On July 28, 1689, two armed merchant ships, Mountjoy and Phoenix, sail toward the heavily defended defensive boom (floating barrier) across the River Foyle at Culmore, protected by the frigate HMS Dartmouth under Captain John Leake. Mountjoy rams and breaches the boom at Culmore fort and the ships move in, unloading many tons of food to relieve the Siege of Derry.
The Siege of Derry in 1689 is the first major event in the Williamite War in Ireland. The siege is preceded by an attempt against the town by Jacobite forces on December 7, 1688, that is foiled when thirteen apprentices shut the gates. This is an act of rebellion against James II.
The second attempt begins on April 18, 1689, when James himself appears before the Derry city walls with an Irish army led by Jacobite and French officers. The town is summoned to surrender but refuses. The siege begins. The besiegers try to storm the walls, but fail. They then resort to starving Derry. They raise the siege and do not leave until supply ships break through to the town.
Frederick Schomberg, having been appointed commander-in-chief by William III, orders Major-GeneralPercy Kirke to attack the boom. Thereupon, on July 28, Kirke sends four ships to the mouth of the River Foyle to try to bring food into Derry. These are HMS Dartmouth and three merchant ships: Mountjoy from Derry, Phoenix from Coleraine, and Jerusalem. Dartmouth, under Captain John Leake, engages the shore batteries, while Mountjoy, commanded by her Master Michael Browning, rams and breaches the boom, whereupon Mountjoy and Phoenix sail up to Derry, unloading many tons of food. Seeing that he can no longer starve out Derry and not having enough troops to storm the town, Conrad von Rosen, the commander of the Jacobite troops, decides to raise the siege. On August 1, the besieged discover that the enemy is gone. On August 3, Kirke reports the raising of the siege to London. On July 31, another Jacobite army is defeated at Newtownbutler by the armed citizens of Enniskillen.
The city endures 105 days of siege, from April 18 to August 1, 1689. Some 4,000 of its garrison of 8,000 are said to have died during this siege. The siege is commemorated annually by the Protestant community.
(Pictured: HMS Dartmouth fires at shore batteries while Mountjoy rams through the boom, from the 1873 book British Battles on Land and Sea, Volume 1)
Comparatively little is known of his early life, and it has been suggested that he was illegitimate and took his mother’s surname and that his father’s surname was actually Gannon. He emigrates with his father to Baltimore, Maryland, in 1793, eventually settling in Philadelphia, Pennsylvania. A short time after their arrival, the friend who had invited them and offered them food and hospitality dies of yellow fever. Several days later, his father also succumbs to the same disease.
One morning, while Brown is wandering along the banks of the Delaware River, he meets the captain of a ship then moored in port. The captain inquires if he wants employment and Brown agrees. The captain engages him as a cabin boy, thereby setting him on the naval promotion ladder, where he works his way to the captaincy of a merchant ship. After ten years at sea, where he develops his skills as a sailor and reaches the rank of captain, Brown is press-ganged into a Royal Navy warship. British impressment of American sailors is one of the primary issues leading to the War of 1812.
During the Napoleonic Wars, Brown escapes the ship he is serving on, a galley, and scuttles the vessel. However, the French do not believe he had assisted them and imprison him in Lorient. On being transferred to Metz, he escapes, disguised in a French officer’s uniform. However, he is recaptured and is imprisoned in the fortress of Verdun. In 1809, he escapes from there in the company of a British Army officer named Clutchwell, and eventually reaches German territory.
Returning to England, Brown renounces his maritime career and on July 29, 1809, he marries Elizabeth Chitty, daughter of an English shipping magnate, in Kent. As he is a Catholic and she a Protestant, they agree to raise their sons as Catholics and their daughters as Protestants. Despite lengthy periods of enforced separation, they have nine children. He leaves the same year for the Río de la Plata on board Belmond and sets himself up as a merchant in Montevideo, Uruguay.
Late in 1811 Brown settles in Buenos Aires just as a criollo rebellion against Spanish colonial rule in Argentina is gaining strength. By April 1812, he is developing a coastal shipping business in fruit and hides. As the Spanish naval blockade of 1812–14 begins to choke trade, he is first commissioned by the patriot government as a privateer licensed to raid Spanish merchantmen, and then, on March 1, 1814, invited to take charge of a small rebel naval squadron to contest Spanish control of the Río de la Plata estuary. Leading a fleet of nineteen ships, he fixes with great speed on a set of wartime naval routines and signaling methods, and organises a system of discipline, founding the navy on principles that pay exceptional attention to the welfare of ordinary seamen.
