Waterford Harbour Commissioners Archives - Waterford Harbour Tides & Tales

27/10/202329/10/2023

Ford Channel -man made gateway to Waterford Port

On last month’s blog which gave the sailing directions to Waterford City in 1790, I mentioned that I was surprised to see the Ford Channel given as an option. This area was previously a crossing point to Little Island from the Kilkenny shore and this month I want to explore the channel, seen as crucial to the development of the port in the modern era.

Although the sailing directions to Waterford City in 1790 mention the Ford, it also stated its limitations. The preferred deep water access was via the King’s Channel. Although longer, winding and with dangerous stretches, it was at least navigable on most tides. The Ford was accessible only occasionally, and I would imagine probably only really useful to the Lighters and lightermen for several centuries of our maritime history.

A video description I shot of the Ford this year.

Ford Channel is on the northern side of Little Island, separated from Co Kilkenny by the fast-flowing River Suir. Almost certainly the Suir originally flowed around what is now the Island, when the land was part of the county of Kilkenny. At some point, the river, as is its wont, breached the land, finding a faster route to the sea, as water always does. The name suggests that it originates with the practice of “fording” the river or a crossing point.

Although modern charts refer to the area as the Queen’s Channel, we never, ever used this term at home. I will come back to this.

A personal favourite image of the Ford of mine is the Guide Bank Lighthouse with the Ford on the right, Kings Channel on the left.

When the Waterford Harbour Commissioners were established in 1816 one of their key tasks was to widen and deepen the Ford Channel. Mary Breen in her wonderful nugget of a book[i] on the establishment of the commissioners, quotes from an 1806 report of earlier work on the Ford costing £1,500 to deepen it by removing soil, mud, and sunken rocks. However, the channel had filled with silt again. The Board of Inland Navigation stated at the time that the King’s Channel was longer, but with much deeper water, however “…its winding course made passage difficult, and at times impossible”[ii]

After the Commissioners were formed, a loan of £10,000 was sought to develop the facilities at Waterford including the approach. No time was lost it seems and on the 19^th December 1816, a contract was signed with John Hughes of London to excavate the Ford. The works were set to commence on May 1^st the following year and to cost £14,500. It seems the final cost was £24,588.[iii]

In 1838 the Commissioners sought a report on issues pertaining to navigation and siltation in the port and harbour from an engineer named William Cubitt. His detailed report is outlined in the Waterford Chronicle at the time.

Cubitt states that the Ford is essential to the Port and that it needs to be deepened by at least another three feet to make it open to the largest class of ship of the era. He also states that it might render the use of the King’s Channel almost redundant.[iv] I find this fascinating, as it highlights that the King’s Channel was still essential to Waterford Port, and was for at least another 20 years, arguably longer.

The Munster Express of 1863 contained a large article expressing the importance of improving the Ford including the width of the channel, and that port dues should be increased to meet the cost. Two approaches to the work are suggested, damming the upper and lower Ford and excavating by hand, or using a dredger.[v] A further article in the paper gives some specifications of what the work would look like including that the spoil should be used to create two guide banks at the lower end and reclaim almost 250 acres of land with the spoil deposited on the Kilkenny side [vi]

In Autumn 1864 newspaper advertisements were posted alerting contractors that the plans could be viewed for the Ford works in the WHC offices, and in December that year, it was secured by Patrick Moore of Limerick for the dredging of the riverbed at a cost of £15,700.[vii]

The late Anthony Brophy gave an insight into the administrative difficulties associated with the work in February 1865, when it seems despite 6 applicants for the post of superintendent engineer to work under the consulting engineer, John Coode of London, difficulties were encountered.[viii]

In January 1867 the contractors were looking for an extension of four months on the works. Three reasons were communicated by Mr Coode as to why the extension should be granted. Firstly the bottom was harder than appreciated, secondly, the weather was bad and finally, as steamers continued to use the channel, work had to be interrupted at times. The Commissioners were less than pleased and no decision was reached at the meeting[ix]

There must have been many further twists and turns because it was May 1871 before the next phase of the Ford was completed. The Waterford Standard[x] reported that the “…Commissioners as a body, accompanied by the members of the Corporation and the Chamber Commerce, proceeded down the river on Wednesday Iast to formally open the works. The river steamer Tintern was chartered for the purpose.”

An image from the 1890s highlighting the proposed works and what was completed. Accessed from Waterford History Group Facebook Page and posted originally by Vinny O’Brien

The piece reported on a portion of the work completed by Messrs Jameson and McCormack (i think this was most likely the guide bank). The works cost £12,000, which was to be repaid with interest in annual installments spread over forty years to the treasury. The works were supposed to take three years but had met with unexplained difficulties. Mr Coode (Consulting Engineer), certified that the new works had created a depth of 13 feet low water spring tides. This will give a total depth of 20 feet at high water neap tides, and 24 feet at spring tides. The dignitaries viewed the works, then proceeded downriver on the Tintern to Duncannon and had an open-air lunch at Ballyhack supplied by the Imperial Hotel.

At the opening ceremony, the Mayor made reference to naming the new opening. Having considered the “Golden Gates” – it seems the consensus was the call it the “Queen’s Channel” – after Queen Victoria I guess! Although this name appears on navigation charts thereafter, we only ever knew it as the Ford, and this was used by the Harbour Board too – including in their Bye-Laws.

