The Irish Newspaper Emporium - The Irish Pub Emporium

Retro Aer Lingus Advert-Send your gift turkey by air

€80.00

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.

Add to cart Details
Retro De Lorean Advert

€70.00

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.

Add to cart Details
Retro Fly By Aer Lingus Advert

€80.00

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.

Add to cart Details
Retro GAA Print-Conor Hayes & Kevin Hennessy

€70.00

Real retro GAA hurling photo here of Kevin Hennessy of Cork & Conor Hayes of Galway marking each other in an All Ireland Final.Conor is wearing what appears to be a very old Cooper Ice hockey Head guard and it became his signature piece during his career as Galway Captain and Full Back. Kiltormer Co Galway 29cm x 23cm Conor Hayes was a three-time All-Star. He made his debut for the Galway senior hurlers during the 1979 championship and went on to play a key role for the Tribesmen for over a decade, winning three All-Irelands and two National Leagues. He was captain when Galway won back-to-back All-Ireland titles in 1987 and 1988. Conor is also an All-Ireland winner at club level, having achieved the highest honour in club hurling with Kiltormer in 1992. He is the holder of two Connacht club championships and three Galway hurling championships with Kiltormer and was named on the Galway Hurling Team of the Millennium. Kevin Hennessy (born 8 March 1961) is an Irish retired hurler who played as a left-corner forward for the Cork senior team. Born in Midleton, County Cork, Hennessy first arrived on the inter-county scene at the age of 18 when he first linked up with the Cork minor team, before later lining out with the under-21 side. He made his senior debut in the 1982 championship. Hennessy went on to play a key part for over a decade, and won three All-Ireland medals and seven Munster medals. He was an All-Ireland runner-up on three occasions. Hennessy represented the Munster inter-provincial team in the early stages of his career, winning two Railway Cup medals. At club level he won one All-Ireland medal, two Munster medals and four championship medals with Midleton. Throughout his career Hennessy made 22 championship appearances for Cork. He retired from inter-county hurling following the conclusion of the 1993 championship.

Add to cart Details
Roy Keane & Mick McCarthy Lansdowne Road 2001

€80.00

Cork City 33cm x 38cm The Infamous Handshake between Roy Keane and Mick McCarthy that said it all
"Footballers are pragmatists. You play for the manager you have."

This is a quote from Roy Keane's autobiography [Page 76]. He was referring specifically to the Irish soccer players when Jack Charlton was the Republic of Ireland team manager, and to footballers in general. It would appear however that Keane had limits to his own pragmatism when it came to playing for Mick McCarthy as Irish manager.

The dynamics of the relationship between Roy Keane and Mick McCarthy are central to the whole Saipan incident. Clearly the two did not get on with each other. The question is - why? Keane and McCarthy are the only ones who can give a definitive answer to this but based upon the available evidence it appears to be primarily due to an intense dislike of McCarthy by Keane.

Roy Keane and Mick McCarthy Have a Row in Boston in 1992

Roy Keane and Mick McCarthy only played together for Ireland on two occasions, in September 1991 and May 1992. There are no generally known reports of any issues arising between the two men as players on the football pitch. However it was while Mick McCarthy was the Republic of Ireland team captain that the first instance of some discord between the two has been documented. During the fateful squad meeting, that led to the expulsion of Keane from the Irish World Cup squad, the Irish captain brought up an incident that had occurred a full ten years earlier. The now infamous Boston 1992 row.

It now seems that this otherwise innocuous event appears to have coloured the Keane and McCarthy relationship
from that time onward. A drunken 20 year old Keane had turned up late for the team bus at the end of a soccer tournament in the US. When the team captain Mick McCarthy challenged Keane about being late a heated row ensued. Roy Keane seems to have taken extreme exception to this. It is difficult to believe that such an event would even register the next day with Keane who seems to have spent his entire life going from one scrape to another. Keane admits in his autobiography that he has had hundreds or thousands of rows throughout his soccer career. Why should this one have been so significant to him?
One possible explanation is that when Keane is drunk his, already low, tolerance levels become even lower. Any perceived slight is magnified disproportionately. Keane's autobiography is littered with stories about him getting into angry and violent situations when he was drunk. By his own admission there were many situations when he knew he should have walked away but his own sense of offence prevented him doing just that. These events seem to have made an indelible mark on his brain as they are recounted with real clarity in his book. It seems that a run of the mill, for footballers, exchange between McCarthy and Keane in 1992, magnified in intensity by his drunken state, soured Keane's view of McCarthy from that point on.

