Category Archives: Ireland

Burkism

On Saturday, a man applied at one of the Scotch sailing vessels, opposite the North Wall, Dublin, and offered a large parcel directed for Greenock. He stated that the parcel was a set of books, but the foul smell proceeding from it excited suspicion, and it was opened by the mate, who found that it contained a body, wrapt in oil-cloth, and over that a thin matting, the entire contained in a bag.

The body was that of a boy, about 13 years of age, tightly corded, and doubled up. The bones of the legs and arms were broken, and blood flowing from the mouth and nose. This gave rise to a suspicion, that the boy had met a violent death.

Many persons exclaimed “this is Burkism“, “seize the villain” &c. Such was the excitation of the multitude, that it was only by the intervention of some of the police, that the fellow who brought the parcel was saved from destruction. He and the body was taken to the Police-office, where the latter remains for inquest, and the former in custody to abide the result of the inquiry. Several of the Faculty that examined the body, have given their opinion that death came by disease, the legs being dropsical. The prisoner says his name is M’Dowell.

Drogheda Journal, or Meath & Louth Advertiser 18 February 1829

From the BNA

 

Notes

On 28 February 1829 the Leeds Patriot and Yorkshire Advertiser carried a longer report, which it said it had taken from the Dublin Morning Post; it did not give the date of the Post issue.

This report said that a boy spotted a cart coming down Eden Quay to the North Wall. He recognised the man sitting on the cart’s shafts as a resurrectionist and told the mate of the ship to “have an eye” to him. That was why the mate was suspicious enough to open the parcel.

The report added some more gruesome details about the body. It said that, although the man gave his name as M’Dowel, he was found to be John Cadwell, from Longford. After he was taken into custody by peace-officer Gilloghly and police constable Paine from the Henry-street office, he said that he had been given the body by a gentleman he met in Grafton-street and employed to put it on board the vessel. The body was taken to Tucker’s-row watch-house for inspection, identification and inquest.

The boy appears to have been somewhat about 12 or 13 years of age, soft and full countenance, with a profusion of extremely fine light-brown hair, and looking remarkably fresh.

The Tipperary Free Press of 18 February 1829 gave the man’s real name as John Caldwell; it said that he had been taken up on suspicion of murdering the boy to sell his body to the “Scotch surgeons”. However, “After an examination before the Coroner, it appears that the boy was not murdered” although Caldwell could not account for his possession of the body.

The Clonmel Herald of 25 February 1829 gave a longer report of the inquest, taken from the Dublin Morning Post “of Tuesday”. It was less information about the specifics of the case than about what seemed to be a lively trade. It said that the vessel in question was the Scotia steamer, not a sailing vessel, and there was a strong suggestion that the mate was concerned in the trade, having investigated the parcel only when it became impossible to avoid investigating the parcel.

Caldwell himself said that he had delivered two or three similar parcels to the Scotia within the past fortnight but he did not name their senders; he did not know the Grafton-street gentleman’s name and had never carried parcels for him before, but had accepted half a crown to carry this one. He did not know a “medical man named Rea”.

James Killin, a ship labourer, said that Caldwell had taken two or three similar packages down the quay on the previous Saturday; Killin seems to have known that they contained bodies:

The witness then gave an account of dead bodies that had been discovered to have been shipped on board the same vessel, by the prisoner on the Saturday week preceding.

One of the jurors said that the body looked like those prepared for dissection; another said that

[…] he had heard a gentleman say that day that he had within the present season cleared £220 by the exportation of subjects.

He said that an Edinburgh surgeon had offered an Irish resurrectionist £10 per body plus post and packing.

There was no funding to pay a member of the profession to examine the body in such cases and the coroner said that he was unable to afford to pay for one out of his own remuneration, so the jury was unable to decide on the cause of death. The body was sent to Surgeons’ Hall for examination and Caldwell was remanded in custody.

Railway progress

It is proposed that six cwt should travel on the Rail-road between this City and Waterford, ten miles an hour, urged by the propelling and locomotive engines. Thus, on the sixth day, the heaviest goods will reach London from Limerick; the fourth, Liverpool; and the third, Bristol.

In case the navigation of the Suir should be found inapplicable, an extension of the Railway to Dunmore is intended.

The undermentioned are expected to form the Committee, some of whom have already signified their intention to that effect:—

The Duke of Devonshire, the Marquis of Lansdowne, Earls Darnley, Glengall, Kenmare, Charleville, Kingston, and Ennismore; Lords Oxmantown and Lismore; Messrs T S Rice MP, J Smith MP, R Wellesley MP, Captain Maberly MP, Sir C Flower, Alderman Heygate &c.

Dublin Evening Post 3 February 1825

From the BNA

Some later information here.

Nowadays, the average duration of the eight daily trains between Limerick and Waterford is four hours and five minutes, for say eighty miles, so speeds have doubled since the 1825 proposals were made.

 

Disentangling Waterways Ireland

A possible outcome of the dog’s brexit?

Saith Alan Bermingham, policy and technical manager of the Chartered Institute of Public Finance and Accountancy:

I assume some of the cross-border bodies such as Waterways Ireland with separate jurisdictions would need to be disentangled,

He says that closing cross-border projects could increase administrative costs.

