seamus dubhghaill

Promoting Irish Culture and History from Little Rock, Arkansas, USA


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Death of Charles Donnelly, Poet & Republican Political Activist

Charles Patrick Donnelly, Irish poet, republican and left-wing political activist, is killed on February 27, 1937, fighting on the republican side during the Spanish Civil War.

Donnelly is born in Killybrackey, near Dungannon, County Tyrone, on July 10, 1914, into a family of cattle breeders. His father, Joseph Donnelly, sells his farm in 1917 and the family moves to Dundalk and opens a greengrocer‘s shop. Joseph Donnelly becomes quite prosperous, running his shop, dealing cattle and buying and selling property in the Dundalk area. In addition to Charles, the Donnellys have five other sons and two daughters. His mother, Rose, dies in 1927, when he is 13 years old.

Donnelly receives his early education in the Christian Brothers school in Dundalk. When he is fourteen in 1928, the family moves again, this time to Dublin, where his father purchases a house on Mountjoy Square in the north inner city. He enrolls in O’Connell School on North Frederick Street but is expelled after only a few weeks. He spends the next few months wandering the streets of Dublin during school time before his father discovers what had happened. Also at this time, he meets and is befriended by radical political activists from the Irish Republican Army (IRA), the Communist Party of Ireland and the left-Republican group Saor Éire.

Donnelly’s father and aunts get him an apprenticeship with a carpenter, but he gives this up after a year to enroll in University College Dublin (UCD) in 1931, where he studies Logic, English, History and the Irish language. In university he begins writing poetry and prose for student publications but fails his first-year examinations. At this time, he also becomes deeply involved in radical left-wing and republican politics. He drops out of university in 1934, having failed his first-year exams three times and joins the radical group, the Republican Congress. There he befriends veteran republicans Frank Ryan and George Gilmore. He also becomes involved in a romantic relationship with another republican activist, Cora Hughes, Éamon de Valera‘s goddaughter and later partner of George Gilmore. In July 1934, he is arrested and imprisoned for two weeks for his role in picketing a Dublin bakery with other Congress members. After this, his father expells him from the family home and he spends a period sleeping in parks around Dublin.

The Republican Congress splits at its first annual meeting in September 1934, but the 20-year-old Donnelly is elected to the National Executive of the truncated organisation. Thereafter, he writes for the Congress newspaper on political and social questions. In January 1935, he is again arrested for assaulting a Garda at a Congress demonstration and is imprisoned for a month. In February 1935, he leaves Ireland for London. In the British capital he forms the first Republican Congress branch in London and becomes its first chairman. He finds employment variously as a dishwasher in pubs and cafes and as a reporter with an international news agency. While in London he remains a regular contributor to the Republican Congress newspaper and various left-wing publications. Together with two other poets, Leslie Daiken and Ewart Milne, he is one of the founders of a duplicated publication called Irish Front, the London journal of the Republican Congress. Daiken admits that many of the Irish Front editions are written almost entirely by Donnelly.

Eoin McNamee recalls Donnelly as “a frail looking Dublin man with a Tyrone background…he was something of an intellectual and clearly the theorist of the Irish Republican Congress in London at that time. He was well versed in Marxism, wrote for the Congress and Communist press, and frequently appeared on left-wing public platforms.”

In July 1936, on the outbreak of the Spanish Civil War, Donnelly urges the Republican Congress to send fighters to the International Brigades. He himself returns to Dublin with the intention of organising such a force. By the end of 1936, he has gone again to London and joins the Brigades. He reaches Spain on January 7, 1937, and at Albacete, meets up with an Irish contingent, led by Frank Ryan, known as the Connolly Column, who had come to Spain to fight on the Republican side. He and his comrades are attached to the American Lincoln Battalion. On February 15, after receiving only rudimentary military training, the Lincoln Battalion is thrown into the Battle of Jarama, near Madrid. Donnelly reaches the front on February 23, where he is promoted to the rank of field commander. On February 27, his unit is sent on a frontal assault on the Nationalist positions on a hill named Pingarrón. The object of the attack is to take the enemy trenches and ultimately to drive them across the Jarama River. He and his unit are pinned down by machine gun fire all day. In the evening, the Nationalists launch a counterattack.

