1930’s

Today, we are going to highlight a fire that destroyed a Glenmore home on 26 January 1935. Just after the beet train called by the locals, “Hell Fire Jack,” started off from the Aylwardstown station, a fire broke out in the top of a rick of hay in Richard Delahunty’s haggard near the Aylwardstown station. The rick was located near the gable end of the thatched dwelling house. Immediately the residents of the nearby four farmers’ houses were on the scene. The wind was very severe and blowing in the direction of the thatched dwelling house. Despite the valiant efforts of the volunteers the dwelling house burned to the ground, but a portion of the hay rick was saved. (Waterford Standard, Sat. 2 Feb. 1935, p. 5). It was reported that the volunteers were greatly hampered because they did not have any fire fighting appliances, but armed themselves with buckets and threw water on the flames. “Mr. Delahunty’s loss [was] stated to be considerable” (New Ross Standard, Fri. 1 Feb. 1935, p. 3)

The Court Case

Richard Delahunty (c. 1867-1954) filed a case against the Great Southern Railways for £300 damages for the burning of his dwelling house, furniture and effects as well as the hay destroyed due to the negligence of the defendant railway or its servants. The three-day trial before Judge Sealy at the Kilkenny Circuit Court was reported in the Munster Express (Fri, 8 May 1936, p. 2).

In the 1930’s juries were still used for tort or civil cases, and an all male jury was selected to hear the case. The men were drawn from both rural and urban areas of the county and included: James Ryan, Killeen, Graiguenamanagh (foreman), Thomas F. Walsh, Ballykeeffe Castle; John Scanlon, Coolbawn; Laurence Kenny, Ballyvalden; Benjamin Fogarty, Ballyouskill; John Gaffney, Lacken, Bennettstown; Michael Kennedy, Gaulstown, Tullaroan, Denis Buggy, Grovine; Danniel Cullen, Blanchfields Park; Patrick Dwyer, Baysrath; Edward Dunne, Mountgale; and Michael Dunne, Kilbricken.

Opening statement for Delahunty–In 1903 the railway erected the railway line linking New Ross and Waterford. At that time Mr. Delahunty appeared before the compensation tribunal and one of his grounds of complaint was that the railway company were laying the line too close to his house and that sooner or later his place would be burned. Three decades later his prophecy came true. “On January 26, 1935, a goods train entered the station at Glenmore; it was returning to Waterford and as it passed through Aylwardstown it had to go up a fairly steep gradient. While the engine was not the engine invented by Stevenson, the inventor of the first steam locomotive, it was a bit antediluvian, and as it ascended the gradient it expressed its distress in no mistaken manner. It was chucking and staggering, and belching smoke trying to get up the hill, and it was emitting gusts of fire and hot cinders.”

Opening statement for the Great Southern Railway—An ordinance survey map was produced with the scene of the fire marked. In November 1935 the defence barrister inspected the area and found a burned three-roomed house with a barn adjoining it. From the railway line to the point of the hayrick nearest the house was a distance of 118 feet 9 inches, and the distance between the rick and the house itself was 5 feet 6 inches. The house had been thatched. There was a gradient in the railway line at Glenmore and when passing by Mr. Delahunty’s farm towards Waterford a train would be going uphill. He estimated it would cost £142 18s. to reconstruct Mr. Delahunty’s house.

Richard Delahunty’s case consisted of six witnesses including himself. Richard Delahunty, testified that he owned 60 acres of land. He lived in the house his entire life. At the time of the construction of the railway he protested because the line was being placed too close to his haggard and there was danger of a fire. In fact in 1905  or 1906 there was a little cock of straw burned. On January 26, 1935, about 4:30 p.m. he was in his house and about two minutes after he heard a train pass he saw the hay rick on fire. The day was dry but there was big gale of wind from the direction of the railway line toward his house. Four tons of hay burned. He often saw showers of sparks coming from engines passing by and he often saw grass and bushes 15 yards from the line burning from the sparks. About 20 years before, on a wild day, a shower of sparks fell around him while he was in his haggard.

