FIBRE-OPTIC CABLE LANDFALL BALLYCOTTON BAY ARCHAEOLOGICAL DESKTOP REVIEW

THE ARCHAEOLOGICAL DIVING COMPANY LTD.

FIBRE-OPTIC CABLE LANDFALL BALLYCOTTON BAY ARCHAEOLOGICAL DESKTOP REVIEW

11 August 2014

Project Director Dr. Niall Brady

Brehon House, Kilkenny Road, Castlecomer, Co. Kilkenny [email protected]

THE ARCHAEOLOGICAL DIVING COMPANY LTD.

TABLE OF CONTENTS

LIST OF ABBREVIATIONS 1

EXECUTIVE SUMMARY 2 LIST OF FIGURES 4 1.0 INTRODUCTION 5 2.0 THE PROPOSED DEVELOPMENT 6 3.0 ASSESSMENT METHODOLOGY 7 4.0 THE RECEIVING ENVIRONMENT 11 5.0 MITIGATION PROPOSALS 18 6.0 APPENDIX 1: RECORDED SHIPWRECKING EVENTS, BALLYCOTTON BAY 23 7.0 APPENDIX 2: KNOWN SHIPWRECKING EVENTS, BALLYCOTTON BAY 32

Archaeological Desktop Review Fibre-optic cable landfall Ballycotton Bay, Co.

LIST OF ABBREVIATIONS

ADCO The Archaeological Diving Company Ltd BMH Beach Manhole DAHG Department of Arts, Heritage and the Gaeltacht E Easting GSI Geological Survey of INFOMAR Integrated mapping for the sustainable development of Ireland’s marine resource INSS Irish National Seabed Survey N Northing NGR National Grid Reference NIAH National Inventory of Architectural Heritage NMI National Museum of Ireland OPW Office of Public Works RMP Record of Monuments and Places RPS Record of Protected Structures UKHO United Kingdom Hydrographic Office UTM Universal Transverse Mercator < Less than > More than

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EXECUTIVE SUMMARY

The Archaeological Diving Company Ltd (ADCO) was commissioned by PiPiper Ltd to undertake an archaeological desktop review of the area within Ireland’s 12 nautical mile limit for a fibre-optic cable network, as it makes landfall in Ballycotton Bay, Co. Cork. Desktop assessment is a preliminary stage in archaeological mitigation for any given project. It identifies and charts the known archaeological information within the context of the particular project, and makes appropriate recommendations for further work.

The Beach Manhole (BMH) location is within 40m of an archaeological site, CO 89-78, which has been developed into a residential complex. Investigations in 2006-7 did not reveal material of archaeological significance in this location.

The cable route offshore to 12 nautical miles includes numbers of recorded shipwrecking events and 17 known locations. There are five known shipwreck locations that lie within 1500m of the proposed cable centerline, and one shipwreck that lies c. 500m from the centreline. The cable centerline does not directly impact on any known shipwreck site.

There is no archaeological reason why the development proposal should not proceed.

The recommendations of this report include: An archaeological consultant specializing and experienced in maritime and should be appointed to undertake and/or oversee the archaeological mitigations. Intertidal survey will be necessary at the landfall location. The location of the BMH within 40m of the archaeological site C O 89-78 may anticipate a requirement to investigate areas of impact that are considered to lie close to C O 89-78. The project-specific marine geophysical survey to be carrie d out along the cable route should qualify the presence or the absence of recorded and known wrecksites along the route. The work should also understand the nature of the seabed deposits, to permit informed statements concerning the character of the seabed surface and substrate, and its ability to expose and conceal cultural materials, including and (for the nearshore area) submerged landscapes. Archaeological dive survey may be necessary to cover any data -gaps in the marine geophysical survey, especially between the nearshore and the Low Water Mark. Archaeological dive survey can also be anticipated to inspect anomalies identified in the marine geophysical survey. Inspections in deep water will require ROV/other non-diver means.

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Archaeological monitoring is recommended during the cable-lay operation, including the pre-grapnel survey, to resolve any archaeological material that may become exposed at that point.

Archaeological site work requires archaeological licenses, granted by the DAHG, and sufficient lead-time is required to ensure the licenses are in place before archaeologically-related site works take place.

Recommendations are subject to the approval of the National Monuments Section at the DAHG.

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LIST OF FIGURES

Figure 1: Detail from Admiralty Chart showing proposed cable route between Ballycotton Bay and the 12nm limit. Figure 2: Known archaeological sites at the landfall location. Figure 3: Known shipwreck locations within the 12nm limit close to the cable route.

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1.0 INTRODUCTION

1.1 General

The Archaeological Diving Company Ltd (ADCO) was commissioned by PiPiper Ltd to undertake an archaeological desktop review of the sea area for a fibre-optic cable network, as it makes landfall in Ballycotton Bay, Co. Cork.

The study is informed by a requirement identified by the Department of Arts, Heritage and the Gaeltacht (DAHG) in relation to the overall project, which will ultimately extend to include site surveys and intertidal inspections.1

The report presents the archaeological observations for the landfall location and the sea area within the 12 nautical mile territorial limit, and includes details relating to the procurement of archaeological mitigation requirements for future site- related work associated with the project.

1.2 Location

A route option for the subsea fibre-optic cable project has been prepared that seeks to provide a safe and economic route for the lifetime of the cable.2 The project will extend the network to Ireland, making landfall at Ballycotton Bay (Figure 1). Two route options are being considered, lying up to 500m apart at sea within the 12-mile limit and sharing the same landfall.

Ballycotton Bay lies between on its west side, and Bay on its east side, with the Celtic Sea to its south. Ballycotton village lies at the tip of a low headland, which extends south to create a sheltered haven at the head of Ballycotton Bay on its west side. The cable is to approach from the southeast and will make landfall at the head of the bay north of the village, in Garryvoe Lower townland, at UTM 29N 569378E 5746096N.

1 Correspondence G Pre00119-2014. 2 Detail relating to the landfall is laying method is provided in No Name, Joshua. Submarine for Alcatel-Lucent Submarine Networks, 04/06/2014.

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2.0 THE PROPOSED DEVELOPMENT

The precise cable route will be subject to the results of detailed survey, which will be carried out near- and inshore within a c. 200m-wide corridor.

In water depths greater than 1,000m the cable is considered to be secure enough to lie on the seabed floor.

In water depths of 1,000m and less, it is proposed to bury the cable to 1m depth where seabed sediment permits.

In shallower water, where rock exposure is encountered, the cable may be run over the rock, and provided protection by lying inside an articulated pipe.

A pre-lay grapnel run will be carried out immediately prior to the cable-lay operation, to assist with the removal of obstacles.

At sea, where sediment permits, the cable will be buried using a marine plough system, which cuts into soft sediment, lays and buries the cable in the one motion.

The cable will be pulled ashore and buried up to 2m deep across the beach, which will be excavated by open-cut trenching.

The cable will cross the foreshore, and terminate inland at a Beach Manhole (BMH), which is to be located above the High Water Springs in Garryvoe Lower townland.

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3.0 ASSESSMENT METHODOLOGY

A sequence of work has been completed to ensure that the archaeological desktop review has been comprehensive and robust. The work has included a study of known archaeological and architectural sources, and a review of licensed archaeological work conducted on the terrestrial site area.

3.1 Consultations The following sources of information have been consulted:

The Irish Antiquities Division of the National Museum of Ireland (NMI) retains an extensive archive of small finds and objects discovered across Ireland and reported to the Museum and its predecessors since the nineteenth century. It represents a critical resource for archaeological research, where registered objects are recorded by townland in the Topographical Files. For the present project, the following townlands were assessed: Ardnaninch; Ballycrenane; Ballylongane; Ballynamona; Ballynangna; Ballybramer; Garryvoe Lower.

Department of Arts, Heritage and the Gaeltacht (DAHG) Sites and Monuments Record files. The information, which is also filed according to townland, provides details relating to specific monuments and sites of archaeological importance that survive or whose site area is recorded. The record generally includes only sites that pre-date c. 1750 AD.

