"Santa Special"s at Evesham Vale...

Hi all. Over the years I've always found that nothing gets me into the Christmas mood more than operating "Santa Special" trains. There is something about the pleasant atmosphere that often comes with them that is quite infectious and its lovely to be involved with them, especially nearer to the big day. Today I was booked to drive at the 15" gauge Evesham Vale Light Railway and so an early morning trip down to Worcestershire was on the cards. I arrived at the EVLR's base of Twyford station at around 8:10am, having called for my now traditional McDonalds breakfast on route. It was lovely...

EVLR owners Adrian & Sandra soon arrived and we all duly signed in. On the roster was 300...that's "Monty". I was quite pleased to have "Monty" today as not only does she have a full cab but she is also the most powerful engine of the three in the fleet so there is never any shortage of strength. Myself & Adrian were soon pushing a cold "Monty" outside into the morning air: pushing an engine is a luxury of 15" gauge! With the loco secured I went around doing my checks before lighting the fire...

With a good blaze of paraffin-soaked rags roaring away on the grate, wood is added on top with a final compliment of coal. I tend to use the coal just to black the whole lot out. You can still hear the wood crackling away beneath and that's a sure sign that you're onto a winner. At Evesham, an airline is added to provide the artificial draft required to bring the heat through the tubes and eject it skyward up the chimney. These Exmoor engines do draw quite well once the chimney is hot but a helping hand from the airline doesn't hurt. Once the fire is lit, the Driver starts with the brasses. It was quite nice this morning polishing the engine whilst watching the sun come through the mist that was hovering like a blanket above the Vale of Evesham...

Once the brasses are done you can continue around the engine with the Pledge. Pledge is used to polish up the paintwork and the cream livery of the cab interior. With the cleaning tasks complete, the grease gun is used to top up the low maintenance roller bearings before a final application of bearing oil is added to any oil points. "Monty" has 8 wick-feed pots and a mechanical lubricator too. Once I'd completed preparation, "Monty" was looking very smart on her shed road, proudly wearing the "Santa Special" headboard...

It was just after 10am that I boarded the cab and prepared to steam out to the mouth of the yard to blow the boiler down. Blowing down violently ejects any deposits which may leave the steam during evaporation. The deposits generally congregate around the lowest section of the boiler/firebox - the foundation ring - and a throat plate mounted valve allows you to release water at boiler pressure and thus the deposits should follow along within. Boilers are washed out at regular intervals for this same reason. The worry is that if the deposits are allowed to settle, the plate-work will wear as there is not water on the surface but scale. Fireboxes have been quilted and stays have been cooked like this in the past. Anyway, back on track, the engine was blown down 1/2 a glass as normal...

The EVLR Santa trains operate to the normal Winter timetable, with 12 departures scheduled at half hourly intervals and the first one at 10:30am. The passengers take a steam hauled train ride around the railway, returning to Twyford to see Santa in the recently completed log cabin. The process continues throughout the day and I believe that over 400 Santa tickets had been sold for today alone. That made the EVLR sold out! There was however limited capacity for 'just a train ride' too, meaning that "Monty" would have a good 4-coach load all day long. We left Twyford on time with the first departure, steaming easily around the circuit but slipping well on Fishers Bank. Due to the slipping encountered I decided to manually sand the track out of Evesham Vale in case we lost traction on the spring-loaded trailing points. "Monty" returned easily back to Twyford and was quickly run round following a stop at the water column. Here we go again...

The 11am train provided a well deserved kick in the pride! I couldn't help thinking on the first trip how the usually agile "Monty" was being held back by the heavy train. Four coaches is normally no issue but having said that every train had pretty much every seat full today. Whilst steaming up Fishers Bank on the 11am trip with the pressure nudging the red line, "Monty" burst into a slip. When I caught it we continued another few panels before slipping again during which the weight of the train on the draw-bar halted "Monty" like an anchored ship! Taking account of rail condition and the fact that we'd stalled out, I opted to secure the train and sand the rail. Attempting to continue without sand would have been nothing shy of embarrassing! Having sanded the rails ahead of the engine and in front of and between the driving wheels, I whistled up following a fresh "Right Away" before opening the regulator. Due to the bank, the regulator must be opened as the brakes are removed to prevent a snag or a roll back. Thankfully, with sand under the tyres, "Monty" roared away with steam to spare. I was thankful once again to have "Monty" as no grip is one thing but no power and no grip is quite another! Away from the sanded section "Monty" continued to slip at regular intervals but the momentum kept us going until we reached the summit and descended through the tunnel...

