REPORT ON ARCHAEOLOGICAL ASSESSMENT
OF PROPOSED FLOATING PONTOON INSTALLATION AT
SPIKE ISLAND, CO. CORK
Geomara Ltd
Job Number: G13002
Licence Numbers: 12R147 & 12D39
Author: Eoghan Kieran
Date: February 2013
TABLE OF CONTENTS 1 SCOPE OF WORKS ...... 2 1.1 Introduction ...... 2 1.2 Purpose of the Assessment...... 2 2 CHARACTERISTICS OF THE PROJECT ...... 4 2.1 Proposed development ...... 4 3. DESCRIPTION OF THE EXISTING ENVIRONMENT ...... 7 3.1 Project Location ...... 7 3.2 Solid Geology ...... 7 3.3 Soil Type ...... 7 4. ARCHAEOLOGICAL AND HISTORICAL BACKGROUND ...... 7 4.1 Mesolithic ...... 7 4.2 Neolithic ...... 9 4.3 Bronze Age ...... 9 4.4 Iron Age ...... 10 4.5 Early Christian Period ...... 10 4.6 The Viking period ...... 11 4.7 Site Specific Background ...... 12 4.8 Lewis Topographical dictionary records the following for Spike Island: ...... 14 5. BASELINE DATA ...... 14 5.1 Record of Monuments and Places ...... 14 5.2 Historic Maps ...... 19 5.2.1 First Edition Ordnance Survey ...... 19 5.3 Aerial Photography...... 21 5.4 Previous Archaeological Fieldwork...... 22 5.5 Recorded Protected Structures ...... 22 5.6 Shipwreck Inventory ...... 22 5.7 Ports and Harbour Archive ...... 38 6. SITE SURVEY ...... 38 6.1 Site Survey Methodology ...... 38 6.2 Site Survey Findings ...... 39 5. SUMMARY AND CONCLUSION ...... 46 5.1 Summary...... 46 5.2 Conclusion and Recommendation ...... 46 APPENDIX 1. BIBLIOGRAPHY ...... 47
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TABLEOFFIGURES
Figure 1. Extract from Discovery Series map showing site location in red ...... 3 Figure 2. Site Location ...... 4 Figure 3. Proposed Development ...... 5 Figure 4. Close up of pontoon development ...... 6 Figure 5. Plan of Spike Island ...... 13 Figure 6. Extract from RMP CO:087 showing site location in red ...... 18 Figure 7. Extract from 1 st Edition Ordnance Survey ...... 19 Figure 8. Extract from 25 inch map of Spike Island ...... 20 Figure 9. Survey grid line ...... 39
TABLE OF PLATES
Plate 1. Extract from drawing of Cork Harbour showing convicts causeway ...... 21 Plate 2. Aerial image of Spike Island with site location in red ...... 22 Plate 3. Concrete jetty ...... 41 Plate 4. Wavin hose travelling across foreshore ...... 42 Plate 5. Wavin hose travelling across the stoney foreshore ...... 42 Plate 6. Metal brace on foreshore ...... 43 Plate 7. Metal chain on foreshore ...... 43 Plate 8. Parallel pipes on stoney seafloor ...... 44 Plate 9. Parallel pipes close to shore ...... 44 Plate 10. Single pipe on seafloor ...... 45 Plate 11. Second single pipe ...... 45 Plate 12. Additional view of second single pipe ...... 46
M13C03 Spike Island February 2013 Abbreviations
CAD Computer Aided Design CRP Common Reference Point CVI Close Visual Inspection DGPS Differentially Corrected Global Positioning System DP Dynamic Positioning DXF Drawing Exchange Format EGNOS European Geostationary Navigation Overlay Service GIS Geographical Information System GPS Global Positioning System GVI General Visual Inspection HIRA Hazard Identification and Risk Assessment HSE Health Safety and Environment HW High Water IMCA International Maritime Contractors' Association IMO International Maritime Organisation ISO International Organisation of Standards kt Knot LAN Local Area Network LAT Lowest Astronomical Tide PC Personal Computer/Party Chief POW Plan of Work PVT Position Velocity Time QA Quality Assurance QC Quality Control QHSE Quality Health Safety and Environmental RC Route Clearance RFQ Request for Quotation RPL Route Position Listing RS232 Recommended Standard 232 RTG Real Time Gypsy SBAS Satellite Based Augmentation System SOLAS Safety of Life at Sea SOW Scope of Work SWL Safe Working Load TBA To be advised
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UTC Universal Time Coordinated UTM Universal Transverse Mercator WAAS Wide Area Augmentation System WD Water Depth WGS84 World Geodetic System 1984
Debris: Waste material, fishing gear, discarded items. Demobilisation: Removal of equipment, personnel and scrap from a Vessel Downtime: Period when equipment is not operational, either due to malfunction or for other operational issues. Mobilisation: All preparations before commencement of work including fit-out, production and approval of documentation, allocation of personnel and equipment, input of route data in computer, etc. Weather: Prevailing seastate, current(s), swell and/or wind conditions.
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Non-Technical Summary habitation for thousands of years, with the
island itself being designated as a Recorded Geomara was commissioned by Cronin Millar Monument and Place. The program of site Consulting Engineers on behalf of Cork County survey used both diver visual and metal Council to carry out an archaeological impact detection survey to investigate the proposed assessment of a proposed floating pontoon and development site and its immediate gangway development at Spike Island, Co. Cork. surroundings for the presence of potential The assessment was carried out in February cultural heritage material and features. 2013 under detection device and dive survey Although the site survey did not record the licences 12R147 & 12D39. presence of any such remains, it is likely that sub surface cultural heritage remains may be The proposed development comprised the contained in this area. The findings of the installation of a floating pontoon, access desktop assessment also appear to corroborate gangway, fixed access platform and associated this finding, as it has indicated that the area infrastructure. was of high archaeological potential. The archaeological impact assessment of the The findings of both the desktop assessment project was achieved through a combination of and the site survey both indicate that the historical resource assessment and site survey. likelihood of the proposal to construct a The historical resource assessment provided an floating gangway and jetty at Spike Island will archaeological and historical assessment to the have the potential to impact previously site and described its setting. It also provided unrecorded archaeological or Cultural heritage an indication of the likely discovery or recovery material. Based on this finding, it is of cultural heritage material from the area. recommended that all ground works associated The site survey investigated the proposed with the project should be monitored by a development area and its immediate suitably qualified marine archaeologist and that surroundings for the presence of cultural all removed spoil should be metal detected. heritage. It achieved this through a combination of direct diver visual survey and metal detection. The completion of the site survey augmented the findings of the historical resource assessment and allowed full assessment of the potential impact of the proposed development.
Spike Island and the greater Cork Harbour area has been the site of human exploitation and
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M13C03 Spike Island February 2013 1 SCOPE OF WORKS
1.1 Introduction
Geomara was commissioned by Cronin Millar Consulting Engineers on behalf of Cork County Council to carry out an archaeological impact assessment of a proposed floating pontoon and gangway development at Spike Island, Co. Cork (see figure 1).
This report details the results of the assessment which was carried out in February 2013 under detection device and dive survey licences 12R147 & 12D39. It details the proposed development, the archaeological background to the site, the survey methodology and results as well as assessment conclusions and recommendations.
1.2 Purpose of the Assessment
The principle aim of assessment is to anticipate and avoid impacts on the archaeological resource. Archaeological assessment may be required as part of the planning process “in response to developments which may be located in the vicinity of archaeological monuments” (The Heritage Council, 2000).
Assessment has been described as “the overall process of assessing the impact of a development” (DAHGI, 1999). It can comprise of mitigatory measures including documentary research, examination of aerial photographs etc. and more intrusive measures including testing and/or full excavation.
The purpose of the underwater archaeological assessment was to:
• Ascertain the character, condition and extent of any archaeological area, features or objects likely to be affected by the proposed works, including any associated temporary works and to ascertain the potential impact of the works on archaeological remains outside the immediate area of the proposed works as these maybe vulnerable to impacts arising from consequent changes in hydrology and sediment formation • Accurately locate the archaeological area, features and objects and present the findings in map form • Describe same and discuss their likely provenance • Ascertain the potential impact of the proposed works on these remains • Recommend appropriate measures for the avoidance of these remains or, where this cannot be achieved, to recommend measures to mitigate the impact of the works • Incorporate all the above into a report
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This was achieved through a combination of historical resource assessment and site survey. The historical resource assessment provided an archaeological and historical assessment to the site and described its setting. It also provided an indication of the likely discovery or recovery of cultural heritage material from the area.