Historic Shipwreck Inventory files and Places and Ports archive. This information relates to the archives maintained by the National

maritime sites of archaeological interest. The information is located with reference to the nearest topographic locator, such as a town or headland, as well as site-specific grid coordinates where known. For the present project, in addition to the relevant townlands, the following landmarks were considered to be relevant: Ballycotton Bay.

National Inventory of Architectural Heritage at DAHG provides an online register of historic buildings and features/street furniture that retain

The Inventory is organized by place and townland. The Inventory complements the archaeological inventories by including buildings and features that date from the eighteenth century and more recently.

The Irish National Seabed Survey section of the Geological Survey of Ireland retains site-specific information relating to hydrographic surveys around , the details of which inform the distribution of known

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shipwreck sites by providing an indication of the extent of a wreckage feature and its location.

In addition, the following sources and groups of sources have been consulted:

Cartographic sources, including Admiralty Charts and Ordnance Survey First and Second Edition maps. Historic and current topographical maps represent very important sources that can reveal the progress of natural erosion and human development across a landscape/seascape over time. Such mapping in Ireland is metrically accurate from the mid-late nineteenth century.

Office of Public Works Piers and Harbour Structures files, 1708-1922 (OPW/8). This body of state records refer to port improvement works across the country and forms part of the National Archives collection.

Excavations Bulletin is an annual published list of licensed archaeological intervention work conducted across Ireland. It is arranged by county and then by townland, and is currently completed to 2011.

3.2 Acquisition The desktop assessment included a review of historic mapping that can reveal the development of the landscape over time, an examination of existing archival information at the NMI and DAHG in relation to the known archaeological objects, features and sites of archaeological, architectural and industrial heritage interest, and a review of archaeological work conducted in the immediate vicinity of the project area from published and unpublished sources. This information combines to establish a baseline data source. The principal findings are described below.

3.3 Legislation The following legislation, standards and guidelines with particular reference to Archaeology were consulted for the purposes of this evaluation:

National Monuments Acts, 1930-2004.

The Planning and Development (Strategic Infrastructure) Bill, 2006.

The Heritage Act, 1995.

Guidelines on the information to be contained in Environmental Impact Statements, 2002, EPA.

Advice Notes on Current Practice (in preparation of Environmental Impact Statements), 2003, EPA.

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Guidelines for the Assessment of Archaeological Heritage Impacts of National Road Schemes, no date, NRA.

Frameworks and Principles for the Protection of the Archaeological Heritage, 1999, Department of Arts, Heritage, Gaeltacht and Islands (now the Department of Arts, Heritage and the Gaeltacht).

Architectural Heritage (National Inventory) and Historic Monuments (Miscellaneous Provisions) Act, 2000 and the Local Government (Planning and Development) Act 2000.

between Bord Gáis Éireann and the Minister for Arts, Heritage, Gaeltacht and the Islands (now the Department of Arts, Heritage and the Gaeltacht), 2002.

Marine Geophysics Data Acquisition, Processing and Interpretation, Guidance Notes (English Heritage) 2013.

Gribble, J. and Leather, S., Offshore Geotechnical Investigations and Historic Environment Analysis: Guidance for the Renewable Energy Sector, 2011.

Limitations The current report is based on desktop review only. No site inspections, surveys or investigations have been carried out.

3.4 Classification of Impacts Assessment of impact is informed by the ‘Guidelines on the information to be contained in Environmental Impact Statements’, 2002, EPA; ‘Advice notes on Current Practice (in preparation of Environmental Impact Statements), 2003, EPA; and ‘Guidelines for the Assessment of Archaeological Heritage Impacts of National Road Schemes’, National Roads Authority.

Impacts are generally categorised as either being direct, indirect, or as having no predicted impact:

Direct impact occurs when an item of archaeological heritage is located within the centreline of the proposed development works and entails the removal of part, or all, of the archaeological feature.

Indirect impact may be caused where a feature or site of archaeological interest is located in close proximity of the proposed development.

No predicted impact occurs when the proposed development option does not adversely or positively affect an archaeological heritage site.

The impact categories are assessed further in terms of the quality of the impact, which is deemed to be negative, neutral, or positive:

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Negative Impact is applied when a change will detract from or permanently remove an archaeological monument from the landscape.

Neutral Impact is applied when a change does not affect the archaeological heritage.

Positive Impact: is applied when a change improves or enhances the setting of an archaeological monument.

A significance rating for these impacts is then applied; whether profound, significant, moderate, slight, or imperceptible:

Profound applies where mitigation would be unlikely to remove adverse effects. This is reserved for adverse, negative effects only. These effects arise where an archaeological site is completely and irreversibly destroyed by a proposed development.

Significant applies when an impact, by its magnitude, duration or intensity, alters an important aspect of the environment. An impact like this would be where the part of a site would be permanently impacted upon leading to a loss of character, integrity and data about the archaeological feature/site.

Moderate applies when a change to the site is proposed that, though noticeable, does not compromise the archaeological integrity of the site and which is reversible. This arises where an archaeological feature can be incorporated into a modern day development without damage and where all procedures used to facilitate this are reversible.

Slight applies when changes are caused to the character of the environment that are not significant or profound and do not directly impact or affect an archaeological feature or monument.

Imperceptible applied where an impact is capable of measurement but does not carry noticeable consequences.

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4.0 THE RECEIVING ENVIRONMENT

4.1 Topography The landfall location is a flat landscape giving way to a sandy beach, which is up to 100m wide at Low Spring . Soft sands form the surface levels, which in places are determined to be 20cm thick and overlie a hard clay. The clay is observed to lie over bedrock in places where rock is exposed. As the cable route extends away from the landing it is expected to cross areas of outcropping rock, seaward of project distance KP4.5. A thin sediment drape exists more generally and shallow depressions are filled with fine to coarse sediment in water depths of less than 70m depth.

Inshore, the head of Ballycotton Bay provides a natural haven along its western side next to Ballycotton village, which has developed at the tip of a low headland. Ballycotton Island lies to the east of the village, on a natural outcrop that extends a fold line. The island is separated from the mainland by a sound. To the west- southwest of Ballycotton Island lie the Smiths, a group of rocks that are hazardous to shipping. The headland running south on the west side of the Bay provides a natural haven from prevailing southwesterly airflow. The presence of sand and clay on the seabed adds to the safety for shipping of this location.3 However the bay is prone to heavy swells when the winds shift to the south. The middle and eastern sections of the bay, which extends eastwards to Knockadoon Head and Capel Island, are more exposed, and offer little protection to shipping, with rocky shoals presenting clear hazards.

The cable will proceed south into the Celtic Sea, reaching water depths of c. 79m at the 12-mile limit.

4.2 Cultural heritage, terrestrial The landscape above the High Water Mark has been developed in recent times, and serves today as a small beach resort (Figure 2). Despite the residential nature of the landscape, it retains levels of archaeological interest and potential.4 1.7km west of the BMH location is the site of a ringfort enclosure (C O 89-10), representing a habitation site of the early medieval period, and perhaps occupied by a family group sometime between c. 600 and 900 AD. A related site, simply referred to as an enclosure (C O 89-11), lies 600m northeast of the BMH, while a somewhat earlier site is located

3 Hydrographic Department, Irish Coast Pilot, Tenth Edition, London 1954, p. 93. 4 The following is derived from an examination of the Records of Monuments and Places data, accessible online at www.archaeology.ie. The Topographical files in the National Museum of Ireland were also consulted, but there are no records of artefacts being reported to the Museum from Garryvoe Lower townland.

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1.3km to the east-northeast on the shoreline. The site (C O 89-76) is in Ballycrenane townland, and is a former cooking place, known as a fulacht fiadh. A flint flake (NMI 1972:354) was found along with a spread of burned material. Fulachta fiadha are temporary outdoor cooking areas. Ideally a hole was cut through topsoil into a natural pooling of freshwater, to use as a source for boiling meat. A fire would be set close by to heat stones that would in turn boil the water. Such places tend to date to the prehistoric period and are commonly found inland across the countryside. The location of such a site on the present-day coastline indicates that the coastline is in -Glacial shorelines have become submerged. It is not due only to rising sea levels, but is a factor of sinking landmasses as well. The presence of a fulacht fiadh in such a shoreline context today suggests the possibility that land-based human activity formerly extended out further, and that evidence for these activities may survive as a submerged landscape, below the present day sea surface. Nearshore marine survey needs to be conscious of the possibility to identify submerged coastline, which offers the potential to observe ancient human coastal activity.