The climb up Twyford Bank was much easier, though I will say that it "got hold of her". Speaking to Adrian prior to the 11:30am trip, he said that there were many adults aboard today and thus the train weights were heavier than normal. This was pretty good to hear as "Monty" is usually the do anything engine but today she was working hard for her living! The day went on just like that really. We steamed in, ran round, coupled up and off we went again. The day went very quickly indeed and it was lovely to see smiling faces and listen to the Christmas music during the Twyford layovers. "Monty" is spotted simmering outside the Mess Room whilst I make a cuppa' prior to an early afternoon run...

Every three trips it was time to re-oil the motion, particularly the die blocks and spindles. "Monty", though working hard, was in her usual good form and I had no trouble with steam nor water. Its a pleasant engine to be on...

For the 1pm train some of the family came up for a train ride. They were visiting The Valley for a coffee and a look around the Garden Centre. Mum joined me on the engine for the return trip from Evesham Vale and remarked how warm the fire was!...

Looking ahead with the 2pm train from Twyford, hauled by "Monty"...

The engine continued to go well, right through into the afternoon. The 2pm was most enjoyable and, with the rails slightly dryer, "Monty" had the edge again...

Looking homeward from Evesham Vale, awaiting the "Right Away"...

The engine was watered once again in readiness for the 3pm departure, with two more outings to follow after that one. The trains remained full throughout the day and Santa constantly had a queue of mince pie holding visitors...

Talking of mince pies, the traditional EVLR Tea & Cake turned into the Tea & Mince Pie today - how very festive! Its always nice to enjoy a cuppa' by the fireside...

Just prior to departure with the 3pm trip, we changed the "Santa Special" headboard for the very nice Midland-looking lamp. The light was much dimmer than the photographs portray as the clouds were beginning to settle in readiness for a Wintry evening...

The engine continued to steam well and was sitting happily on the red line as we awaited departure with the final train of the day - the 4pm run. The light had faded well by this point and "Monty"s headlamp was burning brightly...

It was quite pleasant steaming off into the dim light of this Winter evening, with "Monty" throwing white steam over her shoulder. Steaming through the old Apple Orchards, the engine made her voice heard. The final train called at Evesham Vale and Fran the Guard went around dishing out the sweets to the younger visitors for the last time today. "Monty" now had a nice, thin fire and was being readied to go on shed...

Returning to Twyford, the many passengers alighted under the station roof in order to watch "Monty" turn. With the engine clear of the turntable, the gates were opened and the queue moved across to beyond Platform 3 where the log cabin stands. Whilst they waited to see Santa, I watered "Monty" for the last time before steaming gently backwards onto the shed across the creaking points. Once secured, it was time to dispose...

The fire is raked through to leave a warm, light covering and the boiler is well filled to knock the pressure back. The engine is then cleaned once again with the Pledge and the motion rubbed down. The ashpan is also emptied and the tools stowed correctly prior to reversing back into the shed. All in all, another very pleasant day on EVLR metals and a very nice atmosphere hauling their Santa trains. Many thanks to Adrian & Sandra for another great day. Cheers all and Merry Christmas. Good evening, Sam...

Back Where We Started - Return To Shackerstone...

Hi all. This post may well come as a surprise to most readers. Believe me, it has surprised nobody more than myself! Over the past couple of months I've been in talks with Shack about a possible return, helping out here and there in the Steam Department. As I've been quite busy with one thing and another in 2016, the return got pushed back and back and it was today that I finally set foot back on Shackerstone soil for the first time in 15 months. I popped over there today to have a Rules Refresher; a kind of exam where you go through the differences in the rules compared to the ones I did during my previous time there. As well as these questions to do there were also many things to sign in order to become familiar with it all again. Following my reintroduction to the procedures I headed up onto the platform to sign in. JB and Carl were out on the visiting locomotive: another old friend: the National Railway Museum's 4-4-0 T9, or 'Greyhound' as they were called...

