• 47cm x 37cm  Limerick Ireland has always been known for their hard tobaccos, often very stout and topped or cased with an exotic flavour. The plug form is hands down my fave, and I've tried to research its origins and evolution, but there ain't much out there documenting the historical arc. This is sorta like a supplemental edition of Antiquarian Nicotiana Brittanica - in hopes of giving people an idea of this glorious old baccy. This is primarily a visual gallery as mentioned earlier, textual traces are difficult to track, but at least I've been able to scavenge enough sufficient imagery off the vast cultural detritus known as the world wide web to at least give the viewer/reader a generalized approximation of what was what and how was how. Back then, you usually knew what you were getting if you knew the country of origin of your tobacco, it was fairly easy to know what to expect, unlike today's over-homogenized market where the lines are very blurry. We'll start this off with an American newspaper article from 1940, and it deftly illustrates the renowned, legendary, far-famed, and celebrated characteristics of what is Irish plug tobacco. : Another thing I've been highly interested in, but unable to find any concrete info about, are the steam-jacketed presses which were unique to Great Britain and Ireland. I do think that a SJPress is a crucial instrument in creating their ultra-compressed and raven black distinctive properties.
    For many years past the Meadow Foundry Company has devoted considerable attention to perfecting the various appliances in use by tobacco manufacturers, and in this direction have made their speciality, the "Mansfield" Steam Stoving Press, known as "The Mansfield Stove." This system is now applied by tobacco manufacturers throughout the world, and is acknowledged by the leading houses and the representative journal of the trade to be the only stove which meets every requirement for stoving, pressing and curing every kind of hard tobacco, ensuring solidity without loss in weight, a jet-black colour without blister, and perfect keeping quality. These stove presses are equally well adapted to large and small manufacturers, giving a greater heat, uniformly distributed, than any other stoving plan, and perform the work at less cost and in shorter time than any other system.
    There were quite a good number of different Tobacco Houses, in differing regions, that made the plugs. Here's a short rundown of what was available at one time: P. J. Carroll & Co. Ltd. Dundalk ______________________________ Mick McQuaid Plug Anti-Combine Plug (A.C.P.) Bog Oak Plug Tug-o-War Plug Donegal Plug Carroll's Golden Bar Dundalk Bar Striker brown Long Squares Spearman brown Long Squares : Wm. Clarke & Son Cork ______________________________ Galtee More Plug (Flavoured and Full) Nugget Plug Nugget Plug Special Perfect Plug Walnut Plug Cherokee Circular Plug Square Tack Onyx Bar :   Gallaher Ltd. Dublin ______________________________ War Horse Bar Army & Navy Plug Wrestler Plug HammerHead Plug Condor Bar A.1. Plug Sixpenny Plug : John Clune Ltd. Limerick ______________________________ Kincora Plug Sarsfield Plug Thomond Plug Honeybee Long square : Murray Ltd. Belfast ______________________________ Warrior Plug Erinmore Plug Yachtsman Plug Luckmore Plug Maple Plug Crowbar Long Square : Wm. Ruddell Ltd. Dublin ______________________________ Velvan Plug Curragh Plug Derby Plug Potomac Plug Best Virginia Plug Holdfast Bar Ruddell's Golden Virginia Bar : G. Spillane & Co. Ltd. Limerick ______________________________ Garryowen Plug Hazelnut Plug Poplar Plug Treaty Plug Warship Long Square : W. & M. Taylor Ltd. Dublin ______________________________ Bendigo Plug Patland Plug Taylor's Navy PLug Farrier Bar Handy Plug Sixpenny Plug : M. & P. O'Sullivan Ltd. Cork ______________________________ Erin's Pride Plug Coupon Plug Take-me Plug : Lambkin Bros. Ltd. Cork ______________________________ Cordangan Plug Exhibition Plug Kentucky Plug Shandon Plug Oaknut Plug : Grant Bros. Ltd. Buncrana, Co.Donegal ______________________________ Crana Plug Ploughman Plug : Fairweather & Sons, Ltd. Dundee _____________________________ Rose Plug Kara Bar : T.P. & R. Goodbody Ltd. Dublin ____________________________ Patriotic Plug Cora Plug
     
