shipwrecks associated with Waterford Archives - Page 2 of 2

30/08/201930/08/2019

Brownstown’s Napoleonic signaling tower

Introduction

You will probably be aware of the twin pillars of Brownstown Head to the east of Tramore completed in 1823. There is also a lookout post dating from the time of the emergency. But in 1811 a Mr Pope sent a letter to Trinity House, the custodians of nautical affairs in Ireland. Pope was the Waterford agent of the London Assurance Company and he was troubled by the possibility that a signalling tower on Brownstown Head could be a cause of peril to seafarers. So what was this tower? Why the concern? And what exactly happened as a consequence of his letter?

Napoleonic era defences

During the Napoleonic wars Ireland was a crucial area of engagement between the warring factions. The extensive Irish coastline was well known to the French through generations of fishermen accessing the waters, and many Irishmen willing to fight on their side as a reaction to British rule in Ireland. French forces had attempted invasions through Ireland in 1796 and 1798 and as a consequence a series of coastal defences were set up around the coast.

Martello towers are perhaps the best known example of these. “Martello towers were predominantly erected around the coast at strategic positions where they might be necessary for defence. Concentrations of towers were built on the Dublin coast (27) from Balbriggan to Bray, along the Wexford-Waterford coast (3), and at various locations around Cork Harbour (5), Bere Island (4) and Galway Bay (3). Several towers were erected on the north coast, along the shores of Lough Swilly and at the entrance to Lough Foyle. Inland, two Martello towers were erected at the middle reaches of the River Shannon”

These towers had variations in the design, layout and the facilities associated with them. They comprised of storage, accommodation and a lookout and gun platform. Many had extra gun batteries close by for extra defence. A single gun tower needed a compliment including one sergeant and twelve men

Martello Tower at Baginbun, Co Wexford. Author.

Signal Towers

In areas less likely to direct invasion a series of almost 80 signaling towers were erected from Dublin to Malin Head. Work on these started in 1804 and was completed by 1806. The main building was a small but sturdy square tower used as a defensible residence and lookout point. Aligned with this was a signal mast, from which a team of lookouts could share intelligence with ships at sea or indeed with the shore allowing for speedy communication.

Of course the principal function was signalling which required a signaling mast. This consisted of a timber pole about 50 feet high from which ropes and halyards hung, allowing a series of pennants and balls which could be raised and lowered speedily as a communication tool. Depending on the terrain, the signal towers could be spread out between 7-14 miles and allowed for rapid communication at a time when transport by foot, horse or wind power was relatively slow. However, they were limited by visibility.

an interesting perspective on the use of signaling

The signal towers were crewed with ex royal navy sailors who would have been familiar with the signals from their time at sea. Their knowledge, naval training aligned with a spyglass and code book would have enabled rapid communication of intelligence on all matters related with the French. The system was based on the work of Irish born Rear Admiral Home Riggs Popham and his list of telegraph signals first published in 1799, becoming the basis of British naval and mercantile communication throughout the 19th century.

Tramore Bay

But back to Tramore and the concerns of Mr Pope. Mr R (R for Richard I think) Pope was described as the Waterford agent for the London Assurance Company, representing their interests in matters concerning trade and losses to same. He may have been a member, indeed I would say he likely was, of the merchant family of this name in the city of Waterford.

Cabot Tower on Signal Hill, St Johns, Newfoundland. Photo courtesy of Ryan Doherty

Pope outlines his concern that a disused signal tower risked confusion to seafarers in bad weather with the Hook tower. He cites two recent examples in his letter (dated 14th March 1811) to the secretary of Trinity House. The first is the sloop Commerce of Plymouth. The ship was described as a complete loss, apart for a portion of her cargo of bacon. Another was the schooner Grinder of London. She was carrying wool and bound for Lisbon when the weather drove her ashore. Pope was apprehensive about the vessel, although the cargo was saved. In both cases I don’t know did the author omit any details of the fate of the crew, or did Pope? Perhaps it highlights a preoccupation with the interest of the ship-owner and merchants over the needs of the crew and their families.