Interestingly the same paper had a number of letters expressing concern about the Ford works, with one anonymous letter writer stating that while on the Tintern he spotted the Waterford Steamship Company vessel Lara, using Kings Channel, and referring to a previous letter to the paper from none other than William Malcomson, expressing concern that the Ford was unfinished.

After this phase of development, there was much discussion about the need for a lighthouse to mark the Lower Ford, on what we call the Guide bank – a man-made wall that helps contain the river as it meets the King’s Channel off Faithlegg. My good blogging buddy Pete Goulding has dated the erection of the light to 1878 and he gives a detailed description of the process in his blog of the same name.[xi]

In November 1929 the Harbour Board heard a plea from their chairman on the need to enhance the Ford further. The position was outlined as follows: “. Thirty years ago overseas steamers with maize for the port were 2,500 tons of cargo; today 5,000 tons is a small cargo, and the average size is about 7,000 tons. Coastwise tramp steamers were 200 to 500 tons of cargo: today 400 tons is a small steamer, and many coastwise steamers constantly trading with the ports are 700 tons, while some of the Clyde Shipping Company’s steamers are about 1,800 tons capacity.” [xii]

Making use of a company already on hand to deepen the North Wharf, particularly at Halls, the time was considered perfect for offering a tender for the work. “The Committee considers this golden opportunity to carry out this essential work the Tilbury Contracting and Dredging Co. have their rock breaker, bucket- dredger, hopper, and floating workshop in Waterford, and who have given the Commissioners an enticing offer to do the work for a lump sum price of £20,500, which, they assure us, could not be done for less than £25,500 if it was not for the fact that this work if undertaken will follow immediately their other contract with the Commissioners.”[xiii]

The proposal was accepted and although I don’t know when the work commenced, it was proceeding at a pace in April but by June there was an issue. In the Upper Ford area, Tilbury workers had found 2,400 cubic yards of rock, that an extensive survey that they completed found previously to be mud!…, it slowed the work down, and added cost. Meanwhile, more work was required in the Lower Ford, which was not part of the original tender apparently. It was estimated by Captain Grover that they would need to dredge 12,000 cubic yards of material to provide 17 feet of water to shipping.[xiv]

The Tilbury vessel **Queens Channel** – no, I’m not making it up…Working on the Upper Ford 1930- Poole image originally posted to the Waterford Maritime History Facebook page by Michael Butch Power . You can view the original at the NLI here. The vessel above is the rock breaker **Thor W6**. A third vessel, the bucket dredger Beaufort was also employed on the works.

By the end of June, there was an extensive account of the works, when a large deputation went down to the Ford to inspect the rock-breaking spear and the ongoing dredging. Speeches were made, toasts were toasted and the progress of the Port was generally felt to be secured because of the developments.[xv] The works were completed by the end of 1930.

***SS Rathlin*** (#2 of that name 1905-1933) of Clyde Shipping after steering failure grounded her at the Guide Bank. The incident happened on Monday 14th July 1913 when leaving port for Glasgow. A news report states that she was undamaged and expected to float on the next high tide. AH Poole photo, posted originally by Tomás Sullivan. WMH page

Speaking on the deck of the harbour launch that June the Chairman of the Harbour Board, M Cassin, expressed his thanks to the Tilbury dredging Co for the works, and also explained how such developments were essential to meet the growth and sophistication of modern shipping. He gave credit to the Commissioners who had come before and for their foresight in opening the Ford and keeping it a pace with the shipping of their era. He expressed a desire that bodies such as theirs look ahead 50 or 60 years to anticipate the needs and make plans accordingly.[xvi]

I guess in that sense, his words rang true. The works gave access to the city for shipping up until the decision to move from the historic port in the city to the present site at Belview (Bellevue – the beautiful view). Whether the people who made that decision were looking far enough ahead is still to be seen.

Interested in talk of rivers and rivermen, join me on Nov 4th to explore the Lightmen’s trade on the St Johns River. You can book on Eventbrite or email me to say you are coming please – in case of cancellation.

I’m speaking at the annual Booze, Blaas n Banter gig in Jordans on Saturday 28th Oct

My thanks to David Carroll for providing assistance with this article.

[i] Breen. Mary. Waterford Port and Harbour 1815-42. 2019. Four Courts Press. Dublin

26/02/202104/07/2023

Pilot Boats of Waterford Port

A recent announcement that the Port of Waterford had commissioned a new pilot boat to be called the Portlairge II prompted a flurry of communication to me asking for details and some of the history of the pilots. So this months blog is a journey from 1816 to the present looking at some of the piloting in the harbour and in particular those vessels that held the title of pilot boat

Waterford Harbour Commissioners were established in 1816, which included pilotage as a central function. Captain Thomas Hunt was appointed Pilot Master by Trinity House and Benjamin Conn was appointed his deputy. On the 1 November 1816 Conn brought 19 men who had been appointed as the first pilots to the offices in town to receive their instructions. Not long after another 11 men were appointed.[i]

One of the earliest images I have of a pilot boat operating at Dunmore East, I think this is the Seagull. The longest serving craft on the station that I am aware of. (But it may also be the Elsie J or another vessel entirely) Image courtesy of Richard Woodley.

My understanding of the pilots function really only comes from a modern perspective and so I won’t pretend to know for sure. But the pilots were charged with replacing the Hobblers who had operated in the harbour, possibly for several centuries.[ii] Ships entering port would signal by flag in daylight or by lantern at night. Dunmore was the outer pilot station with Passage as an inner station. A third boat is mentioned in the early years, but I don’t know if this was in the city, Cheekpoint or a relief boat. In the early years many ships only required pilotage to Passage where they anchored and were emptied by lighters. Others proceeded up to the city, or to Cheekpoint where a New Ross pilot took charge. Pilots were obviously required for the outward journeys too.

