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L A T E S T P O S T S
The Cursed Ship “Woodstock”
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Some Ballinlammy, Glenmore, Moran Family Photos
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Finding an Answer Regarding Mother Jones (c. 1837-1930)
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Archaeology Around Glenmore
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From Danny’s Files: The Early Public Transport Through Glenmore
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Founder of Glenmore History’s Anniversary
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An Unusual Glenmore Grave: The Brereton Family
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The Plight of Richard Fitzgerald (1793-c. 1860) of Aylwardstown, Glenmore
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The 1882 Contested Application for a Glenmore Pub
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From Danny’s Files: Rev. Fr. John Fitzpatrick (c. 1758-1835) P.P. of Slieverue-Glenmore
The Cursed Ship “Woodstock”
Danny Dowling (1927-2021) for over 70 years recorded what people told him about Glenmore or other places in the Southeast of Ireland. Most of the time he recorded the name of the person who provided information, the date and place of their conversation. Often the notes Danny made were recorded in small notebooks he carried or on the back of documents or on envelopes etc. Danny jotted down notes whenever he encountered anyone who was willing to share information whether it was on the bus, in a pub, in a shop or café or on the street.
One of the notes that Danny recorded concerned “Catherine White” who died on 15 March 1940 at Malgrove Road, Ferrybank when she fell off of a roof. She was aged in her seventies and was married to Paddy Freeman. In September 2025, a Freeman family member contacted us with a correction. Catherine Freeman née White did not die from falling off a roof. Her husband Paddy Freeman died on 6 October 1900 after he fell from the roof of the Waterford Tramore Train Station. He was employed as a carpenter for the railway and was repairing the roof when he fell to his death. See our F Surname page for the newspaper account of his Inquest.
Peter White (1816-1862) and Mary White née Cavanagh (c. 1814 -1881)
This correction led to some of the most interesting research concerning a cursed ship called “Woodstock.” Catherine Freeman née White’s parents were Captain Peter White (1816-1862) of Rosbercon and Mary Cavanagh (c. 1814-1881). Her parents were married at Rosbercon on 21 February 1844. Unfortunately, the marriage record does not provide the names of their parents nor does it provide the address of the bride.
Mary White née Cavanagh (c. 1814-1881)
We believe that Mary White née Cavanagh may have been the daughter of John Cavanagh and his wife Bridget Ribby of Ballyveria, Glenmore who was baptized on 4 April 1815 at Glenmore. If so, she had a brother Patrick Cavanagh baptized 5 March 1811, at Ballyvera (sic) Glenmore.
Known Children of Peter White and Mary White née Cavanagh
Catherine Freeland née White erected a headstone in the Shanbogh Cemetery that provides some information concerning her parents, her husband and her siblings, Martin, Johanna and Mary Joseph. See our Roots page for a photo of the headstone and transcription of the inscription. The other names were obtained from baptismal records and reflect the family moved to Waterford City and then to Slieverue. One of their addresses in Waterford was on Phillip Street off of the Manor (1847 Tithe Applotment Book, The Manor, Waterford City).
[1[ Nicholas White, bapt. 13 Nov. 1844 at Trinity Within, Waterford
[2] Peter White, bapt. 4 January 1847, St. John’s, Waterford
[3] Martin White, bapt. 9 Sept. 1849 at St. John’s, Waterford died 2 July 1882, aged 53 (per the death register Martin White of Rose Lane, died in the Lunatic Asylum of TB).
[4] Mary Joan, bapt. 11 July 1852, St. John’s, Waterford, died young.
[5] Johanna White, bapt. 18 Oct. 1855, Slieverue died 10 Aug. 1893, aged 33.
[6] Catherine Whyte (sic) bapt. 14 June 1858 at Slieverue. Kate White married Patrick Freeman at Slieverue on 28 September 1891. Patrick Freeland died 6 October 1900 aged 38 years. Kate died 15 March 1940.
Capt. Peter White (1816-1862)
Records associated with the British Merchant Navy provide that Peter White was born on 11 March 1816 at Rosbercon. He first went to sea around 1831 or about the age of 15. He obtained a Masters Certificate of Service (No. 48.536) on 1 February 1851 at Gloucester. From newspaper articles and his daughter’s obituary Captain Peter White worked for the William Graves & Sons, shipping company of New Ross, Waterford and Liverpool.
The firm of William Graves and Sons owned and operated ships which traded between U.S. and Canadian ports and those in Britain and Ireland. They carried goods such as timber from Canada and tobacco, molasses and cotton from the United States. During the Famine and other periods of emigration they loaded their western bound ships with emigrants. The usual routine was an eastward voyage from Canada or the U.S. to Liverpool where the cargo was discharged, The ship sailed to New Ross where emigrants were taken on for the return journey. (Jim Rees (2006) “Surplus People from Newcastle and Ballyvolan,” 5 Greystones Archaeological & Historical Society). From 1861 to 1865 the southern ports of the United States were blockaded by the Union Navy as the country engaged in a bloody Civil War. This blockade foiled the shipping of cotton, tobacco and curtailed molasses all southern commodities.