Curiously, his letter seems to omit another event of the 5th February. Again in Tramore, an unidentified brig (I found an excellent blog that named her as the Fox) was driven into Tramore Bay, where she became stranded. Her crew of eight took to ships boat but within 30 yards of the shore, the boat overturned and the crew lost. Spectators on the shore were powerless to help. The report speculates that she was bound from Spain as her cargo was of corkwood and oranges. When the tide receded revenue officers set to discharging the cargo, under the protection of a detachment the Roscommon Militia.

Pope was adamant that the risk of confusion was a factor in the wrecks occurring at Tramore and he pressed for action, stating that the signal tower had been unused for military purposes for over a year. Action was prompted eventually and apparently the signal tower was removed late that same year.

Despite this, the incidents continued however. For example in December 1811 alone I could find two. In the first a brig named the Albion was driven ashore about 200 yards below the men’s bathing place on the beach. The crew were saved and there were hopes that the ship might be got off. Her unidentified but “valuable cargo” was placed under the custody of the revenue and yeomanry. The report concludes with a very complimentary affectation of the Tramore citizenry; “We feel peculiar pleasure in being able to add, that the characteristic humanity and honesty of the inhabitants of Tramore were conspicuous this occasion, as there appeared not the least disposition to plunder, or even embezzlement…”

And later that same December, the Albion, which had not yet got off caused another near tragedy. In this case it was a ship called the Benjamin, en-route from the coast of Africa to Liverpool, with red-wood, palm-oil, ivory, etc. She ran into the bay, mistaking it for the harbour and in hazy weather conditions mistook the mast of the grounded Albion, which was occasionally seen, as riding at anchor. Evasive measures were hurriedly taken, part of the cargo was jettisoned and they managed to get about and drop anchor. Her captain, Captain Barker, rowed ashore. A Mr. Walsh, of the local hotel ensured a signal to facilitate a safe landing. Following discussion with locals the next day two local boats and crews were procured and the Benjamin was got off leaving only her anchor behind.

The Brownstown pillars with LOP 17. Author.

Conclusion

Unfortunately the precarious nature of sailing and navigational errors continued and there is a long list of casualties in Tramore Bay to prove it. Following the Sea Horse tragedy a plan was developed to erect five towers, what I had previously mentioned as a countdown system (and although not conclusive, perhaps this article might support that in a way). As said the LOP was erected between 1939-1940 and the Barony of Gaultier Historical Society have plans to refurbish this building in the near future.

I’m indebted to a paper on the History of the Tramore Beacons sent on to me by David Carroll last year for prompting the idea for this article and the details on the letter by Pope.

Other sources include those linked directly in the piece, several contemporary newspaper accounts and an article called MARTELLO AND SIGNAL TOWERS by Muiris O’Sullivan and Liam Downey in Archaeology Ireland, Vol. 26, No. 2, Special 100th Issue (Summer 2012), pp. 46-49 Published by: Wordwell Ltd.

I found the following fascinating blog site in relation to Tramore just prior to publishing. Hopefully others might enjoy it too.
http://tramoreshippwrecks.blogspot.com/

05/04/201907/04/2019

Vanquishing Cromwells flagship, the Great Lewis

On January 23^rd 1645 one of the most surprising victories of any Irish action against the English was realised, when an Irish force managed to sink the flagship of the English parliamentary navy at Duncannon Co. Wexford. The ship was the Great Lewis and she lies to this day beneath the sands of Waterford Harbour.

Back story

The background to this story lies in what is regularly called the Confederate Wars or in some cases the 11 years war 1641-1652. Although there were many aspects to this upheaval which would ultimately lead to a civil war in England and end in crushing defeat for the Irish under Cromwell, a key motivation of the catholic uprising sought to win concessions from the English king, Charles I, as a reward for supporting him against the English parliament.

