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The Killybegs Fishermen’s Organisation (KFO) has called on Marine Minister Charlie McConalogue to distribute the additional mackerel quota negotiated at the December Fisheries Council as a matter of urgency.

While the representative body said it was “highly appreciative” of the minister’s efforts in December, it also noted that, some three months into 2024, the benefits have not yet been enjoyed by pelagic fishing vessel owners who lost up to a quarter of their bottom line following the post-Brexit quota transfer.

The December deal was welcomed at the time as a “small victory” in reversing those cuts, but now the KFO says that “the reluctance to allocate and thereby activate this quota during the early months of the year when mackerel swim close to Ireland and prices are at their highest has effectively turned this into an ‘own goal’”.

Dominic Rihan, chief executive of the KFO said: “There are compelling reasons why we believe this additional mackerel quota should be immediately assigned to the pelagic vessel owners in line with the agreed ministerial policy.

“If this mackerel is allocated later in the year, vessels will have no choice than to travel to the fishing grounds around Shetland and further north incurring high operational costs in terms of fuel to catch what at that stage would be a small volume of mackerel.”

The KFO adds that for many of its members, the additional quota “is the difference between them returning a profit or not in 2024”.

As reported in January, Minister McConalogue was criticised for failing to accept an offer by Denmark to resolve a three-year row with Ireland over mackerel that was made nearly three months before the December deal.

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Minister for Marine Charlie McConalogue did not pick up on an offer by Denmark to resolve a three-year row with Ireland over mackerel, which could have been worth almost 10 million euro.

The Sunday Independent reports that a letter sent to McConalogue by Danish Minister for Fisheries Jacob Jensen last September offered a transfer of 3,000 tonnes of mackerel to Ireland for two years.

The letter dated September 25th 2023, obtained by The Skipper magazine and seen by The Sunday Independent, Jensen says the European Commission favoured Ireland and Denmark resolving their differences together, and this transfer would be made “without prejudice” to a long-term solution to the dispute.

The row dates back to Brexit, when Ireland lost substantial access to British waters, bearing the brunt among EU member states of transfer of prawn and mackerel quotas back to Britain.

This had a knock-on negative impact on annual EU-Norway deals on migratory stocks, principally mackerel.

In 2021, Denmark applied to the EU to transfer an “historical” mackerel quota amounting to 12,000 tonnes and formerly caught by its vessels in Norwegian waters into western, in EU waters. This transfer would be at the expense of Ireland and other EU member states.

Irish Fish Processors and Exporters’ Association chief executive Brendan Byrne told The Sunday Independent he was “shocked” as he had no knowledge of the Danish minister’s letter.

Irish Fish Processors and Exporters’ Association chief executive Brendan ByrneIrish Fish Processors and Exporters’ Association chief executive Brendan Byrne 

The industry has regular liaison meetings with McConalogue’s officials and “the letter was never mentioned”, he said.

“A transfer of 3,000 tonnes of mackerel from Denmark to us over two years would be worth over 9.7 million euro to the Irish industry, based on the current price for mackerel of 1620 euro a tonne,”Byrne calculated.

Irish South and West Fish Producers’ Organisation chief executive Patrick Murphy said McConalogue should “reflect on his position” and said he had misled the Irish industry by “failing to tell us about this offer”.

Irish South and West Fish Producers’ Organisation chief executive Patrick MurphyIrish South and West Fish Producers’ Organisation chief executive Patrick Murphy

“There are small inshore boats seeking to fish for mackerel by rod and line who are restricted to 400 tonnes a year – they could have done with some of this extra fish, as could larger boats down the coastline,”Murphy said.

At the EU’s December fisheries council, a permanent deal was agreed in Denmark’s favour with a fraction of the share going to Ireland.

McConalogue hailed the December outcome as a “win-back” of quota worth 3 million euro.

“It appears that the minister just sought to ensure that the Donegal mackerel fleet had a sufficient share, preserving the status quota and failing to win back something that would have compensated us all for the Brexit losses,” Murphy said.

The newspaper quotes the Department of Agriculture, Food and Marine as stating that “Ireland did not accept Denmark’s proposal of a once-off transfer of mackerel quota in September 2023, as the solution proposed did not reflect the European Commission’s legal analysis which confirmed that this quota originated in the western waters mackerel quota area”.

“The solution negotiated by Minister McConalogue therefore results in a permanent allocation of additional mackerel quota for the Irish fleet, rather than a once-off transfer of quota,” the department said.

Read The Sunday Independent here

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The outcome of the annual EU Fisheries Council quota negotiations has been described as “acceptable” but with “much more left to do”.

This is the view of the Killybegs Fishermen’s Association after the announcement by Marine Minister Charlie McConalogue of gains for Ireland, particularly in additional mackerel, an important species for the Donegal fleet.

However, fishermen on the South Coast will not be happy with reductions and by-catches for whitefish in the Celtic Sea: Cod, Haddock, Whiting and Pollock.

The South East Fish Producers’ Organisation had warned before the negotiations that such reduction would have serious consequences for the fleet and coastal communities dependent on fishing.

The CEO of the Killybegs Fishermen’s Organisation, Seán O’Donoghue,The CEO of the Killybegs Fishermen’s Organisation, Seán O’Donoghue

The CEO of the Killybegs Fishermen’s Organisation, Seán O’Donoghue, at the talks in Brussels for the last time before he retires from his post at the end of this month, says he is “pleased that the talks regained some of their raison d'être.”

This refers to his prediction before the talks that, with decisions on many TACs (Total Allowable Catches) and quotas between Norway and the UK having concluded ahead of the Council Meeting, Ireland could achieve more. Over the last three years, he had complained that because this situation was done in reverse, the annual fisheries negotiations had become irrelevant.

