Canal, to ascertain the merits of an invention for propelling boats on canals at greater velocities than have hitherto been attained either by steam or horses. The principle on which the experiments are founded may be thus described.

A light chain is laid in the canal, from one extremity to the other, and firmly fixed at each end. To effect motion by this means, a twin boat is used, in the trough of which a grooved wheel (receiving the chain) is made to revolve by a steam engine placed in the boat. From this description it will be evident that, as the wheel revolves, the boat is drawn forward at a speed equivalent to the power, or at precisely the same velocity as the periphery of the grooved wheel.

At first sight there appear to be several objections to the plan, not the least of which are turning the bends, and meeting and passing general craft on the canal. The experiments made on Friday the 29th ult, however, fully prove the facility with which the vessel can be steered from side to side of the canal; describing, at the same time, quicker curves than any to be met with on the Forth and Clyde navigation.

On the whole the experiments, though conducted under great disadvantages, were highly satisfactory, and such as to induce further trials. A speed of 8¼ miles per hour was attained, and there was little doubt in the minds of those who witnessed the trials, that, with a lighter engine, and a boat drawing less water, a higher velocity might be acquired at a cheaper rate than is now produced by horses.

It will be proper here to observe that it is not intended to carry passengers in the same boat that contains the engine and propelling apparatus.

Chester Chronicle 12 September 1834

India Rubber Boat

An American journal says that a Mr Caleb Williams, of New York, has just constructed a boat of this material, and that he has applied for a patent for his invention.

Huntingdon, Bedford & Peterborough Gazette 4 July 1835

 

 

Fuel consumption

The Dublin Monitor of 3 December 1839 quoted the celebrated Dublin-born adulterer and polymath Dionysius Lardner [who said that Victorians were prudish?] as saying

A train of coaches, about eighty tons, and transporting 230 passengers, with their luggage, has been taken from Liverpool to Birmingham, and from Birmingham to Liverpool, the trip each way taking about four hours, stoppages included. The distance between these places by the railway is ninety-five miles.

This double journey of 190 miles is effected by the mechanical force produced in the combustion of a quarter of a ton of coke, the value of which is 6s.

To carry the same number of passengers daily between the same places by stage coaches, on a common road, would require twenty coaches, and an establishment of 3,800 horses, with which the journey in each direction would be performed in about twelve hours, stoppages included.

Dr Lardner on the Steam Engine

The fuel consumption figure seemed odd to me, because I had recently read about the fuel consumed by a steamer on the Shannon in 1851. This was evidently one of the two screw steamers put to work by the Grand Canal Company in 1851, on which Sir John MacNeill conducted the experiments described here.

A luggage boat propelled by steam, on the screw principle, has been for the first time placed on the waters of the Shannon between Shannon Harbour and Limerick, taking in Portumna, Dromineer, Williamstown [probably Hollands], Killaloe, and the river and canal, to the terminus lock at Limerick.

As a specimen of aquatic architecture, the boat presents no very peculiar or striking features; it is built of iron, with a flush deck; it is capable of carrying about thirty tons, and the rate at which it goes on the canal, is about three and a half miles an hour, whether singly, or as a tug boat with two or three heavy lighters after it; whilst on the broader waters of the river, it is capable of going at a rate of seven and a half miles an hour!

This phenomenon may be explained by the fact that on the canal, which is comparatively narrow, there is no expansion of the waters displaced by the boat, whilst there is always a considerable swell raised about the prow, causes which conspire to retard her speed, and which do not operate when she is on the river.

The expense of working this boat is considerably less than that of the ordinary boat drawn by horses. A ton of coal supplies the engine between Limerick and Shannon Harbour; whereas the horsing alone of a boat between Limerick and Killaloe amounts to something about ten shillings.

The experiment, however, has not been sufficiently tested; and there is some doubt that it may succeed according to the expectations of its projectors. Just now several industrious persons with horses are employed on the canal: and it is to be hoped that in this season of dearth and destitution, no hasty means will be adopted to force them for subsistence on overgrown poor rates.

