In the 19th century and up to the 1940s a common method of travelling from the Bear Peninsula to Bantry was by steamers operated by the Bantry Bay Steamship Company. Their schedules ties in wiht the Cork to Bandon railway. When the ports were returned to Ireland by the British in 1937 the naval base on Bere Island closed. This represented a high revenue loss to the company. Over time the road from Bantry to Castletownbere once dubbed the ‘Burma Trail’ was improved. However even with huge improvements around 15 km remains in a pretty poor state.

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IN the 19th century the Somers Payne family wee associated with the Company.

Directors:

1910, 1920 Dr. Patrick Joseph Cullinane, M.B, BC.H., B.A. NUI 1910 Doctor 1910 interim Registrar of Births Post mortem of deaths War of Independence Diarmuid Kingston, RIC in West Cork during War of Independence, 2013. Bantry Bay Steamship Company Annual Report 1941, Among directors Dr. P. J. Cullinane.  Steamship Princess Beara . Magistrate: Dr. Patrick J. Cullinane M.D,. 1914, The Square, house Sunville (large early 19th century house) Bantry, listed 1916. The dynasty starts with Kate O’Sullivan marrying a Robert Swanton, their daughter was Anne Swanton who marries a Jeremiah Cullinane who was born in 1795. It was he who moved to Skibbereen and really founded Fields and managed it from 1829. They had the family that developed the drapery in Bantry. Bantry Bay Steamship Company Annual Report 1941, Among directors Dr. P. J. Cullinane.  Steamship Princess Beara After his death an auction of his effects in the 1960s included the set of Shakespearean B & W prints at his auction early in the 1960s They were purchased by the Vickery family and hung in their hotel  front lounge until its closure in 2006.

Thomas Brennan is probably of the prominent Bandon business family of who was the first Secretary of the Department of Finance. Joseph Brennan (18 November 1887 – 19 March 1976) was an Irish economist and senior Irish civil servant who served as the Governor of the Central Bank of Ireland from 1943 to 1953. ” “Brennan was born in Bandon, County Cork. In 1909, he entered Christ Church, Cambridge, where he studied Mathematics and then switched to classics. In successive years he obtained a first in Latin and Greek. In 1911, he entered the Civil Service and was assigned to the Board of Customs and Excise and a year later transferred to the finance division of the Chief Secretary’s office in Dublin Castle. During the July 1921 Truce he was introduced to Michael Collins and later became a financial advisor to the team negotiating the Anglo-Irish Treaty.” “In April 1922, he became the Irish Free State’s first Comptroller and Auditor General and in April of the following year he was appointed Secretary of the Department of Finance, a post he held until his retirement from the Civil Service in 1927.[1] Later that year he was appointed Chairman of the Currency Commission. In 1925, his lengthy note on the Free State’s financial position was helpful in concluding the Irish Boundary Commission negotiations.[2]” “When the Currency Commission was dissolved in 1943, he became the first Governor of the Central Bank of Ireland. From 1928 until his retirement in 1953 his signature appeared on all Irish Banknotes.[3] In 1938, Joseph Brennan was conferred with an Honorary LLD by the National University of Ireland. He died in 1976.”

Pier at Adrigole, Princess of Beara

Glengariff:

CB&SCR is Cork Bandon and South Coast Railway.