“We’ve secured an increase in one of our key stocks, mackerel and while it’s wholly merited and overdue, it doesn’t undo the woeful impact which Brexit has had on our pelagic fisheries with a hit of up to 25% on our bottom line on this stock alone. We’ll therefore continue our campaign of ‘burden sharing’ with gusto whereby all coastal member states share the pain of Brexit equally and proportionally.

“For pelagic stocks, the outcome is predominantly favourable notwithstanding the 9% reduction in mackerel when the Brexit effect is taken into account. We’ve secured a 23% increase in blue whiting, a 20% increase in boarfish, a 20% increase in North West herring, a 17% increase in albacore tuna and finally a 23% reduction in Atlanto Scandia herring. “The Commission has also provided assurance that the issue of the massive overfishing of mackerel by Norway and the Faroes in the Northeast Atlantic which is jeopardising the sustainable management of the stock is a priority. I’ve put on record that we are already paying the price with a 5% cut for 2024 instead of a 10-20% increase had the International Council for the Exploration of the Sea (ICES) advice been followed in recent years.

“We’ve reached agreement on a TAC for cod in the North West area 6a for the first time since 2011 as well as reductions in the balance transfer and access for blue whiting in the EU/Norway agreement. For the most part, the news is also positive for whitefish stocks in the North West with a very significant increase of just over 60 % in haddock in 6a.

“Similarly, the Commission has committed to a change in horse mackerel which will happen if the benchmark for the stock for the first quarter of 2024 is significantly revised. The Commission will have to negotiate directly with the UK on this issue.

“The reductions and by-catches for certain whitefish in the Celtic Sea – off the South Coast – namely cod, haddock and whiting as well as pollock in the South and Northwest is a significant concern and will undoubtedly have socio-economic consequences further down the road.

“As expected and in an arrangement which dates back to 1983, ‘The Hague Preferences’ were delivered - which see Ireland getting elevated quotas for a number of key species.

I would also like to acknowledge the commitment and efforts of Minister McConalogue and his officials, and while there’s a long way to go to regain the fish that we want, this does represent a positive step.

Aodh O'Donnell, CEO of the Irish Fish Producers' OrganisationAodh O'Donnell, CEO of the Irish Fish Producers' Organisation

Aodh O'Donnell, CEO of the Irish Fish Producers' Organisation, commented on the Council outcome: "While the commitment of Minister McConalogue and his team in the December Council process is fully acknowledged, the level of outcomes for Ireland are driven by a historical lack of fair opportunity under the Common Fisheries Policy. We have been locked into this CFP for the last 40 years. Ireland must remain focused on reversing the ongoing decline of the sector that was exacerbated when 40% of the quota given to the UK post-Brexit came from Ireland. 

"Representative bodies must unite further and work collaboratively with the Department to develop a strategy to renew the sector. This must secure the transfer back to Ireland of fishing opportunities which were given away in the Trade and Cooperation Agreement that resulted from Brexit. The Council agreement of a transfer of some mackerel to Ireland from Denmark is a vital first step in mitigating a severe quota cut of 9% . This is a paradigm of what can be achieved to turn the tide.

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Minister for the Marine Charlie McConalogue T.D. has successfully secured an increased Mackerel quota share for the Irish fishing fleet.

Following intensive engagement at the EU Fisheries Council of Ministers, which began on Sunday, Minister McConalogue successfully negotiated a permanent allocation of additional Mackerel quota for the Irish fleet:-

“This issue centred on the allocation and distribution of an EU mackerel quota historically linked to an agreement with Norway. This quota has been unallocated for the past two years and I was determined to reach a resolution on this issue. Mackerel is Ireland’s most important pelagic stock and the cuts due to the quota transfers under the EU-UK Trade and Cooperation Agreement significantly impacted our fleet. This new, permanent allocation of Mackerel quota, while not replacing all of the quota we have lost, will be worth approximately €3 million annually for Ireland’s fishers.”

This year, the EU’s negotiations with the UK and Norway concluded in advance of the December Council. This means there will be no need for provisional Total Allowable Catches (TACs) and quotas as the final, full-year quotas will apply from 1 January 2024.

Minister McConalogue said:- “Most of Ireland’s commercial fish stocks are now shared with the UK, and the satisfactory conclusion of the bilateral EU-UK negotiations will provide much-needed stability for our fishers. The final outcomes represent a balanced result overall for the key fish quotas for Ireland. We have increases for a number of our important commercial stocks including Nephrops in the Porcupine Bank, Celtic Sea Monkfish and Megrim and North-west Haddock and Whiting. Restricted, by-catch only TACs have been set for vulnerable stocks to help them recover.”

Commenting on the outcome of the EU-Norway bilateral agreement, the Minister said: “I welcome the continuing downward trend in the level of Blue Whiting used in the EU’s quota transfer to Norway as well as the level of Norway’s access to fish Blue Whiting in European waters, particularly those waters west of Ireland. Ireland’s contribution to the Blue Whiting transfer for 2024 is less than the 4% cap I established in previous years. In addition, the traditional level of Norwegian access to EU waters is also reduced to approximately 41% for 2024.”

“The timely conclusion of the EU’s negotiations with Third Countries will provide certainty for our fishers and allow them to plan their activities for the year ahead. I would like to thank Fishing Organisation representatives for their engagement and work throughout this process as well as the long hours and work of my team in securing this positive outcome for Irish fishers for the year ahead,” concluded Minster McConalogue.

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Irish pelagic fishers and processors are joining an international scientific initiative to provide vital information which helps inform the management of Northeast Atlantic mackerel, one of Ireland’s most valuable species.

BIM is working in collaboration with the Marine Institute and pelagic fishers and processors to install mackerel scanners in processing plants in Killybegs, Co Donegal.

Two units have been installed with further units to be fitted in factories over the next two years, with grant aid from the European Maritime, Fisheries and Aquaculture Fund (EMFAF).

