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Displaying items by tag: Cork Dockyard Rushbrooke

Coliemore, a former Dublin Port tug named after Coliemore Harbour in Dalkey, Co. Dublin is undergoing scrapping this week at Cork Dockyard, writes Jehan Ashmore.
For over a decade the veteran tug built in 1962 by Richard Dunston (Hessle) Ltd, in Yorkshire has been languishing at the dockyard ship repair facility in Rushbrooke, Cork Harbour.

The 162 gross tonnes tug had served a career of nearly three decades in Dublin Port, after entering service in 1972. Prior to working in Irish waters the 100ft tug spent the previous decade operating in the UK as Appelsider for Lawson-Batey Tugs Ltd who chartered her to Tyne Tugs Ltd. For historical record and photos click HERE.

In 1998 the Dublin Port Company disposed of the Coliemore alongside her running mate Clontarf (1963/178grt) the former Cluain Tarbh, also built from the same Yorkshire shipyard on the banks of the River Humber.

Initially they were towed to Liverpool but they later appeared at Cork Dockyard in 1999. The Clontarf remained there for a year until she was sold to Barcazas Dominicia SA, Santo Domingo in the Dominican Republic. For photo of the tug in far distant waters click HERE. It was intended Coliemore would follow her Caribbean counterpart but her sale fell-through.

The vessel's ownership eventually transferred to Cork Dockyard where her scrap value will pay for her long-term berthing fees. The tug recently made her final short journey under tow from her berth at the former Verolme Cork Dockyard (VCD) to the facilities slipway where work to break-up the vessel began.

Coliemore and her fleet-mates were given the traditional naming theme of Dublin Bay coastal suburbs spelt in Irish. The naming policy was used by the Dublin Ports & Docks Board (DP&DB) which operated the fleet remained until transferred to the Dublin Port Company established in 1997.

The last tugs to carry the traditional names, Ben Eadar (Howth), Cluain Tarbh (Clontarf) and Deilginis (Dalkey) are now up laid-up awaiting to be sold, to read more click HERE.

Between the 14-16th centuries Dalkey Sound became increasingly important as larger vessels with deeper drafts could no longer enter the port in Dublin due to the dangers of constantly shifting sandbanks and swallow channels in Dublin Bay.

The nearest alternative was for vessels to anchor off Dalkey Island and in the relative shelter of Dalkey Sound where cargoes for the capital where transferred to and fro by lighters to the coastline along Dalkey at Coliemore, which became the principle port for Dublin. Some of the cargo was stored temporally in the medieval castles in Dalkey, otherwise it was directly transported by horse and cart across the plateau to the city.

It was not until the 17th century that the issue of accessing the port of Dublin was resolved, with the completion of the harbour walls that enabled shipping to return on a frequent basis. Captain Bligh of the 'Mutiny on the Bounty' completed mapping Dublin Bay in 1803 which became the most accurate chart at the time and this aided to the safety of mariners.

The fortunes of Dublin's shipping trade increased due to the combination of an easier and safer navigational channel and deeper depths along the quaysides. This led to the eventual demise of shipping using Dalkey. The present-day harbour structure at Coliemore Harbour was constructed in 1868 and is home to a humble fleet of recreational boats and a passenger-ferry service to the island.

Published in Cork Harbour

The Half Ton Class was created by the Offshore Racing Council for boats within the racing band not exceeding 22'-0". The ORC decided that the rule should "....permit the development of seaworthy offshore racing yachts...The Council will endeavour to protect the majority of the existing IOR fleet from rapid obsolescence caused by ....developments which produce increased performance without corresponding changes in ratings..."

When first introduced the IOR rule was perfectly adequate for rating boats in existence at that time. However yacht designers naturally examined the rule to seize upon any advantage they could find, the most noticeable of which has been a reduction in displacement and a return to fractional rigs.

After 1993, when the IOR Mk.III rule reached it termination due to lack of people building new boats, the rule was replaced by the CHS (Channel) Handicap system which in turn developed into the IRC system now used.

The IRC handicap system operates by a secret formula which tries to develop boats which are 'Cruising type' of relatively heavy boats with good internal accommodation. It tends to penalise boats with excessive stability or excessive sail area.

Competitions

The most significant events for the Half Ton Class has been the annual Half Ton Cup which was sailed under the IOR rules until 1993. More recently this has been replaced with the Half Ton Classics Cup. The venue of the event moved from continent to continent with over-representation on French or British ports. In later years the event is held biennially. Initially, it was proposed to hold events in Ireland, Britain and France by rotation. However, it was the Belgians who took the ball and ran with it. The Class is now managed from Belgium. 

At A Glance – Half Ton Classics Cup Winners

  • 2017 – Kinsale – Swuzzlebubble – Phil Plumtree – Farr 1977
  • 2016 – Falmouth – Swuzzlebubble – Greg Peck – Farr 1977
  • 2015 – Nieuwport – Checkmate XV – David Cullen – Humphreys 1985
  • 2014 – St Quay Portrieux – Swuzzlebubble – Peter Morton – Farr 1977
  • 2013 – Boulogne – Checkmate XV – Nigel Biggs – Humphreys 1985
  • 2011 – Cowes – Chimp – Michael Kershaw – Berret 1978
  • 2009 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978
  • 2007 – Dun Laoghaire – Henri-Lloyd Harmony – Nigel Biggs – Humphreys 1980~
  • 2005 – Dinard – Gingko – Patrick Lobrichon – Mauric 1968
  • 2003 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978

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