It wasn't long before JB kindly invited me aboard his Southern steed and the slender 4-4-0 was then backed down onto the front of the 1pm departure. The Austerity "Cumbria" was down the line on the morning 'Santa Deluxe' train and the T9 was poised for departure as soon as the industrial engine returned. The last time I stood on the Greyhound was Easter 2013 when I had a pretty rough day with it - see post here. It is very fair to say that I had never really forgotten the Greyhound that bit me and I had unfinished business with this old Southern. Footplate crews around the world will know that when you have a bad day with an engine it kicks you mournfully in the pride and you can't wait to rewrite the scores! My chance to do this would come sooner rather than later when Carl kindly offered me the shovel for the 1pm run. I duly accepted and began making a back end up in the box of No30120. Built in 1899, this old engine has been kindly loaned to Shackerstone from its Cornish residence on the Bodmin & Wenford Railway. As we awaited "Cumbria", the T9 was brewing up nicely with steam heat flowing through the train...

"The Backhead Of T9 No30120"

A bright morning had turned into a very damp afternoon and the T9 was soon sitting in the rain awaiting the Austerity. The road ahead is seen through the spectacle...

The industrial engine soon rolled in from Shenton, clanking past the window of the T9. JB had now created a vacuum as the lower quadrant signal that controls departures from Shackerstone's Platform 2 had dropped to "Clear". Departure was imminent and so I added a few more shovelful's to the back end I was creating. JB described it as a "Western Wedge in a Southern Firebox" - he was right. We left Shackerstone slightly down on time, with the 6ft 7" wheels of the T9 struggling for grip on the damp rails. Eventually, JB prevailed and the Greyhound left Shackerstone in a cloud of steam, climbing steadily towards Barton. Once the weight was on the move, 30120 sounded a treat and we were soon steaming out into the fields of Leicestershire. Carl was also on his first day back on the railway and we both remarked how it felt like we'd never been away. We knew this line, we still do, its like riding a bike - you never forget! Even after such a time away you seem to know every leaf of the line as though it were yesterday that you last travelled down it. I suppose that's what comes from doing 5 trips almost every weekend for a few years!

"Santa Special"s at Shack, whether 'Classic' or 'Deluxe', all follow the same running arrangement. The train takes a steady run to Market Bosworth and calls there on a pathing stop, allowing the crew to keep the fire thin for a bit and of course grab the necessary cuppa'. Once the big man in red has seen the majority of the children on board, the Guard gives the "Right Away" for the train to proceed to Shenton. The T9 steamed well throughout the journey down to the fields of Bosworth, hanging around the 160psi mark on the clock. With the steam heat off and with permission from JB, I uncoupled the engine and she duly pulled forward to run round in readiness for a prompt departure...

"Greyhound No30120 Runs Round at Shenton"

Whilst JB ran the engine round I began making up the fire again. The Greyhound was eating the coal away on the forward section of the grate but I noticed that by throwing four across the front and a good one up each side this satisfied the engine and the pressure remained constant. In anticipation of a quicker run back, probably at line speed and non stop through MB, I remade the back end in the T9 before it was time to couple up...

With the engine ready to go we departed Shenton; with the pressure needle hugging the red line; for the run towards Market Bosworth. The T9 steamed gracefully away from Shenton and chugged merrily northwards. Five coaches was no issue...

I'm pleased to say that the Greyhound was lovely to be on today. She steamed well all the way back to Shackerstone, requiring little attention to the fire and being controlled on the dampers and injectors. The unfinished business has now been satisfied and I can honestly say that I'm pleased to have succeeded, if only on one trip, with the Greyhound. The 2013 day we had on it was marred by problems in the morning and though we had the measure of it by the afternoon it didn't feel like a successful day. Today was much nicer and I'm grateful to John and Carl for giving me the opportunity to have a go. Having returned to Shackerstone with the engine in a fair state, I wandered down to the loco shed to see one of my old favourites. Sat at the back of the shed was a forlorn looking "Sir Gomer", covered in dust. As far as I'm aware she hasn't steamed for well over a year and she is now looking fairly sorry for herself. Poor old gal'...

"Peckett & Sons OX1 Class 0-6-0 No1859 'Sir Gomer' of 1932"

A happier Peckett story sits alongside "Gomer": the W7 type 'Dunlop No7'. Long term readers will remember that in my Shack days I started posting overhaul updates on this engine as she hadn't steamed for around 30 years. Its nice to finally report that the engine has now completed its overhaul and has been test steamed in its new blue livery. No7 is from the same Peckett class as Tyseley's No1 and so I know what its like to drive one of these chunky little engines. It was good to see No7 finally finished after a lot of hard work by the guys who own and have restored her. Four years later...

