The arrival of Dauntless Courage, Celebrating the History of the RNLI Lifeboats, their crews and the Maritime Heritage of the Dunmore East Community was greeted with a wave of conflicting emotions this week. Joy at seeing the book finally in print, tears of relief after two years of work and pride in the satisfaction of realising a book conceived and raised within a community of volunteers that makes up the RNLI.
Opening the book was a thrill, and the satisfaction of the smell of all those tightly bound hard covered pages only heightened the expectation that comes whenever I open a book. Sometimes the first impressions are let down however, but not in this instance. From the wonderful historic painting on the cover by local marine artist Brian Cleare through to the hundreds of photos and images on the inside, the quality of all are amazing and really bring the book to life.
Running to almost 380 pages author David Carroll takes us on a journey through Dunmore. Quite rightly in my view, David doesn’t start with the first lifeboat, Henry Dodd, in 1884. He starts from the outset of the small little fishing hamlet through to the building of the pier and the coming of the mail packet. Throughout, David continues to ground the lifeboat service in the community of Dunmore and in the life and times of the community which serves to remind the reader that unlike perhaps any other volunteer service, the RNLI relies on the maritime community in which it resides.
David captures some of the more heroic rescues of the past such as the rescue of five fishermen aboard the St Declan in 1952 which saw Paddy Billy Power and Richard Power receive awards for their valour through to the more mundane, but no less important shouts such as the provisioning and repairs to the SS Pauline in Tramore Bay in December 1932. The book is so up to date, it even includes the Lily B rescue carried out off the Hook in October of this year.
Annie Blanch Smith at Dinmore 1958. John Aylward photo.
There are also the first person accounts from personalities in the area, people that are synonymous with the service such as Joefy Murphy, Frances Glody or John Walsh. Sadly one of those recorded died before the book came to print, Stephen Whittle. But this just highlights the importance of the book still further, in capturing and recording the first person accounts of those who have given so much.
It also records the crew, and the photos of those behind the scenes, the station support, the fundraising committee, the less glamorous jobs but without which such a service has no hope of maintaining itself.
The book is a testament to the volunteer committee that established around David to fundraise to bring the book to fruition. It is also a timely boost to the fundraising fortunes of the station in these covid restrictive times. But it is also a testament to the abilities of David Carroll, ably supported by his wife Pauline, and his deep regard for Dunmore and the people of the RNLI that the book has come to print.
David in company with Brendan Dunne; lifeboat volunteer and a driving force behind the project
Dauntless Courage, Celebrating the History of the RNLI Lifeboats, their crews and the Maritime Heritage of the Dunmore East Community is David’s first book, but I hope it won’t be his last. It deserves to be read by anyone with an interest in Dunmore East, anyone who enjoys maritime history, and anyone who supports the work of the RNLI.
The book is currently flying off the shelves. For stockists of the book and online orders check out the project website
On a dark tempestuous winter’s evening, the brig Glencoe was blown onto the rocks at Ballymacaw to the west of Dunmore East. As the winds howled and the seas crashed and washed over the ship her 13 man crew had little hope of survival but those on shore had seen this kind of incident before and plans were already underway to come to their aid.
The Glencoe was a brig of 275 ton from Sunderland, England. Under Captain J Keith she was en route from Glasgow to Calcutta with a mixed cargo including coal, bales of manufactured cotton, and beer. Having being caught out in a storm, her crew found themselves battling hopelessly against the natural elements.
Not the Glencoe, or even Ireland. A shipwreck scene accessed from https://nzhistory.govt.nz/page/wreck-general-grant
She eventually grounded on rocks at what one newspaper described as “…under Mc Dougals farm”. Six men based at the local Coastguard station (was this Dunmore East or the older station at Rhinne Shark one wonders) accompanied by four local volunteers rushed to the scene and under the command of Coastguard Chief Officer Charles French proceeded to get lines aboard to the stricken crew. After several hours all 13 were safely brought ashore.
The brig was smashed to pieces on the rocks and the papers reported that the cargo was lost. However later in December 40 bales of cotton described as “with all faults” was auctioned off at Fallows Warehouse, Peter St (in what I understand was Liverpool) I’m sure the locals were burning the coal for some time to come, and as for the ale, no mention is made of this at all. I can only hope it was widely enjoyed along the coastline.