  • 33cm x 38cm  Co Kerry Stumbling upon an old suitcase, we discovered a cache of wonderful old bullheads,return dockets, invoices and other commercial ephemera from the late 1920's and 1930's.They originated from a now closed licensed premises-Courtney's of Castlegregory Co Kerry-situated on the Dingle Peninsula not far from the start of the Connor Pass. We then decided to out them to best use by making framed  display collages using the original items and have also included some original Guinness bottle labels from around the country to add a little more historical flavour ! A truly unique and unusual piece of Irish Pub Memorabilia which can only appreciate in value over the years given they are already heading for a century old. Each display is different to the next also adding to their rarity value- a truly once off item for any proud Irish Pub or home bar !
  • Gerry ‘Ginger' McLoughlin – better known as ‘Locky' in his native Limerick - was instrumental in winning the 1982 Triple Crown, Ireland's first since 1949. Below, ‘Locky' tells of his flirtation with the priesthood, Limerick's rugby rivalries and great players, his call-up to international rugby and the fateful tour to apartheid South Africa which impacted on his teaching career By Dave McMahon   There are few contenders for the most memorable Irish try of the last 50 years. A generation who remember the days of black and white television will cite Pat Casey's ‘criss-cross' try against England at Twickenham in 1964 when Mike Gibson's searing break gave Jerry Walsh the opportunity to deliver the decisive reverse pass. Gordon Hamilton's superb burst to score in the Lansdowne Road corner against Australia in the 1991 World Cup ranks high in the list – a try that rarely gets the credit it deserves because of Michael Lynagh's instant riposte. Nearer the present day, the delayed October Six-Nations game against England in 2001 saw Keith Wood score one of the great forwards inspired try's against the auld enemy at Lansdowne Road.  A try, indeed, which gave purists as much pleasure as any, with the pack orchestrating the score with military precision. The line-out throw from Wood; Galwey's clean take; Foley's magical hands; Eric Miller doing just enough to create the running channel; Wood's powerful burst through Neil Back's tackle for the touchdown. And then, you had Locky's try against England at Twickenham in the Triple Crown winning year of 1982 – a different class! In recalling 1982, it's Gerry McLoughlin's try that represents the defining moment of Ireland's first Triple Crown winning year since 1949.  Ollie Campbell's touchline conversion of McLoughlin's try (pictured left) helped Ireland to a 16-15 victory and an ultimately successful Triple Crown decider against Scotland two weeks later.  Three generations of Irish rugby heroes had come and gone without Triple Crown success – McBride, Kiernan, Dawson, O'Reilly, Gibson, and Goodall.  Gerry McLoughlin's try helped create history, and he isn't slow to trumpet his role in '82.“At the time, I was misquoted as saying I dragged the Irish pack over the line with me.In fact, I dragged the entire Irish and English forwards across the line that day! Also, I never got the credit for creating the free which led to my try.  As Steve Smith was about to put-in at an English scrum, I whispered to Ciaran Fitzgerald that I intended to pull the scrum, which I did successfully with the result that Smith was penalised for crooked-in.  After the free was taken, I took over.” It was a tremendous year for McLoughlin during a rugby career which had its share of heartbreak as well as some glorious highs. “As a young man, I dabbled with hurling and gaelic football as a full-back or full-forward with St. Patrick's CBS. I had no great skill at either code; I simply mullocked and laid into guys. My destiny was certainly never to be a skillful All-Ireland winning hurler with Limerick. Rugby was always going to be my game. “Brian O'Brien got three Irish caps in 1968 and I regarded him as a hero, so it was always on that I should join Shannon, while my late father, Mick, had won Transfield Cup medals with the parish side.  Joining Shannon at 16, my bulk and size immediately saw me go into the front-row where I had Michael Noel Ryan, who had captained the first-ever Shannon team to win the Munster Senior Cup, as a sound mentor. “Frankly, at the time, I didn't plan on a rugby career as I had other designs on my life.  As soon as I entered Sexton Street CBS, my admiration for the role that the Christian Brothers played in Irish society saw me develop a vocation to become a Christian Brother. I spent a 3 year novitiate between Carriglea Park in Dun Laoghaire and St. Helens in Booterstown and was within 3 weeks of taking my vows of poverty, chastity and obedience before deciding that I wanted to opt out. “Had I taken the vows, I would have entered a world where there was no television, no newspapers and would not be able to take holidays or see my family for the best part of five years.  That's the way it was in those days. I was at a young impressionable age and, in the end, I got stage fright and returned to Sexton Street as a pupil. “At 18, I was in the Shannon senior-cup team and I knew that I had some ability. After Sexton Street, I went to UCG to do my BA and that gave me the opportunity of further developing my rugby skills as I joined Ciaran Fitzgerald in the Colleges senior front-row.  I won a handful of senior caps with Connacht who were not very successful at the time.  The highlight of my Connacht career came when we ended a near 10-year losing run by beating, believe it or not, Spain by 7-3 in 1973.  I played with some decent players in my days with Connacht, Mick Molloy and Leo Galvin were often in the second-row, while Mick Casserly was probably the best wing-forward never to be capped by Ireland.” After graduating from UCG, and the successful completion of a teacher-training degree with UCC, McLoughlin returned to his alma mater Sexton Street CBS as an Economics teacher in 1973 – and to the front-row in a Shannon senior-team that was about to make it's mark on the Irish rugby scene. “In those days, the rivalry between Limerick clubs was intense.  Young Munster was a proud working-class club that commanded tremendous support and playing against them, especially in Greenfields, was often tougher than the Cardiff Arms Park.  Reputations counted for nothing.  You ignored hamstrings, cuts, strains and blood – you earned respect against them.” “Of course, Garryowen set the standard with their huge number of Munster Cup victories.  In my time, they had a great full-back in Larry Moloney.  Just four caps with Ireland was no reward for his ability. Despite spending 13 years of my life in Wales, the edge between Shannon and Garryowen is deeply engrained in my brain. Time hasn't diminished that rivalry. “People speak of Limerick rugby and the syndrome of doctor and docker playing side by side.  That was certainly the case with Garryowen.  Mick Lucey and Len Harty were doctors who played in the light blues three-quarter line in the late 60's. Then, you often had Dr. Jim Molloy playing in the Garryowen pack alongside Tom Carroll who was a Limerick docker. To this day, I maintain that Carroll was both the toughest and technically most proficient prop-forward I ever encountered.  Tom was not much more than 13 stone, yet I never got the better of him. “In my early days with Shannon, we hardly rated on the rugby map.  Teams like Trinity and Wanderers didn't want games against us. Garryowen were the standard bearers in Limerick and our aim was to become as good as them.  After I returned from UCG in 1973, Shannon, with Brian O'Brien pulling the strings, had begun to assemble a powerful team.  Brendan Foley was a fine second-row and an inspirational captain.  Colm Tucker was the best ball-carrying wing-forward I ever played with.  Colm was good enough to play in two tests for the Lions against South Africa in 1980, yet he was only capped on three occasions by Ireland.  That was an absolute joke. “You would go a long way before finding better club forwards than my brother Mick, Eddie Price, Johnny Barry and Noel Ryan.  Later, Niall O'Donovan came through as an outstanding number eight.  Noel Ryan,  indeed, was such a good loose-head prop that I played all my games for Shannon and, subsequently, Ireland at tight-head, while my entire career with Munster, and a handful of games with the Lions in 1983, was in the loose-head position.  Playing on either side of the scrum never presented problems as the emphasis in training with Shannon was always on having a powerful scrummage as a starting-point.” Just six months after representing Connacht against Spain, McLoughlin won his first Munster ‘cap' in a fiery encounter against Argentina at Thomond Park. That was the start of a long interprovincial career which lasted from 1983 to 1987. An ever-present in the Munster team, the breakthrough to International level proved daunting and is the source of fiery comment from McLoughlin. “As I was a regular with Munster, I was asked to submit a CV by the IRFU to facilitate any calling to International level. I did all the right things.  I deducted a year from my age with the result that my birth date changed from 11 June 1951 to 11 June 1952. I added a half-inch to my height to make sure that I came in as a sturdy six footer.  I weighed 13 stone, 11 ounces those days and I remember sticking 7 pounds of lead into my jockstrap at a formal weigh-in to hit the 14 stone, 4 ounce mark. Still, the call to international representation was light years away. Ciaran Fitzgerald knew my correct age, but kept it quiet for years before revealing all to the IRFU one evening when he had a few too many. At that stage, it didn't matter. “The selection system was just a joke with two Leinster, two Ulster and a solitary Munster selector, with Connacht having no representation at all. To this day, I often wonder how Ciaran Fitzgerald was ever capped.  I played some fine rugby for Munster over many years, yet I never came close to making the International scene and I doubt that I would have were it not for Munster beating the All Blacks in 1978.  The selectors found it impossible to ignore us after that. I was also very lucky that Brian O'Brien eventually came through as an Irish selector.  For years, he kept me in a ‘job', and I kept him in a ‘job'.” Munster's victory over New Zealand remains the most emotional game of McLoughlin's career.  “It wasn't a fluke by any means as that was a superb Munster team.  For starters, the usual Cork/Limerick selectorial carve-up didn't apply as twelve of the Munster team picked themselves.  We had leaders and quality players all over the field.  