Lighters and Lightermen

On a recent boating trip in the Suir, I spotted the rotting timbers of what appeared to be an old boat jutting out from under the low hanging branches of a sycamore tree. Further investigation revealed, what for me at least was, an amazing discovery. A once common workboat on the river, which numbered in the hundreds, but now totally extinct.

Definition of a lighter

A lighter was a workboat employed in Waterford harbour and up the rivers Barrow and Suir. The function of this craft was as the name suggests, to lighten the load of incoming vessels, thereby allowing them to float over the sand and mud bars as they journeyed to New Ross or Waterford city. They functioned in much the same way the modern truck does.

A lighter underway at New Ross

According to the Dictionary of the World’s Watercraft the lighter can be described as “any small vessel employed in lightening goods. Describing it as a “…strongly built rectangular craft, open and flat-bottomed; used for short-haul work, especially for transferring cargo to and from a ship lying at anchor.” As to the origins it “…dates at least from the late 15th Century” In an Irish context it only names them in the SW of the country….”The River Shannon in the late 17th and early 18th Century was propelled by 4 men with 2 oars. Steered by a sweep. 12-16 ft long”

Design and build

The local design seems to have been very uniform in general, but size-wise there seems to have been local distinctions. 40-ton loads are regularly referred to in newspaper accounts and elsewhere, but 20, 25, and 30 were also mentioned. I imagine local conditions and purposes may have had an important role.

Patrick C Power in an article titled “The Lower Suir – boats and boatmen long ago” for the Tipperary Historical Journal (1991) gives this description from Carrick On Suir. “The lighters were built of pitch pine with a frame of oak. They were constructed on oaken frames each set about 3ft in the boat…The lighter was 70ft long and 16ft in the beam, but with a square stern and pointed prow. The sides could be as much as 4ft high…flat bottomed…without a keel. The rudder was 16ft long. Forward there was a well-room for bailing and on deck a caboose…where a fire was kept lighting in a cast iron box-stove supplied by Graham’s of Waterford…[there was] 36ft of useful cargo room…known to carry as much as 40 tons…distributed in two parts of the hold. There was no cargo in the centre of the lighter”

I would imagine that given the design was so basic these boats were built widely and locally in much the same way that punts and prongs were built at home in Cheekpoint. A local handyman or craftsman with a good eye would be supplied with the materials and the boat would emerge. Bill Irish lists five lighters coming out of Whites shipyard in Ferrybank but only one is given her size at 35-40 tons. No name was given for the boat. According to Pat Power, the Carrick lighters were made in Carrick Beg at the graving dock of the Kehoes. There was also a man named O’Brien who despite being illiterate could gauge the materials required for a build without ever having to measure, draw, or write.

Lighters above Redmond Bridge in Waterford

As regards the cost of building a lighter, there was a discussion at the Harbour Commissioners in March 1874 of the need for four new lighters to assist with port duties. These were estimated to cost £100. The article does not make clear, but I expect that is each. The cheapest of the five built at Whites shipyard cost £126-6-5

Propulsion

The lighters were sometimes referred to as dumb boats. They had no propulsion and depended on the tides and currents to get from A-B. I’m not sure dumb gives an accurate sense of their navigation, however. Anyone who has ever had to navigate the rivers knows that the vagaries of the tide, current, wind, rain, and moon play a huge role in the task. No day, indeed no hour is often the same and to simply push away from a riverbank and presume your destination would be both foolish and dumb.

The lighters had a rudder to help keep on course. According to Power it was operated by the skipper from his space in the well, it was used sparingly. The photograph above shows the rudder being operated from the stern. There was also an anchor that could be deployed in emergencies or when awaiting a favorable tide or weather. Two deckhands were also employed(I have read accounts with three men also in newspapers). Each operated a long oar (a sweep) which could be used to row the boat at specific times. They also used a pole to push along the river bed or bank. This was driven into the riverbed from the stern and then the crewman would have to clamber forward as he pushed the boat ahead. But mostly I would imaging the crew worked with the tides, with a lifetime of river knowledge, drawing the most from each knot of an ebbing or flooding current to make their way.

