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)
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.
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.
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 fellow-man. 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)
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 TaoiseachCharles 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.
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 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.
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 TransportShane 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.
The Michael Hughes Bridge, the first major infrastructural project to be started in Sligo in decades, is officially opened to the motoring public on December 9, 1988.
Often referred to locally as “The New Bridge,” construction of the £2.55 million four lane bridge over the River Garavogue estuary is started in July 1987, with the aim of relieving Sligo of the chaotic traffic congestion which has been crippling the town’s streets for several decades. The project starts taking shape after a study of the traffic in Sligo is carried out in 1969 and updated in 1975 by consultants DeLaw, Chadwick & O’h Eocha.
The location of the Michael Hughes Bridge is from the embankment at Markievicz Road, adjacent to the location of the old Municipal Swimming Pool, which has itself been demolished in recent years to make way for a small recreation area, to the old Harbour Office on Custom House Quay.
The Queens Store, an old warehouse, is demolished to make way for a new section of road leading from the bridge up as far as Union Street, beside where TD Howley’s public house stands. Major resurfacing works are carried out by Sligo Borough Council, then known as Sligo Corporation, on Adelaide Street and on Union Street prior to the opening of the bridge.
The contractors for the construction of the Michael Hughes Bridge are Ascon Ltd., Ireland‘s largest civil engineering contractor based in Kill, County Kildare.
The Michael Hughes Bridge is named after the late Councillor Michael Hughes who spearheaded the campaign to have a new road bridge built across the River Garavogue in the 1940s. It is opened by Mayor Matt Lyons, which he describes as being “the most historic civic occasion in Sligo for decades.”
Two thousand people turn out to see the opening of the long-awaited piece of infrastructure, which includes many schoolchildren, as all of the schools in Sligo are closed for the day. Mayor Lyons unveils a plaque to mark the opening of the bridge, which is followed by a multi-denominational blessing ceremony and a parade across the bridge.
A ship anchored nearby blasts its siren as the bridge, the first new bridge in Sligo since 1852, is officially declared open.
Ireland’s first passenger railway, the Dublin and Kingstown Railway (D&KR), opens on October 9, 1834. It links Westland Row in Dublin with Kingstown Harbour (Dún Laoghaire) in County Dublin. The D&KR is also notable for a number of other achievements besides being Ireland’s first passenger railway. It operates an atmospheric railway for ten years, claims the first use of a passenger tank engine and is the first railway company to build its own locomotives.
Construction begins on a new harbour at Dunleary village in 1817 that soon begins to attract traffic due to silting problems elsewhere around Dublin Bay. Proposals for canal or rail infrastructure links to Dublin are variously proposed through to the 1830s. James Pim takes the initiative and commissions a plan by Alexander Nimmo which is presented as a petition to the House of Commons on February 28, 1831 for a rail line from near Trinity College Dublin to the west pier at the Royal Harbour of Kingstown under a company to be known as the D&KR. A bill is presented and is progressing but is scuppered by a prorogation of parliament and an election. A fresh bill receives Royal assent on September 6, 1831.
A meeting of D&KR subscribers on November 25, 1831 at the Dublin Chamber of Commerce includes the submission of a long report which indicates that Westland Row is to be the Dublin terminus and that the enterprise is initially to focus on passenger traffic with a high train frequency.
The construction contract is awarded to William Dargan, with Charles Blacker Vignoles as engineer. The construction contract is signed on May 7, 1833 and is completed in about 18 months. The railway proves expensive to build with the final cost being a little under £60,000 per mile. Thomas Grierson, the Dublin, Wicklow and Wexford Railway (DW&WR) chief engineer comments in a presentation to the Institution of Civil Engineers of Ireland in 1887 that speed of construction is remarkably short and leads to “many failures in masonry, bridges, etc.”
On October 4, 1834 the first recorded train with invited passengers is hauled by the engine Vauxhall and runs as far as the Williamstown Martello Tower at what is now Blackrock Park before returning. The engine Hibernia on October 9, 1834 hauls another train of invited passengers composed of eight carriages the entire length of the line and back. Plans are made to introduce a service on October 22, 1834 but storms and flooding damage the line including wrecking the bridge over the River Dodder and this leads to delays for repairs. A timetabled regular service is introduced from January 1835.
