Category Archives: waterways

Weather

I had not realised that the times of the Met Éireann inland lakes weather forecasts, broadcast by the Coast Guard on VHF, had been changed. The times are now

06:15
10:15 repetition
13:15
16:15 repetition

MRCC Dublin, to whom I am grateful for confirming the new times, says

Standby on VHF Channel 16 for your local working channel.

In bygone days the Lough Derg and Lough Ree forecasts were five minutes apart, but now the initial call on Channel 16 is at the same time everywhere.

I found the new 10:15 broadcast to be particularly convenient.

Forecast format

However, one aspect in which I thought the Met Éireann forecasts (also available here) less useful than those from other sources (eg Windguru) is the absence of a forecast for wind gusts. On several occasions this year, the gusts were (a) almost continuous and (b) much stronger than the forecast wind speed. They thus had more influence on our trip planning than did the base wind speed. It would be nice if Met Éireann, and thus the Coast Guard, could include a forecast for gusts.

Hire boats

The hirers’ training materials I mentioned here give good advice about rough weather on lakes but, after seeing several hire boats cross Lough Ree in weather that kept us in harbour, I wondered whether the lakes forecasts are readily available to hirers. If they’re not, perhaps they could be transmitted daily by text message?

I should stress that I did not hear of any accidents caused by stress of weather, but some folk may have had uncomfortable trips.

 

 

A distinguished visitor to the Shannon

Dwarkanauth Tagore, of Calcutta, the distinguished and princely East Indian, who is making a tour of the United Kingdom, arrived in this city, on Tuesday evening with his suit [sic], in an elegant drag with four horses, and he put up at Cruise’s hotel.

The native Prince merchant partook of a dejeune at Killaloe on Tuesday. The City of Dublin Steam Company placed all their vessels on the Upper Shannon, at his command, and they were gaily decorated with flags, in compliment to the distinguished stranger, who left Limerick this day on a visit to Killarney Lakes, and is expected to call at Derrynane, the seat of Mr O’Connell.

Dwarkanauth Tagore dined and slept at Lord Rosse’s, on Monday night, where he examined the prodigious telescope — drove to Banagher, on Tuesday morning, and embarked on board the Lansdown [sic] steamer, proceeded through Victoria Locks Meelick, accompanied by Colonel Jones, and Mr Rhodes CE, also by Mr Howell, Secretary to the Dublin Steam Company. He was much pleased with the new works at Meelick, and also with the operations of a diver in a helmet, who exhibited the mode of using that apparatus.

The dejeune on board the Lansdown was provided by the Steam Company. Several ladies and gentlemen came up by the Lady Burgoyne to join the party of [at?] Portumna in the Lansdown. After partaking of the good cheer, they had dancing and music on deck till they reached Killaloe, much to the amusement of the stranger guest, who felt edlighted, not only with the scenery of the lake, but also with the company of the ladies.

Limerick Reporter 5 September 1845

From the BNA

Boat handling

One of the things that struck me, on our annual tour of inspection of the transpontine regions, was that most hire-boat skippers were very good at handling their boats.

The weather was very windy (more on that anon) and, on several days, we thought it too gusty for safe manoeuvring, but we watched hirers coming in to the various harbours. I don’t recall any of them making a mess of it, despite the wind, and some were remarkably skilful in challenging conditions. A family of Cheshire dairy farmers, experienced on the English narrow canals, were particularly impressive.

I had a look at the CarrickCraft/Waveline/Cruise-Ireland online training materials and I thought they were very good. [I haven’t looked at those of other hire firms: they may have equally good materials.] So was the Captain’s Handbook [PDF to Flipbook], which contains this excellent advice:

Take your time and carry out all manoeuvres slowly and deliberately. If you have the chance, watch a barge captain handling his barge. He is never in a hurry.

 

Oberkommando der Wehrmacht and O’Briensbridge

Boogie on over to the splendid David Rumsey Historical Map Collection and put

ireland shannon

in the search box. All going well, you’ll get a set of 14 pages published by Generalstab des Heeres (the German Military High Command) in 1940, with drawings, maps, photos and a page of text about the Shannon. The set includes Clonmacnoise (no doubt because the Wehrmacht intended to go there on pilgrimage), Foynes and, in particular, Ardnacrusha, O’Briensbridge, Parteen Villa and Killaloe.

Industrial railway enthusiasts may also be interested.

And the collection includes many photos of British ports and other installations.