"Let Bygones be Bygones" - Roy Keane

There do not appear to have been any further meaningful interactions between the two until McCarthy was appointed as manager of the Republic of Ireland football team in 1996. In his autobiography [Page 246] Keane reveals an antipathy towards McCarthy that seems, to some extent, to be born out of Roy Keane's relationship with Jack Charlton. In his book Keane makes it clear that he had no time for Charlton "...I found it impossible to relate to him as a man or as a coach." [Page 54]. When commenting on McCarthy's appointment as Irish manager he said "McCarthy was part of the Charlton legend. Captain Fantastic...he didn't convince me. Still, when he got the job, I thought: let bygones be bygones." What bygones? Presumably the exchange between the pair in Boston six years earlier?

In his World Cup Diary McCarthy makes a case that he had gone to some lengths as manager of Ireland to accommodate Keane and his sensitivities. He had made Keane the captain of Ireland at the first opportunity. He allowed Keane to turn up later than the other players for international matches. Keane was the only player in the Irish squad that roomed alone. He also says that he put up "...with the odd tantrum from Keane here and there...". McCarthy contends that if he was holding a grudge towards Keane from 1992 he would not have gone to these lengths.

Roy Keane's first match for Ireland with Mick McCarthy as manager was an inauspicious occasion for the Manchester United player. Earning his 30th cap and wearing the captain's armband in place of the substituted Andy Townsend, Keane was sent off late in the match for kicking a Russian player.

Lack of Direct Communication Between Roy Keane & Mick McCarthy

The next notable point of conflict between Keane and McCarthy was on the occasion of a Republic of Ireland trip to the USA for an end of season international tournament in 1996. Keane decided that he didn't want to go as he was too tired after the season just ended. [Page 246]. Rather than contact McCarthy or anyone else in the Irish set up, Keane left it to someone at Old Trafford to inform the FAI. "As a result I got off to a bad start with McCarthy. He felt I should have spoken to him personally. He expressed this opinion, casting me in a bad light. What he didn't tell the media that if we had that sort of conversation on this occasion, it would have been our first." [Page 247]. This begs the question, why couldn't Keane contact McCarthy directly? Why would this have been the first such discussion between the two men as manager and team captain? It certainly doesn't suggest that Keane had, in reality, let bygones be bygones.

In his World Cup Diary McCarthy refers to the the 1996 USA trip. "I was never that bothered if he (Keane) went to America or not...it became a big media story...We have had a few chats to sort things out but it has all dragged on since then in the press." [Page 33].

In his autobiography Keane complains bitterly about the poor Republic of Ireland set up especially when compared to that of Manchester United. After the draw for the 2002 World Cup qualifiers was made Keane says that he met with McCarthy"...to level with him, to make the case for a reformed approach...We discussed the problems. He agreed with me...It was not and easy conversation - we're not not buddy-buddy...I thought we had a deal."[Page 250]. Interestingly this meeting took place at Keane's house in Manchester.

What is clear is that there was an unusual relationship between the Irish manager and his captain. Direct communication between McCarthy and Keane was kept to an absolute minimum. All of the available evidence is that was the way Keane wanted it. Keane admitted this in his interview with Tom Humphries in Saipan "I spoke to Mick Byrne, who's the middle man for me, really." For a man who has very admirable communication skills this is somewhat strange. Why would he need a middle man? The only possible explanation is that Roy Keane did not like Mick McCarthy and couldn't bear to be anywhere near him or have anything to do with him. During McCarthy's tenure as Irish manager Roy Keane took every opportunity to minimise his time with the Irish squad. "I dreaded the prospect of international weeks."[Page 250].

