Kieran’s Our City, Our Town Article,

Cork Independent, 19 December 2013

“Technical Memories (Part 65) – Marshalling a Future”

In 1949, the principal J F King retired at the Crawford Municipal Technical Institute. He had reached the 66 age mark. He was replaced by James Barry for a short time. At the annual inaugural mass to mark the opening of the Cork City Vocational Schools at St Finbarr’s Church of the South Chapel, Mr Barry was in attendance. The Cork Examiner lists the members of staff present by their surname – Cornelius Murphy, P J Hurley, J C Aherne, J A Kerrigan, Miss M O’Mahony, Miss H Hennessy, Miss K O’Sullivan, T Glavin, P M McDonald (Mechanical and electrical engineering), S J Bennett (Elect. Eng.), T O’Sullivan, T Murphy, T E Urell, P Lane, W Cleary, P J Cleary, P J McSheehy, C J O’Mahony, Terry Layton, M Kelleher, P McCarthy, C O’Riordan, W Beecher, Mrs A Quinn, S Clayton, E Mansfield, R Hurley, Miss J Kelly, E F Casey, J O’Beirne, Miss M O’Halloran, Miss H M Healy, Mrs H J Hill, C Collins, Miss E Barrett, Miss M F O’Farrell, Miss E Buckley, Mr M Black (If anyone knows more about these individuals, give me a call, 087663389).

The following year, 1951, Mr Ted Murphy was appointed principal. The archives of the VEC remark that he was from Montenotte Park. He received his early education at St Patrick’s National School and at the North Mon. He subsequently was a student of the Crawford Tech. In 1927, he became a part time lecturer at the Tech and a senior whole-time one in 1932. In 1935 he obtained the Ceard Teastas Gaeilge whilst in 1940 he entered the Physics Department in UCC pursuing a four year course in a BSC Honours degree. He took experimental physics as his major honour’s subject with mathematics. After graduation, Murphy helped as a part time demonstrator in experimental physics at UCC. He was also an examiner in engineering for the Cork Harbour Commissioners, the Department of Education, Lockeed Aircraft Corporation and Irish Shipping Ltd.

Between 1949-1951 Ted Murphy and his staff witnessed a change in Irish government twice, which altered the educational needs of the country. Although World War II had ended several years earlier, rationing continued and massive inflation plagued the economy. Fianna Fáil’s defeat in 1948 came because the other parties in the Dáil, led by Fine Gael, joined together to form an Inter-Party Government (1948-1951). Led by John A Costello as Taoiseach, his government declared Ireland as a Republic and will be remembered for the controversy surrounding the Mother and Child Scheme, designed by the Health Minister Noel Browne. Significantly during their short time in office, they did take over the negotiation from Fianna Fáil to attain funds from the Marshall Plan. Bernadette Whelan’s book, Ireland and the Marshall Plan, 1947-57, elaborates that The United States initiated the Marshall Plan, or the European Recovery Program, in 1947 to try to foster growth in the postwar European economy to make it self-sufficient. The American vision for Europe was multilayered. It was in America’s self-interest to support its best customers to recreate enough prosperity to be able to buy American goods again.

By the time the program was ended more than $13 billion had been sent to Europe in grants or loans. The coalition government headed by John A Costello, which came into office in early 1948, seemed to regard the aid program as a way to finance purchases and improvements not otherwise affordable – that this was a way to create a modern, out-ward-looking, export led economy. Seán MacBride, the Minister for Foreign Affairs saw the numerous meetings in Europe and the United States as opportunities to procure international support for ending the separation of the Six Counties from the rest of the country. The end result was that Ireland obtained $128 million in loans, $18 million in grants, and $1.25 million in technical assistance, as well as appropriating “counterpart funds” through its own budget to parallel the monies received. These funds were used both to purchase American goods, otherwise not obtainable because of the dollar shortage, and for costly capital improvements within Ireland.

An examination of Dáil Éireann records released on 6 July 1950 reveals that the goods received from the United States of America under Marshall Aid during the year ended 31 December 1949 totalled $63,929,000 in value. A sum of $14, 351,000 was spent on foodstuffs from wheat to tobacco (408,331 tons of food) and $49, 518,000 spent on non edible materials. Top of the latter list iron and steel materials and products amounted to $1,645,000, electrical apparatus at $429,000, construction equipment at £514,000, industrial machinery at $979,000 and motor vehicles and parts at $899,000.

Where the Marshall aid didn’t provide all monies for industrial development, it did kickstart the country in developing industrial policies and related jobs education programmes. The Cork City and harbour region in the 1950s witnessed the creation of four large industrial projects, two developed by the ESB – the Lee hydroelectric scheme and the Marina plant; then there was Whitegate Oil Refinery and fourthly Irish Steel Ltd on Haulbowline. 

