seamus dubhghaill

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


Leave a comment

Death of John Holland, Irish Engineer

john-philip-hollandJohn Philip Holland, Irish engineer who develops the first submarine to be formally commissioned by the U.S. Navy, and the first Royal Navy submarine, HMS Holland 1, dies in Newark, New Jersey on August 12, 1914.

Holland, the second of four siblings, all boys, is born on February 24, 1841 in a coastguard cottage in Liscannor, County Clare, where his father, John Philip Holland, Sr., is a member of the British Coastguard Service. His mother, a native Irish speaker from Liscannor, Máire Ní Scannláin, is John Holland’s second wife. His first wife, Anne Foley Holland, believed to be a native of Kilkee, dies in 1835. The area is heavily Irish-speaking and Holland learns English properly only when he attends the local English-speaking St. Macreehy’s National School, and from 1858, in the Christian Brothers in Ennistymon.

Holland joins the Irish Christian Brothers in Limerick and teaches in CBS Sexton Street in Limerick and many other centres in the country, including North Monastery CBS in Cork, St. Joseph’s CBS in Drogheda, and as the first Mathematics teacher in Coláiste Rís in Dundalk. Due to ill health, he leaves the Christian Brothers in 1873 and emigrates to the United States. Initially working for an engineering firm, he returns to teaching again for an additional six years in St. John’s Catholic school in Paterson, New Jersey.

While a teacher in Cork, Holland reads an account of the battle between the ironclads USS Monitor and USS Merrimack in the Battle of Hampton Roads during the American Civil War. He realizes that the best way to attack such ships would be through an attack beneath the waterline. He draws a design, but when he attempts to obtain funding, he is turned away. After his arrival in the United States, Holland slips and falls on an icy Boston street and breaks a leg. While recuperating from the injury in a hospital, he uses his time to refine his submarine designs and is encouraged by a priest, Isaac Whelan.

In 1875, his first submarine designs are submitted for consideration by the U.S. Navy, but are turned down as unworkable. The Fenians, however, continue to fund Holland’s research and development expenses at a level that allows him to resign from his teaching post. In 1881, Fenian Ram is launched, but soon after, Holland and the Fenians part company on bad terms over the issue of payment within the Fenian organization, and between the Fenians and Holland. The submarine is now preserved at Paterson Museum in New Jersey.

Holland continues to improve his designs and works on several experimental boats, prior to his successful efforts with a privately built type, launched on May 17, 1897. This is the first submarine having power to run submerged for any considerable distance, and the first to combine electric motors for submerged travel and gasoline engines for use on the surface. The submarine is purchased by the U.S. Navy on April 11, 1900, after rigorous tests and is commissioned on October 12, 1900 as USS Holland (SS-1). Six more of her type are ordered and built at the Crescent Shipyard in Elizabeth, New Jersey. The company that emerges from under these developments is called The Electric Boat Company, founded on February 7, 1899. Isaac Leopold Rice becomes the company’s first President with Elihu B. Frost acting as vice president and chief financial officer. The company eventually evolves into the major defense contractor General Dynamics.

The USS Holland design is also adopted by others, including the Royal Navy in developing the Holland-class submarine. The Imperial Japanese Navy employs a modified version of the basic design for their first five submarines, although these submarines are at least 10 feet longer at about 63 feet. These submarines are also developed at the Fore River Ship and Engine Company in Quincy, Massachusetts. Holland also designs the Holland II and Holland III prototypes. The Royal Navy ‘Holland 1’ is on display at the Submarine Museum in Gosport, England.

After spending 56 of his 73 years working with submersibles, John Philip Holland dies on August 12, 1914 in Newark, New Jersey. He is interred at the Holy Sepulchre Cemetery in Totowa, New Jersey.


Leave a comment

First Balloon Crossing of the Irish Sea

william-windham-sadlerWilliam Windham Sadler makes the first balloon crossing of the Irish Sea, from Dublin to Anglesey, on July 22, 1817.