Tadhg Ó Murchadha T.D., I am availing of your permission, Sir, to raise, briefly, the subject of the following question that I addressed to the Minister for Industry and Commerce on Wednesday last:— “To ask the Minister for Industry and Commerce whether he is aware that the Bantry Bay steamship service, from Bantry to Berehaven, is about to be suspended, following the initiation of a road transport service by Córas Iompair Éireann; that this change will have the effect of cutting off Bere Island from securing supplies directly from Bantry and other trading centres, with consequent hardship to the residents of the island; and whether he will arrange for the retention of the steamship service to Berehaven, calling at Bere Island.” The Minister’s reply is in the following terms:— “I am aware that the Bantry Bay Steamship Company have suspended their weekly sailings and that Córas Iompair Eireann, in response to a demand for direct road transport, are providing a daily lorry service between Bantry and Castletownbere. “The traffic formerly consigned to Bere Island by the steamer service amounted to about 25 tons per month, and I understand that there are small boats available which are capable of dealing with this traffic. In the circumstances, I see no reason to intervene in the matter.” The Minister has had a fairly hard day and I will be as brief as I possibly can. I propose, therefore, to confine the presentation of this case to three main aspects. May I give the House some information about the history of the Bantry Bay Steamship Company that is concerned? The company was originally founded in November, 1883, and since then they have provided a service to this isolated part of the constituency of West Cork, consisting of transport of passengers, goods, live stock, etc. They provided a steamer for that service weekly. I want to give the House some particulars of the traffic carried. Bere Island has figured in this matter because I hope to convince the Minister that the peculiar position that Bere Island will now find itself in is a serious matter for the inhabitants and one that should have his attention as Minister supervising the question of transport changes and similar matters. In the year 1936 there were 500 tons of traffic carried to Bere Island, in 1937, 488 tons; in 1938 485 tons; in 1946, 365 tons. As commodities were rationed and consequently smaller parcels of the various commodities only could be sent, the reduction in the traffic is quite understandable. In the same periods the traffic to Castletownbere was represented by the following figures: In 1936, 3,274 tons; in 1937, 3,200 tons; in 1938, 3,436 tons; in 1946, 3,035 tons. I am also in possession of certain figures with regard to transport of passengers which I do not consider entirely vital to the presentation of this case and I shall not therefore trouble the House by giving the figures. Bere Island is in an extremely unfortunate position as a result of this change. May I quote from a letter which I received from one of the traders there:— “I wish to let you know that after 43 years of hard work to build up a business I find that there will be no alternative for me in a short time but to close it down. This is due to the initiation of a road transport service by Córas Iompair Éireann”. He goes on to say:— “The manager of Córas Iompair Éireann wrote to me to have arrangements made with a trader in Castletownbere to store my goods which would be dumped there by their lorries. I could not do that easily. There are no means now of getting goods into this island and I would also have to pay the trader for storing the goods in Castletownbere”. The suggestion of the Minister that various small boats owned by local people would be capable of handling this traffic seems quite unsatisfactory to the people of the island and to represent a position that cannot be at all satisfactory to the people concerned. When this boat that plied between Bantry and Castletownbere was laid up each year for the annual overhaul required by Board of Trade regulations, the goods coming to Castletownbere could be conveyed to Bere Island by means of military tender. The military tender, which was the main means of communication between the island and Castletownbere, has now gone, because Bere Island, one of the ports which figured so largely in our discussions in recent years, including our election speeches, has been completely abandoned. The entire military personnel in Bere Island has been removed, and I understand that the only military remaining there is a maintenance party consisting of four men. The military tender, therefore, is not available, and there is no means by which goods can be conveyed to the island, except in whatever way it can be done by small row-boats which may be available to residents and some of the merchants living on the island. This man says that it seems to him that a position is rapidly developing in which the island will be completely isolated, and he does not see much point in being compelled to pay taxes in a quarter of the country in which no services are available to the people. The Minister will appreciate the fact that in regard to certain goods, such as paraffin, sugar and commodities of that kind which are on demand as soon as they are available, and, in fact, some days before they are available, it is necessary that there should be some service by which they could be made available speedily. I suggest that the position of these people in Bere Island —some 300 or 400 people live on the island—will be extremely difficult. For one thing, they will have to face higher costs for the goods they receive, and, for another, the service will be irregular, unsatisfactory, inadequate and, I am afraid, infrequent, because it seems that, at certain parts of the year, it would not be possible for small row-boats to convey goods to the island because the passage is not quite easy. I do not think the arrangement would be at all satisfactory. So much for the position of the people there. Let me come now to the position of the employees of this company —not a great number, but, still, all of them bread-winners and the supports of households—who are concerned with this change. There was a crew of seven or eight on the boat and a number of other people were directly employed by the Bantry Bay Steamship Company. I understand that every single one is now out of employment. Furthermore, I am informed that it is very questionable whether, under any existing legislation, they have any pension rights, or any rights to get alternative employment, and though the number of people is not very large, a great deal of hardship is involved for the people concerned, a number of whom have spent the best years of their lives in the service of this company. May I suggest that that aspect of the case, at least, ought to have the earnest and special consideration of the Minister who does not wish, I am sure, to add to the number of people who are deprived of employment and who may be compelled to exist by some other means in the absence of that employment? I suggest further to the Minister that a transport service by road to Castletownbere is a very uncertain undertaking, from the point of view of giving service to the people. The distance from Bantry to Castletownbere is 33 miles and the road is rather perilous and difficult. That is well known to most road-users and I think it a great pity that some alternative cannot be found to putting this old-established company, which, in a modest way, gave a certain amount of employment and which, in a general way, gave good service to the people concerned, completely out of business. May I suggest that he may be able to devise some means by which a restricted road service could be permitted, together with this service for the period for which it is available to the people, that is, one run per week and that, in addition, he should examine the question of whether the alternative service provided is capable of carrying the same amount of traffic and the same bulk of traffic as was carried by the other service? It seems to be rather difficult to understand that live stock can be carried as easily by a road service as they were carried by the service which now goes out of commission, the steamship service. I have been informed, though I cannot personally vouch for it, that on the occasion of the last fair in Castletown, a number of cattle could not be removed by lorries and had to be driven by easy stages along the road between Castletownbere and Bantry. The Minister will have the advantage of certain arguments in this matter— that the people will be getting a daily service and a more up to date service. I feel that, while that may look all right on the surface, it is not at all clear that the service will be either up to date or satisfactory, having regard to the peculiar geographical position of the area concerned and to the adjacent island of Bere which will be in a position of special difficulty. I urge the Minister, not in any spirit of controversy or any spirit of Party advantage, to examine the matter further to see whether there is any possibility of meeting what I believe to be a fairly strong local view that it it a most unfortunate act which deprives them of this service. Seán F. Lemass Minister for Industry and Commerce (Mr. Lemass) The circumstances of this case are easy enough to understand, but it is not quite so easy to devise a remedy for the particular problems which may arise for individuals, by reason of the change which has taken place. In the past, goods were brought by ship from Bantry to various points along the Castletownbere peninsula. The Bantry Bay Steamship Company provided this weekly service by steamer which called at Glengarriff, Adrigole, Castletownbere and Bere Island. Early in this year, Córas Iompair Éireann provided a lorry service and the popularity of that lorry service resulted in a very substantial fall in the amount of goods available for transportation by steamer. It could be said, therefore, that the immediate cause of the steamship company’s difficulties is the operation of a lorry service by Córas Iompair Éireann, but that would be a very inaccurate description of the problem, because Córas Iompair Éireann provided the lorry service when it became clear to it that the goods were going to be moved by lorry anyhow, that the traders concerned with the movement of the goods would provide their own lorry service, if a service by Córas Iompair Éireann were not provided for them, and, consequently, although the decline of the company’s business can be traced to the beginning of the service by Córas Iompair Éireann, it is obvious that it would have lost the business anyhow, if not to the lorries of Córas Iompair Éireann, to lorries operated by private traders. I think there can be no doubt that the lorry service is immensely popular in the area. It began as a tri-weekly service, but so great was the demand for it that it is now operated three times daily. There is a lorry service three times a day from Bantry to Castletownbere, and the advantage of a daily service at lower cost is obviously greatly appreciated by the residents in the peninsula area. There is a problem in relation to Bere Island. The steamer service was of exceptional advantage to the residents on the island, and the manner by which goods can reach the island or be transported from the island now involves the use of this lorry service from Bantry to Castletownbere, and the movement of the goods over the mile of sea between Castletownbere and the island. In that regard, I understand that some small boats are available. Córas Iompair Eireann accept the obligation to provide an alternative service, but they would like to be assured that such a service is needed and that local opinion would prefer the service to be provided by it rather than by the local business people who might find provision of such a service a remunerative occupation to engage in. There are some boats there now and these boats would be adequate to move the inward traffic. There is a problem, and there is likely to be a problem, concerning the movement of cattle from the island, by reason of the unsuitability of the facilities for discharging cattle at Castletownbere, in relation to which I intend to have some further inquiries made. Personally, I cannot see what I can do. It is not practicable to restore the old position merely by persuading Córas Iompair Eireann to withdraw its service of lorries. I feel certain that the withdrawal of the lorries would be unpopular in the locality. In any event, it would not settle the problem. It seems obvious that it would merely mean that goods would travel on the lorries of private traders rather than on the lorries of the Transport Company. The reason for the withdrawal of the steamer service was the fact that there was no business for it. On July 5, the company wrote to my Department that while the usual traffic offered was close on 100 tons weekly, since the lorry services began in June, the traffic offering was on June 6, 25 tons; June 13, 35 tons; June 20, six tons. At that stage, the company decided to suspend the service. On the facts of the case, it appears to me that there is a better transport service being provided at lower cost. It is not merely a cheaper service, but a better service than the area enjoyed through the steamship company. Inquiries I have made indicate that the service is popular, and that there is no local demand for its withdrawal. On the contrary the demand has resulted in its expansion. The problem of the islands and the provision of boats for the transportation of goods to the islands will be considered by Córas Iompair Éireann, if that is desirable. If the local service is capable of handling the business Córas Iompair Éireann would prefer that. They do not deny that they have obligations to provide a service if it is not provided by other people. As regards the crew, Córas Iompair Eireann informed me that they would consider sympathetically other alternative employment for the men concerned. The captain of the ship has already been employed by the company, but they explained that it is not very easy to find employment suitable for the men in the locality. They cannot, therefore, say definitely that they will be able to provide employment for all the men concerned, but they are prepared to consider their applications as sympathetically as possible, and to make every effort to get them into some suitable employment in the locality. Personally I do not see that there is anything I can do about it. Some years ago there was a number of these coastal services from Sligo to Ballina, and Limerick to Westport, all of which have ended. They could not compete with road transport. While the Bantry Bay Steamer Company lasted longer, it looks as if the time has come when the business it formerly obtained has passed to the roads. In some cases it might be necessary, for reasons of public safety, for the State to take special measures to ensure that coastal shipping services are maintained, and following some disasters on the west coast, a committee was set up to examine the law and the obligations of the Government in regard to shipping services to islands off our coast. That committee has not reported. They dealt primarily with shipping to Tory Island, and to other islands where there is a much more definite problem involved than in the case of Bere Island. It is only one mile from the mainland, and there is no reason to expect exceptional danger in making the passage as in other cases. It seems to me that the problem of the transportation of goods to Bere Island is a matter for organisation in Castletownbere with some sort of store accommodation for goods. I think it would be better, from every point of view, that services between Castletownbere and Bere Island should be provided locally. Córas Iompair Éireann state that if they are not provided they will see what they can do. Personally, I do not see that anything else can be done. The Dáil adjourned at 7.47 p.m. until 3 p.m. on Tuesday, 23rd July, 1946. Industrial Relations

