"As you are well aware, the Harbour Commissioners went to the expense of having a scheme made out for Harbour Improvement, but it was turned down by the Government, although we were told in election speeches in the Bull Ring two or three years ago the money was there for that purpose. The small amount of dredging which the Commissioners can afford to do out of their own funds each year is useless, and unless a suitable dredger can be obtained to work all the year round, the harbour will shortly close up. "
All of course, promised to do all they could to help if elected.
In 1939, the Commissioners embarked on a plan to purchase a dredger.
Three attempts to negotiate a loan of £3,000 from the Department of Industry and Commerce was unsuccessful.
Later that year, Wexford Steamship Company brought its latest ship to Wexford. 'The Menapia' was decorated with bunting and under the command of Peter McGrath had accommodation for 500 cattle and 500 sheep plus 1,000 tons of cargo. On her first voyage she carried a small dredger for the Wexford Harbour Commissioners. Things appeared to be 'looking up' for Wexford, but the world had other ideas.
Although Ireland was a neutral country, during the Second World War and we called the global conflict
'The Emergency', Wexford ships and sailors often found themselves in the 'thick of the fighting.'
On August 18th, 1940, three German planes attacked the mail boat, St. Patrick, sailing from Rosslare to Fishguard. A bomb narrowly missed the ship and strafing machine gun fire fatally wounded Moses Brennan from Ram Street in Wexford. Within a year, the St. Patrick was again under attack. On Friday, June 13th, 1941, she was on a night sailing from Rosslare when German aircraft attacked from a quiet sky. On that occasion the ship was sunk by the bomb and machine gun attack. The St. Patrick was 18
miles from the Welsh coast when attacked, 29 people including 17 crewmembers died. Among the dead was Michael Brennan of Ram Street, Wexford, son of the man killed in the previous assault.
Meanwhile, much smaller vessels from the port of Wexford were busy on the oceans of the world bringing vital supplies to Irish ports. Among their cargos were oranges that reached Wexford in 1942 for the first time since the outbreak of war. Some of the ships keeping vital supply lines open at great danger to themselves and their crews were, 'Menapia', 'Edenvale' and 'Kerlogue' of Wexford Steamship Company, and Harry Wilson’s 'Begerin' and 'Goldfinder'.
The 'Menapia' made an historic voyage in May 1942 when she sailed alone, protected only by the tricolour painted on her superstructure, to Boston in the United States. This Wexford ship was so small that the tugboats of Boston harbour dwarfed her. In the month of her trip, 38 British ships had been sunk on the same route. The 'Menapia' made two other trips to Boston during the war as well as to Sao Jome in West Africa. Her captain was Peter McGrath of
Maudlintown.
Another Wexford ship, 'Kerlogue' also entered the history
books during the Second World War. At dawn on December
29th, 1943, she was on a return voyage from Lisbon when a
German bomber circled her. The plane signalled that help
was required so her skipper altered course to investigate. At 11 a.m. the 'Kerlogue' reached the site and found a scene of
devastation. Men floated in the ocean clinging to life rafts, life-jackets and pieces of wreckage. She manoeuvred through the obstacles with her crew lining both sides of her deck, grabbing bodies and hauling them on board, for almost 10 hours.
Eventually, 170 German sailors were on board the Wexford ship. Not being very large, they had to be packed into every nook and cranny on board. A.B. Thomas Grannell had to steer the ship from a wheelhouse containing 14 extra bodies. There was naturally, an immediate drain on food, water and warm clothing but the code of the sea prevailed among these mariners and everything was shared.
Normal practice for Irish shipping in those perilous days was that vessels on foreign routes should call to Fishguard before returning to their homeport, but Captain Donohue, steered a course direct for Cobh with his rescued sailors. He cut radio contact in order to avoid British orders and finally landed his charges at Cobh at 2.30 a.m. on New Years Day, 1944.
Two months later, another ship out of Wexford, the 'Cymric' was not so fortunate, it disappeared en route in February 1944 with its crew of 11, six of whom were Wexfordmen.
