Tag Archives: waterways

The end of an era

Ger Reid, the Ardnacrusha lockkeeper, retired at the end of December 2012. Ger has guided many boats through the locks over the years and has always been cheerful and reassuring as well as informative, helpful, reliable and competent. He will be sadly missed but I wish him well in his retirement.

Meanwhile, I have heard that Limerick City Council has decided not to renew Pat Lysaght’s contract for work on the river and has suggested that Waterways Ireland should retain him. Pat’s most important role, though, in assisting boats passing through Limerick (220 in 2012), has always been voluntary. Were Pat to cease to provide that service, I think the number of boats visiting Limerick would be greatly reduced.

For fans of wooden boats …

a new page of pics taken between October 2010 and December 2012.

Around the world with Irish waterways

Yesterday was one of those days: I managed to track down sources for several pieces of information I’ve been hunting for some time, but in the process I came across a few interesting links, from Gordon of Khartoum to the War between the States.

The starting point was William Watson, manager of the Inland Department and later Chairman of the City of Dublin Steam Packet Company. He worked with Robert Mallet on the design of an innovative boat for use on Irish inland waterways. Robert Mallet married a Cordelia Watson in 1831. (I thought that might be a daughter of William of the CoDSPCo but it’s pretty clear from the excellent Mallett Family History site that that was not so.)

One of Mallet’s inventions was a large mortar designed for use in the Crimean War. And one of Mallet’s sons, John William Mallet, went to the USA and became professor of chemistry at the University of Alabama. He joined the Confederate forces, rising to the rank of lieutenant-colonel in the artillery and superintendent of the Confederate ordnance laboratories.

Meanwhile Watson’s son Charles Moore went east rather than west. Colonel Sir Charles Moore Watson KCMG, CB, MA, of the Royal Engineers, Watson Pasha, was a general in the Egyptian Army and Governor-General of the Red Sea Littoral. Watson’s base was at Suakin on the Red Sea. The Dubliner was succeeded in that post by a Kerryman, Horatio Herbert Kitchener, from Ballylongford near Saleen on the Shannon Estuary, on which the City of Dublin Steam Packet Company operated.

Watson was “Gordon’s principal friend in Egypt”:

It is certain that Watson was, above all others, the one man in Cairo whom Gordon cared about most, and that he was the last to see Gordon off when he started [for Khartoum].

Gordon died at Khartoum; the relief expedition, led by another Irishman, Sir Garnet Wolseley, arrived two days too late.

A younger brother of Sir Garnet, Frederick Wolseley, went to Australia. His Sheep Shearing Machine Company made a brief expedition into the manufacture of motor-cars, under one Herbert Austin, who later founded his own company. Austin and Wolseley both ended up in British Leyland Motor Corporation, which made diesel engines, some of which were marinised and used in boats on the Irish inland waterways … which brings us back to where we started.

Melancholy loss of life on the River Shannon

Last Wednesday we were witness to a most melancholy spectacle. We saw three bodies floating on that part of the river Shannon which lies opposite to Castle Lough, in this county. Having rowed in to shore, we gave notice to some persons there, who, without hesitation, prepared themselves, and joined in the sad task of snatching from the watery element the livid bodies of three unfortunate fellow creatures. When we stretched them on the bank they were recognised by one of the Steam Packet Company to be the bodies of Thomas Minshoe, George Halbert, and Robert Williams, three of the unfortunate five that were drowned some few days ago, while on a party of pleasure. The bodies were far advanced in a state of putrefaction and were a revolting spectacle to look on.

A messenger being despatched to Nenagh for the coroner, James Carroll, Esq, that officer, with his usual promptness, reached here in a short time; and having empanelled a jury, “Accidentally drowned during a squall” was the verdict.

It appeared from evidence that the deceased, with others, left Killaloe on Sunday, the 20th ult, for the purpose of having a day’s amusement on the Upper Shannon. They put in at Castle Lough to take refreshment; during the time they were on shore, the wind freshened and blew a gale, upon which they determined to leave the boat at anchor, and proceed home by land, which they accordingly did. On the following morning they returned and found that the ropes, which were for the purpose of lowering the sails, had been stolen. The day being fine and the weather not likely to change, they made light of the inconvenience, and ventured homeward.

After hoisting sails and reaching the centre of the river (which, at this point, is not two miles broad), a squall came on. Having endeavoured in vain to lower sails, which was completely impracticable, on account of the loss of the ropes, the boat suddenly ducked beneath the weight of canvass, and consigned the poor fellows to an early grave. Thomas Minshoe and George Halbert are natives of Liverpool, and Williams from Wales.

No coffins being convenient, three fishermen were appointed to watch the bodies on the shore until the next day. When we saw them coffined, we observed that the ear had been eaten off Williams by, we suppose, a dog, and a part of Minshoe’s left leg. They were interred at Killaloe on the afternoon of Thursday.

1 September 1837

What’s it oil about?

What with all those nasty chaps [PDF] doing whatever it is they do to diesel, thereby cheating the citizenry and polluting the countryside, it seems that the Revenue Commissioners, whom god bless and preserve, came up with a new scheme last year that might be made to look like a solution. (The real solution, of course, is to abolish green diesel, charge everyone full whack, and — if you really must, although personally I think they get too much subsidy as it is — give farmers back some money to shut them up … for a while.)

