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RMS Queen Mary Collides with HMS Curacoa

Twenty miles off the coast of County Donegal on October 2, 1942, the luxury Cunard liner RMS Queen Mary, converted into a troop carrier for World War II, smashes into her escort ship, the British Royal Navy cruiser HMS Curaçoa (D41). The HMS Curacoa, which had connected with the RMS Queen Mary to escort her for the final two hundred miles to the port of Greenock, Scotland, sinks with the loss of 338 men. As are his orders, Captain Cyril Illingworth of the RMS Queen Mary, which is carrying an estimated 15,000 U.S. troops, does not stop to mount a rescue operation.

On a near perfect afternoon, the RMS Queen Mary is off the Irish coast. The vessel is setting a zigzag course to help evade U-boats and long-range German bombers. The RMS Queen Mary has caught up with her 4,290 tonne escort vessel, the HMS Curacoa, and is set to overtake her.

Aboard the HMS Curacoa, seaman Ernest Watson is admiring the RMS Queen Mary’s majestic lines when he notices the bow is swinging toward the cruiser. To his horror, she continues to swing and is soon on a collision course. The gap narrows inexorably as the stunned Watson finally finds his vocal cords and screams, “She’s going to ram us.” Later Watson describes how many of his mates are so shocked they cannot move.

Within seconds, there is a screech of twisted metal followed by the hiss of steam and the screams of those injured or trapped below. The RMS Queen Mary, twenty times larger than the cruiser, has been traveling at top revs giving her a speed of 28.5 knots. The impact swings the HMS Curacoa broadside on and the troopship slices through her 10 cm armour plating. It is all over in seconds, and the troopship continues on her zigzag course leaving the HMS Curacoa cut in two with the forward and aft sections separated by 100 metres of ocean.

At the moment of impact, as the HMS Curacoa reels in the water, Watson and many other seaman on deck are thrown into the freezing water. Even as they surface they watch in horror as the stern quickly sinks, taking with it the men trapped behind the water-tight doors. The forward section follows soon after, leaving the men in the murky water surrounded by debris, oil and drowned or mutilated bodies. It is every man for himself as survivors cling to floating wreckage. They are about 20 nautical miles off the Irish coast which, had boats or rafts been launched, would put them within easy reach of safety.

The survivors believe the RMS Queen Mary will turn back to pick them up, however, it is with obvious despair that they watch her disappear over the horizon. To sail on is probably the toughest decision Captain Illingworth ever has to make. The World War I veteran has many years of experience by the time he has risen to become Cunard-White Star Line’s senior commander and master of the RMS Queen Mary. He is obeying orders that under no circumstances is he to stop until the RMS Queen Mary has safely delivered the troops to Britain. His only option is to signal nearby British destroyers to rescue survivors.

Two destroyers react to Captain Illingworth’s message and steam toward the wreckage where two hours after the collision, they find many bodies of sailors who have died of hypothermia. Only the hardiest live long enough to land in Londonderry, County Londonderry, Northern Ireland, the next day. Of the HMS Curacoa’s 430 personnel, only 99 seamen and two officers survive. Because of war-time security the official inquiry is delayed until the war in Europe is over. Then, in June 1945, only a few weeks after VE Day, the Admiralty Commissioners sued Cunard-White Star Line claiming the RMS Queen Mary had been responsible.

It appears to be a clear-cut case. The HMS Curacoa’s captain, John Boutwood, gives evidence to a Royal Navy inquiry and is acquitted without a reprimand. Later he gains the Distinguished Service Order (DSO). Boutwood says the HMS Curacoa steamed at some 3 knots slower than the larger vessel which had been in the process of overtaking at the time of the collision. He says he had been amazed when the troopship continued turning to starboard and closed the gap between the vessels. When the collision occurred he, and all others on the bridge, had clung to whatever was nearest.

At first, Boutwood vainly hopes the damaged ship will stay afloat. He also says it was impossible to give orders because of the noise of escaping steam from the boiler room. The RMS Queen Mary’s first officer gives evidence that he had taken over the helm less than two minutes before she rams the cruiser. She is about 500m away and on the starboard bow. He is unconcerned at the narrow gap because he expects HMS Curacoa to take evasive action. He believes the cruiser, a more manoeuvrable vessel, would change course.