The newspapers mentioned several other casualties that same week in Waterford. A young boy named Walsh, an observer of the wreck of the Glencoe was lost and drowned off the rocks. Meanwhile, at Tramore, an empty lifeboat from the James Jenny was discovered on the beach. An unnamed barque was wrecked at Stradbally while another ship the Leisk enroute from Malaga to Glasgow grounded at Bunmahon but her crew and cargo of oranges were reported safe and well. The ship was lightly damaged and there were hopes that she would be got off.
The following sad account came to light of the drowning from the rocks
A subsequent newspaper article explained that the Leisk was high and dry on the east end of Bunmahon beach. The cargo was safely stored in Mr Robinson’s warehouse in Waterford city and the vessel was likely to be refloated on the next spring tides. The damage was minor, the hull was ok with some damage to the rigging, cabin, and forecastle. The optimism of an easy salvage was misplaced however as it was March before she was finally refloated and towed to Waterford.
The Waterford Mail reported that the ship that was wrecked at Stradbally was a barque and that a crew of 13 were lost, although all bodies were reported to have washed ashore. It was speculated that the ship was bound for Dungarvan with a cargo of timber, but this was speculation. Meanwhile, in Dungarvan, the local schooner Spankaway under Captain O Neill with a cargo of ore from Bunmahon was blown ashore on Monday 7th in the storm after her anchor chains parted. Again there was little damage and she was expected to be refloated. Another incident was the schooner Shamrock of Youghal, which reported some minor damage due to the weather.
Following the successful rescue of the crew of the Glencoe Chief Officer French was awarded a Silver medal by the RNLI for his leadership. Despite searching I could find no mention of the names of any of the others who played such a crucial part. If you would like to know more of the work of the local RNLI and their rescues down the years, why not order a copy of David Carrolls wonderful new book at the following link
Some details of the Glencoe rescue are taken from Jeff Morris’ book The Story of the Dunmore East Lifeboat. The other information is taken from a look through the local papers of the era.
As any blog regular will know, the lifeboats and their actions are a feature of so many of the stories on Tides and Tales. So it is with great anticipation that we look forward to the forthcoming Dauntless Courage, a history of the Dunmore East Lifeboat Station in the coming weeks. And even more so, as it is one of our own, a regular guest blogger on the page, David Carroll who is the author. Some further details below.
Radio presenter Damien Tiernan will lead an online panel discussion (Wednesday 25 November at 8 pm) with ‘Dauntless Courage’ author David Carroll and Dunmore East RNLI volunteer crew members.
WLR FM radio presenter, former South East correspondent for RTE and author of ‘Souls of the Sea’ Damien Tiernan will lead the panel discussion with the author of ‘Dauntless Courage’ David Carroll who will also be joined by Dunmore East RNLI volunteer crew members Brendan Dunne and Neville Murphy. The launch is coinciding with the 50th anniversary of the Glenmalure Tragedy which is featured in the book.
‘Dauntless Courage’: Celebrating the History of the Dunmore East RNLI, their crews and the Maritime Heritage of the Local Community. All proceeds from the book will be going to the local Dunmore East Lifeboat Fundraising Branch to support the saving of lives on our seas.
After several years researching and writing of the book, the public unveiling will take place online with an in-depth panel discussion of the research involved in writing the book, the characters behind the lifejackets, the many acts of courage that took place far from shore, and a look at the local community that was so often the backbone of every crew that took to sea to save those whose lives were in peril.
L-R Damien Tiernan, David Carroll, Brendan Dunne and Neville Murphy
The online event will take place on Wednesday 25 November at 8 pm for approximately forty minutes, with a live Q&A session for attendees afterwards. Registration for the event can be made by clicking here
David Carroll, author of Dauntless Courage said: ‘What has really struck me about writing this book has been the amazing goodwill and generosity of so many people who have helped to make this book possible, especially all the interesting and historic photographs and paintings that we have been given access to for inclusion in the book’.