Wexford sailors suffered many attacks during the war years, they were among the crews of 'Irish Pine'
and of the hospital ship 'St. David' which was sunk off Anzio. The 'Edenvale' was attacked no less than four times and the 'Kerlogue' and 'Menapia' once each.
A memorial to the Wexford seamen who died during the war is located at the Crescent and includes the names G. Furlong, J. Spanner, P. Bergin, J. Brennan, J. Crosbie, K. Furlong, W. O'Rourke, M. Tierney, P.
Bent, P. Cleary, M. O'Neill, S. Smith, E. Barry.
Of the little 'war ships' of Wexford, 'Edenvale' was sold to Dakar, West Africa, in 1949, Kerlogue' to a Norwegian Company, She was wrecked in 1960 and the 'Menapia' was sold to Greece and was wrecked in 1971.
During the war years, the life of Wexford Port continued. Despite heroism and deaths of Wexford sailors, the ordinary, mundane tasks of making a harbour viable went on.
On February 12th, 1940, Mr. Billington asked if the Commissioners could bring about the inflow of general cargo to the port to benefit local traders and the port itself. The chairman believed that prevailing conditions were against it but perhaps things would improve later.
Also in 1940 a new Harbour Constable was to be appointed from 5 applicants, Nicholas Connolly, Talbot St.; James Morris, Wygram Place; John Malone, The Crescent; James Layne, Croke Avenue; John J.
Connolly, Macken Street. The minutes state that Mr. Connolly was selected - but do not specify which Mr. Connolly.
An increase in pilotage rates from 4 ½ d. to 6 ½ d per ton requested by the government was contested by local shipowners. Meanwhile accounts for the year to March 31st., 1940 were published.
Tonnage down by 2,666 tons.
Cargo rates less by £120 -11 -10
Sundry earnings less by £18 - 6 -10
Pilotage down by £41 - 3 - 5
Costs were also down:-
Quay upkeep, less by £82 -10 - 7
Buoys and beacons less by
£26 -16 - 4
Harbour police down £2-
10-7
Salaries and general
expenses less by £68 - 9 - 9
A dredger had been
purchased with a loan of
£2095 - 10 - 0 which
increased liabilities but the
savings caused by its use
would cover interest
charges. No money had
been paid off the bank debt. The pilots requested a 10/ = per week raise, this was deferred to the committee.
This trend is reflected in the report on proceedings of Wexford Harbour Board published in the "People"
of January 22nd., 1941.
"The Town Clerk forwarded an account for the maintenance and lighting of the Harbour streets for the year 1939 and for water sold to ships. The letter stated that the account was long overdue. The account amounted to £90, of which £17-10-0 was for water.
Ald. McMahon - The thing is it isn't all sunshine with the Harbour Board at present, £90 is going to clean us out.
Mr. Saville - If we had the money we would be only too glad to pay it. We haven't got it at present.
It was suggested that the account in respect of water be paid, and explain that they could not pay the remainder at the moment. "
The Board agreed that the Chamber of Commerce could be used as a First Aid Post in the event of attack but that such use should not interfere with amenities of the club.
A case in the Wexford Circuit Court in May 1942 illustrates something of the life of a marine widow.
Mrs. Elizabeth Shuddall of Hill Street applied for some of the £600 lodged in court as compensation for the
death of her husband in an accident on the London registered ship 'Asherest.' He had been aged 38 and was an Able Seaman earning £15 -12 - 6 per month including food and war risk.
His Lordship allocated £430 as follows £220 to the widow, £20 to John and Charles, £30 to William and
£70 each to Mary-Kate and Francis.
Tonnage at the port again decreased in the year 1941 - 1942. The decrease according to the auditor was in the region of 10,809 tons with receipts down by £318 - 6 - 7 and cargo rates lowered by £278 - 10 - 9.
Considering the prevailing war conditions, the Commissioners were to be congratulated on ending the year with a relatively small deficit.