The first officer had also been reassured by Captain Illingworth, that the cruiser was “experienced in escorting and would keep out of the way.” At a later hearing some months after the opening, Illingworth says he had felt a bump at the time of the collision and had asked the quartermaster if they had been hit by a bomb. The answer was: “No sir, we have hit the cruiser.”

The judge holds the cruiser responsible saying the normal rules of an overtaking vessel keeping clear of the other does not apply in this case. He says the cruiser could have avoided the collision up to seconds before it occurred. The Admiralty, faced with huge compensation to the families of the dead sailors, appeals. In appeal the ruling is that the cruiser was responsible for two-thirds of the damage and the RMS Queen Mary for one-third. Still not satisfied, the case goes to the House of Lords where the verdict of the Appeal Court is upheld in February 1949. No survivor comes out unscathed but above all others, Illingworth has to live with the memory of leaving British sailors to fight for their lives in the ocean.

However, when asked at the first hearing if he felt Illingworth had made the right decision, the captain of the HMS Curacoa says, “I would say, yes.” The RMS Queen Mary continues as a troopship until August 11, 1945. The vessel is now a floating attraction at Long Beach, California.

(From: “SS Queen Mary & the loss of HMS Curacoa 1942” by A. N. Other and NHSA Webmaster, Naval Historical Society of Australia, https://navyhistory.au)


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Opening of the Dublin to Carlow Branch of the GS&WR Line

The Great Southern & Western Railway (GS&WR) line between Dublin and Carlow opens on August 4, 1846.

The GS&WR is an Irish gauge (1,600 mm (5 ft. 3 in.)) railway company that operates in Ireland from 1844 until 1924. The GS&WR grows by building lines and making a series of takeovers, until in the late 19th and early 20th centuries it is the largest of Ireland’s “Big Four” railway networks. At its peak the GS&WR has an 1,100-mile (1,800 km) network, of which 240 miles (390 km) are double track.

The core of the GS&WR is the Dublin Kingsbridge – Cork main line, Ireland’s “Premier Line,” and still one of her most important main line railways. The company’s headquarters are at Kingsbridge station. At its greatest extent, the GS&WR includes, in addition to the Dublin – Cork main line, the Dublin – Waterford and Mallow – Waterford lines and numerous branch lines.

There are earlier attempts to set up main line railways into the south of Ireland, but the 1840s efforts of Peter Purcell, a wealthy landowner and mail coach operator, and his associates ultimately prove successful with the implementation of a bill passed on August 6, 1844, for the GS&WR. Purcell is actively assisted by engineer John Benjamin Macneill, who has done surveys for the London and Birmingham Railway and has connections in London. The GS&WR’s vision to provide a single railway for most of the south of Ireland finds favour with United Kingdom Prime Minister Robert Peel as having likely more profitably for wealthy investors and because a single company will be easier to control. These factors likely ease the passage of relevant legislation.

William Dargan, Ireland’s foremost railway contractor, builds much of the GS&WR’s main line and a number of its other routes.

The directors choose to begin by construction of the 32.5 mile (52.3 km) stretch of the Dublin – Cork main line as far as Cherryville Junction just west of Kildare and the 23.5 mile (37.8 km) branch to Carlow with contracts shared between McCormack and Dargan. Work begins in January 1845 with services commencing on August 4, 1846. Trains are scheduled to take about 2 hours, 35 minutes for the 56 mile (90 km) stretch to Carlow and coach connections are arranged to Kilkenny, Clonmel, Waterford and the evening mail coach for Cork.

In July 1848, the main line reaches Limerick Junction, where it meets the Waterford and Limerick Railway and thus links Dublin and Limerick by rail.

In October 1849, the main line reaches the outskirts of Cork, where the GS&WR opens a temporary terminus at Blackpool. The final 1-mile (1.6 km) of line from Blackpool to the centre of Cork includes a 1,355-yard (1,239 m) tunnel and is not completed for another six years. Services through the tunnel begin in December 1855, running to and from a second temporary terminus beside the River Lee. Finally, the present Cork terminus in Glanmire Road opens in July 1856.