“The Bolivar of Waterford”
While researching James O’Neil (1857-1933) of Rochestown, Glenmore, who went to sea as a young man, Captain White was the master of a ship called “The Bolivar of Waterford.” It was a barque. [A barque is a sailing ship with three or more masts with the fore mast, mainmast, and any other masts rigged with square sails. It was a popular type of ship because it required a smaller crew.]
The Cork Examiner (10 Oct. 1842, p. 4) reported that emigrant ships “Despatch” and “Boliver” from Waterford arrived at Quebec in September 1842. In 1848, Lloyd’s List (11 March 1848, col. 8) reported on Reports from the Receiver, under the Salvage Act at Ramsgate on the 8th of March. “BOLIVAR (Bark) of Waterford, in Penarth Roads; deposition of Peter Walsh, Master [1485]. This was also reported in the Shipping and Mercantile Gazette (Tues. 14 March 1848). It is assumed that there were queries regarding the condition of this ship, and Captain White was deposed regarding same. In December 1848 the “Bolivar of Waterford,” was put up for auction under the mortgagees. The ship was built at Milford (Prince Island) in 1826.
The brig “Velocity of Waterford”
Four years after leaving the Bolivar, the Waterford News (Fri. 2 January 1852, p. 3) published the following article regarding Captain White and the brig “Velocity of Waterford.” [A brig was a two-masted ship with square sails on both masts. Brigs were popular because of their s were favored for their speed and maneuverability.]
“The brig “Velocity,” Captain Peter White 56 days from Waterford, with 72 passengers (all well), arrived New York on the 9th December. The “Velocity” experienced strong Westerly gales during the whole passage, and had a New York pilot on board several days, unable to get in. Three days previous to her arrival here, she was in Philadelphia river, being forced to run there in a gale of wind. The passengers speak in high terms of the kindness and attention paid to them during their perilous voyage. The “Velocity” is taking in a cargo of wine and rum at this port for Dublin” (Waterford News, Fri. 2 January 1852, p. 3).
The “Woodstock of Liverpool”
The Waterford News & Star (Fri. 20 Feb. 1863, p. 3) reported on the death of Captain White in November 1863. It appears that another ship saw the “Woodstock” and stopped to provide aid. Captain White and a seamen were reported dead, and 14 of the crew were ill with scurvy. The date of the deaths were not reported in the newspaper.
“Caldera, Jan. 4—The ship Swansea, Woods, master, which arrived here on the 25th ult., from Swansea, reports having descried a ship in distress Nov. 29th, in lat. 51 def. S., and long. 70 deg. W.; they bore down upon her, and found her to be the Woodstock, ship, of Liverpool, from Sunderland for Calao, 169 days out, with master (White) and one seaman dead, and 14 others of the crew down with scurvy, only 6 being able to work. Supplied them with potatoes, pickles, and a chart of the Falkland Isles, where the Woodstock intended to fetch.
“The ship Woodstock, mentioned above, is the property of the Messrs. Graves, of Waterford, New Ross, and Liverpool, and the numerous class of citizens, to whom the late master, Peter White, was known, will read with the deepest regret of the demise, under such melancholy circumstance, of as sterling and upright a seaman as ever sailed over the perilous ocean. Gentle, generous, and humane were the combinations which guided the conduct of his life, and in his death the desolate family which he has left in this city to mourn over his fate, will ever have cause to deplore the loss of a husband and a father of the most estimable and enduring qualities. The deceased had been for about 15 years in command of ships trading from this port and elsewhere to North America.“
The other man who died on the “Woodstock” in November 1862 was William Thomas Hepton, the son of Mr. Hepton, druggist, of Whitby (Yorkshire Gazette, Sat. 18 April 1863, p. 9).
“Woodstock” Placed for Sale
In general, inquests for deaths at sea were held in the home port of the ship. The home port of the Woodstock was Liverpool. In searching for reports of inquests in Liverpool newspapers etc, it appears that the Woodstock never returned to Liverpool. In the shipping intelligence reports published in 1863 and 1864 the ship sailed to New York and then on to Quebec where it was placed for sale. It was for sale from at least September to November 1864.
The sale ad provides a good description of the ship. It was built in Quebec in 1850 of the choicest “Heckmatac.” (sic) It had a coppered clad hull, and held an A1 class in red, of 375 tons. It was 151.7 feet in length; 31.4 feet in breadth and 21.9 feet in depth.
