Displaying items by tag: Skerries
#RNLI - Volunteers with Skerries RNLI launched their Atlantic 85 lifeboat Louis Simson shortly after 8.30pm on Tuesday evening (5 August) after a member of the public called Dublin Coast Guard regarding a man seen launching a small motor boat to go fishing that afternoon who had yet to return.
The lifeboat, with David Knight at the helm and crewed by Joe May, Eoin Grimes and Stephen Crowley, began an immediate search of the most popular local fishing spots, while other volunteer crew in the boathouse began to chart a potential search pattern.
A small motorboat matching the description given, with one man on board, was located just off the western shore of Church Island, off Skerries. The man required no assistance and indicated he was preparing to head for the North Co Dublin coastal town.
As the light was fading the lifeboat offered to stand by while he made his way safely to shore. At the time of the launch there was a Force 2 to 3 southerly wind and a calm sea.
Speaking after the callout, volunteer helm David Knight said: "Thankfully in this case the man was fine. However, the member of the public had genuine concerns and did the right thing in calling the coastguard."
The volunteer lifeboat crew was alerted at 3.25pm following a Mayday call that a 30ft passenger boat had ran aground onto rocks and was taking on water.
Weather conditions at the time were described as good, with a westerly Force 2 to 3 wind blowing.
The lifeboat, under coxswain Fred Connolly and with four crew members on board, made its way to the scene a mile and a half away from Howth Harbour.
On arrival at the scene, Howth RNLI observed that another boat had come to the assistance of the casualty vessel and was holding it in position ready for the lifeboat to come alongside. It then emerged that the stricken vessel was not taking on water.
The lifeboat crew proceeded to transfer all of the tourists from the passenger boat safely onto the lifeboat, before establishing a tow line and returning the vessel and its occupants safely to Howth Harbour with no medical assistance required.
Further north in Co Dublin, Skerries RNLI were even busier in the weekend days before, responding to two separate callouts to vessels in difficulty.
Shortly before 5.30pm on Friday (11 July) the volunteer crew launched their Atlantic 85 lifeboat Louis Simson following reports of a small motor craft broken down off Donabate beach.
The lifeboat, with David Knight at the helm and crewed by Rob Morgan, Joe May and Eoin Grimes, proceeded directly to the area where they quickly located the motor craft with two people on board.
Conditions on scene were calm with a Force 2 southerly wind. A tow was established and the vessel was brought safely to Howth.
The second callout came shortly before 10.30am on Saturday (12 July) when Dublin Coast Guard requested Skerries RNLI launch to assist a yacht that had fouled its propeller North of St Patrick's Island off Skerries.
The lifeboat launched with David Knight on helm and Conor Walsh, Rob Morgan and Stephen Crowley also on board. There was a Force 1 northerly breeze at the time of launch and visibility was slightly reduced due to a misty rain.
The lifeboat quickly located the 13m yacht, which had fouled its propeller on a lobster pot. The volunteer crew managed to free the yacht and tow them safely to Skerries Harbour, where they then freed the remaining obstruction from the propeller.
Skerries RNLI's third launch of the weekend was less urgent but no less important, as the volunteer crew carried out their regular training exercises on Sunday morning (13 July).
Speaking of the callouts, Skerries RNLI volunteer lifeboat press officer Gerry Canning said: "It was a busy weekend but our volunteers are always ready and willing to drop whatever they are doing to help anyone that is in difficulty at sea."
The volunteer crew launched their Atlantic 85 inshore lifeboat Louis Simson shortly after 4.30pm.
The lifeboat, helmed by Joe May with crew members Eoin Grimes and Stephen Denny on board, made their way directly to the springboards bathing area, from where Dublin Coast Guard had received reports of a swimmer in difficulty.
Arriving on scene, the lifeboat carried out an immediate search of the area. It was quickly discovered that a member of the public, with the aid of a life ring, had managed to assist the swimmer back to shore.
The man was taken on board the lifeboat where first aid was administered. He was then brought back to the station where he was handed over to paramedics.
Weather conditions at the time were calm with a Force 1 southerly wind.
Speaking after the call-out, Joe May, May said of the casualty: "He was a very lucky young man that the life ring was in working order and that someone acted quickly.
"We would advise people to swim close to shore and remember that there can be very strong tidal currents around our coast."
In other lifeboat news, volunteer crew and fundraisers turned out in force at Kinsale RNLI on Sunday 15 June to welcome the annual visit by Sally Anne Odell.
Affectionately known as 'the godmother' to Kinsale RNLI, Odell was accompanied by a group of family and friends and arrived on a cruise ship in Cobh early on Sunday 15 June, where she was met by Kinsale lifeboat operations manager John O’Gorman and other volunteer crew members.
Odell and her guests were brought to the lifeboat station where they spent several hours chatting with crew members and inspecting the lifeboat Miss Sally Anne Baggy before returning to Cobh to rejoin the cruise.
O’Gorman said: "It is always a privilege and a pleasure to welcome Sally Anne home to Kinsale. We can never thank her enough for her generosity in providing Kinsale with its own lifeboat and our magnificent station.
"It is thanks to people like Sally Anne that the RNLI is able to maintain its role as the charity that saves lives at sea. She keeps in touch with us between visits is very well informed about what we do here. That’s why she is affectionately known as 'the godmother'."
#woodenboats – On Midsummer's Day, W M Nixon looks back on the already busy and event-filled Irish season of 2014, and reflects on the extraordinary longevity of some boats, their remarkable variety, and the diverse characters who own them.
When I shipped aboard the former Bristol Channel Pilot cutter Madcap to sail the Old Gaffers Division in Howth Yacht Club's Lambay Race on June 7th, it wasn't the first time I'd been out and about on a boat built in the 1870s. But as most of my experiences on John and Sandra Lefroy's 1873-vintage iron-built classic 58ft Victorian steam yacht Phoenix on Lough Derg took place in the 1970s with the most recent jaunt being way back in 1982, sailing on the Madcap was indeed the first time afloat in a boat built 140 years ago.
It takes an effort to get your head around the most basic notion of such an age. You find yourself reflecting on the delights that still awaited the human race at the time, things that were still far into the remote future in the 20th Century. During the 1870s, industrialisation was still gaining traction, but the very idea of warfare on the industrial scale which was to be experienced in the Great War of 1914-18 was beyond most people's imagination, and way beyond anyone's experience. That said, there were more than enough other ways of experiencing an early death, with a range of particularly unpleasant illnesses which have been largely eliminated today.
Yet it was increasing industrialisation which created the circumstances that enabled both boats to be built. The Bristol Channel Pilot cutters evolved rapidly in the latter half of the 19th Century in order to provide pilots for the more numerous and increasingly large ships which were coming into ports such as Cardiff and Bristol. They reached their peak of performance around 1900, by which time they'd achieved a remarkable stage of development, being fast and able, yet comfortable at sea, and capable of being handled by a very small crew after the pilots had been delivered to incoming vessels. When their working days were over as they were replaced by motorised vessels, they proved ideal as seagoing cruising yachts.
There was nothing work-oriented about the pleasure yacht Phoenix when she was built to the designs of Andrew Horn in Waterford in 1873. Or maybe that's being a bit naïve. After all, she is down as having been built by and for the Malcolmsons of Waterford. They were a remarkable clan who brought many industries to Waterford in the 19th Century, and they created the miniature industrial town of Portlaw westward from the city, off the south bank of the Suir Estuary.
