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The dichotomy of partition on the island of Ireland was perfectly illustrated in this powerful photograph taken during the height of the troubles on the streets of Belfast as two young(presumably Catholic) boys play hurling under the watchful gaze of a British Army soldier. 30cm x 30cm. Belfast -
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Extremely rare photograph of the 1936 Limerick Hurlers as they embarked on a tour of the USA after winning the All Ireland. This photo was taken on board a transatlantic liner shows a very happy group setting sail for America where they would be feted as was customary for reigning All Ireland champions. 53cm x 65cm Castleconnell Co LimerickIn 1936, the Limerick GAA hurlers took on a New York team at Yankee Stadium.British Pathe has shared this amazing footage of the Limerick GAA hurling team taking on the New York-based hurling team on the hallowed grounds of Yankee Stadium in 1936. The historic footage, which unfortunately does not include sound, features the Limerick hurling team posing as a group on the pitch, as well as longshots of the match and the crowds in the grandstands.British Pathe noted that M. Mackey and T. Ryan scored for Limerick, and the final score was 16 points to 9 points, with Limerick as the victors. -
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There’s almost a John Hughes film starting Steve Martin & John Candy to be made about this particularly protracted journey from to Limerick ! Another in our series of humorous excerpts from Irish provincial newspapers or colloquially known as 'bog cuttings' in Phoenix Magazine. Origins :Limerick. Dimensions : 30cm x 30cm -
32cm x 24cm Caherciveen Co Kerry Framed print of one of there greatest Gaelic Footballers of all time - the legendary Mick O'Connell. Michael "Mick" O'Connell (born 4 January 1937) is an Irish retired Gaelic footballer. His league and championship career with the Kerry senior team spanned nineteen seasons from 1956 to 1974. O'Connell is widely regarded as one of the greatest players in the history of the game. Born on Valentia Island, County Kerry, O'Connell was raised in a family that had no real link to Gaelic football. In spite of this he excelled at the game in his youth and also at Cahersiveen CBS. By his late teens O'Connell had joined the Young Islanders, and won seven South Kerry divisional championship medals in a club career that spanned four decades. He also lined out with South Kerry, winning three county senior championshipmedals between 1955 and 1958. O'Connell made his debut on the inter-county scene at the age of eighteen when he was selected for the Kerry minor team. He enjoyed one championship season with the minors, however, he was a Munster runner-up on that occasion. O'Connell subsequently joined the Kerry senior team, making his debut during the 1956 championship. Over the course of the next nineteen seasons, he won eight All-Ireland medals, beginning with lone triumphs in 1959 and 1962, and culminating in back-to-back championships in 1969 and 1970. O'Connell also won twelve Munster medals, six National Football League medals and was named Footballer of the Year in 1962. He played his last game for Kerry in July 1974. Recollecting his early years on RTÉ Raidió na Gaeltachta and Radio Kerry, O’Connell spoke of how he was introduced to Gaelic football.He also revealed he had regularly played soccer with Spanish fishermen on his native Valentia Island. “Well, I remember I was 11 or 12, my father bought them (boots) in the shop in Cahirsiveen. I remember playing beside the house at home and I remember the first day I got those from the shop I was delighted. But after that there wasn’t a lot of people with football boots. “We would play barefoot often during the summer — and we were happy to play barefoot — that’s the way it was back then. “My father bought us a ball, a size 4. It wasn’t too big but it was fine. We would play at home and coming home from school a lot of people would come in playing with us, schoolboys, and often, very often, the Spanish would come in taking shelter from the weather, they would come in and play soccer with us. “If there was bad weather, they’d take shelter here in the harbour. They wouldn’t have a penny but a drop of wine in bags but they had no money and they’d come in and play. It was nice to watch them. I was practicing left and right but we had no trainers or coaches at the time. It was just a case of practicing between ourselves, nice and gently. There were no matches but games between ourselves and that’s all we had at the time.” It was O’Connell’s father Jeremiah who helped begin his son’s love of Gaelic football although he himself had no background in the game. “My own mother (Mary), she was never at a match and my uncle who was born in 1880 or that, he was living with us on Valentia Island, he was never at a match.