Wardie (Tony Ward) was under pressure all day, but still managed to kick brilliantly for position; Canniffe gave him a great service; Dennison and Barrett never stopped tackling; Larry Moloney was himself at full-back; Andy Haden might have won the line-out battle, but we matched the All Blacks forwards everywhere else; in the end, we fully deserved our 12-0 victory. “After that success over New Zealand, I was totally focused on making the step up to International level. I was often asked for tips by budding prop-forwards, but I never revealed anything useful in case the younger man got better than me.  You spend all your career striving to get to the top and the last thing you wanted was someone to get ahead of you in the race.  I had to be both dedicated and selfish.” Just three months after beating New Zealand and a successful final-trial outing with the probables, McLoughlin made his international debut against France. He may have been listed as ‘G.A.J. McLoughlin' on the match programme, but Limerick rugby followers still called him ‘Locky' – one of their own!  Woe betide the fate of any Dublin hack that resorted to ‘Ginger'. Nearly 30 years after his International debut, he is still ‘Locky' in Limerick, but the metropolitan media continually refer to him as ‘Ginger'. But what's in a name? Some 10 years ago an almost fatal blow was struck against the ‘Locky' constituency. With the future of Connacht rugby under threat, a protest march to IRFU headquarters at Lansdowne Road was made.  Remembering his youthful days in UCG and that famous victory over Spain, Gerry McLoughlin was at the forefront of the parade with a banner which read “Ginger supports Connacht rugby”.  Locky or Ginger? Take your pick. If the Triple Crown and Munster's victory over the All Blacks were career highlights, McLoughlin's decision to tour South Africa with Ireland in 1981 cast a long shadow over his life. “I was teaching in Sexton Street at the time and initially got approval from the school to travel.  However, just a week before we were due to depart, a change of management took place within the school and my permission to travel was withdrawn.  It left me with a very difficult decision to make.  I was married with a young family, but I dearly wanted to represent my country.  Also, I felt that South Africa were making advances on apartheid.  Errol Tobias, in fact, became the first non-white player to wear the Springboks jersey in a full-international against Ireland.  In the end, I resigned my teaching position and travelled with Ireland.” In rugby terms, McLoughlin's decision to travel was justified as he regained his Irish place and played in both tests. However, it was altogether different on a personal level. “On my return from South Africa, I was advised that I had a solid legal case against my former employers in Sexton Street but I decided against taking any action as I had a great love of the Christian Brothers and had witnessed the benefits which their dedication gave to generations of children.  They were put under severe pressure at the time as apartheid was a political and social time-bomb.” McLoughlin is far less forgiving when it came to the IRFU post-South Africa. “I wrote to every school in the country and couldn't get an interview, never mind get a job. The IRFU had plenty of people in positions of power, but the support from that quarter was nil. Ray McLoughlin (no relation) and Mick Molloy did offer considerable help at the time. Other than that, I was largely left to fend for myself.” From a remove of nearly 30 years, McLoughlin is philosophical. “It was my decision to travel to South Africa – I had to accept the consequences.” A part-time job teaching in the Municipal Institute of Technology followed, but that was never going to be enough to support a young family.  The painful decision to emigrate to Wales was taken, after recession forced McLoughlin to close his pub – aptly named The Triple Crown – which he owned for five years. “In all, I spent 13 years in Wales, teaching in Gilfach Goch near Pontypridd during the day and running a pub in the evenings before deciding to return to Ireland.  At the moment, my daughter Orla, who is getting married next August, is based in Limerick, while my three sons, Cian, Fionn and Emmet are in Wales where they spent so much of their youth.” Nowadays, living in Garryowen in the shade of St. John's Cathedral, Gerry McLoughlin enjoys a contented social and political life. “I was elected to the Limerick City Council as an Independent in 2004, before subsequently joining the Labour party.  I had always admired the social vision of the late Jim Kemmy, so the move to Labour was a natural progression for me. “On a professional level, I'm energised by the day job as a social needs assistant at St. Mary's Boys School in the heart of the parish.  I'm a lifetime non-smoker and I haven't touched alcohol in the last 14 years. I have a hectic political schedule, but I also find plenty of time to engage in worthwhile community work. “Recently, we formed an under 13/14 girls soccer club in Garryowen and I'm involved as Treasurer.  Also, I coach St. Mary's under-age teens in rugby on Sunday mornings, while I have a similar role in soccer coaching with Star Rovers youngsters. Nowadays, my ambition is to give every child the opportunity to kick a ball.” The man who once propped against the famous Pontypool front-row confesses to a surprising social outlet: “I had a knee replacement operation in 2004 and that gave me the freedom to enjoy ballroom dancing on at least three evenings a week. It's wonderful for social relaxation”. Gerry McLoughlin has few, if any, regrets about his rugby career. “In the current era, I might have won 50 instead of 18 caps, but I have the memory of never losing in an Irish jersey at Lansdowne Road and I wouldn't change the Triple Crown success or beating the All Blacks for anything. Would I do things differently? Possibly.  I might have deducted two years from my age if I was starting all over again!”
  • There are many chapters in Munster’s storied rugby journey but pride of place remains the game against the otherwise unbeaten New Zealanders on October 31, 1978. 40cm x 30cm There were some mighty matches between the Kiwis and Munster, most notably at the Mardyke in 1954 when the tourists edged home by 6-3 and again by the same margin at Thomond Park in 1963 while the teams also played a 3-3 draw at Musgrave Park in 1973. During that time, they resisted the best that Ireland, Ulster and Leinster (admittedly with fewer opportunities) could throw at them so this country was still waiting for any team to put one over on the All Blacks when Graham Mourie’s men arrived in Limerick on October 31st, 1978. There is always hope but in truth Munster supporters had little else to encourage them as the fateful day dawned. Whereas the New Zealanders had disposed of Cambridge University, Cardiff, West Wales and London Counties with comparative ease, Munster’s preparations had been confined to a couple of games in London where their level of performance, to put it mildly, was a long way short of what would be required to enjoy even a degree of respectability against the All Blacks. They were hammered by Middlesex County and scraped a draw with London Irish. Ever before those two games, things hadn’t been going according to plan. Tom Kiernan had coached Munster for three seasons in the mid-70s before being appointed Branch President, a role he duly completed at the end of the 1977/78 season. However, when coach Des Barry resigned for personal reasons, Munster turned once again to Kiernan. Being the great Munster man that he was and remains, Tom was happy to oblige although as an extremely shrewd observer of the game, one also suspected that he spotted something special in this group of players that had escaped most peoples’ attention. He refused to be dismayed by what he saw in the games in London, instead regarding them as crucial in the build-up to the All Blacks encounter. He was, in fact, ahead of his time, as he laid his hands on video footage of the All Blacks games, something unheard of back in those days, nor was he averse to the idea of making changes in key positions. A major case in point was the introduction of London Irish loose-head prop Les White of whom little was known in Munster rugby circles but who convinced the coaching team he was the ideal man to fill a troublesome position. Kiernan was also being confronted by many other difficult issues. The team he envisaged taking the field against the tourists was composed of six players (Larry Moloney, Seamus Dennison, Gerry McLoughlin, Pat Whelan, Brendan Foley and Colm Tucker) based in Limerick, four (Greg Barrett, Jimmy Bowen, Moss Finn and Christy Cantillon) in Cork, four more (Donal Canniffe, Tony Ward, Moss Keane and Donal Spring) in Dublin and Les White who, according to Keane, “hailed from somewhere in England, at that time nobody knew where”. Always bearing in mind that the game then was totally amateur and these guys worked for a living, for most people it would have been impossible to bring them all together on a regular basis for six weeks before the match. But the level of respect for Kiernan was so immense that the group would have walked on the proverbial bed of nails for him if he so requested. So they turned up every Wednesday in Fermoy — a kind of halfway house for the guys travelling from three different locations and over appreciable distances. Those sessions helped to forge a wonderful team spirit. After all, guys who had been slogging away at work only a short few hours previously would hardly make that kind of sacrifice unless they meant business. October 31, 1978 dawned wet and windy, prompting hope among the faithful that the conditions would suit Munster who could indulge in their traditional approach sometimes described rather vulgarly as “boot, bite and bollock” and, who knows, with the fanatical Thomond Park crowd cheering them on, anything could happen. Ironically, though, the wind and rain had given way to a clear, blue sky and altogether perfect conditions in good time for the kick-off. Surely, now, that was Munster’s last hope gone — but that didn’t deter more than 12,000 fans from making their way to Thomond Park and somehow finding a spot to view the action. The vantage points included hundreds seated on the 20-foot high boundary wall, others perched on the towering trees immediately outside the ground and some even watched from the windows of houses at the Ballynanty end that have since been demolished. The atmosphere was absolutely electric as the teams took the field, the All Blacks performed the Haka and the Welsh referee Corris Thomas got things under way. The first few skirmishes saw the teams sizing each other up before an incident that was to be recorded in song and story occurred, described here — with just the slightest touch of hyperbole! — by Terry McLean in his book ‘Mourie’s All Blacks’. “In only the fifth minute, Seamus Dennison, him the fellow that bore the number 13 jersey in the centre, was knocked down in a tackle. He came from the Garryowen club which might explain his subsequent actions — to join that club, so it has been said, one must walk barefooted over broken glass, charge naked through searing fires, run the severest gauntlets and, as a final test of manhood, prepare with unfaltering gaze to make a catch of the highest ball ever kicked while aware that at least eight thundering members of your own team are about to knock you down, trample all over you and into the bargain hiss nasty words at you because you forgot to cry out ‘Mark’. Moss Keane recalled the incident: “It was the hardest tackle I have ever seen and lifted the whole team. That was the moment we knew we could win the game.” Kiernan also acknowledged the importance of “The Tackle”.