The site survey investigated the proposed development area and its immediate surroundings for the presence of cultural heritage. It achieved this through a combination of direct diver visual survey and metal detection. The completion of the site survey augmented the findings of the historical resource assessment and allowed full assessment of the potential impact of the proposed development.
Figure1. Extract from Discovery Series map showing site location in red
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M13C03 Spike Island February 2013 2 CHARACTERISTICS OF THE PROJECT
2.1 Proposed development
The proposed works consists of the installation of a floating pontoon, access gangway, fixed access platform and associated infrastructure. Dredging will not be carried out as part of this application.
The survey area will consist of an area below Mean Low Water Springs and the intertidal foreshore (see figures 2-4).
Figure 2. Site Location
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Figure 3. Proposed Development
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Figure 4. Close up of pontoon development
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M13C03 Spike Island February 2013 3. DESCRIPTION OF THE EXISTING ENVIRONMENT
3.1 Project Location
Spike Island is an island of 103 Acres in Cork Harbour, Ireland. Originally the site of a monastic settlement, the island's strategic location within the harbour meant it was used at times for defence and as a prison. The island is dominated by a star fort, which is under development as a heritage tourist attraction.
The survey area is located adjacent to Fort Mitchell Pier, Spike Island in Cork Harbour. The area of foreshore where the proposed Spike Island Pontoon will be installed is largely unoccupied except for old disused telephone cables and secondary water services which will be shut off prior to installation of the proposed pontoon. Water depths at the site at mean low water springs are 0m to 4.0m and there is a spring tidal range of approximately 3.5m. The survey area will consist of an area below Mean Low Water Springs and the inter-tidal foreshore.
3.2 Solid Geology
The geology of the region surrounding Cork Harbour is largely composed of Devonian Sandstone or ‘Old Red Sandstone’.
3.3 Soil Type
The Geological Survey of Ireland classify the soils in this area as Brown Podzolics which are associated with Acid Brown Earths and Gleys.
4. ARCHAEOLOGICAL AND HISTORICAL BACKGROUND
4.1 Mesolithic
The Mesolithic (middle stone age) people were the first inhabitants of Ireland, arriving about 9000 years ago. They were a mobile society relying on wild resources for food, which was hunted and gathered using stone tools as well as boats, nets and traps. Settlement at this time appeared to be temporary and semi-permanent groups of huts constructed of wood slung with hide, which may have operated as seasonal or hunting camps.
Unlike many other areas of the country, where there is little evidence of Mesolithic and Neolithic cultures, there is a considerable amount of evidence for both in the area from Roche’s Point to Power Head and further east. Much of this evidence was gathered by a research project carried out by University College Cork under the directorship of Prof. Peter Woodman in the 1980s (Power, 1994). The programme carried out a number of field surveys, examining recently ploughed fields for evidence of Mesolithic and early Neolithic activity. Typically this evidence took the form of discarded stone tools
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M13C03 Spike Island February 2013 and debris from their manufacture, and provided evidence for Mesolithic occupation of the area. Collectively termed as ‘flint or lithic scatters’, one of these sites was identified in the field immediately to the north of Inch beach. The townlands where these flint scatters were recorded include Ballintra West, Ballybranagan, Ballycroneen East, Ballycroneen West, Ballykenefick, Inch, Lahard and Trabolgan.
As previously stated the Mesolithic culture is intrinsically linked with coastal settlement, and it is a widely accepted that their, both seasonal and or temporary camps, were designed to exploit seasonal resource trends. Such trends would include settlements being located at an estuary for salmon migration and moving to the coastal fringe during the pilchard and or mackerel season.
Although we only have scant evidence of Mesolithic seafaring or its technology, its presence is inferred in many ways. The first and most obvious of these is the fact that we had a Mesolithic culture in Ireland. As with today, prehistoric Ireland was separated from both mainland Europe and Britain by a stretch of sea. Consequently, the only way that the Mesolithic culture could have arrived to Ireland was via some form of seafaring technology, namely a boat or raft constructed of either timber or skin (Blackwell, 1992, Breen and Forsythe 2004).
The very obvious coastal emphasis of much of the recorded Mesolithic settlement in southern Ireland (Guileen & Doonpower Head Co. Cork and Ferriters Cove Co. Kerry) and the discovery of seafood remains at many of these sites would appear to indicate that there was a reliance on the sea for food. Consequently, it is difficult to imagine this were a seafaring technology not available to exploit the resource.
Communication in Mesolithic times was also another area where maritime technology is inferred. Unlike contemporary times, communication in prehistoric Ireland was considerably more difficult. Forests and thick woodland abounded. The only real communication routes were via waterways, namely the sea, lakes and rivers. The remains of a Mesolithic poplar dug-out log discovered at Carrigdirty Rock, in the Shannon Estuary proves that there was seafaring capabilities at this time (O Sullivan, 2001). It was fortuitous that the Carrigdirty Rock site was located on an area of soft anaerobic mud as these conditions are conducive to the preservation of archaeological material. Locations such as Inch Beach, Gyleens and Power Head, and their nearby shallow rocky reefs do not provide favourable conditions for the preservation of materials such as timber or hide, used in the construction of early seagoing vessels.
Although it could be argued that the discovery of such a number of Mesolithic sites in the greater Cork Harbour area was as a result of deliberate targeting, and that similar numbers of sites could be identified in other areas if targeted field survey was carried out. It still remains that the recording of such a preponderance of flint scatters in such a confined geographic area would appear to indicate that
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M13C03 Spike Island February 2013 the area surrounding Cork Harbour is one of the few areas of the country where there is a confirmed and obviously sustainable Mesolithic population with a very obvious focus on exploitation of marine resources.
4.2 Neolithic
Similar to the Mesolithic discoveries, the University College Cork field surveys recorded the presence of a number of Neolithic sites in this area. A number of these sites can be identified as transition sites, from Mesolithic to Neolithic. Megalithic tombs are a characteristic feature of Neolithic cultures both in Ireland and in Western Europe. They typically comprise of one of four tomb types, where collective burial was carried out in stone tombs. There are only two megalithic structures, (Rostellan RMP CO:88:10 and Castlemary RMP CO:88:15) in the broader vicinity of the proposed development. Both are situated close to the coast, adjacent to the town of Cloyne almost 4km from the subject site.
Again, although there is no recorded evidence of any Neolithic activity at the site, the presence of contemporary features on the adjacent coastal fringe infers that these cultures must have visited this area.
4.3 Bronze Age
As stone tools were replaced by the use of copper, later combined with tin to make bronze, the structure of society also changed over centuries. While some communal megalithic monuments, particularly wedge tombs continued to be used, the Bronze Age is characterised by a movement towards single burial and the production of prestige items and weapons, suggesting that society was increasingly stratified and warlike.
Bronze Age occupation of the area surrounding the subject site is represented by the presence of a possible standing stone (RMP CO:100:055), located in the townland of Ballycroneen West. This 3.3m (11 ft) tall monolith is associated with a similar structures from the region. The practice of Bronze Age cultures erecting megalithic structures such as this on their lands is largely restricted to two distinct regions in Ireland, south Munster and mid Ulster. It is in this south Munster series that this monolith is classed (O Nualainn, 1991). The erection of this stone pillar in the area is believed to have been of considerable significance to the local community. The fact that it belongs to a wider regional cultural tradition indicates that there was communication between contemporary Bronze Age communities.
The exact means and methods of communication appear to have been lost but it must be considered that waterbourne communication was practiced in the region. All the boat finds for this period in Ireland consist exclusively of logboats (Breen and Forsythe, 2004). None were recovered from the region surrounding the subject site as the area is too dynamic to provide favourable preservation conditions.
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A boat recovered from a bog in Lurgan Co. Galway, is considered by some to be an unfinished seagoing vessel which measures over 15m in length, and was fitted for outriggers. Its discovery would appear to indicate that coastal travel was being carried out at this time.