Mary Hawkes from Keel, Upton, Co Cork on the left and her sister Teresa on the extreme right 

Dean Swift ‘A Patriot is One Who enables 2 Blades of Grass Grow where 1 Grew Before’. Sir Richard Griffith Road Engineer, Fits the Bill. 1824 Progress Report, Skibbereen/Bantry, Skibbereen/Crookhaven, Castletownbere/Glengariff, Kenmare/Bantry.

https://wordpress.com/block-editor/post/durrushistory.com/35809

Griffith’s ‘Wellesley Roads’ included Skibbereen to Crookhaven, 46 km. built between 1826 and 1829 and costing £13,466,

Continued here and elsewhere in Griffith’s reports is progress following the completion of the roads, new houses in Castletownbere, three story stone houses and larger fishing vessels. On the Mizen peninsula before the road no wheeled vehicles, there alos the only place in Ireland outside of Ulster he had poor Protestants labouring on the roads.

Griffiths  Cork projects known as the ‘Wellesley Roads’ included Skibbereen to Crookhaven, 46 km. built between 1826 and 1829 and costing £13,466, Bantry to Skibbereen, Crookhaven to Bantry and the road to north Cork to Banteer.   His works are characterised by a high degree of engineering excellence. It was said that in building bridges he insisted on going to bed rock for foundations, the Grand Jury contractors would be happy with building on gravel resulting in so many were washed away in floods.  His schemes highlights the deficiencies of the Grand Jury system and might be looked at like the recently completed motorway schemes in Ireland. The effects were dramatic, on the Mizen Peninsula they first wheeled carts made their appearance.  Alexander Nimmo (1783-1832), the Scots Engineer who was also involved said the North Cork Road opened up the entire area to commerce with a beneficial result.

https://durrushistory.com/2016/12/23/griffiths-wellesley-roads-included-skibbereen-to-crookhaven-46-km-built-between-1826-and-1829-and-costing-13466/

https://durrushistory.com/2016/12/12/1824-evidence-of-sir-richard-griffith-esq-road-engineer-to-house-of-commons-select-committee-on-harmony-in-west-cork-between-protestant-and-catholics-distress-of-1822-only-part-of-ireladn-he-e/

His colleague Alexander Nimmo a Scots Engineer reported on the opening of the road over the Boggeragh Mountain. The the whole area of North West Cork and East Kerry was accessible to the Cork market with general prosperity following. Nimmo was scathing on Captain O’Sullivan, a Landlord and road contractor on the road works around Glengarriff. He paid his workers who were his tenants in vouchers redeemable against rent.

When advancing mortgages bakers insisted on estate maps adn a tenant listing.

The Bantry estate apart from the prudent stewardship of Richard White mid to late 18th century hovered on the brink of insolvency for most of the 19th century.  This is despite huge infusion of O’Brien (Lord Thomond) and Guinness cash on fortuitous marriages.  The maximum rental was £10,000 which included at it height £2,500 royalties from the Allihies Copper Mines through the Hedge Eyre Connection. Towards the end of the 19th century the Estate was in effect beneficially owned by the Somers Payne family who as agents kept advancing mortgages.

 

This mortgage and its default was to precipitate a proposed receivership in the 1830s for which a tenant listing was prepared.