The Demise of the Woodstock
The Woodstock was sold and its home port became Hull in the UK. In early 1868, the Glasgow Evening Citizen (Mon. 20 Jan. 1868, p. 2) (see also Freemans’ Journal, Tues. 21 Jan. 1868, p. 3) reported on the destruction of the ship and the murder of its Captain.
“THE LOSS OF THE SHIP WOODSTOCK. The Eastern Morning News says that this vessel was reported wrecked about three weeks since at Manche d’Epic; that eight or nine men were drowned, including the captain and two mates; and that the remainder had saved themselves on some timber, but were badly frozen. From the following letter it will be seen that the captain’s body has been recovered and that in all probability a cruel murder has been committed. It is very evident that a mutiny had broken out, and that the ship was lost in consequence.”
“Fox River, December 16, 1867.
Wm. Hyman, Esq., J.P., Grand Greem. Dear Sir, –This is to inform you that our men and boat from the wreck Woodstock have brought four wrecked seamen, including the chief surviving officer. All their feet are badly frozen. There still remain two at the place where they were wrecked, one of whom will attempt to come down in about ten or twelve days; but some say it will be some time yet before he can be moved. It appears when the body of the captain was found he had his throat cut, and it is supposed be had a great deal of money about his person. —ln haste, yours, JOHN DE ST. CROIX.”
The Leeds Mercury (Sat. 4 Jan. 1868, p. 11) reported on the loss of the Woodstock and her crew. “The following dispatch was received at Hartlepool on Sunday—’Quebec, Dec. 13—The ship Woodstock, Captain Caswell, from this port to Grimsby, has been totally wrecked near the Magdalen River, Gaspe. Cargo strewn along the beach. Master, two mates and five men drowned. Ten men saved, badly frozen.‘”
The Woodstock, of Hull, was bound from Quebec for Grimsby with a cargo of timber. It was reported that eight of the seamen of the wrecked ship Woodstock arrived at Hamilton, Ontario, from Mount Louis. Five of the seamen had to be left at Mount Louis because they were too ill for removal. People in that neighbourhood are in a state of destitution almost incredible (The Hamilton Spectator (Ontario, Canada), Wed. 15 Jan. 1868, p. 2).
“The names of the men drowned by the wreck of the ship Woodstock, of Hull, are John Caswell, aged 30, master, Hull; William Hallet, 35, mate, Liverpool; John Farr, 29, second mate, Hull; William Currie, 28, steward; William Elliott, 35, able-bodied seaman; R. Davies, 30, able-bodied seaman; L. Foote 17, ordinary seaman and James Kelley, of Quebec” (The Hull Packet, Fri. 3 Jan. 1868, p. 6).
Apparently Captain John De St. Croix’s determination that Captain Caswell was murdered did not lead to a murder trial, or at least one was not reported in the various newspapers that reported on the ship wreck and loss of life.
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Please send any corrections or additional information to glenmore.history@gmail.com .
Special thanks to Gerald Warren for his assistance with this research, and Kieran Cronan of SETU for his assistance with the Wm. Graves and sons archive.
Dr. Kathleen Moore Walsh
Some Ballinlammy, Glenmore, Moran Family Photos
Special thanks to Robert Moran for sharing some of his family photos and correcting a typo and error on our post of 26 March 2023 regarding his great aunt Sr. Mary Theresa “Nellie” Moran (1925-2005). See our post of 26 March 2023 for details regarding the Moran family of Ballinlammy, Glenmore.
The Moran Farm of Ballinlammy, Glenmore
Please send any corrections, additional information or photos to glenmore.history@gmail.com.
Dr. Kathleen Moore Walsh
Finding an Answer Regarding Mother Jones (c. 1837-1930)
Several years ago, I was driving Danny Dowling (1927-2021) to a book fair and inquired if he had read anything of interest since our previous outing. Danny replied that he had read an article about Mary Harris Jones. I did not recognize the name, and Danny expressed amazement that I was not familiar with the greatest labour leader in American history.
After a good bit of teasing centring on my lack of education, Danny began to recite in detail the life of Mary Harris Jones. When he stated that her husband and four children died in a yellow fever epidemic it finally struck me that he was referring to “Mother Jones” an influential organizer for the United Mine Workers of America in the early 20th Century. I don’t think I ever knew her real name. She was always known as Mother Jones and is also known for fighting child labour. She led a march of children to Washington during Teddy Roosevelt’s presidency to protest the use of child labour.
I mentioned to Danny that Mother Jones is buried in Mount Olive, Macoupin County, Illinois, just off of Interstate 55 with informational signs on Interstate 55. (I-55 replaced the famous U.S. Route 66 between Chicago and St. Louis). Danny asked why she was buried there, and I had no answer until now. Last week while visiting Southern Illinois, I went to the grave and memorial erected for Mother Jones. I also visited the Illinois Coal Museum, of Gillespie, Illinois, which features several interesting mining displays including one of a life size cut out of the tiny Mother Jones. For a concise biography of Mother Jones’s work see, the AFL-CIO website. For a virtual tour of the Illinois Coal Museum see their webpage.
