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Birth of Gearóid Ó Cuinneagáin, Political Activist & Publisher

Gearóid Seán Caoimhín Ó Cuinneagáin, political activist and publisher, is born John Gerald Cunningham in Belfast on January 2, 1910.

Ó Cuinneagáin Is the third child of Sean Cunningham and his wife Caitlín. He is educated in Belfast, at St. Brigid’s school, Malone Road, and the St. Patrick’s Christian Brothers school on Donegall Street. His political views are permanently influenced by memories of the sectarian violence of 1920–22. In 1927, he enters the Irish civil service as a tax clerk, stationed first at Athlone and then at Castlebar. He is promoted to junior executive officer in the Department of Defence, but resigns in July 1932 after his superiors refuse to allow him six months unpaid leave to study the Irish language in the Donegal Gaeltacht. He turns down a promotion to the Department of Finance, a decision partly motivated by disillusion with Fianna Fáil. He subsequently works as an accountant and lives in the south Dublin suburbs. In 1934, he establishes his own publishing company, Nuachtáin Teoranta, which he boasts is the first company to be registered in the Irish language, and he also contributes to an Irish language socialist paper, An t-Éireannach, under the pen name “Bruinneal gan Smal.”

In 1940–41, Ó Cuinneagáin is active in the Friends of Germany, a pro-Nazi organisation which disintegrates after some of its leading members are interned. On September 26, 1940, he founds Craobh na h-Aiséirighe, a branch of the Gaelic League aimed at attracting dynamic young enthusiasts frustrated by the older activists who dominate established branches. It makes a point of using modern publicity methods to get its message across, a trait which is carried over into Ailtirí na hAiséirghe (Architects of Resurrection), a political movement made up of branch members, which Ó Cuinneagáin founds in 1942. This move leads to the expulsion of Craobh na h-Aiséirighe from the Gaelic League and the establishment of Glún na Buaidhe by branch members who disapprove of his political ambitions and wish to concentrate on the promotion of the Irish language.

Members of Ailtirí wear an informal uniform of a green shirt, tweed suit, and báinín jacket. In private Ó Cuinneagáin reveals that the organisation is modeled on the Hitler Youth. His own title of “ceannaire” (leader) equates with “Führer” and “duce.” Features of the movement copied from Nazism include an emphasis on propaganda based on a few simple concepts and phrases. The claim that party politics allow statesmen to evade individual responsibility, whereas a single leader is necessarily more responsive to public opinion; and the belief that all difficulties can be overcome through willpower.

Ó Cuinneagáin takes to extremes contemporary Catholic advocacy of a corporate state based on vocational principles as the solution to the problems of modernity. While venerating António de Oliveira Salazar‘s Portugal as a role model, he believes that Ireland can surpass it and create a Catholic social model that will redeem the whole world. He takes a quasi-racial view of Irishness and comes close to saying that the only true Irish Catholics are of Gaelic race. When Seán Ó’Faoláin comments acidly in The Bell on the paradox of “Celtophiles” who bear such Celtic names as Blackham and Cunningham, Ó Cuinneagáin protests that he can prove his pure Gaelic descent. The Ailtirí state forces all male citizens to undertake a year’s compulsory military service, which is also used as a means of Gaelicisation, and the resulting citizen army of 250,000 would mount a lightning invasion of Northern Ireland, modeled on the blitzkrieg, with a favourite slogan being “Six Counties, Six Divisions, Sixty Minutes.” In 1943, the Stormont government excludes Ó Cuinneagáin from Northern Ireland.

Ailtirí attracts considerable attention. Its leaders address numerous meetings around the country, attracting large crowds to demonstrations at Dublin and Cork. Ó Cuinneagáin, who is by no means unintelligent, is capable of shrewd observations on the restrictions imposed on most Irish-language bodies by government subsidies, and the impact of the snobbery shown toward the poor by their middle class co-religionists. Several of his lieutenants are academics or engineers. In the 1970s he praises modernist architecture as breaking with the hated Georgian past, and denounces conservationists who oppose plans to build an oil refinery in Dublin Bay. Bilingual pamphlets produced by the group sell thousands of copies. Ó Cuinneagáin is the author of several, including Ireland’s twentieth century destiny (1942), Aiséirí says . . .(1943), Partition: a positive policy (1945), and Aiséirí for the worker (1947). Hus attempts to launch a party paper are stifled until the end of the war. Some of the interest attracted by the group is derived from curiosity or amusement. It also functions to some extent as a front organisation for the banned Irish Republican Army (IRA), with Ó Cuinneagáin declaring that Jews and freemasons should be locked up instead of IRA men. Aiséirí members are involved in the bombing of the Gough memorial in Phoenix Park in July 1957, with the stolen head concealed for a time in the party’s offices.

