The Green in the village of Cheekpoint, Co Waterford is, as its name suggests, a grassy area close to the quays and situated beside the rivers edge. If you stand in the middle of the Green you can see the boats tied up around the quays, people coming and going and large ships passing up to Waterford or New Ross or making their way back to the sea. There’s a cross as a focal point in the middle, looking out on the river, a double lime kiln to the east and the village pump close to the boreen. It’s called the Green because in the 18th Century it was used as a blanching green for a locally based textile industry.
It has a special place in my heart because I lived there for a few years in my grandparents house, having moved from the city. It was the most exciting time of my life up to that point as I could now open the door of the cottage and run freely onto the Green and play whenever I wanted. All those friends that I had previously seen only on weekends or holidays were now a feature of my life on a constant basis, and of course the summers back then were always sunny.
The games that were most popular were Rounders, Hide & Seek and Football. Crab fishing passed hours for us and of course swimming off the main quay. McAlpins Suir Inn bar and resturaunt would be jampacked with customers. We would love to see the strangers walking down the quay after their meals and we would make an extra effort in leaping off the quay into the tide, competing with each other to do the most adventerous jumps. We loved to see their reactions of surprise and admiration.
We took for granted the coming and going of the ships on the river; tankers, container ships and freighters and the pilots who went aboard. I thought that because it was a daily occurance that everyone would be used to seeing these ships. It was only later I realised how unique it was.
The fishermen used the Green as a place to repair their punts which were hauled out and turned over. These were natural hiding spaces and for hide and seek we would scurry underneath them, hold our breaths and listen to try work out where the seeker was. I remember one rainy summers day we had a picnic under one, and we thought it was the best place in the world.
We took for granted the coming and going of the fishermen and how safe we felt with them around. Ever watchful, they came and went with the tides, hunting the salmon, eel or the herring, mending their nets or repairing their boats. Only as I grew older did I realise how lucky I was to see such sights on a daily basis and how safe I felt playing around the Green.
The local regattas of Waterford, New Ross and the harbour have a long tradition, and the season of events in 1893 was as widely attended and as fiercely competed as any other years. To the victors went the spoils and the bragging rights, to the losers disapointment and a determination to do better at the next event. But tempers sometimes flared, plans went awry and drink added fuel to already tense situations. But it was in the racing competitions that the real drama took place and 1893 would prove to be a lively racing season as any other.
A recent email from Florida of a silver vase/cup which was presented at the Passage East Regatta of 1893 led me on a fascinating trawl for further information. The mention of regattas evoke a bright and energetic scene in my mind. Reared on stories of the older ones I can picture a flag boat, brightly bedecked from where the races were co-ordinated. The “quality” on their yachts and finer boats, the fishermen in their working craft, looking as clean and well turned out as any other, and their pride in their craft no less than the weathiest owners present. On land a variety of activities well attended by hundreds drawn by boat and foot from many miles. But it was on the water where the drama would be, fiercely contested races, disputes between crews, and bragging rights to the winners which brough huge pride to the boat, the crew and the winning village. As a child these exploits were often relived to me, the boats celebrated and the disputes grew legs in the telling, or so I thought. So although I could very well imagine the story around the photo of the cup I was keen nonetheless to try put weight to my theories. And so a search of the newspaper archives[i] brought the 1893 season alive to me. I will start it in chronological order of the events that I managed to discover.
At the AGM of the Waterford Boat Club in March some concerns were expressed at the lack of members given that the new club house in Ferrybank – that left the club with a debt of £64. The membership subscription was considered low, but as it was seen as a recreational pursuit at the time, the chairman was hoping that more numbers would come forward to facilitate a regatta later in the summer[ii]. A follow up meeting saw a committee appointed comprising of organisers, race starters, umpires and judges[iii]. However, in a later report it was “… decided, owing to the non-training of the crews to abandon the annual regatta… This announcement will, we feel sure, be met with regret, as this annual event was one of the most prominent aquatic fixtures in Ireland”[iv] Possibly an overstatement, but not perhaps, to the readers of the Waterford Chronical.