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Death of Monsignor James Horan

James Horan dies on August 1, 1986, while on a pilgrimage to Lourdes. He is a parish priest of Knock, County Mayo. He is most widely known for his successful campaign to bring an airport to Knock, his work on Knock Basilica, and is also credited for inviting Pope John Paul II to visit Knock Shrine in 1979.

Horan is born in Partry, County Mayo, on May 5, 1911. Educated at St. Jarlath’s College, Tuam, he trains for the priesthood in St. Patrick’s College, Maynooth. He is ordained in 1936, and his first post is in Glasgow, where he remains for three years. Having served as chaplain on an ocean liner and briefly in Ballyglunin, County Galway, he becomes curate in Tooreen, a small townland close to Ballyhaunis, County Mayo. While there, he organises the construction of a dance hall, which becomes a popular local amenity. He secures financing for the project by collecting £8,000 on a tour of American cities. After also serving in Cloonfad, County Roscommon, he is transferred to Knock in 1963, where he becomes parish priest in 1967. He is troubled by the struggles of daily life and mass emigration in the west of Ireland, and he works to improve the living standards of the local community.

While stationed at Knock, Horan oversees the building of a new church for Knock Shrine, which is dedicated in 1976. The shrine is the stated goal of Pope John Paul II’s visit in 1979. The pope travels to Knock as part of a state visit to Ireland, marking the centenary of the famous Knock apparitions. Horan works with Judy Coyne to organise the papal visit. He is responsible for the refurbishment of the church grounds, along with the construction of a huge church, with a capacity of 15,000. This newly constructed church is given the status of basilica by the pope. The day after the papal visit, Horan begins his campaign to build an international airport in Barnacuige, a small village near Charlestown, County Mayo.

Critics regard the idea of an airport on a “foggy, boggy site” in Mayo as unrealistic, but funding is approved by then Taoiseach Charles Haughey, who performs the official opening in May 1986, five years after work commenced. Although Horan had secured IR£10,000,000 in funding from Haughey, following the Fianna Fáil party’s defeat in the general election of 1982, his funding is cut, with the airport unfinished. He raises the IR£4,000,000 shortfall by holding a “Jumbo Draw.” This large lottery succeeds in raising the required revenue, but only after a painstaking tour of several countries, including Australia and the United States. This takes its toll on the ageing Horan and leads to his death shortly after the completion of the airport. The airport is originally known as Horan International Airport but is now officially referred to as Ireland West Airport Knock.

Horan dies on August 1, 1986, while on a pilgrimage to Lourdes, just a few months after the official opening of the airport. His remains are flown into Knock, the first funeral to fly into the airport he had campaigned for. He is buried in the grounds of the Knock Basilica. His life and work are chronicled in a musical written by Terry Reilly and local broadcaster Tommy Marren, entitled A Wing and a Prayer. It premières in The Royal Theatre in Castlebar, County Mayo, on November 25, 2010.


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Founding of Córas Iompair Éireann

Córas Iompair Éireann (Irish for Irish Transport Company), or CIÉ, a statutory corporation of Ireland, is founded on January 1, 1945. CIÉ is answerable to the Irish Government and responsible for most public transport within the Republic of Ireland and jointly with its Northern Ireland counterpart, the Northern Ireland Transport Holding Company for the railway service between the Republic of Ireland and Northern Ireland. The company is headquartered at Heuston Station, Dublin. Its members are appointed by the Minister for Transport.