The 58ft Phoenix, iron-built in Waterford in 1873, performing Committee Boat duties at Dromineer for Lough Derg YC. Photo: Gerardine Wisdom
So in building the Phoenix themselves, so to speak, they were creating a subtle advertisement for Waterford expertise, with this new miniature of an ocean liner being constructed in the highly-regarded Lowmoor iron. And she's a powerful statement - this lovely old vessel has lasted much better than many of the Waterford enterprises which outshone her at the time of her building, so much so that if, in Waterford's current recessional woes, they sought something to symbolise what the city is capable of, they would do worse than put some resources the way of the Phoenix for her continuous maintenance.
Five years ago she made a very stylish appearance as the Committee Boat in a classics regatta at Dromineer, and that in turn produced an astonishing photo which included Ian Malcolm's 1898-built Howth 17 Aura. It was the first time a jackyard topsail had been seen on Lough Derg since before the Great War, and all that together with a raft of Shannon One Designs (which date from 1922 onwards) and a fleet of Dublin Bay Water Wags from 1902 onwards meant that the total age of the boat in the photo was pushing towards the 2,000 years mark.
Phoenix and the 1898 Howth 17 Aura (Ian Malcolm) at Dromineer with rafts of Shannon ODs and Water Wags. The combined age of the bots in the photo is well over a thousand years. Photo: Gerardine Wisdom
To be aboard Phoenix is to be transported right back to the 1870s, as she has a beam of only 10.5ft, which on a length of 58.5ft make for one very slim and potent hull. She has long since had her original steam engine replaced with a diesel, and back in 1982 when I was last afloat in her, it was October, and we were the Committee Boat for the annual IYA Helmsmans Championship, raced that year in Shannon One Designs with Dave Cummins of Sutton the winner, crewed by Gordon Maguire.
Being late season, the Phoenix's injectors needed a clean, but as the Race Officers were those perpetual schoolboys Jock Smith and Sam Dix of Malahide, they were delighted by the Phoenix's ability to emit a fine plume of smoke from her funnel at full speed, and after the championship was resolved they tore across the lively waters of Autumnal Lough Derg at full speed while – from another boat - I grabbed some photos which made Phoenix look like a destroyer in action at the Battle of Jutland. One of them subsequently appeared as the cover of Motor Boat & Yachting, and as I seem to have mislaid the colour slides, if anyone has a copy of that particular edition I'd much appreciate a scan of it.
Moving on from the 1873-built Phoenix in 1982 to the 1874-built Madcap in 2014 is quite some saga, but we'll edit it by sticking to events this year revolving around the developing annual Old Gaffer programme in the Irish Sea. Last year Dickie Gomes' 1912-built 36ft John B Kearney yawl Ainmara from Strangford Lough won the inaugural Leinster Trophy race in Dublin Bay which marked the OGA's Golden Jubilee, and she did it despite now being bermuda rigged. But as she was returning to her birthplace in Ringsend for the first time in 90 years, she was treated as an honorary gaffer.
Honour being the theme of things, this meant we were honour-bound to bring her south again to defend the Leinster in 2014, but this was given an added impetus by a plan to link up in Dun Laoghaire with Martin Birch's 1902-built Espanola out of Preston in Lancashire. From 1912 until 1940, the 47ft Espanola was a feature of the Royal Irish YC in Dun Laoghaire, owned by noted sailor Herbert Wright, who in 1929 became the founding Commodore of the Irish Cruising Club when he cruised Espanola with four other yachts to Glengarriff where the ICC was founded on July 13th 1929. The Espanola links, together with the fact that the RIYC is now in partnership with Wicklow Sailing Club in hosting the fleet for the biennial Round Ireland Race, made for a fortuitous combination, as Dickie Gomes of Ainmara was Mr Round Ireland between 1986 and 1993, when he held the open Round Ireland Record and also had been overall winner of the 1988 race.
Espanola as she was in 1929, when Commodore's yacht at the founding of the Irish Cruising Club
The 1902-built Espanola as she is today
Thus all the stars were in alignment for an historic and convivial meeting of the two old boats at the RIYC on the evening of Friday May 30th, the night before the Leinster Plate race was due to start just round the corner in Scotsmans Bay. But while stars may have been in alignment, ducks failed to get into a row, as Espanola with her exceptional draft of 7ft 6ins failed to get out of Preston over the shallow bar in the one tide which would have suited, on May 16th.
This situation is a useful illustration of the problems the old gaffer people face in keeping the show on the road with limited resources. Martin Birch, having been a lecturer in Lancaster University, had found Preston's little marina an ideal place to keep and maintain Espanola, and the marina in turn regarded the old girl as their pet boat. But Preston is longer a busy commercial port, so the channel has been left to is own devices, and with the huge tides of the Lancashire coast, getting Espanola to sea is quite a challenge as sometimes there's only one day in any month when it can be done.
So there we were, faced with the prospect of Hamlet without the Prince with just ten days to go to the historic gathering at the RIYC. But Jim Horan, affable Commodore of the Royal Irish YC, took it all in his stride and told us to bring Ainmara along anyway, it would be a good excuse for a Friday night party and he was keen to meet the skipper who had made the Round Ireland challenge very much his own 28 years ago.
Jim Horan, Commodore of the RIYC, told us to come on and be welcome even though Espanola couldn't make it. Photo: W M Nixon
With the foul weather of mid-May, while Ainmara had got afloat from her winter quarters in a hayshed at the Gomes farm on the Ards peninsula in County Down, further fitting out was difficult in endless rain, and the skipper came down with a massive cold. But then the weather perked up, and he did too, so at lunchtime on Thursday My 29th we headed down Strangford Lough from the Down Cruising Club's former lightship headquarters at Ballydorn to catch the start of the ebb in Strangford Narrows at 1430 hrs.
Progress was good with a light to moderate nor'easter, but Ainmara and her crew (there were four of us – Brian Law, Ed Wheeler and I together with Dickie) have got to the stage where nights at sea are regarded to be the result of bad cruise planning. Yet if we were going to be comfortably in Dun Laoghaire for Friday evening, then only Port Oriel at Clogherhead made sense as an overnight. But Port Oriel, home to some of the best-maintained fishing boats on the coast, can become a very crowded place on a Thursday night.
However, a phone call to the uncrowned king of Clogherhead Aidan Sharkey – whom I'd first met back in the 1980s when our two boats were moored in Seal Hole at Lambay, where he was diving on the nearby 1854 wreck of the Tayleur - ensured there'd be a berth for us, and when we arrived in at sunset there was the man himself to direct us to a corner where we wouldn't inconvenience fishing boats, and moreover had access to a set of proper steps.
Port Oriel at Clogherhead provided Ainmara wih a handy overnight stop. There was more space available (below) as most of the 30-strong local fleet were away fishing the south coast. Photos: W M Nixon
Aidan's commitment to the maritime life is total. He's of an old Clogherhead fishing family, and he and his late brother Feargal were the backbone of the local beach-launched lifeboat crew. The banter was mighty on board Ainmara, leavened with tales of lifeboat experience which would curl your hair. The laughter through the companionway attracted others board, and soon Sean the razor clam man (all of his catches go straight to China) was in the hatchway with glass in hand, and when we asked where we might get a new deck scrub first thing in the morning as somehow the ship's own one had gone AWOL, Sean said not to worry, he'd throw one on board, and we could just leave it on the big fishing boat beside us as we left next day.
