Cork, Bandon and South Coast Railway

By Dolly O’Reilly

Introduction The Baltimore Branch line of the , Bandon and South coast railway closed down permanently in 1961 after nearly 68 years of service. This railway line was established as a result of the efforts of Fr. Charles Davis who was parish priest of Rath and the Islands in the latter part of the 19th century. Fr. Davis believed that the railway extension, in conjunction with a new pier, was necessary to facilitate the transport of locally caught fish to markets in Ireland and abroad. At this time the mackerel industry was flourishing in Baltimore and conditions were beginning to improve for the first time since the famine of 1845. The economic success of the fishing industry was largely dependent upon the fish being transported as quickly as possible to its destination markets. In this context, the construction of a railway line to Baltimore was seen as imperative. This is reflected in the following extract from The Standard newspaper of August, 1887: ‘The Irish fishermen cannot even get them (fish catches) to England, still less to the interior of Ireland. The railway and road communications with the South-West coast are so bad that it is almost useless for the fishermen to catch more cod and mackerel than they can get rid of in their own districts.’ 1

The Baltimore Line was the last branch in the Cork, Bandon and South Coast Railway (CB&SCR) network to be built (except for the two–mile extension that brought the Bantry train from its original stop on a hill overlooking the town, to serve stations in Bantry town proper and Bantry pier. This extension was carried out on the initiative of William Martin Murphy). 2 This dissertation will include reference to the same W. M. Murphy, a Castletownbere man whose extraordinary business skills resulted in the establishment of an empire that began with construction and expanded to include newspapers, the building of tram lines and railway lines (including the Baltimore line) and retailing. The development of such a business empire in the second half of the 19th century in Ireland was a remarkable achievement for someone whose background was rural, Catholic and only mildly prosperous.

First Irish Railway The first Irish Railway line began operating in December 1834. It ran between Dublin and Kingstown (Dun Laoghaire) a distance of 10 kilometres. The line was extended to Dalkey in 1844. This suburban line did not serve the coastal area south from Dublin. Despite initial criticism of the economic value of the enterprise, by the mid 1840s it was proving to be an economic and social success. The second line became operational in 1842; this was the Ulster Railway from Belfast to Lisburn and Portadown. Not surprisingly, the beginnings of Irish Railway transport were concentrated in Dublin and Belfast. Outside of these main cities, the mode of transport was still dominated by road

1 The Standard, (18th August, 1887), p.24. 2 Tom Ferris, The Trains Long Departed Ireland’s Lost Railways, (Gill & MacMillan Ltd., Dublin, 2010), p. 130. and canal systems. It has been calculated that approximately £12.5 million was invested in the development of Irish railways between 1831 – 1852, mainly from private sources, with about ten percent coming from the British Government. In 1842 Ireland had a total of 31.25 miles of railway. Eight years later in 1850, a total of 700 miles of railway was operating or under construction.3

Cork, Bandon and South Coast Railway

Above image: http://www.invectis.co.uk/cork/cbscr.htm (Accessed: March 7th, 2011).

Background to CB&SCR In September, 1845, the London Illustrated News carried an article on the turf-cutting ceremony which heralded the beginnings of the Cork and Bandon Railway Line. Lord Bandon did the honours and was cheered by a large crowd of onlookers as he cut the first sod. 4 When the party was over the work began. The line ran from Albert Quay in Cork city to Bandon, a distance of about 27 kilometres. Two major structures were built to enable the railway to operate on this route; the Chetwynd Viaduct on the outskirts of Cork city, which is still in situ, and the Ballinhassing railway tunnel. This was Ireland’s first tunnel of this type and measured just under half a mile in length (2718 feet). It took four years for the first section of the line to begin operations. The Bandon to Ballinhassig train began operating its passenger service in June, 18495. Passengers had to make the

