{"id":775,"date":"2024-03-22T14:16:42","date_gmt":"2024-03-22T14:16:42","guid":{"rendered":"https:\/\/seswpcourse.hosted7.connect.ie\/?p=775"},"modified":"2024-03-27T10:33:03","modified_gmt":"2024-03-27T10:33:03","slug":"775","status":"publish","type":"post","link":"https:\/\/seswpcourse.hosted7.connect.ie\/index.php\/2024\/03\/22\/775\/","title":{"rendered":"Ireland\u2019s Mercantile Marine during the Second World War"},"content":{"rendered":"

Ireland\u2019s Mercantile Marine during the Second World War<\/span><\/span><\/h1>\n
\n

An earlier version of this article was donated to Wikipedia<\/span><\/p>\n

The Irish Mercantile Marine\u00a0(note25)\u00a0<\/sup>during World War II continued essential overseas trade during the conflict, a period referred to as \u201cThe Long Watch\u201d by Irish mariners.\u00a0(1)<\/sup><\/span><\/span><\/p>\n

Irish merchant shipping ensured that vital imports continued to arrive and exports, mainly food supplies to Great Britain, were delivered. Irish ships sailed unarmed and usually alone, identifying themselves as neutrals with bright lights and by painting the Irish tricolour and EIRE\u00a0(note26)\u00a0<\/sup>in large letters on their sides and decks.\u00a0(2)<\/sup><\/span>\u00a0Nonetheless twenty percent of seamen serving in Irish ships perished, victims of a war not their own: attacked by both sides, though predominantly by the Axis powers.<\/span><\/p>\n

\n

SS\u00a0Irish Poplar<\/em>\u00a0arrives in Dublin<\/span><\/p>\n

SS\u00a0Irish Poplar<\/em><\/span>
\narriving in Dublin during WW II.<\/span>
\nNote the clear markings of<\/span>
\n\u201cEIRE\u201d and the tricolours.<\/span>
\nPhotograph courtesy of Rosslare Maritime, original C.J. Buckley, T. Conlan Collection.<\/small><\/span><\/p>\n<\/div>\n

Often, Allied convoys could not stop to pick up survivors,\u00a0(3)<\/sup><\/span>\u00a0(4)<\/sup><\/span>\u00a0(196)<\/sup><\/span>\u00a0while Irish ships always answered SOS signals and stopped to rescue survivors, irrespective of which side they belonged to. Irish ships rescued more than 534 seamen.\u00a0(note27)\u00a0<\/sup>(note28)\u00a0<\/sup>There were never more than 800 men, at any one time, serving on Irish ships during the war.\u00a0(12)<\/sup><\/span><\/span><\/p>\n

At the outbreak of World War II, known as \u201cThe Emergency\u201d,\u00a0(note29)\u00a0<\/sup>Ireland declared neutrality and became isolated as never before.\u00a0(9)<\/sup><\/span>\u00a0Shipping had been neglected since independence. Foreign ships, on which Ireland\u2019s trade had hitherto depended, were less available; neutral American ships would not enter the \u201cwar zone\u201d. In his Saint Patrick\u2019s Day address in 1940, Taoiseach \u00c9amon de Valera lamented:<\/span><\/p>\n

\u201cNo country had ever been more effectively blockaded because of the activities of belligerents and our lack of ships\u2026\u201d<\/span><\/p><\/blockquote>\n

Trade Routes<\/span><\/h2>\n

There were three principal trade routes:<\/span><\/p>\n

    \n
  1. \u201cCross-channel\u201d<\/strong>\u00a0trade, between Ireland and Britain, was from both national perspectives, the most important Irish trade route. Ireland was a net food exporter. The excess was shipped to Britain. The Irish Mercantile Marine ensured that Irish agricultural, and other, exports reached Britain, and that British coal and manufactured goods arrived in Ireland.<\/span><\/li>\n
  2. Irish ships crossed the\u00a0Atlantic<\/strong> on a route defined by the Allies: a line from Fastnet Rock to the Azores and then\u00a0along the line of latitude at 38\u00b0 North.\u00a0(10)<\/sup><\/span> Although Ireland was a net food exporter, some foods such as wheat, fruits and tea were imported. There<\/span><\/li>\n
  3. \"deValera\"\u00a0was considerable anxiety over the supply of wheat. Wheat, corn as an animal feed and phosphates as fertiliser were imported from North America<\/span><\/li>\n
  4. Ships on the \u201cLisbon-run\u201d<\/strong>, imported wheat, maize as animal food and fruits from Spain and Portugal, as well as goods transhipped from the Americas, Ireland depended on, mainly, British tankers for petroleum. (note30) <\/sup>Initially Irish ships sailed in British convoys. In the light of experience they chose to sail alone, relying on their neutral markings. German respect for that neutrality varied from friendly to tragic.<\/span><\/li>\n<\/ol>\n

    Taoiseach \u00c9amon de Valera\u00a014 April 1941
    \nArchives of University College Dublin<\/small><\/small><\/span><\/p>\n

    Background<\/span><\/h2>\n

    Following independence in 1921, there was no state encouragement to develop the mercantile marine. The Ports and Harbours Tribunal\u00a0(13)<\/sup><\/span>\u00a0reported \u201cPublic Apathy in Port Affairs\u201d\u00a0(14)<\/sup><\/span>; \u201cOur new leaders seemed to turn their backs upon the sea and to ignore the fact that we are an island\u201d. The then Taoiseach (Prime Minister) \u00c9amon de Valera had advocated a policy of self-sufficiency. Foreign imports were discouraged. \u201cIt was an important status symbol in the modern world for a country to produce her own goods and be self-sufficient.\u201d\u00a0(24)<\/sup><\/span>\u00a0Each year the fleet declined. In 1923, the merchant fleet consisted of 127 ships. This number dropped every year until 1939 when, at the start of World War II, the fleet numbered only 56 ships.\u00a0(15)<\/sup><\/span>\u00a0Only 5% of imports were carried on Irish flagged vessels.\u00a0(16)<\/sup><\/span><\/span><\/p>\n

    There were several reasons for this decline:\u00a0(17)<\/sup><\/span>\u00a0a consequence of the war of independence, a policy of self-sufficiency, the economic depression, the lack of investment\u00a0(18)<\/sup><\/span>\u00a0and government neglect.\u00a0(15A)<\/sup><\/span>\u00a0Foreign ships, on which Ireland had hitherto depended, were withdrawn. \u201cIn the period April 1941 and June 1942 only seven such ships visited the country\u201d.\u00a0(19)<\/sup><\/span>\u00a0The war of independence (1919\u20131921), and the civil war (1921\u20131922) which followed it, left the country in near economic collapse. There had been destruction of industry and infrastructure.\u00a0(20)<\/sup><\/span>\u00a0Many industries relocated abroad. It was often cheaper to transport by sea, within Ireland, rather than using the poor road\u00a0(21)<\/sup><\/span>\u00a0and rail networks.\u00a0(22)<\/sup><\/span>\u00a0To take advantage of this commercial opportunity, new coasters\u00a0(note31)\u00a0<\/sup>were acquired in the 1930s, intended to ply between Irish ports. These ships would be invaluable once hostilities began. Many of these small coasters were lost, particularly on the \u201cLisbon run\u201d, a voyage for which they were never intended.\u00a0(23)<\/sup><\/span><\/span><\/p>\n

    \n

    \"Menapia\"<\/p>\n

    Menapia leaving S\u00e3o Tom\u00e9 November 1943 with a cargo of palm oil, an 8,000 mile voyage for a 900 GRT ship.\u00a0(25)<\/sup><\/span>Oil by Kenneth King \u2013 on display in Straid Studio, Glencolmcille, Donegal<\/span><\/p>\n<\/div>\n

    The global economic depression of the early 1930s impacted upon Ireland less because of the partial recovery following the civil war and because industry was protected behind tariff barriers established during the Anglo-Irish Trade War (1932\u20131938).\u00a0(note32)\u00a0<\/sup>The need for extra sea capacity was readily met by British and other foreign ships. Foreign ships were used, rather than preserving the home fleet. Banks were reluctant to lend to Irish industry,\u00a0(27)<\/sup><\/span>\u00a0preferring British government gilts.\u00a0(note33)\u00a0<\/sup>(28)<\/sup><\/span>.<\/span><\/p>\n

    Although there was state support for many industries, this did not extend to shipping. In 1933 de Valera\u2019s government established the Turf Development Board; turf became Ireland\u2019s primary source of fuel during the emergency years and was stockpiled as imported coal was in short supply. In 1935 civil servants in de Valera\u2019s own department warned him of the consequences a war would have on the importation of fuel. He ignored that warning.\u00a0(29)<\/sup><\/span>\u00a0Earlier, in 1926 the Ports and Harbours Tribunal was initiated.\u00a0(30)<\/sup><\/span>\u00a0The tribunal received \u201cabundant evidence\u201d of \u201cinefficient, uneconomic and extravagant management\u201d.\u00a0(31)<\/sup><\/span>\u00a0It submitted a report in 1930 with recommendations which were not implemented until after the war. The tribunal observed \u201cthe public generally do not, we fear, appreciate the importance of our harbours \u2026\u201d.\u00a0(30A)<\/sup><\/span>\u00a0Vickers-Armstrong liquidated their subsidiary Vickers (Ireland) Ltd. on 15 November 1938; their Dublin Dockyard had ceased operation in 1937.\u00a0(32)<\/sup><\/span><\/span><\/p>\n

    On 2 September 1939 the \u201crealisation dawned on Ireland that the country was surrounded by water and that the sea was of vital importance to her\u201d.\u00a0(33)<\/sup><\/span>\u00a0(34)<\/sup><\/span>\u00a0(35)<\/sup><\/span><\/span><\/p><\/blockquote>\n

    Industry<\/span><\/h3>\n

    Se\u00e1n Lemass as Minister for Industry and Commerce, and later Minister for Supplies sought to address these issues.\u00a0(38)<\/sup><\/span>\u00a0Many infant industries were developed in the 1930s\u00a0(39)<\/sup><\/span>\u00a0behind a protective tariff barrier. These industries proved valuable in the war years. They reduced the need for imports, for example in 1931 over five million pairs of shoes were imported, by 1938 this had fallen to a quarter of a million pairs.\u00a0(24A)<\/sup><\/span>\u00a0Between 1931 and 1938, Gross Industrial Output rose from \u00a355 million to \u00a390 million; and Industrial Employment from 162,000 to 217,000.\u00a0(41)<\/sup><\/span><\/span><\/p>\n

    Industry lacked finance. In 1933 the government established the Industrial Credit Corporation to provide finance. In 1938, Life Assurers were required to hold their reserves in Ireland, to make capital available for industry; promptly five of the six UK providers closed,\u00a0(note34)\u00a0<\/sup>They lodged their business with Irish Assurance.\u00a0(note35)\u00a0<\/sup>Private enterprises established included: Grain Importers Ltd., Animal Feed Stuffs Ltd., Fuel Importers Ltd., Oil and Fats Ltd., Timber Importers Ltd., and Tea Importers Ltd. Industries were encouraged. There were plans for Irish National Refineries Ltd. to build an oil refinery.\u00a0(42)<\/sup><\/span>\u00a0The former Vickers repair yard in Dublin port was reopened, in 1940, by the Dublin Port and Docks Board. It repaired British and Irish ships;\u00a0(43)<\/sup><\/span>\u00a0Repairing British ships was technically a violation of neutrality and therefore kelp secret. Semi-state enterprises were established, including Irish Shipping in 1941\u00a0(note36)\u00a0<\/sup>(44)<\/sup><\/span>\u00a0which purchased nine vessels and leased six more.\u00a0(45)<\/sup><\/span><\/span><\/p>\n

    Flags<\/span><\/h2>\n

    At the outbreak of the Second World War Ireland declared neutrality.\u00a0(47)<\/sup><\/span>\u00a0There were a total of 56 Irish ships at the outbreak of World War II; 15 more were purchased or leased in the conflict, and 16 were lost.\u00a0(note37)\u00a0<\/sup>. All were required by UK law to fly the Red Ensign, but some, such as the Wexford Steamship Company ships, had always travelled under the tricolour.\u00a0(52)<\/sup><\/span>\u00a0There were instances when Irish captains were fined by British courts for \u201cflying an inappropriate ensign\u201d With the outbreak of hostilities, choices were forced. The Irish government ordered all Irish ships to fly the tricolour.\u00a0(53)<\/sup><\/span><\/span><\/p>\n

    Some British-owned ships were on the Irish register, such as the whalers which were Scottish-owned (Christian Salvesen Shipping)\u00a0(54)<\/sup><\/span>\u00a0but Irish-registered\u00a0(55)<\/sup><\/span>\u00a0in order to take advantage of the Irish whale quota. The six whale catchers and the two factory ships, which were excellent bulk-carriers, were pressed into British naval service.\u00a0(56)<\/sup><\/span>\u00a0Some ships which could be described as British also choose the Tricolour.\u00a0Kerrymore<\/em>, which was registered as belonging to R McGowan of Tralee, was actually owned by Kelly Colliers of Belfast. Most of the crew had addresses in loyalist areas of Belfast. For six years they sailed under the tricolour.\u00a0(57)<\/sup><\/span><\/span><\/p>\n

