Tag Archives: Grand Canal

Grand Canal Navigation

Alloway and Boake, No 85, Bride-Street, inform the Public, that they now carry in commodious Boats, of from thirty to forty tons burthen, heavy Goods of all kinds, between the Canal harbour in St James’s-street and Sallins, near Naas, at 2d per hundred weight, or 3s 4d per ton, which is less than one-third of the average price of land carriage for that distance.

The advantages of this Navigation to the Public, in addition to the great reduction in the price of carriage, are, that all Goods carried by the Canal are exempted by act of Parliament from all duties, rates, tolls and customs whatsoever, in all places whatsoever, save the Canal tolls, which are included in the price before mentioned; and the flour, malt, and corn premiums are the same on carriage to Dublin, by the Canal, as by land carriage.

Proper persons attend at the Canal Stores, James’s-street, Dublin, and at Sallins, to receive all Goods addressed to the care of Alloway and Boake; for the safe carriage and delivery of which, they hold themselves responsible to the public.

Dublin Evening Post 8 April 1784

Dublin to Limerick or Kilkenny

FRANCIS JENKINSON,
At the DROGHEDA’s ARMS, Monasterevan,
PROPRIETOR of the LIMERICK and KILKENNY
STAGE COACHES

Most respectfully informs his friends and the public, that he has removed from the Old Town of Monasterevan, to a spacious and elegant house adjoining the Canal, which he has fitted up in a stile superior to any on the road:— His coach-houses, stabling, &c are on a very extensive scale; he has gone to a great expence in fitting up stall stables, which he flatters himself will give general satisfaction; — returns his sincere thanks for the numerous favours received since his commencement in business.

His Larder is constantly well assorted, and his wines are of the first quality.

NB said Jenkinson informs the public, that his Stage from Kilkenny sets off precisely at half after four in the morning, arrives in time for the three o’clock packet which leaves Monasterevan, and on passengers coming from Dublin will arrive in Ballyroan, so as to be in Kilkenny early next day. Said coach passes through Castle Durrow coming and going.

Stage passengers for Limerick or Kilkenny not charged with beds.

Seats taken in Dublin at Mr John Goffen’s, No 7, Bolton-street, and in Kilkenny at Mr Francis Reynold’s, Wheat Sheaf.

Dublin Evening Post 17 June 1790

 

 

I would be glad to hear from anyone who can tell me where Mr Jenkinson’s Drogheda’s Arms was. Please leave a Comment below.

Grand Canal Passage Boat Horses

Proposals in writing will be received by the Court of Directors, at No 105, Grafton street, for drawing six Passage-boats, for three, four, or five years, between the city of Dublin and Monasterevan. The Contractors to be paid monthly.

Proposals to be delivered in two ways, either for the present five stages, from Dublin to Hazle-hatch, Sallins, Robertstown, Rathangan, and Monasterevan; or for four stages, viz Hazle-hatch, Digby-bridge, Elanaree, and Monasterevan. Persons proposing may send proposals either for the whole line, or any one or more of the before-mentioned stages.

Any alteration that shall hereafter be made, by increasing or decreasing the number of Passage Boats, to be mutually allowed for in proportion to the contract.

The boys to be kept in proper apparel, and the contractors to find track lines.

Stables will be found by the Company on the new stages — if they should be adopted.

Proposals will be received until the 1st day of August next, and the contracts to commence on the 1st of October ensuing.

Security in the sum of £500 must be given for the due performance of the contracts.

Signed by order,
W Browne Sec

Dublin Evening Post 17 June 1790

A train on the canal

Thanks to Ted McAvoy (via Andrew Waldron) for this photo.

LM 238 crossing the Grand Canal (Ted McAvoy)

It shows a Bord na Mona ballast train crossing the Grand Canal just here. It’s on the BnM’s Derrygreenagh System and, if you follow the line northwards on the map, you’ll get to Derrygreenagh on the R400. I am told that the train was going to Ballybeg Bridge Quarry but I haven’t managed to locate that.

 

 

Grand Canal: early plans

This page has a map of the planned route of the Grand Canal from Dublin to the Shannon via the Brosna, with branches to the Barrow and the Boyne, as proposed in 1779.

Note that I know nothing about the site displaying the map and I do not know whether it might endanger your computer’s security in any way. Mine seems to be OK [so far] [touch wood].

Bang

The inhabitants of this city [Dublin] were greatly alarmed yesterday evening, between the hours of four and five, by a most violent concussion of the air, which broke several panes of glass, cracked others, and shook houses to the foundation in an unusual manner, accompanied by a very loud explosion. In the country parts adjacent to the city, the fears of the people led them to imagine that there had been a shock of an earthquake — but the cause proves to have been the explosion of two boats, that were coming down the Grand Canal, freighted with gunpowder from Counsellor Caldbeck’s powder-mills at Clondalklin.