The location for the BMH itself is situated within 40m of a known archaeological site (CO 89-78). The site is represented only by a small scatter of flint, including a leaf- shaped arrowhead, which was found after ploughing the field. The presence of such material highlights the potential for the discovery of related features that may be associated with prehistoric settlement. The leaf-shaped arrowhead suggests the possibility of Neolithic period activity, associated with the first farmers in Ireland. Since the discovery of these objects, the find location has been developed into a small residential complex, and archaeological test-trenching was conducted in 2006 and 2007 in advance of the development. In 2006, thirteen test trenches were excavated across the site in advance of development, and a single isolated piece of flint debitage, or waste from stone-working, was recovered (archaeological licence 06E1219).5 In 2007, monitoring of the site’s topsoil-stripping was undertaken, and this produced five additional pieces of struck flint.

The location of the BMH within 40m of the archaeological site CO 89-78 may anticipate a requirement to investigate areas of impact that are considered to lie close to C O 89-78.

5 Summary accounts of the archaeological work directed by Avril Purcell are available online at www.excavations.ie, and are also published in Isabel Bennett (ed) Excavations 2006 (Wordell, Bray, 2009), p. 78.337; in Isabel Bennett (ed) Excavations 2007 (Wordell, Bray, 2010), p. 57.259.

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4.3 Cultural heritage, marine The Inventory of Historic Shipwrecks is the most comprehensive repository of relevant information. It is maintained by the National Monuments Section at the DAHG. In the first substantial section of the Inventory to be published, dealing with the east coast area, it was estimated that there are over 15,000 recorded shipwrecking events around Ireland.6 Since its publication in 2008, the National Monuments Service has been examining historic records in more detail, and the Irish National Seabed Survey (INSS) being conducted by the Geological Survey of Ireland under the rubric of INFOMAR has been uncovering new sites through its national scope for multi-beam bathymetry.7 Current work suggests that the estimates for historic wrecking events are conservative. The south coast area of the Inventory remains unpublished.

The Inventory is made up of entries that are based on historic accounts, which have only been systematically noted since c. 1750 AD. Information on wrecks prior to this, which includes the prehistoric period, the Middle Ages, and the early modern or post-

Christopher Columbus crossed the Atlantic) are much less rigorously recorded or noted. The Inventory details describe the type of vessel that wrecked, the journey it foundered on, and information on the ultimate plight of the vessel and its crew, where possible. In describing the wrecking event, the records will locate the incident in relation to the nearest headland or other topographic marker where known. This is not a record of where the wreckage lies, however, since the historic records generally only deal with the vessel before it sank. Such finer details emerge from other sources, such as fish s, under water, or marine geophysical survey.

There are 156 recorded wrecking events associated with the geographic zone for Ballycotton Bay, which extends c. 80km seawards into the Celtic Sea, and includes a corridor approximately 40km wide. The details of each entry are presented in Appendix 1. The majority of recorded wreckings are inshore and nearshore events. The records were made for the most part by people based on land. The records for offshore events are often based on accounts that are provided by passing shipping, whose masters logged sightings of distant in difficulties, or saw wreckage on the surface. The numbers of recorded wrecking events diminish with distance from the shore.

6 Karl Brady, Shipwreck inventory of Ireland: Louth, Meath, and Wicklow, Stationary Office, Dublin, 2008. 7 INSS data is pos www.infomar.ie/data/Google.php, where viewers can see the distribution of INSS-recorded shipwrecks against a Google map projection.

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The majority of the recorded wrecking events within Ballycotton Bay occurred in the nineteenth century. This patterns conforms to the national trend, and reflects the exponential growth in maritime trade that is associated with the Industrial Revolution. There are however two seventeenth-century wrecks. Wreck number W07922, the Anna Maria, was lost to the Dutch after the Battle of , and wreck W12747, an unnamed Dutch vessel, was lost in 1667. The eighteenth century has seven recorded wrecking events but none appear to be associated with particularly important contemporary moments. Such is not the case with the twentieth-century wrecks. There are eight vessels that were lost during WWI, and the records attest to several of these being either mined or torpedoed. Wrecks W08420 and W8539, for instance, refer to the loss of the SS Lodes, which was torpedoed by a German submarine in 1917.

The Inventory provides some indication of where near- and inshore wrecking events were most common. Given the topography of the area, it is no surprise that vessels encountering difficulties during at sea might put into Ballycotton Bay for shelter. However, despite the useful anchorage that lies close to the village, the Bay itself has proved unforgiving, and the records reveal that vessels might encounter difficulties navigating the narrow sound between Ballycotton Island and the mainland, or that they might lose anchorage and be pushed northwards to the shoals that outcrop off the beach that runs in front of Garryvoe Lower townland.

Despite the numbers of recorded wreckings arising from such circumstances, there are noticeably fewer instances where it is possible to confirm the existence of actual wreckage on the seabed. The list of known wrecksites that occur within 10-15km of the proposed cable centerline is presented as Appendix 2 of this report. There are seventeen sites in total, and their distribution is shown on Figure 3. The known wrecksites are distributed throughout the study area, with a small focus of wreckage at the 12-mile limit.

The pattern of wrecking close inshore highlights the treacherous nature of the rocky coastline. The anticipation of a rocky seabed across much of the bay, seawards of project distance KP4.5, may help to explain the low survival rate of wreckage when the lists of recorded wreckings is compared to that of known wrecksites. Bedrock presents a harsh environment for timber and other elements of shipwreck debris, and vessels that may come to rest on rock quickly deteriorate due to the exposed nature of the locations. Material where it survives will lie in the clefts and canyons that form along fault lines. These are features and questions that will inform the marine geophysical survey to be carried out for the project.

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There are two principal caveats to attach to is associated with positioning accuracy. Many of the records derive from United Kingdom Hydrographic Office (UKHO) survey data. These records are based on echo-sound surveys that are often quite old, using equipment that is considered to

degree of confidence that is expected today. There are occasions when multiple targets of the same vessel may be indicated in different locations, or where different recordings of the same vessel were interpreted as being of different vessels. In the present instance, there are three different records of wreckage at the same location (W09131, W09132, W10732). In contrast to the older UKHO data sets, modern records based on INFOMAR data are more accurate, and it is an ongoing process to check and verify the older records and to update the master archive. The situation associated with the integrity of the record underlines the necessity for new project- specific surveys to be able to add fresh insight. In addition to locating actual sites, fresh surveys will provide up-to-date information relating to seabed condition and the dynamic of seabed sediments, which can be mobile and bury and/or expose wrecksites over time.

The second caveat relating to the known shipwreck data is concerned with the date of the shipwrecks. The National Monuments Act of 1987 provides protection to all

than 100 years in age are not automatically protected in the same way but are

Younger wrecks can be protected under the National Monuments Acts on a case-by- case basis, if they are deemed to be of particular historic interest, such as is the case with the RMS Lusitania, which was sunk in 1915 20km south of Kinsale, Co. Cork. The point is relevant in the present instance, as some of the known wrecksites identified in Appendix 2 are less than a century in age, and are casualties of WWI. Such sites should be regarded as being inherently archaeological in nature, and their presence does not negate the associated archaeological risk. In one instance, the Inventory does not accord a W- prefix to the wrecksite. This occurs in certain later examples, and the particular site is indicated on Figure 3 with a blue symbol.

While the majority of the known wrecks remain un-named and were lost at an unknown date, there are others for which such details are recorded. The SS Lucena was a 243-ton steamship that was lost in June 1915 (W08557). The SS Richard de Laringa / Richard de Larrinaga was a 5591-ton steamship that was only a year old when she was lost in August 1917 (W08799). Among the wrecks whose names remain unknown, W09134 is estimated to be 300-feet in length, and W09142 is 200- feet long.

