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Death of Artist William Conor

William Conor, figure and portrait painter, dies on February 6, 1968, at his home in Salisbury Avenue, Belfast, Northern Ireland.

Conor is born on May 9, 1881, in Fortingale Street, Belfast, the third son and fourth child of William Connor, a tinsmith and sheet metal worker, who later becomes a gas fitter, and Mary Connor (née Wallace). He is educated at the Clifton Park central national school, where his artistic abilities are noticed by his music teacher. In 1894, he enrolls at the Belfast government school of design. He is a very successful student, and by 1903 has become an assistant teacher. He completes his studies in 1904, and begins an apprenticeship with the Belfast firm of lithographers, David Allen and Son. Through his work in the poster design department he develops an enthusiasm for using crayons on a textured surface. This becomes a characteristic feature of his later drawings. In these early years he first starts recording images of Belfast life, often sketched from behind a folded newspaper in the street. Influenced by the Gaelic revival, in the years 1907–9 he signs his name in several different ways such as “Liam” and “Liam Conor.” In later years he signs himself simply “Conor.”

Having abandoned his career as a lithographer around 1910, Conor concentrates his efforts on painting professionally. He begins exhibiting with the Belfast Art Society in 1910, and in the period that follows he spends time in Craigavad, County Down, the Blasket Islands in County Kerry, Dublin, and Donegal. During a visit to Paris, which he later recalls as being in 1912 and 1913, he meets the painter André Lhote. After his return to Belfast he is elected to the committee of the Belfast Art Society in 1913. On the outbreak of World War I, he is commissioned by the British government to record the everyday activities of munitions workers and soldiers in Ulster. His pictures mostly show soldiers in training and various scenes from the home front, including the work of women in munitions factories and hospitals. Described as “vigorous and personable, if rather folksy . . . effectively uniformed versions of the tinkers and shipyard workers for which he subsequently became known,” these paintings are exhibited and subsequently, in 1916, auctioned for the Ulster Volunteer Patriotic Fund. His long association with the Royal Hibernian Academy (RHA) begins in 1918 and he shows up to 200 works at the academy over the next forty-nine years.

In 1921, Conor moves to London, where he becomes acquainted with, among others, Sir William Orpen, Sir John Lavery, and Augustus John. He becomes a member of the Chelsea Arts Club, and contributes four paintings to the National Portrait Society as part of its spring exhibition in 1921. His friendship with Lavery is significant. Through him Conor receives a commission to paint the opening of the first Northern Ireland parliament in June 1921. He goes on to exhibit with a variety of influential bodies, including the Royal Academy of Arts, the Société Nationale des Beaux-Arts in Paris, and the Royal Society of Portrait Painters. In 1922, The Twelfth, executed c.1918, is shown in the Galerie Barbazanges in Paris, under the title Le cortège Orangiste à Belfast, as part of the World Congress of the Irish Race. He is represented at the Paris salon in 1923 and the following year he has a successful exhibition at the St. Stephen’s Green Gallery, Dublin.

In 1926, Conor travels to Philadelphia and New York, where, during his nine-month stay, he receives numerous commissions for portraits and has work shown in the Babcock Galleries, the Brooklyn Art Gallery, and the American Irish Historical Society. In 1932, he designs the costumes for the principals in the Pageant of St. Patrick, which marks the 1,500th anniversary of the saint’s coming to Ireland. That year also sees the unveiling of his mural Ulster Past and Present at the Belfast Municipal Museum and Art Gallery. Measuring 2.8 by 7.4 metres, it is at the time the largest mural in the country. During World War II he is again appointed an official war artist and his work is represented at the exhibition of war artists at the National Gallery, London, in 1941. His book The Irish Scene is published in 1944, and though it sells well, the subsequent bankruptcy of his publishers mean that Conor receives no royalties. He also provides the illustrations for books by Lynn C. Doyle, the pseudonym of his friend Leslie Montgomery.