4.4 Iron Age
In late Bronze Age Ireland the use of the metal reached a high point with the production of high quality decorated weapons, ornament and instruments, often discovered from hoards or ritual deposits. The Iron Age however is known as a ‘dark age’ in Irish prehistory. Iron objects are found rarely, but there is no evidence for the warrior culture of the rest of Europe, although the distinctive La Tène style of art with animal motifs and spirals was adopted. Life in Iron Age in Ireland seems to have been much as it was in the early historic period – mixed farmers living in or around small defended settlements known as ringforts or stone cashels.
Monuments indicative of human habitation during the Iron Age include promontory forts, cashels and fulacht fiadh. Unsurprisingly considering the continued occupation of this area since the Mesolithic period, there is considerable evidence for Iron Age activity in the vicinity of the proposed development, with a number of promontory forts located around Cork Harbour.
With regard to maritime communication, archaeological evidence indicates that there was extensive local, national and international trade being carried out. The discovery of the skull of an African Barbary Ape in Navan Fort, Co. Armagh and the mentioning of Ireland (Hibernia) in a number of Phonecian, Roman and Egyptian text and maps indicates that international travel was being carried out at this time.
Again, although there is no recorded evidence of any Bronze Age activity at the site of the nearshore survey, the presence of contemporary features on the adjacent coastal fringe infers that these cultures must have visited and exploited this area.
4.5 Early Christian Period
Evidence suggests that a monastery was founded on Spike Island (Inis Píc) in the 7th Century. The well known Munster Saint, St. Mochuda or St. Carthage, is said to have founded a monastery here in AD 635. St. Mochuda miraculously cured Cathal, King of Kerrycurrihy, of deafness, blindness and lameness and in gratitude Cathal gave extensive lands to God and Mochuda forever. St. Mochuda subsequently founded a monastery on Spike and is said to have spent a year there. In later centuries there are references to a St. Ruisen, son of St. Lappan, who was also associated with the monastery on Spike.
In AD 821 the Annals record the death of Sealbhac, an Abbot of Inis Píc. Mochuda placed a religious community on the island to build there a church in honour of God. Mochuda himself remained there a whole year. On his departure he left his three diciples, Goban, a bishop, Srafan, a priest, and Holy
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Laisren together with the saintly bishop Dardomaighen to watch over his monastic settlement. Bishop Dardomaighen had conferred orders on them in the presence of Mochuda and forty monks.
At this time, Ireland had already developed laws with which the country would be governed fairly, many of these dealt exclusively with marine subjects. In the 3rd century, Cormac Mac Art was reputed to have compiled a book of rights. In it, he mentions that an annual tribute of ten ships with beds were to be paid to the Ard Ri. Later legal tracts called the Muir Brethra or Sea Laws, elaborated this and defined the rights and duties of foreign trading vessels. The later Brehon Laws, were even more detailed, describing the fee payable to a boat owner in the event that their boat was damaged. They went even went so far as to classify boat types according to their length. The laws also indicated the place in society which a boat builder occupied and his honour price.
The fact that these laws were in place bears testament to the fact that a considerable amount of maritime activity must have been taking place. Sadly the full extent of the trade links were not fully recorded.
The coming of Christianity heralded a change in Irish society, not only were small proto towns and markets being established around monasteries but we also read first-hand accounts of ocean going travel in manuscripts such as the Brendan Voyage and annals detailing the establishment of monasteries on outpost island sites such as Skellig Micheal, Co. Kerry, Tory island Co. Donegal and High Island, Co. Galway. They also tell of sea journeys taken by the monks to outposts such as Iona and Lindisfarne.
Again, although there is no recorded evidence of any Early Christian activity at the site of the nearshore survey, the presence of contemporary features on the adjacent coastal fringe infers that these cultures must have visited and exploited this area.
4.6 The Viking period
The early years of Viking contact comprised mainly of seasonal raids, whereby high status sites would be plundered by the visiting Viking. These raiders would travel from their native homeland of Norway and Denmark to Ireland performing hit and run raids on monasteries and other high status sites. Annalistic sources indicate that the first recorded attack on the monastery at Corcach Mór na Mumhan (Cork City) occurred in 820 AD (Valante 2008).
It is widely recorded that these visiting raiders were very proficient in seamanship and that most of their plunder sites were reached via boat. Consequently, although there is no direct historical or archaeological evidence to confirm, it must be assumed that the visiting Vikings must have passed by Spike Island on their approach to Cork.
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Considering the detail and extent of contemporary records, any Viking settlement in this area would almost definitely have been mentioned in some of the written sources.
The arrival of the Vikings to Ireland did ultimately lead to greater trade links with foreign towns. The monks in the Saint Finnbarr’s monastery (Cork) recorded that one could get a boat from Cork to mainland Europe. Wine was imported for church use while salt was imported for the preservation of meat. The exact source of these commodities is unknown; remaining documentary evidence suggests that the trading network reached across to Britain and France. In terms of exports, it is likely that the principle exports were sheep’s wool, hides and meat from cattle and fish. It is also probable that an internal trading system had been established between the Cork Viking port and other nearby Viking ports such as Youghal, Kinsale and Waterford.
Although there was a marked increase in local, national and international maritime trade during the Viking Period, none of this appears to have been centred at Spike Island.
4.7 Site Specific Background
Smuggling was widely practiced in the 18th century and the dark ruggedness of the Spike Island shoreline was a favourite hiding place for smugglers. However, this stopped in 1779 when the island was purchased by the British government from a local landowner. The construction of Fort Westmoreland began in 1790 to designs by Charles Vallancey. The fort was named for John Fane, 10th Earl of Westmorland, then Lord Lieutenant of Ireland, and fortified gun emplacements were constructed facing the mouth of the harbour. The first regular garrison moved in 1806. In 1810, the Arsenal was moved from Kinsale to Spike.
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Figure 5. Plan of Spike Island In 1847, Spike first became a convict depot. By 1850, over 2,000 were detained there. It was here in 1848 that John Mitchell, Irish nationalist activist and political journalist, was held on his way to Van Diemen’s Land. Mitchell’s classic Jail Journal, one of Irish nationalism’s most famous texts, was written, some say, while he was imprisoned at Spike. Fort Westmoreland Prisoners on the island were employed in quarrying stone, building the Haulbowline Island docks and constructing Forts Westmoreland, Camden and Carlisle. Spike and Haulbowline Islands were connected by a wooden bridge for the duration of this work. Co-operative prisoners were permitted to go to Forts Camden and Carlisle. Prisoners were paid for their work, but first had to go through a probationary period of 8 months during which time no payment was made. By 1853 there were 3,764 male and 514 female convicts in Ireland of which c2,500 were on Spike Island. By 1860 this had dropped to 1,076 male (c500 on Spike Island), and 416 female. Intermediate prisons were also established at Carlisle and Camden forts but were closed by 1865. Prisoners were employed quarrying stone, building the Haulbowline Island docks, and construction work at Fort Westmoreland. The two Islands were connected by a causeway and wooden bridge for the duration of this work. Fort Westmoreland was more or less complete by 1860 and the
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M13C03 Spike Island February 2013 military finished the remaining work. Situated on the top of the Spike Island hill, it is a six-bastioned fort surrounded by a ditch with two entrances and two sets of casements on the northern side.
In 1883, the last of the prisoners was relocated and Spike Island became used purely as a military post. One British officer stationed there in the early 1900s became world famous. This was Captain P.H. Fawcett, the explorer, last heard of in the Brazilian jungle in 1925. Also born on the island to William Organ, an artillery man of the garrison, was a child called Ellen. Later known as Little Nellie of Holy God, the child’s perception of God was such that the Church authority permitted her to receive Holy Communion when she was only four years old.
During the War of Independence, Spike was once again used as a prison for some hundreds of republicans and their sympathisers. The general conditions under which the men were confined were very poor and several hunger strikes broke out in protest.
Spike Island being a Treaty Port, it was held by the British until 1838. When the island was handed over to the Irish government, the name of Fort Westmoreland was changed to Fort Mitchell (after John Mitchel, nationalist activist and political journalist who was held on the island for a time). It continued to be used as a prison. The casements were the cells, while other internal surviving buildings were also used by the prison service. Many of the other old blocks survive, although two of the barracks blocks on the western side of the island are shells.