    B&I<\/abbr>\u00a0had some of its ships on the British registry with others on the Irish registry. Their MV\u00a0Munster<\/em>\u00a0which operated the Belfast to Liverpool route, (both British ports) flew the tricolour. But, no flag was a protection against mines;\u00a0Munster<\/em>\u00a0struck a mine approaching Liverpool and sank.\u00a0(note38)\u00a0<\/sup>Three months earlier, in June 1939, B&I transferred their\u00a0Normandy Coast<\/em>\u00a0from the Irish to the British register. In Dublin, the crew protested and walked off the ship. The management refused to reconsider. On 11 January 1945,\u00a0U-1055<\/em>\u00a0torpedoed and sank\u00a0Normandy Coast<\/em>\u00a0with the loss of 19 lives; 8 survived.<\/span><\/p>\n

    The\u00a0L&NWR<\/abbr>\u00a0ferries\u00a0Cambria, Hibernia<\/em>\u00a0and\u00a0Scotia<\/em>\u00a0(note39)\u00a0<\/sup>were Irish-registered and sailed between D\u00fan Laoghaire and Holyhead. Up to the declaration of war, as was the practice of most Irish ships, they sailed under the Red Ensign. Their British crews were taken aback when the tricolour was hoisted, as Irish law required all irish-registered ships henceforth to fly the tricolour. They went on strike and refused to sail. The management acquisted. The ships were transferred from the Irish registry to the British registry and red ensign restored.\u00a0(60)<\/sup><\/span>\u00a0(61)<\/sup><\/span>\u00a0Scotia<\/em>\u00a0was sunk in the Dunkirk evacuation with the loss of 30 crew and 300 troops.\u00a0(62)<\/sup><\/span>\u00a0Hibernia<\/em>\u00a0had a fortunate escape on the night of 20 December 1940. She was berthing at D\u00fan Laoghaire when a German bomber swooped down. All lights were extinguished. Bombs fell on the nearby Sandycove railway station.\u00a0(63)<\/sup><\/span>\u00a0The\u00a0GWR<\/abbr>\u00a0ferries operated the Rosslare to Fishguard route sailed under the red ensign. Thirty lives were lost when their\u00a0Saint Patrick<\/em>\u00a0was bombed and sunk.\u00a0(64)<\/sup><\/span>\u00a0(65)<\/sup><\/span><\/span><\/p>\n

    Cargo<\/span><\/h2>\n
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n
    Land area under tillage<\/span>
    \n(in acres)\u00a0(66)<\/sup><\/span><\/span><\/caption>\n
    1911<\/span><\/td>\n\n

    1,697,338<\/span><\/p>\n<\/td>\n<\/tr>\n

    1916<\/span><\/td>\n\n

    1,735,000<\/span><\/p>\n<\/td>\n<\/tr>\n

    1918<\/span><\/td>\n\n

    2,383,000<\/span><\/p>\n<\/td>\n<\/tr>\n

    1921<\/span><\/td>\n\n

    1,807,843<\/span><\/p>\n<\/td>\n<\/tr>\n

    1932<\/span><\/td>\n\n

    1,424,000<\/span><\/p>\n<\/td>\n<\/tr>\n

    1939<\/span><\/td>\n\n

    1,492,000<\/span><\/p>\n<\/td>\n<\/tr>\n

    1941<\/span><\/td>\n\n

    2,235,413<\/span><\/p>\n<\/td>\n<\/tr>\n

    1944<\/span><\/td>\n\n

    2,567,000<\/span><\/p>\n<\/td>\n<\/tr>\n

    1951<\/span><\/td>\n\n

    1,717,283<\/span><\/p>\n<\/td>\n<\/tr>\n

    1961<\/span><\/td>\n\n

    1,598,700<\/span><\/p>\n<\/td>\n<\/tr>\n

    Chart illustrating how Irish agriculture<\/span>
    \nresponded to the demands<\/span>
    \nof World War I and World War II<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

    Exports<\/span><\/h3>\n

    The main export was agricultural produce to Britain. In the First World War, Ireland\u2019s food production increased to meet Britain\u2019s needs; a pattern which would be repeated for the Second World War. In 1916 there were 1,735,000 acres under plough, this increased to 2,383,000 acres in 1918, and then fell back. By the start of the trade war in 1932 tillage had fallen to 1,424,000 acres.\u00a0(66A)<\/sup><\/span><\/span><\/p>\n

    The trade war between Ireland and Britain started in 1932, in which Britain imposed a tax on Irish products. Cattle from the Irish Republic were taxed but cattle from Northern Ireland were not. So, cattle were smuggled across the border. In 1934\/5, about 1,000,000 cattle were \u201cexported\u201d in this way\u00a0(67)<\/sup><\/span>. In 1935, Basil Brooke, the Northern Ireland Minister for Agriculture wrote \u201cthe smugglers are suceeding\u201d. he was commentating on the number of seized smuggled cattle. The number succcessfully smuggled would have to be multiples of the number seized. in 1933 50,000 were seized and just under 80,000 were seized in 1934\u00a0(40)<\/sup><\/span>\u00a0The Department of Supplies was \u201call in favour of the smuggling and urged that nothing should be done which might stop it\u201d.\u00a0(68)<\/sup><\/span>\u00a0By then, Britain was anxious to secure Irish food supplies before another world war.\u00a0(note40)\u00a0<\/sup>Survival in the looming war was the spur.\u00a0(70)<\/sup><\/span>\u00a0There were a series of agreements from the \u201ccattle-coal pact\u201d of 1935 to the Anglo-Irish Trade Agreement of 1938 which ended the dispute, on terms favourable to Ireland.\u00a0(71)<\/sup><\/span><\/span><\/p>\n

    \n\n\n\n\n\n\n
    Irish Cattle and Beef<\/span>
    \nLegal Exports in World War II<\/span><\/caption>\n
    Item<\/span><\/td>\n1938<\/span><\/td>\n1939<\/span><\/td>\n1940<\/span><\/td>\n1941<\/span><\/td>\n1942<\/span><\/td>\n1943<\/span><\/td>\n1944<\/span><\/td>\n1945<\/span><\/td>\n<\/tr>\n
    Cattle, thousands<\/span><\/td>\n702<\/span><\/td>\n784<\/span><\/td>\n636<\/span><\/td>\n307<\/span><\/td>\n616<\/span><\/td>\n453<\/span><\/td>\n445<\/span><\/td>\n496<\/span><\/td>\n<\/tr>\n
    Beef, thousand tons<\/span><\/td>\n0.0<\/span><\/td>\n1.0<\/span><\/td>\n0.3<\/span><\/td>\n16.2<\/span><\/td>\n5.7<\/span><\/td>\n1.0<\/span><\/td>\n3.1<\/span><\/td>\n3.9<\/span><\/td>\n<\/tr>\n
    There was an outbreak of foot-and-mouth disease in 1941.\u00a0(72)<\/sup><\/span><\/span><\/p>\n

    For some months the export and movement of live cattle was prohibited.\u00a0(73)<\/sup><\/span><\/span><\/p>\n

    The drop in numbers in 1943 may be the result of smuggling<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

    Under the \u201ccattle-coal pact\u201d,\u00a0(74)<\/sup><\/span>\u00a0the British set up a central authority for the purchase of cattle, under John Maynard Keynes.\u00a0(75)<\/sup><\/span>\u00a0The prices set before the war were attractive. As the war progressed, open market prices rose dramatically.\u00a0(76)<\/sup><\/span>\u00a0(77)<\/sup><\/span>\u00a0Cattle from Northern Ireland fetched a better price, so smuggling, as practised in the trade war, resumed.\u00a0(note41)\u00a0<\/sup>In answer to the demand for food in World War II, the area under plough increased from 1,492,000 acres in 1939 to 2,567,000 acres in 1944.\u00a0(66B)<\/sup><\/span>\u00a0Studies are inconclusive on how vital Irish food exports were to Britain,\u00a0(79)<\/sup><\/span>\u00a0due to the difficulties in accounting for the effect of smuggling,\u00a0(80)<\/sup><\/span>\u00a0the unreliability of statistics,\u00a0(81)<\/sup><\/span>\u00a0and wartime censorship.\u00a0(82)<\/sup><\/span>\u00a0While Ireland\u2019s food production was increasing, British food imports were falling; for example the UK imported 1,360,000 tons of food in August 1941, but only 674,000 tons in August 1942.\u00a0(83)<\/sup><\/span><\/span><\/p>\n

    \n\n\n\n\n\n\n
    Food consumption,<\/span>
    \nper capita, in Calories\u00a0(84)<\/sup><\/span><\/span><\/caption>\n
    Year<\/span><\/td>\nIreland<\/span><\/td>\nBritain<\/span><\/td>\nFrance<\/span><\/td>\nGermany<\/span><\/td>\n<\/tr>\n
    1934\/38<\/span><\/td>\n3,109<\/span><\/td>\n3,042<\/span><\/td>\n2,714<\/span><\/td>\n2,921<\/span><\/td>\n<\/tr>\n
    1946\/47<\/span><\/td>\n3,059<\/span><\/td>\n2,854<\/span><\/td>\n2,424<\/span><\/td>\n1,980<\/span><\/td>\n<\/tr>\n
    Irish food consumption remained high in World War II<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

    Before, during and after the second world war, Ireland was a net food exporter and the Irish people enjoyed a high calorie diet.\u00a0(84A)<\/sup><\/span>\u00a0(Nonetheless the poor experienced real deprivation). Food was donated to war-refugees in Spain.\u00a0(85)<\/sup><\/span>\u00a0The nation did need to import certain foods, such as fruits, tea and wheat. Nearly half of Ireland\u2019s wheat was imported from Canada.\u00a0(86)<\/sup><\/span>\u00a0Domestic food production relied on imported fertilizer\u00a0(note42)\u00a0<\/sup>and imported animal feeding stuffs. In 1940, 74,000 tons\u00a0(note43)\u00a0<\/sup>of fertilizer were imported, only 7,000 tons arrived in 1941. Similarly 5 million tons of animal feed were imported in 1940, falling to one million in 1941 and negligible quantities thereafter.\u00a0(88)<\/sup><\/span><\/span><\/p>\n

    Imports<\/span><\/h2>\n

    \"MyAlthough Ireland had a surplus of food, some foods were not grown in Ireland, as the climate was unsuitable. Only small<\/span><\/p>\n

    \u00a0plots of wheat were cultivated. A series of orders for compulsory tillage were enacted, (0)<\/sup><\/span>\u00a0(note44)\u00a0<\/sup>with the threat that those who did not put their fields to wheat would have their land confiscated.\u00a0(91)<\/sup><\/span>\u00a0In 1939, 235,000 acres of wheat were planted; by 1945 this had increased to 662,000 acres.\u00a0(92)<\/sup><\/span>\u00a0Yet, a shortfall remained and imports were required. Clashes between smugglers and Customs were commonplace.<\/span><\/p>\n

    In 1940 the infamous \u201cBattle of Dowra\u201d took place on the border of Leitrim and Fermanagh. Revenue crews from Blacklion and Glenfarne intercepted over a hundred men with donkey loads of smuggled flour. Unwilling to part with their bounty, the smugglers used cudgels, boots, stones and fists in the ensuing struggle. Most of the flour was destroyed in the fray and some Revenue people were injured. (93)<\/sup><\/span>\u00a0(37)<\/sup><\/span><\/span><\/p>\n

    \n

     <\/p>\n

    \u201cFlying Toucans\u201d<\/span>\"My<\/p>\n

    \u201cMy Goodness My Guinness\u201d<\/span><\/p>\n<\/div>\n

    \n

    News of the threat to Guinness supplies was censored. But these advertisements appeared shortly afterwards<\/span><\/p>\n

     <\/p>\n<\/div>\n

    Early in 1942, the Allies restricted wheat deliveries to Ireland. In return, the Irish threatened to withhold the export of Guinness beer.\u00a0(94)<\/sup><\/span>\u00a0(95)<\/sup><\/span>\u00a0To the great annoyance of David Gray, the United States Ambassador to Ireland,\u00a0(note45)\u00a0<\/sup>Ireland received 30,000 tons of wheat.\u00a0(96)<\/sup><\/span>\u00a0Gray complained of a waste of \u201ca vital necessity for what Americans regard at the best as a luxury and at worst a poison\u201d.\u00a0(94A)<\/sup><\/span><\/span><\/p>\n

    By 1944\u201345 coal imports were only one-third of those of 1938-9 and supplies of oil had almost ceased. The production of town gas, manufactured from imported coal, was so adversely affected that regulations were brought in limiting its use, enforced by the \u201cGlimmer Man\u201d.\u00a0(97)<\/sup><\/span>\u00a0Britain relaxed these restrictions from 19 July 1944.\u00a0(98)<\/sup><\/span><\/span><\/p>\n

    There were plans to build an oil refinery in Dublin.\u00a0(note46)\u00a0<\/sup>In the event, this refinery was not completed.\u00a0(99)<\/sup><\/span>\u00a0Nonetheless seven oil tankers were built in Bremen-Vegesack, Germany for Inver Tankers Ltd. Each 500 feet (150 m) long and capable of carrying 500 tons were on the Irish register.\u00a0(100)<\/sup><\/span>\u00a0Britain asked Ireland to requisition the tankers,\u00a0(101)<\/sup><\/span>\u00a0The reply was that it was not Irish policy to requisition vessels, instead offering to transfer them to the British register.\u00a0(102)<\/sup><\/span>\u00a0They were transferred on the 6th, war had been declared on the 3rd.\u00a0(103)<\/sup><\/span>\u00a0(note47)\u00a0<\/sup>(102A)<\/sup><\/span><\/span><\/p>\n

