Born on March 13, 1831, in Lisburn, County Antrim, McCloy is the youngest of five children, born to Peter McCloy, a painter, and his wife Martha Phelan. He studies at the School of Design in Belfast from 1850 to 1851 while serving an apprenticeship in engraving, with J and T Smyth. He then spende a year at the Central School, Somerset House in London before being appointed Master at the Waterford School of Art around 1853, when he also becomes a visiting instructor to several other institutions. In the spring of 1865 he marries his student, the Waterford artist Ellen Lucy Harris, the fourth daughter of a banker named Richard Harris. The dismembered corpse of McCloy’s mother is recovered from the River Suir in September of the same year. She had been missing since the previous November.
McCloy shows just once at the Royal Academy of Arts with a work entitled The Haunt of Meditation in 1859. He exhibits infrequently at the Royal Hibernian Academy between 1862 and 1882, where he displays sixteen works in that time. He displays eleven works in the 1876 Industrial Exhibition at Belfast’s Ulster Hall. In 1880, he shows at Rodman and Company in London where the writer in the Belfast Telegraph indicates that McCloy is becoming a popular artist and is receiving extensive patronage.
After a year-long illness that prevents him from working, McCloy dies in Balham, South London, on October 4, 1904. He is survived by his wife, Ellen, and nine daughters. The Lisburn Museum in his hometown offers a belated retrospective of his work in 1981 to mark the one-hundred fiftieth anniversary of his birth. The exhibition is the first known solo display of McCloy’s work and consists of 58 works. The catalogue for this show is written by Eileen Black and funded by the Arts Council of Northern Ireland.
Britain’s enemies in Continental Europe have long recognised Ireland as a weak point in Britain’s defences. Landing troops there is a popular strategic goal, not only because an invader can expect the support of a large proportion of the native population, but also because at least initially they will face fewer and less reliable troops than elsewhere in the British Isles. Additionally, embroiling the British Army in a protracted Irish campaign will reduce its availability for other theatres of war. Finally, French planners consider that a successful invasion of Ireland might act as the ideal platform for a subsequent invasion of Great Britain.
Unaware of Humbert’s surrender, the French despatch reinforcements under the command of CommodoreJean-Baptiste-François Bompart on September 16. Having missed one invasion force, the Royal Navy is more watchful. Roving frigate patrols cruise off the principal French ports and in the approaches to Ireland, while squadrons of battleships from the Channel Fleet sail nearby, ready to move against any new invasion force. In command of the squadron on the Irish station is Commodore Sir John Borlase Warren, a highly experienced officer (and politician) who has made a name for himself raiding the French coast early in the war.
The squadron carrying the reinforcements is soon spotted after leaving Brest. After a long chase, the French are brought to battle in a bay off the rugged County Donegal coast in the west of Ulster, very close to Tory Island. During the action the outnumbered French attempt to escape, but are run down and defeated piecemeal, with the British capturing four ships and scattering the survivors. Over the next fortnight, British frigate patrols scour the passage back to Brest, capturing three more ships. Of the ten ships in the original French squadron, only two frigates and a schooner reach safety. British losses in the campaign are minimal.
The battle marks the last attempt by the French Navy to launch an invasion of any part of the British Isles. It also ends the last hopes the United Irishmen have of obtaining outside support in their struggle against the British. After the action, Wolfe Tone is recognised aboard the captured French flagship and arrested. He is brought ashore by the British at Buncrana, on the Inishowen peninsula. He is later tried for treason, convicted, and commits suicide while in prison in Dublin, hours before he is to be hanged.
(Pictured: Attack of the French Squadron under Monsr. Bompart Chef d’Escadre, upon the Coast of Ireland, by a Detachment of His Majesty’s Ships under the Command of Sir J. B. Warren, October 12, 1798, by Nicholas Pocock, 1799)
Spring Rice is educated at Trinity College, Cambridge, and later studies law at Lincoln’s Inn, but is not called to the Bar. His family is politically well-connected, both in Ireland and Great Britain, and he is encouraged to stand for Parliament by his father-in-law, Lord Limerick.
