Final Turn of 2013 on 3803...

Hi there everyone. Today was my last turn of 2013 on 3803. Footplate Inspector John was booked as the Driver, with myself firing and Jamie as trainee. Our 'Mince Pie Specials' will operate until New Years Day and today was one of the post-Christmas steam haulage days. We had originally rostered "Sir Gomer" for the work but she is out of action at present and in dispose in the engine shed. The Peckett will now sit out of use for the winter, and will be repaired of course! Myself and Jamie arrived on site at just before 6:30am. Shackerstone is quite a different place in the dark. This was the scene along Platform 1 upon our arrival...

"A Winter Scene"

3803 was prepared by myself and Jamie. Jamie cleaned whilst I oiled up the large Great Western 2-8-0. Driver John also soon arrived and we enjoyed a cuppa' whilst 3803 gradually raised steam. The wind was blowing and the rain was falling: it was quite a horrendous morning in actual fact. Even so, we had a very pleasant day on the footplate. I fired the first train before handing over to Jamie for two trips, and then firing the last one. I also drove the 3rd trip which was very pleasant. 3803 was steaming very well as normal, and pulled like a beauty. Five coaches is absolutely no issue for her...we could do with another 5 or 6 on to couple up to them! Below, 3803 stands ready to back down onto the 12:30pm train...

It was a very pleasant but very quiet day on the Battlefield Line. 3803 stands ready with the 1:45pm train...

"3803 With A Quiet, Steam Heated 5-Coach Train"

All in all a very enjoyable day. I must thank John and Jamie for their company aboard the 1939-built Heavy Freight and I look forward to a no doubt fantastic steaming season at Shackerstone in 2014. Thanks very much for reading guys. Kind Regards, Sam...

Dining on the "Severn Valley Limited"...

Hi guys. Today we made the familiar journey to the Severn Valley Railway. Yesterday I turned the ripe old age of 22 and so we had booked on the 'Severn Valley Limited' Dining Train in advance. We arrived at the SVR terminus of Kidderminster Town station at around 11:45am, well in advance for our 12:45 departure. The 'Limited' stock stood in the nearest platform being steam heated by a Midland interloper in Great Western territory. The engine was Ivatt Class 4 2-6-0 No43106, nicknamed the 'Flying Pig'. Of the 162 examples built, 43106 is the sole survivor and has spent her preservation life based at the SVR, leaving only occasionally for visits to other railways. Built in 1951, she has been on the SVR since withdrawal from BR service and is a popular, hard-working locomotive...

We boarded the Dining Train at around 12:20pm and were greeted with festively decorated tables, set ready for the 3-course meal...

The 'Flying Pig' got the train underway easily and we steamed out of Kidderminster on time. Puffing along the picturesque 16-mile route to Bridgnorth, the engine sounded in good voice. We passed a late-running rebuilt Battle of Britain Pacific "Sir Keith Park" at Bewdley and the DMU set at Highley, before pulling into Bridgnorth after finishing our starters and main courses: "Yum"! The train in the opposite platform as we arrived was about to depart behind an absolutely immaculate No2857: one of the Great Western Heavy Freight 2-8-0s; the earlier development of 3803. With a 20-minute wait in prospect, I decided to leave the train briefly and walk under the line via the road bridge towards the Bridgnorth locomotive shed. 43106 then ran round gradually...

Having chugged gently up to the home signals, 43106 backed down into the loco yard: much to everyone's surprise (many had expected a prompt return departure). The loco was backing down for coal... 

With the Class 4 taking on coal, I wandered calmly back under the line before clambering up onto the footbridge. It always amazes me how people scatter when they hear a loco whistle, or see a loco move. Many reboarded the train in fear of being left behind but one wonders..."how do they think the train will move with no locomotive on either end?". Ahh well! One thing that I always enjoy about visiting the SVR are the different rakes of coaches to be seen and enjoyed. Most of them are in very good condition too, no doubt because of the huge rolling stock shed they are kept in overnight!...

Looking over into the locomotive yard here does make you a bit jealous. 7812 "Erlestoke Manor" was being warmed up ready for service tomorrow whilst, as I've said, 43106 was in steam as was "Sir Keith Park" and 2857. Further towards the shed stood Small Prairie 4566 and Hawksworth Pannier 1501: both steam-able. Also in the yard are other engines awaiting overhaul, including 5164, the unique Stanier Mogul 42968 and "Hagley Hall". There are others about too! Wouldn't it be lovely to come in and say..."well, what loco shall we take today?"...