    \u201cIn a manner reminiscent of Chamberlain\u2019s handover of the ports to de Valera, two days after the outbreak of war, de Valera himself transferred the tankers to the British registry without getting any promise of fuel supply in return.\u00a0(104)<\/sup><\/span>\u00a0(105)<\/sup><\/span>\u00a0(note48)\u00a0<\/sup>(106)<\/sup><\/span>\u201d<\/span><\/p>\n

    Two days after the transfer, on 11 September 1939, while still flying the Irish tricolour,\u00a0Inverliffey<\/em>\u00a0was sunk.\u00a0(103A)<\/sup><\/span>\u00a0In spite of Captain William Trowsdale\u2019s protestation that they were Irish and therefore neutal,\u00a0U-38<\/em>\u00a0said that they \u201cwere sorry\u201d but they would sink\u00a0Inverliffey<\/em>\u00a0as she was carrying petrol to England, considered contraband by the Germans.\u00a0(note49)\u00a0<\/sup>(110)<\/sup><\/span>\u00a0U-38<\/em>\u2019s next encounter with the Irish tricolour was less gallant.\u00a0U-38<\/em>\u00a0shelled the fishing trawler\u00a0Leukos<\/em>, all 11 crew were lost. Inver Tankers\u2019 entire fleet was lost in the war.\u00a0(note50)\u00a0<\/sup>(note51)\u00a0<\/sup>(114)<\/sup><\/span>\u00a0(note52)\u00a0<\/sup>(116)<\/sup><\/span><\/span><\/p>\n

    U-boat encounters<\/span><\/h2>\n

    Vizeadmiral Karl D\u00f6nitz issued a standing order to U-boats on 4 September 1940, which defined belligerent, neutral and friendly powers. Neutral included \u201cIreland in particular\u201d. The order concluded: \u201cIreland forbids the navigation of her territorial waters by warships under threat of internment. That prohibition is to be strictly observed out of consideration for the proper preservation of her neutrality. Signed, D\u00f6nitz\u201d.\u00a0(117)<\/sup><\/span>\u00a0However those orders did not always protect Irish ships. Wolf Jeschonnek, commander of\u00a0U-607<\/em>\u00a0was mildly reprimanded \u201cAn understandable mistake by an eager captain\u201d for sinking Irish Oak.\u00a0(118)<\/sup><\/span>\u00a0When U-46 sank Luimneach on the Lisbon run, her commander recorded in his war diary \u201cflying a British or Irish flag\u201d.\u00a0(119)<\/sup><\/span>\u00a0A supplement to D\u00f6nitz\u2019s order found after\u00a0U-260<\/em>\u00a0was scuttled off Cork\u00a0(120)<\/sup><\/span>\u00a0read: \u201cfor political reasons, Irish ships and also at times Irish convoys are not to be attacked within the blockade zone if they are seen to be such. However, there is no special obligation to determine neutrality in the blockade zone.\u201d.\u00a0(121)<\/sup><\/span><\/span><\/p>\n

    \n

    Oil painting by\u00a0Kenneth King:\u00a0from the deck of\u00a0U-753<\/i>, signalling to\u00a0Irish Willow<\/i>\u00a0\u201csend master and ships papers\u201d\u00a0(National Maritime Museum of Ireland)<\/span><\/p>\n

     <\/p>\n<\/div>\n

    There were many encounters with U-boats, some pleasant, others not so. On 16 March 1942\u00a0Irish Willow<\/em>\u00a0was stopped by\u00a0U-753<\/em>,\u00a0(122)<\/sup><\/span>\u00a0which signalled \u201cSend master and ship\u2019s papers\u201d. As Capt Shanks hailed from Belfast and therefore legally a British subject, this was considered unwise. Chief Officer Harry Cullen and four crew rowed to the U-boat. He said that his (39-year-old) captain was too elderly for the boat. He added that it would be Saint Patrick\u2019s Day in the morning. To celebrate the occassion, they were treated to schnapps in the conning tower and given a bottle of cognac to bring back to the crew of the\u00a0Irish Willow<\/em>.\u00a0(123)<\/sup><\/span>\u00a0On a later voyage\u00a0Irish Willow<\/em>\u00a0performed a dangerous rescue of 47 British sailors from\u00a0Empire Breeze<\/em>.\u00a0(note53)\u00a0<\/sup>(124)<\/sup><\/span>\u00a0(note54)<\/sup><\/span><\/p>\n

    On 20 March 1943 U-638, commanded by Kapit\u00e4nleutnant Heinrich Oskar Bernbeck stopped\u00a0Irish Elm<\/em>. Rough seas prevented\u00a0Elm<\/em>\u2019s crew from pulling their rowboat alongside the submarine to present their papers, so the interview was conducted by shouting. In the course of the conversation,\u00a0Elm<\/em>\u2019s Chief Officer Patrick Hennessy gave D\u00fan Laoghaire as his home address. Bernbeck asked if \u201cthe strike was still on in Downey\u2019s?\u201d,\u00a0(125)<\/sup><\/span>\u00a0a pub near D\u00fan Laoghaire harbour. (The Downey\u2019s strike started in March 1939 and lasted 14 years).\u00a0(126)<\/sup><\/span>)<\/span><\/p>\n

    \n

     <\/p>\n<\/div>\n

    Convoys<\/span><\/h3>\n

    The Irish and British authorities co-operated in the chartering of ships. They made combined purchases of wheat, maize, sugar, animal feeds and petrol.\u00a0(79A)<\/sup><\/span><\/span><\/p>\n

    At the start of the war, Irish ships sailed in convoys protected by the Royal Navy. The advantages were protection and insurance. These advantages were not borne out by experience. So they chose to sail alone.\u00a0(127)<\/sup><\/span>\u00a0Insurers such as Lloyd\u2019s of London charged a higher premium to insure ships not in convoy, or refused insurance. So ship-owners instructed their ships to accept the British offer of Royal Navy protection. Events caused them to review the value of insurance and the ability of the Roal Navy to protect them.<\/span><\/p>\n

    The value of insurance was reviewed after the failure of the life insurance claim following the loss of\u00a0City of Waterford<\/em>. When she joined Convoy OG 74, the lives of the crew were insured. The ship suffered a collision with the Dutch tugboat\u00a0Thames<\/em>, and sank.\u00a0Waterford<\/em>\u2019s crew were taken aboard by HMS\u00a0Deptford<\/em>\u00a0and then transferred to the rescue ship\u00a0Walmer Castle<\/em>.\u00a0(128)<\/sup><\/span>\u00a0Walmer Castle<\/em>\u00a0was bombed two days later\u00a0(129)<\/sup><\/span>\u00a0and five of\u00a0City of Waterford<\/em>\u2019s survivors were killed. When their families made life insurance claims, they were refused, because at their time of death they were not crew of\u00a0City of Waterford<\/em>, but passengers of\u00a0Walmer Castle<\/em>.\u00a0(130)<\/sup><\/span>\u00a0Later the Irish government introduced a compensation scheme for seamen lost or injured on Irish ships\u00a0(131)<\/sup><\/span>\u00a0and Irish Shipping opened its own marine insurance subsidiary, which made a handsome profit.\u00a0(132)<\/sup><\/span>\u00a0(note55)<\/sup><\/span><\/p>\n

    The ability of the Royal Navy to protect was questioned after the losses suffered in convoy OG-71, known as \u201cnightmare convoy\u201d\u00a0(133)<\/sup><\/span>. Two Limerick Steamship Company ships,\u00a0Lanahrone<\/em>\u00a0and\u00a0Clonlara<\/em>\u00a0were part of convoy\u201d OG 71, which left Liverpool on 13 August 1941.\u00a0(134)<\/sup><\/span>\u00a0bound for Gibralter. On 19 August in separate attacks the Norwegian destroyer HNoMS\u00a0Bath<\/em>\u00a0was drawn away from the convoy and sunk by\u00a0U-204<\/em>,\u00a0(136)<\/sup><\/span>\u00a0and three minutes later\u00a0U-559<\/em>\u00a0sank the British merchant ship\u00a0Alva<\/em>.\u00a0(0)<\/sup><\/span>\u00a0(138)<\/sup><\/span>\u00a0The Limerick ship\u00a0Clonlara<\/em>\u00a0rescued 13 survivors from\u00a0Alva<\/em>.\u00a0(139)<\/sup><\/span>\u00a0Two hours later\u00a0U-201<\/em>\u00a0sank the Commodore ship\u00a0Aguila<\/em>\u00a0(140)<\/sup><\/span>\u00a0and the British cargo ship\u00a0Ciscar<\/em>.\u00a0(141)<\/sup><\/span>\u00a0The convoy was subjected to continous attack.\u00a0U-564<\/em>\u00a0sank\u00a0Clonlara<\/em>.\u00a0(142)<\/sup><\/span>\u00a0The corvette HMS\u00a0Campion<\/em>\u00a0rescued 13 survivors (eight from\u00a0Clonlara<\/em>\u00a0and five from\u00a0Alva<\/em>). In all, eight merchant ships,\u00a0(0)<\/sup><\/span>\u00a0two naval escorts and over 400 lives were lost,\u00a0(note56)\u00a0<\/sup>(143)<\/sup><\/span>\u00a0when the decision was taken to retreat to neutral Lisbon. Five of the convoy\u2019s surviving merchant ships reached Gibraltar; 10 retreated to neutral Portugal.\u00a0(134A)<\/sup><\/span>\u00a0(144)<\/sup><\/span>\u00a0This was described as \u201ca bitter act of surrender as could ever come our way\u201d.\u00a0(145)<\/sup><\/span>\u00a0The\u00a0City of Dublin<\/em>\u00a0had arrived in Lisbon earlier with the new crew of the\u00a0Irish Poplar<\/em>. The two Irish crews saw the sad remneants of OG-71 limp in.\u00a0Lanahrone<\/em>\u2019s crew initially refused to return in convoy and went on strike, which was resolved with extra life-rafts and pay;\u00a0Lanahrone<\/em>\u00a0returned in Convoy HG 73. Nine of the 25 ships in that convoy were lost.\u00a0(0)<\/sup><\/span>\u00a0The crew of\u00a0Irish Poplar<\/em>\u00a0resolved to sail home alone.\u00a0(147)<\/sup><\/span>\u00a0Captain Matthew Moran cabled Irish Shipping to say that they would travel alone. While\u00a0City of Dublin<\/em>\u00a0brought\u00a0Clonlara<\/em>\u2019s survivors to Cork, These experiences of the inability of the Royal Navy to protect merchant ships had a most profound effect on all Irish Ships. Ship-owners, on the advice of their masters, decided not to sail their vessels in convoys and by the early months of 1942 the practice had ceased.\u00a0(148)<\/sup><\/span><\/span><\/p>\n

    Captain William Henderson of\u00a0Irish Elm<\/em>, returning from a transatlantic voyage reported \u201ccircled by two German bombers, probably Condors, they circled for a considerable time and inspected closely but didn\u2019t molest. The incident had given the crew great confidence in the protection afforded by the neutral markings\u201d.\u00a0(149)<\/sup><\/span>\u00a0However there were many instances when those markings were not respected.<\/span><\/p>\n

    Trade routes<\/span><\/h2>\n

    Cross-Channel<\/span><\/h3>\n

    This \u201ccross-channel\u201d trade accounted for most\u00a0(note57)\u00a0<\/sup>of Ireland\u2019s trade.\u00a0(150)<\/sup><\/span>\u00a0The ships ranged, in age, from\u00a0Dundalk built<\/em>, two years before the start of the war, in 1937 to\u00a0Brooklands<\/em>\u00a0built in 1859.\u00a0(61A)<\/sup><\/span>\u00a0The most important vessels to Ireland were the ten colliers and to Britain the livestock carriers.\u00a0(74A)<\/sup><\/span>\u00a0Initially Germany respected the neutrality of Irish vessels, apologising for the first attack on the collier\u00a0Kerry Head<\/em>\u00a0and paying compensation.\u00a0(58)<\/sup><\/span>\u00a0Losses came from mines, rather than direct attacks.\u00a0Meath<\/em>\u00a0suffered such a fate; while she was being inspected by the British Naval Control Service, she was struck by a magnetic mine, drowning seven hundred cattle, and destroying both vessels.\u00a0(151)<\/sup><\/span><\/span><\/p>\n

    In August 1940 Germany \u201crequired\u201d Ireland to cease food exports to Britain.\u00a0(152)<\/sup><\/span>\u00a0Ireland failed to comply. On 17 August 1940, Germany declared a large area around Britain to be a \u201cscene of warlike operations\u201d.\u00a0(153)<\/sup><\/span>\u00a0It was believed that attacks on Irish ships and the bombing of Campile was to reinforce that message.\u00a0(154)<\/sup><\/span>\u00a0Lord Haw-Haw in a broadcast on German radio, threatened that Dundalk would be bombed if the export of cattle to Britain continued.\u00a0(155)<\/sup><\/span>\u00a0On 24 July 1941, George\u2019s Quay, Dundalk was bombed.\u00a0(156)<\/sup><\/span>\u00a0Nonetheless, the trade continued.<\/span><\/p>\n