Conclusion

With the benefit of hindsight and with the insights afforded by Keane's autobiography it is clear that there was no way possible that Roy Keane could maintain an even keel while being away with Ireland for the duration of the World Cup campaign. All of his complaints about the crowded airport, the missing training gear, the poor training facilities, the goalkeeper row, were just symptoms. Clearly McCarthy and the FAI could have done better but the inescapable conclusion to be drawn is that even if conditions and facilities had been perfect Keane simply could not endure being in such close proximity to Mick McCarthy for such a protracted period of time. A Saipan incidentwas inevitable even before Roy Keane set foot on the plane to that Pacific island.

NOTE: Unless stated otherwise all quotations are from: Keane: The Autobiography; Roy Keane with Eamon Dunphy (2002); Michael Joseph Ltd

Add to cart Details
Satirical Beef Tribunal Cartoon from 1994

€300.00

70cm x 50cm Nassau St Dublin 2 One of the most inglorious,farcical and drawn out sagas in Irish Political History was commonly known as the Beef Tribunal as this witty cartoon depicts.Corruption was endemic at all levels of Irish society at the time and the Beef Tribunal itself illustrated that with a rather anaemic conclusion offered after a marathon report and hundreds of hours of cross examinations. Albert Reynolds,Taoiseach at the time was triumphant when the Beef Tribunal presented its final report in 1994, its 580 pages containing bizarrely benign conclusions about the key players under its scrutiny.“I have been fully and totally vindicated, both personally and as a minister,” he told the Dáil.“My decisions at the time, the report confirms, were taken in the national interest.”However, it was a hollow victory for the then taoiseach as the tribunal had already cost him one government and was about to play a part in the collapse of another.

Add to cart Details
Tom Semple ‘A legend of Tipperary Hurling” Vintage Print

€80.00

45cm x 35cm Thurles Co Tipperary Thomas Semple (8 April 1879 – 11 April 1943) was an Irish hurler who played as a half-forward for the Tipperary senior team. Semple joined the panel during the 1897 championship and eventually became a regular member of the starting seventeen until his retirement after the 1909 championship. During that time he won three All-Ireland medals and four Munster medals. An All-Ireland runner-up on one occasion, Semple captained the team to the All-Ireland title in 1906 and in 1908. At club level Semple was a six-time county club championship medalist with Thurles.
Playing career

Club
Semple played his club hurling with the local club in Thurles, the precursor to the famous Sarsfield's club. He rose through the club and served as captain of the team for almost a decade. In 1904 Semple won his first championship medal following a walkover from Lahorna De Wets. Thurles failed to retain their title, however, the team returned to the championship decider once again in 1906. A 4-11 to 3-6 defeat of Lahorna De Wets gave Semple his second championship medal as captain. It was the first of four successive championships for Thurles as subsequent defeats of Lahorna De Wets, Glengoole and Racecourse/Grangemockler brought Semple's medal tally to five. Five-in-a-row proved beyond Thurles, however, Semple's team reached the final for the sixth time in eight seasons in 1911. A 4-5 to 1-0 trouncing of Toomevara gave Semple his sixth and final championship medal as captain.
Inter-county

Tipperary Hurling Team outside Clonmel railway station, August 26, 1910. Semple is in the centre of the middle row.

