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Birth of Thomas Charles Wright, Founder of the Ecuadorian Navy

Thomas Charles Wright, founding father of the Ecuadorian Navy and a general in Simón Bolívar‘s army, is born in Queensborough, Drogheda, County Louth, on January 26, 1799. He is regarded as a leading militarist in Ecuador‘s and other South American countries’ struggle for independence.

Wright is born to Joseph Wright and Mary Montgomery. At the age of eleven, he is sent to the Royal Naval College at Portsmouth, regarded at the time as the finest in the world, where he is educated to become an officer.

At the age of fourteen, following his junior officer training, Wright embarks on a sea voyage on board HMS Newcastle under the captaincy of Lord George Stuart. On this vessel he sails to the east coast of the United States where he is engaged in blockading activities in the squadron of Admiral John Borlase Warren. In 1817 he returns to England, having attained the junior officer’s rank of midshipman.

Although Wright passes the lieutenant‘s examination, promotional opportunities are diminishing in the Royal Navy, and he is not given a commission like many young junior officers in Britain. Collectively, he and others decide to enlist in Simón Bolívar’s revolutionary army and sail for South America in support of the uprisings against Spanish colonial rule. In November 1817, he enlists as an officer in the British Legions of Simón Bolívar, under the patronage of Luis Lopez Mendez, Bolivar’s agent in London. Originally setting off from the River Thames in November 1817, several snags delay the departure until January 2, 1818. They depart from Fowey harbor and sail on a brigantine named Dowson, under naval commander Captain Dormer, with 200 other volunteers armed with valuable weapons and ammunition. They land in the Saint Thomas Island after several weeks. Admiral Luis Brión arrives with his squadron on the Island of St Thomas and Pigott and the Rifle Corps are shipped on Patriot vessels to Margarita Island off the coast of Venezuela, arriving on April 21, 1818.

They are sent to Guayana and then to Angostura, beginning the campaign in the Apure. At Angostura (present-day Ciudad Bolívar), Wright first meets Simón Bolívar, for whom he develops a deep admiration. Bolívar opens the liberating campaign in Apure. During 1818–1819, one of the earliest battles with Wright partaking as an officer is at Trapiche de Gamarra on March 27, 1819. These encounters inspire Bolívar to begin his New Granada campaign and the march 1,500 miles over the Andes Mountains. Wright accompanies Bolívar on the legendary crossing on which 25% of the British/Irish troops die.

Wright takes part in the entire land campaign to liberate the northern countries of South America, and fights in numerous land battles with Bolívar’s army. He plays leading roles in the Battle of Vargas Swamp, and later in the victory at the Battle of Boyacá in August 1819, after which he is promoted to captain. In 1820, he returns with his Rifles regiment to the coastal plains to campaign in the jungles east of the Magdalena against the Spanish based on Santa Marta. The Rifles Corp are then transported by sea to Maracaibo, and on June 21, 1821, take part in Simon Bolívar’s decisive victory in the Battle of Carabobo. Cartagena is also seized, and the Rifles are brought in boats up the Magdalena River en route to Popayán. They form part of the forces led by Bolívar in the second of his famed Andean campaigns. After the successful battle at Bomboná on 7 April 7, 1822, Wright is twice mentioned in Bolívar’s order of the day for his exceptional skill and courage. Again, he is promoted and from February 1822 he is an acting lieutenant colonel.

In early 1824, Bolívar realizes that, despite the Patriot Army success on land, unless the South American revolutionary armies can control the seas off their coasts, they will forever be under sea blockade from imperial Spain. He appoints Wright to the newly fledged United Pacific Naval Squadron.

After Guayaquil seizes independence, John Illingworth Hunt is appointed as Commanding General of the Maritime Department. Immediately he takes care of organizing everything concerning the Navy. Thus, in 1823, the first Ecuadorian naval force is formed.

Wright, who in February 1824 is promoted to captain, becomes Commodore of the South Squadron, and embarks on the brig Chimborazo, and conducts patrols along the Peruvian coast with seven transports properly equipped and ready to assist in the transfer of troops, when Bolívar’s army would require it. Following Bolivar’s defeat of the royalist forces at the Battle of Junín on August 6, 1824, Wright is instructed to proceed to Callao with a squadron of five ships and is placed under the orders of Admiral Martin Guisse, head of the United Squadron. The Gran Colombian units, forming this squadron, participate in some naval actions against the royalists and also in the blockade of Callao, the last Spanish stronghold in South America.

