Trainmaster64

Sadly, the Lima 31 isn't as readily available or accessible where I live. Otherwise I see what you mean; I would if I could. As it is, it seems like I would simply have to buy a Railroad '31' if I am interested in a 31 at this rate - less detail, but less chance of a chassis failure!

http://www.rmweb.co.uk/community/index.php?/blog/1084/entry-10964-br-class-423-4-vep-a-profile/ I took the plunge a while back, myself, and bought a 4-VEP for myself, warts and all. A new blog entry covers this, linked above. Admittedly, it was at a massive discount of 63% the RRP for these units normally (the seller lost money on it, I believe; it was a show special), but it still works out well. The faults mentioned before are all there; the body isn't as good as hoped for in terms of looks, and the motor bogie is a bit noisier than other units out there. My traction tires seem to be holding up well, though, and even if I need to replace them I will be all right; both tires are on one axle. Despite its faults I still enjoy running it, myself; I acknowledge the faults found in this engine but at the price I got it for I would be all right with ignoring some of them, if not all. The unit serves its purpose as a basic multiple unit, something the line has sorely needed for years, and even has lighting inside and lit, directional headcode boxes. I'm satisfied with it; I think they could have done better, like everyone else, but I feel that I got a fairly decent unit for the price I paid. I would never pay full price for it, but at that lower cost it may be worth considering in some ways...

The Class 423 4-VEP unit, as photographed in service in January 2013. Purchased in September 2012, and operating on services ever since, this EMU was intended to fill the role of a purpose-built passenger unit for the railway. As the railway had harbored ambitions of operating a full, exclusive passenger service a multiple unit was considered - a Class 121, a Class 101, and even a Class 108 were considered before this unit was purchased for a knockdown price (about 63% of the RRP for these units normally). As a result it offers a passenger service with a four-car unit, for less money than normally. The side profile of the EMU. Even though it has been criticized by several people for being unrealistic and having poor performance, I do believe this unit has a place here, considering its cost. The paintwork is done very well, and the unit does look convincing as an EMU from all angles - perhaps not the finest looking model, but certainly not the worst looking locomotive either. The unit's design has flaws but these are silenced when the unit is actually at work - the official story here is that extensive modifications were done to the EMU in the workshops before being run here, becoming a test unit for future modifications of the class (which never happened). Another look at the EMU's side profile, showing off the motorized coach which houses the electrical componentry and motor - the Driving Trailers on either end do not run or power the unit. From here, pickup is done and the entire train is able to run with one coach providing all the work. Another look at the EMU near the main station, showing off the passenger coach and its unique slam-door style. The cabin of the EMU, showing the finer details added here - despite the fact that some detail is moulded in, other details are not and thus care should still be taken with this unit. The lining out and detailing looks decent from a distance, and the curtains on the windows in particular do look convincing. The gangway between two carriages, also showing how the coaches are coupled together in a permanent fashion. Sadly, because of this this unit is not run as often these days; it's a bit risky having to couple and uncouple each unit again and again, lest something or a wire snap one time. In service, however, the coupling style is robust and works well to transfer current to each coach, providing light for the interiors and each headcode box. The inside of a coach, showing how the lighting feature works. The rear driving trailer, showing the red directional headcode light (no headcode has been added to this unit as of yet). A closer look at the Driving Trailer. Overall, though there are flaws with this unit (I am not denying them, but acknowledging them) I do like how this unit works and looks in some ways. Though it is not exact, the price was decent enough that I was able to justify the faults - there is now an EMU on the line. Whether a smaller unit will join it is another question, however...

Just a brief update on No.5972 and its condition - things are looking up for this venerable and prized locomotive in the fleet. Upon a thorough examination of this locomotive, it was discovered that the flaw in running quality and operations was down to poor decisions in maintenance, rather than any fault of the powertrain itself. The issue stemmed from the lubrication of the axles of the engine itself - on any other engine, perfectly acceptable and encouraged for maintenance. On No.5972, which uses a split-frame chassis, however, this merely coated the chassis and wheels with oil and covered up the points of conductivity. A brief yet intensive cleaning session, during which nearly all the components of the locomotive's chassis were dismantled, and the engine began to run perfectly once more. More cleaning is required, but for the moment its performace is nothing short of astounding, considering what it was like in the past. Thus, a warning to all Mechanical Engineers like myself who operate a fleet of engines instead of one or two - firstly, maintain all instructions for all your locomotives. A hardcopy is preferable; print them out from online if you can find them, or else store them safely away. Even if the engine appears to be identical, store every instruction sheet you receive and mark them for each individual engine - it will save you bother in future. The other warning is to never oil the axles on split-chassis locomotives - lest you suffer the same issues that I had. On a happier note, it appears that bodyshells and tendershells for No.5972 are available - the locomotive could very well get a cosmetic refreshening yet. Stay tuned...