Sadler is born near Dublin on October 17, 1796, the son by a second wife of James Sadler, one of the earliest British balloonists. The elder Sadler makes his first ascent on May 5, 1785, in company with William Windham, the politician, who subsequently consents to stand godfather to his son. In October 1811 he makes a rapid flight from Birmingham to Boston, Lincolnshire, in less than four hours. Less successful is his attempt to cross the Irish Sea on October 1, 1812, when he ascends from the lawn of the Belvedere House, Dublin, receiving his flag from the Duchess of Richmond. In spite of a tear in the balloon fabric, which he partially repairs with his neckcloth, he nearly succeeds in crossing the Channel. However, when over Anglesey a strong southerly current carries him out to sea, and he has a most perilous escape, being rescued by a fishing craft, which ran its bowsprit through the balloon. He is not deterred from making other ascents, and his name is long familiar in connection with ballooning. George III takes a special interest in his ascents.

The younger Sadler is brought up as an engineer, acquires a good practical knowledge of chemistry, and enters the service of the first Liverpool gas company. He gives up his employment there for professional aërostation, with which, upon his marriage in 1819, he combines the management of an extensive bathing establishment at Liverpool.

Sadler’s most notable feat is performed in 1817, when, with a view to carrying his father’s adventure of 1812 to a successful issue, he ascends from the Portobello barracks at Dublin on June 22. He rises to a great height, obtains the proper westerly current, and manages to keep the balloon in it across the St. George’s Channel. In mid-channel he writes, “I enjoyed at a glance the opposite shores of Ireland and Wales, and the entire circumference of Man.” Having started at 1:20 PM, Sadler alights a mile south of Holyhead at 6:45 PM.

On September 29, 1824 Sadler makes his thirty-first ascent at Bolton. He prepares to descend at dusk near Blackburn, but the wind dashes his car against a lofty chimney, and he is hurled to the ground, sustaining injuries of which he dies at 8:00 on the following morning. He is buried at Christchurch in Liverpool, where he was very popular. He well deserves the title of ‘intrepid’ bestowed on his father by Erasmus Darwin, but he did little to advance a scientific knowledge of aërostation by making systematic observations.


Leave a comment

Birth of Hugh O’Brien, 31st Mayor of Boston

hugh-obrienHugh O’Brien, the mayor of Boston from 1884-1888, is born in Ireland on July 13, 1827. He is notable as Boston’s first Irish-born mayor, immigrating to the United States in the early 1830s. He is the editor of the Shipping and Commercial List and serves as a Boston alderman from 1875-1883.

O’Brien moves with his family to Boston when he is five years old, well before the potato famine sends waves of impoverished Irish men and women to Boston. He spends seven years in the Boston public schools and is apprenticed to a printer at the age of 12.

Working first for the newspaper Boston Courier and then for a Boston printer, O’Brien excels at the printing business, making foreman when he is only fifteen. He starts his own publication, Shipping and Commercial List, and is soon successful enough to become a respected member of the Boston business elite.

O’Brien’s business success draws the attention of Patrick Maguire, publisher of The Republic newspaper and the unofficial head of Irish politics in Boston. He orchestrates O’Brien’s election to the city’s Board of Alderman.

Boston has long been controlled by native-born Protestants, generally called “Yankees,” most of whom have a stereotypical view of Irish immigrants as poor, ignorant, undisciplined, and under the thumb of the Catholic Church. But the Irish-born population of Boston is exploding, making up over 40% of the city’s population by 1885.

By 1883, Maguire decides that the time has come for Boston to elect an Irish-born mayor. He devises a two-part strategy. O’Brien will be the public face of the campaign, an able public official who criticizes the previous administration for increasing taxes. O’Brien’s pledge to reduce the tax rate without cutting city services appeals to the Yankee tradition of frugality. Meanwhile, behind the scenes, Maguire develops a system of Irish ward bosses who visit each household in the neighborhood and make sure that every eligible Irishman votes for O’Brien. O’Brien sweeps 15 of Boston’s 25 wards and, on December 10, 1884, becomes the first Irish Catholic to be elected Mayor of Boston. He is sworn in on January 5, 1885.

