The travelling fish buyer

As a salmon fishing village, Cheekpoint, like all the others in the harbour, had to have a means of selling their fish.  In our case we either had to travel to sell them.  Or, when we were children in the 1970’s, the buyers traveled around to collect the fish.  They were a familiar and welcome addition to our growing up, and the smell of the salmon that they brought, was one that I welcomed as a sign of local prosperity.  

I’ve mentioned before about the significant export trade in Salmon in the past.  In my Grandmothers early days they brought the fish by foot or by donkey
to town (7 miles distance), and occasionally by boat.  She
told me once of an incident that had a deep impact on her.  Nanny and her mother were walking to town with a fine fish.  They were stopped by a
gentleman at Ballinakill (now a suburb of Waterford City) who asked if they would sell him the salmon, which her
mother agreed to.  My grandmother remembered her mother being pleased, money in her pocket and only half a journey.  However, when they returned home she recalled her father being angry, claiming that the buyers knew everything that happened in the harbour. The next time her mother went to the
buyer, he cautioned her, and warned that if she ever sold a fish behind his
back again he would blacken her from selling to any of the buyers in town.

The excitement of a fine catch

“Big Patsy” Doherty (RIP) told me that his brother Jimmy “Tailstones” (RIP) met his
wife Nellie O’Brien as she used to travel around with her mother buying fish in
a pony and trap in the 1940’s.  Jimmy and Nellie went
on to have a fish shop in Patrick St in Waterford that is trading to this day
under Jim Jnr.

As children
I recall the trucks of Michael O Neill(RIP) and Flanagan’s calling out to the village to buy salmon.  They called to the quay or to homes.  Each house had their own preferred
buyer.  Michael O’Neill always called to
our Uncle Paddy in the Mount, whereas my father, when fishing, sold to Flanagan’s.  When he wanted the buyer to stop, his signal
was a conch shell at the gate of the house, each fisherman had their own
signal.

When the
buyer pulled up you’d gather the fish and carry them out.  Depending on size, the peal (smaller salmon
up to 5lb and pronounced pale locally) might be weighed together and the larger salmon weighed individually.  The process was the same.  The tarpaulin pulled back, releasing a mass of fly’s and blue bottles, exposing boxes segregating fish by size, which had been bought previously.  (We were expected to take it all in and feed
back to our father, but if he was present he would chat away trying to find out
exactly who had caught what and where)

An “ouncel” as we called it, handy gauge of the weight

If I recall rightly Flanagan’s had a metal arm which would be fitted, or swung out from the van, and the scales attached.  (Michael O’Neill had a weighing scales of an old type which used the old weights to measure it up) Then the fish were hoisted onto it, or an
individual salmon would be threaded via the gills onto the weighing hook and
then left to hang while the scales balanced. 
We paid close attention to the weight, particularly of big fish, as it
was always a topic of debate and excitement, particularly with a very big
fish.  News of which would travel around
the harbour. We had our own “ouncel” as we called it to weigh the fish, but it was what was on the buyers scales that mattered. There was often tales of putting pebbles, or lead, down the salmons mouth to increase the weight.  I can only say that we never tried it.

Once
everything was weighed the fish were sorted into the boxes on the back of the
van and then covered.  Then the docket
book came out, and the weight and price were noted and the total value made
up.  It was calculated on price per pound, Salmon being more expensive than Peal.  A copy of this, along with the money
was then handed over (at times you might have to wait for the weekend for this
to be settled up) Of course the benefit of being from a fishing family is that you had access to fish at any time for the table.  One of my most lasting memories of my childhood was the taste of the freshly cooked salmon at home, boiled on the hob, with a pot of my fathers freshly dug potatoes.  Heaven on earth.

As the summer progressed the prices tended to drop, and I recall many disgruntled fishermen by the time August came round.  Increased fishing along the coast depressed the price and in years to come, would actually belittle the price paid to fishermen.  And that was before the menace of farmed salmon. The only antidote to the lower prices was to try sell locally to homes or the pubs. In that regard McAlpins Suir Inn were to the fore.  “Mr Mac” as everyone called him, paid premium prices for large Salmon all through the season and was highly regarded for his fairness.  That said my father refused to either drink in the pub or sell to it.  The Tynan’s had the West end pub, known as the Jolly Sailor at the time.  They too were providing food, but their prices for fish were not considered as good,

Two dockets showing the drop in prices between two years

Each year
that the season started in February, a bit of new fishing gear would need to be
purchased.  Nets, ropes, corks or lead
would then be roped up for the new year. 
In many cases fishing families could not afford this, and as a
consequence, fishmongers would either give you the money towards it, or
provide the gear.  In these cases, the
money was paid back as a percentage of the fish you sold.  It made good business sense, and guaranteed to
a fishmonger a supply of fish.  But it
also led to, or rather added to, a practice of running the fish, something I’ll return to.

