On a dark December night off the coast of Dunmore East, the pilot boat Gannet spotted an incoming steamer and sailed on a line upriver to intercept. The action would lead to the loss of the pilot boat and an unholy row in Waterford that would see the court of public opinion brought to the fore. But that was still to come, our story starts on that winter night.
Pilot boat Gannet was built at Whites shipyard in 1856. She was 40 ton 58ft cx16ftx 9 feet on what are now the city’s North Quays. A predecessor, the Falcon, had been deemed unfit by the board. The Gannet however had served faithfully alongside another vessel, the Seagull.
At 5.30 pm on December 3rd, 1863 the Gannet was on duty off the coast of Dunmore East, sailing around in anticipation of inbound ships requiring a pilot. Captained by a Pilot Master, and when with a full compliment, 6 pilots aboard, she would respond to a raised flag in daylight or show a light in darkness from ships requiring pilotage.
As the Gannet proceeded upriver towards Creaden Head, lights were exchanged with the ship, which later claimed in showed no signal for a pilot. The ship was the SS Beta (built 1861; 747 gross tons, 220ftx30x17) of the Malcomson lines Waterford Steamship Company (WSCo). The Beta was on a regular run between the port and London ( several reports state that she was calling to Waterford having sailed from Belfast for London). The Captain had a Board of Trade Masters certificate for Waterford, exempting him from taking on a pilot, the regularity of sailing, and his experience having been determined that he was exempt. In a later newspaper report that year Captain Upton was named as Master, but no Captain was named on the night of the incident in the reports I have found.
From later newspaper accounts, the Gannet hove-to above Creaden Head and three pilots got into the small boat that was used to board the pilots. As they did so, they noticed the Beta change direction to pass astern to the pilot boat, and at this point, the Gannet came about to again intercept. With no time to change course, the Beta rammed the hull of the pilot boat. [I]
The cutter was struck on the port side, abaft the mast, and sank immediately. The Pilot master with three pilots – Glody, Diggins, and Delaney managed to get aboard the steamer. Their three colleagues, Butler, Power, and Ryan, were towed in the small punt to Passage East. [ii]
At the next meeting of the Board a discussion into the loss of the Pilot Cutter and whether to lease another. There was a lot of upset as the master of the Beta had been quoted as telling the Pilot cutter captain that “He knew damn well he didn’t need a pilot”. Members wondered if maybe ships should be required to signal a specific light that a pilot was not required! A unanimous decision was taken to write to the Board of Trade to request an inquiry.[iii]
At the last Harbour Board meeting in December, a letter was read from the Committee of Privy Council for Trade in a response to a request from the commissioners asking for an inquiry into the case of the collision. The response was not what the Board had hoped for, but they were of the opinion that since this was a case of a collision it was not of a character in which they usually interfered and therefore they declined to get involved. However, after a discussion, it was decided that as the “Merchant Shipping Act stated that when a steamer met a sailing vessel it should keep out of her way and in this case the Beta did not, that the Board would request that the Board of Trade revisit their decision” [iv]
Given the earlier description of what had occurred…it’s difficult to understand how the Harbour Board came up with that decision. But ask they did and refused again they were; receiving what was described as “a very definite and negative response from the Board of Trade”. Somewhere amidst all this toing and froing one William Malcomson (WSCo & member of the Harbour Board) let it be known that he was happy to enter into arbitration to try to resolve the matter to the satisfaction of both parties. This was agreed to after a prolonged and rather fractious debate that went on long into the night.[v]
However, at some point in the following weeks, it seems that the Harbour Board took a decision to revisit this decision and made a request that the arbitration be overseen by Queens Advocate from Dublin. This was interpreted by some as kicking the arbitration into a legal sphere. And it provoked an unholy row.
Part of the problem seems connected to a letter written by the Steamship Company to the Harbour Board, that was overlooked at the monthly Board meeting. However, the letter found its way into the papers, and not just in Waterford. The response was explosive. The court of public opinion cared little for the navigation laws of shipping. The Malcomson family was then a huge employer in Waterford, and with an internationally good name in business and shipping circles. A very long and detailed analysis of the matter was contained in the Waterford Mail, which excoriated the Board, pointed out Malcomson’s support for Waterford, the Board, and notable charitable good works, and questioned the very purpose of the Board. The actions of the board were considered petty and unjust. Malcomson’s position was that this was an expensive way to do business. His position was that both sides should enter the arbitration in good faith and see if an agreement could be reached. If there were points that were disputed, then these could be judged by the Advocate. A much cheaper solution he believed.[vi]
At the Board meeting of March, Alderman Denny took the floor of what I can only assume was a very unsettled assembly. He addressed the controversy and acknowledged the public disquiet in the city and how the matter had been handled. He went on to extol the virtues of William Malcomson and the Waterford Steamship Company and also to discuss the current action believing it would have been better: “to have asked for reasonable compensation for the loss of the Gannet. The original cost of that boat was £1,150, and she was 7 years at sea, exposed to very trying and severe weather all seasons so that it is not too much to say that she lost 5% of her original value (PA obviously though not mentioned in the report) thus leaving her value at £757 or thereabouts. If we make up our minds that the crew the Gannet was in no way to blame in the matter, then we are entitled to about £750, and more in fairness. If, on the other hand, it can be shown that the Gannet was wrong and that the fault did not lie with the Beta, are not entitled to a single farthing.”[vii]
Councillor Walsh rebutted this pointing out that it was right and proper that the Harbour Board take legal proceedings against Malcomson and WSCo. At issue he felt was the livelihoods and property of the 7 pilots who were aboard the Gannet that night, and who were out of work since.[viii]
After much acrimony, a proposal was put forward from Mr Jacob saying that legal proceedings should be halted and that a request for a settlement of £600 be put to the WSCo. This was seconded and eventually agreed to. In what must have seemed like a very melodramatic twist, at this point, Mr. Jacob held up a letter from the WSCo stating that they would be happy to settle the matter for £600. Game set and match to Mr. Malcomson it would appear.[ix]
Members of the Harbour Board were insistent that an inquiry was required into the actions of the Pilot Master that night in the harbour. Questions were raised about his fitness to operate, and the judgment of all the pilots on the night. However, there were also pragmatic concerns. What if the Board found that the pilots were in error? Would the £600 be forfeit, would they come out the worse. It seems that a subcommittee was formed to look into the matter, but I could find no report in the papers of the time as to any findings.[x] I’d imagine that the vast majority of people had already heard too much about the incident.
But what of the Gannet? Whatever the acrimony within the offices of the Harbour Board, the matter still existed of a sunken vessel and one less pilot boat to meet the needs of the port. A wreck buoy was stationed directly over the vessel and a notice contained in papers as early as the day after the event. Subsequently, the wreck was raised, as it was an impediment to shipping. My guess is that the damage was so bad, the pilot boat was dragged closer to the Wexford shore and dropped to the bottom. Walter Foley told me previously that the salmon driftnet fishermen had a foul mark off Broomhill called the Pilot Boat. It’s the only one that I am aware of that fits the bill.
Interestingly, the Gannet was not replaced. Newspaper accounts later that year point to a drop in shipping and a struggle to meet the wages of pilots due to the resulting loss in revenue to the port. Although other boats were employed at Passage, and an occasional replacement at Dunmore, the Seagull carried out the duties on her own at Dunmore East until she was replaced at some point in the early 1930s by the Elsie J.