Cargo

The lighters carried anything and everything that came into port. Unshipping, transhipping, and loading ships at anchor in the harbour up as far as Cheekpoint I’m sure. They delivered as far as New Ross or Carrick and delivered into the villages, between the villages and from the villages to flour mills, coal stores, and lime kilns. The lighters seem to have been loaded and unloaded by their crew which must have been a back-breaking operation, but it also ensured that tight margins and any profit were kept onboard. An interesting example of the operation is a name associated with a quay on the Wexford side above Ballyhack. Tom Poor’s quay is the local name, but another associated with it according to Tomas Sullivan is Lighterman’s Quay. The quay has an old roadway leading away from it back towards Ballyhack. A similar track can be found almost directly opposite at Lambert’s cove on the Waterford side.

An interesting anecdote from the newspapers of 1908 tells of “…two little boys named Patrick Kirby and James Grant who was charged with the larceny of a quantity of coal, the property of Messrs Wallace and McCullagh…Constable Thomas Ryan deposed that on the evening of the 21st November he found the defendants taking a quantity of coal from the lighter…” Having admitted to the constable that they were going to sell it, they were discharged under the First Offender’s Act.

They were also employed in providing ballast to sailing vessels. In 1842 I came across a tender presented to the Harbour Commissioners from R and W. Hayes for shipping ballast for five years. They agreed to deliver the ballast via their lighters to vessels in port at 8s per ton, and discharge ballast from vessels at 6s per ton.

Advert from Waterford Chronicle – Saturday 27th December 1831; page3

Lighters were also employed in river works such as dredging and I will share most of this interesting report from 1869 as there are some very telling details in it.

“ A report was read from Mr. Stephens, stating that little progress had been made at the ford works during the past month and that only 11 tons of rock had been raised since the last report. He further reported that he had taken up the four lighters belonging to the board from the contractors; that they were damaged state, and he repaired them. The board now had five lighters and eight punts capable of taking daily 350 tons of mud from the dredge…He further reported, in reference to the application from the sanitary committee of the corporation to clear John’s Pill…The nuisance arose from loading lighters of manure from dung yards adjacent to the pill, and the obstruction was caused stones and shingle…being dropped by these lighters in the vicinity…” Waterford Chronicle – Friday 15 October 1869; page 3

The Lightermen

But who were these Lightermen and how did they operate. Well, it appears that many companies and businesses had their own lighters and crews employed to act on their behalf. We have also seen that they were employed by the Harbour Commissioners on various duties though dredging seems to have been a major task. An interesting court case suggests however that even these men employed by the harbour board had certain freedom.

The case arose at a special jury hearing in the County Court by James O’Neill, of Arthurstown, against the Waterford Harbour Commissioners to recover £99, the value of a quantity of 105 barrels of oats and I07 sacks of barley containing 20 stone each lost by the stranding of a lighter on the Kilmanock Embankment in October the previous year, 1898.
The lighter, skippered by a man named Connolly, had arrived at Arthurstown on Monday evening 17th October 1898. They were obviously on the lookout for work and Connolly approached O’Neill and e asked him for the cargo at a price for transport at 2d. per barrel. This was stated to be the ordinary freight for corn. The deal was struck and the lighter was loaded on Friday 21st departing that evening as darkness settled. Later she was caught in a gale and grounded, causing the cargo to be damaged by water.

In evidence, Mr. John Ailingham, Secretary of the Harbour Board, explained that the Commissioners crew could take on other work when available to do so. This dated to a resolution passed in March. 1894. Two-fifths of the profits were generally paid into the Harbour Commissioners office. Since the accident happened a new rule was passed restraining their movements to not go below Cromwell’s Rock, or further up the river than Kilmacow Pill.

As regards the wages, one mention from a newspaper report in 1891 gave this insight: “THE LIGHTER SKIPPERS. The Quay Committee a recommendation to allow the lighter skippers 2s 6d a week, provided there were no complaints.” Whether there were complaints or not, I don’t know, but it gave no information as to the crew.

