Royal Cork Yacht Club got an idyllic day for its fourth Horizon Energy PY 1000 event with sun and eight knots of breeze with spells of about 10 writes Bob Bateman.
42 boats entered but 50 were counted on the startline.
Entries included Nat 18s Rs 400 and 200, RS Fevas,Lasers all rig sizes, Toppers Vago, Europe, 49er, 29er, and an Omega. A welcome visitor Simon Crowe and his daughter Ella Rose travelled from Villiarstown. The winner of the first prize was youth champion Johnny Durcan in a Laser Radial.
The wind was from the east and so a windward leeward course of four rounds was set in front of the clubhouse on the Owenabue river. Race Officer John Crotty got the fleet away with just an individual recall.
Leading UK wave energy technology company, will establish research and development operations at The Entrepreneur Ship, which is based at the MaREI Centre for Marine and Renewable Energy in Ringaskiddy, Cork Harbour. The new Wavepower site will see the creation of up to 10 advanced engineering research jobs.
Wavepower was introduced to Ireland through ConnectIreland, the company responsible for delivering the Government's Succeed in Ireland initiative, as part of the Action Plan for Jobs, in association with IDA Ireland.
Welcoming the announcement, Minister Coveney said: “This announcement is further recognition of the value of creating relevant industry clusters. Ireland has an amazing marine energy resource with world leading researchers and facilities at theMaREI research centre in Cork. I am delighted to see that research excellence being recognised by credible companies such as Wavepower, who have chosen to continue their research adjacent to the centre of marine innovation in Ireland.”
Wavepower will be based at The Entrepreneur Ship, the world’s first business incubator dedicated to marine and energy companies run by the MaREI Centre in the Lower Cork Harbour. The Entrepreneur Ship is part of the IMERC strategic partnership between University College Cork, Cork Institute of Technology and the Irish Naval Service established to unlock Ireland’s maritime and energy potential. Wavepower will have the opportunity to engage with MaREI researchers, and also access a range of the resources on site, including the Lir National Ocean Test Facility, the National Maritime College of Ireland and the Irish Naval Service. This maritime centre of excellence has been recognised nationally and internationally as a world class model and continues to attract industry as well as international experts, researchers and resources.
“Wavepower has an ambition to develop world-leading technology to capture the immense energy resource in ocean waves. We understand that this is not an easy or quick task, but we are committed to our vision and believe that with the right people, the right research partners and the right mindset, we can find a way to overcome the challenges of the marine environment and develop commercially viable wave energy convertor technology,” said Wavepower CEO Prof. Mark Gillan.
“We recognise the incredible cluster of expertise, resources and research facilities in Ringaskiddy and are excited to become part of this community. We look forward to being an active member of the marine innovation ecosystem in Ireland and benefiting from Ireland’s track record in innovation in the renewable energy environment.”
Joanna Murphy, CEO of ConnectIreland, commented: “Wavepower have massive ambition and we are delighted that they will be building a team of 10 highly skilled researchers in Ringaskiddy. It is testament to the quality of both the infrastructure and expertise available that a company ofWavepowers credentials and ambition chose to locate their Future Development Group here.”
Professor Jerry Murphy, Director of MaREI, said: “We aredelighted to welcome Wavepower to MaREI and to The Entrepreneur Ship. MaREI has brought together 5 Universities, an Institute of Technology and 46 industries to solve challenges in marine and renewable energy. The Entrepreneurship is a vibrant maritime and energy enterprise space where ideas and people can thrive. We are confident that in this environment,Wavepower will optimise their innovative ocean energy technology.”
The South Coast Offshore Racing Association (SCORA) honoured Claire Bateman at its annual general meeting held in the Royal Cork Yacht Club last night writes Tom MacSweeney. Claire, who died last year, was a stalwart of sailing journalism for Cork Harbour and coastal racing sailors. Her coverage of cruiser and dinghy racing was comprehensive and her dedication to the sport charted its development. With photographer husband, Bob, the couple were ever-present at sailing events. Their coverage spanned from major events to the smaller ones, providing an unrivalled level of sailing reportage on Afloat.ie in national and local media and was the foundation of the RCYC website.
Members expressed appreciation of the dedicated work which Claire had done for sailing, as she was remembered by the presentation of a memorial award to the “most enthusiastic boat in SCORA.” This was a photograph of the winning boat, Dave Lane and Sinead Enright’s J24 ‘Ya Gotta Wanna’.