Ashore, I went up to Aidan's house in the village as he'd said he'd something to show me, which was an understatement. He was into the diving much earlier than most, thus when he got to wrecks which today are known to everyone, there were still intact bits of the cargo to be salvaged. Most east coast divers have fragments of chinaware, pottery and other artefacts from the Tayleur, but Sean had so many complete pieces, together with many other items of special antique value from other wrecks mostly in Donegal, that he would be well able to provide complete afternoon tea for the entire choir, all served on 1840s china. But it wasn't tea I got in the Sharkey household, it was Aidan's present of a large bag of fresh crab claws, and a selection of his own-cured salmon – smoked and gravid lax both – which sustained us through the next day's sail.
Aidan Sharkey of Clogherhead with some of his remarkable collection of salvaged chinaware. Photo: W M Nixon
The sort of sailing cruising folk dream of. Ainmara shaping up nicely to take the first of the fair tide through the islands at Skerries. Photo: W M Nixon
The morning brought the welcome gift of a decent little sunny east to nor'east breeze, and a lovely beam reach all the way down to Dublin Bay, with the south-going tide caught to perfection at the Skerries islands (and yes, I know it's superfluous to talk of the "Skerries islands", but that's what they're called to differentiate them from the Skerries off Holyhead).
Anyone who was involved in last weekend's ICRA Nationals at the Royal Irish YC will know how this premier club can lay on the welcome with effortless style. In the last weekend of May, Ainmara and her crew had the Royal Irish treatment all to themselves. Sailing Manager Mark McGibney ushered us to the prime berth right at the club where we found ourselves in a miniature maritime museum, with the Quarter Tonner Quest close astern (she was to become the ICRA National Champion a fortnight later), while just across the way was the S&S 36 Sarnia – back in 1966, the Sisk family set Irish sailing alight by bringing this very up-to-the-minute fin-and-skeg fibreglass boat back from builders Cantiere Benello in Italy, where they'd started series production on this ground-breaking Olin Stephens design before the same hull shape became better known as the Swan 36 built by Nautor in Finland.
"Maritime museum" at the Royal Irish YC. Ainmara (built Ringsend 1912) with the 1987 Quarter Tonner Quest astern, and the 1966-built S&S 36 Sarnia across the way in her marina berth. Photo: W M Nixon
It has to be one of the best berths in the world. Ainmara at the RIYC – it's early morning, and the flags aren't yet hoisted. Photo: W M Nixon
The hospitality flowed seamlessly as the late afternoon graduated into evening and then velvet night. Ainmara is an extraordinarily effective calling card, and the stream of entertaining visitors brought laughter aboard before the Commodore moved us all up to the clubhouse and a fine supper and much chat with Michael O'Leary, one of the most visionary minds in Irish sailing, and his wife Kate and her people with tales of how she and longtime friend Clare Hogan are in the thick of things in the very healthy Water Wag class.
The RIYC took all this in its stride despite the fact that there was a big wedding going in the clubhouse at the same time, but it all went so smoothly that at one stage Ainmara's crew found themselves being invited to join in the wedding celebrations. However, we demurred because we were athletes in training for the Leinster Trophy next day, yet nevertheless certain key players in the wedding got themselves aboard Ainmara at a very late hour.
The plan for Saturday had been changed, but we were right up to speed with this as Denis Aylmer, the RIYC's key man in the OGA, had told us over a convivial pint that the likelihood of light winds had meant that Race Officer John Alvey had moved the scene of the action from Scotsmans Bay to a more compact race area close off the entrance to Dublin Port. It was all grist to our mill, as we could make an early morning departure and head up to Poolbeg Y & BC across a mirror-like bay, lining up the crew to salute the North Bank Lighthouse in the River Liffey, as it's something of a memorial to John B Kearney, whose day job was in the engineering department in Dublin Port and docks. With his original lighthouse, he pioneering a technique of screwing the piles into the seabed. You'd have thought an air of reverence would prevail, but with Ainmara's crew of anarchists, straight faces could only be maintained for about 12 seconds.
Trying to look appropriately reverential. Ed Wheeler, Brian Law and Dickie Gomes approaching Dublin Port's North Bank Lighthouse on which John B Kearney pioneered the use of screw piles. Photo: W M Nixon
"We're only here for the breakfast". Katy O'Connor's excellent catering in Poolbeg Y & BC is deservedly popular among visiting crews. Photo: W M Nixon
While we wanted to be well on time for the pre-race briefing, the main reason for getting promptly to Poolbeg was to take full advantage of Katy O'Connor's legendary breakfast at the club, and we put away enough calories to keep us going all day. At the briefing, John Alvey told us the committee were concerned that the very varied fleet – everything from Ainmara to the big Naomh Cronan, a superb Clondalkin-built re-creation of a Galway Hooker – included some boats which, in the light airs expected, could be out on the bay until nightfall.
So the plan was for a short race taking in several marks so that it could be finished at the end of any leg. But by the time we got down to Dublin Bay, it was crisp blue with a smart little sea breeze filling in to give sailing conditions which suited Ainmara to perfection, yet some of the heavier gaffers were still lumbering slowly about in what to them was a light wind.
They may have been lumbering about, but several were very determined to make a sharp start right on the committee boat. Anyone accustomed to quick-turning and fast-accelerating modern boats will find a fleet of traditional and classic gaffers a real education. They take time to get moving, they take for ever to stop, you point them a long way out, and their bowsprits – "dock probes" as marina managers call them – seem intent on skewering everyone else.
But while our skipper may pretend to be just an old cruising man these days, his racing blood was up. We set ourselves to sweep into what we hoped would be a gap starting to appear at the committee boat seconds after the start signal. We consoled ourselves with the thought that in extremis, we might just manage to shoot head to wind leaving the committee boat to port, ruining our start perhaps, but preserving the Ainmara intact.
"Go for it, and let's hope there's a gap when we get there..." Ainmara starts to build speed towards her start in the Leinster Trophy Race 2014 . Photo: Gill Mills
So she was set at it, despite attempts to slow her a bit the speed built up, but as quickly as I'm telling this the gap started to appear and she zapped into it and just managed to keep her wind clear on Sean Walsh's remarkably fast Heard 28 Tir na nOg and Denis Aylmer's Mona. Now we had to find the DBSC marks in the right sequence, but Ed was on top of it feeding co-ordinates and giving out courses, we found that with a bit of luck we might just lay the first mark close hauled, and though Tir na nOg – whose waterline length is much the same as Ainmara's – hung in very well, he'd to tack for the mark while we scraped by it, so after that it was up jib tops'l and making hay.
But though we took line honours, we felt certain Tir na nOg would win on corrected time, as a Heard 28 sailed as well as she is can be one very potent performer, and Sean seemd to be still right on our stern at the finish. The results wouldn't be announced until Monday evening, so that Saturday afternoon we wandered back upriver to Poolbeg in sunshine so powerful that an afternoon zizz was your only man, and then we emerged on deck to find that others were arriving in port, with one of the the Welsh visitors, the engine-less Happy Quest from Milford Haven, making a copy-book job of berthing under sail, and then all was alive with the Howth Seventeens arriving in from their home port after a very close-fought passage race which had been narrowly won by Conor Turvey sailing Isobel.
