The Italian Salvage Job – Dunmore East 1935-37

A recent email from Donie Brazil with an image from Dunmore of a steamship caused a fair amount of research on my part.  Donie had an image from his aunt’s collection of a ship tied up at the East Pier in Dunmore, which could have easily been dismissed as a large fishing boat, but the date gave me a smile of delight.  For it was from 1936, a time when an Italian salvage company was busy in the village and it was more probably the Artiglio of the Società Ricuperi Marittim, founded in 1926 in Genoa Italy, and at the time one of the leading underwater salvage operations worldwide.

Artiglio and her crew was world-renowned at the time following the successful salvage of gold coin and bullion from the sunken SS Egypt, a P&O ocean liner that sank after a collision in 1922.  The Artiglio, or more accurately the Artiglio II, had successfully retrieved the treasure (after the original Artiglio had discovered the ship in 1930 but was blown up after being moved to deal with another salvage operation) but the work had taken from 1930 to 1935.  The wreck of the Egypt lay in 170metres of water after all!

Società Ricuperi Marittim, or  SO.RI.MA. (Society for Maritime Recovery) of Genoa was founded in 1926 by Commendatore Giovanni Quaglia.  The ships of the company were all named based on their propensity to snatch objects from the bottom of the sea and included: Artiglio, Rostro and Raffio were the first of the company, followed by Rampino, Rastrello, and Arpione. These were all bought second-hand and modified as needed which included winches, electromagnets, and support equipment for divers.

Artiglio 1932. Bibliothèque nationale de France, Domini públic,

The first mention of the company I could find in Ireland was off the Cork coast in 1934, where the Arpione was salvaging copper from the SS Spectator off Galley Head.  It would appear the company was also looking for the Lusitania at the time.[i]  In September 1935 both the Artiglio and Rampino were reported as being exempted from pilot dues by Waterford port until such time as they were successful in finding and retrieving salvage from the wreck of the SS Lincolnshire off Hook Head.[ii]

SS Lincolnshire was reported at the time as a “freighter of 3,695 tons…commanded by Captain Harte, and had onboard crew of thirty-one and the Captain’s wife, when, in March 1917, she encountered a German submarine…she was torpedoed, and sank almost immediately, those on board just managing to take to the boats before she went. No lives were lost. They were shortly afterward picked up by a patrol vessel and brought to Dunmore, whence they were sent to their homes through the Shipwrecked Mariners’ Agency, of which Mr. W. E. Jacob is the local agent”[iii] 

Lincolnshire was one of two ships attacked and sunk that same day and by the same U-Boat U57 a sub which was one of those rarities, a sub that survived the war.  The other was the SS Crispin, 2483 tons, carrying freight, passengers and almost 700 horses for the war effort.  Those aboard the Crispin were not as fortunate, out of a complement of crew and passengers of 112, 8 died and of course, all the horses perished too.  SS Lincolnshire was the prize the Italians were seeking however, as she was carrying copper ingots, brass bar/rod/sheet, zinc and other metals, which had a huge value at the time.

In October it was reported that they had “…located the SS Antony, a cargo vessel of Liverpool origin, which was also sunk by a submarine. A large number of automobile spares were found in the holds, while four motor cars, almost intact, were also discovered, as well as a large quantity of bones…”[iv]  I couldn’t locate any details on the Antony up to the time of writing but I;m speculating the bones were of animals, and probably horses. Either way , it wasn’t the exact prize the Italians were after, but does highlight how littered the area is with wrecks.

Finally in November news broke that the “Copper Ship” had been found.  Although from the report it sounds like the discovery was made a few weeks earlier.  “…after many months of patient search, [Lincolnshire has] been at last located by the Italian salvage vessel, Arliglio (Capt. Bruno). The Lincolnshire, which was torpedoed by a German submarine, carried a valuable cargo of copper. The divers of the Artiglio who discovered her, estimate her cargo at eighteen hundred tons of copper and about 1,000 tons of zinc. She was found lying on a bed of mud on the ocean floor about 12 miles south-west of Dunmore Harbour. Already about 50 tons of copper has been salvaged and put aboard the Artiglio’s sister ship Rampino. The crews and divers are awaiting favourable weather to make a further trip to the Lincolnshire. It stated that when the Rampino has her full cargo she will proceed immediately to France. The Lincolnshire was found in thirty fathoms of water, and owing to obscurity, caused by the disturbed mud, the work of salvage was considerably impeded by poor visibility…”[v]

The work of the crew of these ships was incredibly dangerous and it must surely have taken nerves of steel to go down beneath the surface in what could only be described as iron coffins.  From what I have read I can only try describe the activities, and these are largely based on what happened with the salvage of the Egypt, so I may be inaccurate in this. Once a likely wreck was identified, a diver was suited up and hoisted up and over the side, to go down and identify the wreck.  The company used what was called atmospheric diving suits built by German firm Neufeldt and Kuhnke and later modified and enhanced this. They also used what was called a butoscopic turret as an observation chamber. Communcation with the surface was via wireless and once a wreck was identified, salvage could begin.  It would appear that if needed, the divers would set explosives to create a hole to allow access to the ships hold.  They would then direct operations observing the mechanical and magnetic grabs which were lowered from the surface ship.  As the grabs descended, the diver operated like a conductor, issuing instructions to the surface which had to be acted on by the men operating the winches far above. 

