Building of New Ross to Waterford Railway Extension
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The First Death: Building the Railway Through Glenmore
The railway extension line from New Ross to Waterford began in August 1900 and by February 1901 newspapers were reporting on the drunkenness of the railway labourers or navvies as well as injuries and a death. Surprisingly, in the same article where it was reported that two navvies suffered severe injuries the editor of the Waterford News & Star opined that the best course of action to tackle shebeening and drunkenness by the navvies was to put a well managed pub into Glenmore Village.
See our post of 3 June 2024 regarding the setbacks the railway encountered, the recorded feelings of New Ross leaders regarding the project, and the published list pf proposed compensation to people in the path of the line from Rosbercon to Balyverneen, Glenmore.
Danny Dowling (1927-2021) stated that there were two pubs in Glenmore Village until the then parish priest forced them to close circa 1870. Glenmore Village did not obtain a pub until 1963. See our post of 8 May 2023 regarding Glenmore Village losing its dry distinction.
Tremendous Drunkenness Among the Navvies
The Waterford News & Star (Fri. 22 Feb. 1901, p. 8) published the following article:
“At the Petty Sessions,… District Inspector Mercer, Piltown, Prosecuted one Mary Fokes, alias Russell, a New Ross traveling huckster, with selling intoxicating drink without a license. The prosecution was brought under the 3rd section of the Licensing Act of 1872, and for the defence, Mr. John B. Colfer, solicitor appeared. Sergeant Stapleton proved that the navvies working on the Railway line at Glenmore were lately more drunk than ever, and that Mary Russell’s movements amongst them he suspected that she was conveying them lots of stimulants.”
“On the fourth of the present month he ambushed the defendant with a pony and car arrived on the scene, the navvies regaled themselves with porter, and he saw money pass. The car contained several dozen of full and empty bottles of porter and whiskey. John Power, navvy, deposed to having purchased three bottles of stout, and paid six pence for them on the occasion, where Mr. Colfer remarked that they were dirt cheap. Mr. Mercer pressed for the full penalty, and said there was tremendous drunkenness amongst the navvies.“
“Mr. Colfer ridiculed the D.I’s statement as to all he drunkenness amongst navvies being attributed to Mary Russell. He confessed that he never heard of sober navvies. He submitted that the defendant was ignorant of the law…, however the court imposed a £5 fine…”
Dry Glenmore
The editor of the Waterford News & Star then stated, “Those who like navvies are determined on obtaining drink will surely succeed somehow in their intention, and the persistent refusal of the licensing authority to grant a license between the bridge of Ross and the village of Slieverue, a distance of nearly 12 miles, covering a populous district of country serves as a strong inducement to the carrying on of such illegitimate drink traffic, and much Sunday debauchery as well as on Monday.”
“The granting of a publican’s license in the parish of Glenmore to our mind would raise instead of lower the morale of the district. It would be waste of time to argue the superiority of a well conducted public house where good drinks would be sold, over the prevailing shebeening in noxious intoxicants carried only in stealth all over the district, particularly on Sundays and holidays.”
“There seems to be a basis of old standing against granting a license for the sale of intoxicating drinks in Glenmore. It dates from the time that faction fights, when there were a couple of badly conducted licensed houses in the village, and of course in the time of Sunday selling, and it would appear that forty or fifty years ago, the abuses had become so glaring that the authorities felt bound to abolish the then publican’s license.“
“Since then applications, all without avail have been made for new licenses, consequent on the fears and apprehensions given rise by the sandals of two or three generations ago. The writer, however, thinks and believes the majority of people in Glenmore will agree that the time has come when the ban of half a century ago ought in justice be removed” (Waterford News & Star (Fri. 22 Feb. 1901, p. 8).