“Mackerel remains Ireland’s most valuable wild caught export, valued at €95m in 2022,” said Dr Michael Gallagher, pelagic sector manager with BIM. “Given the importance of mackerel to the Irish seafood industry, it is critical that we collaborate to collect the best quality data for this valuable resource.

“BIM and the Marine Institute work closely together and we saw a real opportunity to reach out to fishers and processors to progress this initiative. Dr Edward Farrell of the Killybegs Fishermen’s Organisation (KFO) has also played a central role in coordinating the installation and set-up of the scanners.”

Dr Andrew Campbell, pelagic fisheries team lead at the Marine Institute highlighted the importance of robust scientific data.

“In addition to annual scientific surveys and the triennial mackerel egg survey, tag-return data from this type of study also yields invaluable stock structure and age composition insights,” Dr Campbell said. “This data feeds into assessments to allow meaningful catch limits to be set for sustainable management.”

Two tagging units installed in Killybegs at the end of last year are already capturing important data. “In total, 66 tagged fish have been detected to date and we are hopeful that more valuable tag return data will be generated from the Irish mackerel fishery as more scanning units are installed in cooperation with the pelagic industry,” Dr Campbell added.

Up to 2011, mackerel were tagged by inserting small metal tags into the abdomen of the fish before release, which were then picked up by metal detectors at processing plants when the tagged fish were caught. This labor-intensive, manual process meant workers had to sift through the mackerel to pick out the tagged fish each time they heard the metal detector ping on processing lines.

"The international tagging programme has actually been in operation for over 55 years,” said Dr Edward Farrell, KFO’s chief scientific and sustainability officer. “Over 40,000 fish have been tagged annually, which is done simply by jigging for mackerel on surveys in the North Sea and off the west coast of Ireland and west of Scotland.

“In 2011, radio frequency Iidentification (RFID) replaced these metal tags and now when the tagged fish pass through the scanners in processing plants, valuable data is automatically collected without any need to touch the fish.”

BIM is hosting a pelagic information session on 29 September at the KFO offices in Killybegs where this project and other topics will be shared. To register for this in-person and online event, visit the Eventbrite page HERE.

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At the EU Agriculture and Fisheries Council in Luxembourg on Monday (26 June), Ireland’s Marine Minister highlighted the need to protect the EU’s mackerel quota in the face of external threats from third countries.

Minister Charlie McConalogue said: “At council, fisheries ministers held an initial discussion on the preparation for the negotiations on setting quotas for 2024. I set out clearly Ireland’s priorities, including the need for action to prevent the unsustainable actions of other coastal states, outside of the EU, diluting the EU’s mackerel quota share.”

Fisheries ministers also discussed the conclusions on the European Commission’s Fisheries Policy Package, which was published in February.

Minister McConalogue acknowledged the considerable progress that has been achieved to date through the framework of the Common Fisheries Policy and the key role played by stakeholders in this regard.

However, the minister also highlighted the need to take account of the significant changes over the past number of years, especially Brexit.

“The package did not, in my view, address the real and detrimental impact of Brexit on Irish fishers in particular,” he said. “Neither did it address the new reality that the majority of EU fishing opportunities are determined by annual negotiations with third parties.”

The minister added: “At my insistence, the conclusions now include a demand that the [European] Commission fully analyse and report on the impacts of quota transfers, as well as the need to develop a comprehensive strategy for relations with third countries. This demand was supported by the majority of member states.”

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At just €1.3bn, the value of the entire Irish seafood sector is lower than the consolidated turnover of just one large Dutch seafood business at €1.4bn. That’s according to the chief executive of the Irish Fish Producers Organisation (IFPO), Aodh O Donnell.

O Donnell says the latest BIM figures show how badly Irish catches have fallen and says the seafood sector here is at a crossroads. “Non-EU member Norway has a similar population to Ireland but enjoys seafood exports 20 times greater than us. We are being starved of access to our own marine resources. It’s time for the Irish Government and the EU to change this and deliver for Ireland’s seafood sector.”

Some Non-EU Coastal States in Western Europe are taking advantage of the flawed negotiation process and fishing an unfair share of pelagic species like Mackerel and Blue Whiting claims O Donnell. The Coastal States include Norway, the Faroe Islands, Iceland, Greenland and – since Brexit – the UK. O Donnell says Norway and the Faroes have a record of “setting themselves inflated unilateral quotas in non-compliance with scientific advice. This seriously threatens the health of these economically critical stocks.”

These Coastal States enter negotiations with the EU every year, but the flawed system allows them to avoid committing to any sharing agreements. For example, the mackerel coastal sharing consultations have again failed to deliver by the March target date. This suits Norway, Faroe Islands, and Iceland, because they are not bound by any multilateral agreed measures at the Coastal States. They are then free to fix quotas unilaterally at whatever level their industry wants.”

“Norway, in particular, refuses to allow the Coastal States process to come in under the North East Atlantic Fisheries Organisation (NEAFC), which is based in London. Within NEAFC, agreements would be bound by more stringent rules and rights. More crucially, they would also be bound by the obligations and potential sanctions of a Regional Fisheries Management Organisation. “

“Equally guilty in this respect is Faroe Islands. Worse still, the Russian Federation’s fisheries in the North East Atlantic still appears to be protected and encouraged by Norway in all Coastal States consultations.”

O Donnell says it’s time for the EU to act more forcefully in these negotiations to protect the interests of member states like Ireland. “The EU has an impressive Coastal States negotiating team, but they need a stronger political mandate to achieve a better outcome for EU members. In addition, the process needs a more sustained focus and earlier copper fastening on all three separate strands: TAC Setting, Sharing Arrangements, and Access.”

