Ryan’s shore looking down from Hurthill |
Paddy Moran and Michael Ferguson working the shore (1950’s) |
Drying driftwood |
Lenny |
Maritime Community Project
Ryan’s shore looking down from Hurthill |
Paddy Moran and Michael Ferguson working the shore (1950’s) |
Drying driftwood |
Lenny |
As a young boy fishing in the river, the one thing I hated more than anything, was keeping up to the nets with an oar. Pity the boy that let his mind wander and the boat blow off the nets, or worse, onto the mud on the flood tide on the coolagh (cool ya) mud.
I first began regular fishing in 1979, finishing first year in secondary school. The holidays coincided with the Peal run, when the salmon men reduced the driftnet net mesh size to catch the smaller, younger salmon entering the rivers. I’d fished before this, but only occasionally. Maybe a drift of a summer evening, or a few tides, doing little more than watching from the bow twart.
To be asked to fish was a big thrill. It meant long hours, hard work, plenty of wettings and plenty of excitement. It also meant some cash in your pocket, and my father always said unless you could jingle a few coins in your pocket that you had earned for yourself, we weren’t yet a man. But it was also an education…a real education after the excuse of a one I had suffered over the winter. We learned the nets, tides, weather, river, fish and hard work. But of all of it, it was the oars that caused me the most hardship. It wasn’t so bad if you were part of a younger man’s boat like Pat Moran or Anthony Fortune. He wasn’t wedded to the oul ways…but if you happened to be fishing with his fathers generation, or my fathers, the best ways were the old ways which included many hours at the oars. The week started at 6am on the Monday morning and ran for the week, 24hrs up to the 6am on the Saturday.
In the past the oars had been the only method of propulsion for the punts in the area, apart from the use of sail, which was not a common method and something I never saw used. It would remain so until the introduction of outboard motors after the second world war.
A modern styled rowlock |
The oars used were of red deal and generally fitted into the punt to allow for secure stowage. The oar was made from 6″x’6″ red deal timber plank. It was made from one piece for strength. It had a carved handle, which allowed for the palm of the hand to cover it, a counterbalance, which meant that the oar was easier to manage when being used singlehanded. A collar of leather was fitted where the oar fitted into the rowlocks. This meant that the rubbing of timber on timber didn’t happen as it would quickly wear away. When using the oars in dry weather you’d have to use the bailer to throw water over the collar or the sqweeking of it would drive you mad. The shaft of the oar tapered off to the blade which was again the width of the plank and allowed the rower to catch a good piece of water to drive the boat forward.
The rowlocks on the punt were carved from oak and shaped to allow the oar fit nicely in place. The Rowlocks were bolted to the gunwhale and two Thole Pins (pronounced Towel here) were hammer into 1″ drilled holes on either side of the oar. Ash was commonly used as it was a durable timber. I once used Hazel as it was nice and straight and I thought it looked smart. But when rowing hard on the mud the thole pin snapped and I went head and arse into the bow, so never again.
An old oar in a sunken punt |
There were particular points to be learned about rowing. One was when you were told to row, you rowed, if you were told to “row hard” you really put your back into it. “Back” was another command, and if your mind had wandered, or you weren’t paying attention you could be in real trouble. “Pulling” when you were supposed to be “backing” could mean loosing a fish – a cardinal sin, and one to be reminded of time and again.
After leaving the shoreline or the quay we would “steam” (use an outboard) to the start of the particular drift. This could mean a wait or perhaps we could set straight away, determined by the time of tide and the particular drift. Waiting with other punts was usually fun, as you would hear all manner of yarn. The nets would be set with the engine and once set we would “out oars” and for the remainder to the drift would row to “keep up with the nets”. The skipper would be on the aft oar the boy on the bow or for’ad oar.
Row hard(ish) Chris Doherty Bow oar & Mick Murphy |
On some drifts only part of the nets were set, like flood tide on the Coolagh mud or ebb tide on the point. You would keep up to the nets for a particular place and then would set the rest. The older men preferred setting the remainder with the oars, meaning you had to keep on rowing on the bow oar while the skipper rowed with one hand and set the nets with the other.
After a winter sitting at a school desk your hands would be soft. As a consequence those first few days at the oars would be hell. The welts would rise within a few minutes. By the half hour mark they would be black and blue and swollen. You might think putting them in the water would ease the pain, but it was of no benefit. There was a partial ease when the welts burst but then the when the salt water leaked in it stung like hell. There was also the muscles in your arms that would be aching and the back to which you could find little ease. Of course by the end of the summer these would be only memories, but to be relived the following summer.