Considering buying a Class 31 at some point as a medium-strength diesel unit for my line; however after reading this I'm very wary of the thought now. My preferences seem now to lean towards buying an older Class 37, poor detailing and all... at least it would run properly, without fear of disintegration within five years! That said, exactly which Hornby product numbers have been affected by this? I mean which RXXXX items have been tormented with these issues? That way I know and will be able to stay clear of them for future. If someone could supply a list of them I would appreciate it.

Hello all, While at a book sale a short while ago, I came across an interesting book - "The Hornby Book of Trains 1954-1979," edited by S.W. Stevens-Stratten and published by Rovex Limited. This book essentially covers some of the history of Hornby's then 25 years, as well as a look at the future for them from that timeframe, and is quite a good read and a nice look into the past for Hornby fans. However, near the end of the book there were a few things I saw that really surprised me - cancelled, prototype locomotives and rolling stock that never made it into full production. For instance, part of a carriage had been built with opening doors, which would open at stations and close when the train started to move. Also included were the Canadian National 'Turbotrain,' a TEE Diesel locomotive, and a very interesting looking mountain engine and carriage that appear to be directly based off of that found at the Snowdon Mountain Railway. Because I am unsure if I would be breaking copyright laws if I were to post said images here, I won't do so for the moment - however, I am curious if anyone else knows about some other cancelled projects that Hornby had done in the past (the page stating that these were merely some examples of discarded projects). Anyone have any thoughts on this?

Just a few updates in regards to the locomotive fleet as of May 10, 2012: -No.16367 has been added to the operational fleet, along with the Mastodon-Type No.3. -No.5705 and No.383 have been withdrawn for scrapping - No.5705 quite literally fell to pieces during an attempted overhaul, and No.383 was scrapped given its condition, value, and cost of maintenance. -The American-Type miniature locomotive has been downgraded to limited workings as it is in need of a mechanical overhaul soon - there is no word yet on whether this will come or not, given the value of the locomotive. That's it for now - thanks to all followers of the railway's fleet; rolling stock will be added to the registers next. Trainmaster64 Chief Mechanical Engineer, Sumtown Tramway Co.

The SBB Class Ee 3/3 locomotive, as photographed in May 2012 shortly after arriving on the railway. A Swiss electric locomotive, this engine was obtained primarily as an experiment in many ways - this is the first locomotive from renowned builder Trix to be added to the fleet, as well as the first European-style locomotive to arrive onto the Standard-Gauge network (the British-outline locomotives do not count as the railway is technically based in Northwest England). In addition to this, this locomotive is also the first electric locomotive to be bought for the railway - all other forms of motive power being either steam or diesel in comparison. The side of the locomotive. Coming from Epoch III, this locomotive is very smooth and nimble in its abilities - though it takes a lot of power to get moving, once it does start to move it lopes along at a very reasonable pace and reaches a reasonable top speed in the end. The locomotive's drivetrain is apparently of high quality, and the overall build quality is superior - the only fault with this locomotive is its cost overall. The front of the locomotive, showing off the all-metal body paneling, WInterthur siderod drive, and handrail details. The cab side of the locomotive, where the intricate builder's plates and markings are visible as well as the numberplate and such features like rearview mirrors. Though the handrails are a tad big the locomotive is still very capable and looks well up close. The pantograph arms on the cab roof - spring-loaded, and completely functional via a switch on the locomotive itself. Delicate, but very appealing to look at and examine. The rear profile, showing the lighting and delicate features of the locomotive - definitely one to handle with kid gloves, so to speak. The front of the locomotive, showing off the directional lamps and unique profile. Overall this locomotive is a smooth performer of high quality, that will continue to run and hopefully pave the way for future locomotives of its type to follow.