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There is a small number of sites that lie close to the proposed cable route. The survey corridor for the cable is to be 2km wide. Taking this measurement as a guide, there are five sites positioned within 1.5km and less of the centerline, three of which have the same location (W09131, W09132, W010732) (Table 1, Figure 3). The cable does not cross any of the known sites themselves, indicating that there is not any direct impact with a known shipwreck site based on current information. The closest known wreck to the cable is 500m distance from it (W10772).

Wreck N ame Distance from cable centreline No.

W09131 Unknown 1400m

W09132 Unknown 1400m

W10732 Unknown 1400m

W10772 Unknown 500m Unknown (probably UKHO W11561 1100m 11488) Table 1: Shortlist of known wre cks within 1500m of c able c enterline.

4.4 Conclusions

Desktop assessment is a preliminary stage in archaeological mitigation for any given project. It serves to identify and chart the known archaeological information within the context of the particular project, and to make appropriate recommendations for further work.

The BMH at the landfall in Garryvoe Lower townland is to be located within 40m of a known archaeological site that has itself been subject to significant development. It can be anticipated that there will be a requirement to investigate areas of impact which are considered to be close to CO 89-78.

The large number of known and recorded shipwreck sites that are associated with the seabed across which the proposed cable will run highlights the need for project- specific marine geophysical survey, to try to qualify the presence or the absence of recorded and known wrecksites along the route. The work should also understand the nature of the seabed deposits, to make informed statements concerning the character of the seabed surface and substrate, and its ability to expose and conceal cultural materials.

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Based on the information currently to hand, the centerline of the cable route does not impact directly with any known shipwreck site.

In deploying marine geophysical equipment, it is necessary to ensure that the specifications of the equipment and the operational scope of the equipment is calibrated to ensure that archaeological data will be identified clearly. This applies to seeking shipwreck debris that can be quite small (1m and less in size) if the wreck has broken up. It also applies to charting submerged land surfaces and coastline. The specifications currently required by the DAHG are generic, and are included in section 5.2 of this report as a minimum guide. The Department reserves the right to elevate the standard on a project-specific basis. A related set of standards now applies within the United Kingdom, and those standards are presented in Marine Geophysics Data Acquisition, Processing and Interpretation, Guidance Notes (English Heritage) 2013. Marine geophysical survey does not remove or eliminate the archaeological risk in a maritime context. When carried out to the highest standard, however, it does allow for a clear and managed approach to that risk, which is informed by the best possible information available at the time.

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5.0 MITIGATION PROPOSALS

There is no archaeological reason why the development proposal should not proceed. Further archaeological mitigations are however required, to ensure that a detailed and comprehensive archaeological assessment is made during all stages of the project.

5.1 Management

An archaeological consultant specializing and experienced in maritime and underwater archaeology should be appointed to undertake and/or oversee the archaeological mitigations.

5.2 Pre-construction Measures

WALKOVER SURVEY. A walkover survey of the foreshore and land area above the HWM is required at the landfall location in Garryvoe Lower townland, to make an archaeological record of the landscape and associated features. Intertidal archaeological survey is licensed by the DAHG. Licences take a minimum of three working weeks to be processed by the Department, and must be granted before the archaeologist is permitted to conduct site work.

LOCATION OF BMH. It is necessary to ascertain the precise location of the BMH and associated works in Garryvoe Lower townland with respect to the location of archaeological monument CO 89-78. It may be required to undertake investigations of any impact areas close to the archaeological monument. Such works would be identified by the DAHG and would be completed under licence issued by the DAHG.

MARINE GEOPHYSICAL SURVEY. Marine geophysical survey will be required of the seabed area that will be affected by the cable route. The DAHG’s requirements for marine geophysical survey currently comprise the following standards, but these should be considered minimum standards, and the DAHG reserves the right to apply additional standards on a project-by-project basis:

General

Marine geophysical survey is usually required as part of an underwater archaeological assessment. The results of the geophysical survey should therefore form part of the overall archaeological assessment report. The report should comprise of the following: Introduction/Summary of requirement for survey and brief background to proposed work/development including who is undertaking the proposed works and any reference numbers, detection device licence numbers, date of report, etc.

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Details of equipment and personnel used, including qualifications. Details of survey methodology. Site location map showing proposed development/works. Survey grid superimposed on location map. Impact Statement detailing the possible impact of the proposed works on known or potential underwater archaeology. Historical and Archaeological section detailing background to area to be impacted. This should included (where relevant) consultation with the National Shipwreck Inventory for the area, Ports and Harbours Archive and Record of Monuments and Places, all held by the National Monuments Service of the Department of the Environment, Heritage and Local Government; Topographical Files of the National Museum of Ireland; Local sources and printed material such as books on shipwrecks, local journals and histories, etc. Track plots of the geophysical survey over the survey area. Raw geophysical data on CD to be included at end of report with details of software used. List of any anomalies identified and images of the anomalies with positions. Recommendations as to further archaeological mitigation requirements for the proposed works.

- Section 2(2) of the 1987 (Amend.) National Monuments Act states that it is prohibited to use without the consent of the Minister for Department of the for It is therefore necessary for any geophysical survey to be licenced by the National Monuments Service of the DAHG.

- All projects should be dealt with on an individual basis. As such, each project will have its own specific requirements. Therefore a method statement should be attached to the application when applying for the survey licence. A copy of this method statement should also be forwarded to the office of the Underwater Archaeology Unit, Floor 2, 4-5 Harcourt Road, Dublin 2 so that the proposed methods are in line with the necessary requirements.

Specifications for geophysical survey undertaken for archaeological purposes:

Side-scan : - For archaeological purposes the side-scan sonar should have an operational frequency of 410/500 khz. - Side-scan should be set at 50m survey line spacing - If this is narrower then it should be corrected - This should not be slant-range corrected - There should be 100% coverage of sites and therefore overlap of areas may be required.

Magnetometer: - A magnetometer should always be used in tandem with side-scan sonar - Proton or caesium magnetometer should be used with 50m side spacing

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- This should be used with DGPS Sub-bottom profiler (optional): - If using a sub-bottom profiler then the Chirp system is the preferred one as this gives the best resolution - This should be used in conjunction with DGPS General: - Co-ordinates should preferably be given in National Grid references/ITM/UTM but supported by latitude and - Track plots should also be recorded and included in the archaeological assessment report - Track plots should be superimposed onto a locational chart - All geophysical survey should be carried out by suitably qualified personnel. Preferably they should also have underwater archaeological experience. If this is not possible then the results must be viewed and interpreted by a qualified archaeo- geophysicist, details of whom should be included with the method statement accompanying the Detection Device licence application. - A copy of the original Raw data/traces as well as the interpreted results of the geophysics should be sent to the Underwater Archaeology Unit of Department of the Environment, Heritage and Local Government or should be included with the Underwater Archaeological Assessment Report. Further archaeological mitigation may be required once the data has been reviewed.

DIVE/UNDERWATER INSPECTIONS. Inspection of the sub-tidal portion of the survey area may be required by diving or related operations, to more fully assess the nature of the seabed and any features identified on it. Archaeological dive work is typically required within the surf zone below the LWM and extending out to sea, to cover any data gaps that may occur here as a result of shallow water/sea conditions that can otherwise compromise marine geophysical survey data. Underwater archaeological inspection work will also be required to assess further the nature and extent of anomalies detected in the marine geophysical survey data. In the current instance, such work is restricted by depth, and dive work is normally carried out in depths of 40m and less. Where depths are greater, ROVs and other remote instruments may be deployed. Such work is licensed by the DAHG. Licence applications take a minimum of three working weeks to be processed and must be granted before site work can commence. All dive work must accord with Health and Safety requirements for Diving at Work and specifically the Industry (Diving Operations) Regulations 1981, SI 422, and 2010 SI (Draft).

The results of the various licensed works must be presented as reports to the DAHG, and before any grab samples or other sampling activity. The Department reserves the right to require further mitigation as necessary.

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5.3 Construction Phase Measures

ARCHAEOLGICAL MONITORING. It can be anticipated that there will be a requirement to monitor ground disturbances during construction works, and to resolve any archaeological material that may become exposed at that point. This is to allow for the discovery of archaeological material on land and at sea. It applies to all ground disturbances element of the project on land and at sea, including but not limited to the pre-grapnel survey and the cable-lay and cable tie-in elements of the project. Archaeological monitoring is licensed by the DAHG. Licence applications take three working weeks to be processed, and must be granted before archaeological-related work can commence.

