Tag Archives: Ireland

Mr Monks’s plan for inland navigation

According to Mr Monks‘s plan for the intended northern line of navigation, great accommodation and advantages would be afforded to the inhabitants of that part of the kingdom that lies north of the city of Dublin, particularly to those of the province of Ulster, who are so numerous — for all the sea ports, all the considerable towns and villages would have a cheap and secure interchangeable communication with each other, and the metropolis, in peace or war, safe from enemies and storms, most desirable objects to that extensive manufacturing country.

The design is to run a canal from Dublin to Blackwater-town (about 68 miles); the river Blackwater is navigable from thence to Lough Neagh — and with very little expence afterwards the following great general navigable canal communication would be opened:

  • to the east coast of Ireland by the river Liffey to the bay of Dublin
  • by the Boyne Navigation (which the northern line would intersect near Navan) to the bay of Drogheda
  • from Lough Neagh, by the Newry Navigation to Carlingford bay
  • to the north east coast from Lough Neagh by the Belfast canal to Belfast lough, or Carrickfergus bay
  • to the north coast from Lough Neagh by the river Bann to Colerain
  • and by off-branching along the Ballyhays river about 10 miles, to the east end of Lough Erne, which is nearly navigable to the town of Ballyshannon, would open a communication with the bay of Donegall to the west
  • and by the Grand Canal and Barrow Navigation to the south to Waterford harbour
  • by the western branch of the Grand Canal, which will be shortly completed, to the Shannon, and the Limerick Navigation to the south west of Ireland.

And we understand (in order that the inland towns and villages should reap every advantage by this general plan) he proposes that canals of very small dimensions (which are made at very little expence) should be extended from the great lines to them for boats of only four tuns burden, where water cannot be obtained to answer canals of a larger scale; and wastage of locks, in place of which he would substitute machinery on a plain simple construction, to raise and lower them on inclined planes at the rate of 100 feet in four minutes, and which would also answer instead of aqueducts and embanking across wide valleys, one horse would be sufficient to draw, and one man to attend ten of these boats chained together, the whole carrying forty tons with great ease.

Thus not only the wealthy merchant and manufacturer, but the most inferior tradesman would have an opportunity of attending and disposing of his goods at the best market (let the quantity be ever so small) on equal terms, which would be a great means to defeat and put down forestalling — a most destructive species of dealing in a manufacturing country,

Dublin Evening Post 19 January 1797

From the BNA

 

Transport history

Tyler Cowen of Marginal Revolution quotes an interesting extract today from a new book on the history of India:

…the most important technological change for the transportation of heavy goods in nineteenth-century India was not the arrival of the quick, expensive railway: it was the move from pack animals to carts pulled by two or four beasts in the first half of the century.  This was the process historian Amalendu Guha calls ‘the bullock cart revolution’.  Throughout the 1860s and 1870s railways found it impossible to compete not only with bullock carts, but also with human-powered river transport.  Rowing boats along the Ganges and Jamuna won a price war with the railways over the cost of transporting heavy goods.  Vessels powered by human beings were able to undercut steam vessels elsewhere.

There is a description of the book (which I have now ordered) here.

How did transport in Ireland compare? In the first half of the century, road transport using Scotch carts dominated carrying. Within about 55 miles of Dublin, eastward of Mullingar on the Royal and Tullamore on the Grand, canal carriers did little business except in the heaviest goods: the Scotch carts, each drawn by one horse and carrying about one ton, dominated the trade. But the Scotch carts relied on there being good roads, which in many cases required government intervention of one sort or another.

But rowing boats do not seem to have been serious contenders on Irish inland waterways. They might have been used on the Shannon, to tow canal boats, and the idea was mooted, but nothing seems to have come of it. The problem, I suspect, was that there was little or no trade: when it did arrive, it did so because the steamers created it. And the capital cost of a large pulling boat might have been beyond the means of a small-scale entrepreneur who might have been able to afford a cart.