Many merchants probably had their own vessels employing their own crew as suggested by this advert in the Waterford Chronicle – Saturday 01 May 1841; page 3

It’s also likely that individuals or indeed families or crew invested in the trade. For example, there was a report in the Munster Express from December 1863 about a Carrick lighter which was lost in a gale in Waterford carrying freight for a man named Walsh. The crew survived but the paper concluded: “…It is hoped a subscription will be opened for the relief of the unfortunate men whose all may be said to have been invested in the lighter.”

Some of the characters of these men will be evident from what we have already learned, hard-working, resilient, impervious to the weather, and determined. Some other pieces from the newspapers of the time might put more meat on the bones.

In 1838 Morgan Doyle and William Nash were in court after a bare-knuckle fight aboard a lighter on Waterford Quays. A large crowd had gathered to watch the match and when the constabulary arrived, the men forgot their quarrel and working together let go the lighter, and shoved away from the quay to avoid the lawmen. They were subsequently apprehended, however, and found guilty of a breach of the peace.

In another situation, they were law-abiding. In February 1829 the crew of a Clonmel lighter observed bags being removed from a newly arrived schooner from St John’s, Newfoundland in suspicious circumstances. They raised the alarm with a Quay watchman, who instantly aroused the Tidewaiter (a member of the customs) from his bed. The bags were discovered to contain tobacco. A follow-up search discovered that the contraband had been hidden among a cargo of oil, and was that morning taken and put into bags, for transport. The mate and three of the crew were committed to gaol, but the Master was not with the ship at the time of the arrest.

Others were unfortunate, and there are many accounts of the crew falling over the side of their vessels and being drowned. For example on a cold wet Saturday night in November of 1864 a lighterman named Michael Meyler, was lost at Strangman’s Wharf. He was about 70 years of age and was in the habit of sleeping onboard lighter belonging to his brother. He slipped when boarding via the gangplank and despite efforts to save him, he was lost.

And then again others were just tough out. In May 1875 a case that was taken against James Doherty, a lighterman who cut a tow rope of the barque Constant that was being winched off the graving bank in Ferrybank. In court, the Captain of the barque was claiming damages of £20 against Doherty. It transpired that Doherty was coming up the quays just as the tide was starting to turn. In a hurry to make his berth he found the way blocked by the tow rope. Words were exchanged and tempers flared. As the barque would not release the tow rope, Doherty grabbed an axe and cut the hawser that blocked his path, before proceeding upriver. In a lengthy proceeding, it was found that the lighter had reacted hastily and the court found against Doherty for a much-reduced sum of £1. Doherty let it be known that he disagreed and would appeal.

End of the era

When the lighter’s reign in the harbour ended is not very clear. But the improvements in navigation including the opening of the Ford and the deepening of the river after the Harbour Commissioners came into existence must have been a crucial factor. The arrival of steam-driven vessels must have also played a part. Further upriver, the coming of the railways and improvements in road transport would have contributed to the undermining of transport by water.

Triton, the marine correspondant with the Munster Express had a lovely article in 1973 which drew on the memories of a previous marine correspondant Jimmy Hartery. It highlights that lighters were still in use in the first world war.

Munster Express. Friday 28th December 1973; Page 12
a lone lighter above Redmond Bridge circa 1950s via Brendan Grogan. Might this be the last of a proud tradition? It would appear that it is being used by workmen, perhaps on some maintenance duties with the harbour commissioners.

The wreck that I found that afternoon on the river, is to the best of my knowledge the only remains of a lighter that worked the river for centuries. In a way, it’s a shame that such a vessel would be left to rot away into the mud. And yet ironically, if it had not been abandoned where it was, it must certainly have rotted completely away. If anyone knows anyone in maritime archaeological circles that might have an interest in taking measurements and recording the vessel, tell them to get in touch. As such it might be the only such measurements to exist? I would also appreciate any further written details on the Lighter, particularly on the build or the propulsion.

For more detail on the trade of the lighters between Waterford, Carrick On Suir and Clonmel, here’s a previous guest blog Leslie Dowley
For more on the New Ross and River Barrow trade, a story of mine from 2018

Carrick Beg, Carrick On Suir

Jerry McCarthy

I got my first glimpse of Carrick Beg in Nov 1974 when my then girlfriend invited me up for the weekend. It didn’t take me long to get to know the neighbours as I began to spend more and more time up here after that.