Tom Fergison (bow oar) Michael Ferguson, “keeping up to the nets” Photo credit: Tomas Sullivan |
Hauling the nets also required the skipper using the oars to keep the punt “on the nets” As you hauled the skipper stayed midships and the boy went astern and each took a rope. As you hauled the punt would either drift across or off the nets and with the momentum of the haul the skipper could put out either the aft or for’ad oar to bring the boat back in or out off the nets.
Once aboard it was time to set again and if you were lucky, the boy got to lower the outboard and steam back to the start of the next drift. If you were really lucky you might get to set the nets with the engine…a real step up.
Over time the use of the oars diminished and in recent times, up to the closure of the Salmon driftnet fishery in 2006, many punts would not have even carried an oar. The outboard which had become more dependable and men more skilled in their use, took over in many aspects of the fishery practice. Today if you look around the quays you will see few enough timber punts and fewer oars. Something that diminishes the village in my opinion.
In case anyone thinks I’m complaining about the work we had to do let me offer you this quote by the American comedian George Carlin on a definition of hard work; “hard work is a misleading term. physical effort & long hours do not constitute hard work. hard work is when someone pays you to do something you’d rather not be doing. anytime you’d rather be doing something other than the thing you’re doing…you’re doing hard work.”
On Saturday night, 12th Nov 1955 my Father, Bob Doherty and two others from Cheekpoint, my Uncle John and Jimmy (O’Dea) Doherty, were departing Liverpool as seamen aboard the MV Ocean Coast in dense fog. They were carrying general cargo and were bound for Falmouth.
MV Ocean Coast was a twin screw motor cargo vessel of 250 ft in length and a 38ft beam and 1,790 tons deadweight . She was built for short sea route trips by Leith shipyard for the Coast Lines shipping company and was launched on 31st July 1935. During the war years she had served the war effort as a supply vessel to Gibraltar and North Africa. She also played her part in the D Day landings servicing Omaha beach carrying petrol.
MV Ocean Coast |
At 22:10 that night the Ocean Coast sent out the following message “Queens Channel, Q15 Buoy, River Mersey. There has been a collision between two unknown ships. I am anchored and sending a lifeboat over. Strong ebb tide running. One of the ships in the collision has sunk”
It would subsequently emerge that a fully laden Swedish motor oil tanker SS Juno inbound had struck the SS Bannprince which was operated by S William Coe of Liverpool. The Bannprince was crewed by Northern Ireland men and had been built in 1933 in Glasgow. She was 165ft 5″ long with a beam of 27ft 2″ and a deadweight of 716 tons.
SS Bannprince |
Like the Ocean Coast, the Bannprince had served with a volunteer crew during the war. She helped to evacuate 337,130 Allied troops from Dunkirk between May and June 1940, following this she was taken over for “Unspecified special government services” and was one of the first ships to land at Sword beach during the D Day landings with much needed medical supplies.
The Bannprince was outward bound that fateful night, fully laden with coal for Colerain in NI. The first the crew knew of difficulties was when the ships horn sounded three shrill blasts moments before there was an almighty crash and the ship healed over. She would sink in ten minutes and most of the crew of 9 had no time to get a lifejacket. Her lifeboats were submerged.. In the freezing Mersey the crew did what they could to stay together and help those that couldn’t swim into lifejackets found floating or other debris that would sustain them.
Motor Tanker WWII era |
It was almost an hour between collision and the calls from the lifeboat of the Ocean Coast were heard in the water. At this point most of the sailors were close to exhaustion and had drifted apart. The boat my father and Jimmy O Dea was in rescued six and a lifeboat from a sister ship Southern Coast picked up the remaining 3 men including the captain and the only crew man to lose his life, second engineer James Ferris of Limavady, Derry.
My father had to jump in the water at one stage to help some of the men out of the water. Later this gave rise to a yarn from Jimmy O Dea about how they were rowing back to their ship when they noticed my father wasn’t there. They turned back, rowing now with a vengeance only to find my father swinging off a buoy shouting “where the hell were ye then ship mates???”
The Certificate my father received in 1957 |
They put the six survivors aboard the New Brighton Lifeboat and returned to the Ocean Coast to continue their voyage. On the 3rd April 1957 my father along with 5 other crew men received a certificate from the Liverpool Shipwreck and Humane Society in recognition of their efforts. The Captain received a silver cigarette box and the chief officer a parchment.