Spring Rice first stands for election in Limerick City in 1818 but is defeated by the Tory incumbent, John Vereker, by 300 votes. He wins the seat in 1820 and enters the House of Commons. He positions himself as a moderate unionist reformer who opposes the radical nationalist politics of Daniel O’Connell and becomes known for his expertise on Irish and economic affairs. In 1824 he leads the committee which establishes the Ordnance Survey in Ireland.
Spring Rice’s fluent debating style in the Commons brings him to the attention of leading Whigs and he comes under the patronage of the Marquess of Lansdowne. As a result, he is made Under-Secretary of State for the Home Department under George Canning and Lord Goderich in 1827, with responsibility for Irish affairs. This requires him to accept deferral of Catholic emancipation, a policy which he strongly supports. He then serves as joint Secretary to the Treasury from 1830 to 1834 under Lord Grey. Following the Reform Act 1832, he is elected to represent Cambridge from 1832 to 1839. In June 1834, Grey appoints him Secretary of State for War and the Colonies, with a seat in the cabinet, a post he retains when Lord Melbourne becomes Prime Minister in July. A strong and vocal unionist throughout his life, he leads the Parliamentary opposition to Daniel O’Connell’s 1834 attempt to repeal the Acts of Union 1800. In a six-hour speech in the House of Commons on April 23, 1834, he suggests that Ireland should be renamed “West Britain.” In the Commons, he also champions causes such as the worldwide abolition of slavery and the introduction of state-supported education.
The Whig government falls in November 1834, after which Spring Rice attempts to be elected Speaker of the House of Commons in early 1835. When the Whigs return to power under Melbourne in April 1835, he is made Chancellor of the Exchequer. As Chancellor, he has to deal with crop failures, a depression and rebellion in North America, all of which create large deficits and put considerable strain on the government. His Church Rate Bill of 1837 is quickly abandoned and his attempt to revise the charter of the Bank of Ireland ends in humiliation. Unhappy as Chancellor, he again tries to be elected as Speaker but fails. He is a dogmatic figure, described by Lord Melbourne as “too much given to details and possessed of no broad views.” Upon his departure from office in 1839, he has become a scapegoat for the government’s many problems. That same year he is raised to the peerage as Baron Monteagle of Brandon, in the County of Kerry, a title intended earlier for his ancestor Sir Stephen Rice. He is also Comptroller General of the Exchequer from 1835 to 1865, despite Lord Howick‘s initial opposition to the maintenance of the office. He differs from the government regarding the exchequer control over the treasury, and the abolition of the old exchequer is already determined upon when he dies.
From 1839 Spring Rice largely retires from public life, although he occasionally speaks in the House of Lords on matters generally relating to government finance and Ireland. He vehemently opposes John Russell, 1st Earl Russell‘s policy regarding the Irish famine, giving a speech in the Lords in which he says the government had “degraded our people, and you, English, now shrink from your responsibilities.”
Spring Rice is well regarded in Limerick, where he is seen as a compassionate landlord and a good politician. An advocate of traditional Whiggism, he strongly believes in ensuring society is protected from conflict between the upper and lower classes. Although a pious Anglican, his support for Catholic emancipation wins him the favour of many Irishmen, most of whom are Roman Catholic. He leads the campaign for better county government in Ireland at a time when many Irish nationalists are indifferent to the cause. During the Great Famine of the 1840s, he responds to the plight of his tenants with benevolence. The ameliorative measures he implements on his estates almost bankrupts the family and only the dowry from his second marriage saves his financial situation. A monument in honour of him still stands in the People’s Park in Limerick.
Even so, Spring Rice’s reputation in Ireland is not entirely favourable. In a book regarding assisted emigration from Ireland, a process in which a landlord pays for their tenants’ passage to the United States or Australia, Moran suggests that Spring Rice was engaged in the practice. In 1838, he is recorded as having “helped” a boat load of his tenants depart for North America, thereby allowing himself the use of their land. However, he is also recorded as being in support of state-assisted emigration across the British Isles, suggesting that his motivation is not necessarily selfish.