Trigonometry and obfuscation

Every so often Waterways Ireland (whom god bless and preserve) sends out a Marine Notice to warn people of sporting activities, so that they can avoid them, and of one or other of the hazards of the navigations. One such, No 68 of 2016, issued on 9 June 2016, says (inter alia):

The attention of all is drawn to the dangers associated with overhead power lines in particular sailing vessels, sailing dinghys and workboats with cranes or large airdrafts.

Vigilance is required especially in the vicinity of slipways and dinghy parks, while voyage planning is a necessity in order to identify the location of overhead lines crossing the navigations.

ESB Networks emergency number is (353)1850 372 999 and Northern Ireland Electricity Networks is (44) 0800 616 817.

Then on 21 July 2016 Waterways Ireland issued Notice No 89 of 2016, which was specific (as far as WI is concerned) to the Northern Ireland navigations. Extracts:

Many sailboats have masts of 9m (30ft) or more and, as most of these masts are made of aluminium, they are an excellent conductor of electricity. If an aluminium mast or rigging come into contact with or too close to power lines, it could result in a fatality.

NIE Networks advises all boat owners to take some simple precautions to stay safe.

  • Plan your route carefully when transporting your boat to or from where it is being launched, making sure you have adequate clearance under overhead power lines. When you are stepping the mast or erecting long aerials, be sure to do so in an area totally clear of overhead power lines.
  • Once out on the water, if you are sailing on inland waterways or near islands or headlands, you should still look for overhead lines as they do cross over waterways. You must ensure that your mast or aerial has proper clearance from any power lines.
  • Always check your charts when underway to ensure you are aware of the location of overhead power lines.

In order to avoid hitting an overhead power line with a mast, it would be useful to know how high off the water, perhaps at Ordinary Summer Level, the power line was. Then you could subtract from that the height of your mast, and some safety factor, and decide whether you could safely sail under the line.

If you don’t know how high the power line is, you have to resort to trigonometry. My recollection of these matters has perhaps faded a little, but as I recall you stand a small boy of known height on your cabin roof and, with your eye level with his feet, you measure (a) the horizontal distance from his feet to your eye and (b) the angle from the horizontal to a line from your eye that touches the top of the boy’s head and the bottom of the power line. Then the small boy falls off the roof, you have to tack, your pencil falls overboard and it all seems much more difficult than finding the height of a tree. And of course you can’t measure the distance to the power line without sailing up to it, which is what you’re trying to avoid until you can decide whether you can safely do so. [Note: this paragraph is not to be used for navigation.]

Life would, therefore, be much easier (and safer) if you knew the minimum clearance under the power lines. Happily, NIE Networks is happy to tell people what it is; I emailed and a speedy response including this:

The clearance on all NIE Networks overhead power lines which cross over navigable waters is 10.5m (lower bank to line or earth). All overhead power lines are marked on navigation charts for the Erne and Lower Bann waters.

However, it should be noted that this is the clearance for NIE Networks overhead power lines and applicable to Northern Ireland only. Clearances for overhead power lines in the Republic of Ireland may be different and would require confirmation from the Electricity Supply Board (ESB).

Big it up for NIE Networks, then. But over several years I tried unsuccessfully to get the ESB to give me the equivalent information for lines crossing navigable waterways in the republic; it would not do so. Without that information, boaters cannot “ensure that [their] mast or aerial has proper clearance from any power lines”, so ESB’s advice is useless blather.

It is some time since I last asked ESB for information, and perhaps it has since been made available, but I see no sign of it on the ESB website. I would be glad to hear from anyone who can supply reliable information.

Patriyachtism

It will be recalled that, for many years, the governments of the United Kingdom of Great Britain and Northern Ireland and of Ireland subsidised the owners of private pleasure craft by allowing them to use the cheap diesel permitted for off-road use (not that farmers should get subsidies either). The EU (or whatever it was called at the time) told them to stop; they asked for, and received, several derogations to allow them time to comply; during that time they stuck their thumbs in their collective bums and did nothing. Eventually the EU got fed up and told them to get on with it.

The Irish government’s pretence at compliance was particularly ludicrous and contemptible. It said that yacht-owners (using “yacht” as shorthand for “private pleasure craft”) could continue to buy marked gas-oil (cheap or green diesel) at the rebated (cheap) price but that, once a year, they should tell the Revenue Commissioners how much they had bought, work out the amount of the underpayment and pay that sum to the Revenue.