'Locomotives Everywhere'

I was very impressed with the LMS Dining Car which we travelled aboard. I don't think this coach belongs to the SVR but it certainly was a beautiful addition...

On the return run we enjoyed a fabulous desert, followed by a cup of tea and a hot Mince Pie. Meanwhile, up at the front, the 'Flying Pig' was living up to her name, and making herself heard...

'Very Civilised'

Soon enough we were back at Kidderminster. 43106 was uncoupled ready to run round and did the usual 'open the drain cocks to strike fear into the public'...

As we walked up towards the car park after a wonderful run and some great food, 43106 is spotted running round. I quite like this engine...

'Flying Pig'

Well, that's another dining experience done! Thanks very much for reading folks and I hope you've enjoyed scanning through. 43106 certainly proved to be an impressive loco and I wouldn't mind a go on it I can tell you! Best Regards, Sam...

Christmas Eve Call In...

Hi guys. This morning, having left work early in celebration of Christmas Eve, I nipped over to Shackerstone for a bacon bap and a cuppa'. "Sir Gomer" was in steam again on Station Pilot duties with Carl, Pockets and David at the helm. GWR 3803 was hauling the very busy service trains, driven by Adrian and fired by Mick. I hung around for a bit; chatting and eating; before heading for home...lots to do! Best Regards, Sam...

Driving "Sir Gomer" For The Day...

Hi guys. Today I was driving "Sir Gomer" at Shackerstone. The next step from being a Fireman is to rise to the challenge of driving locomotives in the station limits. The 'station limits' is pretty much anywhere around Shackerstone station, as far as the token board near the Starter signal. This job basically allows shunting, carriage warming, stock moves and other such tasks to be undertaken. Though we were only chugging around the station, I felt rather privileged to be allowed the opportunity and on "Sir Gomer" to boot. This progression through the ranks allows more experience to be developed and utilises almost all of the skills akin to driving down the line, such as hand-signals (day and night), fixed signals, shunting principles, brake tests and applications and so on. All of these factors will hopefully allow me, one day, to become a Driver down the line: the final frontier some might say. Now, to the day in general, which started at Shackerstone shed at 6:30am. The Peckett stood at the front of the shed, behind the 38' which languished over the pit. Phil was already deep within the confines of 3803's firebox, clearing out the ash from our run with her yesterday. After greeting him, I wandered up to "Sir Gomer" and, out of habit, immediately checked the water level and the state of the firebox. All was well.

My fireman, Jason, soon arrived and began the light-up preparations. Now, the job of a Driver is quite different from that of the fireman. The fireman will concentrate on his job which is to check over the firebox and water level and ensure that the engine is safe to be lit. He/she must then light the fire and attempt to create pressure accordingly, keeping well in the lines of time, fair treatment of the locomotive and economical fuelling. The Driver is meanwhile making necessary checks, and oiling up. I first fitted the necessary "Not To Be Moved" board before looking over the locomotive. Everything must be checked: springs, pins, washers, valve gear, trimmings, brake blocks, nuts & bolts, rivets and more. The engine is checked to ensure nothing is falling off, and that everything is in place and secure. Most of these checks can be carried out by oiling round in the appropriate fashion, which allows you to pass everything in turn, and then return later for parts needing potential rectification. "Sir Gomer" is a fairly simple locomotive to work on, employing Stephenson's inside valve gear, actuating the slide valves via the four eccentrics on the centre axle. The eccentrics are coupled to the expansion links as is standard practise, and the die-block (depending on position of cut-off) is then connected to the valve spindle and moves the valve accordingly. Though simple, there are still brake hangers, slideways, crosshead slippers, gudgeon pins, coupling rod pins, crank-pin oil pots, gland packings, eccentrics, die-blocks, axlebox guides, steam brake and shaft, valve spindles and many other points to be done. There are also two mechanical lubricators to be filled and primed: one for axlebox bearings and one for the regulator lubrication. There are so many things to be considered: you can't just light a match and go. All of the time, the fireman is building pressure ready to move the engine out of the shed.

