Trainmaster64

One of the new locomotives to be obtained in April 2012, 'Emily' was brought in primarily as an exhibition locomotive. With single wheelers being a part of the STC's past, the practicality and use of a locomotive like this in modern times is considered quite laughable. However, the locomotive was not intended for heavy hauling of goods - this locomotive was intended for use on light excursion services to the lake and back, and to be used as a means of attracting more visitors and investment towards the line. The side profile of the entire locomotive. The side view of the locomotive itself, in closer detail. One slightly alarming aspect of the locomotive is its ability to freewheel when pressure is applied to the driving wheels - something that no other locomotive in the entire fleet is able to do unless the motor has been disengaged. However, the locomotive still operates well, and its looks are crisp and accurate. The tender, including the lining out, fine handrail details, and leaf springs on the axles. The rear of the tender and locomotive, showing the unique lines of 'Emily' quite well. Overall a very interesting locomotive, with the propensity to draw in crowds - if not for its history, then for its unique shape and design.

A slight update regarding No.5972, and unfortunately it's not one for the better - I took too long in waiting to obtain the parts needed for a complete cosmetic overhaul of the locomotive; they have all sold out. The only options left are to either repair the existing bodywork and tender, or else simply leave the entire piece alone. Disappointment looms for this locomotive's future; it will continue to survive but at this point even its future as an engine on public display are in doubt...

The Norris Type locomotive, photographed in March of 2012. Out of service for some time, this locomotive was once touted as the first engine to operate the Sumtown Tramway Company's rails (although it is certainly not the first locomotive operated by myself). Unique, simple yet elegant in ist own way, this locomotive is in need of some work before it runs again, including attempting to find some of the root problems behind its failings - for now, it is in a very presentable condition, and still manages to turn heads as a static exhibit. The side profile of the locomotive, showing its shape and design further. With a tall funnel, a single set of driving wheels and a large firebox, it's clear that this locomotive's design is quite vintage and unique - not many of these engines would operate or even be owned by many rail companies out there. Amazingly, the locomotive is the primary source of power here, though the tender provides no pickup at all. The locomotive on its own, with its shape being brought into sharper detail. The nameplate is blank - a renaming will take place in the future. Heavy work will need to take place on this locomotive to ensure its operational ability again - if it is undertaken. The footplate, with the driver and firebox. The smokebox, boiler, cylinders and motion. The tender side. Simple and plain, as the real tenders were, with minimal features yet a sort of elegace that endures to date. The rear of the tender and locomotive, showing off the simple shapes and construction that give this locomotive its character. Coupling stock is impossible without human intervention, but the couplings are ensured to never break apart once coupled. The front of the locomotive, highlighting the sheer height of the funnel. Overall a very unique locomotive that is stunning in terms of looks, but may only be left as such for the present...

Class 57xx No.5705, as of March 2012 when these photographs were taken. The locomotive had been out of use for several months prior to these photos being taken, and had to be reassembled to its current state of a rolling engine. Obtained in 2008 from unknown origins, this engine's past is very murky - what is known is that this locomotive was brass-built, operating relatively smoothly prior to its withdrawal after a disastrous overhaul gone wrong. The side of the locomotive, showing off the classic pannier-tank profile of this locomotive. Old and worn though it may be, it still carries its shape well and looks the part. The cab is more open than it should be; the motor was removed and disengaged from the chassis following its overhaul. The cab of the engine in a closer profile - the numberplate (only one remains - these need to be replaced with a matching pair later on) is seen here, as are the handrails along the engine. The safety valve and whistles, a tarnished affair, and the cab are represented here. These are all represented clearly, if not prettily. The rear of the locomotive, showing off the brake piping and the bunker (filled with real coal). In terms of looks this engine needs work - with performance, this locomotive was a smooth runner, with a few faults that would have been addressed in its overhaul. It is very possible that a completely new chassis will be sourced for this engine to make it operate again, with the original body being cleaned up as well to make it a more presentable shunting engine. The front of the locomotive, with the numberplate on the smokebox front - it is possible that, in the rebuild, this engine will be re-liveried into a BR example. Overall a classic engine with a shady past, that had performed well but is in need of work before it will be able to continue its purpose again.

Just a few updates from the line today: -I am considering the fates of several locomotives in the fleet. Some engines will continue to exist and survive, while others may not be as fortunate... -The railway may get some new stock in a couple of weeks time, pending the annual railway exhibition.... -Updates to the existing fleet, like chassis replacements and overhauls, may commence this summer... I am also aware that not all the current engines have their profiles up yet - these will come at a point. Stay tuned until then...