David in company with Brendan Dunne on a research trip (pre covid) to Poole
Damian Tiernan, WLR FM radio presenter said: ‘I am honoured and delighted to be hosting this discussion, I have a long association with members of the RNLI in Dunmore and I worked closely with them over the years. The publication is a wonderful record of all that has happened complete with superb pen portraits and descriptions of events and superbly written and produced’.
Here’s what Dr Pat McCarthy has to say about the book
I must admit I am really looking forward to the book. I’m hoping that if time allows David may do a guest blog featuring one of the rescues that the lifeboat and her crew were involved with in the coming weeks. You can preorder the book now. All proceeds go to the local Dunmore East Lifeboat Fundraising Branch to support the saving of lives on our seas. If you have any questions or need further information on the book you can email dunmorelifeboatbook@gmail.com
On Saturday night, 12th Nov 1955 a collision in the River Mersey involving three ships saw one ship sink, 9 crewmen struggle for an hour without lifejackets in freezing water and a dramatic rescue which included three young seamen from the village of Cheekpoint Co Waterford.
The Cheekpoint men were my father, Bob Doherty, my uncle John and Jimmy (O’Dea) Doherty. They were departing Liverpool as seamen aboard the MV Ocean Coast in dense fog. The ship was carrying general cargo and bound for Falmouth. The three were just out of their teens, but already seasoned sailors.
My father Bob on right with unidentified shipmates
The first official communication on the night was at 22:10 when the Ocean Coast sent out the following message “Queens Channel, Q15 Buoy, River Mersey. There has been a collision between two unknown ships. I am anchored and sending a lifeboat over. Strong ebb tide running. One of the ships in the collision has sunk”
My father’s ship, MV Ocean Coast, was a twin-screw motor cargo vessel 250 ft in length and a 38ft beam and 1,790 tons dead weight. She was built for short sea route trips by Leith shipyard for the Coast Lines shipping company and was launched on 31st July 1935. During the war years, she had served as a supply vessel to Gibraltar and North Africa. She also played her part in the D Day landings servicing Omaha beach carrying petrol. My father was in short pants at that stage, snaring rabbits to supplement the meager supplies at home in the village, and dreaming of going to sea like his father.
The collision, it would subsequently emerge, was between a fully laden Swedish motor oil tanker SS Juno and the SS Bannprince which was operated by S William Coe of Liverpool. The Bannprince was crewed by Northern Ireland men. Like the Ocean Coast, the Bannprince had served with a volunteer crew during the war, helping to evacuate some of the 337,130 Allied troops from Dunkirk between May and June 1940. Following this, she was taken over for “Unspecified special government services” and was one of the first ships to land at Sword beach during the D Day landings with much needed medical supplies.
The Bannprincewas outward bound that fateful night, fully laden with coal for Colerain. The first the crew knew of difficulties was when the ship’s horn sounded three shrill blasts moments before there was an almighty crash and the ship heeled over. She would sink in ten minutes and most of the crew of 9 had no time to get a life jacket. Her lifeboats were submerged. In the freezing Mersey, the crew did what they could to stay together and help those that couldn’t swim.
It was almost an hour between collision and the calls from the lifeboat of the Ocean Coastwere heard in the water. At this point, most of the sailors were close to exhaustion and had drifted apart. My fathers lifeboat rescued six and a lifeboat from a sister ship Southern Coast picked up the remaining 3 men including the captain and the only crew man to lose his life, second engineer James Ferris of Limavady, Derry.
They put the six survivors aboard the New Brighton lifeboat and returned to the Ocean Coast to continue their voyage. On the 3rd April 1957 my father along with 5 other crew men (including Jimmy) received a certificate from the Liverpool Shipwreck and Humane Society in recognition of their efforts. The Captain received a silver cigarette box and the chief officer a parchment.
My father went to sea as a teenager like so many other men of his generation. Himself, Jimmy and Uncle John are now gone to their rest, and with them their best stories. He never actually spoke at home of this rescue and it took a bit of time to actually research it. But then again, it was just after the horrors of the second world war, and events like this were trivial in comparison. Jimmy O’Dea did have a yarn about it, however. According to his telling when they approached the men in the water my father, who was an excellent swimmer, had to jump overboard to help some of the weakened men out of the water. Jimmy O Dea and the other rescuers were returning to their ship when they noticed my father wasn’t aboard. They turned back, rowing now with a vengeance only to find my father swinging off a buoy shouting “where the hell were ye then shipmates???” Fact or fiction we’ll never know, but my father would have loved it, the bigger the laugh the better, even at his own expense.