Serious Injuries at the Milltown Cutting, Glenmore
After advocating for a pub the newspaper then reported on two very serious accidents that occurred on the Ross and Waterford railway line under construction. “The accidents, though two miles apart, occurred almost at the same time. At the Milltown cutting, within 3 miles of New Ross, a man named Power, who belonged to the locality was the victim of an embankment slip of a couple tons of earth. Power’s body was badly crushed and one of his legs broken. He was conveyed by the ambulance car to the Union Workhouse Hospital, New Ross” (Waterford News & Star (Fri. 22 Feb. 1901, p. 8)
Serious Injuries at the Carrigcloney Rock Cutting, Glenmore
“The second accident took place at the Carrigcloney rock cutting, and where a navvy named Roche unknowingly approached a part of the cutting where an explosive was just set, and one of his limbs was just severed from his body, while his body and head suffered terribly. The doctors in attendance decided that an amputation of the limb was necessary to prolong his life, but Roche would not assent to the ordeal and was sent to the Waterford Union Hospital. It is considered that his case is a very serious one indeed” (Waterford News & Star (Fri. 22 Feb. 1901, p. 8).
Death of Patrick Roche (c. 1859-1901)
Our research in the death register has revealed that Patrick Roche, a 42 year old married, labourer, residing in Glenmore, died on the 22nd of February 1901 at the County and City Infirmary of Waterford. He died “from the effects of injuries accidentally received on the 19th of February whilst blasting.” An inquest was held into his death on the 28th of February by the Waterford Coroner, Edmund Power. We believe that Patrick was the first man to die during the construction of the railway line through Glenmore.
The Munster Express reported that Patrick Roche was injured on Wednesday the 20th of February. He was engaged in blasting a quarry at Glenmore, Co. Kilkenny. “His injuries were very serious, and he was at once conveyed to the County Infirmary, where it was deemed by the doctors necessary to amputate one of his legs. He, however, succumbed to his injuries on Friday at 3 pm. His remains were removed to his late residence on Saturday evening. An inquest was held at Mr. David Cant’s public house, Johnstown [Waterford City], on Thursday last. Mr. Smith, D.L., Head Constable Alen, and acting sergeant Teese watched the case on behalf of the police, and Mr. D. Dunford, solr. was present on behalf of the contractors (Pearson & Son, New Ross).” A jury was sworn (Munster Express, Sat. 2 March 1901, p. 5).
The Evening News (Waterford) provided additional details. Evidence was given by Michael Connolly, who was working with the deceased at the time of the accident, to the effect that the deceased, whose business it was to set the charge and ignite it, returned after putting the fuse to it, bit as there was no explosion, and thinking he had not set fire to it, he again returned, and just as he was within a yard of the place it exploded (Evening News (Waterford) Thurs. 28 Feb. 1901, p. 3.)
After hearing the evidence of the widow, Mr. Bannett (engineer) and a labourer named Walsh, employed on the extension; also Dr. Kelleher and Head Constable Allen, the jury found that the deceased died from the effects of the injuries of an accident received whilst blasting on the New Ross and Waterford Extension Railway at Carrigcloney, and that as deceased was inexperienced blasting, the company should compensate deceased’s widow for the loss she has sustained, and they came to the conclusion that an experience person should be in charge and see that the proper time should be given before the men should return to the place of blasting” (Munster Express, Sat. 2 March 1901, p. 5). According to the New Ross Standard, Patrick Roche was from the north County Kilkenny (New Ross Standard, Sat. 23 Feb. 1901, p. 5).
James Power (c. 1854-1920) of Jamestown, Glenmore
The New Ross Standard, identified the other man injured, named Power. He was James Power of Jamestown, Glenmore. He was badly crushed by falling earth from the Forrestalstown (sic) cutting rather than the Milltown cutting (New Ross Standard, Sat. 23 Feb. 1901, p. 5). James Power survived his injuries and was found still residing in Jamestown, Glenmore in 1911.
We believe that the injured James Power, of Jamestown, was married to Catherine Purcell (c. 1861-1945). The couple married on 3 October 1886 at Glenmore. James was a labourer and son of John Power (farmer) of Jamestown. Catherine was the daughter of Edmund Purcell (labourer) of Forrestalstown (sic). At the time of their marriage James was 34 and Catherine was 25. In the 1901 Census Catherine was living in Jamestown, Glenmore (aged 35) with her children. James was not present, but he may have still been in the hospital. In the 1911 Jamestown Census he gave his age as 60 and Catherine or Kate said that she was 50. In 1911, James was employed as an agricultural labourer. The couple are buried in Glenmore, and their headstone provided their dates of death.
Please send any corrections or additional information to glenmore.history@gmai.com.
