BSGSV

The C class was bought for branch use, and closures reduced the need for them, so a lot were out of use by the end of the 60's. A branch surviving would probably have had one in preference to a 141, which would have been out on main line work. A railcar set was used on Thurles - Clonmel. 60's carriages GSW or GSR or early CIE built, with 70's early-CIE. Alas, most of these are not RTR - yet! However, what RTR is available would not be much hardship while you wait. God bless all the manufacturers, who continue to amaze with the gaps they are filling.

Not sure about model intermediates, but for prototype information you could try here: https://www.railcar.co.uk/

I think oil gas was still used in one or two of the carriages of the old set that would come out on the Dublin Suburban on Summer Sundays and the like? Also, there were probably older diners which needed it for cooking/heating, even CIE built ones, which got converted to calor gas in the 1960's.

As I understand it, the guys in NIR tried very very very hard to get the money to make it a double track structure at the time, but couldn't swing it. Alas, with the way it was done, it now also seems very difficult to double without building a viaduct throughout for the extra track.

God bless your eyesight if you can see the back of that train well enough to know! Looks like a 6-piece set, 900, trailer, 700 series, two trailers and another power car.

My apologies. The preceding posts were about the chassis and that's what I was commenting on. With the benefit of hindsight, I should have known you were asking about buffer spacing!

Very different from each other on the prototype too! As a general comment, I am a bit taken aback at the heat that seems to be there regarding the buffer spacing, given most folk seem to use tension lock or kadee or similar to couple their vehicles. I would notice these rather more than buffer spacing.

Yes, the aluminium one does look like an ITG production which were produced for selling on the sales stand on railtours, and also got kept by some to put on their wall, as the mounting studs on the real ones make that a slight problem. Some were also drilled and used on the preserved ones, A3 and A39, as the originals had disappeared by the time the locos came into ITG ownership.

The platform went when the third road was extended over Sarsfield Road bridge and up to meet the four-track section at the west end of the Works. The Platform wasn't just for the Works. There are references to Summer Sunday trains to and from DSE destinations in earlier Irish Railfans' News. The Down Home signal attached to the footbridge is unusual.

Looked at the wonderful IRRS Photographic archive. Not an Annett's key either, but control levers between "A" and "B". "B" would have been a small ground level cabin of the same design as Birr or Charleville "B". I'd still like to know what the staff was for though...

Perhaps, but I would have expected "B" box to be released by an Annett's Key and not a staff machine.

Given Kilmallock should not have needed a single line staff, that one is odd. I guess there could have been temporary single line working, but that usually is associated with bridge renewal.

I suspect it might be Kilmallock.

Stanley Street is where Dublin Corkporation had their refuse depot and incinerator, going back 120 years ago and more. Track was laid to connect to the North Quays tramline, to move wagons of refuse at night, to a landfill at Fairview. The landfill is now Fairview Park.

The first carriage looks suspiciously like 1097 or its sister, before it was got at to make it an Ambulance coach.