On the other hand, vessels powered by sail retained certain markets, including traffic across the Irish Sea, until the middle of the twentieth century.

Much about Irish transport history remains unclear to me.

Shifting the deckchairs on the Titanic

Fianna Fáil, an Irish political party, has published what it describes as a “new Bill to help tackle River Shannon flooding“.

In fact, of course, the bill, if enacted, would do nothing of the sort, as the party itself admits. It proposes to add even more idiotic measures, including subsidies to encourage people to live in flood plains. But at the core of its thinking is that no interests, other than those of the inhabitants of flood plains, should carry any legal weight, and that that can be assured by placing a single body, the Electricity Supply Board, in charge of everything to do with the Shannon. Perhaps it was inspired by the ESB’s success in dealing with the salmon and eel fisheries — although some might prefer that the ESB concentrate on reducing electricity prices instead.

Blithering idiocy of this kind is not confined to Fianna Fáil and it is, I suggest, a reflection of the generally low level of ability and experience of Irish politicians. They are, I suggest, simply unable to think usefully about large and complex problems.

I tried to find CVs for all members of the current Dáil. I looked at Wikipedia entries, personal websites and party websites, as well as a few other sites that I hoped might have information.

I was looking for TDs whose CVs indicated significant experience in running large organisations or large projects: projects as large and complex as, for instance, managing Shannon floods, hospitals or the water supply.

I found nobody whose experience came anywhere near those levels (although it is of course possible that some TDs have such experience but choose to keep quiet about it). There were a few who had worked in medium or large organisations, but at junior levels, and some who had worked at senior levels in small organisations. Some of those with relevant experience had gained it in public or third-sector bodies: I was not looking solely for private-sector experience. But there were far too many who had worked in “professions” or as lobbyists of one kind or another, whose proudest boasts were of involvement in local bodies and of a desire to help individual constituents.

I’m sure they’re all very nice people. But I don’t believe that they have any conception of what it takes to analyse complex data, cost alternative policies or set up and run large organisations carrying out difficult tasks. Hence their focus on nit-picking and on the personal: they are simply unable to cope with anything more difficult. And  hence too their fondness for setting up new organisations, reallocating functions and passing laws: they can do all of those things (and perhaps find places on boards for their mates) without having to get to grips with the real, the complex issues. They don’t even have to cope with the chaos their meddling causes — and they then have a new set of people they can shout at.

Some of them might just about be able to organise a piss-up in a brewery; few if any of them could organise the construction and fitting out of anything as complex as a large brewery or could manage the operations of such a brewery. That might not matter if they worked on policy analysis instead, but few of them seem to have any abilities in that sphere either. The problem is one of scale: organising a successful parish bingo night, or an election campaign, is not sufficient preparation for running a large project or organisation.

I see that wiktionary defines “shifting the deckchairs on the Titanic” as

To do something pointless or insignificant that will soon be overtaken by events, or that contributes nothing to the solution of a current problem.

That about sums it up.

Lakelands

According to the Irish Times of 27 August 2016

Fáilte Ireland has tendered [sic] for a company to help it develop a new tourism strategy for the swathe of land running down the middle of Ireland that falls outside the Wild Atlantic Way and Ireland’s Ancient East, the two linchpins of the State’s tourism marketing strategy.

The area, generally referred to in tourism marketing circles as “Ireland’s Lakelands” district, takes in parts of east Galway, Roscommon, Leitrim, much of north Tipperary, and runs down as far as the northern reaches of Cork. […]

The tender made no mention of the Lakelands moniker, but Ms Carroll [of Fáilte Ireland] […] said the Lakelands term, which is also used in the Programme for Government’s tourism strategy, may not end up being the final slogan that is used for the region.

I wonder what that does for Waterways Ireland’s Lakelands &  Inland Waterways marketing and product development Initiative and what it says about the success of the Lakelands Strategic Plan [PDF]. I note too that the Irish Times refers to “the State’s tourism marketing strategy” whereas WI’s initiative was a cross-border one and included the Erne as well as the Shannon.