Córas Iompair Éireann is formed as a private company by the Transport Act 1944 and incorporates the Great Southern Railways Company and Dublin United Transport Company, initially adopting the logo of the latter company. Great Southern Railways (GSR) is incorporated in 1925, having been Great Southern Railway since 1924. Essentially the GSR becomes – especially as it starts to broaden its business interests into road transport – a monopoly transport operator. The Transport Act 1950 amalgamates CIÉ and the Grand Canal Company and formally nationalises CIÉ, changing its structure from that of a private limited company to a corporation under a board appointed by the Minister for Transport. The Northern Ireland Great Northern Railway Act, 1958 transfers the lines of Great Northern Railway Board south of the border to CIÉ. Until 1986 CIÉ operates as a single legal entity, although it is internally organised into rail services and two bus divisions – Dublin City Services and Provincial Services. The vast majority of services are branded CIÉ, although long-distance provincial buses are branded “Expressway” and Dublin electric trains DART. In 1987, CIÉ reorganises into a holding company and three operating companies. In 1990 it sells its nine Great Southern Hotels, including its hotel in Derry, Northern Ireland, to Aer Rianta, the airports authority.

Since the enactment of the Transport (Re-organisation of Córas Iompair Éireann) Act, 1986 CIÉ has been the holding company for Bus Éireann, Dublin Bus and Iarnród Éireann/Irish Rail, the three largest internal transport companies in Ireland. It was originally to have operated the Luas tram system in Dublin, but that project was transferred to the newly created Railway Procurement Agency.

CIÉ is responsible for the overall strategy of the group. It owns all fixed assets used by the three companies, such as railway lines and stations, the latter being dealt with through the Group Property division. It also operates an international tour division, CIÉ Tours International. CIÉ’s vast number of advertising sites are organised through Commuter Advertising Network (CAN), since the mid-1990s employing an external company (currently Exterion Media Ireland) to manage them. There are also a number of shared services provided by CIÉ to its three operating companies.

Other than in the railway sector CIÉ is not a monopoly provider of public transport services as a number of other operators exist. However, under the Transport Act, 1932, these may not compete directly on any route for which CIÉ has been granted a licence. Legislation is enacted in 2013 to provide for the tendering of 10% of routes operated by Dublin Bus and Bus Éireann. This public competition includes these two operators, along with private operators such as Go-Ahead Ireland, and is completed in January 2019.

(Pictured: “The Broken Wheel” logo introduced in 1964 and modernised in 2000)


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Phoenix Park Rail Tunnel Reopens to Passenger Traffic

The Phoenix Park Rail Tunnel, a railway tunnel in Dublin funded by the National Transport Authority, reopens to regular passenger traffic on November 21, 2016, improving services for rail commuters in Kildare and Dublin.

The tunnel is built in 1877 and begins at the Liffey Railway Bridge near Heuston Station, running underneath the Phoenix Park for 690 metres before re-emerging close to the junction of the Infirmary Road and North Circular Road. It joins with the Dublin-Sligo railway line near Glasnevin, before continuing to Dublin Connolly station.

The tunnel is originally built by the Great Southern and Western Railway company to connect Kingsbridge station (now Heuston Station) to the Dublin Docklands and is primarily used for freight. Historically the line has not been used for regular passenger trains, with most traffic through the tunnel being freight or carriages and engines shunted between Connolly and Heuston for maintenance. It has occasionally been used for special passenger services, including traffic for major Gaelic Athletic Association fixtures.

The tunnel reopens to regular passenger traffic on November 21, 2016. As of late 2018, this traffic is predominantly weekday services.

(Pictured: Southern end of the Phoenix Park Tunnel, Dublin, Ireland)


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Death of Charles Bianconi, Italo-Irish Entrepreneur

Charles Bianconi, Italo-Irish passenger car entrepreneur, dies on September 22, 1875, at Longfield House, Boherlahan, County Tipperary. Sometimes described as the “man who put Ireland on wheels,” he develops a network of horse-drawn coaches that become Ireland’s “first regular public transport” system.

Bianconi is born Carlo Bianconi in Tregolo, Costa Masnaga, Italy on September 24, 1786. He moves from an area poised to fall to Napoleon and travels to Ireland in 1802, by way of England, just four years after the Irish Rebellion of 1798. At the time, British fear of continental invasion results in an acute sense of insecurity and additional restrictions on the admission of foreigners. He is christened Carlo but anglicises his name to Charles when he arrives in Ireland.