The Ocean Coast continued to give service into the 1960’s when she seems to have been sold for scrap, The Bannprince was risen from the Mersey as she was a hazard to shipping and was sold for scrap to a Dutch shipyard. The Juno, which was only lightly damaged, returned to work. but I couldn’t source any further information.
My father went to sea as a teenager like so many other men of his generation. Himself, Jimmy and Uncle John are now gone to their rest, and with them probably most of their best stories.
When I was a child I used to come to the cottage on the Green on Sundays, long weekends and summer holidays. It was my Grandparents, Tommy and May White’s house and it was always full of cousins, aunts and uncles and lots of gatherings and parties were held there. Grandad had bought it in the 1950’s from “Billy the Green” Doherty who had reared a large family in the house.
The summers were the best because you got to play all day on the Green and be with your friends from morning til night. The village was always busy in the summer months too with fishermen on the quay, coming and going from fishing, mending nets, checking boats. There were always visitors on holidays and people coming to Mac’s for food.
When the cottage was full with cousins Nanny would make up extra beds in the sitting room and we would all pile in. In the mornings the jackdaws in the big open fireplace would waken us with their squawking and flapping wings.
My favourite place to sleep though, was in the small back bedroom. We were told this was an old ships cabin from a ship that had been wrecked in the harbour many years before. This room had a low wooden ceiling with some iron rivets across it in places. There was a small skylight which was then closed in place but could have been opened in the past to allow fresh, if salty air into the cabin on a ship that crossed the Atlantic for her trade. It was a cosy room and often too hot on a warm summer evening. It was only years later that I learned that the cabin came from an American ship called the Alfred D Snow.
The Alfred D Snow was a three masted fully rigged all timber ship which was built in the Samuel Watts shipbuilding yard in Maine USA. She was 232 feet long with a beam of 42 feet and was built in 1877.
image courtesy of Andrew Kelly |
She left San Francisco on Aug 30th 1887 bound for Liverpool with a cargo of wheat under Captain William J Wiley. She had fair weather on the trip, including the rounding of Cape Horn but as she came up towards the Irish Sea a south east gale blew up and the captain found that evasive measures were required. The crew battled bravely but the storm grew in force and they were forced to call into Waterford Estuary to try find some shelter. Sails were dropped, leaving her without much helm and they tried to inch the ship in under the hook peninsula that would have given them some shelter. However the ship struck the sand close to Broomhill and got stuck fast. Heeling over, the waves crashing over, the ships boats were launched with some difficulty and one managed to make it away but it was swamped and all aboard were drowned. The others took to the rigging in the hopes of salvation.
On land the people were helpless to give direct assistance. The Dunmore East lifeboat was called but didn’t respond until much later, which was a matter of controversy at the time. The tug Dauntless did try to respond. She was sheltering at Passage East but as she approached one of her paddles broke and she drifted helplessly away back up the harbour. As the gale continued to roar and the seas continued to pound, the ship started to break up and the remaining crew were washed away and they too were drowned.
In total all 29 crew men died. Mostly American but also men from England, France, Germany, Norway and Russia. There was an Irish crew man named Michael O Sullivan but I haven’t found out where he came from. However in researching this piece I did learn that there was a survivor; the ships dog, a sheepdog, managed to swim to shore and climbed up the rocks to safety.
During the days that followed the Captains body was recovered and was shipped home for burial in a lead lined, brandy filled casket, (I wonder did he like a drink?). Other crew men were interred in Ballyhack, but most were never found. Pieces of the wreck floated in all along the harbour. These were secured by the Coastguard apparently and were auctioned off. That’s one possibility for how it arrived in Cheekpoint.
A model with the cabin behind the foremast image courtesy of Andrew Kelly |
Locally, it is said that it came to Cheekpoint quay and using rollers was brought up the village and the backroad and then down behind the cottage and put in place. The Boreen wasn’t wide enough apparently. It remained as it was until a few years back when my cousin renovated the house, so that in total the shipwrights at Samuel Watts yard created a cabin that lasted over 130 years.
I’m glad I had the opportunity to sleep in the cabin, but I don’t know if I would have slept so soundly had I known the whole history of the ship at that time.
Deena Bible 23/8/2014
Piece first read at the Heritage Week event in Reading Room Cheekpoint
With thanks to Andrew Kelly for further information.
John Power – A Maritime History of County Wexford Vol 1(2011)