For many Irish Americans, the watching of John Ford’s ‘The Quiet Man” is as much a part of the tradition of St. Patrick’s Day as Frank Capra’s “It’s a Wonderful Life” is a part of Christmas. Both movies, depict an idealized time and place that was much simpler than today, or in fact ever was, but the basic themes of the importance of values and friendship still speak to us. Not to be overlooked in our enjoyment of “The Quiet Man” is the very complex man who gave us this movie, Irish American John Ford.

John Ford was born John Martin Feeney in Cape Elizabeth Maine on February 1, 1894. His parents were Gaelic speaking immigrants; Ford’s father, a saloonkeeper and a Democratic Party Ward boss, was born in Spiddal County Galway, his mother from the isle of Inishmore in the Aran Islands. Despite being one of eleven children, several of his siblings not surviving childhood, Ford grew up in reasonably comfortable surroundings. However, the slights and offenses that he and his family endured as Irish Americans in Yankee dominated New England forged a pugnacity that would mark his later life. In an era when all Americans were expected to assimilate, Ford took a defiant pride in his heritage and culture. As actor and fellow director, Orson Wells would observe, “(Ford) had chips on his shoulder like epaulets.”

John Ford entered into a career in film after following his older brother Francis, (who was the first to take the stage name of “Ford”) an already established actor and director of silent films, to California in 1914. He began a three year apprenticeship where he learned his craft through being an assistant, handyman, stuntman and occasionally an actor. In 1917 he was given his first film as a director “The Tornado” a film in which he also starred. Per Ford, Head of Universal Studios Carl Laemmle gave him the job of director with the recommendation “Give Jack Ford the job—he yells good”. It is unlikely that Mr. Laemmle realized at the time that this 23 year old young man who “yells good” would go onto to make over 140 films and win six Academy Awards. Ford’s first film would also set the themes for the movies John Ford is most associated with: the West and the Irish. The film was a western where Ford himself played a cowboy who earns a $5,000 reward, which he sends to his mother in Ireland so she can keep the family home.

Ford was a pioneer in location shooting and the “long shot” where his characters are framed against a vast natural terrain such as Monument Valley, Utah, an area still called “John Ford Country”. However, perhaps an even greater trademark of Ford is the inclusion of Irish American values in his films: Duty, Loyalty, Family and the commitment to the values of one’s heritage within a bigger and sometimes hostile society. These are themes that are to be seen whether the subject matter was a coal mining town in Wales in “How Green was my Valley”, as isolated western cavalry post in “Fort Apache”, the struggles of an old time party machine politician whose world is changing in “The Last Hurrah” or Ireland during the Black and Tan wars in “The Informer.” Many of Ford’s films are filled with Irish immigrants who are willing to sacrifice themselves so that future generations may advance up the social ladder, however never at the sacrifice of their cultural identity. Ford also brought a sympathetic, and revolutionary for his time, view to the challenges of other minority groups including African Americans and Native Americans. Even in his Academy award winning film “The Grapes of Wrath” concerning Oklahoma farmers forced to leave their farms during the Great Depression, Ford saw parallels to Ireland’s Great Hunger. Ford lived the values of loyalty and family off the screen; Ford and his actors bonded in an extended family (sometimes called The John Ford Stock Company) that he used again and again is his pictures; more than a few actors whom other directors rejected thinking their marquee value had passed could always find work with John Ford.

Another theme embraced by Ford not only in film, but his personal life was that there was no conflict between being proud of one’s heritage and patriotism to ones county. At the outbreak of WW II, John Ford joined the United State Navy where his talents as a Director were used to make morale boosting documentaries, two of which earned Academy Awards. Ford was present on Omaha Beach on D-Day, landing himself with a team of Coast Guard Cameramen filming the landing while under fire themselves. In addition to being cited for bravery, John Ford eventually attained the rank of Rear Admiral.