“My father had an interest every now and again going to the matches. I remember them coming from Portmagee, Derrynane and Cahirciveen to play. That’s when I remember feeling that was something special about playing sport. “I remember going to a game on a boat with my father. The Islanders were playing, that was in 1945, and those memories from long ago come back to me every so often. And a lot of those players and a lot of the inter-county players are dead now. But I remember the first time I played in a Munster final in Killarney, in 1956, and only two of those players are still alive (Tom Long and Seán Ó Murchú).” But for a job in which he worked at for most of his Kerry playing days, O’Connell said he would never have worn the green and gold. “Between 1956 and ‘66, I worked for the Western Union company on Valentia Island, five full days and a half day on Saturday. It was a very useful job; it facilitated me in a great way. Otherwise, it was a job that would be too demanding and it also meant I was free at the weekends. “Any person playing amateur sport without an appropriate job would find it very hard to find perfection in it. Otherwise, I would never have played for Kerry.” O’Connell has questioned the Government’s grants scheme for inter-county Gaelic players. The Valentia Island man believes the funding mechanism, which will rise to €3 million per annum by 2018, has been signed off without the authority of the Irish tax-payers.Interviewed by Raidió na Gaeltachta on his 80th birthday yesterday, O’Connell criticised the Government for what he determines as directing remuneration towards county footballers and hurlers. “I have no involvement in the games today, except for watching it, but something I don’t agree with... it’s okay for the GAA to generate money in Croke Park and to spend it on the players if they want to, but I don’t agree at all that Government money, money of the Government of Ireland collected through taxes from the ordinary person, is being paid to the players. “I don’t think they have any permission to do that. That money should be spent on health and education rather than what’s being done now that I read in the paper, which is the way it is now.” In a wide-ranging interview with Helen Ní Shé on the An Saol ó Dheas programme, O’Connell also took a dim view of outgoing Kerry minor footballer Mark O’Connor’s switch to AFL club Geelong on a two-year rookie contract. “I’m not too impressed with that game in Australia at all. If Gaelic football was played properly, without pulling and dragging out of each other, and things like that, it would be a much better game than the game in Australia. “But again, in this country, the money isn’t in this country to give money to the players professionally at all and people have jobs now. If they had a good job and time to train, it’s a pastime. It’s a pastime. “Sport is a pastime. And people are saying there is pressure on them because they have to train... it’s a pastime for the trainer too, meeting and in contact with people the same age as them and things like that. That’s a great thing.” O’Connell doesn’t buy the idea more Gaelic players want to be involved in a full-time sport“Ah, that’s the kind of talk the media presents before them, that there is pressure on them. Give it up if you’re not happy, that’s the way it should be. To be good at anything, you enjoy anything that you’re good at, and practice that, you understand.” He marvels at what modern day players are provided with. “They have the facilities now. The facilities weren’t there long ago. But they have a lot of facilities now. Look at Fitzgerald Stadium in Killarney, there wasn’t a stand, there wasn’t a dressing room or anything when I started playing. As far as I remember, I don’t know what you called it, the mental hospital, we had a room in that place where we togged out. Every place throughout Kerry and throughout Ireland, the facilities are at a very high standard now in comparison to years ago.” Speaking to Jerry O’Sullivan on Radio Kerry’s Kerry Today programme, O’Connell bemoaned where Gaelic football was going and the negativity attached to it.“The (current) game doesn’t appeal to me. For me anyway it was always ball first, man second. To try and negate the other player it wasn’t my style.” O’Connell insisted he wasn’t criticising current players but the game itself and how it was taken too much from other codes. Although the mark has been championed as a means of safeguarding the high-fielding O’Connell was renowned for, he sees it as another example of a foreign rule. Even in my own time, there was no clear-cut set of rules stated in print for a referee. “I always thought as a player that a referee’s job should be almost to mark the scores and players playing the game should know what the game was and play accordingly.O’Connell continued: “Gaelic football has been played for about 120 years or whatever so and there is no bit of original wisdom within it to have your own game and to be powerful of your own game and not to be borrowing from other (sports), mark or no mark, red card, yellow card. It’s borrowing from other codes and that’s the negativity. It’s been always there, especially so now.” In an at times awkward conversation on Newstalk’s Off The Ball last night, O’Connell played down the significance of his sporting accomplishments. “Winning the game was not triumph and losing the game was not disaster. It was winning and losing games and that was all part of sport.” He remarked he had no passion in life. “Passion in life? None. None whatsoever. Playing football afforded me the chance to do exercise and play games locally and sometimes in Dublin. It was a nice way of associating with other people and so on. “It wasn’t a passion as such. Some people might think because living on an island (that it was) but it just happened that I occurred to be very good at it