Bianconi works as an engraver and printseller in Dublin, near Essex Street, under his sponsor, Andrea Faroni, when he is sixteen. In 1806 he sets up an engraving and print shop in Carrick-on-Suir, County Tipperary, moving to Clonmel in 1815.

Bianconi eventually becomes famous for his innovations in transport and is twice elected mayor of Clonmel.

Bianconi is the founder of public transportation in Ireland, at a time preceding railways. He establishes regular horse-drawn carriage services on various routes from about 1815 onward. These are known as “Bianconi coaches” and the first service, Clonmel to Cahir, takes five to eight hours by boat but only two hours by Bianconi’s carriage. Travel on one of his carriages cost one penny farthing a mile.

Bianconi also establishes a series of inns, the Bianconi Inns, some of which still exist in Piltown, County Kilkenny and Killorglin, County Kerry.

In 1832 Bianconi marries Eliza Hayes, the daughter of a wealthy Dublin stockbroker. They have three children – Charles Thomas Bianconi, Catherine Henrietta Bianconi and Mary Anne Bianconi, who marries Morgan John O’Connell and is the mother of his grandson John O’Connell Bianconi.

Bianconi’s transport services continue into the 1850s and later, by which time there are a number of railway services in the country. The Bianconi coaches continue to be well-patronised, by offering connections from various termini, one of the first and few examples of an integrated transport system in Ireland. By 1865 Bianconi’s annual income was about £35,000.

Charles Bianconi dies on September 22, 1875, at Longfield House, Boherlahan, County Tipperary. Having donated land to the parish of Boherlahan for the construction of a parish church, he wishes to be buried on the Church grounds. He, and his family, are buried in a side chapel, separate from the parish church in Boherlahan, approximately five miles from Cashel, County Tipperary.


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Birth of Mike Quill, Irish-American Trade Unionist

Michael Joseph “Red Mike” Quill, one of the founders of the Transport Workers Union of America (TWU), a union founded by subway workers in New York City that expands to represent employees in other forms of transit, is born on September 18, 1905, in Gortloughera, near Kilgarvan, County Kerry.

Quill is the seventh among five sons and three daughters of John Daniel Quill, farmer, of Gortloughera, and Margaret Quill (née Lynch), of Ballyvourney, County Cork. He attends Kilgarvan national school until early adolescence. The family has strong republican sympathies, and he serves with an Irish Republican Army (IRA) flying column during the Irish Civil War.

In 1926, Quill emigrates to New York City. After a series of brief jobs, in 1929 he secures employment with the Interborough Rapid Transit Company (IRT) as a subway station change-maker. Attracted to socialism and militant industrial unionism by his reading of James Connolly, in 1933 he is one of a small group of workers seeking to initiate a trade union independent of the IRT’s complacent company union. Comprised largely of ex-IRA men linked by membership of Clan na Gael and the leftist Irish Workers’ Clubs, his group soon joins forces with a New York transit-industry organising effort by the Communist Party, resulting in the launch in April 1934 of the Transport Workers Union (TWU).

With a convivial personality and a flair for oratory, Quill quickly emerges as one of the union’s most effective organisers. During 1935 he leaves his IRT job to work full-time as union organiser. In December 1935 he is elected TWU president, a position he holds until his death. By autumn 1936 the TWU has established a solid base on the IRT and intensifies organisation on New York’s other transit lines: subways, buses, elevated trains, and trolleys. In May 1937 the TWU affiliates with the incipient Congress of Industrial Organizations (CIO). After winning, mostly by large majorities, a series of union representation elections in May–June 1937, the TWU negotiates closed-shop contracts with various New York transit companies, obtaining for its 30,000 members substantial wage increases and benefits and a work-week reduction to forty-eight hours. The ethnic profile of the TWU, which is colloquially nicknamed “the Irish union,” reflects that of New York’s transit workforce, about half of which is Irish born.