Once "Sir Gomer" had good pressure and all of the oiling was done, it was time to take her outside into the hideous morning rain. The 'Not to be Moved' board first had to be removed (by the person who put it on: me: and nobody else...that's the rule) and the engine checked over. You must check thoroughly for any scotches, hoses or other obstructions. With the road set and a shrill whistle, I edged "Sir Gomer" out of the engine shed and gently down through point No11 and onto the front of waiting ECS for the 1pm 'Deluxe Train'. The engine was then screwed down on the handbrake and put into mid-gear with the regulator firmly shut before Jason coupled up the steam heat apparatus...

I must admit that I've done a fair bit of babbling so far in this post but there is just so much to say. A lot of people don't realise the amount of work and checks that are involved in every single running day on a steam locomotive. Anyway, with the locomotive stable and secure, the heating was turned on and the train slowly began to warm up. In the meantime, we got cooking!...

It was a hideously wet day. The cold wind was howling through the cab, the rain was battering the engines new black livery and most things on the platform were blowing about. There were still a good few passengers about on our popular Santa trains but they certainly 'came and went' very quickly. As soon as they came out of the station building they scurried quickly onto the waiting trains before silence fell once again. I can't blame them either on a day like today! Below, a most welcome sausage, egg and bacon cob courtesy of "Sir Gomer"s shovel...

Fireman Jason chows down...

With the cooking done and the cobs eaten, it was time to add more coal to the fire...

Below, "Sir Gomer" stands in Platform 1 as steam can be seen leaving the coaches towards the back of the train, during the heating process...

We were then contacted by the signalman to say that 3803 was on her way with the other train and so we turned off the steam heat and decoupled before steaming over onto Platform 2 road. The engine was then screwed down again and the vacuum brake ejector tested for one last time before it was needed. The engines front bag was then removed ready to head onto the front of the stock once 3803 had moved off...

"Portrait of a Peckett"

As the day wore on we continued in the same manner, doing a little bit of shunting before a long break and then doing a little bit more shunting. "Sir Gomer" was steaming well, and easily. At regular points I checked her over and re-oiled some points as appropriate. The rain however just wouldn't let up, until the last train had arrived back. Our final job, as the light faded, was to perform an ECS move to 'shunt release' 3803 through Platform 1 and into the shed via No11. This saw "Sir Gomer" steaming across the cross-over with the ECS and halting just before the token board, ready to propel back under evening hand-signals when allowed. The engine is pictured below with the appropriate lamps...

"Evening Sir Gomer"

With 3803 clear we pushed the stock back into Platform 1 at 'dead slow' speed before halting it on the vacuum. The vacuum in the system was then destroyed and the train handbrake applied, as well as "Sir Gomer"s. The train was now secure and so we uncoupled before running "Sir Gomer" gently back into the shed via No11. The usual practise of raking through the fire and filling up the boiler then took place before the final checks were made. The engine was quite content, and secured on both the handbrake and via the traditional two scotches under the centre axle wheel. It had been a most enjoyable and successful little day on the engine and another prosperous one for the railway. "Sir Gomer" will be in steam tomorrow for Christmas Eve, alongside 3803, and will then take a break for the winter. The 38xx will be in steam over Christmas and New Year 3 or 4 times before also taking a break for the winter slumber. The railway will close on New Years Day until March. Best Regards, Sam...

3803 Christmas Finale...

Hi guys. Today was my final booked turn of 2013 aboard the GWR 2-8-0 No3803, at Shackerstone. The locomotive will be working our trains up until Tuesday and will then be retired for a week or so before a run on New Years Day. The crew aboard the 38xx today consisted of myself, Driver Brian and Trainee Fireman Richard. We all arrived at around 5:30am in hideous heavy rain. The howling wind was raging outside as we sheltered inside the engine shed. I immediately clambered aboard a still very warm 3803, who had around 30psi on the gauge from yesterdays exploits. The 2-8-0s firebox was dry and she had a strong water level, sat close to the top-nut. The next job is to do the unthinkable...climb into a hot firebox and clear out the ash on the grate. Some firemen tend to avoid this horrendous task by fumbling around with the fire-irons for a good while, but going inside yourself allows a more thorough check of internal parts such as stays, rivets, tubes, flues, fusibles and the brick arch to be carried out. With a brush in your hand, you can also sweep all of the ash: as quickly as possible: onto the rocking section of the grate and then evacuate promptly. It is very hot in there and you come out looking like you've just fell in the canal. But...these are the things we do for the love of steam engines!