Making the presentation Claire’s son, Rob, recalled how his mother had been encouraged by well-known Cork Harbour sailor Michael Wallace into the role which she adopted with the dedication and commitment which marked her approach to whatever task she undertook.
That commitment benefited sailing for very many years and was much appreciated by SCORA sailors. Her death has been a huge loss to the sport.
Her husband, Bob’s photography, once again recorded the success of the top sailors in SCORA whose awards for their victories during the season, presented at the AGM, were framed photographs of their boats in racing action. Taken by Bob, these are treasured prizes. He continues the work of recording sailing and racing in Cork.
The newly-elected SCORA Commodore, Kieran O’Connell, is Rear Admiral for Keel Boat Racing at the RCYC.
There was a big attendance at the annual meeting which agreed that a review of SCORA and its racing programme was needed. This follows a year when “SCORA dropped off the map” the members were told. More co-operation between South Coast clubs is needed, delegates agreed, with an emphasis on “bringing the fun back into sailing”.
Falling numbers participating in events and the urgent need to change that, by bringing newcomers into the sport, particularly younger people, were identified as crucial issues.
Three new, ship-to-shore container cranes manufactured in Ireland by Liebherr and assembled in Cork Harbour are scheduled for delivery to Crowley Puerto Rico Services’ Isla Grande Terminal in San Juan later this month.
As Afloat.ie previously reported, the cranes which are currently on board the Overseas Heavy Transport (OHT) vessel ‘Albatross’, transferred from Cork Dockyard to the Port of Cork’s Deepwater berth in Ringaskiddy to take on ballast before departure to San Juan. Each crane has a capacity of 65 tons and measure approximately 65 meters tall, with an outreach of 40 meters.
Ringaskiddy Deepwater Berth is capable of handling vessels of this size and providing a fast and efficient turnaround of such vessels. Before the ‘Albatross’ departs, it will share the berth with the weekly Maersk container service from Central America, bringing the overall length of both vessels alongside to 414 metres.
Speaking about the Port of Cork’s capabilities as a “Tier 1 port of national significance” and a naturally deep water port, Commercial Manager Captain Michael McCarthy said: The Port of Cork is delighted to partner with Liebherr Cranes in selecting our Ringaskiddy Deepwater port to export their cranes to World markets. We have had an excellent relationship with Liebherr since the early 1990’s when we commissioned two cranes for our facility in Ringaskiddy. Since then we have grown our relationship with the company and all our port cranes are manufactured by Liebherr.’
He continued: ‘It is great to see Liebherr recognising our exporting capability as a deep water port.’
While in Ringaskiddy the OHT vessel, which was originally designed as an oil tanker and converted to a crane carrier, will take on large volume of water ballast in the lower ballast tanks to counteract the weight of the cranes on deck. Each crane weighs approx. 900 tons; however the weight is evenly distributed on the main deck of the vessel. The cranes are then secured firmly (welded) to the deck of the vessel and as such they form a single composite unit.
According to John Hourihan Jr., Crowley’s senior vice president and general manager, Puerto Rico Services, the electric-powered cranes will be used to load and discharge containerized cargo being carried aboard Crowley’s two new liquefied natural gas (LNG)-powered, Commitment Class Con-Ro ships.
He said: “With these state-of-the-art cranes now erected, we are taking another step toward the transformation of our terminal into the most modern and efficient port facility on the island of Puerto Rico. We eagerly await their arrival here.”
All three massive cranes are now loaded onboard the Offshore Heavy Transport (OHT) ship Albatross at Cork Dockyard. Departure from Cork Harbour on a 3,800–nautical mile voyage to Puerto Rico later is scheduled for later this week.
As Afloat.ie reported previously, the cranes have been asembled from kit form having first been shipped by sea from Fenit in County Kerry to the Doyle Shipping Group Terminal at Rushbrooke in Cork Harbour.
The 35th staging of international races for the 176-year-old America’s Cup is rising rapidly up the agenda. The opening jousts for challengers begin on 26th May 2017 at the first-time-selected venue of Bermuda, and the cup series itself starts there on 17th June. It’s time to focus on the sailing paradise of Bermuda, and particularly its role in changing the shape of sails in mainstream sailing. W M Nixon takes a typically skewed look at what it all might mean.