First elected to the New York City Council in November 1937 as candidate of the American Labor Party, Quill serves on the body intermittently until 1949. After 1940 he leads the TWU into expansion outside New York, organising in mass transit in other cities, in airlines, and in railroads. Despite modest membership numbers (135,000 by the mid-1960s), the TWU is the United States‘ largest transit union, and Quill maintains a high public profile, owing to his union’s situation in a key economic sector, its base in the country’s largest city, and the colourful and the controversial features of his personality and politics. The 1940 municipal buy-out of New York’s private subway companies and subsequent evolution of a unified civically operated transport system precipitates a lengthy TWU struggle to establish collective bargaining rights and procedures for the transport workforce as public employees. This campaign, by setting precedents for public-sector union organisation nation-wide, marks Quill’s most enduring legacy to the American labour movement.

Quill denies repeated charges that he is a Communist, while retorting that he would “rather be called a Red by the rats than a rat by the Reds.” Communists hold influential positions at all levels in the TWU until the union’s December 1948 convention, when, after months of rancorous conflict over policy, he secures the expulsion from union office of all Communist Party members. His own politics, nevertheless, remain conspicuously leftist in the America of the 1950s and 1960s, as he condemns both the McCarthyite anti-Red witch-hunt and the Vietnam War. Elected a CIO vice-president in 1950, he eschews redefinition as “a labour statesman,” and advocates a national labour party and nationalisation of major industries. A strenuous opponent of racial discrimination by employers and within trade-union structures, he actively supports the black civil rights movement. He is the only top CIO official to oppose its 1955 merger with the conservative, craft-dominated American Federation of Labor (AFL), which he accuses of “the three Rs” of raiding, racketeering, and racism.

Quill’s final battle is his most dramatic. On January 1, 1966, he defies public-sector anti-strike legislation and a court injunction and leads TWU Local 100 into the first total subway-and-bus strike in New York City history, paralysing traffic for twelve days. Arrested on January 4, Quill, who has a history of serious heart disease, collapses during admission to prison and is transferred to hospital under police custody. On January 13 the strike is settled with a 15 percent wage increase, the highest of Quill’s TWU presidency. On January 28, several days after discharge from hospital, he dies of heart failure in his home. He is interred at Gate of Heaven Cemetery in Hawthorne, New York, after a funeral Mass at St. Patrick’s Cathedral, his casket draped by the Irish tricolor.

Speaking after his death, Martin Luther King Jr. eulogises Quill with the following: “Mike Quill was a fighter for decent things all his life—Irish independence, labor organization, and racial equality. He spent his life ripping the chains of bondage off his fellowman. When the totality of a man’s life is consumed with enriching the lives of others, this is a man the ages will remember—this is a man who has passed on but who has not died. Negroes had desperately needed men like Mike Quill who fearlessly said what was true even when it offended. That is why Negroes shall miss Mike Quill.”

Quill marries Maria Theresa O’Neill of Cahersiveen, County Kerry, in 1937. They have one son. Maria dies in 1959. He then marries Shirley Garry (née Uzin) of Brooklyn, New York, his long-serving administrative assistant, in 1961. They have no children. The Michael J. Quill Centre at Ardtully, Kilgarvan, County Kerry, houses a commemorative museum.

(From: “Quill, Michael Joseph” by Lawrence William White, Dictionary of Irish Biography, http://www.dib.ie | Pictured: Irish-American Trade Unionist Mike Quill during a visit to the White House in 1938)


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Birth of Monsignor James Horan

James Horan is born in Partry, County Mayo, on May 5, 1911. He is a parish priest of Knock, County Mayo. He is most widely known for his successful campaign to bring an airport to Knock, his work on Knock Basilica, and is also credited for inviting Pope John Paul II to visit Knock Shrine in 1979.

Educated at St. Jarlath’s College, Tuam, Horan trains for the priesthood in St. Patrick’s College, Maynooth. He is ordained in 1936, and his first post is in Glasgow, where he remains for three years. Having served as chaplain on an ocean liner and briefly in Ballyglunin, County Galway, he becomes curate in Tooreen, a small townland close to Ballyhaunis, County Mayo. While there, he organises the construction of a dance hall, which becomes a popular local amenity. He secures financing for the project by collecting £8,000 on a tour of American cities. After also serving in Cloonfad, County Roscommon, he is transferred to Knock in 1963, where he becomes parish priest in 1967. He is troubled by the struggles of daily life and mass emigration in the west of Ireland, and he works to improve the living standards of the local community.