While many great directors cite John Ford as their influence and consider him one of the great directors of all time, some, unfairly applying today’s standards to works produced half a century ago, regard his work as “Politically Incorrect” rather than realizing how revolutionary they were in the context of their own time. Others criticized works such as Ford’s “The Quiet Man” as overly simplistic or depicting an Ireland that never was, and missing the point this is not a story of Ireland , but a poetic story of a child of immigrants longing for a connection to his heritage. Ford tells us this when the character Sean Thornton says “Since I was a kid livin’ in the shack near the slag heaps , my mother’s told me about Innisfree …. Inishfree became another word for heaven to me.” For those who still don’t understand, perhaps all that is left are John Ford’s words to Eugene O’Neill “If there is any single thing that explains either of us , it’s that we are Irish.”

In the tumultuous days following the bombing of Pearl Harbor, young men whom would later be called “America’s Greatest Generation” streamed into recruiting offices across the country eager to defend their country. Even amongst the hundreds of new recruits streaming in, one must suspect that the recruiting officer as the Des Moines Naval Recruiting Station must have been taken aback on January 3, 1942 when before him stood five brothers who had come to enlist in the U.S. Navy, but with the stipulation that they would not be split up, but would “stick together”.

George, Francis, Joseph, Madison and Albert Sullivan were born to an Irish- American family of seven children (one sister dying in infancy) in Waterloo, Iowa. News of  their friend William Ball’s  death aboard the USS Arizona at Pearl Harbor prompted them to enlist in the U.S. Navy. George and Francis Sullivan had only recently been discharged from the U.S. Navy less than a year before, having served together on the USS Hovey. The U.S. Navy discouraged siblings serving together, however George had written a letter to the Secretary of the Navy, citing his own and Francis’ recent service and asking if he and his brothers could “stick together”. George Sullivan closed with the phrase “We will make a team together that can’t be beat.” The Secretary of the Navy granted the request.

After training, the Sullivan’s were assigned to the newly christened light cruiser USS. Juneau. In November of 1942, U.S. and Japanese forces were locked in the deadly struggle for Guadalcanal, with both sides putting forth a maximum effort to take control of the Islands. Shortly after Midnight on the 13 of November occurred one of the most dramatic naval engagements of the war in straight between Guadalcanal and Florida Island as American and Japanese naval tasks forces engaged each other at point blank range. The Juneau was an early casualty, hit by a Japanese torpedo that buckled her deck, destroying her fire control systems and knocking out power. She limped away from the battle, but was able to rejoin her task force at dawn, where unfortunately a Japanese torpedo intended for the USS San Francisco struck the Juneau in her magazine and blew the ship in half.

Because of the risk of further enemy action, the remaining U.S. ships did not search for survivors, the commander of the task force believing that no one could have survived the blast. He did ask that a reconnaissance plan in the area report the ships location, which it did, but the message was lost and rescue efforts did not begin for several days. Francis, Joseph and Madison were killed in the initial attack and Albert drowned during the second attack. George was one of 80 men who made it to life rafts, but who would die a few days later from shock, exposure or sharks. Subsequently only 10 men from the Juneau would be rescued.

The sacrifice and devotion of the Sullivan Brothers touched the hearts of the American people with an out pouring of grief and sympathy. Franklin Roosevelt sent a personal letter of condolence to their parents, Pope Pius XII sent a silver religious medal and rosary with his message of regret and the Iowa Senate and House adopted a formal resolution of tribute to the Sullivan brothers. In continuing the family tradition of duty and devotion, their parent made speaking trips across the nation despite their grief and advancing years. Their sole surviving sibling Genevieve later enlisted in the Waves. Hollywood later remembered them directly in the file “The Fighting Sullivans” and as one of the inspirations for “Saving Private Ryan”.