    He said: “Tackling is as integral a part of rugby as is a majestic centre three-quarter break. There were two noteworthy tackles during the match by Seamus Dennison. He was injured in the first and I thought he might have to come off. But he repeated the tackle some minutes later.”
    Many years on, Stuart Wilson vividly recalled the Dennison tackles and spoke about them in remarkable detail and with commendable honesty: “The move involved me coming in from the blind side wing and it had been working very well on tour. It was a workable move and it was paying off so we just kept rolling it out. Against Munster, the gap opened up brilliantly as it was supposed to except that there was this little guy called Seamus Dennison sitting there in front of me. “He just basically smacked the living daylights out of me. I dusted myself off and thought, I don’t want to have to do that again. Ten minutes later, we called the same move again thinking we’d change it slightly but, no, it didn’t work and I got hammered again.” The game was 11 minutes old when the most famous try in the history of Munster rugby was scored. Tom Kiernan recalled: “It came from a great piece of anticipation by Bowen who in the first place had to run around his man to get to Ward’s kick ahead. He then beat two men and when finally tackled, managed to keep his balance and deliver the ball to Cantillon who went on to score. All of this was evidence of sharpness on Bowen’s part.” Very soon it would be 9-0. In the first five minutes, a towering garryowen by skipper Canniffe had exposed the vulnerability of the New Zealand rearguard under the high ball. They were to be examined once or twice more but it was from a long range but badly struck penalty attempt by Ward that full-back Brian McKechnie knocked on some 15 yards from his line and close to where Cantillon had touched down a few minutes earlier. You could sense White, Whelan, McLoughlin and co in the front five of the Munster scrum smacking their lips as they settled for the scrum. A quick, straight put-in by Canniffe, a well controlled heel, a smart pass by the scrum-half to Ward and the inevitability of a drop goal. And that’s exactly what happened. The All Blacks enjoyed the majority of forward possession but the harder they tried, the more they fell into the trap set by the wily Kiernan and so brilliantly carried out by every member of the Munster team. The tourists might have edged the line-out contest through Andy Haden and Frank Oliver but scrum-half Mark Donaldson endured a miserable afternoon as the Munster forwards poured through and buried him in the Thomond Park turf. As the minutes passed and the All Blacks became more and more unsure as to what to try next, the Thomond Park hordes chanted “Munster-Munster–Munster” to an ever increasing crescendo until with 12 minutes to go, the noise levels reached deafening proportions. And then ... a deep, probing kick by Ward put Wilson under further pressure. Eventually, he stumbled over the ball as it crossed the line and nervously conceded a five-metre scrum. The Munster heel was disrupted but the ruck was won, Tucker gained possession and slipped a lovely little pass to Ward whose gifted feet and speed of thought enabled him in a twinkle to drop a goal although surrounded by a swarm of black jerseys. So the game entered its final 10 minutes with the All Blacks needing three scores to win and, of course, that was never going to happen. Munster knew this, so, too, did the All Blacks. Stu Wilson admitted as much as he explained his part in Wardy’s second drop goal: “Tony Ward banged it down, it bounced a little bit, jigged here, jigged there, and I stumbled, fell over, and all of a sudden the heat was on me. They were good chasers. A kick is a kick — but if you have lots of good chasers on it, they make bad kicks look good. I looked up and realised — I’m not going to run out of here so I just dotted it down. I wasn’t going to run that ball back out at them because five of those mad guys were coming down the track at me and I’m thinking, I’m being hit by these guys all day and I’m looking after my body, thank you. Of course it was a five-yard scrum and Ward banged over another drop goal. That was it, there was the game”. The final whistle duly sounded with Munster 12 points ahead but the heroes of the hour still had to get off the field and reach the safety of the dressing room. Bodies were embraced, faces were kissed, backs were pummelled, you name it, the gauntlet had to be walked. Even the All Blacks seemed impressed with the sense of joy being released all about them. Andy Haden recalled “the sea of red supporters all over the pitch after the game, you could hardly get off for the wave of celebration that was going on. The whole of Thomond Park glowed in the warmth that someone had put one over on the Blacks.” Controversially, the All Blacks coach, Jack Gleeson (usually a man capable of accepting the good with the bad and who passed away of cancer within 12 months of the tour), in an unguarded (although possibly misunderstood) moment on the following day, let slip his innermost thoughts on the game. “We were up against a team of kamikaze tacklers,” he lamented. “We set out on this tour to play 15-man rugby but if teams were to adopt the Munster approach and do all they could to stop the All Blacks from playing an attacking game, then the tour and the game would suffer.” It was interpreted by the majority of observers as a rare piece of sour grapes from a group who had accepted the defeat in good spirit and it certainly did nothing to diminish Munster respect for the All Blacks and their proud rugby tradition.
    And Tom Kiernan and Andy Haden, rugby standard bearers of which their respective countries were justifiably proud, saw things in a similar light.
    “Jack’s comment was made in the context of the game and meant as a compliment,” Haden maintained. “Indeed, it was probably a little suggestion to his own side that perhaps we should imitate their efforts and emulate them in that department.” Tom Kiernan went along with this line of thought: “I thought he was actually paying a compliment to the Munster spirit. Kamikaze pilots were very brave men. That’s what I took out of that. I didn’t think it was a criticism of Munster.” And Stuart Wilson? “It was meant purely as a compliment. We had been travelling through the UK and winning all our games. We were playing a nice, open style. But we had never met a team that could get up in our faces and tackle us off the field. Every time you got the ball, you didn’t get one player tackling you, you got four. Kamikaze means people are willing to die for the cause and that was the way with every Munster man that day. Their strengths were that they were playing for Munster, that they had a home Thomond Park crowd and they took strength from the fact they were playing one of the best teams in the world.” You could rely on Terry McLean (famed New Zealand journalist) to be fair and sporting in his reaction to the Thomond Park defeat. Unlike Kiernan and Haden, he scorned Jack Gleeson’s “kamikaze” comment, stating that “it was a stern, severe criticism which wanted in fairness on two grounds. It did not sufficiently praise the spirit of Munster or the presence within the one team of 15 men who each emerged from the match much larger than life-size. Secondly, it was disingenuous or, more accurately, naive.” “Gleeson thought it sinful that Ward had not once passed the ball. It was worse, he said, that Munster had made aggressive defence the only arm of their attack. Now, what on earth, it could be asked, was Kiernan to do with his team? He held a fine hand with top trumps in Spring, Cantillon, Foley and Whelan in the forwards and Canniffe, Ward, Dennison, Bowen and Moloney in the backs. Tommy Kiernan wasn’t born yesterday. He played to the strength of his team and upon the suspected weaknesses of the All Blacks.” You could hardly be fairer than that – even if Graham Mourie himself in his 1983 autobiography wasn’t far behind when observing: “Munster were just too good. From the first time Stu Wilson was crashed to the ground as he entered the back line to the last time Mark Donaldson was thrown backwards as he ducked around the side of a maul. They were too good.” One of the nicest tributes of all came from a famous New Zealand photographer, Peter Bush. He covered numerous All Black tours, was close friends with most of their players and a canny one when it came to finding the ideal position from which to snap his pictures. He was the guy perched precariously on the pillars at the entrance to the pitch as the celebrations went on and which he described 20 years later in his book ‘Who Said It’s Only a Game?’
    “I climbed up on a gate at the end of the game to get this photo and in the middle of it all is Moss Keane, one of the great characters of Irish rugby, with an expression of absolute elation. The All Blacks lost 12-0 to a side that played with as much passion as I have ever seen on a rugby field. The great New Zealand prop Gary Knight said to me later: ‘We could have played them for a fortnight and we still wouldn’t have won’. I was doing a little radio piece after the game and got hold of Moss Keane and said ‘Moss, I wonder if ...’ and he said, ‘ho, ho, we beat you bastards’.
    “With that, he flung his arms around me and dragged me with him into the shower. I finally managed to disentangle myself and killed the tape. I didn’t mind really because it had been a wonderful day.” Dimensions :47cm x 57cm
  • 30cm x 36cm  Limerick
  • 238cm  x 33cm  Bruff Co Limerick Absolutely incredible shot of a Clare hurler breaking his ash Hurley over the forearm of teak tough Limerick corner back Steve McDonagh during a National Hurling League game in 1997.
  • 57cm x 70cm  Co Tipperary