The new book cover which includes the blending of two images, the building of Dunmore East pier and the city dredger, Portlairge from an original image by Jonathan Allen.
This excerpt from the story is only one along with 22 others which feature in my new book about the life and times of so many ships, seafarers, and their families connected to Waterford harbour which is available now from bookshops, online, or directly. More details by email to tidesntales@gmail.com or at this link
On a dark November night in storm-force winds and driving rain, an Arklow schooner scurried up Waterford harbour in search of shelter. Within sight of the Spit Light below Passage East, the ship healed over stuck fast in the sand and her crew took to the rigging from where they signaled in the hope of salvation. Luckily for them, their signals were answered and four men departed Passage East in a fishing yawl. But the odds were against them and nothing but expertise and luck would ensure a positive outcome.
Passage East, Co Waterford via Tommy Deegan Waterford History Group
The schooner France Jane was built in 1858 in Nova Scotia, Canada. Her Arklow owners were Anne and Thomas J. Troy and she weighed 87 tonnes.[i] She was on a run with corn from Belfast to Courtmacsherry under Captain Furlong.
Like many schooners at the time, the Frances Jane would take any opportunities for cargo that were available, competing as they were with the more regular running steamships. Bulk cargos were a staple freight, or bagged or barrelled produce, anything that didn’t have a crucial delivery date. trips to smaller ports and out-of-the-way locations were also a means of making freight. Earlier in the summer, she had been tied up in Arklow with a cargo of coal which was advertised at knockdown prices in an attempt to clear her hold.[ii] In another sailing in September coal was again her cargo into her home port.
The run to Courtmacsherry was cut short by a strengthening gale of southeast wind, by far the worst to meet off the Hook, and in an effort to make shelter, the schooner made her way into the harbour. As the rain came down and the winds strengthened she beat her way further in until she ran aground on the Drumroe Bank.
1787 map of the harbour entitled “An actual survey of the harbour and river of Waterford and of the bay of Tramore” by Robert Sayer (1724? -1794). Accessed from Bibliothèque Nationale de France (Public Domain) To access a higher resolution go to https://gallica.bnf.fr/ark:/12148/btv1b53011020p/f1.item.r=tramoreA close-up of Sayer’s chart showing the Drumroe Bank, outside of Passage Strand. Note the spit light has yet to be built and a light perch marks the bank instead.
Once stuck fast on the hard sands, her fate was sealed. With no other options, the crew took to the rigging to escape the surging seas breaking over her side, and lamps were lit and waved about in the hopes of a rescue. Fortunately, their lights were seen, and on Passage East quay four fishermen prepared their small open fishing boat to meet the challenge.
James Hearne, the skipper, had three other men with him, James Pepper, Richard Galvin, and Michael Sheehy. All the men are listed in the 1901 census as living in Passage East and all are married with a family. Hearne (age 36, fisherman) is married to Mary, a dressmaker. They have four children, the two eldest William and Ellen were born in Liverpool. Pepper (40, fisherman) is married to Statia and they have five children at the time. Richard Galvin (37, sailor) is married to Ellen, they are living with his mother-in-law, Catherine Daley. They have five children and a niece is also living with them. Patrick Sheehan (40, sailor) is married to Kate, and they have two teenage children.
Their small yawl was well used to facing the weather of the harbour and their experience would have told them that in the conditions, the closer they got to the stricken vessel the greater the danger they would face. As they pushed away from the quay they laid out the sweeps (oars) and bent their backs to their task. Rowing hard against the wind and rain, the men, who had no time to gather oilskins, were quickly soaked to the skin and the cold must have penetrated their jerseys despite the exertions. At one stage an oar was lost, and another snapped in two against the force of the seas. But on they battled with the two oars and eventually came alongside Frances Jane.