Many lives it was reported were lost; but we can assure the public, from the best authority, that no more than two men were killed, and five or six slightly wounded. The loss from the gunpowder is not estimated to be very great.

It is not as yet ascertained through what manner the fire was suffered to communicate to the powder. It was said that it was from one of the hands having dropped some blazing tobacco from a pipe which he was smoking, but for that there appears no foundation.

Dublin Evening Post 24 April 1787

Limerick gammon

Thanks to AOD for alerting me to an article by Morgan McCloskey “O’Maras of Limerick and their overseas business” [PDF] from the Old Limerick Journal summer 2001. O’Maras were bacon and ham curers: according to Frank Prendergast “The Decline of Traditional Limerick Industries” in David Lee & Debbie Jacobs, eds Made in Limerick: History of industries, trade and commerce Volume 1 [Limerick Civic Trust, Limerick 2003]

James O’Mara of Toomevara in County Tipperary had established the business in a small house on Mungret Street in 1839. He started bacon curing in the basement but it became so successful that he had to move shortly afterwards to the premises in Roches Street, which they occupied until its closure in 1987.

The waterways interest arises from McCloskey’s having drawn on Patricia Lavelle James O’Mara: a staunch Sinn Féiner Dublin 1961, republished in 2011 under a slightly different title. Lavelle’s O’Mara, her father, was also covered here and was the grandson of the original James who set up the business in 1839. We are concerned with neither of the Jameses: Stephen, son of the first and father of the second, is the man of the moment. McCloskey says that Lavelle says that Stephen preferred to go to Dublin by boat rather than by rail and that she gives this description of one such trip:

Then the boat went through the heart of Ireland; and the country, with its hills and green fields, was spread before him in all its changing beauty for the best part of a couple of days. The steamer left Limerick and made its way up the Shannon, avoiding the rapids by various canals and locks.

After Killaloe it reached the wide waters of Lough Derg. The passengers had the run of the boat and could get a snack meal if they wished. Once, when grandfather was travelling this way, terrible squalls sprang up and the lake was very rough, but usually they could stop for a moment at Holy Island and see the ancient ruins there, and pass on by the wooded heights of the Tipperary shore, past Dromineer to Portumna, crossing and re-crossing the lake until they found anchorage in Shannon Harbour, as far north as Offaly.

There was a big hotel there owned by the Grand Canal Company, where they all stayed for the night and got to know one another; and feasted on chicken and bacon and cabbage followed by apple pie, and then sat round huge turf fires swopping stories or playing cards.

Next morning the canal boat awaited them, gay with its overhead canopy to protect passengers from the heat of the sun or from inclement weather. The passengers sat in two long rows, back to back, and gazed out across the fields as the paddle lazily churned up the turbid waters and the boat made leisurely progress along the canal. The monotony was broken once in a while by the excitement of passing through a lock.

The problem with this romantic account is that, as presented, it’s rubbish.

Stephen O’Mara was born in 1844 and began work in the family business in 1860. The passenger boat service between Limerick and Killaloe ceased in 1848, when the railway reached Limerick (though there were occasional special excursions after that).

The service was by horse-drawn boat, not by steamer; though there had been some attempts at running steamers, the Limerick boats did not go beyond Killaloe, whence larger steamers ran to Portumna or, later, to Shannon Harbour and places further north.

Scheduled passenger services did not “stop for a moment” at Holy Island, which was off the main route to Portumna.

The canal hotel at Shannon Harbour effectively ceased operating as such in 1847, according to Ruth Delany The Grand Canal of Ireland David and Charles, Newton Abbot 1973.

The canal passage boats did not have canopies, the passengers sat facing each other rather than back to back and the boats were horse-drawn rather than paddle-driven. Furthermore, the service ceased in 1852.

I cannot explain the extent of the inaccuracies, but perhaps Lavelle’s account should have been attributed to the elder James rather than to his son Stephen. I would be glad to hear from anyone who can cast light on this; please leave a Comment below.

 

 

 

GCC inspection launch again

The other day I posted an account of the Grand Canal Company’s inspection launch, built at its own docks in James’s Street Harbour in 1909. I said

I had not been aware of the existence of a GCC inspection launch later than the gondola of 1795. I would be glad of information from anyone who knows more about it: please leave a Comment below if you can help.

Then I remembered that, back in January, Alan Lindley had kindly permitted me to post this photograph, taken at Lowtown in 1911 or 1912.

Unidentified boat at Lowtown (courtesy Alan Lindley)

Unidentified boat at Lowtown (courtesy Alan Lindley)

 
Alan identified the man on the left of the group — with cap, waistcoat and watch-chain, and with a dog standing in front of him — as the lock keeper, Murtagh Murphy, the great-grandfather of the present incumbent, James (Jimmy) Conroy.