The Tragic Widow Found a Purpose
After the tragic deaths of her husband and children in 1867, Mother Jones for the remainder of her life dressed in black. It was only at her funeral that she wore a different colour. Mother Jones was laid out and buried in a lilac dress. A few years after her family’s demise her dressmaking business was destroyed in the Great Chicago Fire of 1871. She began to work as a union organizer and travelled the country. She referred to the coal miners as “her boys.” She also mobilized their wives and children to support the miners.
In 1897, she was dubbed “Mother Jones.” She was around 60 years of age. Historians have found her baptismal record in 1837 parish records in Cork, but she often gave her birth year as 1830. It is likely that she may not have known her exact date of birth.
Why Mount Olive, Macoupin County Illinois?
According to a large plaque listing various unions and others who donated to the memorial, Mother Jones asked to be buried with “her boys” who died in the Virden, Illinois, Massacre.
“When the last call comes for me to take my final rest, will the Miners see that I get a resting place in the same clay that shelters the Miners who gave up their lives on the hills of Virden Illinois on the morning of October 12, 1898 for their heroic sacrifice of their fellow men. They are responsible for Illinois being the best organized State in America. I hope it will be my consolation when I pass away to feel I sleep under the clay with those brave boys.”
The Union Miners’ Cemetery has an interesting history. It only came into existence in 1899 as a burial place for the members of the Miners’ Union killed at Virden in 1898. Apparently, the person or family that donated land to the nearby Mount Olive Cemetery objected to a memorial or memorial services for the miners. The Union decided to buy land for their own cemetery and several of the Virden miners were dug up and transferred to the new Union Miners’ Cemetery. For further details see Macoupin County, Illinois, Genealogy Trails webpage.
Although Mother Jones was always buried in the Union Miners’ Cemetery once the monument was built she too was moved to her present resting place. The feature photo above shows the flowers placed on the foot of her grave in the front centre of the large monument.
The Virden Massacre
At the Mother Jones’s Memorial, the Battle of Virden is referred to as the Virden Massacre. It occurred on 12 October 1898, after the Chicago-Virden Coal Co. rejected a nationwide agreement with the United Mine Workers of America. The agreement gave miners a wage of 40 cents per ton. Work was also to be reduced to 48 hours per week (comprised of 8 hour shifts in a 6 day week). The Virden mine was one of the biggest in Illinois; it employed 400 miners.
The Chicago-Virden Coal Co. locked out miners unwilling to accept the 30 cent a ton rate it offered. A strike ensued and an armed stockade was erected around the mine entrance indicating that the company was aware that the situation likely would turn violent. By the time of the massacre most of the local miners had been out of work for over a year.
To break the union and get the mine operational again, the Chicago-Virden Coal Co. hired 105 non-union black Alabama miners at 30 cents per ton. The Chicago-Virden Coal Co. failed to tell the black miners that there was an ongoing strike at Virden. As the Company shipped the black miners north by train members of the Thiel Detective Service Co. boarded the train in East St. Louis, Illinois armed with rifles.
The Company demanded that Governor Tanner send troops to protect the strike breakers and mine property. Tanner responded, to the sheriff of Macoupin County that “as long as the coal company persists in importing labor I will not furnish troops unless rioting occurs.” It was alleged by some newspapers that Tanner did not send troops because he was seeking votes from the labour element (The Daily Review (Decatur, IL) Tues. 29 Nov. 1898, p. 4).
When the train arrived in Virden it was swarmed by about 1,200 armed local miners. Both sides blamed the other for firing the first shot. The gun battle lasted for 15 minutes and left 13 people dead. Eight of the dead were local coal miners, four of the dead were mine “guards” and a switchboard operator of the railroad was killed. There were also a large number of men injured on both sides. It was reported that 30 other local miners were also shot but survived. The black Alabama miners were apparently not harmed and removed from the area. If memory serves me these men were abandoned in E. St. Louis by the Chicago-Virden Coal Co. and had to make their own way back to Alabama.
For further information concerning the Virden Massacre see, the National Public Radio (NPR) Illinois webpage .
Tanner Sends Troops
It must have come as a surprise to the greedy Chicago-Virden Coal Company that Governor Tanner sent several hundred soldiers to Virden and ordered them to stop the unloading of any “imported miners.” The troops were to preserve peace and protect life and property of “bona fide citizens” and disarm every person having arms (The Champaign (Illinois) Daily News, Sat. 15 Oct. 1898, p. 1).
