{"id":32670,"date":"2024-03-05T21:47:47","date_gmt":"2024-03-05T21:47:47","guid":{"rendered":"https:\/\/legalblog.ie\/?p=32670"},"modified":"2024-03-05T21:50:07","modified_gmt":"2024-03-05T21:50:07","slug":"dublin-port-dvelopment","status":"publish","type":"post","link":"https:\/\/legalblog.ie\/dublin-port-dvelopment\/","title":{"rendered":"Dublin Port Development"},"content":{"rendered":"<div id=\"ez-toc-container\" class=\"ez-toc-v2_0_63 counter-hierarchy ez-toc-counter ez-toc-grey ez-toc-container-direction\">\n<div class=\"ez-toc-title-container\">\n<p class=\"ez-toc-title \" >Table of Contents<\/p>\n<span class=\"ez-toc-title-toggle\"><a href=\"#\" class=\"ez-toc-pull-right ez-toc-btn ez-toc-btn-xs ez-toc-btn-default ez-toc-toggle\" aria-label=\"Toggle Table of Content\"><span class=\"ez-toc-js-icon-con\"><span class=\"\"><span class=\"eztoc-hide\" style=\"display:none;\">Toggle<\/span><span class=\"ez-toc-icon-toggle-span\"><svg style=\"fill: #999;color:#999\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" class=\"list-377408\" width=\"20px\" height=\"20px\" viewBox=\"0 0 24 24\" fill=\"none\"><path d=\"M6 6H4v2h2V6zm14 0H8v2h12V6zM4 11h2v2H4v-2zm16 0H8v2h12v-2zM4 16h2v2H4v-2zm16 0H8v2h12v-2z\" fill=\"currentColor\"><\/path><\/svg><svg style=\"fill: #999;color:#999\" class=\"arrow-unsorted-368013\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"10px\" height=\"10px\" viewBox=\"0 0 24 24\" version=\"1.2\" baseProfile=\"tiny\"><path d=\"M18.2 9.3l-6.2-6.3-6.2 6.3c-.2.2-.3.4-.3.7s.1.5.3.7c.2.2.4.3.7.3h11c.3 0 .5-.1.7-.3.2-.2.3-.5.3-.7s-.1-.5-.3-.7zM5.8 14.7l6.2 6.3 6.2-6.3c.2-.2.3-.5.3-.7s-.1-.5-.3-.7c-.2-.2-.4-.3-.7-.3h-11c-.3 0-.5.1-.7.3-.2.2-.3.5-.3.7s.1.5.3.7z\"\/><\/svg><\/span><\/span><\/span><\/a><\/span><\/div>\n<nav><ul class='ez-toc-list ez-toc-list-level-1 ' ><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-1\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#18th_Century\" title=\"18th Century\">18th Century<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-2\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Improvement_Bull_Walls\" title=\"Improvement &amp; Bull Walls\">Improvement &amp; Bull Walls<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-3\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Dublin_Port_and_Docks_Board\" title=\"Dublin Port and Docks Board\">Dublin Port and Docks Board<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-4\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Facilities\" title=\"Facilities\">Facilities<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-5\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Harbours_Act_1946_1996\" title=\"Harbours Act 1946 &amp; 1996\">Harbours Act 1946 &amp; 1996<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-6\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Bye-Laws\" title=\"Bye-Laws\">Bye-Laws<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-7\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Authorised_Persons\" title=\"Authorised Persons\">Authorised Persons<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-8\" href=\"https:\/\/legalblog.ie\/dublin-port-dvelopment\/#Change_of_Limits\" title=\"Change of Limits\">Change of Limits<\/a><\/li><\/ul><\/nav><\/div>\n<h3><span class=\"ez-toc-section\" id=\"18th_Century\"><\/span>18th Century<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>In the early 18th century, Dublin Port was largely undeveloped.\u00a0 The Liffey was not confined to well-defined banks.\u00a0 It flowed through a widening course and, at high water, could reach Merrion Square and Amiens Street.\u00a0 The ships lay on mud at low tide.<\/p>\n<p>In 1707, the Irish Parliament placed responsibility on the committee of Dublin Corporation to build a ballast office and maintain and develop the port. The committee undertook straightening and widening of the channel between O&#8217;Connell Bridge and Ringsend, including construction of most of great South Wall.<\/p>\n<p>The Quays are built on the original riverbed. The Great South or Bull Wall was 5.5 miles and one of the longest in Europe at that time.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Improvement_Bull_Walls\"><\/span>Improvement &amp; Bull Walls<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>The Corporation for the Improvement of Port of Dublin, known as the Ballast Board, took over management and control in 1786, remaining in place until 1867.\u00a0 The North, South And East walls were built. The Great North (Bull) Wall was constructed as it appears at present.\u00a0 Docks and transit sheds were built on the North \u00a0Wall.<\/p>\n<p>Efforts were made in the 19th century to deepen Dublin Port, which was inadequate at that time.\u00a0 Ultimately, the North Bull Wall, stretching from Clontarf shore towards the South Bull Wall, was completed in 1825.<\/p>\n<p>This enclosed a large body of water, which with each tide, filled and emptied through a narrow outlet on the Liffey side of the bar.\u00a0 This made a channel through the bar at each tide. The natural scouring action deepened the river channel. \u00a0The effect was to deepen the channel, ultimately by a factor of almost three at low water tide.<\/p>\n<p>Sand gradually accumulated along the side of the North Bull wall until the modern Bull Island emerged.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Dublin_Port_and_Docks_Board\"><\/span>Dublin Port and Docks Board<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>Dublin Port and Docks Board was constituted in 1867, and the river channel was deepened and widened considerably over the rest of the century.\u00a0 \u00a0Additional wharves and deep water quays were built on each side of the river.\u00a0 The North Wall was extended, and deep water berths were constructed at East Wall and on the Alexandra Basin.<\/p>\n<p>The Board was reconstituted in 1898, and further improvements were undertaken to the port and its installations. It included provision of an electronic generation station, cranes, sheds and lighting.\u00a0 The Board was reconstituted under the Harbours Act in 1946.