"Far across the seas of time, and hidden in a valley, deep within muffle mountain, is my home, where I stay with my brother.

"Shining Time."

Lyrics:

Every now and then
There appears a sign
That points just round the bend
To a place you'll find
Covered in clover
The magic comes over you
Showing up right on time

This is your shining time
Climbing through stars to your own cloud nine!
Soft strokes of lightning
Paint the skies brightening
Up all your shining time

Ms. Conductor was seen helping clean around the station with her brother, Mr. Conductor. Mr. Conductor often helps on the Island of Sodor, similar to Ms. Conductor on the Southern Isle of Britain.

Back on the Southern Island Railway, Belle was just puffing down the line, thinking to herself.

"If this is the same Diesel 10 that my cousin told me about," she said, "there's sure to be trouble just around the bend."

In the sheds, Annie was sitting in the sheds, muttering to herself while trying to shoo a fly.

Annie is a LBSCR H2 4-4-2 Atlantic, with dark red paint and the number 5 on her tender.

When the London Brighton and South Coast Railway needed a new Locomotive Superintendent in 1904 they turned to Douglas Earle Marsh, the then Chief Assistant to Harry Ivatt on the Great Northern Railway. Prior to this Marsh had begun his career under no less a person than William Dean of the Great Western Railway where he had risen to the position of Assistant Works Manager at Swindon in only eight years. During his time at Doncaster Marsh had been heavily involved with the design of the first of the large Great Northern Atlantics so it was hardly surprising that immediately he assumed office at Brighton and found he needed a new large express engine that he set about designing a very similar machine, the 'H1' class Atlantic. The outward similarity was very noteable with just the footplate undulations, the chimney and the cab (standard RJ Billinton fittings) differing from the GNR example. The undulations referred to were a rise over the driving wheels and then again a similar rise over the cylinders.

The boiler, at 5' 6" inches in diameter with a 6' 6" long and 5' 11" wide firebox, was far larger than anything the Brighton company had built previously. It differed from the GNR '251' class in that the firebox was deeper but with the same grate area and with the working pressure at 200 lb sq in in place of 175. Cylinder sizes differed with 18½ in x 26 in fitted to 37, 38 and 40 whilst 39 and 41 had ones of 19 in diameter. These compared with the GNR locomotives' 18¾ x 24 in cylinders. The coupled wheels were 6' 7½" with wheelbase of 6' 10", exactly the same as on the Great Northern.

In 1911, the last year of Marsh's reign at Brighton, there was a need for further large express engines so five more Atlantics were built. These 'H2' class locomotives were very similar to the 'H1' class but were superheated and had larger cylinders with the boiler pressure reduced to 170 lb sq in. The footplates were less undulatory with the raised section covering the whole area from the cylinders to the driving wheels.

Marsh had plans for another locomotive to be built as a four cylinder engine, but in the event Lawson Billinton built it in 1912 as a sixth 'H2' class

"Sandle Fly! Boo Fly! Shoo fly, that's it!"

Belle backed down next to her into the sightings, hit the buffers.

"Better still, BUZZ OFF!"

"OH MY!" said Belle.

"You weren't concentrating Belle," said Annie, "Lucky for you that the buffers were there."

"That's what buffers are for," said Belle, "To stop engines from crashing. What are you doing in the sheds Annie?"

"I'm feeling a little blue," said Annie, "Which doesn't come off so hot when you're red. I was naughty, and the American Controller told me to think of all the ways I can be really useful. Then I can come out again."

"He's just trying to make this a better railway for the engines here," said Belle, as something came up along side the sheds, "Sir Jason Eaton says..."

"Um, Belle," said Annie, but Belle just continued.

"The harder we work, the less he'll need mainland diesels to help."

"Help, you!?"

Belle looked to the side, to see Diesel 10, looking menacingly at them.

Diesel 10 is a BR Class 42 'Warship' diesel engine. He is painted brown with tan horizontal stripes around his body. However, he has an extra addition to him setting him apart form all over diesels: a giant hydraulic claw on his cab.