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Cheekpoint Regatta 1909

I was lucky enough to have been raised at a time when regattas were a big event in Cheekpoint. Families came from upriver and down, and it was a day of races, fun and camaraderie in the village. Helping out with the organising, I would often hear tales of the older regattas and they brought to my mind a colour, drama and excitement that filled the river before me.
Recently I came across the following news report printed in the Munster Express of the 7th August 1909. My own clarifications to the piece are included in brackets [ ].  Names of boats are italicised. In describing the boat crews; the expressions used at Stroke = stern oar and which others follow, 3 = third thwart, 2 = second thwart and bow = forward thwart.  Cox is giving orders and steering.  Some editing I felt was also required.
The Waterford Steamship Company’s river Ferry PS Ida with a crowd of day
trippers heading to an event photo by Andy Kelly
via Poole Collection posted on Maritime History page
Cheekpoint Regatta
President-P.M.Power [Pat Power, Landlord at Faithlegg House] JP., D.L. Committee. W.J.Kenny, R.W.Morris, W.F.Peare, H.E.Benner, E.Murphy, Capt. Farrell [Harbour Master], J.B.Wallis, P.Heffernan, J.Heffernan, P.Butler.  Hon. Sec. and Treasurer-C.E. Beames, C.E
This annual event took place on Monday last at the picturesquely situated harbour-side village of Cheekpoint, in magnificent weather. A very interesting programme was arranged, and the attendance was larger than we have seen at any similar re-unions at Cheekpoint.  The Waterford and Duncannon Company’s new steamer (presumably the SS Duncannon) made two trips to the scene of action, and carried large complements of passengers on each occasion, and the private pleasure launches-including those of George Nolan and Mr. W.E. Peare- also on board a number of the owners friends.  Of the fourteen events numbered on the card three of them fell through for want of entries; but the remainder were well filled, and keenly contested.  Details are appended:-
MV Reaper as a flagboat at Cheekpoint regatta of 1980’s
Sailing
Second Class Yawls, not exceeding 26 feet over all.  First prize £4; second, £1; third, 10s.
1st Maid of the Green – William Doherty, Cheekpoint; 2 Kish – James Heffernan, do; 3 The Holy Terror – Pat Heffernan, do.  Maid of the Green eventually proved herself the fastest boat, winning comfortably from Kish with the Holy Terror a good third.
Third Class Yawls, not exceeding 22 feet over all.  First prize, £3; second £1
1st Kate (John Doherty); 2nd Green Wave (Andrew Doherty); 3rd William (Matt Doherty)
Rowing
Ladies’ Pair Oared Punt Race (one gentleman allowed to either row or steer) Prize value £3.
1st, Invicta – The Misses Fleming, Great Island and Heffernan (Cox)
2nd, Lily – Mrs Hennebry, Ballinlaw (Stroke) Miss Hennebry, do, (Bow) P. Hennebry (Cox)
3rd, Eily – Mr T.W.Brewer, Waterford (Stroke) Miss McCarthy, do (Bow) AN Other (Cox)
This was a most interesting contest in which four boats competed.

Mary Fleming, Mary Sherlock and a n other from Great Island
with a medal they won in 1913 for rowing
photos courtesy of Mary’s grandson Liam Fleming,

Watermen’s Four-Oared Gigs not exceeding 25 feet.  First Prize, £4; second, £1; third 10s