The party runs four candidates, including Ó Cuinneagáin in Dublin North-West, in the 1943 Irish general election and seven in 1944, but all lose their deposits. Ó Cuinneagáin does not actually vote for himself. Throughout his life he demands Irish language ballot papers. When given English language ones he tears them up, claiming that they disenfranchise him and that this invalidates the election. In 1946, Ailtirí na h-Aiséirí elects eight members to local bodies in counties Louth and Cork. This helps to bring about the decline of the party, as the Cork activists rebell against the rigid Führerprinzip upheld by the electorally unsuccessful ceannaire and his Dublin acolytes. Most of the party’s local support is absorbed by Clann na Poblachta. Ó Cuinneagáin retains a small group of followers centred on his newspaper Aiséirighe.

Ó Cuinneagáin keeps himself in the public gaze by driving around the country in a van painted with slogans, and by regularly appearing in court for refusing to respond to official documents (rates demands, car insurance, court summonses) unless they are supplied in Irish. He enjoys some success in securing the provision of Irish language versions of such documents, and he contrasts the state’s niggardliness on this point with its professed commitment to the revival of Irish. In 1954, he founds an Irish language women’s artistic and social paper, Deirdre, which operates successfully for over a decade without government subsidy.

Ó Cuinneagáin continues to write sympathetically about IRA activities, at one point offering a £1,000 reward for the capture of the Prime Minister of Northern Ireland, Basil Brooke. He maintains surprisingly extensive international neo-fascist contacts. He regularly reprints in Aiséirighe material by the American antisemite and racial segregationist Gerald L. K. Smith. He cites praise for Aiséirighe from Der Stahlhelm, a far-right German veterans’ paper, and notes Oswald Mosley‘s support for Irish reunification. He denounces Hugh Trevor-Roper‘s Last days of Hitler as typical British slander of a fallen enemy. He compares the sacrificial ideology of the Hungarian Nazi collaborator Ferenc Szálasi to that of Patrick Pearse. He praises Juan Perón as a model whom Ireland should imitate and he follows the electoral fortunes of Italian neo-fascism with interest. He also maintains contacts with the radical right-wing fringes of Breton, Scottish, and Welsh nationalism. He declares that Ireland’s grievance is against England alone and bemoans the Dublin government’s failure to encourage the break-up of the United Kingdom.

Ó Cuinneagáin denounces the Soviet Union and United States alike as controlled by Zionists and freemasons. He points to illegitimacy and divorce rates in the United States as proof of the folly of those who regard “progressive” American education as superior to the sound Irish teaching methods embodied by the Christian Brothers, and bemoans the increasing flow of “immoral” American comics and paperback books into Ireland. While noting with pride that he has been described as “Ireland’s foremost Jew-baiter,” He claims that his frequent diatribes against Robert Briscoe and the state of Israel are merely anti-Zionist, and that he has nothing against Jews, whom he defines as ultra-Orthodox anti-Zionists. He hopes that a Europe united on national–Christian principles might fend off the influence of the super powers. He echoes Mosleyite calls for European unity and is an early and determined advocate of Irish membership of the European Community. However, he dissents from the Mosleyite view that such a union should be based on African empire. He is generally anti-imperialist, though somewhat more lenient toward Portuguese than British imperialism, and from 1956 the President of Egypt, Gamal Abdel Nasser, becomes one of his heroes. While supporting European unity as a defensive strategy, he also warns that unless Ireland adopts mass conscription the country might be conquered by a regiment of Russian paratroopers landing on Dollymount Strand. Throughout the 1950s and 1960s he regularly calls for the Irish Army to mount a military coup, hinting that it should install him as leader in the same way that the Portuguese army had installed Salazar.

Ó Cuinneagáin gives up contesting elections but regularly cites those who do not vote in elections as indicating the extent of political support for Ailtirí na hAiséirghe. He regularly laments that the safety valve of emigration had taken the steam out of radical politics. In his later years he notes the growth of anti-clericalism and the beginnings of a permissive society in Dublin. He attributes this to the church’s failure to implement its own social teaching and its encouragement of West British snobbery at the expense of the truly Catholic traditions of the Gael.