 

The Whites of Bantry invented a spurious Genealogy.  The late Paddy O’Keeffe, Bantry Businessman (G.W.Biggs/Supervalu) did and paid for a lot of work and was satisfied that they r of strong mid 17th century farming stock in Co. Limerick.

A large number of the West Cork landlord from the 1790s were almost indigent.  The real holders of wealth were those under the radar Catholic and Protestant, merchants, victuallers, substantial farmers and Grand Jury  road contractors who time and time again advance money as rent charges.

 

A similar process was at work at the more substantial Bandon Estate with a rental of £30000.  Their agent the Wheeler Dohertys by advancing loans ended up owning the beneficial interest at the time of the Land Acts c 1900.

See:  Deeds, Rent Charges, Durrus, Bantry, from early 18th Century.

At least some of the money was spine assembling the collection at Bantry House and building the gardens.

 

The multiplier is arrived at by using a teachers pay.  Just after 1825 the National Schools came into existence,  many former hedge school masters were offered positions at a basic salary of £28 per annum. A National Teacher starting pay in Ireland is now (2019) around €34,500 rising with allowances, a factor of 1,785.

 

Master Madden referred to here was probably a grandson of the man who received the job offer.  The family still have the letter:

 

https://wordpress.com/post/durrushistory.com/18842

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Lord Richard Viscount Berehaven, Deputy Lieutenant 1832, 2nd Earl of Bantry. (White/Bantry), (1800-1868) Bantry, Pre 1831. 41 Belgrave Square, London. Bearhaven Lord “In a Silver Box, as a testimony of their High Esteem for this highly respected young Nobleman”. (1821) 1820 signed Memorial for new road Glengarriff to Castletownbere. Subscriber 1821 Dr Thomas Wood’s ‘Primitive Inhabitants of Ireland.   Notified as Magistrate of Catholic Meeting on Loyalty to King 1825. 13th January 1816.  Viscount Bantry Created Earl of Berehaven and a New Viscount. Member Commission  on Magistrates 1838.  Attending Protestant Conservative Society meeting 1832.  Protestant Protest Meeting Bandon 1834. He enjoyed an income of £9,000 per annum. He also married well in 1836 in London ; his wife’s Lady Mary O’Brien’s (a descendant of Brian Boru) dowry was £30,000.  1838 Subscribers to Bantry Dispensary Address to John Syms Bird, Departing Treasurer.   At Bantry Vote Registration Session 1840 with Augustus Payne J.P. (His Land Agent), Revs Sadler and Triphook.   Probably focus of perceived ’Orange’ faction in Bantry by Liberals. 1842 Subscriber Jacksons County and City Directory. 1846 donor relief at Beara gave £20 as opposed to Samuel Hutchin’s £100. On death of his father became Earl of Bantry in 1851 following 3 years abroad. He amassed Bantry House Art Collection. Member provisional Committee projected Bandon to Bantry Railway 1845. Resolved, by Castletownbere Board of Guardian: ‘that the offer made on the part of Lord Berehaven of the house and offices at Cametringane as a temporary workhouse until the 1st August Castletown Board of Guardians 1850 be accepted’. Beara Estate sold to Lord Clinton c 1850 subject to scathing criticism of him and agent Patrick O’Sullivan, Millcove by Dublin Barrister Prendergast of treatment of tenants and recovery of arrears.

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Robert Hedges Eyre, Macroom Castle. Pigot 1824. Listed 1823.  Macroom Castle, supported application 1808 of James B O’Sullivan, Linen and Paper Manufacturer, Dripsey to be Appointed Justice of the Peace. 1820 signed Memorial for new road Glengarriff to Castletownbere. Bandon Brunswick Constitutional Club 1828.  1825 mortgage with Whites of Bantry of various properties £50,000,  2019 equivalent €60 million, 1826 member Grand Jury Cork County Assizes. Attending Protestant Conservative Society meeting 1832.  1830 subscriber Robert O’Callaghan Newenham ‘Views of the Antiquities of Ireland’. Member 1832 Cork Friendly Club. 1834 Member Committee Cork Protestants. Protestant Protest Meeting Bandon 1834.  Listed Co. Kerry. Presiding Magistrate 1845. Subscriber Lewis Topographical Dictionary of Ireland  1837. Non resident Freeman voting Cork City Election 1837. Subscriber John Ryan, 1845 ’20 Years of Popish Persecution’, listed 1875-6?, ‘a good old style Irish Gentleman’.   

Richard (White) -1851), 1st Earl of Bantry, Bantry House (bought 1730 from Hutchinsons as Blackrock House) Pre 1831, 1822, Created Baron White for his part in alerting British of French landing at Bantry Bay 1797, 1801 advance to Viscount Berehaven 1816 created 1st Earl of Bantry.  1799 married Margaret Hare, daughter of William Hare, Earls of Listowel (they had been Cork provision merchants). Subscriber 1821 Dr Thomas Wood’s ‘Primitive Inhabitants of Ireland. C 1810 Lord Shannon complaining of bill for £2,000 presented to British Government for entertaining French officers captured at attempted invasion.  1822 seeking support from Lord Lieutenant for Bridewell and market House in Bantry. Notified as Magistrate of Catholic Meeting on Loyalty to King 1825. 1834, New Annual Grand Jury Contract:  Patrick O’Sullivan, Earl of Bantry, Simon White, John O’Connell to keep in repair for three years, road from Bantry to Castletown between post office at Castletown and Droumgoulane bridge, £90 annually. Correspondence with Chief Secretary promoting road Bantry to Skibbereen, sitting Bantry, 1835, listed 1838, Quarter Sessions, Bantry 1842.  Receiver appointed to Estate rents 1837 on a charge of £46,150. Member provisional Committee projected Bandon to Bantry Railway 1845. The Irish House of Lords Journal recorded the introduction of White as Lord Bantry in Cork ‘Richard White, Esq. being by letters patent dated 24th day of March 1799 created Baron Bantry of Bantry on the County of Cork, was this day, the 22nd Jan 1799, in his robes, introduced between Lord Tyrawley, and the Lord Mock also in their robes; the Yeoman Usher of the Black Rod and Ulster King of Arms, in his coat of arms, carrying the said letters patent preceding: his lordship presented the same to the Lord Chancellor.