Andrew Hefffernan (c. 1893-1975) testified that his farm adjoined the plaintiff’s. On day of the fire there was a northerly wind blowing. On that evening he was in his yard and heard a goods train. He knew it was a goods train from the puffing noise it made going slowly up the hill. A couple of minutes later his son told him that Delahunty’s rick was lighting. He immediately went into Delahunty’s haggard and the rick was burning at the top at the end nearest the house. He rejected the idea that a spark from the dwelling house caused the fire. A spark from the dwelling house would have had to go against the wind to reach the rick. He testified that he often saw sparks being emitted from engines drawing trains in the direction of Waterford, and he knew the sparks were carried a distance of 20 yards from the railway line.

John Connolly (c. 1889-1972) of Scartnamore, Glenmore, stated that on the day of the fire he was loading beet at the Aylwardstown railway station. About 4:30 a beet train came into the station and after some shunting operation proceeded to Waterford. He did not know how many wagons were attached, but the engine was very heavily loaded. The train went out of the station “hard pressed” travelling very slowly. When asked if the train was puffing the witness replied “As far as I could see she could not puff anymore.” A few minutes after the train left the station, he saw the rick in Delahunty’s haggard on fire. He testified that at night he was often able to see sparks flying out and in some instances more than sparks—partially burned coal. Locally the beet train was called “Hell Fire Jack.”

James Delahunty, son of the plaintiff, testified that the beet train that evening was overloaded and he formed this opinion from the noise the engine was making and its slow progress from the station. Within a few minutes of the train passing he saw the hay rick on fire.

Sergeant Nicholas Garvey (1895-1960) Glenmore, stated that when he received a report regarding the fire, he went to the scene about 6 p.m. The roof of the dwelling house was smouldering between the walls and the rick was on fire. About a quarter of the rick was destroyed and the rest saved. There was no fire or signs of fire in the boiler-house. There was a very strong wind blowing from the railway station across to Delahunty’s haggard. About a week before the fire he had patrolled that section of the railway line and saw sparks coming from an engine travelling toward Waterford.  He could not say how far the sparks travelled, but it was a calm night. He also observed small bits of partially burned coal along the railway line. Sgt. Garvey did not indicate how or why he was patrolling the railway line, but the line does run near Rathinure where as was highlighted in the blog last week, Sgt. Garvey went courting.

Robert N. Tweedy a consulting and electrical engineer from Dublin testified that he inspected the engine that was used on the beet train the evening of the fire. He testified that the design of the engine allowed small pieces of burning coal to be emitted into the air. In North America spark arresters were required, but he admitted that a spark arrester would considerably increase the cost of running an engine. Another solution would be to increase the size of the smoke box and at the time of the trial smoke boxes being fitted on engines were 50 percent larger. He testified that this was a light goods engine, and starting up with 16 trucks of beet in order to pull the Glenmore gradient the throttle would have to be fully opened. This increased the risk of live coals being blown out of the coal box. This engine was never fitted with a spark arrester and given the weather conditions in his opinion a piece of live coal could have been ejected a sufficient height to land on the hay rick. On cross-examination the railway sought to show that spark arresters and other alterations to its fleet of engines would be extremely expensive for the railway. The expert witness replied that the practical thing to do would be for the railway to scrap its 59 old engines “because they have lasted long enough and have paid for themselves” or stop using inferior cheap coal.

The defence case by the Great Southern Railway generally consisted of a dozen railway employees testifying and often contradicted each other. Arthur Plumer, engineer with the GSR for 15 years testified that the gradient nearest plaintiff’s house was about 1 in 200. He admitted on cross examination that he knew very little regarding the train which slipped her brakes years before on the same stretch of line. Mr. Batmont, draughtsman, produced the plan of the engine which depicted a brick arch in the engine designed to stop sparks from passing up through the funnel. William Finn, shed foreman, Waterford, said that he examined the arch in this particular engine which was renewed on 6 November 1934. After the Delahunty fire the arch was examined and was in perfect condition. John Wyse, fitter’s helper, also examined the arch and found it to be in perfect condition. F. Johnson, assistant divisional loco. Supt. Waterford, said after he received a report of the fire he too looked at the engine and found the arches to be perfect. He admitted that the life of arches varied from two days up to three months. The fire took place almost three months after the engine was allegedly renewed.