On April 4, 1945, Ó Cuinneagáin marries Sile Ní Chochláin. They have four sons and two daughters, some of whom become active in left-wing politics. He dies on June 13, 1991. He tends to be remembered as a figure of fun, but this view demands some qualification. He possesses genuine abilities and dedication. His fantasies are an extreme development of the official ideology of the state, and part of his appeal stems from his ability to point out the hypocrisy involved in paying it lip service while failing to push it to its logical conclusion. The blindness and cruelty involved in imposing his world view at a personal level has their counterparts in the institutions of official Ireland. Ailtirí na hAiséirghe may have been a marginal millennial cult, but in Europe during the 1940s such groups were often raised to power by circumstances. Had the World War II taken a different direction after 1940, he might be remembered not as a parody of Pearse but as an Irish Szálasi.

(From: “Ó Cuinneagáin, Gearóid Seán Caoimhín” by Patrick Maume, Dictionary of Irish Biography, http://www.dib.e, October 2009)


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Death of Denis Florence MacCarthy, Poet & Translator

Denis Florence MacCarthy, Irish poet, translator, and biographer, dies at 7 Herbert Terrace, Blackrock, Dublin, on April 7, 1882.

MacCarthy is born in Lower O’Connell Street, Dublin, on May 26, 1817, and educated there and at St. Patrick’s College, Maynooth. He acquires an intimate knowledge of Spanish from a learned priest, who had spent much time in Spain, which he is later to turn to good advantage. In April 1834, before turning seventeen, he contributes his first verses to the Dublin Satirist. He is one of a coterie of writers whose works appear in The Nation, which is started by Charles Gavan Duffy in 1842. Writing under the pseudonym “Desmond,” most of MacCarthy’s patriotic verse appears in this organ.

In 1846, MacCarthy is called to the Irish bar but never practises. In the same year he edits The Poets and Dramatists of Ireland, which he prefaces with an essay on the early history and religion of his countrymen. About this time, he also edits The Book of Irish Ballads (by various authors), with an introductory essay on ballad poetry in general. His Ballads, Poems, and Lyrics appears in 1850, original and translated. His attention is first directed to Pedro Calderón de la Barca by a passage in one of Percy Bysshe Shelley‘s essays, and from then on, the interpretation of the “Spanish Shakespeare” claims the greater part of his attention.

The first volume of MacCarthy’s translations, containing six plays, appears in 1853, and is followed by further instalments in 1861, 1867, 1870, and 1873. His version of Daybreak in Capacabana is completed only a few months before his death.

Until 1864, MacCarthy resides principally on Killiney Hill, overlooking Dublin Bay. The delicate health of some members of his family then renders a change of climate imperative, and he pays a prolonged visit to continental Europe. On his return, he settles in London in 1871, where he publishes – in addition to his translations – Shelley’s Early Life, which contains an account of that poet’s visit to Dublin in 1812.

During MacCarthy’s final illness he returns to Dublin, settling at 7 Herbert Terrace, Blackrock, and died there on Good Friday, April 7, 1882. He is buried in Glasnevin Cemetery. His memorial committee includes Cardinals John Henry Newman and Edward McCabe, a lifelong friend, Thomas (Lord) O’Hagan, Gavan Duffy, Timothy Daniel Sullivan, and the poets Aubrey Thomas de Vere and Sir Samuel Ferguson. The committee finances the publication of his Poems (1882), edited by his eldest son, John, a minor poet living in London, and commission a bust by Thomas Farrell which is displayed at City Hall, Dublin. His poetical gifts are inherited by his daughter, who becomes a nun and writes as Sister Mary Stanislaus.

MacCarthy’s poems are distinguished by a sense of harmony and sympathy with natural beauty. Such poems as “The Bridal of the Year,” “Summer Longings” (alias “Waiting for the May”), and his long narrative poem, “The Voyage of St. Brendan,” are among his most enduring works. The last-mentioned, which paraphrases the “Ave Maria Stella” as the evening song of the sailors, is also marked by the earnest religious feeling which mark its author throughout life. But it is by his version of Calderon that he is considered to have won a permanent place in English letters. His success is sufficiently testified by George Ticknor, who declares in his History of Spanish Literature that MacCarthy “has succeeded in giving a faithful idea of what is grandest and most effective in [Calderon’s] genius… to a degree which I had previously thought impossible. Nothing, I think, in the English language will give us so true an impression of what is most characteristic of the Spanish drama, and of Spanish poetry generally.”