Virgil Bishop, a Virden miner, filed a complaint charging various officials of the Chicago-Virden Coal Co. and their armed guards with conspiracy to murder and murder. It was anticipated that the families of the dead miners and the injured would file personal cases for damages also against the officials. To keep all trains from being stopped and searched the railroad quickly reached an agreement with Governor Tanner that they would not assist the Chicago-Virden Coal Company in further attempts to transport armed men or “imported miners” to Virden (Streator (Illinois) Daily Free Press (Sat. 15 Oct. 1898, p. 1).
Membership in the United Mine Workers of America soared. Within a month the Chicago Virden-Coal Company bowed to public and political pressure and agreed to the terms of the national agreement.
The Death of Mother Jones
Mother Jones died on Sunday, 30 November 1930 near Washington, D.C. The contemporary newspapers gave her age as 100 and just previous to her death she helped celebrate her 100th birthday. “For more than 60 years she was one of the most peaceful and militant personalities with which capital and labor had to deal” (Henderson County Graphic-Reporter (Stronghurst, Illinois)(Thur. 4 Dec. 1930, p. 4). At the time of Mother Jones’s death, Emmaline Pitt, United State’s Commissioner connected with the Office of the Secretary of Labor wrote, “She stood for all that was noblest and best in womanhood, for the defence of childhood believing as Christ taught, ‘Inasmuch as ye have done it unto the least one of these yet have done it unto me’” (Belleville (Illinois) Daily News Democrat, Mon. 1 Dec. 1930, p. 2).
Pursuant to her wishes Mother Jones was laid to rest in the private Union Miner’s Cemetery at Mount Olive, Macoupin County, Illinois. Notwithstanding it was during the Great Depression of the 1930’s a large memorial was built for the miners killed at Verdin and Mother Jones.
Mother Jones’s Quotations
“Pray for the dead and fight like hell for the living!”
“I’m no angel, Get it straight. I’m not a humanitarian, I’m a hell raiser.”
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Please send any corrections, additional information or photos etc. to glenmore.history@gmail.com .
Dr. Kathleen Moore Walsh
Archaeology Around Glenmore
The National Monuments Service has a Historic Environment Viewer (HEV) that allows a person to look at archaeology in the townland where you live or where your ancestor lived. In the upper left corner just type in your townland e.g. Rathinure, Glenmore, Kilkenny. The HEV is a free digital service provided by the Department of Housing, Local Government and Heritage.
Some of the most common archaeology recorded in the parish of Glenmore and adjacent parishes include: [1] standing stones; [2] fulacht fia; [3] Ballaum stones: [4] ringforts/raths; [5] barrow mounds.
[1] Standing stones are also call gallauns or menhirs. They can stand alone or be part of a group of stones. There are over 5,000 standing stones recorded across Ireland. Theories abound regarding their purpose, from pre-historic burial markers to markers of tribal boundaries or paths. It is believed that they were erected during the late Neolithic and Early Bronze age, roughly 3,300 B.C. to 1,200 B.C.
The photo below is of the Three Friars standing stones of Smithstown, Tullogher, Kilkenny. (Photo by Kieran Campbell).
[2] Fulacht fia were pits dug into low lying ground. Sometimes these pits were lined with stones or wood. Often cracked stones are found heaped nearby suggesting that the stones were heated in a fire and placed in the water in the Fulacht fia. There are numerous theories regarding the purpose of the fulacht fia. Originally it was believed that meat such as venison was boiled in it. Other people have argued that it would be easier to roast the meat over a campfire. It has also been suggested that these were brewing vessels, bathing spots or dye vats. It is believed that the majority of fulacht fias were built during the mid– to late Bronze Age roughly, 1500 B.C. to 500 B.C. Because they are mainly earthen they are easily damaged or destroyed. There have been about 7,000 fulacht fias recorded in Ireland.
[3] Ballaum stones are large stones with one or more man-made bowl-shaped depressions or basins. The Irish word bullán means bowl. These stones are often found around early Christian monastic sites, holy wells and ancient churches usually from the Early Medieval period roughly, from the 5th through 12th centuries. A good example of a Glenmore ballaum stone is the “headache stone” adjacent to Kilcolumb Church ruins which is featured above.
[4] Ringforts or raths are very common. There are about 1,200 raths recorded in County Kilkenny. It is thought that raths were the dwelling places of farmers from about 500 to 1000 A.D. Although they vary greatly in size they were circular mound structures and were often located near important routes and resources. Some raths had one ditch others had two or more ditches. Excavations have revealed that raths were used for more than just shelter. It is thought that that in addition to shelter for farmers, livestock and crops raths often had workshops such as for the production of pottery and metal works. In some parts of Glenmore all the raths in the townland were within view of each other possibly to provide security.