    The first attack, after the German ultimatum, was against the schooner\u00a0Lock Ryan<\/em>, returning to Arklow. She was strafed and bombed by three German aircraft. Fortunately\u00a0Lock Ryan<\/em>\u2019s cargo of china clay absorbed the blast and although badly damaged, she survived. Germany acknowledged the attack but refused to pay compensation for the damage as she was in \u201cthe blockaded area\u201d,\u00a0(157)<\/sup><\/span>\u00a0\u201cthrough which the Irish had been offered free passage but on terms which were rejected\u201d.\u00a0(158)<\/sup><\/span>\u00a0There were many attacks on ships on the cross-channel trade. In 1940 nine Irish ships were lost.\u00a0(note58)\u00a0<\/sup>That figure may be small compared with Allied losses, but it represents a larger proportion of the small Irish fleet.\u00a0(53A)<\/sup><\/span>\u00a0There were restrictions on reporting attacks on ships. Frank Aiken, the government minister whose responsibilities included censorship, reverted this policy when the collier\u00a0Glencree<\/em>\u00a0was strafed.\u00a0(163)<\/sup><\/span>\u00a0His intention was to let Germany know that the Irish public know, and \u201cthey don\u2019t like it\u201d.\u00a0(158A)<\/sup><\/span> There had been an Allied proposal for\u00a0<\/span>transshipment.\u00a0<\/span>(note59)\u00a0<\/sup>William Warnock, the Irish charg\u00e9 d\u2019affaires in Berlin told\u00a0<\/span><\/p>\n

    \"loss

    Oil painting by Kenneth King on display in the National Maritime Museum<\/p><\/div>\n

    Germany that Ireland was refusing to transship British cargoes,\u00a0<\/span>(160)<\/sup><\/span>\u00a0while protesting against the attacks on Irish ships, and other neutral ships with Irish cargoes.\u00a0<\/span>(161)<\/sup><\/span>\u00a0Deliberate attacks on cross-channel shipping ceased on 5 November 1941,\u00a0<\/span>(162)<\/sup><\/span>\u00a0(note60)\u00a0<\/sup>(note61)\u00a0<\/sup>There were attacks on other routes. Mines were a constant danger.<\/span><\/p>\n

    \n

    The\u00a0City of Limerick<\/em><\/span>was bombed and sunk on 15 July 1940 in the Bay of Biscay while on the \u201cLisbon Run\u201d, with a cargo of fruit, en route to Liverpool for inspection. Ship and two crew were lost.<\/span><\/p>\n

    The Iberian trade<\/span><\/p>\n<\/div>\n

    On November 1939, Roosevelt signed the Fourth Neutrality Act forbidding American ships from entering the \u201cwar zone\u201d,\u00a0(164)<\/sup><\/span>\u00a0which was defined as a line drawn from Spain to Iceland. Cargoes intended for Ireland were shipped to Portugal. It was up to the Irish to fetch them from there.\u00a0(165)<\/sup><\/span>\u00a0This route, known as the \u201cIberian Trade\u201d or the \u201cLisbon run\u201d. Setting sail from Ireland the ships carried agricultural products to the United Kingdom. There they would discharge their cargo, load up a British export (often coal)\u00a0(note62)\u00a0<\/sup>, refuel and carry it to Portugal.\u00a0(48)<\/sup><\/span>\u00a0In Portugal, usually Lisbon, Irish ships delivered the British export\u00a0(174)<\/sup><\/span>\u00a0and loaded the waiting American cargo, such as fertilizer or agricultural machinery.<\/span><\/p>\n

    Sometimes the cargo was not there: it may have been delayed, or lost at sea due to the war. In this case, the Irish captains would load a \u201ccargo of opportunity\u201d and bring it back to Ireland. This might be wheat or oranges; on occasions, they even purchased the cargo of coal on their own ship. MV Kerlogue was fortunate to have a cargo of coal when two unidentified aircraft attacked her with cannon fire. The shells lodged in the coal, rather than piercing her hull.\u00a0(166)<\/sup><\/span>\u00a0Britain denied involvement, but when the coal was discharged shell fragments of British manufacture were found. The attackers were de Havilland Mosquitos of the Polish squadron of the RAF.\u00a0(note63)<\/sup><\/span><\/p>\n

    Other Irish ships were was not so fortunate.\u00a0Cymric<\/em>\u00a0vanished in the same waters without a trace.<\/span><\/p>\n

    The Lisbon run was undertaken by small coastal trading vessels, commonly called coasters, which were not designed for deep-sea navigation.\u00a0(48A)<\/sup><\/span>\u00a0Small, and having low freeboard (frequently around one foot) these ships were designed never to be out of sight of land, and to be able to make quickly to a harbour when the weather turned foul.\u00a0Kerlogue<\/em>\u00a0has become the exemplar of the Irish Mercantile Marine in the Emergency. Only 335 gross register tons (GRT) and 142 feet long, Kerlogue was attacked by both sides\u00a0(169)<\/sup><\/span>\u00a0and rescued both sides. Her rescue of 168 German sailors,\u00a0(170)<\/sup><\/span>\u00a0given her size, was dramatic.<\/span><\/p>\n

    From January 1941, British authorities required Irish ships to visit a British port and obtain a \u201cnavicert\u201d.\u00a0(171)<\/sup><\/span>\u00a0This visit sometimes proved fatal.\u00a0(172)<\/sup><\/span>\u00a0It also added up to 1,300 miles to the voyage.\u00a0(173)<\/sup><\/span>\u00a0A ship with a \u201cnavicert\u201d was given free passage through allied patrols and fuel,\u00a0(104A)<\/sup><\/span>\u00a0however they would be searched.<\/span><\/p>\n

     <\/p>\n

    Atlantic routes<\/span><\/h3>\n
    \n

    Oil painting of SS\u00a0Irish Poplar<\/i>, by artist\u00a0\u00a0Kenneth King\u00a0courtesy of Cormac Lowth.<\/span><\/p>\n

     <\/p>\n<\/div>\n

    Some British ships traded between Ireland and Britain. Other destinations were served by Irish and other neutral ships. Philip Noel-Baker (Churchill\u2019s Parliamentary Secretary) was able to tell the British parliament that \u201cno United Kingdom or Allied ship has been lost while carrying a full cargo of goods either to or from Eire on an ocean voyage.\u201d\u00a0(175)<\/sup><\/span>\u00a0He added \u201ca very high proportion of imports from overseas sources into Eire, and of such exports as are sent overseas from Eire, are already carried in ships on the Eire or on a neutral register.\u201d and \u201cThe trade between Great Britain and Eire is of mutual benefit to both countries, and the risks to British seamen which it involves are small.\u201d\u00a0(175A)<\/sup><\/span><\/span><\/p>\n

    In the economic depression of the 1930s, the Limerick Steamship Company sold both its ocean-going ships, Knockfierna and Kilcredane.\u00a0(165A)<\/sup><\/span>\u00a0They were Ireland\u2019s last ocean-going ships. At the outbreak of hostilities Ireland did not have a ship designed to cross the Atlantic. British ships were not available. American ships would only travel to Portugal. Ireland depended on other neutrals. In 1940 a succession of these ships, from Norway,\u00a0(note64)\u00a0<\/sup>Greece,\u00a0(note65)\u00a0<\/sup>Argentina,\u00a0(note66)\u00a0<\/sup>(178)<\/sup><\/span>\u00a0and Finland,\u00a0(note67)\u00a0<\/sup>(179)<\/sup><\/span>\u00a0usually carrying wheat to Ireland, were lost. Soon many of these nations were no longer neutral. Ireland had to acquire its own fleet. Irish Shipping was formed. Irish Poplar was Irish Shipping\u2019s first ship. It was acquired in Spain after it had been abandoned by its crew.\u00a0(44A)<\/sup><\/span>\u00a0Other ships were acquired from Palestine, Panama, Jugoslavia\u00a0(note68)\u00a0<\/sup>, and Chile. The Irish government minister Frank Aiken negotiated the bareboat chartering of two oil-burning steamships from the United States Maritime Commission\u2019s reserve fleet.\u00a0(180)<\/sup><\/span>\u00a0They were both lost to U-boats. Irish Oak was sunk in controversial circumstances by U-607. All 33 crew of Irish Pine were lost when she was sunk by U-608. Three ships were from Estonia, They were in Irish ports when Estonia was annexed by the Soviet Union. Their crews refused to return to the new Estonian SSR. The ships were sold to Irish Shipping.\u00a0(note69)\u00a0<\/sup>(181)<\/sup><\/span>\u00a0(182)<\/sup><\/span>\u00a0The SS Cetvrti (Jugoslavia) was abandoned in Dingle Bay after being strafed on 1 December 1940. She was salvaged by Fort Rannoch of the Irish Navy; she was purchased and renamed Irish Beech.\u00a0(183)<\/sup><\/span>\u00a0An Italian ship, Caterina Gerolimich had been trapped in Dublin since the outbreak of the war. After the fall of Italian Fascism she was chartered, repaired and renamed Irish Cedar. When the war was over, she returned to Naples with a cargo of food, a gift from Ireland to war-ravaged Italy. Irish Hazel was bought on 17 June 1941. She was 46 years old, and required extensive repairs. \u201cShe was fit for nothing but the scrap yard.\u201d\u00a0(184)<\/sup><\/span>\u00a0A British yard bid for, and won, the contract to renovate her. This work was completed in November 1943. Even though the Irish government paid for her purchase and for the repairs she was requisitioned by the British Ministry of War Transport and renamed Empire Don.\u00a0(note70)\u00a0<\/sup>.The Irish Shipping fleet imported, across the Atlantic: 712,000 tons of wheat, 178,000 tons of coal, 63,000 tons of phosphate (for fertilizer), 24,000 tons of tobacco, 19,000 tons of newsprint, 10,000 tons of timber and 105,000 tons of assorted other cargo.\u00a0(187)<\/sup><\/span><\/span><\/p>\n

    After the war<\/span><\/h2>\n

    When the hostilities were over, on 16 May 1945, \u00c9amon de Valera, in his speech to the nation said: \u201cTo the men of our Mercantile Marine who faced all the perils of the ocean to bring us essential supplies, the nation is profoundly grateful.\u201d\u00a0(189)<\/sup><\/span>\u00a0The Ringsend area of Dublin has a long maritime tradition. When housing was being redeveloped in the 1970s, some streets were named after ships which were lost: Breman Road, Breman Grove, Cymric Road, Isolda Road, Pine Road, Leukos Road, Kyleclare Road and Clonlara Road. The \u201cAn Bonn Seirbh\u00edse \u00c9igeand\u00e1la\u201d for \u201cAn tSeirbh\u00eds Mhuir-Thr\u00e1cht\u00e1la\u201d or in English: \u201cEmergency Service Medal\u201d of the \u201cMercantile Marine Service\u201d,was awarded to all who had served six months, or longer, on an Irish-registered ship in the Emergency.\u00a0(190)<\/sup><\/span><\/span><\/p>\n

    On 24 September 2001, a plinth and plaque, embossed with the Irish tricolour was erected to commemorate those crews lost on neutral Irish registered vessels in 1939-45. \u201ca very significant gesture by our British friends towards recognising the debt of honour owed to all shipmates irrespective of nationality who lost their lives in the Second World War.\u201d\u00a0(191)<\/sup><\/span>\u00a0in the National Memorial Arboretum in England.\u00a0(192)<\/sup><\/span>\u00a0In Dublin, an annual commemoration, is held on the third Sunday of November. The Cork commemoration is held on the fourth Sunday of November in the former offices of the White Star Line. The Belfast commemoration is held on the second Sunday of May.<\/span><\/p>\n