“In May 1642, on the initiative of the Catholic church, Irish Catholics formed what could be called an Irish government at Kilkenny (the Confederate Catholic Association of Ireland) led by a supreme council elected by a landowners and Catholic clergy. It took an oath to uphold the King’s rights, the Catholic religion and the ‘fundamental laws of Ireland’. Regular armies were formed under Irish Catholic officers who had served in continental Europe.”[1]

Duncannon comes center stage

In 1643 Charles I signed an uneasy truce with the Confederates in an effort to concentrate his efforts against Parliament. As is so often the case with civil wars alligencies chopped and changed and the troops stationed at Duncannon fort under Lord Lawrence Esmonde, initially loyal to the crown, decided to switch to the Parliament’s side. As the fort was of such strategic importance, the confederates dispatched troops from Waterford to attack it under General Thomas Preston, while from England, Parliament dispatched four ships to support it with additional troops and supplies.

The flagship of this group of ships was a requisitioned merchantman, the Great Lewis. She was under the command of Captain Richard Swanley. The others were made up of the Madeline, (I’ve read elsewhere Mary and also Magdalen) Mayflower and Elizabeth. The command of the flotilla fell to a Captain Bell.[2]

The Irish had an advantage of height over the four ships that were at anchor below them in Duncannon bay. During the night of the 22nd of January 1645 they moved their artillery to forward positions. As dawn broke on the 23rd they commenced firing upon the four ships, who realised they were in peril and prepared to make their escape. But fate was on the side of the Irish, or was it exceptionally good timing? For as the tidal and wind conditions were unfavourable, the ships found themselves at the mercy of the elements and the Irish cannon fire. The sailors did what they could to withdraw their ships out of range, the Great Lewis being severely damaged in the process.

A sketch of the siege from Hore. Via Wexford Co Library. With thanks to Michael Dempsey.

With her masts damaged and her deck on fire the ship drifted slowly away from the onshore barrage, later to sink on the 26th, supposedly with the loss of 200 men (a figure I find difficult to understand in the circumstances). The other three ships escaped back to England once emergency repairs had been made.

Discovery

In 1999 when dredging works were being carried out by the Port of Waterford on this natural sand bar, timbers were uncovered which prompted archaeological monitoring. Subsequent underwater investigations discovered a 17^th century wreck with canon sticking out of the sand.[3]

Amazingly, the report (written by Dr Connie Kelleher) goes on to explain that “The wooden structure survives almost intact below the seabed, and the line of cannons, with their breech ends exposed, provide an insight into the potential nature and extent of this protected site.” (See diagram below)

Perhaps predictably, given the little excavation work that has been carried out to date, it also expresses a word of caution “Though the historical evidence is plausible, further investigation is needed to determine the nature, extent and, if possible, the true identity of this wreck.” I guess in the graveyard of a thousand ships, its well to be cautious until a proper assessment can be made. The current level of investigation has only literally scratched the surface of the seabed.

A sketch of the wreck lying off Duncannon, note the tiny fraction exposed.
Archaeology Ireland, Heritage Guide No. 26: The Duncannon Wreck —a seventeenth-century ship in Waterford Harbour (May 2004) Copy supplied by Brian Sharpe

Nevertheless its importance nationally and internationally, even if not the Great Lewis, is undeniable.

Kelleher continues; “ The historical and archaeological value of this site cannot be over-estimated. Although it would be excellent to positively identify the wreck, the fact that these are the substantial remains of a seventeenth-century ship is what is of real significance… it is the first shipwreck from that time to be discovered and then investigated in Irish waters. The possibility that it could have been directly involved in a period of our history that has left such an immense mark adds even more importance to the wreck, as does the realisation that we could, in fact, be looking at a war grave.”