To be continued…

Kieran’s new book (with Dan Breen), West Cork Through Time, is now available in shops and on Amazon. Happy Christmas and New Year to all readers of the column.

Caption:

722a. European Marshal Aid Poster, c.1950

Kieran’s Our City, Our Town Article,

Cork Independent, 5 December 2013

“Technical Memories (Part 63) – Graceful Places of Beauty”

If anything in 1945 there were opportunities that existed in the city for potential builders, architects and engineers who were studying at the Crawford Municipal Technical Institute. For example on 8 October 1945, the solemn blessing of Cork’s new Church, the Church of the Annunciation of the Blessed Virgin took place. It was a gift of William Dwyer TD of Sunbeam Wolsey to the North Cathedral Parish.

Affectionately known as ‘Dwyer’s fire escape’ (from hell), the dedication ceremony, as described in the Cork Examiner, was performed by Bishop Daniel Cohalan and was followed by Solemn High Mass at which there was an overflow congregation. Following the blessing of the outer walls, there was a procession of the clergy into the church, where the ceremonies included the blessing of the surrounding of the High Altar and the interior walls. The foundation stone had been laid previously in the year on 10 January. A special choir of eighty voices under the conductorship of Philip Ó Laoghaire, gave a highly praised rendering of Palestrina’s Miss Brevis. The Choir was composed of the some of the workers of Sunbeam-Wolsey, assisted by the Gaelic choir of the Cork Municipal School of Music. The sermon was delivered by Fr R J Dalton CC of SS Peter and Paul’s who spoke about its “architectural grace and beauty” and a church where one “may come to rest and pray, to forget the worries and the hates that embroil this turbulent world”.

Addressing the congregation at the close of the church ceremonies, Bishop Cohalan recalled that the older church of St Nicholas, which the 1945 structure replaced had been built by the late Nicholas Mahony of the well known Blarney Woollen Mills. St Nicholas’ was constructed in 1895 by adapting the Blackpool National School building, which then moved to Brocklesby Street. Bishop Cohalan noted that this was the second occasion on which thanks to the generosity of “an industrialist”, the people of Blackpool had been presented with a new place of worship. He also referred to the presence of the Lord Mayor and City manager and the creation of new housing by the Corporation in Spangle Hill, which created a growing population who used the new church.

A luncheon was given afterwards in the Presbytery of the Cathedral of the North Cathedral.  The health of William Dwyer was proposed by Bishop Cohalan who noted that William “was one of the city’s great figures who because of his own talents, push and flair for business created a wonderfully successful industry in the city. Mr Dwyer in reply said that a great deal of the credit was due to the large numbers of people of Blackpool who were his employees; there were three essentials to church-building he noted –“a bag of money, a bag of nails and a bag of patience; it was due to the people of Blackpool that he had the first of these”.  Mr Dwyer then paid tribute to Seamus Murphy, the sculptor and E P O’Flynn, the builder. He also thanked Mick O’Callaghan, the general foreman.

A later Cork Examiner article describes how the Church of the Annunciation is constructed of concrete blocks, stipple plastered inside and out. There is an 80 ft bell tower and two smaller towers that form the transepts. The stained glass, including the impressive crucifix, sanctuary windows and the picture gallery of Our Lord (Nave windows) are by Harry Clarke Studios in Dublin. The tabernacle, lamp, candlesticks and other brasses were designed by Seamus Murphy and made by Gunnings in Dublin.

The design of the stonework in the church is mostly by Seamus Murphy. His other works include: The Annunciation panel over the front door; The Annunciation tablet on the exterior side wall; the Dwyer plaque in the porch; The baptismal font originally at rear of the church, now near the altar; The holy water fonts in polished black limestone; The Main Altar depicting corn and grapes; The Children’s Altar depicting the Holy Family; and Our Lady’s Altar depicting a crowned angel and foliage. The most striking stonework in the church includes the Madonna and Sacred Heart Statues on either side of the main altar. The Sacred Heart is in Portland stone with a marble base and was added to the church in 1947. It is 6ft high. The Madonna was in the church in 1945 but was located on Our Lady’s altar and is signed “Seamus Murphy 45”.

Meanwhile in the city centre, fundraising was ongoing at St Augustine’s Church. A bazaar to raise funds was held on the 19 December 1947 in the Clarence Hall in the Imperial Hotel. The new church replaced an earlier one built on a back street in Penal times. The present church structure was dedicated in 1944 but took several years to build due to World War II. The lack of raw materials such as steel and stone for building existed. Stone had to be attained from the blown up remains of a stone viaduct in Mallow. The church was designed by Dominic O’Connor and it took seven years to construct, but when work discontinued in 1944, the planned 250 ft (76m) tower to the east was excluded.