I can’t imagine how the Revenue Commissioners thought that was going to work, but they seem to have been happy with a scheme that facilitated — nay, encouraged — tax evasion by those sufficiently well off to own yachts. Someone in the Irish Times, perhaps after having had his or her ear bent over a few pink gins at the bar of the George, referred to this as an “honour system”; there was no evidence that she or he had actually checked the compliance rate to assess the effectiveness of the scheme and the extent of honour amongst yacht-owners.

The figures for the year 2015, as of 15 April 2016, were kindly supplied by the Revenue Commissioners some months ago; here they are, with those for previous years.

For the record:

Year Payers Litres Amount
2010 for 2009 38 n/a n/a
2011 for 2010 41 n/a n/a
2012 for 2011 22 141,503.29 €53,398.58
2013 for 2012 23 301,674 €113,841.45
2014 for 2013 20 279,842.4 €105,561.74
2015 for 2014 26 289,151 €108,934.80
2016 for 2015 18 371,666 €140,021.51

I suspect that the increase in the number of litres paid for might represent the improved business for the hire fleets in 2015, but I would welcome information on the subject.

In 2015 the Irish Sports Council gave the Irish Sailing Association €1,121,900.

 

Tralee Ship Canal

The new ship canal at Blennerville, Tralee, has lost three foot of water out of twelve since its construction.

Catholic Telegraph 8 May 1852

From the BNA

Irish waterways in context

More than 25,000 barges were being used on Britain’s inland waterways in the middle decades of the nineteenth century.

Philip S Bagwell The Transport Revolution from 1770 B T Batsford Ltd, London 1974

I wonder what the figure for Ireland was. My guess is that, including small turf boats and cots, it was probably less than one tenth of the British figure.

Delegated authority in the ESB

Just over a year ago, in June 2015, I wrote — at some length — about the right to navigate the Shannon through Castleconnell, Co Limerick. A member of the staff of the ESB fisheries department told me

The legislation empowering ESB to regulate activity on the Shannon is contained in the Shannon Fisheries Act 1935 – Section 9.1 (D).

That accorded with my own untutored understanding: according to Section 9 (1) (d) the Board is empowered to

(d) terminate, restrict, or otherwise interfere with, either permanently or temporarily and either compulsorily or by agreement, any easement, way-leave, water-right, fishing right, or other right over or in respect of any land or water[.]

However, I responded to the ESB pointing out that the existence of a power does not prove that the power has been exercised, much less that it has been exercised validly. I asked for information on (inter alia)

 

[…] what strategic decisions the Board has made on this subject, or what decision-making powers it has conferred on its fisheries staff […]

whether the Board has actually decided to “terminate, restrict, or otherwise interfere with, either permanently or temporarily and either compulsorily or by agreement, any easement, way- leave, water-right, fishing right, or other right over or in respect of any land or water”

if it has so decided, what the details of the decision are: details both of its making and of its application [.]

 

The Act gave the ESB a power, but the power has to be exercised properly and there must be a record of the making of the decision. I have had no reply to my queries, and my working hypothesis is therefore that the ESB has not validly terminated, restricted or interfered with the right to navigate the Shannon at Castleconnell. If I receive evidence to the contrary, I will of course change my view.

One part of the problem is that the Act gives the power to the Board and, in my view, employees of the Board cannot of themselves decide to exercise that power unless the Board has validly delegated the power to them. The fisheries department cannot close the navigation unless the Board explicitly gave them the power to do so.

A case at the Court of Appeal, reported in the Irish Times today [11 July 2016: the article may disappear behind a paywall at some stage], seems to support that view [although I am not a lawyer: please consult your own legal advisers]. The relevant paragraph is

The board was entitled to delegate the power to issue wayleave notices to its chief executive but was not entitled to “sub-delegate” to the chief executive power to authorise such other persons as he deemed appropriate to issue wayleave notices, Mr Justice Brian Cregan held. Any such persons had to be directly authorised by the board.

I suggest that the same may apply to fisheries and navigation. If the navigation at Castleconnell was validly terminated, restricted or interfered with, either the Board took that decision itself or it explicitly delegated the power to do so to the fisheries department (or someone else). In either case, there should be a Board minute on the matter and it should be possible for the fisheries department to cite that minute.

 

Pork

Scalded Pigs, 33s to 34s per cwt; Singed 35s to 36s; Pigs Heads, scalded, 25s; Singed, 26s; Offal, 20s; Pigs Feet, 12s to 00s [sic] per cwt.

From the Limerick Market Note in the
Limerick Reporter 26 May 1840

From the BNA