Bolívar installs Wright as a Commodore of the Pacific Southern Squadron. He is appointed to command a small fleet of ships in support of Admiral Martin Guisse and joins the Patriotic naval force blockading off Callao. Along with Admiral Guisse and a handful of other former Royal Navy officers, they spearhead the blockade of Callao that successfully fights the Spanish naval squadron sent to lift the blockade of the besieged city. The blockade holds and Callao capitulates in early 1826, ending Spanish rule in South America.

The revolutionary independence struggles end with the unfolding liberation of South America countries, and Wright settles in Ecuador where he helps establish the Ecuadorian Navy and helps create the Ecuadorian naval school that is named in his honor.

The downfall and expulsion of the Spanish colonial power leads to land disputes and new wars among the South American home nations that once were united against Spain. In 1827, Peruvian President José de la Mar invades Bolivia and then invades Ecuador. Wright takes up the cause of defending his new adopted homeland. His navy fights two battles with the Peruvians in the Gulf of Guayaquil.

In 1829, Wright returns to the army as a Colonel and is appointed General Antonio José de Sucre‘s aide-de-camp at the Battle of Tarqui.

Ecuador declares itself a republic in 1830, though the region is completely unsettled with Peru and Colombia both claiming parts of Ecuador as part of their territory. At this time Wright goes back in the Navy with his own flag officer’s pendant. He is also appointed to the army with the rank of General of Brigade in 1830. Two unconstitutional presidents, Vincente Rocafuerte and Valdivieso, declare themselves in office. Wright and Flores lead Rocafuerte’s army into a decisive battle that takes place at Minarica in 1835. This action is decisive, and they defeat General Barriga, who is Valdivieso’s appointed General. The victory guarantees the stability and future of Ecuador, with Rocafuerte becoming Ecuador’s president.

In 1835, Wright is Comandante del Apostadero, later changed to Comandancia General de la Marina (Commander-in-Chief of the Navy) for many years. He does not found the Ecuadorian Naval School, as often incorrectly cited. The college is named in his honor. He is the commanding officer of the Ecuadorian Naval Squadron before Ecuador becomes a Republic, as such he is considered a founding father of the Ecuadorian Navy. In this year he is also promoted to Army General of Division.

In 1843, Wright becomes the Governor of Guayaquil. This is the premier military position in the city.

In 1845, a military coup plot overthrows the liberal government supported by Wright and he goes into exile for fifteen years in Chile and Peru. In Chorrillos, Peru, he befriends the Ecuadorian exile Eloy Alfaro and exerts a massive influence on him as a mentor. Alfaro later becomes President of Ecuador from 1897 to 1913. Wright returns from exile in 1860 and opposes Gabriel García Moreno until his death in 1868.


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Birth of Thomas Steele, Engineer & Political Activist

Thomas (Tom) Steele, engineer and political activist, is born on November 3, 1788, at Derrymore, County Clare, the son of William Steele, gentleman, and Catherine Steele (née Bridgeman).

In July 1805 Steele enters Trinity College Dublin, graduating BA in the spring of 1810. He then studies at Magdalene College, Cambridge, where he graduates MA in 1820, becoming an associate member of the Institution of Civil Engineers in the same year. In 1821 he inherits Cullane House, near Craggaunowen, County Clare, on the death of his uncle. Of an enthusiastic and adventurous nature, in 1823 he decides to support the cause of the liberals in Spain who had rebelled against the autocratic rule of Ferdinand VII in 1820. Mortgaging the house and lands at Cullane, he purchases a large quantity of arms and ships them to Spain on board the ship Iris. Commissioned in the Legion Estrenjera of the liberal army, he distinguishes himself in the Battle of Trocadero and the defence of Madrid. He later publishes an account of his experiences, Notes on the war in Spain (London, 1824).

Returning from Spain with his fortunes ruined, Steele begins experiments with underwater diving apparatus, patenting “Steele’s improved diving-bell” in 1825. In the same year he becomes a partner in the Vigo Bay Co., which attempts to recover gold and silver bullion from Spanish ships which sank in Vigo Bay in 1702. After extensive diving operations using Steele’s diving-bell, the company is wound up at an acrimonious meeting of shareholders in September 1826. Despite claims by some of the shareholders that bullion had been found, the scheme is a total failure.