4.8 Lewis Topographical dictionary records the following for Spike Island:
Lewis Topographical dictionary records the following for Spike Island: ‘On Halbowling island are the spacious and admirably designed naval storehouses, tank, and other requisites, now abandoned; on Spike island are powerful batteries commanding the entrance of the harbour, and on Rocky island is the depot for gunpowder. The ballast office, situated on Lapp's island, was established by act of the 1st of George IV., cap. 52, which also provided for the regulation of pilots and the improvement of the port and harbour, by a Board of Harbour Commissioners consisting of the mayor, two sheriffs, the parliamentary representatives of the city, five members of the common council, and 25 merchants, of whom the five senior members go out annually in rotation.’
5. BASELINE DATA
5.1 Record of Monuments and Places
The RMP is a database recording all archaeological sites in Ireland known to the National Monuments Service established under Section 12 of the 1994 National Monuments (Amendment) Act. It is based on
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Ordnance Survey 6” sheets, which indicate the location of each monument or place of archaeological interest. For each, a file contains further documentary and photographic data or information relating to an archaeological event such as a site visit, survey or excavation. These are housed in the National Monuments Services in Dublin. The record is constantly updated and focuses on monuments that pre- date 1700.
The following is a list of recorded archaeological monuments in proximity to the proposed development. The sites are listed by townland, RMP number, site type and location (see figure 6).
RMP No.: CO087:053 Nat Grid Ref.: 578649, 564053 Townland: Ringaskiddy Classification: Martello Tower
Decription: The Martello Tower is situated on a crest of a low hill at 158.6’ above sea level. The Martello is situated in a sunken moat which in turn enclosed by a much wider circular stone wall.Access to interior not gained. Built in a deep moat within a large circular enclosure. Earth is to moat. Owned by County Council and due for renovation soon.
RMP No.: CO087:054 Nat Grid Ref.: 579018, 563511 Townland: Ringaskiddy Classification: Midden
Description: Site No: 087038. Situated on the beach on the west side of Cork Harbour, just north of Currabinny & Crosshaven. A new chemical factory has just been completed behind this neach to the south-west. Whitegate lies directly across and can be seen from here.
The site is not shown on any editions of the O.S. 6” Maps.
The site was identified by Jim Casey (1883) and he says there is 164m of midden material at the base of the cliff.
The beach and cliff base beside were searched for this midden. A small narrow lens of shell midden material was identified at the back of the beach. This is grass covered and lies just above the high tide mark. It is just below the ground surface and measures 30m in length by 0.10m thick. It was not possible to measure the breadth because of the grass cover. The midden is mainly made of cockles, limpets and winkles with some oyster and razor shells. On the beach it there is a large scatter of shells at low tide level. This runs E/W at an angle to the sea and measures c. 100m in length.
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Printed Sources: J. Casey (1983) ‘A Survey of the barony of Kerrycurrihy’ M. A. Thesis U.C.C.
RMP No.: CO087:059001 Nat Grid Ref.: 578958, 565471 Townland: Haulbowline Island Classification: Barracks Description: None
RMP No.: CO087:059002 Nat Grid Ref.: 578823, 565542 Townland: Haulbowline Island Classification: Martello Tower Description: None
RMP No.: CO087:059003 Nat Grid Ref.: 578882, 565580 Townland: Haulbowline Island Classification: Bastioned Fort Description: None Description: None
RMP No.: CO087:065001 Nat Grid Ref.: 580046, 564432 Townland: Spike Island Classification: Burial Ground Description: It seems to be post 1700 in date. No inspection report on it. Printed Sources: Brunicardi, N. 1968. Haulbowline, Spike and Rocky Islands Cork Historical Committee, 18 Dyke Parade, Cork Extract: In the south-west corner of Spike Island, close to the waters edge, is a small cemetery, some of the graves are unmarked, some have names... Brunicardi 1968, p. 59
RMP No.: CO087:065002 Nat Grid Ref.: 580294, 564663 Townland: Spike Island Classification: Ecclesiastical Site Printed Sources: Hurley, V. 1982, 305. The Early Church in SW Ireland: Settlement & Organisation. Bar 102.
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?. 1936, 47. The Early Monastic Associations of Spike Island & Cork Harbour, JCHAS. XLI Hurley, V. 1980, 63-4. Additions to the Map of Monastic Ireland: The Soutwest, JCHAS LXXXV. Power, P. 1923. The placenames and Antiqutiesa od SE Cork. P.R.I.A. Vol. XXXVI, p. 202 Extract: Power “St Machuda of Lismore founded a religious house here in the eighteenth cebtury (p. 202).
RMP No.: CO087:065003 Nat Grid Ref.: 580294, 564661 Townland: Spike Island Classification: Fortification Printed Sources: Archaeology Dept, UCC. 1975, p. 8. Cork Harbour Archaeology Report Extract: Under this heading we have included:
(i) Star Shaped forts which were built to defend the entrance to Cork Harbour from the 17th Century onwards: these were Haulbowline (build 1602 – 4), Spike Island (built 1790 – 1820), Camden (now Fort Meagher) and Carlisle (now fort Davis).
(ii) Martello Towers, which were designed for coastal defences of the British Isles against a possible invasion during the Napoleonic wars. They are circular or oval in plan (average diameter 11m) and average 12m in height. The five towers in Cork Harbour were built in 1815 at a cost of £3,500.
(iii) Other towers include signal towers at Britfieldstwon and at Roches Point, and commemorative towers such as The Waterloo and Trafalgar towers at Belgrove on Great Island, and the Fr. Mathew Tower east of Glanmire.
RMP No.: CO087:105 Nat Grid Ref.: 579203, 565045 Townland: Rocky Island Classification: Magazine Description: None
RMP No.: CO087:161 Nat Grid Ref.: 579325, 63748 Townland: Ringaskiddy Classification: Midden Description: Period unknown (428m to the north of 15th – 17th Century midden C087- 054). Physical form consists of a lens of material in cliff face and large scatter of shell material along the
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M13C03 Spike Island February 2013 shore. The dimensions are 0.2m thick and c. 6m in length and scatter of shells: c. 100m in length. Shell materials are razor clams cockles, limpets, winkles and some oyster.
Figure 6. Extract from RMP CO:087 showing site location in red
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M13C03 Spike Island February 2013 5.2 Historic Maps
5.2.1 First Edition Ordnance Survey
Figure 7. Extract from 1 st Edition Ordnance Survey This extract from the first edition Ordnance Survey, shows Westmoreland fort as being fully completed. A number of additional houses were also depicted on the island. The island jetty is depicted as a non descript intertidal feature sandwiched between a muddy sandy and a muddy foreshore. The map does not depict the convicts causeway.
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Figure 8. Extract from 25 inch map of Spike Island This map depicts the pier at Spike Island as a more substantial structure than previous. It records the location of two cranes and a tank as well as several mooring posts. It also shows the location of 25 beach cottages as having been built on the shoreline adjacent to the jetty. The map does not record the location of the convicts causeway.
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Plate 1. Extract from drawing of Cork Harbour showing convicts causeway
5.3 Aerial Photography
The image shows the proposed pontoon area as a section of seafloor adjacent to the island jetty. The image does not record the location of any submarine materials.
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Plate 2. Aerial image of Spike Island with site location in red
5.4 Previous Archaeological Fieldwork
The excavations.ie website has no record of any archaeological fieldwork having previously taken place on Spike Island.
5.5 Recorded Protected Structures
The Cork County development plan records Westmoreland Fort (Fort Mitchell) on Spike Island as being Recorded Protected Structure Number 01272.
5.6 Shipwreck Inventory
The Shipwreck Inventory of Ireland includes all known wrecks for the years up to and including 1945. The Shipwreck Inventory is principally a desktop survey with information gathered from a broad range of cartographic, archaeological and historical sources, both documentary and pictorial. Approximately 10,000 records have been compiled and integrated into the shipwreck database thus far. Wrecks over 100 years old and archaeological objects found underwater are protected under the National Monuments (Amendment) Acts 1987 and 1994. Significant wrecks less than 100 years old can be designated by Underwater Heritage Order on account of their historical, archaeological or artistic importance as is the case with the wreck of the RMS Lusitania located off Kinsale Head. Underwater
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Heritage Orders can also be used to designate areas of seabed or land covered by water to more clearly define and protect wreck sites and archaeological objects. Under the legislation all diving on known protected wreck sites or with the intention of searching for archaeological underwater material is subject to licensing requirements. The Shipwreck Inventory for County Cork was consulted in the Underwater Archaeology Unit officesfor vessels lost in the survey area using the following place names; Spike Island, Cobh,Cork Harbour, Queenstown Harbour and Haulbowline Island. There were a large number of shipwrecks recorded in the area.
