Clarke is the son of William Clarke, merchant seaman, and Margaret Clarke (née Austin). Educated locally, he leaves school at the age of eleven and begins work as a kitchen porter, later becoming a boot-shop assistant, a harness maker and a van driver. Influenced by a series of lectures at the Oliver Bond Club, Parnell Square, and by the writings of Arthur Griffith, he commits himself to the republican cause, joining the Irish Republican Brotherhood (IRB) in 1913 and subsequently the Irish Volunteers.
On his return to Ireland, Clarke acts as the courier for the First Dáil and serves as an usher at the first meeting of the First Dáil. He is interned from January 1921. Released in 1923, he acts as caretaker of the Sinn Féin headquarters on Harcourt Street and founds the Irish Book Bureau. Although the Anti-Treaty Sinn Féin rejects participation in the Dáil, they continue to contest local elections, and Clarke sits on Dublin City Council.
Although jailed many times between 1922 and 1940, Clarke remains an active republican campaigner, supporting the Irish Republican Army (IRA) initiatives of the 1940s and 1950s, taking a prominent role at republican meetings, and publicising the conditions of republican prisoners.
Although Clarke had served under Éamon de Valera during the Easter Rising, the two become implacable opponents. He is ejected from an official commemoration of the fiftieth anniversary of the First Dáil for interrupting de Valera’s speech in order to raise the complaints of the Dublin Housing Action Committee (DHAC). He vows to outlive de Valera and succeeds in this endeavour by outliving him a year.
Clarke is elected as a Vice-President of Sinn Féin in 1966. In the split of 1970, he supports the provisional wing, remaining Vice-President. In 1973 he is deported from Britain upon his arrival at Heathrow Airport.
Despite crippling arthritis, Clarke continues his work, refusing an IRA pension as he considers himself still on active service. He dies on April 22, 1976, at St. James’s Hospital, Dublin, and is buried in Glasnevin Cemetery close to the republican plot.
Clarke marries Anne, daughter of Thomas Hughes, sawyer, on July 25, 1909. They have two sons and one daughter. After her death, he marries Elizabeth Delaney on May 30, 1949.
The Dublin South West Inner City cumann of Sinn Féin is named for Clarke.
(Pictured: Joe Clarke selling Easter Lilies on Dublin’s O’Connell Street in 1966)
The 1973 Old Bailey bombing, a car bomb attack carried out by the Provisional Irish Republican Army (IRA) and dubbed as Bloody Thursday by newspapers in Britain, takes place outside the Central Criminal Court of England and Wales, commonly referred to as the Old Bailey, in London on March 8, 1973. This is the Provisional IRA’s first major attack in England since the Troubles began in the late 1960s. The unit also explodes a second bomb outside the Ministry of Agriculture building near Whitehall at around the same time the bomb at the Old Bailey explodes.
England had been relatively untouched by the violence up until the beginning of 1973, but the IRA Army Council draws up plans for a bombing campaign to take place in England some time early in 1973. In the late 1960s and early 1970s, loyalist paramilitaries had bombed Dublin and other parts of the Republic of Ireland a number of times before the IRA began its bombing campaign in England. Following the Dublin bombings in late 1972 and in January 1973 carried out by Loyalists which killed three people and injured over 150, the media attention these bombings received helped the IRA decide to take its campaign to Britain in return. The arrest of top IRA personnel in both the Republic and Northern Ireland like Máire Drumm, Seán Mac Stíofáin, Ruairí Ó Brádaigh and Martin McGuinness in late 1972 help to convince the IRA to bomb England to take the heat off of the IRA in Ireland.
The IRA selects the volunteers who constitute the Active Service Unit (ASU) for the England bombing operation, which is scheduled to take place on March 8, 1973, the same day that a border poll, boycotted by Nationalists and Roman Catholics, is being held in Belfast. Volunteers from all three of the IRA’s Belfast Brigade Battalions are selected for the bombing mission. The team includes Gerry Kelly (19), Robert “Roy” Walsh (24), an expert bomb maker from Belfast, Hugh Feeney, a Belfast-born IRA volunteer and explosives expert, and two sisters, Marian (19) and Dolours Price (22) from Belfast and are from a staunchly Republican family, along with five other lesser-known volunteers from Belfast: Martin Brady (22), William Armstrong (29), Paul Holmes (19), William McLarnon (19), and Roisin McNearney (18).
Several days before the bombing, the leaders of the IRA ASU, which includes sisters Marian and Dolours Price, go to London and pick out four targets: the Old Bailey, the Ministry of Agriculture, an army recruitment office near Whitehall and New Scotland Yard. They then report back to their Officer Commanding (OC) in Belfast, and the IRA Army Council gives the go ahead. The bombs are made in Ireland and transported to London via ferry, according to Marian Price.