Thanks for the kind comments, welsh wizard; I'll be making updates to the fleet soon enough. For now, all the locomotives have had their initial profiles completed - save for one... Thank you for your kind comments, Allegheny1600; though I prefer to model CP Rail I do admit that the livery of this engine is striking on its own - definitely different than the typical black and red scheme found on more inferior-quality products, and all the better for it as well. As I had also said I do own some Canadian Pacific streamlined carriage stock, which the locomotive is able to pull with ease.

Have you considered ballasting equipment like this: http://www.modelrailforum.com/forums/index.php?autocom=custom&page=A1-Hobby-Ballast It looks decent enough for spreading out your ballast effectively.

The Class A4 No.60010 Dominion of Canada, as photographed in March 2012. Obtained in September of 2010 as a limited edition locomotive, this engine was obtained as an express locomotive for operating passenger services. Moreover, the locomotive has special significance to myself as being my favourite steam locomotive - happily preserved today in its namesake country, with hope for a full cosmetic overhaul soon. Once the locomotive was listed for production, I knew that it would be entering my fleet, and so it is that No.60010 survives as a locomotive of the STC today. Only operating on a limited basis, this is one locomotive in the fleet that will ALWAYS be in operating order, no matter the cost - it will never be withdrawn from service for any extended periods of time. The side profile of the locomotive, where the classic Gresley shape is portrayed beautifully here. In terms of mechanism, this locomotive is smooth and faultless - ample power to spare, and a decent top speed without being excessive. This locomotive has quality within it, yet is still very usable in all situations it's intended for. The drive is excellent, and the shape well-proportioned and decent. The front section of the locomotive, with the cylinders and motion seen in partial detail as well as the nameplates. The shape is distinctive, and the purpose clear: speed, and plenty of it. The front of the locomotive in closer profile, where the numberplate and iconic profile of the double-chimnied front end is seen. The intricate and complex Walschaerts' valve gear, with even the most minute riveting detail represented above. The cab and rear Cartazzi pony truck, featuring the detailed lining out, finely printed number and route markings, and the ornate Canadian crest on the cabsides. A different look at the locomotive's cab, with the firebox also being seen in greater profile. The cab of the locomotive, showcasing the intricate pipework and details of the Gresley cab. Valves, regulators and gauges are all present and fully legible - the locomotive is able to be used very well by the footplate crews fortunate enough to use it. The tender, showing off the smooth sides of the corridor tender and the intricate lining out of the livery and crest - the British Railways late crest. On the tender footplate, there is lots of additional details, including brakes and the dials and steps that serve their practical purposes. Visually the locomotive is complex, and stands out. The rear of the tender, where (among other things), the corridor hatch, porthole window, and dummy knuckle coupler are all visible. The front of the locomotive from a head-on perspective, where the numberplate, shedplate (34A) and the overall looks of the engine are captured to perfection. Overall this locomotive is a truly fine example of British engineering, which demonstrates the sheer power, capability, and interest that a locomotive like this can provide. Any example of this class, particularly one like this, is highly recommended for any railway.

CN No.9344, as photographed in March 2012. A strong and powerful streamlined diesel locomotive, this engine was obtained prior to 2007 as an express diesel locomotive. These days, the locomotive is not used as much, primarily as the rolling stock that it usually pulls are branded as its rival company's stock - Canadian Pacific. Nevertheless, this locomotive is still high in quality and looks, with details abounding and a crisp livery application finishing this locomotive off. The side of the locomotive. Big and heavy, the locomotive is able to achieve surprising turns of speed - a testament to its very high quality mechanism inside. Slow at first, the locomotive picks up speed until it is rolling along at a reasonable pace, its non-directional headlamp shining brightly in front. The only real fault is that it is not the same company as the stock it pulls - otherwise it is a fine locomotive which is highly recommended. The nose of the locomotive, with a crisp livery and some sharp details picked out. The rear of the locomotive also features clean details and crisply-moulded features, helping it to stand out as a competent locomotive. Although some details need to be replaced (one handrail here immediately comes to mind), the lovomotive is overall very accurately detailed. The rear of the locomotive, where more details are found. Generally thisside of the locomotive is not seen often, more likely being coupled to a train of streamlined carriages than running on its own. The front of the locomotive, showing off the front headlamp and iconic nose profile of the diesel. Overall a strong and competent locomotive that is more than able to perform as and when required.