The first mention I could find of a pilot boat was 1824 when the Scott answered a distress signal from the steam packet Ivanhoe. The pilot boat was joined by the revenue cruiser Hound, both of which were based at Dunmore where, it would seem, the Ivanhoe was bound with mails.[iii] Elsewhere in 1824 I found mention of a pilot boat called Caroline. There was also a sad account of a young Passage lad named Hearne who was lost off another pilot boat Sarah.[iv] (Post-publication – I also found a reference to the loss of pilot James Power in 1822. In March that year, James was bringing the brig, Martha, into port when it overturned off Broomhill, Wexford. Only one of a ten-man crew survived. source: Shipwrecks off the Waterford Coast)

A modern scene in rough weather gives a sense of the difficulties faced by pilots and pilot masters in day of sail, as well as days of power driven vessels. An Arklow boat coming in the harbour with Loftus Hall in the background on the Hook Peninsula. Photo courtesy of Brendan Grogan

In 1826 both the Scott and the Caroline are mentioned in the one report. They have spoken with Roger Stewart and brig Wellington, Eliza and Ann and the brig Agenoria and have reported back on the port of departure, port of destination, master, cargo and the number of days at sea.[v] Although such a procedure might seem silly to us now, in those days of sail with little by way of communication, such details were vital elements of passing along intelligence to sailors families, the ship owners and the merchants with an interest in the cargo. Such intelligence was passed along to ships agents, nautical publications such as Lloyds List etc.

Normal day at the office! Photo courtesy of Brendan Grogan

According to the accounts of the commissioners in 1830 the income from pilotage amounted to Inbound – £1, 775 13 10 and Outbound – 1,577 3 10. Various costs are mentioned in terms of pilotage incl timber, cordage and sails etc for several pilot boats, cost of two six oared yawls for the pilot establishment £53 18 3, the rent of the ballast office and watch houses at Passage and Dunmore, subsidence of pilots and assistants on board the pilot boats and the salaries of Pilot Master, Deputy Pilot Master and Acting Deputy Pilot Master. There was also the wages of 39 pilots, 10 assistants and of extra pilots occasionally employed. Just as an interesting aside for the die hards of harbour history, there was also a substantial sum mentioned in excess of £4k for the widening of the of the channels of the upper and lower Ford to 210 feet wide, 7 feet deep at low water on ordinary spring tides.[vi]

In Late November 1830 the pilot boat Enterprise of Dunmore went to try assist the schooner Unity of New Ross, Andrew Power, master. She was laden with coal for her home port and got into difficulties to the west of Dunmore, the Enterprise tried to come alongside and failing this encouraged the crew to make more sail in an effort to get her off the shore, but she grounded at Black Nobb and although four of the crew were lost, one was rescued from the shore.[vii]

A more modern approach to boat outhaul and maintanence, the Maritana ex Catherine Downey being hauled out at Waterford. Photo courtesy of Tomas Sullivan, includes the late Lenny Neill

At the August meeting of the Harbour Commissioners in 1842 a wide ranging discussion took place into the pilots and in particular the current pilot boats on station. Three vessels were named:

Dart – a small, good weather boat, but of limited use in storms.
Enterprise is described as a vessel “…whose decks were so split by the sun, that the men were continually wet when between decks, by the spray.”
Scott – suggested that she be temporarily repaired and sent down to replace the Enterprise

The Dart was described as an experiment, which had paid dividends to the port in that she cost less to buy, had increased the number of vessels boarded by pilots to a tune of 25% and this offset any perceived loss due to inability to travel in bad weather. It was claimed that because she was a novelty there was a prejudice against her. This prompted a rather barbed comment that “The committee did not rely on the airy statements of casual visitors to bathing places…” for information on their craft. After a long discussion the decision of the committee was that the Scott and the Enterprise be repaired and the Dart be discontinued, on the understanding that she was a danger to the men who served in her. As you will see from the advert below, such decisions took time to be realised however.

Waterford Mail – Saturday 07 January 1843; page 3

The early 1850s were a difficult time for one pilot boat in particular. The Falcon was designed by a Dublin naval architect named Marshall. Interestingly, when asked if the pilot master (Alcock) had been consulted on the design, this was very quickly brushed aside in a very dismissive way. It seems the pilots experience was nothing to a man of learning from Dublin. The plans were agreed and handed over to Mr Albert White, of Whites Shipyard, Ferrybank…and that as they say was only the start of an unholy fiasco.

According to the late Bill Irish the smack Falcon was built in 1852. She was 51ft long x 14ft beam x 9ft draft and was 37tons.[viii] However a war of words and letters would later break out, the completed Falcon was considered by her proposers as a fine vessel, but the pilots and their employers were less than satisfied in the vessels seaworthiness. Ultimately it all ended up in court, and as far as I can determine the Falcon never saw service for the Commissioners. As part of the settlement some of the expense of the project was to be recouped and invested in a new boat from Whites, the Gannet (1856) described as a pilot cutter 58ft x 16ft x 9ft and 40tons burden.[ix]

A pilot transfer to an incoming vessel via a punt leaving the pilot boat to meet up…Painting by Hans Bohrdt (1890) mouth of the R Elbe Germany

