John Mullally of Forristalstown Glenmore
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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
The Popular Lucy’s Rock, Glenmore [Updated]
Recently while going through some of Danny Dowling’s files, Pat Dowling found an old newspaper article which made reference to Lucy’s Rock, Glenmore. The location of Lucy’s Rock in Glenmore led to a lot of head scratching and a review of old maps. A newspaper search revealed numerous articles referencing Lucy’s Rock, but only one identified its exact location. One of the earliest articles located was published in 1893. Daniel Cody, of Carrickcloney, Glenmore, sought £50 to repair a sudden breach in the protection wall which ran by the side of the Barrow from Shanbogh bridge to Lucy’s rock on the “mail car road from New Ross to Waterford” (Kilkenny Moderator, Wed. 13 Sept. 1893, p. 3). A few years later Lucy’s Rock was the scene of an assault and intimidation of a young Waterford cattle drover on his way to the New Ross fair (Waterford Standard, Sat. 19 June 1897, p. 4). According to the young man assaulted “Lucy Rock” was two miles from the Kelly house in Graiguenakill, Glenmore.
The most numerous and interesting articles concern the annual aeridheachts and regattas held at Lucy’s Rock commencing in 1901, and eventually one of the articles identified exactly where Lucy’s Rock is located. The following account is from the New Ross Standard of Saturday the 31st of August 1901 (p. 5) and covers the first aeridheacht.
“On Sunday afternoon an aeridheacht, or open air Irish festival, the first of the kind in the district was brought off with much success at Lucy Rock, Glenmore. To Mr John Mullally, ex-PLG, [Poor Law Guardian] who organised this Irish gathering, much credit is due. Valuable prizes were offered for the best Irish dancers, and nearly two thousand admirers of the delightful terpsichorean art attended. The St. Mary’s Brass Band was present, and played at intervals a choice selection of Irish music, including “Kathleen Mavoureen,””We’re Irish Yet,” ” Ireland,” ” The Harp that Once,” and “God Save Ireland.” Mr. Mullally opened the proceedings in the Irish tongue and subsequently in English, in which he expressed his pleasure at seeing such a large attendance of Irish Ireland. The gathering was so unexpectantly large that he regretted the accommodation they had provided was not nearly sufficient. He then declared the aeridheacht open.
The judge of the dancing competitions were–Messrs T. Cashen, D.C.; Kennedy, Tullogher, and North, Camblin. Details: Irish Jig—John Walsh, Busherstown, first and only prize. Mr Mullaly, who is an ardent Irishman, competed in this event. Double—Prize won by John Walsh, Busherstown. Also competed—J Doherty, C. Cody, P Hanton, E. Purcell. etc. Hornpipe—John Walsh, Philip Morrissey, Luke Maddock, Robert Barry, C. Cody, T. Madock and Phelan. New Ross, competed for the prizes in this event and the judges singled out Barry, Morrissey, and Luke Maddock as the best and put the trio through a second round, when they declared the order of merit thus -Morrissey, 1; Barry, 2; and Maddock, 3. Barry was the best time keeper, but exhibited too much of the English clog style, whereas Morrissey was the best Irish dancer. The judges in giving their decision recommended competitors to adhere as closely as possible to the Irish ideal. Irish Reel for Ladies—Miss Roche, Glenmore, and Miss M’Namera, Rosbercon, competed. Their merits were considered equal, and each was given a prize. Irish Airs—Mr. P M’Namara, New Ross, whose excellence as a violinist, is well-known, played a selection of Irish airs on the king of instruments, and a prize was voted him. The competitions excited the keenest possible interest.
Two things in connection with the gathering were to be regretted–a heavy rainfall and two rowdies. The rowdies belonged to Rathinure and Jamestown, and there was unanimous approval of the action of the stalwart hon sec, when he promptly landed rowdy No. 1 into the pill, where he got a highly deserved and serviceable cooling.“
Newspaper articles concerning the annual event were found right up to 1910. The Dublin Evening Herald on Saturday the 10th of August 1907 (p. 7) had a short article entitled “Lucy Rock” and provides that one of the most pleasant and attractive “reunions” takes place “annually at the Pink Rock, otherwise known as Lucy Rock, situated on the Barrow near Glenmore. The programme arranged for the 1907 celebration of this popular meeting… provided amusement for every class. Splendid sports on terra firma! Exciting contest on the water! Gaelic pastimes! Vocal talent in competition.” Thus accordig to the Dublin newspaper the Pink Rock was also referred to as Lucy Rock. How or why the area had two names is not known.
A quick search of the 1901 census revealed that there were two men named John Mullally in the area. There was a 40 year-old, single man in Ballyeden (sic), Shanbogh and the second John Mullally aged 47, was a married farmer in Forristalstown, Glenmore. The 1901 census reveals that the John Mullally, of Forristalstown, could read and write English and Irish. The second John Mullally is believed to have been the organiser of the event.