Dr. Kathleen Moore Walsh
The Building of a Railway Through Glenmore
The biggest change in Glenmore during the early years of the twentieth century was the building of the New Ross to Waterford railway line. We have previously published several posts concerning the railway and the posts are listed at the end. Today, we are going to highlight the set backs encountered by the railway itself, the recorded feelings of New Ross leaders toward the project and the published list of proposed compensation to people in the path of the line from Rosbercon to Ballyverneen, Glenmore..
The Dublin, Wicklow and Wexford Railway [hereinafter DW&W] incorporated in 1846. In 1876 it purchased the line from Macmine to Ballywilliam and built the line from Palace Junction to New Ross. The New Ross branch opened for traffic in 1887. That same year efforts were made to extend to Waterford. This was never carried out and the enabling Act expired through lapse of time. (New Ross Standard, Fri. 18 Dec. 1897, p. 2). For a concise history of Wexford railways see, Oliver Doyle, “Tracking Wexford’s Railway History” Irish Independent, 21 April 2015.
New Ross Against the Railway Extension
In 1897, the DW & W again sought an Act of Parliament to extend its line to Waterford. The New Ross Town Commissioners and New Ross Harbour Board both opposed the proposed extension to Waterford. The railway pointed out that opposing the line only helped the Fishguard and Rosslare extension which would choke the port of New Ross. In the opinion of the Town Commissioners the extension line from Rosbercon to Waterford would be more damaging to New Ross than the other line would be (New Ross Standard, Sat. 13 Feb. 1897, p. 2).
Unfortunately, the New Ross newspaper did not print any articles concerning how the people of Rosbercon and Glenmore felt about the extension through their parishes. The Dublin, Wicklow and Wexford Railway (New Ross and Waterford Extension) Act 1897 was passed into law on 6 August 1897 and the company estimated that it would require capital of £200,000 to build the extension (New Ross Standard, Sat. 18 Dec. 1897, p. 2).
Funding Difficulties
Although the Act was passed through Parliament the funding did not follow. In December 1897, it was agreed by the stockholders of the DW & W that the building of the extension line was to be a joint undertaking with the Waterford, Limerick and Western Company. Shortly, after the agreement the Waterford Company’s lines were amalgamation with the Great Southern and Western Company. After the withdrawal of support from the Waterford and Limerick Company the DW&W decided to proceed with no partners in the building of the extension (New Ross Standard, Sat. 22 July 1899, p. 8) through the issuance and sale of stocks.
It was reported in the New Ross Standard, in February 1899 that “[f]or the past six months there was not much talk in New Ross concerning the projected railways in the neighbourhood. The general opinion was that the South Wexford railway would be built sometime, but the New Ross to Waterford extension was never going to be constructed. This gave Rossonians time to breath, as the prospect of having their river barred, and about half their trade diverted from them was not a pleasant thing to look forward to. But of late Ross is again threatened with being made a by-way…the building of both lines will soon be commenced, and the line that was considered as all but dead and buried, is perhaps the first to be constructed” (New Ross Standard, Sat. 11 Feb. 1899, p. 4).
Official sources revealed that the promotors of the DW&W secured the necessary cash and construction was to commence in a couple of months. Two engineers were busy making preparations for the work (New Ross Standard, Sat. 11 Feb. 1899, p. 4).
An editorial published later in February 1899 addressed the continued decline in the trade of Ross. “It is to a great extent traceable to the difficulty of obtaining building leases. The Ross people are business people, but instead of being facilitated in enterprise, they are often cramped. Of course it was only human to expect that after Colonel Tottenham was rejected for the borough of Ross he (as its head landlord) would not go out of his way to help its people…Of course Colonel Tottenham would persist in refusing long term leases, those who would have in view certain enterprises might easily get building ground at the other side of the river, and when the railway extension is made to Waterford, a factory in Rosbercon could have splendid rail and water facilities” (New Ross Standard, Sat. 25 Feb. 1899, p. 4).
Building Commenced Without Ceremony
In late July it was announced that the construction of the New Ross to Waterford Extension was to commence in August 1899. Lists of the sums of compensation proposed to be allowed landlords and tenants for acquiring their lands for the railroad were issued. The newspaper published the list for the portion of the line between Rosbercon and Ballyvergin (sic) [Ballyverneen]. It was noted that the landlords are the “best off” and the tenants were not getting what they expected. The newspaper predicted lawsuits (New Ross Standard, Sat. 29 July 1899, p. 5).