“Blue whiting remains the major currency and bargaining chip in negotiations with Norway. Uniquely, Norway needs to access the EU/Irish EEZ to catch their enormous Blue Whiting quota because it is now denied access to the UK waters. Norway’s catches are mainly taken in the Irish EEZ with a total share reported catches exceeding 25 %. At the same time, Ireland’s catch share of blue whiting in our own EEZ is just 3 %. This is ridiculously low given that the stock spawns primarily in waters to the West of Ireland.”

O Donnell says the IFPO is of the firm view that the EU should make any access to its waters for mackerel and blue whiting conditional on quota sharing arrangements with Coastal States. The EU should make clear in those discussions that the Commission will not agree “mutual access” on blue whiting to Norway, until Norway agrees a quota sharing arrangement for all pelagic stocks.

This access to the Irish EEZ must be conditional on agreement that ensures that unilateral quotas are not set for any pelagic species. Access to the 200-mile EEZ for Blue Whiting must be conditional on overall sharing agreements and delivering a meaningful distribution to Irish fishermen. We cannot stand idly by as Ireland’s seafood industry dies while the sector flourishes in other EU and non-EU states. The time to act is now.

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Inshore fishers have expressed shock at the sudden closure of the hook and line fishery for mackerel due to an exhausted quota.

As the Times Ireland reports, the hook and line method used to catch the fish inshore has low environmental impact, as there is no risk of by-catch of dolphins and turtles and other marine mammals.

The growth of farmers’ markets has opened up new domestic opportunities to sell the highly prized migratory fish - which is in demand worldwide because of its rich oil content.

However, a number of skippers among up to 2,000 other vessels under 15 metres entitled to catch inshore mackerel were shocked to hear earlier this month (June) that the fishery has closed early.

“We were told our 400-tonne overall quota for the entire inshore fleet has expired,” Eamon Dixon of the Erris Inshore Fishermen’s Association in Mayo says.

“We had dozens of young lads working on this fishery up here for up to three months of the year, and it has been so valuable for this area,” Dixon explains.

Social Democrats TD Holly Cairns has called on Minister for Marine Charlie McConalogue to explain why over 98 per cent of Ireland’s overall quota of mackerel has been allocated to 49 larger Irish vessels – leaving less than a per cent for the inshore fleet.

National Inshore Fishermen’s Association (NIFA) secretary Alex Crowley said the popularity of line-caught mackerel had risen in recent years, taking pressure off shellfish stocks and at a time when the price of crab had fallen.

“Up to last year, there was a trip limit of 500 kg, but this was increased by the department to 750kg per trip which had made it viable,” he said.

“For remote communities like north Mayo, it is an opportunity and with such a low impact,” he said. “However, our own management regime is choking this fishery”.

Dixon and colleagues believe there should be no quota set for smaller vessels, as they pose no threat to supertrawlers – both Irish and international - following the mackerel shoals between Norway, Scotland and Ireland.

Mr McConalogue’s department said that when the 400-tonne limit was exceeded in the fishery in 2020 it was “unexpected”, as total landings for vessels under 15m had been below this until then.

“The 2021 fishery was closed by the minister on June 12th, when the Sea Fisheries Protection Authority (SFPA) advised the Department that the available quota had been caught and exceeded,”it said.

The policy for allocation of 400 tonne to smaller vessels had been set in 2010, amended in 2017, and the minister must be “satisfied that there is satisfactory evidence of changed circumstances to justify a policy review”, it said.

Any such review would require an assessment and full public consultation, the department said, and any increase for the inshore fleet would require that it be “taken from others who are already facing significant cuts” under the EU-UK Trade and Co-operation Agreement.

The Brexit TCA involves transferring 25 per cent of Ireland’s overall mackerel quota to Britain, the department pointed out.

Read more in The Times here

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The Minister for Agriculture, Food and the Marine Charlie McConalogue T.D., said that Norway unilaterally announced this morning that it would give itself a 55% increase in its share of the Mackerel Stock in 2021. In tonnage terms, this means an increase from 191,843 tonnes to 298,299 tonnes – an increase of 106,456 tonnes for 2021. The Norwegian decision seeks to increase its share of the Mackerel Stock from 22.5% to 35%.

Mackerel has been managed under a UN Coastal States Agreement that involved the EU, Norway and the Faroe Islands for the period 2014 to 2020. Iceland had refused to participate in the management agreement and the three parties set aside a share of the stock for it. In 2021, after Brexit and the UK departure from the EU, the new parties involved have not been able to put a new Coastal States Agreement on Mackerel in place.

Minister McConalogue said, “This declaration by Norway to hugely increase its fishery for mackerel is a direct threat to the sustainability of the mackerel fishery and the future of the Irish pelagic fishing industry. There is no justification for this unilateral, opportunistic and unsustainable move. This is all the more disappointing because it undermines the critically important arrangements for joint management of mackerel by the Coastal States under the UN structure. As the scientific advice sets the sustainable level of fishing each year on mackerel, an increase by Norway means either the stock is overfished or other parties must take a smaller share. Neither option is acceptable.”

The mackerel stock is a widely distributed, migratory fish that inhabits much of the north-eastern Atlantic shelf ranging from south of Ireland and the Bay of Biscay to north of Norway. It is fast swimming forming dense shoals when migrating from its spawning grounds to the south and west of Ireland and migrate to northern waters to feedThe mackerel stock is a widely distributed, migratory fish that inhabits much of the north-eastern Atlantic shelf ranging from south of Ireland and the Bay of Biscay to north of Norway. It is fast swimming forming dense shoals when migrating from its spawning grounds to the south and west of Ireland and migrate to northern waters to feed

Under the EU /UK Trade and Co-operation Agreement, there was a 26% reduction in our mackerel quota within the EU by 2026, with 60% of this reduction applied in 2021. Mackerel remains Irelands most important fishery with a quota for 2021 of 60,849 tonnes valued at approximately €80m and it underpins the important Irish pelagic fish processing industry in the North West. Ireland is the largest Mackerel quota holder in the EU.

