Tag Archives: MGWR

McCanns and the Royal Canal

I mentioned McCanns, important Royal Canal carriers, here. The Dublin Mercantile Advertiser, and Weekly Price Current of 13 June 1845 mentioned the firm in another context. On 11 June 1845 the parliamentary committee on the Dublin and Mullingar railway examined H M Tuite, MP for Westmeath, on the subject. A Mr Callaghan appeared for Messrs McCann, “extensive carriers of the Royal Canal”, who opposed the proposed railway. He cross-examined Tuite who, in response to a Callaghan query, said

Since the canal has been under the management of Messrs McCann it has much improved in every respect; the goods are now punctually delivered at their destination.

It’s not clear what that means. Were McCanns managing the canal itself? Or were they effectively managing the general transport business thereon? Slater’s listing may imply that the Royal Canal Company carried (small) parcels pretty well everywhere but that McCanns dominated the general freight trade. At any rate, I would like to know more about McCanns.

From the BNA

Holiday tours in Ireland VII

On Lough Derg

There are two Lough Dergs in Ireland. One is in the County of Donegal, within four and a half miles of Pettigoe, and is celebrated for its St Patrick’s Purgatory. The lake is but six miles long and four miles broad, and can hardly vie for scenery with its namesake in the south.

In order to reach this, probably one of the most exquisitely beautiful loughs in Ireland, it is necessary to make for the town of Killaloe. This can be done by leaving Euston at a quarter-past ten at night, when Killaloe is reached by 3.10 the following afternoon; or should the tourist prefer the Irish mail, he can leave at a quarter to nine in the evening and arrive at Killaloe at half-past eleven the following morning.

Few Irish towns contain so many antiquarian relics, combined with such beautiful scenery, for Killaloe stands on a hillside tufted with wood and surrounded by mountains. The old cathedral occupies the site of a church founded by St Dalua, in the sixth century. The present building dates from the twelfth century, with a central square tower whose effect is somewhat spoiled by a  modern crown. Its gem is a Hiberno-Romanesque doorway, which has, unfortunately, been blocked into the south wall of the nave. The precincts also contain a small stone-roofed church, said to date as far back as the sixth century.

The fishing is generally extremely good, though many prefer Castleconnell, some five miles to the south on the road to Limerick. In any case few portions of the United Kingdom furnish better salmon fishing than that reach of the river Shannon that lies between Killaloe and Castleconnell.

Lough Derg must, however, remain the greatest attraction of the district. It is twenty-three miles in length, and varies in breadth from two to six miles. Nothing can surpass the loveliness of the scene, especially on a fine summer’s day. On the one side the well-wooded and smiling hills of Limerick and Tipperary, where Thomthimia, with its slate quarries, slopes down to the water’s edge; while on the other the darker and more rugged mountains of Slieve Bernagh, Ballycuggeren, and the Crag form the most effective contrast.

Kincora was once the residence of Brian Boroimbh, King of Munster, and its magnificence was long the main theme of the ancient bards. But little now remains of the ancient palace beyond a long circular earthen fort, with a single vallum some twenty feet in height.

Inishcaltra or the Holy Island is, however, well worth a visit, and for this purpose it would be better to utilize the local service from either Scariff or Killaloe to Mountshannon, which faces the island. It possesses a round tower some eighty feet high, and seven churches, or cells, and oratories, the most remarkable of which is that of St Caimin, originally erected by him in the seventh, but subsequently rebuilt by Brian Borombh in the tenth century.

Scariff may this year be approached by steamer, and is a very prettily situated village, within access by road of Woodford, in County Galway, and Ennis in County Clare. The steamer then crosses the lake to Dromineer, at the mouth of the Nenagh river, where the ruins of the castle stand out with such picturesque effect. The bay is one of the most popular resorts, both of the angler and of the yachtsman; for to the latter it has earned a well-deserved reputation for its annual regatta.

The steamer then stops at Williamstown while a boat from Kilgarvan occasionally lands passengers and conveys them to the steamer. As soon as the new jetty has been constructed by the Board of Works, Woodford will be equally accessible; but there is no doubt that the approach to Portumna pier at the head of the Lough, lying as it does between the well-wooded demesnes of Portumna Castle on the one side and Belleisle and Slevoir on the other, presents one of the finest pictures that the lake discloses, for there we see the most striking contrast between the tame verdure of the river Shannon and the bold mountain scenery of Lough Derg.

It would be tedious to dwell on the varied beauties of those innumerable seats that dot the shores of the lake on all sides; suffice it to say that few parts of the United Kingdom present as many diverse attractions as this wide expanse of water. Much as one may appreciate Loch Lomond, Loch Maree, or the Caledonian Canal, this Irish lough certainly surpasses them; and much gratitude is due to the Shannon Development Company for bringing within such easy access of the average tourist a wealth of scenery that certainly equals, if it is not finer, the finest spots that either Scotland, Norway, or Switzerland can offer.