3 Kevin B Nowlan (ed.), Travel and Transport in Ireland, (Gill & McMillan, Dublin, 1973), pp. 97, 98. 4 Tom Ferris, The Trains Long Departed Ireland’s Lost Railways, (Gill and MacMillan Ltd., Dublin, 2010), p. 126. 5 Ibid. remainder of the journey between Ballinhassing and Cork in horse-drawn omnibuses until the line was completed in 1851.6 This line proved too short to be financially viable so plans to add extensions from Bandon to Bantry with branch lines to were discussed, including a branch line from on the new Skibbereen line. None of these proposed developments took place for many years. The first extension to the Bandon to Cork line, the Line, was opened ten years later, in 1863. This service ‘tottered on the brink of insolvency’ for most of its independent existence. From the outset it was hampered by financial difficulties; the contractors forced the C&KR into receivership in 1864 for non-payment of monies owed.7 The conditions of the line and track and the Farrangalway viaduct were the subject of numerous complaints from the operators; the C&B and local Kinsale traders found the service of two return trains per day insufficient for their needs and further hampered by inconvenient connections at the junction.8 This railway line closed down in September 1931, thirty years ahead of the official closure of the Railway.9 The Bandon to Skibbereen line was built under the management of the West Cork Railway. An initial offer of support from the Cork and Bandon railway, who promised to work this line and provide £20,000 towards its construction costs, was refused when the money failed to materialise.10 Construction of the railway line towards Skibbereen began in 1863. Unusually, the building of the lines began from both ends instead of starting from Bandon and working forward. Perhaps this method involved an element of competition between the different groups of workers. Three years later the Bandon to Dunmanway line was completed and ready for traffic. However, another eleven years elapsed before the line to Skibbereen was completed. A new company, the Ilen Valley Railway was set up to build the line to Skibbereen, which was finally opened in 1877, and worked by the West Cork Railway. At this point there were four separate bodies (The Cork and Bandon Railway; the West Cork Railway; The Ilen Valley Railway and the Cork and Kinsale Junction), involved in the ownership and running of the railway between Cork city and Skibbereen. Discussions took place with a view to amalgamation and in an Act of 1888 the various bodies came together under the Cork, Bandon & South Coast Railway.11

6 Ibid., P. 126 7 Ibid., p. 126. 8 Ibid., p. 127. 9 http://www.coppeenheritage.com/local-heritage/west-cork-railway. (Accessed: April 12th, 2011). 10 Tom Ferris, The Trains Long Departed Ireland’s Lost Railways, (Gill & MacMillan Ltd.,Dublin, 2010), P. 128. 11 Ibid., p.129. Principal Towns Served. - Cork, Bandon, Kinsale, Clonakilty, Dunmanway, Bantry, Skibbereen and Baltimore. Largest Stations. - Cork, Bandon, Clonakilty, Skibbereen and Bantry. Total length of platform faces at largest station - Cork, 300 ft. Steepest Gradient - 1 in 60 for a distance of 2 miles, from 55½ to 57½ miles, falling towards Bantry. The steepest gradient for goods and mineral trains only is 1 in 60. Permanent Way. - Flange section rails, 85 lbs. per yard, sleepers, 9 ft. by 4½ in., placed 2 ft. 3 in., apart, centre to centre, and sole plates, weighing 11 lbs. each. Colours of Locomotives and Rolling Stock - Olive green, lined in yellow. Heating of Passenger Trains - Foot-warmers. System of Automatic Brakes - Vacuum automatic. Longest Tunnel – Ballinhassig: ½ mile long. Driver's Position on Footplate - Both sides. Principally left. Mile Posts and Gradient Boards on down side of main line. Number of Shareholders - 1,335.

STATISTICS - Year Ending December 31st, 1923.Capital Issued- Loans and Debenture Stock ...... £253,987 Preference Stock ...... £396,569 Ordinary Stock ...... £240,000 ------£890,556 ------Capital Expenditure.- Year ending December 31st, 1923 . . . £438 Total to December 31st, 1923 ...... £883,98912

William Martin Murphy A key figure in the construction and development of the railway systems in Ireland was William Martin Murphy. Murphy was born in Castletownbere, Co. Cork., in 1845. His father was a successful building contractor who moved the family to the town of Bantry, some 32 miles inland when Murphy was a baby. He attended Bantry National School and Belvedere College, Dublin. His father died when Murphy was eighteen and he returned home to take over the family business. Despite his youth, he was a thoroughly competent businessman. He was supported by the O’ Sullivan family, also from Castletownbere, whose sons he had lodged with while attending college. Murphy moved to Dublin around the year 1875. He soon became interested in the efforts of G. F. Train, an American who was attempting to devise a system of horse-drawn trams. Train had plans to build lines in Dublin but did not succeed. The development of tramway systems continued over the next ten years and in 1880, all the lines were amalgamated under the Dublin United Tramways company. This board was directed by Murphy and