The Battle of Aughrim (Irish: Cath Eachroma), the decisive battle of the Williamite War in Ireland, is fought on July 22, 1691, near the village of Aughrim, County Galway. It is fought between the largely Irish Jacobite army loyal to James II and the forces of William III. The battle is possibly the bloodiest ever fought in the British Isles with 5,000–7,000 people being killed. The Jacobite defeat at Aughrim means the effective end of James’s cause in Ireland, although the city of Limerick holds out until the autumn of 1691.
After heavy mist all morning, Dutch officer Godert de Ginkel, who is leading William’s forces, moves his forces into position by about two o’clock in the afternoon, and both sides cannonade each other for the next few hours. Ginkel planns to avoid fully joining battle until the next day. He orders a probing attack on the Jacobites’ weaker right flank led by a captain and sixteen Danish troopers, followed by 200 of Sir Albert Cunningham‘s 6th (Inniskilling) Dragoons. The Jacobite response demonstrates the strength of their defence, but also means that the attackers are no longer able to break off the engagement as Ginkel had planned. A conference is held at about 4:00 p.m. Ginkel still favours withdrawing, but the Williamite infantry general Hugh Mackay argues for an immediate full-scale attack.
The battle is joined in earnest between five and six o’clock. In the centre, the largely English and Scots regiments under Mackay attempt a frontal assault on Major-GeneralWilliam Dorrington‘s infantry on Kilcommadan Hill. The attackers have to contend with waist-deep water and a tenacious Irish defence of the reinforced hedgelines. They withdraw with heavy losses as the Jacobites pursue them downhill, capturing colonels Thomas Erle and Henry Herbert.
On their left centre, the Williamites advance across low ground exposed to Jacobite fire and take a great number of casualties. The Williamite assault in this area, led by St. John’s and Tiffin’s regiments and the Huguenot foot, is driven back into the bog by the Irish foot fighting with clubbed (reversed) muskets. Many of the attackers are killed or drowned. In the rout, the pursuing Jacobites manage to spike a battery of Williamite guns. The Jacobite regiments of the Royal Irish Regiment of Foot Guards and Gordon O’Neill are said to have fought particularly strongly. The musketry is so intense that “the ridges seemed to be ablaze” according to Andreas Claudianus, a Norwegian fighting with the Danish infantry.
The Jacobite right and centre holding firm, Ginkel tries to force a way across the causeway on the Jacobite left, where any attack would have to pass along a narrow lane covered by Walter Burke’s regiment from their positions in Aughrim castle. Four battalions led by Lieutenant GeneralPercy Kirke secure positions near the castle, following which Sir Francis Compton‘s Royal Horse Guards get across the causeway at the third attempt. Dorrington, having earlier withdrawn two battalions of infantry from this area to reinforce the Jacobite centre, are faced only with weak opposition, reaching Aughrim village. While a force of Jacobite cavalry and dragoons under Henry Luttrell have been tasked with covering this flank, their commander orders them to fall back, following a route now known locally as “Luttrell’s Pass.” He is later alleged to have been in the pay of William, though it seems most probable that Luttrell withdrew as he had little or no infantry support. The cavalry regiments of Henri de Massue, Lanier, Langston and Robert Byerley also cross the causeway, attacking Dorrington’s flank.
Most commentators, even those sympathetic to William, judge that the Irish foot fought exceptionally well. Appearing to believe that the battle could be won, General Charles Chalmot de Saint-Ruhe is heard to shout, “they are running, we will chase them back to the gates of Dublin,” before riding across the battlefield to direct the defence against the Williamite cavalry on his left wing. However, as he rides over to rally his cavalry, he pauses briefly to direct the fire of a battery and is decapitated by a cannonball. His death is said to have occurred around sunset, shortly after eight o’clock.
