Category Archives: Unbuilt canals

Boris the Shinner

I have suspected for some time that Britain’s Brexiteers are actually Sinn Féiners.

After 1916 the Irish Shinners decided to leave a larger economic and political entity and to do so without any business plan or any realistic idea of how their proposed state would make a living.

After 2016 the British Shinners decided to leave a larger economic and political entity and to do so without any business plan or any realistic idea of how their proposed state would make a living.

One lot of Irish Shinners, led by the lunatic Éamon de Valera, wanted a hard Irexit and started shooting the soft Irexiteers who, happily, managed to keep control; it is to be hoped that matters don’t go that far in Britain.

It may be objected that the evidence for this contention, that Brexiteers are Shinners, is a little light, but I have now found confirmation: Boris Johnson is an enthusiast for insane canal construction projects.

The mark of the Shinner is upon him.

How to civilise Co Galway

An article from the Dublin Penny Journal of 13 September 1834 [Vol III No 115], conducted by P Dixon Hardy MRIA, solves that and other longstanding problems.

Public works in Ireland

The tunnel or archway through Lord Cloncurry’s grounds

Having in our last described the line of railway from the entrance station in Westland-row to the Pier at Kingstown, we now take the opportunity, while presenting our readers with two other views of the road, of inserting an article which, since our last publication went to press, has appeared in The Sun newspaper, relative to the carrying on of public works in Ireland. Our readers will perceive that its general bearing is in perfect accordance with the opinions we have more than once before expressed, when speaking on the subject of railways. We have already stated our reasons for giving a preference to railways over other modes of conveyance; but we fully agree in opinion with the writer of the article to which we refer, that no greater benefit could be conferred upon Ireland than the introduction of a cheap and expeditious means of conveying her agricultural produce from the heart of the country to the extremities — whether this be by canals or railways is a matter to be decided by the locality of those districts through which the lines of road may pass.

“We do not often derive so much pleasure from the perusal of a public document as we have from a careful inspection of the plans, and consideration of the suggestions, contained in the Second Report of the Commissioners of Public Works in Ireland, just printed by order of the House of Commons. Notwithstanding the low ebb at which the tide of Ireland’s prosperity stands at present, we predict, from the great improvements that are now being carried on, in clearing harbours, opening canals, and making roads along the eastern, southern, and northern coast, that the day is not very long distant when Ireland will, from being a bye-word among the nations of Europe, become equal to some of its proudest states in industry, wealth, intelligence, and love of order.

The worst crimes of Ireland are the results of the poverty and despair, rather than the evil disposition of her population. Public works, besides giving employment to thousands of her labouring poor, whom want has rendered almost desperate, will be the means of inducing capitalists to establish factories where facilities are afforded for carrying on an extensive trade; and will enable agriculturists to raise produce wherever a line of good road, a cheap water carriage, or convenient shipping, supplies them with a sure market for the fruits of their industry.

During the last eighteen months the sum of one hundred and twenty-nine thousand, six hundred and thirty-three pounds were expended in the improvement of Kingstown and Dunmore harbours, the making of roads on the Antrim coast, and the building of bridges, and other improvements in different parts of Ireland. The consequences of these works are already beginning to be manifested in the improved condition of the inhabitants in their vicinity, and the altered aspect of the immediately adjoining face of the country.

The commissioners themselves say that ‘Wherever a new road is constructed, flourishing farms at once spring up, and the carts of the countrymen press on the heels of the road-makers as the work advances’. And in a preceding paragraph the following most important information is given: — ‘In traversing a country covered with farms, and in a high state of cultivation, showing every sign of a good soil and of amply remunerating produce, it becomes difficult to credit the fact that, ten or twelve years since, the whole was a barren waste, the asylum of a miserable and lawless peasantry, who were calculated to be a burden rather than a benefit to the nation; and that this improvement may entirely be attributed to the expenditure of a few thousands of pounds, in carrying a good road of communication through the district’.

What Ireland stands most in need of at the present moment is, a cheap and expeditious means of having her agricultural produce conveyed from the heart of the country to the extremities. Now, in our judgment, the best way of effecting this would be by canals, of which she stands in the greatest need.