The Sullivan brothers were and are remembered by the Navy by the christening of the destroyer USS The Sullivans in 1943 by their mother, the first time a U.S. Navy ship was named after more than one individual. Albert’s son James would later serve aboard the ship named for his father and uncles. The ship would earn 9 battle stars for WW II and 2 in Korea before she was decommissioned in 1965. However, the Navy accorded the Sullivan brothers and their sacrifice the honor of naming a second ship USS The Sullivans, a modern Aegis class destroyer still on active service. Both ships adopted the Sullivan Brothers own motto “”We Stick Together””. The words and devotion to country and family of the Sullivans are well worth remembering by all Americans.

Note: Several sources make mention of the tragedy of the Sullivans as being the cause for enactment of “The Sullivan Act” or “The Sullivan Law” that bans siblings from serving together. This is a misconception, “The Sullivan Act” is a piece of NY State legislation passed in 1911 and named for its sponsor Timothy Sullivan. It is one of the oldest gun control laws in the United States and regulates the carrying of concealed weapons; it has nothing to do with The Sullivans or the service of siblings in the U.S. Armed Forces. While the armed forces strongly discourage siblings serving in the same unit and councils against it, there is no law that bans siblings serving together.

Born in County Wexford in 1745, little is known of John Barry’s early life. His father was a poor Catholic tenant farmer who was evicted by his landlord, forcing the family to relocate to Rosslare. There Barry’s uncle was a captain of a fishing skiff, apparently imparting to young Barry a love of the sea. Barry signed on as a cabin boy at an early age and must have shown great aptitude as a seaman; he obtained his first command, The Barbadoes out of Philadelphia, at the age of 21. He quickly earned an impressive reputation as a ship’s master and was soon sought out by the leading merchants of Philadelphia. As captain of The Black Prince, Barry set the record for the fastest day of sailing ever recorded in the 18th century.

When war with England appeared imminent in 1775, Barry immediately offered his services to the fledgling congress. He was given the important task of outfitting merchantmen as the first Continental Navy Ships and readying them for sea. Among those converted was his own Black Prince, rechristened Alfred. It was aboard the Alfred that a Lt. John Paul Jones would be the first to hoist the flag of the new nation aboard a ship of the Continental Navy.

Barry’s efforts at creating the first ships of the Continental Navy were soon rewarded with his own command, the Lexington, which was the first in a series of successful commands he was to hold during the Revolution. Space does not permit a full account of all of Barry’s service during the revolution, but in summary:

• Barry was the first to capture a British war vessel on the high seas
• Barry captured the most ships (prizes) of any captain during the revolution.
• When deprived of a ship when the capture of Philadelphia seemed imminent, Barry formed a regiment of sailors and marines and fought at the battles of Trenton and Princeton
• Barry captured two British ships after himself being severely wounded
• Barry fought the last naval action of the Revolution

Barry’s most famous naval encounter, and the one that most truly shows his character, was while commanding the Alliance where he fought the two British Sloops Atlanta and Trepassy. During the battle, Barry received several wounds and was taken below deck for treatment. Barry’s second in command soon appeared before him to tell him that the ship was severely damaged and asking permission to strike the colors. A furious Barry replied, “No Sir, the thunder! If this ship cannot be fought without me, I will be brought on deck; to your duty, Sir.” At that point the battle dramatically turned, and both British ships surrendered. The British Commander was brought to the wounded Barry and presented him his sword. Barry received it and then immediately returned it; “I return it to you, Sir. You have merited it, and your King ought to give you a better ship. Here is my cabin, at your service. Use it as your own.”

After the Revolution, Barry would become the first commissioned officer of the United States Navy. It would be under his direction that the great frigates of the United States including the USS Constitution would be built. Under his tutelage, the great naval heroes who checked the most powerful navy in the world in the War of 1812 would be trained. Barry was also well known for his charity, supporting funds for the care of widows and orphans of sailors and a leading member of the Friendly Sons of St. Patrick.

Barry would die in 1803 from the complications of Asthma. Dr. Benjamin Rush, a signer of the Declaration of Independence gave his eulogy and fittingly summed up Barry’s life and service: “He fought often and once bled in the cause of freedom, but his habits of War did not lessen in him the peaceful virtues which adorn private life.”