I said at the time that, although the boat had been described as a passenger flyboat, that seemed unlikely, and that the boat looked much more like a pleasure vessel than a working boat. I added:

If the Grand Canal Company had an inspection launch, this might be it, but I have found nothing to indicate that it did. The boat does, though, seem to have been designed for canal travel: it seems (from the twenty feet or so we can see) to have straight sides and to be well equipped with fenders. It might therefore have been designed to travel on the canals (as well as on other waters).

Well, now we know that the Grand Canal Company did have an inspection launch, built in 1909, not long before this photo was taken. Could this be it?

 

GCC inspection launch

Under the heading

GRAND CANAL COMPANY’S ENTERPRISE

the Irish Times reported, on 21 December 1909, on the trials of a launch newly built by the Grand Canal Company in their own docks at James’s Street Harbour.

The launch was 40′ long and 6½’ wide, screw propelled and driven by a Daimler 12-15 hp petrol engine. This engine was placed in the forward part of the launch

… and is worked in the manner which is usual with road motor cars: the driver or steersman sitting at the wheel having a clear view ahead.

That part of the launch was open; in the centre was a “deck-house or saloon, constructed principally of teak wood”. Aft of that was another open area. The launch could carry 20 people.

The saloon had “a sliding weatherproof door at the fore end, and two removable swing doors in the aft end”. It was lit by electric lamps and had cushioned seats at each side, with storage lockers underneath. A “table of novel design” was lowered from the ceiling when required, then pushed back up to leave a clear passage through the saloon. The launch, which was fitted up very tastefully, and

… the creditable manner in which the work of turning out the launch as a whole has been accomplished reflects great credit on the company’s workmen, and promises well for the future of local industries.

The trials were attended by the GCC General Manager George Tough and its Engineer Harry Wayte. The launch left James’s Street at 10.30am for Ringsend, travelled up the Liffey to Kingsbridge and back down again, before going out into Dublin Bay two miles beyond the Poolbeg lighthouse. On a measured mile in the Liffey, between the Pigeon House and the lighthouse, she managed 12 mph against the tide. She returned to James’s Street Harbour after arousing “considerable interest amongst spectators along the route”.

The launch was intended as “an officers’ inspection boat, to travel all over the company’s extensive system” of waterways routes.

The boat in every respect worked very satisfactorily, and reflected great credit on its designers. […] The success which has attended this experiment may lead to the establishment of fast or express goods boats all over the system.

I had not been aware of the existence of a GCC inspection launch later than the gondola of 1795. I would be glad of information from anyone who knows more about it: please leave a Comment below if you can help.

From the BNA

The habits of the papists

On 15 February 1833 the Earl of Roden presented to the House of Lords petitions from various places “praying for the better observance of the Sabbath”. Some of the petitioners seemed to be shopkeepers who liked to take Sundays off and didn’t want anyone else taking their custom while they were closed.

Lord Cloncurry, however, pointed to the problems such observance might cause in Ireland, where there were different understandings of what should be done on Sundays. He felt that

[…] care should be taken, in enforcing the law, not to create discord, and do mischief to the people.

Not that creating discord would have bothered Roden, one of the nineteenth century’s prize nitwits.

Cloncurry, of Lyons House, Ardclough, Co Kildare, near where a brewer is buried, was a director of the Grand Canal Company — or rather

He was engaged in the Canal Navigation of Ireland, which afforded valuable commercial opportunities to private individuals, and to those of the middling classes the means of maintaining their families in decency and comfort.

He pointed out to his noble colleagues that canal boatmen treated Sunday like any other day: boats left Limerick and other places on Saturdays and kept going throughout the weekend, probably stopping for mass on Sunday morning:

Noble Lords, perhaps, were not aware, that in the Catholic Church, the rule was to attend mass in the forenoon, and it was then deemed allowable to spend the remainder of the day in amusement or business.

However, two magistrates had “at no distant period” ordered the police to stop boats from travelling on Sundays. These were probably the magistrates in Athy and Monasterevan, as described by Nicholas Fanning of the Grand Canal Company in 1830. The result of the magistrates’ action was that the boatmen went to the pub and their cargoes were plundered. The same magistrates had stopped cargoes of cattle from Clare and Galway en route to Dublin port [although it is difficult to see why they would have gone through Athy or Monasterevan].

The act of the Magistrates already alluded to was in violation of law; for the proper course was to have summoned the boatmen for the offence, instead of stopping the boat. It was not, therefore, surprising that law should be held cheap in Ireland, when it was broken by those who ought to uphold it.

Roden said that Cloncurry should name the magistrates so that there could be an inquiry — Cloncurry refused as he didn’t want to bring odium on them — but he reckoned that they were probably only enforcing the law. Roden said

As to the opinions of Roman Catholics relative to the Sabbath, he would say, without meaning them any offence, that Parliament ought to legislate according to its own religious feelings.

He didn’t foresee the rise of the shopping centre.