and got my place on the county team and got some games in Dublin.” He admitted his reluctance with the adulation he has received over the years. “That’s only comment. There’s no such thing as one player being better than the next because football is about a style of play. Some people have different styles and if one style satisfies some people other people might like the do-or-die effort. “Beloved? I don’t know what that means. If your style of play satisfies, all well and good but maybe I wasn’t ruthless enough. I wouldn’t do anything to win. The end to me wasn’t as important as the means. The means in which I played was a justification and if it won all well and good. “When I see people talking about Kerry beaten and a disastrous result, there is no such thing in the game of sport. Win or lose, you take your win or your beating in your stride, that’s it. “Another thing, coming from Valentia Island, I was kind of unique. Being an islander, it was unusual and that was why a lot of attention was put on me. It was difficult because you had difficult, bad weather sometimes here and you could never really practice to your extent. “That was often attributed to me, being in a kind of an unique and odd situation, that there must be something strange about a person to play from an island. It wasn’t. It was the game, the code of the area, and I played from an early age. “It wasn’t the be-all and end-all because in my household there was no discussion on football.” ‘Any day if I caught a few good balls and kicked a few good balls, that was success’ Mick O’Connell says the simple satisfaction of having “caught a few good balls and kicked a few good balls” is what remains with him most from his playing time with Kerry. Looking back, he doesn’t like to use the word “career” and when asked if the battles with the famed Galway of the 1960s were what come back to him most he replied: “I enjoyed all games whether it was here in Cahirsiveen, Tralee, Fitzgerald Stadium or New Ross, Tuam or any other place I was. “Any day if I caught a few good balls and kicked a few good balls that was success. “I played in 10 All-Irelands and lost a bigger percentage than I won (four victories). So be it, I had involvement. Success is a bit sweeter when you taste a bit of defeat as well. “That was my view. Looking back on it, it gave me a great association with people from different parts of Kerry and different parts of Ireland and abroad as well. Sport was a great dimension to my life but not everything.” O’Connell also returned to 1959 when he captained Kerry to an All-Ireland crown and left the Sam Maguire Cup in the dressing room. “I got the cup from Dr (Joseph) Stuart who was the president of the GAA at the time and my knee was injured the same day. I left the cup in the dressing room and I came home on the train and people asked me the reason I didn’t take the Sam Maguire with me. It was the team’s cup, I was no bigger than any other member of the team. The people who were in charge should have taken it home. It came home to the island a few weeks or so afterwards.”He doesn’t know the location of his four Celtic Crosses. “It doesn’t matter. I don’t know. I gave one of them to somebody. There was a raffle or something on years ago.”“The purpose of the game was to deliver it (the ball) as distinct from now when carrying the ball, running with it and passing with it. That’s the big change. I don’t blame the players at present. It’s very confusing. Even in my time, the elders never clearly stated a rule about obstruction or anything like that. It’s very hard in Ireland to get a discussion on the game.” -
34cm x 34cm The DMC DeLorean is a rear-engine two-passenger sports car manufactured and marketed by John DeLorean's DeLorean Motor Company (DMC) for the American market from 1981 until 1983—ultimately the only car brought to market by the fledgling company. The DeLorean is sometimes referred to by its internal DMC pre-production designation, DMC-12. However, the DMC-12 name was never used in sales or marketing materials for the production model. Designed by Giorgetto Giugiaro and noted for its gull-wing doors and brushed stainless-steel outer body panels, the sports car was also noted for a lack of power and performance incongruous with its looks and price. Though its production was short-lived, the DeLorean became widely known after it was featured as the time machine in the Back to the Future films. With the first production car completed on January 21, 1981, the design incorporated numerous minor revisions to the hood, wheels and interior before production ended in late December 1982, shortly after DMC filed for bankruptcy and after total production reached about 9,000 units. Despite the car having a reputation for poor build quality and an unsatisfactory driving experience, the DeLorean continues to have a strong following driven in part by the popularity of Back to the Future. 6,500 DeLoreans were estimated to still be on the road as of 2015. -
48cm x 35cmIt was Richie Connor in the early 1990s who first introduced me to the concept. For the Offaly team he captained, ultimately to the 1982 All-Ireland, beating Dublin in the 1980 Leinster final had he said been their most significant achievement.
This was because winning the province represented a longer journey from where the team under Eugene McGee had started than the distance from there to the Sam Maguire.