    Footnotes<\/span><\/h5>\n
      \n
    • note 1\u00a0^^\u00a0lost with all hands 24 Feb 1944<\/span><\/li>\n
    • note 2\u00a0^^\u00a0Liverpool Maritime Museum<\/span><\/li>\n
    • note 3\u00a0^^\u00a0featured in the film\u00a0Moby Dick<\/em><\/span><\/li>\n
    • note 4\u00a0^^\u00a0featured in the film\u00a0Moby Dick<\/em><\/span><\/li>\n
    • note 5\u00a0^^\u00a0Was a Q-ship in WW1. Later starred in several films. 20 Dec 1944 wrecked during a storm in the Solway Firth.<\/span><\/li>\n
    • note 6\u00a0^^\u00a011 November 1940, struck a mine near the Saltees, 24 died<\/span><\/li>\n
    • note 7\u00a0^^\u00a021 December 1940, leaving Liverpool with 220 passengers and crew, struck a mine off New Brighton and sank. Four died.<\/span><\/li>\n
    • note 8\u00a0^^\u00a0The B & I Line had other ships on the British registry and are not discussed in this article.<\/span><\/li>\n
    • note 9\u00a0^^\u00a016 August 1940, struck a mine and sank, all survived<\/span><\/li>\n
    • note 10\u00a0^^\u00a02 February 1940 on entering Liverpool Bay with over 250 passengers and crew, struck a mine and sank, all survived<\/span><\/li>\n
    • note 11\u00a0^^\u00a022 March 1941, the collier Saint Fintan was sailing from Drogheda to Cardiff, she was bombed by the Luftwaffe off the coast of Pembrookshire and sank with all hands. Nine died<\/span><\/li>\n
    • note 12\u00a0^^\u00a015 May 1943 torpedoed by\u00a0U-607<\/em>\u00a0and sank. Crew rescued twelve hours later by\u00a0Irish Plane<\/em><\/span><\/li>\n
    • note 13\u00a0^^\u00a015 November 1942 torpedoed and sunk by\u00a0U-608<\/em>\u00a0with all hands. 33 died<\/span><\/li>\n
    • note 14\u00a0^^\u00a0was in convoy OG71, known as \u201cNightmare Convoy\u201d, when on 22 August 1941 she was torpedoed and sunk by\u00a0U564<\/em>. 11 died, 13 survived<\/span><\/li>\n
    • note 15\u00a0^^\u00a023 February 1943, torpedoed and sunk by\u00a0U456<\/em>\u00a0while importing wheat from Lisbon for Dublin. All 18 crew lost.<\/span><\/li>\n
    • note 16\u00a0^^\u00a04 September 1940 sunk by gunfire from\u00a0U46<\/em>\u00a0crew survived<\/span><\/li>\n
    • note 17\u00a0^^\u00a04 January 1940 struck rocks near Cape Clear and was lost.<\/span><\/li>\n
    • note 18\u00a0^^\u00a021 January 1940 groundfed and lost on the Goodwin Sands.<\/span><\/li>\n
    • note 19\u00a0^^\u00a02 June 1942 sunk by gunfire from\u00a0U46<\/em>\u00a0crew survived<\/span><\/li>\n
    • note 20\u00a0^^\u00a015 July 1940 bombed and sunk. Two crew died.<\/span><\/li>\n
    • note 21\u00a0^^\u00a019 September 1941 while in convoy OG74 she was accidentally rammed and sunk by the Dutch tug\u00a0Thames<\/em>.\u00a0click here to read more<\/span><\/li>\n
    • note 22\u00a0^^\u00a022 Oct 1940 bombed and sunk off Cape Clear Island, all 12 crew died.<\/span><\/li>\n
    • note 23\u00a0^^\u00a07 March 1942 wrecked in a storm off Donegal<\/span><\/li>\n
    • note 24\u00a0^^\u00a017 September 1941 while trying to avoid mines she grounded on a sandbank in the Bristol Channell and was wrecked<\/span><\/li>\n
    • note 25\u00a0^^\u00a0In Ireland it is the \u201cMercantile Marine\u201d; in the United Kingdom, it is the \u201cMerchant Navy\u201d; in the USA, it is the \u201cMerchant Marine\u201d.<\/span><\/li>\n
    • note 26\u00a0^^\u00a0\u00c9ire is the Irish name for Ireland. From 1937 \u201cIreland\u201d was the correct name for the country. Prior to that it was the \u201cIrish Free State\u201d. British documents of the time, tended to use the word \u201cEire\u201d while the USA used \u201cIrish Republic\u201d. Churchill said \u201cSouthern Ireland\u201d.<\/span><\/li>\n
    • note 27\u00a0^^\u00a0At least 534 lives were saved by Irish ships, this excludes rescues by lifeboats, fishing trawlers and other craft. It also excludes transfers, such as on 3 September 1939, the day war was declared,\u00a0U-30<\/em>\u00a0sank the liner\u00a0Athenia<\/em>\u00a0with 1,103 passengers aboard. 430 survivors were rescued by the Norwegian\u00a0Knute Nelson<\/em>. They were transferred to the Irish\u00a0Cathair na Gaillimhe<\/em>\u00a0and brought to Galway. They were met by a group sent by the American ambassador London to assist Americans. This group included his son, John Fitzgerald Kennedy.<\/span><\/li>\n
    • note 28\u00a0^^\u00a0Most sources say 521.\u00a05<\/sup><\/span>\u00a0This comes from a list of rescues in Appendix 4 of Frank Forde\u2019s book The Long Watch.\u00a06<\/sup><\/span>\u00a0However that list is incomplete, it omits the rescue of 13 survivors from\u00a0Roxby<\/em>\u00a0by\u00a0Irish Beech.<\/em>\u00a07<\/sup><\/span><\/span><\/li>\n
    • note 29\u00a0^^\u00a0\u201cThe Emergency\u201d was an official euphemism used by the Irish Government to refer to World War II.<\/span><\/li>\n
    • note 30\u00a0^^\u00a0As the Dublin registered Inver tanker fleet had been transferred to the British register.<\/span><\/li>\n
    • note 31\u00a0^^\u00a0Coaster: as the name implies, these ships were suited to travelling close to shore, between ports on the same island. They were suited for shallow waters, unsuited for the oceans. The assumption was that if a storm threatened they could promptly reach the safety of a harbour.<\/span><\/li>\n
    • note 32\u00a0^^\u00a0In their election manifesto in 1948 Fianna F\u00e1il claimed to have established 100 new industries and 900 factories.<\/span><\/li>\n
    • note 33\u00a0^^\u00a0The government set up the \u201cCommission of Inquiry into Banking, Currency and Credit\u201d<\/span><\/li>\n
    • note 34\u00a0^^\u00a0The five were: Prudential, Britannic, Liverpool Victoria Friendly Society, Pearl, and Refuge; The Royal Liver remained.<\/span><\/li>\n
    • note 35\u00a0^^\u00a0As a consequence of the great depression, life assurers went technically insolvent. These companies were: City of Dublin Assurance Company, Irish Life and General Assurance Company, Irish National Assurance Company, and Munster and Leinster Assurance Company. The government merged these.<\/span><\/li>\n
    • note 36\u00a0^^\u00a0Irish Shipping was initially 51% government owned<\/span><\/li>\n
    • note 37\u00a0^^\u00a0Up to then most Irish-registered ships had been flying the red ensign of the United Kingdom Merchant Navy<\/span><\/li>\n
    • note 38\u00a0^^\u00a0There were over 200 passengers and 50 crew on board. A few hours later they were all rescued by the collier\u00a0Ringwall<\/em>.\u00a046<\/sup><\/span>\u00a0Four were injured; and one died later.\u00a058<\/sup><\/span><\/span><\/li>\n
    • note 39\u00a0^^\u00a0Anglia<\/em>\u00a0was withdrawn in 1935\u00a059<\/sup><\/span><\/span><\/li>\n
    • note 40\u00a0^^\u00a0\u201cIreland did actually have the British over a barrel for a very simple reason \u2013 there was going to be a very large war in Europe and it was also evident from the First World War experience that there was a huge danger of Britain and Ireland being cut off from food supplies overseas\u201d.\u00a069<\/sup><\/span><\/span><\/li>\n
    • note 41\u00a0^^\u00a0Cattle numbers peaked at 4,246,000 in 1944\u00a078<\/sup><\/span>\u00a0yet consumption remained level and official exports fell<\/span><\/li>\n
    • note 42\u00a0^^\u00a0In June 1942 Lemass told the D\u00e1il that there were only 42,000 acres under sugar beet, as against 73,000 in 1941; this was due to the shortage of artificial fertilizer\u00a087<\/sup><\/span><\/span><\/li>\n
    • note 43\u00a0^^\u00a0At this time, in Ireland, imperial tons (also called long ton) were used, that is 1 ton = 2,240 pounds, or 1,016 kilograms<\/span><\/li>\n
    • note 44\u00a0^^\u00a0at least 12.5% of all holdings over 10 acres would have to be made available for tillage<\/span><\/li>\n
    • note 45\u00a0^^\u00a0David Gray was not titled \u201cambassador\u201d, but \u201cEnvoy Extraordinary and Minister Plenipotentiary\u201d.<\/span><\/li>\n
    • note 46\u00a0^^\u00a0The Oil Refinery was to be built on right side Alexandra Rd. going towards ferry port, beyond ocean pier<\/span><\/li>\n
    • note 47\u00a0^^\u00a0(from Admiralty archives) \u201cThe Eire government attached no conditions of any kind to the transfer of flag and were most helpful and gave every assistance in securing the use of the ships for His Majesty\u2019s government\u201d<\/span><\/li>\n
    • note 48\u00a0^^\u00a0Dwyer says that there was an agreement, but Britain violated it<\/span><\/li>\n
    • note 49\u00a0^^\u00a0The crew took to the lifeboats.\u00a0Inverliffey<\/em>\u00a0burned fiercely, endangering the lifeboats. At risk to herself,\u00a0U-38<\/em>\u00a0approached and threw lines to the lifeboats and towed them to safety.\u00a0107<\/sup><\/span>\u00a0As Captain Trowsdale\u2019s lifeboat was damaged, they were allowed to board the U-boat. The captain did not have a lifebelt, so he was given one. The crew were transferred to the neutral American tanker\u00a0R.G. Stewart<\/em>.\u00a0108<\/sup><\/span>\u00a0109<\/sup><\/span>Neither\u00a0Inverliffey<\/em>\u00a0nor\u00a0U-38<\/em>\u00a0would have been aware of the registry change.\u00a0103<\/sup><\/span>\u00a0In a later voyage\u00a0U-38<\/em>\u00a0landed Walter Simon, alias \u201cKarl Anderson\u201d,a Nazi agent, at Dingle Bay in Ireland on the night of 12 June 1940. He was promptly arrested.<\/span><\/li>\n
    • note 50\u00a0^^\u00a0These tankers, because of their cargo, were highly combustible when attacked.\u00a0Inversuir<\/em>\u00a0was in ballast (empty) when torpedoed by\u00a0U-48<\/em>, which then surfaced and fired 51 rounds from the deck gun, without sinking her. Three hours later\u00a0U-48<\/em>\u00a0fired another torpedo and left, leaving\u00a0Inversuir<\/em>\u00a0still afloat. The next night she was sunk by\u00a0U-75<\/em>\u00a0111<\/sup><\/span><\/span><\/li>\n
    • note 51\u00a0^^\u00a0Inverlane<\/em>\u00a0became a popular dive site\u00a0112<\/sup><\/span>\u00a0113<\/sup><\/span>\u00a0She was still visible above the water until a storm on 29 January 2000,\u00a0Inverlane<\/em>\u00a0finally sank below the waves.<\/span><\/li>\n
    • note 52\u00a0^^\u00a0Inverdargle<\/em>\u00a0hit a mine laid by\u00a0U-32<\/em>,\u00a0115<\/sup><\/span>Inverilen<\/em>,\u00a0Inverlee<\/em>, and\u00a0Invershannon<\/em>\u00a0were torpedoed.<\/span><\/li>\n
    • note 53\u00a0^^\u00a0Empire Breeze<\/em>, a British ship, was in convoy ON-122 with fog closing in, when she was torpedoed by both\u00a0U-176<\/em>\u00a0and\u00a0U-438<\/em><\/span><\/li>\n
    • note 54\u00a0^^\u00a0the rest of the convoy ON-122 sailed on, as nine u-boats were stalking them.\u00a0Irish Willow<\/em>\u00a0answered the SOS. She was in danger of collision because of the dense fog. 47 crew of\u00a0Empire Breeze<\/em>\u00a0were rescued; one was lost.<\/span><\/li>\n
    • note 55\u00a0^^\u00a0After the war Irish Shipping floated off the insurance subsidiary as the Insurance Corporation of Ireland. Much later it was taken over by Allied Irish Banks. After some ill-advised decisions, it had to be rescued by the state and eventually liquidated.<\/span><\/li>\n
    • note 56\u00a0^^\u00a0Over 400 were lost, including 152 from the commodore ship\u00a0Aguila<\/em>. They included the 22 \u201clost wrens\u201d who were en route to Gibraltar.<\/span><\/li>\n
    • note 57\u00a0^^\u00a0Britain accounted for half of imports and almost all exports, see www.cso.ie<\/span><\/li>\n
    • note 58\u00a0^^\u00a0February 2:\u00a0Munster<\/em>; 9 March:\u00a0Leukos<\/em>; 15 July:\u00a0City of Limerick<\/em>; 15 August:\u00a0Meath<\/em>; 22 October:\u00a0Kerry Head<\/em>; 11 November:\u00a0Ardmore<\/em>\u00a0; 19 December:\u00a0Isolda<\/em>; 21 December:\u00a0Innisfallen<\/em>.<\/span><\/li>\n
    • note 59\u00a0^^\u00a0The transhipment proposal was for British north-American convoys to terminate at ports in the west of Ireland and their cargo transported overland to ports on Ireland\u2019s east coast for onward shipment to Britain. Lemass had proposed the idea well before the war, but it would require a very large investment in infrastructure.\u00a0159<\/sup><\/span>Ireland\u2019s transport infrastructure was woefully inadequate.<\/span><\/li>\n
    • note 60\u00a0^^\u00a0The rejection of transshipment might have been why these deliberate attacks ceased. Alternatively, this cessation could have been because Germany put a higher priority on attacking convoys bound for Malta or Murmansk<\/span><\/li>\n
    • note 61\u00a0^^\u00a0A later loss was from \u201cnatural causes\u201d,\u00a0Lock Ryan<\/em>\u00a0was wrecked in a storm, on 7 March 1942.<\/span><\/li>\n
    • note 62\u00a0^^\u00a0this earned foreign currency which Britian needed for the war<\/span><\/li>\n
    • note 63\u00a0^^\u00a0The British Naval Attach\u00e9 in Dublin reported to the Director of Naval Intelligence that it was \u201cunfortunate from a British point of view\u201d that Fortune (Captain of Kerlogue) had been involved in the Kerlogue incident as he was \u201calways ready to pass on any information in his possession\u201d.\u00a0166<\/sup><\/span>\u00a0In a damning indictment an Admiralty official concluded \u201cthere was nothing very suspicious about the ship and anyone but Polish pilots would have hesitated to attack without inquiring at base\u201d.\u00a0167<\/sup><\/span><\/span><\/li>\n
    • note 64\u00a0^^\u00a017 January 1940 Enid (Captain Wibe) of neutral Norway sailing from Steinkjer to Dublin, 10 miles north of Shetland, went to assist SS Polzella (British) which had been torpedoed by German submarine U-25, U-25 then shelled and sank Enid. Enid\u2019s crew survived. Polzella\u2019s crew were lost.\u00a0176<\/sup><\/span><\/span><\/li>\n
    • note 65\u00a0^^\u00a010 June 1940, Violando N Goulandris of then-neutral Greece sailing from Santa Fe to Waterford with a cargo of wheat was torpedoed by U-48 off Cape Finisterre 6 died 22 survived.\u00a0177<\/sup><\/span><\/span><\/li>\n
    • note 66\u00a0^^\u00a027 May 1940, Uruguay of neutral Argentina sailing from Rosario to Limerick with 6,000 tons of maize, sunk by scuttling charges by U-37 160 miles from Cape Villano, Costa da Morte, Spain 43.40\u00b0N 12.16\u00b0W. 15 died, 13 survived.<\/span><\/li>\n
    • note 67\u00a0^^\u00a010 July 1940: Petsamo of Finland, inward Rosario to Cork with a cargo of maize, torpedoed and sunk by U-34, four died<\/span><\/li>\n
    • note 68\u00a0^^\u00a0Yugoslavia<\/span><\/li>\n
    • note 69\u00a0^^\u00a044. \u2022 A Soviet claim to the ownership of these vessels was rejected by the Supreme Court \u2026 \u2026 did not recognize the Government of the USSR as the sovereign government of Latvia and Estonia.<\/span><\/li>\n
    • <\/li>\n<\/ul>\n