Steele is involved in the Catholic Association and, a close friend of Daniel O’Connell, is active in the emancipation campaign although himself a protestant. In 1828 he seconds O’Connell’s nomination for Clare in the general election of that year. Appointed by O’Connell as ‘Head Pacificator,’ he tours the country collecting weapons and discouraging the rural population from engaging in faction fighting. There is a certain irony in this appointment, as Steele’s own volatile temper is well known. A noted duelist, he fights an inconclusive duel in 1829 with William Smith O’Brien, who had opposed O’Connell’s second candidature for County Clare. In 1828 he is a founder of the Limerick Independent Club.

An associate of the diving pioneers John and Charles Deane, Steele dives on the wreck of the Intrinsic, off the Clare coast in January 1836, using their new diving helmet. He then begins developing equipment to provide underwater illumination, and in 1840 dives with the Deane brothers off Plymouth on the wreck of Henry VIII‘s ship, the Mary Rose. Yet he is in serious financial difficulties, which are not helped by some of his more eccentric building projects. It is said of him that “he seemed utterly incapable of rationally estimating the value of money in his own case.” He begins renovating, at great expense, a ruined castle that stands on his land at Cullane. He also later has a large standing stone, known as the ‘Umbilicus Hiberniae’ (‘Navel of Ireland’), removed from Birr, King’s County (now County Offaly), and taken to his house. At Cullane it is set up as an altar and used for mass whenever O’Connell or members of the Catholic Association visit. It is not returned to Birr until 1974.

Known as “Honest Tom Steele,” Steele is deeply devoted to O’Connell, and is one of his key lieutenants during the repeal campaigns of the 1830s and 1840s. He takes his title and responsibilities as O’Connell’s “Head Pacificator” so seriously and generally expresses himself with such long-winded pomposity that he becomes something of a figure of fun for opponents of O’Connell and for many of the younger men in the Repeal Association. Tried on conspiracy charges after the prohibition of the Clontarf monster meeting, he is one of the six “traversers” imprisoned with O’Connell in Richmond jail from May to September 1844. Strongly supporting O’Connell’s repudiation of physical force, he chairs and takes a prominent part in the peace resolution debates of July 1846 in which the Young Ireland group walks out of the Repeal Association.

After the death of O’Connell on May 15, 1847, Steele falls into a deep depression and, financially ruined, jumps from Waterloo Bridge in London on April 19, 1848. Pulled from the river by a Thames boatman, he survives for a number of weeks. Former political opponents, including Lord Brougham, offer financial help but he refuses. He dies on June 15, 1848, and his remains are taken to Dublin, where he is waked at Conciliation Hall, the headquarters of the Repeal Association, on Burgh Quay. He is buried in Glasnevin Cemetery, beside O’Connell’s tomb. He appears as one of the figures on the O’Connell memorial in O’Connell Street, Dublin.

Steele never marries but harbours an unrequited passion for a Miss Eileen Crowe of Ennis, County Clare, and is often to be seen standing on a large rock, which comes to be known as “Steele’s Rock,” on the banks of the River Fergus in Ennis as he tries to catch a glimpse of Miss Crowe, who lives across the river.

(From: “Steele, Thomas (Tom)” by David Murphy, Dictionary of Irish Biography, http://www.dib.ie | Pictured: (L to R) Thomas Steele, Daniel O’Connell and O’Gorman Mahon by Joseph Patrick Haverty)


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Birth of Robert Gibbings, Wood Engraver & Sculptor

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Robert John Gibbings, Irish artist and author most noted for his work as a wood engraver and sculptor, and for his books on travel and natural history, is born into a middle-class family in Cork, County Cork on March 23, 1889. Along with Noel Rooke he is one of the founder members of the Society of Wood Engravers in 1920 and is a major influence in the revival of wood engraving in the twentieth century.

Gibbings’ father, the Reverend Edward Gibbings, is a Church of Ireland minister. His mother, Caroline, is the daughter of Robert Day, Fellow of the Royal Society of Antiquaries of Ireland and president of The Cork Historical and Archaeological Society. He grows up in the town of Kinsale where his father is the rector of St. Multose Church.

Gibbings studies medicine for three years at University College Cork before deciding to persuade his parents to allow him to take up art. He studies under the painter Harry Scully in Cork and later at the Slade School of Fine Art and the Central School of Art and Design.

During World War I Gibbings serves in the Royal Munster Fusiliers and is wounded at Gallipoli before eventually being invalided out of the army in 1918. He then resumes his studies in London.