Richard White. Listed 1835 at Coalflugh. Nephew of Lord Bantry. 1838 Subscriber to Bantry Dispensary Address to John Syms Bird, Departing Treasurer.  Attended address Inchiclough, Great Meeting in Bantry 1840 re Poor Laws.  Died of Famine Fever.

Thanks to Ron Price and Nick Reddin in Australia:

https://irishdeedsindex.net/mem.php?memorial=543689

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More Mellifont, (Kinsale, Donemark, Bantry, Dunmanway) from Arthur V. Mellefont, Australia

  Courtesy David Coffey.

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David Mellifont, 1794.  Donemark house of Carrignarontha, Bantry.  May have freedom of Cork 1761 as Esq. Appears in frequent deeds as witness 1761-1775 including soe in Bandon area. 1779 Lieutenant Bantry Volunteers, Superseded 1810-30, Middleman on Lord Kenmare estate. Game Cert 1802.  1804, Loss of Nabby, En Route from Liverpool to Bandon on South Shore of Bantry Bay. Contents Pillaged by Two Hundred Men and Women. Crew Sheltered by Richard Donovan, Esq.,  David Mellifont, Esq., Magistrate, Donemark, Bantry, with Captain Scott adn Lieutenant Griffin and 40 Soldiers went to Bantry to Search for Stolen Property, assisted by Jonas Baldwin, Esq  1820 signed Memorial for new road Glengarriff to Castletownbere. 1822 his house and those of Pattison, Doyle, McCormack, Kingston attacked by over 400 Whiteboys searching for arms. William O’Sullivan, Esq., Carriganass Castle, native Ahill purchased Carriganass from David Mellifont, Donemark in 1817 for £250 and £50 rent.  O’Sullivan prominent in anti tithe, repeal. Married 1804, Sophia Grey, Wexford, address given Mardyke, Co. Cork probably Skibbereen. Sophia Mellifont Nee Gray wife of David Mellifont had a brother called Nicholas Gray he was secretary to the Wexford Insurgents 1798.  Gray went to America and was involved in the 1812 War, he was Inspector General of the American Army. The Grays were from Whitfort House Wexford and Jamestown Co Wexford. Mellifont died Donemark 1835, significant debts, estate in Chancery and litigation.

 

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Richard Mellefont, 1766, Downemart (Donemark), Bantry.  Probably son of Gilbert. Kenmare Estate renewed lease of Donemark for three lives, his own, Christopher Earbery, Shandaragh and Mathias Hendley son of Roger of Downing, Co. Cork.  Lord Kenmare comments ‘The tenant is a very genteel and worthy man’.  Mellifont family of Norman origin, Kinsale converted.  1758 Lease of 31 years from Kenmare Estate to Richard Mellifont as trustee for Patrick Galwey in occupation his ‘near relation’.  1763 to let a large mountain farm at Shanacrane near Dunmanway apply Richard Mellifont near Bantry.

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https://durrushistory.com/2017/08/14/the-mellifonts-david-mellefont-61-grafton-st-dublin-tories-17th-century-ballingeary-melefont-family-member-attained-as-rapparee-in-balingeary-area-1690-1731-convert-roll-gilbert-mellifont-du/

https://durrushistory.com/2017/01/22/1760s-lease-renewal-to-richard-mellefont-esq-by-kenmare-estate-of-donemark-bantry-west-cork-for-three-lives-mellefonts-father-had-vastly-improved-and-enclosed-fields-of-a-proper-size-with-well-p/

 

https://durrushistory.com/2016/04/01/mellifonts-of-donemark-bantry-west-cork/

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1834 Grand Jury Presentments Barony of West Carbery, West Division, Magistrates, Cess Payers, Contractors, Road Works.

West Division, West Carbery, Contractors, 1832, 1833, 1834.

 

 

There are frequent reference to new lines of road. At that stage Richard Griffith and Alexander Nimmo had completed their grand roads from Skibbereen to Crookhaven, Skibbereen to Bantry via Letterlickey Durrus, Ballylickey to Castletownbere, Glengarriff to Kenmare partial, Crookstown to Bantry over Cousane Gap.  These road unlike the Grand Jury roads were built to  a very high engineering standard with robust bridges, all the more remarkable given the primitive state of equipment.

 

In the road contractor shere apart from the landlords they were a prosperous network up to now hidden from view.

In other presentments from 1800 onwards for the area between Kinsale to Skibbereen there is huge work on the roads network to link the interior of West Cork to beaches and  sand quays.  On the Red Strand outside Clonakilty there could be up to 1,000 horse and carts a day drawing sea sand for fertilizer.

Many of the secondary bridges were built between 1790 and 1820.

 

https://durrushistory.com/2016/12/03/1811-grand-jury-map-goleen-schull-ballydehob-durrus-kilcrohane-west-cork/

https://durrushistory.com/2016/10/25/1839-applications-for-presentments-to-be-laid-before-the-grand-jury-of-the-county-of-the-city-of-cork-spring-assizes-1839-contains-applications-for-payment-to-b-neenan-3-for-half-years-salary-as/

 

https://durrushistory.com/2016/05/23/1846-further-from-vilicus-of-ballydehob-pigs-wandering-and-their-owners-fines-cause-of-mischief-abuse-if-grand-jury-presents-by-land-owner-in-building-mount-gabriel-road-to-favour-his-land-in-time/

 

https://durrushistory.com/2018/03/11/under-the-radar-roads-are-discovered-to-yield-a-more-profitable-crop-than-farming-1809-cork-grand-jury-presentments-john-arundel-william-and-john-swanton-ballydehob-alexander-odriscoll-skibbe-2/

 

https://durrushistory.com/2016/12/17/1832-lord-john-carbery-evans-freke-6th-baron-carbery-1765-1845-1821-castle-freke-rosscarbery-pamphlet-urging-reform-of-cork-grand-jury-places-mentioned-parishes-of-kilmeen-kilmacabea-ross/

 

https://durrushistory.com/2015/12/21/1850-roadworks-report-to-grand-jury-of-mr-w-a-treacy-county-surveyor-west-riding-on-road-progress-dunmanus-bay-snaveborlin-kerrybounds-schullbantry-bantrydunmanway-leapglandore/

 

https://durrushistory.com/2014/12/22/cork-grand-juryagents-1765/

 

 

1804, Loss of Nabby, En Route from Liverpool to Bandon on South Shore of Bantry Bay. Contents Pillaged by Two Hundred Men and Women. Crew Sheltered by Richard Donovan, Esq.,  David Mellifont, Esq., Magistrate, Donemark, Bantry, with Captain Scott adn Lieutenant Griffin and 40 Soldiers went to Bantry to Search for Stolen Property, assisted by Jonas Baldwin, Esq.

