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47cm x 38cm The Great Northern Railway (Ireland) (GNR(I) or GNRI) was an Irish gauge (1,600 mm (5 ft 3 in)) railway company in Ireland. It was formed in 1876 by a merger of the Irish North Western Railway (INW), Northern Railway of Ireland, and Ulster Railway. The governments of Ireland and Northern Ireland jointly nationalised the company in 1953, and the company was liquidated in 1958: assets were split on national lines between the Ulster Transport Authority and Córas Iompair Éireann.Foundation
The Ulster, D&D and D&BJct railways together formed the main line between Dublin and Belfast, with the D&BJct completing the final section in 1852 to join the Ulster at Portadown. The GNRI's other main lines were between Derry and Dundalk and between Omagh and Portadown. The Portadown, Dungannon and Omagh Junction Railway together with the Londonderry and Enniskillen Railway enabled GNRI trains between Derry and Belfast to compete with the Belfast and Northern Counties Railway, and both this and the Dundalk route gave connections between Derry and Dublin. These main lines supported the development of an extensive branch network serving the southwest half of Ulster and northern counties of Leinster. The GNRI became Ireland's most prosperous railway company and second largest railway network.In its early years the GNR(I) closely imitated the image of its English namesake, adopting an apple green livery for its steam locomotives and a varnished teak finish for its passenger coaches. Later the company adopted its famous pale blue livery for locomotives (from 1932), with the frames and running gear picked out in scarlet. Passenger vehicles were painted brown, instead of varnished. On 12 June 1889, a significant rail accident occurred when a passenger train stalled between Armagh and Newry. The train was divided, but during the uncoupling operation ten carriages ran away and collided with another passenger train. A total of 80 people were killed and 260 were injured in what was then the deadliest railway accident to have occurred in Europe. The accident remains the deadliest ever to have occurred on the island of Ireland.
The coat of arms of the GNR.Growth and partition
In the early 20th century increasing traffic led the GNRI to consider introducing larger locomotives. The Great Southern & Western Railway had introduced express passenger locomotives with a 4-6-0 wheel arrangement, and the GNRI wanted to do the same. However, the lifting shop in the GNRI Dundalk works was too short to build or overhaul a 4-6-0, so the company persisted with 4-4-0 locomotives for even the heaviest and fastest passenger trains. This led to the GNRI to order a very modern and powerful class of 4-4-0's, the Class V three cylinder compound locomotives built by Beyer, Peacock & Company in 1932. This class has been compared with another notable V class, that introduced by the Southern Railway in England in 1930. The Partition of Ireland in 1921 created a border through the GNRI's territory. The new border crossed all three of its main lines and some of its secondary lines. The imposition of border controls caused some service disruption, with main line trains having to stop at both Dundalk and Goraghwood stations. This was not eased until 1947 when customs and immigration facilities for Dublin–Belfast expresses were opened at Dublin Amiens Street and Belfast Great Victoria Street stations.Nationalisation and division
A combination of the increasing road competition facing all railways and a change in patterns of economic activity caused by the Partition of Ireland reduced the GNRI's prosperity. The company modernised and reduced its costs by introducing modern diesel multiple units on an increasing number of services in the 1940s and 1950s and by making Dublin–Belfast expresses non-stop from 1948. In Dundalk at the GNR Works the railway engineers developed railbuses for use on sections of the rural network. Nevertheless, by the 1950s the GNRI had ceased to be profitable and in 1953 the company was jointly nationalised by the governments of the Republic of Ireland and Northern Ireland. The two governments ran the railway jointly under a Great Northern Railway Board until 1958.