New Ross had no such issues. In fact the training was so hot and heavy in the boat club, people were putting their lives in jeopardy. From one report we learn of three separate incidents in the one week. Firstly a boat was wrecked when an over enthusiastic oarsman hopped aboard and went through the hull. The crew were none the worse for the wetting, but the boat necessitated a visit from the builder (Mr Rough) in Oxford, England who made the necessary repairs. Meanwhile another single rower smacked into a river boat at anchor. “…The stem of the skiff was considerably damaged, and she filled with water, the trainer having to swim ashore, dragging, as well as he could, the boat after him.” Finally a very capable oarsman had rowed as far as Annagh Castle but on returing up to Ross his Skiff was upset and sunk. Swimming to shore he righted and emptied his craft returning to New Ross none the worst for his adventure except for his wet attire.[v]
I’ve found a few dates mentioned for the New Ross regatta of
that year, and it seems likely the event was rescheduled, but apparently it was
run off on Monday June 26th.
Ironically the same date as had earlier been proposed in Waterford. A report in the Waterford Chronical painted a
wonderful picture of a Waterford city crowd arriving by the paddle steamer
Vandeluer for a day of revelry and promenading, remarking on the passengers
enjoying the views along the “majestic windings of the noble stream” but
following arrival at the town of New Ross, the weather takes a turn for the
worse, leading the writer to evoke Shakespeare “Why didst thou promise such a
beauteous day, And make me travel forth without my cloak, To let base clouds
o’ertake me in my way, Hiding thy bravery in their rotten smoke?[vi]
The races are run however including an open Cot race, Carvel
built Yawl race for boats fishing inside the Tower of Hook, and a sculling Punt
race. The race of the day was apparently the New Ross Boat Club Challenge Cup
which was staged between the locals and Dublin University Boat Club, victory by
a long margin to the locals was triumphantly recorded. Two other races were recorded; large Gig race
and a skiff race. Numbers of competitors
in the report were very small however, and I didn’t notice any boats from the
lower harbour – perhaps their knowledge of the weather kept them away.[vii]
There was another side to the popular event however and for many
weeks after, the courts dealt with several serious cases of public order. In one, Joseph Halligan of Ringville (situated
downriver on the Kilkenny side) was brought before the Petty Sessions after he wielded
a bottle at a brawl during the regatta. Halligan
had arrive in Ross with his neighbours and friends to race in the regatta when
some prime boys from the town, described as sailors and porters, had taken the
oars to their boats and had refused to hand them back. Tempers flared and on one of his colleagues
being knocked senseless to the ground Halligan went on the attack and broke not
one but two bottles off his tormentors.
Constable Kepple had made enquires and found that the defendant had been
much provoked and on his evidence the bench decided to fine the defendant 1s
with costs. His willingness to cooperate
and the evidence of Constable Kepple were cited as the reasons for the leniency
Another report under the headline of “Drunkenness and Rowdyism” dealt with several cases of assault while another weeks court report was headlined “The Faction Fight Near New Ross”, and detailed a dispute between rival fishing crews of cot men from Kilbrehon and the neighbouring district arising out of the regatta races.[ix]
The next meet of the summer was on Tuesday 12th September at Tramore. A report of the day described it “so far as the spectators were concerned… a thorough success” However in racing terms it proved a disappointment at least for sailing purposes. The course for all sailing races was “…from the flag boat at Cove, round flag boat at Strand, round flag boat under Brownstown Head, round flag boat a mile south of Mettleman, and home” There were ten races scheduled including for: Second Class Fishing Yawls, Half-decked Pleasure Boats, Lobster pot boats (oars and sail allowed), Passage and Ballyhack Fishing Yawls, Sailing Punts, First Class Yawls, Pair oared Punts, Swimming race, Coastguard Boats, Four Oared Yawls and a Duck Hunt. The following account was given of the Coastguard race which although understated I could well imagine was a matter of some pride, not to say hostility between these particular crews: “This proved an excellent race, and we should like see another contest between the same crews. The Blue Jackets strained every nerve in their rivalry, and if the Tramore crew was beaten it was little more than short head. Order finish was—Bonmahon 1st, Tramore 2nd, Ballymacaw 3rd and Dunmore 4th”[x]
Cheekpoint was held two days later, on Thursday 14th September. The scene was described as “an annual fixture, [which]…took place… under very favourable conditions, and was an unqualified success. A hazy morning was succeeded by a beautiful autumn day, and the lovely expanse of water which forms the confluence of the Suir and Barrow never looked to greater advantage, gaily-decked fleet of pleasure craft and fishing boats giving an unwonted air of animation to the scene” [xi]
Giving a sense of the popularity, the river had many boats
on show, where the wealthier or more privileged spectators took advantage of
some of the best viewing opportunities, whilst being royally entertained. As
befitted the local landlord, Pat Power of Faithlegg House, took centre stage with
his steam yacht Jennie[xii]
– crewed by local men including members of the Heffernan and Barry families. The Jennie was “dressed with bunting
from deck to trucks, and numerous and fashionable party were entertained on
board by her popular owner.” Amongst
other yachts present as spectators on the day were Mr J N White’s Neerid,
Mr Murphy’s Pixie, Mr Gallwey’s Thyra, Mr J R Colfer’s Dunmore,
Messrs Graves and McConkeys Irex,
and many others that were unidentified.[xiii]
But it wasn’t just an event for the well to do. The article mentions that “The country folk [of which I would surely be included had I been there] assembled in great numbers along Cheekpoint Strand to watch the various contests, and we are glad to be able record that, although many of the rowing events elicited great enthusiasm and excitement, the day passed off without the least rowdyism or unpleasantness”[xiv] Perhaps proving the point, I found no mention of the event in court reports afterwards. Honest, I did look! That said, it was often while fishing or while visiting another village thereafter that sport could kick off. My father often recalled punch ups between competing crews due to a regatta race, where infringements, real or imagined, resurfaced and regularly led to trouble.
