Garfield

I'll add to Skinner's recommendation - Malwarebytes is a good place to start.

One for the maritime buffs here... Stena Line ave announced they are to end sailings between Dun Laoghaire and Holyhead. http://www.newstalk.com/Stena-Line-confirms-it-will-no-longer-operate-Dun-Laoghaire-to-Holyhead-route

You were forthright in your assertion that the photos shouldn't have been posted because the livery wasn't ready... surely you can accept the point that it's the company's problem, not the photographer's, for having it out in the open?

That's not really the photogropher's problem, is it? If it was so secret, they should've placed a tarpaulin while it was out in the open...

Jaysus, lads... it's a good thing I'm not sensitive!

Missed that post... all the talk had been about the loco livery up until then. Threads merged.

This one seems to have passed us all by... a pic of the new livery for the De Dietrichs...

Cheers!

Hi David, could you tell me what publication those images appear in?

Love how the ticket clerk insisted on issuing a ticket to Valentia and not 'Valencia'.

Have you tried contacting him to find out if he intends to do anything?

Case closed... CSI Modellers can stand down.

Westrail was a preservation group which was based in Tuam and ran railtours from there during the 1980s and early '90s. There's a good account of the group's history here: http://irnirishrailwaynews.yuku.com/topic/1933/Westrail-Adventure

I've edited the thread title to reflect this, as well as moving the thread to the 'what's on' section as it's more appropriate there.

That colour variation with 088 is prototypical, as GM delivered the 071s with the wrong shade of tan...

On behalf of the mod team here at IRM I'd like to convey my condolences to our very own JHB171achill and his family on the death his father, Henry, who was a well known and highly respected railway man. May he rest in peace. HENRY BEAUMONT (25th November 1918 - 22nd January 2015) Henry was born in Dublin and lived in the Ranelagh and Ballsbridge areas. His father was H J A Beaumont (1879-1955), who was Edgar Bredin’s Chief Draughtsman in Inchicore Works, Dublin, and was responsible for the design drawings for the famous 800 class locomotives, among other things. After attending school, Henry entered Trinity College in 1936 to study civil engineering. He graduated in 1939, winning the Clark Memorial Prize, and immediately was appointed by the Great Southern Railways as an assistant to the Chief Engineer’s Office in Westland Row Station, commencing work there in September 1939. In 1942 he was appointed as Assistant Junior Engineer to P T Somerville-Large, the Dublin District Engineer of the GSR. Some of Henry’s early work involved coastal defence work around Bray Head, improvements to Mullingar Station, and work on the Bray Head tunnels. He recalled carrying out inspections in these tunnels in a four wheeled goods wagon propelled by a steam locomotive, and using torches to look at unstable rocks above the heads of the inspecting party. In May 1942 he was offered a post in Belfast by the LMS (NCC), as Assistant Civil Engineer, in which role his reputation for coastal defence work was of paramount importance, as he was initially employed carrying out considerable improvements on the Carrickfergus to Whitehead section, which was plagued by coastal erosion on one side of the track, and land slips on the other. In 1946 he was promoted to Permanent Way Assistant Engineer. During this time, the NCC as part owner of the County Donegal Railways, had responsibility for the permanent way and bridges on that system. Henry carried out several surveys of the Donegal lines, one of which left the reader in no doubt whatever as to the poor state of the track over the whole CDR system. Given that the NCC system was owned by the (English) LMS, he transferred on promotion again in December 1946 to Britain, having been appointed as Assistant Civil Engineer for the busy Blackburn District of that company. He recalled seeing many recently built “Black Fives”, the “new engines”. During 1947-50 he remained in Blackburn based in the District Engineer’s office there. However, an opportunity to come home presented itself in 1950 when he was offered the post of Structural Assistant Civil Engineer to the Great Northern Railway (Ireland), based back home in Dublin at Amiens Street Station. His journey to and from work each day was either on foot from Wellington Road, Ballsbridge, by bicycle, or by tram. In 1954 the GNR(I) promoted him to Enniskillen as Western District Civil Engineer. In this role he was responsible for all bridges, station buildings and other structures, as well as all track maintenance, maintenance costing, and organisation of all engineering and ballasting trains and crews. His area covered Dundalk - Enniskillen - Omagh, Portadown - Cavan, and the branch lines to Cootehill, Carrickmacross, Belturbet, Bundoran and Fintona. In his own time, he provided assistance to the Sligo, Leitrim & Northern Counties Railway, as they could not afford their own civil engineer. In particular, he carried out detailed inspections of the viaduct (Weir’s Bridge) in Enniskillen, and attended a landslip further along that line on one occasion. In 1956, following the washing away of the embankment on the Bundoran branch near Castlecaldwell, he organised the rebuilding of the railway over the large gap created, only for the branch to be closed eighteen months later. He was also closely involved in the rebuilding of the Tolka river bridge in Dublin, washed away by floods around the same time. After virtually all the railway routes within the GNR’s Western District were swept away by the mass closures of GNR lines in September 1957, he was loaned by the GNR to the Ulster Transport Authority, and resumed working in Belfast. The following year, when the GNR was divided between the UTA and CIE, he was formally appointed Civil Engineer (Production) for the whole UTA system. Part of his duties would soon involve supervising some of the former GNR lines now being run down or closed by the UTA. Henry continued as the UTA’s Civil Engineer until 1964, when he left the railway due to the growing uncertainty of the future of any railways in Northern Ireland, due to the short-sighted government policy of the time. He had four young children to feed! He transferred to the roads department of the Ministry of Development, as their Civil Engineer. In 1973 he transferred to the newly established Planning Appeals Commission, as the Secretary, in which role he retired in November 1984 on his 65th birthday. In Henry’s spare time he played rugby and tennis while at university, but his real interest was the railways he served. He was one of the earliest members of the Irish Railway Record Society and the Railway Preservation Society of Ireland, joining these organisations within a couple of years of their respective formation. Until declining health meant he was no longer able to enjoy their periodicals, he remained a member of each until a very short time before he passed away. He was also a member of the Downpatrick & County Down Railway and several non-railway related charitable bodies, most notable connected with Dublin. He was a lifelong member of the Irish Branch of the Permanent Way Institution, and was recently believed to be their oldest member, as well as the last surviving white-collar member of staff of the Great Southern Railways - if not the last of any grade within that concern. Henry travelled extensively on the railways in his youth and maintained a map upon which he marked each line he had traversed, quite often on the footplate of a locomotive or in a first class carriage, courtesy of numerous free passes granted as a result of his father’s position in Inchicore Works. The map contains very few railway routes anywhere in Ireland which he did not traverse; for example, he managed to get as far as Burtonport on the footplate of line of the Lough Swilly’s iconic 4.8.0 tender locomotives. He travelled by train to places like Castlegregory on the Tralee & Dingle, Schull, the NCC narrow gauge, and many more now-obscure railway destinations. Despite having lived away from Dublin for many years he never cut his ties with family and friends there and returned regularly. Until his death he still insisted on some of his mail going to the old family home address, by now lived in by his sister; for all of his life he was immensely proud of his Dublin origins. His wife predeceased him in 2000, and his surviving sister in 2011. Henry is survived by one son, three daughters and ten grand-children. Rest in Peace. JB 22.1.15