      Bibliography<\/span><\/h2>\n

      Books, Journals and web-sites consulted<\/span><\/p>\n

        \n
      • Anderson, Ernest,\u00a0Sailing Ships of Ireland\u00a0(1951) DuMorris<\/span><\/li>\n
      • Barton, Brian,\u00a0Northern Ireland in the Second World War\u00a0(1995) page:Belfast: Ulster Historical Foundation ISBN:978-0-901905-69-7.<\/span><\/li>\n
      • Bell, Jonathan; Watson, Mervyn,\u00a0A History of Irish Farming 1750-1950\u00a0(2008) page:Dublin: Four Courts Press ISBN:978-1-84682-096-0.<\/span><\/li>\n
      • Blair, Clay,\u00a0Hitler\u2019s U-Boat War. London Weidenfeld & Nicolson ISBN:0-297-84076-2.<\/span><\/li>\n
      • Burne, Lester H; Dean Burns, Richard, (eds.),\u00a0Chronological History of U.S. Foreign Relations: 1932-1988\u00a0Routledge ISBN:978-0-415-93916-4.<\/span><\/li>\n
      • Carroll, Joseph T,\u00a0Ireland in the war years\u00a0International Scholars Publications ISBN:978-1-57309-186-2.<\/span><\/li>\n
      • Coogan, Tim Pat,\u00a0De Valera\u00a0page:London: Arrow Books ISBN:0-09-995860-0.<\/span><\/li>\n
      • Coogan, Tim Pat,\u00a0Ireland in the Twentieth Century\u00a0page:London: Hutchinson ISBN:0-09-179427-7.<\/span><\/li>\n
      • Duggan, John P,\u00a0Neutral Ireland and the Third Reich\u00a0(1985) Gill and Macmillan ISBN:978-0-389-20598-2.<\/span><\/li>\n
      • Duggan, John P,\u00a0Herr Hempel\u00a0Irish Academic Press ISBN:0-7165-2757-X.<\/span><\/li>\n
      • Dwyer, T Ryle,\u00a0De Valera\u2019s Finest Hour\u00a0page:Cork: Mercier Press ISBN:0-85342-675-9.<\/span><\/li>\n
      • Dwyer, T Ryle,\u00a0Strained relations: Ireland at peace and the USA at war, 1941-45\u00a0Rowman & Littlefield ISBN:978-0-7171-1580-8.<\/span><\/li>\n
      • Dwyer, T Ryle,\u00a0Irish neutrality and the USA, 1939-47\u00a0(1977) Gill and Macmillan ISBN:978-0-87471-994-9.<\/span><\/li>\n
      • Dwyer, T Ryle,\u00a0Behind the Green Curtain – Ireland\u2019s Phoney Neutrality During World War II\u00a0page:Dublin: Gill and Macmillan, ISBN:978-0-7171-4638-3.<\/span><\/li>\n
      • Ferriter, Diarmaid ,\u00a0Judging DeV\u00a0page:Dublin: Royal Irish Academy ISBN:978-1-904890-28-7.<\/span><\/li>\n
      • Ferriter, Diarmaid,\u00a0What If? Alternative Views of Twentieth-Century Ireland\u00a0Gill & Macmillan ISBN:978-0-7171-3990-3.<\/span><\/li>\n
      • Fisk, Robert,\u00a0In Time of War\u00a0page:(Later republished as:In Time of War: Ireland, Ulster and the Price of Neutrality, 1939-45: page:London: Gill & Macmillan Ltd ISBN:978-0-7171-2411-4.<\/span><\/li>\n
      • Fitzgerald, John,\u00a0Are We Invaded Yet?\u00a0page:Cork: Callan Press<\/span><\/li>\n
      • Forde, Frank,\u00a0Maritime Arklow\u00a0(\u201d2000) page:D\u00fan Laoghaire: Glendale Press ISBN:0-907606-51-2.<\/span><\/li>\n
      • Gerwarth, Robert,\u00a0Twisted paths: Europe 1914-1945\u00a0Oxford University Press ISBN:978-0-19-928185-5.<\/span><\/li>\n
      • Gilligan, H.A,\u00a0A History of the Port of Dublin\u00a0page:Dublin: Gill and Macmillan ISBN:0-7171-1578-X.<\/span><\/li>\n
      • Gleichauf, Justin,\u00a0Unsung Sailors\u00a0Bluejacket Books ISBN:978-1-55750-420-3.<\/span><\/li>\n
      • Gray, Tony,\u00a0The Lost Years\u00a0(1997) page:London: Little Brown and Company ISBN:0-316-88189-9.<\/span><\/li>\n
      • Griven, Brian,\u00a0The Emergency\u00a0page:London: Macmillan ISBN:978-1-4050-0010-9.<\/span><\/li>\n
      • Johnston, Roy,\u00a0Century of Endeavour. Irish research series 46\u00a0Academica Press ISBN:978-1-930901-76-6.<\/span><\/li>\n
      • Kennedy, Michael,\u00a0Guarding Neutral Ireland,\u00a0page:Dublin: Four Courts Press ISBN:978-1-84682-097-7.<\/span><\/li>\n
      • Lee, Joseph,\u00a0Ireland 1912-1985\u00a0Cambridge University Press ISBN:9780521377416.<\/span><\/li>\n
      • Lund, Paul; Ludlam, Harry; Shuttleworth, Tom,\u00a0Nightmare Convoy\u00a0Foulsham ISBN:978-0-572-01452-0.<\/span><\/li>\n
      • MacAonghusa, Proinsias,\u00a0Quotations from Eamon de Valera,\u00a0page:Dublin: Mercier Press ISBN:0-85342-684-8.<\/span><\/li>\n
      • MacGinty, Tom,\u00a0The Irish Navy\u00a0page:Tralee: The Kerryman ISBN:0-946277-22-2.<\/span><\/li>\n
      • Manning, Maurice,\u00a0Blueshirts\u00a0(1971) University of Toronto Press ISBN:978-0-8020-1787-1.<\/span><\/li>\n
      • Mason, Ursula,\u00a0Britannia\u2019s daughters: the story of the WRNS\u00a0page:Barnsley: Leo Cooper ISBN:978-0-85052-271-6.<\/span><\/li>\n
      • McIvor, Aidan,\u00a0A History of the Irish Naval Service\u00a0page:Dublin: Irish Academic Press ISBN:0-7165-2523-2.<\/span><\/li>\n
      • McMahon, Sean,\u00a0Bombs over Dublin\u00a0page:Dublin: Currach Press ISBN:978-1-85607-983-9.<\/span><\/li>\n
      • McRonald, Malcolm,\u00a0The Irish Boats. Volume 3, Liverpool to Belfast\u00a0Tempus ISBN:978-0-7524-4235-8.<\/span><\/li>\n
      • Monsarrat, Nicholas,\u00a0Life is a Four Letter Word\u00a0page:London: Cassell ISBN:978-0-330-02294-1.<\/span><\/li>\n
      • O\u2019Carroll, John P,(ed.),\u00a0De Valera and his times\u00a0page:Murphy, John A: Cork University Press, ISBN:0-902561-26-X.<\/span><\/li>\n
      • O\u2019Connell, Cathal,\u00a0The State and Housing in Ireland\u00a0Nova Science Publishers Inc, ISBN:978-1-60021-759-3.<\/span><\/li>\n
      • \u00d3 Gr\u00e1da, Cormac,\u00a0A rocky road: the Irish economy since the 1920s. Insights from Economic History\u00a0(1997) page:Manchester: Manchester University Press ISBN:978-0-7190-4584-4.<\/span><\/li>\n
      • \u00d3 Drisceoil, Donal,\u00a0Censorship in Ireland, 1939-1945\u00a0Cork University Press ISBN:978-1-85918-074-7.<\/span><\/li>\n
      • O\u2019Halpin, Eunan,\u00a0Spying on Ireland\u00a0page:Oxford: Oxford University Press ISBN:978-0-19-925329-6.<\/span><\/li>\n
      • O\u2019Hanlon (Chairman), H.B.;,\u00a0Ports and Harbours Tribunal (1930). Report of the Ports and Harbours Tribunal\u00a0page:Dublin: Government Publications Sales Office<\/span><\/li>\n
      • Raymond, Raymond James,\u00a0page:In J.P. O\u2019Carroll and John A. Murphy. De Valera and His Times: page:Cork: Cork University Press, ISBN:0-902561-26-X.<\/span><\/li>\n
      • Rohwer, J\u00fcrgen,\u00a0Axis submarine successes of World War Two\u00a0page:Annapolis, MD: Naval Institute Press, ISBN:9781853673405.<\/span><\/li>\n
      • Share, Bernard,\u00a0The Emergency\u00a0page:Dublin: Gill and Macmillan ISBN:071710916X.<\/span><\/li>\n
      • Sinclair, Andrew,\u00a0Blood & Kin: an empire saga\u00a0Sinclair-Stevenson ISBN:978-0-9540476-3-4.<\/span><\/li>\n
      • Somerville-Large, Peter,\u00a0Irish voices: an informal history\u00a0Pimlico ISBN:978-0-7126-6532-2.<\/span><\/li>\n
      • Spong, H.C.,\u00a0Irish Shipping Ltd., 1941-1982\u00a0World Ship Society ISBN:978-0-905617-20-6.<\/span><\/li>\n
      • Stephan, Enno,\u00a0Spies in Ireland,\u00a0(1965) page:London: Four Square<\/span><\/li>\n
      • Sweeney, Pat,\u00a0Liffey Ships\u00a0Mercier ISBN:978-1-85635-685-5.<\/span><\/li>\n
      • Warner, Mildred W. Lloyd Warner:,\u00a0Social Anthropologist\u00a0Publishing Center for Cultural Resources ISBN:978-0-89062-234-6.<\/span><\/li>\n
      • Walling, Michael G,\u00a0Bloodstained Sea\u00a0(2004) Cutter Publishing, ISBN:978-0-578-01290-2.<\/span><\/li>\n
      • Wills, Clair,\u00a0That Neutral Island\u00a0page:London: Faber and Faber, ISBN:978-0-571-22105-9.<\/span><\/li>\n
      • Wood, Ian,\u00a0Ireland during the Second World War\u00a0(2002) page:London: Caxton ISBN:1-84067-418-0.<\/span><\/li>\n<\/ul>\n