Spike Island
Site Name: Bacchus Date of loss: 3 September 1814 Place of loss: back of Spike Island Description: This vessel went ashore Reference: Bourke, 1998, 104; L. L. 9 September 1814
Site Name: Bredah / Breda Date of loss: 12 October 1690 Place of loss: off Spike Island Location: 51 49 32N, 08 16 48W Description: The 72-gun, 3 rd rate gunship, was built by Betts in 1679 at Harwich. She was anchored at Spike Island with a full compliment of 400 aboard, including troops and 160 Jacobite prisoners, when a gunpowder explosion occurred. She took fire and blew up. Capt. Barret who escaped, was considered to have caused the explosion maliciously. There were 9 other survivors Reference: Bourke 1994, 103, Bourke 1998, 165; Brunicardi, 1982, 38; de Courcy Ireland, J., 1983; Colledge, J. J., 1987; O’ Sullivan, 1984, 10-11; O’ Mahony, C. & Cadogan, T., 1988, 20
Site Name: Crompton Date of loss: c. 1900 Place of loss: off spike Description: This four-mastered barque was anchored to close to spike for the spring tides. At low water she went aground and was holed by a rock. She was filled with water but was patched up temporarily and towed away. Reference: Cork City Archive, P. O’ Keefe Collection, Box 17, File 10
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Site Name: Water Lilly Date of loss: 11February1895 Place of loss: immediately inside the spit (Spike?) Description: This 99 ton cpating steamer was en route from Schull to Liverpool with 70 tons of barites. While at anchor, sheltering froma storm, she was struck on the port stern by the St. Finbar of Cork SP Co., leaving Cork for Liverpool. She sank in 15 minutes but Capt. O’ Driscoll and the crew escaped. The wreck lay in three fathoms, with the mast visible above the water. Reference: Bourke, 1994, 103
Site Name: Unknown Date of loss: c. 1900 Place of loss: near Spike Description: A coasting steamer sank in the fairway near Spike after being in a collision with the Cork Steamer Killarney. Her masts showed above the water and she was later re-floated. Reference: Cork Archive, P O’ Keefe Collection, Box 17, File 10
Cobh, Cork Harbour, Queenstown Harbour and Haulbowline Island
Site Name: Britannia Date of loss: 31 May 1791 Place of loss: Cork Harbour Description: This yacht was en route from Bristol when she went ashore Reference: Bourke, 1998, 106 L. L. no. 2303, 31 May 1791
Site Name: Britannia Date of loss: 11/18 February 1806 Place of loss: Cobh Description: This 600 ton Liverpool vessel was en route from Liverpool to Jamaica, under Leavy, with passengers and general cargo. She blew up in an accident said to have been caused by the careless use of a candle in the magazine. The whole aft part of the ship was blown away. 12 lives were lost but two of the crew and the ships papers were saved. Another report claims that a woman and 4 others were lost. The wreck was moved by government to Bar Rock, as it lay
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in man of war route. In 1889 the wreck was moved onto bar by Ensor for entire removal was visible at low tide. The remains were 60 feet long and 8 feet high. Some ship’s guns, machinery, hemp cable, timbers and ballast were recovered. Reference: Bourke 1994, 111; Coleman, 1890, 309 – 311; Cork Examiner, 14.9.1889; L.L. no. 4298, 18 February 1806; O’ Mahoney & Cadogan, 1988, 20;
Site Name: Bull Dog Date of loss: 12 July 1898 Place of loss: near Passage West, River Lee/ near Horsehead Bouy, Cork Harbour Description: This unregistered iron steam ship or tug weighed 13 tons. The master was T. white and the owner was Channel Dry Docks Shipbuilding & Engineering Co., Passage West. She was en route from Patrick’s Quay, Cork, to Passage West with 2 crew and stores etc. She collided with the steam ship Queenstown of Cork in a northerly force 2 and sank within 2 minutes. One or two lives were lost and the vessel was a partial lost. Reference: Bourke, 1994, 111; CSP, 1900, Vol. LXXVII, Shipping Casualties, 187
Site Name: Carrie Date of loss: 15 October 1897 Place of loss: Camden Fort Point, at the entrance of Queenstown Harbour Description: This wooden ketch of Hull weighed 74 tons. The master was H. Beer and the owner was W. Wolfe of Milford Haven. She was en route from Cardiff to Ballinacurra, Co. Cork, with 4 crew and a cargo of coal. All those survived Reference: Bourke, 1994, 113; CSP 1899, Vol LXXXVII, 123
Site Name: Charming Sally Date of loss: 3 October 1775 Place of loss: Cork Harbour Description: This vessel of London was under the command of Jones when she overturned and was feared lost Reference: Bourke, 1998, 106 N. L. L. no. 681, 3 October 1775
Site Name: City of Cork Date of loss: 28 December 1821 / 4 January 1822 / 29 th July 1832 Place of loss: Cork Harbour
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Description: This was the first steamship built in Ireland, at Passage West in 1815. She was en route to Bristol, under Wheeler, when she became stranded during a SE gale. She eventually sank with the loss of the trumpeter, who was the only person onboard. The vessel was raised but on the 29.7.1832 she sank again at Cobh Reference: Bourke, 1994 109; Bourke 1998, 106; O’ Mahony, C., 18; L. L. no. 5661, 4 January 1822
Site Name: Dannet Rock Light-ship (Daunt Rock?) Date of loss: 8 October 1896 Place of loss: Dannet Rock (Daunt Rock?), off Cork Harbour Description: This lightship foundered at her moorings during an extreme gale. All ten onboard were lost Reference: The Annual Register for 1896, Longman’s Green & Co., 1897, 57
Site Name: D’ Auvergne Date of loss: 25 September 1851 Place of loss: off Fort Carlisle, Cork Harbour Description: This ship was driven ashore under the fort but floated off with the flood and proceeded for Woolwich Reference: CSP 1852, Vol. XLIX, 204-205
Site Name: Derrymore Date of loss: May 1917? Place of loss: just outside Cork Harbour Description: This three-masted steel cargo screwsteamer weighed 482.28 ton. She was built by the Ailsa Shipbuilding Co., Troon in 1905 for McCowens of Tralee. She had 3 bulkheads, 4 water ballast tanks, one compound set of direct-acting engines with vertical cylinders. She had a steel broiler made by Muir and Houston Ltd., Glasgow. She was 170 feet long, single decked and rigged fore and aft. The master was John Mahony. She was torpedoed by a German submarine and the crew were given 5 minutes to save lives Reference: Kelly, 1989, 113
Site Name: Druid Date of loss: 6 January 1819
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Place of loss: outside Cork Harbour Description: This vessel of Carnavon was en route from Cork to Southampton, under Jones, when she was driven onto the rocks. She was feared lost Reference: L. L. no. 5352, 15 January 1819
Site Name: Charlotte Date of loss: 28 December 1775 Place of loss: of Cork Harbour Description: This vessel was en route from London to Chester, under Williams, when she was lost. One boy survived. Reference: L. L. no. 3048, 28 December 1798
Site Name: Eliza Date of loss: 16 November 1798 Place of loss: Cobh Description: The vessel was en route from Liverpool to Martinico, under Grason, when she was driven ashore Reference: L. L. no. 3043, 16 November 1798
Site Name: Emerald Date of loss: 6 October 1854 Place of loss: west side of the entrance to Cork Harbour, east point of Church Bay
Description: This 44-ton smack was en route from Cork to Aberyswith with four crew and a cargo of limestone. She encountered a NNE force 7 wind with clear conditions. She became stranded “by missing stays”. The estimated loss of the cargo was £180. Reference: CSP, 1854-55, Vol. XXXIV, Copy “of the Admiralty Register of Wrecks”, 70-1
Site Name: Examination Boat No. 1 Date of loss: 1942 Place of loss: Fort Camden, Cork Harbour Description: The Naval Port Control service launch was formerly an RNLI lifeboat. The engines failed to work during the heavy seas and she was wrecked. No lives were lost Reference: Bourke, 1994, 106
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Site Name: Examination Boat No. 3 Date of loss: 12 December 1942 Place of loss: Cork Harbour Description: This twin screw motor cruiser replaced Exam. Boat No. 1. She also sank in the harbour with the loss of 4 lives Reference: Bourke, 1994, 221
