Taking to the Water

Loading wharf on the River Liffey

The docks of the river Liffey were developed when it emerged that there was a need for better navigation and harbour for boats carrying goods to and from Dublin along the Liffey. Before the 1720s there was little in the way of facilities for loading on the banks of the river, however this soon changed with the developments on the banks in the 18th century. This photo was taken outside the Guinness brewery at Victoria Quay, and was probably taken in the early 20th century. It shows the loading of casks of Guinness onto the steam barges at the loading wharfs outside of the Guinness brewery. These goods would have been transported down the river to the awaiting Channel steamers and other vessels at the North Wall where they would continue their journey to England and abroad for export.

Loading wharf on the River Liffey

Loading wharf on the River Liffey

The docks of the river Liffey were developed when it emerged that there was a need for better navigation and harbour for boats carrying goods to and from Dublin along the Liffey. Before the 1720s there was little in the way of facilities for loading on the banks of the river, however this soon changed with the developments on the banks in the 18th century. This photo was taken outside the Guinness brewery at Victoria Quay, and was probably taken in the early 20th century. It shows the loading of casks of Guinness onto the steam barges at the loading wharfs outside of the Guinness brewery. These goods would have been transported down the river to the awaiting Channel steamers and other vessels at the North Wall where they would continue their journey to England and abroad for export.

Enlarge image

These cities, in common with virtually every other in the country, stand on navigable waterways which, before the modern road system evolved, provided essential transport facilities for the movement of people and goods from and between inland centres. Though the Vikings had vigorously demonstrated the potential of the major river-systems, natural hazards and tidal considerations limited traffic until serious attempts were made in the 18th century to improve navigation. Work began on the but proved a costly failure. This false start, however, induced the government to establish the Commissioners of Inland Navigation in 1729. In 1731 they commenced the construction of a still-water navigation from Lough Neagh to Newry, from where coal would be carried to Dublin by sea, and serious consideration began to be given to linking Dublin and the Shannon by canal.

The Royal and Grand Canal

This is taken from a map of the canals of Ireland in the year 1902. On it can clearly be seen the Grand Canal stretching from Dublin to Ballinasloe (the lower of the two lines from Dublin). Work on the Grand Canal began in 1755 by the Commissioners of Inland Navigation. Their aim was to link Dublin with the rivers the Shannon and the Barrow. In 1765 Dublin Corporation took over the project to complete the section linking Dublin with the river Morrell in an effort to supply water to the city basin. In 1772, the project was taken over again by the Company of the Undertakers of the Grand Canal and the canal was opened to cargo boat traffic to Sallins in 1779. By 1791 the canal had reached Ringsend where the Grand Canal Docks were constructed and opened in 1796. In 1804, with the canal now complete to the river Shannon, the first trade boat passed along the canal to Dublin from the river Shannon. By 1835 all work on the main canal-way and its branches was complete.

Copyright managed by the Library Council

The Royal and Grand Canal
Copyright managed by the Library Council

The Royal and Grand Canal

This is taken from a map of the canals of Ireland in the year 1902. On it can clearly be seen the Grand Canal stretching from Dublin to Ballinasloe (the lower of the two lines from Dublin). Work on the Grand Canal began in 1755 by the Commissioners of Inland Navigation. Their aim was to link Dublin with the rivers the Shannon and the Barrow. In 1765 Dublin Corporation took over the project to complete the section linking Dublin with the river Morrell in an effort to supply water to the city basin. In 1772, the project was taken over again by the Company of the Undertakers of the Grand Canal and the canal was opened to cargo boat traffic to Sallins in 1779. By 1791 the canal had reached Ringsend where the Grand Canal Docks were constructed and opened in 1796. In 1804, with the canal now complete to the river Shannon, the first trade boat passed along the canal to Dublin from the river Shannon. By 1835 all work on the main canal-way and its branches was complete.

Copyright managed by the Library Council

Enlarge image

In the meantime the exploitation from 1788 of coal deposits at Arigna, Co. Roscommon had led to an interest in a revival of the 1755 proposal for a canal following a northern route. As in the case of the Grand Canal, work proceeded more slowly than expected and it was not until 1796 that the first section, to Kilcock, was opened. The Royal reached Mullingar in 1806 and the western end of the summit level in 1809. The completion, a major undertaking involving 38.6 km of waterway with 21 locks, 38 bridges, 40 tunnels and serveral harbours, was hindered both by demands for higher wages by the labour force and by the activities of illegal rural organisations. The extension to Tarmonbarry on the Shannon was completed in May 1817.

The opening of the canals to passenger traffic stimulated competition from road interests and in 1815 the rivalry was consolidated in the shape of Bianconi's cars. Carlo (Charles) Bianconi, an Italian immigrant, had conceived the possibility of a cheap transport system based on regular timetables. His first route, between Clonmel and Cahir, was opened with one horse and one car, and service was extended in subsequent years throughout south Leinster and Munster. By 1825 his cars were travelling more than 1000 miles a day. Bianconi's initiative, in effect a transport revolution, had significant economic consequences. By 1843 he was running a hundred vehicles of all types. His strength lay largely in his cross-country services and in his willingness to operate in co-operation with, rather than in opposition to, other modes of transport - first the canals and then the railways.