In early March 1814, Brown shows personal courage and incisive skill in outwitting and defeating a more powerful Spanish force near Martín García Island, thereby dividing the Spanish blockade. A Spanish attempt in May 1814 to break his blockade of Montevideo is decisively crushed by him and his makeshift navy, and the Spanish strongholds on the Atlantic coast collapse, ending open war. In 1815 and 1816, however, he carries out skirmishing raids on military and commercial targets belonging to Spanish South American possessions, until detained by a British colonial governor in Barbados in July 1816 for alleged infringements of international rules of trade.
Illness, and a tortuous but ultimately successful appeal process, take up most of 1817–18, but when Brown returns to Argentina in October 1818, political enemies set in motion a prosecution for alleged disobedience of orders. Cashiered in August 1819, then restored in rank but forced to retire, he attempts suicide the following month. Convalescence and resumption of his trading concern occupies him for several years.
A repentant government renews Brown’s command of the navy in December 1825, when war breaks out with Brazil. Though vastly outnumbered by the Brazilian fleet, he shows audacity and great finesse in a number of successful engagements in the Plate estuary in 1826, roving up the Brazilian coast on occasion to create great confusion. In February 1827, he triumphs in a series of actions known as the Battle of Juncal. After another year of commercial privateering against the Brazilian merchant fleet, he is one of two delegates selected to sign peace terms with Brazil in October 1828.
Retiring from active service that month, Brown tries to remain neutral as civil war erupts in Argentina, but reluctantly accepts the post of governor of Buenos Aires under General Juan Lavalle from December 1828 to May 1829, when he resigns in disgust at government excesses. During 1829–37 he holds aloof from the despotic government of Juan Manuel de Rosas. After French and British encroachments on the region in the later 1830s, he offers to take charge of the navy again to protect national independence and is available to defend Argentine interests when war breaks out with a French-backed Uruguay in early 1841. Though exasperated by a long and “stupid war,” he blockades the Uruguayan navy effectively until French and British fleets intervene in July 1845 with overwhelming force to capture his squadron and bring the war to an end.
Idolised by the Argentinian population for his high-principled and humane advocacy of independent democracy, Brown passes his last years trading and farming a country estate. In late 1847, he journeys to Ireland, hoping to find relations in Mayo, and is shocked by the hunger and destitution of the Great Famine.
Brown dies on March 3, 1857, at his home in Buenos Aires and is buried with full military honours. The Argentine government issues a comuniqué: “With a life of permanent service to the national wars that our homeland has fought since its independence, William Brown symbolized the naval glory of the Argentine Republic.” During his burial, General Bartolomé Mitre famously says: “Brown in his lifetime, standing on the quarterdeck of his ship, was worth a fleet to us.” His grave is currently located in the La Recoleta Cemetery in Buenos Aires.
Pirrie is educated at the Royal Belfast Academical Institution before entering Harland & Wolff shipyard as a gentleman apprentice in 1862. Twelve years later he is made a partner in the firm, and on the death of Sir Edward Harland in 1895, he becomes its chairman, a position he holds until his death. As well as overseeing the world’s largest shipyard, he is elected Lord Mayor of Belfast in 1896, and is re-elected to the office as well as made an Irish Privy Counsellor the following year. He becomes Belfast’s first honorary freeman in 1898, and serves in the same year as High Sheriff of Antrim and subsequently of County Down. In February 1900, he is elected President of the UK Chamber of Shipping, where he had been vice-president the previous year. He helps finance the Liberals in Ulster in the 1906 United Kingdom general election, and that same year, at the height of Harland & Wolff’s success, he is raised to the peerage as Baron Pirrie, of the City of Belfast.