The building of the extension commenced at the New Ross end during the week of 20 August 1899. Active preparation had been in progress for over a month and on the 25th two gangs of navvies were put to work at Rosbercon and Raheen. “The contractors…had nothing in the nature of a ceremony attaching to the digging of the first sod”(New Ross Standard, Sat. 26 Aug. 1899, p. 4).
It was assumed that the contractors, Pearson and Co., would complete the extension line and have it ready for traffic by the end of two years. It was noted that its construction would provide much needed employment in the district” (New Ross Standard, Sat. 26 Aug. 1899, p. 4).
The newspaper stated its belief that the completion of the “missing link” at Macmine junction would allow trains from Dublin to Waterford without shifting. Another anticipated improvement was the erection of a “more respectable” station house at New Ross ”(New Ross Standard, Sat. 26 Aug. 1899, p. 4).
“Mr. Hobson, an eminent engineer, is the gentleman entrusted by the contractors with the supervision of the building of the New Ross Extension Railway line. Mr. Hobson will reside at Airmount House, New Ross, until the line is constructed. There are now over a dozen gangs of navvies engaged, comprising in all about 400 men. Satisfactory to say, three-fourths of the workmen are local, so that there are no labourers in New Ross District idle who wish to work” (New Ross Standard, Sat. 16 Sept. 1899, p. 4).
Railway Compensation—Rosbercon to Ballyverneen, Glenmore List
The New Ross newspaper published the compensation list for the extension from Rosbercon to Ballyverneen, Glenmore. From the fact that the adjudicator who heard the claims sat in New Ross and Waterford it appears that jurisdiction was based on the Poor Law Union division. In other words, the eastern edge of Glenmore parish was in the New Ross Poor Law District and the rest of Glenmore parish was in the Waterford Poor Law District. We have divided the list between landlords and tenants, but we believe that the list was not exhaustive.
Landlords
[1] Major Guilburne, in respect of property in Rosbercon, to receive £? 10s. [not legible]
[2] Colonel Tottenham, to receive £220.
[3] Captain Glascott, to receive about £202.
[4] Mr. Thomas Boyd, Chilcomb House, was offered the “nice sum of somewhere about £460 out of different lands.
[5] John T. Tottenham “got a good sum.”
[6] Dr. Mackey [landlord of Graiguenakill, Glenmore] to receive about £220 out of different lands
Tenants
[1] Mrs. Mary Anne Kenny, to receive £136, her rent was to be extinguished.
[2] James Shea to get £7 5s 10d; his rent was to be reduced by 25s 6d.
[3] P. Dooley, for different lands in Raheen, was offered $99 16s 8d, and a rent to be reduced to £8 4s 4d.
[4] Representatives of Edward Doolan, Shanbough to receive £36 odd, and a rent reduction of £2 7s;
[5] Mr. John Mullally, Forristalstown, [Glenmore] was offered £19 8s, and a rent reduction of 13s 10d.
[6] Mr. James Cullen to get £14 19s and a rent reduction of £1 13s 2d;
[7] Mr. John Doherty (Ned) was offered £25 and a rent reduction of £2 9s 4d.
[8] William Forristal, Ballyverneen, was offered £101 7s 6d, with a rent reduction of £3 19s 8d.
[9] Ellen Dunphy, Ballyverneen, was offered £13 17s and a rent reduction of 14s 2d.
[10] Mr Patrick Forristal, Ballyverneen, [believe this was Nicky the Miller’s father] was offered £42, and a rent reduction of £3 17s.
[11] Mr. Richard Dunphy, Ballyverneen, was asked to accept £22 16s 8d, and a rent reduction of 28s 10d.
In a future post we will provide the claims brought by these people and others to arbitration for the damages suffered by the building of the extension line through their fields, haggards and sometimes their homes.
For further information see our previous posts:
[1] Post of 2 Feb. 2020, “Glenmore and the New Ross to Waterford Railway Line”
[2] Post of 10 Oct. 2021, “A Glenmore Fire & the ‘Hell Fire Jack’ Steam Engine”
Please send any corrections or additional information to glenmore.history@gmail.com.
Dr. Kathleen Moore Walsh