Update 4 June 2021–In the 1911 census John Mullally, of Forristalstown, was still living in Forristalstown with his wife Johanna (age 57), his son Thomas (age 17), and daughters Mary (age 19) and Ellen (age 15). In January 1912 John Mullally advertised his farm for sale by public auction (New Ross Standard 26 Jan. 1912). A marriage record was located. John Mullally married Johanna Synott on 30 April 1890 at Slieverue. John Mullally was the son of Thomas Mullally (farmer) of Forristalstown, Glenmore and his bride was the daughter of Michael Synott (farmer) of Attateemore, Slieverue. It appears that the couple after selling the Forristalstown farm moved to 64 O’Connell St., Waterford where they ran a pub. John Mullally died on the 26th of November 1915 at the age of 62 and Johanna Mullally née Synott died on the 30th of Nov. 1925. Ger Doherty, of Forristalstown, today stated that he thinks that John Mullally’s father was the agent for the landlord. Ger also said that John Mullally built the coal shed in Ballyverneen at Maid’s Quay and later sold it to the Glenmore Creamery.
[Update 7 June 2021: Per a weir inquiry in 1863 Thomas Mullally was the Landlord Mackessy’s rent warner. For a discussion of the weir cases see the blog post Glenmore Fishing and Weirs. Thanks Veronica for pointing this out.]
From Ger Doherty, of Forristalstown, Glenmore, 4 June 2021–The following information concerning Lucy Rock was given to me around 1975 by Denis (Dinny) Murphy RIP late of Milltown, Glenmore. He was a fisherman on the river Barrow for many years in his youth. The Lucy was in fact a ship which sank around 1895-1900 period at the spot now known as Lucy Rock or sometimes, Lucy Point. This spot is the area around where the New Ross Port monument is now located.
At that time sailing vessels travelled regularly to New Ross Port. However, they could not put up their sails until they reached deeper water around Cheekpoint. To get around this problem, the ships were towed down on the tide by 6 or 8 men in a large rowing boat. They were called “bargemen”. On the day that the Lucy sank, she was being towed down the river. As she rounded the turn at Stokestown on the Wexford side, and Forristalstown on the Kilkenny side, she was caught by the wind and blown aground more or less where the “Pink Rock” stone is now located. As the tide was dropping, the captain ordered his crew to secure the ship with ropes to a tree on the ditch of Ned Doherty’s field. Unfortunately, as the tide fell away, either the ropes snapped or the tree gave way and the ship toppled backwards into the river where it sank.
My late father Seamus Doherty told me that the wreck could be seen at low tide up to the early 1950’s, but there is no trace of it now. In the 1960’s the New Ross Harbour Board erected a navigation light on top of a white pier on Lucy Rock. This in turn has been superseded by a light on a pole. The pier can still be seen today.
In an attempt to find a newspaper report of the loss of the sailing ship Lucy the following newspaper article regarding the building of then new line (road) between Waterford and New Ross (which continued to be the main road until the 1990’s) was found. This article indicates that the Lucy sank prior to 1836. There are several ships named Lucy, Lucy Anne etc., so it is not yet known which one sank in the Barrow.
Waterford Chronicle, Sat. 5 March 1836, p. 7–Letter to the Editor of the Waterford Chonicle, Ross, February 23d, 1836
“Sir—Permit me through the columns of your independent paper to draw the attention of those persons concerned in the navigation of the river between Cheek Point and New Ross, to what, if permitted to be carried on much longer, will render the navigation of vessels of a large class to the town wholly impeded, and I trust if this letter meet the eye of the contractor of the new line of road to Waterford, via Lucy Rock, he will see the necessity of discontinuing a practice which would eventually be incalculable injury to the trade of Ross. Whether by order of such contractor, immense quantities of stone rubbish and stuff, dug in making the new road above mention, are thrown over the rock into that part of the river called the West Channel, and at the very narrowest part too, not being more than 45 or 50 feet wide at his point; ‘tis most unwarrantable, this being heretofore the safest and deepest part for vessels of a large draft of water, flowing eight fathoms and a half at low water. But if the practice I have allude to is continued, the flow being so narrow at this point, it would eventually become as shallow as other parts of the river. If such conduct on the part of those road makers be not immediately discontinued, I call on the merchants and shipowners of Ross, in defence of their trade and the navigation of the river, to take immediate steps for its prevention. Your obedient servant, Michael Dunn, pilot”
If anyone has any further or different information concerning Lucy or Lucy’s Rock, the ship, or any of the participants etc. please send it to glenmore.history@gmail.com.
Dr. Kathleen Moore Walsh
The featured photo of the sheet music “Kathleen Mouvereen” is courtesy of the National Museum of American History edanmdm.nmah_670717. It was written in the 1820’s and apparently was a very popular song during the American Civil War.