Limerick Reporter 27 May 1851

The Limerick Reporter article does not say, and I cannot determine, whether this was  Towing steamer No 2 [Appendix 3 in Ruth Delany The Grand Canal of Ireland David and Charles, Newton Abbot 1973], the twin-screw vessel which MacNeill, confusingly, called the No 1 Boat, or the single-screw Towing steamer No 1, which MacNeill called the No 2 Boat.

But I was surprised that the railway train could do 190 miles on a quarter ton of coke while the steamer required a ton for the (roughly) 54 miles from Shannon Harbour to Limerick.

On consulting the online Gutenberg version of the seventh edition of Dionysius Lardner The Steam Engine explained and illustrated; with an account of its invention and progressive improvement, and its application to navigation and railways; including also A Memoir of Watt Taylor and Walton, London 1840, I found that there were some differences between that and the Dublin Monitor‘s version:

A train of coaches weighing about eighty tons, and transporting two hundred and forty passengers with their luggage, has been taken from Liverpool to Birmingham, and back from Birmingham to Liverpool, the trip each way taking about four hours and a quarter, stoppages included. The distance between these places by the railway is ninety-five miles.

This double journey of one hundred and ninety miles is effected by the mechanical force produced in the combustion of four tons of coke, the value of which is about five pounds.

To carry the same number of passengers daily between the same places by stage-coaches on a common road, would require twenty coaches and an establishment of three thousand eight hundred horses, with which the journey in each direction would be performed in about twelve hours, stoppages included.

So 240 passengers, not 230; 4¼ rather than 4 hours — and most significantly 4 tons of coke, costing about £5, rather than ¼ ton costing 6s [£0.3].

Did the Dublin Monitor get it wrong — and, if so, why and how? Or were the lower figures in some earlier edition of Lardner’s work?

 

 

The agency model

I have been told that, until recent years, travel agents in Germany and elsewhere would buy packages of weeks on Irish hire-boatsa and then sell them on to their own clients. I have also been told that this “agency model” ceased to be used [or became less used], perhaps because of the growth of internet booking. And it has been suggested that this was one of the factors in the decline of the Shannon hire-boat trade, to which I have repeatedly drawn attention [most recently here].

I do not know whether this phenomenon has been documented or formally studied. If it has, I would be grateful if any reader can point me to the documents or studies. I would also welcome other Comments on the proposition.

Packaging and marketing

I mention it now because, when launching the Shannon Blueway project, the waterways minister Heather Humphreys said:

The launch of the Blueway will allow local businesses [to] capitalise on an increase in demand for transport, equipment hire, accommodation and entertainment.

I think that the Blueway is an excellent idea, but I am concerned about whether small local companies will be able to package and market it effectively to overseas tourists. If the long-established cruiser-hire-firms were or are finding effective marketing difficult, why would (say) a canoe- or bicycle-hire-firm in Drumshanbo find it any easier?

Marketing to anglers

There was an interesting discussion at the Joint Oireachtas Committee on Transport and Communications about “Depletion of Inland Fish Stocks and Impact of Estuary Poaching: Inland Fisheries Ireland” on 22 October 2014. Note in particular the contributions of Dr Ciaran Byrne from 10:25 onwards about how Inland Fisheries Ireland markets Irish angling to overseas anglers.

What struck me was not that IFI uses any particularly magical marketing methods but that it is dealing with a well-defined interest group: people who are committed to a particular activity and have invested heavily in it (buying rods and stools and nets and umbrellas and maggots and whatever else anglers use).

Identifying potential customers

Anglers form one segment of the market for inland waterways holidays, but the task of selling to other segments is harder if they lack a single compelling interest. Hence, no doubt, those rather demented attempts by Fáilte Ireland or Tourism Ireland to categorise potential customers as ‘Sightseers and Culture Seekers’, ‘Family & Loved Ones’, ‘Relaxers’ and ‘Outdoor Actives’. None of their interests strikes me as being exactly compelling: there are several countries where you can relax, engage in outdoor activities or look at sights.