Semple's skill quickly brought him to the attention of the Tipperary senior hurling selectors. After briefly joining the team in 1897, he had to wait until 1900 to become a regular member of the starting seventeen. That year a 6-11 to 1-9 trouncing of Kerry gave him his first Munster medal.Tipp later narrowly defeated Kilkenny in the All-Ireland semi-final before trouncing Galway in the "home" All-Ireland final. This was not the end of the championship campaign because, for the first year ever, the "home" finalists had to take on London in the All-Ireland decider. The game was a close affair with both sides level at five points with eight minutes to go. London then took the lead; however, they later conceded a free. Tipp's Mikey Maher stepped up, took the free and a forward charge carried the sliotar over the line. Tipp scored another goal following a weak puck out and claimed a 2-5 to 0-6 victory. It was Semple's first All-Ireland medal. Cork dominated the provincial championship for the next five years; however, Tipp bounced back in 1906. That year Semple was captain for the first time as Tipp foiled Cork's bid for an unprecedented sixth Munster title in-a-row. The score line of 3-4 to 0-9 gave Semple a second Munster medal. Tipp trounced Galway by 7-14 to 0-2 on their next outing, setting up an All-Ireland final meeting with Dublin. Semple's side got off to a bad start with Dublin's Bill Leonardscoring a goal after just five seconds of play. Tipp fought back with Paddy Riordan giving an exceptional display of hurling and capturing most of his team's scores. Ironically, eleven members of the Dublin team hailed from Tipperary. The final score of 3-16 to 3-8 gave victory to Tipperary and gave Semple a second All-Ireland medal. Tipp lost their provincial crown in 1907, however, they reached the Munster final again in 1908. Semple was captain of the side again that year as his team received a walkover from Kerry in the provincial decider. Another defeat of Galway in the penultimate game set up another All-Ireland final meeting with Dublin. That game ended in a 2-5 to 1-8 draw and a replay was staged several months later in Athy. Semple's team were much sharper on that occasion. A first-half goal by Hugh Shelly put Tipp well on their way. Two more goals by Tony Carew after the interval gave Tipp a 3-15 to 1-5 victory.It was Semple's third All-Ireland medal. 1909 saw Tipp defeat arch rivals Cork in the Munster final once again. A 2-10 to 1-6 victory gave Semple his fourth Munster medal. The subsequent All-Ireland final saw Tipp take on Kilkenny. The omens looked good for a Tipperary win. It was the county's ninth appearance in the championship decider and they had won the previous eight. All did not go to plan as this Kilkenny side cemented their reputation as the team of the decade. A 4-6 to 0-12 defeat gave victory to "the Cats" and a first final defeat to Tipperary. Semple retired from inter-county hurling following this defeat.
Personal life
Semple was born in Drombane, County Tipperary in 1879. He received a limited education at his local national school and, like many of his contemporaries, finding work was a difficult prospect. At the age of 16 Semple left his native area and moved to Thurles. Here he worked as a guardsman with the Great Southern & Western Railway. In retirement from playing Semple maintained a keen interest in Gaelic games. In 1910 he and others organised a committee which purchased the showgrounds in Thurles in an effort to develop a hurling playing field there. This later became known as Thurles Sportsfield and is regarded as one of the best surfaces for hurling in Ireland. In 1971 it was renamed Semple Stadium in his honour. The stadium is also lovingly referred to as Tom Semple's field. Semple also held the post of chairman of the Tipperary County Board and represented the Tipperary on the Munster Council and Central Council. He also served as treasurer of the latter organization. During the War of Independence Semple played an important role for Republicans. He organized dispatches via his position with the Great Southern & Western Railway in Thurles. Tom Semple died on 11 April 1943.

Add to cart Details
Vintage Advert for the New Chevrolet Motor car (Agent P Flannery’s Nenagh Co Tipperary)

€100.00

7Vintage advert for the 4 and 3 Seater Chevrolet (Agent ;The North Tipperary Motor Company P Flannery 6 & 7 McDonagh St Nenagh Co Tipperary).The 4 seater delivered complete cost £210 with the 3 seater English Body costing a heftier £280. 33cm x 44cm Nenagh Co Tipperary In November 3, 1911, Swiss race car driver and automotive engineer Louis Chevrolet co-founded the "Chevrolet Motor Company" in Detroit with William C. Durant and investment partners William Little (maker of the Little automobile), former Buick owner James H. Whiting,^[6] Dr. Edwin R. Campbell (son-in-law of Durant) and in 1912 R. S. McLaughlin CEO of General Motors in Canada. Durant was cast out from the management of General Motors in 1910, a company which he had founded in 1908. In 1904 he had taken over the Flint Wagon Works and Buick Motor Company of Flint, Michigan. He also incorporated the Mason and Little companies. As head of Buick, Durant had hired Louis Chevrolet to drive Buicks in promotional races. Durant planned to use Chevrolet's reputation as a racer as the foundation for his new automobile company. The first factory location was in Flint, Michigan at the corner of Wilcox and Kearsley Street, now known as "Chevy Commons" at coordinates 43.00863°N 83.70991°W, along the Flint River, across the street from Kettering University. Actual design work for the first Chevy, the costly Series C Classic Six, was drawn up by Etienne Planche, following instructions from Louis. The first C prototype was ready months before Chevrolet was actually incorporated. However the first actual production wasn't until the 1913 model. So in essence there were no 1911 or 1912 production models, only the 1 pre-production model was made and fine tuned throughout the early part of 1912. Then in the fall of that year the new 1913 model was introduced at the New York auto show.