In 1859 I found the first mention of a vessel that went on to have a sterling career with the pilot service, Seagull.[x] (New information – Seagull (1851) was bought from the yard of G & J Inman on Lymington in the UK for £900 and first sailed from Dunmore as a pilot cutter on the 3rd January 1855)

In 1862 there was a couple of interesting agenda items at the monthly meeting of the harbour commissioners. Mr William Hogan at Passage brought a complaint about the colocation of a telegraph office in the pilot house at Passage and the inconvenience this might cause to his office. This was not seen as a major issue by the commissioners however. I can only suppose that this dates the origins of a telegraph connection from the village? Meanwhile Board member TC Spencer expressed concern about the costs associated with the running of the pilots, which he stated were running at a loss of £800 PA. In another interesting aside, a letter was read from a Mr B Dawson, Cork “…with respect of storm signals being erected on the quay for the benefit of shipping, stating the suggestion was made from purely philanthropic motives and that the expense would be only about £14”[xi] I’ve long theorised about some flag based communication or other means within the harbour, I look forward to finding out more about this detail.

1862 also saw the Gannet and crew involved in a mercy mission when on the 22nd January they managed to rescue the crew of the stricken Waterford brig, Sophia, [inbound from Cardiff with coal] after she ran ashore at Creaden Head. (Source Shipwrecks off the Waterford Coast)

In 1863 the pilot boat Gannett was sunk after a collision with the steamer Beta close to the bar above Creaden Head. The matter was considered to be the fault of the master and crew of the pilot boat and there was an appeal for her replacement as it was felt that with only one boat at Dunmore, piloting would suffer.[xii]

In 1868 a salvage claim was before the court of admiralty which describes an incident between the brig Cherubin and mentions two pilot boats. One is The Joseph, described as a decked craft of 27 tons which was used for pilotage although it seems she was merely a relief boat. It appears the regular boat was under repairs, while the Seagull is described as not available as she was up the haven at Passage.

The Seagull had a sometimes a bit part and sometimes a major role in the years after including the loss of five coastguard men at Broomhill in 1869 and the inquiry into the wreck of the Alfred D Snow (1888) but due to space constraints, I will jump to 1913. At a meeting of the pilot committee of the Harbour Board in 1913 pilots Glody and Kirby of Dunmore East station were called as representatives of the pilots (then numbering a skipper [Pilot Master?] and nine pilots). A number of issues were raised including pay, conditions and work. The pilots objected to having to man the trawler Uncle Sam even for a few weeks in summer as a substitute while the Seagull was at Waterford being repaired. The trawler was not sufficiently comfortable, but they had nothing to say against the Seagull, except that they would prefer a motor or steam boat.[xiii] The concern for comfort arose as the pilots lived aboard the vessels for days and sometimes longer as they awaited ships. A tough life, with little comforts, a dry bunk and decent food was surely not much to ask.

An interesting photo via Paul Duffin from Feb 1957, the Dunmore East Lifeboat ***Annie Blanche Smith*** brought in to assist his grandfather Jack Donnelly off an outbound Puerto Rican ship ***MV Menchy*** in very high seas. For readers with a copy of David Carrolls Dauntless Courage see p 152 for another photo

In April 1933 I found a mention of a pilot cutter named the Elsie J. She was on station in 1932, as the details given are about running expenses including repairs during that year amounting to £182 1s 11d. The costs have increased due to the repairs that were carried out.[xiv] As of now, I can’t determine when she commenced on station however. In October 1937, an unidentified pilot cutter (possibly the Elsie J) had a lucky escape after a sudden change in wind direction caused the boat to drag the anchor and she was driven towards Councillors Strand. The pilots aboard had no choice but to man the small punt and escape towards the shore. Fortunately they landed safely after an “exciting tussle with the huge waves”. Equally as fortunate, the anchor stuck fast just off the shore, and the cutter was spared[xv].

The Lily Doreen at Dunmore in the emergency era. Photo by Theo Harris

In June 1942 an unnamed pilot cutter “…recently acquired arrived in Waterford from Limerick… The vessel is in the command of Capt Stubbs, a Waterford native”[xvi] I am speculating this is the Lily Doreen because when she was sold in 1951 it was mentioned that she was bought second hand from Limerick. In June 1947 it was reported that the Lily Doreen had been struck by the Milford Haven steam trawler East Coast and that Tyrells of Arklow had estimated the damage to cost £450 to repair.[xvii] For further information on the Lily Doreen check this blog out. Thanks to David Carroll for the link.

My neighbour Brigid Power often told me the story of how she would walk up with her mother and siblings to Coolbunnia from the village to watch for her father Capt Andrew Doherty who was pilot master on the Lily Doreen and i would imagine he also served on the Elsie J. When they were at Passage East at night he would signal them with a lantern on the dusk and it was his way of reassuring his family that all was well. To the best of my knowledge the Lily Doreen was replaced in 1951. She was advertised for sale in December.[xviii]

Her replacement was still at Dunmore East when I was fishing there in the 1980’s the Betty Breen named after the daughter of then chairman of the Board, Martin S Breen, and Betty also performed the naming of the vessel in October 1951 at Tyrells boatyard in Arklow. The Betty Breen made her maiden voyage to Waterford shortly afterwards and it was said that her arrival was witnessed by a large crowd.[xix]

