• Posted in:

    Some devils got him

    The Westminster terrorist attack on 22 March of last year, by lone attacker, Khalid Masood (52), who drove a car into pedestrians and fatally stabbed PC Keith Palmer, is not the first time that terrorists have selected the Palace of Westminster, and its surrounds, to perpetrate an act of violence. 39 years ago, on 30 March 1979, the Irish National Liberation Army (INLA) murdered Airey Neave, Conservative MP and Margaret Thatcher’s shadow secretary of state for Northern Ireland, in a devastating car bomb attack. Apart from reaffirming Thatcher’s determination to defeat Republican paramilitaries, Neave’s assassination robbed the Conservative Party of one of its most open-minded, albeit controversial, thinkers on Northern Ireland. By the standards of the day, Neave was a remarkable figure. On the one hand, he was a public figure: war-hero, writer, barrister and politician. He had escaped from Colditz, a Nazi prisoner of war camp during the Second World War; was the author of five semi-autobiographical books; established a practice at the bar; and was Conservative Party MP for Abington, 1953-1979. On the other hand, he was an elusive and secretive individual, retaining close links to the British Secret Intelligence Service throughout his adult life. During the Second World War he worked for MI9, a subsidiary of MI6, later holding the rank of commanding officer of the Intelligence School 9, Territorial Army (TA). Neave’s greatest contribution to political life came in the autumn of his career, following his promotion as shadow secretary of state for Northern Ireland in 1975. Neave’s appointment to Thatcher’s shadow cabinet, in the wake of her election as leader of the Conservative Party in February 1975, had important ramifications for the Conservative Party’s Northern Ireland policy. From the moment he took up his new shadow cabinet portfolio, until his murder by the INLA, Neave’s “first priority”, as he noted in April 1978, was to defeat Republican terrorism. Although often preoccupied by security-related issues, and despite misguided arguments to the contrary, Neave remained committed to finding a workable solution in the hope of ending direct rule in Northern Ireland. As a pragmatist, confronted by the political reality that the mainstream political parties in Northern Ireland could not agree on the terms of devolution, he instead championed reform of local government in Northern Ireland, as an interim measure. By initially supporting the establishment of his so-called ‘Council of State’, subsequently followed by a proposal to create one or more Regional Councils in Northern Ireland, Neave sought to end, as he phrased it in November 1977, `’civil servants’ paradise`’, which existed under direct rule. Unfortunately, Neave’s assassination by the INLA robbed him of the opportunity to implement his proposals to reform local government in Northern Ireland.   New archival material from Neave’s personal papers and the National Archives of the UK iliuminate the events of 30 March 1979. Neave commenced his working day, like any other. Following breakfast, he left his at at Westminster Gardens, got into his powder-blue Vauxhall Cavalier saloon, and made the short journey to the houses of Parliament, the Palace of Westminster. His morning was spent preparing for the forthcoming British general election (scheduled for 3 May) and dealing with day-to-day constituency matters. Following lunch, he decided to stop for the day and return home to spend time with his wife Diana. It was in the members’ lobby that Neave held his last conversations, chatting to colleagues before crossing to the members’ exit and taking the lift to the five- floor underground car-park to pick up his car. At 2.58p.m., an enormous explosion engulfed New Palace Yard. Soon after, as Neave’s sole biographer Paul Routledge wrote, smoke was seen billowing from the smouldering wreckage of a Vauxhall car on the ramp leading up from the MP’s underground car-park. It was a “haunting image”, with sheets of headed house of Commons writing paper “blowing gently in the breeze”, recalled Lord Lexden, Neave’s former political advisor on Northern Ireland. Police officers rushed to the scene and came upon an unidentifiable man, dressed in a black coat and striped trousers. Initially, the victim was believed to be Alan Lee Williams, a Labour MP. In fact, in the car lay sixty-three-year-old Neave. Surveying the burning wreckage, the mangled frame of the car and the glassless windows, it was apparent that some type of bomb had exploded. “He’s still alive! Clear the area!”, a policeman shouted. Within minutes, an ambulance crew arrived to find the still unidentified figure, who was breathing, slumped over the steering wheel, his face burned beyond recognition. A doctor, nurse and firefighters soon joined the entourage, before Neave, with his right leg blown off below the knee, was eventually freed after half an hour. He was quickly taken to Westminster Hospital where he underwent emergency surgery. It was too late. Neave died on the operating table. Thatcher received news of Neave’s murder while preparing for a party-political general-election broadcast at BBC headquarters. Her first thought was reportedly: “Please God, don’t let it be Airey”. When it was confirmed that Neave was indeed the victim Thatcher was described as “numb with shock”. Later that day she informed a BBC reporter that “… some devils got him and they must never, never, never be allowed to triumph, they must never prevail”. Following Neave’s murder, attention immediately turned to who had perpetrated this brutal crime. Initially, the Provisional Irish Republican Army (PIRA) claimed responsibility. In fact, the real perpetrators were the INLA. Formed in 1975, with a pledge to establish a “republican and socialist” state, the movement had previously been known as the People’s Liberation Army, having sprung up in late 1974, when the Official IRA attacked members of the newly formed Irish Republican Socialist Party (IRSP). At the time of Neave’s death, it was believed that the INLA had approximately 60 active members. The INLA basked in the publicity following Neave’s murder. A spokesperson for the terrorist organisation said that Neave’s assassination “had a tonic effect in Northern Ireland where there had been celebrations in Belfast,