12Railway Yearbook 1924. Google Books: http://www.invectis.co.uk/cork/cbscr.htm. pp., 2, 3. (Accessed: March, 11th, 2011). chaired by his father-in-law, James Fitzgerald Lombard. 13 Taking advantage of the Light Railways (Ireland) Act of 188914 (also called The Balfour Act), Murphy was responsible for the construction of the branch line which connected the fishing port of Baltimore in West Cork to the town of Skibbereen.15 The idea for an extension between Skibbereen and Baltimore had been discussed in 1887 during board meetings of the Great Southern and Western Railway (GS&WR) and the CB&SCR when plans were under discussion for connecting the two lines across Cork city. Murphy was financing the promotion of this scheme and wrote to the board of the CB&SCR for their assistance because they would be operating it if it was built, therefore it would be in their interests to promote it. The majority financing for this line came in the form of a Free Grant of £56,700 from the Treasury with the total cost estimated at £60,000.16 The line took two years to build and employed 600 men,17 creating a measure of badly needed employment in the area.

Fr. Charles Davis, PP., Rath and the Islands. The background to the successful implementation of the Skibbereen to Baltimore railway line concerns another man of extraordinary energy and foresight, Fr. Charles Davis. Fr. Davis was born in Clonakilty in 1826. He attended the Irish College in Paris and St. Patrick’s College, Maynooth. After his ordination in 1854 he was appointed to various parishes in West Cork. His final appointment was as Parish Priest of Rath and the Islands from March 1878 until his death in 1892.18 The region was still suffering from the lasting effects of the 1845 famine. The majority of the people lived at subsistence level and although fish were abundant and were being harvested by foreign boats, the local population had none of the resources necessary to exploit the fish stocks or to compete with outside fleets. The potato crop was still the staple diet but there were a succession of failed harvests since 1877. The situation continued to worsen by 1879 and by 1880 financial aid was received from the Canadian and British Governments to the tune of £65,000, with a view to developing the fishing industry which would complement the agricultural output of the area.19 Baltimore harbour is spacious, deep and protected on all sides by land. It has two entrances/exits, one north, approached through an area dotted with rocks and small islands and tide-dependent to vessels over 60 feet,20 and one south, which gives clear access to the Atlantic ocean. The natural advantages of the harbour were not reflected

13 Thomas Morrissey, William Martin Murphy, (Dundalgan Press Ltd, Dundalk, 1997), pp. 4 - 10. 14 Tom Ferris, The Trains Long Departed Irelands Lost Railways, (Gill and Macmillan, Dublin, 2010), pp. 9 & 10. 15 A. Bielenberg, Entrepreneurship, Power and Public Opinion in Ireland:The Career of William Martin Murphy in The Journal of Economic and Social History of Ireland, Vol XXVII, (2000), p. 28. 16 Ernie Shepherd, Cork Bandon & South Coast Railways, (Leicester, Midland, 2005), p.56. 17 Alfred O Mahony, The Founding of Baltimore’s Fishing Industry, in Skibbereen and District Historical Society Journal, Volume 1, (Inspire Design and Print, Skibbereen, 2005), p. 134. 18 Dr. Revd., Tom Deenihan, pers comm. (February 14th, 2011). 19 Seamus Fitzgerald, Mackerel and The Making of Baltimore, Co. Cork., 1879 – 1913, (Irish Academic Press, 1999), p. 12. 20 Anthony O’ Reilly, pers comm., (April, 14th, 2011). ashore where infrastructure necessary for a well run fishing industry did not exist.21 This situation changed dramatically with the appointment of Fr. Charles Davis as parish priest. Fr. Davis was familiar with this area from his earlier posting as pastor of the islands of Cape Clear and Sherkin from 1854 - 185822 Father Davis was a Davis-Wolfe of Protestant and Catholic background. He was friendly with, and had connections in, both communities. One of these contacts was a doctor, a cousin of the Townsends, who worked in Buckingham Palace for Queen Victoria. It was through this man that Fr. Davis was able to get an audience with Queen Victoria to apply for financial aid to get the fishing industry revitalised. Fr. Davis and a group of fishermen from Cape Clear travelled to Buckingham Palace where they met with the Queen. The group was taken in to her Majesty’s presence clothed in their homespun clothes; woollen jumpers and trousers and hobnail boots. Queen Victoria, on noticing how nervous Fr. Davis was, gave him permission to smoke his pipe. The fishermen told the queen: ‘There are oceans of fish knocking at our doors, but we haven’t as much as a bucket to take them out of the waters.’ Queen Victoria gave Fr. Davis a letter of introduction to Baroness Angela Burdett-Coutts. He explained to Baroness Coutts how a valuable source of income and employment was being lost because of lack of funds. When any funds were available they were needed to pay rents to the landlords. The local currachs were not able to compete with the foreign fishing vessels. A lengthy correspondence ensued between the two. Fr. Davis explained to the Baroness that the type of boat best suited to Irish conditions was a vessel from the Isle of Man which cost £400 and was capable of carrying 30 tons of cargo and a crew of eight men. He had spent two years in the Isle of Man to learn the techniques of boat building and net making, so he was well prepared when he applied for financial aid. Baroness Coutts finally agreed to make a loan of £10,000 towards the building of a fishing fleet for Baltimore.23 This financial security meant that the fishermen from Baltimore and Cape Clear soon had their own fishing boats which were equal to those of the Isle of Man and Scotland. Before the money was made available, there was not a single boat of that class owned in the Parish, but now, the island of Cape Clear, which had a population of 600, had a fleet of eighteen boats, each manned by a crew of eight. The entire number of boats in the Parish was over sixty and the Baroness’s generous loan had been paid back to the last farthing.24