In February 1912, after chairing a famous meeting of the Ulster Liberal Association at which Winston Churchill defends the government’s policy of Home Rule for Ireland, Pirrie is jeered on the streets of Belfast, and assaulted as he boards a steamer in Larne: pelted with rotten eggs, herrings, and bags of flour. In 1910, the Ulster Liberal Association, an overwhelmingly Protestant body, with a weekly newspaper, and branch network throughout Ulster, adopts (in opposition to the Ulster Liberal Unionist Association) an explicitly pro-home rule position.
In the months leading up to the 1912 sinking of the RMS Titanic, Pirrie is questioned about the number of life boats aboard the Olympic-classocean liners. He responds that the great ships are unsinkable and the rafts are to save others. This haunts him for the rest of his life. In April 1912, Pirrie is to travel aboard RMS Titanic, but illness prevents him.
During the war Pirrie is a member of the War Office Supply Board, and in 1918 becomes Comptroller-General of Merchant Shipbuilding, organising British production of merchant ships.
In 1921, Pirrie is elected to the Senate of Northern Ireland, and that same year is created ViscountPirrie of the City of Belfast, in the honours for the opening of the Parliament of Northern Ireland in July 1921, for his war work and charity work. In Belfast he is, on other grounds, already a controversial figure: a Protestant employer associated as a leading Liberal with a policy of Home Rule for Ireland.
Pirrie dies at sea off Cuba on June 7, 1924. His body is embalmed. On June 13, Ebro reaches Pier 42 on the North River in New York City, where Pirrie’s friend Andrew Weir, 1st Baron Inverforth and his wife meet Viscountess Pirrie and her sister. UK ships in the port of New York lower their flags to half-mast, and Pirrie’s body is transferred to Pier 59, where it is embarked on White Star Line‘s RMS Olympic, one of the largest ships Pirrie ever built, to be repatriated to the UK. He is buried in Belfast City Cemetery. The barony and viscountcy die with him. Lady Pirrie dies on June 19, 1935. A memorial to Pirrie in the grounds of Belfast City Hall is unveiled in 2006.
The U-20, a GermanU-boat under the command of KapitänleutnantWalther Schwieger, sinks the British steamship Centurion off the southeast coast of Ireland on May 6, 1915. This tragic event has far-reaching consequences and shapes the course of World War I.
The Centurion is traveling through the waters southeast of Ireland when a torpedo fired from the U-20 hits the vessel, causing it to rapidly sink. This act of aggression results in the loss of many innocent lives and sends shockwaves throughout the world.
At the time of the incident, World War I is in full swing. Germany, engaged in submarine warfare, seeks to disrupt British supply lines and cut off its access to vital resources. The sinking of merchant ships, regardless of their civilian nature, is part of Germany’s strategy to weaken the enemy. The attack on the Centurion is just one of many instances in which German submarines target and sink British vessels.
A difference in this particular incident as opposed to other similar incidents is the widespread outrage it triggers. The Centurion is an unarmed cargo ship carrying civilian goods, and its destruction is seen as a ruthless and unjustifiable act. The loss of civilian lives and the callousness with which the submarine attack is executed causes public opinion to turn against Germany.
The sinking highlights the growing concern over unrestricted submarine warfare and its impact on civilian populations. It pushes the United States, which at the time is neutral, closer to entering the war on the side of the Allies. The incident also plays a significant role in shaping public opinion in other neutral countries, putting pressure on Germany to reconsider its aggressive tactics.
In response to international outrage, Germany initially defends its actions, arguing that the Centurion was carrying contraband cargo. However, under mounting pressure, the German government eventually backs down and pledges to modify its submarine warfare policies to reduce the risk to civilian lives. This move is meant to appease neutral countries and prevent the United States from entering the war.
The sinking of the Centurion has a lasting impact on maritime warfare. The incident leads to the introduction of new rules of engagement, such as the requirement for submarines to surface and warn civilian vessels before attacking. These rules aim to minimize civilian casualties and reduce the risk of similar tragedies occurring in the future.
Moreover, the sinking serves as a catalyst for technological advancements in submarine warfare. Navies worldwide realize the need for more sophisticated anti-submarine measures and began developing detection systems and tactics to counter the stealth of submarines. This incident marks a turning point in the evolution of naval warfare, as nations seek to adapt and respond to the new challenges posed by underwater vessels.
The following day, May 7, 1915, the U-20 sinks the British ocean linerRMS Lusitania off the southern coast of Ireland. The liner sinks in eighteen minutes with 1,197 casualties. The wreck lies in 300 feet of water.