Conclusion

The sinking of the Great Lewis was the turning point in the siege and a huge moral boost for the Irish, although the beleaguered garrison did not finally surrender until the 18th of March 1845. (Some supplies and extra troops had been landed before the onshore barrage began)

Both events were significant achievements for the confederate forces, and you can’t help but wonder when Cromwell finally reached Waterford harbour did he have a particular malice towards the area when he thought of the humiliation of the loss of his navy’s flagship and the taking of the fort.

Duncannon siege

A previous guest blog by James Doherty gives a terrific insight to the era and specifically the activities pertaining to Duncannon Fort.

Next weeks blog looks forward to the Waterford Civic Trust event to acknowledge the anniversary of the sinking of the Titanic, the unveiling of a blue plaque to a survivor of the tragedy, Philip O’Keeffe. The blog will focus on his story, but also at least three others from the county, and three others from the harbour area.

[1] http://www.theirishstory.com/2014/01/10/the-eleven-years-war-a-brief-overview/#.XKCAQ_lKgvg

[2] The Great Lewis and the siege of Duncannon 1645. Kevin Downes. Decies #60 pp155-6

[3] Archaeology Ireland, Heritage Guide No. 26: The Duncannon Wreck —a seventeenth-century ship in Waterford Harbour (May 2004)

For more information on the wrecks around Duncannon including the speculation on the Great Lewis see Connie Kelleher’s article Pirates, slaves and shipwrecks pp181-199 in Medieval Wexford, Essays in memory of Billy Colfer. Eds Doyle. IW & Browne B. 2016. Four Courts Press. Dublin

15/02/201908/10/2020

SS Valdura – a lucky escape

On Tuesday 12^th January 1926 the SS Valdura ran headlong onto the rocks west of Kilmore Quay at a spot appropriately known as The Forlorn (Crossfarnoge Point) She had sailed from Baltimore on December 29^th and was bound for Liverpool. [1] Her holds were filled with maize (Indian Corn). The Valdura (1910) was a steel screw steamer of 5,507 registered tonnage and owned by the Valdura Steamship Co. Ltd., of Glasgow.

She grounded under the rocket station and the coast guard and lifeboat were quickly on the scene. However, the ship was wedged on the rocks, with a falling tide, in a light enough breeze and the crew were considered to be at no immediate risk. The lifeboat stood down.[2]

On Wednesday 13^th the powerful tug Morsecock left Cobh in response to the distress signals sent by the ship. The plan was that a refloating attempt would be made. [3] However this was a failure and was reported on later in the week “Plans to refloat her on high tide yesterday proved futile. Mr. T. Casement, inspector of the Life saving service, has superintended the putting of life saving lines on the vessel with a view to rescuing the crew should it become necessary. The crew of the Kilmore Quay station are standing by for this purpose” [4]

A sense of the location of both the wreck and her position ref the Saltee Islands.
Buttermilk is close by the home tab. via Google Maps

Another treacherous spot to the east of Kilmore is St Patricks Bridge. At high water the glacial deposit that once stretched to the Saltee Islands is below water. The breaking seas are an ominous sight.

Professional assistance was called in and the Liverpool and Glasgow Salvage Association were engaged and attempted a refloat on the next Spring Tides. However this was not a success, and with strengthening winds some of her tanks were flooded with seawater to hold her down and a decision was taken to await the next spring tides. At least no damage was reported beyond the initial grounding. [5]

In an effort to lighten the vessel it was decided to remove part of her cargo and to sell this to try recouping some of the loss. It would appear the locals were employed to effectively dump the cargo over the side and onto the beach which was then bought by locals, and perhaps not only locals at auction. For example here’s an advertisement from the Wicklow People[6]:

Maize as it lies on beach is now for Sale at 5s per 16 size corn sack, buyers to bring own sacks and to fill same. Persons buying quickly can get corn clean and free from sand. Terms—Cash. Mr. Thomas Sutton, The Hotel, Kilmore Quay, will give purchasers an order for corn on above terms, or same can he had from WALSH AND Corish MMIA, Auctioneers, Wexford and Taghmon.