Indeed - it could have simply been a bad batch of locomotives that were released; it's happened before where batches of locomotives have been released and issues have arisen from poor construction. Look at the early T9s from Hornby, for instance. Part of it could also have been the fact I operate a DC line at the moment - but I doubt that it was the whole reason. No.60010 definitely provides much better and smoother service, and is possibly my favourite locomotive. No.60022, on the other hand, will not be returning again - I have no interest in going through this nonsense with the locomotive a third time. Decent looks, but poor performance...

That appears to be a decent thought - in time, I will definitely consider doing this, cost permitting. Thanks for the heads-up - wasn't aware of that, myself.

In 2010, I took a trip to the local railway exhibition, where I got the opportunity to see many of the finest railway lines around in full operation. Several examples of railway practice from across the world were on display, including several examples from the mountains of North America, the beaches of Southern England, and even a narrow-gauge industrial complex. The photo opportunity was sadly missed as cameras were unavailable for capturing the event for posterity - all that remains are the memories. At that time, the Sumtown Tramway Company was looking for a powerful express locomotive to be able to pull passenger services. At that time, No.60010 had not yet arrived in service, No.4472 was away on other railway lines, and the locomotives available at the time were unsuitable for the task - No.5972 in particular was in dire need of an overhaul even then. It thus fell to reason that a new locomotive was needed for this task, and so it was that No.60022 was obtained. Originally, the plan was that Class A3 No.60067 Ladas would be obtained for the task, however finances dictated that No.60022 would be obtained instead. This locomotive was in BR Green, with the late crest and with DCC capability fitted to it. Included in the sale were two Collett-designed carriages, a composite and brake. Once the locomotive was set up and fired, it became apparent that there were problems with its performance. Running only a few hundred yards along the line, it unexpectedly stopped running. An internal failure had occurred, resulting in a complete lack of response from that point onward. Nothing could be done to make the locomotive respond afterwards. After a professional examination, it was deemed that this particular locomotive was a badly-built one, and thus was dispatched back to the manufacturers to be replaced with an identical locomotive. This locomotive appeared to work well, and was photographed and listed in the registries (the only surviving image can be seen here). A day after the new locomotive had arrived and run in, however, it too failed to perform, this time resulting in a plume of smoke arising from the firebox. With another failed locomotive, it was decided that No.60022 would not be usable in the operating fleet, and thus was returned once again - this time, the cash value of the locomotive was refunded to the railway, which was put towards the eventual purchase of No.4472 some time later. Though the suspicion is that the DCC fittings had failed in both engines there is no way to be completely certain what had gone wrong with both locomotives. In the end, No.60022 was listed in the registries as 'scrapped' - a shame, given that it looked a treat as well. Fortunately, the arrival of No.60010 quelled this disappointment greatly, although the mysteries behind the locomotive's failure and refusal to run for the STC remains...

Hi justin1985, Thanks for commenting on this - I do appreciate the feedback. In regards to your queries, the locomotive itself is unique in terms of looks - not many Swedish locomotives out there in any gauge. From the limited photographs of the real Class S1s out there, the locomotive seems to be fairly accurate to its looks; considering that this model could have originated from as far back as the 1970s, I feel it's fairly accurate. Lots of molded detail, but plenty of character. The chassis, however, is the biggest letdown. A standard 2-6-4T chassis (look up the American Q1B at the link below), its biggest problem lies in its motor - a standard amongst Lima products, and wholly unreliable. The issue with replacing the chassis would be the alignment of everything - steam pipes, motor placement, etc. This could be a bigger problem than first thought. However, I do believe that you do have a point, and in time I may consider doing that. A modern chassis would probably not work in terms of fit and placement, but a newly-built chassis could work. Alternately, I could try to simply replace the motor - although I have no idea how well that would work, or indeed if there are any motors that would work for replacement! Thanks again for commenting on this; I do appreciate it.

I could indeed - the problem with this being the availability of parts from Bachmann, as well as the difficulty in repairing the model. On paper it seems simple enough - a split-frame chassis mechanism, which I believe is the same as the tooling used in the Bachmann UK models of the 49xx Class - but my worry is that, in practice, this will not be as simple. There's another factor: this was the first locomotive I ever received, and thus any decisions I make with it must be done very carefully. A cosmetic overhaul is no problem - simply repair or replace the body and tender shells - but a mechanical overhaul could be trickier, and I really don't want to risk any further mechanical wear or damage to what is my oldest, and one of my favourite, operating locomotives. Thanks for commenting on this, by the way - I do appreciate it.