Although Conor is best known for his depictions of the everyday life of people in his native Belfast, in which he attempts to capture the “flash of humour which lightens their daily toil,” he also produces landscapes and portraits. His sitters included Douglas Hyde, St. John Greer Ervine, Charles D’Arcy, and Charles Vane-Tempest-Stewart, 7th Marquess of Londonderry. The Council for the Encouragement of Music and the Arts organises several successful Conor exhibitions. Their one-man show of 1945 becomes the first to tour the province, while their exhibition of his work in 1954 has an attendance in excess of 2,800. Conor closes his long-established studio on Stranmillis Road in 1960 but continuea to exhibit, notably with the Bell Gallery in 1964, 1966, and 1967.

The first Irishman to become a member of the Royal Institute of Oil Painters, Conor is a founder member of the Ulster Academy (later the Royal Ulster Academy), and from 1957 to 1964 serves as its president. In 1938 he becomes an associate member of the RHA, and in 1947 he receives full membership. He is awarded the Order of the British Empire (OBE) in 1952, an honorary MA from Queen’s University Belfast (QUB) in 1957, and a civil-list pension in 1959.

Conor dies on February 6, 1968, at his home in Salisbury Avenue, Belfast, and is buried in Carnmoney churchyard. He never marries. His work is represented in galleries and institutions throughout Ireland and Great Britain, including the Ulster Museum, Ulster Folk and Transport Museums, Dublin City Gallery the Hugh Lane, the Imperial War Museum, and the Victoria and Albert Museum.

(From: “Conor, William” by Frances Clarke, Dictionary of Irish Biography, http://www.dib.ie, October 2009 | Pictured: “William Conor,” oil on canvas by Gladys Maccabe, Ulster Folk Museum)


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Birth of Harry Ferguson, Mechanic and Inventor

Henry George “Harry” Ferguson, a British mechanic and inventor who is noted for his role in the development of the modern agricultural tractor and its three-point linkage system, for being the first person in Ireland to build and fly his own aeroplane, and for developing the first four-wheel drive Formula One car, the Ferguson P99, is born on November 4, 1884, at Growell, near Dromore, County Down, in what is now Northern Ireland.

Ferguson is the son of a farmer. In 1902, he goes to work with his brother, Joe, in his bicycle and car repair business. While working there as a mechanic, he develops an interest in aviation, visiting air shows abroad. In 1904, he begins to race motorcycles.

In the 1900s Ferguson becomes fascinated with the newly emerging technology of powered human flight and particularly with the exploits of the Wright brothers, the American aviation pioneers who made the first plane flight in 1903 at Kill Devil Hills, North Carolina.

The first person to accomplish powered flight in the UK is Alliot Verdon Roe in June 1908, who also flies an aeroplane of his own design, but this has not yet been achieved in Ireland. Ferguson begins to develop a keen interest in the mechanics of flying and travels to several air shows, including exhibitions in 1909 at Blackpool and Rheims where he takes notes of the design of early aircraft. He convinces his brother that they should attempt to build an aircraft at their Belfast workshop and, working from his notes, they work on the design of a plane, the Ferguson monoplane.

After making many changes and improvements, they transport their new aircraft by towing it behind a car through the streets of Belfast up to Hillsborough Park to make their first attempt at flight. They are at first thwarted by propeller trouble but continue to make technical alterations to the plane. After a delay of nearly a week caused by bad weather, the Ferguson monoplane finally takes off from Hillsborough on December 31, 1909. Ferguson becomes the first Irishman to fly and the first Irishman to build and fly his own aeroplane.

After falling out with his brother over the safety and future of aviation, Ferguson decides to go it alone, and in 1911 founds a company selling Maxwell, Star and Vauxhall cars and Overtime Tractors. He sees at first hand the weakness of having tractor and plough as separate articulated units, and in 1917 he devises a plough that can be rigidly attached to a Ford Model T car — the Eros, which becomes a limited success, competing with the Fordson Model F.