Ernest G. Cox, the New Ross stationmaster, said the train left his station and would arrive in Glenmore about 4:30. It was the beet train and was for the Thurles Sugar Factory. The total weight of the contents of the 16 wagons according to the advice notes was 104 tons, 7 cwt. 3 qurs, plus the weight of the wagons. The weight was disputed by another defence witness, Michal Carroll, weighbridge check, who said the actual weight was 204 tons, 8 cwt. 1 qr. Denis Doyle, Halt-keeper, testified that the train took on two wagons of beet at Glenmore. Given that two wagons were added at Aylwardstown station no railway defence witness could testify correctly to what load the engine had when it left the Aylwardstown station.

Perhaps the most interesting of the railways witnesses was James Reale, the driver. He testified that he arrived at Glenmore at 4 o’clock, where he had to do some shunting at the New Ross end of the platform. “The engine was not overloaded. If he had been given an overladen train he would not have taken it.” He went on to testify that the engine did not leave the Aylwardstown station under great pressure. On cross examination he said that he was not offended that his train was described as “Hell Fire Jack” as all beet trains were called that. When pressed further he said that he did not know why they were called “Hell Fire Jack” and perhaps realizing the significance of the name added, “They might be the ‘Ghost Train’ for all that.” William Madigan, guard on the train, produced the train log. The train arrived at Glenmore at 4:12, left at 4:30 and arrived in Waterford at 5. John Barker, the fireman, said he did not notice the engine emitting sparks and the engine was not under any particular strain. Thus, all the employees of the railway denied that “Hell Fire Jack” was under any strain in Glenmore or emitting sparks.

C.E. McCreery, auctioneer and valuer, inspected the ruins of the dwelling house for the defence. He described the house as made of cobblestones, mortar and yellow clay. He estimated the value of the premises at £100. The value of the furniture £23 and the value of the hay at £10. In his opinion the house could be reconstructed for £40. (In 1936 McCreery & Sons were located at 40 Parliment St., Kilkenny.) Edward Bredin, the chief works manager of the railway stated that it would cost a total of £37,000 for all renewals as suggested by Mr. Tweedy.  From his standpoint the brick arch used was the most efficient. Michael McGinnity, assistant to the chief mechanical engineer, stated that an engine running from Glenmore to Waterford would be capable of carrying from 360 tons to 370 tons. The engine in question would be capable of carrying 33 full wagons up the gradient at Glenmore without the engine labouring or being distressed. Engines of this type covered 2.5 million miles. Several other “experts” employed by the defendant were called who all testified that the measures employed in North America would not work here. The most interesting alleged expert was Col. Owen O’Brien who testified that he worked for English railways for years and visited France, the United States and Italy to conduct experiments regarding the various types of spark arresters and the reduction of sparks. The newspaper article does not indicate if Col. Owen O’Brien published the findings of his alleged experiments.

After the three day trial the jury found for Richard Delahunty and awarded £175 with costs and expenses. 

Unfortunately, this was not the end of the fires in Glenmore caused by the steam trains pulling loads to Waterford, but no buildings were destroyed in later fires. On several occasions the banks along the railway caught fire. In the late 1950’s a fire spread from the railway bank up as far as Michael Roche’s slotted unit on the east edge of Rathinure. A few years later another fire burned several fields and ditches.

Special thanks to Jacqueline Walsh for the photo of the Aylwardstown, Glenmore railway station. Please send any and all corrections, or further information to glenmore.history@gmail.com.

Dr. Kathleen Moore Walsh