    The most haunting and poignant image of Irish involvement in the first World War is at the centre of an unsolved art mystery.

    The Last General Absolution of the Munsters at Rue du Bois – a painting long presumed lost – depicts soldiers of the Royal Munster Fusiliers regiment receiving “general absolution” from their chaplain on the eve of battle in May 1915. Most of them died within 24 hours.

    The painting, by Italian-born war artist Fortunino Matania, became one of the most famous images of the war when prints of it were published in illustrated weekly newspapers.

    Copies hung in houses & pubs throughout Ireland, and especially Munster, but, as Irish public opinion towards the war changed, the picture gradually disappeared from view.A copy still hangs in the famous pub Larkins of Garrykennedy Co Tipperary to this day.

    Centenary commemorations of the first World War have prompted renewed interest in the whereabouts of the original painting among art and military historians.

    A widely held theory that the painting was lost when archives were destroyed in a fire during the blitz of London in 1940 is “very much” doubted by English historian Lucinda Gosling, who is writing a book about the artist.

    She told The Irish Times there was no definitive proof to confirm this theory and it was possible the original painting was still “out there”.

    The painting could, conceivably, be in private hands or, more improbably, be lying forgotten or miscatalogued in a museum’s storage area. Matania’s work occasionally turns up at art auctions, but there has been no known or publicly-documented sighting of the original Munsters painting.

    Ms Gosling described Matania as an artist “able to work at great speed, producing pictures that were unnervingly photographic in their realism”.

    His pictures, she said, had “reached and influenced millions” and “he combined skill and artistry with a strong streak of journalistic tenacity”.

    Wayside shrine

    The painting is based on an event that took place on Saturday evening, May 8th, 1915.
    Soldiers from the Second Battalion, Royal Munster Fusiliers, commanded by Lieut-Col Victor Rickard, paused beside a wayside shrine near the village of Rue du Bois in northwest France. The following day, they were due to go into battle, in what became known as the Battle of Aubers Ridge.

    The painting is imbued with a sense of impending doom.

    In Catholic canon law, a priest may grant general absolution of sin to a gathering of the faithful where there is imminent danger of death and no time for individual confessions.

    The ritual was used on September 11th, 2001, in New York to grant general absolution to police officers and firefighters about to enter the Twin Towers of the World Trade Centre.