 

Thanks to David Coffey, Melifont descendant.

 

Local O’Donovan family, Landlords and Magistrates:

 

https://docs.google.com/document/d/1eq_IayaxdUyWZWbpDf6LWlLNg7o-3tNJiqPGYIALy80/edit#

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Magistrate: David Mellifont, 1794. Donemark house of Carrignarontha, Bantry. May have freedom of Cork 1761 as Esq. Appears in frequent deeds as witness 1761-1775 including soe in Bandon area. 1779 Lieutenant Bantry Volunteers, Superseded 1810-30, Middleman on Lord Kenmare estate. Game Cert 1802. 1820 signed Memorial for new road Glengarriff to Castletownbere. 1822 his house and those of Pattison, Doyle, McCormack, Kingston attacked by over 400 Whiteboys searching for arms. William O’Sullivan, Esq., Carriganass Castle, native Ahill purchased Carriganass from David Mellifont, Donemark in 1817 for £250 and £50 rent. O’Sullivan prominent in anti tithe, repeal. Married 1804, Sophia Grey, Wexford, address given Mardyke, Co. Cork probably Skibbereen. Sophia Mellifont Nee Gray wife of David Mellifont had a brother called Nicholas Gray,he was secretary to the Wexford Insurgents 1798. Gray went to America and was involved in the 1812 War,he was Inspector General of the American Army. The Grays were from Whitfort House Wexford and Jamestown Co Wexford. Mellifont died Donemark 1835, significant debts, estate in Chancery and litigation.

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Rev. Halahan  (1823-1920), Rector Beara, Daughter Jane Elizabeth married Henry Edmund Lavallin Puxley

 

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https://durrushistory.com/2018/04/02/divided-loyalties-in-a-west-cork-parish-the-reverend-george-frederick-stoney-of-berehaven-dismissal-1868-by-reverend-john-halahan-rector-of-berehaven-falling-out-with-henry-lavel/

 

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Henry Lavallin Puxley & Catherine Ellen Waller (Puxley’s Castle, Dunboy)

Children: Maria Frances was the second wife of Robert O’Brien Studdert J.P., Cullane, Co. Clare; John Lavallin (Sept. 1859) died on Sept. 13th 1896 aged 37; Edward Lavallin (June 1861) won a rowing medal (Oxford .V. Cambridge) in 1884. He died on Dec 3rd 1890 aged 29; Rosa (Katherine Rosa) (July 1864) married her cousin Simon White of Glengarriff Castle; *Henry Edmund Lavallin (born Feb. 1866; died on Aug. 13th 1900 aged 34) married Eliza (Jane Elza) Halahan, daughter of Rev.(later Dean) John Halahan (Rector of Berehaven) and Harriette Sargent, The Glebe, Killaughaneenig; Herbert Hardress (May 1868) Lizette (or Elizabeth Jane) (born Oct. 1869; died 1936) looked after the White children in Glengarriff Castle.

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https://books.google.ie/books?id=pCMZBQAAQBAJ&pg=PA103&lpg=PA103&dq=rev.fitzgerald+tisdall+crookhaven&source=bl&ots=L7OydN04WR&sig=4-jcBVMazy0XAYAStAT6wFw1D7k&hl=en&sa=X&ved=0ahUKEwjSyZb7hOjbAhWQCewKHWwMDmIQ6AEIRzAI#v=snippet&q=cork&f=false

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1843.  Mail and Day Coach Timetable and Fares from Cork to Bandon, Clonakilty, Bantry, Enniskeane, Macroom, Skibbereen.  Sample Coach Leaves Bantry 8.15 am, Cork 3.15 pm Fare 14 shillings Inside, 10 shillings Outside.

In 1800 the area 30 miles around Cork had a well developed infrastructure, piped water in the City, comparatively good roads and bridges, harbours.  In the West and North it would approximate to what is now known as 3rd world.  This was improves so by 1843 a reasonably good system of roads operated  combination of the Grand Jury and Central Government intervention such as the arterial road schemes of Sir Richard Griffith and Alexander Nimmo had a dramatic effect.

Arterial coach services wee provided by Bianconi local services connected town with Cork.

The timetable below is just prior to the railway age.

 

By 1900 Cork had one of the most advanced rail systems in Northern Europe a mix of broad and narrow gauge.  All that remains is the main line from  Cork to Dublin, Cobh, Tralee via Mallow.

 

Coach Service

When the telegraph opened in Dunmanway around 1860 a newspaper report have an account of a speech of an old man. He recalled towards the end of the 18th century his mother rode to Dunmanway through bridle paths with two small children on panniers on the horse.  Then rough carts with timber wheels came in followed in the  early 19th century by the ‘Scotch’ cart with car wheels and an iron band.  Wheeled carts were unknown in the Goleen area until the opening in the late 1820s of Richard Griffith’s road from Skibbereen to Crookhaven.

The road from Cork to Bantry in its present form was built between 1810-11.  The Cork based John Anderson, a Scotsman, had the contract for the mails and persuaded the Cork Grand Jury to provide funding for the Cork Bantry road.  The Irish Mail service dates from 1790.

In 1843 the coach left Bantry at 8.15 am and arrived in Cork at 3.15 there were inside and outside fares.   Before the extension of the railway from Drimoleague to Bantry, a coach service was provided from Bandon to Bantry, and the travel time by train and coach from Cork to Bantry was approximately 6½ hours.  In the early 19th century, the Drummond commission reported that Bantry was linked by a daily Dunmanway Coach which carried an average of 3 passengers.   The Cork and Bandon Company agreed with the Post Office to provide a conveyance for the mails from Cork to Bantry in May 1857, the Bantry mail service being given to Mr. Thomas Marmion of Skibbereen.  A complaint was made in July 1864 of the late arrival of the Bantry Mail Car.  Apparently the driver had fallen asleep on the car between Drimoleague and Bantry, having been plied with drink by a passenger.   The Mail Inspector sought the removal of the driver, and an instruction was issued that he was not to be employed on mail cars.