Class 61xx No.6167, as photographed in a partially-rebuilt state in March 2012. Withdrawn a while beforehand, this locomotive used to be one of the primary steam locomotives of the railway, pulling heavy stone trains across the country. These days it is in a partially disassembled state, awaiting work done on it so it can become operational once again; the locomotive was hastily reassembled for the purposes of these photographs. The side profile of the locomotive. As far as its performance goes this locomotive's motor is fine - it's the electrical connections that fault this locomotive, specifically the ability to short-circuit when the leading bogie connects with the cylinders on the tighter radii of the railway's curves. As well, the locomotive needs more weight in the smokeox to give an all-around better footprint on the rails. The front of the locomotive features the accurate shapes and flavour of the classic GWR Large Prairie design. Though the funnel is not copper-capped it still remains as a decent locomotive here. The tanks feature the famous BR Late-Crest logo, and are rather plain-looking in comparison to No.5108's tanks - overall, the locomotive's entire looks are more plain and simplified than No.5108's looks. However, the locomotive makes up for this with a sturdy, heavier feeling than the other locomotive, with a slower starting speed and more pulling power. The bunker and cab of the locomotive, where the numberplates (here, transfers) are solid and the cab itself is sound. The trailing bogie tends to short out when coming into contact with the bottom of the bunker - a bit of remedial work will fix this problem soon enough, though. The rear of the locomotive, where some cosmetic work can clearly be seen as needed. Overall this locomotive used to be a capable performer, but misuse and neglect before coming into my posession has warranted its withdrawal. Whether it will run again or not remains to be seen...

The Class 08 diesel shunting locomotive, as photographed March 2012. Purchased when the line was in need of a cheap diesel shunting engine, this locomotive proved itself as a capable, if somehwat lesser-quality locomotive. With the overall looks of the typical Class 08 diesel typified here, this engine has modifications from the standard Class 08 diesel, including inside frames and a revised mechanism that gives it a much higher top speed. The side profile of the locomotive, where the typical shape of the engine is captured well here. Externally, though it is a modified form it is still very much a Class 08 - able to handle trucks with ease and do simple arranging work in the yards in a quick and efficient manner. The front of the locomotive features some simple details marked out, and while there are no real external detail bits on this locomotive everything is still represented well here. The cab of the diesel features some details like the labelling on the sides and the handrails to the cab picked out in white, but overall this is a simplified locomotive with decent looks from a distance. The rear of the locomotive features a decent level of detail in regards to its wasp stripes on the cab and its rivet detail throughout - in some ways, this locomotive has lower detail, but in others it's got a decent amount still for what it is. The front of the locomotive. Overall a small, sprightly diesel shunter that can be obtained cheaply and with ease, if looking for a diesel shunter on a budget.

NWR No.5 'James,' as seen in March 2012. One of the first locomotives to work the line, for years this engine was the pride of the line, pulling the top expresses alongside No.5972 on the original line. Even today the engine is still highly regarded as a powerful and capable machine that is able to do everything with little difficulty - pulling stone trains or passenger services, the locomotive is adept at doing everything. These days, however, it's usually other engines that handle thie powerful expresses, leaving No.5 to simply show off its striking looks. The side profile of the locomotive, where the simple yet clean lines stand out well. In regards to its performance, the locomotive is able to pull some trains of moderate weight and length, but is able to spin its wheels when faced with heavier loads. Despite the age of this locomotive (believed to have arrived around 2004 or so), the performance is still exceptional - a testament to the relative value of a locomotive such as this. The front of the locomotive, where some touching up has been done to the smokebox area. The cab area ofthe locomotive - plain, simple, yet decent and somewhat accurate. The tender, with its slightly fading lining and slightly worn looks, yet still capable of doing its job slightly well. The rear of the locomotive, showing a bit more cosmetic wear on the locomotive like the tender itself - overall a decent locomotive that still performs reasonably well and is always able to continue its former duties whenever used.