With the water strong, the firebox dry and the grate cleared, it was time to light the fire. As usual, a 1-lump thick bed of coal was added across the grate to stop cold air coming through, as well as to give the flames 'something to bite on'. We then had a few bits of dry wood to pile on top, probably about a pallet's worth in total. The wood was then doused in paraffin before a handful of dirty cleaning rags were added to get the fire burning. "3 2 1...Ignition!". Immediately the fire roared into life and was given a minute or so to get going before coal was added. My technique with the 38', particularly when she's already hot, is to take my time. You want to take as much heat from the wood as possible and get the coal burning well before you lose it. I wait until the wood is burning brightly and then black it out with a mound of coal. The flames will just be creeping through once you've added around 6 or 7 good shovelful's. Leave this to burn with the back damper open and no blower and then return at regular intervals to check. Adding more coal will eventually create a burning wedge in the box and this can then be gradually edged forward using the long-iron to catch the rest of the coal further down the grate. I try to avoid using the blower for as long as possible as we don't want to bring these big engines around too quickly. Quicker expansion equals more potential boiler or firebox damage. Here, the wedge is roaring away...

"Fire in the Hole"

Gradually, with the good wedge at the back being slowly edged forwards, the 38' made pressure. The steam levels certainly seemed to creep up well with no blower at all. The baffle plate should be fitted before use of the blower begins anyhow. The engine came around beautifully with very little coaxing. I must admit I am very impressed with this Russian coal we are using at the minute. It produces high heat levels, obviously due to its high carbon content, though it is quite smoky. By 8:15am, fully oiled and with around 200psi on the clock, the 38' steamed over onto Platform 2 road to begin heating the 10am classic train. Even now she was only on marginal blower to keep the smoke out of the cab. The Peckett was also in full steam, heating the 11:30am Deluxe train. "My my we were on the ball today!"...

"Sir Gomer on Carriage Warming"

With time to spare, I decided to decorate 3803. The engine carried tinsel, beads and bells which is just what the customer ordered on 'Santa Special' days. The engine was also very clean with the barrel having been polished and the brass-work buffed up. Todays 5 trains were most enjoyable, with the new timetable of 3 x Classic runs and 2 x Deluxe runs being in operation once again...

I fired the first and fourth trips, with Richard doing the rest under my supervision. Richard is one of the railways very competent trainees and will no doubt be passed out in his role as a Fireman quite shortly. Below, 3803 stands at Market Bosworth with the fully-booked 1pm Classic...

I think all but the last of todays trains was fully booked, and even the one that wasn't was almost full! This year certainly seems to have been a success for the railway, and rightly so. Below, the 2:30pm Deluxe stands at Shenton following a slightly late arrival...

"Festive 38"

The 4pm Classic: our last trip: was, as usual, taken in complete darkness. This is always a festive experience and most enjoyable. Following this, 3803 was retired to the loco shed for disposal after a long and busy day. Best Regards, Sam...

Merry Christmas...

Merry Christmas to all of my readers. Best Regards, Sam...

A Cracking Christmas on 3803...

Evening all. Today was a very enjoyable day. Myself, Eddie and Jamie were booked to crew 3803 at Shackerstone today, as part of the on-going "Santa Special" season. The GWR 2-8-0 has put in some good performances so far, but at present I've only ridden on the Santa's behind her as a Steward. This morning I was very much looking forward to returning to the footplate as myself & Jamie arrived at Shackerstone at 5:45am. Having opened the gates we drove along the gloomy driveway towards the station. I had a lot of kit with me today and it almost felt like I was moving in to the engine shed for the week! A new item of kit was my own firing shovel, which I have had in storage for about 5 years now and never gotten around to actually bringing it with me...a curse laid down by other versions being available! Also, as the trains would conclude their operations in darkness, I brought along my BR Bardic lamp (a multi-aspect railway torch for those not in the know) and my never yet tried out BR (W) Gauge Glass Lamp. Struggling into the engine shed laden with plastic bags and various other implements, the bulk of 3803 stood in front of us. The heat from her boiler and cylinders was readily apparent, and a far cry from the chilly wind outdoors. Having got changed, we began the preparation procedure. The engine still had 10psi on the gauge, and a strong water level, sat at about 3/4 of a glass. Jamie cleared the remains of yesterdays fire using the fire-irons and the rocking grate, before adding a bed of fresh coal. A strong dose of flaming paraffin rags was then added, topped off by a pile of wood. "Contact"!...