“There were numerous other events, including sailing and rowing races for fishing yawls, ships’ gig race, pair-oared and sculling punts, farmers’ race, pram [Prong] race, duck hunt, etc., all of which were well contested.” But according to the report the principal event of the day was the race for pleasure boats, which resolved itself into duel between Mr R Kelly’s Oceola and Mr J Barry ‘s Ballinagoul, and Mr Allinghams Otis. A vivid description of this 12 mile race that involved sailing below Duncannon and finishing with two laps around Cheekpoint to finish. It turned into a two horse race after the Otis lost her topsail, after trading places on several occasions a thrilling finish saw the Oceola beat Ballinagoul into second place by six feet.[xv]
The email query that started this quest for details of the Passage
regatta was the last to be run of the 1893 season. Passage East was blighted by glorious
sunshine and still breezes, which favoured those viewing and some of the rowing
races but made a misery of the sailing.
For the purposes of trying to identify the cup I thought it best to
concentrate on the sailing races, of which there were four but only two given
any great detail. “There were numerous
entries for all the sailing races, of which two were for pleasure boats and two
for yawls ; but these events were greatly marred by the want of wind. The chief
race, for first class pleasure boats, brought the following to starting line
—Mr Colfer’s Dunmore Allingham’s Otis, Mr Kelly’s Oceola, Mr O’Neill’s Naiad, Mr Barry’s Ballinagoul,”
and Mr Power’s Mary Joseph. The course
was from Passage Pier. A good start was made at 12.15, and with a light W.N.W.
breeze, the run was quickly made; here the wind veered W.S.W., and Mary
Joseph and Ballinagoul, in this order drew away from the others; however,
the breeze soon got back about W, which just enabled boats lay their course on
the return journey to Passage. The second round was very tedious, and running
for Dunmore the boats were at times barely aide to stem the strong flood tide. Mary
Joseph caught a puff off Glenwater, which enabled her to creep ahead of
and managed to increase her lead on the reach home. The finish was Mary
Joseph first by about three minutes, Ocoola second, the rest a
long way behind. In second pleasure boat race Mr H W Goffs Waterway won easily from
Mr Paul’s Alarm and Mr Meade’s Seabird. The rowing were all well contested and in the
afternoon donkey races, Greasy Pole and other sports, gave unbounded amusements
to the large crowd on shore.”[xvi]
Unfortunately I could find no extra detail of the Passage events. I thought that through them I might get a better insight into the details on the cup and a lead on who may have won it, or the connection of Hubert Goff to the event. Goff was the son of Sir William Davis Goff the business man and keen sportsman who had a passion for sailing. However Hubert was only a young man at the time, so would he have had the cash or the interest in providing a prize for a sailing meet? My theory is that he did. We do know from the report that his craft the Waterway won the second pleasure boat race. But is this the cup he won. Personally I don’t think so. I’m basing this on a theory that the hallmarked cup/vase which stands 4.5 inches high was engraved before the event and that a later plaque was added with the winning boat and crew. It’s the only theory that I can imagine that fits with the writing that is there. Afterall, why would the cup maker go to the bother and expense of adding another piece to the cup if it was all engraved after the event with the winner? I’m open to correction or any other theories. Following through on this theory it is possible that the winner of this cup was the Mary Joseph, owned by Mr Power. Mere speculation here, as I have no further evidence, but Pat Power of Faithlegg had on son named Hubert who had also a passion for sailing and owned a number of sailing vessels. The only yacht I have a name for however is Star of the Sea, which was a boat he had built himself, apparently in the Rookery, Cheekpoint, which he sailed up until ill health prevented him.