After Saint-Ruhe’s death the Jacobite leave, devoid of a senior commander, collapse very quickly. The regiment of Horse Guards leave the field almost immediately, followed shortly by the cavalry and dragoon regiments of Luttrell, Dominic Sheldon and Piers Butler. Chevalier de Tessé attempts to head a cavalry counterattack but is seriously wounded shortly afterwards. The Jacobite left flank is now exposed. Mackay and Thomas Tollemache also attack again in the centre, pushing the Jacobites towards the hilltop. Burke and his regiment, still holding the castle, are forced to surrender. Most of the infantry remain unaware of Saint-Ruhe’s death, however, and John Hamilton‘s infantry on the Jacobite right continues to counter-attack, fighting the Huguenot foot to a standstill in an area still known locally as the “Bloody Hollow.” At around nine o’clock towards nightfall the Jacobite infantry is finally pushed to the top of Killcommadan hill and broke, fleeing towards a bog in the left rear of their position, while their cavalry retreat towards Loughrea.
Patrick Sarsfield and Butler briefly try to organise a rearguard action but as in many battles of the period most of the Jacobite casualties occur in the pursuit, which is ended only by darkness and the onset of mist and rain. The defeated infantry is cut down by the Williamite cavalry as they try to get away, many of them having thrown away their weapons in order to run faster.
In addition to the rank and file the Jacobite casualties and prisoners include many of its most experienced infantry officers. The dead include brigadiers Barker, O’Neill and O’Connell, and colonels Moore, Talbot, O’Mahony, Nugent, Felix O’Neil and Ulick Burke, Lord Galway. The two major generals commanding the Jacobite centre, Hamilton and Dorrington, are both taken prisoner, Hamilton dying of wounds shortly afterwards. Though the killing of prisoners to prevent rescue is a common practice at the time, Jacobite soldiers are accused of having “cut to pieces” colonel Herbert after his capture. One contemporary Jacobite source, Charles Leslie, alleges that about 2,000 Jacobites are killed “in cold blood” with many, including Lord Galway and colonel Charles Moore, killed after being promised quarter.
An eyewitness with the Williamite army, George Story, writes that “from the top of the Hill where [the Jacobite] Camp had been,” the bodies “looked like a great Flock of Sheep, scattered up and down the Countrey for almost four Miles round.”
Estimates of the two armies’ losses vary, but they are extremely heavy overall. It is generally agreed that 5,000–7,000 men were killed at Aughrim. Aughrim has been described as “quite possibly the bloodiest battle ever fought in the British Isles,” but earlier medieval battles, although poorly recorded, may rival this battle in casualty numbers. At the time, the Williamites claimed to have lost only 600 and to have killed fully 7,000 Jacobites. Some recent studies put the Williamite losses as high as 3,000, but they are more generally given as between 1,000–2,000, with 4,000 Jacobites killed. Another 4,000 Jacobites deserted, while Ginkel recorded 526 prisoners taken of all ranks. While Ginkel had given word to Dorrington that the captives would be treated as prisoners of war, general officers were instead taken to the Tower of London as prisoners of state, while the majority of the rank and file were incarcerated on Lambay Island where many died of disease and starvation.
Aughrim is the decisive battle of the conflict. The Jacobites lost many experienced officers, along with much of the army’s equipment and supplies. The remnants of the Jacobite army retreat to the mountains before regrouping under Sarsfield’s command at Limerick. Many of their infantry regiments are seriously depleted. The city of Galway surrenders without a fight after the battle, on advantageous terms, while Sarsfield and the Jacobites’ main army surrender shortly afterwards at Limerick after a short siege.
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)
The Chieftains are credited with reviving worldwide interest in traditional Celtic music. Fay performs as the group’s fiddler and bones player for some 40 years.
Fay develops an early interest in the violin and takes music lessons at the Municipal School of Music in Dublin. He joins the orchestra of the Abbey Theatre during his teen years and is introduced to Irish folk music by the theatre’s musical director Sean O’Riada.
It was through O’Riada’s folk band, Ceoltóirí Chualann, that Fay meets the other original Chieftains members, Paddy Moloney, Seán Potts, and Michael Tubridy. The foursome releases their first album, Chieftains 1, in 1964. The Chieftains perform on local radio and television programs and in pubs throughout the British Isles, but it is not until the 1970s that they begin touring overseas.