Happy Quest from southwest Wales lives up to her name with a successful berthing under sail only at Poolbeg. Photo: W M Nixon
The Seventeens were there to put on a display race next day (Sunday) in the Liffey as part of the three day Dublin Port Riverfest over the Bank Holiday weekend. Inevitably for those of us who took part in the first one in 2013 when the OGA Golden Jubilee was top of the bill, there wasn't quite the same buzz, but first-timers watching aboard the restaurant ship Cill Airne assured us they found it very exciting indeed, and were especially impressed by the waterborne ballet of the two big harbour tugs Shackleton and Beaufort, while the funfairs and entertainment shows along the quays really did provide something for everything.
Once again the very sight of the Seventeens – which we in Howth tend to take for granted – was fascinating in the city setting. Though the promise of a decent breeze evaporated, Race Officer Harry Gallagher managed to get enough in the way of results to declare Peter Courtney with Oonagh the winner, an appropriate result for an historic class making a show performance, as the Courtneys have been involved with the Howth Seventeens since 1907.
I watched it all from an appropriate setting, aboard the Dutch Tall Ship Morgenster, a handsome 150ft brig which should be required visiting for anyone promoting the idea of a new Tall Ship for Ireland. For the Morgenster – which was re-configured as a sailing ship in 2009 – is run as a commercial venture, and can pay her way through being the right size to be a business proposition, helped by being based in the Netherlands. Thus she has a vast continental catchment area nearby to attract trainees of all ages and abilities who are prepared to pay enough for berths to keep the show efficiently on the road. There are several Dutch-based tall ships run in the same way, and the message is that if you're going to make a go of it commercially, you have to have a large enough and readily-accessed market to make it viable, and you need a boat big enough to carry sufficient trainees relative to the size of the ship – 36 in Morgenster's case – to balance the books.
Tall ships in the Liffey, with the commercially-run 150ft sail training big Morgenster at centre. Photo: W M Nixon
Sails and the city – Howth 17s at the Sam Beckett bridge Photo: W M Nixon
There was just enough wind for the first race for the Howth 17s to show what they could do in the Liffey if the breeze held up. Photo: W M Nixon
The Dublin Port tugs have awesome power to deploy in their waterborne "ballet" Photo: W M Nixon
But enough of solemnity. We went downriver again for farewells at Poolbeg, and then away across Dublin Bay and round the Baily for a seafood feast in Howth at the new place Crabby Jo's, and a handy overnight stop before using a good westerly next morning to give us a push towards Ardglass where we needs must stop, as the tides into Strangford Lough are a door slammed shut every six hours. But as ever, Ardglass's convenient and friendly little marina provided the perfect decompression chamber, and up in Mulherron's the crack was mighty with the crew of the famous restored Manx longliner Master Frank, just the two of them with skipper Joe Pennington - aka The Rat – being crewed by a psychiatrist who claimed to be strictly on holiday, but we did wonder, as any gathering of Old Gaffers is better than a wardful of nutters.
Ainmara's mini-voyage concluded next day with a text message from Dublin to tell us we'd retained the Leinster Trophy, which surprised us, and then with an idyllic sail in a sunny sou'wester, everything set to the jib tops'l, and all sail carried right through The Narrows, across Strangford Lough and thorough Ringhaddy Sound, and on across a blue sea among green islands past tree covered shores until we handed the sails just off the entrance to Down Cruising Club's isle-girt outer anchorage immediately south of Mahee Island, in a little sheltered area which has somehow acquired the unlovely name of Pongo Bay.
Home again. Ainmara back on her mooring in Strangford Lough, with Brian Law's classic yawl Twilight astern. Photo: W M Nixon
There, Ainmara is securely moored close to Brian Law's own cruising boat, the beautifully restored classic Lion Class yawl Twilight, designed by Arthur Robb. Like Dickie Gomes, Brian does all his own boatwork in a hayshed beside the house. So closely intertwined are their interests that they readily crew for each other, and of course the exchange of information and assistance and re-fit ideas is continuous.
And there's one further fact about these guys which may be of interest to other cruising crews. Aboard Ainmara during the three seasons in which I've cruised on her since she was restored for her Centenary in 1912, there's no kitty to cover expenses. There's an underlying feeling that as the skipper provides the boat, the crew owe him on a permanent basis. Thus if we get into a port and there's a choice between a comfortable marina berth or hanging off a quay wall, the crew will simply slip away and discreetly pay for a marina berth, and then tell the skipper it's a done deal.
Equally, when ashore for a meal, one of the crew will usually sidle off and pay for everyone when no-one else is looking. But if the skipper thinks the day has gone particularly well, you'll sometimes find he's paid for it all himself, As for getting diesel, whoever is carrying the cans will pay for it himself. Then too, when stores are required, it's covered by whoever goes to get them. It all sounds like an accountant's nightmare, yet so far, somehow at the end of the cruise everyone is content with the feeling that it has all balanced out, and as it has worked well for three years and longer, the attitude is that if it ain't broke, then don't try and fix it.
It had been hoped that Ainmara could stay on in the Dublin area for a week to do the Howth YC's Lambay Race in the Old Gaffers division on June 7th, as she won it in 1921. However, there was too much work still to be done to get her completely ready for a busy cruise programme coming rapidly down the line. But as she'll have to be back next year to defend the Leinster Trophy again, who knows but the double event might be done in 2015. As it was, her need for further fitting-out nearer to home was the saving of me, as a mighy temptation arose. The ancient Madcap from the north had stayed on in Dublin Bay, and was doing the Lambay Race with other old gaffers. The word on the waterfront is that Madcap may well be sold to France to be the centrepiece of a maritime museum in La Rochelle. So the Lambay Race might well be the last chance to sail on a 140-year-old boat. A place was secured on board.
The gaffers gather......Tir na nOg, Madcap and Naomh Cronan on misty morning in Howth before the Lambay Race. Photo: W M Nixon
Madcap's sensible accommodation (above and below) reflects the seagoing needs of the pilots for whom she was built140 years ago. Photo: W M Nixon
Madcap's owner for more than twenty years now has been Adrian "Stu" Spence, a rugged Belfast barrister who has the essential determination to keep such an ancient boat going. And going places too – he has been to Greenland and several times to Spain and Brittany, and has brought his old cutter through many a problem to log an impressive voyaging record.
If you have a boat of this age, your motto is: When God made time, he made a lot of it. Thus although the Old Gaffer's division was due to start at 1135, five minutes after the Howth Seventeens had set off through Howth Sound to sail the traditional Lambay course leaving Ireland's Eye to starboard and Lambay to port in order to celebrate the centenary of the Lynch family's Howth 17 Echo, it was pushing 1140 by the time we mde our leisurely debut to follow other other gaffers, which had Sean Walsh's keenly-sailed Tir na nOg soon disappearing into the misty asterly, followed by the Galway hooker Naomh Cronan helmed by the great Paddy Murphy of Renvyle, the Cornish crabber Alice (Mark Lynch) and then Madcp in her own good time.
With Northern Ireland Old Gaffers Association President Peter Chambers on the helm, Madcap settled gently into her stride, showing that she needs very little steering – she'll maintain a straight line for miles without the wheel being touched or secured in a any way. It's an oddly soothing characteristic, just the thing to calm a man down after a hectic week in the High Court, and she soon was making her own best speed with a bit of bite now in the breeze, putting Alice astern and keeping Naomh Cronan handily in touch.