What you really need is obsessive customers: folk, with money to spare, who are really interested in one thing. Then you entice them to your area and take their money from them: not, as Brian Ború would have done, by hitting them over the head and stealing it, but by selling them overpriced goods and services.

Lough Derg

If you don’t have obsessive customers, who are compelled by their inner urges to dangle maggots in your waters (or whatever else turns them on), then you might try offering a compelling attraction: something that is so interesting that folk put it on their to-do lists. Unfortunately, as Fáilte Ireland’s Lakelands Lough Derg Roadmap [PDF, 6.7MB; well worth reading] admits,

Lough Derg does not have suffient key attractions that act as a draw to the area.

The same thought has often struck me. As you drive around the lake, you see signs pointing towards it. But suppose you’re a casual tourist who hasn’t already booked an activity. When you get to the lake, about the only thing you can do is look at the water (which becomes less interesting after a while) or at the jolly people enjoying themselves on boats (ditto).

You can, in some places, go to a pub or eatery, but you don’t need to come to Ireland to do that. Or you can paddle. If you fish, you can fish, but I’m trying to think of things for non-anglers. In Killaloe, you can take a boat trip; in Dromineer, you can hire a sailing boat; in Mountshannon, you can visit Holy Island. But there is nothing you would come to Ireland for: nothing you can’t do in other places.

Roadmap remedies

The Roadmap proposes these remedies:

The following three key tourism products are proposed:

  • A Discovery Point and Trailhead at the Portroe lookout
  • A Lough Derg Canoe/Kayak trail
  • An enhanced offering and facilities at University of Limerick Activities Centre (ULAC).

Two additional tourism products are proposed:

  • Portumna eco-park (masterplanning required)
  • Publications to promote and support active enjoyment of Lough Derg and surrounds.

There is, alas, another set of categories of potential visitors:

The three market segments identified with the best potential for delivering international visitors to Lough Derg have been identified as Curiously Cultural, Great Escapers and Nature Lovers.

Other, less exploitable, market segments are identified too, but I can’t bring myself even to name them.

Finding the punters

I’d hate it to be thought that I was a marketing expert, but it seems to me that this segmentalisation is coming at things from the wrong end. In effect, it’s saying “We have these things; what sort of person might be induced to buy them?” Then you give each of those sorts of person a category and say that you’ve found your market.

But compare that with what the fisheries folk do. They can identify magazines that anglers read, maybe (for aught I know) television programmes they watch, trade shows they visit. Identification is easy: the titles will include words like “fishing” or “angling”.

But what magazines — other than those on the top shelf — have “Curiously Cultural” or “Nature Lovers” in the title? How do you track down “Great Escapers”? It seems to me that these categories might help you to tailor a message that is broadcast to large audiences through mass media: in such cases it doesn’t matter if you appeal to only 1% of the audience, provided that that audience is large enough. However, that’s not an option available to those with small budgets: they need cheaper marketing through channels that will provide much higher returns.

Small operators

And that’s where we come back to the fact that most of the potential tourism operators around Lough Derg are pretty small. Who is going to put together packages of activities that will appeal to the curiously cultural? I’m interested only in filling my B&B and you’re interested in hiring out bicycles. I’m happy to refer customers to you and vice versa, but are we going to get together to provide packages and to share our marketing budgets? There is a Lough Derg Marketing and Strategy Group, but it seems to be dominated by representatives of public sector bodies, and there is a limit to what they can do.

To compete on a European scale, what’s really needed is a large commercial organisation. I suggest, therefore, that the best thing to do would be to get Goldman Sachs to advise on how Lough Derg might be privatised.

Second-best would be the formation of a tourism cooperative.

 

 

 

 

 

 

The captain and the perjurer

Mary Meehan’s was a dramatic story.