Site Name: Fredirica Date of loss: 5 December 1877 Place of loss: White Bay, Cork Harbour Description: This 8 year old wooden ketch of Gloucester weighed 84 tons. The power was F. C. Hepwood of Motpelier spa, Gloucestershire and the master was J. Bushin. She was en route from Newport to Kinsale with a cargo of coal and 4 crew when she was stranded and totally wrecked in a SSE force 10 gale. There was no loss of life. Reference: CSP, 1878-79, Vol. LXIV, ‘Strandings’, 95
Site Name: Hannah Date of loss: 27 October 1852 Place of loss: entrance to Cork harbour Description: This 223-ton brig of Shields was 2 years old. She was en route from Queenstwon to Newry, under Bruce, with 9 crew and a cargo of Indian corn. She encountered a NW force 5 wind with squally conditions and went ashore while leaving the harbour. This is thought to have been caused by the pilot being intoxicated. The master was also blamed for allowing such a person take charge of his vessel. The estimated loss on the vessel was £1,500. Reference: CSP, 1852-3, Vol. LXI, 160-1
Site Name: Hector Date of loss: 9 October 1789 Place of loss: Cobh Description: This vessel was en route from Cork to Antigua, under Capt. Robinet, when she was wrecked. Reference: Bourke 1998, 103
Site Name: Henrietta Date of loss: 14-17 September 1776
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Place of loss: Cobh Description: This vessel was en route to cove with passengers and merchants goods, under Capt. Bastable. She sank due to a leak in her bottom caused by a rat hole Reference: Freemans Journal, Reel: 2 Jan. 1776 – 30 Dec. 1777
Site Name: Henry & Anne Date of loss: 19 November 1850 Place of loss: under Fort Camden, Cork Harbour Description: This American barque was en route from Cork to Cardiff in the charge of a pilot when she struck the rocks. She bilged and filled with the tide, becoming a complete wreck. All aboard were saved, including the master, Jones Reference: Bourke, 1994, CSP, 1852-3, Vol. XCVIII, 1; Troy, Vol. I, 31
Site Name: Inisfail Date of loss: 1834 & 1835 Place of loss: Cork Harbour Description: This 202-ton paddle streamer was built in Liverpool in 1826 by Mottershead & Hayes for St. George Co. She was a two-mastered square rigged schooner with 130hp engines. She was 129 feet long, had a beam of 25 feet and a draught of 15 feet. She was docked at Penrose Quay on 21.9.1834 when her cargo of silk goods went on fire, causing £5,000 worth of damage. She was repaired. In around 1835 she was coming up the Lee from Dublin when she struck an anchor. She sank diagonally across the channel with her low bow nearly touching the New Wall. Her cargo was discharged but the vessel remained submerged for months before she was successfully re-floated and repaired Reference: Barry, W. J., 19-20; O’ Mahony, C., 20
Site Name: Isabella Date of loss: 4 January / November 1782 Place of loss: Cobh Description: This vessel was en route from Liverpool to St. Lucia, under Mr. Robinson, when she went ashore. She was expected to have sustained some damage. Reference: Bourke, 1994, 103; Bourke 1998, 106; N.L.L. no.1324, 4 January 1782
Site Name: Jenny Armstrong
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Date of loss: 15 February 1876 Place of loss: outside Queenstown Harbour Description: This 7 year old wooden barque of St. Johns, New Brunswick, weighed 331 tons. She was owned by J. Armstrong of New Brunswick and her master was W. Gray. She was classed by Lloyds as “A1” for 8 years from February 1874. She was en route from Philadelphia to Gloucester with 8 crew and a cargo of wheat when she was stranded in WSW force 5 wind. One life was lost. Reference: CSP, 1876, Vol. LXVII, “Loss of Life”, 61, 83
Site Name: Juno Date of loss: 24 September 1782 Place of loss: Cork Harbour Description: This was en route from Bristol to Cork, under Capt. White, she ran ashore. Of her cargo was saved. Reference: Bourke, 1998, 106
Site Name: Lee Date of loss: 1870 Place of loss: Cuskinny, Cork Harbour Description: This coaster went aground but was raised and docked on 3. 10. 1870. She was easily repaired. Reference: Bourke, 1994, 221
Site Name: Lord Strange Date of loss: 16 February 1749 Place of loss: Cove of Cork Description: This was en route from Jamaica to Liverpool, under Kaye, when she went ashore and was seriously damaged. Reference: Bourke, 1998, 105 L. L. No. 1484, 16 February 1749
Site Name: Lydia Date of loss: 4 March 1846 Place of loss: Cork Harbour Description: This vessel from Moulmein was under the command of Brunton when she “drove foul of a vessel in Cork Harbour” on the 4 th . She received some damage.
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Reference: CSP, 1846, Vol. XLV, Collisions of Shipping, 22
Site Name: Lynx Date of loss: 9 June 1906 Place of loss: Queenstown Harbour Description: This 275-ton Torpedo Ground Destroyer became grounded while entering the harbour. An inquiry found the lieutenant in command had practised careless navigation and was told to be more careful in future Reference: CSP, 1907, Vol. L, Casualties to Ships, 5 (829); CSP, 1908, Vol. LXV, Navy Casualties, 4 (758)
Site Name: Magnificent Date of loss: Summer 1835 Place of loss: on Cork coast (Cork Harbour) Description: This schooner was bound for Bonney or New Calabar, near Benin with a cargo of brass and iron rings. The rings were exhibited at the Royal Irish Academy Reference: Bourke, 1994, 105
Site Name: Maid of Cove Date of loss: 15 August 1887 Place of loss: Queenstown Harbour Description: This 1 year old unregistered wooden yawl weighed 28 tons. The master was E. Murphy and the owner was Rev. J.J. Barry of Queenstown. She was engaged in a pleasure cruise, in ballast, with 5 crew and 9 passengers. She was involved in a collision with SS Captain Barry of Dublin in a SE force 3 wind and was partially wrecked. One of the crew was lost. Reference: CSP, 1889, Vol. LXIX, “Collisions”, 148
Site Name: Mary Ann Anderson Date of loss: (Lloyd’s date-10) 7 February 1846 Place of loss: Cork Harbour Description: This was en route from Malaspina to Petershead, under Ewan. While leaving Cork Harbour she collided with the Soverign. Both were damaged and had to put back but later continued on their Journeys. Reference: CSP, 1846, Vol. XLV, Collisions of Shipping, 21
Site Name: Mercur
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Date of loss: 15 April 1877 Place of loss: Camden Fort, Queenstown Harbour Description: This 9 year old wooden barque of Austria weighed 458 tons. The owner F. Manasteriotte of Fiume, Austria, and the master was F. Foich. She was en route from New York to Queenstown with a cargo of wheat when she was stranded and totally wrecked in a SSE force 7 gale. All 13 aboard survived. Reference: CSP, 1877, Vol. LXXV, “Strandings”, 112
Site Name: Mercury Date of loss: 15 September1758 Place of loss: near/in Cork Harbour Description: This vessel, en route from New York to Hamburg, was lost with her cargo of ‘clayed sugars’. Reference: Bourke, 1994, 113
Site Name: Nautilus Date of loss: 17 May 1893 Place of loss: Queenstown Harbour Description: This wooden yacht or cutter of cork weighed 26 tons and was 32 years old. The owner was W. Hawes of Queenstown. She was lying at anchor in Queenstown Harbour in ballast, with no one aboard when she jammed between the pier and the breakwater. The vessel broke up, even though there were calm conditions. Reference: CSP, 1894, Vol. LXXVI, “Shipping Casualties”, 143
Site Name: Nostra Senora de la Conception (alias Mary of Waterford) Date of loss: 14November1758 Place of loss: near/in Cork Harbour Description: This wooden was en route from Dublin to Cadiz when she lost with the master and 1 crew. Reference: Bourke 1994, 108. L. L. No. 2384, 14 November 1758
Site Name: Otus Date of loss: 1 April 1880 Place of loss: near Spit Lighthouse, Queenstown Harbour Description: This 5 year old wooden barque weighed 496 tons. The owner was C. Zoe of Arendal and the master was M. Falck. She was classed by the Bureau Veritas
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as ‘3/3, L1.1.for ten years for September 1875 and her last survey was in July 1877. She was en route from Baltimore to Cork with 12 crew and a cargo of maize when she capsized. One life was lost. Reference: CSP, 1881, Vol. LXXXII, “Casualties from Other Causes”, 139
Site Name: Perthshire Date of loss: 12 April 1815 Place of loss: near Cork Harbour/between Ballycotten Island and Cork Description: This Jamaican vessel was en route from Jamaica to Greenock, under Wright, when she was reported on shore with 11 feet of water in her hold. 450 or 465 bags of pimento were saved and landed at Youghal Reference: Bourke, 1998, 103; Lancaster Evening News, Ship News Col. 5, 22.4.1815; L. L. No. 4964