Testing of a P-7 Neufeldt and Kuhnk metal diving suit, in France (1926). (Photo by Photo12/UIG/Getty Images)
For more images of the dive technique and description see here
A sense of the work

As you might well imagine, when these lads came ashore they must have wanted to enjoy themselves, and I’m sure the pubs and hotels must have done well from them.  The Gossip of the Week column in the Standard of June 1936 describes the Italians as frequently in harbour where they have made many friends ashore.  The previous weekend an imposing figure of one of the company’s directors Count Boraiggi was seen in the village.  All was not plain sailing, however.  A large French steamer the SS Sussien 848 tons was in harbour and her crew had given the harbour a “distinctive polyglot tinge”.  The French are loading the salvage and returning to their home country where the material is being smelted down for use in the armaments industry.   A major controversy was averted in the harbour during the week, thanks to the harbour master Major Lloyd when apparently his use of French managed to resolve a major logjam.  At issue was the harbour blocked up when a new steel grab arrived by truck for the Artiglio which was at sea.  Major Lloyd swung into action as it were, got the French steamer to hoist the grab onto her deck and get the truck on her way, although “the language, all French, was searing”![vi]

A postcard of a large coaster at Dunmore. It may be the SS Sussien, but I am not positive. However it is the only steamer I could find reported in the papers at Dunmore between the 1935-37.
Photo via Michael O’Sullivan Waterford History Group Facebook page

 In August the Artiglio was ashore to enjoy the festivities associated with the annual Dunmore East regatta.  A wonderful days weather ensured a great turnout, and it was remarked that a large number of cars were in evidence, parked along the pier.  “The environs of the harbour were gaily bedecked with flags and bunting. The Italian salvage vessel, which has made its base at Dunmore East, was decorated with the ship’s flags, and the Captain and members of the crew were equally decorated with medals and ribbons.”[vii]

The Gods seem to have been looking kindly on the Italians it seems.  For later that August four of the crew had a lucky escape in a traffic accident.   Captain Ernesto Bruno, Cesari Albavera (chief engineer), Bonucelli Catena (diver), and Giovanni Titinini (wireless operator), were proceeding to Waterford in a taxi, driven Mr. Joe (Bunny) Murphy, when the accident occurred. The car had just passed the shop of Messrs. Harney, at the junction of the roads leading to upper and lower Dunmore, when the steering rod broke, leaving the driver without control. Swerving to the right along the upper Dunmore Road, the car dashed against the parapet, the wall gave way with the force of the impact and the car did a somersault before landing back on its wheels on the lower village road.  To the astonishment of onlookers, who presumed they must all be dead, all five walked freely from the wrecked car, although Captain Bruno sustained a broken nose and required some stitches! [viii]   A later report stated that the men were all improving, so perhaps they were not as unscathed as the first report suggests. [Following publication Kathleen O’Driscoll contacted me to state that her family had owned the Strand Hotel at the time. Her American relatives have a letter written by her mother from this time. In it she explained that both she and her two sisters were nursing the Artiglio’s Captain and Engineer who remained in the hotel for several weeks after the crash]

Harneys corner from the account
Where Joe Murphy’s taxi took off I imagine

The work of the salvors was weather dependant and it would appear that they could be called away for other jobs, or return home for leave ( I found one report from April of 1937 stating that two ships were returning to complete the salvage after the winter storms). The work continued on the Lincolnshire until July 1937.  The Waterford Standard of Saturday 10th July describes their departure.  “The Italian salvage vessel, Artiglio, left Dunmore East on Thursday night, having completed the work of salvaging the wreck of the SS Lincolnshire. Crowds gathered on the pier to give the crew a truly Irish send-off. There is no doubt that the Italians made themselves very popular with the villagers, and from an economic point of view, too, their departure will be a loss, for nearly all the traders derived some benefit… There was much hand-shaking and leave taking before the hawsers were cast off and the Artiglio steamed out into the murky night, she sounded her siren in farewell and flashed morse signals to the waving crowd on the shore bidding them good-bye.”[ix]

The crew of the Artiglio, brave and hardworking souls. A David Scott photo originally via https://www.nauticareport.it/dettnews/report/lartiglio_e_loro_dellegypt-6-6328/
I would recommend this link for more information, I think its the best I have read on the subject
Artiglio was at Monaco in 1938

War had created much of the wealth that the SO.RI.MA had salvaged, and it’s ironic to think that the metals salvaged went to creating more weapons for another war to come.   But for the men of the Artiglio the work was their job, a difficult, hazardous and dangerous job for which it seems they were not very well rewarded.  They did however brighten the scene at Dunmore East for the time that they stayed and their work was truly innovative.  My thanks to David Carroll for assistance with this mornings piece and to Donie Brazil who asked the question that got me started.


[i] Aberdeen Press and Journal.  Tuesday 1st May 1934

[ii] Waterford Standard – Saturday 14 September 1935; page 7

[iii] Waterford Standard – Saturday 14 September 1935; page 8

[iv] New Ross Standard – Friday 04 October 1935; page 5

[v] Waterford Standard – Saturday 02 November 1935; page 6

[vi] Waterford Standard – Saturday 20 June 1936, page 3

[vii] Waterford Standard – Saturday 22 August 1936; page 6

[viii] New Ross Standard – Friday 04 September 1936, page 11

[ix] Waterford Standard – Saturday 10 July 1937; page 3

Captain Albert Bestic remembered – surviving Lusitania

I would like to thank David Carroll for this guest post on Captain Albert Bestic who served aboard the RMS Lusitania which was torpedoed on this day, May 7th 1915. Third Officer Bestic was one of those that survived. Over now to David for his account.