On November 4, 1916, U-20 becomes grounded on the Danish coast south of Vrist, after suffering damage to its engines. Her crew attempts to destroy her with explosives the following day, succeeding only in damaging the boat’s bow but making it effectively inoperative as a warship.
The U-20 remains on the beach until 1925 when the Danish government blows it up in a “spectacular explosion.” The Danish navy removes the deck gun and makes it unserviceable by cutting holes in vital parts. The gun is kept in the naval stores at Holmen, Copenhagen for almost 80 years. The conning tower is removed and placed on the front lawn of the local museum Strandingsmuseum St. George Thorsminde, where it remains today.
(Pictured: The U-20, second from left, at Kiel, Schleswig-Holstein, on February 17, 1914)
Francis O’Neill (Irish: Proinsias Ó Néill), an Irish-born American police officer and collector of Irish traditional music, is honoured in his native West Cork on March 11, 2000, where Garda Commissioner Patrick Byrne unveils a life-size monument of O’Neill playing a flute adjacent to the O’Neill family homestead in Trawlebane, County Cork. The monument, made by sculptor Jeanne Rynhart, and a commemorative wall are erected through the efforts of the Captain Francis O’Neill Memorial Company.
O’Neill is born in Trawlebane, near Bantry, County Cork, on August 28, 1848. At an early age he hears the music of local musicians, among them Peter Hagarty, Cormac Murphy and Timothy Dowling. At the age of 16, he becomes a cabin boy on an English merchant ship and remains a seaman until 1869. On a voyage to New York City, he meets Anna Rogers, a young emigrant whom he later marries in Bloomington, Illinois. They move to Chicago, and he becomes a Chicago policeman in 1873. He rises through the ranks quickly, eventually succeeding Joseph Kipley as the Chief of Police from 1901 to 1905. He has the rare distinction, in a time when political “pull” counts for more than competence, of being re-appointed three times to the position by two different mayors.
O’Neill is a flautist, fiddler and piper and is part of the vibrant Irish community in Chicago at the time. During his time as chief, he recruits many traditional Irish musicians into the police force, including Patrick O’Mahony, James O’Neill, Bernard Delaney, John McFadden and James Early. He also collects tunes from some of the major performers of the time including Patsy Touhey, who regularly sends him wax cylinders and visits him in Chicago. He also collects tunes from a wide variety of printed sources.
O’Neill retires from the police force in 1905. After that, he devotes much of his energy to publishing the music he has collected. His musical works include:
O’Neill’s Music of Ireland (1903), containing 1,850 pieces of music.
The Dance Music of Ireland (1907), sometimes called, “O’Neill’s 1001,” because of the number of tunes included.
400 tunes arranged for piano and violin (1915).
Waifs and Strays of Gaelic Melody (1922), 365 pieces.
Irish Folk Music: A Fascinating Hobby (1910). Appendix A contains O’Farrells Treatise and Instructions on the Irish Pipes, published 1797-1800; appendix B is Hints to Amateur Pipers by Patrick J. Touhy.
Irish Minstrels and Musicians (1913), biographies of musicians, including those from whom he collected tunes in Chicago.
In 2008, Northwestern University Press issues Chief O’Neill’s Sketchy Recollections of an Eventful Life in Chicago, a non-musical memoir edited by Ellen Skerrett and Mary Lesch, a descendant of O’Neill, with a foreword by Nicholas Carolan of the Irish Traditional Music Archive. Carolan himself writes a musical biography of O’Neill, A Harvest Saved: Francis O’Neill and Irish Music in Chicago, which is published in Ireland by Ossian in 1997. An historical biography of O’Neill, The Beat Cop: Chicago’s Chief O’Neill and the Creation of Irish Music, by Michael O’Malley, is published by the University of Chicago Press in 2022.
Chief O’Neill’s life is memorialized in the musical play Music Mad: How Chief O’Neill Saved the Soul of Ireland, which premieres in Chicago in 2012. Written by Adam B. Whiteman with the approval and acceptance of Francis O’Neill’s great-granddaughter, Mary Lesch, the show contains both dramatized content and material from O’Neill’s own writings.