    In the painting, the Irish chaplain Fr Francis Gleeson is shown blessing the men: “Misereatur vestri omnipotens Deus; et dimissis omnibus peccatis vestris, perducat vos Iesus Christus ad vitam aeternam” (May Almighty God have mercy on you, and having forgiven all your sins, may Jesus Christ bring you to life everlasting).

    The men then sang the hymns Te Deum and Hail Glorious St Patrick.

    The artist was not present at the scene but based his painting on a written account by Lieut- Col Rickard’s widow, Jessie, who is believed to have commissioned the painting in memory of her husband.

    She had gathered eye-witness accounts from survivors and wrote: “There are many journeys and many stopping- places in the strange pilgrimage we call life, but there is no other such journey in the world as the journey up a road on the eve of battle, and no stopping- place more holy than a wayside shrine.”

    She noted among the troops were “lads from Kerry and Cork, who, a year before, had never dreamed of marching in the ranks of the British army”.

    After Fr Gleeson’s blessing, she wrote: “The regiment moved on, and darkness fell as the skirl of the Irish pipes broke out, playing a marching tune.

    “The Munsters were wild with enthusiasm; they were strong with the invincible strength of faith and high hope, for they had with them the vital conviction of success, the inspiration that scorns danger – which is the lasting heritage of the Irish; theirs still and theirs to remain when great armaments and armies and empires shall be swept away, because it is immovable as the eternal stars.”

    Mown down 

    The following morning, Sunday May 9th, most of the Irish soldiers were mown down by German gunfire and shelling.

    On a catastrophic day for the British army – over 11,000 casualties – the Royal Munster Fusiliers suffered dreadful losses. Exact estimates vary, but one account records 800 Munsters went into battle and only 200 assembled that evening.

    Mrs Rickard concluded : “So the Munsters came back after their day’s work; they formed up again in the Rue du Bois, numbering 200 men and three officers. It seems almost superfluous to make any further comment.”

    The Last General Absolution of the Munsters at Rue du Bois

    The Painting

    The Last General Absolution of the Munsters at Rue du Bois shows some of the hundreds of soldiers from the second battalion of the Royal Munster Fusiliers who gathered at a shrine near the village of Rue du Bois on the western front on Saturday, May 8th, 1915.

    The image was published in the London illustrated weekly newspaper The Sphere in November 1916, and in 1917 in the Weekly Freeman’s, an Irish publication. There are copies of the print in various museums and in private ownership in Ireland and Britain.

    The Artist

    Fortunino Matania, (1881- 1963) was born in Naples and was a well-known artist and illustrator in Italy before moving to London in 1902. He worked for The Sphere – an illustrated weekly newspaper – and became famous for depicting the sinking of the Titanic in 1912.

    He was an official war artist in the first World War and his graphic illustrations of trench warfare were highly renowned.

    The Location

    Rue du Bois is located near the village of Neuve Chapelle in the Nord-Pas-de-Calais region of France close to the border with Belgium. According to the Royal Munster Fusiliers Association, the original shrine has long gone.

    The Chaplain

    Depicted on horseback, with hand raised granting general absolution, is Fr Francis Gleeson, a native of Templemore, Co Tipperary. He was ordained a priest in Maynooth in 1910 and volunteered to serve as a chaplain in the army at the outbreak of the war. He was assigned to the Royal Munster Fusiliers and served with distinction. He survived the war and returned to Ireland where he worked as priest in Dublin and died in 1959.

    The Commanding Officer

    Lieut-Col Victor Rickard, the other man on horseback, was born in Englandto an Irish father and English mother.

    He was the commander of the battalion. He died in action the next day, aged 40.

    The Patron

    Lieut-Col Rickard’s widow Jessie, who is believed to have commissioned the painting, was the daughter of a Church of Ireland clergyman who spent her youth in Mitchelstown, Co Cork. She became a well-known novelist and published some 40 books.

    After the war she converted to Catholicism under the guidance of another former chaplain in the British army in the first World War – Fr Joseph Leonard, who later befriended Jackie Kennedy.

    Mrs Rickard died at Montenotte, Cork, in 1963, aged 86.

  • 47cm x 22cm The History of Limerick by James Ferrar published in 1787 is a history of Limerick city from ancient times until the late 18th century. Limerick was an important medieval stronghold, became an important port and trading centre, was subject to a series of sieges in the 17th century and finally experienced a brief golden age of prosperity during the Georgian period of the late 18th century Limerick or Luimneach was an ancient settlement long before the Vikings captured it and established their own town there in the 9th century. They used it as a base for trade and also to launch raids up the River Shannon against monastic sites like Clonmacnoise and other wealthy Christian centres. However in the 11th century the last Viking king of Limerick was defeated by King Brian Boru.   In 1174, the Norman conquerors who had already seized Dublin , Leinster and Munster captured the city of Limerick . It was given its city charter by King Richard I in 1197 and a castle fortress was built by King John about 1200. The medieval city featured a walled town known as Englishtown on the north side of the River Shannon. Irishtown was inhabited by the Irish and Vikings was on the south side of the river. Both were eventually walled and linked by bridges over the Shannon Limerick would retain formidable defenses until the 17th century when it experienced four separate sieges during the period of the English Civil War and the Williamite Wars. Catholic rebels forced the English garrison to surrender in 1642 and a Parliamentarian Army in turn forced a Catholic and Royalist garrison to surrender in 1651. It was twice besieged in 1690 and 1691 by the forces of William III of Orange who forced Jacobites fighting on the sides of the Catholic James II to surrender and go into exile. From the late 17th to the 19th centuries an Anglo-Irish Protestant elite controlled Ireland . In Limerick in the late 1700s Limerick merchants prospered and Edmund Pery, 1st Viscount Pery had much of the south side of the city redesigned with a grid of Georgian brick terrace townhouses and neo-classical stone buildings. The Georgian area still survives in the 21st century and Pery Square is named in Edmund Pery's honour. Unfortunately the Irish economy declined in the early 19th century as the Irish Parliament was switched from College Green, Dublin to the House of Commons in London as the United Kingdom was created under the Act of Union 1800. Unfortunately Ireland remained a near feudal agricultural society as Britain rapidly industrialised. Like Dublin , Limerick 's best days were behind it as slums flourished and in the 1840s the city population swelled as the poor fled from the land after the failure of the potato crop.
  • 49cm x 38cm William Clarke & Son was a tobacco company that was founded in 1830 at South Main Street, Cork, Ireland. In January 1924, following the formation of the Irish Free State, the United Kingdom trade of William Clarke & Son was transferred to Dublin and taken over by Ogden's.