The Betty Breen being overhauled. Photo via Brendan Grogan

The Betty Breen had a busy time of it at Dunmore. Although she played a role in numerous rescues and other events, one of the more interesting I found was the case of the Liverpool pilot which she took from the ship Chriapo, en route from Liverpool to the West Indies for bananas. Having sailed out the Mersey into a NW gale, he could not be retrieved and so headed for Dunmore and the Betty Breen, and then to Waterford and via train to Rosslare and home.[xx] At least this pilot had a less eventful trip, than his colleague Philip Barrio at Passage East in 1892. The Betty Breen was advertised for sale in the summer of 1993, her service days were over.[xxi]

A number of vessels have served the pilots since including the Catherine Downey, later Maritana, the Tom Brennan (Jan 1994) the Dun Mhor (2016). I have no doubt that I have missed a few others as the searching via newspapers has its limitations. If any reader can add more details I would appreciate it. Undoubtedly the Portlairge II will see many years of loyal service to the harbour. Hopefully it won’t be as eventful as some of her predecessors but either way I look forward to seeing the vessel in operation this coming September.

*Portlairge II currently under construction in Youghal, is expected to hit the harbour in Sept 2021. Photo courtesy of Capt. Darren Doyle*

Dun Mhor at Passage East pontoon 2021. Authors collection

Tom Brennan heading out of Dunmore east to board a pilot. 2021 Authors Collection

Tom Brennan at Belview for maintenance – Friday Oct 29th 2021

Relife lifeboat Storm Dancer at Dunmore East November 2021

19th November 2021 – Pictured at the Dunmore East pontoon taking receipt of the new Port of Waterford Pilot Boat,‘Port Láirge’, are from left: Captain Darren Doyle Port of Waterford, Joefy Murphy from Dunmore East, John Glody from Dunmore East and Sean Whitty from Passage East. Photo: Mary Browne. Accessed from Port of Waterford Facebook page

My thanks to Tomas Sullivan for helping with getting this started, to Darren Doyle at the Port of Waterford, to Brendan Grogan and Paul Duffin for photos. Needless to say, all errors and omissions are my own.

[i] Mary Breen. Waterford Port and harbour 1815-1842. 2019. Four Courts Press. Dublin. p 33

[ii] Andrew Doherty, Waterford Harbour Tides & Tales. 2020. The History Press. Cheltenham. (see chapter 9 Sails Ahoy Hobblers. pp 62-65)

[iii] Waterford Mail – Saturday 06 November 1824. Page 3

[iv] Waterford Mail – Wednesday 27 October 1824, page 2

[v] Waterford Mail, Saturday 12th August 1826, page 4

[vi] Waterford Mail – Wednesday 17 February 1830; page 1

[vii] Waterford Mail – Saturday 04 December 1830; page 4

[viii] Bill Irish. Shipbuilding in Waterford 1820-1882. (2001) Wordwell Books. Wicklow. P.240

[ix] Ibid

[x] Waterford Mail – Saturday 13 August 1859; page 3

[xi] Waterford Mail – Wednesday 19 February 1862; page 2

[xii] Waterford Chronicle – Friday 15 January 1864; page 3

[xiii] Munster Express, Saturday, August 23, 1913; Page: 6

[xiv] Waterford Standard – Saturday 08 April 1933; page 7

[xv] Waterford Standard – Saturday 30 October 1937; page 3

[xvi] Munster Express, Friday, June 12, 1942; Page: 3

[xvii] Waterford Standard – Saturday 14 June 1947; page 6

[xviii] Irish Examiner, Thursday, December 06, 1951; Page: 7

[xix] Waterford News and Star, Friday, October 12, 1951; Page: 3

[xx] Irish Examiner, Saturday, January 03, 1959; Page: 7

[xxi] Munster Express, Friday, July 09, 1993; Page: 9

13/04/201820/11/2023

The wreck of the SS Hermoine

There was plenty of drama along the Irish coast in the First World War, some of which was directly played out in the harbour, whilst others eventually washed up, or in this case was towed into, the harbour. One such story is of the SS Hermione, a saga that continued to create problems long after the savagery of war had passed

The S.S. Hermione, originally called the Yarrawonga was almost 360 feet long, 4,011 tons and was launched in 1891 by J.L. Thompson and Sons, Sunderland. She was purchased from the Blue Anchor Line by R.P. Houston & Company, (The British & South American Steam Navigation Co) Liverpool in 1903, renamed and used for transatlantic trade between Liverpool and the Argentine carrying frozen meat.

SS Hermione in better days. Brendan Grogan collection

The Hermione was requisitioned by the British Admiralty in WW1. Whilst sailing from Liverpool to Buenos Aries in April of 1917, carrying general cargo including 57 horses, she became another statistic of the war. She was badly damaged approx. 1½ miles south of the Coningbeg rocks, off Co. Wexford, by a mine which was laid by the German submarine, UC33. Three sailors lost their lives, but I’m not clear as yet whether it was because of the mine, or her foundering (presumably the former).