Maybe the reasoning was slightly different in Clare but it amounted to the same thing. In the few weeks that shimmered in the radiant summer of 1995 between winning Munster and the All-Ireland semi-final against Galway, manager Ger Loughnane was certainly of that view.
“In Clare, Munster is the Mount Everest. All along Munster was what was talked about. I remember stopping Nenagh on the way back from the League final and a man saying, ‘if only we could win Munster once, it would make up for everything’.
“The reaction to our winning Munster has been far greater than what would happen in other counties if they won an All-Ireland.”
Clare had got to the stage where they were being upstaged by their footballers whose first Munster title since 1917 had been sensationally won in 1992 leaving the hurlers by-passed.
Anthony Daly, prominent in 1995 as the exuberant captain of the hurlers, remembered the big-ball community’s notions. He went to support the footballers in their All-Ireland semi-final against Dublin three years previously. In a bar beforehand he was mocked for band-wagoning.
“Do you go to our matches at all,” asks Daly.
“I do, I do,” comes the response.
“And when you do, does anyone ever tell you to f*** off back to west Clare?”
Boom, boom.
Climbed Everest
Twenty-five years ago today (Thursday) the county hurlers climbed Everest and in unexpected style. Clare had qualified for a third successive Munster final but the previous two, against Limerick and Tipperary had ended in heavy defeats.
This season would be different. Loughnane’s elevation from selector to manager crystallised the potential that his predecessor Len Gaynor had harnessed to reach Munster finals in 1993 and ‘94. They had taken the lessons of losing to a Zen level.
I remember seeing Loughnane and his selectors Mike McNamara and Tony Considine sitting in the Queens Hotel in Ennis after a league match with a fairly full-strength Tipperary.
Clare’s James O’Connor is challenged by Limerick’s Gary Kirby during the 1995 Munster final. Photograph: Tom Honan/Inpho They were super-pleased with the win, one of a number of markers laid down in a season that ended with defeat in the final against Kilkenny after which the manager famously declared that they would win Munster. The approach had been clear: find some new players, get incredibly fit and start beating likely rivals.
The winter had been a time of slog under McNamara’s fundamentalist training but the late spring with its brightening nights would be a time for sharpening the hurling and adding speed to their playbook.
“In a way the League final was the best thing that happened us,” said Loughnane after the provincial success. “All the old failings were there. We were too tense: all frenzy, no method. We were going to have to use our heads. If we’d won the League we definitely wouldn’t have won the Munster championship.”
Limerick were in a valley season between two demoralising All-Ireland final defeats but were raging favourites, having beaten Tipperary while Clare had laboured to get past Cork.
Clare also had their past, 11 Munster final defeats since the previous win in 1932 and well beaten by Limerick the previous year. The League final defeat a mere two months previously didn’t help the argument that the team had the ability to win big matches.
As a match it doesn’t look great these days. There are too many errors and too much imprecision in the play. Limerick look lethargic and off-key. They play the first half with the advantage of a strong wind but trail at half-time.
In a low-scoring, scrappy affair Clare aren’t doing themselves justice either but for a team,who had been trimmed in their previous finals they’re hanging in there for most of the first half. In other words the match isn’t getting away from them, either - which is an improvement on the recent past.
Davy Fitzgerald
Goalkeeper Davy Fitzgerald’s expertly hit penalty edges Clare in front and tactically they have taken a grip. Fitzgerald is also excellent in goal producing a couple of saves that prevent Limerick from getting too involved.
Ollie Baker, of whom a lot had been expected when he was drafted into the team for the league, has a non-stop match, physically overshadowing the powerful Limerick pairing of Mike Houlihan and Seán O’Neill and beside him James O’Connor overcomes a difficult start and is on to everything, fast and fluent.
His six points include four from play and his only failure of marksmanship is a shot that hits the post late in the match. PJ O’Connell also gets four from play but is selected as MOTM for the job done on disorientating Ciarán Carey with his constant movement.
Clare captain Anthony Daly with the trophy after his side’s 1995 Munster final win over Limerick. Tom Honan/Inpho “I knew I had to keep Ciarán Carey away from the puck-outs,” he says afterwards, “so I kept him running around. I had done a lot of work for this and I knew I would not get winded or caught for pace. I just kept running him and I could see it was having an effect.”
Seán McMahon broke his collarbone in the semi-final against Cork and returns for the final a week earlier than ideal but thrives as Gary Kirby, who had destroyed him a year previously, falters.
