josefstadt

It is Patrick and, as far as I'm aware, that's the lifting train in the distance.

A very Happy Christmas and all the best for 2015 to all

Sorry Kieran. I started to do some work on getting this info together but got side-tracked! Will put something up on the Q&A forum when I get a chance.

The D&SER was known as the 'Dirty Slow and Easy'. In Britain the GWR was known as 'God's Wonderful Railway' or the 'Great Way Round', while the L&NER was often called the 'Late & Never Early'.

Gets better with every post Paul. Fantastic workmanship!

Orther variants of the 1987 - 1990 IÉ logo: 'Killarney Junction' also 'Broken Tree'

Many happy returns to you and yours Anthony:tumbsup:.

The June 1971 IRRS Journal (No. 55) had a picture of one of the Esso tank wagons (987) arriving at the North Wall on the back of a B+I Line Bedford articulated lorry:

Have a great one Richie

Lovely looking model John. Certainly does capture the feel of the prototype. Now all you need is a rake of ex-AEC push-pull cars to complete the scene.

Absolutely amazing workmanship!!!! Can you clarify the 'photos turned into textiles' process, please?

You've take a little bit of Ireland and transplanted it perfectly to Ohio!

Yes, up until the introduction of the Mk II A.C. stock in 1972 all coaching stock vehicles could operate in service with each other. The Mk II A.C. stock could , as BSGSV says above, operate with non-A.C. stock but only one of the types could be in service (e.g. an A.C. train could be mixed with out of service non-A.C. stock or vice versa). Some of the pre-CIÉ stock lasted a long time. For example, GS&WR 3rd Class coach 845, which was introduced in 1907, was not withdrawn until 1971 so it could have operated alongside Park Royals, Cravens etc. The former State Coach, No. 351, had an even longer life having been built by the GS&WR in 1902 and not being withdrawn until the mid-1970s. The use of the State Coach (along with a GSV to provide power and heat) on trains composed of A.C. stock was an exception to the normal practice of only having one portion of mixed trains in service as the President could travel in 351 while regular passengers travelled in the A.C. part of the train. Having no connection between the two parts of the train was of course a security plus.

Generally it arrived into the bay platform.

Balbriggan?

Seen on ebay: http://www.ebay.ie/itm/Horny-R-076-Footbridge-/311196734565?pt=UK_Trains_Railway_Models&hash=item4874c55465 The mind boggles!!!!

It sat in the bay platform for the duration of its lay over. It then went empty to Platform 3/4 to board passengers for the Rosslare line.

You've lost me. What aircraft?

Marks Models was established in 1987. Its predecessor was the Southern Model Railway Company which was based in Leeson Street, then the Grafton Arcade and then D'Olier Street. I'm not sure if the D'Olier Street shop was only operated in the Southern Model Railway Co era or if Marks Models ran it for a while.

DC, hope this helps answer your query: Up until 1956 passenger accommodation was designated either ‘First Class’ or ‘Third Class’. In that year, ‘Third Class’ was re-designated ‘Second Class’ and the number 3 on the doors was replaced with a 2. This situation lasted until September 20 1965 when ‘Second Class’ became known as ‘Standard Class’. The ‘First Class’ name did not change. The next change occurred in 4 December 1972 when, with the introduction of the Mk IId air-conditioned stock (the ‘Supertrain’), the ‘First Class’ name was changed to ‘Super Standard’. Along with the change in name, the practice of issuing ‘First Class’ tickets also ceased. From that date only ‘Standard Class’ tickets were issued and travel in the ‘Super Standard’ portion of the train was available upon the payment of flat-fee supplement, initially £1. This could either be paid at a booking office or on the train.

I thought Dick Fearn told us that railcars didn't fail!

That's also an option.

DC, the green coaches could indeed go with N Class and other steam locos. They could also be used with early diesels up to and including the B141s, as the originals wouldn't all have been repainted by 1962 when the 141s arrived. The B&T versions would fit in with all diesels excluding the 071s and the 201s, but only when the locos carried the B&T livery. For example 4001, which was built in 1907 as GS&WR 3rd class No. 845, lasted in traffic until 1971, a total of 64 years!. Paint one grey and renumber it into departmental stock you probably could justify running them in a slightly later era.

No, the laminate stock was introduced in the mid to late 1950s, long after the types shown in the photo and there was no such thing as non-gangway laminate stock. The laminates were a development of the Park Royals, having a smoother external appearance. Like the Park Royals, the laminates were 10' 2" wide, but unlike their predecessors this width was carried through the full length of the vehicle. The vehicles in the photo are ex-GSR and GS&WR stock: The one nearest the camera, 4042, dated from 1928 and was built as a 1st / 3rd Compo (50F and 48T class seats). It was 60' 0" long, had a side corridor and was gangwayed. The next coach looks like it could be 4001 - the number isn't quite clear. If it is 4001 then it was built as a 96-seat, non-corridor third class coach and dated from 1907 It was 45' 0" long. It didn't have gangways. At the time the photo was taken, both vehicles were classified as 'Secondary' stock by CIÉ, hence the 4xxx numbers. Secondary stock was a fleet of vehicles retained for use on special occasions or times of high demand - for example summer Sunday suburban services, or extra services for GAA matches.