The Royal Ulster Constabulary (RUC) warns the British that the ASU is traveling to England, but are unable to provide specifics as to the target.
The drivers and the volunteers who are to prime the bombs wake up at 6:00 a.m. and drive the car bombs to their various targets. Gerry Kelly and Roy Walsh drive their car bomb to the Old Bailey. It is planned that by the time the bombs go off around 3:00 p.m., the ASU will be back in Ireland. The bomb at New Scotland Yard is found at 8:30 a.m. by a policeman who notices a discrepancy in the licence plate. The bomb team starts lifting out 5-pound (2.3 kg) bags of explosives and separates them, so that if the bomb does go off, the force of the explosion will be greatly reduced. The bomb squad eventually finds the detonating cord leads, which run under the front passenger seat of the car. Peter Gurney, a senior member of New Scotland Yard, cuts the detonator cord leads, defusing the bomb.
However, at the Old Bailey the bomb explodes, injuring many and causing extensive damage. Scotland Yard states it had warned the City of London police at 2:01 p.m. to search near the Old Bailey for a green Ford Cortina. The car is not located until 2:35 p.m. and explodes at 2:49 p.m. while police are evacuating the area. Several more people are injured by the car bomb near the Ministry of Agriculture, which brings the total number injured to over two hundred. A British man, Frederick Milton (60), dies of a heart attack. Dolours Price writes in her memoir, “There were warnings phoned in but people had stood about, curious to see… If people ignored the warnings and stood around gawking, they were stupid. The numbers of injured came about through curiosity and stupidity.” The ASU is caught trying to leave the country at Heathrow Airport prior to the explosions, as the police had been forewarned about the bombings and are checking all passengers to Belfast and Dublin. All ten give false names that do not match their documents and they are detained. The IRA Volunteer who gave a warning about the bombs an hour before they exploded is the only one not captured.
The IRA volunteers have to be tried at Winchester Crown court in Winchester Castle as the Old Bailey is wrecked by the car bomb. The trial takes ten weeks and is set amid extremely strict security. William McLarnon pleads guilty to all charges on the first day of the trial. On November 14, 1973, a jury convicts six men and two women of the bombings. The jury acquits Roisin McNearney in exchange for information and she is given a new identity. As her verdict is handed down, the other defendants begin to hum the “Dead March” from Saul, and one throws a coin at her, shouting, “Take your blood money with you” as she leaves the dock in tears. Six of the nine people convicted admit to Provisional IRA membership.
The judge sentences the eight to life imprisonment for the bombings and 20 years for conspiracy, while William McLarnon, whose family was forced out of their home in August 1969, is sentenced to 15 years. When his sentence is read he shouts, “Up The Provisional IRA.” As the eight are led to the cells below the court, several give raised fist salutes to relatives and friends in the public gallery. The Price sisters immediately go on hunger strike, soon followed by Feeney and Kelly, for the right not to do prison work and to be repatriated to a jail in Ireland. The bombers on hunger strike are eventually moved to jails in Ireland as part of the 1975 IRA truce agreed with the British. In 1983, Kelly escapes from Maze Prison and becomes part of an IRA ASU in the Netherlands. He is recaptured three years later by the Dutch authorities and extradited.
The Old Bailey bomb is the beginning of a sustained bombing campaign in England. The next major bombing by the IRA in England is the King’s Cross station and Euston station bombings which injured 13 people and do widespread damage. Another significant attack that year is the 1973 Westminster bombing which injures 60 people. Two more people die in England from IRA bombings in 1973, bringing the total to three for the year in that part of United Kingdom. The next year, 1974, is the bloodiest year of the Troubles outside of Northern Ireland with over 70 people being killed in the Republic of Ireland and England combined. Thirty-four are killed in the Dublin and Monaghan bombings, 21 from the Birmingham pub bombings, 12 from the M62 coach bombing, and several people are killed by the IRA’s Balcombe Street Gang.
One of the Old Bailey bombers, Marian Price, explains the IRA’s reasoning for bombing England. “It doesn’t seem to matter if it’s Irish people dying.” So if the armed struggle was to succeed then it was necessary to “bring it to the heart of the British Establishment.” Hence symbolic targets such as the Old Bailey “were carefully chosen.”
The Paddington bomb, which goes off at 4:20 AM, is much smaller than the second bomb at Victoria and is designed to make sure the security services will take the Victoria bomb seriously and not as a hoax. There are no deaths or injuries at Paddington station, but the roof is badly damaged.