Finally, the Passage regatta also led to court. In this case two young lads named Connolly
and O’Gorman appeared in court at the Callaghane Petty Sessions on charges of
having robbed a boat while attending the Passage East Regatta and used it to
head back upriver to Waterford. However
while enroute, they were rundown by the New Ross Steamer (The Ida at this time)
and narrowly avoided drowning. Their
solicitor could do little but appeal to the mercy of the court. Judgement was withheld but with a caution
that compensation be made to the boat owner, Mr Arthur O’Neill of Glenbower.[xvii]
Despite hours of searching I found no mention of a regatta that
year at Dunmore, Ballyhack or Duncannon.
The season was brought to a conclusion with Passage East, and no doubt
the long winter would bring retelling of the events, replays of the winning
strategies and planning for revenge for those who narrowly lost out. It would all be replayed in 1894 and the
competitions would be as fierce as ever.
But that of course is a whole
If you have any other information, images or memorabilia on
the events of 1893 or any regattas in the area I would love to hear them in the
comments or to firstname.lastname@example.org
I have many people to thank for assistance with this piece. Paul Fitzgeral who prompted the search, John Diamond and Myles Courtney from New Ross, Joe Falvey from Waterford, Paul O’Farrell and Eoin Robson and Alison Cable. Each in their own way gave extra insight or their valuable time to help with details. I think the photos help to bring the story alive and I am indebted to Waterford County Museum and thier online catalouge of photograph used throughout the story. The responsibility for what is contained is my own.
Last Saturday I had the good fortune to
call over to Waterford Airport to see the materials that were uncovered by Noel
McDonagh at Creaden Head, Co Waterford.
While there we got into a conversation with Michael Farrell of the Barony of Gaultier Historical Society and Brendan Dunne and his son Ian about
the area around Creaden and one curious place name that jumped out at me was
the Hobblers Rock. The feature is on the
upper side of the headland, in a sheltered spot, and was a departure point for
the hobblers and their boats in a vital element of our maritime trade, ship
pilotage and docking.
The term Hobbler was first introduced to me
as a boy, listening to the stories of my father and the older men of
Cheekpoint. Their definition has been challenged by others, enhanced or
diminished, depending on who you listen to. Indeed many look at you, if you mention the word, like you had another head. Thinking more likely about Hobbits!
Hobbler attending the MV Julia at Waterford circa 1950
Shortall via the Andy Kelly collection
According to my father a hobbler was defined as one of a team of
men who rowed down the harbour in long punts and vied with each other to have
the right to guide a ship into Waterford or New Ross. He admired them as hard working, tough and
resilient men who could row miles off the Hook to engage a craft, and if need be, tow a
ship past Cheekpoint up through the Kings Channel and into the city. (Or via the Barrow to New Ross) Crews were
made up from all the villages and the towns and the competition between crews was fierce.
The method of securing the right to take charge of a ship has
variations in its telling too. Some said
that it was a straightforward race; first hobbler team to get a rope aboard the
incoming vessel secured the prize. However I have also heard that bidding wars took place with ships
masters, when conditions allowed. Competing hobbler teams would be forced into a bidding war, resulting in bad feeling, scuffles or much worse. My father had one story of a man named Whistler who lost almost all his teeth in a row with another hobbler. As my father had it, thereafter you would hear the Whistler coming because of the wind blowing through his damaged teeth!
Other accounts say that it was just a
couple of men in a boat, which met incoming boats and won the right to tie them
up. Others talk of winning the right to
discharge or load ships. Whilst others
again talk of them almost in terms of a modern era tug boat, used to move ships
from moorings to berths and vice versa. Another
curious aspect of the hobbler story is that in Cheekpoint one theory of the
site known locally as “the Lookout” was also linked to them. I’ve speculated before on a link to this site
and other lookout points as a signaling system employed within the port.
Hobblers mooring a WWI era troop ship. Artist Charles Pears.