In 1917 Ferguson meets Charles E. Sorensen while Sorensen is in England scouting production sites for the Fordson tractor. They discuss methods of hitching the implement to the tractor to make them a unit. In 1920 and 1921 he demonstrates early versions of his three-point linkage on Fordson tractors at Cork and at Dearborn, Michigan. He and Henry Ford discuss putting the Ferguson system of hitch and implements onto Fordson tractors at the factory, but no deal is struck. At the time the hitch is mechanical. Ferguson and his team of longtime colleagues, including Willie Sands and Archie Greer, soon develop a hydraulic version, which is patented in 1926. After one or two false starts, he eventually founds the Ferguson-Sherman Inc., with Eber and George Sherman.

The new enterprise manufactures the Ferguson plough, incorporating the patented “Duplex” hitch system mainly intended for the Fordson “F” tractor. Following several more years of development, Ferguson’s new hydraulic version of the three-point linkage is first seen on his prototype “Ferguson Black” or ‘Irish tractor’ as he calls it, now in the Science Museum, South Kensington, London. A production version of the “Black” is introduced in May 1936, made at one of the David Brown Engineering Ltd. factories in Huddersfield, West Yorkshire, and designated Ferguson Model A tractor.

Ferguson’s interests are merged with those of David Brown junior to create the Ferguson-Brown Company.

In October 1938, Ferguson demonstrates his latest tractor to Henry Ford at Dearborn, and they make the famous “handshake agreement.” He takes with him his latest patents covering future improvements to the Ferguson tractor and it is these that lead to the Ford-Ferguson 9N introduction to the world on June 29, 1939.

Henry Ford II, Ford’s grandson, ends the handshake agreement on June 30, 1947, following unsuccessful negotiations with Ferguson, but continues to produce a tractor, the 8N, incorporating Ferguson’s inventions, the patents on almost all of which have not yet expired, and Ferguson is left without a tractor to sell in North America. His reaction is a lawsuit demanding compensation for damage to his business and for Ford’s illegal use of his designs. The case is settled out of court in April 1952 for just over $9 million. The court case costs him about half of that and a great deal of stress and ill health.

By 1952, most of the important Ferguson patents have expired, and this allows Henry Ford II to claim that the case had not restricted Ford’s activities too much. It follows that all the world’s other tractor manufacturers can also use Ferguson’s inventions, which they do. A year later Ferguson merges with Massey-Harris Limited to become Massey-Harris-Ferguson Co., later Massey Ferguson.

Ferguson dies at his home at Stow-on-the-Wold, Gloucestershire, England, on October 25, 1960, as the result of a barbiturate overdose. The inquest is unable to conclude whether his death had been accidental or not.

A blue plaque commemorating Ferguson is mounted on the Ulster Bank building in Donegall Square, Belfast, the former site of his showroom. A granite memorial has been erected to Ferguson’s pioneering flight on the North Promenade, Newcastle, County Down, and a full-scale replica of the Ferguson monoplane and an early Ferguson tractor and plough can be seen at the Ulster Folk and Transport Museum at Cultra, County Down. Today his name lives on in the name of the Massey Ferguson company.


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Birth of Thomas Paterson, Historian & Museum Curator

Thomas George Farquhar Paterson, local historian, folklore collector and museum curator, is born on February 29, 1888, in or near Toronto, Ontario, Canada.

Paterson is the eldest child in a family of seven sons and one daughter born to John and Rachel (née Farquhar) Paterson. His parents had emigrated from County Armagh, in what is now Northern Ireland. Their first three children are born in Canada, but the family returns to Ireland in the early 1890s, to the family farm in Cornascreeb, five miles south of Portadown, County Armagh. Also known as George, he attends Aghory national school, and leaves at age 14 to be apprenticed to a grocer in Portadown. In 1911, he takes a position in Couser’s, the leading grocery and wine merchant’s business in Armagh. In time becoming the manager, he is acquainted with the local gentry and clergy.