5.4 Project Management Measures

THE TIME SCALE for the pre-construction and construction phases should be made available to the archaeologist, with information on where and when the various elements and ground disturbances and dredging will take place.

SUFFICIENT NOTICE. It is essential for the developer to give sufficient notice to the archaeologist/s in advance of the pre-construction and construction works commencing. This will allow for prompt arrival on site to undertake additional surveys and to monitor ground disturbances. As often happens, intervals may occur during the construction phase. In this case, it is also necessary to inform the archaeologist/s as to when ground disturbance works will recommence.

DISCOVERY OF ARCHAEOLOGICAL MATERIAL. In the event of archaeological features or material being uncovered during the construction phase, it is crucial that any machine work cease in the immediate area to allow the archaeologist/s to inspect any such material.

ARCHAEOLOGICAL MATERIAL. Once the presence of archaeologically significant material is established, full archaeological recording of such material is recommended. If it is not possible for the construction works to avoid the material, full excavation would be recommended. The extent and duration of excavation would be a matter for discussion between the client and the licensing authorities.

ARCHAEOLOGICAL TEAM. It is recommended that the core of a suitable archaeological team, including an archaeological dive team, be on standby to deal

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with any such rescue excavation. This would be complimented in the event of a full excavation.

SECURE SITE OFFICES and facilities should be provided on or near those sites where excavation is required.

SECURE WET AND DRY STORAGE for artefacts recovered during the course of the monitoring and related work should be provided on or near those sites where excavation is required.

ADEQUATE FUNDS to cover excavation, post-excavation analysis, and any testing or conservation work required should be made available.

MACHINERY TRAFFIC during construction must be restricted as to avoid any of the selected sites and their environs.

SPOIL should not be dumped on any of the selected sites or their environs.

POST-C O NSTRU CTIO N PROJE CT REPORT AND ARC HIVE. It is a condition of archaeological licensing that a detailed project report is lodged with the DAHG within 12 months of completion of site works. The report should be to publication standard and should include a full account, suitably illustrated, of all archaeological features, finds and stratigraphy, along with a discussion and specialist reports. Artefacts recovered during the works need to meet the requirements of the National Museum of Ireland.

PLEASE NOTE: All of the above observations and conclusions are based on the archaeological information and information supplied for the fibre-optic network project. Should any alteration occur, further assessment would be required.

PLEASE NOTE: Recommendations are subject to approval by the National Monuments Section at the Department of Arts, Heritage and the Gaeltacht.

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6.0 APPENDIX 1: RECORDED SHIPWRECKING EVENTS, BALLYCOTTON BAY

Source: Historic Shipwreck Inventory, Department of Arts, Heritage and Gaeltacht.

Note: Recorded shipwreck events are to be distinguished from Known Shipwreck sites, insofar as the recorded wrecking event indicates a location where the ship encountered difficulties and was seen to be lost. It does not necessarily record where remains of the ship lie today.

Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss W05382 Aylevarroo (SS) 10/7/1917 Ballycotton Island, Co Cork, Steamship 908-ton steel steamship of Limerick. Measured L.69.31 x off B.9.65 x D.4.16 (1 x deck; 4 x bh). W05420 Gracia (SS) 3/11/1917 Ballycotton, Co Cork, Steel Steamship 3129-ton steel steamship of Bilbao. Measured L.105.28 x offshore B.12.24 x D.7.46. W05449 Mai 1/7/1874 Ballycotton Bay, Co Cork, Barque Wooden Barque of Norway. Capel Island W05508 Sunbeam 8/19/1884 Ballycotton, Co Cork, 3 Dandy 25-ton 22-year-old wooden Dandy with a of Bricks. miles E off Foundered. W07863 Abbett 3/12/1841 Ballycotton, Co Cork, off Schooner Schooner, collided with the Royal Saxon and sank. W07884 Alarm Between Ballycrennan, Ballycotton Ship Ship driven into Ballycotton Bay, dragged anchors and 23/3/1866 Bay drifted toward the north side of the bay. and 7/4/1866 W07889 Alexandra / 11/10/1861 Ballycotton, Co Cork, 25 Unknown 76-ton Cork registered vessel, official number 39,075. Alexander miles off W07922 Anna Maria Unknown Ballycotton, Co Cork and Unknown Vessel lost to the Dutch after the Battle of Kinsale. , between W07924 Anne 4/28/1849 Ballycotton, Co Cork Unknown Cargo of coal. Dropped anchor in the sheltered bay but dragged and was driven onto the rocks. W07926 Anne 12/24/1870 Ballycotton, Co Cork, S W Brig 179-ton 37-year old brig with coal, stranded, a partial loss. 7 miles W07941 Argo 7/21/1886 Ballycotton Bay, Co Cork Smack Smack of Bridgewater with a cargo of coal, led into the New

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss Pier. W07942 Argo C 1885 Ballycrinane, c. 5 miles from Unknown Vessel with a figurehead of the goddess Argo, cargo of Killeagh, Ballycotton Bay several hundred barrels of refined oil. Stranded. W07943 Argo 1/28/1883 Garryvoe, near Ballycotton Barque 632-ton 7-year old wooden barque of Sunderland or New Island York W08017 Britannia 12/22/1825 Ballycotton, Co Cork Unknown Wrecked. W08019 Britannia 1/15/1765 Ballycotton Bay, Co Cork Unknown Vessel stranded. Looted by locals. W08042 Capprichio / 1/25/1829 Youghal, Co Cork, between Brig Bilboa brig with a cargo of wheat, struck the island. Capucho Ballycotton Island W08070 Charles 2/7/1886 Ballycotton, Co Cork, 4 Smack 43-ton 38-year old wooden smack of Carnarvon. The owner miles W of/Ballycroneen was W. Roberts of Carnarvon and the master was E. Roberts. En route from Carnarvon to Cork with 3 crew and a cargo of slates, stranded and totally wrecked in calm weather on 7 February 1886. The crew W08081 Choice 2/16/1855 Black Rock, Ballycotton Is. Barque Barque with a cargo of barley. Driven into the bay was nearly wrecked. W08086 City of Bristol 1829-1840 Ballycotton, Co Cork Steamship 209-ton 13-year-old steamer was stranded and got away. (SS) W08095 Clementson 11/27/1838 Ballycotton, Co Cork, E of Brig 264-ton with copper ore, cotton, indigo, driven ashore and became a total wreck. W08112 Cooleen 1/8/1894 Ballycotton, Co Cork / near Barque 629-/657-ton iron barque of Belfast. Measured L.54.99 x , 1 mile along the B.9.19 x D.5.30 (1 x dk; 1 x bh; q.deck 11ft). cliffs W08134 Dart (SS) 6/14/1917 Ballycotton, Co Cork, Steamship 3207-ton 19-year-old steel steamship. Measured L.99.06 x lightship, 6 miles SSW B.13.53 x D.5.96 (1 x deck; 6 x bh). W08143 Defiance 9/18/1860 Ballywilliam, 1 mile S of Hooker 20-ton hooker/smack with a cargo of bricks, foundered and Churchtown/off Ballycotton became a total wreck. Island Hooker W08166 Dring 10/17/1883 Ballycotton, Co Cork Yawl Fishing yawl, lost. No lives were lost. W08171 Dukat (SS) 2/20/1917 Ballycotton, Co Cork, 5-6 Merchant Vessel 1,408-ton steel steamship of. Measured L.70.10 x B.10.66 x miles SSE of D.4.29. W08175 Dunsyre (SS) 4/1/1900 Ballycotton, Co Cork, Collier 56-/160-/176-ton 1-year-old steal & iron steam collier. lightship, 4 miles WSW of Measured L.30.48 x B.6.12 x D.2.52. W08181 Earl of Roden / Between Ballycotton and Poor Head, Steamship 227-/305-ton steamship built in , with a cargo of Earl Roden (SS) 22/3/1843 Sandy creek surrounded by cured provisions.