O’Brien surprises the opposition by governing the city in a conservative and honest way during his four terms in office. He cuts tax rates as promised. He also widens streets, establishes the commission that hires Frederick Law Olmsted to design the Emerald Necklace park system, and builds the new Boston Public Library in Copley Square. He disarms his critics by enlisting Yankee and Republican businessmen to serve on the committees overseeing these projects.

Hugh O’Brien dies on August 1, 1895 and is buried at Holyhood Cemetery in Brookline, Massachusetts.


Leave a comment

Birth of Patrick Ford, Irish American Journalist

patrick-fordPatrick Ford, Irish American journalist, Georgist land reformer and fund-raiser for Irish causes, is born in Galway, County Galway on April 12, 1837.

Ford is born to Edward Ford (1805-1880) and Ann Ford (1815-1893), emigrating with his parents to Boston, Massachusetts in 1845, never returning to Ireland. He writes in the Irish World in 1886 that “I might as well have been born in Boston. I know nothing of England. I brought nothing with me from Ireland — nothing tangible to make me what I am. I had consciously at least, only what I found and grew up with in here.”

Ford leaves school at the age of thirteen and two years later is working as a printer’s devil for William Lloyd Garrison‘s The Liberator. He credits Garrison for his advocacy for social reform. He begins writing in 1855 and by 1861 is editor and publisher of the Boston Tribune, also known as the Boston Sunday Tribune or Boston Sunday Times. He is an abolitionist and pro-union.

During the American Civil War (1861–1865) Ford serves in the Union Army in the Ninth Massachusetts Regiment with his father and brother. He sees action in northern Virginia and fights in the Battle of Fredericksburg.

Ford spends four years after the war in Charleston, South Carolina, editing the Southern Carolina Leader, printed to support newly freed slaves. He settles in New York City in 1870 and founds the Irish World, which becomes the principal newspaper of Irish America. It promises “more reading material than any other paper in America” and outsells John Boyle O’Reilly‘s The Pilot.

In 1878, Ford re-titles his newspaper, the Irish World and American Industrial Liberator. During the early 1880s, he promotes the writings of land reformer, Henry George in his paper.

In 1880, Ford begins to solicit donations through the Irish World to support Irish National Land League activities in Ireland. Funds received are tabulated weekly under the heading “Land League Fund.” Between January and September 1881 alone, more than $100,000 is collected in donations. British Prime Minister William Ewart Gladstone later states that without the funds from the Irish World, there would have been no agitation in Ireland.”

Patrick Ford dies on September 23, 1913.


Leave a comment

Death of Dramatist John Millington Synge

John Millington Synge, a leading figure in the Irish Literary Revival, dies in Dublin, on March 24, 1909. He is a poetic dramatist of great power who portrays the harsh rural conditions of the Aran Islands and the western Irish seaboard with sophisticated craftsmanship.

Synge is born in Newtown Villas, Rathfarnham, County Dublin, on April 16, 1871. He is the youngest son in a family of eight children. His parents are members of the Protestant upper middle class. His father, John Hatch Synge, who is a barrister, comes from a family of landed gentry in Glanmore Castle, County Wicklow.

Synge is educated privately at schools in Dublin and Bray, and later studies piano, flute, violin, music theory and counterpoint at the Royal Irish Academy of Music. He enters Trinity College, Dublin, in 1889. He graduates with a BA in 1892, having studied Irish and Hebrew, as well as continuing his music studies and playing with the Academy Orchestra in the Antient Concert Rooms.