Chevrolet plant in Tarrytown, NY, c. 1918

Chevrolet first used the "bowtie emblem" logo in 1914 on the H series models (Royal Mail and Baby Grand) and The L Series Model (Light Six). It may have been designed from wallpaper Durant once saw in a French hotel room.More recent research by historian Ken Kaufmann presents a case that the logo is based on a logo of the "Coalettes" coal company.^[10]^[11] An example of this logo as it appeared in an advertisement for Coalettes appeared in the Atlanta Constitution on November 12, 1911.Others claim that the design was a stylized Swiss cross, in tribute to the homeland of Chevrolet's parents. Over time, Chevrolet would use several different iterations of the bowtie logo at the same time, often using blue for passenger cars, gold for trucks, and an outline (often in red) for cars that had performance packages. Chevrolet eventually unified all vehicle models with the gold bowtie in 2004, for both brand cohesion as well as to differentiate itself from Ford (with its blue oval logo) and Toyota (who has often used red for its imaging), its two primary domestic rivals.

1929 Chevrolet Firebrigade, Porto

Louis Chevrolet had differences with Durant over design and in 1914 sold Durant his share in the company. By 1916, Chevrolet was profitable enough with successful sales of the cheaper Series 490 to allow Durant to repurchase a controlling interest in General Motors. After the deal was completed in 1917, Durant became president of General Motors, and Chevrolet was merged into GM as a separate division. In 1919, Chevrolet's factories were located at Flint, Michigan; branch assembly locations were sited in Tarrytown, N.Y., Norwood, Ohio, St. Louis, Missouri, Oakland, California, Ft. Worth, Texas, and Oshawa, Ontario General Motors of Canada Limited. McLaughlin's were given GM Corporation stock for the proprietorship of their Company article September 23, 1933 Financial Post page 9.In the 1918 model year, Chevrolet introduced the Series D, a V8-powered model in four-passenger roadster and five-passenger tourer models. Sales were poor and it was dropped in 1919. Beginning also in 1919, GMC commercial grade trucks were rebranded as Chevrolet, and using the same chassis of Chevrolet passenger cars and building light-duty trucks. GMC commercial grade trucks were also rebranded as Chevrolet commercial grade trucks, sharing an almost identical appearance with GMC products.

1946 Chevrolet Pickup

1941 GMC Model 9314

1919 GMC Tanker

1920 Chevrolet tow truck

Chevrolet continued into the 1920s, 1930s, and 1940s competing with Ford, and after the Chrysler Corporation formed Plymouth in 1928, Plymouth, Ford, and Chevrolet were known as the "Low-priced three".^[16] In 1929 they introduced the famous "Stovebolt" overhead-valve inline six-cylinder engine, giving Chevrolet a marketing edge over Ford, which was still offering a lone flathead four ("A Six at the price of a Four"). In 1933 Chevrolet launched the Standard Six, which was advertised in the United States as the cheapest six-cylinder car on sale.^[17] Chevrolet had a great influence on the American automobile market during the 1950s and 1960s. In 1953 it produced the Corvette, a two-seater sports car with a fiberglass body. In 1957 Chevy introduced its first fuel injected engine,^[18] the Rochester Ramjet option on Corvette and passenger cars, priced at $484.^[19] In 1960 it introduced the Corvair, with a rear-mounted air-cooled engine. In 1963 one out of every ten cars sold in the United States was a Chevrolet.^[20]