On June 30, 1856 the Dublin and Wicklow Railway (D&WR) takes over operation of the line from the D&KR with the D&KR continuing to lease out the line. The D&WR had formerly been known as the Waterford, Wicklow, Wexford and Dublin Railway (WWW&DR or 3WS). It changes its name to the Dublin Wicklow and Wexford Railway (DW&WR) in May 1860 and is ultimately renamed the Dublin and South Eastern Railway (D&SER) in 1907, a name which is retained until the amalgamation of the D&KR and D&SER with the Great Southern Railways on January 1, 1925. As of 1974, its independent existence of over 90 years by a railway company is only exceeded in the British Isles by the Great Western Railway and the Londonderry and Lough Swilly Railway.
(Pictured: Sketch of Second Class Carriage on the Dublin and Kingstown Railway by E. Heyden, with Patent Spiral spring Buffer, as invented by T.F. Bergin)
In 1975, with Aer Lingus and the Guinness Peat Group, Ryan founds Guinness Peat Aviation (later GPA Group), an aircraft leasing company, with a $50,000 investment. GPA grows to be the world’s biggest aircraft lessor, worth $4 billion at its peak. However its value dramatically collapses in 1992 after the cancellation of its planned IPO.
Ryan makes €55m from the sale of AerFi, the successor to GPA, in 2000. In 2001, he acquires Castleton Farm near Lexington, Kentucky from the Van Lennep Family Trust. He renames it Castleton Lyons and undertakes renovations to the property while returning to its original roots as a thoroughbred operation. He is a tax exile who lives in Monte Carlo, but also owns a stud farm near his home in Dolla, County Tipperary. He is the 7th wealthiest individual from Ireland in the Sunday Times Rich List 2007 with over €1.5bn(£1bn).
Ryan is best known in the public mind as the founder of the eponymous Ryanair with Christopher Ryan and Liam Lonergan. Ryanair is believed to be the main source of his wealth in later life. Ryanair is now one of the biggest airlines in Europe and is valued at over 15 billion Euros as of December 2019.
Ryan over the years helps nurture two successful business protégés, Denis O’Brien and Michael O’Leary, both of whom become billionaires.
Ryan is an active and innovative funder of university education in Ireland. He donates a marine science institute to NUI Galway in 1993 which is named the Martin Ryan Marine Science Institute in honour of his father. He shows interest in marine science and aquaculture development in the west of Ireland. He also funds The Ryan Academy for Entrepreneurship at the Citywest park, that is run by Dublin City University.
At the time of his death Ryan owns 16% of Tiger Airways, a discount carrier based in Singapore which is founded in December 2003.
Ryan dies on October 3, 2007 at Celbridge, County Kildare following an 18-month battle with pancreatic cancer. His eldest son, Cathal, dies just three months later, aged 48, after being diagnosed with cancer.
Charles Stewart Parnell turns the first sod for the construction of the West Clare Railway (WCR) on January 27, 1885, although actual work on the line had begun in November 1884. The line is opened on July 2, 1887.
At the end of the Great Famine there is a new growth in local businesses. The British Government determines that an improved railway system is necessary to aid in the recovery of the West of Ireland. The West Clare Railway and the South Clare Railway are built by separate companies, but in practice the West Clare Railway operates the entire line. The lines meet at Milltown Malbay. In due course the entire line becomes known as the West Clare Railway.
The West Clare Railway originally operates in County Clare between 1887 and 1961. The 3-foot narrow gauge railway runs from the county town of Ennis, via numerous stopping points along the West Clare coast to two termini, at Kilrush and Kilkee, with the routes diverging at Moyasta Junction. The system is the last operating narrow gauge passenger system in Ireland and connects with the mainline rail system at Ennis, where a station still stands today for bus and train services to Limerick and Galway. Intermediate stops include Ennistymon, Lahinch and Milltown Malbay.
On 27 September 27, 1960, CIÉ gives notice of its intending closure with effect from February 1, 1961, despite the dieselisation of passenger services in 1952 and freight in 1953. CIÉ says that the West Clare is losing £23,000 per year, despite the considerable traffic it handles. In December 1960 it is announced that the line would close completely on January 1, 1961 although actual closure does not take place until January 31, 1961. CIÉ begins dismantling the line the following day.
A preservation society maintains a railway museum at Moyasta Junction station, and successfully re-opens a section of the railway as a passenger carrying heritage line with diesel traction in the 1990s, and with steam motive power from 2009.
seamus dubhghaill 