[5] Barrow mounds are prehistoric burial monuments. They are usually circular or oval of earth forming a mound. They are usually encircled by a ditch. Barrow mounds in Ireland usual date from the Bronze Age to the Iron Age or roughly from about 2400 B.C. to 400 A.D. They are not nearly as old as the Neolithic passage tombs such as Newgrange. The National Monuments Service has divided the barrow mounds into seven types. There are over 3,000 barrows recorded across Ireland. Due to the fact that Barrow mounds are usually surrounded by a circular ditch they are often mistaken for raths.
New Infrastructure Findings : Ballyverneen, Glenmore
When new infrastructure is being built, such as roads, archaeologists are employed to check the infrastructure site for archaeology. During the construction of the 14 km New Ross by pass, 35 previously undocumented archaeological sites were found. Unfortunately, for Glenmore only a small fraction of the 35 undocumented sites were in Glenmore and were not considered significant. Of the 16 townlands involved along the by-pass route four townlands were in Glenmore including: Jamestown, Graiguenakill, Forestalstown (sic), and Ballyverneen.
There were three Ballyverneen sites. Ballyverneen 1 was easternmost and consisted of a short linear feature and a shallow pit. Ballyveneen 2 consisted of three small pits which contained charcoal rich fills with flecks of burned bones. Ballyverneen 3 contained a curvilinear feature with burned material in the fills and a further three features of uncertain archaeological significance. (See the Archaeological Excavation Report, E4531, Ballyverneen 1,2, 3, Co. Kilkenny). It is believed that charcoal was being produced at the Ballyverneen 2 site. See generally, Digital Repository Ireland website (DRI).
Other helpful websites to learn about sites in your townland include: the Kilkenny Digital Archive, Excavations.ie; and TII (Transport Infrastructure Ireland).
For further information concerning the New Ross Bypass excavations see, James Eogan (2024) “Nine Millennia of life on the Banks of the ‘goodly Barow:’ Archaeological Excavations on the N25 New Ross Bypass in South-east Ireland,” The Past website.
The featured photo above is the Three Friars standing stones in Smithstown, Tullogher by Kieran Campbell (Wikimedia Commons).
See our post of 7 July 2021 regarding Glenmore castles.
Please send any corrections, additional information or photos to glenmore.history@gmail.com .
Dr. Kathleen Moore Walsh
From Danny’s Files: The Early Public Transport Through Glenmore
Danny Dowling (1927-2021) for over seven decades collected a vast amount of information on Glenmore. His files are a treasure trove of interviews he conducted, articles and books, and newspaper clippings etc. The following front page advertisement from 1824 was copied by Danny Dowling (1927-2021) from the Waterford Mirror (Sat. 12 June 1824, p. 1). It provides a glimpse how people with money were able to travel to and from Waterford City in the first half of the 19th century via “The Commercial Day Car Establishment.”
After 1798 the main road from Waterford to New Ross was altered such that it no longer went through the Village itself. We know that by the time Mr. Leonard was murdered on the hill of Glenmore in 1833, the Waterford-New Ross road by-passed Glenmore Village. It is likely that the alteration took place prior to 1824. (See our post of 14 December 2019 regarding the early roads and maps. For further information on the 1833 murder see our post of 9 February 2020).
Unfortunately toll bridges at Waterford and New Ross kept many people from accessing New Ross and Waterford. The only other market town of any size was Thomastown about 17 miles (28 kilometres) from Glenmore. The obstacles of toll bridges and distance probably contributed to the isolation that allowed Irish to be spoken in many Glenmore homes right up to the 20th century. In 1867, the Ida a river steamer began to sail between Waterford and New Ross. Although Glenmore people had to be rowed across the Barrow to a hulk on the Wexford side, it was very popular mode of transportation. (For further information on the Ida see our post of 29 February 2020).
Below is the 1824 advertisement. All cars traveling to Wexford passed through Glenmore Parish. We believe that the cars that went to Kilkenny via Mullinavat also passed through Cat’s Rock in Glenmore Parish.
The advertisement was placed by Charles Bianconi (1786-1875) the founder of Ireland’s first public transport system. For further information on Bianconi see McElroy & Butterfield, Dictionary of Irish Biography. We have attempted to present the advertisement as it was published with capitalizations, italics etc., but removed a couple of destinations. Editorial comments and explanations that are not part of the original advertisement have been placed in square brackets [ ].
The Commercial Day Car Establishment, Waterford 1824
The Public are respectfully informed, that the DAY CARS for PASSENGERS and PARCELS, leave Commin’s Hotel, Quay, opposite the Market-House, EVERY DAY (Sunday excepted) for the following places; and the Proprietor begs to assure his Friends and the Public, that no expense or exertion on his part has been spared, to have this, so useful an Establishment, appointed with careful and sober Drivers, good Horses and comfortable, safe and easy Cars, and at most reasonable Fares. [The Cummin’s Hotel is today the Granville Hotel, of Waterford. For a concise history of the Granville and Bianconi see, “Ask Ireland” webpage.]