"Is it always this foggy off Howth?" Stu Spence and Peter Chambers with he visibility closing in during the Lambay Race. Photo: W M Nixon
The mist became fog, but as ever it was difficult to tell just how thick it was until we suddenly found ourselves surrounded by wraiths in the gloom. It was Class 0 racing towards Lambay, and overtaking us just feet away, giving dramatic close-ups of some of the most likeable boats on the East Coast, with Stephen O'Flaherty's Spirit 54 Soufriere pacing it with Chris Hourican's First 47.7 Pretty Polly and the Tyrrell family from Arklow with their handsome J/122 Aquelina.
Do not adjust your sets, it really was this foggy for a while. Stephen O'Flaherty's Spirit 54 Soufriere in the fog during the Lambay Race Photo: W M Nixon
Chris Hourican's First 47.7 Pretty Polly in close-up Photo: W M Nixon
The Tyrrell family's J/122 Aquelina looking her best as she slices through the fog. Photo: W M Nixon
The fog was lifting as we got to the island with boats everywhere – the gaffermen were most impressed. Naomh Croanan had been overtaken, and Peter found us the perfect track along the flukey north side of Lambay, with Madcap effortlessly sliding over the smooth sea on a dead run and apparently consolidating her position.
The fog start to lift. Dave Cullen's Half Tonner King One and te Naomh Cronan pproaching the east point of Lambay. Photo: W M Nixon
It could be Connemara...., .Naomh Cronan and two Puppeteer 22s off the north coast of Lambay Photo: W M Nixon
The long haul to the finish, the sun is out, and the breeze is beginning to develop enough power to suit Madcap. Photo: W M Nixon
But that was only until we started to head south back to the finish in Howth Sound. The Bermudan boats could lay it, so could the Seventeens, but poor old Madcap was even outpointed by Naomh Cronan, which Paddy Murphy very skilfully kept inside the line of foul tide in Lambay Sound and began to nibble at our lead, while we sagged to lee.
The sun was out, the sailing was lovely, we were surrounded by bustling classes of Puppeteer 22s and Ruffians 23s, and I suggested that a bit more tension in the jib luff, might do the trick, only to be told that as the bowsprit was no more than a liberated telegraph pole, it wasn't really up to the loads which would be put on it by trying to maximise the performance of a 22-ton boat, and nobody wanted splinters flying every which way aboard a boat where the mainboom looked to weigh at least half a ton.
A bite to the breeze, with little boats everywhere – and all of them on starboard. Photo: W M Nixon
The Dun Laoghaire Ruffian 23s made a weekend of it for the Lambay Race, coming over on the Friday night, partying mightily, and then going out to race on Saturday in a rising breeze. Photo: W M Nixon
As it is the loads becme quite something as the breeze freshened sunny and squally down the north flank of the hjill of Howth. By the time we made it across the line, Madcap was going well on smooth water under just mainsail and staysail. But though Naomh Cronan was still ahead and rightly delighted with themselves at getting a good second, it was Tir na nOg which had been in race of her own. Yet as Sean Walsh reported with astonishment, he hadn't been able to get among the slippy little Howth 17s, where John Curley and Marcus Lynch had a good win with Rita, Howth Seventeen No. 1.
Finally there was enough breeze for Madcap's wake to stretch satisfyingly astern while she could point better with the jib brought in, but Naomh Cronan still finished ahead to take second prize. Photo: W M Nixon
The mighty helmsman of Renvyle. Paddy Murphy (left) steered Naomh Cronan to an excellent performance in the Lambay Race 2014. With him is DBOGA Hon Sec Gerry Murtagh with a trophy he won racing round Lambay in 1986. Photo: W M Nixon
It seemed an Old Gaffers Classic Lambay Race had been inaugurated, and Sean Walsh, international President of the OGA, was most appropriately the first winner. It was something to celebrate, and it duly was, in the sunshine at Howth YC. But in time, I had to take myself away and go for a long walk with the little dog along the beach. For when you've been sailing on a 140-year-old boat, there's a need to ponder the passing years, and this crazy sport of ours in which museum pieces are part of the action.
The volunteer crew launched their Atlantic 85 inshore lifeboat Louis Simson shortly after 5.30pm. The lifeboat was helmed by Conor Walsh with crew members Eoin Grimes, Stephen Crowley and Adam Scott also on board.
Dublin Coast Guard requested the lifeboat to launch after a member of public raised the alarm that a kitesurfer was struggling to get back to shore.
The lifeboat launched into a Force 4 north-easterly wind and choppy seas before proceeding directly to Shenick Island to investigate. Skerries Coast Guard and the Irish Coast Guard's search and rescue helicopter Rescue 116 were also tasked to the incident.
Arriving on scene, the lifeboat could see a kitesurfer standing in shallow water making their way toward the beach. Skerries Coast Guard were waiting on shore and were able to confirm that no further assistance was required. The lifeboat was stood down and returned to station.
Speaking after the call-out, Skerries RNLI volunteer lifeboat press officer Gerry Canning said: "In this particular case, the kitesurfer was able to make it ashore safely. However, we would still like to remind everyone that if you see someone in difficulty at sea to dial 999 and ask for the coastguard."
#fingal – The Government's recent move to create a framework for the direct election of a new all-powerful Mayor for Dublin was expected to be a shoo-in. The new Super-Mayor's authority would incorporate the current four local councils of Dun Laoghaire-Rathdown, South Dublin, Dublin City, and Fingal, each one of which had to vote in favour. But Fingal's councillors voted firmly against it, despite emphatic support of the proposal by the councillors in the other three areas. As a Fingallion by adoption, W M Nixon strongly supports this independent move by a largely rural and coastal region which has a longer shoreline than all the other Dublin areas put together, and is clearly not a naturally integral part of the city.
Fingal is the Ukraine of Leinster, and the glowering monster of Dublin is the Russia within Ireland, intent on the conquest of its smaller freedom-seeking neighbour. Vigorous, all-powerful, intensely urban, and distinctly impressed with itself, Dublin is certain that the further its bounds are spread, the better it will be for all its citizens. And the more citizens it can claim, then the better for Dublin.
But Fingal is different. For sure, it can seem a bit sleepy and rural by comparison with central Dublin, but that's the way we like it. It's a place of odd little ports and much fishing, a region of offshore islands, rocky coasts and many beaches on one side, and the profound heart of the fertile country on the other. A place where – as you move north within it - you might make a living in many ways at once, taking in growing vegetables, raising animals, running a dairy herd, and keeping a lobster boat down at the local quay, while perhaps having a horse or two as well. And if you feel like more shore sport, the golfing options are truly world class.
As for the sailing and all other forms of recreational boating, Fingal is not just a place of remarkable variety – it's a universe. With five islands – six if you count Rockabill – its 88 kilometre coastline is one for sport, relaxation and exploration. Sea angling is well up the agenda, and it's a kayakers' paradise, while Irish speed records in sailboarding and kite-surfing have been established in the natural sand-girt canal which forms for much of the tidal cycle in the outer Baldoyle estuary immediately west of Howth.
Apart from fishing boats – and inshore they're usually only the smaller ones – it has no commercial traffic. And though there are tidal streams, in southern Fingal's main racing area between Ireland's Eye and Lambay, they're not excessively strong, and run in a reasonably clear-defined way, while the flukey winds which so often bedevil Dublin Bay away to the south are much less of a problem in sailing off Fingal, where the winds blow free.
