But war or not the running of Wexford Harbour still produced problems for the Harbour Commissioners.
At one of their meetings a letter was read which ““ a Wexford merchant, showing the increasing problems caused by the “bar”, had received . "Wexford steamers have for some time been leaving here, Liverpool, only half full owing to the difficulty experienced in crossing the Bar at Wexford which is continually shoaling, " said the letter from a Liverpool Trader explaining why he could not ship a whole consignment of sugar in one lot.
At this time, the Harbour Commissioners were still in charge of not only the harbour and quays but also many of the streets and lanes leading onto the quays. With the cost of maintenance rising and the reserves of the board decreasing, Mr. Hore proposed at a meeting on September 6th 1915 that the Corporation be asked to take over the streets leading to the quays and provide the cost of lighting and upkeep of same. A further indication of the financial problems faced by the Harbour Board can be gained from a meeting held on October 5th 1915. This concerned a request for an overdraft of £300 to £500.
In reply the bank enquired "How the Board intended to secure the Joan, for what term it was required and in view of the Commissioners failure to fulfil their promises in connection with former loans approved security would appear to be very desirable. "
Mr. Feely, the bank manager was invited to attend a future meeting to hear of the serious position of the boards finances.
The reality of the ongoing war was reflected in the minutes of the Harbour Commissioners of February 1st., 1916.
"The Board of Trade wrote to say that it has been brought to their notice that foreign seamen though not allowed to land were giving letters to pilots to be posted. It is undesirable that such letters should enter the United Kingdom without being censored. "
Meanwhile the decreasing trade of the port was again made obvious. On Wednesday May 3rd., 1916 the salary of the secretary of the Harbour Commissioners was reduced by £20 per annum.
A letter had also been received from the Wexford Gas Company to say "The Commissioners at the present time owed £71-5-1 for two quarters gas and a third will soon fall due and that we will have to put out the lights on the quay on April 1st., unless payment is received in the meantime. "
The letter was forwarded to the Corporation for payment due to the depleted funds of the Board.
In the meantime, new rates had been set on the following goods passing through Wexford:-
Coal and coke - 3d. per ton;
Oats - 4d. per ton;
Salt - 4d. per ton;
Barley - 4d. per ton;
Pig Iron - 6d per ton;
Malt - 4d. per ton.
Timber - 3d. per ton;
These rates applied from February 1st.
By 1917, the bridge at Carcur (still referred to as the New Bridge 60 years after construction) was giving concern. "Mr. Stafford brought to the notice of the Board the present state of the new bridge as only traffic of a very limited nature was allowed. He had heard that the Admiralty was about to erect a pontoon bridge for the old bridge to Ferry bank in order to facilitate the works about to be carried out and he thought it a favourable opportunity to bring the question forward in the hope that some steps might be taken to erect a permanent structure on the site. "
Although no details are given, it is safe to assume that the 'work' referred to was the construction of the United States Naval Air Base at Ferrybank, which was to operate in the final year of the Great War giving greater protection to shipping.
Some good news reached the Board on April 1st., 1918 when The Bacon Line announced its intention to run two cargo steamers per week from Wexford.
The shipping interests were not the only ones occupying the minds of the Commissioners that year, they also entered into correspondence with the railway company complaining that the scheduling of mail trains was detrimental to the trade and commerce of Wexford. They requested that the morning mail arrive at 11.30 and the afternoon mail depart at 3.30, thereby giving business people a chance to reply to letters that same day.
In their more traditional role the Commissioners determined to regulate the amount of goods stored on the quays by implementing a charge of Id. Per square yard per week on all goods left on Wexford quays for more than 48 hours. During those years and for many years after Wexford looked at times like a combination timber cum scrap yard with incoming lumber stored beside scrap metal from the foundries destined for Haulbowline.
Not only was the storage of timber on the quays causing problems but also its unloading. The Board received complaints in July 1919 from the Gas Company that a number of their lamps on the quay were being damaged during the unloading of timber. They were asked to contact Capt. Busher who would pass on the complaint with a estimate of cost to the offending parties.