No.5972, Hogwarts Castle, in a partially rebuilt state in 2012. The locomotive had been withdrawn for a few years prior to these photos being taken, and was quickly pieced together again for photographing. Once the strongest engine in the fleet, it has since been replaced by more powerful locomotives - although this does not detract from the locomotive's ability and style in the slightest. The classic profile of the locomotive is shown here. The side view, showing the locomotive's classic profile. The locomotive is a strong and capable engine, well-detailed and a stunner in terms of looks. The only problem is that the locomotive is in need of a cosmetic and mechanical overhaul before it returns to service again. The smokebox, front bogie truck, cylinders and copper-capped chimney that make up this locomotive's Western profile. The driving wheels, nameplate reading Hogwarts Castle (as opposed to its more traditional guise of Olton Hall), and the Belpaire firebox all marked out. The cab profile, showing some of the cosmetic damage like the reverser and firebox that needs to be examined at a point in the future. The tender, hastily reassembled for this photograph. The lettering is crisp and well-detailed, and the riveting down the side of the tender only add to the stunning looks of the locomotive. The rear profile, showing (in amidst the external work required like handrails) a truly decent locomotive. The front of the locomotive, showing the intricate detail that extends here as well. Although the locomotive is well-worn in apearance there is still something about its looks that are quite appealing, even now. The smokebox, showing the number, shedcode, and headboard of this locomotive. Overall a wonderful locomotive, and one that will definitely be cosmetically restored - operational running is another thing entirely at the moment, but there is always the hope...

The John Bull, as it first appeared on the line when bought in 2009. A sturdy and capable engine, and one with the distinction of being the oldest operable steam locomotive in the world. The motor for this locomotive is found within the tender, allowing for the locomotive itself to display a relatively high level of detail in this unique and original piece of locomotive history. The side of the locomotive, showing its unique profile. The locomotive is all plastic, save for the wheel assemblies, but is very well built and sturdy. A bit more weight in the boiler would not have gone amiss for better rolling capabilities, but at the prices these locomotives command (relatively inexpensive for the most part, surprisingly), it's not an overly large concern. The detailing all around is well done, and performance is decent for what it is. The backhead profile, showing off the firebox, controls and tender coupling. The more British outline of the locomotive's original prototype is clear to see in this angle. The front of the locomotive, where the leading pilot truck (a first for any locomotive) is featured prominently. Also of note are the outside springs, the large American headlamp to conform with safety regulations of the time, and the intricate piping and railing that is fitted to this locomotive. Overall a sturdy and fine example of a historical locomotive, that draws crowds whenever it runs.

The Class S1, No.383, reasssembled cosmetically for photographing. It is a European locomotive, Swedish and within the 20th Century, and is a 2-6-4T. Numbered 383, I purchased this locomotive as a non-runner, and have since taken it apart to try to get it running again - if this proves impossible, it will need to be converted into a rolling static exhibit. The side of the locomotive, showing where the motor used to reside. This locomotive is an old Lima-built engine, unfortunately employing the dreadful 'pancake' motor. The mechanism is also prone to binding in this locomotive, though it fortunately uses a metal chassis to eliminate wires in this engine to transfer current. The final attempt to make the locomotive operate with its original motor resulted in smoke and a bright orange light emanating from the motor in the cab - any information about replacing this style of motor or repairing it is appreciated. The locomotive had already been disassembled prior to photographing it, and was hastily reassembled in a fairly substantial piece for photographs. The tanks in detail, showing the branding of 'SJ,' the company this locomotive belongs for. The valve gear is also seen - all wheels are geared, and prone to binding - possibly contributing to the motor's failure in a minor way. The rear of the locomotive - one buffer was missing when it was obtained, and will need to be replaced prior to display. The rear coupler will also be reattached as well.With details like riveting and lamps represented, the hope is that this locomotive will eventually be put on display, if not operating again.

No.2991 Salty, as delivered to the Sumtown Tramway a few years ago. While not as accurate as a traditional Class 07 diesel (owing to modifications made at Crova's Gate before arrival at the Sumtown), this locomotive is still quite an exceptional looking locomotive. The only fault is that the drivetrain is not as robust as the appearance of No.2991, not having as much durability or solidity as the more traditional and well-built machines. The side profile of No.2991, showing the details imposed upon it. Notable are the numerous handrails, vents, and details molded on, as well as the solid construction of the connecting rods and railings. In the flesh, this diesel looks stunning, and truly does make an exceptional-looking piece. The rear of the locomotive, showing off more of the simple yet elegant appearance. A regular performer on the shunting turns when the other smaller engines are busy or unavailable, No.2991 is a proven performer with the looks to match. With a bit of weathering in the future, this diesel could be incredible.

