Disembarkation-

by Nicky Rossiter

  Piped water, fines, cranage ..........………………………………………........................... £58-16-2

  EXPENDITURE;

  Paid for supplying Ballast .........................……………………………………….......... £118-16-10

  Paid for pilotage and repairs to pilot boat..........………………………………….............. £861-3-4

  Paid for repairing and lighting quays..................……………………………………......... £252-9-6

  Paid interest and part of debt ...........................………………………………………........ £353-5-9

  Salaries to Officers, Harbour Police, Rent, etc. .........……………………………….......... £285-3-4

  Paid for Harbour embankment, law costs..…………………………………....................... £76-15-8

  Between the years 1856 and 1858, major changes were taking place along the old Wexford skyline.

  During that period the twin Catholic Churches were built under the guidance of Father James Roche, a former classmate of the Devereux brothers. This building program would change drastically the aspect of the town greeting the returning sailors. Just as the Vikings are said to have had the ancient church of St. Michael the Archangel, their patron, at Michael Street, as their first and last sight of Weissfiord, now the nineteenth century mariners would have the Church of the Immaculate Conception and the Church of the Assumption. Many tales are told, whether true or not, of Father Roche making a point of visiting the schooners as they reached port to make collections for the building fund.

  According to the "Notes and Gleanings" of Martin Doyle, in 1856, 718 vessels entered the Port of Wexford with cargos amounting to some 86,000 tons. This comprised mainly of Indian Corn, Wheat, Barley, Coal.

  The outward sailing of 728 vessels carried 87,000 tons made up of cows, oxen, lamb, sheep, swine, calves, beans, malt, flour, pit wood (for use as props in mineshafts) and oysters.

  At the time river trade on the Slaney was very great. The principal craft on the routes to Enniscorthy, Castlebridge and south to Ballybrennan was the Slaney Gabbard or Cot. It was a vessel unique to Wexford, designed at Wexford Dockyard to cope with prevailing harbour conditions. It measured 55

  feet in length, with a breadth of 12 to 14 feet. The Gabbard was flat-bottomed and double ended and could carry 30 tons of cargo in its open hold. By 1870 it had superseded all other craft on the Slaney.

  An interesting maritime story of Wexford is that Sir Francis Le Hunt had a full-scale model of a sailing ship erected at Carcur in the 1800s. On this rigging and deck, boys from the nearby workhouse were given a basic training in seamanship and many are said to have gone on to distinguished sailing careers.

  As previously mentioned, the Christian Brothers schools in Wexford prepared pupils for a maritime occupation. In 1857 their curriculum included astronomy, trigonometry and chart work. Such formal education in sea craft was of great assistance to those Wexford sailors who aspired to become Mates or Masters as apart from experience, ability, good conduct on board ship, and sobriety, after 1854 it was also necessary to pass an examination overseen by examiners of the Board of Trade.

  Meanwhile the Wexford Harbour Commissioners were busy with the day- to-day running of the port.

  From their minute books we take the following report:

  "Meeting of Wexford Harbour Commissioners on January 6th, 1857 at the Ballast Office, Anne Street, Wexford.

  Salaries and Payments.

  Salary of Patrick 0'Connor from September 30th to December 31st as Superintentant ofBallast and Ballast Lighter £7-10-0.

  Salary ofMathew McCannfor same period as Harbour Master £6-5-0.

  For James Connor Messenger for 3 months £2 - 5 - 0

  For John Colquhounfor lighting 32 gas lamps on quays for 3 months £37-2-9 (this seems rather extravagant, perhaps a mistake on the part of the secretary).

  To Mathew McCannfor the pilot establishment £2-0-6.

  To Thomas Keating for leather supplied for use of Ballast Lighter to September 27th. £2-9-9.

  To Thomas G. Murphy/or cooperage/or use on Ballast Lighter to December 3rd. £1-4-4.

  To Patrick Connor for ballast dredged and shipped in October; £27-16-0. November; £23-3-2.

  December; £6-19-8.

  To Matthew McCann for repair to quays, lanes and cleaning £8-17-6.

  Signed, William Walpole, chairman. "

  A further report dated January 24th, 1857 refers to the cleaning of the quays.