The year 1919 saw J.J. Stafford entering the steamship trade with the purchase of two ships, which he named "5.5. Elsie Annie" after his daughter and "5.5, J.F. V. "after his sons James, Frank and Victor.
In September 1920, Wickham Brothers reported to the Board that they had completed new soundings of the harbour and laid a buoy towards the New Channel that showed 9 inches more water over a muddy bottom.
Modernisation was also affecting the quays in 1920. A company whose name unfortunately could not be deciphered in the minute book, applied to the Harbour Commissioners for permission to erect an Electric Standard opposite their premises to facilitate loading and discharging vessels. They also wished to install an electric bollard for hauling wagons. Both applications were agreed.
Part of the facade of Wexford quays was changed in the early hours of June 18th, 1921 when the courthouse that had stood there since 1805, and thus witnessed the great years of Wexford Port, was destroyed by 3 bombs and the resulting fire during the War of Independence. In the subsequent Civil War, the first Wexford fatality was a man killed by a shotgun blast in nearby Monck Street. Because bombs and fires had made the bridge at Carcur unsafe, a new occupation came into being for some Wexford sailors. James, Tom and Edward Walsh provided a boat in those times to ferry the coffin and mourners from Wexford to the cemetery at Crosstown.
In July of 1923, shipping companies demanded that a reduction in dockers wages of 2/ = per day. This led to a strike in all of the Irish ports, which included that of Wexford. The "People" paper reported, "The shipping merchants of Wexford have suspended sailings consequent on the refusal of dockers to agree to the proposed wages reduction. "
Only ships, which had been at sea at the start of the strike, were unloaded over the following weeks, and this was done at the unreduced wage rate. Although the supply of many basic items ran perilously low in the succeeding months, the dispute lasted until November.
In 1925, a large two masted schooner could actually be moored within the Crescent at Wexford. The railway bridge of that era, enclosing the former 'Deep Pool' could be opened to allow access. There is a photo in existence, of the ship Maria Reid actually in the Crescent in that year. She was later towed to a site off the present bridge where she was scuttled to form a barrier aimed at reducing silting of the cot dock located there.
An interesting entry in the Harbour Commissioners minutes for 1925 was;
"The harbour master reported an interview with the captain of 'S.S. Blarney,' and it was decided to put a full pane of red glass in the gas lamp at Custom House corner and a half pane in the gas lamp at Henrietta Street. "
These were rather primitive but effective navigation guides. The red glass was so positioned in the lamp that if a boat coming up the channel could see only white light she was safe, if however a red beam was seen, course had to be altered until white only was visible.
On Tuesday, February 2nd., 1926 the following account of finances was presented to the Commissioners:-
On Deposit-£1500
Current a/c credit - £128 -16 - 5
on Road Board - £5 -10 - 8
Passed for payment;
James Wadding for st
ones - £6 -12 - 6
James Wadding for carting and spreading stones - £8 - 2 - 0
Wexford Gas Company - £8 - 0 – 0
Invoice P. Radford for 2 uniforms - £10 - 0 - 0
Wickham Brothers for rent of house at Fort - £5 - 0 - 0
Wickham Brothers for rent of flag pole at Fort - £1 - 0 - 0
Post office, phone - £2 -10 -11
Wexford Corporation, water for pilot boat - £2 -10 - 5
Invoice Lett, hire of motor boat for pilot - £6 - 0 - 0
JJ Underwood, tug - £4 -14 - 4
As to a letter received from the Bank, the Commissioners were not in a position to submit any proposals for reducing or paying off their liability at that time. As such a response seems to indicate, revenue from the port was declining and every effort had to be made to attract trade. This meant having the approach channels as deep as possible which in turn required almost constant dredging. But there were other parties opposed to that operation. In October 1927 the Harbour Commissioners received a letter from Meldon and Company, Solicitors, Dublin, threatening to obtain an injunction against such dredging as they pointed out that previous actions of that kind had caused some of the reclaimed land of the North and South Slobs to fall into the sea.