The 'American' Type locomotive - this example being painted in the guise of the Union Pacific's No.119. With metal handrails, ornate bells and domes, and a cowcatcher, this locomotive truly epitomizes the 'Wild-West' era of the United States - any railway fan should consider having an iconic locomotive such as this for their line, if only as a novelty. This, truly, is a locomotive that encapsulates the magic and mystery of the railway. The side profile of the locomotive - as was mentioned earlier, the motor is in the tender, with a driveshaft connecting the motor to the driving wheels on the locomotive. The tender's axleboxes and truck frames have a natural sag to them, perhaps due to the springs inside them that help transport current. Strength of this locomotive is relatively high, as is the look of this engine - slow speed control is the only fault on this engine, it being a less successful design overall than the updated versions prodced today. A closer look at the tender, showing how detailed the lining out and lettering is. This is an exceptional locomotive in terms of looks, and one that definitely stands out. The rear of the locomotive, showing a more detailed look at the tender as well as a look at the standard coupler attached to the rear. One of the most unique and aesthetically eye-catching locomotives in either gauge, in operation today.

The Class 5101 Prairie Tank, No.5108, as delivered. Note the hallmark GWR traits, such as the copper-capped funnel, the brass safety valve, and the other little features that cement this locomotive's place in the world. The side profile of the engine. A classic shape, the Large Prairie type is perfect as a mixed-traffic design for the railway - in the future, it may be worth considering bostering the fleet with a second large tank engine design - possibly a Stanier, or a Thompson design, or even a BR Standard Tank. The logo on the tank - the Great Western 'shirtbutton' logo. Small, simple, but effective, and quite different from a lot of the other Great Western engines out there. The numberplate on the locomotive, which, coupled with the cab and bunker shape, indicates the locomotive's heritage further - with the Sumtown being based in the Northwest, the locomotive is a solid and stable addtion to the fleet. The bunker and rear of the locomotive. The front of the locomotive. With its funnel ring clear, and its simple yet iconic shape present, this locomotive is truly special and important.

The Davenport-Type Co diesel shunter, the first miniature locomotive obtained for the line. Small but sprightly, it is powered by a three-pole motor, and has minimal low speed control as a result. A headlight (which needs replacing, though the locomotive operates perfectly well without it), bell and exhaust stack help to make this a unique and distinctive diesel shunter - a perfect locomotive to build the line and add to the flavour of the railway. The side of the locomotive - detailing is suprisingly good on this engine, despite its build date of the mid-1970s. Its livery is strong, but subtle, and it provides a unique look. The rear of the locomotive - as can be seen, the motor is housed inside the locomotive. There are lots of rivet details all over the locomotive, and other detail bits surrounding it. A strong-looking locomotive, that is also capable of pulling substantial loads.

A very nice locomotive indeed, and one I would definitely buy if I could - there's only one problem I have with it. I can't verify it for myself, but I am fairly sure that No.103/503 does not have a knuckle coupler on its tender in reality - this only being applied to No.60010 and No.60018 in preservation (the two extant A4s). Otherwise a fine and well-done model, that would look stunning in any collection - as I have said and firmly believe, every British layout, no matter what it is, must have a model of No.4472 and/or No.4468 in the collection - the Scotsman's just too historic and important to leave out of a collection. Very nice indeed.

No.4472 Flying Scotsman, as it currently exists today. A striking Gresley Pacific, and the only surviving member of its class, this locomotive was obtained in May of 2010 as a classic example of fine British steam. Strong and powerful, its fine form is represented well here, with its iconic profile being displayed in this photograph. The side-view of the locomotive, showing the profile of this distinctive locomotive further. Though in some ways it is rather basic, in others it is well-detailed and well-done indeed. A closer look at the smokebox and mechanism on this locomotive - purely Gresley looks, with purely Gresley performance. Though some detail is lower, like the molded-on bits, others like the plates on the smokebox are well-done and are clearly legible. The valve-gear itself is fine, but solid enough to do the job well. The name of the iconic locomotive is clear on the sides, outlining the significance of this engine. The cab sides, giving further evidence as to the significance of this famous engine and its legendary status. Details abound here and inside the cab, though no detail is painted - possibly filthy from years of use, though the outside shows nothing of the sort. The tender and rear of the entire locomotive, showing off the LNER corridor tender, the sprung buffers, the detail on the axleboxes and the strength of this engine from any angle. One downside of this particular engine is that it is a tender-driven locomotive - which can play havoc with the way the drive wheels on the locomotive turn at times. The front of the locomotive. Again, this is truly a stunning locomotive - no matter what type of layout you run, if you model British you need No.4472 and/or No.4468 - the two famous Gresley legends. This is an exceptional locomotive in terms of performance, and though the tender-driven mechanism drains the locomotive's realism slightly its looks are still very striking.