 

Mr Monks’s plan for inland navigation

According to Mr Monks‘s plan for the intended northern line of navigation, great accommodation and advantages would be afforded to the inhabitants of that part of the kingdom that lies north of the city of Dublin, particularly to those of the province of Ulster, who are so numerous — for all the sea ports, all the considerable towns and villages would have a cheap and secure interchangeable communication with each other, and the metropolis, in peace or war, safe from enemies and storms, most desirable objects to that extensive manufacturing country.

The design is to run a canal from Dublin to Blackwater-town (about 68 miles); the river Blackwater is navigable from thence to Lough Neagh — and with very little expence afterwards the following great general navigable canal communication would be opened:

  • to the east coast of Ireland by the river Liffey to the bay of Dublin
  • by the Boyne Navigation (which the northern line would intersect near Navan) to the bay of Drogheda
  • from Lough Neagh, by the Newry Navigation to Carlingford bay
  • to the north east coast from Lough Neagh by the Belfast canal to Belfast lough, or Carrickfergus bay
  • to the north coast from Lough Neagh by the river Bann to Colerain
  • and by off-branching along the Ballyhays river about 10 miles, to the east end of Lough Erne, which is nearly navigable to the town of Ballyshannon, would open a communication with the bay of Donegall to the west
  • and by the Grand Canal and Barrow Navigation to the south to Waterford harbour
  • by the western branch of the Grand Canal, which will be shortly completed, to the Shannon, and the Limerick Navigation to the south west of Ireland.

And we understand (in order that the inland towns and villages should reap every advantage by this general plan) he proposes that canals of very small dimensions (which are made at very little expence) should be extended from the great lines to them for boats of only four tuns burden, where water cannot be obtained to answer canals of a larger scale; and wastage of locks, in place of which he would substitute machinery on a plain simple construction, to raise and lower them on inclined planes at the rate of 100 feet in four minutes, and which would also answer instead of aqueducts and embanking across wide valleys, one horse would be sufficient to draw, and one man to attend ten of these boats chained together, the whole carrying forty tons with great ease.

Thus not only the wealthy merchant and manufacturer, but the most inferior tradesman would have an opportunity of attending and disposing of his goods at the best market (let the quantity be ever so small) on equal terms, which would be a great means to defeat and put down forestalling — a most destructive species of dealing in a manufacturing country,

Dublin Evening Post 19 January 1797

From the BNA

 

The aid of Lord Lansdowne

We have reason to know that the public of Great Britain and Ireland are indebted for the return of their incomparable Lyric Bard, T Moore, from the banishment to which his misplaced confidence in others had consigned him, to his rural home near Devizes, to an act of noble generosity and kindness on the part of his friend and neighbour, the Marquis of Lansdown[e].

Saunders’s News-Letter 3 December 1822
quoting Cork Southern Reporter

From the BNA

Hibernia

I see that P&O Cruises [about which there is a not-very-accurate Wikipedia page here: not very accurate, I mean, about the history of the P&O Line] will seek public suggestions for a name for its latest vessel, which they call “the nation’s ship”:

P&O has also previously run a similar exercise, coming up with the stately Britannia for a ship that launched last year. The company hopes for something similarly dignified and patriotic this time round […].

I do hope there will be a concerted campaign to have it named Hibernia, to recognise that

  • the single most important person in the formation of the P&O Line, Richard Bourne, was Irish
  • four of the eight original directors were Irish (and one was Spanish)
  • 83% of the company’s original capital of £304,600 in ships, exchanged for paid-up shares, was Irish owned.

Of course, as this great Irish company expanded, it took on more British shareholders and directors, training them no doubt in how to run scheduled steam shipping services, but it is about time that the Irish role was acknowledged.

See Freda Harcourt “Charles Wye Williams and Irish steam shipping 1820–1850” in The Journal of Transport History Third Series Volume 13 Number 2 September 1992, Manchester University Press, and Freda Harcourt Flagships of Imperialism: the P&O Company and the politics of empire from its origins to 1867 Manchester University Press 2006 [ebook now also available].

The habits of the papists

On 15 February 1833 the Earl of Roden presented to the House of Lords petitions from various places “praying for the better observance of the Sabbath”. Some of the petitioners seemed to be shopkeepers who liked to take Sundays off and didn’t want anyone else taking their custom while they were closed.

Lord Cloncurry, however, pointed to the problems such observance might cause in Ireland, where there were different understandings of what should be done on Sundays. He felt that

[…] care should be taken, in enforcing the law, not to create discord, and do mischief to the people.

Not that creating discord would have bothered Roden, one of the nineteenth century’s prize nitwits.

Cloncurry, of Lyons House, Ardclough, Co Kildare, near where a brewer is buried, was a director of the Grand Canal Company — or rather

He was engaged in the Canal Navigation of Ireland, which afforded valuable commercial opportunities to private individuals, and to those of the middling classes the means of maintaining their families in decency and comfort.