    Loading

    Read more

  • Posted in:

    Galway Sprawlway

    Around one hundred submissions were received by Galway’s City Council on its Draft Development Plan 2017-23 by the deadline of 5 October. Meanwhile, a number of well-known community and environmental activists in Galway City have come together to form a new alliance to promote a ‘Future Cities’ concept based on “regenerative urban development, ‘green’ living, smart technologies and a sustainable transport. They have a lot on their plate. It’s a planning and transportation mess with no visionary Messiah. In many small cities comparable in size to Galway, people are regenerating and humanising their urban environments by introducing woodlands, gardens, recreational parks and city-wide 24/7 cycling, walking and public bus or train systems. Yet here in Galway City we are now proposing to build the N6 ringroad that will cut through homes, villages, neighbourhoods, farmland, key wildlife habitats, a university campus and sports elds, and lead to further mindless urban sprawl of this, in so many ways, creative city. Then, having spent €700m on a new road, there will be no incentive or money left to introduce the Public Transport improvements being promised “after the road is built”. If Galway City is to have a sustainable future, the authorities should immediately bin a policy based on a discredited ‘predict and provide’ private car-based transportation model and instead should use the available €500-750m to construct a hierarchical transport model based on a ‘new mobility’ prioritising pedestrians, cyclists and users of public transport”. When the IDA first developed its business parks at Parkmore in the early 1970s there were very few businesses initially established out that far. So having only one main entrance avenue wasn’t a problem. In the intervening years the estate has exploded so it now accommodates many of the world’s leading medical device and IT manufacturers. With very little available public transport passing, let alone actually entering the estate: the sheer number of private cars coming in has now reached crisis point. Yet Galway Co Council actually gave permission for a new sub-standard entrance/exit point and junction giving the planning board no choice but to refuse permission. In September An Bord Pleanála duly reversed the permission because “its construction would endanger public safety by reason of traffic hazard”. This decision could, should, force debate about the much larger can of worms around Ireland’s lack of a ‘sustainable’ National Spatial Strategy’. The daily traffic chaos in Parkmore is a symptom of the much wider problem we have in historic spatial planning in Galway, with rapidly increasing numbers of people having to commute from their new homes in County Galway to their workplace in the city, by car. This phenomenon has become overwhelming over the past 40 years. Workers living in the city but working in Parkmore/Ballybrit have been failed by the lack of civic imagination that might have provided an adequate public transport system in the city. For a youthful and fashionable city, capital of ‘craic’, dubbed as progressive, and once crowned ‘the fastest growing city in Europe’ this is anachronistic. In its May 2014 Newsletter, the Western Development Commission – using an IDA case-study, stated that “of the 16,701 rural dwellers commuting to work within the gateway of Galway city, one quarter (25.6% or 4,285) commute to work in the IDA estates”. The first figure refers not just to people heading in to Ballybrit, Parkmore and Galway Technology Parks, but others who commute further still into the heart of Galway city, for work at GMIT, NUIG and UCHG, our largest city-centre employment nodes. As James Wickham said in his book ‘Gridlock’: “Car dependency is an issue for social policy. Car dependency exacerbates social exclusion, for those who do not have a car run the risk of being excluded from normal life. Their access to jobs is restricted, they find it difficult to move around the city, they are not full citizens”. There is a belief that transportation problems result from the antedeluvian planning policies of the 1980s and 1990s, both at local and national level. These intensi ed in Galway from the time Colin Buchanan and Partners published its ‘Galway Transportation and Planning Study’ in September 1999. This report together with its subsequent 2002 ‘Integration Study’ commissioned jointly by Galway City and County Councils, led to a situation in Galway, not dissimilar to that of Dublin, where availability of sufficient reasonably priced housing units in the city failed to keep up with growing public demand. This, combined during the madness of the Celtic Tiger years, with pressure being applied by county councillors and developers turned Galway’s surrounding towns, villages and particularly countryside into worker dormitories: for families that had been priced out of continuing to live in Galway city. The Galway County Development Plan of 2002, which integrated the recommendations from the Buchanan Report, facilitated development in places ringed around the city: Bearna, Moycullen, Claregalway, Tuam, Oran- more and Athenry. And everything in between. Responding to Galway County Council’s then- Draft Development Plan in July 2002, then City Manager John Tierney wrote to Donal O’Donoghue, then County Manager, expressing some concern over proposed policies which would continue to promote a wider spread of settlement, and not the concentration into the 38 towns, villages and proposed development at Ardaun that had been planned. He stated: “The cumulative effect of these policies/objectives all greatly undermines the ‘Galway Transport and Planning Study’ GTPS, any sustainable approach to a settlement structure and consequently any ability to promote a sustainable public transport system. It would exacerbate the current dependence on private vehicular transport and the consequent negative effects of this”. Tierney’s pleas went ignored, and widespread ‘one off’ housing development in County Galway continued unabated, with septic tanks mushrooming leading to water pollution, cryptosporidium, and a culture of lengthy commutes into once homely Galway City. So a long-term strategic policy for planning where people might be sustainably housed was scupperedd, due to the regime, the report and thousands of concomitant individual acts of planning anarchy, cumulatively undermining any regional strategy. The problem is now self-pepetuating and solution-less.

    Loading

    Read more