21 Seamus Fitzgerald, Mackerel and The Making of Baltimore, Co. Cork., 1879 – 1913, (Irish Academic Press, 1999), p. 26. 22 Dr., Revd., Tom Deenihan, pers comm. (February 14th, 2011). 23 Alfred O Mahony Baltimore: A Perspective Boole Library, Special collections, University College, Cork. (MP 941.956 BALT). 24 Southern Star newspaper, October 29th, 1892. P.7.

Above Image: Manx Fishing Boat. Image from The Deep Sea and Coast Fisheries of Ireland, Wallop Brabazon, (James McGlashan, Dublin, 1847). Before the railway was built the fish was exported directly from Baltimore to England by Steamers (steam propelled ships). However, mackerel was also being taken to Skibbereen for rail transport, despite the difficulties involved.25 This happened when bad weather prevented the ships from leaving Baltimore. Depending on tides, the fishing boats could travel directly to Skibbereen via the Ilen river but during low tide, the fish had to be taken by horse and cart. On April 28th, 1881, at 3 a.m., 400 tons of fish left Skibbereen station bound for Cork, Limerick and Dublin because when it could not be exported to England it was sold in Ireland.26 The fish was packed in ice which was brought from Norway. A Norwegian ice carrier with thick wooden hulls anchored in Baltimore in 1881. Insulation was provided by hessian sacks filled with sawdust which separated the ice from the hulls. During the Norwegian winters ice lakes formed in the flat lands up river from Oslofjord. This fresh-water ice was floated to sheds at sea level and sawn into blocks. Norway exported this ice annually until the advent of refrigeration in the early 20th century.27 One of the most important factors that Fr. Davis had never lost sight of, was that a train service to Baltimore would be of limited benefit to the mackerel industry, unless it was accompanied by the building of a pier beside the railway station. This pier with its railway siding was not completed until 1917,28 twenty-five years after his death. In the meantime, the quantities of fish being taken out of Baltimore by train remained well below the original estimates of 25% – 50%.29

Baronial Guarantees and the Balfour Acts. Before the establishment of County Councils in 1898, local government was run by Grand Juries. These were mainly unelected bodies made up of large landowners whose main aim was to levy local rates from the baronies into which counties were subdivided.30 (Baltimore and the islands, for example, belonged to the Barony of Carbery). The Tramways Act of 1883 allowed the Grand Juries to guarantee the payment of the interest on the capital needed to build railways by imposing Baronial Guarantee on the local ratepayers, who had little or no say in the matter. The interest on this capital was paid at a rate of up to 5%.31