The paternity of the US Navy is often hotly debated. In fact, the U.S. Navy explicitly states that no one man can be the Father of the US Navy, this may be the only battle the Navy has ever shied from. The case of Barry and Jones both have merit, but if a father is someone who stands by and cares for their “child” until it is self sufficient, then certainly Barry has the better claim. Irrespective of titles, we must ensure that the patriotism and devotion of John Barry to his country is never eclipsed.

John Phillip Holland was born on February 24, 1841 in small coastal town of Liscannor. His mother was a native Irish speaker and young John himself would not learn English until he attended school. Holland’s father was a coastal patrolman for the British Coastguard Service and instilled in the young Holland a love of the sea. With aspirations to go to sea, young Holland walked 5-1/2 miles each way to attend the Christian Brothers secondary school in Ennistymon because they offered a course in navigation. However Holland’s dreams of maritime life were soon dashed by frail health which would plague him throughout his life and poor eyesight.

The family moved to Limerick where Holland became a student of Brother Bernard O’Brien, a distinguished science teacher and excellent mechanic who was a tremendous influence on him. With the death of his father, young Holland began a career as a teacher, and then decided to take his initial vows as a Christian Brother himself. It soon became apparent that young Brother Holland was an inveterate inventor; at one point building a mechanical duck that fascinated his students.

Holland’s health soon intervened in his aspirations to be a Christian Brother. Falling ill, Holland was sent to an Aunt for treatment and to recuperate. While recovering, Holland was taken by accounts of the ongoing Civil War in America and was particularly fascinated by reports of a revolution in Naval warfare: the battle between the ironclads USS Monitor and the CSS Virginia (Merrimack). Holland realized that the age of wooden ships was gone forever and that ironclads were the future. As a child who had experienced the dark side of British rule during the Great Hunger, Holland was concerned that England’s industrial might positioned her to dominate the new technology. Holland wondered “how [other peoples of the world] would protect themselves against those designs.” The course of Holland’s life was set.

Holland returned briefly to the Christian Brothers, but before he could make his final vows illness struck him again causing him to withdraw from the order. Holland decided to follow his mother and brothers who had immigrated to America. Arriving in 1873, Holland took a lay teaching position at St. Joseph’s school Paterson and brought with him plans to counter England’s naval ambitions: a submarine.

Holland initially approached the U.S. Navy to sponsor development of his submarine, but his design was dismissed as impractical. However, Holland’s brother Michael soon found a sponsor for Holland’s work: Clan na Gael, the American branch of the Irish Republican Brotherhood, or Fenians who saw in it a weapon to fight for Ireland’s freedom. After a successful demonstration, the Fenians funded development of a full size submarine that would later be dubbed the ”Fenian Ram”. Holland’s submarine had many of the features that became fundamental to submarine design: it was driven by a combustion engine on the surface, but used battery power when submerged, it was fitted with both ballast and compressed air tanks. In an initial trial, the submarine made 3-1/2 knots on the surface and was able to stay submerged for over an hour and successfully return to the surface.

However, there was one challenge that Holland had not counted on: the classic “Irish split”. Internal fighting within the Fenians and allegations of inappropriate use of the “skirmish fund” resulted in cancellation of funding for Holland’s submarine development. A faction of the Fenians stole the “Fenian Ram” and another prototype. The prototype sank in transit while subsequent attempts by inexperienced crews to operate the “Fenian Ram” resulted in it being impounded as a menace to navigation.

Submarines however were finally gaining the attention of the U.S. Navy. Holland competed for and won a contract to develop a submarine to be named the USS Plunger for the Navy. However, Holland soon realized that the Navy’s shifting design requirements were dooming the project to failure. On his own Holland began developing his own design, the Holland VI. When sea trials came, the USS Plunger proved to be the disaster that Holland had predicted. Holland then demonstrated the Holland VI which in trials exceeded the Navy’s requirements. The Holland VI was commissioned into the U.S. Navy on April 11, 1900 as the USS Holland, the U.S. Navy’s first modern submarine and an order for an additional six more was placed.

