Muriel and Mary MacSwiney sailed from Ireland to America in late 1920 to testify about the hunger strike death of Terence MacSwiney, husband and brother, respectively, and the ongoing fight for freedom in their homeland. Their westbound journey aboard the liner Celtic was highly anticipated, and their arrival in New York City became front page news.
Six days later, Irish leader Éamon de Valera was secreted aboard the same ship for its eastbound return to Europe, ending his 18-month mission to America. The stowaway risked arrest by British authorities if discovered once the Celtic berthed in Liverpool, England. Publicity was the last thing de Valera and other Irish supporters wanted.
These consecutive crossings of a ship named for the Irish race are coincidental. Yet they also symbolize the close relationship between Ireland and America, and highlight key events and participants of the Irish revolution at the end of its second year; what a Times of London correspondent described as “the transatlantic Irish pot boiling with a vengeance.”1 Muriel MacSwiney and de Valera each concluded their voyage aboard the Celtic with public statements about Irish hopes for American help, wishes that were mostly dashed in the new year, 1921.
News of Muriel MacSwiney’s trip aboard the Celtic began to appear in U.S. papers shortly after her husband’s Oct. 25 starvation death in a British prison. She accepted an invitation to appear before the American Commission on Conditions in Ireland, meeting in Washington, D.C. Oswald Garrison Villard, editor of The Nation, established the non-U.S. government commission on behalf of Irish sympathizers. British authorities, though dubious of the commission, privately assured U.S. officials that they would not refuse passports to Irish witnesses, including the MacSwineys.2 Nearly 40 Irish, British, and American witnesses testified at commission hearings from November 1920 through January 1921.
On Nov. 25, the MacSwineys “embarked quietly” on the Celtic at Queenstown, the Associated Press reported in U.S. papers. “Few people were aware that they were sailing.”3 Irish papers subsequently reported their departure with 400 others at the port, now called Cobh, a quick stop between Liverpool and New York City. The two women “were greeted on embarking the line with cheers from their fellow passengers.”4
The twin-funnel, 701-foot Celtic was launched in April 1901 from the Harland and Wolff shipyards in Belfast, part of the White Star fleet that later included Titanic. Converted to merchant and troop ship duty during the Great War, it struck a mine in 1917 off the Isle of Man, killing 17 people aboard. A year later it was torpedoed in the Irish Sea, causing six deaths. Once the war ended, the Celtic was restored to its original purpose, and people hurried to board and enjoy its accommodations on the nine-day crossings of safer seas. The Celtic called at New York about once a month, according to schedules published in 1920 newspapers.
The Celtic arrived shortly before 10 a.m. on Dec. 5, at New York City’s Pier 60, a day behind schedule due to westerly gales. The next to last night at sea “was so violent that the tops of the angry waves were blown over the bridge and funnels, smothering the ship with icy spray,” The New York Times reported. Many passengers became seasick as “the big ship was tossed about.”5
Muriel and Mary were the first passengers off the ship, their bags carried down the gangway by a special delegation of Irish longshoremen, ahead of American financier J. Peirpont Morgan and his wife. The two Irish women seemed unaware they had crossed the Atlantic with the famous couple, who had been in Europe since August, according to news accounts.6
A crowd of up to 3,000 awaited them, less than half the estimated 10,000 that had gathered at the pier a day earlier. The scene turned chaotic as police confused which door the women would enter. Villard and Harry Boland, de Valera’s secretary, headed the reception. A parade of more than 70 automobiles followed, with crowds waving the Stars and Stripes and the tricolor of the Irish Republic.
Muriel MacSwiney was described as “a slender, gray eyed young woman dressed in deep mourning, with masses of black hair showing in ripples when she threw back her heavy widow’s veil.” At the end of the day, she issued a statement:
I am deeply grateful for the wonderful reception given to me this morning, and especially to the women of America for their generous tribute to my husband’s memory. I have had many beautiful letters from America, even from American children, and I am happy to be in a country where so many are thinking about the cause of Ireland. … We feel in Ireland that America has a greater responsibility in the matter than any other land on account of her fine traditions and her war pledges, and because there are so many millions of our kin in this country.”