GNR loco sheds at Adelaide, 1959In May 1958, the Government of Northern Ireland's wish to close many lines led to the GNR(I) Board being dissolved and the assets divided between the two territories. At midnight on 30 September 1958, all lines entirely within Northern Ireland were transferred to the (nationalised) Ulster Transport Authority (UTA) and all lines entirely within the Republic of Ireland were transferred to Córas Iompair Éireann (CIÉ). CIÉ had been formed as a private company in 1945 but had been nationalised in 1950. In an attempt at fairness, all classes of locomotive and rolling stock were also divided equally between the transport operators of the two new owners.: 184–185 Most classes of GNRI locomotive had been built in small classes, so this division left both railways with an operational and maintenance difficulty of many different designs all in small numbers. The Government of Northern Ireland, which had a very anti-rail policy, rapidly closed most of the GNR(I) lines in Northern Ireland.Exceptions were the Belfast–Dundalk and Portadown–Derry main lines and the Newry–Warrenpoint and Lisburn–Antrim branches. It made the Lisburn–Antrim branch freight-only from 1960 and closed the Portadown–Derry and Newry–Warrenpoint lines to all traffic in 1965.The Republic of Ireland government tried briefly to maintain services on lines closed at the border by the Northern Ireland government, but this was impractical, and the Republic had to follow suit in closing most GNR(I) lines within the Republic. Since 1963, the Drogheda–Navan branch has survived for freight traffic only.
Preserved GNRI Class S no. 171 Slieve Gullion at LisburnThe GNR's north western main line between Dundalk and Derry bypassed the small County Tyrone town of Fintona, which was instead served by a 1 mile (1.6 km) branch line from Fintona Junction station. The service was operated by the double-deck Fintona horse tram until the line's closure in 1957. CIÉ also acquired the Hill of Howth Tramway, in the northern suburbs of Dublin, in the 1958 dissolution of the GNRI Board. CIÉ closed the tramway about a year later. Today, the GNR routes remaining consist of the main line from Dublin to Belfast, the Howth branch, electrified for Dublin commuter services since 1984, the Drogheda - Navan (Tara Mines) line, which carries only freight traffic associated with that mine, passenger traffic having ceased with the closure of the line beyond there to Oldcastle in 1963, and the Lisburn to Antrim branch, now mothballed but retained in operational order for the time being.
The Fintona horse tram circa 1930Preservation
Rolling stock
No.85 taking on water on the former Northern Counties Committee line at Ballymena railway station. -
44cm x 33cm -
45cm x 38cm The Sunday Press was a weekly newspaper published in Ireland from 1949 until 1995. It was launched by Éamon de Valera's Irish Press group following the defeat of his Fianna Fáil party in the 1948 Irish general election. Like its sister newspaper, the daily The Irish Press, politically the paper loyally supported Fianna Fáil. The future Taoiseach Seán Lemass was the managing editor of the Irish Press who spearheaded the launch of the Sunday paper, with the first editor Colonel Matt Feehan. Many of the Irish Press journalists contributed to the paper. 'When I open the pages, I duck' was Brendan Behan's description of reading The Sunday Press, for the habit of published memoirs of veterans (usually those aligned to Fianna Fáil) of the Irish War of Independence. It soon built up a large readership, and overtook its main competitor the Sunday Independent, which tended to support Fine Gael. At its peak The Sunday Press sold up to 475,000 copies every week, and had a readership of over one million, around one third of the Irish population. Like the Evening Press, the paper's readership held up better over the years than that of the flagship title in the group, The Irish Press, and it might have survived as a stand-alone title had it been sold. However, with the collapse of the Irish Press Newspapers group in May 1995, all three titles ceased publication immediately. The launch of Ireland on Sunday in 1997 was initially interpreted by many observers as an attempt to appeal to the former readership of The Sunday Press, seen as generally rural, fairly conservative Catholic, and with a traditional Irish nationalist political outlook. When Christmas Day fell on Sunday in 1949, 1955, 1960, 1966, 1977, 1983, 1988 and 1994 the paper came out on the Saturday. Vincent Jennings at the age of 31 became editor of The Sunday Press in 1968, serving until December 1986, when he became manager of the Irish Press Group. Journalists who worked at the press include Stephen Collins served as political editor his father Willie Collins was deputy editor and Michael Carwood became sports editor of The Sunday Press in 1988 until its closure in 1995. -
