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Made in 1980 Travel Mug ,
- Categories : Mugs
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- Made in 1980 Gifts Travel Mug is stylish, can hold 14 oz worth of liquid and come with an easy-to-grip handle. It is sturdy and durable, with tapered bottom that can fit perfectly in a cup holder. It also has slanted drinking surface, making it easy to drink drink whatever content you've got in it.
- It is made from stainless steel, which makes it durable but unfortunately unsafe for microwave. The THICK double wall of the mug keeps the drink either very hot or cold, for a long time.
- The printing is made from top quality sublimation inks so do not wash off easily. They last very long.
- The lid is safe for dishwashers and are shatter resistant.
- Note: These products have not been officially endorsed as being safe for dishwashers, but we have carried out hundreds of tests which prove they are safe for dishwashers. The official recommendation is through hand wash.
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Does your mug make a statement? Express yourself with unique and affordable Coffee Mugs and 1980S Mugs from CafePress. Our diverse selection has something for everyone. We carry 11 oz ceramic mugs, 15 oz ceramic mugs, 20 oz ceramic mugs. Our ceramic 1980S Mugs are microwave safe, top shelf dishwasher safe, and have easy to hold grip handles. While we don’t carry porcelain coffee mugs, our ceramic 1980S Mugs are an excellent substitution to your kitchen for sipping a hot drink of coffee, hot tea, or hot chocolate in the morning or winter evenings.
Whether you want to express your funny side with humorous 1980S Mugs, share your love of a favorite movie or tv show with a pop culture latte mug, design some 15 oz custom 1980S Mugs for a special occasion, or create a personalized ceramic mega mug to brew tea in for that favorite person in your life, we've got you covered.
Promote something special about yourself or your family with a custom coffee or travel mug from our high quality selection of 1980S Mugs. What are you waiting for, enjoy what makes life special, celebrate your individuality, or embrace your creative itch with our unique high quality 1980S Mugs!
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Your Coffee Mug Could Be Worth $1,000
Terry Kovel, author of more than 100 books about collecting, including Kovels’ Antiques & Collectibles Price Guide 2023 , the 55th edition. Her nationally syndicated newspaper column appears in more than 150 newspapers. Kovels.com
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Published Date: February 15, 2016
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Check your cabinet for these collectibles
Coffee mugs don’t attract much attention from very many collectors. There are no published mug price guides or large collectors’ clubs for mug aficionados. That lack of attention creates an opportunity—old mugs often can be found for just $1 or so at thrift stores, flea markets and yard sales…but some of these mugs can be worth quite a bit of money when sold on eBay.
Valuable coffee mugs include…
Rare Starbucks mugs. The well-known coffee chain sometimes sells mugs linked to particular cities or regions. These local Starbucks mugs have become collectible, and the rarest examples can fetch $100s.
Examples: A 2009 Puerto Vallarta mug featuring a picture of a seahorse recently sold for $1,350 on eBay.* A 2009 Sacramento mug featuring California’s state capitol recently sold for $405. A 2008 Seattle mug with a picture of Mount Rainier recently sold for $400.
Out-of-production Disney mugs. Anything Disney is likely to be collectible, though, of course, old and rare items tend to be worth the most.
Examples: A set of six black mugs, each featuring a Disney villain, recently sold for $175. A mug from Disney’s Epcot Center in the shape of a purple dragon head sold for $139.50. A mug textured to suggest a woven basket, featuring silhouettes of Lion King characters, brought $49.95. A mug picturing a flying Mary Poppins in silhouette brought $32. A mug from Starbucks’ “You Are Here” collection picturing Disney’s Epcot Center recently sold for $152.50, even though it is not at all old. This Epcot mug was discontinued not long after its release because it shows a monorail with a purple stripe, and the actual purple-stripe monorail was involved in a fatal crash in 2009.
Non-Disney cartoon mugs. Out-of-production Looney Toons and Peanuts/Snoopy mugs often have value, as do some mugs from less well-known cartoons.
Superhero mugs. Anything featuring a comic book superhero has a decent chance of being collectible. Famous superheroes such as Superman and Batman are always good bets, but mugs featuring less popular characters sometimes are rarer and even more valuable.
Examples: A pair of Warner Bros. Studio Store mugs featuring Harley Quinn and Poison Ivy—two of Batman’s comic book adversaries—recently sold for $140.
Mugs featuring TV shows or movies from the 1980s or earlier. There are many Hollywood memorabilia collectors, so mugs tied to popular actors and productions can have value.
Examples: A cast mug from the John Wayne movie The Hellfighters recently sold for $1,580. A mug from the 1950s promoting the show I Love Lucy and featuring a drawing of Lucille Ball sold for $350. A mug given to the cast and crew of the 1974 John Wayne film McQ recently sold for $100.99. A mug promoting the 1978–1982 sitcom WKRP in Cincinnati sold for $158.60. A white glass mug promoting the 1984 film Ghostbusters sold for $134.50.