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss and rocks at Ballylanders 27/3/1843 W08187 Eduardino 12/30/1869 Ballycotton Bay, Co Cork, Brig 360-ton brig of Genoa carrying a cargo of wheat, anchor NW corner of dragged and driven ashore at the NW corner of the bay. W08207 Elizabeth 12/20/1825 Ballycotton, Co Cork Unknown Vessel of Kinsale, driven on the sands, the vessel was expected to be got off. W08225 Enterprise 1/5/1867 Ballycotton, Co Cork, near Brigantine 99-ton 26-year-old brig, with coal. Foundered and lost. W08233 Eugenie 12/29/1865 Ballywilliam / Ballymacotter / Barque 1194-ton three-masted barque. L.189.2 x B.36.1 x D.22.5ft. Ballycroneen / Ballycotton, 4 miles from W08245 Falcon 12/13/1848 Ballycotton, Co Cork Schooner 70-ton schooner of , with a cargo of Indian corn, at anchor but broke from moorings and went ashore. W08247 Fame 7/31/1850 Ballycotton Bay, Co Cork Unknown Wooden sailing vessel went ashore. Seriously damaged. W08269 Florida (SS) 3/22/1867 Ballycotton, off Steamship 1,432 7-year-old iron steamship of Liverpool, with a cargo of coal and furniture. W08281 Foyle 1/6/1821 Ballycotton, Co Cork Unknown Vessel en route from Chepstow to Derry, went ashore. W08293 Friendship 7/22/1835 Ballycotton Bay, Co Cork Unknown Vessel went on the shore. Was got off and put into Youghal. W08335 Gustava 10/23/1881 Ballycotton Bay, Co Cork Barque 393-ton 80-year old wooden barque of Norway, cargo of coal, lost sails and spars. W08346 Hants 1/29/1865 Ballycotton, Co Cork Redundant Brig of Whitby carrying cargo of grain, struck on the sand. Record W08354 Harstene 2/11/1874 Ballycotton Bay, Co Cork Schooner American schooner, went ashore, towed off. W08358 Hebe 12/26/1848 Ballycotton, Co Cork, Unknown Vessel and a 700-ton cargo of wheat.

W08362 Helen Helgiers 9/25/1856 Ballycotton, Co Cork / Unknown Vessel of Liverpool involved in a collision with the Yeoman of Tuskar Rock and Ballycotton Liverpool, in which both were lost. Island, between W08371 Henrietta 12/1/1848 Cow and Calf Rocks, Barque American barque en route from Cork to Cardiff, struck the Ballycotton Is. Cow and Calf Rocks, a complete wreck. W08377 Herefordshire 12/6/1830 Ballycotton Bay, Co Cork Unknown 90-ton 6-year-old vessel built in 1824, stranded. Later got off and towed into Youghal. W08405 Idolette 11/19/1872 Ballycotton, Co Cork Brig Brig assisted by the Ballycotton lifeboat, St. Clair. W08417 Iniscarra / 5/12/1918 Ballycotton Island, Co Cork, Steamship 1412-ton 15-year-old steel steamship. Measured L.280.5 x Inniscarra (SS) 10 miles SEE of / Mine B.32.2/38.2 x D.17ft. Head, offshore, 7.5M SSW

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss W08420 Iodes 5/5/1917 Ballycotton, Co Cork Unknown Vessel of Middlesbrough, mined and sunk. W08436 James Duckett Between Ballymacotter, between Barque 253-ton 6-year old iron barque of Preston, with cargo of 31/1/1872 Poor Head and Ballycotton palm kernels. and (same spot as Eugenie) 28/2/1872 W08446 Jessie / Jessy 11/14/1848 Ballycotton, Co Cork, Sloop 73-ton Rothsay sloop, with a cargo of oats, wrecked on the Smith's Rocks. W08447 Jessie McDonald 10/1/1887 Ballycotton, Co Cork, 30 Barquentine 275-ton 16-year old wooden barquentine. / Jessie miles SW of MacDonald W08450 John 9/24/1874 Ballycotton, Co Cork Ship Ship of Truro lost. W08460 John George 9/11/1837 Ballycotton Bay, Co Cork Schooner Schooner carrying coal from Newcastle to Cork. Foundered Elphinstone and was identified when its topmasts were observed above water. W08467 Joseph and Between Inch Bay, Poor Head, Unknown Vessel lost. Dorothy 8/12/1828 Ballycotton and 26/12/1828 W08481 Kalodyne 2/11/1874 Ballycotton Bay, Co Cork Unknown Vessel lost its bulwarks, stanchions and sails in severe weather. W08489 Katie 7/8/1896 Ballycotton, Co Cork, about Ketch 54-ton 35-year old wooden ketch, cargo of coal, foundered 30 miles S of and lost. W08516 Lahaina 12/30/1869 Ballycotton, Co Cork Brig Brig seen in distress when driven into the bay. Struck rocks three times before suddenly sinking. W08534 Lisette 3/22/1862 Ballycotton, Co Cork, on the Barque The Prussian barque with a cargo of rye, went ashore on the rocks outside Cabha Brean rocks outside Cabha Brean, likely to be a total wreck. W08536 Little Pet Between Ballycotton, Co Cork Unknown Vessel, in contact with the Mahaica. Sank. 26/2/1846 and 2/3/1846 W08539 Lodes (SS) 5/5/1917 Ballycotton, Co Cork, 4 Steamship 396-ton 19-year-old steamship. Measured L.153.6 x B.23.7 miles SE of x D8.9ft. Torpedoed and sunk by a German submarine. W08568 Magnificent 3/18/1836 Ballycotton, Co Cork Unknown Vessel wrecked en with a cargo of tobacco, cotton, woollen and other goods, 900 stand of arms, 600 cutlasses, 600 spearpoint knives and 500 casks.

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss W08622 Matanzas 10/8/1865 Ballycotton Sound, Co Cork Barque Barque, with a cargo of grain, struck on sunken rocks, managed to get off. W08623 Matilda 11/20/1830 Ballytrasna, W of Ballycotton Schooner Schooner of Exeter with a cargo of culm. Driven ashore and became a total wreck. W08632 Merchant 12/7/1859 Ballycotton Bay Schooner Schooner/Brigantine of Cork parted cable in a violent gale, ran ashore and became a total wreck. W08725 Pandora 12/15/1848 Ballycotton Bay, Co Cork, Unknown 165-ton Wexford vessel, went ashore. between Ballycotton and Ballycrennan, N side of W08742 Perthshire 4/12/1815 Cork Harbour / between Unknown Vessel of Jamaica en route from Jamaica to Greenock, on Ballycotton Is. and Cork shore with 11ft of water in her hold. W08765 Porto Nova 12/18/1853 Ballycotton, Co Cork Schooner 80-ton schooner, cargo of Indian corn and oranges, parted and was driven ashore. W08803 Rival 4/8/1899 Ballycotton, Co Cork, Schooner 78-ton 53-year-old wooden schooner, cargo of pitwood, Wheat(en) Rock, near became stranded and sank. W08818 Rosina 11/27/1810 Ballycotton, Co Cork Schooner Wooden schooner lost. W08823 Ruby 2/13/1776 Ballycotton Bay, Co Cork Unknown Vessel lost en route from Bristol to London. W08826 Saga 2/16/1895 Brig 323-ton 20-year-old Brig of Calmar, Measured L.39.37 x Ballycotton and Poor Head, B.7.49 x D.3.83 Cabha Brean W08845 Sarah 11/4/1842 Ballycotton Island, Co Cork Schooner 71-ton 24-year-old schooner, foundered off the island. W08873 Sirius (SS) Between Ballycotton, Co Cork, Paddler Steamer 703-ton paddle steamer. Measured L.178.4 x B.25.8 x 15/1/1847 / Weare D.18.3 ft. and Cove, 0.5 mile W of 19/1/1847 W08878 Slieve na mBan 2/13/1923 Collier Converted collier, operating as a gunboat for the Free State Ballycotton Bay , went ashore, refloated to docks. W08882 Sovereign 12/23/1803 Ballycotton Island, Co Cork Ship Valued at £200,000, with a cargo of sugar and coffee, lost her main and fore mast. W08894 St. Columba 9/25/1896 Ballycotton, Co Cork, 30 Lugger 21-ton wooden lugger, lost. miles SE of W08907 St. Louis 10/24/1879 Ballycotton Bay, Co Cork Brigantine 195-ton 4-year old wooden brigantine of Quebec. W08928 Susquehana 11/20/1846 Ballycrennan Strand, Ship 800-ton ship, cargo of timber. Driven ashore and thrown 8 opposite Ballycotton yards beyond the reach of the high spring tide. W08941 Tadorna (SS) 11/15/1911 Ballycotton, Co Cork, under Ship 1643-ton 1-year-old ship. Measured L.275 x B.36 x D.19.5ft