Straight away it became very apparent how important the river was to so many locals with salmon fishing being a great provider of a few bob when the season was in. Families by the names of Norris, Power, Doherty, Fitzgerald, Brett, Tobin and many more fished the Suir in what became known to me as their Cots.

Each family would have their own distinctive way of making their own boat as I found out when I was told who owned such a cot by a man named Tom Brett. His fishing days were all but a memory as he was a retired man when I got to know him. In his day the cots he built were sought by many as they were so well made. What a storyteller he was too. You’d always meet him on one of the bridges with all his butties reminiscing of the days and nights they fished and with every story those salmon grew bigger.

The three rogues on the Old Bridge at Carrick On Suir; Jeff Wells, Tom Brett and Mansell Ryan

Sadly all of these men are gone now and the fishing traditions that have lasted centuries are but a shadow of the past with very few from these families using the river now except to walk what is called The Blueway. Those that still fish the river are mainly confined to Treacy Park with the Power family continuing the tradition of casting their rods from their Carrick Cots.

The Power family with their late dad Bob, before the River Rescue this family retrieved many lost souls from the river from Clonmel to Waterford
A man and his cot. Paddy Doherty RIP, who only passed away recently

Submitted by Jerry for ourThree Sisters Placenames project – Heritage Week 2020

Ormonde Castle, Carrick-on-Suir.

Patsy Travers Mullins.

The year is 1566 and a man named Tom Butler is standing in the courtyard of Ormonde Castle in Carrick-on-Suir. He is waiting for a ship coming upriver from Waterford. His focus is on a large semi-circular docking area for ships and barges built in 1447, (the same year as the Old Bridge), where the river Suir lapped the Castle walls. This dock was surrounded by a fine wall with entry to the courtyard through a Watergate, the remains of which are still visible today. It was here that Tom’s interest lay that day, awaiting his anticipated delivery.

The arched Water Gate beside the River Suir. The sketch I have here was done by Robert O’Callaghan Newenham, who was born in Dublin in 1770. He trained as an architect in Limerick and later held the post of Superintendent General of Barracks in Ireland for 25 years. On his tours of inspection throughout the country, he made drawings of scenery and buildings many of which he had lithographed and published and some were reproduced on slate by James Harding which is the case here.To me it would seem that he would have done these sketches in situ which would make this drawing very accurate

Thomas Butler, Tomás Dubh, or Black Tom the 10th Earl of Ormond had grown up at the English Court of Henry VIII after the death of his father. James 9th Earl of Ormond who died from food poisoning at a banquet in London. There young Thomas shared a tutor with an elite group of children of noble families including the heir to the throne Prince Edward, and Elizabeth, daughter of Henry and the ill-fated Anne Boleyn whose paternal Grandmother was Margaret Butler of Kilkenny Castle which made Tom and Elizabeth cousins. Both Tom and Elizabeth had a close bond as they were not treated as well as the other children. She, because Henry had her declared illegitimate when he remarried and Tom because he was the son of an Irish Earl.

Tom succeeded to his lands and titles in Ireland in 1546 when he was just fifteen years old and when Elizabeth became Queen, after the death of Edward she named him Lord Treasurer of Ireland, made him Privy Councillor, presented him with the Order of the Garter and excused him of all debts. Tom was by now a wealthy man. He divided his time between London and Ormonde Castle in Carrick which had been occupied of his branch of the Butler family since the 1300s and was his favourite residence.

Ormond Castle

Tom made many powerful friends in both Ireland and England one of them being Thomas Gresham an English merchant and financier.who who had built himself a fine courtyard house at Bishopsgate Street London and now together with his agent Richard Clough was building the Royal Exchange in Threadneedle Street in the City as a meeting place for merchants throughout Europe. It was intended as a rival to an equivalent meeting place in Antwerp called The Bourse. This was officially opened in 1571 The building was designed by an architect from Antwerp named Henryk, with materials and workmen brought from Flanders. This building was later destroyed in the Great Fire of London in 1666.