Warning: Some popular TV show and movie mugs were produced in such large quantities that they are not very rare or valuable. A 1981 M*A*S*H “Officers Mess” mug rarely brings more than $10, for example.
World’s Fair mugs. There are collectors who buy items from old World’s Fairs.
Examples: A mug from the 1933 Chicago World’s Fair picturing that fair’s Electrical Building recently sold for $108.25 on eBay. A red-on-white mug from the 1964 New York World’s Fair featuring an image of the iconic “Unisphere” on one side and the words “A ‘Fair’ Size Mug” on the reverse brought $29.99.
Tiki mugs. These mugs were made to serve tropical drinks such as mai tais, not coffee. Vintage examples sold decades ago by Pacific Island–themed restaurants such as Trader Vic’s now can have value.
Examples: Trader Vic’s 1963 “Honi Honi” tiki mug, which features swimmers diving into the sea, sells for anywhere from $25 to $149.95 on eBay. A tiki mug marked “Tiki Bob’s San Francisco” recently sold for $405.
Moscow Mule mugs. The “Moscow Mule,” a vodka-based drink that enjoyed brief popularity in the 1950s, traditionally is served in a copper mug. The drink currently is experiencing something of a resurgence, creating demand for vintage Moscow Mule mugs in good condition.
Example: A set of four Moscow Mule mugs stamped “A Cock ’N Bull Product” on the bottom dating to the 1950s recently sold for $89.
Fiestaware mugs. Fiestaware, a line of ceramic dishes typically glazed in bold solid colors, is very collectible, and Fiestaware mugs are no exception. The value of Fiestaware varies greatly depending on the rarity of the glaze color—lilac is rare and quite valuable, for example. A small percentage of Fiestaware features images, and some of this atypical Fiestaware is valuable.
Examples: A sunflower-yellow Fiestaware mug with images of Fiestaware plates in multiple colors sold for $54.75. A set of four white Fiestaware mugs featuring an image of Tweety Bird and the words “Seasons Greetings” sold for $69.99. An 18-ounce jumbo mug and saucer in the rare lilac color recently brought $44.50.
Russel Wright mugs. Wright, an acclaimed industrial designer, created some very popular dinnerware sets in the 1940s and 1950s. These sets are in great demand today among collectors of “mid-century modern” housewares—a single mug from one of his sets can bring more than $100 in some cases. Look for Wright’s name printed on the underside.
Examples: A mug from Wright’s “Casual” line in a rare cantaloupe color recently sold for $244.50. Another from that same line in pastel yellow brought $129.57…and one in white sold for $107.50. Less desirable colors such as avocado, pink and nutmeg often bring between $25 and $65.
Mugs from highly regarded art potteries. Mugs made by respected 20th-century art potteries such as Bauer and Hull are sought after by collectors. For information on distinctive trademarks, put the name of the pottery in an online search engine.
Examples: A blue Bauer Pottery “Ringware” mug dating to the middle of the 20th century recently sold for $153.50. (Ringware features a series of ridges circling the pottery.) A Hull Pottery mug made between 1943 and 1957 featuring an image of Little Red Riding Hood recently sold for $361.25.
*All prices listed reflect results of recent eBay auctions. But mug values can be very volatile, in part because this is not yet a well-established collecting field. Caution: Hand wash old and potentially valuable mugs—some can be damaged by dishwashers.
Washington Ruined Airline Travel. Here’s How to Fix It Now.
Posted: November 14, 2023 | Last updated: November 14, 2023
This holiday season, if you find yourself running what feels like miles through an airport, amid frustrated crowds of delayed passengers, in hopes of making your connection on time, you could curse the airline that sold you the ticket.
But the real culprit is the Congress that deregulated air travel back in 1978.
That decision was famously regretted by West Virginia Sen. Robert Byrd: “I admit my error; I confess my unwisdom, and I am truly sorry.” But we don’t have to suffer the lingering problems that deregulation has wrought forever. The rise of big airport hubs that make connections so stressful, the decline in service to many communities around the country, and the related geographic inequality that troubles our economy and our politics are all a function of policy failures — and policymakers can fix them.
To understand the connection between air travel and geographic inequality, a little history is in order.
From the 1930s to the 1970s, the federal government regulated airlines in line with public utility principles. Policymakers believed that airlines were an essential part of transportation infrastructure and that the United States needed reliable, stable service all across the country. But they also recognized that the whole country would not be served by unrestricted market competition. Some areas — smaller and mid-sized cities — are more expensive to serve because fewer people fly there. In a competitive market, those areas would either be abandoned because they are high-cost and low-profit, or prices would be prohibitively high.