Gibbings is very much at the centre of developments in wood engraving. He is a founder member and leading light of the Society of Wood Engravers, which he sets up with Noel Rooke in 1920. In 1922 he contributes two wood engravings, “Clear Waters” and “Hamrun,” to Contemporary English Woodcuts, an anthology of wood engravings produced by Thomas Balston, a director at Gerald Duckworth & Company and an enthusiast for the new style of wood engravings. In 1923 he receives a commission for a set of wood engravings for The Lives of Gallant Ladies for the Golden Cockerel Press, his most important commission to date at 100 guineas.

Gibbings is working on the wood engravings The Lives of Gallant Ladies when Hal Taylor, the owner of the press, becomes very ill with tuberculosis and has to put it up for sale. He seeks a loan from a friend, Hubert Pike, a director of Bentley Motors, to buy the press. He takes over in February 1924 and owns and runs the press until 1933.

Gibbings illustrates numerous books on travel and natural history, including Charles Darwin’s The Voyage of the Beagle, and writes a series of bestselling river books, notably Sweet Thames Run Softly. He does a huge amount to popularise the subject of natural history, travelling extensively through Polynesia, Bermuda and the Red Sea to gather inspiration for his work.

Gibbings is the first man to draw underwater, the illustrations filling his Penguin classic Blue Angels and Whales. He is one of the first natural history presenters on the BBC.

In September 1955 Gibbings and his wife, Patience, purchase Footbridge Cottage, a tiny beehive of a cottage in Gibbings’s words, in Long Wittenham on the banks of the River Thames. Life there suits him, and he has a period of tranquility that he had not known previously. They live there until he dies of cancer in an Oxford hospital on January 19, 1958. He is buried in the churchyard at Long Wittenham. The grave is marked by a simple headstone featuring his device of a crossed quill and graver, carved by Michael Black, a young sculptor who is a friend of Gibbings.


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Birth of James Owen Hannay, Clergyman & Novelist

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James Owen Hannay, Irish clergyman and prolific novelist who writes under the pen name of George A. Birmingham, is born on July 16, 1865, in Belfast. Today the house where he is born is a part of the administration building of Queen’s University Belfast.

Hannay receives his education in England. He enters Temple Grove School near the River Thames at the age of nine, and later studies at a public school called Haileybury School. He then returns to Ireland to enter the Divinity School of Trinity College Dublin. He is ordained in 1889 as a Church of Ireland (Anglican) minister and starts working as a curate for Delgany, County Wicklow, a seaside town south of Dublin.

To make up for a deficiency in their living Hannay writes a short story and sends it to a London publisher. It is accepted for publication, and he receives a check of ￡10. On his wife’s advice, he gives up writing fiction and commits himself to the study of Christian theology with her. This bears fruit with the publications of The Spirit and Origin of Christian Monasticism (1903) and The Wisdom of the Desert (1904).

Hannay then serves as rector of Holy Trinity Church in Westport, County Mayo. It is here that he makes his debut as a novelist. His early writings raise the ire of nationalist Catholics, and he withdraws from the Gaelic League in the wake of ongoing protests about the tour of his successful play General John Regan.

Hannay becomes rector of Kildare parish from 1918 to 1920, and after serving as chaplain to the Lord Lieutenant of Ireland, he joins the British ambassadorial team in Budapest in 1922. He returns to officiate at Mells, Somerset from 1924 to 1934, after which he is appointed vicar of Holy Trinity Church in the London suburb of Kensington where he serves from 1934 until his death in London on February 2, 1950.

Hannay enjoys sailing and is taught the rudiments by his father and grandfather in Belfast. When he is based in Westport, the financial success of his writing enables him to purchase a boat, a Dublin Bay Water Wag. In recognition of Hannay, the Water Wag Club of Dun Laoghaire returns to Westport and Clew Bay in 2016. In the frontispiece of his book The Inviolable Sanctuary Hannay includes a picture of the Water Wag.


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First Irish Convict Ship Arrives in Botany Bay

The Queen, the first ship delivering Irish convicts, arrives at the penal settlement of Botany Bay in New South Wales, Australia on September 26, 1791. About 30% of all Australians are of Irish birth or descent. Many emigrated freely but many are descended from convicts transported there in the early years of the colony.

Britain has a policy of transportation. Up until the American Revolution most are sent to the American colonies or the West Indies. By the 1780s, Britain badly needs prison space. Petty criminals are housed on overcrowded prison ships anchored on the River Thames. In 1786, the government decides to start a prison settlement in the new colony at Botany Bay.