The Prince of Wales (later Edward 7 1901-1910) arrived in Bantry by coach from Bandon to meet the Royal Yacht in Bantry and from there to Glengarriff and Killarney.   This route had been pioneered by Thomas Vickery of Bantry.

https://durrushistory.com/2016/08/29/last-act-of-the-pre-1800-irish-parliament-cap-100-of-40-george-3-an-act-for-the-better-regulation-of-the-butter-trade-and-also-respecting-sedan-chairs-coaches-and-chaises-plying-for-hire-within/

https://durrushistory.com/2016/04/13/1829-thomas-j-hungerfords-cork-and-skibbereen-union-coach/

 

https://durrushistory.com/2016/06/16/late-19th-century-coach-service-dunmanway-to-glengariff-run-by-andrew-brophy-later-taken-over-by-vickery-of-bantry/

 

https://durrushistory.com/2016/03/12/michael-gallwey-b-1790-kilkeran-co-cork-brewer-and-provider-of-royal-mail-coach-service-from-cork-to-skibbereen-and-waterford-and-his-brother-charles-b-1811-major-with-sir-de-lacy-evans-legion-a-2/

 

https://durrushistory.com/2016/03/26/1841-cork-county-election-shenanigans-patrick-osullivan-millcove-senescahal-leading-conservative-party-from-castletown-berehaven-on-schooner-sophia-to-bantry-via-adrigole-leaving-bantry-4a/

 

 

 

https://books.google.ie/books?id=ttUHAAAAQAAJ&printsec=frontcover#v=onepage&q&f=false

 

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https://www.google.ie/maps/place/Donemark,+Co.+Cork/@51.6967933,-9.4426287,17z/data=!3m1!4b1!4m5!3m4!1s0x48450bbaf6a63bed:0x5730c094c9aaf311!8m2!3d51.6967676!4d-9.4404316

Dummanack House. Gorteenroe House. July 1854; The old salt house Gurteen Roe near Bantry and Gurtnaroe House | George Victor Du Noyer

 

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Donemark is part of the drumlin belt around Bantry good land.

1760s, Lease renewal to Richard Mellefont, Esq., by Kenmare Estate of Donemark, Bantry, West Cork for Three Lives Mellefonts Father had Vastly Improved and Enclosed Fields of a Proper Size with Well Planted Ditches and  Had Fish Palaces Redundant Due to Flight of Pilchards.

Donemark is by legend the place where people first came to Ireland.

This lease and similar ones on the Bantry estate mark a period of the development of the modern landscape and field lay out with planted ditches.

 

 

 

Magistrates:

 

David Mellifont, 1794.  Donemark house of Carrignarontha, Bantry.  May have freedom of Cork 1761 as Esq. Appears in frequent deeds as witness 1761-1775 including soe in Bandon area. 1779 Lieutenant Bantry Volunteers, Superseded 1810-30, Middleman on Lord Kenmare estate. Game Cert 1802.  1820 signed Memorial for new road Glengarriff to Castletownbere.  1822 his house and those of Pattison, Doyle, McCormack, Kingston attacked by over 400 Whiteboys searching for arms. William O’Sullivan, Esq., Carriganass Castle, native Ahill purchased Carriganass from David Mellifont, Donemark in 1817 for £250 and £50 rent.  O’Sullivan prominent in anti tithe, repeal. Married 1804, Sophia Grey, Wexford, address given Mardyke, Co. Cork probably Skibbereen. Sophia Mellifont Nee Gray wife of David Mellifont had a brother called Nicholas Gray,he was secretary to the Wexford Insurgents 1798. Gray went to America and was involved in the 1812 War,he was Inspector General of the American Army. The Grays were from Whitfort House Wexford and Jamestown Co Wexford. Mellifont died Donemark 1835, significant debts, estate in Chancery and litigation.

Richard Mellefont, 1766, Downemart (Donemark), Bantry.  Probably son of Gilbert.  Kenmare Estate renewed lease of Donemark for three lives, his own, Christopher Earbery, Shandaragh and Mathias Hendley son of Roger of Downing, Co. Cork.  Lord Kenmare comments ‘The tenant is a very genteel and worthy man’.  Mellifont family of Norman origin, Kinsale converted.  1758 Lease of 31 years from Kenmare Estate to Richard Mellifont as trustee for Patrick Galwey in occupation his ‘near relation’

https://durrushistory.com/2017/01/09/1741-major-tenants-on-kenmare-estate-bantry-district-tim-casey-miller-newtown-18-david-gallwey-glaunreagh-dromsullivan-47-james-gallwey-donemark-38-patrick-gallway-gurteenroe-22-richard-go/

 

https://durrushistory.com/2016/11/23/proceedings-at-the-high-court-of-justice-at-dublin-and-cork-1652-1654-for-trying-irish-catholics-arising-from-rising-of-1641-mentioned-belgooly-bandon-garretstown-included-triall-jo/

 

https://durrushistory.com/2015/05/24/some-rent-receipts-kenmare-estate-1741-46-bantry-beara-area-william-sullivan-florence-sullivan-rev-thomas-miller-mort-sullivan-gilbert-mellifont-donemark-michael-murphy-newtown-and-mills-bev/

 

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John Randal Carey (1834-1923), 1879 Member of Syndicate Founders of Sydney Daily Telegraph, Grandson of Daniel McCarthy (Mucklagh), Former Parish Priest of Durrus, West Cork and Sarah Blair of Blair’s Cove, Great Grandfather Allegedly Claimed to be head of McCarthy Family worldwide.

The Mccarthy Estates were forfeited due to Rebellion and the Durrus element former part of the Evanson later Lard Bandon estate.