To be continued…

Kieran’s new book (with Dan Breen), West Cork Through Time, is now available in shops and on Amazon.

Caption:

720a. Church of the Annunciation of the Blessed Virgin, Blackpool, 1940s (source: Crawford Art Gallery, 2007)

Kieran’s Our City, Our Town Article,

Cork Independent, 28 November 2013

“Technical Memories (Part 62) –Engineering Success”

Following on from my recent column on Cork in 1945 and promoting the new book West Cork Through Time book, the announcement of the re-opening of the branch railway lines in the winter of 1945, which were closed during the war was received with positivity.  Providing access between West Cork and Cork City for the general public including visitors and farmers was the Cork Bandon and South Coast Railway line. The Cork-Bandon line opened to the public on 6 December 1851. The Cork terminus was on Albert Quay, which had three passenger platforms, a carriage storage area, and sidings into the Cork Corporation’s stone yard and into the corn market. The Cork-Bandon Railway Project was an enormous undertaking. The main parts included; the longest railway tunnel in Ireland at Goggins Hill; the Chetwynd Viaduct; a short tunnel bridge under old Blackrock Road near the Albert Quay Terminus; 21 cuttings, 19 embankments and 15 road bridges. The Bandon terminus is now the offices of the Bandon Urban District Council. 

Between 1852 and 1894, a further 25 engines were acquired by the railway company.  Between 1851 and 1893, the mileage of the West Cork line, extended from 25 to 94 miles. Many West Cork towns attained their own railway stations; Kinsale (1863), Clonakilty (1866), Dunmanway (1866), Drimoleague (1877), Skibbereen (1877), Bantry (1881),  Timoleague and Courtmacsherry (1890), Bantry Bay (1892), and Baltimore (1893). Several of the stations and platforms such as those in Drimoleague have survived since the closure of the line in 1961 (due to faster modes of travel such as buses and cars). Opened in 1886, the Skibbereen to Schull line had numerous problems from geological to mechanical issues. The terrain was a constant problem. The gradients and rough land meant that locomotives could only pull three of four times their own weight. This meant that engines like the “Gabriel” named after a mountain to the north of Schull, which started work in 1906 could only attain a maximum speed of 15 miles an hour.

An article on 1 December 1945 in the Evening Echo describes the re-start of the Schull and Skibbereen Light Railway whose re-opening was welcomed by many local people and visitors to the region. The journalist remarked of the scenery; “It is a charming country, which retains a quality of remoteness that is not due to its distances. Off the track of arterial traffic, it by no means suffers from isolation, but at the same time, gives an impression of being self-contained and self-reliant. This quiet distinctiveness and air of placid content constitute a good deal of the charm which visitors find there”.

The journalist writes about an efficient service but “unhurried, free of all business and very sociable”. He recalls his first trip over the line on a crowded summer’s day when an excursion ran the whole length of the line from Skibbereen to Schull, where a regatta was being held. The town of Skibbereen contributed its hundred passengers, and the small stations along the route added their own numbers. Beside the expanding Ilen river, the train went slowly and with “much gentle puffings”, enabled the passengers to have a fine panoramic view of the waters that host ‘Carbery’s Hundred Isles’. As the train gathered more passengers along the way, the little engine “panted more heavily, but made a brave, carefree, vigorous sprint wherever the line offered freewheel facilities”. At Ballydehob, the wide expanse of Schull harbour, Dunmanus Bay and the farther waters of Bantry and Berehaven could be viewed. On this heavy excursion train, every available unit of the passenger carrying rolling stock was pressed into service. Even the guard’s van was filled to overflowing and scores of passengers carried scores more, in terms of children, on their knees. Gallantly the train tried and gallantly it failed.

Determined to take a steep gradient after Ballydehob, the crowd on this day cheered and then a tense silence followed as the “heavily labouring locomotive, ground its way upwards, its puff-puffs becoming slower and more sobbing in tone”. “She’ll do it!” some of the passengers noted hopefully; others shook their heads. Heaving nearly reached the crest of the gradient, there came to the strained ears of the crowded coaches “one mighty sobbing puff that failed to double itself into a puff-puff, and with a hissing of futile steam the train came to a standstill. There were no bitter comments, no reproaches, and if there was disappointment, it was softened by a sympathy for the engine that had tried and failed”. It was agreed that the gradient and the trainload created a position that was unreasonable and unfair to any engine. The train reversed back into the station. A couple of coaches at the rear were swiftly uncoupled and left behind, while the rest of the train went off, taking the gradient “without one faltering breath”. Later the locomotive retraced its journey, gathered up the rest of the train, and after warning blasts of the whistle proceeded with any lingering and remaining patrons to Schull.

