There are not so many of them. I wonder what’s happening in Ireland.
The first of two new steel canal boats which the above firm are building for the Grand Canal Company was successfully launched on Wednesday. These boats are 60 ft long by 13 ft 2 in beam, and 5 ft 9 in depth of hold, and are designed to carry forty tons on a light draught of water. They are of improved design and construction, and expected to tow very easily. The Canal Company have expressed themselves well pleased with the time of delivery and workmanship, and it is to be hoped no more orders of this kind will go across the water in future. The firm appear to us to be well able to deal with the work of the port. The ss Magnet, of the Tedcastle Line, which had an extensive overhaul at this yard, we believe, gave every satisfaction, and had a most successful trial trip a few days ago. It is to be hoped that more of our local steamship companies will follow the lead of Messrs Tedcastle, and have their work done in Dublin.
The Freeman’s Journal 1 September 1893. From the British Newspaper Archive run by Findmypast Newspaper Archive Limited, in partnership with the British Library.
Some context here.
Here is the sixth and final page on the sinking of the passage boat Longford on the Royal Canal on 25 November 1845. This page is about who was steering the boat and why the steerer was unable to avoid the accident.
The price of fifteen lives was 1p.
Here are the fourth and fifth pages [I split one long page] in the sequence of articles about the sinking of the passage boat Longford on the Royal Canal in 1845. They discuss some of the evidence of corporate incompetence and farcical laxity that may have persuaded the inquest jury to award a deodand against the vessel (and thus against the Royal Canal Company).
Amongst other gems, the footnotes explain what a crapper is.
Here is the third page in the sequence about the sinking of the passage boat Longford on the Royal Canal in 1845. This page, The deodand, covers the inquest and the trial.
Here is the second page of the saga. This one gives background information about the passage boat service, the boats and the crew of the Longford. The shock-horror stuff will be in later pages.
Lord Dunkellin: Do you know the Victoria lock at Meelick?
Sir Richard Griffith: I do.
Dunkellin: Do you know what is called the Old Cut, the old canal?
Dunkellin: The Victoria lock is a new work, is it not?
Griffith: It is.
Dunkellin: Should you be surprised to hear that vessels do not use that frequently, but go by the old cut?
Griffith: In times of very high flood I am aware that the canal boats find it advisable and beneficial to go by the Hamilton lock, on the old cut, in preference to the other.
Dunkellin: Prima facie, one would have thought that a new work like the Victoria lock would have the effect of regulating the state of things?
Griffith: It arises from the Counsellers’ Ford, as it is called, above Meelick; it has not been sufficiently excavated, and there is a strong current, and the boats are not able to get up to it in times of high flood.
Dunkellin: Then the boats made use of the old canal instead of the new lock?
Griffith: Under those peculiar circumstances they did.
Evidence of Sir Richard Griffith to the Select Committee on the Shannon River 12 June 1865