63cm x 29cm A very popular Pipe Tobacco from the P.Carrolls Tobacco Company in Dundalk Co Louth was Mick McQuaids.But who was this legendary, smiling character the product was inspired by ??? The tales of Mick McQuaid were first written by William Francis Lynam – a soldier, writer and editor who was born in Galway in 1833 and died in Dublin in 1894. Little is known about his background (or his military career), but by the 1860s he was living in Dublin and was – it appears – the owner and editor of the Shamrock story paper. One of the earliest Irish story papers, it was established in 1866 as a penny weekly ‘companion’ paper to the Irishman newspaper. The Irishman, a very advanced nationalist paper, was established in 1859 by Richard Pigott – a very colourful character in Irish journalism who would acquire infamy as the forger of the damning letters supposedly written by Parnell in the 1880s. The exact editorial and proprietorial relationship between the Irishman and the Shamrock is rather murky – some sources imply Pigott owned them both, while others insist that Lynam owned the Shamrock, in which case the precise nature of their connection is unknown. Pigott and Lynam may have been actual business partners, or simply had an informal alliance. The 1860s was of course the era of the Fenian movement in Ireland and abroad, and under Pigott’s editorship the Irishmanwas a very popular voice for Fenianism. If the Irishman was aimed at an adult readership seeking radical political news and commentary, the Shamrock was its more entertaining younger sibling, intended to instil a sense of national pride and identity in its boy (and occasional girl) readers. To do this, it specialised in exciting Irish historical fiction serials, set at key moments of Irish nationalist history such as the 1798 Rebellion or the Jacobite Wars, and usually centred around an ordinary Irish boy who readers could identify with as he became swept into political and military excitements and encountered historical figures such as Wolfe Tone or Redmond O’Hanlon. But as well as historical fiction, the Shamrock also published romances and vernacular tales of Irish life. The most successful of these vernacular tales were, by a very long way, the Mick McQuaid stories. A series of comic tales (although to be quite honest the modern reader might take some convincing of that description) set in what was then contemporary Ireland, they all featured the adventures of central character Mick McQuaid – a quick-thinking, wise-cracking chancer who nevertheless usually managed to save the day and prevent the more straight-forward villainy of figures such as agents for absentee landlords, or local gombeen men. Each story saw Mick in a new role and setting, such as ‘Mick McQuaid, Money Lender’, ‘Mick McQuaid, Member of Parliament’, ‘Mick McQuaid, Detective’, and ‘Mick McQuaid, Evangelist’. Each story was long, with (overly) complex plots, many characters, comic tangents and multiple narrative threads to be resolved, so they were serialised in short instalments over several months of weekly issues. These kind of serial stories were crucial to story papers, designed to bring readers back week after week and build a loyal and regular readership, and the Mick McQuaid stories were a classic example of their type. It has to be admitted it would be difficult to that claim the stories deserve to be ‘rediscovered’ by modern readers. They are an interesting window into popular fiction of the era, especially in terms of their representations of Irish life and society – however their plots are unwieldy, their humour has not aged well and they are written in an almost impenetrable ‘Irish’ dialect which was obviously part of their appeal in the 1860s but which is extremely difficult to read now. Instead what is most interesting about the Mick McQuaid stories is their extraordinary popularity across many decades. Lynam reportedly became bored with the stories after just a few years, and indeed replaced them with tales of another very similar ‘charming Irish rogue’ anti-hero, the Darby Durkan series, which in their turn were also fairly popular. But popular demand for continued Mick McQuaid stories forced him to write more of them (a common experience for authors of popular fiction, most famously in the case of Conan Doyle’s reluctant resurrection of Sherlock Holmes). Indeed, the circulation of the Shamrock reportedly dropped sharply when he attempted to end the McQuaid stories, so they had to be revived and reprinted. It is difficult to be sure exactly how many stories there are in total (perhaps ten or so), each one lasting up to 6 months of weekly instalments – but for a youthful audience this was enough to keep printing and reprinting them over years and eventually decades. Rather like the endlessly circulating repeats of television sit-coms in our own era, which happily rewatched by fans and watched for the first time by successive generations (Faulty Towers being the obvious example, with just twelve episodes ever made in the 1970s, but which are still being screened 40 years later) these very popular serials played on an endless loop in the story papers. Lynam died in 1894, but his serials lived on without him. The Darby Durkan stories appeared in the Shamrock’s rival story paper the Emerald in the early 20thC, and after the two papers merged in 1912 the McQuaid stories also continued in the new paper until its demise in 1919 – and may well have continued to appear in other publications after that although I have yet to find them. Their popularity was such that in 1889 Carroll’s Tobacco company in Dundalk named a new brand of pipe tobacco after Mick McQuaid, who often smoked a pipe in the stories as he held forth with his distinctive folk wisdom. The brand was itself a great success (presumably the tobacco and the stories amplified each other’s standing among readers and smokers in ways that benefitted both), and by the 1920s Carroll’s had commissioned a cartoon version of Mick McQuaid for their packaging and advertising – the photograph accompanying this post is of a tobacco tin from the mid-20thC. So while the stories had not had significant illustrations during their 19thC hey-day, the Mick McQuaid character took visual form years after his author’s death, and in fact became one of mid-20thC Ireland’s most successful brands, only being discontinued in 2016 – a strange afterlife for a fictional character first invented in 1867. -
28cm x 22cm Fascinating piece of ephemera from 1928 as Mrs Ashe Mall Dingle issued a bottle account statement of affairs to a publican customer,Jack Courtney Castlegregory Co Kerry. "The Washington Bar, more commonly known as Gene Mackin’s, was situated next door to a newspaper shop on the Falls Road opposite the Dunville Park in West Belfast. The Munster and Leinster Bank was close by. Gene and his sister Margaret were the proprietors of the bar and shop respectively. They lived on the premises and were highly thought of by their customers and the local community in general. The bar was a dark old fashioned male dominated establishment, women were not encouraged and there were no female toilet facilities anyway. Both Gene Mackin and Bobby his main barman in the early sixties were adept at sign language and this encouraged a wide spread of customers from all parts of the road. The bar was bombed in the early years of the troubles and the Mackins moved to the suburbs and slowly faded away from public life. At the start of the Swinging Sixties Gene Mackin’s Washington bar was most likely to have been the very last watering hole on the Falls Road that bottled their own Guinness. In a shed in the backyard of the bar the two day process began with the washing of the hundreds of bottles that had been carefully stacked in a very large metal tub over the previous weeks. Cold tap water was used but occasionally if the weather warranted a kettle of boiling water as added. The soaking allowed the old labels to be easily removed as a simple flour and water paste had been the original adhesive. A bottle washing brush with stiff bristles was the only tool required and the bar had an adequate supply of those. The washed bottles were left to drain upside down on a wooden board in which holes had been bored to accommodate the bottle neck. When dry they were placed on large wooden trays in readiness for the next day. The Guinness came in a large metal barrel or firkin. A tap had to be inserted into the bung hole to allow for the pouring of the liquid and this was always challenging as it was quite possible to get a soaking if it wasn’t processed correctly. It was usually accomplished with a degree of dexterity and of course judicial force. The weight of the barrel meant that it couldn’t be raised to an ideal working height so the bottler had to sit on a small stool. With practice the filling of the bottles was fast and rote; the tap was left open and using two hands, one for the empty bottle to fill and the other to carefully place the filled bottle on the large tray.
The bottle caps were the classic tin top of metal with a cork cushion and were put on using a press made especially for this task. A magnet held the top in place over the bottle and a lever was pulled forcing the cap onto the neck and thus sealing the bottle and it’s precious contents. Care had to be taken doing this because too heavy a hand could easily result in the bottle shattering.