She was towed into Waterford Harbour by an escort ship, HMS Daffodil and was anchored off Ardnamult Head (Ard na Moilt) above Dunmore East. Whilst there she sank on 14th April 1917. But this was not before in a very capable act of seamanship, Captain Spillane of the Clyde ship SS Arklow (previously SS Dunbrody of the Waterford Steamship Co) managed to come alongside in hazardous sea conditions and remove the horses.*

HMS Daffodil © IWM (FL 9965)

It would appear the wreck caused immediate problems for shipping and navigation (and was probably not a great help to fishermen either). An article in the local papers of July 1917 stated that Mr Watt of the Clyde Shipping Co had complaints from the masters of their steamers about the position of the wreck and claimed it was a hazard to shipping. The Harbour Commissioners obviously agreed, as they were in the process of placing a whistling and lighted buoy over the wreck, having secured it from the Commissioners for Irish Lights. In November that same year ads appear in several papers looking for a salvage operator to remove the impediment to shipping.(1)

SS Hermione at her final resting place. Brendan Grogan collection

It turned into a long running saga however. A follow up court case of 1935 taken by the Harbour Commissioners against the British & South American Steam Navigation Co seeks a settlement of almost £6000 for marking the wreck and salvage costs.(2) We learn of a number of failed efforts to get a salvor for the wreck including a contract in 1925 which ended when the contractor died. A follow up contract secured in 1928(3) we read was successful. However, payment was outstanding to Waterford Harbour Commissioners, and from what I have read thus far, it appears it may have remained so.

An advert from 1917 (4)

As an interesting aside the Munster Express carried a report of the opening of a new maritime Museum in Waterford in December 1978. One of the exhibits at Central Hall on Parade Quay was described as “2 wooden spoked wheels six feet in diameter from the SS Hermione salvaged in 1932 and donated by the Waterford Harbour Commissioners”(5) What I wouldn’t give to still have a Maritime Museum with us here in our area!

Update 20/11/2023: Found this interesting piece on the claim for salvage by HMS Daffodil

(1) Waterford News & Star Friday 20th July 1917 page 2

(2) The Waterford Standard Saturday 3rd August 1935 page 11
(3) I did find advertisements in the papers of 1928, however Brendan Grogan has his grandfather’s diaries which show a date 1932 for the break up and removal.

(4) The Belfast Newsletter 24th Nov 1917 page 1
(5) Munster Express 29th December 1978 page 15
* added following publication 20/9/2018 from The Clyde Shipping Company. Frank P Murphy. Decises #38 Summer 1988 p29

I got the initial information about the SS Hermione from a post by Brendan Grogan on the Waterford Maritime History facebook page which sent me off looking for more background to the story. I’m indebted to Brendan for the ship photos and his ongoing support.

I publish a blog about Waterford harbours maritime heritage each Friday.
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20/10/201704/10/2021

The twice sunk schooner Cintra

Those who have looked on the photos depicting the bustling trade on Waterford and New Ross quays in the 19th Century must wonder at the safety aspect of so many ships in close proximity. Indeed the risks associated with this golden age of sea travel have made for many epic stories of heroism and tragedy. A story that perhaps is not so dramatic, but none the less indicative, if not more common, is that of the Clyde Shipping’s SS Pladda and the schooner Cintra. The Cintra however sank not just once, but twice in the Waterford harbour area.

SS Pladda Image courtesy of Andy Kelly

According to the then Cork Examiner(1) Arklow owned Cintra* was en route to New Ross on Friday 4th October 1901 with a cargo of coal from Cardiff. Her master that evening was Captain John D Kearons, and she was piloted by a Dunmore East man Philip Boucher (or Bouchier) It was 8pm on a foggy night** and under darkness she was heading towards the river Barrow. The Railway bridge had yet to start construction, which would eventually give us a century of incidents, so one must think the pilot had little to concern him at that point apart from the fishing weirs.

Heading into Waterford at the same time was the SS Pladda en route from Glasgow on her normal weekly run under Captain McLeod. She was a ship of the Clyde Shipping company. Passing Cheekpoint there was an almighty crash and measures were taken to reduce way and come about, the engines were reversed and the ships boat was dropped.

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The schooner had been struck broadside (abaft of the main hold) and she healed over but righted again. Sinking fast the Captain ordered all hands to abandon ship and the four crew and the pilot took to the tender and made it safely away, but with no personal possessions. The Cintra was sunk in minutes and the crew headed under oar power towards the shore.

Schooner B I, to give a sense of the Cintra
Photo from William Doherty courtesy of Pat O’Gorman

Meanwhile the rescue crew from the Pladda arrived and seeing that that the Cintra crew were safe, hung a light from the mast of the schooner which was still to be seen over the surface. Returning to their ship, they resumed the journey to the city. No casualties were reported from either ship. The Pladda would continue with the company until 1907 when she was resold and eventually she too got a watery grave in 1942.

At a meeting of the Harbour Commissioners Quay Committee of the 9th October(2) the wreck was discussed as a hazard to navigation. Lying in seven fathom of water near the channel it was considered imperative to have it moved. However the owners of the Cintra, seven brothers and sisters from an Arklow family (presumably all the Kearon family had shares in the craft, and have a proud nautical tradition from information kindly sent by Arklow Maritime Museum) had written to say they could not afford to have the wreck removed and asked that the commissioners salvage what they could and that the owners get whatever was left over after costs were covered.

A further news report 3) stated that Messers Eason of Queenstown (Cobh) had quoted a fee of £340 to lift the wreck or £120 to blow her up leaving nothing 8ft above the river bed. Both prices were agreed to be far in excess of what the Commissioners were willing to pay. The Harbour Master, Captain Parle, thought that explosives was the most cost effective manner of disposal and that his own staff could successfully carry this out. It was decided that work would commence immediately.

Cheekpoint, where the incident occured, note no Barrow Bridge spanning the Barrow
Photo from NLI AH Poole Collection circa 1899

Presumably the work was a success as the the final mention of the incident, perhaps not surprisingly was court! The Board of Trade inquiry found both ships at fault in the case, and further civil actions followed including one on behalf of Philip Boucher, the pilot, who it would appear was badly hurt in jumping aboard the the schooners tender.