  "Resolved to accept proposal from John Hess for cleaning of the quays for one year from the conclusion of this week at the rate of £7- per week in summer months and 12/-per week in winter months. That a committee of 4 be appointed to inspect the work i.e. Richard Sinnott, Timothy Gaffney, Anthony Kavanagh and Robert Sparrow. Also that the Treasurer divide the one months salary of the two pilots that

  were deficient in October, among the other pilots at the establishment.

  Signed, T. Harpur, chairman. "

  Both Gaffney and Sparrow, referred to above were ship owners, a group which naturally dominated the Commissioners. Note also the recognition of how much more difficult quay cleaning would be in winter.

  In a Minute Book of the Harbour Commissioners for date April 20th, 1858 we find a copy of the oath taken by a Harbour Constable.

  "I, James Fanning of the Town of Wexford do swear that I will serve our Sovereign Lady, The Queen and the Wexford Harbour Commissioners in the office of a constable within the jurisdiction of said Commissioners without favour or affection, malice or ill-will and faithfully discharge all the duties thereof to the best of my skill and judgement.

  Sworn before us at Wexford this 20th day of April, 1858.

  John Walsh.J.P."

  The harbour police were an autonomous group answerable to the Harbour Commissioners and were responsible for the upholding of law and order within the harbour area. The employees of the Commissioners were issued with clothing as an entry of May 22nd; 1858 shows.

  "Ordered that a suit of clothes be procured for James Connor, and also a hat, the cost of which shall not exceed £4 and that Mr. Richards be requested to procure same.

  John Walsh."

  While these jobs were reasonably well paid, they also held high responsibilities and failure to carry them out was punished as follows.

  "May 12th, 1857.

  Resolved that James Cousins, Watchman, be fined 10/- for entering in his book false reports and for not reporting to the Harbour Master, the breaking of the windows of the tide gauge at the Crescent.

  Signed, R. Allen."

  The Commissioners were also busy making decisions on the material well-being of the port.

  "August 24th, 1858.

  Resolved that the Mayor, Robert Sparrow and Tim Gaffney be requested to act as a committee for the purpose of inspecting and reporting what is necessary to be done to the cot dock above the bridge.

  Signed, John Walsh. "

  Within a month, action was being taken.

  "September 14th, 1858.

  Resolved that Thomas Willis and Codd's proposal for repairing the Cot Dock for the sum of £10-12-8 be accepted, being the lowest tender produced.

  Signed, JohnE. Hadden."

  This cot dock was located at the end of Monck Street, between the old 1794 bridge and today's North Railway Station. The Thomas Willis referred to is probably the local builder who constructed the Wesleyan chapel in Rowe Street.

  On Saturday, November 3rd, 1860, recommendations were made on the re-constitution of the Harbour Commissioners.

  “In future it should consist of 26 members, 5 appointed by the Town Commissioners of Enniscorthy, 7 by ship paying dues, 7 by the Mayor and Council of Wexford and 7 by the householders of Wexford.

  That rates on goods be collected in addition to dues on ships and a large proportion of gross income be allocated to pay the interest and secure the principal borrowed for improve
ment works on the harbour.

  That at least one half of the breadth of the quay be deemed a public road and placed under the control of the County.

  That the Commissioners acting under the 3rd of George III, Cap 31 and now managing the pipe water, be abolished and that the pipe water property and management be handed over to the Mayor and Council Signed, Charles A. Walker. "

  These proposals indicate the extent to which the Harbour Commissioners were responsible for a large area of the town. By declaring part of the quay a public road, the Grand Jury for the County would be responsible for its upkeep. Likewise, the Mayor and Town Council would take on the cost of running the piped water system, much of which came from a reservoir above John Street.

  At this time also there were two steamers on a regular Wexford to Liverpool run. They sailed once each week in Winter and twice in Summer. They carried passengers, merchandise, provisions and live cattle.

  During this period an average of 720 vessels entered and left port annually.

  The duties and responsibilities of the Harbour Commissioners and their employees are illustrated in these minutes from 1862.

  "A memorial was received from certain inhabitants of the town complaining of irregularities taking place at night in the laneways leading from the Main Street to the quays. It was ordered that the Harbour Policeman lock both ends of each lane at 7.00p.m. and open them when coming off duty.