With the ship now lighter and tides being right another attempt was made on removing the ship off the rocks in early March and she was reported as having entered Waterford harbour on Saturday March 13^th 1926 under tow of tug Ranger.[7]

A similar fate befell The Earl of Beaconsfield in 1884. She grounded close to Kilmore, was salvaged and towed to Buttermilk for emergency repairs. Seen here at Buttermilk, across from Cheekpoint.
Photo courtesy of Tomás Sullivan

I’m not sure about the next part of the process, but we do know that she was grounded at Passage East on purpose so that her hull could be checked and temporary repairs made. I presume this happened before she was put to anchor at Buttermilk Castle where the remainder of her cargo was removed. This appears to have taken some time, and again I’m presuming it was either trans-shipped to other vessels or to lighters, and perhaps both. The next mention of the ship was in late April when she was spotted passing east of the Lizard being towed by the tugs Poolza and Hudson presumably to a shipyard for repairs[8].

Interestingly the last advertisement I could find for the sale of her cargo dates to April: Seventh Sale. To Be Sold by Auction. On 12th April, at 11 o’clock, at Kilmore Quay, Co. Wexford, 350 lots of Damaged Maize, in lots, as usual. Terms–Strict Cash at Sale. WALSH AND CORISH, Auctioneers. It would appear the auctions were so regular at that point that there was no need for extra details to be supplied. Of course this may have been a double edged sword. Much of the maize was carted to Wexford town where the kilns of Staffords on the Customs House Quay was used to dry the grain. However the smell was atrocious and local residents made complaints, but the County Medical Officer passed the grain as fit to use![9]

Found the following link to a modern day salvage which might suggest the techniques used to re-float the Valdura haven’t changed much

What I found most astonishing about the fate of the Valdura however, is that the weather stayed settled for as long as it did, 60 days. Another interesting mystery was a very obvious question of what the ship was doing inside the Coningbeg lightship and the Saltee Islands, considerably off her route. The answer to that seems to have been kept by the master.

No doubt her owners were relieved to have the ship back in action and the first mention I could find of her in operation again was October when she was discharging ten thousand tons of American coal at the Cattedown Wharves, in Plymouth.[10]

The owners sold her the following year and she survived until October 1942, when on route from Newfoundland in ballast to Australia she was wrecked in St. Mary’s Bay near Cape English, Nova Scotia.

Since publication Sean Moroney has put together this fab video of the story based on the details in the blog. Its a wonderful production

As regular readers know, the blog is supported by a wide range of people who help me with various queries. This mornings would not have been possible without the help of Brian Boyce and his crew mates at the Rosslare Harbour Maritime Heritage Centre and particularly Brian Cleare for the image used of the grounded Valdura. For another account on the incident see John Powers Maritime History of County Wexford Vol II 1911-1969. Johns book and a wealth of other maritime titles are available to buy at the Heritage Centre. Open every Saturday afternoon, or other times by appointment

[1] Western Morning News – Wednesday 27 January 1926 p2

[2] Evening Herald (Dublin) – Wednesday 13 January 1926 p 1

[3] Ibid

[4] Evening Herald (Dublin) – Friday 15 January 1926 p 1

[5] New Ross Standard – Friday 19 February 1926 p 10

[6] Wicklow People – Saturday 27 March 1926 p 1

[7] The Scotsman – Monday 15 March 1926 p 4

[8] Western Daily Press – Saturday 24 April 1926 p4

[9]Roche. R. Tales of the Wexford Coast. 1993. Duffry Press. Enniscorthy.

[10] Western Morning News – Friday 15 October 1926 p 8

25/01/201919/05/2022

Three terrible days, Jan 1862

Over a three-day period of January 22^nd, 23^rd and 24^th 1862, a large number of shipwrecks and loss of life took place in Waterford Harbour and along the County Waterford coastline, making it probably one of the most catastrophic events in the maritime history of Waterford.

