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Most of the locos have now been 'weathered' to varying degrees, and the pictures on this page have been updated to reflect that. The loco which started us on this great adventure, when purchased as part of a starter set back in 2001. The original was one of several built by the Krauss company of Linz, Austra, in 1892 for the Styrian Regional Railway (StLB).
The intention when developing the S&CGR main line was to also include a short branch, operating from a 'bay' platform. The original was built by the Wismar Coach Works as part of an initiative by narrow-gauge lines to manage the demands of passenger traffic during the 1930's.
It was believed that these models were discontinued since about the end of 2002, so when one was unearthed in a shop in Faversham, Kent in October 2003, it was snapped up!
The originals were a further enhancement to the railbus concept, in that they could operate as single or multiple units, so catering for variations in passenger numbers.
The main feature of steam tramway engines, also sometimes referred to as 'box' engines, was the outer box framework that fully enclosed the boiler, thus allowing the engineer to walk all the way around the loco's interior.
The original was built in 1900 by Lokomotivfabrik Wien-Floridsdorf, and delivered as number 'U6' to the Niederosterreichischen Landesbahnen (NOLB). This was the result of a little project I undertook, to try out some weathering techniques on a second-hand Toytrain 'Otto'.
This loco was made by 'bashing' a Stainz R2, acquired from the Harry Pitts legacy a while ago. For the firm of Corpet, Louvet et Cie, 6-coupled, metre-gauge tank locomotives were pretty much the stock-in-trade. This Roundhouse Engineering loco, named 'Lady Maria' in honour of my long-suffering wife, is the first 'live steam' locomotive to be purchased for the SCGR. This is the S&CGR's first diesel loco, primarily to be used for goods work and general shunting duties.
You can then view the all the pictures in the form of a 'gallery' by clicking either the 'Next' or the 'Prev' buttons.


However, if you position your mouse cursor over a picture, you will be able to see how it used to look! These wonderful little locos are real work-horses, and will often be seen at garden railways up and down the country punching well above their weight hauling the kind of long, heavy trains that induce wheel-slip in many other, supposedly 'stronger' engines. The locomotive 'Stainz No.2' still survives to this day on the Murtalbahn, although it is not 'in steam'. It originally ran on the Pillkaller narrow gauge line, under the rather uninspiring label 'Engine No. The characteristic shape arose from the fitting of twin motors, each mounted forward of the cab at either end. My wife Maria took a shine to this particular loco during a shop visit towards the end of August 2003. The outstanding characteristics, however, were a low weight, simple operation (usually by one person) as well as a low cost of ownership. It was subsequently taken over (and renumbered '298.56') by the Osterreichischen Bundesbahnen (OBB), where it served on various narrow gauge lines, finally at the Steyrtalbahn in Upper Austria. The idea was to give this loco the look of something pretty close to scrapping, the inspiration for which came from watching a documentary video of the last days of steam in Britain. It is unusual in that it has at some point undergone some modifications to allow it to run on a rack incline. Even so, records show that the company also produced them in other gauges and wheel arrangements. Although a freelance design, it is typical of the type of locomotive found on British narrow gauge lines in their heyday. The Schoema company began in 1930, and to this day manufactures diesel locomotives for customers world-wide, for a variety of uses. Neither the service provider nor the domain owner maintain any relationship with the advertisers.
Initial reluctance on the part of railway companies to use them was quickly overcome, as the units with their well-upholstered seating proved very popular with passengers more used to uncomfortable wooden seats normally found in traditional coaching stock.


They were also known to generate less polution, as they were able burn coke, and even the exhaust fumes they did emit were rendered invisible by condenser units. I christened the loco "Baldrick" in honour of the unwashed dogsbody character from the "Black Adder" BBC TV series. In case of trademark issues please contact the domain owner directly (contact information can be found in whois). From here it was transferred to the Spreewald railway near Cottbus, acquiring the number '09-27' along the way.
Perhaps the true indication of their versatility is their appearance on many different railways around Europe, including Britain, France, Belgium, Germany, Switzerland and the Netherlands.
In 1989, after a period of repairs, it became operational once more, being pressed into service at various preserved Austrian lines. The idea for this loco came from seeing pictures of the 2 crane tanks currently held at the Foxfield Railway, a preserved former colliery line in North Staffordshire. Their use was widespread throughout the French metre-gauge 'Secondary' network; indeed, at least two managed to cross the English Channel to find work in Britain.
Having been taken over by the Deutsche Reichbann, it was renumbered '99 5633', where it remained until finally being preserved by the Deutsche Eisenbahn-Verein (DEV), the German Railway Society near Bremen. Use of these vehicles spread beyond the 14 narrow gauge and 44 standard gauge versions delivered to German Railways; a further 28 were exported to Spain. This loco recently suffered a stripped gear on one of the axles, caused (I believe) by my forcing it to endure excessive wheel-slip and vibration whilst pulling a long train up a rather aggressive gradient. I also intend packing more weight into the body somehow, which will hopefully improve the traction characteristics.



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