However, the grocery trade is never Paterson’s main interest. From an early age, he is fascinated by the history and folklore of his native place. He becomes an expert on the genealogy of the gentry as well as of the farming families around Armagh, and also collects material on many aspects of Armagh life. His notebooks eventually contain well over a million words of notes on history, archaeology, dialect, folkways and natural history, as well as drawings and plans of traditional houses, fireside accoutrements and farm implements. His knowledge of history, archaeology and natural history is widely recognised, and in 1931 Armagh County Council asks him to become honorary curator of the small museum established by the Armagh Natural History and Philosophical Society. Four years later, he leaves Couser’s and becomes full-time curator of the museum, re-named the Armagh County Museum. He greatly augments and improves the collections, and in the late 1950s oversees the enlargement of the building. His life’s work culminates in the opening of the new building in 1962. He retires a year later at the age of 75.

Paterson’s work wins the respect of scholars, including Emyr Estyn Evans, a lifelong friend, and material that he records has been cited in a wide variety of books and journal articles. Over one hundred citations are listed in a posthumous bibliography in 1972, and since then hundreds of scholarly works have drawn on his published and unpublished material. His manuscripts are in Armagh County Museum, where they form an important resource.

Paterson publishes a book, Country Cracks: Old Tales from the County of Armagh (1939), and a very large number of articles in newspapers and journals, especially in Seanchas Ardmhacha, Ulster Journal of Archaeology and Ulster Folklife. He sometimes uses the pseudonym “Cornascreeb.” He greatly assists researchers interested in the Armagh background of Alexander Campbell and his father Thomas Campbell and is made an honorary member of the Disciples of Christ Historical Society, based in Nashville, Tennessee.

Paterson is a founder member of the committee that re-establishes the Ulster Journal of Archaeology. He is active in local history societies, and for many years is a member of the Ancient Monuments Advisory Council. He records many local sites for the register of ancient monuments. He is a member of the Northern Ireland committee of the National Trust and seeks to preserve Armagh’s architectural heritage and local industrial archaeology. He donates much important archive material to the Public Record Office of Northern Ireland. He describes and collects folk artefacts, at least thirty years before most academic historians are interested in such objects, and he is a foundation trustee of the Ulster Folk Museum in Cultra, County Down. He is also a member of the first board of the Institute of Irish Studies in Queen’s University Belfast (QUB), from 1965.

Membership of the Royal Irish Academy is an honour not often accorded to someone who has not had a university education, still less to someone who leaves school at the age of 14, but Paterson is elected MRIA in 1941. He is conferred with an honorary MA by QUB in 1944. His service on many public bodies is acknowledged by the award of an Order of the British Empire (OBE).

Paterson never marries and dies in Armagh on April 6, 1971. Hundreds of people contribute to a memorial fund. Some of the money subscribed is used to purchase nineteenth-century drawings for the county museum, and in 1975 the memorial committee also publishes Harvest home: the last sheaf: a selection from the writings of T. G. F. Paterson relating to County Armagh, edited by Emyr Estyn Evans.


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Death of Harry Ferguson, Mechanic & Inventor

Henry George “Harry” Ferguson, a British mechanic and inventor who is noted for his role in the development of the modern agricultural tractor and its three-point linkage system, for being the first person in Ireland to build and fly his own aeroplane, and for developing the first four-wheel drive Formula One car, the Ferguson P99, dies in Stow-on-the-Wold, Gloucestershire, England, on October 25, 1960. Today his name lives on in the name of the Massey Ferguson company.

Ferguson is born on November 4, 1884, at Growell, near Dromore, County Down, in what is now Northern Ireland, the son of a farmer. In 1902, he goes to work with his brother, Joe, in his bicycle and car repair business. While working there as a mechanic, he develops an interest in aviation, visiting airshows abroad. In 1904, he begins to race motorcycles.

In the 1900s Ferguson becomes fascinated with the newly emerging technology of powered human flight and particularly with the exploits of the Wright brothers, the American aviation pioneers who made the first plane flight in 1903 at Kill Devil Hills, North Carolina.

The first person to accomplish powered flight in the UK is Alliot Verdon Roe in June 1908, who also flies an aeroplane of his own design, but this has not yet been achieved in Ireland. Ferguson begins to develop a keen interest in the mechanics of flying and travels to several air shows, including exhibitions in 1909 at Blackpool and Rheims where he takes notes of the design of early aircraft. He convinces his brother that they should attempt to build an aircraft at their Belfast workshop and, working from his notes, they work on the design of a plane, the Ferguson monoplane.

