trips, private parties and Santa Specials (banked by ZM32 Horwich on these days). Motor: 1× GB type T2 Drive: worm and wheel to each axle Voltage: 48 V, Lead acid batteries ZM32 Horwich ZM32 Horwich was built in 1957 and was given the works number of 416214. This locomotive is the only gauge Ruston and Hornsby LAT in existence. She was bought by British Railways to work at their Horwich works in Lancashire, and was preserved alongside Wren at the National Railway Museum. When she was sold off, she was going to be sent to a banana plantation in South America. However, she languished in Liverpool docks until bought for the Gloddfa Ganol museum in Wales. Here, she was regauged to and restored to working order. When Gloddfa Ganol closed, she was bought by an SGLR member, restored to gauge and fitted with airbraking. A gearbox failure led to her being taken to Dorothea Restorations for a complete overhaul. She is now back on the line, in lined out BR green, and used alternately with Greenbat. She was recently voted the most popular non-steam narrow gauge locomotive . This locomotive is regularly used a banker to help locomotive Greenbat up the line to Santa's Grotto on Santa Special weekends in December. Engine: Ruston and Hornsby diesel Transmission: Hydraulic, 2 gear box Hudson This locomotive is quite an oddity, being home built. The SGLR was originally started with stock from Ladywash Mine, near Eyam in Derbyshire. The only locomotive was No.6, which was in a very poor, nonfunctioning state. Before Greenbat arrived, it was decided that one of the four wheel Ladywash Hudson manriders should be converted to a locomotive. This was done by Alwyn Ambrey in 1988, using a Villiers engine and transmission from a cricket pitch roller. It resulted in being able to seat 2 passengers and the driver. The drive was geared too highly for the engine to cope with the gradient on the line. This, and the engine being in poor state, meant it was used very little. The locomotive was worked on by various people in the late 1990s, finally being finished by J Scott in 2003. Scott refurbished the engine, thus largely solving the underpowering problem, and fitted a much better braking system. Two years later, a new engine was found. It is basically the same as the old one, but has a 3:1 reduction