"Peckett & Sons W7 Class 0-4-0"

Having looked at the Peckett pair at the back of the shed, I wandered back up to help JB and Carl with a shunting move in the North End. There would be a special departure tonight, scheduled for 18:30, involving the T9. The 'Classic' set was not required and so was stabled in the North End out of the way. The removal of the coaches (with the 'Deluxe' set still down the line) enabled a shot of the Greyhound simmering away outside an illuminated and festive looking Shackerstone station...

Well guys I had a prior engagement tonight - hence why I wasn't on the Tyseley trip to York today with the immaculate 5043 - so I had to leave Shack at around 5pm to get home. It was kind of strange to be back there but at the same time it felt like I'd never been away. We used to spend so much time there that it became like a second home - as daft as that sounds. I'm booked on the T9 with JB next Sunday so we'll see how we go on. Finally, of course, Merry Christmas. Best Regards, Sam...

Tyseley: In The Bleak Midwinter...

Hi all. Today was a pleasant but chilly day spent at Tyseley on an unexpected volunteer Saturday. I say unexpected because we were meant to be on a trip to Lincoln for the Lindum Fayre. Sadly, both of the collection's operational main line 4-6-0s had been declared out of gauge for the route in recent weeks and so even deputising 4965 for 5043 offered no chance of a steam hauled train. These things happen. Anyway, I arrived at the former 84E shed at just after 10am, having driven through the frosty morning conditions and called at the Tyseley Corner Café on route. The hearty sandwich that followed was most welcome on this crisp winter day...

Having enjoyed my sandwich in the car, I wandered down to the loco shed to find the lads. My first job was to work the signalbox for a shunt move out of Platform 2 road and this required some quick calculations in order to work out which levers were required and in which order. I haven't signalled anything from Platform 2 for a long time! Job done, I was given a brass packing for "Clun Castle" to work until it fit properly. Whilst collecting some tools, I couldn't help but catch a snap of "Rood Ashton Hall"...

Just in front of the Hall sat the larger Castle Class 5043. As previously stated, both engines were out of gauge for the Lincoln run. The track on Network Rail does shift over time and during engineering works, with the resulting gauging measurements compared to the locomotives width, height and possible sideways movement (under power for example) to reach a result. Its surprising with 5043 in particular as the Castle's are not really a gauge unfriendly engine, if anything they're pretty good. Ahh well, these things happen. The Castle is off to York next week with the "White Rose": the finale of Tyseley's 2016 operations on the main line...

Back with my little job on 7029, the brass packing in question is used to provide the height of the slide bar on the RH outside cylinder when the bolts are tightened against the hanger casting. The packing had to be worked to achieve a good fit...

With the holes now a good fit on the locking pins and the correct positioning achieved, the packing was squared up on the miller. It was then trial fitted to check the final result before it was stamped up to keep it with 7029...

"Clun Castle" is really coming on now. I have to take my hat off to the Tyseley lads as this has been a very big job and 7029 has had a massive amount of work carried out. I think you can see light at the end of the tunnel with the job now but there is still a massive amount to do. You don't realise until you spend time at a place like Tyseley just how much work and time goes into these old things - let alone money! All being well though 7029 may well return to steam next year which will be fabulous to see...

During the rest of the afternoon I just helped with small jobs - lifting and carrying, bolting things up etc. The slide bars on the RH side of 7029 will now be checked for alignment. As with all steam engines, the alignment of the slide bars and the trueness of the crosshead will end up determining the life of the piston and the bore. If any components are running severely out of true, the bore (or liner if applicable) will become worn more quickly as the support for the ensemble will be compromised. Ensuring everything is correctly in line with the correct tolerance will ensure a longer life for all components and of course will provide a better job all round. Well that's me for Tyseley in 2016 guys. I can't make the York trip next week and then the week after there are two consecutive steam turns booked elsewhere so it'll be January when I return to 84E. I must thank the Tyseley lads for a great and very interesting year with them and hope for many more outings in 2017. My steam knowledge has grown so much whilst volunteering there and I'm most grateful for that. All the best guys, Sam...