1st Exile – James Heffernan (Stroke) Andrew Doherty 3, Jim Doherty 2, James Barry (Bow) W Power (Cox)
2nd Intacta – P.Delahunty (Stroke), P.Sullivan 3, P.Hearne 2, J.Walsh (bow), M.Maher (Cox)
This was a capital race, and both boats were splendidly handled.  On the pull down river against the tide, the boats kept close together but Exile got first round the mark.  She increased her lead slightly on the run up past the flag boat to the upper buoy, and on the race down again to the flag boat had the issue well in hand, eventually winning by four or five lengths.
crew of the Intacta via NLI *
Pair Oared Punts.  (No Coxwain allowed) First Prize £2, second, 10s
1st Osprey (New Ross Boat Club)P.Hawe and T.Sullivan, Blackrock.
2nd Atalanta – J.Delahunty and J.Walsh do.
3rd Invicta – P.Hennebry and Watt Hennebry, Ballinlaw.
The Osprey on the inside station had the advantage of the slack tide, and got best away, but there was little between all three at the lower mark.  Coming back with the tide, however, the Osprey came away and won by three lengths; a couple of lengths separating second and third.
Four Oared Yawls, boats not confined to any length.  First prize £3,; second, £1
1st Success (Passage) -John Nugent (Stroke) Thomas Organ 3, Pat Connors 2, J.Walsh (Bow) M.Veale (Cox)
2nd Salmon (Ballyhack) – P.Barron (Stroke), M.Foley 3, J.J.Whitty 2, J.Slattery (bow), M.Foley (Cox)
The Passage crew pulled off a ding dong race by about two lengths.
Cheekpoint Yawls. First prize, £3, second, £1
1st. Maid of Erin – Pat Mahon (Stroke) Larry Mahon 3, James Nugent 2, James Whitty (bow), M.Mahon (Cox)
2nd, Heron – John Hanlon (Stroke), Mike Walsh 3, P Duffin 2, James Hanlon (Bow) P.Heffernan (cox)
Also competed:- William – Matt Doherty, (Stroke), James Heffernan 3, Philip Hanlon 2, Andrew Doherty (bow), M.Walsh (cox) Won by a couple of lengths, a similar distance separated second and third.
Pair oared Praums[Prong], (no coxswain allowed) 1st Prize £2, 2nd, 10s.
1st – Annie (Ballinlaw) P.Hennebry and M.Walsh
2nd – Wave (Cheekpoint) Jim Brownock and Matt Furlong
3rd – Nellie (Cheekpoint) L.Mahon and P.Mahon
Won by a length and a half, and a couple of lengths between second and third.
Pair oared Praums for boys under 12 years old. 1st Prize £1, 2nd 10s
1st D.Murphy and W.Heffernan, Cheekpoint
2nd Thomas Ferguson and P Curran do
Also competed P.Kennedy and Pat Moran Cheekpoint.  This was a very amusing race and only only the winning boat finished the course, Ferguson and Curran having fowled a yacht on the course
Model Yachts. First Prize £1.
Only two yachts competed, viz, those belonging to Mr.George Nolan Jnr, and Mr. M.E. Shalloe. lower Newtown.  Mr. Shalloe’s boat won easily.
Tug-of-war between Four-oared Boats belonging to Ballyhack, Passage and Cheekpoint the latter putting in two crews.  In the first heat the boats competing were Emerald (Ballyhack) – P.Barron, (Stroke) M.Foley 3, J Whitty 2, J.Slattery (bow) J Foley (cox) and Seagull (Passage) P.Hennessy (Stroke) M.Pepper 3, P.Foley 2, J.Newell (bow) M.Burke (cox)  In the second heat the two Cheekpoint crews opposed each other, viz Maid of Erin -P.Mahon (Stroke), L.Mahon 3, James Nugent 2, James Whitty (bow), M.Mahon (cox) and William – James Barry (stroke) James Heffernan 3, Matt Doherty 2, Andrew Doherty (bow) Phil Hanlon (cox)
A restored William under sail with Matt “Mucha” Doherty RIP
Photo courtesy of PJ O’Shea
This was the best contested and most exciting pull of the series. [No detail was given about the contest between the Passage and Ballyhack men in the piece] Maid of Erin eventually got foul of the flag boat, and in the confusion that ensued was pulled over by the crew of the William who thus got the verdict.  The final pull was therefor between the William (Cheekpoint) and the Emerald (Ballyhack), and it was thought that the issue would be well contested.  After about three minutes however, some misunderstanding occurred among the Ballyhack men and they allowed the Cheekpoint men to pull them over almost without any resistance.
The Inshore events which followed were greatly enjoyed by the spectators.  They included greasy pole climbing, duck hunt, swimming contests etc.  Taken all round the sport was very good.”
The account above reflects a scene that tallies with the stories I was told as a youngster. In naming the characters, the areas and the boats it underlines that the fact that in the past the river was a vibrant interconnecting entity that brought the villages and the towns on the rivers together in a way that modern society has clearly failed to maintain.  The regattas I experienced were all too fleeting. Insurance, as I recall was a major issue.  In the meantime I feel the rivers have become a sewer for public waste, denuded through national policy of the fishermen, and a struggling entity commercially. However this piece does bring to mind some of the excitement and energy of the parade of sail for the Tall Ships festival of 2005 and 2011. Such events underline the potential and what a wonderful space the harbour is.
Unfortunately the name of the writer was not included in the piece that I found, if anyone could identify same I’d appreciate it.
* A Poole commission (for a Mr. O’Leary) of a rowing four with coxswain. Possibly captured at the end of the season with the spoils on display. The trophies appear to be displayed on an old sewing machine, and though perhaps not as impressive as previous rowing crews, were no doubt hard-earned! Is it my imagination, or a trick of the slope, but are the two inside oars shorter than those on the outside? via National Library of Ireland twitter page