The LIMERICK CAR leaves this Office every Morning at 5 o’clock—Through Carrick, Clonmel, Caher, Tipperary and Landscape; and arrives at GLEEN’S Hotel, Limerick at 5 ½ o’clock, same day. [The distance between Waterford City and Limerick is approximately 78 miles or 126 kilometres. This journey took 12 ½ hours.]
The WEXFORD CAR at 8 o’clock, Traveling Five Miles an Hour—through Ross, Fook’s-Mills, Taghon; and arrives at the Royal Mail Coach Office, Wexford, at 3 o’clock; leaves it at 8 o’clock, and arrives at Waterford in time to proceed to Kilkenny, and by the Regulator to Clonmel, same day. [Today the distance to drive from the Granville Hotel, Waterford to Wexford Town is approximately 56.6 kilometres or 35 miles. However, the route today is shorter than the Wexford Car route of 1824. It took a passenger in 1824 seven hours to make this journey.]
The CORK CAR every morning at 5 o’clock—Through Carrick, Clonmel, Caher, Mitchell’s Town, Fermoy, Watergrass-Hill; and arrives at the Car Office, Patrick’s street, corner of Prince street, before 7 o’clock, afternoon; leaves at 3 ½ o’clock, and arrives at Waterford by a quarter past 7 o’clock.
The TELFORAPH every Morning at 5 o’clock—Traveling Six Miles an Hour, and arrives in Clonmel 20 minutes past 9 o’clock; leaves Clonmel at 3 o’clock, evening, and arrives at Waterford, 20 minutes past 7.
To DUBLIN, BY KILKENNY CAR, every day at 3 o’clock—Passengers forwarded by Day Coach next Morning, at 6 o’clock, and arrives at 15, Duke street, Dublin before 5 o’clock; leaves same Office at 9 o’clock, and arrives in Kilkenny by 7 o’clock, and proceeds to Waterford by Day Car next morning at 6 o’clock, and arrives before 11 o’clock. [This journey took 16 hours to 27 hours depending on if the night was spent in Kilkenny City.]
THURLES CAR at 8 o’clock, Morning—Through Carrick, Clonmel, New Inn, Cashel, Holy-Cross, and arrives at Quinlan’s Hotel, Thurles, at 7 o’clock. Evening; leaves Thurles at 5 o’clock next Morning, and arrives at Waterford at 4 o’clock, giving Passengers an Hour to transact Business at Clonmel, to and from Thurles.
ENNISCOROTHY CAR at 8 o’clock, Monday—Through Ross, where Passengers are allowed nearly two hours to transact Business, and arrives at Enniscorothy in time to proceed to Dublin by Mail Coach through the County Wicklow; leaves Enniscorothy at 8 o’clock, after the arrival of the Dublin Mail, and arrives at Waterford with the Wexford Car.
KILKENNY CAR every day at 3 o’clock—Through Mullinavat, Ballyhale, Stonyford, and by the Merino Factory, and arrives at Bush Tavern, before 9 o’clock, in time to proceed by the Cork Mail to Dublin same Night, or by the Day Coaches or Caravan next Morning to Dublin.
ROSCREA CAR at 5 o’clock in the Morning—Through Carrick, Clonmel, Feathard, Cashel, (Thurles, o’clock), Templemore, and arrives at Roscrea in time for the Dublin Coach; and leaves Roscrea every Morning, and arrives in Waterford at 20 minutes past 7 o’clock, same Evening.
The CLONMEL REGULATOR with Two Horses, and Travelling Six Miles an Hour including all stops, at 3 o’clock and arrives at Clonmel 7 o’clock; leaves Clonmel at 6 o’clock in the Morning and arrives in Waterford at 10 o’clock.
CARRICK CARS 6 and 8 o’clock in the Morning; 3 o’clock in the Afternoon.
ROSS CARS at 8 o’clock every Morning, 3 and 5 in the Evening; leaves Ross at 6 and 7 o’clock in the Morning , and One o’clock in the Afternoon. [The distance between The Granville Hotel, of Waterford and the Quay in New Ross is approximately 14 miles or 23 kilometres.] …
DUNMORE and TRAMORE CARS, as usual, at every necessary hour.
The Proprietor will not be accountable for any Money, Plate, Jewels or Millinery whatsoever, or for any article above the value of Two Pounds Sterling; neither will he be answerable for Damages occasioned by wet or friction. Hats, Coats, Umbrellas, or any undirected Parcels not taken in charge at any of the Offices connected with this Establishment, and for which he will not therefore be accountable. 20 lbs. of Luggage allowed to Passenge3rs, Free; for any quantity over that weight and under 50 lbs. 1d per lb.; under 80 Miles 1 ½ d; and for any distance over that, 2d per lb.