The strangest part to the whole story of course is that this was the second time the Cintra had sunk in the harbour! In 1899 (Thursday morning 16th November to be exact) the schooner departed New Ross without a pilot under Captain Fitzpatrick. She was carrying 1000 barrels of Oats for a Mr Reville of the town. At the Lucy Rock, about five miles from the port she grounded and keeled over on the ebbing tide. The flood tide later that day totally sank her. No mention is made of salvage, but she obviously lived to fight another day. The age of sail was coming to a close, but it would be several decades yet before their beauty was lost to the harbour.

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Thanks to both James Doherty and Arklow Maritime Museum for extra information

Dear reader, if you have any further information, particularly a photo or image of the Cintra that I could include I would love to hear it via comments or by email to tidesntales@irelandmail.com

Built (registration number)	Fate	Arklow owners	Dimension/Tonnage	Rig/Engine
1851 by Gowan, Berwick (23983)	Lost at Cheek Point, Waterford estuary, 4 October 1901 en route Swansea-New Ross.	George Kearon Richard Kearon	78’ x 19.2’ x 10’ 62 tons	Schooner

Produced with thanks from Arklow Maritime Museum

**in two other newspaper accounts the weather is described as crisp and clear with stars shining in the sky, and a blustery dark night!

***sourced from two accounts, Wicklow People 18/11/1899 & Wicklow Newsletter and County Advertiser 25/11/1899

(1) Irish Examiner 7/10/1901 P.5
(2) Munster Express 26/10/1901 P.7
(3) Waterford Standard 13/11/1901 P3.

29/09/201706/12/2018

S.S. Macuto: The Dunmore East connections. A recollection from the summer of 1960

I offer a platform for anyone who wants to write about Waterford harbour on the last Friday of each month. This month David Carroll joins us with a tale of ships and people from the port in 1960 and his experience of the impounded vessel the SS Macuto and how it featured in his life at the time. I hope you enjoy it.

An image spotted while recently looking through Michael Power’s interesting book ‘Tales from the River Suir’, brought back memories of the S.S. Macuto, a ship that became famous, or maybe that should read ‘infamous’, in the Port of Waterford during my summer school holidays in 1960.

For the months of July and August in that year, the S.S. Macuto became a big news story in Waterford and further afield. For most of that time, the ship was under arrest, with a writ nailed to her mast. Port and pilot dues were owing to Waterford Harbour Commissioners. The crew had not received payment for several weeks and a cargo of maize for R. & H. Hall Ltd., Ferrybank was in dispute due to damage from a leaking oil or water pipe on its voyage from Chicago, through the Great Lakes and arriving in Waterford on July 2nd 1960.

In Dunmore East, we listened for the gossip emanating from the city and we read the local papers avidly each week to update ourselves on the progress of the various legal difficulties being resolved. The ship was later to play a part in the enjoyment of my summer holidays and the operation of one of Dunmore’s leading hotels but to learn about these stories; you will need to continue reading.

Meanwhile, the S.S. Macuto became almost a tourist attraction, as the old-fashioned steamer remained moored on her berth in Waterford. Many people wondered as to how this ‘old rust bucket’ had successfully got through the Great Lakes and crossed the Atlantic let alone sailed up the River Suir to Waterford Port. The S.S. Macuto was built in 1918 in Oakland, California. Governor John Lind was the original name and was 3,431 tons. The ship had a succession of different names and changes of ownership until finally sold in 1960 to the Seaforth Navigation Corporation and renamed S.S. Macuto.

The voyage to Waterford was her first voyage under this name and new owners and the first-time sailing under the flag of Panama. This was very much a ‘flag of convenience’ as a small number of countries such as Panama did not adhere to normal shipping regulations with abuses very prevalent. The aged and decrepit S.S. Macuto was therefore ‘always and accident waiting to happen’. The crew of 23 were all Greek nationals and despite being owed wages by the owners, managed the have a good time during their stay in Waterford. The Munster Express later described the members of the crew as ‘becoming more Irish than the Irish themselves’.

On arrival, following the initial arrest and legal wrangles, Captain Trimis seemed puzzled and was reported to have said, “I do not know how this happened, it my first visit to Ireland”. Interestingly, the Munster Express reported later in the middle of August that the same Captain Trimis, driving a hired-car, was involved in a minor road accident in Tramore where luckily no one was injured, only a small amount of damage caused to the two cars.

Wednesday August 24th 1960, the night that the ship finally left port, has become the stuff of legends. At this stage, the legal matters had been more or less determined. The outcome was an order that the ship be sold and to set sail for Cork, where it was to be fitted with a new compass before final departure to La Speiza in Italy to be scrapped. Even in 1971, eleven years after her final voyage from Waterford, the Munster Express shipping correspondent recalled the scene: He reported: “The night of her departure was one of the most exciting ever witnessed in the port. After much delay and lofty voluntaries on the steam siren the crew were shepherded aboard – one finally made it at Dunmore or did he have to go by car to Cobh where she sailed to have her compass adjusted? At one point, Pilot Tom Furlong left the bridge to consult ashore with Captain Farrell on the advisability of sailing – time, tide and the pilot’s patience had all been running out.”