It would be nice if the story could conclude on this triumph as a happy ending, but it cannot. Holland’s vision always exceeded his meager pocketbook and he was near poverty. To continue his work Holland formed a partnership with Isaac L. Rice, a businessman who controlled the manufacture of the storage batteries that were integral to Holland’s design. Holland and Rice formed a new company, fittingly called Electric Boat, which is still in operation today as the leader in submarine design. Holland soon found that his partner began isolating him, forcing him into less and less significant roles within his own company while others took credit for Holland’s ideas as they now rapidly evolved with proper financial backing. Holland left Electric Boat to form his own company, only to be dragged through the courts by Electric Boat who claimed not only ownership of Holland’s patents but even Holland’s own name as applied to submarines. While Holland eventually won in court, the damage had been done, potential investors had been scared off. Holland, broken and bitter, was forced into retirement. John Phillip Holland died at his home in Patterson on August 12, 1914 just as World War I was breaking out in Europe, a war in which Holland’s vision of the submarine would be proven with devastating effectiveness.

The genius of Irish Immigrant John Phillip Holland deserves a kinder fate. Holland’s discoveries and his over twenty patents are still protecting our national security today in the shield that is the Navy’s submarine fleet.

On July 30th, 1999, 30 years and two days after the first successful moonwalk, Irish American Colonel Eileen Marie Collins became the first woman to command a U.S. spacecraft. Eileen Collins was one of four children born to a family that traced their heritage to immigrants from County Cork who had settled in Elmira New York. At an early age Eileen expressed an interest in flying, the skies around her home a frequent home to sailplanes and Elmira was home to the National Soaring Museum. Her father would often take her to the local airport to watch aircraft take off and land.

However, there was little money in a struggling family for luxuries, and specifically the $1,000 needed for flying lessons. During high school, Eileen worked nights at a pizza parlor to pay for flying lessons and to pay her tuition at the local community college where she earned a scholarship to Syracuse University. At Syracuse, she earned degrees in Mathematics and Economics and joined the Air Force ROTC.

She was among the first 120 women to apply to the Undergraduate Pilot Training school at Vance Air Force Base, Oklahoma and was one of only four women chosen. After a year of training, the twenty-three-old Collins became the U.S. Air Force’s first female flight instructor. From 1979 until 1990 Collins taught flying at bases in Oklahoma, California, and Colorado. She also served as an assistant professor of mathematics at the U.S. Air Force Academy in Colorado Springs

By 1989, having logged over fifteen hundred hours of flight time and having secured several advanced degrees, Collins became the second woman ever to be accepted to the prestigious Air Force Test Pilot School at Edwards Air Force Base in California After graduating in 1990, Collins was selected by the National Aeronautics and Space Administration (NASA) to become an astronaut.

In the course of her 27-year Air Force/NASA career, Eileen Collins would attain the rank of Colonel and log 6,751 flight hours in 30 different types of aircraft and 872 hours in space. Collins was selected for the Astronaut program in 1990. She was the first woman to pilot a Shuttle in 1995 as part of the initial joint American/Russian Mission to the Mir Space Station. She would pilot a subsequent mission to the Mir before her third shuttle flight where she was the commander. In recognition of this special moment, Collins carried a scarf that had once belonged to aviation pioneer Amelia Earhart. In her fourth and final Shuttle Mission, Eileen Collins would be the first pilot to take the shuttle through a 360-degree pitch maneuver to ensure that the shuttle had not incurred damage during launch.

When asked her thoughts on being named the commander of Space Shuttle mission STS-93 and becoming the first woman to command the Space Shuttle, Col. Collins observed, “It’s my hope that all children, boys and girls, will see this mission and be inspired to reach for their dreams, because dreams do come true”