The ferocity of the weather was best demonstrated from a report that the Coningbeg light-ship dragging her anchor for a distance of four and a half miles, when it had held firm in other recent storms*.

The Daily Express of Monday January 27^th 1862 reported that “at Dunmore, the sea rolled clear over the Pier Head, and rushed with great violence up a considerable part of the town.”

Meanwhile the Waterford Mail on the same day reported: “We have had a succession of storms such as we have not had to record for many years. “Old Ocean” has been in one of his rough moods, and has strewn our coast with shipwrecks. The gale of Wednesday was sufficient to alarm the heart of every one who had a single relative or connection with the water. A lull took place on Thursday, but it was followed, on Friday morning, by one of the most terrific hurricanes we remember, and the casualties have been terrible to record….”

SS Royal Charter lost at Angelsea 1859. Wikipedia (Public Domain) — A sense of the scene. SS Royal Charter lost at Angelsea 1859. source: Wikipedia (Public Domain)

What follows is a full account of the local losses over those three terrible days

1 ‘Active’

“The storm of Wednesday caught the little schooner Active of Cork, supposed to have been laden with coals, off the coast of Annestown, and the captain evidently finding that he could not weather the gale, tried to beach the ship in Annestown bay, and in doing so a tremendous sea caught her, and dashed her to pieces against the rock. Five persons were seen on her deck, none of whom were saved, and it supposed that her crew consisted of nine persons – None of the bodies have been washed ashore. While the coastguards were engaged in watching the goods washed ashore from the Active, they were alarmed to hear of the loss of another, a large vessel, in the same locality.” (1)

2 ‘Indian Ocean’ was the large vessel, the story of which has an interesting twist.

“Supposed Loss of an Emigrant Ship and all on board, – At five o’clock on yesterday (Friday) morning a large emigrant ship was beat to pieces at Annestown. Her deck was crowded with crew and passengers. It is much to be apprehended every one of them perished. From a paper washed ashore the vessel is believed to be the ‘Indian Ocean’, which sailed from Liverpool for Sydney, New South Wales, last Monday. She was laden with a valuable cargo, of general assortment, with which the coast is strewn. The paper is a printed form, signed for W.Nichol and Co., dated 2^nd January 1861, at Bombay, directing the commanding officer of the ‘Indian Ocean’ to receive fifty bales of cotton, and give a bill of lading.” (2)

“Wreck on the Coast of Ireland.- The large vessel lost off the coast of Ireland on Friday, is now fully ascertained, was the Indian Ocean of Liverpool. With the confirmation of the fact of her loss, comes the welcome intelligence that the captain and crew of twenty-five persons, supposed to have gone down with the wreck, were all saved by the timely arrival of the ‘Europa’, which took them off the vessel before she drifted ashore. The ‘Europa’ was on her voyage from St. John’s to Liverpool, and landed the whole of the rescued men at the latter port on Saturday. (3)

3 ‘Queen of Commerce’

“A little to the west of Dunmore lies a little bay called Ballymacaw, and into was driven a very fine vessel bound from Antwerp to Liverpool, where she was chartered as a passenger ship. The captain availed himself of the idea of which had been put out respecting wind kites. He tied a line to a hencoop, and flung it overboard; it was found to be too light and did not float ashore as could be wished, and was drawn on board, and the line attached to a lifebuoy, which was washed ashore and gladly secured by the coast-guard. A rope of sufficient strength was then sent ashore, and taken up from the beach to the cliff where it was made fast and thus the entire crew, 23 in number were rescued from the waves.” (4)

Post publication, Olivia Murray commented on this piece to state that as part of her Ballymacaw Coastguard research, that the Chief Boatman in Charge at Ballymacaw Coastguard Station at the time was John Donovan – he and local fisherman James Gough received RNLI Medals for their part in rescuing the crew of 2.