This is, however, but half the trip from Killaloe to Athlone. Portumna is chiefly remarkable for the ruins of a Dominican priory founded in the thirteenth century, as well as for the Castle, the property of Lord Clanricarde, in which he has not resided since his succession to the estate. The village of Lorrha, three miles further up, also contains the ruins of a Dominican abbey, an oblong pile 120 ft long, as well as a castle and two old ecclesiastical buildings called by the peasantry the English churches, owing to their having been built by Norman settlers.

The river now assumes a totally novel character, winding by graceful curves through low-lying but rich meadow lands. Their luxuriant appearance is largely due to the fact that they are usually submerged under the waters of the river during the winter months.

Meelick Abbey is next passed. It was founded by the Franciscans in the twelfth century, and was at one time a sumptuous structure, but is now a roofless and mouldering ruin; and a beautiful pillar which formerly supported the arches on the south side has been torn away with ruthless vandalism, in order to make headstones for the graves in the cemetery.

Banagher can boast of a fine stone bridge, opened some fifty years ago to replace the preceding structure, which displayed no less than twenty-three arches of various forms, with massive piers between, and was so narrow that only one carriage could pass at a time.

Shannon Harbour is best known from the description of its hotel in Lever’s Jack Hinton, but that building is now let in tenements. Shannon Bridge is one of the three fortified passes built to guard the Shannon, and is but four miles from Clonfert, whose cathedral, now being restored, contains one of the finest Hiberno-Romanesque doorways to be found in the three kingdoms.

Few spots, however, offer greater attractions to the antiquary than do the celebrated seven churches of Clonmacnoise. The most remarkable of these are the Diamhliag Mhor or Great Church, which dates from the fourteenth, and Fineens Church, built in the thirteenth century. The former was originally the work of Flann, King of Ireland, in 909, and contains several bits, more especially the sandstone capitals of the west doorway, that may be traced to the earlier period. Besides these churches, there is much to be seen at Clonmacnoise, which includes among its ruins the episcopal palace and castle of the O’Melaghlins, a nunnery, two round towers, Celtic crosses, and inscribed stones. The grand cross, formed of a single stone 15 ft high and elaborately carved, surpasses every other in beauty of execution and elaborate detail.

Though the tourist may gaze upon Clonmacnoise as he approaches and leaves it and enjoys a particularly fine view of its beauties as he passes by the curve of the river on whose banks it is situated, no provision has yet been made to enable him either to land or to make a closer acquaintance of its many beauties as he passes by. This is due to the refusal on the part of its proprietor to meet the proposals of the company. It is, however, to be hoped that more favourable terms may be made in the future, as the traveller must now proceed straight to Athlone and visit the ruins from there either by road or by water.

Much more might be said of Lough Derg as well as of the Shannon from Killaloe to Athlone. Fair hotel accommodation may be obtained at Killaloe, Dromineer, Portumna, and Athlone at from eight to nine shillings a day. Lodgings can also be procured at Killaloe, where the proprietors have learned to cater for the requirements of those anglers who frequent this highly-favoured spot.

Return tickets may be obtained from Euston to Killaloe by the North Wall at
£4 13s 6d first, £2 16s second, and £2 third class. Lough Derg may also be visited from Athlone by the Midland Great Western Railway from Broadstone. The fares by Kingstown and the mail are somewhat dearer.

Pall Mall Gazette 1 August 1898

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

Cycling the MGWR

From Michael Geraghty:

There is a photography exhibition currently running at the National Photographic Archive in Temple Bar’s Meeting House Square called Midland – Lár Tíre: Cycling the MGWR from past to present and features photographs along the 1,000km old Midland Great Western Railway (MGWR) network. The photographer, Pamela De Brí (my sister), cycled the 1,000km and recorded her journey as photographs and audio tapes.

The exhibition will run until Sunday 24 May 2015 and here is a link to an article on the Journal.ie.

The history of the MGWR is linked to that of Irish waterways more closely than, I think, that of any other Irish railway.

Revising the Royal

Ewan Duffy of IndustrialHeritageIreland and I have both, in recent times, uncovered new information about the history of the Royal Canal after it was taken over by the Midland Great Western Railway in 1845: a period that, because (I think) of the absence of company archives, is not well covered in published histories of the Royal. Ewan today said that he will be posting new material about the stretch from Lock 1 to Lock 5 on 30 March 2013, so watch that space.

Newcomen Bridge again

Last month I wrote about the lock at Newcomen Bridge on the Royal Canal:

Industrial Heritage Ireland has created a page giving the history of the railway crossing at Newcomen Bridge. However, it would be nice to have some documentary evidence about the resiting of the lock — and about the headroom under the bridge before the lock was moved.

Here it is, from the Freeman’s Journal of 12 April 1873, in an article about the new Spencer Docks:

Above the new metal bridge there is a basin for Canal boats, with a quayage of 450 feet at either side and a depth of six feet. In connection with the new works, the lowering of Newcomen-bridge on the Clontarf-road must be alluded to. To effect this the old lock had to be moved higher up, and the old bridge replaced by one suited for the requirements of the tramway traffic. The arch of the bridge crossing the Canal was lowered five feet, and a new girder iron bridge crosses the railway at the same level. The Main Drainage Board wisely took advantage of the opportunity of the Canal being drained to make a main sewer under the canal and the railway above Newcomen-bridge at the low level required.