* The views and opinions expressed in this blog are merely my own and do not by any means represent the views of the company or any other organisation. Many thanks.

A Warley Wander...

Hi all. A quiet morning was spent today wandering around the 2016 Warley National Model Railway Exhibition at the NEC. We've been coming here annually for about 14 years now and the show is always impressive. This year it was billed to have over 90 layouts on offer in various gauges as well as countless traders, demonstrators and society displays so, once again, we couldn't really miss it. We poured into the show at 9:15am with the rest of the rabble of 'Advanced Ticket' holders and immediately set to wandering around the huge hall. The centrepiece locomotive for this year was the new build GWR 6800 Grange - No6880 "Betton Grange". Based at Llangollen, the project to build 6880 has been ongoing since 1998 and the engine is now at a fairly advanced stage. Of the 80 Grange class 4-6-0s built for the Great Western, none were preserved and so came about 6880. The Grange's were basically Hall's with smaller wheels. The two classes both carried the No1 boiler and the smaller wheeled 6800 class therefore gained a slightly higher tractive effort than the 4900. "Betton Grange" is certainly getting there now and it will be good to see it finally take to the rails under its own steam. The last Grange operated under BR in 1965!

Also on display in Hall 5 this year were a pair of the Vale of Rheidol Railway's beautiful 1ft 11.75" gauge 2-6-2 tanks. One was in an under-overhaul state but standing alongside was "Prince of Wales", finished in a beautiful GWR livery...

GWR 1213 was the number given to VoR No2 when the GWR took over operations following the 1923 amalgamation. The VoR had initially commenced operations in 1902. In 1924 a fully overhauled '1213' emerged but it was later discovered that the engine had actually been built brand new and the old 1213 had been scrapped. These days, VoR No9 "Prince of Wales" carries the number of her scrapped former, continuing the cover-up lets say. We can only assume that the original 1213 was far past life expired and the Great Western simply found it easier to replace it. The three VoR steamers operating the railway in the present day were all built in 1923/24. We'll have to visit the Vale of Rheidol one day. Their engines are beautiful machines but its a long way to Aberystwyth! After a pleasant few hours at the Warley show and a pint in the Wetherspoons, we headed home after a nice morning out. The Warley show is always worth a look and it wouldn't quite be the same without being half beaten to death by the rucksacks of several thousand bobble hatted model railway enthusiasts! Cheers, Sam...

Sunday Lunch On The "Severn Valley Limited"...

Hi all. To my mind there isn't a much more pleasant experience than fine dining on a steam hauled train. Today we had our annual outing to the Severn Valley Railway for a trip on board its ever popular "Severn Valley Limited" Dining Train. We've done the SVR diner a few times now and have always enjoyed its charm. After a spirited run along the M42 and the M5 to reach Kidderminster, we arrived in time to watch the Great Western 2-8-0 No2857 depart with the 12:30pm train to Bridgnorth...

Walking down towards the station from the car park, the dining stock was spotted being steam heated by 43106: the 1951 Darlington Mogul. Known as the 'Flying Pig', 43106 would take us to Bridgnorth along the picturesque Severn Valley...

"The 'Flying Pig' Heats The Dining Stock"

Once at the station building our tickets were checked by the 'Diner Check In' and we were soon trotting up the damp platform to reach our Great Western coach. Departure was not too far away, planned for 12:50pm...

We were shown aboard Great Western 9653: a Collett Restaurant Third built in 1925. Many dining trains around the country use BR stock or the Pullman stock and so it is always refreshing on the SVR to ride in authentic Great Western coaches. Our table was at the trailing end of 9653 and was set for the three course Sunday Lunch...

"Table For Two Set for Lunch"

I just love the atmosphere of the dining trains, call me old fashioned if you will. Having got settled in our seats we ordered drinks whilst the platform staff scurried about busily in the rain. The 'Flying Pig' was building up vacuum ready for departure and the first course was just around the corner. Maisie was impressed with my chats about Great Western coaching stock over a glass of red...

We had barely departed Kidderminster when the very enjoyable first course was served. I could have eaten it twice or three times! My compliments to the chef...