After studying at Trinity College and at the Royal Irish Academy of Music in Dublin, Synge pursues further studies from 1893 to 1897 in Germany, Italy, and France. In 1894 he abandons his plan to become a musician and instead concentrates on languages and literature. He meets William Butler Yeats while studying at the Sorbonne in Paris in 1896. Yeats inspires him with enthusiasm for the Irish renaissance and advises him to stop writing critical essays and instead to go to the Aran Islands and draw material from life. Already struggling against the progression of Hodgkin’s lymphoma which is untreatable at the time and eventually leads to his death, Synge lives in the islands during part of each year between 1898 and 1902, observing the people and learning their language, recording his impressions in The Aran Islands (1907) and basing his one-act plays In the Shadow of the Glen and Riders to the Sea (1904) on islanders’ stories. In 1905 his first three-act play, The Well of the Saints, is produced.

Synge’s travels on the Irish west coast inspire his most famous play, The Playboy of the Western World (1907). This morbid comedy deals with the moment of glory of a peasant boy who becomes a hero in a strange village when he boasts of having just killed his father but who loses the villagers’ respect when his father turns up alive. In protest against the play’s unsentimental treatment of the Irishmen’s love for boasting and their tendency to glamorize ruffians, the audience riots at its opening at Dublin’s Abbey Theatre. Riots of Irish Americans accompany its opening in New York City in 1911, and there are further riots in Boston and Philadelphia. Synge remains associated with the Abbey Theatre, where his plays gradually win acceptance, until his death. His unfinished Deirdre of the Sorrows, a vigorous poetic dramatization of one of the great love stories of Celtic mythology, is performed there in 1910.

John Millington Synge dies at the Elpis Nursing Home in Dublin on March 24, 1909, at the age of 37, and is buried in Mount Jerome Cemetery and Crematorium, Harold’s Cross, Dublin.

In the seven plays he writes during his comparatively short career as a dramatist, Synge records the colourful and outrageous sayings, flights of fancy, eloquent invective, bawdy witticisms, and earthy phrases of the peasantry from County Kerry to County Donegal. In the process he creates a new, musical dramatic idiom, spoken in English but vitalized by Irish syntax, ways of thought, and imagery.

 


2 Comments

Death of Boston Politician James Michael Curley

james-michael-curleyJames Michael Curley, American Democratic Party politician and one of the best known and most colourful big-city Democratic bosses, dies in Boston, Massachusetts on November 12, 1958. He dominated Boston politics throughout the first half of the 20th century.

Curley’s father, Michael Curley, a juvenile petty criminal, leaves Oughterard, County Galway, at the age of fourteen. He settles in Roxbury, an Irish immigrant neighborhood in Boston.

Curley never forgets the needs of new immigrants, and he owes much of his political success to serving those needs in exchange for votes. He enters politics in 1899, winning a seat on the Boston common council. In 1904 he is imprisoned briefly for impersonating a friend at a civil service examination.

Curley serves in a succession of elective capacities—as a state legislator, alderman, city councilman, and U.S. representative—before winning the mayoralty in 1914, resigning his congressional seat to assume the municipal office.

Curley centralizes the powers of patronage in his own hands and distributes public-works jobs in such a way as to retain the loyalty and support of his working-class electoral base. As mayor, he nearly brings the city to bankruptcy by spending enormous sums on parks and hospitals to satisfy his various constituencies. He is a gifted orator and a resourceful political campaigner. He loses his bid for reelection in 1918, wins in 1922, loses in 1926, and wins again in 1930.

Unable to win a seat in the Massachusetts delegation to the 1932 Democratic National Convention in 1932, Curley contrives by means he never explains to be elected a delegate from Puerto Rico. He supports the presidency of Franklin D. Roosevelt, but national party leaders look upon the controversial Curley as something of an embarrassment. As governor of Massachusetts from 1935 to 1937, he spends New Deal funds lavishly on roads, bridges, and other public works programs. He is out of elective office from 1938 to 1942, during which period he loses bids for the United States Senate, mayor, and governor. He wins a seat in the United States House of Representatives in 1942, however, and is reelected two years later. He follows with another tenure as mayor of Boston (1947–50) but spends five months of his term in federal prison following a conviction for mail fraud. President Harry S. Truman secures his release and, in 1950, grants him a full pardon.