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Sinking of the RMS Leinster

RMS Leinster, a ship operated by the City of Dublin Steam Packet Company and serving as the Kingstown–Holyhead mailboat, is torpedoed and sunk by the Imperial German Navy submarine SM UB-123, which is under the command of Oberleutnant zur See Robert Ramm, just outside Dublin Bay on October 10, 1918, while bound for Holyhead. The exact number of dead is unknown but researchers from the National Maritime Museum of Ireland believe it to be at least 564, making it the largest single loss of life in the Irish Sea.

In 1895, the City of Dublin Steam Packet Company orders four steamers for Royal Mail service, named for four provinces of Ireland: RMS Leinster, RMS Connaught, RMS Munster, and RMS Ulster. The RMS Leinster is a 3,069-ton packet steamship with a service speed of 23 knots. The vessel, which is built at Cammell Laird‘s in Birkenhead, England, is driven by two independent four-cylinder triple-expansion steam engines. During World War I, the twin-propellered ship is armed with one 12-pounder and two signal guns.

The ship’s log states that she carries 77 crew and 694 passengers on her final voyage under the command of Captain William Birch. The ship had previously been attacked in the Irish Sea but the torpedoes missed their target. Those on board include more than 100 British civilians, 22 postal sorters and almost 500 military personnel from the Royal Navy, British Army and Royal Air Force. Also aboard are nurses from the UK, Ireland, Australia, New Zealand, Canada and the United States.

Just before 10:00 AM as it is sailing east of the Kish Bank in a heavy swell, passengers see a torpedo approach from the port side and pass in front of the bow. A second torpedo follows shortly afterwards, and strikes the ship forward on the port side in the vicinity of the mail room. Captain Birch orders the ship to make a U-turn in an attempt to return to Kingstown as it begins to settle slowly by the bow. It sinks rapidly, however, after a third torpedo strikes her, causing a huge explosion.

Despite the heavy seas, the crew manages to launch several lifeboats and some passengers cling to life-rafts. The survivors are rescued by HMS Lively, HMS Mallard and HMS Seal. Among the civilian passengers lost in the sinking are socially prominent people such as Lady Alexandra Phyllis Hamilton, daughter of James Hamilton, 2nd Duke of Abercorn, Robert Jocelyn Alexander, son of Irish composer Cecil Frances Alexander, Thomas Foley and his wife Charlotte Foley (née Barrett) who was the brother-in-law of the world-famous Irish tenor John McCormack. The first member of the Women’s Royal Naval Service to die on active duty, Josephine Carr, is among the dead, as are two prominent officials of the Irish Transport and General Workers’ Union, James McCarron and Patrick Lynch.

Captain Birch who is wounded in the initial attack, drowns when his lifeboat is swamped in heavy seas and capsizes while attempting to transfer survivors to HMS Lively. Several of the military personnel who die are buried in Grangegorman Military Cemetery.

Survivors are brought to Kingstown harbour. Among them are Michael Joyce, an Irish Parliamentary Party MP for Limerick City, and Captain Hutchinson Ingham Cone of the United States Navy, the former commander of the USS Dale (DD-4).

One of the rescue ships is the armed yacht and former fishery protection vessel HMY Helga. Stationed in Kingstown harbour at the time of the sinking, she had shelled Dublin during the 1916 Easter Rising in Dublin two years earlier. She was later bought and renamed the Muirchú by the Irish Free State government as one of its first fishery protection vessels.

At October 18, 1918 at 9:10 AM SM UB-125, outbound from Germany, picks up a radio message requesting advice on the best way to get through the North Sea minefield. The sender is Oberleutnant zur See Robert Ramm aboard SM UB-123. Extra mines have been added to the minefield since SM UB-123 had made her outward voyage from Germany. As SM UB-125 had just come through the minefield, Vater radios back with a suggested route. SM UB-123 acknowledges the message and is never heard from again.

The following day, ten days after the sinking of the RMS Leinster, SM UB-123 accidentally detonates a mine while trying to cross the North Sea and return to base in Imperial Germany. It is October 19, 1918. Oberleutnant zur See Robert Ramm, who has a wife and children, never returns to them. Thirty-five other German families are similarly bereaved. No bodies are ever found.

In 1991, the anchor of the RMS Leinster is raised by local divers. It is placed near Carlisle Pier and officially dedicated on January, 28, 1996.


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Opening of Ireland’s First Passenger Railway

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)