As a result, they designed a system of regulated competition, in which the Civil Aeronautics Board would allocate routes so airlines would get to serve some high volume, profitable routes, and also some less profitable routes to smaller markets. The CAB also regulated prices, eventually setting prices at a level that would ensure a reasonable return for the airline and charge consumers by the distance flown. This system ensured access everywhere while ensuring a measure of competition in the system as a whole. The CAB also wouldn’t let a small number of airlines get too powerful in any one market or overall.
Policymakers abolished this system in 1978 in response to growing academic criticisms of regulated competition. The opponents of the old system argued that air travel was like selling sofas or coffee mugs, not like a utility, and that airlines should be able to fly anywhere they want and charge whatever they want. At first, this approach seemed like a success. New entrants appeared, offering cheap “no frills” (and non-union) flights in high-volume markets. But the big airlines fought back, and they eventually pushed out the upstarts by matching or dropping their prices, only to then raise their prices after winning the price war. By the end of the 1980s, after many mergers and bankruptcies, the airline industry had reconsolidated with the same handful of big airlines dominating the market.
What Sen. Byrd observed in those years was that while the new entrants came to places like New York City, after deregulation “many of the airlines pulled out quickly” from West Virginia and other states with lower volumes, sending prices “into the stratosphere.” Former Tennessee Senator Jim Sasser concurred, noting that many in the House and the Senate reversed their support for deregulation because air service was “declining precipitously” in their states.
The biggest airlines also shifted in the 1980s from a point-to-point model, with lots of nonstop flights between cities, to a hub-and-spokes model, in which connections through a big “fortress hub” became the norm. This development helped some smaller markets (a connection to a hub opens up flights to dozens of places), but it also hurt mid-sized cities and their regions. With the rise of fortress hubs, cities like St. Louis and Cincinnati first saw competition decline. The biggest airline in St. Louis, TWA, went from a 39 percent share of the airport in 1977 to a whopping 82 percent by 1987. In Cincinnati, Delta went from 35 percent control to 68 percent. Over time, as airlines continued their merger sprees and wanted even more benefits from scale, St. Louis and Cincinnati lost their hubs altogether.
Economists often observe that some cities are “superstars” and some regions thrive because of “agglomeration effects.” This is the idea that there’s a virtuous cycle of attracting people in a single sector to a single place (like tech in Silicon Valley). Others have recently pointed out that infrastructure spending is a critical driver of the quality of these services. While both stories are true to some extent, these explanations ignore the federal government’s regulatory choices, particularly ones like airline deregulation that have had a significant effect on access to basic transportation services. As one former airline executive wrote during the debates over deregulation in the 1980s, “the ability of a city to retain existing industries, and attract new ones, is uniquely dependent on the adequacy, convenience, and reasonable pricing of its airline service.” Regulation and deregulation, not just “agglomeration” and federal spending, have shaped the availability of air service.
In recent years, cities all around the country have again seen service decline. Since the pandemic, American, Delta and United have dropped 74 cities from service, including places like Duluth, Minnesota; Lincoln, Nebraska; Flint, Michigan; and Pierre, South Dakota. Some cities, like Dubuque, Iowa, and Toledo, Ohio, have lost all major carrier service. Under regulation in the 1970s, Toledo had service from five carriers, with United alone offering eleven daily flights to seven different cities.
The Essential Air Service program, which offers subsidies to ensure that very small cities have access to air transportation, was designed to address some of these challenges, but it is insufficient. Members of Congress routinely try to cut its funding and limit its scope. And in any case, it only applies to the smallest cities—places like Cody, Wyoming (pop. 10,000)—but not to slightly larger cities, like the state capital Cheyenne (pop. 65,000). Cheyenne, which has also lost major carrier service on-and-off over the last decade, has had to promise to pay an airline if it doesn’t hit a revenue target.
Reversing the geographic concentration in the airline industry doesn’t necessarily mean returning to the regulated system of the 1970s. But there are ways to adopt some policies that treat air travel a bit more like a transportation utility that would address geographic access and airport concentration.
For instance, policymakers could limit the size of “fortress hubs,” to both expand competition within hubs and encourage more hubs rather than ever-bigger hubs. They could adopt an NFL-style draft-pick system by which the biggest airlines are required to choose smaller cities from a list and serve them with affordable, regulated prices. Or alternatively, they could allow open competition between the biggest cities but set up a utility-like service for smaller cities to connect to regional hubs. Such changes would also improve the resilience in the system, so that when high winds or a storm hits an airport, cancellations don’t cascade as significantly through the whole country.
Expanding access to air travel and reversing decades of widening geographic inequality is something policymakers from both parties should be able to agree upon, including Democrats from mid-sized cities and Republicans from rural states. If they can build a strange-bedfellows, cross-partisan coalition, they’ll have a chance to help economic growth in their home states — and avoid future regrets and apologies.
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