The first of these should be a canal from Dublin to Galway, which would cut the whole island across, from east to west, uniting St George’s channel with the Atlantic ocean. This line of communication between the capital of Ireland and a great commercial town on the extreme coast, would be of immense importance to the inhabitants of both, but of still more so to the whole population of Connaught, among whom it would be the direct means of introducing manufacturing industry, and a taste for the arts, enjoyments, and elegancies of civilized life. The distance between Dublin and Galway is about one hundred and four miles, through which a direct line of canal has already been carried for forty-two miles — namely, from Dublin to Philipstown; so that in point of fact the work is already begun, and only wants the aid of government, and the assistance of the landed proprietors in King’s County, Roscommon, and Galway, the value of whose estates would be trebled by it, to effect its entire completion.

The next line of canal should be from Ballyshannon Harbour to Dundalk, by Enniskillen, by which the greatest facilities would be given to agriculture and manufacturing improvements in the counties of Donegal, Fermanagh, and Leitrim; and more especially to the trade of Ballyshannon and Dundalk, which, though capable of being made emporiums of provincial industry and wealth, are now little better than marts for the fish caught along their coasts. However, great praise is due to Colonel Conolly, the member for Donegal, who has advanced a thousand pounds, and given security for four thousand more, for repairing the harbour of Ballyshannon, which, when finished, will be of great benefit to the people of the town, and the inhabitants along the western coast, from Sligo to Killybegs.

The last line of communication which we would suggest to the government, besides the navigation of the Shannon, which is sufficiently dwelt upon in the reports of the select committee on that subject, is a canal from Waterford to Sligo, intersecting the canal from Dublin to Galway, somewhere about Philipstown.

This, with such a line of communication from Dublin to Belfast, would unite all Ireland; and in a very few years would render the country as prosperous, as rich, and as contented as any in Europe. The intercourse which those canals would give rise to between the people in every part of the provinces, would extinguish that spirit of religious animosity which now divides and destroys them. Bring men only together, and they will soon remove the prejudices of each other.

The people of Ireland are at present as much removed from each other at the distance of fifty miles apart, as if the whole Indian ocean rolled between them. Hence, the jealousies, and hatreds, and cherished recollections of feudal wrongs, so common in almost every district of Munster and Connaught. But let once manufacturing industry prevail in these districts — let the voice of the mechanic be heard in the villages — and we will pledge ourselves that the people of Ireland, with all their alleged love of mischief, will find other employment than that of parading nightly in a Captain Rock uniform, or recording vows of vengeance against Sassenachs and collectors of king’s taxes.”

 

Sinn Féin asks useful PQ about waterways shock

Yes, Caoimhghín Ó Caoláin, SF TD for Cavan-Monaghan, has asked a useful question about waterways, one that doesn’t seem to have been designed to promote an insane restoration proposal. He asked for “the current and capital expenditure by Waterways Ireland in each of the years 2014 to 2016; the estimated level of current and capital expenditure for 2017″. The answer included this table:

WI budgets

 

Current spending comes 85% from the Free State and 15% from Norn Iron; capital spending is paid for by the administration in whose territory the montey is to be spent.

There may be a problem here in that I have a feeling that, if there is no NI Executive, spending is limited to 90% of the previous year’s figure [I am open to correction on this], which might cut the NI contribution to current spending: I presume that the RoI contribution would then be cut too, to maintain the 85:15 ratio.

The Minister for Fairytales also said that WI gets money from “third-party funding contributions towards specific projects and from its own income from licences and property.” However, its own income is pathetically small.

I am writing less about current waterways affairs because I’m concentrating on those of the nineteenth century (unlike Sinn Féin, which focuses on the eighteenth), but I did read WI’s Annual Report and Accounts for 2016 [PDF] with interest. Despite the considerable challenges it faces [including the pensions nightmare], the organisation has been expanding its range of activities and looking to new users and new uses. I hope that the Brexit hard border, which I suspect is now unavoidable, doesn’t completely bugger things up.

If it does, we might need to ask Sinn Féin whether it can think of anyone who could help smuggle motor-cruisers across the border to enable boats to move between the Shannon and the Erne. Perhaps their day will come.

 

Broharris and Ballykelly

I have revised and expanded my page on the Broharris Canal, distinguishing between it and the Ballykelly Canal. However, there are still mysteries, and I will welcome comments from anyone who can cast light on the two subjects.

The Hind

The River Hind Navigation is not well known, which may be attributable to its non-existence. There were several proposals to make the Hind navigable, to link the town of Roscommon to Lough Ree on the Shannon, but none of them were implemented. One of them almost made it, though, and such interest as the topic has is the result of the Hind’s inclusion (or semi-inclusion) on the list of navigations for which W T Mulvany, Commissioner for Drainage, was responsible in the late 1840s and early 1850s.