West Cork Through Time by Kieran McCarthy and Dan Breen is available in any good Cork book shop and on Amazon. It is published by Amberley Publishing, UK.

Caption:

719a. The Viaduct, Ballydehob (source: Cork Museum)

Kieran’s Our City, Our Town Article,

Cork Independent, 14 November 2013

Technical Memories (Part 61) –Re-Rationing Éire

Many people contributed to the success of the Crawford Municipal Technical Institute through the years. The obituaries in the Cork Examiner and Evening Echo on 20 November 1945 for Dean Patrick Sexton, a member of the governing committee of the institute reveal a learned man who placed a huge emphasis on role of education in society. One of his greatest achievements was the building of St Patrick’s National School for boys on Ballyhooly Road, considered at the time as one of the most modern and best equipped schools in the country.

At least once a week Dean Sexton visited the four national schools in his parish of St Patrick’s. He taught the children music for the mass. He was also a founder member of the Christian Brothers’ College Past Pupils’ Union and was Vice-President of that body. The Dean was one of those who introduced the Catholic Boy Scout and Catholic Girl Guide movements to Cork. He was chairman of St Patrick’s Scout Committee and Vice President of the Scout Diocesan Council since 1930, and he was largely responsible for the campaigning and fundraising for a fine Scout headquarters on Summerhill North.

A look at the news stories around November 1945 reveals a country trying to rebuild its own economy – to move forward from a time of rationing. During a speech by Seán Lemass TD, Minister for Industry at the Retail, Grocers, Dairy and Allied Trades Association in Dublin, he pointed out that a fall in the cost of food would not be effective unless there was also a reduction in the prices of fuel and clothing. Butter and sugar rationing would be continued into 1946 whilst the importation of tea was governed by British suppliers who were still experiencing export problems; According to Lemass “the three main essential foodstuffs still scarce are butter, sugar and tea…the retention of the present six ounce butter ration for the whole of the present winter instead of a temporary increase to eight ounces for three months as in last winter is due to our decision, of which the Dáil and the public unanimously approved to ship the largest possible quantity to Europe in relief of stress arising from the war”.

Similar discussions on garages being able to fix cars and petrol rationing were discussed in the local newspapers. On 30 October 1945 the Evening Echo ran the story that the prospect of the early resumption of private motoring was being warmly welcomed by proprietors of garages. One proprietor told one reporter that quite a number of private owners had already taken out licences for private cars that had not been driven since a prohibition order against petrol and gas use from 1942. They were ensured that their particular vehicles were going to have first claim on the garages for tuning up for the road. One of the greatest difficulties of all was that of the supply of batteries; the vast lying-up period made them useless or either through neglect on the part of the owners.

Basic petrol rations were restored to private motorists from 19 November 1945 and an extension carried out of bus services up to 11pm in Cork, Dublin, Limerick and Galway. The monthly ration for private cars was eight gallons, for cars under 10 hp, ten gallon for cars of 10hp and upwards but less than 16 hp and upwards. For motorcycles, the allowance was two gallons for a lightweight bicycle and four gallons for a heavy weight bicycle. Doctors, clergymen and persons who were on special professional allowances were allowed to retain their allowances. Another interesting note comes from a mention on the 22 November 1945 in the Cork Examiner and the work of erecting the first traffic islands in Cork City. The bases of some of the demolished air raids shelters on the Grand Parade formed the foundation for the first of these islands.

In this time of rebuilding there was a need for engineers and for construction personnel right not only across Europe but also across Ireland as the country attempted to plan ahead. Certainly the Crawford Municipal Technical Institute was well placed to respond to these needs.  For example at a Cork Harbour Board meeting on 8 November 1945, discussion took place on the city’s quays and wharves and how they had outlived their “period of usefulness”. It was proposed to embark on a large scheme of reconstruction and re-organisation – it was noted that the methods of handling cargoes were deemed antiquated and obsolete. The chairman, T. O’Shea argued; “we lag behind Dublin, Limerick, and Waterford, and we are a long way behind Belfast. If we are to survive as an overseas port, we must rebuild our deep-water quays. We must be able to swing ships at Cork, and we must have faster and more up-to-date methods for discharging cargoes”. Days later at the annual meeting of the Cork Chamber of Commerce, on 12 November 1945, a proposal was discussed regarding calls to government to build both aerodrome and seadrome facilities to be made available in the neighbourhood of Cork Harbour – as alternatives to those in existence at Rineanna and Foynes on the Shannon Estuary and Collinstown in Dublin.

To be continued…

Caption:

717a. Ration book, 1944 (source: Clare County Library)