Peter Hagarty and Francis O’Neill are memorialized in the song, Píobaire Bán, written by Tim O’Riordan. It is recorded by Patrick O’Sullivan on the CD One More Time and on O’Riordan’s own CD Taibhse.
In August 2013, the inaugural Chief O’Neill Traditional Music Festival takes place in Bantry, County Cork, just a few miles from Trawlebane. The 2013 event marks the centenary of the publication of O’Neill’s Irish Minstrels and Musicians. The event has taken place annually since.
Chief O’Neill’s Pub and Restaurant in Chicago’s Avondale neighborhood bears his name and displays related memorabilia.
O’Neill’s biographer, Nicholas Carolan, refers to him as “the greatest individual influence on the evolution of Irish traditional dance music in the twentieth century.”
Brown is born on June 22, 1777, in Foxford, County Mayo. Comparatively little is known of his early life, and it has been suggested that he was illegitimate and took his mother’s surname and that his father’s surname was actually Gannon. He emigrates with his father to Baltimore, Maryland, in 1793, eventually settling in Philadelphia, Pennsylvania. A short time after their arrival, the friend who had invited them and offered them food and hospitality dies of yellow fever. Several days later, his father also succumbs to the same disease.
One morning, while Brown is wandering along the banks of the Delaware River, he meets the captain of a ship then moored in port. The captain inquires if he wants employment and Brown agrees. The captain engages him as a cabin boy, thereby setting him on the naval promotion ladder, where he works his way to the captaincy of a merchant ship. After ten years at sea, where he develops his skills as a sailor and reaches the rank of captain, Brown is press-ganged into a Royal Navy warship. British impressment of American sailors is one of the primary issues leading to the War of 1812.
During the Napoleonic Wars, Brown escapes the ship he is serving on, a galley, and scuttles the vessel. However, the French do not believe he had assisted them and imprison him in Lorient. On being transferred to Metz, he escapes, disguised in a French officer’s uniform. However, he is recaptured and is imprisoned in the fortress of Verdun. In 1809, he escapes from there in the company of a British Army officer named Clutchwell, and eventually reaches German territory.
Returning to England, Brown renounces his maritime career and on July 29, 1809, he marries Elizabeth Chitty, daughter of an English shipping magnate, in Kent. As he is a Catholic and she a Protestant, they agree to raise their sons as Catholics and their daughters as Protestants. Despite lengthy periods of enforced separation, they have nine children. He leaves the same year for the Río de la Plata on board Belmond and sets himself up as a merchant in Montevideo, Uruguay.
Late in 1811 Brown settles in Buenos Aires just as a criollo rebellion against Spanish colonial rule in Argentina is gaining strength. By April 1812, he is developing a coastal shipping business in fruit and hides. As the Spanish naval blockade of 1812–14 begins to choke trade, he is first commissioned by the patriot government as a privateer licensed to raid Spanish merchantmen, and then, on March 1, 1814, invited to take charge of a small rebel naval squadron to contest Spanish control of the Río de la Plata estuary. Leading a fleet of nineteen ships, he fixes with great speed on a set of wartime naval routines and signaling methods, and organises a system of discipline, founding the navy on principles that pay exceptional attention to the welfare of ordinary seamen.
In early March 1814, Brown shows personal courage and incisive skill in outwitting and defeating a more powerful Spanish force near Martín García Island, thereby dividing the Spanish blockade. A Spanish attempt in May 1814 to break his blockade of Montevideo is decisively crushed by him and his makeshift navy, and the Spanish strongholds on the Atlantic coast collapse, ending open war. In 1815 and 1816, however, he carries out skirmishing raids on military and commercial targets belonging to Spanish South American possessions, until detained by a British colonial governor in Barbados in July 1816 for alleged infringements of international rules of trade.
Illness, and a tortuous but ultimately successful appeal process, take up most of 1817–18, but when Brown returns to Argentina in October 1818, political enemies set in motion a prosecution for alleged disobedience of orders. Cashiered in August 1819, then restored in rank but forced to retire, he attempts suicide the following month. Convalescence and resumption of his trading concern occupies him for several years.