The chairman classed the letter as ridiculous, saying that dredging had occurred before the sloblands were ever there plus the fact that they had jurisdiction over the harbour and were carrying out their statutory obligations.
An indication of work practices under the Harbour Commissioners can be gained from the entry of August 7th, 1928:
"An application was read from Charles Kehoe, night watchman, asking for one weeks absence leave. Mr.
McGuire proposed and Mr. Gaul seconded. His brother to 'stand in'. "
In September 1928, the Board received a copy of plans from the Electricity Supply Board for lighting of the quays and side streets. A small committee was elected to consider them. The question of using steel or wooden poles was also referred to a later date.
Also in 1928 we find the Commissioners paying a sum of money to a pilot who was 'off sick' in order to bring his sickness benefit up to his usual rate of wages. Sickness benefit at that date was 10/6 per week.
The annual inspection of the harbour for 1928 was carried out on July 28th.
The following Commissioners toured the area in the pilot boat: R. Houston (chairman), Capt. Boyle, Capt. Cardiff, Ald. J. Billington, Messrs. J. Browne T.C., J.H. Martin, W.S. Kearney, W. O'Connell, and J. White (secretary). Capt. T. Morris, pilot master, had charge of the boat.
They pronounced themselves very pleased with the inspection, the channel and buoys were in perfect condition and as far as depth of water was concerned it had seldom been better. Their spirits were buoyed by a better set of trading figures than of late, with as many as 6 vessels discharging at the quays at one time during the previous week. Mr. J.J. Staffords cattle service was not alone filling his vessel but turning away the surplus. They awaited the completion of the Shannon Scheme (by the ESB) and hoped to light the harbour from Wexford to the Raven Point. It was remarked that since the break in the banks at Rosslare the 'bar' had actually improved, against all expectations.
Despite this improvement, dredging was still an urgent necessity to keep Wexford open and in the following year we find the local dock labourers sending a memorial requesting the retention of the dredger 'Saxifrage' in Wexford to clean the channel. It was addressed to the Minister for Finance and to Wexford's Dail deputies. All replied saying they would do all in their power to retain the dredger.
In 1930, the lighting of the quays again came up for discussion. The ESB proposed to supply lamps and fittings on any existing standards free of charge. It was suggested that 26 lamps would be required to sufficiently light the quays and that it was the duty of the commissioners to light the quays from sunset, or to midnight, to serve the shipowners. Once again no definite decision was made.
Despite an earlier downturn in trade, the figures for the year ending March 31st, 1931 gave much encouragement. Over the previous 3 years trade had actually increased.
There were 275 arrivals in 1928; 314 in 1929 and 335 in 1930 with tonnage increasing by 8,361 to 61,884
tons between 1929 and 1930.
In 1930 the Wexford Steamship Company had been formed at Paul Quay from J.J. Staffords company and would go on to build up one of the best fleets in Ireland. Also in that year, Wexford Coal Company was enjoying good trade and actually rented the Ballast Bank and its shed for storage at a rate of 5/- per month exclusive of the use of the crane.
Another indication of work practices on the quays was illustrated on November 11th, 1931. John Butler of Bride Street and Matthew Stafford from Ram Street applied for the position of weigh master in charge of the weighbridge at Crescent Quay. Mr. Butler, a disabled ex-serviceman on a pension of 12/- per week offered 2/- per week to hire the weighbridge. Mr. Stafford offered 5/- per week. Stafford was appointed.
The position of Harbour Master was also vacant that year following the resignation of Captain J.
Saunders. The following people applied for the job:
Charles Kehoe, harbour constable, Bride Street; James Carroll, The Faythe; Michael Doyle, Barrack Street; Patrick Hawkins, Michael Street; Captain D. Murphy, temporary pilot, Clifford Street; Captain Thomas Morris, pilot master, Carrigeen Street; William Bent, Bride Place. Edward Wickham, North Main Street.
Mr. Wickham was appointed to the position. Once again one is struck by the addresses of the applicants, only one was from the north side of the town.