The Chieftains gain international acclaim when their music is used in the Academy Award-winning soundtrack for the film Barry Lyndon (1975). In 1989, The Chieftains are officially designated Ireland’s musical ambassadors. Although the quartet’s membership changes over the years, Fay records more than 30 albums with The Chieftains.
In 2001, Fay decides to stop touring with The Chieftains, limiting his appearances with the group to events in Ireland. He subsequently retires in 2002. After a lengthy illness, he dies at the age of 76 in Cabra on November 14, 2012.
Local laws have to be adjusted, ergo the ‘Light Locomotives (Ireland) Bill’ is passed on March 27, 1903. Kildare and other local councils draw attention to their areas, while Queen’s County (now County Laois) declares that every facility will be given and the roads placed at the disposal of motorists during the proposed race. Eventually Kildare is chosen, partly on the grounds that the straightness of the roads will be a safety benefit. As a compliment to Ireland the British team chooses to race in Shamrock green which thus becomes known as British racing green, although the winning Napier of 1902 had been painted Olive green.
There is considerable public concern about safety after the 1901 Paris-Bordeaux Rally, in which at least eight people had been killed, and severe crashes during the May 24, 1903 Paris-Madrid race where more than 200 cars competed over a distance of 800 miles but which had to be halted at Bordeaux because there had been so many fatalities. To allay these fears, the 1903 race is held over a closed course which is carefully prepared for the event, and is marshaled by 7,000 police officers assisted by troops and club stewards, with strict instructions to keep spectators off the roads and away from corners. The route consists of two loops that comprise a figure of eight, the first being a 52-mile loop that includes Kilcullen, the Curragh, Kildare, Monasterevin, Ballydavis (Port Laoise), Stradbally and Athy, followed by a 40-mile loop through Castledermot, Carlow, and Athy again. The race starts at the Ballyshannon cross-roads near Calverstown.
The official timekeeper of the race is T. H. Woolen of the Automobile Club of Great Britain and Ireland. Ninety one chronographs for timing the race are supplied by the Anglo-Swiss firm Stauffer Son & Co. of La Chaux-de-Fonds and London. Competitors are started at seven-minute intervals and have to follow bicycles through the “control zones” in each town. The 328-mile race is won by the famous Belgian Camille Jenatzy, driving a Mercedes in German colours.
Stanford is born into a well-off and highly musical family, the only son of John James Stanford, a prominent Dublin lawyer, Examiner to the Court of Chancery in Ireland and Clerk of the Crown for County Meath, and his second wife, Mary, née Henn. He is educated at the University of Cambridge before studying music in Leipzig and Berlin. He is instrumental in raising the status of the Cambridge University Musical Society, attracting international stars to perform with it.
While still an undergraduate, Stanford is appointed organist of Trinity College, Cambridge. In 1882, at the age of 29, he is one of the founding professors at the Royal College of Music, where he teaches composition for the rest of his life. From 1887 he is also Professor of Music at Cambridge. As a teacher, he is skeptical about modernism and bases his instruction chiefly on classical principles as exemplified in the music of Johannes Brahms. Among his pupils are rising composers whose fame go on to surpass his own, such as Gustav Holst and Ralph Vaughan Williams. As a conductor, he holds posts with the Bach Choir and the Leeds Triennial Music Festival.
Stanford composes a substantial number of concert works, including seven symphonies, but his best-remembered pieces are his choral works for church performance, chiefly composed in the Anglican tradition. He is a dedicated composer of opera, but none of his nine completed operas has endured in the general repertory. Some critics regard him, together with Hubert Parry and Alexander Mackenzie, as responsible for a renaissance in music from the British Isles. However, after his conspicuous success as a composer in the last two decades of the 19th century, his music is eclipsed in the 20th century by that of Edward Elgar as well as former pupils.