After making many changes and improvements, they transport their new aircraft by towing it behind a car through the streets of Belfast up to Hillsborough Park to make their first attempt at flight. They are at first thwarted by propeller trouble but continue to make technical alterations to the plane. After a delay of nearly a week caused by bad weather, the Ferguson monoplane finally takes off from Hillsborough on December 31, 1909. Ferguson becomes the first Irishman to fly and the first Irishman to build and fly his own aeroplane.

After falling out with his brother over the safety and future of aviation, Ferguson decides to go it alone, and in 1911 founds a company selling Maxwell, Star and Vauxhall cars and Overtime Tractors. He sees at first hand the weakness of having tractor and plough as separate articulated units, and in 1917 he devises a plough that can be rigidly attached to a Ford Model T car — the Eros, which becomes a limited success, competing with the Fordson Model F.

In 1917 Ferguson meets Charles E. Sorensen while Sorensen is in England scouting production sites for the Fordson tractor. They discuss methods of hitching the implement to the tractor to make them a unit. In 1920 and 1921 he demonstrates early versions of his three-point linkage on Fordson tractors at Cork and at Dearborn, Michigan. He and Henry Ford discuss putting the Ferguson system of hitch and implements onto Fordson tractors at the factory, but no deal is struck. At the time the hitch is mechanical. Ferguson and his team of longtime colleagues, including Willie Sands and Archie Greer, soon develop a hydraulic version, which is patented in 1926. After one or two false starts, he eventually founds the Ferguson-Sherman Inc., with Eber and George Sherman.

The new enterprise manufactures the Ferguson plough, incorporating the patented “Duplex” hitch system mainly intended for the Fordson “F” tractor. Following several more years of development, Ferguson’s new hydraulic version of the three-point linkage is first seen on his prototype “Ferguson Black” or ‘Irish tractor’ as he calls it, now in the Science Museum, South Kensington, London. A production version of the “Black” is introduced in May 1936, made at one of the David Brown Engineering Ltd. factories in Huddersfield, West Yorkshire, and designated Ferguson Model A tractor.

Ferguson’s interests are merged with those of David Brown junior to create the Ferguson-Brown Company.

In October 1938, Ferguson demonstrates his latest tractor to Henry Ford at Dearborn, and they make the famous “handshake agreement.” He takes with him his latest patents covering future improvements to the Ferguson tractor and it is these that lead to the Ford-Ferguson 9N introduction to the world on June 29, 1939.

Henry Ford II, Ford’s grandson, ends the handshake agreement on June 30, 1947, following unsuccessful negotiations with Ferguson, but continues to produce a tractor, the 8N, incorporating Ferguson’s inventions, the patents on almost all of which have not yet expired, and Ferguson is left without a tractor to sell in North America. His reaction is a lawsuit demanding compensation for damage to his business and for Ford’s illegal use of his designs. The case is settled out of court in April 1952 for just over $9 million. The court case costs him about half of that and a great deal of stress and ill health.

By 1952, most of the important Ferguson patents have expired, and this allows Henry Ford II to claim that the case had not restricted Ford’s activities too much. It follows that all the world’s other tractor manufacturers can also use Ferguson’s inventions, which they do. A year later Ferguson merges with Massey-Harris Limited to become Massey-Harris-Ferguson Co., later Massey Ferguson.

Ferguson dies at his home at Stow-on-the-Wold on October 25, 1960, as the result of a barbiturate overdose. The inquest is unable to conclude whether his death had been accidental or not.

A blue plaque commemorating Ferguson is mounted on the Ulster Bank building in Donegall Square, Belfast, the former site of his showroom. A granite memorial has been erected to Ferguson’s pioneering flight on the North Promenade, Newcastle, County Down, and a full-scale replica of the Ferguson monoplane and an early Ferguson tractor and plough can be seen at the Ulster Folk and Transport Museum at Cultra.