The 38' began singing almost instantly as she was still very hot from yesterdays run. The 1939-built 2-8-0 was well on her way when Eddie arrived. Eddie then began oiling up: a seemingly never ending task on a Great Western engine with countless oiling points across its entire anatomy. She's thirsty on oil too...particularly in the axleboxes. Perhaps the most important oiling point is located in the cab: the Hydrostatic Lubricator, which is typical of Swindon designs. I often do the lubricator as soon as I get in as the less steam on the gauge the better. This is also the only lubrication point on the engine that uses the thick Steam Oil, with all of the other points being done in standard Bearing Oil. With oiling well under way, the three of us then ashed the engine out. It was then a case of cleaning the old gal' whilst Eddie filled the final few pots inside the frames.

Today the railway was trialling a new timetable, which was to include an extra, additional 'Santa' service. The new train: the "Santa Deluxe": is a kind of upgrade from the "Classic Santa", and is formed of completely different coaches. One is Compartment Stock, the other is made up of Standard Open's. Today would be the first day that the "Deluxe" service would operate, though it will now join the elder service on every operating day until the last Santa day, on Christmas Eve. The new service has already proved very popular, with many being sold out. The new timetable would see three Classic services and two Deluxe services leaving Shackerstone at 90-minute intervals, all hauled by 3803. To keep one set fully heated whilst the other was down the line, and to ensure a smooth changeover for the big Western between runs, the railways trusty Peckett "Sir Gomer" was in action too, as 'Station Pilot'. The plain black liveried 0-6-0 is more than capable of this relatively easy task. At 9:45am, the two engines are spotted at Shackerstone with 3803 ready and waiting to depart with the 10am Classic train...

As the engine was still relatively 'cold': a term used very lightly on a steam locomotive carrying 225psi of steam in its boiler: I fired slightly heavier on the first run. However, 3803 proved that she didn't need coaxing and proceeded to blow off for most of the outward run, which with a 'Santa' is done at a slow pace. For the return run, the same firing technique was used and produced the desired results. The timings are very stiff on the way back and lateness is not an option. 3803 was being put through her paces, but still not taxed in any way: she's too powerful for that. Sitting with 220psi on the clock all the way back with the valves feathering...it was an easy job for me as the Fireman!...

"Jamie Looks Out from 3803 At Shenton"

Having returned to Shackerstone, we uncoupled at the Signalbox and 3803 was driven over the cross-over and into Platform 1 to collect the waiting Deluxe stock. "Sir Gomer" then chugged out of No2 road in order to hook up to the Classic set and haul it the remaining few yards into the platform. This not only shunt-released 3803 and got her onto the Deluxe train quicker, but it also allowed "Sir Gomer" to heat the Classic set fully until its next departure at 1pm. This system was used all day and seemed to work fairly well as long as we kept ourselves on the ball. The 11:30 Deluxe was fired effortlessly by Jamie, with Eddie still enjoying himself on the regulator. Made up of only 3 coaches, 3803 would have been laughing her head off at a load like that...which in fact is only about as heavy as the engine herself! It started raining when we ran round at Shenton with the Deluxe, and so the GWR-style weather sheet was put up for the tender-first run back. On this dreary day, the sheet further reduced the light in the cab and so I lit up the GWR gauge glass lamp: just for effect...

"Lamps - The Old Fashioned Way"

3803 ready to depart with the 1pm Classic Santa...

 For the next two runs we were joined on the footplate by David, with myself driving and Jamie firing. Eddie was quite happy to sit in the fireman's seat and enjoy the run, whilst still supervising all of the events going on on the footplate; as any good driver does. The fully booked 1pm Classic called for a 20-minute stop at Market Bosworth so that Santa could see all of the children prior to the final push to Shenton...

Time was taken here for us to grab a cuppa' and a few shots of 3803...

3803 at Market Bosworth

The ever jubilant crew of 3803, ay. The men of the footplate: men of iron, steam, steel and smoke. The men that kept the wheels of Britain's industry turning hauling various loads of every cargo across a network of thousands of miles of track. Today, standing in this supreme role we had Eddie & Dave...but they tried their best ;) Only joking lads! Driver David sits in the driving seat on 3803 with Eddie doing his 'look at me on my engine' grin...