 

The branch Mucklgh from Irish Muc pig after their herds of pigs) are referred to in the Dublin penny JOurnal:

 

In 1835 the Dublin Penny Journal carried an article and illustration of Culnalong Castle and referred to the last of the Mucklaghs…’their descendants struggled on for no inconsiderable part of a century in the doubtful class entitled’ decayed gentry’  I well remember the last of them who lingered in this neighbourhood (Durrus).  He was a patriarchal-looking man, with snow white hair.  He inhabited a cottage near Dunbeacon.  He was as finely formed and athletic a fellow as I ever saw.  The peasants regarded him with no small feelings of respect and affection, to which his excellent qualities appeared to entitle him well.  He died at the age of 90 in the year – let me see 1795, I think, and he possessed to the very last the buoyancy of spirits and the warmth of affection that more properly belong to youth.  Poor fellow! He sometimes indulged in a sigh at the fallen fortunes of his house but it was not a sigh of bitterness.  This article was probably written by Cork Antiquarian John Windele and the comment and poem in the article by his friend Father John Ryan of Drimoleague.

Daniel McCarthy family and Blairs:

https://docs.google.com/document/d/1BnjAwZ6eFk_0sTMsjxYBo3YFQLNqJ4J2utWIftpJXqs/edit…..

Courtesy Nigel Moss.

Reverend Daniel McCarthy marriage Licence Bond was dated 26 July 1793 and the marriage took place in Cork & Ross around that time.  The bond totalled £1,000; a sizable amount of money and one wonders how he could provide that sum.

According to Samuel Trant McCarthy’s The McCarthys of Munster, Daniel “was six feet four inches in height and of a distinguished appearance. He is said to have been a severe disciplinarian, in regard to his four sons at least. He used to make them walk through the cemetery in the dark, and take them out in a boat in stormy weather, so that they might develop the same courage which he himself possessed.”

It was Daniel’s daughter, Margaret, who married Major John Westropp Carey, who lived in Glenlough Cottage (Durrus)  on the northside. Carey had fought, with distinction, in the Peninsular Wars in the 10th & 30th Regiments, as had his brothers. They married on 10 November 1822 at St Nicholas Church, Cork City. Major Carey was the son of William Carey JP of Lodge, Cork and his wife, Jane, nee Westropp (daughter of Randall Westropp Mayor & Alderman of Cork & his wife Peniel, nee Becher, Granddaughter of Colonel Thomas Becher. Major John Westropp Carey & his wife, Margaret, nee McCarthy were the parents of Rev William John Carey TCD, BA ( Daniel’s Grandson) who I believe was the first Rector of Glengariff, where he was appointed Rector of Trinity Church,Glengarriff in 1872, and died there in December 1906. Their 2nd son,  John Randall Carey born in 1834, emigrated to New South Wales and was Founder of the Sydney Telegraph Newspaper.…..

John Randal Carey (1834-1923), businessman and newspaper proprietor, was born on 14 April 1834 at Cork, Ireland, son of John Westropp Carey, of the Connaught Rangers, and his wife Margaret, née McCarthy. Educated at Hamblin’s College, Cork, he worked for a merchant before leaving for the Australian goldfields. He reached Victoria in the Countess of Yarborough in December 1853 and tried his luck on the diggings before setting up as a general agent and auctioneer as partner in Richards & Carey at Castlemaine. An excellent horseman, he rode his own steeplechasers and later owned Mazeppa, a champion trotter. About 1862 he followed the goldseekers to New Zealand and joined Arthur William Gilles as general agents, auctioneers and importers of stock from the Australian colonies; they soon established branches at Invercargill, Hokitika and Auckland. From April 1869 Carey was captain of the Auckland Troop of the Royal Cavalry Volunteers; he probably fought in the Maori wars.

On 14 June 1873 at St John’s College, Auckland, he married Mary Taylor; that year he and Gilles moved their business to Sydney. With experience of auctioneering and shipping, Carey recognized that transport and land development were inextricably linked. In 1875 he acquired the Manly run which had five boats operating a freight, passenger and towing service across the harbour; he continued as managing director and a major shareholder in the Port Jackson Steamboat Co. in 1877, remaining a director of the reconstituted Port Jackson Steamship Co. Ltd and, on its absorption of a competitor, of the Port Jackson Co-operative Steamship Co. Ltd in 1896-1904. In 1877 he visited England to oversee construction of ferries. He also helped to form the Balmain Steam Ferry Co. Ltd in 1882 and, as a partner in Mann, Carey & Co., extended his activities to railway construction, tendering successfully for the Nyngan to Bourke line. With less success he set up the Sydney Tramway & Omnibus Co. Ltd which was in liquidation in 1899.

In 1879 he was one of a syndicate which started the Daily Telegraph, a four-page penny newspaper. With Watkin Wynne as manager, and Carey as chairman of the company from 1884, it succeeded: other newspapers were forced to drop their prices. In 1890 its editorial staff Frederick Ward, L. J. Brient and Henry Gullett resigned when a direction on editorial policy restricted them from commenting on Carey’s other business enterprises. The paper featured sensational news and in 1894 introduced linotype machines against opposition from printers. He remained chairman and the controlling influence of the paper until February 1921.

In 1899 the Daily Telegraph campaigned to send troops to help Britain in the South African War and sponsored an insurance fund for Australian volunteers. Carey believed the Australian outback produced the right type of man for South Africa: in 1900, as chairman of a Citizens’ Bushmen’s Committee, he organized the recruitment of the Bushmen’s Contingent and the purchase of horses. A major in the reserve of officers from January 1900 to December 1904, he rode at the head of the contingent when it paraded through Sydney.

Carey was also a trustee of the Savings Bank of New South Wales, a member of the Rocks Resumption Advisory Board, and a director from 1899 and chairman in 1906-23 of Royal North Shore Hospital. His business enterprises and membership of the Athenaeum Club had brought him into close association with leading politicians and he used his connexions to obtain additional land for the hospital. His wife presided over its fund-raising committee and his daughter Beatrice was for some years its masseuse.

Survived by his wife, two sons and two daughters, Carey died at his residence at Milson’s Point on 9 June 1923. After the funeral his body was taken by special ferry to be buried in the Anglican section of South Head cemetery. His estate was valued for probate at £79,052.