    William Clarke & Son, Dublin

    William Clarke was founded in 1830 at South Main Street in Cork, however by 1870 the manufacturing side of the business had all been transferred to Hare Place, Scotland Road, Liverpool, with only depots remaining in Ireland. Following the formation of the Irish Free State in 1926, the Liverpool based operation was taken over by Ogden’s, while a new factory was set up at South Circular Road in Dublin to produce tobacco and snuff under the William Clarke & Son brand. In 1929 William Clarke was amalgamated with Wills’s Irish branch, which resulted in Wills’s Irish production being integrated into the new South Circular Road factory in Dublin, though senior management were based in Wills’s Bristol operations and the Irish entity ultimately reported back into Bristol.
  • 45cm x 34cm Aer Lingus was founded on 15 April 1936, with a capital of £100,000. Its first chairman was Seán Ó hUadhaigh.Pending legislation for Government investment through a parent company, Aer Lingus was associated with Blackpool and West Coast Air Services which advanced the money for the first aircraft, and operated with Aer Lingus under the common title "Irish Sea Airways". Aer Lingus Teoranta was registered as an airline on 22 May 1936.The name Aer Lingus was proposed by Richard F O'Connor, who was County Cork Surveyor, as well as an aviation enthusiast.
    A DH.84 Dragon, repainted in the livery of Aer Lingus' original aircraft "Iolar".
    On 27 May 1936, five days after being registered as an airline, its first service began between Baldonnel Airfield in Dublin and Bristol (Whitchurch) Airport, the United Kingdom, using a six-seater de Havilland DH.84 Dragon biplane (registration EI-ABI), named Iolar (Eagle). Later that year, the airline acquired its second aircraft, a four-engined biplane de Havilland DH.86 Express named "Éire", with a capacity of 14 passengers. This aircraft provided the first air link between Dublin and London by extending the Bristol service to Croydon. At the same time, the DH.84 Dragon was used to inaugurate an Aer Lingus service on the Dublin-Liverpool route. The airline was established as the national carrier under the Air Navigation and Transport Act (1936). In 1937, the Irish government created Aer Rianta (now called Dublin Airport Authority), a company to assume financial responsibility for the new airline and the entire country's civil aviation infrastructure. In April 1937, Aer Lingus became wholly owned by the Irish government via Aer Rianta. The airline's first General Manager was Dr J.F. (Jeremiah known as 'Jerry') Dempsey, a chartered accountant, who joined the company on secondment from Kennedy Crowley & Co (predecessor to KPMG as Company Secretary in 1936 (aged 30) and was appointed to the role of General Manager in 1937. He retired 30 years later in 1967 at the age of 60. In 1938, a de Havilland DH.89 Dragon Rapide replaced Iolar, and the company purchased a second DH.86B. Two Lockheed 14s arrived in 1939, Aer Lingus' first all-metal aircraft.
    An Aer Lingus Douglas DC-3 at Manchester Airport in 1948 wearing the first postwar livery.
    In January 1940, a new airport opened in the Dublin suburb of Collinstown and Aer Lingus moved its operations there. It purchased a new DC-3 and inaugurated new services to Liverpool and an internal service to Shannon. The airline's services were curtailed during World War II with the sole route being to Liverpool or Barton Aerodrome Manchester depending on the fluctuating security situation.

    Post-war expansion

    On 9 November 1945, regular services were resumed with an inaugural flight to London. From this point Aer Lingus aircraft, initially mostly Douglas DC-3s, were painted in a silver and green livery. The airline introduced its first flight attendants. In 1946, a new Anglo-Irish agreement gave Aer Lingus exclusive UK traffic rights from Ireland in exchange for a 40% holding by British Overseas Airways Corporation (BOAC) and British European Airways (BEA). Because of Aer Lingus' growth the airline bought seven new Vickers Viking aircraft in 1947, however, these proved to be uneconomical and were soon sold.
    A Bristol 170 Freighter at Manchester Airport in 1953.
    In 1947, Aerlínte Éireann came into existence to operate transatlantic flights to New York City from Ireland. The airline ordered five new Lockheed L-749 Constellations, but a change of government and a financial crisis prevented the service from starting. John A Costello, the incoming Fine Gael Taoiseach (Prime Minister), was not a keen supporter of air travel and thought that flying the Atlantic was too grandiose a scheme for a small airline from a small country like Ireland.
    A Vickers Viscount 808 in "green top" livery at Manchester Airport in 1963.
    During the late 1940s and early 1950s, Aer Lingus introduced routes to Brussels, Amsterdam via Manchester and to Rome. Because of the expanding route structure, the airline became one of the early purchasers of Vickers Viscount 700s in 1951, which were placed in service in April 1954. In 1952, the airline expanded its all-freight services and acquired a small fleet of Bristol 170 Freighters, which remained in service until 1957. Prof. Patrick Lynch was appointed the chairman of Aer Lingus and Aer Rianta in 1954 and served in the position until 1975. In 1956, Aer Lingus introduced a new, green-top livery with a white lightning flash down the windows and the Irish flag displayed on the fin.

    First transatlantic service

    A Boeing 720 in Aer Lingus-Irish International livery in 1965.
    On 28 April 1958, Aerlínte Éireann operated its first transatlantic service from Shannon to New York.In 1960, Aerlínte Éireann was renamed Aer Lingus. Aer Lingus bought seven Fokker F27 Friendships, which were delivered between November 1958 and May 1959. These were used in short-haul services to the UK, gradually replacing the Dakotas, until Aer Lingus replaced them in 1966 with secondhand Viscount 800s. The airline entered the jet age on 14 December 1960 when it received three Boeing 720 for use on the New York route and the newest Aer Lingus destination Boston. In 1963, Aer Lingus added Aviation Traders Carvairs to the fleet. These aircraft could transport five cars which were loaded into the fuselage through the nose of the aircraft. The Carvair proved to be uneconomical for the airline partly due to the rise of auto ferry services, and the aircraft were used for freight services until disposed of. The Boeing 720s proved to be a success for the airline on the transatlantic routes. To supplement these, Aer Lingus took delivery of its first larger Boeing 707 in 1964, and the type continued to serve the airline until 1986.