The irony of it is that, long before the rig was popularly accepted, it was the sailors of Bermuda who were credited with the invention of the jib-headed triangular shape for mainsails. This dominated yacht design for nearly a century. Yet in 2017, as the inevitably trend-setting America’s Cup finally comes to Bermuda for the first time, it will be raced by sailing machines – the word “boats” seems inadequate – which are setting what looks very like an extremely modern variation of the classic gaff rig.
For what are today’s state-of-the-art square-headed mainsails other than an attempt to get as much sail area as possible within the limits set by the height of the mast and the length of the boom? And what rig was based on the same premise? Exactly. The gaff rig, and its very useful cousin, the sprit rig.
Yet at a certain stage, as the pioneering Dutch yachtsmen moved from the sprit rig to the gaff rig, the gaff booms became so short that the sailing world was very close to having jib-headed mainsails. But boats setting bisquine rig or something very similar showed what could be done with topsails, and longer gaff booms with topsails above them became the norm.
In due course, the logic of having lighter masts, and mainsail and topsail one and the same with no booms between them, became inescapable. Yet because so many people, relatively speaking, had by this time taken up sailing, the arguments about which rig, gaff or Bermudan, was superior soon became ludicrously heated.
Traditionalists argued that while Bermudan rig might be just about acceptable for inshore racing in sheltered water, anyone going cruising or racing offshore needed the rugged gaff rig with its compact mast, possibly heightened by a topmast which could he lowered and housed against the forward side of the mainmast when at sea and conditions deteriorated.
And then there were and still are the uber-traditionalists who argue that if gaff rig had been good enough for their fathers and forefathers before them, then it was good enough for them, and you don’t have to go any further than Howth, Connemara or Falmouth to find them in their droves.
A new factor entered the equation with the development of the heritage industry, which concluded that that the loss of familiarity with handling the formerly-universal gaff rig was a real cultural threat. So in 1963 the Old Gaffers Association came into being at much the same time as the Classic Yacht Movement was starting to gain traction, and thus the preservation of gaff rig was being upheld from both ends of the wealthy to barely-getting-by spectrum.
It was all great fun if you didn’t take it took seriously, but in its day, some people took it very seriously indeed and a few still do, so we’ll give the pot a very good stir by revealing that it was Irish sailors who played a key role in making Bermudan rig mainstream.
Our header image reveals that Bermudan rig in a quite sophistcated form was not unknown from 1834 onwards. But nevertheless even in crack yachts like Belfast linen magnate John Mulholland’s schooner Egeria of 1865 vintage, and John Jameson of Dublin’s cutter Irex designed by Alexander Richardson in 1884, the relatively crude gaff topsails being set still showed how closely they were descended from lug rigs which in turn had evolved from trying to get simple squaresails to set closer to the wind.
But by the late 1880s, topsails were becoming more clearly jib headed, and for a while they used a combination of short mainmast, a short topmast, and a topsail yard to provide their height, which could resulted in a distinctly stunted look when on a dead run, as is seen in the Scottish ironmaster Peter Donaldson’s all-conquering 70ft 40-rater Isolde, designed and built by Fife in 1895.
It is the famous photo of the new Belfast Lough 25ft One Designs at their start in the RUYC Regatta in July 1898 - their second season – which best shows how gaff rig had developed in the decade since Irex was the boat to beat. The BLOD 25’s have topsails which use long yard to sit as flush as possible with the mast. As the luff length of the topsail was actually longer than the luff length of the mainsail, and as it is luff length which does most of the work in making to windward, getting the topsail and mainsail to set as one was vital in achieving best performance.
In fact, as I learned in my days of racing a Howth 17, fractions of an inch in the location of the topyard halyard and jackyard outhaul on their respective yards made all the difference between having a very effective topsail, and having a heap of rubbish aloft which was only holding you back if the wind freshened on the final leg. You were getting there if, when setting the sails, you could look aloft and see the newly-hoisted topsail set as flat as a board, with even tensions to every corner. This meant that you could ease the mainsail peak halyard just a smidgin to transfer some of the load directly to the topsail, thereby making mainsail and topsail in effect into one sail which happened to have a couple of bits of wood in the middle.