The class was based on the DB Class V 200. Each locomotive was powered by two Maybach 1035 hp (D800–802) or 1135 hp (D803–829, D831–832 and D866–870) MD650 engines coupled to Mekydro hydraulic transmissions. Although these diesel engines were of German Maybach design, they were physically manufactured by Bristol Siddeley at their factory at Ansty, near Coventry, under licence. The lower engine rating in the first three was because the first batch of transmissions could not accept more than this; a shortcoming swiftly rectified, although the technology of the time limited hydraulic transmissions to below 2,000 hp (1,500 kW) input, hence the need for two engines. D830 Majestic was equipped with two Paxman YJXL Ventura engines rated at 1,200 hp (890 kW) each as a potential showcase of an alternative British-designed engine which might prove superior to the German Maybach. The new locomotives were substantially lighter than previous diesel-electric designs: a Class 44 Peak locomotive weighed 138 long tons (140 t; 155 short tons) and required 8 axles to carry it; the D800s weighed less than 80 tons and only needed 4 axles. D800–802 were produced as a pilot order and differed slightly both mechanically and cosmetically from the others. Aside from the obvious differences of disc versus rollerblind headcodes and the slightly less powerful engines, D800–802 were only equipped with six power controller notches, which was found to be unsatisfactory for smooth acceleration and economical running in operational use. These differences meant D800–802 were effectively a separate sub-class and could not work in multiple with the others (although the "white diamond" code multiple working capability of the Warships was rarely used until the late 1960s, and was removed from many locomotives as a constant source of electrical problems). In 1960 British Rail introduced the Class 43 diesel hydraulic locomotives, with a maximum tractive effort of 53,400 pounds-force (238,000 N). These were constructed by North British Locomotives, numbered in the range D833 to D865 and also bore names. Although of a very similar design to the Swindon-built examples, the 43s were equipped with MAN engines and Voith hydraulic transmissions at a similar power rating as the Swindon locomotives. The Maybach engines were a more sophisticated design, with advanced features such as oil-cooled pistons that the MAN design lacked. The German V200 class, upon which the D800 design was based, used Mercedes and Maybach engines – the MAN engines were not fitted in significant numbers to V200 locomotives – coupled to Mekydro and Voith transmissions in roughly equal proportions, with engines and transmissions being completely interchangeable. Thus one locomotive might have one Mercedes engine coupled to a Mekydro transmission and a Maybach coupled to a Voith. This interchangeability of engines and transmissions was theoretically a feature of the BR design as well, but was never exploited. Detail differences in the floor construction after the first few Swindon production locomotives removed the ability to exchange transmissions.

Diesel 10 laughed at the two, saying, "You'll always need help! Because Steam Engines, are cowardly, cranky, worn out hunks of metal, who couldn't hurt, a fly!"

Annie then said, "No we're not!"

"Yes you are!" replied the diesel.

"AREN'T!"

"ARE!" snapped Diesel 10, "Now, I've come here, to prove, once and for all, diesels, are superior to steam engines, and dominate you!"

Diesel 10 then crunched his claw at the two steam engines.

"And when that Tourist Controller sees this, you all will be nothing but useless scrap! Right Pinchy?"

"Big Bully," said Annie, "STINK OFF!"

Just then, a loud horn was heard, and pushing some trucks into a sighting, was Mack, the Class 40 diesel engine.

The class 40's operated in all areas of the UK however, sightings in the Western and Southern regions were relatively rare and usually the result of Railtour and charter trains. After initial trials the class were based at the following depots: Manchester Longsight, Carlisle Kingmoor, Wigan Springs Branch, Thornaby, and Gateshead.

Although the class 40 was never considered a successful design (being severely under powered), the locomotives were employed on top-link express passenger duties in the West Coast Mainline and the Great Eastern Mainline. However the arrival of more powerful locomotive classes such as the class 47 and the class 55 saw the class 40's relegated to more mundane duties.

Later in their lives the class 40's were employed hauling heavy freight and passenger trains in the north of England and in Scotland. As more new rolling stock was introduced, passenger work for the class decreased, partly due to their lack of ETH (Electric Train Heating/ Head End Power). One example, D255 was fitted with ETH for a trial period in the mid- 1960's, to test compatibility with newer passenger coaches.

The class lost their last front-line passenger duties -in Scotland in 1980, and the last regular use on mainline passenger workings were on the North Wales Coast Line between Holyhead, Crewe, and Manchester, along with forays over the Pennines on Liverpool to Leeds, York, Hull, and Newcastle services.

Throughout the early 1980's Class 40's were common performers on relief, day excursion (adex trains), and holidaymaker (vacation) services, along with disputation duties for electric traction, especially on Sunday service between Manchester Piccadilly and Birmingham New Street. This resulted in visits to many distant part of the UK network such as Scarborough, Cleethorpes, and Skegness on the Eastern Region, with Blackpool and Stranraer being regularly visited on the West Coast. Much rarer workings included visits to London's Paddington and Euston stations, Norwich, Cardiff, and Kyle of Lochalsh. The fact that Class 40's could turn up anywhere on the network resulted in them being followed by a hard core of "Bashers", enthusiasts dedicated to journeying over lines with rare traction for the route.

He had seen everything.

"Ah," said Diesel 10, "A fellow diesel. Good to see this railway has-"

"IT'S ENGINES LIKE YOU THAT GIVE US DIESELS A BAD NAME!" snapped Mack, "Now get lost, you over sized tin opener!"

Diesel 10, lost for words, rolled off, as Belle followed, ranting at Diesel 10, "WE'RE REALLY USEFUL ENGINES! You won't dominate us, and neither will Ms. Conductor! In fact, I'm going to fetch her now!"