Looks like Glenderg has been up to some trickery with Photoshop.

A mod has already directed you both to move on from that point. If you can't, I'm happy to hand out infractions.

Current TGV liveries feature coloured doors. For example: TGV Duplex: http://www.railplus.com.au/images/gallery/tgv-01.jpg (the coaches have one door per side - coloured green) TGV Lyria: http://staticassets1e.eurostar.com/sites/default/files/styles/article_a1/public/458x228_tgv_lyria1.jpg?itok=o1pvN687 (white/grey with red doors) Some of the older sets have still to receive the latest liveries but no doubt will when its their turn to get a respray - there's probably a grandfather rights-type exemption in the meantime. Same goes for the Eurostar... the latest livery is white/blue with grey doors: http://skift.com/wp-content/uploads/2014/11/NG_141113_Eurostar_print-6754-1280x853.jpg

EPM are producing a SNCF three-coach refurbished 'RRR' push-pull set which costs €249... which works out at €83 per coach. While Murphy's prices have increased, they're still some way off that!

Was it 'Valentia' or 'Valencia' that appeared on the station sign? Could be a similar anomaly to the Drumshanbo/Drumshambo one on the C&L. Either way, it's definitely not the first time I've seen it referred to as Valencia Harbour...

Is criticism good or bad? That depends on whether it's warranted or not...

Do you mean plonking Irish locos on HO bogies? Why? They're already compatible with the track as they are...

The coupling height on HO stock is lower, so a little bit of handiwork can be required to get them to work together. However, this has the potential to ruin the look of the model in some cases.

Not sure what you're getting at exactly, as your request above is a bit confusing. However, both HO and OO use the same track, so in that sense they are interchangeable. The difference is that HO = 3.5mm/ft whereas OO = 4mm/ft, so the track is spot on for 4ft 8.5in gauge in HO but slightly underscale for OO. Both use 12v DC voltage, so they are fully compatible in that sense, too.