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.

 

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.

 

The purity of the ladies of Limerick

The City of Dublin Steam Packet Company have kindly given the use of the Dover Castle, steamer, to the Ladies of Limerick, for Friday next, when the ceremony of laying the foundation stone of the New Docks will be performed. A band will be on board the steamer.

Limerick and Clare Examiner 4 July 1849

Immediately alongside the spot where the stone was to be placed floated the Dover Castle steamer, filled principally with ladies. The excellent Band of the 74th Highlanders was also on board, and contributed much to the delight that animated many a countenance. Several boats and barges were also provided for the accommodation of ladies. Most of the spectators were invited by Cards issued from the Office of Public Works.

Limerick Reporter 6 July 1849

Loud cheering attested the joy that pervaded every bosom at the prospect of employment, which the ceremony held out. The Dover Castle, moored within a few yards of the large platform, was, as a matter of course, the most attractive appendage. It was occupied by the ladies of Limerick. They, too, evidenced by waving their white handkerchiefs (the symbol of their purity, their virtues and sympathy for the suffering poor) how sincerely they felt the importance of the occasion. A stream of music was then poured forth by the beautiful brass band of the 74th, which was quite in keeping with the general harmony.

The proceedings of the day were then brought to a pleasing and chearful close. The military filed off; the Artillery withdrew; the masts and pinnacles became deserted; the groups, about the ground, dissolved; the Corporate functionaries retired; the mace-bearer beat a modest retreat; the ladies were led off by their attendant squires; the people wended their way homewards, the boats disappeared, and the Dock works and ground were left to the sole possession of their ordinary occupants.

May we not hope — at all events, let us pray, that yesterday was an auspicious day for Limerick.

Limerick and Clare Examiner 7 July 1849

From the British Newspaper Archive run by Findmypast Newspaper Archive Limited, in partnership with the British Library.

Pigs in the parlour

Irish cabins

To the Editor of the Morning Chronicle

Sir

Whenever I contemplate a wretched Irish hovel, the blood mounts in my cheeks, and I vent certain short and very emphatic ejaculations upon the ruinous infatuation which keeps the Irish Proprietors in another country, while their presence is so indispensably necessary at home. The residence of the wealthy is as essential to the prosperity of a country, as the distribution of the blood by the heart to the health and strength of the body — no agent can effect these salutary purposes — the countenance of the master, and the sweet and conciliating benevolence of his wife and children, that anticipates with considerate kindness the wants of the tenantry, can alone render Ireland what it might and what it ought to be, and superadd to the natural advantages of its fertility, the blessings of civilization, and all the minor comforts and decencies which flow from its diffusion.

I have been led into these reflections by some circumstances which occurred during a walk which I lately took through part of the county of Wicklow; towards evening I approached a very tolerable looking dwelling, and with the instinctive curiosity of a Pedestrian Tourist, poked my nose into an apartment, which from its being boarded, was, I conjectured, originally intended for a parlour. I heard an odd rustling at the other end of the room, and after a few minutes perceived the snout of a sow maternally employed in arranging the litter for her interesting and numerous family — though an Irishman, I confess I felt a little hurt at this subversion of all order in lodgment, and exclaimed to the man of the house who just then came out of the kitchen, “My good friend, why in the name of decency do you put your pig in the parlour?” “Why, then, in troth I’ll tell you that, Honey,” rejoined Mr O’Shea, “I put the pig in the parlour bekase there’s every conveniency in it for a pig.”

As this was the literal truth, I had nothing further to say on the subject, but followed my host into the kitchen, where his wife and family were just about to sit down to their supper. As I was advancing to take a seat in the chimney corner, my stomach came in very unpleasant contact with a hard substance, which, upon investigation, I found to be the horn of a cow. “Why, what brings the cow here?” I demanded. “Why our little Sally, plase your honour: she brings her in every evening now that the nights are growing short and could; for my woman says nothing makes a cow fall off sooner in her milking than her being out under the could, and I never gainsays Peggy in these things, for there’s no better milker in the country.”

