Captain Peter White (1816-1862) native of Rosbercon
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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