However, despite the favourable impact made by boats such as Isolde and the BLOD 25s, larger yachts tended increasingly to revert to long topmasts in order to make their topsails more effective, and in the most enthusiastic cases, the mastman would be despatched aloft to lace the luff of the topsail to the topmast and the mast itself. This certainly achieved an efficient set for the sail, but was unseamanlike in the extreme, as it totally obviated the topsail’s supposed benefit of being able to reduce sail area aloft in only a few minutes.
Surprisingly enough, it wasn’t until 1912 that designer Charles E Nicholson was allowed by an owner to do away with the cumbersome, eddy-inducing topmast altogether, simply by extending the mainmast in the lightest possible section in a 12 Metre.
Naturally the critics expected the new unfeasibly tall masts to break under the load of the topsails, and some of them did just that. But those tall continuous masts that stayed aloft tended to win races, and so the Marconi mast was here to stay. They were nicknamed “Marconi” masts in acknowledgement of the high aerials required by Italian radio pioneer Guglielmo Marconi (1874-1937), whose mother was a Jameson and whose first radio report of a sporting event was the Royal St George YC Regatta of 1904 in Dublin Bay.
It was only two years after the first Marconi sailing mast appeared in a yacht that the first international racing yacht took the next logical step of making the topsail and mainsail into one, and that yacht was newly-commissioned in 1914 from Fife of Fairlie by an Irish yachtsman, Arthur F Sharman Crawford, Commodore of the Royal Munster Yacht Club on Cork Harbour.
There’s a book to be written about Arthur F Sharman Crawford (1862-1943), for there’s no way that even a dozen blogs could explain how the Dublin-born English-educated younger son of a northern family with extensive land-holdings in County Down – particularly on the shores of Belfast Lough – came to be the Managing Director of Beamish & Crawford’s brewery in Cork. There, he joined the management team at the age of 28 in 1890, and guided it as Managing Director through some of its most successful periods, and also skillfully negotiated the difficulties of World War 1, the Easter Rising, the War of Independence and the Civil War in a total period from 1914 to 1923, while at the same time being a great benefactor to his adopted city, particularly in the area of technical education, but also in the broader cultural and artistic sphere.
Yet this was no unduly serious do-gooding workaholic. On the contrary, Arthur Sharman Crawford (the family preferred their double surname without a hyphen) was sports mad. A keen yachtsman who was an early owner in the Cork Harbour One Designs of 1896, he was elected Commodore of the Royal Munster YC when it was still at Monkstown in 1898. When it moved to Crosshaven in 1923, as he lived at Lota Lodge in Glanmire north of the harbour, he transferred his full allegiances to the more conveniently located Royal Cork at Cobh where he was already Vice Admiral, and in 1925 he became Admiral and served in that post until 1935.
He also rode to hounds every winter with ferocious enthusiasm, being Joint Master of Cork’s United Hunt for four years. And in later life he played a central role in the establishment of Cork Golf Club, where he served as an actively and frequently-playing President for many years. But in his prime, sailing was his main sport, and he spread his wings far beyond Cork Harbour, for he campaigned on the international scene with a Fife 12 Metre called Ierne, and as a member of many yacht clubs throughout Ireland and Britain, he was a frequent guest helm at regattas, with particularly close associations with the Royal Ulster YC on Belfast Lough.
There, his older brother Robert was Vice Commodore and chaired the committee which oversaw the five challenges for the America’s Cup by Thomas Lipton, the first in 1899 and the last in 1930. The advice of the widely-experienced Arthur was regularly sought by this committee. Yet in other areas of life, there was a parting of the ways between the two brothers. In a time of political restlessness, the northern-based Robert Sharman Crawford was uncompromisingly unionist, and became an active leader in the Ulster Volunteer Force from 1912 onwards. But in the different mood of Cork, the southern-based younger brother had a more accommodating attitude towards Home Rule, reflected in the fact that he continued to play a public role in Cork life, and all his branch of the family were at their deaths buried in the family plot on Little Island in Cork Harbour rather than in the ancestral family lands at Crawfordsburn in County Down.
There was a very pointed irony in the brothers’ relationship, for even as the brewery in Cork prospered under Arthur’s stewardship, the inherited income from the Crawford estates in the north was shrinking thanks to longterm effects of the activities of Michael Davitt’s Land League and the resultant Gladstone-inspired Land Acts of 1896. The dividends from Cork became an increasingly important part of Robert Sharman Crawford’s income to maintain his opulent lifestyle as a leading yachtsman and as Lord of the Manor of the new loughside Crawfordsburn House, built in the late 1890s to the designs of Vincent Craig. He was the architect brother of Northern Ireland’s future first Prime Minister James Craig (another sailing enthusiast), and his considerable architectural talents were at the same time being deployed for the design of the new Royal Ulster Yacht Club building, which opened in April 1899.