Growing up in Dunmore East during the 1950s and 60s, I was constantly regaled by my father, a Master Mariner, of stories of shipwrecks, great exploits and heroic deeds by seafarers and explorers.   Names that were always to the forefront and that were given tremendous respect were Sir Robert Falcon Scott, and Irish Antarctic explorers Sir Ernest Shackleton and Tom Crean, a member of three expeditions to Antarctica.  It is sad to think and an indictment of the lack of respect shown to Ireland’s maritime heritage that it is only in recent years that the latter two and other Irish explorers have received the proper recognition and celebration that they deserve in their native land.

Another name that kept cropping up during my childhood was Captain Albert Bestic, who was Junior Third Officer on RMS Lusitania, torpedoed off the Old Head of Kinsale on May 7th, 1915.  My father had served with Irish Lights for a short period before World War Two and would have known Captain Bestic on a personal basis.  I can still remember the excitement that followed when my father received a copy of Captain Bestic’s book, Kicking Canvas’, an autographical account of his maiden voyage as an apprentice aboard a sailing ship called the Denbigh Castle in 1908.  The Denbigh Castle sailed from Cardiff and its destination was Peru. The ship had a treacherous crossing and endured many storms. The ship was feared lost until it finally sailed into Freemantle, Australia and then proceeded to its destination of Peru, a voyage that had taken over a year to complete. This traumatic voyage did not deter Bestic and he continued to work his way up the nautical career ladder to become a professional deck officer in the Mercantile Marine.

Albert Arthur Bestic was born on August 26th, 1890 and grew up in South Dublin. Bestic is not a name of Irish origin, his family descended originally from Huguenots in the Normandy region of France. He was the second child of Arthur and Sarah Stephenson. He had an older sister Olive who was born in 1888. He was educated at the Portsmouth Grammar School and St. Andrew’s College in Dublin.

Captain Bestic as a young Officer.

As a boy on holidays in Scotland, he had seen the Lusitania in the Clyde.  “If I could sail on a ship like that,” he had thought, “I’d go to sea.”  He added: “To me she was my dream ship. I saw her first when in her regal beauty she sped along the surface of the Clyde upon her trials. My boyish heart went out to her in admiration.”

Later, while in the service of the Denbigh Castle, he once again saw the large liner sweep by.  As he looked up at the liner, he saw, “a photographic impression of four big funnels, tiers of decks, fluttering handkerchiefs, the name ‘Lusitania’, in gold letters, and a roaring bow wave.” When the ship “streaked by”, it created a large wave that sent all the men into the lee scuppers. The sailors began cursing at her, but not Bestic. He vowed one day that he would stand upon the bridge of that ship! 1

In early 1915, Albert married Annie Queenie Elizabeth Kent, originally from Belfast but by then living in England. He sailed to the United States as an officer aboard the Leyland liner, SS Californian,  that is best known for its inaction during the sinking of the RMS Titanic  in 1912 despite being the closest ship in the area. To Bestic’s great surprise, he was informed that his next assignment would be as the junior third officer of the Lusitania– his dream ship!  With many officers, joining the Royal Navy for the war effort, Cunard’s recruitment policy had altered.

The RMS Lusitania had been launched on June 7th, 1906 at the shipyard of John Brown & Co, Clydebank, Glasgow.  The ship, and her sister ship RMS Mauretania had been built because of negotiations between the British Government and the Cunard Line with a view to being capable of taking back the prestigious ‘Blue Riband’ for the fastest Atlantic crossing. She was the first British passenger ship to be built with four funnels, with a gross tonnage of 32,500 tons and an overall length of 785 feet, and with seven decks for the use of passengers.

RMS Lusitania on the Clyde

On September 7th, 1907, after the completion of her trials, she sailed from Liverpool on her maiden voyage to Queenstown (now Cobh) and New York, watched by a crowd of 200,000 spectators. On her second voyage, in more favourable weather conditions, she did achieve the distinction of taking the ‘Blue Riband’, a record that would stand for the next twenty-two years.2

Crowds gather in New York to welcome Lusitania on her maiden voyage.

Lusitania completed her last peacetime voyage from New York, arriving in Liverpool on the day Great Britain declared war on Germany, August 4th, 1914. Lusitania was not requisitioned by the Admiralty but continued to sail for Cunard once a month to New York. Between December 16th and March 13th, 1915 four more successful round voyages were made, although these were not without incident.3

The waters around the British Isles were dangerous places for Allied shipping, and in April 1915, the German Embassy in the United States published warnings in the New York newspapers that passengers, travelling on Allied ships, travelled at their own risk.  At the time, the Lusitania was taking passengers on board at Pier 54, New York, for the homeward voyage, departing on Saturday May 1st, 1915, with 1,266 passengers, including many wealthy and notable Americans, and 696 crew aboard, including Junior Third Officer Bestic, making his first voyage on the ship.

`A contemporary advert

On Friday, May 7th, 1915 at 11.00hrs, Lusitania broke through the fog into hazy sunshine on its voyage from New York to Liverpool. To port was an indistinct smudge, which was the Irish coastline. But there was no sign of any other ships. Captain William Turner, Master of the Lusitaniahad expected to see HMS Juno, which would have acted as an escort. There was no sign of Juno.