25 Seamus Fitzgerald, Mackerel and the making of Baltimore, Co. Cork, 1979-1913, (Irish Academic Press, 1999), p. 37. 26 Alfred O Mahony, The Founding of Baltimore’s Fishing Industry, in Skibbereen and District Historical Society Journal, Volume 1, (Inspire Design and Print, Skibbereen, 2005), p. 134. 27 Ibid., pers comm., March 19th, 2011. 28 Seamus Fitzgerald, Mackerel and the making of Baltimore, Co. Cork, 1979-1913, (Irish Academic Press, 1999), p. 39. 29 Ibid., p. 39. 30 Tom Ferris, The Trains Long Departed Irelands Lost Railways (Gill and Macmillan, Dublin, 2010), pp. 9 & 10. 31 Ibid., p. 9 The Light Railways Act of 1889. (Balfour Act). Light Railways Act (Ireland) 1889 – An Act to Facilitate the Construction of Light Railways in Ireland [30 August, 1889]. ‘The Lord Lieutenant by Order in Council may from time to time declare that it is desirable that a light railway should be constructed between certain places for the development of fisheries or other industries...’32

This act meant that direct funding was available from the government for lines approved by the Lord Lieutenant and a subsequent Act passed in 1896 allowed the Treasury to make grants available where the government deemed railway construction necessary. These measures were responsible for the construction of the last one thousand miles of Irish Railways.33 Father Davis went to London to lobby for the Branch Line of the Cork, Bandon and South coast Railway to be extended to Baltimore. The scheme before the House of Commons for Branch line extensions in Ireland did not include Baltimore. Fr. Davis lobbied ninety Irish members of Parliament to get Baltimore included. On the last hour of the last day when the bill was to get House of Commons sanction, Baltimore was included. 34 When the railway was officially opened by Baroness Burdett-Coutts on May 2nd, 1893, the ceremony was overshadowed by the absence of the man responsible for this and so many other improvements in Baltimore – Fr. Charles Davis died in October 1892, seven months before the opening of this extension line that he had worked so tirelessly to bring about.

Baltimore Fisheries School

32 http://www.railwaysarchive.co.uk/documents/HMG_ActLightRailways1889.pdf. (Accessed: April 7th, 2011). 33 Tom Ferris, The Trains Long Departed Irelands Lost Railways (Gill and Macmillan, Dublin, 2010), p.10. 34 Alfred O Mahnoy, pers comm., March 19th, 2011. Above Image: Baltimore Fisheries School. Inset: Baroness Angela and William Burdett-Coutts. http://www.amazon.com/Burdett-Coutts-Ireland-Fishery-School-Baltimore/dp/B0014G21FQ. (Accessed: March 5th, 2011). Background On October 7th, 1885, a deputation consisting of the Most Rev. Dr. Fitzgerald, Bishop of Ross, Sir John Lentaigne, Rev. Charles Davis, P.P., of Baltimore and Thomas F. Brady, met with the Chief Secretary for Ireland, Sir William Hart Dyke, who gave the deputation a most cordial hearing. Their object was supported by the Undersecretary for Ireland, Sir Robert Hamilton, K.C.B.35 The meeting was to discuss the establishment of a school, ‘...open to all Irish boys, who can there be taught in the most practical manner the needful knowledge connected with the fishing industries, such as boat-building, coopering, carpentering and net-making.’ 36

The building of the school was to proceed and it was to be certified under the Industrial Schools Act, thereby entitling it to a capitation grant for each boy of £13 a year. 37 Fr. Davis, the Bishop of Ross and Thomas Brady, who was inspector of Fisheries, became trustees and acquired approximately eight acres of ground from the Carbery Estate, near Baltimore Harbour for an annual rent of £25 for ninety-nine years38. Before the monies to carry out the building were obtained, a contract was entered into for the sum of £2,300 and the work began. Other funding came from The Grand Jury of the county who donated £1,000 and a government grant of £5,500,39 plus numerous private contributions that ensured initial financial independence.40 The school opened on 17 August, 1887 and by 1891 it had reached its full quota of 150 boys between the ages of six and sixteen. On August 18th, 1887, The Times, London ran an article on the official opening of the Baltimore Fisheries School which took place on the previous day, the ceremony being performed by Baroness Burdett-Coutts. It details how the area had prospered since this ‘Fairy Godmother’ had taken an interest in it eight years previously. One grateful resident said that the Baroness’s beneficence had enabled him to change his ‘ruined cabin for a villa residence.’41 The article outlines the aims of this school; namely the instruction of boys from all parts the Irish Coast in the most improved modes of fishing and of all the trades connected with fishing.42 The school was a two-storey structure consisting of a main building with an east and a west wing around a quadrangle with cloisters. It housed a refectory, an oratory, school-room and dormitories. Nearby, another building contained the workshops.43 The Board of