By 1912 and the public declaration of the Ulster Covenant with Robert Sharman Crawford a leading signatory, the fact is that his way of life was largely supported by Beamish & Crawford dividends. It seems only ironic in hindsight – at the time, everyone on all sides though they were doing the right thing. It is only in looking back from the distant and safe viewpoint of 2017 that we realise how curious it was that 104 years ago in 1913, when Colonel Robert Sharman Crawford put his own-funded brigade of the Ulster Volunteer Force through their parades, manoeuvres and exercises on the lawns and fields of Crawfordsburn House, it was all being largely paid for by the continued devotion of the Beamish stout drinkers of Munster.
Yet in that dreamlike pre-World War I era, such activities still seemed slightly theatrical and unreal, and normal life went on at an even more determinedly enthusiastic pace than ever. Having finally agreed a Measurement Rule with the defenders, early in 1914 Thomas Lipton’s latest America’s Cup Challenger, the Charles E Nicholson-designed Shamrock IV, was nearing completion in the south of England. And in the Fife yard in Fairlie in Scotland, a new William Fife designed yacht with an experimental rig was under construction for Arthur Sharman Crawford.
For although Lipton’s technically advanced Shamrock IV carried a very sophisticated gaff rig, it was a gaff rig nevertheless. Thus Arthur Sharman Crawford’s new boat was more important in terms of overall technological development. A more manageable 8 Metre after several successful but demanding years with the 12 Metre Ierne, the new Ierne II was the first yacht to the International Rule of 1907 to set a Bermudan rig.
Why is she almost totally forgotten in Ireland? Well, Arthur Sharman Crawford led a sort of sailing double life, or even treble life. At home in Cork Harbour, his sailing was local, often using local boats. On Dublin Bay and particularly in Belfast Lough, he was associated with the Lipton camp. But on the Clyde or in the Solent, he was the international or even supra-national yachtsman Arthur Sharman Crawford, challenging the top talents at a rarefied level which was remote from the more localized approach of Cork Harbour or Belfast Lough, and at a tasteful remove from the razzmatazz of Lipton’s America’s Cup challenges.
So when Ierne II appeared fresh out of the wrappers to surprise everyone in the Solent in July 1914, she had never been anywhere near either Belfast Lough or Cork Harbour. It was in the Solent that she made her debut, and for a few very encouraging weeks, while she was undoubtedly a very different creature to sail than a gaff-rigged boat, she was out-performing them all to windward.
It’s intriguing to reflect that when Ierne II was being admired as the hottest new boat in Cowes in late July 1914, briefly in the same harbour at the same time we would have seen Erskine & Molly Childers’ Asgard and Conor O’Brien’s Kelpie pretending to be leisurely cruisers going gently about their business, when in fact they were bound for the Ruytigen Lightvessel to collect their cargoes of Mauser rifles.
Within a couple of weeks, everyone’s plans were in disarray with the outbreak of World War I. All the key figures in the Asgard/Kelpie adventure quickly found themselves positions with the Allied Forces. As for Arthur Sharman Crawford, at the age of 52 this was not an immediate consideration, but his plans for a new programme of fresh excitement for a keen yachtsman past what was then considered the prime of life simply evaporated. Cowes Week 1914 was cancelled completely, and Ierne II was denied the stage which would have provided the setting to enable her to claim her rightful place in sailing history.
Indeed, it was only when noted Yorkshire sailor Hew Jones spotted her laid up in Portugal in 2005 and set about a restoration on Humberside that the whole astonishing story was revealed. When World War II ended in 1918, anyone running a business in Cork amidst Ireland’s growing troubles had other things on his mind, and Arthur Sharman Crawford put Ierne II – laid up since the beginning of August 2014 – on the market. She was eventually bought by Norwegians who wanted a boat for the 8 Metre Class in he 1920 Olympic games in Belgium, and they struck gold in every way, as Ierne II won the Gold Medal.