Minister Mc McConalogue made clear that; “I am calling on EU Commissioner Sinkevičius to reject completely this unilateral action by Norway to claim a much higher share of the mackerel stock. I am writing to him immediately to ask him to respond without delay to this provocative and irresponsible action. I will ask him to outline what actions the European Commission will take to protect the important EU mackerel fleets and mackerel processing industry. It is vital that the EU Commissioner takes urgent steps to counteract this irresponsible action by Norway. Norway must understand that responsible partners do not get rewarded for such unacceptable action.”

Minister Mc McConalogue added, “Our mackerel fishermen have already taken unacceptable cuts to their share of the mackerel stock under the EU/UK TCA. I am working with them to pursue all avenues to deliver a more equitable burden sharing within the EU. I am very concerned that this action by Norway will add further uncertainty to the mackerel industry already trying to adjust to reduce quotas after Brexit.”

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#Fishing - The European Union, Norway and the Faroe Islands have agreed to a 20% reduction in mackerel quotas in the North East Atlantic for 2019.

The news for Ireland’s single most valuable fishery was the outcome of international fisheries negotiations which concluded in Bergen, Norway yesterday (Thursday 29 November).

Marine Minister Michael Creed — who described the negotiations, which also took place in Clonakilty earlier this month, as “challenging” — added: “The reductions reflect the available scientific advice that the abundance of this stock has declined. This level of reduction is seen by all parties as essential to ensure that the stock is fished sustainably.”

The minister also confirmed that agreement was reached on a two-year extension of the sharing arrangement between the three main parties. “This provides a welcome degree of stability for this hugely important fishery. Irish fishermen will now have a quota worth over €55m directly to our catching sector for 2019,” he said.

“While the quota for Ireland is less than that of recent years, those quotas were unusually high by historical standards. The quota of 55,000 tonnes achieved today is in line with our historical average quota.

“We must continue to be cautious with this crucially important stock. As always, industry representatives, in particular Sean O’Donoghue of the Killybegs Fishermen’s Organisation, were extremely helpful to the Irish negotiating team.”

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General Information on using Waterways Ireland inland navigations

Safety on the Water

All users of the navigations are strongly recommended to make themselves aware of safety on the water for whatever activity they are involved in and to read the advice offered by the various governing bodies and by:

The Dept. of Transport, Ireland: www.gov.ie/transport and The Maritime and Coastguard Agency, UK, The RNLI – Water Safety Ireland for information in terms of drowning prevention and water safety.

Registration of Vessels

All vessels using the Shannon Navigation, which includes the Shannon-Erne Waterways and the Erne System must be registered with Waterways Ireland. Only open undecked boats with an engine of 15 horsepower or less on the Shannon Navigation, and vessels of 10 horsepower or less on the Erne System, are exempt. Registration is free of charge.

Craft registration should be completed online at: https://www.waterwaysireland.org/online-services/craft-registration

Permits for use of the Grand and Royal Canals and the Barrow Navigation

All vessels using the Grand and Royal Canals and the Barrow Navigation must display appropriate valid Permit(s) i.e A Combined Mooring and Passage Permit (€126) and if not intending to move every five days, an Extended Mooring Permit (€152).

Permit applications should be completed online at: https://www.waterwaysireland.org/online-services/canal-permits

Passage on the Royal and Grand Canals – Dublin Area

For boat passage through the locks east of Lock 12 into / out of Dublin on either the Royal or Grand Canals, Masters are requested to contact the Waterways Ireland Eastern Regional Office (M-F 9.30am-4.30pm) on tel: +353(0)1 868 0148 or email [email protected] prior to making passage in order to plan the necessary lock-keeping assistance arrangements.

On the Grand Canal a minimum of two days notice prior to the planned passage should be given, masters should note that with the exception of pre-arranged events, a maximum of 2 boats per day will be taken through the locks, travelling either east or west.

Movements in or out of the city will be organised by prior arrangement to take place as a single movement in one day. Boaters will be facilitated to travel the system if their passage is considered to be safe by Waterways Ireland and they have the valid permit(s) for mooring and passage.

Newcomen Lifting Bridge

On the Royal Canal two weeks’ notice of bridge passage (Newcomen Lifting Bridge) is required for the pre-set lift date, and lock assistance will then also be arranged. A minimum of 2 boats is required for a bridge lift to go ahead.

Waterways Ireland Eastern Regional Office (Tel: +353(0)1 868 0148 or [email protected] ) is the point of contact for the bridge lift.

A maximum number of boats passing will be implemented to keep to the times given above for the planned lifts (16 for the Sat / Sun lifts & 8 for the weekday lifts). Priority will be given on a first come first served basis.

On day of lift, boaters and passengers must follow guidance from Waterways Ireland staff about sequence of passage under bridge & through Lock 1, and must remain within signed and designated areas.

Events Held on the Waterways

All organised events taking place on the waterways must have the prior approval of Waterways Ireland. This is a twelve week process and application forms must be accompanied with the appropriate insurance, signed indemnity and risk assessment. The application should be completed on the Waterways Ireland events page at :

https://www.waterwaysireland.org/online-services/event-approval

Time Limits on Mooring in Public Harbours

On the Shannon Navigation and the Shannon-Erne Waterway craft may berth in public harbours for five consecutive days or a total of seven days in any one month.

On the Erne System, revised Bye Laws state that: No master or owner shall permit a vessel, boat or any floating or sunken object to remain moored at or in the vicinity of any public mooring, including mooring at any other public mooring within 3 kilometres of that location, for more than 3 consecutive days and shall not moor at that same mooring or any other public mooring within 3 kilometres of that location within the following 3 consecutive days without prior permission by an authorised official.