At 11.55hrs, Captain Turner was informed of U-boat activity off the southern Irish coast. At 13.40hrs, Captain Turner saw a landmark as familiar to him; a long promontory with a lighthouse on top of it, which was painted with black and white horizontal bands- the Old Head of Kinsale. To avoid reported U-Boat activity in the area, Captain Turner was instructed by Vice Admiral Coke of the British Admiralty to change course and head for Queenstown.

Captain Turner

However, at 13.20 hrs, the German U-Boat U-20 under the command of Kapitänleutnant Walther Schwieger spotted the smoke from a steamer with four funnels astern approximately 12-14 miles away. Once the U-boat closed into its target, it fired a single torpedo.

At 14.10hrs, the torpedo struck the ship with a sound which Turner later recalled was “like a heavy door being slammed shut.” Almost instantaneously there came a second, much larger explosion, which physically rocked the ship. A tall column of water and debris shot skyward, wrecking lifeboat No. 5 as it came back down. On the bridge of the Lusitania, Captain Turner could see instantly that his ship was doomed. He gave the orders to abandon ship. He then went out onto the port bridge wing and looked back along the boat deck. The first thing he saw was that all the port side lifeboats had swung inboard, which meant that all those on the starboard side had swung outboard. The starboard ones could be launched, though with a little difficulty, but the port side boats would be virtually impossible to launch. 4

At 14.11hrs the Lusitania has started to send distress signals from the Marconi room. “SOS, SOS, SOS, COME AT ONCE. BIG LIST. 10 MILES SOUTH OLD KINSALE. MFA”. The last three letters were the ships call sign.

An extract from Lusitania website describes vividly the drama and mayhem that unfolded:

“At the port No 2 boat station, Junior Third Officer Bestic was in charge. Standing on the after davit, he was trying to keep order and explain that due to the heavy list, the boat could not be lowered. Suddenly, he heard a hammer striking the link-pin to the snubbing chain. Before the word “NO!” left his lips, the chain was freed and the five-ton lifeboat laden with over 50 passengers swung inward and crushed those standing on the boat deck against the superstructure.  Unable to take the strain, the men at the davits let go of the falls and boat 2, plus the collapsible boat stowed behind it, slid down the deck towing a grisly collection of injured passengers and jammed under the bridge wing, right beneath the spot where Captain Turner was. Bestic, determined to stop the same situation arising at the next boat station, jumped along to No. 4 boat, just as somebody knocked out its link pin. He darted out of the way as No. 4 boat slid down the deck maiming and killing countless more people, before crashing into the wreckage of the first two boats. Driven by panic, passengers swarmed into boats, 6,8, 10 and 12. One after another they careered down the deck to join 2 and 4. The sea was now swirling over the bridge floor. Then the stern of Lusitania began to settle back, and a surge of water flooded the bridge, sweeping Captain Turner out of the door and off the ship. As the Lusitania sank beneath the waves, that same surge of water swept Junior Third Officer Bestic out through the first-class entrance hall into the sea. The Lusitania was gone, and with her had gone 1,201 people.  It was now 14.28 GMT, on Friday May 7th, 1915.”

Another extract from website continues with the story of Bestic’s ordeal:

“He was still at his post on the port side of the ship when he saw the last wave charge up the deck.  Without a lifebelt, he jumped over the side and tried to swim clear of the ship but was still “dragged down with the ship.”  He tumbled in the water and noticed the water getting lighter as he was pushed upwards.  He swam upwards for what felt like minutes, and when he burst to the surface, he realized that he was inside an overturned lifeboat.  He made his way under the gunwale and felt a hand as Seaman Thomas Quinn pulled him by the collar to the top side of the boat.  When Bestic surfaced, he only saw wreckage and people struggling in the water where the great ship had been.  He could hardly bear the sound of hundreds of men, women, and children crying out in the water, “the despair, anguish and terror of hundreds of souls passing into eternity.”

Fearing that the capsized boat that he was on would soon be overwhelmed, he struck out on his own, swimming towards land miles away.  A current carried him off by himself but could still hear the cries of children in the water.  The cries soon stopped.  He lost his sense of time and place, imagining that he was a young boy seeing Lusitania sail by again.  Then Bestic found his own collapsible and hauled half of himself over the gunwale into the boat, the other half of him still in the water.  He soon realized that this boat was taking in water.  Bestic struggled to keep afloat by plugging his collapsible boat with any flotsam that was around him.

Bestic soon sighted a young, dark-haired man swimming in the water and called out to him.  After the young man got himself on the boat, he quipped, “I suppose it’s no use asking you for a cigarette.” “I’m sorry,” Bestic apologised, “Mine have gone rather soggy.”

The two men rowed and bailed water from their boat to keep warm and came across the body of a young girl.  They then came across a woman in a lifejacket, seemingly in shock.  Her heavy, soaked garments required that both men pull her out of the water and into their boat.  She asked them, “Where is my baby?” “I’m sorry,” Bestic answered, “we haven’t seen any babies.” To their horror, the distraught woman threw herself overboard.  The young man grabbed the woman and lied, “Your baby is safe.  I saw it taken into another boat.”