<\/p>\n<p>The Dublin Port and Docks Board comprised members of the local authority, chamber of commerce and nominees for a number of other bodies, including representatives from employers, labour and shipping interests, port users and nominees of the Minister. A general manager, who was equivalent to a chief executive, was provided under the general control of the Board.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Facilities\"><\/span>Facilities<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>The Harbour Master controlled all movements of shipping in the port, including the allocation of berths, storage space, facilities, cranes, et cetera.\u00a0 He manages the harbour police and was superintendent of pilots.\u00a0 He directed traffic department, enforces bylaws and has considerable power.<\/p>\n<p>The Board maintained a warehouse and customs facilities for bonding of imported goods submitted to customs and excise.<\/p>\n<p>The Board&#8217;s functions is limited to providing the relevant facilitates, such as buildings et cetera.\u00a0 The actual loading, unloading and dealing in goods is undertaken by shipping companies and their agents.\u00a0 Port facilities may be hired.<\/p>\n<p>The pilotage service is not controlled directly by the Board but by the committee consisting of the Board and representatives of pilots.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Harbours_Act_1946_1996\"><\/span>Harbours Act 1946 &amp; 1996<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>The Harbours Act provides for the establishment of harbour authorities to take over the pre-existing functions of Harbour Commissioners in respect of the principal harbours in the State. They included, in particular, the Dublin Port and Docks Board.<\/p>\n<p>Some of these bodies were transferred to Dublin Port Company in the case of Dublin, and in other cases, new harbour companies and authorities have been established.\u00a0Established as a corporate entity in 1997, Dublin Port Company is now responsible for the management, control, operation and development of the port. Dublin Port Company provides facilities, services, accommodation and lands in the harbour for ships, goods and passengers.<\/p>\n<p>The 2015 Act provides for a possible future transfer of control of Dundalk Port from Dublin Port Company to Louth County Council. Any transfer order can only be made with the consent of the M\/Environment, Community and Local Government and after consultation with Dublin Port Company..<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Bye-Laws\"><\/span>Bye-Laws<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>An authority that makes a bye-law above prohibiting the use of specified waters or parts thereof must maintain a notice of the prohibition in conspicuous places near the waters concerned.\u00a0 In the case of councils, only the elected members may make the bylaws.<\/p>\n<p>Authorities are to consult the Minister for the Environment before making bye-laws, regulating or controlling the operation of craft of the type in question in or subject to a natural heritage area, wreck protected under the National Monuments Act or other national monument.<\/p>\n<p>There are standard procedural requirements relating to the making and publication of the bye-laws by the above authorities. Drafts must be published and made available for public inspection for a period.\u00a0 Interested persons may make submissions.\u00a0 Notice of the making of the bye-laws must be published in a newspaper. Authorities must maintain a readily accessible register of bye-laws under the section.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Authorised_Persons\"><\/span>Authorised Persons<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>Authorised persons and members of An Garda S\u00edoch\u00e1na may stop the operation and secure the removal from water of craft of the types in a prohibited area or believed to be on breach of bye-laws.\u00a0 It is an offence subject on summary conviction to a fine up to \u20ac2,000 to unreasonably fail to stop the operation or remove a craft from waters where so required.<\/p>\n<h3><span class=\"ez-toc-section\" id=\"Change_of_Limits\"><\/span>Change of Limits<span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>The 2015 Act amends the harbour limits of Dublin Port Company as set out in Part I of the Third Schedule to the Harbours Act 1996. The amendment relates to the commencement of the Company\u2019s harbour limits from Matt Talbot Bridge as opposed to the previous commencement point at Rory O\u2019More Bridge near Heuston. The amendment has been agree with Dublin City Council.<\/p>\n<!--themify_builder_content-->\n<div id=\"themify_builder_content-32670\" data-postid=\"32670\" class=\"themify_builder_content themify_builder_content-32670 themify_builder tf_clear\">\n    <\/div>\n<!--\/themify_builder_content-->\n","protected":false},"excerpt":{"rendered":"<p>18th Century In the early 18th century, Dublin Port was largely undeveloped.\u00a0 The Liffey was not confined to well-defined banks.\u00a0 It flowed through a widening course and, at high water, could reach Merrion Square and Amiens Street.\u00a0 The ships lay on mud at low tide. In 1707, the Irish Parliament placed responsibility on the committee [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_exactmetrics_skip_tracking":false,"_exactmetrics_sitenote_active":false,"_exactmetrics_sitenote_note":"","_exactmetrics_sitenote_category":0,"footnotes":""},"categories":[116],"tags":[],"_links":{"self":[{"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/posts\/32670"}],"collection":[{"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/comments?post=32670"}],"version-history":[{"count":4,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/posts\/32670\/revisions"}],"predecessor-version":[{"id":32674,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/posts\/32670\/revisions\/32674"}],"wp:attachment":[{"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/media?parent=32670"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/categories?post=32670"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/legalblog.ie\/wp-json\/wp\/v2\/tags?post=32670"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}