Class A1X No.55 Stepney, as it arrived in July 2011, is coupled to the Bluebell's Maunsell high-window brake coach No.6575. The detail on these items is stunning when viewed up close and, even though the price was a bit steep for what was received, it must be said that the level of detail is enough that it is somewhat justified. The traditional profile of No.55. The details on this model, despite its origins as a Dapol locomotive from the 1980s, are very good. Separately fitted handrails, separately fitted pipes and vaccum hoses, and a cab interior with plenty of detail add to a handsomely decorated locomotive. The side view. The rear bunker extension was fitted from stock, and none of the extra-detail parts supplied with the locomotive have been added at this time. The livery is clean and well-done, with the lettering sharp and the lining delicate. The bottom of the running-plate has red lining with the tanks and bunker, which is hard to see with a quick glance. The only two issues with the design of the locomotive are the front sandboxes attatched to the splashers and the Westinghouse brake cylinder on the cabside - the real No.55 does not have either fitted. Otherwise, this model is nearly perfect in its representation. The back view, showing off the wooden toolbox on the locomotive and the level of detail that continues even here - from the bufferbeam to the cab windows that are actually slotted to allow a view inside, the rear of this engine is represented well. The only fault here is that the rear appears too solid in its coloration, although that can be forgiven when seeing the real locomotive's livery. The front of the locomotive. The steam pipes, copper-capped chimney (painted), and bufferbeam are captured well. The cab detail, showing just how much is there. The reverser is very prominent, with actual gearing mechanism being etched into the regulator when viewed up close. The cab has a full backhead included, and while it is not painted it appears to come close to rivalling the modern toolings - which is very hard for an older tooling to do these days, even one which is only five years old or less. With a painted interior and white roof, this locomotive would be very attractive indeed, but as it stands, it's not bad by any means.

No.1, 'Thomas.' The world-famous tank engine has made appearances everywhere - so not much more needs to be said or seen here. I will, however, say that the drivetrain in this engine is definitely NOT up to par with Hornby's offerings - Hornby may be more expensive and not as accurate in television-series looks, but its powertrain and performance, traction-tire or no, is far better than this locomotive. The side view, showing the exemplary looks of the locomotive. The rear view. Visually, this locomotive is very well-done indeed.

Thank you very much, welsh wizard - I try to keep the fleet updated and on top form as much as possible. It will be worth saying that, in the end, I don't intend to kep all of these engines in operating form in my fleet - I definitely plan on selling on at least one. My updates will keep coming as much as I can - I have initial profiles for most of the engines to do, after all. You'll see each engine up here soon enough...

No.5053 Earl Cairns. A truly spectacular locomotive from any angle, this one was obtained in 2011 from the annual railway exhibition - with a markdown of 33% off the initial cost! Naturally I swooped in to pick it up, passing upon the Class 9F for another time. The locomotive has no extra detail fitted at this time - it hardly needs it, when one looks at its shape and fine livery application. The nameplate, in true Swindon fashion. One decent thing to point out is that the locomotive is not as fragile in its valve gear and mechanism as No.60010, and is thus a slightly better engine for handling - the one downfall with the Gresley Pacifics, for all their triumphs, is their delicate valve gear. The numberplate and cabside details. Handrails are true rails, and the locomotive's cab interior is detailed as ever. The tender, with the BR Early Crest marked out clearly - a unique locomotive in this sense, as my other locomotives have either the BR Late Crest or are GWR in marked ownership. One fault I have with Hornby's newer tender engines is the DCC-chip plaecment in the tender - the connection between locomotive and tender is much more delicate than before, as wires must not be fouled by the drawbar and the drawbar itself is so fragile.When picking up the locomotive I occasionally worry if it will snap - which is NOT a good thing. Bachmann's locomotives are no better nowadays, with No.3440's connection being the same. The rear of the tender actually has a builder's plate etched on, and the fittings are clear and precise. The coal within is as good as that found in No.60010's tender. Livery application all over is crisp and sharp - no less was expected from Hornby. The front of the locomotive. No more needs to be said. Truly a stunning locomotive from all angles.