         <\/p>\n

        References<\/span><\/h5>\n

        References or Citations<\/p>\n

          \n
        • 1^^Forde,\u00a0The Long Watch<\/li>\n
        • 2^^Fisk,\u00a0In Time of War\u00a0page:273.\u201cUp to four huge tricolours were painted on the sides of each ship together with the word EIRE in letters twenty feet high\u201d<\/li>\n
        • 3^^Gleichauf,\u00a0Unsung Sailors\u00a0page:115.\u201c… remembered what they had heard in training: never expect another ship to stop and pick them up, nor could they stop their ship for others. For the safety of the many, the convoy must pass by survivors in the sea.\u201d<\/li>\n
        • 4^^Sinclair,\u00a0Blood and Kin\u00a0page:561.\u201c… or we\u2019re sitting ducks. So we sail past all these drowning sailors, and they call up to us, and we must sail on. I remember one crying, \u2018Taxi! Taxi!\u2019. We didn\u2019t stop.\u201d<\/li>\n
        • 5^^Fisk,\u00a0In Time of War\u00a0page:276.<\/li>\n
        • 6^^Forde,\u00a0The Long Watch\u00a0page:143.<\/li>\n
        • 7^^\u00a0Ships hit by U-boats\u00a0“boat.net\/allies\/merchants\/2385.html”<\/li>\n
        • 8^^\u00a0D\u00e1il debates (Government of Ireland)\u00a0\u201cExistence of National Emergency\u201d\u00a0(1939-09-02) 77: 19\u201320:<\/li>\n
        • 9^^Ferriter,\u00a0What If?\u00a0(Quoting Garvin): page:100.\u201cIrish isolationism was a very powerful cultural sentiment at that time\u201d<\/li>\n
        • 10^^Spong,\u00a0Irish Shipping Limited\u00a0(1982) page:10.<\/li>\n
        • 11^^Forde,\u00a0The Long Watch\u00a0page:ii.<\/li>\n
        • 12^^Forde,\u00a0The Long Watch\u00a0page:129.<\/li>\n
        • 13^^O\u2019Hanlon,\u00a0Report of the Ports and Harbours Tribunal<\/li>\n
        • 14^^McIvor,\u00a0A History of the Irish Naval Service\u00a0page:16.\u201cDespite the decades of neglect by an agriculturally-oriented political establishment in Dublin, the Irish navy managed to function\u201d<\/li>\n
        • 15^^15A^^\u00a0Forde,\u00a0The Long Watch\u00a0page:1.<\/li>\n
        • 16^^McIvor,\u00a0A History of the Irish Naval Service\u00a0page:85.<\/li>\n
        • 17^^Share,\u00a0The Emergency\u00a0page:94.<\/li>\n
        • 18^^Coogan,\u00a0Ireland in the Twentieth Century\u00a0page:251.<\/li>\n
        • 19^^Spong,\u00a0Irish Shipping Ltd\u00a0page:11.<\/li>\n
        • 20^^O\u2019Halpin,\u00a0Spying on Ireland\u00a0page:27.\u201cwidespread destruction of roads, bridges, and railway lines\u201d<\/li>\n
        • 21^^Wills,\u00a0That Neutral Island\u00a0page:34.\u201cIreland\u2019s roads were amongst the most dangerous in Europe\u201d<\/li>\n
        • 22^^\u00a0\u201cRailways in Crisis\u201d\u00a0Ask About Ireland: An Chomhairle Leabharlanna<\/li>\n
        • 23^^Somerville-Large,\u00a0Irish Voices\u00a0page:201.\u201cthe heaviest losses occurring among the coasters who made the Dublin-Lisbon run\u201d<\/li>\n
        • 24^^24A^^\u00a0Dwyer,\u00a0de Valera\u2019s Finest Hour\u00a0page:81.<\/li>\n
        • 25^^Forde,\u00a0The Long Watch\u00a0page:117.<\/li>\n
        • 26^^Ferriter,\u00a0Judging DeV\u00a0Reproduced in: page:294.<\/li>\n
        • 27^^\u00d3 Gr\u00e1da,\u00a0A rocky road: the Irish economy since the 1920s\u00a0page:66.\u201cIn the post war period much of the criticism centred on the assets held by the bank in British government paper. Why could not the banks invest this money in creating jobs in Ireland instead?\u201d<\/li>\n
        • 28^^O\u2019Connell,\u00a0The State and Housing in Ireland\u00a0page:33.<\/li>\n
        • 29^^Coogan,\u00a0Ireland in the Twentieth Century\u00a0page:247.<\/li>\n
        • 30^^30A^^\u00a0Gilligan,\u00a0A History of the Port of Dublin\u00a0page:166.\u201ca further factor extended responsibility for this situation to the government, namely its tardiness in dealing with the recommendations of the tribunal, since a bill such as proposed did not come before the Oireachtas for another fifteen years\u201d<\/li>\n
        • 31^^O\u2019Hanlon,\u00a0Report of the Ports and Harbours Tribunal\u00a0Ports and Harbours Tribunal (1930)\u00a0(Chairman), H.B.: Dublin: Government Publications Sales Office<\/li>\n
        • 32^^Sweeney,\u00a0Liffey Ships\u00a0page:1927.<\/li>\n
        • 33^^Gray,\u00a0The Lost Years\u00a0page:33.<\/li>\n
        • 34^^McIvor,\u00a0A History of the Irish Naval Service\u00a0page:71.<\/li>\n
        • 35^^Share,\u00a0The Emergency\u00a0attributed to Captain T. MacKenna: page:94.<\/li>\n
        • 37^^Evans,\u00a0Ireland Duing the Second World War\u00a0page:103.<\/li>\n
        • 38^^Raymond,\u00a0De Valera and His Times\u00a0page:129.<\/li>\n
        • 39^^\u00d3 Gr\u00e1da,\u00a0A rocky road: the Irish economy since the 1920s\u00a0page:47.<\/li>\n
        • 40^^Evans,\u00a0Ireland During the Second World War\u00a0page:91.<\/li>\n
        • 41^^Lee,\u00a0Ireland\u00a0page:193.<\/li>\n
        • 42^^Gilligan,\u00a0A History of the Port of Dublin\u00a0page:169.<\/li>\n
        • 43^^Sweeney,\u00a0Liffey Ships\u00a0page:208.<\/li>\n
        • 44^^Spong,\u00a0Irish Shipping Ltd\u00a0page:9.<\/li>\n
        • 45^^45A^^\u00a0The Oxford Companion to Irish History,\u00a0\u201cIrish Shipping\u201d\u00a0The Oxford Companion to Irish History: Oxford University Press<\/li>\n
        • 46^^McRonald,\u00a0The Irish Boats\u00a0page:70 & 216.<\/li>\n
        • 47^^MacAonghusa,\u00a0Quotations from Eamon de Valera\u00a0page:64.<\/li>\n
        • 48^^Share,\u00a0The Emergency\u00a0page:101.<\/li>\n
        • 49^^49A^^\u00a0Forde,\u00a0The Long Watch\u00a0page:73.<\/li>\n
        • 50^^Forde,\u00a0The Long Watch\u00a0page:139.<\/li>\n
        • 51^^Forde,\u00a0The Long Watch\u00a0page:32.<\/li>\n
        • 52^^Forde,\u00a0The Long Watch\u00a0page:108.<\/li>\n
        • 53^^MacGinty,\u00a0The Irish Navy\u00a0page:57.<\/li>\n
        • 54^^54A^^\u00a0Share,\u00a0The Emergency\u00a0page:99.<\/li>\n
        • 55^^Holt, S.J.,\u00a0\u201cSharing the Catches of Whales in the Southern Hemisphere\u201d (PDF)\u00a0FAO Corporate Document Repository,: FAO – Food and Agriculture Organization of the United Nations,<\/li>\n
        • 56^^Coombe, Ian,\u00a0\u201cA Brief History of Christian Salvesen Shipping\u201d\u00a0Merchant Navy Nostalgia: Montreal, Canada:<\/li>\n
        • 57^^Forde,\u00a0The Long Watch\u00a0page:23.\u201cTheir home addresses, listed in the Articles of Agreement, show that they came from districts where respect for the Irish Free State was minimal if not hostile\u201d<\/li>\n
        • 58^^\u00a0(23 October 1946) \u201cD\u00e1il \u00c9ireann – Volume 103\u201d: Parliamentary DebatesDamage to Merchant Ships.<\/li>\n
        • 59^^\u00a0\u201cHolyhead Services\u201d\u00a0LNWR Fleet List:<\/li>\n
        • 60^^Sweeney,\u00a0Liffey Ships\u00a0page:202.<\/li>\n
        • 61^^Forde,\u00a0The Long Watch\u00a0page:2.<\/li>\n
        • 62^^62A^^\u00a0\u201cScotia\u201d<\/li>\n
        • 63^^Kennedy,\u00a0Guarding Neutral Ireland\u00a0page:178.<\/li>\n
        • 64^^\u00a0\u201cFishguard Harbour History\u201d\u00a0Fishguard Harbour Centenary 1906-2006: Fishguard Port:<\/li>\n
        • 65^^McMahon,\u00a0Bombs over Dublin\u00a0page:125.<\/li>\n
        • 66^^CSO,\u00a0Statistical Abstract of Ireland\u00a0(1967) also, but less detailed: \u201cTable 10.1 Area under selected crops\u201d (PDF). Statistical Yearbook of Ireland. CSO. p. 174: page:59.<\/li>\n
        • 67^^67A^^\u00a067B^^\u00a0Bell,\u00a0A History of Irish Farming\u00a0page:244.<\/li>\n
        • 68^^\u00d3 Drisceoil,\u00a0Censorship in Ireland\u00a0page:256.<\/li>\n
        • 69^^Ferriter,\u00a0What If\u00a0quoting Garvin: \u201cIreland did actually have the British over a barrel\u201d: page:94.<\/li>\n
        • 70^^Duggan,\u00a0Herr Hempel\u00a0page:22.<\/li>\n
        • 71^^O\u2019Rourke, Kevin,\u00a0\u201cBurn Everything British but Their Coal: The Anglo-Irish Economic War of the 1930s\u201d\u00a0(June 1991) 51 (2): 357\u2013366. doi:10.1017\/S0022050700038997. JSTOR 2122580: The Journal of Economic History. 2 (Cambridge University Press on behalf of the Economic History Association)<\/li>\n
        • 72^^Johnston,\u00a0Century of Endeavour\u00a0page:82.<\/li>\n
        • 73^^Fitzgerald,\u00a0Are We Invaded Yet?\u00a0page:138.\u201cMeat exports were halted. Farmers panicked. Farms were closed down. The entire economy seemed threatened\u201d<\/li>\n
        • 74^^Manning,\u00a0Blueshirts\u00a0page:182.\u201c(cattle – coal pact) a business transaction based on the mutual interests of two countries\u201d<\/li>\n
        • 75^^75A^^\u00a0Griven,\u00a0The Emergency\u00a0page:161.<\/li>\n
        • 76^^Gerwarth,\u00a0Twisted paths: Europe 1914-1945\u00a0page:60.\u201cprice inflation (74 per cent between 1939 and 1945)\u201d<\/li>\n
        • 77^^Whitaker, T.K.,\u00a0\u201cIreland\u2019s external assets\u201d\u00a0(1949) TARA (Trinity\u2019s Access to Research Archive)The central purchasing arrangements introduced by Britain on the outbreak of war enabled her to keep the prices for agricultural produce, which form the bulk of our exports, at levels which in some cases did not even cover costs of production Indeed, until we had no longer an exportable surplus of butter we were selling butter to the British Ministry of Food at a price which fell far short of the return guaranteed to producers, the difference being made good by domestic subsidy. Lower prices were paid for our exports than for similar produce raised in the Six Counties and in Britain itself. Cattle, the mainstay of our export trade, suffered particularly from this discrimination (the term \u201csix counties\u201d meant Northern Ireland)<\/li>\n
        • 78^^CSO,\u00a0Statistical Abstract of Ireland\u00a0(1967) page:64.<\/li>\n
        • 79^^Barton,\u00a0Northern Ireland in the Second World War\u00a0page:111.<\/li>\n
        • 80^^80A^^\u00a0Wills,\u00a0That Neutral Island\u00a0(a Garda report) \u201clarge numbers of Belfast people travel on special excursion trains to Border towns in \u00c9ire and buy sugar, cigarettes, tobacco, butter and eggs. Yesterday 2.10.40, three special trains arrived here about 4p.m. carrying approximately 2,000 people, mostly middle-aged women, all armed with capacious shopping bags. They all left carrying a considerable quantity of the above goods…\u201d: page:153.<\/li>\n
        • 81^^Raymond,\u00a0Irish Economic Development\u00a0page:121.\u201cthe Irish statistical service lacked both system and skill. Although several quantitative approaches were made to the nation\u2019s economic problems in the 1930s, their methodological assumptions were sometimes little better than makeshift guesses\u201d<\/li>\n
        • 82^^\u00d3 Drisceoil,\u00a0Censorship in Ireland\u00a0page:323.(quoting from \u201cEmergency Powers Order, 1939. Direction to the Press\u201d)… Matter relating to the arrival, departure, or disposal of cargoes… at any port in the State…<\/li>\n
        • 83^^Blair,\u00a0Hitler\u2019s U-boat War\u00a0page:699.<\/li>\n
        • 84^^Food and Agricultural Organisation,\u00a0Draft Report: European Programmes of Agricultural Reconstruction and Development\u00a0(1948) Table 9: Washington: page:47-51.<\/li>\n