The woman allowed herself to be helped into the boat again.  Bestic chided himself for not thinking of the lie.  The small, waterlogged boat picked up a dozen or more survivors before they could not take on anymore.  Hours passed and Bestic feared that it would be dark before help came for them.  He found a watertight tin of biscuits and passed them out to everyone in his boat, “Chew these biscuits.  You’ll find that working your jaws keeps you warm.”  He had learned this from experience when he had sailed around Cape Horn.  The lifeboat was quiet as all on board busied themselves with chewing instead of making conversation.

Four hours after Lusitania sank, their collapsible was picked up by the trawler Bluebell.  If help had come any later, the skies really would have been dark. In the messroom of the Bluebell, Bestic saw Captain Turner alive, sitting by himself.  Bestic went up to him and said, “I’m very glad to see you alive, sir.” “Why should you be?”  Turner asked.  “You’re not that fond of me.” “Fondness doesn’t enter into it, sir.  I’m glad to see you alive because I respect you as my Captain and I admire you as a seaman.”

Amongst the 1,191 who lost their lives were 786 passengers and 405 crew, and the trawlers Bluebell and the Wanderer from Peel, Isle of Man rescued most of the 771 survivors. In all, only 289 bodies were recovered, 65 of which are never identified. The bodies of many of the victims were buried at either Queenstown, where 148 bodies were interred in the Old Church Cemetery, or the Church of St. Multose in Kinsale. The bodies of the remaining 885 victims were never recovered.5

Courtmacsharry RNLI received news of the disaster and the lifeboat Ketzia Gwilt under the command of Coxswain Timothy Keohane (Father of Antarctic explorer Patrick Keohane) was launched and set out to row the 12.6 nautical miles to the casualty, as in calm conditions the sails were of no use.

An extract from Courtmacsharry RNLI Return of Service log states: “We had no wind, so had to pull the whole distance- on the way to wreck, we met a ship’s boat cramped with people who informed us the Lusitania had gone down. We did everything in our power to reach the place, but it took us at least three and half hours of hard pulling to get there- then only in time to pick up dead bodies.”

The Courmacsharry Lifeboat then proceeded in picking up as many bodies as they could and transferred them to the ships on scene tasked with transferring bodies back to Queenstown. The final entry from the log stated: “It was a harrowing site to witness- the sea was strewn with dead bodies floating about, some with lifebelts on, others holding on pieces of rafts- all dead. I deeply regret it was not in our power to have been in time to save some”. 6

Included amongst the lost passengers was Alfred Gwynne Vanderbilt, one of the richest men in the world. Yet he showed himself willing to sacrifice his own life for the sake of others. He was travelling with his valet to Britain to conduct a meeting of the International Horse Breeders’ Association. He refused to save himself. He gave his lifejacket away and used the critical moments as the ship was sinking to put children into the lifeboats. He showed, according to a report in the New York Times, “gallantry which no words of mine can describe”. His body was never found.

Another famous person that drowned was Sir Hugh Lane, the Irish art dealer and nephew of writer Augusta, Lady Gregory of Coole Park. He is best known for establishing Dublin’s Municipal Gallery of Modern Art, but his famous collection, the ‘Lane Bequest’ has proved to be a controversial issue with ownership being disputed for almost a century between Britain and Ireland until an amicable arrangement was agreed.

There were harrowing scenes in Queenstown as survivors and bodies were brought ashore. The casualties of the Lusitania included 128 Americans, leading to outrage in the United States. President Wilson later dismissed the warning printed in the paper on the day of the ship’s departure, stating that no amount of warning could excuse the carrying out of such an inhumane act. However, it would not be until April 1917, before he went to a joint session of Congress to request a declaration of war against Germany.

In May 1915, a wave of anti-alien rioting spread throughout many English cities, particularly in Liverpool where the local Echo newspaper reported in May 2015: “Almost 600 people with Liverpool and Merseyside connections alone were on board the RMS Lusitania when it was torpedoed and sunk off the coast of Ireland 100 years ago this week. At least 145 local crew members are recorded as losing their lives.”

As news of the attack on the Lusitania spread around the world, emotions and opinions became polarised. Britain and Germany each advocated for the justness of their side. The sinking became a powerful propaganda tool in the build-up to America joining the war and closer to home, many propaganda posters appeared that advocated for more men to join the war effort.

A year after the sinking of the Lusitania, Albert Bestic’s wife gave birth to their first child, Desmond. At that time, he was serving in the Royal Navy aboard minesweepers. His second son, George was born in Scotland in 1919 and his third son, Alan was born in England in 1922. Alan became a well-known journalist, initially with the Irish Times, and later as a prolific writer.  One of his sons Richard, a name that many readers may recall, was an outstanding international correspondent with Sky News, broadcasting from around the world.

In 1922, Captain Bestic joined the Irish Lights Service. On December 19th, 1940, he was master of the lightship tender SS Isolda, which was bombed and sunk by the Luftwaffe off the Wexford coast. Sadly, six crew members, all from Dun Laoghaire were lost on that occasion. Relating this part of Captain Bestic’s maritime career must wait until another time.

Albert Arthur “Bisset” Bestic died in Bray, Co Wicklow on December 20th, 1962, aged seventy-two years. He is buried at St Michan’s Church in Dublin. The nickname “Bisset” had been given to him by Captain William Turner.

All images are courtesy of Maritime Historian Cormac Lowth, whose assistance with the article is very much appreciated.

References:

  1. https://www.garemaritime.com/lest-forget-albert-arthur-bestic/
  • Ibid.
  • Information kindly provided by Cormac Lowth.