We had a steady run out of Kidderminster, up through Foley Tunnel and down towards the Safari Park. I was quite bemused by some of the nearby diners who were aghast at the sight of the elephants over the fence. The best statement came from over the way - "that's got to be some kind of wildlife reserve". I was amused by that one. There can't be many farmers in Worcestershire who keep a small herd of African Elephants in the top field just in case! Anyway, pulling gently into Bewdley, 43106 made a pathing stop just shy of the platform in order to wait for the next returning train from Bridgnorth. Sure enough, the Manor Class No7812 rolled past the window just as the main course was served. No small portions on the "Severn Valley Limited"...

The main course was enjoyed whilst the 'Flying Pig' meandered gently along the damp Severn Valley, throwing white steam over her shoulder into the crisp Winter air. She seemed to take the train in her stride and only uttered the occasional hooter across the landscape. I felt quite beached after the sumptuous main course - it was great. The gentle rocking of the train over the track was almost enough to lull you to sleep. Arrival in Bridgnorth came at around 2:20pm. We alighted from the train to watch the loco swap and have a look in the gift shop. Leaving the warmth of 9653, the cold air hit you like a brick! The large Hawksworth Pannier No1501 was just slinking gently away from the shed as 2857 prepared to depart for Kidderminster with the Gresley Teaks...

"Great Western Engines at Bridgnorth"

The admiring rabble slowly filtered over the footbridge and down the steps onto Platform 1. 2857 was now on her way, leaving her voice echoing behind. 43106 meanwhile sat calmly at the now rear of the dining train. She would soon be removed and taken to the shed for what I assume would be disposal on this Winter timetable...

After a look in the gift shop and the purchase of some SVR highlighters, we watched 1501 be coupled on to the waiting stock. Only 10 of these powerful Pannier's were built. Designed by Hawksworth and constructed in 1949, the 1500 Class employed 17.5" cylinders and 4ft 7.5" wheels. They were the only GW Pannier Tanks designed with outside cylinders and this gave them a very different look to the much more common 5700 Class for example. Their short wheelbase and Red Route availability restricted their use and they were often confined to ECS workings into London Paddington. Withdrawn in 1961, 1501 and two other 1500s were saved by the NCB for use at Coventry Colliery. All three were bought by the SVR in 1970 upon their withdrawal from Coal Board service. 1502 and 1509 were later scrapped after donating parts towards the restoration of 1501. 1501 is now the sole survivor of the 1500 Class and is a handsome machine...

"The Last Remaining GWR 1500 Class - 1501, Built 1949"

Having admired 1501, we wandered back over the footbridge to Platform 2 in readiness for our 3pm departure. The loco yard outside the shed was alive with engines, including the two huge Bulleid pacifics. The A1 "Tornado" was spotted just inside the door...

Back on the train, 1501 was doing a fine job of keeping the steam heat going. Dessert was served just as we pulled out of Bridgnorth...

1501 sounded cold as we pulled away, duff at the chimney and wet. There were fits of enthusiasm from the cylinder drains in an effort to clear the steam circuit, expelling large amounts of condensate into the air. With the weight on the move, the Pannier began to accelerate and was soon up to line speed. The run back was most pleasant, with the big tank just behind 9653 and us at what was now the first table. We could hear all of her efforts and it was lovely. One thing I will say about this engine though is, as is probably to be expected, when shut-off she gives the train a good thump. The short wheelbase probably provides a nice waddle and those large cylinders strapped to the outside of the frames can't help. Regardless, this is a lovely machine and, these days, a unique survivor. After a pleasant run through the fading light to reach Kidderminster, without forgetting our Coffee, we arrived back at around 4:20pm. 1501 could then enjoy a well earned break as many well filled diners alighted after a lovely afternoon out...

The attractive station at Kidderminster Town was already festively decorated in preparation for the "Santa Special"s that start next weekend...

Wandering back towards the car we watched a dimly lit 2857 depart with a Great Western set. The Great Western engine with the Great Western coaches looked lovely. 1501 meanwhile trotted off up to the water column and enjoyed a drink as we set off for home. That was another very enjoyable day on the Severn Valley Railway and of course the "Severn Valley Limited" Dining Train. I will always recommend this service and no doubt we shall travel on it again sometime in the not too distant future. Finally, everyone's favourite late starter 'Eddie The Late' will be proud to know that the infamous "Three Course Challenge" proved no trouble for these seasoned eaters! Can't beat a steam hauled diner! Cheers all, Sam...