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The Prong – curious and unique boat of the Three Rivers

As a child there was many sights that I took for granted in a traditional fishing community such as Cheekpoint.   Sights like men repairing nets, beam trawls laid out on the village green, weir poles at high water mark and timber boats of all shapes and descriptions.  Of the boats, the most curious and interesting was the Prong.  A boat, shaped like a halved bottle and with a hull akin to a barrel, which every fishing family in the village had once owned.
Michael “Spud” Murphy & Chris Doherty rowing
Paddy Doherty’s Prong 2005
The uniqueness of the Prong, was that unlike the other boats, it didn’t possess a keel.  The lack of this meant that although hard to handle to the inexperienced, it would sit upright when grounded on the typical mud banks on the estuary.  It also allowed the Prong to move on the mud. Essentially the Prong was a boat that could be launched into the river at any time of tide once sitting on a mud bank. This made it ideal in areas upriver from Ballyhack and Passage East and all the way to New Ross on the Barrow and Waterford on the Suir. (Above these the cot reigned supreme).  In uses the Prong was versatile.  It was a fishing boat, a work boat, a transport vessel and used for social outings, and originally came in all manner of sizes.
A Prong in the City early 20th C
via Paul O’Farrell WHG
In the eighties the Prong was a diminishing craft.  As much because of the decrease in men fishing as much probably as men who could repair them.  One man who fished until he retired was Paddy “batty” Doherty who daily went to his eel pots throughout my childhood and it’s Paddy launching his Prong from below the lower quay at Cheekpoint that I recall the most.
Via Andy Kelly on Cheekpoint FB site
Animal transportation at Little island early 20th C
Typically the men would walk out through the mud, retrieving the anchor and mooring line as they went.  The Prong was then rocked to break the grip between hull and mud.  This done the bow was turned until it faced the river and then the men, or man in Paddy’s case, would sit astride the gunwale near the stern and push off.  The Prong would slide down the mud bank and enter the river with a splash.  The mud was washed off the boots before they were brought aboard and then away to fish.
My gran uncle Willie Moran retired from New York in the late eighties and I still recall that conversation one day between Paddy and my Father on Ryans shore, as Willie effortlessly rowed the Moran Prong up to Moran’s Poles with a boat full of driftwood.  “Begod” said Paddy with some respect, “the yanks couldn’t take the river out of that man”
Moran’s Prong 1950’s
I once asked my Father about the origins of the Prong.  He had a tale that the first Prong in the harbour came from a Norwegian sailing ship. The crew were at anchor at Cheekpoint and came in to gather shellfish to eat.  They landed the Prong, and the tide went out, to the amusement of the locals. A crowd gathered to laugh at the Scandinavians, but mouths fell open when the sailors stepped aboard and pushed off to the River.  The value was immediately realised. My Father of course in typical fashion went on to relate how they planned a way to separate the Norwegians from their craft, but he was probably telling me a yarn.  It may all have been, but I like to think there’s a grain of truth to it, as there inevitably was in any story he told us.
Paddy Doherty’s Prong was patched up by Pat Moran in 2005 as part of a cultural exchange with Newfoundland.  We managed to get two other Prongs to make a launch re-enactment and race which was kindly recorded by my friend Brian Walsh of HiLite TV.  It still gives me a lift to see it, and I would dearly love to see it done again before too long.
A prong in the foreground of this interesting scene SS Rathlin
aground at Little island.  Via Tomas Sullivan W Martitime page
When researching the Prong in 2004 the closest boat internationally that I could find was called a Prame.  Chatham’s Dictionary of the Worlds watercraft gives about two pages to boats of the same or similar name. Although Scandinavia is included as a place of origin, so too is Holland, the Baltic, France, and as far as the Balkans.  Most accounts describe a similar boat, although many are clinker built.  Again, in Cheekpoint is an old story that some of the earlier Prongs were clinker built, but were discarded because they made to much noise when fishing at night.  Interestingly, I came across an account of the Cheekpoint Regatta recently in the Munster Express of 14/9/1895 which lists the winners of a Praem race! Of the name used in the area of the Three Sisters, I can only imagine that it is a phonetic derivative of the original.

