The Diocese of Galway is created on April 23, 1831. The diocese has its origins in the ancient Kilmacduagh monastery and the Wardenship of Galway (1484–1831). Following the abolition of the Wardenship by the Holy See in 1831, the first Bishop of the new Diocese of Galway is appointed in the same year.
The bishopric of Kilmacduagh had been a separate title until 1750 when Pope Benedict XIV decrees that it is to be united with the bishopric of Kilfenora. Since Kilmacduagh is in the Ecclesiastical province of Tuam while Kilfenora is in the Province of Cashel, it is arranged that the ordinary of the united dioceses is to be alternately bishop of one diocese and apostolic administrator of the other. The first holder of this unusual arrangement is Peter Kilkelly, who had been Bishop of Kilmacduagh since 1744. He becomes Apostolic Administrator of Kilfenora in September 1750. Since that date, Kilfenora has been administered by that united diocese as an apostolic vicariate. Since the territory of an apostolic vicariate comes directly under the pope as “universal bishop”, the pope exercises his authority in Kilfenora through a “vicar.”
Charles Stewart Parnell turns the first sod for the construction of the West Clare Railway (WCR) on January 27, 1885, although actual work on the line had begun in November 1884. The line is opened on July 2, 1887.
At the end of the Great Famine there is a new growth in local businesses. The British Government determines that an improved railway system is necessary to aid in the recovery of the West of Ireland. The West Clare Railway and the South Clare Railway are built by separate companies, but in practice the West Clare Railway operates the entire line. The lines meet at Milltown Malbay. In due course the entire line becomes known as the West Clare Railway.
The West Clare Railway originally operates in County Clare between 1887 and 1961. The 3-foot narrow gauge railway runs from the county town of Ennis, via numerous stopping points along the West Clare coast to two termini, at Kilrush and Kilkee, with the routes diverging at Moyasta Junction. The system is the last operating narrow gauge passenger system in Ireland and connects with the mainline rail system at Ennis, where a station still stands today for bus and train services to Limerick and Galway. Intermediate stops include Ennistymon, Lahinch and Milltown Malbay.
On 27 September 27, 1960, CIÉ gives notice of its intending closure with effect from February 1, 1961, despite the dieselisation of passenger services in 1952 and freight in 1953. CIÉ says that the West Clare is losing £23,000 per year, despite the considerable traffic it handles. In December 1960 it is announced that the line would close completely on January 1, 1961 although actual closure does not take place until January 31, 1961. CIÉ begins dismantling the line the following day.
A preservation society maintains a railway museum at Moyasta Junction station, and successfully re-opens a section of the railway as a passenger carrying heritage line with diesel traction in the 1990s, and with steam motive power from 2009.
The Volunteers in County Clare have been active since 1917 and by late 1920 have forced the Royal Irish Constabulary (RIC) to abandon most of its small rural barracks in the county. This gives the IRA greater freedom to move in the countryside. In August 1920, the RIC are reinforced by the British deployment of Black and Tans and Auxiliaries to the county. Five RIC men, eleven IRA volunteers and four civilians have been killed in County Clare during the two years before the ambush.
The Rineen Ambush is ordered by the leadership of the IRA’s Mid-Clare Brigade, who had noticed that a RIC lorry travels every week on the Ennistymon to Milltown Malbay road. John Joe Neylon, leader of the local IRA battalion, is put in charge, although the actual attack is led by Ignatius O’Neill, the Officer Commanding. He is a veteran of World War I who had formerly fought with the Irish Guards. The ambush party has only nine rifles and some grenades, the remainder being armed with shotguns or handguns. They prepare to attack the lorry from a railway bridge that overlooks the road at Rineen.
As the IRA party is lying in wait, Alan Lendrum, the local resident magistrate, drives unwittingly into a roadblock of the IRA’s West Clare Brigade, in an unrelated action. He is stopped at a railway crossing at Caherfeenick near Doonbeg. When the IRA demand he surrender his car, he draws an automatic pistol and the IRA men shoot him twice in the head, fatally wounding him. The IRA weights his body with stones and dumps it in a nearby lake. Even though the British Military inquest establishes that Lendrum had died of gunshot wounds, members of the RIC in Clare spread a false version of events and claim that Lendrum had died of drowning.
Although in strict military sense not related to the ambush, it has serious consequences for the ambush. It is quite quickly noticed that the magistrate is missing and the military in Ennistymon decide to send out a search party of ten lorries of soldiers.
The RIC lorry passes safely through the ambush position, travelling from Ennistymon to Milltown Malbay, due to some confusion among the IRA over the numbers they face. However when they learn that there is only one lorry, it is attacked on its return journey from Milltown Malbay. The lorry is hit by a grenade and blasted at close range by rifle and shotgun fire. The shooting is over in seconds, with five out of the six RIC men being killed outright. The sixth man manages to run about 300 yards before being shot dead. Five of the dead are Irish RIC officers and one is an English Black and Tan. The IRA take their weapons and burn the lorry.
Not long after the lorry has been set ablaze, the ten-lorry search party arrives on the scene. A running fight develops, as four IRA riflemen keep the troops at bay while the other volunteers make their escape. Two IRA volunteers and several British soldiers are wounded in the firing. Padraic O’Farrell lists the casualties as three British soldiers killed, but this is not confirmed by the other sources.
The British forces, enraged by the ambush and the escape of the IRA force, take out reprisals on civilians in the surrounding area. Immediately after the action ends, they burn the house and farm of the O’Gorman family and shoot a local farmer, Sean Keane, who later dies of his wounds.