  Ordered that the house of Laurence Duggan at Rosslare be hired as a residence of the Pilot Master for 9

  months from September 29th for the sum of £15.

  September 16th, 1862. Signed, Richard Allen. "

  One is left to wonder what exactly the 'irregularities' were back in 1862.

  "October 21st, 1862. Duties of the Harbour Master;

  Care of the buoys inside the harbour, also for cot dock, quays and all avenues leading to quays. To superintend all repairs, alterations, cleaning and drainage thereof. Supervise the Harbour Police, including occasional visits to the quay at night.

  Supervise the Harbour Pilots and supply extra if necessary. He will also be Ballast Master - supply ballast as required and obtain payment, He has charge of life buoys and other Wexford Harbour Commissioners properties within the town. To hold the keys of the cranes and collect dues for same, one half

  of

  which

  he

  may retain for his trouble. He collects dues of boats and cots in the river Slaney, retaining 2/- in the pound. To keep a register of vessels using the port and return same to the Secretary monthly. His salary shall be £40 per annum in addition to the above commissions.

  The person must have been master or mate of a registered vessel and be not more than 55 years old."

  "November 4th, 1862.

  Resolved that no officer under the Wexford Harbour Commissioners supply to any person employed by or receiving money from him, drink, on pain of dismissal.

  Signed, A. Walker."

  This may have been an early Wexford attempt to stamp out a practice whereby men were paid their weekly wages in pubs and often felt obliged to buy the paymaster a drink, with the often tragic result of spending the entire wage on drink.

  On a less appetising note,

  "Resolved to seek tenders for a person to cleanse the quays and all avenues leading thereto. The successful candidate to receive the manure. They will be required to name two securities."

  As was shown earlier, the tugboat played a very important part in the life of Wexford Port. Without such a craft, many of the sailing ships would have been unable to negotiate the

  'Bar', because reliance on the wind made such precise navigation difficult. From the Commissioners Minutes we learn something of this boat in 1863.

  "Resolved that Joseph Jumper be appointed engineer of the tug at £2 per week.

  Ordered that the Secretary appoint 2 firemen at 15/- per week each, also a Boy.

  Resolved that I Harbour and 2 Bar Pilots form the crew of the 'Ruby'.

  Resolved that Salvage Money be distributed as follows:- If the amount is under £500, ¼ to be distributed among the crew after deducting any special expenses incurred in earning the salvage also the costs of any coals used when lengthy towing forms part of the service. In amounts over £500 Wexford Harbour Commissioners will decide the distribution.

  The crew's proportions of the distribution shall be Master and Engineer, 1 ½ shares each; each pilot or seaman on board, 1 share each; two firemen and 1 boy to equally divide 2 shares. "

  Salvage referred to vessels or goods abandoned by their crew and which the tugboat might recover. The division of the spoils shows the 'pecking order’ on the harbour 100 years ago.

  Also in 1863, a new set of towage charges was put into operation.

  Vessels with Cargo:-

  From quay out 3d. per ton.

  from island side out 2d. per ton (this probably meant the Ballast Bank) quay to island side 2d. per ton

  bay or Hantoon to quay 4d. per ton

  bay to island side 3d. per ton

  islandside to quay 2d. per ton

  All vessels in ballast in or out 2d. per ton.

  There was 2d. per ton extra charged if the steamers hawser was used.

  Later in 1863 a distinction was made between the first and second fireman on the tug, the former to receive £1 per week while the other got 15/=. The Commissioners also paid £5 to the widow of the engineer who had died, to "defray the expenses of his illness". There are also records of 4 pairs of Fir oars to be purchased for the pilot boats and 2 Life Poles for the quays. The firemen referred to were not fire fighters, but men who kept the steamer's boiler stoked up. The Life Poles were for plucking people from the water should they fall in.

  The records for 1864 show Wexford with 37 ships masters.