Add to cart Details
Vintage Jimmy Doyle Tipperary Legend Print

€80.00

20cm x 35cm. Thurles Co Tipperary "Jimmy Doyle would have seen many things, and watched a lot of hurling, in his 76 years. But the Tipperary legend, who died last Monday, was possibly most pleased to watch the sumptuous performance of his native county, against Limerick, just the day before. Simply put, the way Tipp hurl at the moment is pure Jimmy Doyle - and no finer compliment can be paid in the Premier County. Eamon O'Shea's current group are all about skill, vision, élan, creativity, elegance: the very things which defined Doyle's playing style as he terrorised defences for close on two decades. Indeed, it's a funny irony that the Thurles Sarsfields icon, were he young today, would easily slip into the modern game, such was his impeccable technique, flair and positional sense. There may have been "better" hurlers in history (Cork's Christy Ring surely still stands as the greatest of all). There may even have been better Tipp hurlers - John Doyle, for example, who won more All-Irelands than his namesake. But there was hardly a more naturally gifted man to play in 125 years. The hurling of Doyle's heyday, by contrast with today, was rough, tough, sometimes brutal. His own Tipp team featured a full-back line so feared for taking no prisoners, they were christened (not entirely unaffectionately) "Hell's Kitchen". While not quite unique, Doyle was one of a select group back then who relied less on brute force, and more on quick wrists, "sixth sense" spatial awareness, and uncanny eye-hand co-ordination to overcome. During the 1950s and '60s, when he was in his pomp, forwards were battered, bruised and banjaxed, with little protection from rules or referees. It speaks even more highly, then, of this small, slim man ("no bigger in stature than a jockey", as put by Irish Independent sportswriter Vincent Hogan) that he should achieve such greatness. What, you'd wonder, might have been his limitations - if any - had he played in the modern game? Regardless, his place in hurling's pantheon is assured; one of a handful of players to transcend even greatness and enter some almost supernatural realm of brilliance. This week his former teammate, and fellow Tipp legend, Michael "Babs" Keating recalled how Christy Ring had once told him, "If Jimmy Doyle was as strong as you and I, nobody would ever ask who was the best." Like Ring, Jimmy made both the 1984 hurling Team of the Century, compiled in honour of the GAA's Centenary, and the later Team of the Millennium. We can also throw in a slot on both Tipperary and Munster Teams of the Millennium, and being named Hurler of the Year in 1965 - and that's just the start of one of the most glittering collections of honours in hurling history.

Six All-Ireland senior hurling titles. Nine Munster. Seven league. Ten county titles with Thurles Sarsfields. One of only four players to twice captain their county to the Liam MacCarthy Cup. One of four to have captained All-Ireland winning minor and senior teams. One of two to have won three All-Ireland minor medals. The only hurler to have played in four minor finals.

At the time of his inter-country retirement in 1973, Jimmy Doyle's career tally of 18 goals and 176 points marked him as Tipperary's all-time top scorer. That stood until 2007, when surpassed by Eoin Kelly, and still makes 14th place on the list, despite modern-day hurlers playing more games against more lenient defences. He's also the third-highest scorer in All-Ireland finals, and one of a tiny group to have won senior titles in three different decades. He was born, appropriately enough, in Thurles, birthplace of the GAA, on March 20th, 1939. He grew up just around the corner from the famed Semple Stadium, and lived in the town his whole life.