Recommended Further Reading:

The Lusitana: Unravelling the Mysteries by Patrick O’Sullivan

A heart-rending finale. The loss of 5 Dunmore East Coastguards.

On a blustery Thursday afternoon, January 28th 1869, five Coastguard men said goodbye to their wives and children before leaving their homes in Dunmore East and traveling to Waterford city.  The purpose of the journey was to collect a new lifeboat to be used on their station on the dangerous approach to the ports of Waterford and New Ross.  Two days later, on Saturday 29th those same families rushed down to the quay at Dunmore on the arrival of the pilot boat in a vain hope of news of the coastguard men.  A local paper described the scene as a heart-rending finale to a terrible tragedy[i].  For rather than providing a new element of rescue for stricken sailors, the five men had become part of the statistics themselves in a harbour area rightly described as a graveyard of a thousand ships.

The Coastguard presence in Ireland dated from 1822 with the amalgamation of several services into a single body under the control of the Board of Customs. Their role was principally to combat smuggling, but it also provided a life-saving element to seafarers from shipwrecks and attempted to protect the ships and the cargo too. For some interesting accounts of such rescues see David Carroll’s new book on the Dunmore East RNLI; Dauntless Courage[ii].

The Dunmore East Coastguard cottages at Dock Road. Although in Dunmore from the foundation of the service, the Buildings of Ireland website states that these cottages were built circa 1870. If accurate the Coastguards and their families were most likly renting in sorrounding houses. Photo courtesy of the Kennedy Family Collection.

I’m afraid I have no background information on the origins of the new lifeboat to be used, but I am sure it was as a consequence of the many rescues performed on the station since the foundation of the service in the village.  The new boat arrived in Waterford aboard the London steamer Vesta on the Saturday previous.[iii] (Elsewhere, Coastguards worked alongside rescue services such as the RNLI which was founded in 1824. Ironically enough a lifeboat station was founded later in 1869 at Duncannon, Co Wexford, very close to where the accident occured. The RNLI would eventually come to be based at Dunmore in 1884)

The coastguard station (Circa 1820) at Dunmore East
and boathouse where the lifeboat would have been based?

A description of the lifeboat was garnered from a number of newspaper accounts.  A sharp fore and aft craft, 25-28 feet long, very beamy, painted white, four oared and elsewhere mention of a tiller for steering.  The boat was built at Cowes, Isle of Wight.

Need an image of a similar craft if anyone could assist?

The five crewmen who departed Dunmore East that day in 1869 were John Scott, Chief Boatman.  William Rogers, Carpenter.  John Baldwin, Commissioned boatman.  Edward Nash and Henry Stewart, Boatmen 

They left Waterford Quay later that afternoon with their lifeboat in tow aboard the Duncannon paddle steamer Tintern but at Arthurstown, Co Wexford the men decided to stay the night due to the weather.  The wind was then blowing from the SE and darkness was setting in.  Because of a combination of heavy rain, wind and spring tides, flooding occurred throughout the harbour that night, and in Waterford city, it was said to be the worst seen in 30 years. The lifeboat was hauled out and no doubt the crew got a warm welcome from their colleagues on the local station.

Arthurstown, Co Wexford. Where the men stayed overnight, and where another Coastguard Station was located. Photo courtesy of Liam Ryan.

On Friday morning, 29th January the weather was described as very unsettled with the wind WSW.  At 10am the five men set off aboard the open lifeboat for Dunmore.  The tides must have been bulling, it was half ebb, the tides were spring, and the rivers were swollen with fresh.  The officer in charge at Arthurstown, Matthew Shea later gave evidence that he had tried to stop the men leaving but was overruled by John Scott.

A very short snippet showing the location at Arthurstown Quay and the estuary below. Its a calm morning in the video, far from the conditions the five Coastguard men set out in. At the end of the video Creaden Head, Co Waterford can be seen in the distance.

The next time the men were seen, it was when they were mistaken by the pilot launch Seagull as shipwrecked sailors.  The lifeboat was about a half-mile off Templetown on the Wexford shore, in a very dangerous spot.  (Another account states that they were closer to Creaden Head, but although that course would make sense, it is hard to tally with some accounts of the pilots of the attempted rescue).  The Seagull set a course for the vessel, while the crew of pilots readied a tow rope.

As the waters were shallow, and the pilot cutter had only sails for propulsion extreme caution was required in getting alongside.  The Seagull drew ten feet of water, and any misjudgment could cause her to strike the bottom.  Getting as close as they dared, they hailed the coastguard men, well known to them as they were all based in Dunmore.  The coastguard men, however, refused their offer of assistance and waved them away.  Evidence was later given that they banged the side of their boat in a show of confidence in the lifeboat’s ability. 

Given the weather and the shallow draft, the Seagull had to move off.  However having only traveled a short distance, a wave struck the lifeboat and two of the crew were propelled into the sea.  The Seagull came around in a vain effort to reach the scene.  As she approached she was struck by several seas and half-filled.  At around the same time, the lifeboat overturned and the three others aboard were lost to the sea.  It was as much as the Seagull and her crew could do to get themselves back out of danger. Arriving at Passage East later, the Pilot Station communicated the news by telegraph.  On Saturday 30th John Scott’s body was found washed up on Duncannon strand by a young man named Furlong and was later interred at Killea, Dunmore East.

An image of the pilot cutter Seagull, via Richard Woodley.