The range of boat and sailing clubs of Fingal matches the variety of its coast. The most southerly is Sutton Dinghy Club, rare among Ireland's yacht clubs in being south-facing. It may be focused on sailing in Dublin Bay, but scratch any SDC sailor, and you'll find a Fingallion. Round the corner of the Baily – not a headland to be trifled with - Howth has two clubs, the yacht club with its own marina, and Cumann na Bhad Binn Eadair (the Howth Sailing & Boat Club) in the northeast corner of the harbour, while Howth Sea Angling Club with its large premises on the West Pier is one of the tops in the country.
The sunny south. Sutton Dinghy Club is Fingal's most southerly sailing club, and is also rare in Ireland through being south facing.
Islands of Fingal seen across the eastern part of Howth marina, with Ireland's Eye in the foreground, and Lambay beyond. Photo: W M Nixon
As for the waters they share, their most immediate neighbour is the steep island of Ireland's Eye with its pleasant southwest-facing beach, the island itself a remarkable wild nesting site, particularly when you remember that it's close beside an intensely urban setting. When a discerning visitor described Ireland's Eye as "an astonishing and perfect miniature St Kilda", he wasn't exaggerating.
Across in Malahide, where we find Fingal's other marina, Malahide YC - which recently celebrated its Golden Jubilee and currently has Graham Smith as its first second-generation Commodore – is in the curious position of having two clubhouses. One is a charming and hospitable place among trees within easy stroll of the marina, while the other is west of the long railway embankment which retains the extensive inner waters of Broadmeadow. This makes the waters into a marvellous recreational amenity and boating and sailing nursery, so not surprisingly it is home to active sailing schools. And it is also the base of Malahide YC "west", a dinghy sailing club on the Broadmeadow shore at Yellow Walls, while further west of it again is yet another club, the more recently formed Swords Sailing & Boating Club.
The map of modern Fingal shows how the southwest corner of the present region seems remote from the largely coastal and rural nature of much of the rest of the county. And it also confirms the surprise (to many) that the Phoenix Park is in Fingal.
North from Malahide, and you're into "Fingal profonde", its deeply rural nature occasionally emphasised by the sea nearby. The long Rogerstown Estuary, the next inlet after Malahide, sometimes found itself providing the northern boundary of The Pale, and as recently as the early 1800s the river at Rogerstown and the tiny port of Rush were a veritable nest of smugglers, privateers and occasionally pirates, with buccaneering captains of myth and legend such as Luke Ryan and James Mathews proving to have been real people who were pillars of society when back home in their secretive little communities after their lengthy business forays to God know where.
Muddy situation. Low water in the Rogerstown Estuary. The hill in the distance on the left is new – for years, it was the largest dump in Ireland, the Balleally Landfill. But now it is well on its way to rehabilitation as an enhancement of the landscape. Photo: W M Nixon
The Rogerstown Estuary went through an unpleasant period when its inner waters were dominated by the nearby presence of the biggest waste dump in Dublin, Balleally Landfill. It rose and rose, but now it's closed, and is in process of being revived to some sort of natural state. The result is that the vista westward from Rogerstown is much improved by a pleasant and completely new hill which so enhances the view at sunset that shrewd locals have built themselves a row of fine new houses facing west, along the quirkily named Spout Lane which runs inland from the estuary.
Whatever about the legality-pushing privateer skippers who used Rogerstown Estuary as their base in days of yore, these days it's home to the quay and storehouse which serves the ferry to Lambay, which is Fingal's only inhabited island when there are no bird wardens resident on Rockabill, and it's also the setting for another south-facing club, Rush SC. It is spiritual home these days to the historic 17ft Mermaid Class (they still occasionally build new ones in an old mill nearby), but despite the very strong tidal streams where the estuary narrows as it meets the sea, RSC also has a large cruiser fleet whose moorings are so tide-rode that unless there's a boat on the buoy, it tends to disappear under water in the final urge of the flood. This can make things distinctly interesting for strangers arriving in and hoping to borrow a mooring while avoiding getting fouled in those moorings already submerged. Not surprisingly, with their boat sizes becoming larger like everywhere else, Rush SC find that their bigger cruisers use Malahide Marina.
To seaward of Rogerstown, with the little port of Rush just round the corner, the view is dominated by Lambay. A fine big island with is own little "miniature Dun Laoghaire" to provide a harbour on its west side, it has a notable Lutyens house set among the trees. But for many years now Lambay has been a major Nature Reserve, so landing is banned, though anchorage is available in its three or four bays provided you don't interfere with the wildlife along the shore. This makes it off bounds to kayakers who might hope for a leg stretch on land, though it's still well worth paddling round close inshore.
Racing round Lambay. Close competition between the Howth 17s Aura (left) and Pauline, which have been racing annually round Lambay since 1904. Photo: John Deane
Along the Fingal mainland coast, the next inlet after Rush is Loughshinny, a lovely natural harbour with a quay to further improve the bay's shelter. There's a very active little fishing fleet, while the shoreside architecture is, how shall we say, decidedly eclectic and individualistic? Go there and you'll see what I mean.
Six miles offshore, Rockabill marks the northeast limits of Fingal. It's a fine big double-rock, with a substantial lighthouse and characterful keepers' houses attached. But as it's now automated, the only time Rockabill is inhabited is for the four summer months when a bird warden or two take up residence to monitor the rocky island's most distinguished summer residents, Europe's largest breeding colony of roseate terns.
Rockabill, where the shy roseate terns feel at home. Photo: W M Nixon
In Fingal we tend to take these pretty but noisy summer visitors for granted, but the word is that south of Dublin Bay the tern buffs are so incensed by Rockabill having a clear run that they're tried to start a rival colony of roseate terns on the Muglins, and built a row of tern houses (one good tern deserves another) to facilitate their residence. The potential nest sites may not have survived the past severe winter. But in any case, one wonders if they had planning permission from Dun Laoghaire/Rathdown council for this development? Persons suggesting that such a development would almost certainly be terned down will not be given any attention whatsoever.
Skerries and Balbriggan are the two main sea towns of north Fingal, and they're as different as can be, the difference being emphasised by historic rivalry. It's said that back in the government harbour-building days of the late 19th Century a grant was made available to assist local landowners to make significant improvements to one of the harbours, and this meant war.
Balbriggan may very definitely dry out, but it provides a secure home port for both trawlers and other boats prepared to settle on the mud and sand. Photo: W M Nixon
So eventually the grant was split with half going to improve Balbriggan, and the other half to Skerries, with neither being a total success. If you seek total shelter in either today, you have to be prepared to dry out, while the anchorage off Skerries is also subject to a large tidal whorl which means that when the ebb is running in a strong onshore wind, the moorings are doubly rough and diabolically uncomfortable. And every so often after an exceptional nor'easter, we have another litany of boats driven ashore and Skerries yacht insurance going even further through the roof.
It's a situation which needs proper attention from an administration which is genuinely interested in the port. And the proper development of the harbour at Skerries, while retaining the little old place's special character, is surely something which could be much better done by Fingal Council rather than some remote Mayor of Dublin for whom Skerries will be the outermost periphery, a place seldom visited, if at all.
We've seen it all before. Time was when Fingal was simply the North County, little noticed in the centres of power which were basically Dublin City and Dublin County, their head offices in the heart of the city. But then in 2001 the new four-council setup was created, and the old name of Fingal – never forgotten by those who cherished the area – was revived. A very fine new user-friendly County Hall – it has even been praised by Frank McDonald of The Irish Times – was built in the re-born county town of Swords. Out on the new boundaries meanwhile, the signs went up saying "Welcome to Fingal County". But we old Fingallion fogeys pointed out that as Fingal means "Territory of the Fair Strangers" (i.e the Norsemen rather than the Danes), it was superfluous to be describing it as "the county of the territory", so these days it's just Fingal, and we're happy with that.