While stationed at Knock, Horan oversees the building of a new church for Knock Shrine, which is dedicated in 1976. The shrine is the stated goal of Pope John Paul II’s visit in 1979. The pope travels to Knock as part of a state visit to Ireland, marking the centenary of the famous Knock apparitions. Horan works with Judy Coyne to organise the papal visit. He is responsible for the refurbishment of the church grounds, along with the construction of a huge church, with a capacity of 15,000. This newly constructed church is given the status of basilica by the pope. The day after the papal visit, Horan begins his campaign to build an international airport in Barnacuige, a small village near Charlestown, County Mayo.

Critics regard the idea of an airport on a “foggy, boggy site” in Mayo as unrealistic, but funding is approved by then Taoiseach Charles Haughey, who performs the official opening in May 1986, five years after work commenced. Although Horan had secured IR£10,000,000 in funding from Haughey, following the Fianna Fáil party’s defeat in the general election of 1982, his funding is cut, with the airport unfinished. He raises the IR£4,000,000 shortfall by holding a “Jumbo Draw.” This large lottery succeeds in raising the required revenue, but only after a painstaking tour of several countries, including Australia and the United States. This takes its toll on the ageing Horan and leads to his death shortly after the completion of the airport. The airport is originally known as Horan International Airport but is now officially referred to as Ireland West Airport Knock.

Horan dies on August 1, 1986, while on a pilgrimage to Lourdes, just a few months after the official opening of the airport. His remains are flown into Knock, the first funeral to fly into the airport he had campaigned for. He is buried in the grounds of the Knock Basilica. His life and work are chronicled in a musical written by Terry Reilly and local broadcaster Tommy Marren, entitled A Wing and a Prayer. It premières in The Royal Theatre in Castlebar, County Mayo, on November 25, 2010.


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Birth of Robert Horatio George Minty, Officer in the U.S. Union Army

Robert Horatio George Minty, a Brevet Major General in the Union Army during the American Civil War, is born in Westport, County Mayo, on December 4, 1831.

In 1836, Minty’s father, also named Robert, is promoted to lieutenant in the 1st West India Regiment of Foot, which is a regiment of black enlisted men with white officers. The whole family leaves Ireland and travels with him through Minty’s later childhood and teenage years. They move all around the Caribbean and West Africa ultimately being sent to Sierra Leone.

Minty’s father becomes judge advocate general in Jamaica in 1846 but dies after falling victim to yellow fever in 1848. Though he is only 17 at the time, he is allowed to take over his father’s commission in the regiment. After serving five years in the regiment he resigns his commission, possibly because he nearly becomes a victim of a tropical disease himself.

Minty immigrates to Ontario, Canada, where his mother and the family had moved after his father’s death. He is hired by the Great Western Railroad Company at a time when the railroad business is exploding in both the United States and Canada. He is involved with railroads for the rest of his life, with time out for the American Civil War.

Minty is commissioned as Major of the 2nd Michigan Cavalry Regiment on October 2, 1862, but holds that duty for only a month before he is transferred to the 3rd Michigan Cavalry Regiment and promoted to Lieutenant Colonel. His time with the new regiment is again relatively brief, for in March 1862 he is given the task of recruiting another regiment that becomes the 4th Michigan Cavalry Regiment.

Promoted to Colonel and officially given command of the unit on July 21, 1862, Minty leads it as it fights in Kentucky, Tennessee, Georgia and the Carolinas, taking part in the Battle of Chickamauga and the Battle of Atlanta. He is brevetted Brigadier General, U.S. Volunteers and Major General, U.S. Volunteers on March 13, 1865, for “gallant and meritorious services during the war.”

Minty and the men under his command are noted as being the regiment that captures the fleeing President of the Confederate States of America, Jefferson Davis, at Irwinville, Georgia on May 9, 1865, as the Confederacy collapses.