A Canadian veteran recalls, “We ran for cover, Charlie Donnelly, the commander of an Irish company is crouched behind an olive tree. He has picked up a bunch of olives from the ground and is squeezing them. I hear him say something quietly between a lull in machine gun fire: Even the olives are bleeding.” The line later becomes famous.

A few minutes later, as his unit retreats, Donnelly is caught in a burst of gunfire. He is struck three times, in the right arm, the right side and the head. He collapses and dies instantly. His body lay on the battlefield until it is recovered by fellow Irish Brigadier Peter O’Connor on March 10. He is buried at Jarama in an unmarked grave with several of his comrades.

Written by Donnelly’s brother Joseph, a collection of his work, Charlie Donnelly: the Life and Poems, is published in 1987 by Dedalus Press. On the eve of the 71st anniversary of his death, February 26, 2008, he is commemorated with the unveiling of a plaque at his alma mater, UCD, attended by 150 people. The commemoration, organised jointly by a group of UCD students and the Donnelly family, is hosted by the School of English and also includes a lecture by Gerald Dawe on Donnelly’s life and poetry. In April 2008, the UCD branch of the Labour Party is renamed the Charlie Donnelly Branch in his honour.

Donnelly’s friend Blanaid Salkeld commemorates him in her poem “Casualties,” writing “That Charlie Donnelly small and frail/ And flushed with youth was rendered pale/ But not with fear, in what queer squalor/ Was smashed up his so-ordered valour.” A 1976 documentary about the Civil War by Cathal O’Shannon is entitled Even the Olives are Bleeding.

Donnelly is survived by a brother, Joseph, who manages to get many of his poems published in 1987; only five or six are published during his lifetime. Discussing his work, Colm Tóibín says it “mixed an Audenesque exactitude with a youthful romanticism… his poem “The Tolerance of Crows” belongs in any anthology of modern poetry.” In 1992, Donnelly has work included in Dedalus Irish Poets: An Anthology from Dedalus Press.

In 1992 New Island Books publishes Even the Olives Are Bleeding: The Life and Times of Charles Donnelly by Joseph O’Connor. The book is launched by future Irish President Michael D. Higgins.

Donnelly is commemorated in the Christy Moore song Viva La Quinta Brigada.


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Birth of John Watson, Formula One Driver & Commentator

John Marshall Watson, MBE, British former racing driver and current commentator, is born in Belfast, Northern Ireland, on May 4, 1946.

Watson is educated at Rockport School, in Holywood, County Down. His Formula One career begins in 1972, driving a customer MarchCosworth 721 for Goldie Hexagon Racing in the World Championship Victory Race, a non-Championship event at Brands Hatch. His first World Championship events come in the 1973 season, in which he races in the British Grand Prix in a custom BrabhamFord BT37, and the U.S. Grand Prix, where he drives the third works Brabham BT42. Neither is particularly successful, as in the British race he runs out of fuel on the 36th lap and his engine fails after only seven laps in the United States event.

Watson scores his first World Championship point in the 1974 Monaco Grand Prix, while driving for Goldie Hexagon Racing. He goes on to score a total of six points that season, driving a customer Brabham BT42-Ford modified by the team. He fails to score Championship points the following year, driving for Surtees Racing Organisation, Team Lotus and Team Penske. At the 1975 Spanish Grand Prix he has the chance to score his first win. He is in second position, behind Mario Andretti, until he has to stop in the pits for checks after his car starts to suffer vibrations. Andretti retires later, and after rejoining the race Watson finishes in eighth, his best Championship result in 1975. In non-Championship races he fares somewhat better, taking second place in the Race of Champions at Brands Hatch, and fourth at the BRDC International Trophy race at Silverstone.

Watson secures his first World Championship podium with third place at the 1976 French Grand Prix. Later that season comes his first victory, driving for Penske in the Austrian Grand Prix having qualified second on the grid. After the race he shaves off his beard, the result of a bet with team owner Roger Penske.

In the third race of the 1977 Formula One season, the South African Grand Prix, he manages to complete the race distance, scores a point, and takes his first ever fastest lap. His achievements are overshadowed, however, by the deaths of driver Tom Pryce and a track marshal, Jansen Van Vuuren. His Brabham-Alfa Romeo lets him down throughout the season but, despite this, he gains his first pole position in the Monaco Grand Prix and qualifies in the top ten no fewer than 14 times, often in the first two rows. Problems with the car, accidents, and a disqualification leads him to race the full distance in only five of the 17 races. The closest he comes to victory is during the French Grand Prix, where he dominates the race from the start only to be let down by a fuel metering problem on the last lap which relegates him to second place behind eventual winner Mario Andretti.