    Jet aircraft

    A Fokker F27 Friendship at Manchester Airport in 1965. The F27 was used on short-haul services between 1958 and 1966.
    Conversion of the European fleet to jet equipment began in 1965 when the BAC One-Eleven started services on continental Europe.The airline adopted a new livery in the same year, with a large green shamrock on the fin. In 1966, the remainder of the company's shares held by Aer Rianta were transferred to the Minister for Finance.
    An Aviation Traders Carvair that was used as a vehicle freighter is seen loading a car at Bristol Airport in 1964.
    In 1966, the company added routes to Montreal and Chicago. In 1968, flights from Belfast, in Northern Ireland, to New York City started, however, it was soon suspended due to the beginning of the Troubles.Aer Lingus introduced Boeing 737s to its fleet in 1969 to cope with the high demand for flights between Dublin and London. Later, Aer Lingus extended the 737 flights to all of its European networks. In 1967, after 30 years of service, General Manager Dr J.F. Dempsey signed the contract for the airline's first two Boeing 747 aircraft before he retired later that year.
  • 48cm x 35cm Aer Lingus was founded on 15 April 1936, with a capital of £100,000. Its first chairman was Seán Ó hUadhaigh.Pending legislation for Government investment through a parent company, Aer Lingus was associated with Blackpool and West Coast Air Services which advanced the money for the first aircraft, and operated with Aer Lingus under the common title "Irish Sea Airways". Aer Lingus Teoranta was registered as an airline on 22 May 1936.The name Aer Lingus was proposed by Richard F O'Connor, who was County Cork Surveyor, as well as an aviation enthusiast.
    A DH.84 Dragon, repainted in the livery of Aer Lingus' original aircraft "Iolar".
    On 27 May 1936, five days after being registered as an airline, its first service began between Baldonnel Airfield in Dublin and Bristol (Whitchurch) Airport, the United Kingdom, using a six-seater de Havilland DH.84 Dragon biplane (registration EI-ABI), named Iolar (Eagle). Later that year, the airline acquired its second aircraft, a four-engined biplane de Havilland DH.86 Express named "Éire", with a capacity of 14 passengers. This aircraft provided the first air link between Dublin and London by extending the Bristol service to Croydon. At the same time, the DH.84 Dragon was used to inaugurate an Aer Lingus service on the Dublin-Liverpool route. The airline was established as the national carrier under the Air Navigation and Transport Act (1936). In 1937, the Irish government created Aer Rianta (now called Dublin Airport Authority), a company to assume financial responsibility for the new airline and the entire country's civil aviation infrastructure. In April 1937, Aer Lingus became wholly owned by the Irish government via Aer Rianta. The airline's first General Manager was Dr J.F. (Jeremiah known as 'Jerry') Dempsey, a chartered accountant, who joined the company on secondment from Kennedy Crowley & Co (predecessor to KPMG as Company Secretary in 1936 (aged 30) and was appointed to the role of General Manager in 1937. He retired 30 years later in 1967 at the age of 60. In 1938, a de Havilland DH.89 Dragon Rapide replaced Iolar, and the company purchased a second DH.86B. Two Lockheed 14s arrived in 1939, Aer Lingus' first all-metal aircraft.
    An Aer Lingus Douglas DC-3 at Manchester Airport in 1948 wearing the first postwar livery.
    In January 1940, a new airport opened in the Dublin suburb of Collinstown and Aer Lingus moved its operations there. It purchased a new DC-3 and inaugurated new services to Liverpool and an internal service to Shannon. The airline's services were curtailed during World War II with the sole route being to Liverpool or Barton Aerodrome Manchester depending on the fluctuating security situation.

    Post-war expansion

    On 9 November 1945, regular services were resumed with an inaugural flight to London. From this point Aer Lingus aircraft, initially mostly Douglas DC-3s, were painted in a silver and green livery. The airline introduced its first flight attendants. In 1946, a new Anglo-Irish agreement gave Aer Lingus exclusive UK traffic rights from Ireland in exchange for a 40% holding by British Overseas Airways Corporation (BOAC) and British European Airways (BEA). Because of Aer Lingus' growth the airline bought seven new Vickers Viking aircraft in 1947, however, these proved to be uneconomical and were soon sold.
    A Bristol 170 Freighter at Manchester Airport in 1953.
    In 1947, Aerlínte Éireann came into existence to operate transatlantic flights to New York City from Ireland. The airline ordered five new Lockheed L-749 Constellations, but a change of government and a financial crisis prevented the service from starting. John A Costello, the incoming Fine Gael Taoiseach (Prime Minister), was not a keen supporter of air travel and thought that flying the Atlantic was too grandiose a scheme for a small airline from a small country like Ireland.
    A Vickers Viscount 808 in "green top" livery at Manchester Airport in 1963.
    During the late 1940s and early 1950s, Aer Lingus introduced routes to Brussels, Amsterdam via Manchester and to Rome. Because of the expanding route structure, the airline became one of the early purchasers of Vickers Viscount 700s in 1951, which were placed in service in April 1954. In 1952, the airline expanded its all-freight services and acquired a small fleet of Bristol 170 Freighters, which remained in service until 1957. Prof. Patrick Lynch was appointed the chairman of Aer Lingus and Aer Rianta in 1954 and served in the position until 1975. In 1956, Aer Lingus introduced a new, green-top livery with a white lightning flash down the windows and the Irish flag displayed on the fin.

    First transatlantic service

    A Boeing 720 in Aer Lingus-Irish International livery in 1965.
    On 28 April 1958, Aerlínte Éireann operated its first transatlantic service from Shannon to New York.In 1960, Aerlínte Éireann was renamed Aer Lingus. Aer Lingus bought seven Fokker F27 Friendships, which were delivered between November 1958 and May 1959. These were used in short-haul services to the UK, gradually replacing the Dakotas, until Aer Lingus replaced them in 1966 with secondhand Viscount 800s. The airline entered the jet age on 14 December 1960 when it received three Boeing 720 for use on the New York route and the newest Aer Lingus destination Boston. In 1963, Aer Lingus added Aviation Traders Carvairs to the fleet. These aircraft could transport five cars which were loaded into the fuselage through the nose of the aircraft. The Carvair proved to be uneconomical for the airline partly due to the rise of auto ferry services, and the aircraft were used for freight services until disposed of. The Boeing 720s proved to be a success for the airline on the transatlantic routes. To supplement these, Aer Lingus took delivery of its first larger Boeing 707 in 1964, and the type continued to serve the airline until 1986.

    Jet aircraft

    A Fokker F27 Friendship at Manchester Airport in 1965. The F27 was used on short-haul services between 1958 and 1966.
    Conversion of the European fleet to jet equipment began in 1965 when the BAC One-Eleven started services on continental Europe.The airline adopted a new livery in the same year, with a large green shamrock on the fin. In 1966, the remainder of the company's shares held by Aer Rianta were transferred to the Minister for Finance.
    An Aviation Traders Carvair that was used as a vehicle freighter is seen loading a car at Bristol Airport in 1964.
    In 1966, the company added routes to Montreal and Chicago. In 1968, flights from Belfast, in Northern Ireland, to New York City started, however, it was soon suspended due to the beginning of the Troubles.Aer Lingus introduced Boeing 737s to its fleet in 1969 to cope with the high demand for flights between Dublin and London. Later, Aer Lingus extended the 737 flights to all of its European networks. In 1967, after 30 years of service, General Manager Dr J.F. Dempsey signed the contract for the airline's first two Boeing 747 aircraft before he retired later that year.
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