Blessing of Boats Cheekpoint 1930’s, note very large Prong

A booklet I edited in 2004 was referenced and used in the Traditional Boats of Ireland specifically in a section dealing with the Traditional Boats of Waterford Estuary.  In recent times a successful effort was made by Micheal Bance, John Gossip, John Murphy and Peter Mulligans to build a prong. Again Brian Walsh was on hand to record it.  More on the Woodstown Prong building here.  And most recently again, the Connolly family, who inherited Paddy Doherty’s prong have started to have the boat restored.  My Uncles, Sonny Doherty, Prong now resides in National Museum of Country Life in Mayo.

Prongs, punts and yawls were a hallmark of Waterford harbour.  They have died out as the uses, and the men who used them, have.  They were culturally significant, if not unique and to loose them from the water is to my mind a heritage loss.  We’ve now started to realise the value of our churches, graveyards and built environment, Hopefully the value of our fishing communities in the harbour will be too.

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.
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References:
Mariners Museum.  A Dictionary of the Worlds Watercraft. 2000 Chatham.  London.
Críostóir Mac Carthaigh Ed.  Traditional Boats of Ireland.  2008.  Collins Press.  Cork 

February – traditional start date of the Salmon Driftnet Fishery

The traditional start of the Salmon drift net season in Ireland was, for generations, February 1st. Once opened it stretched to August 15th, the Feast of the Assumption, and a very important church holiday in the village in the past.   By the time I started to fish the season had been shortened to commence on St Patricks Day, but I was raised on stories of the February start and the harsh winter conditions faced by my father and my mothers people.
My maternal Grandmother Maura Moran raised me on stories of the conditions her father (Michael) and brothers (Ritchie, Paddy, Christy, Mickey, Johnny and Willie) faced while drifting for fish. One of those earliest memories I believe, was the smell of drying clothes at the open fire day and night.  All the outer garments and even the socks steaming away on the fire, and her mother, Catherine, often up through the night, keeping the fire in and turning the clothing, so that the men would be some way comfortable going back out to fish.  That might be the following morning, or in a short few hours depending on the tides.  The season in those times closed each week between 6am on a Saturday morning to 6am on the Monday.  Once the week opened it operated for 24 hrs a day.
Paddy Moran RIP and Michael Ferguson RIP
Ranging nets on Ryan’s Shore 1950’s
Walter Whitty (RIP) told me that as a child he remembered seeing “oilskins” hanging to dry in the high street.  These were not the comfortable oilskins of today.  These were homemade, by the women generally and cut from calico purchased in town.  The calico would be measured, sown and then soaked in linseed oil to keep the water out (or at least some of the water).  They would then be dried in the sun and be fit to wear.  My Grandmother said that often as not an oilskin might return from sea journeys and during WWII might wash up on the strand or in the nets, but in general the men wore thick overcoats to keep the weather out and always a few pairs of socks if they had them.
Blessing the boats, Nets and men prior to the opening 1930’s
Terry Murphy (RIP) once told me a yarn.  He was only a boy and was fishing with Billy the green, grandfather of Elsie Murphy.  He called down this cold frosty morning and Billy came out with his socks in his hands.  He plunged the socks into the water barrel and squeezed them out.  He then put them on his feet and put his boots on. Terry paused for dramatic effect and looked at my puzzled expression.  “Well” he said, “when you are on the oars all day the water in your socks heats you up better than any hot water bottle”.  It was often I saw the proof of those words since, I have to admit.
The oars were the only way to get around and it meant that fishing was a slower, more rhythmical affair.  I’ve written before about how hard it was for us as children even with outboard motors to use the oars.  The men in the past had to use the tides and had to make the best out of each drift.  Once set the aim was to get the maximum out of each drift, prior to hauling and setting again.  It meant that on ebb tide when they set from “Binglidies” or “the rock” that they drifted as far as they could, then reset the nets from where they stopped, rather than returning (as we did with the aid of an outboard).  They would drift to the end of the ebb tide, take the low water where they found it and return village-wards with the incoming tides.  My Grandmother said the men were starving on their return.  They might put in to warm some tea in a billy can, but often as not, wouldn’t eat from the time they left the house to when they returned. (Low water to high water is a total of 6 hours)
Returning home was also work of course.  The hemp nets that my Grandmothers father and brothers used had to be ranged out of the boat and “spreeted” – hauled up and dried in the wind.  Not doing so would shorten the life of the nets which was a cost they could not afford.  So on returning to go fish, the nets had to be lowered and then ranged back into the boat.  Any wonder the majority of my gran uncles took the boat to America or England as soon as they could.  Any wonder also that it was the older men and young boy that did the fishing in all the other families around, those old enough choosing the emigrant boat or a sea going berth, at least until the summer peal run.
Poles along the quay for “spreeting” or drying the nets 1950’s
As I mentioned in my own time, the start of the season had been shifted to St Patricks day and in the 1990s (1996 I think) the season was destroyed from the perspective of commercial fishing in Cheekpoint in that it was reduced to a June 1st – Aug 15th season and operated from 6am – 9pm.  It was a slow strangulation of the fishery which eventually closed in 2006.  Funnily enough in those times there was hardly a week went by without some media outlet decrying the state of the Salmon fishery and trying to close down the drift netting as a means of preserving the Salmon stocks. Salmon stocks have not recovered however.  Now those media outlets have to look beyond the traditional bogeyman, and yet seem unwilling to challange any sacred cows such as farming, industry or forestry.
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Mining Waterford Harbour