Clare’s grip tightens. Limerick manage just four points in the second half, as the winners pull away steadily.
Stunning win
It’s a stunning win - a tribute to Loughnane, who in the years before the acid erosion of controversies and fallings-out is a charismatic leader, whose prescriptions were single-mindedly adopted by the players and embraced by the Clare public.
“The feeling was that at long last a barrier had been broken,” he said before the All-Ireland semi-final. “The atmosphere in the county was incredible. It was great for the footballers a couple of years ago but they hadn’t been waiting and failing the way the hurlers had for years and years and years. It was very emotional, more because it was so unexpected after Limerick trouncing Clare last year. A good few didn’t even go to Thurles because they were afraid.”
Clare captain Anthony Daly at the county’s homecoming in 1995. Photograph: Inpho For those few weeks, they are on the cusp of history, something almost spiritual. In the week before the Galway semi-final, Loughnane recounted how he had happened upon a car accident.
He hurries to check on the elderly motorist, who is shaken but not injured. They are joined by a third man.
“This other fella is looking at me and says, ‘Ger, isn’t it?’ I said, ‘yes’ and he says to the poor old man: ‘It’s Ger Loughnane! Isn’t that enough to make you better?’”
A nurse arrives with the ambulance and pauses to comment.
“I hope everything’s right for Sunday.”
Need she have asked in that summer of summers?
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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.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.
A DH.84 Dragon, repainted in the livery of Aer Lingus' original aircraft "Iolar".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.
An Aer Lingus Douglas DC-3 at Manchester Airport in 1948 wearing the first postwar livery.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.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 Bristol 170 Freighter at Manchester Airport in 1953.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.
A Vickers Viscount 808 in "green top" livery at Manchester Airport in 1963.First transatlantic service
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.
A Boeing 720 in Aer Lingus-Irish International livery in 1965.Jet aircraft
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.
A Fokker F27 Friendship at Manchester Airport in 1965. The F27 was used on short-haul services between 1958 and 1966.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.
An Aviation Traders Carvair that was used as a vehicle freighter is seen loading a car at Bristol Airport in 1964. -
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.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.
A DH.84 Dragon, repainted in the livery of Aer Lingus' original aircraft "Iolar".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.
An Aer Lingus Douglas DC-3 at Manchester Airport in 1948 wearing the first postwar livery.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.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 Bristol 170 Freighter at Manchester Airport in 1953.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.
A Vickers Viscount 808 in "green top" livery at Manchester Airport in 1963.First transatlantic service
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.
A Boeing 720 in Aer Lingus-Irish International livery in 1965.Jet aircraft
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.
A Fokker F27 Friendship at Manchester Airport in 1965. The F27 was used on short-haul services between 1958 and 1966.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.
An Aviation Traders Carvair that was used as a vehicle freighter is seen loading a car at Bristol Airport in 1964. -
Two of the all time greatest hurlers -Mick Mackey of Limerick & Jimmy Doyle of Tipperary have chat after a Railway Cup Match between Munster & Leinster. -
Limited Edition no 17/200 of the Republican Bulletin as issued by the Anti Treaty Side during the Irish Civil War.These pamphlets were distributed to the general public and sold at 1p per edition. 32cm x 54cm Limerick The Irish Civil War (28 June 1922 – 24 May 1923) was a conflict that followed the Irish War of Independence and accompanied the establishment of the Irish Free State, an entity independent from the United Kingdom but within the British Empire. The civil war was waged between two opposing groups, the pro-treaty Provisional Government and the anti-treaty Irish Republican Army (IRA), over the Anglo-Irish Treaty. The forces of the Provisional Government (which became the Free State in December 1922) supported the Treaty, while the anti-treaty opposition saw it as a betrayal of the Irish Republic (which had been proclaimed during the Easter Rising). Many of those who fought on both sides in the conflict had been members of the IRA during the War of Independence. The Civil War was won by the pro-treaty Free State forces, who benefited from substantial quantities of weapons provided by the British Government. The conflict may have claimed more lives than the War of Independence that preceded it, and left Irish society divided and embittered for generations. Today, two of the main political parties in the Republic of Ireland, Fine Gael and Fianna Fáil, are direct descendants of the opposing sides of the war. -
67cm x 54cm Dublin 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 editorand Michael Carwood became sports editor of The Sunday Press in 1988[5] until its closure in 1995. -
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.