The top racing sailors were increasingly convinced that Bermudan rig would be where it was at, but in the post war recession, progress was slow. Nevertheless, it was another Irish owner who led the way in the south of England. Elizabeth Workman was the widow of one of the founders of the Workman Clark shipyard in Belfast, and as they at least had done well out of the war, she had the resources to re-commission her 112ft gaff cutter Nyria, designed by Charles E Nicholson and built by Camper & Nicholson in 1906.
Nyria was Solent-based, and following the success of Ierne II and other newly-Bermuda rigged smaller boats in the 1920 Olympics, Elizabeth Workman took the mighty step of getting Charles Nicholson to kit out Nyria with Bermudan rig for the 1921 season, making this the first internationally recognized “big yacht” to do so.
The corner towards Bermudan rig was being turned, and yet another impulse came from Ireland , this time with the commissioning of the world’s first Bermudan-rigged One Design class. The lively Belfast Lough sailing scene of 1914 had been largely destroyed in the trenches of the Somme by the time peace returned in 1918. In an exchange of letters in 1919, some of the more senior members of the Royal Ulster wrote about the need for a new class of boat “which could be sailed by a man and his daughters”. Far from being a gesture for women’s rights, this was simply a sad admission that so many young sailing men would never return from Flanders fields and northern France that it would be 1925 where anything approaching normal manpower levels in sailing would be regained, and so in 1921 the Alfred Mylne-designed Bermudan-rigged 29ft River class made their appearance on Befast Lough. They have never known any rig other than Bermudan, and they continue racing today, though now based on Strangford Lough.
Thereafter, the move towards Bermuda rig was inexorable and seemingly irreversible, even though sailors as experienced as Billy Mooney of Dublin were ordering the gaff rigged ketch 42ft Aideen to be built by Tyrell’s of Arklow in 1934, and he sailed her so well that he won his class in the 1947 Fastnet Race.
But others were more restless. Since 1898 the gaff-rigged Howth 17s had been sporting their jackyard topsails at their home port north of Dublin, and in 1907 the Dublin Bay Sailing Club adopted the same design, and proprietorially re-designated them as the Dublin Bay 17s. Not only that, but in 1936 a young and competitively successful Dun Laoghaire owner, Terry Roche, decided he would lead the way by converting his DBSC 17 Eileen to Bermudan rig. Despite the fact that she now carried lee helm as he would also have had to move the mast aft to make the new rig balance, he doggedly sailed her to Holyhead and back to prove that all was well. But nobody followed his lead, and after this rather expensive experiment, Eileen reverted to gaff rig and successful racing the following year, and the only lasting memorial of this project is the quaint photo of the Dun Laoghaire waterfront in 1936, a classic image worthy of Cartier-Bresson, with the Water Wags racing off the Royal Irish YC beyond, while in the left of the photo is Eileen sailing under Bermudan rig using mainsail only, which probably balanced quite nicely.
Yet other classes such as the Belfast Lough Island class yawls changed to Bermudan rig in the 1930s, but in Dublin Bay the honour of the gaff rig was stubbornly carried until 1963 by the Dublin Bay 21s, when after sixty years of gaff they converted to Bermudan rig which gave have them another 23 years of active racing life.
Typically of everyone being out of step except Dublin Bay, 1963 was also the very year in which the Old Gaffers Association was founded simply to preserve gaff rig. Ironically, gaff rig is now more visible than ever, albeit above plastic hulls. After all, there are more than a thousand gaff-rigged Cornish Shrimpers sailing the sea.
So is it coming full circle? Maybe. After all, when the America’s Cup multi-hulls start strutting their stuff on Great Sound in Bermuda, they’ll be setting square-headed mainsails which are gaff rig in any sensible definition. And all that where Bermuda rig as we knew it for so long originated more than 183 years ago……
But the real test is on Cork Harbour. The reversion to gaff rig came centre stage there last year when the new Ultra National 18s decided the only way to make their otherwise state-of-the-art boats truly sexy was to give them trendy square-topped mainsails.
And if by any chance the spirit of Arthur Sharman Crawford still sails about Cork Harbour, the place he came to love so well, I’ve no doubt he’ll be doing it aboard a ghostly Ierne XXX under a spectral square-topped mainsail, occasionally waxing nostalgic about the old days when he sailed Ierne II with a quaint three-sided mainsail.
As previously reported on Afloat.ie, the three 85-metre-tall cranes — each weighing more than 1,000 tonnes — are bound for Puerto Rico after being assembled from kit form at Cobh by employees from the Liebherr plan in Kerry.