Happy, Mick?

One for the Phizzers

Quite a few visitors to this site come to read about the Broadstone. Here is a piece about the pontoon bridge used at the Broadstone between (AFAIK) 1847 and 1877. It was designed by Robert Mallet and it is interesting to see how an inventive engineer solved the peculiar problems of the Broadstone site.

Carrying on the Royal Canal

This is a point I’ve come across in passing. It’s not central to my main concerns so I won’t pursue it further for the moment, but I’m posting it here in case it helps anyone else researching the subject.

It will be recalled that, until the passing of the Canal Carriers Acts 1845 and 1847, most canal companies carried passengers but not freight on their own canals. After the passing of those acts, the Grand Canal Company set out to take over the bulk of the freight business on their own canal (and, in consequence, on the rivers connected thereto). But what of the Royal Canal, which had been taken over by the Midland Great Western Railway in 1845?

Ruth Delany, in Ireland’s Royal Canal 1789–2009 [with Ian Bath; The Lilliput Press, Dublin 2010], says on page 192:

In 1871, despite its failure to show a profit on the Grand Canal lease, the MGWR decided to try acting as carriers on the Royal, which had been permitted by legislation since 1845. Horse-drawn boats were used until 1875 when five steamers were purchased: Rambler, Rattler, Mermaid, Conqueror and Pioneer.

In a note, she says

For this period, 1849–1906, the principal source of information is found in the minutes of evidence to the Shuttleworth Commission, HC 1907 (Cd 3717), XXXIII, Part 1, 9.

Peter Clarke, in his The Royal Canal: the complete story (ELO Publications, Dublin 1992), says:

It is important to recall that at this time, the carriage of goods on the canal was undertaken by a number of boat owners who paid tolls to the railway company. The failure to have these tolls increased was what most probably prompted the railway company to establish themselves as carriers on the canal in 1870. […] Until 1876 an unknown number of railway owned horse drawn barges were used. In that year, the service was expanded when four new screw propelled boats were purchased at a cost of £5000.

His source is the Waterways Commission of 1923, Minutes of Evidence nineteenth day, p13.

Ernie Shepherd in The Midland Great Western Railway of Ireland: an illustrated history (Midland Publishing Ltd, Leicester 1994), says

The MGW decided to operare its own carrying trade in 1871 and this lasted until 1886. Horse drawn boats were used until 1875 when steamers were purchased.

On 15 August 1853 The Freeman’s Journal and Daily Commercial Advertiser of Dublin carried this notice in the Railways column.

Midland Great Western Railway (Ireland) Company — Royal Canal

Haulage of boats

The Directors will receive Proposals for the Haulage of their Trade Boats to and from Dublin and Longford and the River Shannon, from and after the 12th November next. Parties are at liberty to tender for a part or the whole of the work. Security will be required for the fulfilment of the Contract; and further particulars may be had on application at this Office.

Tenders to be sent in on or before 10th September next.

By order, Henry Beausire, Secretary.
Dublin Terminus, 10th August, 1853

This suggests that, in 1853, the MGWR had its own trade boats (lumber boats, freight-carrying barges) at work on the Royal Canal. It would be nice to know more. I have said before that we do not know anything like the full history of the Royal Canal.

The Broadstone

On a quick visit to Dublin, I managed to get a carless photo of the Broadstone MGWR station building.

The Broadstone building

 

Royal steam

How many steamers were used on the Royal Canal? The standard answer is five, but the right answer might be nine or ten. Read about Fishbourne, the unknown carrier, here.

The Liffey before the Lagan

According to the Heritage Boat Association, the Guinness jetty on the Liffey was built in 1873, but the first steamer, the Lagan, was built in 1877. The Guinness Storehouse‘s fact sheet confirms the 1873 date, but is vague about when the first boats were built. So why the four-year gap? Why would Guinness build the jetty before it had the boats to use it?

At the half-yearly meeting of the proprietors of the Midland Great Western Railway Company, held on 7 September 1876, the Chairman (Sir Ralph Cusack) said that the largest trader on the Royal Canal (owned by the MGWR) was about to retire from business because of ill health. Sir Ralph said:

[…] it might be very inconvenient to persons in the country, who carry on the canal materials that are not exactly suited for a railway, such as coals, timber, slates, bricks, etc. […] it is therefore our intention to commence — perhaps in a small way at first — carrying with a couple of boats on the canal, so as to relieve the railway of this rough kind of traffic, and at the same time to benefit the country through which the canal runs. [Irish Times 8 September 1876]

Sir Ralph said that the company had ordered a small steamer:

We don’t propose that the steamer shall carry goods, but we propose to have a few small tugs similar to those used by Sir Arthur Guinness on the Liffey to draw laden boats. […] we will begin in a small way and see what way the thing will do. We cannot lose very much by it. We are getting one small tug, and I suppose we will get another.

So in 1876, one year before the Lagan was built, Guinness was using dumb barges, towed by small tugs, on the Liffey.