NWR No.6 'Percy,' as photographed in March 2012. Small yet sprightly, this locomotive was obtained as early as 2003, and was the second locomotive to ever work the original railway. The original locomotive suffered manufacturing defects, and was quickly returned and replaced with this identical locomotive - which has run continuously for almost 10 years with no major faults whatsoever. The motor and mechanism work very well still, and it truly continues to impress and amaze with its ability. In terms of its pulling power it is very weak - unable to pull lots of trucks or heavy weights without spinning - but it does continue to work well despite this. The side profile of the locomotive, where the livery and basic details are captured well here. The rear of the locomotive. Overall a small, cheerful locomotive that will perform well with a few trucks. Though not the most powerful engine out there it is still a solid performer and will continue to do so for the forseeable future.

The Climax Class A locomotive, as photographed in March 2012. A strong and unique locomotive design, this engine came well-used and has clearly had a long history of hard work on other railways before being purchased for the Sumtown line. In terms of appearance this is definitely one of the most unique engines on the line, with nothing looking like it at all. However this locomotive looks, however, is nothing compared to its sheer performance. The side profile of the locomotive, showing its unique and distinctive shape in more profile. As far as its performance goes, this locomotive is just as powerful and capable as anything else out there - the chassis is well-built and durable, with all wheels being driven and a very high rate of torque being given to this engine. Though it runs very roughly, it can and will pull the heaviest of loads - a dead Class SW1 diesel with a loaded stone train was shifted by this locomotive, at a speed of approximately 3 MPH - an outstanding feat. The front of the locomotive houses such features as the balloon-style spark arrestor, headlamp and small bell. Brake cylinders and other details abound on this locomotive, and even the wood paneling is somewhat realistic. A closer look at the headlamp of the locomotive. The cab area, centered on this locomotive, where the original paintwork and lining attempt to shine through the grime and rust. The bunker of the locomotive, filled completely with freshly-cut wood - the locomotive seems to work best with wood as opposed to traditional coal. The rear of the locomotive, showing where the auxiliary cylinder is as well as the faint yellowed markings of a number 3 scrawled into the bunker - the assumed running number of this locomotive. The front of the locomotive. Overall a unique and powerful locomotive, that acquits itself time and again as a powerful member of the fleet.

No.7 'Toby,' as photographed in March 2012. Originally purchased as a means of justifying the railway's namesake, the locomotive performed relatively well at first. With small trains of stone or the odd passenger service, the locomotive ran well and looked the part. This is a line where locomotives like this really do look right at home. Unfortunately, a weak motor mechanism installed in this locomotive has rendered it unusable at the moment, resulting in its current status as a static exhibit. The side profile of the locomotive - other authorities like S.A.C. Martin have gone into detail on this locomotive already - all I will state is that everything they state and show is entirely truthful when viewed in person. The rear of the locomotive, showing off the further detail to looks given here. Overall a nice-looking engine, plagued by a weaker mechanism - a shame given everything else about it.

CP Rail No.7401, as photographed in March 2012. A strong and powerful Canadian diesel locomotive, this engine was purchased prior to 2007, and has been an invaluable member of the fleet for years. Slow and strong, with a tough and durable build to match, this diesel is a popular choice for slow freight, and is a member of the core fleet of locomotives. Modifications to this locomotive include the removal of its non-standard knuckle couplers (replaced with loops for use here), as well as the fitting of buffers to allow partial legality on the line. Though the STC's line follows its own rules and buffers are not strictly necessary, traveling on the main line requires these to be fitted. The side of the locomotive, showing the profile more accurately. There are some similarities between it and the former No.2325 - the shape and style of the two are similar. However, while No.2325 was a Class SW1 diesel locomotive, this is a Class SW9 - a distinct difference in terms of details and looks, and certainly in terms of power. Where No.2325 was a weaker engine, this diesel is slow but strong. With directional lighting and a powerful motor and mechanism fitted to this locomotive, its differences to the SW1 are vast. The front of the locomotive. Though it is showing signs of age and wear, the locomotive still looks fine and performs very capably. One of the few faults with it are the somewhat flimsier handrails - the SW1, for its faults, was more solid in its construction in this respect. The handrails are fine but fairly red, while the lettering on the diesel is crisp and accurate. Vents and details are accurate, and the horn and bell details are well-done as well. The cab of the locomotive, where the logo and other details are branded cleanly on the sides. This locomotive is relatively simple for the crews to operate, though in wintertime it is not a preferred locomotive; heating is not pleasant to deal with. The rear of the locomotive, where the buffers and couplings are seen again. The warning stripes here are immaculate, and the detail sound. Though not as detailed as some locomotives out there it's still high in quality and depth, and looks a treat on the line. The front of the locomotive. Overall a capable and highly regarded machine. Any industrial railway that requires a powerful diesel locomotive that's a bit out of the ordinary should consider importing one of these machines.