In 1931 the Wexford Harbour Commissioners decided to take a half page advertisement in 'Free State Official Handbook.'
From a record of September 7th, 1932, it appears that the previous ESB lighting offer had not been taken up. On the above date they offered to light 26 lamps on Wexford Quay from half an hour after sunset until midnight for £92- 16-10 per annum. They proposed a contract, to run for 3 years. Yet again no decision was taken.
Meanwhile, the board had other matters to discuss. From the minutes of 1932:
"Mr. Walsh said that in the new lavatory on the quay, there was an awful waste of water. The two cisterns were flushing at least every minute and a half - he timed them that morning. In view of the scarcity of water he thought that was not right. It was not necessary to have them flushing that often. "
By 1934 economies in something other than water were exercising the Commissioners minds. In order to reduce the cost of quay staff some wage reductions were agreed. Charles Kehoe, night watchman had his pay reduced from £2-10-0 to £2-5-0. Ironically James Wadding, carter, had his salary increased from £2
to £2-10-0 and he was to employ James Lane as scavenger in place of James Walsh who had retired due to old age. The pilot staff also suffered reduced wages, as was that of the Harbour Master, and signalman.
Meanwhile, the dockers were urging the railway company to have their local coal requirements shipped through Wexford. The Harbour Commissioners urged the Wexford traders to make a similar plea. In reply the railway company said it would not be economic for them to accede to this request.
Despite the trade increase earlier in the decade, the rot had set in at Wexford Port. Only one ship left Wexford in the first week of May 1934, and that was 'Elsie Annie', sailing light to Rosslare to pick up livestock for Liverpool. The only arrival due was a coal shipment for the Gas Company at the end of the month.
The final scheme for the improvement of Wexford Harbour was put forward in 1934. Called the Albetham Scheme, it proposed the building of two walls eastwards from the quays, through Rosslare Spit and terminating a few miles south of Rosslare Point. The Harbour Commissioners adopted the scheme with certain modifications, mainly cost saving. The estimated cost was to be £170,000 and the plans were sent to the Board of Works for examination and if approved, for a grant. At the same time as Bill was proposed to raise the finances necessary for completion of the job. The plan was shelved when the B
oard of Works rejected it because it felt that large sums of money would still have to be spent annually on dredging.
In February 1936, the Harbour Commissioners received a letter from Captain Thomas Morris, pilot master and Patrick Cogley, P. Marlow and J. Harpur pilot staff. In it they applied for a wage increase citing the fact that the earlier reduction was to have been only a temporary measure until trade increased.
They pointed out that the cost of living had increased greatly and that the port trade had been good for the past 9 months, therefore they requested a 10/- per week raise. The Board granted this. These men were still 10/- per week worse off that they had been two years before.
Later the same year the Harbour Commissioners set in motion a plan to purchase F.J. Walsh’s interest in the Chamber of Commerce Building where they were based for the sum of £194.
The financial report for the year ending March 31st, 1937 showed trade on the increase.
Tonnage increased by 1,731 tons giving £76-2-6 more revenue.
Cargo rates increased by £211-9-11.
Sundry earnings were up by £15-0-8.
Pilots earning increased by £55-0-2.
Harbour Police cost only £36 as their numbers had decreased.
The amount due to the bank, however, remained the same as no payments had been made off of it since 1933.
In the Doldrums - The Decline
In the same month, due to the Economic War with Britain, trade was once again gravely reduced and reductions were made in employee’s salaries.
Pilot Master Morris reduced by 10/- weekly.
Harbour Master Wickham reduced by 5/- weekly
Pilot Driver Cogley reduced by 5/- weekly.
Night Watchman Kehoe reduced by 5/- weekly.
Signalman Furlong reduced by 5/- weekly.
Auditor J.C. Loughridge reduced by 5 guineas per year.
The state of the harbour was also causing concern and the dockers requested all candidates in a forthcoming election to a meeting in the Town Hall. They reminded candidates;
Disembarkation- Page 6