        • 85^^85A^^\u00a0Dwyer,\u00a0Behind the Green Curtain\u00a0page:212.<\/li>\n
        • 86^^Wood,\u00a0Ireland during the Second World War\u00a0page:77.<\/li>\n
        • 87^^Gray,\u00a0The Lost Years\u00a0page:185-86.<\/li>\n
        • 88^^Coogan,\u00a0De Valera\u00a0page:565.<\/li>\n
        • 89^^Mulvaney , Peter,\u00a0\u201cLeukos Crew\u201d\u00a0Irish Seamens\u2019 Relatives Association,<\/li>\n
        • 91^^Wills,\u00a0That Neutral Island\u00a0page:241.<\/li>\n
        • 92^^Lee,\u00a0Ireland\u00a0page:85.<\/li>\n
        • 93^^\u00a0\u201cRevenue over the years\u201d. 1932-1940<\/li>\n
        • 94^^Carroll,\u00a0Ireland in the war years\u00a0page:92.<\/li>\n
        • 95^^Share,\u00a0The Emergency\u00a0page:20.<\/li>\n
        • 96^^96A^^\u00a0Dwyer,\u00a0Behind the Green Curtain\u00a0page:210.<\/li>\n
        • 97^^Coogan,\u00a0Ireland in the Twentieth Century\u00a0page:246-47.<\/li>\n
        • 98^^Wood,\u00a0Ireland during the Second World War\u00a0page:50.<\/li>\n
        • 99^^Gilligan,\u00a0A History of the Port of Dublin\u00a0page:196.<\/li>\n
        • 100^^\u00a0House of Commons Debate\u00a0(21 February 1939) vol 344 cc216-7W. Ships Built Abroad: Hansard<\/li>\n
        • 101^^Carroll, Joseph T.,\u00a0Ireland in the war years, 1939-1945\u00a0International Scholars Publications page:90. isbn:9781573091862.<\/li>\n
        • 102^^Sweeney,\u00a0Liffey Ships\u00a0page:203.<\/li>\n
        • 103^^\u00a0Sinking of Ships\u00a0(27 September 1939) \u201cD\u00e1il \u00c9ireann – Volume 77\u201d: Parliamentary Debates<\/li>\n
        • 104^^104A^^\u00a0Coogan,\u00a0Ireland in the Twentieth Century\u00a0page:250.<\/li>\n
        • 105^^105A^^\u00a0Coogan,\u00a0De Valera\u00a0page:569.<\/li>\n
        • 106^^106A^^\u00a0Dwyer,\u00a0Behind the Green Curtain\u00a0page:150, also pages 27 & 126.<\/li>\n
        • 107^^Blair,\u00a0Hitler\u2019s U-boat War\u00a0page:85.<\/li>\n
        • 108^^\u00a0\u201cInverliffey\u201d\u00a0Allied Ships hit by U-boats: uboat.net<\/li>\n
        • 109^^Visser, Auke,\u00a0\u201cInternational Esso Tankers\u201d\u00a0Early War Incident:<\/li>\n
        • 110^^Stephan,\u00a0Spies in Ireland\u00a0page:125.<\/li>\n
        • 111^^Rohwer,\u00a0Axis submarine successes of World War Two\u00a0page:52.<\/li>\n
        • 112^^Nesbitt, Sandra; Mcdermid, Jane,\u00a0\u201cThe Moray Firth\u201d\u00a0Environmental Impact – Sunken Wrecks:<\/li>\n
        • 113^^\u00a0\u201cThe Inverlane\u201d\u00a0(dead link): Blue Bell diving Academy<\/li>\n
        • 114^^\u00a0\u201cInverlane, Scapa Flow\u201d\u00a0Panoramio<\/li>\n
        • 115^^Blair,\u00a0Hitler\u2019s U-boat War\u00a0page:122.<\/li>\n
        • 116^^\u00a0Inver Tankers Ltd.\u00a0whole fleet sunk in WWII: The Ships List<\/li>\n
        • 117^^Forde,\u00a0The Long Watch\u00a0page:144.<\/li>\n
        • 118^^Forde,\u00a0The Long Watch\u00a0page:58.<\/li>\n
        • 119^^Fisk,\u00a0In Time of War\u00a0page:273.<\/li>\n
        • 120^^\u00a0\u201cSilent Waters Running Deep\u201d\u00a0Hofnaflus Teo.<\/li>\n
        • 121^^Magner, Senator Pat,\u00a0(6 February 1985) \u201cIrish Shipping Employees\u2019 Pensions\u201d: Seanad \u00c9ireannThe Irish only learned of this in the last months of the war after an extraordinary incident in which a U-boat scuttled itself off Cork. The crew had put their ship\u2019s documents into two metal canisters and thrown them overboard before rowing ashore and being taken into custody at Collins Barracks in Cork. But the canisters were washed on to the beach and were retrieved..<\/li>\n
        • 122^^Duggan,\u00a0Neutral Ireland and the Third Reich<\/li>\n
        • 123^^Forde,\u00a0The Long Watch\u00a0page:43.<\/li>\n
        • 124^^Blair,\u00a0Hitler\u2019s U-boat War\u00a0page:662.<\/li>\n
        • 125^^Forde,\u00a0The Long Watch\u00a0page:56.<\/li>\n
        • 126^^\u00a0\u201cEIRE: The Union & Jim Downey\u201d\u00a0(5 May 1947) Time<\/li>\n
        • 127^^Robb-Webb, Jon,\u00a0\u201cConvoy\u201d\u00a0In Holmes, Richard. The Oxford Companion to Military History. Oxford Reference Online: Oxford: Oxford University Press<\/li>\n
        • 128^^\u00a0\u201cWalmer Castle\u201d<\/li>\n
        • 129^^Rohwer,\u00a0Axis submarine successes of World War Two\u00a0page:86.<\/li>\n
        • 130^^\u00a0\u201cLegal\u201d\u00a0Archived from the original: Irish Seamens\u2019 Relatives Association<\/li>\n
        • 131^^Forde,\u00a0The Long Watch\u00a0page:104.<\/li>\n
        • 132^^Forde,\u00a0The Long Watch\u00a0\u00a33 million: page:45.<\/li>\n
        • 133^^Lund,\u00a0Nightmare Convoy\u00a0page:29.<\/li>\n
        • 134^^Hague, Arnold,\u00a0\u201cConvoy OG.71\u201d\u00a0OG Convoy Series. Don Kindell: ConvoyWeb<\/li>\n
        • 135^^Markwell, June,\u00a0(5 May 2005) \u201c12 Scarborough Wrens sunk by U-boat\u201d:<\/li>\n
        • 136^^136A^^\u00a0Helgason, Gu\u00f0mundur,\u00a0\u201cHNoMS Bath (I 17)\u201d\u00a0Ships hit by U-boats<\/li>\n
        • 138^^Helgason, Gu\u00f0mundur,\u00a0\u201cAlva\u201d\u00a0Ships hit by U-boats<\/li>\n
        • 139^^Lund,\u00a0Nightmare Convoy\u00a0page:41.<\/li>\n
        • 140^^Helgason, Gu\u00f0mundur,\u00a0\u201cAguila\u201d\u00a0Ships hit by U-boats<\/li>\n
        • 141^^Helgason, Gu\u00f0mundur,\u00a0\u201cCiscar\u201d\u00a0Ships hit by U-boats<\/li>\n
        • 142^^Blair,\u00a0Hitler\u2019s U-boat War\u00a0page:338.<\/li>\n
        • 143^^Mason,\u00a0Britannia\u2019s daughters\u00a0page:46.<\/li>\n
        • 144^^Forde,\u00a0Maritime Arklow\u00a0page:198.<\/li>\n
        • 145^^Monsarrat,\u00a0Life is a Four-Letter Word\u00a0page:114.<\/li>\n
        • 146^^Sweeney,\u00a0Liffey Ships\u00a0page:220.<\/li>\n
        • 147^^Forde,\u00a0The Long Watch\u00a0page:86.<\/li>\n
        • 148^^Forde,\u00a0The Long Watch\u00a0page:87.<\/li>\n
        • 149^^Kennedy,\u00a0Guarding Neutral Ireland\u00a0page:220.<\/li>\n
        • 150^^Freeman,\u00a0Ireland\u00a0page:214.<\/li>\n
        • 151^^Forde,\u00a0The Long Watch\u00a0page:25.<\/li>\n
        • 152^^Griven,\u00a0The Emergency\u00a0page:159.<\/li>\n
        • 153^^Forde,\u00a0The Long Watch\u00a0page:3.<\/li>\n
        • 154^^Griven,\u00a0The Emergency\u00a0page:161.\u201cthe Germans had publicly threatened certain companies, including the one at Campile if they continued to trade with Britain\u201d<\/li>\n
        • 155^^Fisk, Robert,\u00a0(24 January 1999) Independent<\/li>\n
        • 156^^Kennedy,\u00a0Guarding Neutral Ireland\u00a0page:197.<\/li>\n
        • 157^^\u00a0Bombing of Motor Vessel\u00a0(5 February 1941) \u201cD\u00e1il \u00c9ireann – Volume 81\u201d: Parliamentary Debates<\/li>\n
        • 158^^\u00d3 Drisceoil,\u00a0Censorship in Ireland\u00a0page:106.<\/li>\n
        • 159^^Griven,\u00a0The Emergency\u00a0page:162-165.<\/li>\n
        • 160^^Griven,\u00a0The Emergency\u00a0page:165.<\/li>\n
        • 161^^161A^^\u00a0Duggan,\u00a0Herr Hempel\u00a0page:111.<\/li>\n
        • 162^^Forde,\u00a0The Long Watch\u00a0page:33.<\/li>\n
        • 163^^\u00a0Attack on Irish Ship\u00a0(19 November 1941) \u201cD\u00e1il \u00c9ireann – Volume 85\u201d: Parliamentary Debates<\/li>\n
        • 164^^Burne,\u00a0Chronological History of U.S. Foreign Relations: 1932-1988\u00a0page:537.<\/li>\n
        • 165^^Spong,\u00a0Irish Shipping Ltd.\u00a0page:7.<\/li>\n
        • 166^^Kennedy,\u00a0Guarding Neutral Ireland\u00a0page:253.<\/li>\n
        • 167^^Kennedy,\u00a0Guarding Neutral Ireland\u00a0page:254.<\/li>\n
        • 168^^168A^^\u00a0Anderson,\u00a0Sailing Ships of Ireland\u00a0page:175.<\/li>\n
        • 169^^Fisk, In Time of War,\u00a0page:275.\u201cKerlogue\u2019s tricolour, shredded by RAF gunfire is now in the National Maritime Museum of Ireland\u201d<\/li>\n
        • 170^^Dwyer,\u00a0Behind the Green Curtain\u00a0page:277 and 308.<\/li>\n
        • 171^^Encyclop\u00e6dia Britannica,\u00a0\u201cNavicert system\u201d\u00a0(11 August 2009) Encyclop\u00e6dia Britannica Online<\/li>\n
        • 172^^Wills,\u00a0That Neutral Island\u00a0page:133.<\/li>\n
        • 173^^Fisk,\u00a0In Time of War\u00a0page:272.<\/li>\n
        • 174^^Fisk,\u00a0In Time of War\u00a0page:272.\u201cIn some cases, the British were prepared to issue navicerts only on condition that half or more of the Irish ships\u2019 voyages were on British service\u201d<\/li>\n
        • 175^^\u00a0EIRE (MERCHANT SHIPPING)\u00a0(23 June 1943) House of Commons Debate 23 June 1943, vol 390 cc1139-40: HANSARD<\/li>\n
        • 176^^\u00a0\u201cD\/S Enid\u201d\u00a0warsailors.com<\/li>\n
        • 177^^\u00a0\u201cViolando N. Goulandris\u201d\u00a0Kriegsmarine and U-Boat history: ubootwaffe.net<\/li>\n
        • 178^^178A^^\u00a0\u201cNaval Events, May 1940\u201d<\/li>\n
        • 179^^\u00a0Kriegsmarine and U-Boat history: ubootwaffe.net<\/li>\n
        • 180^^Dwyer,\u00a0Irish neutrality and the USA\u00a0page:107.<\/li>\n
        • 181^^Sweeney,\u00a0Liffey Ships\u00a0page:224.<\/li>\n
        • 182^^Gray,\u00a0The Lost Years\u00a0page:138.<\/li>\n
        • 183^^MacGinty,\u00a0The Irish Navy\u00a0page:54.<\/li>\n
        • 184^^Forde,\u00a0The Long Watch\u00a0page:60.<\/li>\n
        • 185^^Forde,\u00a0The Long Watch\u00a0page:61.<\/li>\n
        • 186^^Sweeney,\u00a0Liffey Ships\u00a0page:231.<\/li>\n
        • 187^^McCabe, Aiden,\u00a0\u201cOur War-time Lifeline\u201d. Irish Ships and Shipping<\/li>\n
        • 188^^Sweeney,\u00a0Liffey Ships\u00a0page:254.<\/li>\n
        • 189^^Forde,\u00a0The Long Watch\u00a0page:128.<\/li>\n
        • 190^^\u00a0\u201cCork honours the Ardmore\u201d\u00a0(Summer 1998) (43): Maritime Journal of Ireland<\/li>\n
        • 191^^\u00a0\u201cNeutral Irish Registered Vessels\u201d\u00a0UK National Inventory of War Memorials: Imperial War Museum<\/li>\n
        • 192^^Mulvaney, Peter,\u00a0\u201cThe Irish Merchant Navy and Fishing Fleet 1939-46\u201d\u00a0(dead link): Irish Seamen\u2019s Relatives Association<\/li>\n
        • 193^^Creative M,\u00a0Irish Seamens\u2019 Memorial Memorial to the Irish Seamen (wmv). City Quay, Dublin:<\/li>\n
        • 194^^Sweeney,\u00a0Liffey Ships\u00a0page:254.<\/li>\n
        • 195^^\u00a0Department of Supplies – Record of Activities\u00a0lugnad.ie\/isl_lemass\/:<\/li>\n
        • 196^^Walling,\u00a0Bloodstained Sea\u00a0page:15.\u201cIt was a cruel reality that any ship stopping for survivors was likely to become the next victim. Despite gallant rescue efforts by many a ship’s crew, men were left behind.\u201d<\/li>\n<\/ul>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

          Ireland\u2019s Mercantile Marine during the Second World War An earlier version of this article was donated to Wikipedia The Irish Mercantile Marine\u00a0(note25)\u00a0during World War II continued essential overseas trade during the conflict, a period referred to as \u201cThe Long Watch\u201d by Irish mariners.\u00a0(1) Irish merchant shipping ensured that vital imports continued to arrive and exports,…<\/span><\/p>\n

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