All that now remained was the sticking on of the labels which told of the bottle contents and the name of the bar. Using a paste of flour and water and with a little practice this was accomplished quite easily. After a few days settling the new bottles of Guinness were brought into the bar to be sold." -
34cm x 37cm 21 years ago an up-and-coming young Irish band strangely named after a German war plane came to play in Gorey. They were called U2. Friday, August 15, 1980, was the day that the young Bono, Edge, Adam and Larry travelled down from Dublin in a van to play on the closing night of the 11th annual Funge Arts Festival, whose posters billed them as 'Ireland's newest rock sensation' - little did they realise how accurate that would turn out to be! Admission to the Theatre Hall for U2 was £2.50, which represented one of the highest prices for any event at that year's Festival. Only the performance by Freddie White in the Funge Arts Centre on the same night cost more, £3. Interest in the gig was high amongst rock music fans throughout county Wexford and south county Wicklow, as the potential shown by the young U2 had already been spotted by the rock and roll press. Bono and the boys had already released four singles - 'U23', 'Another Day', '11 o'clock Tick Tock' and 'A Day Without Me' by the time they came to Gorey, and belted them all out from the Theatre Hall stage, while the set list that night also included a number of other tracks from their first album, 'Boy', which would hit the record shops just two months later. By all accounts, the venue was packed out with music fans. -
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 ! -
24cm x 40cm Thwaite’s Mineral Waters had been established by Dublin chemist Augustine Thwaite in the late 1700s. Thwaite’s would amalgamate with a number of other firms, including the Belfast firm of Cantrell & Cochrane, to form Mineral Water Distributers (from whence derives the name ‘MiWadi’) in 1927.Truly one of humanity’s truly great inventions is – carbonated water. How dull our taste buds would be without it! How impossible would be hangovers (so I’m told!). How . . . well . . . flat life would be!
And all down to an 18th century English Protestant minister Rev Joseph Priestly who invented soda water by accident in 1769. (What results when carbon dioxide gas is dissolved in water under pressure.)
He published a paper on it titled, ahem, Impregnating Water with Fixed Air. As you do.
Along came German-Swiss watchmaker Johann Jacob Schweppe who took Priestly’s invention and manufactured bottled carbonated mineral water. In 1792 he moved to London to develop the Schweppes business there and, in 1799, Augustine Thwaites founded Thwaites’ Soda Water in the fair city of Dublin.
It was Thwaites who first used (and patented) the term “soda water” to describe the fizzy drink. That arose from noticing that adding sodium carbonate to water greatly facilitated the absorption of carbon dioxide. Which is where the American term “soda” came from.
Nowadays, however, carbonated water is made by passing pressurised carbon dioxide through water. And no, you green people over there in the corner, carbonated water does not cause global warming, climate change, or March blizzards in Ireland.
Those bubbles harm nothing. The carbon dioxide is always with us. It is just squashed under pressure into water. Cheers!
Carbon, from Latin carbonem, for “a coal, glowing coal, charcoal”.
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47cm x 37cm Limerick -
24cm x 40cm From the double-takes by people currently walking down King’s Inn Street at the doors to Williams and Woods , you might be forgiven for thinking the former confectionary factory is returning in some Willy Wonka spectacular. The building’s distinctive corner sign has snuck it into the city’s collective memory, making it deeply exciting to see boards coming away from the windows and the glazing being repaired. Williams and Woods moved to Great Britain Street (now Parnell Street) in 1875, operating as confectionary manufacturers and wholesalers. The company acquired adjacent sites, including land across Loftus Lane, and had a factory complex that produced sweets, preserves, canned goods and vinegar. (There’s a history of acquisitions – including being bought by Cross and Blackwell in 1928 – that’s a bit involved for our purposes, but it brings in many well-known names such as Chef, Toblerone, Keiller Little Chip, The National Canning Company of Ireland and Silvermints.) This particular part of the factory seems to have been built around 1900, completely destroyed by fire in 1908, and built again by 1910 (a jam factory designed by Donnelly & Moore), though it’s a little difficult to determine which part of the block is referred to in news reports.
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