Curley, who has foiled an attempt by the Republican Party to have him replaced while he is in prison, retires from politics after losing reelection bids in 1950 and 1954. His career inspires Edwin O’Connor’s popular novel The Last Hurrah (1956), and the next year Curley’s best-selling autobiography, I’d Do It Again, is published.

James Curley dies in Boston, Massachusetts on November 12, 1958. His death is followed by one of the largest funerals in the city’s history. He is interred in Old Calvary Cemetery.


Leave a comment

The Catalpa Rescue

catalpaThe whaling ship Catalpa is given a tumultuous welcome as it sails into New York harbor on August 19, 1876. She has no whales on board, but a far more valuable cargo, six Fenian prisoners from the British penal colony of Western Australia.

Clan na Gael‘s John Devoy, with the help of his friend John Boyle O’Reilly, a Fenian who had once escaped from Australia himself and editor of the Boston newspaper The Pilot, plan the escape. Somehow maintaining the secrecy of the mission, the two arrange to buy and crew the whaler Catalpa, purchased in New Bedford, Massachusetts, for the attempt.

The Catalpa sets out in April 1875 with most of the crew unaware of their actual mission. They reach western Australia in March 1876.

The first intended day for escape from the penal colony is April 6, but the appearance of HMS Convict and other Royal Navy ships and customs officers quickly lead to a postponement. The escape is rearranged for April 17, when most of the Convict Establishment garrison is watching the Royal Perth Yacht Club regatta.

Catalpa drops anchor in international waters off Rockingham and dispatches a whaleboat to shore. At 8:30 AM, six Fenians, Thomas Darragh, Martin Hogan, Michael Harrington, Thomas Hassett, Robert Cranston and James Wilson, who are working in work parties outside the prison walls abscond. They are met by Fenian agents John Breslin and Thomas Desmond and picked up in horse traps. A seventh Fenian, James Kiely, is left behind. The men race 12 miles south to Rockingham pier where Captain George Smith Anthony awaits them with the whaleboat. A local named Bell he had spoken to earlier sees the men and quickly alerts the authorities.

As they row to the Catalpa a fierce squall strikes, breaking the whaleboat’s mast. The storm lasts until dawn on April 18 and is so intense that Anthony later states that he did not expect the small boat to survive. At 7:00 AM, with the storm over, they again make for the Catalpa but an hour later spot the screw steamer SS Georgette, which has been commandeered by the colonial governor, heading for the whaler. The men lay down in the whaleboat and it is not seen by the SS Georgette. The SS Georgette finds the Catalpa, but in Captain Anthony’s absence the First Mate refuses to allow the colonial police to board as the ship is outside the colony’s three-mile limit. The steamer is forced to return to Fremantle for coal after following the Catalpa for several hours.

As the whaleboat again makes for the ship a police cutter with 30 to 40 armed men is spotted. The two boats race to reach the Catalpa first, with the whaleboat winning, and the men climbing aboard as the police cutter passes by. The cutter turns, lingers briefly beside the Catalpa, and then heads to shore.

Early on April 19 the refuelled and now heavily armed SS Georgette returns and comes alongside the whaler, demanding the surrender of the prisoners and attempting to herd the ship back into Australian waters. They fire a warning shot with the 12-pounder cannon that had been installed the night before. Ignoring the demand to surrender, Anthony raises and then points towards the U.S. flag, informing the SS Georgette that an attack on the Catalpa will be considered an act of war against the United States, and proceeds westward.

Governor William Cleaver Robinson has ordered the police on the SS Georgette not to create an incident outside territorial waters. After steaming around threateningly for about an hour, the SS Georgette heads back to Fremantle and Catalpa slips away into the Indian Ocean.

The Catalpa does its best to avoid Royal Navy ships on its way back to the United States. O’Reilly receives the news of the escape on June 6 and releases the news to the press. The news sparks celebrations in the United States and Ireland and anger in Britain and Australia, although there is also sympathy for the cause within the Australian population. The Catalpa arrives in New York Harbor on August 19, 1876. Clan na Gael and the Fenians achieve one of their greatest victories over the British Empire.