Here in Howth, we sort of slipped into acceptance of the new setup. Once upon a time, from 1917 to 1943, Howth had its own Urban District Council. It says much for the place's remoteness from the world that the HUDC was established in the midst of one global war, and quietly wound up in the midst of another. In 1943, Commissioners had to be imposed on the tiny fiefdom to offset the fact that some local interests thought the HUDC existed entirely for their own personal benefit. So at various times since, Howth was run either by Dublin County Council, or even by Dublin City Corporation. We were assured that this latter setup was all to our benefit, as the powers-that-be in City Hall had a soft spot for Howth, sure wasn't it the place where the mammy went every Thursday evening to buy the family's fish, and wouldn't she want to see it looking well?
Maybe so, but when it came to doing something more useful with the harbour, Howth Yacht Club – having re-constituted itself in 1968 from an amalgamation of Howth Sailing Club (founded 1895) and Howth Motor Yacht Club (founded 1934) - found itself dealing with a bewildering variety of government departments as the lowly interests of fishing and its ports seemed to be shifted whenever possible by civil servants who reckoned that banging the drum on behalf of fisheries in particular, and maritime interests in general, was not a shrewd career move for anyone planning a steady progress up the very landbound Irish public service ladder to the sunlit uplands of a long and prosperous retirement.
So if at times absolutely nothing seemed to be happening in a harbour which was painfully inadequate for expanding boating and fishing needs, it was partly because the club officers and fishermen's leaders could find it difficult to discern just who in authority could or would make the decisive call. In those days it turned out to be somewhere in the hidden recesses of the Office of Public Works. Suddenly, in 1979, a plan for the major re-development of the harbour was promulgated at official level, with a radical rationalisation planned for its future use. The western part, it was proposed, would become totally fisheries, while the eastern part was to be given over to recreational boating, all of it involving major civil engineering and harbour works projects.
Looking at the successful harbour today, it all seems perfectly reasonable and sensible. But back in 1979 when HYC were presented with a time-limited take-it-or-leave-it choice, the way ahead was not at all clear. Friendships were sundered and family feuds emerged from the heated progress towards accepting the offer that the club agree to vacate its premises on the West Pier - a clubhouse which it had renovated and extended only ten years earlier – and commit itself to the installation, at members' cost, of a marina in the eastern harbour with the obligation to build a completely new clubhouse there.
Today's Howth Harbour didn't happen overnight. This is how it was from 1982 until the new clubhouse was completed in 1987. Photo: W M Nixon
Multiple activities under way at Howth YC this week. The club's setup may seem only natural now, but it was quite a struggle to get there. Photo: W M Nixon
Howth's vibrant mix of a working fishing port and busy sailing centre has provided the ideal setting for the development of a successful visitor and seafood destination. Photo: W M Nixon
It's all history now, but it was done. And done so well by those involved that today it's simply taken for granted. Arguably, it's a compliment to those who created the Howth YC setup, that newer members should seldom wonder how it all came to happen, it just seems so right and natural. And as for those running the club, they in turn have to build on past achievements in dealing with an ever-changing administrative environment in which the changeover to being part of Fingal was only one of several evolutions.
Yet the recent attempt to abolish Fingal was a wake-up call. In Howth we may have wandered into it, but in just a dozen years, a dormant Fingal identity has come quietly but strongly awake. In Howth village it's natural enough, as our backs are turned to Dublin and we look to the rest of Fingal. But even on the south side of the hill, where fine houses face across Dublin Bay and you'd expect a sense of identity with households in similarly choice locations for all that they look north out of Dun Laoghaire, you find that the attraction of visiting the southside has the exotic appeal of going foreign, while those of us more humbly placed in the village, if visiting remote places like Rathmines or Terenure, find it positively unnerving to think of all the houses between us and the sea.
Then too, while Fingal Council has been establishing itself in our hearts and minds, it has been a good time for Howth Harbour. Good fences have been making good neighbours, and though marine administration in government has been kicked from pillar to post, an underlying Department of Fisheries recognition that their harbours cannot be only about fishing has led to a re-think on the use of buildings about the harbour, with Howth becoming an extraordinary nexus of good seafood restaurants, such that on a summer evening, despite the presence of a traditional fish and chip shop, the seafood aroma is of a proper fishing port in Brittany or Galicia. In fact, rents from the hospitality and sailing and marine industries in Howth have now reached such a level that fish landing fees – formerly the bedrock of the harbour economy – only contribute about 10% of the overall income.
The man from County Hall. Fingal Mayor Kieran Dennison is comfortable with his county's busy sailing activities, and the sailors are comfortable with him. He is seen here officially opening the J/24 Worlds at Howth in August 2013. Photo: W M Nixon
As for how we've been getting on with our new masters in County Hall up in Swords, the news is good. Most recently, we've been having direct contact with the current Mayor of Fingal, Kieran Dennison, who hit just the right note when he officially opened the J/24 Worlds in Howth in August 2013. Following that, he was back at the annual Commodore's Lunch in HYC in the dark days of November when a review of the past season lightens the onset of winter, and he was able to tell us that thanks to contacts made at the Worlds, his invitation to visit the America's Cup in San Francisco in September was made even more enjoyable. Those of us who reckoned the only way to visit the 34th America's Cup was on the television screen were reassured by the thought that if somebody was going to represent us in the San Francisco bear-pit, then our Mayor, our very own Mayor of Fingal, was just the man for the job.
So we very much want to keep Fingal in existence and in robust good health, but we appreciate that its current boundaries might be creating a bit of a Ukraine-versus-Russia situation. In particular, the southwest of the county could well be Fingal's Crimea and Donetsk regions. There, relatively new settlements of ethnic Dubs in places like Clonsilla, Castleknock, Blanchardstown could become such a source of trouble that it might be better to transfer them peacefully to administration by either Dublin city or South Dublin before there is unnecessary bloodshed.
The situation arises because, when the boundaries were being drawn, southwest Fingal was set out all the way down to the Liffey. The Fingallion instinct would be to see the border drawn along the Tolka, in other words the M3. But there could be trouble because of the discovery – always something of a surprise – that the Phoenix Park is in Fingal. I could see that when some people find our Fingal includes the Park, they'll want to fight for it, particularly as, in the southeast of the county, the excellent St Anne's Park in Raheny was somehow allowed to slip into Dublin City.
One thing which is definitely not for transfer is the Airport. It is naturally, utterly and totally part of Fingal. For sure, it contributes a fifth of the county's annual income from business rates, making Fingal the economically healthiest Irish county. But we in Fingal have to live with the airport very much in our midst. If Dublin really wants to take over the airport, then a first condition before negotiations even begin would be that all flight paths are to be re-routed directly over Dun Laoghaire and Dalkey. A few weeks of that would soon soften their cough.
Whatever, the recent kerfuffle about Fingal rejecting involvement in administration by an all-powerful Mayor of Dublin has been a powerful stimulant to thinking about how our own county might best be run. Everyone will have their own pet local projects, and most of us will reckon that decision-making in Swords, rather than in some vast and impenetrable office in the middle of Dublin, will be the best way to bring it about. For those of us who go afloat, the fact that Fingal Council shows that it cherishes its long and varied sea coast, rather than preferring to ignore it, is very encouraging. And the fact that this prospering county has some financial muscle all of its own gives us hope that we can build on what the past has taught us, and spread improved facilities to every port. Should that happen, it will in turn benefit Irish sailing and boating generally to a greater extent than would restricted development under one closely-controlled central administration headed by some southside megalomaniac.