As I had no reason to question Peggy’s talents in the milky way, I sat down quietly on the three-legged stool, and while she was busied in preparing some rashers of bacon and eggs for my supper, I began to ruminate on the strange fatality that converts every cabin into a kind of Noah’s Ark. I had just turned up my face to the roof, in the act of ejaculating my wonder, when, to my infinite surprise, I felt a warm substance descending on my nose, which, upon further and more accurate inquiry, I found reason to attribute to a cock and six hens, who were just poising themselves for the enjoyment of a comfortable nap, during the night, upon a tie of the rafters.

I own I was a little provoked at this accident, and expostulated sharply with Mrs O’Shea upon the subject; but the same argument of heat that was submitted in favour of the cow was urged with still more cogency on behalf of the hens, to whose regular laying, I was assured, warmth to be essentially necessary. Having nothing further to object on this point, I proceeded to search for my handkerchief to wipe off the unpleasant topic of our altercation, when, to my still further dismay, my hand, in its progress to my pocket, popped into the mouth of the calf, who, mistaking it for the accustomed fist of Miss Molly O’Shea, began to suck it with the most indefatigable perseverance. From this last and most alarming dilemma I at length extricated myself, and having in vain offered some pecuniary remuneration for my entertainment, I departed with a high sense of the hospitality of my hosts, and with genuine concern that they were not better accommodated.

Since this occurrence, I have spoken frequently and strongly to some of the few Irish Proprietors who have real feeling on this interesting subject, and they have promised me to do what they can towards the amendment of cottage building; and putting from humanity out of the question, I conceive it to be strongly and decidedly their interest to promote such an improvement. From the encreased extension of our agriculture, the race of labourers are becoming daily objects of the most important and increasing care; and when it is considered how materially their health and strength depend upon the comfort and cleanliness of their habitations, those who have the means and opportunity will surely spare no effort in promoting the well-being of their workmen, by attention to those essential particulars.

I am, Sir, your humble servant, TT

Morning Chronicle 18 September 1812. Apart from a reference to guinea-pigs in a parlour, this is the earliest use of the phrase “pig[s] in the parlour” found in the invaluable online British Newspaper Archive on 3 March 2016. The British Newspaper Archive is run by Findmypast Newspaper Archive Limited, in partnership with the British Library.

Grand Canal Coaches

In order to accommodate Ladies and Gentlemen who travel in the Grand Canal Passage Boats, there are established two elegant Coaches to convey passengers to and from their respective houses in Dublin to and from the Grand Canal Harbour, near St James’s-street.

The Coaches will set out from Goulding’s-lane, Anne-street, (South) at four and seven o’clock every morning, on and after Saturday the 16th of April next, and will call at the houses of such Ladies and Gentlemen as have previously taken and paid for their places at Mr Harrison’s Office, No 32, Dawson-street, which will be open from nine o’clock in the morning till eight at night for that purpose. Fare forfeited if the Coach is detained more than five minutes at any one house.

The Coaches will attend every day at the arrival of the Naas and Monasterevan Passage-boats, to convey the Passengers to their respective houses in Dublin.

Those who take places in the Coach will be secure of a passage in the Boats: — no large parcel can be admitted into the coach, it is therefore recommended to such as may have parcels to send them to the Grand Canal Harbour the evening before the boat sails.

RATES

From any part of the town to the Grand Canal Harbour.

1s 7½d for one passenger, from one house.
2s 8½d for two                              ditto
3s 3d for three                               ditto, and
1s 1d for any other passenger from said house.

Three Men Servants may be accommodated with places behind the coach, for which Half Fair will be required, proportioned as above.

A Guard attends the early coaches throughout the year.

The Passengers are requested to communicate to the Director of the Grand Canal the misconduct of any person or persons entrusted with the management of this department.

Dublin Evening Post 29 March 1796. From the British Newspaper Archive run by Findmypast Newspaper Archive Limited, in partnership with the British Library.