As of May 1, 2012, AT&SF Class SW1 No.2325 has been sold to a locomotive workshop consortium. The locomotive was proving to be far too much trouble to maintain, and given its relative inexpensive cost by comparison it was decided by the railway that this locomotive would be better suited to a different railway operating company. The locomotive has been listed as 'Sold' in the main registers. Officially this locomotive is not expected to be replaced by any other locomotives at any point soon. The workload is able to be covered by the other locomotives in the fleet at this point, including the Climax locomotive, the Mallet-Type Tank Engine, and the new Mastodon-Type. In terms of performance this locomotive had initially proven itself to be capable and successful; however as it worked it soon became very apparent that the locomotive was in dire need of maintenance and work to make it operational again. The gearing was the main fault here - the motor and lighting systems were capable and able to function, while the locomotive's appearance was clean and as good as it could get given the circumstances of its initial purchase. The funds from this locomotive were able to be recuperated in full, fortunately, so no losses were accrued from the locomotive's difficulties and faults. In time, the possibility of a locomotive like this being obtained for the line may come again - but for now, No.2325 has been sold on and will not be returning, nor will it officially be replaced anytime soon.

The 'Mastodon-Type' locomotive, No.3, which arrived on the railway in May 2012. A large locomotive with lots of presence, this design of engine dates to the 1880s and was used in various forms for years - the builder's plate indicates the famous Rodgers company as the builders of the locomotive. In terms of wheel arrangement, the 4-8-0 was a powerful and capable evolution of the classic 4-6-0 Ten-Wheeler design, and was named the 'Mastodon' style (also being known as the 12-Wheeler style, in the same vein as the Ten-Wheeler and Eight-Wheelers). The side profile of this classic American design of locomotive, showing the locomotive and tender. A fairly long locomotive, No.3 is powered by an older mechanism (it's estimated that this locomotive is over thirty years old). As such, this engine is slower and less capable than some of the more modern locomotives out there - but it more than makes up for this with its refurbished headlamp system, distinct looks and pure pulling power. Older it may be, but this locomotive is still as powerful as any of the strongest engines in the fleet, including the Mallet-Type 2-6-6-2T Tank Engine. The side of the locomotive itself, where the different distinctive features of the locomotive's appearace are brought out in sharper detail. Note the ornate bell, headlamp, and cowcatcher design. The smokebox side, showing off the builder's plate of Rodgers Co. among other things. The handrails are fine and strong - one of them having broken the support before its arrival here - and the riveting detail is superb. Another angle, showing the headlamp and smokebox in more detail. The cab and firebox of the locomotive - the ornate detailing of the typical North American locomotives of the time, as well as such features as the Westinghouse Brake Cylinder and the steam domes really bring out the visual perfection of this locomotive. The tender, where the company and number are picked out in nice detail. The rivets are still crisp and clear, and the level of detail all around is excellent for when this was produced. The rear of the tender - fairly basic in comparison to the rest of the locomotive, but still nicely done. The front of the locomotive, showing off the headlamp and cowcatcher in detail. Overall a fine locomotive that runs well and will perform exceptionally on any service required of it.

No.2325 has been withdrawn from service following a failure of one of its power bogies; the cause is believed to be poor construction of the bogie, causing its failure. The locomotive had completed its initial trials successfully, but began to suffer from performance issues afterwards - the motor was functioning correctly, but the gears in the bogie were not engaging, and thus the locomotive was immobile. Upon inspection, it was deduced that damage had been done to the bogie unit itself, when attempting to install the new couplers, and thus the unit was unable to remain intact as one piece. This was a surprise, given that the locomotive was able to complete its trials quite well even after the couplers had initially been installed. An analysis on the value of the locomotive will come at a later date; the locomotive may be scrapped given its relative inexpensiveness compared to other locomotives, or it may be repaired with parts from another diesel - the options will be weighed out and the results collected within a few weeks' time. Until then, the locomotive will become a static exhibit, while another locomotive is sourced to replace it.