Winter Mooring on the Shannon Navigation and Shannon Erne Waterway

Winter mooring may be availed of by owners during the period 1 Nov to 31 Mar by prior arrangement and payment of a charge of €63.50 per craft. Craft not availing of Winter Mooring must continue to comply with the “5 Day Rule”. Winter Mooring applications should be completed online at : https://www.waterwaysireland.org/online-services/winter-moorings-booking

Owners should be aware that electricity supply and water supply to public moorings is disconnected for the winter months. This is to protect against frost damage, to reduce running costs and to minimise maintenance requirements during the winter months.

Vessel owners are advised that advance purchasing of electricity on the power bollards leading up to the disconnection date should be minimal. Electricity credit existing on the bollards will not be recoverable after the winter decommissioning date. Both services will be reinstated prior to the commencement of the next boating season.

Smart Cards

Waterways Ireland smart cards are used to operate locks on the Shannon Erne Waterway, to access the service blocks, to use the pump-outs along the navigations, to avail of electrical power at Waterways Ireland jetties.

Berthing in Public Harbours

Masters are reminded of the following:

  • Equip their vessel with mooring lines of appropriate length and strength and only secure their craft to mooring bollards and cleats provided for this purpose.
  • Ensure the available berth is suitable to the length of your vessel, do not overhang the mooring especially on finger moorings on floating pontoon moorings.
  • Ensure mooring lines, electric cables and fresh water hoses do not create a trip hazard on public jetties for others users.
  • Carry sufficient fenders to prevent damage to your own vessel, other vessels and WI property.
  • Allow sufficient space between your vessel and the vessel ahead /astern (c.1m) for fire safety purposes and /or to recover somebody from the water.
  • Do not berth more than two vessels side by side and ensure there is safe access/egress at all times between vessels and onto the harbour itself.
  • Do not berth in such a way to prevent use of harbour safety ladders, slipways or pump-outs.
  • Do not allow the bow of your vessel to overhang the walkway of a floating mooring thus creating a hazard for others with an overhanging anchor or bow fendering.
  • Animals are not allowed to be loose or stray at any time.
  • Harbour and jetty infrastructure such as railings, power pedestals, fresh water taps, electric light poles, safety bollards, ladders etc are not designed for the purpose of mooring craft , they will not bear the strain of a vessel and will be damaged.
  • At Carrybridge on the Erne System, Masters of vessels are not permitted to use stern on mooring. Masters of vessels must use the mooring fingers for mooring of vessels and for embarkation / disembarkation from vessels.

Passenger Vessel Berths

Masters of vessels should not berth on passenger vessel berths where it is indicated that an arrival is imminent. Passenger vessels plying the navigations generally only occupy the berths to embark and disembark passengers and rarely remain on the berths for extended periods or overnight.

Lock Lead-in Jetties

Lead-in jetties adjacent to the upstream and downstream gates at lock chambers are solely for the purpose of craft waiting to use the lock and should not be used for long term berthing.

Vessel Wake

Vessel wake, that is, the wave generated by the passage of the boat through the water, can sometimes be large, powerful and destructive depending on the hull shape and engine power of the vessel. This wake can be detrimental to other users of the navigation when it strikes their craft or inundates the shoreline or riverbank. Masters are requested to frequently look behind and check the effect of their wake / wash particularly when passing moored vessels, on entering harbours and approaching jetties and to be aware of people pursuing other activities such as fishing on the riverbank.

Speed Restriction

A vessel or boat shall not be navigated on the Shannon Navigation at a speed in excess of 5 kph when within 200 metres of a bridge, quay, jetty or wharf, when in a harbour or canal or when passing within 100 metres of a moored vessel or boat.

Vessels navigating the Shannon-Erne Waterway should observe the general 5 kph speed limit which applies along the waterway. This is necessary in order to prevent damage to the banks caused by excessive wash from vessels.

Vessels navigating the Erne System should observe the statutory 5kt / 6mph / 10kph speed limit areas.

A craft on the Royal and Grand canals shall not be navigated at a speed in excess of 6km per hour.

A craft on the Barrow Navigation shall not be navigated at a speed in excess of 11km per hour except as necessary for safe navigation in conditions of fast flow.

Bank Erosion

Narrow sections of all the navigations are particularly prone to bank erosion due to the large wash generated by some craft. Masters are requested to be vigilant and to slow down to a speed sufficient to maintain steerage when they observe the wash of their craft inundating the river banks.

Unusual Waterborne Activity

Unusual waterborne vessels may be encountered from time to time, such as, hovercraft or amphibious aircraft / seaplanes. Masters of such craft are reminded to apply the normal “Rule of the Road” when they meet conventional craft on the water and to allow extra room to manoeuvre in the interest of safety.

Sailing Activity

Mariners will encounter large numbers of sailing dinghies from late June to August in the vicinity of Lough Derg, Lough Ree and Lower Lough Erne. Sailing courses are marked by yellow buoys to suit weather conditions on the day. Vessels should proceed at slow speed and with due caution and observe the rules of navigation when passing these fleets, as many of the participants are junior sailors under training.

Rowing

Mariners should expect to meet canoes and vessels under oars on any part of the navigations, but more so in the vicinity of Athlone, Carrick-on-Shannon, Coleraine, Enniskillen and Limerick. Masters are reminded to proceed at slow speed and especially to reduce their wash to a minimum when passing these craft as they can be easily upset and swamped due to their very low freeboard and always be prepared to give way in any given traffic situation.

Canoeing

Canoeing is an adventure sport and participants are strongly recommended to seek the advice of the sport’s governing bodies i.e Canoeing Ireland and the Canoe Association of Northern Ireland, before venturing onto the navigations.