It was during this time that Tom got the inspiration to build the beautiful Elizabethan style Manor House on to Carrick Castle much the same as people now build a conservatory on their house only on a much much larger scale. This was in anticipation of a visit of Queen Elizabeth which is evident in the beautiful stuccowork which shows references to both Elizabeth and Thomas. Unfortunately, Elizabeth died the year before her planned visit.
To achieve this ambitious project Tom sought the help of Gresham and together with Richard Clough guided him in the direction of purchasing the beautiful windows and wainscot, or oak panelling for the interior walls. Richard kept a record of every transaction in all of Gresham’s business dealings and it’s through this that we have the information on the Castle windows in the following entry.

‘I have also received with that your letter, a letter that the Erle of Ormonde sent you; theorder whereof I will follow, and wyll not fayle but to sende both the wainscot and the glass by the fyrst ship that shall depart for those parts. And for that he shall be well servud of his wainscot, I do now send one to Amsterdam to provyde wainscot for the Bourse who shall buy so much more: and that beying done, I wyll choose out his 200 out of 1200, whereof he shall have the best. And for the glass, it shall be bought out of hande. Notwithstanding, I doubt there wyll no ship depart for those parts before March, but if there do, and that I can by any means gett so much fraight in them, they shall be sent with the first.’

Tom had such wealth that he not only built the Manor House but also refurbished the Castle with matching mullioned windows which are still there today. I have no doubt that the people of Carrick looked on in wonder when the building was complete. Picture the townspeople going to look in awe at the light from the sconses and candles shining through the windows. It must have been magic.

This article was contributed by Patsy for Heritage Week 2020

Williamo’s barge, 29B

This mornings guest blog comes from Carrick On Suir but as with all things connected to the water, it travels fairly widely. Maurice Power, another of those supporters of my blog that I have come to rely on, introduces us to an institution on the River Suir in Carrick On Suir. An institution embodied in a man and a boat; Williamo’s barge – 29B. Over to Maurice…

Recently a photo of William O’Callaghan’s barge was shown on our local facebook site Things I Miss About Carrick and somebody wondered where it is now. His barge was the last working sand dredger in Carrick and possibly the only one which used a mechanical digger to extract sand and gravel from the river bed.

Williamo’s barge taken from North Quay in Carrick looking across to Carrickbeg. Williamo normally moored the barge tied up to the buttments of the New Bridge (Dillon Bridge) In Carrick. It kept the kids from playing on it.

Williamo, as he was known, grew up on the river coming from a family with deep roots in the navigation of lighters and yawls which transported goods from ships lightened in Waterford. Lighters would typically transport goods with a burden of 40/60 tons they had a draft of 2′ 9″. Prior to the introduction of the tug the Fr Matthew by Earnest Grubb which was the first steam tug to operate on the river between Waterford and Carrick lighters were navigated by the use of poles, sweeps (oars 30 feet long which took 6 steps forward and 6 steps backward to operate) and sails. To continue to Clonmel the goods would be transferred to Yawls which had a burden of 20 tons and a draft of 16″. These were towed in pairs with a team of 12 horses to Clonmel. Williamo’s father, Daniel, was part of the last crew to tow yawls to Clonmel in 1922. When the railway was introduced in the early 1800s river trade dwindled until it finally ceased the 1960’s. However the long tradition of excavating sand from the riverbed continued up to Williamo’s retirement when it finally ceased.

Williamo was noted for his knowledge of the river and was often called upon to help others who were unfamiliar with the river for assistance or advice on navigation issues. He was a very genial and approachable individual who loved to tell stories and relate experiences. Williamo was also known in times of need, and noted in times of tragedy, recovering several bodies from the river.

 So what was the History of Williamo’s barge? Firstly using photographs and the help of guys from Inland Waterways and the Heritage Boat Association I was able to establish from unique profiles on her hull such as a sharp bow, lower rubbing streak, upper rubbing streak which stops short, tiny washboard that Williamo’s barge was registered under the title number 29B.

The first record I could find of 29B was an advertisement in the Freemans Journal dated the   27th September 1873 offering for sale 13 canal boats the property of a Patrick Coyne deceased which included a barge 29B.