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss the castle at Warrens with a general cargo. Strand, Ballycrenane, E of W08970 Trader 10/28/1892 Ballycotton, Co Cork Unknown Trader, of Liverpool, cargo of coal, lost. W08995 Unknown 11/25/1835 Ballycotton, Co Cork Schooner Portuguese schooner struck a rock, was carried off. W08997 Unknown 1/24/1846 Ballycotton, Co Cork, Boat Whaler capsized in heavy . between the two islands off W08999 Unknown Unknown Ballycotton, Co Cork Unknown Vessel wrecked W09008 Unknown 10/17/1883 Ballycotton, Co Cork Yawl Local fishing yawl broke all but one of her oars. Drifted for four miles. W09011 Unknown 11/23/1868 Ballycotton, Co Cork Unknown Whaleboat broke in two. W09129 Unknown Unknown Ballycotton, Co Cork, Boat 25ft long open boat with a beam of 6ft. lightship, 5 miles S of W09177 Unknown Unknown Ballycotton Island, Co Cork, Flyboat 80-ton flyboat owned lost.

W09202 Unknown (SS) Unknown Capel Is., 5 miles S of, Steamship Sunken wreck, with its mast and 2 gaffs 4ft out of water in Ballycotton, 5 miles E of 12 fathoms, possibly a large steamer. W09203 Unknown 12/26/1763 Ballycotton, Co Cork Collier Collier lost. W09208 Unknown 12/20/1794 Ballycotton Bay, Co Cork Brig Brig, lost. W09211 Upupa (SS) 1/16/1903 Ballycotton, Co Cork Steamship 568-ton three-masted schooner-rigged steamship (official No. 58,558), 235ft long., driven ashore. W09215 Valiant 12/14/1848 Ballycotton, Co Cork Brig Brig of Sunderland driven into the bay. W09218 Vanguard (SS) 1844-1856 Roches Point, Co Cork, Steamship Dublin & Glasgow Steam Packet Co. or Liverpool & Glasgow White Bay / Ballycotton, the Steamship Co. vessel went on the rocks in White Bay, was Smiths got off and towed. W09226 Vernon 12/26/1763 Ballycotton, Co Cork Unknown W09230 Victoria 11/28/1849 Ballycotton Bay, Co Cork Unknown Driven on shore. W09235 Viking (SS) 12/14/1901 Ballycotton Island, 30 miles Iron Steamship 76-/ 196-ton 30-year-old iron steamship. Measured L.36.70 SSW of x B.5.99 x D.2.94. W09251 Wear 1/1/1823 Ballycotton, Co Cork and Unknown 450-ton new Bristol vessel. Ballyandreen, rocks between W09264 William Gilmore February Ballycotton, Co Cork, Schooner 119-ton schooner. Grounded at Smith Rock but towed off 1922 and broken up in Kinsale. W09272 Yeoman 9/25/1856 Ballycotton, Co Cork / Unknown Vessel of Liverpool involved in a collision with Helen Tuskar Rock and Ballycotton Helgiers. Both vessels were lost.

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss Island, between W11916 Unknown November Ballycotton, Co Cork, near Unknown Lost near Ballycotton 1850 W12078 Shamrock 8/22/1865 between Ballycotton and Smack The smack Shamrock, with a cargo of bricks reported lost. Power Head W12591 Dunsyra (SS) 4/1/1900 Ballycotton, Co Cork, Redundant 56-ton 1-year-old iron and steel steamship with a cargo of lightship, c.4 miles WSW of, Record coal. Foundered. Co Cork. W12749 Unknown C 11/1667 Capel Island, Ballycotton, Unknown Dutch ship lost near Capel Island. near W12893 Mary 1/3/1795 Ballycotton Unknown Laden with beef, butter and pork for London, lost. W13347 Pershire 4/12/1815 Ballycotton Island and Cork, Unknown Run ashore between Ballycotton Island and Cork with a between cargo of Pimento. W13480 Favorite 11/21/1830 Ballycotton Bay Unknown Driven ashore during a Gale. W13564 Friends 2/18/1827 Ballycotton Bay Unknown W13675 Joseph 1/8/1828 Ballycotton Unknown Stranded in Ballycotton Bay. W13706 Spring 3/21/1828 Ballycotton, entrance of Schooner A schooner, laden with 600 barrels of wheat, upset at the entrance to Ballycotton Island. W13975 Unknown 3/25/1941 Ballycotton, near Steamship LL of 25 March 1941. W14010 Unknown 6/8/1840 Ballycotton Brig Dismasted brig near Ballycotton. W14031 Unknown 2/2/1841 Ballycotton Island, off Unknown A vessel of c. 120 tons, dismasted, laden with tar. Possibly a wreck. W14090 Mary Jane 5/20/1843 Ballycotton Bay Unknown Sprang a leak and was run on shore, but was expected to be got off. W14187 Unknown 12/1/1835 Ballycotton, off Schooner A Portuguese Schooner. W14249 Prince Albert 3/9/1845 Ballycotton Island Schooner The Schooner Prince Albert, laden with salt, ran on the rocks and totally wrecked. W14270 Unknown 10/12/1845 Ballycotton Unknown Driven on shore. W14377 Unknown 11/21/1846 Ballycotton, E. of Unknown Vessel reported wrecked. W14382 Jane 11/23/1846 Ballycotton Unknown From N. America, on shore at Ballycotton. W14436 Flora Emily 3/31/1911 Ballycotton, 8M E of Schooner Schooner Flora Emily, of Inverness, cargo malt, sunk. W14705 Unknown 3/20/1910 Unknown Sunken wreckage Ballycotton W14857 Unknown 12/18/1848 Ballycotton, off Unknown A wrecked ship reported.

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Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss W14865 Lancashire 2/28/1894 Ballycotton, off Barque Barque Lancashire, which broke adrift from tug Mona. W14933 Kate 7/8/1896 Ballycotton, 40M S of Ketch Ketch Kate, Master Kelly, of Bideford, en route from Newport for Courtmacsherry with a cargo of coal, foundered. W15181 Unknown 11/17/1895 Ballycotton and Poor Head, Unknown Submerged wreck, about 100 feet long. between W15189 Unknown 10/8/1896 Unknown Small vessel with three short masts, no yards, drifting 7M SW of slowly. W15192 Unknown 10/9/1896 Blackwater lightvessel, 6M Barquentine A boat about 15 feet long full of water, six miles SE of the SE of / Minehead and Blackwater light vessel. Ballycotton, between W15519 Unknown 1/2/1923 Ballycotton Lighthouse, 8 Unknown A submerged wreck was reported 8 miles from Ballycotton miles from Lighthouse. W15617 Navarino 11/2/1856 Ballycotton Island, 32M off Ship W15650 Importer 12/8/1856 Ballycotton Sound, onshore Unknown Went on shore and gone to pieces. W15656 Jane 12/10/1856 Ballycotton Schooner Expected to be lost, with her cargo. W15737 Douro 11/27/1859 Ballycotton Strand Unknown Wreckage washed ashore W15852 Catherine & 2/8/1858 Ballycotton, rocks off Schooner Coals/sugar, went ashore, total wreck. Isabella W15954 Unknown 12/3/1850 Ballycotton, near Unknown A vessel, timber-laden, reported on shore. W15983 Unknown 12/20/1853 Ballycotton, off Unknown A vessel, with masts, carried away. W15992 Unknown 1/22/1854 Ballycotton Bay Unknown Rumour of a vessel ashore. W16032 Unknown 2/6/1856 Ballycotton, on the shore East Indiaman A ship from the East Indies. W16045 Unknown 10/20/1856 Ballycotton, Ballicrenan Unknown Part of the of a vessel, fir built, about 80 feet long by 25 feet wide, washed ashore. W16108 Unknown 11/19/1859 Ballycotton, 12M S of Longboat W16220 Unknown 9/16/1900 Ballycotton, 10 miles NE of Fishing boat W16549 Camilla 2/3/1870 Ballycotton bay Unknown Wreckage washed ashore / picked up W16599 Annie 12/25/1870 Ballycotton Bay Brig Coal, reported on shore. W16757 Naomi & Jane 2/20/1874 Ballycotton Sloop Stranded and quickly filled and sunk. W16918 Unknown 11/24/1902 Capel Island, four miles S Unknown The masts of a submerged vessel reported of/E of Ballycotton W17091 Unknown 2/9/1872 Ballycotton Coaster Two vessels went ashore at Ballycotton. W17092 Unknown 2/9/1872 Ballycotton Coaster Two vessels went ashore at Ballycotton.