A similar yawl as described in the piece, taken at Ballyhack, Co Wexford. NLI, Lawrence Collection. Robert French Photo
Hearne jumped aboard the stricken schooner and helped each of the sailors into the outstretched hands of his crewmates in the yawl. No details are given of the complexities of this, but I’m sure they would have come in under her leeward side (if the tidal conditional allowed) and in the shelter provided, make the transfer. Again nothing is made of the men going below to gather any valuables etc, mind you it was probably little enough they would have had. I also have no information on the names of Captain Furlong’s crew that night. Eventually, a sail was hoisted to bring them home, the sails filling with the now helpful wind, and soon they were at Passage East quay where the sailors and the fishermen alike were cared for with the attention that only a fishing and sailing village would know instinctively.[iii]
After the storm comes the calm it is said, and indeed such was the case in the days that followed. The schooner was seen wrecked and forlorn, but it was hoped that if the weather stayed calm she might be got off. Her cargo of wheat was salvaged and was later advertised for sale. “Mr. Patrick Bolger, auctioneer, New Ross, announces a very important sale of 260 barrels of fine Australian wheat, the salvaged cargo of the schooner Frances Jane, which recently came to grief in the harbour”[iv]
The schooner was not so fortunate, however, as the weather worsened and she became a total loss. I don’t know the ultimate fate of the crew thereafter, but I’m sure after a good night’s sleep, they were probably looking for a new berth to make their living from and would have shipped out at the earliest opportunity.
The rescue was widely reported and the skill and bravery displayed was eventually recognized. On Friday 30th January 1903 at the Waterford City Petty Sessions a public ceremony was conducted at which the four men were recognised by the Royal National Lifeboat Institute. Mr. Wardell, secretary of the Tramore Lifeboat Committee, and Mr. Edward Jacob, Lloyd’s agent in Waterford, introduced the men and their accomplishments before asking that the magistrates present them with the certificates. Jacob explained that it was “…only common justice to the men that the attention of the Institution should have been called to their heroic action. The Institution considered the deed they had done was an act of the greatest bravery, and when the great risk that the men had run of losing their own lives was pointed out to them they could scarcely credit it. They even wrote for further particulars, and when finally satisfied they very handsomely rewarded men an act of downright actual courage and bravery, and would long be remembered”
All four received a velum certificate from the RNLI and £2 each. James Hearne and Richard Galvin were there to receive the award in person. Kate Sheehan and Statia Pepper attended instead of their husbands. The article gives no explanation for this, but most likely they were both at sea?) Hearne received an extra acknowledgment for the damage caused to his vessel of 55 shillings. (the damage included the sweeps, gunwales, and sails)
An advert from the front page of the New Ross Standard – Friday 05 December 1902. Accessed from British Newspapers Archive.
The wreck was an annoyance to fishermen and boatmen, but not to the normal traffic of the ports. An article in the Passage Notes of February 1903 rails against this injustice rightly pointing out that the wreck is an impediment to salmon fishermen and a risk to local boatmen, making a specific reference by description to the hobbler trade, though not by the name. The author articulates the view that because the wreck does not impinge on “…the grand electric lit steamers…” or the “…gondoliers…of the wealthy…” it has been ignored by the Harbour Commissioners.But I’m sure that after a few weeks the fishermen and sailors adapted, it is after all in their nature. Marks would have been taken and soon by day or night the position was identifiable by sighting hills, trees, spires, and other buildings along both shores of the harbour. Indeed the children of Passage helped too, as there was one account I came across that mentions them hacking and sawing away on the timbers of the wreck.
It was not until the summer of 1951 that the wreck was finally removed warranting a few lines in the Munster Express: “The Remains of the wreck of the Frances Jane, mentioned in this column last week, was removed from the Spit Bank by orders of the Harbour Commissioners during the week…”[iii] Sad to think the names of the Passagemen involved didn’t get a mention on this occasion, especially when you consider their bravery that night in the rescue of the crew of the Frances Jane. At that stage, all those men would have been dead of course, and would be recalled only by family and by the village elders who rarely let such memories die. A brave deed worthy of remembering and never to be forgotton.
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I’m indebted to Brian at www.arklowmaritimeheritage.ie for the information I have included on the schooner Frances Jane. Thanks also to Fintan Walsh who had first shared an account of the men and which got me interested in the story.
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