Persons in charge of canoes are reminded of the inherent danger to these craft associated with operating close to weirs, sluice gates, locks and other infrastructure particularly when rivers are in flood and large volumes of water are moving through the navigations due to general flood conditions or very heavy localised precipitation e.g. turbulent and broken water, stopper waves. Shooting weirs is prohibited without prior permission of Waterways Ireland.

Canoeists should check with lockkeepers prior entering a lock to ensure passage is done in a safe manner. Portage is required at all unmanned locks.

Canoe Trail Network – "Blueways"

Masters of powered craft are reminded that a canoe trail network is being developed across all navigations and to expect more organised canoeing along these trails necessitating slow speed and minimum wash when encountering canoeists, rowing boats etc

Rockingham and Drummans Island Canals – Lough Key

It is expected that work on Rockingham and Drummans Island Canals on Lough Key will be completed in 2021. Access to these canals will be for non-powered craft only, eg canoes, kayaks, rowing boats.

Fast Powerboats and Personal Watercraft (Jet Skis)

Masters of Fast Powerboats (speed greater than 17kts) and Personal Watercraft (i.e.Jet Skis) are reminded of the inherent dangers associated with high speed on the water and especially in the confines of small bays and narrow sections of the navigations. Keeping a proper look-out, making early alterations to course and /or reducing speed will avoid conflict with slower vessels using the navigation. Personal Watercraft are not permitted to be used on the canals.

Towing Waterskiers, Wakeboarders, Doughnuts etc

Masters of vessels engaged in any of these activities are reminded of the manoeuvring constraints imposed upon their vessel by the tow and of the added responsibilities that they have to the person(s) being towed. These activities should be conducted in areas which are clear of conflicting traffic. It is highly recommended that a person additional to the master be carried to act as a “look-out” to keep the tow under observation at all times.

Prohibition on Swimming

Swimming in the navigable channel, particularly at bridges, is dangerous and is prohibited due to the risk of being run over by a vessel underway in the navigation.

Age Restrictions on operating of powered craft

In the Republic of Ireland, Statutory Instrument 921 of 2005 provides the legal requirements regarding the minimum age for operating of powered craft. The Statutory Instrument contains the following requirements:

- The master or owner of a personal watercraft or a fast power craft shall take all reasonable steps to ensure that a person who has not attained the age of 16 years does not operate or control the craft

- The master or owner of a pleasure craft powered by an engine with a rating of more than 5 horse power or 3.7 kilowatts shall take all reasonable steps to ensure that a person who has not attained the age of 12 years does not operate or control the craft.

Lifejackets and Personal Flotation Devices (PFDs)

Lifejackets and PFD’s are the single most important items of personal protective equipment to be used on a vessel and should be worn especially when the vessel is being manoeuvred such as entering / departing a lock, anchoring, coming alongside or departing a jetty or quayside.

In the Republic of Ireland, Statutory Instrument 921 of 2005 provides the legal requirements regarding the wearing of Personal Flotation Devices. The Statutory Instrument contains the following requirements:

- The master or owner of a pleasure craft (other than a personal watercraft) shall ensure, that there are, at all times on board the craft, sufficient suitable personal flotation devices for each person on board.

- A person on a pleasure craft (other than a personal watercraft) of less than 7 metres length overall shall wear a suitable personal flotation device while on board an open craft or while on the deck of decked craft, other than when the craft is made fast to the shore or at anchor.

- The master or owner of a pleasure craft (other than a personal watercraft) shall take all reasonable steps to ensure that a person who has not attained the age of 16 years complies with paragraph above.

- The master or owner of a pleasure craft (other than a personal watercraft), shall take all reasonable steps to ensure that a person who has not attained the age of 16 years wears a suitable personal flotation device while on board an open craft or while on the deck of a decked craft other than when it is made fast to the shore or at anchor.

- The master or owner of a pleasure craft (other than a personal watercraft) shall take all reasonable steps to ensure that a person wears a suitable personal flotation device, at all times while – (a) being towed by the craft, (b) on board a vessel or object of any kind which is being towed by the craft.

Further information is available at: http://www.irishstatutebook.ie/eli/2005/si/921/made/en/print

Firing Range Danger Area – Lough Ree

The attention of mariners is drawn to the Irish Defence Forces Firing Range situated in the vicinity of buoys No’s 2 and 3, on Lough Ree on the Shannon Navigation. This range is used regularly for live firing exercises, throughout the year, all boats and vessels should stay clear of the area marked with yellow buoys showing a yellow "X" topmark and displaying the word "Danger".

Shannon Navigation, Portumna Swing Bridge Tolls

No attempt should be made by Masters’ of vessels to pay the bridge toll while making way through the bridge opening. Payment will only be taken by the Collector from Masters when they are secured alongside the jetties north and south of the bridge.

Navigating from Killaloe to Limerick on the Shannon Navigation

The navigation from Killaloe to Limerick involves passage through Ardnacrusha locks, the associated headrace and tailrace and the Abbey River into Limerick City. Careful passage planning is required to undertake this voyage. Considerations include: lock passage at Ardnacrusha, water flow in the navigation, airdraft under bridges on Abbey River in Limerick, state of tide in Limerick

Users are advised to contact the ESB Ardnacrusha hydroelectric power station (00353 (0)87 9970131) 48 hours in advance of commencing their journey to book passage through the locks at Ardnacrusha. It is NOT advised to undertake a voyage if more than one turbine is operating (20MW), due to the increased velocity of flow in the navigation channel, which can be dangerous. To ascertain automatically in real time how many turbines are running, users can phone +353 (0)87 6477229.

For safety reasons the ESB has advised that only powered craft with a capacity in excess of 5 knots are allowed to enter Ardnacrusha Headrace and Tailrace Canals.