  They were:

  John Hore, Castle Street; (probably Castle Hill St. or Barrack St.) John Murphy, William St.; James Kelly, John St.; Patrick Connolly, The Faythe; Patrick Rowe; Edward Rowe; James Kean, Chapel Lane (Church Lane or Mary St.); John Butler; James Sinnott; Pat Cogley, New Street (probably Parnell St.); Patrick Rochford, Kilmore ('Minerva'); Clement Busher ('Sybil'); William Boggan, Old Pound ('Onward'); Michael Williams, William Street ('Echo'); Martin Codd, Carrigeen St. ('Wave'); Patrick Hayes ('Vivid'); Patrick McCarthy, The Faythe ('Lucinda Jane'); John Lambert ('Tempest'); Luke Sheils, New St.

  ('Glenmore'); Thomas Hutchinson, The Faythe ('Seaflower'); George Hatchell ('Charles Walker'); John Kelly, Patrick Square ('Saltee'); T. King ('Hantoon'); Edward Cleary, Carrigeen St. ('Express'); Michael Rowe ('Slaney'); D. Cullen ('Forth'); James Walsh, William St. ('Kate'); Martin Leary ('Jewess'); C.

  Morris, 20 William St. ('Independence'); Christopher Cahill ('Maud Annie'); Richard Wafer, The Faythe ('Marquis of Ely'); Peter Hewson, The Faythe ('Mary'); Peter Cogley, New St. ('Alert'); Michael Sheils ('Flame'); James Hart ('Henry'); John Reilly, High St. ('Sker'); Michael Neill ('Spray').

  It is interesting to note the addresses where given in these records, except for 1 in John Street, none are further north than Church Lane or High Street while the vast majority are in the Faythe/William St. area.

  In 1864, the Harbour Commissioners decided to build a pilot's house at Rosslare. A John Redmond, whose sureties were Robert Sparrow, won shipbuilder, and Richard Sparrow, ironmonger the contract.

  The house, to consist of a sitting room (16 feet by 13 feet), kitchen store-room and bedrooms with offices, also a shed to hold small boats and stores and a wall enclosing ground lately taken under lease cost £240.

  Still on the subject of building, on September 15th 1865, Wexford Harbour Commissioners;

  "Ordered that we approve the erection of 3 privies on the quays. Signed John Barrington."

  From the Wexford Almanac, we find a reference to a boy named Murphy from the Faythe dying in 1858

  of Hydrophobia, which was a symptom of rabies. This was perhaps one of the disadvantages of a bustling port.

  In 1871, a census was taken an
d it gives an official record of the number of persons employed in maritime or maritime related occupations in Wexford or that date.

   Ship-owners - 3 male, 1 female;

   Steam navigation service - 3;

   Seamen, merchant service - 281;

   Pilots -11;

   Boatmen -18;

   Harbour/Dock Service - 54;

   Others - 7;

   Shipbuilders/Shipwrights, etc - 48;

   Sailmakers - 7.

  In 1874 a new act was proposed to replace that of 1794, which had established a quay Corporation of over 36 members. The new act reduced the commission to 16 members to be elected from the following groups:

   6 persons to be elected by those eligible to vote in Parliamentary elections

   6 to be elected by the registered shipowners of Wexford

   1 person to be elected by the Corporation.

   2 persons to be appointed by the Board of Trade

   Plus the Mayor.

  In 1871, the number of persons eligible to vote in the Parliamentary Elections out of Wexford's population of 12,163 was 488, due to land owning regulations etc. In order to qualify for election as a Harbour Commissioner a person had to be a resident of the town or live within 10 miles and have a premises with an annual rateable valuation of £20 or have personal estate £500 above his debts. Ship owners with vessels of 30 tons or upwards had one vote in such elections while those possessing over 500

  tons could vote twice. The aggregate tonnage of all his or her vessels counted in this. With such an electoral system it is hardly surprising that the Wexford Harbour Commission was dominated by the major shipowners; Devereux, Gaffney, Allen, etc.

  In 1874, the W.H.C. accounts showed

  Import/Export dues £492-6-4.

  Towage £10-3-3 plus £83-10-0.

  Among the expenditure for the year was £114-10-10 for Harbour Police, £30-16-1 for broken stones and

  £24-6-0 for scavenging.

  Comparing the income for pilotage and dues with that of 1835 we see a port already in decline although at that time the port had in its employment a pilot master, 11 bar pilots, 5 harbour pilots and 1 boy as well as 11 extra men in the harbour and 2 at the Fort.