In 1978, Watson manages a more successful season in terms of race finishes, even out-qualifying and out-racing his illustrious teammate Niki Lauda on occasion. He manages three podiums and a pole, and notches up 25 points to earn the highest championship placing of his career to that point.

For 1979, Watson moves to McLaren where he gives them their first victory in over three years by winning the 1981 British Grand Prix and also securing the first victory for a carbon fibre composite monocoque F1 car, the McLaren MP4/1. Later in the 1981 season, the strength of the McLaren’s carbon fibre monocoque is demonstrated when he has a fiery crash at Monza during the Italian Grand Prix. He loses the car coming out of the high speed Lesmo bends and crashes backwards into the barriers. Similar accidents have previously proven fatal, but Watson is uninjured in an accident he later recalls as looking far worse than it actually was. After James Hunt‘s abrupt retirement after the Monaco Grand Prix in 1979, he is the only full-time competitive British F1 driver up until the end of his career.

Watson’s most successful year is 1982, when he finishes third in the Drivers’ Championship, winning two Grands Prix. In several races he achieves high placings despite qualifying towards the back of the grid. At the first ever Detroit Grand Prix in 1982, he overtakes three cars in one lap deep into the race on a tight, twisty track that is difficult to pass on. Working his way from 17th starting position on the grid, he charges through the field and scores a victory in the process. He goes into the final race of the season at Caesars Palace with an outside chance of the title, but he finishes five points adrift of Keke Rosberg and level on points with Didier Pironi.

A year later in 1983, Watson repeats the feat of winning from the back of the grid at the final Formula One race in Long Beach, another street circuit, starting from 22nd on the grid, the farthest back from which a modern Grand Prix driver had ever come to win a race. His final victory also includes a fight for position with teammate Niki Lauda, who had started the race 23rd, though Watson ultimately finishes 27 seconds ahead of his dual World Championship winning teammate.

At the end of the 1983 season, however, Watson is dropped by McLaren and subsequently retires from Formula One. Negotiations with team boss Ron Dennis reportedly break down when he asks for more money than dual World Champion Lauda is earning, citing having won a Grand Prix in 1983 where Lauda did not. Dennis instead signs Renault refugee Alain Prost for comparatively little. Watson does return for one further race two years later, driving for McLaren in place of an injured Lauda at the 1985 European Grand Prix at Brands Hatch, in which he qualifies 21st and places seventh in the race.

In 1984 Watson turns to sports car racing, notably partnering Stefan Bellof to victory at the Fuji 1000 km during Bellof’s 1984 Championship year. He is also part of the driver lineup for Bob Tullius‘ Group 44 Jaguar team at the 1984 24 Hours of Le Mans driving an IMSA spec Jaguar XJR-5 powered by a 6.0 litre V12 in the IMSA / GTP class. In what is Jaguar’s first appearance at Le Mans since 1959, he briefly takes the lead toward the end of the first hour when the faster Porsche 956s and Lancia LC2s pit. Driving with American Tony Adamowicz and Frenchman Claude Ballot-Léna, they fail to finish the race due to engine trouble though they are classified in 28th place.

Watson also finishes second in the 1987 World Sportscar Championship season alongside Jan Lammers in the TWR Silk Cut Jaguar XJR-8 when they win a total of three championship races (Jarama, Monza and Fuji). He competes in the 24 Hours of Le Mans seven times over the course of his career between 1973 and 1990, finishing 11th, a career best, in his last start in 1990 driving a Porsche 962C for Richard Lloyd Racing alongside fellow Grand Prix drivers Bruno Giacomelli and Allen Berg.

After retiring from active racing, Watson works as a television commentator for Eurosport, the BBC, Sky Sports’ Pay Per View, BSkyb, runs a race school at Silverstone and manages a racetrack. He also becomes the first man to ever test a Jordan Formula One car in 1990. He currently provides expert commentary on the GT World Challenge Europe alongside regular Blancpain television commentator David Addison.

(Pictured: John Watson at the 1982 Dutch Grand Prix)