In July 1942, the local newspaper paid tribute to James J. Stafford. The report described him as a 'big'
man in more than one sense, standing 6 foot 1 in his stocking feet and at 82 years of age, not losing an inch of that stature. He was also referred to as big in achievement during a long and busy life. He was the grandson of an evicted tenant who with little material wealth began work as a clerk in Wexford Dockyard. In those days when work began at 7 a.m. he witnessed the huge sailing fleet of his native town but he was able to realise the future lay in steam and it was into that branch of shipping that he moved. By the outbreak of World War One, his steamship company was sailing to the Black Sea and to Baltic ports.
In the Second World War some of his craft sailed to America for to keep supplies to Ireland running.
Stafford was described as a robust man with a firm face and close cropped white moustache and wrinkles around deep set eyes. The company at that stage was in the capable hands of his 3 sons.
In July 1943, Harbour Commissioners minutes refer to another albeit smaller shipping business, but just as essential.
"An agreement was read from Mr. Elgee, Solicitor, between the Harbour Commissioners and John Murphy 98 (or 198) The Faythe with reference to Ferryboat, the number of passengers to be limited to 12
and a ketch boat to be used as the ferryboat. The Board agreed this to. "
This refers to the years when the nearest bridge across the Slaney was at Carcur and even that was in bad repair with strict traffic regulations.
The impoverished state of Wexford Port in 1944 was the subject of discussion at a meeting of Wexford Corporation, which was attended by a deputation from the Harbour Commissioners comprising of W.V.
Stafford chairman and J.J. Scallan. Under discussion, was the matter of State Aid for the harbour during
'The Emergency.'
Mr. Stafford referred to the lamentable state of the harbour during the previous 3 or 4 years. The dredger had not been working and the channel was in a very bad way. As matters stood the harbour would not be able to take tonnage when supplies became available. Revenue was estimated at £466 for the following year with expense calculated at £2,173. It was agreed that a minimum of £2,173 -10 - 0 would have to be raised by some means to maintain the harbour. It was suggested that the money be got by way of rates with the County Council as well as Corporation joining together.
Ald. Byrne stated that the harbour had been a great source of revenue for the town, while the mayor recalled that Wexford sailors had gone all "over the world and many had achieved prominent positions abroad. The mayor further remarked that Wexford Port was Wexford.
With the ending of the war, the port returned to normal, or as near normal as a declining port could.
Shortly afterwards, the matter of the Crescent again exercised the minds of public representatives. In that year and 4 years later, it was suggested that the Crescent be converted into a swimming pool being drained each night and filled by the incoming morning tide. There is no record of any further action on the proposal.
Meanwhile dredging continued in the constant battle to keep Wexford trading. For the 'umpteenth' time the Harbour Board applied to the Department of Industry and Commerce for a grant to hire a large dredger. It was pointed out that once it had been deepened, their own small dredger could maintain the channels depth.
In November 1949, there were only 5 arrivals at Wexford Port giving a revenue of £89 -19 -1 of which wages took £71 - 4 - 0, such was to be the trend for the following years with arrivals seldom exceeding 15
per month.
On April 1st., 1950 Wexford Quay officially became a main road and thus left the jurisdiction of the Harbour Commissioners and came under control of Wexford County Council.
Throughout the fifties the trade of the port continued to decrease. The trawlers became the predominant vessel on the quays. Wexford sailors were scattered to the shipping companies of the world or else were engaged in the fishing industry. Some of those men donated a statue of Our Lady, Queen of the Sea, to the St. John of God School, the Faythe, in 1954. The statute looks out on the lower harbour area, and perhaps echoes the purpose of the old St. Michaels Church, which their Viking ancestors had viewed as the departed from or arrived at Weissfiord.
Another statue was unveiled at Wexford in 1956. It was a gift to the town from the people of the United States of America and commemorated our contribution to the American Navy. John Barry who was born 10 miles from the town but probably learned his sea-faring skills at the busy Wexford Quays had gone on to fight in the American War of Independence and become 'Father of the American Navy.'
Unfortunately, the port that the bronze Barry looked out at had changed very much from that seen by the young Jack Barry less than two centuries ago.