The ALCO Steam Switcher as photographed in March 2012. Considered the flagship locomotive of the Sumtown Tramway Company, this locomotive was originally obtained prior to 2007, and has performed flawlessly for years. As an unnamed and unnumbered locomotive, it was perfect to add to the fleet of the time as a new locomotive, without raising too many questions as to its ownership - however, it has been verified that this locomotive is an exceptional performer regardless of the owner. Minor modifications include the addition of hook-and-loop couplers in place of the traditional knuckle couplers, and the removal of the cab steps in recent times. The side profile of the venerable tank engine. Its appearance has been unquestioned in its attention to detail as well as its accuracy, and though it is very well detailed such is not overly excessive, meaning that while this locomotive is ready and able to be displayed, it is not so fragile that things would break off immediately. In terms of the mechanism, it is a simple, effective system that is durable, realistic, and works extremely well. The front section of the locomotive - the valve gear, builder's plates, and other details are all noticeable here. Everything is applied well and looks the part. The cab and bunker - the crew is usually able to fit comfortably inside the locomotive, as its cab is quite spacious - hence part of the reason why it ias endured for so long. Though foreign and complex, it has endured through its simplicity and perfection of such simplicity. The rear bunker, showing off the coupler that has been fitted, as well as the rear lamp that is fully functional and operational. The front of the locomotive, showing its classic saddletank profile and attention to detail quite well. Overall an exceptional locomotive with potential for many long years of faithful service.

One of the American diesel locomotives obtained during April 2012, this locomotive was brought in to work the basic shunting duties with the American rolling stock. An AT&SF Porter Hustler-Type switching diesel, this locomotive was bought cheaply - and although in some ways it displays these qualities very clearly, in others it is actually a decent locomotive. The only modification made to the locomotive thus far has been the removal of the original couplers, to be replaced with knuckle-style couplers to fit with the stock. The side profile of the locomotive. This engine is very basic in terms of looks - even more so than the Class 06 - and has little detail to speak of. The livery is crisp and clear, and the overall appearance is clean to see. The inner mechanism is interesting as well, with only two wheels being geared and all four being made from brass. The cab, with rivet details and the company's branding etched out. The motor is visible in the cab, though this gives the locomotive excellent weight for its size and thus a bit more pulling power. The rear of the locomotive, showing off the exterior of the cab and the red reversing light - one unique feature of this locomotive is its directional lights, with the rear light activating only when in reverse. Both lamps are powerful and shine very brightly, showcasing the quality of this locomotive - cheap it may have been, but the quality does not match up with the price in this instance. The front of the locomotive. Overall, this locomotive is small, cheap, yet able and decent for what it is. Its uniqueness in prototype is the icing on the cake, so to speak.

One of the American diesel locomotives obtained during April 2012, this locomotive is an example of the venerable SW1 diesel switchers built by EMD in the 1930s and 1940s. This example was obtained cheaply as a working locomotive, and has proven to be a very interesting-looking locomotive, with several comparisons being drawn between it and No.7401. With a bell, a fully-functional headlamp, and a somewhat substantial weight, this locomotive is of a lesser quality but does have some decent features in its favour. The side of the locomotive, showing its lineage as an AT&SF diesel locomotive - Atchinson, Topeka, and Santa Fe. The mechanism in this diesel is very basic, and upon first trials it was unclear if the locomotive was even able to operate at all - it appeared to stall at the slightest touch. Fortunately, it was merely the couplings catching on the sleepers, which was quickly rectified. The rear coupler is weak, but the front coupler is still fairly strong - allowing the locomotive to operate trains in normal fashion. Fortunately, though the locomotive is simple in design and construction, maintenance is the same way. The cab of the locomotive, showing the company information and running number. Lower in detail and quality, but simple to work with, the diesel is an excellent one for training crews. The rear of the locomotive, showing the large handrails, weak rear coupler and overall looks of the locomotive - simple, cheap, yet accurate in many ways and respectful to the prototype. The front of the locomotive, showing off the headlamp and bell. Overall a simple, cheap locomotive that will provide basic service time and again - exactly the job it was designed to do.