Liebherr Marine has posted photos captured by drone as the first crane was loaded onto the specially adapted Albatross in Cork Harbour yesterday (Wednesday 22 February):
2017 is already being described as one of the busiest cruise seasons in Cork with 69 cruise liners calling to the port.
The ‘Disney Magic’ will travel to Cork Harbour for the first time as part of Disney Cruise Line’s new seven-night British Isles cruise, departing in September 2018.
Announcing the first time call, Disney Cruise Line described Cork as ‘home to a vibrant culinary scene and a plethora of pubs, shops and cafes. It invites visitors to connect with Ireland’s ancient past, with historic sites like Blarney Castle, where visitors can kiss the famed Blarney Stone.’
Captain Michael McCarthy, Commercial Manager Port of Cork said: ‘After years of marketing the region and port capabilities, we are delighted to say the hard work has paid off and we are very excited to welcome Disney Cruise Line to our port in 2018. I have no doubt this call will be one of many into the future as we grow our relationship with Disney Cruise Line.’
Capable of holding over 3,700 passengers and crew, ‘Disney Magic’ is designed with primarily the family in mind. According to Disney Cruise Line the Disney Magic combines classic nostalgia and modern amenities with Disney’s signature service. From bow to stern, set sail for unforgettable storytelling that only Disney could bring to life.
Captain McCarthy continued: ‘this is a wonderful opportunity for the region particularly family attractions that are set to benefit from such cruise visits.’
Three cranes, each weighing more than 1,000 tonnes and 85 metres high will be loaded on to a massive ship next week in Cork Harbour bound for Puerto Rico. It will be an amazing feat of engineering and an equally spectacular sight at the Port of Cork to see the massive cargo depart Roches Point.
The cranes have been asembled from kit form having first been shipped by sea from Fenit in County Kerry to the Doyle Shipping Group Terminal at Rushbrooke in Cork Harbour.
60 employees from the Liebherr crane plant in Kerry have been constructing the massive cranes prior to their transatlantic voyage.
The specially adapted ship, The Albatross from Holland, arrived yesterday into the Port of Cork awaiting its giant cargo alongside at Cork Dockyard, as the photo below shows. Known as a 'heavy lift' vessel, the Albatross is 264.45 metres long and 42.54 metres wide, the ship has a maximum speed of 9.5 knots.
Tom MacSweeney in Cork Harbour adds: It is the first time that the Liebherr crane manufacturing company based at Killarney has exported fully-assembled cranes from Ireland for which they used the Cork Dockyard facility at Rushbrooke near Cobh to assemble them over the past few months.
The ship can automatically lie level alongside the dockyard quayside at all stages of the tide during the loading operation which is expected to take 4 to 5 days. Tracks will be laid to move the cranes onto the vessel.The Albatross will then move across Monkstown Bay to Ringaskiddy deepwater port where the cranes will be bolted to the ship and she will ballast for the voyage to Puerto Rico.
A ‘Yard of Ale’ - the “famous trophy” - as the Laser sailors described it was presented to Ronan Kenneally at Monkstown Bay Sailing Club in Cork Harbour where he won the Winter League for the second year running as reported this evening by Tom MacSweeney in the Evening Echo
Freezing temperatures and a chilly Northerly wind arrived as forecasters predicted when the dinghy sailors gathered on the Sand Quay at Monkstown for the final day of the CH Marine League which had 19 entries. Race Officer, Colin Barry, on board committee vessel "Kiawah”, set a course from Monkstown Creek back up to Monkstown's Sand Quay. Cork Harbour Marina’s physical presence and a strong ebb tide meant the battle for first place was won by whoever could stay closest to shore. The 12-15 knots of breeze under clear skies made it a testing closure to the series.
Heavy-air ‘specialists’ were dominant, with former Great Britain Laser Squad sailor Rob Howe back on the leaderboard, having two firsts as the morning racing proceeded. Nick Walsh also revelled in the conditions, claiming a first place in the second race. Charles Dwyer was first in Race 3. Strong gusts in the windy conditions caused some competitors to have spectacular capsizes into the icy the waters of Monkstown Bay.
By the end of racing Ronan Kenneally, who had led the league throughout the series, did enough to maintain that position and win overall for the second year in succession. Nick Walsh placed second, Charles Dwyer third and Rob Howe finished fourth overall.