I’ve written previously about Dunmore East being a wonderful place to grow up in the 1950s and early 1960s. There were endless games of tennis, cricket and soccer in the park apart from the brilliant natural facilities that the harbour and all the small coves and beaches provided for swimming, sailing, rowing and fishing. Summer school holidays were a brilliant time and the best day of all, in my opinion, was the annual Regatta Day. Regatta Day was a day on which visiting families to Dunmore, who came each year to stay and enjoy the facilities that the village offered, and local fishermen who made their living from the sea came together with the entire community for a day of competition and fun. A large gathering of spectators would take place on the ‘Island’, a rocky outcrop that was part of the harbour in those days, which was accessed by an archway from the end of Island Lane.

The regatta was a very traditional event, like ones held in other coastal communities. Bob Desmond of the Barony of Gaultier Historical Society kindly gave me a press cutting from 1962, which was the centenary celebration of the Dunmore East Regatta. That would make 1960 to be the 98th one held. Apart from sailing, swimming, rowing and outboard motor races, there was also a series of novelty events such as ‘the duck hunt’, ‘greasy-pole’, model yacht race and the one that I always liked the best, the fancy dress parade. On Regatta Day, the national flag was flown on the flagpole in our garden at the harbour and all yachts in the harbour would be dressed with flags for the occasion.

For the 1960 regatta, it was real ‘no-brainer’ as far as I was concerned, I would enter the fancy dress parade as ‘S.S. Macuto’. A fair bit of imagination was required to make my small yellow-painted rowing boat ‘Turmoil’ resemble anything like the decrepit old steamer that was in Waterford all summer. However, with help from John Murphy, we set about the task. Fish boxes, painted brown, were a great source of material to make the upper hull and bridge. The flag of Panama was made from cardboard, red and blue paint. I still await, all these years later for this flag to come up in a Table Quiz! Paint tin lids were used to make the portholes and an empty paint tin formed the top of the funnel, where there would be real smoke. We found that old fishing net burned really well and gave off lots of smoke, which we believed would give us an edge on the day over other competitors. Dress rehearsals went very well, with plenty of smoke coming from practice sessions on dry land. Unfortunately, on the day, things did go quite as well. The old netting probably got a bit damp and not too much smoke was seen around the harbour, much to our disappointment. However, as they say, the taking part matters. We certainly had lots of fun dressing up as Greek sailors and pretending to be the S.S. Macuto.

Incidentally, August 1960 must have had some nasty bad weather as the regatta was finally held on Thursday August 25th, (the day after the S.S. Macuto set sail from Waterford) after three earlier cancellations. Thursday was the traditional half-day in Waterford and holding the regatta on that day would have been the best alternative to a Sunday. After that, there were just a few short days remaining for me before it was time to pack my school bag and start my secondary school education in Waterford.

The Haven Hotel in the 1960s with thanks to Waterford Co Museum

The Dunmore East Regatta was not the only Dunmore connection to the S.S. Macuto. Dick Ballintine and his wife Honor were still owners and successfully managing The Haven Hotel in Dunmore in 1960. The Kelly family did not arrive until a few years later. The Haven had originally been called Villa Marina (that name can still be seen on the wall at the entrance with steps opposite the park) and was one time the summer residence of the Malcolmson family of the Portlaw Cotton Industry and Shipbuilding fame in Waterford. The Ballintines had bought the property in the late 1940’s and turned it into a thriving and popular hotel. Dick Ballintine was an innovative person, a man before his time and saw a terrific opportunity in pre-twitter times to publicise his hotel.

He managed, somehow, to get a painter, or maybe a group of them to paint “Drop anchor at the Haven Hotel” in large white letters on the side of the ship when it was finally berthed near the Mall. Unfortunately, someone rumbled the plan and the Customs Officers stepped in and disallowed the project. For a brief period, the words “Anchor a…” appeared on the side of the ship before being blanked out by black paint and being another chapter in the story of the S.S. Macuto on her stay of notoriety in Waterford.

Finally, returning to the Dunmore East Regatta of 1960, there is a lovely connection with the events of last August (2017) when Dunmore East celebrated Friend or Foe in brilliant fashion. This event commemorated the brave rescue by three young fishermen, Jack McGrath and the brothers Tom and Patsy Power of Kapitan Kurt Tebbenjohanns, commander and only survivor from German mine-laying submarine UC44 that sank in Waterford Harbour in August 1917.

The record of winners from the Regatta of the various events as listed in the Munster Express of August 26th1960, show that Thomas McGrath won the Model Yacht Race. Thomas was a nephew of Jack McGrath and John Martin, a nephew of the Power Brothers, won the Open Pair-Oar Rowing Race, rowing with Billy Power. Another successful contestant in the various rowing races was John Aylward, who later went on to become a well-known figure in the Waterford licenced trade.

I would like to thank Andrew for his invitation to me to contribute to Waterford Harbour Tide ‘n’ Tales again. It is a privilege to be a small part of Andrew’s mission to celebrate and preserve the rich maritime heritage of Waterford Harbour. Gratitude is also due to Andy Kelly for his kind permission to use the image of the S.S. Macuto and to the library staff at the Central Library, Lady Lane in Waterford for allowing access to old copies of the Munster Express on-line. I also received valuable assistance form Brian Ellis, Honorary Librarian at National Maritime Museum of Ireland, Dun Laoghaire.

I publish a blog each Friday. If you like this piece or have an interest in the local history or maritime heritage of Waterford harbour and environs you can email me at russianside@gmail.com to receive the blog every week.

My Facebook and Twitter pages are more contemporary and reflect not just heritage

and history but the daily happenings in our beautiful harbour:

F https://www.facebook.com/whtidesntales T https://twitter.com/tidesntales