In March 1963, a small headline in the local newspaper, The Free Press' noted; PORT CLOSED
DUE TO BAR
The port of Wexford is gone. Never more will the children of the town marvel at the sight of ships bearing the names of ports only known to them from school geography classes. Little will they know that for hundreds of years children in America, Russia and Africa looked at ships and saw under the name, "Wexford," and perhaps wondered "Where is that place Wexford?"
Eyewitness to Wexford Port
JohnWalsh
One of those interviewed for this book was John Walsh of William Street. I spoke to him as he sowed potatoes in his garden at the sprightly age of 89 years and he recalled a trip on board the 'Maria Reid'
about 70 years ago.
He related how he had sailed on that old schooner under Captain Carroll of the Faythe. The crew called him "Captain Kittle" for some reason now long forgotten. Also on board was the captain’s son as Boy and Phil Gaul, Able seaman. The Mates name is gone from his memory. The trip in question was to Saundersfoot in South Wales to collect a cargo of coal for the Wexford malt houses. In those days of declining trade every effort was made to ensure a profitable trip and the maximum possible cargo was stowed. This left the vessel low in the water as she struck for home. Then a storm blew up causing water to lap onto the deck, so the captain brought her into shelter at Milford for a few days before heading into open sea. Eventually they got underway again but were caught in tidal eddies and the crew had to push bags of sawdust into the scuppers to keep out the water.
Soon the old schooner was taking water so badly that not only had the scuppers to be cleared, but John had to take a mawl and knock some of the timbers out of her to help the water to drain. Meanwhile all hands were on the pumps, clearing the hold as Captain Carrol steered looking for the Tuskar Light. Later that night, the crew noticed coal dust in the pumped water, showing that the water level was dangerous in the hold. With that it was decided to 'run for Fishguard.' The only consideration then was to save themselves and the craft as well as possible. With that in mind they ran the 'Maria Reid' onto the beach at Fishguard. The crew and cargo were safe and with the assistance of men sent from Wexford the ship was
'corked' and refloated within a short time and returned to Wexford.
Apart from his time at sea and working in 'The Star' and for a ships carpenter, John Walsh had another watery passion - sailing his boat the 'Fair Do' in regattas.
'The Fair Do' was the favourite of many of the Wexford people who followed
the regattas, an integral part of the life of any sea port. Indeed, John remembers the rivalry when sailing her at Rosslare in about 1940.
The stewards classed her as being longer than the allowed 21 feet, but he insists that she measured only 20 feet 10 inches. Well he remembers sewing and making her sails at the top of the New Lane. The boat is recalled in the song The Fair do which ends,
"When they brought her ashore and stepped out on the strand The lads down from Wexford shook them all by the hand,
It was a great race boys, but between me and you,
I doubt they had steam in the clipper Fair Do. "
The word doubt meant 'believe' in the common usage of the area. Her crew on that day was John Walsh, his brother Jim and Eddie Daly. The name Fair Do has since been taken by a bar on Paul Quay.
John's brother Jim or James referred to above, was one of the last people in Wexford to carry on the trade of sailmaker. He worked for a time for the Wexford firm of Lamberts, coachsmiths and boatbuilders and in 1922 with his brothers provided a ferry service for funerals to Crosstown.
As I spoke to John, we sat in the "Crow's Nest, " a hut like structure on the banks overlooking the cot safe at Batt Street. From this shelter built by local men as a pleasant meeting place, we looked out over the entrance to Wexford Harbour and he spoke of the people before his time who had built the 'safe' and of two men building the old breakwater. He pointed out the 3 white posts visible over near the pump house at Ardcavan which are still used as navigation aids along with two perches near Maudlintown which, when seen as one, indicate that one is in the proper position to negotiate the channel. He also recalled the names of some of the buoys such as 'Molly's Buoy' and the 'buoy of the lumps.' During his lifetime he remembers the trees being planted at Raven Point, John Redmond planning to cut a new harbour entrance across the burrow at Rosslare and of course the destruction of Rosslare Fort.
Disembarkation- Page 7