That night, a mixed force of police and soldiers raid the Lahinch home of Dan Lehane, whose two sons had taken part in the ambush. They shoot him dead and burn his house. Patrick Lehane, who is hiding in the attic, perishes in the blaze. Several other houses are burned in Lahinch and a further eight are razed in Milltown Malbay. A separate RIC raid takes place in Ennistymon, in which several homes and businesses are burned.
In what may have been a belated reprisal for the ambush, four IRA men are arrested by the Auxiliaries at Killaloe on November 16, beaten, interrogated and then shot dead. Another two are summarily executed in the same manner on December 22 at Kilkee.
The reprisals are condemned in the British, Irish and international press. In the House of Commons, the British Labour Party tables a resolution condemning the reprisals and calling for an investigation. This is defeated by 346 votes to 79. Hamar Greenwood, the Chief Secretary for Ireland, defends the State Forces’ actions, saying that the houses destroyed were those of “notorious Sinn Féiners…I am convinced that the people of those two villages knew of this ambush.”
In Clare itself, according to IRA man Anthony Malone, the ambush has two effects. One is that the RIC becomes careful to travel in convoys of no less than three lorries. The other is that, as a result of the reprisals, the civilian population becomes embittered against the British and adopt a more defiant attitude to the British military and Black and Tans.
The death of Resident Magistrate Alan Lendrum, however, according to pro-republican Catholic priest Sean Gaynor, “was not to our credit.” On October 1, the local IRA remove Lendrum’s body from the lake, put it in a roughly constructed coffin and leave it on the railway tracks at Craggaknock railway station for British forces to find.
(Pictured: Monument for the attack at Rineen during the Irish War of Independence, designed by Walter Kiernan)
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.
Brian Merriman, Irish languagepoet and teacher, dies in County Limerick on July 27, 1805. His single surviving work of substance, the 1000-line long Cúirt An Mheán Oíche (The Midnight Court) is widely regarded as the greatest comic poem in the history of Irish literature.
Merriman teaches at various schools in the area for about twenty years, first at Kilclaran and later in a school near his farm. The teaching profession in those days attracts those with a taste for literature. Many of the Irish poets of the 18th and 19th centuries are school teachers. It allows them to exist while they write. Later on he becomes resident tutor to the families of the local gentry.
This may be where Merriman gets the subject matter for his poem Cúirt an Mhéan Óiche. It is likely that he has access to books of European literature which give him ideas for the theme. His famous poem, written in his native Irish language, has well over a thousand lines. It has been translated into English as The Midnight Court by many translators. The principal themes are the plight of young women who lack husbands, clerical celibacy, free love, and the misery of a young woman married to a withered old man. It is written in the form of a vision or aisling. Merriman falls asleep on the shores of Lough Graney near Feakle in East Clare and finds himself present at a fairy court where the women of Ireland are discussing their great problems. It is believed that he writes the poem as a result of certain frustrations he has or of some complex he suffers from. His vigour, fluency and earthy humour make his poem widely popular and while he is still alive numerous manuscript copies are circulated.
Merriman marries around 1787 and has two daughters. In 1797, the Royal Dublin Society awards him two prizes for his flax crop. Around 1800 he moves to County Limerick, where he runs a school until his death on July 27, 1805. He is buried in Feakle. His grave has not been located but a plaque honouring his memory has been erected in Feakle churchyard.
In commemoration of Merriman’s poetic works an Annual Merriman Summer School is held each year in County Clare.
Holland, the second of four siblings, all boys, is born 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.
Father Michael Griffin, a Catholic priest, disappears on November 14, 1920, after he leaves his residence at St. Joseph’s Church, in Galway. His housekeeper hears him talking to someone at the door and assumes that Fr. Griffin is going to visit a sick parishioner. He never returns.
Fr. Griffin is known to the Crown Forces as a republican sympathiser. On the night of September 8, 1920, he is called out to attend Seamus Quirke, a First Lieutenant in the local Irish Republican Army (IRA) after he is shot seven times at the docks. He also takes part in the funeral mass of Michael Walsh of the Old Malt House following his murder on the night of October 19, 1920.
On November 14, Fr. Griffin is lured from the presbytery by British forces. He is taken to Lenaboy Castle where he is questioned. After being interrogated, he is shot through the head and his body is taken away by lorry and buried in an unmarked grave at Cloghscoltia near Barna. His disappearance is reported to the police the following day.
Fr. Griffins’ remains are discovered by a local man, William Duffy, while he is attending cattle on November 20.
“I found out that the military inquiry into the murder of Father Griffin (held in lieu of an inquest) was fast with a ‘frame up’ and that a verdict of murder against persons, or somebody ‘unknown’ would result. I told the military commander this and the name of the real murderer but was informed that a senior official of Dublin Castle had been to Galway in front of me to give instructions as to ‘procedure’ in this murder investigation. At Killaloe next day I received further evidence that the hidden hand was still at work and was told in confidence that instructions had been received to kill Dr. Fogarty, Roman Catholic Bishop of Killaloe, by drowning him in a sack from the bridge over the River Shannon, so as to run no further risk of detection by having his body found.”
On November 23, Fr. Griffin’s funeral mass takes place at St. Joseph’s Church, Presentation Road. The funeral cortege moves through the streets of Galway, with three bishops, 150 priests, and in excess of 12,000 mourners participating. The priest is buried in the grounds of Loughrea Cathedral.
A group of enthusiasts gather together in Galway in the spring of 1948 to form a football club and they decide unanimously to name the club “Father Griffins” and they grow and flourish to be a major force in Galway football. There is also a road in Galway City called “Father Griffin Road.”
The Diocese of Galway is created on April 23, 1831. The diocese has its origins in the ancient Kilmacduagh monastery and the Wardenship of Galway (1484–1831). Following the abolition of the Wardenship by the Holy See in 1831, the first Bishop of the new Diocese of Galway is appointed in the same year.
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