His father and uncle had won All-Irelands with Tipp, and Jimmy's aptitude for the small-ball game was evident from an early age at Thurles CBS. Having honed his skills in the shadow of Semple, he made the Tipperary minor team aged just 14, and would later debut for the seniors at 18, one of the youngest ever (he also won a first county title with Sarsfields as a mere stripling of 16). His first appearance at Croke Park ended in defeat to Dublin - Jimmy played in goals - but happier days, and a move to the forwards, lay ahead. He won three minor All-Irelands in a row, and senior success soon followed. Having straddled underage and adult grades briefly, his senior championship bow came in defeat to Cork in 1957. Within a year, though, Doyle landed his first league, provincial and All-Ireland medals, defeating Galway in the last final and ending that campaign as top scorer for good measure. Many more honours were to come, as part of the legendary Tipp side of the 1960s: possibly the most dominant team ever until the recent all-conquering Kilkenny group, they and Jimmy won Liam MacCarthy four years out of five, with just a freak defeat to Waterford in 1963 preventing a likely five-in-a-row. His last title came in 1971 (coincidentally, also Tipp's last for nearly two decades). Doyle continued to play for two more years, but a series of injuries - broken bones, back trouble and premature arthritis - eventually forced his retirement in 1973. He later indulged in a little coaching with Laois. Since retirement, the honours continued to amass. In 2008 Jimmy was featured on the popular TG4 programme Laochra Gael. A year later, as part of the GAA 125 celebrations, he was chosen as the Tipperary representative in a commemorative torch parade through Thurles on the day of the Munster final. In 2012 a road was named in his honour in his hometown, where he had worked in the local Assumption Hospital for many years (he also, in his youth, spent some time as a cobbler, which was his father's trade). Tributes flooded in this week as news of Jimmy's death broke, from friend and foe alike. Minister Alan Kelly, a fellow Tipp man, paid tribute thus: "A genius on the hurling field and a gentleman off it, Jimmy was just about to launch a book on his life and times. I was delighted to open the Jimmy Doyle Road in 2012 with Jimmy present and as proud as could be. I had the pleasure of his company on many occasions and he's going to be very sadly missed." Kilkenny great Eddie Keher, a contemporary of Jimmy, said, "He was brilliant. I was always a great fan of his even though we were great rivals. Jimmy was a gentleman both on and off the field and such a beautiful striker of the ball." Former Tipp goalkeeper Brendan Cummins remarked pithily, "Tipp has lost one of its great hurling legends."

Add to cart Details
Vintage John Jameson Irish Whiskey Barrelman Advert from Punch Magazine 1928

€80.00

42cm x 31cm Vintage John Jameson Punch Magazine Advert from 1928 featuring the iconic Barrelman .

WHY A BARRELMAN? In 1930 John Jameson made a barrelman mascot for aviator Sir C. Kingford-Smith. On June 24th 1930, the mascot took pride of place in the 'Southern Cross' plane that flew from Portmarnock, Ireland on the transatlantic odyssey to America. Since the making of this first lucky mascot, Jameson has revived the icon of the Barrelman, placing him front and centre on their communications.

Add to cart Details
Vintage Young Jimmy Doyle Tipperary Legend

€80.00

Fantastic piece of Tipperary Hurling Nostalgia here as we see a very young Jimmy Doyle being presented with a Thurles Schoolboys Streel League Trophy. 45cm x 35cm. Thurles Co Tipperary "Jimmy Doyle would have seen many things, and watched a lot of hurling, in his 76 years. But the Tipperary legend, who died last Monday, was possibly most pleased to watch the sumptuous performance of his native county, against Limerick, just the day before. Simply put, the way Tipp hurl at the moment is pure Jimmy Doyle - and no finer compliment can be paid in the Premier County. Eamon O'Shea's current group are all about skill, vision, élan, creativity, elegance: the very things which defined Doyle's playing style as he terrorised defences for close on two decades. Indeed, it's a funny irony that the Thurles Sarsfields icon, were he young today, would easily slip into the modern game, such was his impeccable technique, flair and positional sense. There may have been "better" hurlers in history (Cork's Christy Ring surely still stands as the greatest of all). There may even have been better Tipp hurlers - John Doyle, for example, who won more All-Irelands than his namesake. But there was hardly a more naturally gifted man to play in 125 years. The hurling of Doyle's heyday, by contrast with today, was rough, tough, sometimes brutal. His own Tipp team featured a full-back line so feared for taking no prisoners, they were christened (not entirely unaffectionately) "Hell's Kitchen". While not quite unique, Doyle was one of a select group back then who relied less on brute force, and more on quick wrists, "sixth sense" spatial awareness, and uncanny eye-hand co-ordination to overcome. During the 1950s and '60s, when he was in his pomp, forwards were battered, bruised and banjaxed, with little protection from rules or referees. It speaks even more highly, then, of this small, slim man ("no bigger in stature than a jockey", as put by Irish Independent sportswriter Vincent Hogan) that he should achieve such greatness. What, you'd wonder, might have been his limitations - if any - had he played in the modern game? Regardless, his place in hurling's pantheon is assured; one of a handful of players to transcend even greatness and enter some almost supernatural realm of brilliance. This week his former teammate, and fellow Tipp legend, Michael "Babs" Keating recalled how Christy Ring had once told him, "If Jimmy Doyle was as strong as you and I, nobody would ever ask who was the best." Like Ring, Jimmy made both the 1984 hurling Team of the Century, compiled in honour of the GAA's Centenary, and the later Team of the Millennium. We can also throw in a slot on both Tipperary and Munster Teams of the Millennium, and being named Hurler of the Year in 1965 - and that's just the start of one of the most glittering collections of honours in hurling history.