He pointed out to his noble colleagues that canal boatmen treated Sunday like any other day: boats left Limerick and other places on Saturdays and kept going throughout the weekend, probably stopping for mass on Sunday morning:

Noble Lords, perhaps, were not aware, that in the Catholic Church, the rule was to attend mass in the forenoon, and it was then deemed allowable to spend the remainder of the day in amusement or business.

However, two magistrates had “at no distant period” ordered the police to stop boats from travelling on Sundays. These were probably the magistrates in Athy and Monasterevan, as described by Nicholas Fanning of the Grand Canal Company in 1830. The result of the magistrates’ action was that the boatmen went to the pub and their cargoes were plundered. The same magistrates had stopped cargoes of cattle from Clare and Galway en route to Dublin port [although it is difficult to see why they would have gone through Athy or Monasterevan].

The act of the Magistrates already alluded to was in violation of law; for the proper course was to have summoned the boatmen for the offence, instead of stopping the boat. It was not, therefore, surprising that law should be held cheap in Ireland, when it was broken by those who ought to uphold it.

Roden said that Cloncurry should name the magistrates so that there could be an inquiry — Cloncurry refused as he didn’t want to bring odium on them — but he reckoned that they were probably only enforcing the law. Roden said

As to the opinions of Roman Catholics relative to the Sabbath, he would say, without meaning them any offence, that Parliament ought to legislate according to its own religious feelings.

He didn’t foresee the rise of the shopping centre.

 

Scots wha hae nae rummelt eggs

The steamer Foyle, Captain Wyse, from Londonderry, arrived at the Broomielaw on Sunday morning, after a boisterous passage.

Among the other freight the Foyle has brought over 25 tons of eggs, which, at eight to the pound, amounts to 448,000, or 37,333 dozens; and at 6d a dozen, are worth about £933. On Saturday evening scarcely an egg was to be had in Glasgow.

Southern Reporter and Cork Commercial Courier 13 March 1834 quoting the Caledonian Mercury

From the BNA

Marble from Killaloe

KILLALOE MARBLE WORKS

The marble mill in Killaloe

The marble mill in Killaloe

W & W Manderson

Beg respectfully to inform the Nobility, Gentry, and the Public in general, that they have (from their Practical experience) made considerable and most important improvements in the working and Polishing of Marble at the above Establishment, so that every variety of work is executed in a superior style hitherto unprecedented, and which has enabled them to offer at such Reduced Prices, as greatly to facilitate its general use both in public and private Buildings.

The marble mill at Killaloe (OSI 6" map ~1840)

The marble mill at Killaloe (OSI 6″ map ~1840)

They have for Inspection an Extensive Stock of Irish and Foreign MARBLE CHIMNEY PIECES (of various designs, suited for every description of rooms).

In STATUARY, ELABORATELY, SCULPTURED and CARVED, of exquisite designs and good material.

In VEIN, DOVE, BLACK AND GOLD, ST ANN, BURDILLA, SHANNON SIENNA, IRISH PORPHYRY, FOSSILS, GREY AND BLACK.

MONUMENTS, TABLETS, COLUMNS, BUST PILLARS, WASH AND DRESSING TABLES, TABLE TOPS, BATHS, PAVEMENTS, SLABS FOR DAIRIES, and various other Ornaments.

Also an Extensive Stock of MILL RUBBED, AND SQUARED FLAGS, WINDOW SILLS, BARGE AND EAVE COURSES, TOMB, HEADSTONES, &c &c.

The safe conveyance and fixing of work guaranteed if required.

July 28, 1842

Nenagh Guardian 6 August 1842

My OSI logo and permit number for website

 

Transport history

Tyler Cowen of Marginal Revolution quotes an interesting extract today from a new book on the history of India:

…the most important technological change for the transportation of heavy goods in nineteenth-century India was not the arrival of the quick, expensive railway: it was the move from pack animals to carts pulled by two or four beasts in the first half of the century.  This was the process historian Amalendu Guha calls ‘the bullock cart revolution’.  Throughout the 1860s and 1870s railways found it impossible to compete not only with bullock carts, but also with human-powered river transport.  Rowing boats along the Ganges and Jamuna won a price war with the railways over the cost of transporting heavy goods.  Vessels powered by human beings were able to undercut steam vessels elsewhere.

There is a description of the book (which I have now ordered) here.

How did transport in Ireland compare? In the first half of the century, road transport using Scotch carts dominated carrying. Within about 55 miles of Dublin, eastward of Mullingar on the Royal and Tullamore on the Grand, canal carriers did little business except in the heaviest goods: the Scotch carts, each drawn by one horse and carrying about one ton, dominated the trade. But the Scotch carts relied on there being good roads, which in many cases required government intervention of one sort or another.

But rowing boats do not seem to have been serious contenders on Irish inland waterways. They might have been used on the Shannon, to tow canal boats, and the idea was mooted, but nothing seems to have come of it. The problem, I suspect, was that there was little or no trade: when it did arrive, it did so because the steamers created it. And the capital cost of a large pulling boat might have been beyond the means of a small-scale entrepreneur who might have been able to afford a cart.

On the other hand, vessels powered by sail retained certain markets, including traffic across the Irish Sea, until the middle of the twentieth century.

Much about Irish transport history remains unclear to me.