The author David Carroll on rt, his wife Pauline and Michael Farrell chair Barony of Gaultier Historical Society on a recent trip to Brownstown

Brownstown head, in more settled weather.

4 ‘Nairne’

“The Nairne, Captain Ness, of Leith, and bound for Havannah with coals, was caught by the storm off Brownstown Head at the western shore of Tramore bay. The haze and rain prevented the captain or crew from thinking they were so near the coast; suddenly the mist cleared and they saw the ominous towers on Brownstown Head, just at the same moment a sea struck the vessel and washed the man at the wheel overboard, and almost instantaneously the vessel struck with such violence that the masts went by the board. Fortunately, they fell towards the land, and formed a bridge from the vessel to the cliff. The captain and crew immediately clambered up the perilous ascent, some of them almost without clothes, and just as the last man reached terra firma the ship was engulphed in the waves, and masts and spars were floating in the ocean. The captain and crew were immediately taken charge of by Mr. Thomas Walsh, who acts as sub-agent for Mr. Barnes, the representative of the Shipwrecked Mariner’s Society, and they were provided with the necessaries which they required. Some of them have reached Waterford, but others have been unable to be removed from Brownstown. (5)

5 ‘Tiger’

The Tiger, of Bath, N.S., bound from Liverpool for Boston, with a general cargo, was on Wednesday, driven near Creden Head. Two of the sailors tried to get ashore with a line, but the boat swamped, and they were thrown into the foaming surge. The captain and those on board, tried to aid them, by flinging ropes, life bouys etc., to them, but they drifted away, and the men were both lost. The vessel held together until the weather moderated, when the rest of the crew- 23 in number-were brought by Mr. Boyse, sub-agent to Josiah Williams, Esq. Lloyd’s agent of this port. They reached this on Friday morning in the Tintern. The Tiger has since become a total wreck”. (6)

Loss of the SS Central America National Maritime Museum London (Public Domain) — Loss of the SS Central America. source: National Maritime Museum London (Public Domain)
Although again not a local depiction I thought it gave an accurate if frightening sense of the scenes depicted by David

6 ‘Loss of a Schooner, and all hands’

“A very fine schooner was also seen running for this harbour. She made her way most gallantly until, when in the act of cutting a sea, she was struck with violence on her quarter; she was seen to stagger from the force of the blow, and before she could recover, another large wave struck her and capsized her. She went down with all hands. “ (7)

From my reading of the books written by Edward J. Bourke, this schooner was lost at Red Head, close to Dunmore.

7 ‘The Sarah Anne’

“This fine schooner, the property of Capt. Curran, was lost on Wednesday in Dungarvan bay. She was laden with coals, and bound from Cardiff for Waterford. She was blown past our harbour and lost near Ballynacourty on 22^nd inst. Her master, John McCarthy, her mate, Thomas Connery, and also Thos. Dowse, seaman, and Maurice Connery, boy, were natives of this city.” (8)

8 ‘Loss of an Austrian Ship, and all hands.’

“A fine vessel supposed to have been an Austrian, which was seen from Dunmore on Friday, inside Hook Tower, was struck by an awful surge, and went down, and not a soul has been saved.” (9)

9 ‘The Sophia’

“The vessel, belonging to Mr. Bellord, of this city, laden with coals, from Cardiff, was while running into this harbour, struck by a sea, near Creden Head, with such violence that her wheel was broken and she became almost unmanageable. The captain (Barry) succeeded in getting her inside Creden Head, and beached her in comparatively still water. The crew was brought off by the pilot cutter Gannet.” (10)

10 ‘The Angelica’

During the gale on Monday, the Angelica, of Genoa, Domina master, from New York, with grain, which had called into Queenstown for orders and taken a Cork pilot on board was, while on her voyage to Newcastle, driven into our harbour. (The wind blowing strong from the south west.) She was unable to bear up for Passage, and struck on Creden Bay bank, close to the Sophia. The Duncannon and City of Paris steamers tried yesterday evening to tow her off, but failed in their attempt, though the vessel was lightened by throwing some of the wheat overboard. The crew are all safe.” (11)