Two weeks ago we looked at the mine incident that closed the Barrow Bridge in 1946.  It was a floating mine, the origins of which was not identified, but it had been in the water for some time.  It might conceivably have dated to WWI.  At the time the mouth of the Harbour was regularly mined from German submarines hoping to interrupt allied supplies.  The allies were also deploying mines, most of the access points to the Northern and Southern entry points to the English coast were blanketed by mines in a futile attempt to thwart the u boat menace.
The German mines at the time were a contact mine which were deployed initially from ships but from June 1915 were planted from U Boats.  The mines were anchored by cable to the seabed and with enough draft to stay below the waterline.  They were pear shared, 3ft in diamater and filled with 350lb of TNT.  The top of the mine had 5+ horns, with a glass tube inside, which when a ship depressed, it broke and released a chemical to detonate.

US Sub Chaser SC-272 moored in the harbour circa 1918
Minaun in the distance
with thanks to Paul O’Farrell who passed on the image to me

The first Irish casualty of the mines was the SS Manchester Commerce which was sunk off Donegal 26th Oct 1914.  It was December before the admiralty realised it was the victim of a minefield and it would be July 1915 before they were satisfied that the estimated 200+ mines had been cleared.  Gives some sense of the difficulties posed.

Local readers are probably well aware of the story of Kapitanleutnant Kurt Tebbenjohanns and UC-44 which was sunk off Dunmore in 1917.  The U-boat was replanting a minefield between the Hook and Dunmore East, when it struck a mine.   Some might say ironic, but as it happens it was anything but, a story I will return to next week
accessed from http://www.digitalhistoryproject.com/2012/06/
submarine-mines-in-world-war-i-byleland.html