The inquest into the discovery of Scott’s body was held in Duncannon on Monday 1st February.  The hearing was led by coroner Mr RB Ryan and a jury of which Captain Samuel D Bartlett was foreman. (Bartlett was captain of the PS Tintern, and owned a local hotel)  Scott’s body was identified by Matthew Shea, the acting Chief Officer at Arthurstown.  He described the morning of departure and how he had tried to prevent the crew from setting out but was overruled by Scott who pointed out that he was Chief boatman in charge with 18 years experience and “knew his business”.  Shea also clarified that the men “…appeared to him to be perfectly sober and steady at the time” Patrick Rogers of the Seagull gave evidence of the pilot’s interaction which although more cautious in its description, is close to much of the reportage of the newspapers of the event.  The jury found that Scott had used bad judgment in proceeding that morning to Dunmore East, and also for refusing the help of the pilots.  They also found that the men should have been provided with cork life vests before boarding the vessel.[iv]

It would be March before two other crew were washed ashore.  John Baldwin’s body would be found at Bunmahon, while the body of Henry Stewart was washed up at Ardmore.  From what I could glean from the account it suggests that Baldwin was brought back to Dunmore for burial while Stewart was interred at Ardmore.[v] 

Meanwhile the public were asked to make subscriptions to help the bereaved families and most of the leading business and civic leaders of the city and county lent their names to the campaign.  All had left behind families.  John Scott left a widow and daughter, William Rogers left a widow and three children, Edward Nash left a widow and two children, Henry Stewart left a widow and one child. John Baldwin had left a widow and eight children.  His unnamed wife was said to be pregnant and soon expecting a ninth child.[vi] 

Post Publication Pete Goulding sent this snippet on. John Baldwins wife was named Mary Ann, and her unborn son was later named Fredrick William Baldwin.
Waterford Mail - Wednesday 10 February 1869; page 2
An article appealing for public subscriptions to assist the widows and children on the Coastguard men. Waterford Mail – Wednesday 10 February 1869; page 2

The men of the coastguard service were very often veterans of Royal Navy service.  At this stage, the Coastguards (Which had come under the command of the Admiralty from 1856) were also acting as a naval reserve that sought to attract local fishermen and seafarers. This might account for some very familiar surnames amongst the dead. These men were surely used to the sea, to boats, and to dealing with weather extremes.  But the sea can never be taken for granted.  We can never know what was in their minds in choosing to set out that morning, but it was foolhardy indeed to reject the help of the pilot men of Seagull.  Whatever their motives, they lived only a short while to regret them, another five victims to the graveyard of a thousand ships and of countless innocent souls.

Delighted to say that I will be talking on the theme of local maritime heritage at the Ports, Past & Present
FISHGUARD PORT FEST 2021. 14 May 2021. 10 a.m – 1 p.m. Tickets free through Eventbrite

I want to thank David Carroll, Brendan Dunne, Michael Kennedy, Walter Foley, and Liam Ryan for some observations and assistance with this story. All errors and omissions are my own.

I had to blend a number of accounts into one paragraph to try to make the story coherent and as such, I struggled to reference all the various details. The story comes from the references identified and also.  Wexford Constitution – Saturday 06 February 1869; page 2&3.  Waterford Mail – Friday 29 January 1869; page 2 & Waterford News – Friday 29 January 1869; page 2


[i] Waterford Mail – Monday 01 February 1869; page 2

[ii] Carroll D.  Dauntless Courage: Celebrating the history of the RNLI lifeboats, their crews and the maritime heritage of the Dunmore East Community.  2020. DVF Print & Graphics.  Waterford. Pp21-24

[iii] Waterford Standard.  Saturday 30 January 1869; page 2.  I searched numerous newspapers for this detail, and most mention the London Steamer whilst others mention that she arrived earlier that week, or many that she arrived on Thursday 28th.  It’s just an interesting snippet that I was keen to capture, but offer with caution.

[iv] Wexford Independent – Saturday 06 February 1869; page 2

[v] The Standard and Waterford Conservative Gazette – Saturday Morning, 20 March 1869

[vi] Waterford News – Friday 19 February 1869; page 6

Dauntless Courage – Book Review

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

Saving the stricken St Declan December 1950

On the week that Dauntless Courage arrives from the publishers to local shops, I asked author David Carroll to whet the appetite with a short guest blog, and he has chosen an On This Day post about a rescue that is legendary in Dunmore East due to the skill and bravery shown by the lifeboat crew in rescuing local fishermen.

On Thursday, December 14, 1950, the Dunmore East lifeboat Annie Blanche Smith was called out and the Munster Express of the following day, reported as follows:

IN THE NICK OF TIME
Dunmore Fishing Crew Saved from Certain Death
LIFEBOAT BRAVES SNOW, BLIZZARD AND HIGH SEAS

Last night (Thursday) at 8 o’clock, the fishing boats were coming into Dunmore, having been out since 10a.m. that day when it was reported to Mr. Arthur Westcott-Pitt, that flares were seen three miles west of Dunmore, off the dangerous Falskirt Rocks, near Rathmoylan Cove. Immediately Mr. Pitt ordered the lifeboat to go to sea to their assistance. At the time there was a terrific snow blizzard, with visibility practically nil, and it was doubtful if the lifeboat would be able to see the boat in distress.