The locomotive as it arrived, August 2011. A surprise, indeed: even I wasn't expecting to obtain this locomotive - however, I do not regret the decision whatsoever. A unique design of Mallet-type articulated locomotive (one that few would be able to claim as their own with myself), this engine has superior pulling power and is a unique locomotive to haul some American freight when needed. The side profile, showing how massive this locomotive is. This is easily the biggest tank engine I have, almost as big as some of the tender engines, and is the strongest steam locomotive in the fleet. The dual sets of driving wheels do work together to propel this giant along the line. The cab, showing the rivet details and number on the side - 3, or III. The windows are all open. The front half of the locomotive, showing the massive front truck and the complex mechanism of the locomotive. The centre wheels are flangeless to allow sharper corners to be navigated - the only fault is that the other wheels' flanges are not as deep as would be liked, which can very rarely cause the locomotive to be prone to derailment. The rear of the locomotive, showing the detail on the back and the bunker. The front of the locomotive, showing the front truck's front profile, including the cowcatcher and headlamp configuration. The headlamp works in forward and reverse drives. The smokebox has the numberplate etched on, and the brass bell (fully-functioning and made from separate pieces of real brass). The funnel is of a stovepipe-style and works well - the saddletank variants have spark arrestors that really detract from the locomotive's appearance. The whistle, boiler, and cab front. Overall a truly stunning locomotive.

The standard shot of the locomotive, when it first arrived on the line in January 2011. Already amazing detail can be seen, from the crisp paintwork to the external handrails and leaf-springs found on and around the locomotive. The nameplate and builder's plates are a tad unrealistic in this instance, but the rest of the locomotive pulls together so well you hardly notice. The plates below are actually legible, which is astounding. The outside driving rods are a nice addition and it's good to see that Bachmann made it work - my only fault now is that I have to keep this in mind when rebuilding the line - City of Truro is the widest engine on the line and must be accomodated as such. The cabside features the numberplate (see previous annotations) as well as the cab step detail. The firebox is crisp and clean. An interesting feature is the cab footplate extension, which actually raises and lowers. This is great for realism. The tender features a load of detail on the sides, including the GWR's crest which has been rendered perfectly, as well as the detail on the lower section. The lines are crisp and clean, and the overall detail is better than Hornby's representation of the same style of tender used on the Dean Singles. Interestingly enough, the tender is permanently attatched to the locomotive for two reasons: the first being that the DCC plug is located in the tender, and the other being that electrical current is drawn through the tender wheels for the first time in Bachmann's history - long a mainstay on Hornby models. Inside the tender we find the coal load, and I have to say - the load looks bad because of the photograph quality, and not because the coal is depicted badly. This tender load really is as good as Hornby's when viewed in reality, and is decent indeed. The cab features a number of levers and gauges faithfully depicted from the real locomotive, including a few external fittings like the drawbar and the reverser. The detail is not as good as other high-quality models out there, but it's not bad by any means. The only real flaw in the cab has to come from the size - so as the real No.3440's cab is small, so is this cab. This is not good as it is quite cramped for crew, but is good in the real depiction of this cab. The front of the locomotive is exactly as it should be - plain, clean, and uncluttered. We see the smokebox door with lining out and some extra-detail bits fitted for the handles, as well as lamp irons and such fitted. One flaw in the design of the locomotive is in the extra-detail bits supplied in the baggie - the brake hose and chain coupler do not fit on the front if the hook-and-loop coupler is fitted as well. Opening up the smokebox door... ...and using flash photography, we are able to see that Bachmann has added a smokebox interior for the first time in history. I tend to agree that this does look a bit generic for this engine, but it does look very nice, with some detail being utilized. Hopefully, this sort of interior will carry over to the other models in Bachmann's lineup. More shots of the locomotive as it is. A real gem. City of Truro is lined up with the Collett stock for her first run - but there are problems cabside with getting enough pressure up. Which engine will be able to assist? Of course, I am fully aware that I will be crucified by both the Eastern and Western modellers for putting this pairing together, but I love both of these engines and they look alright together - both in Brunswick Green, with proper lining out... and it must be said that both engines are grand representatives of their respective regions.