The volunteer crew launched their inshore lifeboat shortly after 9pm with Rob Morgan as helm and crew members Emma Wilson, Stephen Crowley and Laura Boylan also on board.
The Dublin Coast Guard requested the lifeboat to launch after receiving of reports that a vessel had struck rocks north of Balbriggan harbour. The lifeboat proceeded directly to the area indicated.
Conditions on the night were calm with a force one southerly wind, though there was a thick sea fog in the area at the time and visibility was reduced to 1-2 metres.
Clogherhead RNLI's all-weather lifeboat also launched at 10pm after Skerries RNLI requested their assistance, given the possibility that a long and difficult search may have been necessary. Coastguard helicopter Rescue 116 and the Skerries coastguard ground unit were also tasked.
Communication with the vessel in distress was established through another fishing vessel. Along with the information relayed from the vessel, the volunteer crew used the radar and direction finder on board their Atlantic 85 inshore lifeboat to pinpoint the casualties location.
The three men were taken on board the lifeboat where they were assessed and did not require any medical attention.
Clogherhead RNLI, Skerries coastguard and Rescue 116 were all stood down as Skerries RNLI returned the three men to the lifeboat station, where they were reunited with waiting family members.
Speaking after the call-out, Skerries RNLI helm Rob Morgan said: "Visibility was extremely poor out there this evening. The volunteers training really paid off, particularly with the radar and VHF direction-finding equipment. Thankfully we found them in time and it was a good result."
The alarm was raised after the crew were unable to start the engine and were concerned about the possibility of their boat being swept ashore.
The Wicklow RNLI all-weather lifeboat launched at 2.30pm under the command of coxswain Ciaran Doyle, followed a few minutes later by the inshore lifeboat.
The drifting fishing vessel was located 10 minutes later about half a mile east of Brides Head. Weather conditions at the time had the wind at a northerly Force 3, with a slight sea state and good visibility.
A towline was quickly established and the stricken vessel was towed back to Wicklow by the lifeboat before 3pm with no further incident.
Much earlier in the day, the Skerries RNLI volunteer crew were tasked to investigate reports of a person in the water in Balbriggan Harbour in the small hours of the morning.
The crew were paged at 12:30am and the lifeboat was launched shortly after with helms Joe May, Conor Walsh and David Knight and crew member Peter Kennedy on board.
There was a Force 3 to 4 northwesterly wind blowing at the time and the sea state was moderate.
The lifeboat proceeded directly to Balbriggan Harbour where it was quickly determined that the person had been taken from the water and was receiving first aid treatment by members of Dublin Fire Brigade and the HSE ambulance service.
The lifeboat then proceeded to carry out a thorough search of the harbour to ensure that there was nobody else in the water before returning to station.
Speaking afterwards, helm Joe May said: "Our volunteer crew are on call 24 hours a day, 365 days of the year. The pager can go off at any time but we are always ready to respond."
#RNLI - Skerries RNLI joined Clogherhead RNLI and Irish Coast Guard helicopter Rescue 116 in a search off Gormanston on Tuesday night (10 September) after reported sightings of distress flares in the area.
The volunteer crew launched their newly dedicated inshore lifeboat Louis Simson shortly after 8.30pm with Conor Walsh as helm and crew members Peter Kennedy, Stephen Crowley and Laura Boylan also on board.
Dublin Coast Guard requested the lifeboat to launch after receiving a number of reports of distress flares in the vicinity of the Gormanston area. Clogherhead RNLI and Rescue 116 were also tasked, with the former being assigned the role of on-scene coordinator for the search. Conditions on the night were calm with a force 1 to 2 North by North West wind.
Working together, the two lifeboats and the helicopter conducted an extensive search of the area. Just after 9.30pm, Dublin Coast Guard declared that they were satisfied the area had been searched thoroughly ,and with nothing found all units were stood down to return to base.
Speaking after the call-out, Skerries helm Walsh said: "Working together with Clogherhead lifeboat and the coastguard helicopter we were able to cover a large search area quickly.
"Distress flares are an important piece of safety equipment and are a very effective way of calling for help. Thankfully on this occasion no lives were in danger."
This is the second time in less than a month that Skerries RNLI responded to reports of distress flares, after launching to similar reports of flares north of Balbriggan on 14 August.
David Delamer, a member of the Irish Council of the RNLI, accepted the lifeboat and her launching carriage on behalf of the RNLI before handing her over into the care of Skerries Lifeboat Station.
He paid tribute to the donor, Charlotte Simson, who had generously funded the lifeboat through a gift left in her will. The legacy was 75 years old.
Simson, who hailed from Salem in India, funded the lifeboat which has been on service in Skerries since February, in memory of her husband Louis, from London.
"Mrs Simson made provision in her will for a trust fund that would provide various relatives with a modest income for life," Delamer explained. "She arranged that once the trust fund had come to an end, the remaining money should fund an RNLI lifeboat to be named in memory of her beloved husband. Now three quarters of a century on, Mrs Simson’s wish will be granted."
Leo Cody, a founding member of the Skerries RNLI inshore lifeboat station and a former deputy launching authority, then officially named the lifeboat during the ceremony.
The new state-of-the-art Atlantic 85 lifeboat was introduced into the RNLI fleet in 2005. The lifeboat is 8.4 metres in length and weighs 1.8 tonnes. Improvements on its predecessor include a faster top speed of 35 knots, radar, provision for a fourth crew member and more space for survivors.
Since the new lifeboat went on service in Skerries, there have been 24 call-outs and 49 people have been brought to safety.
Niall McGrotty, Skerries RNLI lifeboat operations manager, said the naming ceremony and service of dedication was a special occasion in the history of the Skerries lifeboat station, adding that the volunteer crew was grateful to Simson for her generous legacy which had funded the lifeboat.
He added that the RNLI could not operate its lifeboats without the dedication of volunteer lifeboat crew.
"The crew in Skerries give 100% at all times. Their commitment and ongoing attendance for training both here and at the lifeboat college means that they are highly proficient in the operation of their lifeboat.
"Further testament of the dedication of the crew is their knowledge that they may risk their own lives in the service of others. There is nothing greater that a person could offer and they deserve nothing less than the best lifeboat, equipment and training that money can buy."
McGrotty went on to pay tribute to the vital support provided by the volunteers who support the crew.
"The lifeboat crew and I are only one part of this station. I must mention our operation team, supporters and fundraisers who volunteer their time and efforts and do so much for Skerries RNLI. These are people of all ages who give what time and money they can."
A crowd of well-wishers turned up to see the lifeboat officially named, with a bottle of champagne poured over the side of the boat before it launched at the end of the ceremony.
Among the guests were Des Frazer, president of the Skerries RNLI Lifeboat Management Group, who welcomed guests and opened proceedings; Leo Cody, who back in 1967 was appointed the honorary secretary of the Skerries fundraising branch and is a former deputy launching authority; and Brian Carty, a former crew member, deputy launching authority and chairman, who delivered the vote of thanks.
Father Richard Hyland, Reverend Anthony Kelly and Reverend David Nixon lead the Service of Dedication.