35 The Times, London, (August 18th, 1887), p. 4. 36 The Standard (18th August, 1887), p. 22 37 The Times, London (18th August, 1887), p. 5 38 Seamus Fitzgerald, Mackerel and the making of Baltimore, Co. Cork, 1979-1913, (Irish Academic Press, 1999), p. 29. 39 The Times, London, (August, 18th, 1887), p. 5. 40 Seamus Fitzgerald, Mackerel and the making of Baltimore, Co. Cork, 1979-1913, (Irish Academic Press, 1999), p. 30. 41 The Times, London, (18th August, 1877). 42 Ibid. 43 Evening Echo, (November, 1981), p. 5. Trustees applied for Industrial School Status which was granted in August, 1887. The Department of Education, under the Educational Endowments Act and the Children’s Act, financed the education of the 150 boarders. A capitation grant of five shillings per week for each boarder was also paid by the government. In 1906, when fifty orphans were placed in the school, the parents of the boarding children objected and many withdrew their sons. The school became an orphanage cum reformatory until its closure in 1950.44

Above image: Site of Baltimore Fisheries/Industrial School, presently the site of Baltimore Harbour Hotel. Co. Cork. http://www.property.ie/commercial-property/Baltimore-Harbour-Hotel-Baltimore-Co- Cork/70326/ (Accessed: April 14, 2011).

Conclusion The Baltimore railway line never realised its full potential in regards to the transport of fish out of port to destination markets. ‘Despite the efforts to promote the fishing industry on the south coast...there was never a large flow of fish traffic along the railways of West

44 Alfred O Mahony, The Founding of Baltimore’s Fishing Industry, in Skibbereen and District Historical Society Journal, Volume 1, (Inspire Design and Print, Skibbereen, 2005), p. 135.

Cork.’45 However, it served as a vital artery connecting this remote community to the rest of the county for almost sixty-eight years. At the turn of the 20th century there were three direct trains from Cork to Baltimore each day. The mail train which left at 5.15 a.m. and arrived at 6.15 a.m., ; the 9.20 a.m., which arrived at 12.30 p.m., and the 3.00 p.m., which arrived at 5.55 p.m.46 There were two return trains on Sunday and this attracted large numbers of day trippers, especially on the day of the famous Baltimore Regatta. Up to the late 1950s, as many as 1,800 people travelled by special train to the regatta. When news spread about plans for closure of the railway line an association was formed in an attempt to reverse the decision. During the winter of 1960/61, many organizations in West Cork became involved in protests against the proposed closure. Some thirty-seven thousand signatures were collected 47 in what was ‘...the greatest civil protest since the foundation of the state...’48 Dr. C. S. (Todd) Andrews, Chairman of C.I.E., and Minister Childers were repeatedly lobbied but despite the huge public outcry, the government was unrelenting.49 On Good Friday, March 31st 1961 the West Cork Railway, which had taken over fifty years to build, was closed down forever.50 Fr. Charles Davis died on the 13th of October, 1892, at the Parochial House in Rath. He is buried in the grounds of the Sacred Heart Church, Rath and his grave is marked by a large, Celtic cross. This cross originally stood in the grounds of the Baltimore Fisheries/Industrial school.51 The site where the fisheries school stood was developed into a hotel in the 1960s. It changed hands and underwent renovations several times over the years and it is currently on the property market as Baltimore Harbour Hotel. The only section of the fisheries school that remains extant is now part of a leisure centre complex.52

45 Tom Ferris, The Trains Long Departed Ireland’s Lost Railways, (Gill & Macmillan, Dublin, 2010), p. 134. 46 Southern Star, March 31st, 2001. 47 Ibid. 48 Leo McMahon, The Southern Star, (April 16th, 2011), p.1. 49 Southern Star, March 31st, 2001 50 Ibid. 51 Alfie O’ Mahony, pers comm., March 19th, 2011. 52 Peter O Flynn, DTZ Sherry Fitzgerald, 6 Lapps Quay, Cork. pers comm., (April 14th, 2011).