In September 1922, Stanford completes the sixth Irish Rhapsody, his final work. Two weeks later he celebrates his 70th birthday and thereafter his health declines. On March 17, 1924, he suffers a stroke and dies on March 29 at his home in London, survived by his wife and children. He is cremated at Golders Green Crematorium on April 2 and his ashes are buried in Westminster Abbey the following day.
Stanford’s last opera, The Travelling Companion, composed during World War I, is premiered by amateur performers at the David Lewis Theatre, Liverpool in 1925 with a reduced orchestra. The work is given complete at Bristol in 1928 and at Sadler’s Wells Theatre, London, in 1935.
Heaney’s poetry is often down-to-earth. For him, poetry is like the earth – something that must be plowed and turned. Often he paints the gray and damp landscape from the British Isles. Peat moss has a special place in his poetry. The poems often are connected with daily experiences, but they also derive motifs from history, all the way back to prehistoric times. Heany’s profound interest in the Celtic and the pre-Christian as well as in Catholic literary tradition has found expression in a number of essays and translations.
Heaney is awarded the Nobel Prize in Literature in 1995 for what the Nobel committee describes as “works of lyrical beauty and ethical depth, which exalt everyday miracles and the living past.” He is on holiday in Greece with his wife, Marie, when the news breaks. No one, not even journalists or his own children, can locate him until he appears at Dublin Airport two days later, though an Irish television camera traces him to Kalamata. Asked how it feels having his name added to the Irish Nobel pantheon featuring William Butler Yeats, George Bernard Shaw, and Samuel Beckett, Heaney responds, “It’s like being a little foothill at the bottom of a mountain range. You hope you just live up to it. It’s extraordinary.” He and Marie are immediately whisked straight from the airport to Áras an Uachtaráin for champagne with President Mary Robinson.
Hurricane Debbie, the most powerful cyclone on record to strike Ireland in September and possibly the only tropical cyclone on record to ever strike the British Isles while still tropical, makes landfall in Ireland on September 16, 1961.
The fourth named storm of the 1961 Atlantic hurricane season, Debbie originates from a well-defined tropical disturbance that is first identified in late August over Central Africa. Tracking generally westward, the system moves off the coast of Senegal on September 5 into the Atlantic Ocean. By this time, it is estimated to have become a tropical storm, but forecasters do not issue advisories on the system until two days later. Late on September 6, Debbie passes through the southern Cape Verde Islands as a strong tropical storm or minimal hurricane, resulting in a plane crash that kills 60 people in the islands. Once clear of the islands, data on the storm becomes sparse and the status of Debbie is uncertain over the following several days as it tracks west-northwestward and later northward. It is not until a commercial airliner intercepts the storm on September 10 that its location becomes certain. The following day, Debbie intensifies and reaches its peak intensity as a Category 3 hurricane on the Saffir–Simpson hurricane scale, with maximum winds of 120 mph.
Maintaining its peak intensity for over a day, the hurricane gradually slows its forward motion and weakens. By September 13, Debbie’s motion becomes influenced by the Westerlies, causing the system to accelerate east-northeastward. The system passes over the western Azores as a minimal hurricane on September 15. At this point, there is uncertainty as to the structure of Debbie, whether it transitions into an extratropical cyclone or maintains its identity as a tropical system. Regardless of which takes place, the system deepens as it nears the British Isles, skirting the coast of Western Ireland on September 16. Shortly thereafter, the system is confirmed to have become extratropical as it continues towards the northeast.
Striking Ireland as a powerful storm, Debbie brings record winds to much of the island, with a peak gust of 114 mph measured just offshore. These winds cause widespread damage and disruption, downing tens of thousands of trees and power lines. Countless structures sustain varying degrees of damage, with many smaller buildings destroyed. Agriculture experiences extensive losses to barley, corn, and wheat crops. Throughout Ireland, Debbie kills 18 people, twelve in the Republic of Ireland and six in Northern Ireland. It causes $40–50 million in damage in the Republic and at least $4 million in Northern Ireland. The storm also batters parts of Great Britain with winds in excess of 100 mph.
The remnants of the storm later turned eastward, striking Norway and Russia, before dissipating on September 19.
seamus dubhghaill 