In April 1847 she had gone to the house of William Dwyer at Cuphaunhane [Cappanahanagh?]. She heard voices inside and stopped to listen. The door opened and William Dwyer ran out. She went in and saw William’s wife Mary dragging the seemingly lifeless body of Ellen Dwyer, William’s sister, into the room. Mary Dwyer then ran off and Mary Meehan raised Ellen’s head; she saw blood on the left side of the head.

She went home and told her husband about it; he told her to say nothing. About two hours later she was in the haggard and saw William and Mary Dwyer digging at the brink of the ditch. She gave a deposition to Edward J Bell RM on 8 October 1849, adding on 16 December 1849 that, if Bell were to dig in the field near the Dwyers’ house, or in the nearby quarry, he would find the remains of a human body.

Bell, with Mr Head and the Castleconnell police, dug more than forty times in the field in question, but with no success. They then drained four feet of water from the quarry and found a skull and some human bones in the mud. Constable Swan delivered them to Dr Thomas Travers Riordan at Castleconnell.

Dr Riordan thought that the skull was more likely to be that of an old woman than that of a fifteen-year-old girl. The bones had been in water or earth for much more than two years and belonged to a tall muscular person: the skull and the bones were almost certainly from two different people. The church at Abington was close to the quarry.

On 14 March 1840 Mary Meehan was indicted …

… for that she with felonious intent to injure William Dwyer …

… did swear to an untrue story. She was described as …

… a woman of about forty years of age, […] dressed in a blue cloth cloak, clean white cap, and white woollen shawl, as the wife of a farmer in comfortable circumstances. Her appearance was not unprepossessing, but there was a peculiarly sinister expression about the eyes.

Mr Bell had taken depositions from William and Mary Dwyer; they contravened Mary Meehan’s statements but she stuck to her story. No witnesses supported her.

William Dwyer said that he had sent his sister to England [en route to America?] that April: his wife had accompanied her to Killaloe and seen her aboard one of the [City of] Dublin Steam Packet Company’s boats. He had not heard from her since then.

Mary Dwyer said that she and her sister-in-law had slept at the house of Mary’s father Michael Healy, in Killaloe, the night before Ellen’s departure. The following morning they went to the house of Nancy Preston, who accompanied them to the steamer to help Ellen get a cheaper fare. Michael Healy confirmed that evidence, as did Nancy Preston. Mary Dwyer said that she was on board with her sister-in-law until the boat left.

The final witness was the steamer’s captain, Captain Winder. He said he remembered the circumstances perfectly and had charged Ellen only 4s 3d for the passage to Dublin.

His Lordship charged, expatiating on the enormity of the prisoner’s offence, and the revolting exhibition of the remains of the skull and bones of a human being on the table, and adding that from the evidence they could hardly hesitate in finding a verdict of guilty.

The Jury returned a verdict of Guilty accordingly.

The Limerick Reporter and Tipperary Vindicator 15 March 1850

Barrow Line meets Barrow Navigation

Seen from the air, 1947. Several of Limerick too. What’s the boat at bottom left in this pic of Athlone? A search for “Ireland” gives 2642 results, which is more than I can go through. If you find anything interesting, I’d welcome a link, which I’ll add here.

A puzzle in waterways history

According to the Lagan Canal Trust,

The Lagan Navigation also forms part of a wider all Ireland waterway network. This network of waterways once traversed through the towns and cities of Ireland delivering goods and produce, helping to shape the economic fortunes of the country.

I would be grateful for information about any goods or produce that were ever carried from the Shannon, or from the Royal or Grand Canals or the River Barrow via the Shannon, through the Junction Canal in the Ballinamore & Ballyconnell Drainage District [later called the Ballinamore & Ballyconnell Canal and later still the Shannon–Erne Waterway] and then the Ulster Canal to Lough Neagh or any of the waterways connected therewith. Or, of course, in the opposite direction.

As far as I can tell, outside the sales blurbs written by engineers seeking employment and waterway owners seeking subsidies, there was never a connected all-Ireland waterways network; nor was there ever any need or demand for such a thing.