ADCO 30 Archaeological Desktop Review Fibre-optic cable landfall Ballycotton Bay, Co. Cork

Wreck N ame D ate of Pla ce of Loss Class D etail No. Loss W17102 Unknown 11/24/1905 Ballycotton Light bearing N Unknown c. 5 miles W17117 Unknown 2/17/1874 Ballycotton Unknown Broken spars and timbers reported to have washed ashore. W17188 Unknown 5/1/1878 Ballycotton, 60M S of Unknown W17202 Unknown 1/20/1774 Ballycotton Island Brig Stranded, with the utmost difficulty got on shore near . W17284 Unknown 10/3/1908 Ballycotton, off Barge W17622 No. 53 5/23/1887 Ballycotton Harbour Fishing boat The fishing vessel No. 53, sunk at her moorings, but was removed and taken ashore. W17902 Unknown 10/19/1862 Ballyandreen, (W. of Schooner Totally wrecked. Ballycotton) W18027 Unknown 1/29/1865 Ballycotton Brig Greek brig and a schooner reported ashore at Ballycotton. W18136 Friends 5/26/1866 Ballycotton Bay, the rocks at Schooner The schooner with a cargo of salt, run on the rocks. W18187 Alma 1/10/1867 Ballycotton Schooner The boat of the schooner Alma, was washed ashore at Ballycotton, possibly wrecked. W18218 Belem 3/19/1867 Ballycotton, off Barque Barque abandoned. W18226 Florida (SS) 3/22/1867 Ballycotton, off Redundant Record W18263 Unknown 5/9/1867 Ballycotton, six nautical (?) Unknown miles S. of

ADCO 31 Archaeological Desktop Review Fibre-optic cable landfall Ballycotton Bay, Co. Cork

7.0 APPENDIX 2: KNOWN SHIPWRECKING EVENTS, BALLYCOTTON BAY

Source: Historic Shipwreck Inventory, Department of Arts, Heritage and Gaeltacht.

Note: Known shipwreck sites are to be distinguished from Recorded Shipwreck events, insofar as the known record is based on charted locations of wreckage, determined by various means. The baseline date is derived from UKHO records, to which are added INSS observations from recent and current seabed surveys. Observations of wrecksites are also absorbed from project-specific marine geophysical surveys, ance for new survey work to be conducted within certain baseline standards, which include a reporting mechanism to the DAHG to ensure that new observations are considered and added.

Wreck N ame D ate of Class D etail D DLat D DLong UTM29N E UTM29N N No. Loss W08471 Joseph Mitchell Pre 8/3/1950 Unknown The Commissioners of Irish Lights 51.81112 -8.03612 566448 5740469 reported that a portion of the mast was visible W08557 Lucena (SS) 27/06/1915 Steamship UKHO Wreck no.011600846. 243- 51.81389 -7.85278 579082 5740961 ton 2-year-old steel steamship of Liverpool W08799 Richard de 10/08/1917 Steamship UKHO Wreck No.011600378. 5591- 51.71333 - 7.7033 589582 5729950 Laringa / ton 1-year-old steel steamship of Richard de Liverpool, built in 1916. Measured Larrinaga (SS) L.439.8 x B.56 x D.26.3ft. W09131 Unknown Unknown Unknown UKHO Wreck No.011600329. 51.64167 -7.89167 576692 5721766 Wreckage was located with a sonar. W09132 Unknown Unknown Unknown UKHO Wreck No.011500451. 51.64166 -7.89166 576692 5721766 Unknown wreck gave off grain and oil. W09134 Unknown Unknown Unknown UKHO Wreck No.011600421 This 51.72 -7.925 574257 5730443 location gave a sonar contact 300ft long by 24ft high W09142 Unknown Unknown Unknown UKHO Wreck No.011600330. This 51.64444 -7.91806 574862 5722047

ADCO 32 Archaeological Desktop Review Fibre-optic cable landfall Ballycotton Bay, Co. Cork

Wreck N ame D ate of Class D etail D DLat D DLong UTM29N E UTM29N N No. Loss location gave a good sonar contact measuring 200 long W10732 Unknown Unknown Unknown 51.641667 -7.89166 576692 5721766 W10772 Unknown Unknown Unknown Unknown 51.84167 -7.99167 569465 5743908 W11037 Unknown Unknown Unknown Unknown 51.70817 -7.83 580841 5729228 W11038 Unknown Unknown Unknown Unknown 51.85967 -7.87633 577380 5746026 W11039 Unknown Unknown Unknown Unknown 51.85967 -7.86967 577839 5746034 W11043 Unknown Unknown Unknown Unknown 51.648 -7.93445 573721 5722426 W11318 Unknown Unknown Unknown Wreck 51.64083 -7.91467 575102 5721649 W11319 Unknown Unknown Unknown Wreck 51.6625 -7.82817 581049 5724151 W11561 Unknown Unknown Unknown Unknown 51.6418 -7.88883 576888 5721784 (probably UKHO 11488) 1885 Unknown Unknown Unknown 51.8365 -7.83133 580520.3 5743500

ADCO 33 Propo sed Beac h Manhole AC2 PiPiper Cork to Amsterdam AC1 PiPiper Infrastructure Cable Route Ballycotton Bay Stub End Cable Route AC3 29 September 2014

AC4

WD 20m

Background: British Admiralty Chart Number 2049 Reproduced under UKHO Licence No. 17346 Not Suitable for

Legend

Cable Route Alter Courses / Points on Line Ballycotton Cable One Ballycotton Cable Two

AC5 Route Position List Extract PiPipRouteer - C oPositionrk to Am Listste rExtractdam Stub

Latitude Longitude Label deg min h deg min h BMH - New proposed 51 51.6672 N 007 59.8434 W AC1 Lower point of 51 51.6440 N 007 59.8300 W beach access ramp AC2 51 51.7300 N 007 59.5739 W AC3 Seaward end of sandy corridor at 12m 51 50.5543 N 007 58.8817 W water depth AC4 51 49.7718 N 007 57.6662 W WD 20m 51 49.7007 N 007 57.6091 W TR DA-14/SA-14 51 49.6797 N 007 57.5922 W WD 50m 51 46.2944 N 007 54.8720 W AC5 51 44.1895 N 007 53.1823 W MB 12nm LIMIT 51 38.1539 N 007 51.6962 W Stub End 51 37.8788 N 007 51.6286 W

12nm Limit Stub End 0 30 180cm

Figure 2: Known archaeological PiPiper, Ballycotton Bay project sites at the landfall location. Compiled: NB, 11/08/2014 0 30 180cm

Figure 3: Known shipwreck PiPiper, Ballycotton Bay project sites within the 12nm limit Compiled: NB, 11/08/2014 close to the cable route.

Recording prehistoric logboat at Underwater elevation of bridge pier collapsed in Iron cannon on site of 17th-century Gormanston, Co. Meath 1763. River Nore Flood Alleviation Scheme timber wreck discovered during GAS 2025 Irish Sea dredging programme Interconnector Waterford Harbour