First published in the Illustrated London News Jan 1916
With the formation of the Waterford Harbour
1816 piloting became more organised and pilot boats were employed to put recognised
pilots aboard ships. This must certainly
have impacted the role of the hobbler, but not completely (I’ve seen accounts of hobblers piloting as late as 1894). I also read
that on the south coast of England “Hovellers” 
were a description of the craft or men that sailed as far as Lands End at times
in search of incoming ships in need of a pilot. Indeed the term also existed in Cork and Dublin (I haven’t seen it recorded elsewhere as yet). David Carroll has only recently sent me a book
highlighting their courage and skill, including one poignant story of a
hobblers crew demise.
The Hobbler memorial at Dun Laoighre. Photo via Derek Carroll and passed along by page regular David Carroll
I’m now convinced that the reason so many
definitions or accounts of hobblers exist, is because the stories I have heard
come from at least two hundred years of maritime trade. Their roles altered as times changed, perhaps initially with the
formation of the Harbour Board and the formalisation of pilotage. Increases in sailing ships with auxiliary engines, and steam boats must
have been the next phase.
For me, Hobblers Rock in Creaden is a
very important maritime place name connection with the port of Waterford and New Ross’
past. A point from which I’m sure men
had a lookout post, and where a wary eye was kept on the horizon, and hardened
fishermen waited impatiently for a sail to be sighted and the cry to go up of “sail ahoy”. Mighty men, deserving
I finally got to the monument in Oct 2018 Phioto courtesy of Michael Farrell
I was often chided for my romantic notions of the Cheekpoint name deriving from the fairy folk, the Sidhe. However in recent months strong, albeit circumstantial, evidence is coming to the surface that those of us with romantic notions may not be totally without support.
I wrote previously about the place name of Cheekpoint. To reprise it now, there are those with a geographic bent, who consider it the point of the streaks, referring to the currents and eddies created as the three rivers flow over the rock that is to this day know as the Sheag rock. Whilst others like myself are inclined towards the Point of the Sidhe or fairies.
Now the evidence for the fairies was always circumstantial. Stories of fairy folk were legion in the community that I was reared in, fairy rings still exist, and few but the foolish or unwary would interfere with them. When fishing at night I was warned about particular gaps on the Russianside lane, that I was best to hurry past and certainly not stop if any voices tried to engage me. Of course the most magical event I have ever seen is the Sí Gaoith, an occurrence I have witnessed several times, by the most exciting and spectacular with my son Joel while fishing in the late 1990’s.
I had also mentioned the fabled Cesair, and it is to her that I now return. Now Cesair has as many versions of her life (and spelling of her name) as there are internet links. Many interconnecting points are present however which boil down to a lady of immense courage who before the flood set sail in three ships, with three men and 150 women. They wandered the oceans until they arrived in Ireland and the three groups broke up and set to populating Ireland. Her band are referred to as the Sidhe, and over the millennia this has become tied into fairy folk and leprechauns. I’d linked the landing point of the Sidhe to Cheekpoint, although I’m sure many thought me misguided.
Meeting of the Three Sisters, from the Minaun, Drumdowney Kilkenny on the left opposite bank,
Great Island Co Wexford on the left
However last summer an academic gathering at Kilmokea, Great Island put weight behind this theory, albeit on the opposite bank. As foundation myths go, the location is very plausible, strategically placed with abundant access via the three sister rivers to the hinterland of the SE.
What for me is a related argument in any foundation myth is evidence of early settlement in an area. Evidence already exists of the oldest known settlement in the South East being at Ballylough beside Belle Lake on the road to Dunmore East. Destroyed promontory forts such as at Dunmore also confirm early settlement, although of a later era. Again more evidence is emerging, this time due to the efforts of the redoubtable Noel McDonagh at Creaden Head near the mouth of the harbour.
I’m conducting a free guided walk this coming Bank Holiday Monday from Cheekpoint quay, departing at 5pm. Its 2km, over rough ground and will concentrate on the villages maritime heritage. We will arrive back at 6.30pm. Details on my facebook event page
For a flavour of the walk, here’s a piece from Mark at Waterford Epic Locations depicting our Bank Holiday walk Easter 2017 along the Faithlegg Marsh. If you haven’t seen Marks page already treat yourself, what a stunning area Waterford is! And don’t forget to like and subscribe for more of Marks great video content https://www.youtube.com/watch?v=ReHpt3u_ZM0&t=9s
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In my recent book on growing up in Cheekpoint I devoted a chapter to my uncle Sonny and his operation of the Cheekpoint pilot boat. His role was to embark and disembark pilots coming to and from New Ross. The role of pilot or river guide is probably as old as people have sailed into foreign waters. Its a topic I remember well stories of competing crews of hobblers rowing down the harbour attempting to engage a ship with a pilot and a crew to tie up their vessel. A fascinating story in itself, but for another day.