Any more than there is now.

 

A1 @ A2SN

I wrote here about the workshop, being organised by A2SN, the Archives and Artefacts Study Network, and PRONI, the Public Record Office of Northern Ireland, entitled

By air, sea and land — Transport & Mobility through the archives.

I attended the workshop yesterday; it was absolutely excellent. I can’t remember the last time I attended an event where every speaker was both a good communicator and worth listening to. The programme covered waterways, roads, railways, aircraft, public transport and shipping, with two more theoretical, but no less interesting, sessions at the end — followed by a reception on and tour of the SS Nomadic.

The timetable had been designed to provide much opportunity for discussion between speakers and attenders: it was successful, thanks largely to its enforcement with a rod of iron, or rather with three sheets of card.

I imagine that the A2SN blog will have a full report when KH has had a chance to recover, so I won’t cover it here, but it was gratifying to note that Waterways Ireland is working on making access to its archive much easier.

If A2SN hold any more events on the island of Ireland, I’ll be there.

 

The Royal under the Railway

A new, short book, on aspects of the history of the Royal Canal, published by the Railway and Canal Historical Society, will be launched at the Clinker Lecture on 18 October 2014. The title is The Royal under the Railway: Ireland’s Royal Canal 1830–1899 and it covers a number of topics, mostly about the canal after it was bought by the Midland Great Western Railway. From the Introduction:

The accounts of the Midland Great Western Railway for the half year ending 31 December 1849, four years after it bought the Royal Canal, showed its gross income from the railway as £23,773 and its income from the canal as £7,677, roughly a quarter of the total. By 1899, though, income from the railway was £264,393 and that from the canal £2,220, less than one per cent of the total. The Royal Canal, never particularly successful, had declined into utter irrelevance.

It may seem perverse, therefore, to offer even a short book on the canal’s history in that period, especially as there exist two full histories, by Peter Clarke and by Ruth Delany (with Ian Bath in the most recent edition). This, though, is not a full history, even of the limited period, roughly 1830–1899, from just before the railway took over until the end of the nineteenth century. This is rather a complement to those histories, providing just enough background information to  enable the book to stand alone while covering some new topics and providing new or extra information on others. The topics include:

  • the 120-foot steam-powered narrowboat
  • the Midland Great Western Railway’s early attempts at running canal boats
  • the ingenious Mr Mallet’s moveable bridge
  • the whore who held the mortgage on the canal
  • the competition between the roads of Roscommon and the Royal Canal
  • the reconstruction of Dublin bridges over the canal
  • the horses who slept on board their boat.

[…] this book is not intended to be the last word on any of those topics. I hope that it might encourage others – those researching local, family, social, industrial, transport, economic or technological history – to record and transmit anything they might learn about the history of the Royal Canal. To take just three topics, we know very little about canal employees, the operations of canal traders or the management of the horse-drawn canal boats. On any one of those, useful information could just as easily be found by a local or family historian as by a canal specialist.

 

Steam, the Shannon and the Great British Breakfast

That is the title of the Railway and Canal Historical Society‘s 2014 Clinker Memorial Lecture, to be held at the Birmingham and Midland Institute, Margaret Street, Birmingham B3 3BS, at 1415 on Saturday 18 October 2014.

The lecture will concentrate on the period before 1850 with such interesting topics as

  • Shannon steamers
  • the Grand and Royal Canals
  • the first Irish turf (peat) to reach the USA (possibly)
  • port developments in Dublin, Limerick and Kingstonw
  • the Dublin and Kingstown Ship Canal
  • the Midland Great Western Railway
  • what “cattle class” really means
  • bacon and eggs.

Admission is free and booking is not required. However, if you plan to attend, it would be helpful if you could e-mail […] to this effect.

The Clinker Memorial Lecture is named for Charles R Clinker, an eminent railway authoe and one-time historian of the Great Western Railway, who died in 1983.

If you would like the contact email address, leave a Comment below and I’ll get in touch with you direct.

 

 

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.