The women soon traveled to Washington and testified before the American Commission on Conditions in Ireland over three days, Dec. 8-10. Front page coverage of the MacSwineys appeared in the leading Irish-American weeklies, The Gaelic American, New York, and The Irish Press, Philadelphia, on Dec. 11. That same day, the Celtic began its eastward voyage back to Europe.
Éamon de Valera’s return to Ireland was cloaked in as much mystery as his June 1919 arrival in America, when he’d been hidden aboard the White Star’s Lapland. Now, two weeks before Christmas, he was spirited aboard the Celtic shortly before it sailed for Liverpool. In both instances, White Star bosun Barney Downes and other Irish sailors provided key help in smuggling the leader aboard ship.7
Smuggling people, guns, and information aboard transatlantic ships was a regular operation of the war, according to an Irish Volunteer based in Liverpool from 1918-1922:
The liners plying between Liverpool and New York, especially the White Star and Cunard Boats, had Irishmen aboard who were employed to take dispatches from Liverpool for New York and vice versa. These sailors also engaged in the stowing away of leaders who wished to avoid arrest. The mode of procedure was for such a person or persons to go aboard several hours before the Liner was due to leave the dock for a landing stage and to be hidden away in the bowels of the ship. … The Atlantic route was our most important route both on account of the source of [weapons] supply at New York and because of the fact that sailings were very regular and frequent. Our best boats on that line were the Celtic and the Baltic [both of the White Star fleet].8
A few weeks before his clandestine voyage, de Valera publicly organized the American Association for the Recognition of the Irish Republic in a split from the establishment Friends of Irish Freedom. The rancorous move ended 18 months of nearly non-stop, coast-to-coast travel to raise money and political support for the Irish republic. By early December, Boland told the America reporters that de Valera needed rest from all the activity and was keeping out of view.
Rumors of de Valera’s return to Ireland, however, soon began to “exercise the talents” of journalists on both sides of the Atlantic.9 The London press said de Valera was traveling to the capital for what turned out to be an unauthorized Irish peace overture. American reporters checked the hotels de Valera usually frequented in New York, Philadelphia, and Washington. Close associates of the Irish leader remained coy about his whereabouts. A Dec. 15 statement attributed to de Valera huffed: “I did not ask Mr. Lloyd George’s permission to come to the United States, and I shall not ask for it when the time of my return to Ireland comes.”10 He was already four days at sea.
It is unclear whether this crossing of the Celtic encountered rough weather, but de Valera was known to easily get seasick, especially hidden away from fresh air. The ship arrived in Liverpool on Dec. 20 (See maps below.), just as British officials ordered that de Valera not be prevented from landing. He was back in Dublin two before Christmas, but remained in hiding.11
Finally, on Dec. 31, Boland announced de Valera had return to Ireland. The story topped the year-end front pages of many U.S. newspapers and quoted from de Valera’s farewell message to America:
May you ever remain as I have known you, the land of the generous hearted and the kindly. … I came to you on a holy mission; a mission of freedom; I return to my people who sent me, not indeed as I had dreamed it, with the mission accomplished, but withal with a message that will cheer in the dark days that have come upon them and will inspire the acceptance of such sacrifices as must yet be made. …. You will not need to be assured that Ireland will ‘not be ungrateful.’12
Muriel MacSwiney sailed home to Ireland the next day, New Year’s Day, 1921, aboard the Panhandle State. Mary MacSwiney remained in America and continued to speak out for Irish independence. While many regular Americans supported the Irish cause, the U.S. government under new President Warren Harding considered it a British domestic issue, the same stance as predecessor Woodrow Wilson. In August, with a ceasefire agreed in the war, Mary MacSwiney and Boland returned to Ireland together aboard the White Star’s Olympic.13 Four months later a treaty ended the war and created the Irish Free State.
In December 1928 the Celtic ran aground in a storm on the approach to Queenstown (Cobh), near Roche’s Point Lighthouse. It was found unworthy of repair and scrapped.
Charting Dev’s Return to Ireland on the Celtic
The two maps below are from the “Shipping News” pages of The New York Herald. Note each map shows representations of more than two dozen passenger liners. Clicking the images will show a larger view in most browsers.
See all the stories in my American Reporting of Irish Independence series.