Mulvany was responsible for five drainage-cum-navigation projects (and many drainage projects), whereof the Hind was the least important. The other four were

  • the Lough Oughter navigation, upstream on Lough Erne from Belturbet, which was never completed: various (mostly Fianna Fáil) insane politicians in the area are still trying to have it completed
  • the Cong and Belturbet Canals, which were abandoned before they were finished
  • the Junction Canal in the Ballinamore and Ballyconnell Drainage District, later known as the Ballinamore and Ballyconnell Canal, which had a brief and notoriously unprofitable existence, but which was later transformed into the Shannon—Erne Waterway, which was a good investment for Ireland because the Germans [or someone] paid for it
  • the Lower Bann navigation, linking Lough Neagh (which already had two links to coastal ports) with the North Atlantic in the middle of a beach near Coleraine. This was the only one of Mulvany’s navigations that was completed and that remained open, despite its complete uselessness, as the railways got to the area before the navigation did.

In this catalogue of commercial nitwittedness, the Hind had the advantage that it was delayed: an even more insane proposal, to drain the Suck into the Hind, meant that the Hind navigation scheme was deferred long enough to be abandoned altogether, which was just as well as the railway soon made any navigation unnecessary.

However, the proposal was there and, if you are very bored, you might like to read about it. But this is for anoraks: the subject is unimportant, the detail [163 endnotes] outweighing what little interest the scheme possesses. There are no photos of boats or of locks, because there weren’t any; there aren’t even any cat videos.

 

Gambling for the Grand

In the 1770s a group of trustees conducted an annual lottery to raise funds for a “canal of communication” between the Grand Canal and the River Liffey in Dublin. The intention was to go north from the area of the Grand Canal Harbour to reach the Liffey opposite the barracks. It seems that some construction work was done but no lottery was organised in 1780 or thereafter, perhaps because an Irish state lottery was instituted. The plan to build a link to the north was abandoned; the Circular Line was built instead.

Here is an incomplete account of the Grand Canal lottery. I would be glad to hear from anyone who knows more about it.

Developments in lock design

A model for a Canal Lock of a very ingenious and curious construction, has lately been presented to the Company of Undertakers of the Grand Canal, by an artist in this city [Dublin], having among some other improvements on the old locks the following remarkable ones:

  1. That of raising or falling a boat from a level of sixty feet by a single lock.
  2. That of obviating, by a single contrivance, the waste of water, so that at the passage of any boat through it, more than nine-tenths of the water will be retained for the next occasion: this lock will therefore not require a sixth part of the water now expended in the smallest lock on the navigation.

The model is now in complete order at the Navigation House, and was particularly intended by the inventor to answer the great fall from the level of the Canal at James’s-street to the river Liffey; an object not yet fully determined upon by the Company, which Company has, however, as a token of its approbation of so very ingenious a contrivance, presented the inventor with twenty guineas, and should his plan be ever executed by them, there is no doubt but he will be rewarded according to his merit.

Saunders’s News-Letter
12 September 1787

The Cong Canal and the Ballinrobe navigation

I have extended my page on the Cong Canal by adding some photos of the sluices and the embankments on the Cong Canal and by improving some maps. I have also added some photos of Ballinrobe, including the quay from which it was hoped that boats would depart for Lough Mask and, via the Cong Canal, Galway. When the Cong Canal was abandoned, so too was the Ballinrobe navigation.

Waterways History Conference

The ninth Waterways History Conference will be held at the University of Birmingham, UK, on Saturday 24 June 2017. The programme and other details are available here. The theme is Waterways Research? and one of the topics is the Cong Canal.

The Dublin to Cork Canal

A Dublin paper has promulgated, at some length, a plan for the improvement of Ireland, which, we are confident, were it brought forward in Parliament, would be unanimously approved of, especially as it can be effectually done without any expense to the Nation. The plan is, a Canal, to be joined to the Grand Canal at Dublin, and to extend, in a Southern direction, to the County of Cork, a distance of 131 miles, which will, at once, penetrate into the centre of the great agricultural districts of Ireland. The expense, calculated at £400000 or £3000 per mile, to be raised by Lotteries, the tickets to be drawn in London, and conducted under the eye of Government Commissioners as our former National Lotteries.

Lancaster Gazette 24 February 1827