Again in the Leinster Leader dated the 29th of March the property of a Mr M Mitchell deceased from Enfield were up for Auction. The sale included a canal boat 29B in working condition.

 Barge 29B was first weighed in Killaloe on the 24th of October 1912 under the ownership of Murphy Brothers of Rathangan, Co Kildare.

On the Grand Canal via the Irish Press April 21st 1934

Dimensions recorded were Length 60 feet, Breadth 12 ft. 9ins. Stem height 7ft. 2ins. Stern height 7ft.2ins. and laden with 50 tons in weight she drew 4ft.2ins. She also had 50 gallons of fuel in her tanks. The weigh master was a Denis Crowe from Killaloe. She would have been fitted with a standard Bollinger engine. A  Mr D.E. Williams, General Merchant from Tullamore, bought her in 1947. He was the founder of the world famous Tullamore Dew Whiskey Company.

29B was then passed on to a Denis Ronan of Athy. A photo from the Kildare Nationalist shows her giving tours during a carnival in the early 1950s. It’s interesting to note the lack of health and safety regulations in this era.

In 1956 she was sold onto Messrs Deegan of Waterford who subsequently sold it to Williamo. He used her on the river until his retirement in 1983 when she was bought by a Mr Gerry Oakman from Athlone. Gerry brought her back up to the Shannon by way of the Barrow Navigation system and the Grand Canal where she worked as a work boat on various  projects on the Shannon before being retired and converted into a live-aboard barge in Shannon Harbour Co. Offaly.

Last year she was again sold on and moved to Lough Derg where she is on a hard stand and is undergoing a major refit. The photo above was taken about a month ago.

Probably the last photo of barge 29B in operation in Carrick on Suir. Williamo at the helm and his son at the bow. Photo by John Denby. Carrick on Suir

I was fortunate to be party to the facebook discussion and follow up research of Williamos barge on the Things I Miss About Carrick on Suir Facebook page. Social media has many negatives associated with it, but virtual journeys such as these that reach deep into a locality’s past and weave a path to the present are surely one of the platforms positive achievements. Just like the Carrick natives, the photo above reminded me of so many boats that signified my own childhood and to this day, such as the Portlairge, my uncle Sonny’s pilot boat Morning Star or the harbour launch as she crewed the buoy gangs to work.

I can only thank Maurice for sharing it with me and everyone else who is part of our online community. In preparing for this piece I recalled an iconic image and a wonderful poem by Carrick poet Michael Coady. On checking with Maurice he confirmed that they were about the same man. Michael’s poem which features in his book of the same name (Going by Water) celebrates Williamo’s life and his connection with the river, and features an image of his coffin borne by river to burial. As I haven’t asked permission to use any of it, can I just recommend that you keep an eye out for it. In a few lines he really captures the essence of the river and how it embodies us.

This will be my final guest blog in the current format, but it certainly will not be the end of sharing the best of our maritime heritage. On a personal level the series has proven to be the most emotionally draining. In some cases editing other peoples work, or offering suggestions that might risk offence. There is also the extra pressure of making sure that I make no mistakes in the formatting or that it reaches a wide audience. I have been fortunate over the years that I have had copy for each month, and that through this I have been able to extend the reach of what I personally can do, by sharing the passion, intelligence and personal insights of others who share my appreciation of our maritime heritage. We might be few in general terms, but I think the blog has proven a genuine interest and appetite for recognising and celebrating the boats, people and industries that thrived in our three sister rivers and her harbour.

I’m celebrating the four years of the blog at an event in the Reading Room, Cheekpoint on Saturday 8th June at 7.30pm. All welcome.