Passage through Sarsfield Lock should be booked on +353-87-7972998, on the day prior to travel and it should be noted also that transit is not possible two hours either side of low water.

A Hydrographic survey in 2020 of the navigation channel revealed that the approach from Shannon Bridge to Sarsfield Lock and the Dock area has silted up. Masters of vessels and water users are advised to navigate to the Lock from Shannon bridge on a rising tide one or two hours before High Tide.

Lower Bann Navigation

The attention of all users is drawn to the “Users Code for the Lower Bann”, in particular to that section covering “Flow in the River” outlining the dangers for users both on the banks and in the navigation, associated with high flow rates when the river is in spate. Canoeists should consult and carry a copy of the “Lower Bann Canoe Trail” guide issued by the Canoe Association of Northern Ireland. Users should also contact the DfI Rivers Coleraine, who is responsible for regulating the flow rates on the river, for advisory information on the flow rates to be expected on any given day.

DfI Rivers Coleraine. Tel: 0044 28 7034 2357 Email: [email protected]

Lower Bann Navigation – Newferry – No wake zone

A No Wake Zone exists on the Lower Bann Navigation at Newferry. Masters of vessels are requested to proceed at a slow speed and create no wake while passing the jetties and slipways at Newferry.

Overhead Power Lines (OHPL) and Air draft

All Masters must be aware of the dangers associated with overhead power lines, in particular sailing vessels and workboats with cranes or large air drafts. Voyage planning is a necessity in order to identify the location of overhead lines crossing the navigation.

Overhead power line heights on the River Shannon are maintained at 12.6metres (40 feet) from Normal Summer level for that section of navigation, masters of vessels with a large air draft should proceed with caution and make additional allowances when water levels are high.

If a vessel or its equipment comes into contact with an OHPL the operator should NOT attempt to move the vessel or equipment. The conductor may still be alive or re-energise automatically. Maintain a safe distance and prevent third parties from approaching due to risk of arcing. Contact the emergency services for assistance.

Anglers are also reminded that a minimum ground distance of 30 metres should be maintained from overhead power lines when using a rod and line.

Submarine Cables and Pipes

Masters of vessels are reminded not to anchor their vessels in the vicinity of submarine cables or pipes in case they foul their anchor or damage the cables or pipes. Look to the river banks for signage indicating their presence.

Water Levels - Precautions

Low Water Levels:

When water levels fall below normal summer levels masters should be aware of:

Navigation

To reduce the risk of grounding masters should navigate on or near the centreline of the channel, avoid short cutting in dog-legged channels and navigating too close to navigation markers.

Proceeding at a slow speed will also reduce “squat” effect i.e. where the vessel tends to sit lower in the water as a consequence of higher speed.

Slipways

Reduced slipway length available under the water surface and the possibility of launching trailers dropping off the end of the concrete apron.

More slipway surface susceptible to weed growth requiring care while engaged in launching boats, from slipping and sliding on the slope. Note also that launching vehicles may not be able to get sufficient traction on the slipway once the craft is launched to get up the incline.

Bank Erosion

Very dry riverbanks are more susceptible to erosion from vessel wash.

Lock Share

Maximising on the number of vessels in a lock will ensure that the total volume of water moving downstream is decreased. Lock cycles should be used for vessels travelling each way.

High Water Levels:

When water levels rise above normal summer level masters should be aware of:

Navigation

Navigation marks will have reduced height above the water level or may disappear underwater altogether making the navigable channel difficult to discern.

In narrow sections of the navigations water levels will tend to rise more quickly than in main streams and air draft at bridges will likewise be reduced.

There will also be increased flow rates particularly in the vicinity of navigation infrastructure such as bridges, weirs, locks etc where extra care in manoeuvring vessels will be required.

Harbours and Jetties

Due care is required in harbours and at slipways when levels are at or near the same level as the harbour walkways' as the edge will be difficult to discern especially in reduced light conditions. It is advised that Personal Flotation Devices be worn if tending to craft in a harbour in these conditions.

Slipways

Slipways should only be used for the purpose of launching and recovering of water craft or other objects from the water. Before using a slipway it should be examined to ensure that the surface has sufficient traction/grip for the intended purpose such as launching a craft from a trailer using a vehicle, that there is sufficient depth of water on the slipway to float the craft off the trailer before the concrete apron ends and that the wheels of the trailer do not drop off the edge of the slipway. That life-saving appliances are available in the vicinity, that the vehicle is roadworthy and capable of coping with the weight of the trailer and boat on the incline. It is recommended that slipway operations are conducted by two persons.

Caution to be Used in Reliance upon Aids to Navigation

The aids to navigation depicted on the navigation guides comprise a system of fixed and floating aids to navigation. Prudent mariners will not rely solely on any single aid to navigation, particularly a floating aid to navigation. With respect to buoys, the buoy symbol is used to indicate the approximate position of the buoy body and the ground tackle which secures it to the lake or river bed. The approximate position is used because of the practical limitations in positioning and maintaining buoys in precise geographical locations. These limitations include, but are not limited to, prevailing atmospheric and lake/river conditions, the slope of and the material making up the lake/river bed, the fact that the buoys are moored to varying lengths of chain, and the fact that the buoy body and/or ground tackle positions are not under continuous surveillance. Due to the forces of nature, the position of the buoy body can be expected to shift inside and outside the charted symbol.

Buoys and perches are also moved out of position or pulled over by those mariners who use them to moor up to instead of anchoring. To this end, mariners should always monitor their passage by relating buoy/perch positions with the published navigation guide. Furthermore, a vessel attempting to pass close by always risks collision with a yawing buoy or with the obstruction that the buoy or beacon/perch marks.

Masters of Vessels are requested to use the most up to date Navigation guides when navigating on the Inland Waterways.

Information taken from Special Marine Notice No 1 of 2023