…a very high south-easterly wind prevailed. The lifeboat left Dunmore at 8pm and nothing more was seen or heard of her for over two hours by watchers on the cliffs. Then the lifeboat appeared towing back McGrath’s fishing boat. What happened in the meantime can only be described as one of the most gallant feats of the Lifeboat Institution, thanks to the bravery of the Dunmore crew, which was as follows: Patrick Power (coxswain), Rd Power (second coxswain), Richard Murphy (chief mechanic) Michael Whittle (second mechanic), Maurice Power (deck hand).

Annie Blanch Smith and her crew at Dunmore East 1958. A John Aylward photo.

The lifeboat crew searched the sea for the boat, and at first were unable to locate it and then to their amazement, found her a ship’s length of going on the Falskirt Rocks. To the utmost risk of the lifeboat and crew, the members went in amongst the rocks.

The distressed boat had previously dropped an anchor and sent out flares, but owing to the big seas, the anchor chain was smashed. To slow up the boat from making towards the cliffs-and their doom-the fishing crew threw out the herring nets, and this formed a brake slowing their relentless momentum towards the rocks and subsequent drowning.

Falskirt on a calm day. Photo Neville Murphy

Just in the nick of time, the lifeboat crew threw them a line and saved them. In only a matter of moments, the fishing boat would have been smashed to atoms, with the loss of five men.
It appears that the engine of the fishing boat had failed a few hours previously when they sent up flares and threw out the anchor. But for great fortune and the bravery of the lifeboatmen, the fishermen would likely to have been lost in a night of terrible conditions.
Mr Westcott-Pitt wrote the following at the end of the Service Report:

I would particularly like to bring to your notice the bravery of the Coxswain and 2nd Coxswain who successfully carried out a wonderful rescue. The 2nd Coxswain at the wheel took the lifeboat into the half submerged Falskirt Rocks in a snow blizzard during a full SE gale with the full knowledge that herring nets were drifting all around so as to enable the Coxswain to get a line on board the St Declan thus to rescue the five men- who were certainly doomed but for the brave and cool courage of the Cox, 2nd Cox and crew.

*John (Rocky) Power was listed in the official Service Report as a member of the crew. His name was omitted from the newspaper account. Skipper of the Saint Declan was Paddy Matty Power. Also, aboard was John Dunne of Coxtown, a stalwart of the lifeboat crew for many years, Jack Whittle, Dick Bulligan Power and Davy O’Rourke.

The Munster Express dated February 16, 1951 carried the following report:

GALLANTRY OF DUNMORE EAST LIFEBOAT MEN
R.N.L.I. Awards for Rescue in Gale

The R.N.L.I. has awarded to Coxswain Patrick Power of its lifeboat at Dunmore East, Co. Waterford, a clasp to the bronze medal for gallantry which he won in 1941; the bronze medal to Second-Coxswain Richard Power and £3 10s. to them and each other member of the crew, for the rescue on the night of December 14 of the fishing boat, “St. Declan” and her crew in a gale with blizzards of snow.
The lifeboat found the fishing boat close to the dangerous Falskirt Rocks. She was riding to her nets. In a few minutes she would have struck the rocks, the nets would have closed round her, and a rescue been impossible.
The lifeboat went close to her, a line was thrown, and using 80 fathoms anchor cable, the lifeboat towed the fishing boat clear. This was done in extreme darkness in the teeth of the gale, with the tide running against the wind and a high sea breaking fiercely on the rocks. The lifeboat was handled with great courage and superb seamanship.

The awards took place in London on March 13, 1951 at a RNLI ceremony, where presentation was made by the Duchess of Kent. Coxswain Paddy Billy Power was awarded a bar to the bronze medal which he won in 1941 and Second Coxswain Richard Power a bronze medal. Coxswain Edward Kavanagh of Wicklow was also a recipient at the same ceremony.

Paddy Billy Power with The Duchess of Kent , London, March 13, 1951.
Photo: John Aylward

After the presentation, a spray of shamrock was given to the Duchess of Kent by the three men from Ireland. In her speech, the Duchess said “it was with great pleasure that she had an opportunity of acknowledging the bravery and courage of men from lifeboat stations in Ireland”. She said: “No praise is too high for the 2,000 men who, year after year, carry out their work of rescue with a cheerful disregard of the dangers of every kind which attend this work.”

Get David Carrolls new book on the
history of the Dunmore East RNLI, Dauntless Courage now!

Thank you, David, what a stirring account of a dramatic rescue. I first heard of it while drifting for herring as a boy myself and the description of the lifeboat managing to get alongside a fishing boat in such conditions and with the driftnets all around, filled me with awe. Expect many such accounts in Dauntless Courage which will be in the local shops in Dunmore East, the Creamery, Burkes of Crooke, and Powers of Cheekpoint from this Wednesday afternoon. It will be in the Book Centre also and the committee that has worked so hard behind the scenes to support David will be at the Lifeboat Station in Dunmore East this Saturday 19th December between 11AM and 3.30PM and Sunday 20th December between 12PM and 3.00PM where pre-orders can be collected.

The Dunmore East area and the lifeboat fraternity, in particular, received some sad news at the weekend with the death of Agnes Abrahamsson. Agnes had a long family association with Dunmore East RNLI as a member of the Fundraising Branch, she was predeceased by her husband Walter who was a Coxswain/Mechanic for many years. Agnes was the mother of the current Coxswain/Mechanic Roy Abrahamsson. A sad loss, deepest sympathies to her family and friends. May she Rest In Peace. More information on her funeral arrangements here.