SS Pembrook at Cheekpoint Feb 1899, note Pilot House sq building on left
AH Poole Collection NLI
The pilots were divided in two separate and distinct groups. The Waterford pilots took ships upand down river to the city. As part of their duties they took New Ross destined ships as far as Cheekpoint, at which point pilots for the competing port of took charge. The actual extent of the New Ross pilots role was “To pilot vessels within the limits from the junction of the River Barrow with the River Suir, up to the entrance of of the canal at St Mullins on the River Barrow, and to the lock quay of Inistioge, on the River Nore”
In the year 1854 New Ross Pilots were expected to abide by the following instructions;
“…to lose no time in boarding such vessels as may be ordered…and to behave in strict propriety…hoisting your distinguishing colour (white, with his number in black) immediately on going aboard a vessel…” A rule I was never aware of and certainly not used in my days of viewing the pilots comings and goings.
“You are to suffer no boat to take any vessel in your charge in tow, except you have orders…or except in cases of of sudden emergency or danger.” Presumably this was to avoid any claims of salvage and unnecessary expense.
“You are in no case whatever to interfere with the duties of the Revenue Officers, but on the contrary are to afford them every assistance…any pilot found so engaged in … shipping contraband…will be immediately suspended…” we have seen before the issues of smuggling and what a serious challenge it was in the ports.
To encourage “…zeal, activity and good conduct…” pilots are allowed to share in money for “…meritorious services…” however severe penalties are threatened for “…disobediance of oders, irregularity of conduct, or wilful neglect…” Drunkenness is considered the highest order of misconduct!
For a bit of, admittedly poor, modern day footage of a pilot exchange at Cheekpoint here’s a piece I took during the week. Pilot cutter Crofter, putting a New Ross pilot aboard the inbound MV Arklow Cadet and awaiting the Waterford pilot to disembark. https://www.youtube.com/watch?v=ZF3gQ9HFSsE
Pilots are also expected to discourage any master who might “…cause any part of his ballast to be thrown into the river or harbour…” obviously causing any hazard to navigation, or lowering the available depth of water for shipping was a concern then as now.
The Pilots concerned were:
Stephen Dunn 62
Michael Dunn 60
John Doyle 60
Daniel Eustace 62
Thomas Kehoe 47
Daniel Carroll 41
Patrick Toole 49
No apprentices were listed.
A sliding scale or rates for pilotage are given. These vary with a higher rate for foreign ships and the lowest for ships trading within the then UK waters. Ships between 30-40 tons are 10s for a foreign vessel, 8s for a British ship (this obviously included Irish owned and registered at the time) sailing from overseas and 5s for vessels trading within the UK. The highest charges went to ships listed at 400 tons and upwards. Charges range from £4 1s for a foreign vessel, £3 0s 9d for a British ship sailing from overseas and £2 0s 6d for vessels trading within the UK.
In total 261 vessels paid for pilotage that year into the port, and the same number left it. All but 6 of these ships were British registered. The income this raised was £190 16s 4d each way. The total cost for the pilots that year £315 1s 7d. Disappointingly, there was no breakdown of the size of ships entering or leaving. Ships towed up or down must still pay pilotage, as a pilot is required at all times we are told.
Nothing is made of the pilot boat operating at Cheekpoint, no name of the boat or person or persons employed. However in the costs of running to port, a small sum of £6 19s is expended for the pilot boats, buoys etc, which seems a small sum for the work involved in running a boat, except that the costs are made up elsewhere. In the photo from 1899 a square box pilot hut is partially seen, this was a base that pilots could await in “comfort” for a return trip back upstream. Not like today when cars are readily available.
Of course the pilots had an altogether easier time of it than the later generations as the Barrow Bridge was yet to be built, and it would prove a challenge to pilots in time to come.
In June we will take a look at the rules governing the Waterford Pilots, of which there is some curious and interesting information. If anyone can supply a local image of the 19thC pilots or related photos to complement this piece I would appreciate it.
Much of the information contained is taken from Return of all Bye-Laws, Regulations, Orders or Ordinance, relating to Pilots or Pilotage now in force within the Jurisdiction of the Commissioners of the Port of New Ross; for the year ending 31st Dec 1854. Accessed from House of Commons Parliamentary Papers.
I publish a blog about Waterford Harbours maritime heritage each Friday.
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