"Where Do They Get Them From?!"

Having had two very enjoyable runs on the regulator of 3803: who was as responsive and enjoyable to pilot as ever: I handed back over to Eddie ready to fire the last train of the day, which was the 4pm Classic Santa. Now, if you thought life on the footplate was hectic...try doing it at night...

"Rocking Along After Dark"

The footplate becomes a very different place at night. The engine has to have her lamps lit for one. These do not light up anything in front of the engine, they are merely for train identification by Signalmen and other railway staff, as well as giving the loco some form of warning light. On the cab, the engine carries a Gauge Glass lamp: my traditional BR (W) today. This illuminates the all important water level. Today we also had a lamp on the vacuum gauge, and the fire-light just about lit up the pressure gauge. We also had two Bardic's on the cab just in case, and for hand-signal work of course! We left Shackerstone in complete darkness, though it is quite thrilling running along at night...when everything is going to plan anyway! Again, 3803 performed very well and after a cracking run we returned to Shackerstone, ready to dispose of the engine. I must thank Eddie, Jamie & David for a most enjoyable day aboard 3803. Great fun! I will be back on 3803 again next Sunday, and then on Monday I am on "Sir Gomer". Merry Christmas folks, Sam...

GEC Santa Special 2013...

Hi guys. Today I was kindly invited by James to the GEC Miniature Railway's "Santa Special" day. James' Romulus 0-4-0 was to be in steam, as well as Sweet-Romulus "Luna". The popular Santa day was completely sold out and a few hundred guests were expected. We arrived at around 12:30 to start unloading and setting up. The engines were steamed up gradually on the steaming bays whilst their 5" gauge counterparts were prepared over the way. A new addition for this years event was the temporary, illuminated tunnel on the 'Santa section'...

By 1:45, the engines were ready and a shiny "James" was blowing-off lightly on the steaming bays...

Trains operated from 2pm until 5pm, with both tracks running intensive services. The 'Santa Special' train is always on the 7.25" line, combining a normal round trip with a visit to the man himself via the old spur route. The trains continue to the triangle as normal, and run back along the usual route through the Car Park Loop. However, where they would normally branch off right towards the station again, a motorised point changes the route and signals: using a feather: trains onwards to the tunnel. Once through the tunnel you arrive gracefully into the 'Santa station' which is a dead end. After halting the engine at the buffer stop, Santa greets all of the passengers and gives children their presents. A signal from the Guard then allows the loco to propel the train back, through the tunnel, and down towards another signal. Once you receive the green light, you can back up further onto the main line again. With the engine clear of the point, the motor actuates again and the signal changes to red before changing to green with the appropriate feather. With another whistle from the guard, the train continues in the forward direction, back into the station. The trip ends with a gentle run into the station platform where many more passengers will await you. Below, "James" blows off at the triangle, ready to continue upgrade towards Santa...

"Steaming Well"

At the end of the line, "James" waits at the buffers which are located close to the gates of Copsewood...

"End of the Line"

All of the trains, especially on the 7.25" route, were very busy all afternoon. Myself & James shared the driving on his cracking locomotive which, as usual, was in very fine form. The engine was performing very well, and steaming brilliantly on some very smoky coal. Driving her was a dream as normal, and the run up through the temporary tunnel was certainly enjoyable...and a nice change! Between driving turns the tea was flowing and there were some speciality beverages on offer...The Ultimate Hot Chocolate...The Drink of the God's!...

Unfortunately "Luna" failed half way through the afternoon, but "James" soldiered on, hauling almost all of the trains. The old engine did very well indeed. Once darkness fell, the driving got even more enjoyable and very atmospheric. At just before 6pm, "James" got a well earned rest and her last fire of 2013 was dropped on shed...

The last embers of 2013...

Blowing down at Christmas...a very atmospheric shot...

I must thank my mate James and everyone else at the GEC for a cracking day on their railway...once again! It had been a great afternoon and I enjoyed it very much. Merry Christmas. Cheers, Sam...

Stewarding on the Santa's...

Hi guys. Today was a quiet day, once again stewarding on Shackerstone's "Santa Special" trains. A very enjoyable little day. Best Regards, Sam...