Site Name: Phoenix Date of loss: 5February 1848 Place of loss: Cork Harbour Description: This Vessel was en route from Bahia to Clyde when she sank. Reference: Bourke, 1994, 113. CSP, 1852-3, Vol. XCVIII, 1
Site Name: Phoenix Date of loss: 27 August 1875 Place of loss: Bar Rock Buoy, Queenstown Description: This 15 year old iron steamship of Liverpool weighed 164 tons. The owner was T. Tate of Liverpool and the master was R. Osbourne. She was en route from Cork to Neath in ballast, with 9 crew when she collided with steamship Pelican of Cork and was totally wrecked. Reference: CSP, 1876, Vol. LXVII, “Collisions”, 52
Site Name: Primrose Date of loss: 28January1941 Place of loss: entrance to Cork Harbour Description: This Liverpool steamer, en route from Dublin to Cork, developed a list and was wrecked. The crew of 8 survived. Reference: Bourke, 1994, 112
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Site Name: Princess Royal Date of loss: 24December1878 Place of loss: off Camden Fort Description: This 37 year old wooden brig of hull weighed 121 tons. The owner was H. J. Harrison of Hull and the master was H. J. Stamforth. She was classed by Lloyd’s as ‘A1 Red, S. S. 8 years, 72, 5.77’. She was en route from Rochester to Cork with a cargo of cement and 5 crew when she was stranded and totally wrecked. 5 lives were lost. Reference: Bourke, 1994, 113 CSP, 1880, Vol. LXVI, ‘Strandings’, 102
Site Name: Prince William Date of loss: 26November1784 Place of loss: Cork Harbour Description: This vessel was en route from London under Capt. Gabegan, when she sank. Reference: Bourke, 1998, 106
Site Name: Rose Date of loss: 15December1848 Place of loss: Cork Harbour Description: This pilot cutter sank. Reference: CSP, 1852-3, Vol. XCVIII, 2
Site Name: Sarah Jane Date of loss: 13December1872 Place of loss: rocks at mouth Cork Harbour Description: This Sunderland barque had brought wheat to Cork, under Capt. Humble, and was leaving in Ballast when she struck rocks. No lives were lost. Reference: Bourke, 1994, 108
Site Name: Sovereign Date of loss: 7January1846 Place of loss: Cork Harbour Description: This vessel of Valparaiso was en route to Lisbon under the command of Paton. While “beating out of Cork Harbour” on the 7th she collided with Mary Ann Henderson. Both were damaged and had to put back but later continued their journeys
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Reference: CSP, 1846, Vol. XLV, ‘Collisions of Shipping’, 21
Site Name: Spill Date of loss: 5 September 1874 Place of loss: Queenstown Harbour Description: This 7 year old wooden cutter weighed 13 tons. She was yachting in the harbour in ballast with 5 crew, when she collided with the Rosalie and became a total wreck. Reference: CSP, 1875, Vol. LXX, “Collisions”, 67
Site Name: HMS La Suffisante Date of loss: 25/27 December 1803 Place of loss: between the spit and Spike Island (poss. Wreck marked on charts on Curlane Bank, south of the island) Description: This 14 or 16 gun naval sloop was captured at Texel on the 21/8/1795 and transferred to the Royal Navy. In 1803 she sailed from Cove under Capt. Heathcoate, carrying a number of volunteer seamen and soldiers for England. She dragged anchors in what was described as a hurricane, struck on Spike Island and went over her beam end. 7 of the crew drowned and 3 were killed by a falling mast. The vessel went to pieces. In 1980 dredging work on the Bar and channel around the spit raised a considerable amount of naval debris, some of which was deposited in Cobh Museum Reference: Annual Register, 1803, 467-68; Bourke 1994, 103; Brunicardi, 1982, 42; Colledge, J. J., 1987; Evening Echo, 16.1.1996; Exshaw, J., c. 1800; J. C. H. A. S., 1893, 129; O’ Mahony, C & Cadogan, T., 1988, 23
Site Name: Sumatra Date of loss: 26January1846 Place of loss: Cork Harbour Description: This vessel was en route from Marseille to London under the command of Harvey. She collided with dauntless, from Leghorn on the 26 th and lost her bowsprit Reference: CSP, 1846, Vol. XLV, ‘Collisions and Shipping’, 20
Site Name: Thomas and William Date of loss: 10January1786 Place of loss: Cork Quay
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Description: This vessel was en route from Bristol to Cork, under Jones, when she overturned and filled. Reference: Bourke, 1998, 106 N. L. L. No. 1741, 10 January 1786
Site Name: Three Brothers Date of loss: 16February1749 Place of loss: Cove of Cork Description: This vessel was en route from Madeira to Carolina, under Athey, when she became stranded. She was expected to be got off. Reference: L. L. No. 1484, 16 February 1749
Site Name: True Love Date of loss: 8November1770 Place of loss: Cork Harbour Description: This Vessel was en route from Cork to Milford, under Lowry, laden with rum and cotton, when she was driven on a rock at the harbour mouth. The mate was drowned but the rest of the crew were saved. Reference: Freemans Journal, Tuesday 13 – Thursday 14 th November, 126
Site Name: Undaunted Date of loss: 24 Feb 1898 Place of loss: Queenstown Harbour Description: This 59 year old wooden schooner of Plymouth weighed 85 tons. The master was J. Jones and the owner was W. Jones from Amlwch, Anglesey. The vessel was en route from Bangor to Galway with a cargo of slates and 4 crew. Reference: CSP, 1899, Vol. LXXXVII, 137 Site Name: Wildding Date of loss: April 1773 Place of loss: Cobh Description: This vessel was en route from Cork to Guinia under Captain Barlow, with wool and general cargo valued at £7,000. She ran aground off Cobh and the cargo was damaged but the vessel was expected to go to pieces. Reference: Bourke 1994, 110; O’Mahoney & Cadogan 1988, 27
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Site Name: Unknown Date of loss: 12 January 1757 Place of loss: near Cobh Description: This coaster en route from Youghal to Cork with a cargo of butter, was lost with all on board. Reference: O’Mahoney & Cadogan 1988
Site Name: Unknown Date of loss: 25 January 1776 Place of loss: Cork Harbour Description: This boat, coming from one of the transports, was upset by a gale. 3 soldiers and some of the boatmen drowned. Reference: Coleman, 1890, 306
Site Name: Unknown Date of loss: November 1794 Place of loss: near Cork Harbour Description: This pilot boat reported that 4 vessels were seen bottom up near the harbour. Reference: O’ Mahony & Cadogan, 1988, 29
Site Name: Unknown Date of loss: 23 November 1804 Place of loss: under Camden Fort, Cork Harbour Description: This brig from wales, laden with slates, was lost. Reference: O’ Mahony & Cadogan, 1988, 29
Site Name: Unknown Date of loss: 15 January 1877 Place of loss: off Queenstown Harbour Description: The trader’s boat left Queenstown at dawn, with seven men, to meet ships coming into the harbour to seek orders. They went out in this open boat and travelled several miles to the south of Roches Point Light, so as to be the first to reach any approaching vessels. At 9 a.m. they met the British barque G. J. Jones which was under the command of Capitan Evans. The water clerk, Mc Carthy, and an assistant went upon the barque. The boat was tied onto the ship and was towed behind it for a quarter of an hour. The worsening sea
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conditions forced them to cast off the boat and they had to use their oars. When the ship was a mile away they saw the men in the boat standing thwarts. The Capitan, with the aid of his glasses, saw the boat was full of water. The pilot said that it would be too dangerous to ‘heave to so near the land’. Therefore, no assistance was given to the boat and after a few minutes she went over. The five men left aboard were drowned. Reference: The Annual Register for 1877, 8
5.7 Ports and Harbour Archive
No Content for Haulbowline Island or Spike Island Co. Cork
6. SITE SURVEY
6.1 Site Survey Methodology
The aim of the survey was to investigate the proposed development area for the presence of previously unrecorded archaeological materials or features. The survey area comprised an area 25m either side of the outside of the pontoon. For the survey, a gridded 56 x 80m (N-S, E-W) transect investigation scheme was proposed. It was based on parallel transects across the subsea area of the proposed development. It was based on 5m spaced parallel passages which ensured 100% coverage of the survey area.