The inclusion of the Angelica, brings the list of vessels lost to ten, which is what the main headline in the Waterford Mail stated. Disaster, was not confined to the County Waterford coastline. Other parts of the country were also witness to tragic losses and Waterford ships were casualties of the severe weather elsewhere. Further reading of newspapers of the time record that the stern portion of the Martha of Wexford was washed ashore near Waterford with no news of her crew.

The Waterford Mail also reported on January 27^th as follows:

“It is our melancholy duty to report the total loss of this fine schooner on the south-west coast. Her master (Thomas) and three of her crew have also been lost. The Prudence (148 tons register) was built of oak at Bedford, and owned by Messrs. White Brothers of this city. She was laden with oats and bound from Limerick to London. We are sorry to hear that was uninsured.”

The paper also reported that the S.S. Diana of Waterford from London for Rotterdam was reported on shore at Brielle. (South Holland.) Amongst all the sad and poignant reports of vessels and crews being lost, it was pleasing to see recorded that the steamer Vesta arrived safely to Waterford:

SAFE ARRIVAL OF THE VESTA

“The arrival of the Vesta steamer from Liverpool created quite a sensation in this city on Saturday. She had sailed on Wednesday, and faced both terrific storms of Wednesday night and Friday morning. She had a terrific conflict with the elements; but owing to the good seamanship of Captain Coffey and the crew, she made her voyage with less loss than might have been anticipated. During her passage the storm was so great that the man at the helm was lashed to the wheel to prevent him being washed over-board and the mate was with him to steer the vessel………..” (12)

Both S.S. Diana and S.S. Vesta were part of the large fleet of ships owned by the Malcomson family. Both vessels had been built in Govan, Glasgow and not in their own Neptune iron shipyard in Waterford.

Well thats 2019 off to a great guest blogging start! I am indebted to David Carroll for this excellent report, giving as it does not just an historical record but a clear sense of the danger and difficulties posed to 19th Century sailors. It brings the value of the modern meteorological service into sharp focus. Perhaps those who would like to criticise forecasters for weather warnings and trying to keep people safe should dwell a moment or two on events such as these and how fortunate we now are

If you would like to submit a guest blog I would be delighted to receive it. Its an opportunity for anyone to contribute to telling the story of the area on the last Friday of the month. It needs to be something in relation to the maritime history of the three sister rivers, harbour or our coastline, about 1200 words, word doc format and submitted to tidesntales@gmail.com

In next months guest blog Roy Dooney brings us the story of the building of Dunmore Harbour. And its a beauty.

If you want further information/a different perspective on the events of the day, I published a story previously sourced from the News & Star

References:

(1) Waterford Mail, Monday January 27, 1862

(2) Dublin Evening Mail, Monday January 27, 1862

(3) Derbyshire Courier, February 1, 1862

(4) Waterford Mail, Monday January 27, 1862

(5) Waterford Mail, Monday January 27, 1862

(6) Waterford Mail, Monday January 27, 1862

(7) Waterford Mail, Monday January 27, 1862

(8) Waterford Mail, Monday January 27, 1862

(9) Waterford Mail, Monday January 27, 1862

(10) Waterford Mail, Monday January 27, 1862

(11) Waterford Mirror and Tramore Visiter, January 30, 1862

(12) Waterford Mail, Monday January 27, 1862

See also ‘Shipwreck of the Irish Coast’ Vol. 3 by Edward J. Bourke

*According to John Power “A maritime history of Co Wexford” Vol I, (2011) p 66 what saved the Coningbeg lightship (Seagull) was the hard work of her master and crew, who deployed a standby anchor which fortunately held. A news report I read stated she was back on her station by Sunday that same week.