Minty is honorably mustered out of the Union Army on April 15, 1865, at Nashville, Tennessee, and becomes a successful railroad executive in his post-war career. He dies at the age of 74 on August 24, 1906, in Jerome, Arizona. He is buried at Aultorest Memorial Park in Ogden, Utah.


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Bus Éireann Strike Over Cost-Reduction Measures

Tens of thousands of people have to make alternative travel arrangements on March 24, 2017 due to a strike at Bus Éireann over the company’s implementation of cost-reduction measures without union agreement. The bus and coach operator warns that the strike will worsen the company’s financial situation, which it describes as perilous.

Iarnród Éireann, the operator of the national railway network, says some Intercity services are affected by the dispute due to picketing. It says there is significant disruption, with some services cancelled and others curtailed. But Iarnród Éireann says special late-night trains for football fans returning from the Republic of Ireland vs. Wales match will operate to Cork, Limerick and Galway.

The Minister for Transport Shane Ross says that he will “categorically” not be intervening during the strike and calls on both sides to get back to the talks. He says an industrial relations dispute is not a matter for the minister and that both parties should go to the Workplace Relations Commission and the Labour Court for talks. He adds that the only reason people are calling on him to intervene is to pay taxpayers’ money and he says he will not be doing that. He says the company needs to reform and that can be done maturely through talks by the two sides.

Dublin Bus services operate as normal. GO-BE, the joint venture company between Bus Éireann and Go-Bus, suspends its services between Cork and Dublin and the Dublin Airport. While it is not meant to be affected by the dispute, it is understood there are issues at its base in Cork and the service is suspended. Aircoach, which has a sizable part of the market for the Cork to Dublin route, contracts ten buses from a private bus operator to meet the additional demand.

The general manager of the Irish Citylink private bus service says the company has increased their departures by 25% on the Dublin to Galway route and other services around the country to meet demands. Irish Citylink usually has 100 daily departures on services that include 14 different towns on the “off motorway route” to Dublin from Galway, but has around 25 additional buses out to meet demands.

The Services, Industrial, Professional and Technical Union (SIPTU) issues a number of steps to its members to assist in ending the strike by Bus Éireann workers. Earlier, a SIPTU official says the blame for the strike must be laid at the door of management and the Minister for Transport Shane Ross.

Divisional Organiser Willie Noone says staff had “no other choice” but to strike in an attempt to protect their livelihoods, but acknowledges that it is unfortunate for commuters. He says that the unions had worked hard to keep staff at work to this point given the anger at company proposals to cut pay.

National Bus and Rail Union General Secretary Dermot O’Leary says disputes such as that at Bus Éireann are solved by discussions sitting around a table behind closed doors and that is where his union would like to be. He acknowledges the strike will exacerbate financial problems at Bus Éireann, but says his members have demanded for many weeks this action be taken in response to what the company has done since January.

Stephen Kent, Chief Commercial Officer with Bus Éireann, apologises to customers for the “highly regrettable” inconvenience caused by the strike. He says the company has run out of time and absolutely needs to implement the cost-cutting measures it has put forward. He adds that the company is doing everything it can to minimise all non-payroll costs and has eliminated all discretionary spending and that the issues at Bus Éireann can only be resolved through discussion with the workforce but they need to deliver work practice changes that will deliver urgently needed savings.

The strike represents a serious escalation of the Bus Éireann row, which could push the company over the edge. It lost €9.4m in 2016 and a further €50,000 a day in January 2017. But each strike day will cost another half a million, which the company insists is unsustainable. Management says that it had to proceed with unilateral implementation of cuts due to the financial crisis, and because unions would not agree to any reductions in take-home pay or unnecessary overtime. However, the unions have accused the company of seeking to introduce so-called yellow-pack terms and conditions in a race to the bottom, to groom the company for privatisation.

The strike affects businesses as well as disrupts the travel plans of 110,000 passengers each day, though not all are stranded. The National Transport Authority reminds passengers that there are alternative private operators on many routes. If Bus Éireann passengers defect to them, they may never return, further damaging revenue at the State-owned company. No further talks are planned as of this date.