The new scheme is outlined here. As far as I can make out (but IANAL), anyone selling marked fuel oil (which I guess would include marinas selling it for private pleasure navigation, the category I’m interested in) has to pay €250 to get a Marked Fuel Trader’s Licence.

Actually, I may be simplifying it unduly: first they have to apply to be allowed to apply.

If this Application is approved the National Excise Licence Office will issue you with an Application Notice to apply for the Licence.

If the marina counts as a “forecourt retailer”, it also has to make a monthly electronic return of “oil movements”.

These requirements came into effect on 1 October 2012 and the Revenue website provides a 147-page PDF list of licence-holders as at 31 December 2012. I’ve had a quick look for a few Shannon marinas; I found none of them, although I confess I haven’t read the whole thing.

I haven’t been to any of the seminars (although I’ve looked at some of the PDFs available on that page) and I haven’t contacted the official sources of information (although I have emailed the Revenue press office). I have read the FAQ, though. There is no reference to boats or marinas or private pleasure navigation, so I assume that the scheme does apply to marinas. As far as I can see (again, IANAL), all traders in marked fuel must have licences, even if they sell only small quantities. However, for those selling under 2000 litres per customer per month, there is a simpler monthly return:

However, if you supply less than 2,000 litres per month per customer, you only need to notify Revenue of the number of customers you supplied during the month as well as the aggregate quantity of fuel supplied.

That would cover most marinas, I imagine, although the ROM1 procedure still has to be used.

The first return, in respect of oil movements during January 2013, must be submitted by 25 February 2013.

So does this apply to marinas? I’ve asked Revenue but I don’t expect to hear for a few days. If it does apply, what will the effect be? Is the increased cost (time to compile the application and meet any Revenue demands; €250; whatever the ROM1 system costs) likely to be significant? How are the marinas (and other waterways fuel retailers) responding?

An early narrowboat on the Royal Canal?

This photo, which is used in Ruth Delany’s Ireland’s Royal Canal, shows the Royal Canal harbour in Mullingar, from the bridge. Note the very large amount of timber lying around (could some of it belong to Russells of Portarlington?). The wooden barge in the foreground has had its tiller unshipped, but what’s all that kit on deck and in the hold?

Then look at the vessel in front of it, which seems to be more the sort of beam we’d expect on an English narrowboat. It’s very hard to see any details, but could it be a steam tug?

Where is this?

Paul Gauci's 1831 drawing of a Shannon steamer

Paul Gauci’s 1831 drawing of a Shannon steamer

This drawing of a steamer is from an 1831 book called Select Views of Lough Derg and the River Shannon by Paul Gauci. I haven’t seen the book myself, but this illustration is used in a couple of places, including Ruth Delany’s book The Shannon Navigation [The Lilliput Press Ltd, Dublin 2008]. Andrew Bowcock, in his article “Early iron ships on the River Shannon” in The Mariner’s Mirror Vol 92 No 3 August 2006, says of the steamer shown that

The funnel looks to be almost over the paddle shaft, which is artistic license.

But my question is not about the vessel but about the house in the background. If it is drawn without artistic licence, where is it?

It is a very large house, seven bays by three storeys, quite close to the water. Using the Historic 6″ Ordnance Survey map [~1840], I have followed the banks of the Shannon from Shannon Harbour down Lough Derg to Killaloe, then from Limerick down the estuary as far as Tarbert, across the estuary to Doonaha and back up on the Clare side to Limerick, then from Killaloe up the Clare and Galway shores back to Shannon Harbour. Anywhere I found a large house within what seemed the right distance of the shore, I looked it up in the Landed Estates Database and in the National Inventory of Architectural Heritage, with some supplementary googling.

I haven’t been able to find images of all the houses marked on the OSI map, but I found enough to show that houses of the size shown by Gauci were very rare. Within those few, I ruled out some (like Tervoe) because they didn’t seem to match Gauci’s drawing (although alterations could have accounted for that). I ended up with only one house that looked at all like Gauci’s, but the background may not match.

If you can identify the house, I would be glad if you could leave a Comment below.

Dick Gaughan and John Grantham …

… both had an interest in Erin-go-Bragh,

Ballycorick

I’ve updated my page on Ballycorick to take account of information provided in a Comment by Kenin Murphy, to whom I am grateful.

Some new things arise

First, I’ve checked all the linked sites listed at the bottom of the right-hand column and removed some that have died. If you know of others to which I should provide a link, do please let me know.

Second, I’ve added a link to the excellent Grace’s Guide to British Industrial History, and I take the opportunity to draw it to the attention of folk interested in who made what. I have received much useful information from its volunteers and I have been able to contribute photos of a few artefacts. It’s well worth exploring. I have also added a link to the Railway and Canal Historical Society.

Third, I am glad to see that the Irish Times‘s conversion to the benefits of civilisation continues: yesterday it featured an Intel Pentium chip from 1994, which provided the basis for an essay on Ken Whitaker’s 1950s report, globalisation, television, women, Northern Ireland and Viagra. If only some more of the nineteenth century industrialists, entrepreneurs, engineers and modernisers had been covered.

That, fourth, reminds me that I came across a couple of interesting articles by Roy Johnston on the Victorian Web site: they’re under the heading Science, Technology, and Politics, on this page, which has several articles about Ireland. They include articles on whether Ireland was a colony, although I must confess that I have yet to be persuaded that that is a question in which I should take an interest.