Sometime before 7:00 AM, a caller with an Irish accent says, “We are the Irish Republican Army. Bombs to go off in all mainline stations in 45 minutes.” The Victoria station bomb, which is hidden in a rubbish bin inside the station, goes off at 7:40 AM. Despite a 45-minute warning and the Paddington bomb three hours earlier, the security services are slow to act. The bomb kills one person instantly and injures 38 others from flying glass and other debris. This is the worst attack suffered by civilians in England by the IRA since the 1983 Harrods bombing which killed three policemen, three civilians and injured 50 people. All London’s rail terminals are closed, disrupting the journeys of almost half a million commuters and bringing chaos to London, which is the IRA’s intended goal. There is also a hoax call made to Heathrow Airport, causing the airport’s closure.
That night the Provisional IRA claims responsibility for the bombings but blames the British police for the casualties. A statement from the Provisional IRA GHQ says, “The cynical decision of senior security personnel not to evacuate railway stations named in secondary warnings, even three hours after the warning device had exploded at Paddington in the early hours of this morning was directly responsible for the casualties at Victoria.” The statement goes on, “All future warnings should be acted upon.” The main purpose of the bombings in the overall IRA strategy is to keep pressure up on John Major, his Government and to make sure he acts on the Irish Troubles.
Police defend the decision not to close all stations after receiving warning that bombs had been planted. Commander George Churchill-Coleman, head of Scotland Yard‘s anti-terrorist squad, says that dozens of hoax calls are received every day. “It is very easy with hindsight to be critical.” Churchill-Coleman also says that the bomb was “quite deliberately intended to maim and kill.”
A year later, a French TV crew interviews an IRA Commander who says he speaks on behalf of the IRA’s GHQ Staff. The commander of the unit says of the Victoria station bombing that warnings were given by telephone naming nine railroad stations in London and that a 50-minute warning was given. He goes on to say that the attack was not aimed at hurting anybody but to disrupt the British transport system.
This bombing marks the IRA’s shift to targeting civilian areas following the July 1990 London Stock Exchange bombing. It is also the first IRA attack on the London transport system since 1976. The IRA keeps bombing targets in England for the remainder of the year.
(Pictured: London Victoria Station – The main station building for this terminus, with trains servicing the south and south-eastern destinations, as well as Gatwick. In front is the bus station.)
In 1957 the Government of Ireland agrees in principle to the building of an airport for Cork. After considering many sites in the area, it is agreed that the airport should be built at Ballygarvan. Tenders are invited for the construction of the airport in 1959 at an estimated cost of £1 million. The airport is officially opened on October 16, 1961, following proving flights four days earlier by Aer Lingus and Cambrian Airways. Vincent Fanning is the first manager at the airport. In its first year the airport handles 10,172 passengers – close to the average number of passengers handled each day at the airport in 2007. Throughout the 1960s the airport expands with the arrival of more advanced aircraft and more destinations. The first jet, a British Overseas Airways Corporationde Havilland DH 106 Comet, lands at Cork Airport on March 29, 1964. By 1969 Aer Lingus is operating to London‘s Heathrow Airport, Manchester Airport and Bristol Airport.
In 1975 Aer Rianta, the then state airports authority, undertakes a passenger terminal study aimed at improving the terminal facilities. The findings result in the provision, over the next two years, of new departure and arrival halls, a new check-in area, office complex, information desk, duty office and executive lounge. The new extensions and facilities are opened in 1978.
The 1980s begin with an extension of the main apron. New services to London Gatwick begin, while Aer Lingus’ commuter division starts a new domestic service to Dublin Airport. In 1985 following significant growth, Aer Rianta carries out a survey of the terminal facilities with a view to carrying out a major expansion and development programme. On June 8, 1987, Ryanair commences services at Cork Airport. Phase I of the Terminal Expansion and Development Plan is completed in 1988. The following year the main runway extension of 1,000 feet is opened.
The 1990s begin with the completion of Phase II of the terminal expansion in 1991 and Phase III being completed in 1992 with the plan being brought to completion in 1994.
In 2001 plans are drawn up for the construction of a new terminal building and ancillary capital investment works at an estimated cost of €140 million. Along with the construction of the terminal, roads are upgraded from single to dual carriageway and re-aligned, and a new short term multistorey car park is constructed. The new terminal opens on August 15, 2006. Designed by HOK and Jacobs Engineering Group, the new terminal is the first built in Ireland in the 21st century.
In June 2008, the Irish Aviation Authority completes a new control tower 1 km from the old terminal to the west of the main runway. However, it takes until mid-October 2009 to get all the new systems tested and working. The new control tower officially opens on 20 October 20, 2009.
In 2013, Cork Airport is placed first for overall customer satisfaction in a global survey of passengers carried out by Airports Council International Europe. The survey measures customer satisfaction across eight categories in 61 regional airports worldwide, with Cork Airport scoring highest.
In June 2017, the airport is named as “Best Airport in Europe under 5 million passengers” at the 27th Airports Council International (ACI) Europe General Assembly.