Tebbenjohannes and his colleagues were regular visitors to Waterford Harbour, trying to interrupt the flow of resources to allies. Deployed at night from a submerged sub, the task of clearing mines fell to converted trawlers and their crew with a token naval presence aboard.  Two boats would work together drawing a metal rope between them in an effort to locate the sunken bombs.  The risks were high and any mistake would see the loss of the boat, and most probably the crew.  For example in the weeks previous to the arrival of Tebbenjohannes, one boat was lost, but the crew of the minesweeper was rescued by fishermen from Dunmore.
According to Wikipedeia the total number during the whole of WWI was 235,000 sea mines and clearing them after the war took 82 ships five months, working around the clock.  Somehow I doubt they found them all.
Mines were also a feature of WWII but this time Ireland was a neutral and the harbour area was not directly targeted.  However, readers might be interested to know that it was the Irish who mined Waterford harbour at this stage!  There was a minefield operated between Passage East and Ballyhack from 1941. The mines were deployed by the Irish government forces in the channel, and were operated by control from the shore (Ballyhack) also known as command detonated mines.  If any threat was seen, the mines were to be detonated by the shore watch.  I have no further information on it, but would love to hear any other accounts.  (MacGinty: P.61) Personally I’d imagine the minefield was directed more towards protecting Ireland from a German sea borne attack.  The Irish government had been informed by an Admiral Fitzgerald of the Royal Navy to expect same via the harbour at an early stage of the war. (MacGinty: P.32)
During WWII mines became more sophisticated.  The German side were the first to develop magnetic mines that detonated as a ship passed close to them. Mines were also deployed from airplanes, which meant the seas around Ireland became a target after the fall of France.  Mines became a constant hazard, and ships and fishing boats and indeed walkers along the coastline were asked during the emergency to maintain a constant vigil.  There’s a fine photo of the Great Western in camouflaged colours in the harbour.  For anyone thinking that seems a little far fetched, especially as a neutral country, they would do well to remember that mistakes are commonplace in war and every time the ship went to sea, the seafarers would be justified in thinking it might be their last trip.  This must have been heightened as most of those aboard would have known personally family bereaved by such war casualties as the Conningbeg and the Formby.  I’ve mentioned before the perils faced by the Hanlon family from Coolbunnia.  150 sailors died in WWII on Irish registered ships. It’s estimated that up to 4,000 more died on allied ships.(MacGinty: P.58)
SS Great Western in her war time colours
Accessed from Waterford History Group
posted by Tommy Deegan originally

Mines were reported regularly from ships, shoreline walkers and the look out posts, operated by the Marine and Coastwatching Service from Sept 1939,  that lined the coastline.  The interception and dealing with the menace of mines on the seas became a job for the newly formed Irish Marine service (now Navy). (MacGinty: p.26)

Ironically it was the navy’s approach which caused many of the difficulties as experienced by the newly developed inshore fishing fleet in the post war years.  The methodology employed was to approach floating mines and detonate them by shooting one of the protruding “horns”  A distance of 80 yards clearance was required.  However it was realised that when the mine casing was holed, the mine filled with water and sank.  The naval personnel naturally assumed that the salt water would corrode the detonators and explosives, however that would not be the case.  Up to 183 mines were destroyed by the navy during the war.  (Macginty: pp63-5)
Any cursory search in the Irish newspapers will highlight the scale of instances since WWII of mines being brought up in nets.  Had the naval personnel realised the longevity of the metal mine and or perceived how post war fishing practices would develop and the scale of bottom trawling they may have reconsidered their disposal strategy.  Dozens of these articles relate to Dunmore East and vessels out of Dunmore and I was present in the 1980’s for one such adventure.
The details are sketchy I’m afraid, as I could find no record in the newpspers.  However I remember a particularly nasty SE wind and a trawler coming in off Dunmore, but refused entry.  The trawler was being towed if I recall correctly.  The mine was trapped in the nets and part of the nets had fouled the screw.  Holding off Dunmore, a team of army bomb disposal experts arrived in Dunmore that day.  I vividly recall their energy and enthusiasm as they jumped out of a dark green jeep with large kit bags and boarded the Betty Breen to go out to the trawler.  However, they were back after an hour, green in the face and much less energetic.  The trawler was sent over under the Hook and the decison was taken to await a team from the Navy to deal with the issue.
You might think that such problems no longer exist.  However the most recent article I could find for Dunmore was the Irish Independent of March 2005 and the most recent nationally was August 2007 in the same paper, this time a mine trapped in nets off Co Cork.  Be careful out there, you never know what secrets the sea might give up, particularly on a stormy day.
Thanks to Tomás Sullivan for loaning me his copy of The Irish Navy
MacGinty. T.  The Irish Navy.  1995.  The Kerryman. Tralee
Drew some information on the mines from:https://en.wikipedia.org/wiki/Naval_mine#Contact_mines

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