CHARLES BIANCONI, PROPRIETOR
E. COMMINS, Agent
Waterford, June 7, 1824
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Please send any corrections, additional information or photos to glenmore.history@gmail.com
Dr. Kathleen Moore Walsh
The drawing of the horse drawn vehicle above was at the top of the advertisement in the Waterford Mirror.
Founder of Glenmore History’s Anniversary
As the world celebrates St. Patrick’s Day we mark this day as our founder, Danny Dowling’s (1927-2021) fifth anniversary. To mark Danny’s anniversary, and celebrate his life’s work, in partnership with Glenmore Tidy Towns, we have three more Glenmore golden heritage signs. This brings to 8 the heritage signs that have been placed around the Parish of Glenmore.
Kilivory Cemetery
The first of the three signs was placed at the entrance to Kilivory Cemetery referred to on maps as Kilmakevogue Cemetery. This cemetery has several prominent graves including the Forristal vault and William Gaffney (c. 1762-1798) the leader of the local United Irishmen during the 1798 rebellion. For the markers recorded by Danny in 1961 for this cemetery see our Roots page. However, perhaps the most important grave is that of Rev. Fr. Stephen Lower (c. 1727-1799) who, according to Danny, is credited with three important events:
[1] Fr. Lower was the first priest to record the birth, marriages and deaths in the old combined parish of Slieverue and Glenmore. Thus, we are fortunate that our records go back to 1766.
[2] Fr. Lower during the 1798 Rebellion is credited with stopping the burning of Slieverue Village by British soldiers returning to Waterford after the Battle of New Ross. It is said that Fr. Lower took the bridle of the officer’s horse and led the troops away from the Village.
[3] Well into the middle of the 20th Century locals took soil from Fr. Lower’s grave for the treatment of skin complaints.
Site of Penal Church in Glenmore Village (c. 1711-1813)
Across from the Creamery low in Hanrahan’s field is the site of Glenmore’s Penal Church. Irish Penal Laws were first enacted in 1695 after the Williamite Wars and the Siege of Limerick. The Penal Laws commenced with Catholics being unable to keep weapons and expanded until Catholics could not teach or run schools within Ireland. Eventually, it was a crime for a Priest to celebrate Mass. During the penal period Catholics gathered in secret to attend mass. Danny as a young man learned that the first Catholic Church in the Village of Glenmore was a penal period church consisting of a thatched stone building that looked like a barn. He believed that it was built around 1711.
Enforcement of the Penal Law relaxed, and in 1803, just five years after the 1798 Rebellion, the 3rd Earl of Bessborough gave an acre of land to the Parish of Glenmore for a new Catholic Church. The new St. James’s was completed in 1813. The stones from the Penal church in Hanrahan’s field were used to build the cemetery walls around St. James. This adjoining cemetery opened in 1805. For a brief history of St. James’s of Glenmore see one of our first posts 16 November 2019.
The Site of the Thwarted Ballyfacey Evictions in 1885
Our third sign is to go up in Ballyfacey Upper sometime this week at a site where evictions were stopped.
On 27 August 1885 a large party of armed bailiffs, police and a Resident Magistrate walked from Mullinavat to Ballyfacey, Glenmore, to evict six tenants. Mullinavat and Ballyfacey townland were owned by the widow Louisa Tigue of Woodstock House near Inistioge, Kilkenny. Locally, Land League Chapters had been organised early by local clergy to try to stop evictions.
On that day in August 1885, Church bells across the area rang out from Mullinavat, Glenmore, Listerlin and Tullogher calling the people to Ballyfacey. Fr. Patrick Neary (1828-1887) was driven to Ballyfacey from Mullinavat in an ass cart and is credited with stopping blood shed and saving lives that day as locals pelted the armed party with stones.
The home of Mrs. Anastatia Dollard (c. 1819-1898) was barricaded. It was to be the place of the first eviction. When three bailiffs attacked the house boiling water was thrown on them from inside the house. Eventually it was suggested to R.M. Bodkin that they could gain entry through the thatched roof. Fr. Neary pleaded with Bodkin not to enter through the roof or his wife would be a widow before night. After conferring with the Sheriff, it was decided that the armed party would return to Mullinavat. Subsequently, this success story was reported extensively at Land League meetings and in newspapers. For further information, see our post of 8 March 2020 regarding the Glenmore Land League and the Ballyfacey evictions.
Please send any corrections, additional information, suggestions for other heritage markers or photographs to glenmore.history@gmail.com .
Thanks to the Glenmore Tidy Town’s team and especially Pat who erects the signs.
Dr. Kathleen Moore Walsh