In a final week of farewell flights around the United Kingdom, a British Airways Concorde visits Birmingham on October 20, Belfast on October 21, Manchester on October 22, Cardiff on October 23, and Edinburgh on October 24. Each day the aircraft makes a return flight out and back into Heathrow Airport to the cities concerned, often overflying those cities at low altitude. Over 650 competition winners and 350 special guests are carried.
On the evening of October 23, 2003, Queen Elizabeth II consents to the illumination of Windsor Castle as Concorde’s final west-bound commercial flight departs London and flies overhead. This is an honour normally reserved for major state events and visiting dignitaries.
British Airways retires its aircraft the next day, October 24. G-BOAG leaves New York City to a fanfare similar to her Air France predecessor’s, while two more made roundtrips, G-BOAF over the Bay of Biscay, carrying VIP guests including many former Concorde pilots, and G-BOAE to Edinburgh. The three aircraft then circle over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow.
The two round-trip Concordes land at 4:01 and 4:03 PM BST, followed at 4:05 by the one from New York. All three aircraft then spend 45 minutes taxiing around the airport before finally disembarking the last supersonic fare-paying passengers. The pilot of the New York to London flight is Mike Bannister.
All of British Airway’s Concordes have been grounded, have lost their airworthiness certificates and have been drained of hydraulic fluid. Ex-chief Concorde pilot and manager of the fleet, Jock Lowe, estimates it would cost £10-15 million to make G-BOAF airworthy again. British Airways maintains ownership of the Concordes and has stated that their Concordes will not be flown again.
Aer Lingus Flight 712 crashes enroute from Cork to London on March 24, 1968 killing all 61 passengers and crew. The aircraft, a Vickers Viscount 803 named “St. Phelim,” crashes into the sea off Tuskar Rock, County Wexford. Although the investigation into the crash lasts two years, a cause is never determined. There has long been popular speculation that the aircraft was shot down by a British experimental missile. Aberporth in west Wales is at the time the most advanced British missile testing station.
The flight leaves Cork Airport at 10:32 AM for London. The flight proceeds normally until a call is heard with the probable contents “twelve thousand feet descending spinning rapidly.” There is no further communications with the aircraft and London ATC informs Shannon ATC that they have no radio contact with EI-AOM. London ATC requests Aer Lingus Flight EI 362, flying a Dublin to Bristol route, to search west of Strumble. This search at 500 feet in good visibility turns up nothing. At 11:25 AM a full alert is declared. By 12:36 PM there is a report of wreckage sighted at position 51°57′N, 06°10′W. Searching aircraft, however, find nothing and the report is cancelled. Aircraft and ships from the UK resume the search the following day and wreckage is sighted and bodies are recovered 6 nautical miles northeast of Tuskar Rock with more wreckage scattered an additional 6 nautical miles to the northwest.
Thirteen bodies are recovered over the next few days. Another body is recovered later. The main wreckage is located on the sea bed by trawling 1.72 nautical miles from Tuskar Rock at 39 fathoms.
In the years since the crash several witnesses have come forward with evidence to support the missile theory, including a crew member of the British ship HMS Penelope. He alleges that part of the wreckage was recovered by Penelope and removed to the UK.
An investigation report is produced in 1970, a review is undertaken between 1998 and 2000, and an independent study is commissioned in 2000.
However, in 2002 a review process conducted by the Air Accident Investigation Unit (AAIU) discloses that Aer Lingus paperwork relating to a routine maintenance inspection carried out on the aircraft in December 1967 is found to be missing in 1968. Moreover, a large body of research is done by the investigators after the accident, regarding the maintenance operating plan used for EI-AOM and defects on the aircraft found during analysis of the maintenance records. This research is not referred to in the 1970 report. A new board of investigation is set up by the Irish Government and finds that the crash is the consequence of a chain of events starting with a failure to the left tail-plane caused by metal fatigue, corrosion, flutter, or a bird strike, with the most likely cause being a flutter-induced fatigue failure of the elevator trim tab operating mechanism.
In March 2007 retired RAF Squadron Leader Eric Evers, who is previously chief flying instructor with the British military in RAF Little Rissington, makes a claim that the accident is in fact caused by a mid-air collision between the Aer Lingus Vickers Viscount and a French-built Fouga Magister military aircraft which is training with the Irish Air Corps. Evers maintains that both the French and Irish authorities colluded in a subsequent cover-up, and the Magister wreckage may still be on the seabed. Evers claims have been largely disputed.
Aer Lingus still uses this flight number for a daily flight from Cork to London’s Heathrow Airport, contrary to airline convention of discontinuing a flight number following a crash. The route is operated with an aircraft from the Airbus A320 family.
seamus dubhghaill 