The first component of the assessment was the visual diver assessment. This assessment technique visually inspected the development area for upstanding and slightly submerged archaeological material. Any found is recorded and photographed. The visual survey would also record the condition and state of any partially submerged features which may be present.
The second component was the metal detector survey. It was designed to record the location of any ferrous and non-ferrous metals in the development area. All metal detector contacts were recorded and geo-referenced through the use of a Trimble Geoexplorer GPS. This allowed for the generation of contact distribution patterns and facilitated subsequent relocation.
With regard to the diver survey, it was necessary to survey an area considerably larger than the immediate impact zone of the development to ensure the protection of all archaeological material in the area. To this regard, it was necessary to survey the outlying areas of the proposed development thus ensuring the protection of any archaeological material from secondary impact.
The dive search methodology comprised a series of seventeen linear line searches. The searches were orientated in alternating northwest – southeast directions. They were arranged in this order to take advantage of the prevailing tidal current.
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Figure 9. Survey grid line
6.2 Site Survey Findings
The site comprised a modern concrete jetty, which was orientated in an east – west orientation. It was attached to an older stone built pier. This pier travelled in a south – north direction from above the High Water mark of the island to the Jetty, where alighting steps allowed disembarkation at all stages of the tide. The predominant tidal regime in the area appeared to be an east – west flushing regime. One result of this tidal regime is the development of a vast, relatively flat stoney intertidal zone on the western side of the pier (accretion area), with a significantly smaller and more steep foreshore on the eastern side.
The site survey commenced at the existing jetty structure and progressed westward. The existing jetty structure is built of concrete legs with a concrete platform and alighting steps. The concrete legs had a number of linear cross braces close to the high water line. A small concrete walkway connects the jetty to an older stone pier which travels for the island across the foreshore. The pier is of coarse stone construction and obviously pre-dates the jetty (see plate 3). At the jetty, a number of large structural timbers were noted adjacent to the concrete legs. These were obviously remnants of a former pier structure. They were mainly located between the jetty legs, but a number of additional timbers were also identified between the pier and the jetty. The timbers did not appear to form a cohesive structure and so it is likely that the former timber structure may have been partially dismantled during the construction of the concrete jetty.
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The foreshore on the western side of the jetty consisted of stoney gravel and sand. The upper surface of the shore had a substantial covering of stone, beneath which was the gravel and sand substrate. A large quantity of metallic rubbish was noted both visually and with the metal detector, on the foreshore. Those positively identified included, metal braces, steel wire rope, cans, metal chain, batteries and metal bolts (See plates 6 & 7). No archaeological material or features was noted on the foreshore.
Four submarine cables/pipes were noted in the survey area. The first of these was noted 18m to the west of the jetty. It comprised a black plastic ‘Wavin hose’ type pipe (see plates 4 &5). Although the function of this pipe was not discernible, this type of pipe is commonly used as a water conduit. The pipe travelled across the stoney muddy foreshore and into the submarine zone. In the submarine zone, the pipe travelled across the stone, gravel and kelp covered seafloor in a southeast – northwest direction, before descending into the substrate. The pipe was obviously a modern feature and was not of archaeological significance.
The second feature identified was a series of two parallel submarine pipes/cables. They measured approximately 15cm in diameter each and were spaced approximately 30cm apart (See plate 8 & 9). They were first identified 36m from the western end of the jetty, 10m from the Low water mark. Similar to the ‘wavin hose’ type pipe, these cables also travelled in a southeast – northwest direction, towards Haulbowline Island. They travelled across the stone, gravel and kelp covered sea floor for 25m before descending into the substrate. The pipes were in various states of disrepair throughout their passage across the seafloor with varying amounts of vegetative cover noted. It was not possible to discern the function of these pipes but they did not appear to be archaeological in nature.
The third feature noted in the survey area was a single pipe (See Plate 10). It measured c. 15cm in diameter and was noted 42m from the western end of the jetty. Similar to the previous two features, this pipe was orientated in a southeast – northwest direction, and appeared to travel towards Haulbowline Island. Sections of the pipe were broken, indicating that it was no longer in use. The pipe did not appear to be archaeological in nature.
The final feature noted on the seafloor was a fourth pipeline (See Plate 11). It measured 12cm in diameter and was located approximately 63m from the western end of the jetty. This pipe was orientated in a southeast – northwest direction, and appeared to travel towards Haulbowline Island. Sections of the pipe were broken, indicating that it was no longer in use. The pipe did not appear to be archaeological in nature.
In addition to the recorded features, a large number of randomly scattered metals were noted on the seafloor. These metals ranged in type from steel wire rope to metal straps and a fishing rod.
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The seafloor throughout the survey area was varied both in topography and texture. In the area surrounding the jetty, the seafloor sloped sharply from the shore to a depth of 6m. The seafloor in this area was comprised of silty sand, with occasional vegetative covering. Further west, the seafloor was similar to that of the foreshore, stone covered gravel, but with moderate kelp coverage. In this area, it sloped gradually from the shore to a depth of 4m. The water depth in this area increased as one travelled north. Simultaneously, as depth increased the seafloor substrate changed. The stone overlying gravel was gradually replaced with smaller gravels and then sandy silt.
Although the site survey recorded the presence of a number of pipes and a large quantity of discarded metals, it did not record the presence of any potential archaeological materials. Neither did it record the presence of any remains of the former causeway.
Notwithstanding this, there is the possibility that presence of such a large quantity of metals on the seafloor may have masked the signature of deeper remains. This finding coupled with the fact that this general area had been the alighting area for vessels arriving at the island means that the potential of the project to impact cultural heritage remains in this area must be considered to be high.
Plate 3. Concrete jetty
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Plate 4. Wavin hose travelling across foreshore
Plate 5. Wavin hose travelling across the stoney foreshore
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Plate 6. Metal brace on foreshore
Plate 7. Metal chain on foreshore
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Plate 8. Parallel pipes on stoney seafloor
Plate 9. Parallel pipes close to shore
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Plate 10. Single pipe on seafloor
Plate 11. Second single pipe
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Plate 12. Additional view of second single pipe
7. SUMMARY AND CONCLUSION
7.1 Summary
Spike Island and the greater Cork Harbour area has been the site of human exploitation and habitation for thousands of years, with the island itself being designated as a Recorded Monument and Place. The program of site survey used both diver visual and metal detection survey to investigate the proposed development site and its immediate surroundings for the presence of potential cultural heritage material and features. Although the site survey did not record the presence of any such remains, it is likely that sub surface cultural heritage remains may be contained in this area. The findings of the desktop assessment also appear to corroborate this finding, as it has indicated that the area was of high archaeological potential.
7.2 Conclusion and Recommendation
The findings of both the desktop assessment and the site survey both indicate that the likelihood of the proposal to construct a floating gangway and jetty at Spike Island will have the potential to impact previously unrecorded archaeological or Cultural heritage material. Based on this finding, it is recommended that all groundworks associated with the project should be monitored by a suitably qualified marine archaeologist and that all the removed spoil should be metal detected.
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