A repentant government renews Brown’s command of the navy in December 1825, when war breaks out with Brazil. Though vastly outnumbered by the Brazilian fleet, he shows audacity and great finesse in a number of successful engagements in the Plate estuary in 1826, roving up the Brazilian coast on occasion to create great confusion. In February 1827, he triumphs in a series of actions known as the Battle of Juncal. After another year of commercial privateering against the Brazilian merchant fleet, he is one of two delegates selected to sign peace terms with Brazil in October 1828.
Retiring from active service that month, Brown tries to remain neutral as civil war erupts in Argentina, but reluctantly accepts the post of governor of Buenos Aires under General Juan Lavalle from December 1828 to May 1829, when he resigns in disgust at government excesses. During 1829–37 he holds aloof from the despotic government of Juan Manuel de Rosas. After French and British encroachments on the region in the later 1830s, he offers to take charge of the navy again to protect national independence and is available to defend Argentine interests when war breaks out with a French-backed Uruguay in early 1841. Though exasperated by a long and “stupid war,” he blockades the Uruguayan navy effectively until French and British fleets intervene in July 1845 with overwhelming force to capture his squadron and bring the war to an end.
Idolised by the Argentinian population for his high-principled and humane advocacy of independent democracy, Brown passes his last years trading and farming a country estate. In late 1847, he journeys to Ireland, hoping to find relations in Mayo, and is shocked by the hunger and destitution of the Great Famine.
Brown dies on March 3, 1857, at his home in Buenos Aires and is buried with full military honours. The Argentine government issues a comuniqué: “With a life of permanent service to the national wars that our homeland has fought since its independence, William Brown symbolized the naval glory of the Argentine Republic.” During his burial, General Bartolomé Mitre famously says: “Brown in his lifetime, standing on the quarterdeck of his ship, was worth a fleet to us.” His grave is currently located in the La Recoleta Cemetery in Buenos Aires.
The British become aware of Conyngham’s plans and manage to maneuver him out of his ship with the help of the Dutch. After the loss of his ship, he heads back to France, hoping to connect with an ally to the United States. It is there he meets Benjamin Franklin, who helps him in his adventures many times in the future. They form a lasting relationship, and Conyngham eventually awards Franklin the nickname “the Philosopher” for his intellectual fortitude and resourcefulness. Franklin is entrusted with several commissions of the Continental Navy, and on March 1, 1777, Conyngham is appointed Captain of the luggerSurprise.
Conyngham scores a first victory that would warm the heart of any Irishmen, capturing the British merchant shipPrince of Orange on May 3, 1777. Later that year he is commissioned a captain in the Continental Navy and given command of the USS Revenge. He begins a series of highly successful raids into British waters from the port of Dunkirk, thus earning his sobriquet “The Dunkirk Pirate.”
In 1778 Conyngham sets sail for the West Indies and terrorizes British vessels there before finally returning to Philadelphia on February 21, 1779. He and his men had claimed 60 prize vessels in just 18 months. When he sets sail again his luck runs out and his ship is captured by the British vessel HMS Galatea on April 27, 1779. Conyngham was taken to prison in England and treated harshly by his British captors.
After two failed escape attempts, Conyngham tunnels his way out of Mill Prison in Plymouth and manages to make his way to the continent. He joins John Paul Jones on a cruise on the Alliance before returning to the United States. He is captured by the British again in March 1780 and spends another year in Mill Prison.
After the war Conyngham fails in his efforts to continue his naval career or to gain recognition from the United States Congress for his service during the war. He had lost the commission papers given to him by colonial representatives in Paris in 1777. It is said that he assists in the defense of Philadelphia against his old British foes during the War of 1812.
Gustavus Conyngham dies in Philadelphia seven years later on November 27, 1819. Nearly a century later, John Sanford Barnes, a retired navy captain and naval historian, acquires a cache of autographs and documents from a sale by Charavay of Paris. In the collection is Conyngham’s commission from Benjamin Franklin. Barnes publishes his discovery in September 1902, proving that the “Dunkirk Pirate” had never been a pirate at all, but one of the first heroes of the United States Navy.
(Pictured: Captain Gustavus Conyngham, Continental Navy. Painting by V. Zveg, 1976, based on a miniature by Louis Marie Sicardi. Courtesy of the U.S. Navy Art Collection, Washington, D.C. U.S. Naval Historical Center Photograph.)
seamus dubhghaill 