The transportation is arranged by a private company and those convicts who arrive there are actually the lucky ones, as conditions on the journey are horrendous and many die en route. The organisers of the transportation ships operate on a contract basis. They are paid a certain amount per head and the less provisions they give the prisoners the more profit they make.

The first two fleets of convict ships sail from England. The first ship to sail directly from Ireland is the Queen, which leaves Cork in April 1791 and joins the third fleet sailing from England. On board are 133 male convicts, 22 females and three children. The youngest on the ship is two-week-old Margaret, daughter of convict Sarah Brennan. The youngest convicts are 11-year-old David Fay and 12-year-old James Blake, convicted for stealing a pair of buckles. The oldest convict is 64-year-old Patrick Fitzgerald from Dublin, who is sentenced to seven years for stealing clothes. Seven men and one woman die on the voyage and within a year, half the men who had sailed on the Queen are dead. Young James Blake dies within a few months of landing.

The last convict ship sails from Ireland to Australia in 1853 and over the course of 60 years, 30,000 men and 9,000 women are transported for a minimum of seven years. While a good number of them are patriots and rebels – United Irishmen and Young Irelanders – the majority are transported for petty crimes.

Transportation continues for more than 60 years and is followed by assisted emigration. More than 100,000 travel on assisted passage during the 1850s alone. Some are assisted on their journey by charitable organisations in an effort to relieve distress. The last transportation ship, the Phoebe Dunbar, sails from Dún Laoghaire in 1853, bound for Perth.


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Launch of the RMS Oceanic

RMS Oceanic, the White Star Line‘s first liner built by Harland & Wolff in Belfast, is launched on August 27, 1870, arriving in Liverpool, England for her maiden voyage on February 26, 1871.

Three sister ships are constructed in rapid succession: RMS Atlantic, SS Baltic, and SS Republic. All are of the same approximate dimensions with differences in tonnage.

Powered by a combination of steam and sail, RMS Oceanic has twelve boilers generating steam for a single four-cylinder compound steam engine. A single funnel exhausts smoke and four masts carry sails. The hull is constructed of iron and divided into eleven watertight compartments. Passenger accommodations are located on the two decks concealed within the hull. RMS Oceanic can carry 166 First Class passengers, referred to as Saloon Passengers in the day and 1,000 Steerage Passengers, along with a 143-man crew. White Star spares no expense in her construction, and the contemporary press describes the ship as an “imperial yacht.”

RMS Oceanic leaves Liverpool for her maiden voyage on March 2, 1871 carrying only 64 passengers, under Captain Sir Digby Murray. Not long after departing, she has to return because of overheated bearings. Her voyage restarts on March 16. From that point onward, RMS Oceanic is a success for The White Star Line.

In January, 1872, RMS Oceanic undergoes a refit, during which a large forecastle is added to help prevent the bow being inundated during high seas. Two new boilers are added to increase steam pressure and thus engine power, and the four masts are shortened.

RMS Oceanic continues sailing with the White Star line on the Liverpool to New York City route until March 11, 1875, when she is chartered to the Occidental & Oriental Steamship Company, for service between San Francisco, Yokohama and Hong Kong. White Star provides the officers, while the crew is Chinese. The ship itself remains in White Star colours, but flies the O&O flag. During the repositioning voyage from Liverpool to Hong Kong, RMS Oceanic sets a speed record for that route. Later, she also sets a speed record for Yokohama to San Francisco in December 1876, and then breaks her own record over that route in November, 1889, with a time of 13 days, 14 hours and 5 minutes.

On August 22, 1888, RMS Oceanic collides with the coastal liner SS City of Chester just outside the Golden Gate. The SS City of Chester sinks, killing 16 on board.

On January 7, 1890, Nellie Bly boards RMS Oceanic in Yokohama to cross the Pacific as part of her voyage Around the World in Seventy-Two Days. She arrives in San Francisco on January 21, 1890, which is a day behind schedule as a result of rough weather.

In 1895, RMS Oceanic is returned to White Star, which plans to put her back into service. She is sent back to Harland and Wolff for re-engining, but when the ship is inspected closely, it is found to be uneconomical to perform all the work needed. Instead, RMS Oceanic is sold for scrap, leaving Belfast for the last time on February 10, 1896, under tow, for a scrapyard on the River Thames.