Christy’s weir drama

There is a yarn I was told years ago about a quiet, unassuming man named Christy Doherty (RIP) that speaks to me of the fishermen of Cheekpoint. It concerned an incident at a fishing weir located just below the village close to the Mount Quay and Sheag Rock. The story went that Christy rowed down to the Sheag Weir one winter’s morning to haul the net on the low water. It was “black dark” as they say and as Christy hauled down the “gob rope” to the cod end a squall came on, blowing hard from the North West, by far the worst wind you could get at that particular weir. In the space of a minute the squall rose to a hurricane and the punt sank beneath him. All Christy could do was jump onto the top of the net and claw his way, hand over hand towards the weir. On getting to the mouth of the net, he managed to scale the poles and finally reaching the head (or top) of the weir, he collapsed in exhaustion.
The wind had died away, just as quickly as it arose leaving it a cold dark morning. The tide was turning flood, the punt was gone, and Christy would have to await a passing punt or to hail someone on the shore. He found his cigarettes and matches, which had somehow managed to stay dry and curling himself up to cold, he lit one and settled down to await a rescue.
The Sheag Weir, 1960’s I’d imagine.
Photo courtesy of Sean Doherty

Around dawn, the village started to come alive and it was realised that Christy was missing.  A punt set off immediately and coming on the Sheag Weir they hailed Christy and asked was he ok.  “Just in time lads” was his reply.  Fearing the worst, they asked was he hurt.  “No” came the reply, “but I’m on me last cigarette”

The story epitomises the men of the village of Cheekpoint in the past. No nonsense, hard working, resilient and very accepting. Christy could have died that morning for nothing more than a few flats, herring or a cod or two. But it would have made a meal that day or bought/bartered milk or butter. I was warned not to repeat it, probably because such stories would embarrass the man. And despite the fact that as an adult Christy would fill with me stories of paddle steamers, herring fishing, and regattas, I bit my tongue and respected his privacy.

The oldest image I know of a Head Weir.  Duncannon circa 1685 from a sketch by Thomas Philips
With thanks to J Murphy. (original held by NLI)
This year for Heritage week I’m doing a presentation and workshop on the weirs of the harbour. The event is held in Ormond Castle at the invitation of the Office of Public Works. The plan is to provide an overview of the weir history, the technique, their uses with a specific mention about the old eel traps made by the Shanahans of Carrick (including a replica of the trap). I will then look at the introduction of the Salmon weirs, or Scotch Weirs and the social unrest they caused which has been referred to in recent years as the Weir Wars between the fishing families on the Suir and Barrow extending as far as Carrick and New Ross. Finally I will do a re-enactment of the build technique of the weir, and specifically how the upright poles were driven. You can book a free place here.
I realise fishing isn’t everyone’s interest, but there are literally hundreds of events on over the course of heritage week.  Here’s a link to all things maritime.
Only a selection of Whats on in Waterford via Tracey McEnaney

Other local events include our resident local Geologist Bill Sheppard. His walks are called a

GEOLOGIST’S EYE VIEW OF SOUTHEAST IRELAND
18 August, 3pm – 5pm
23 August, 6:30pm – 8:30pm
Meet at Faithlegg School, near Cheekpoint, Northeast Waterford
The event will be a walk to overview the landscape and examine some outcropping rocks. A selection of insights into the history of our every-changing earth will be revealed. Expect a surprise or two from this geologist’s eye view. Good footwear recommended. The paths and coastal walks have reasonable surfaces and gradients. They cover an elevation range of 150m. Confirm your place on washere@indigo.ie or by texting 0872126677. Limited to about 20 persons. Donations will be appreciated.
And my colleagues in the Barony of Gaultier Historical Society will host a
                                     
Public Conversation on Local History
The Barony of Gaultier Historical Society will hold a Public Conversation on Local History in the Dunmore East Library at The Fisherman’s Hall on Thursday, 23rd August. This event which will take place at 10.30 am will involve BGHS committee members talking over a cup of coffee on various aspects of local history from all parts of the Barony of Gaultier. Anyone that has an interest in the local history of Dunmore East and other areas within the Barony of Gaultier is invited to attend this event. Admission is free and all are welcome.
While a popular guest blogger on my site, Joe Falvey is
                      
Talking the Walk,History and Stories of the Dunmore Road
Join Joe for a Walk and a Talk on the Dunmore Road, commencing at Ardkeen Library on Tuesday 21st August at 6.30pm. Admission is free and all are welcome.
This will be my last blog for a few weeks as we are Canada bound for a family wedding.  See you Friday 15th September for a look back at the visit of King Edward VII, naturally from a maritime perspective. 
I publish a blog about Waterford Harbours maritime heritage each Friday.  
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