Six All-Ireland senior hurling titles. Nine Munster. Seven league. Ten county titles with Thurles Sarsfields. One of only four players to twice captain their county to the Liam MacCarthy Cup. One of four to have captained All-Ireland winning minor and senior teams. One of two to have won three All-Ireland minor medals. The only hurler to have played in four minor finals. At the time of his inter-country retirement in 1973, Jimmy Doyle's career tally of 18 goals and 176 points marked him as Tipperary's all-time top scorer. That stood until 2007, when surpassed by Eoin Kelly, and still makes 14th place on the list, despite modern-day hurlers playing more games against more lenient defences. He's also the third-highest scorer in All-Ireland finals, and one of a tiny group to have won senior titles in three different decades. He was born, appropriately enough, in Thurles, birthplace of the GAA, on March 20th, 1939. He grew up just around the corner from the famed Semple Stadium, and lived in the town his whole life. His father and uncle had won All-Irelands with Tipp, and Jimmy's aptitude for the small-ball game was evident from an early age at Thurles CBS. Having honed his skills in the shadow of Semple, he made the Tipperary minor team aged just 14, and would later debut for the seniors at 18, one of the youngest ever (he also won a first county title with Sarsfields as a mere stripling of 16). His first appearance at Croke Park ended in defeat to Dublin - Jimmy played in goals - but happier days, and a move to the forwards, lay ahead. He won three minor All-Irelands in a row, and senior success soon followed. Having straddled underage and adult grades briefly, his senior championship bow came in defeat to Cork in 1957. Within a year, though, Doyle landed his first league, provincial and All-Ireland medals, defeating Galway in the last final and ending that campaign as top scorer for good measure. Many more honours were to come, as part of the legendary Tipp side of the 1960s: possibly the most dominant team ever until the recent all-conquering Kilkenny group, they and Jimmy won Liam MacCarthy four years out of five, with just a freak defeat to Waterford in 1963 preventing a likely five-in-a-row. His last title came in 1971 (coincidentally, also Tipp's last for nearly two decades). Doyle continued to play for two more years, but a series of injuries - broken bones, back trouble and premature arthritis - eventually forced his retirement in 1973. He later indulged in a little coaching with Laois. Since retirement, the honours continued to amass. In 2008 Jimmy was featured on the popular TG4 programme Laochra Gael. A year later, as part of the GAA 125 celebrations, he was chosen as the Tipperary representative in a commemorative torch parade through Thurles on the day of the Munster final. In 2012 a road was named in his honour in his hometown, where he had worked in the local Assumption Hospital for many years (he also, in his youth, spent some time as a cobbler, which was his father's trade). Tributes flooded in this week as news of Jimmy's death broke, from friend and foe alike. Minister Alan Kelly, a fellow Tipp man, paid tribute thus: "A genius on the hurling field and a gentleman off it, Jimmy was just about to launch a book on his life and times. I was delighted to open the Jimmy Doyle Road in 2012 with Jimmy present and as proud as could be. I had the pleasure of his company on many occasions and he's going to be very sadly missed." Kilkenny great Eddie Keher, a contemporary of Jimmy, said, "He was brilliant. I was always a great fan of his even though we were great rivals. Jimmy was a gentleman both on and off the field and such a beautiful striker of the ball." Former Tipp goalkeeper Brendan Cummins remarked pithily, "Tipp has lost one of its great hurling legends."

Add to cart Details
Vintage Young Tipperary Supporter Photograph

€80.00

45cm x 35cm Just a great study taken in the 1960s of a young Tipperary Hurling fan watching the action on the field of play unfold as he wears an improvised paper cap.

Add to cart Details