68002 behind at Basingstoke on 22 April 2014 with 0Z68 from Eastleigh to Willesden under the watchful eye of Justin Foulger

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1 Visit us at : June 2014 Vol.42 No behind at Basingstoke on 22 April 2014 with 0Z68 from Eastleigh to Willesden under the watchful eye of Justin Foulger Ian Francis Chairman Secretary Editor John Clark Tony Wright, David Hinxman 17 Beckett Close 43 Pyotts Copse, Old Basing, 2 Dean Close Basingstoke, Basingstoke Winchester RG23 8HS RG24 8WE SO22 5LP , jeclark71@hotmail.com secretary@bdrs70d.com bdrsnewsletter@yahoo.co.uk Forthcoming meetings to be held on Wednesdays at 7.45pm at the Wote Street Club, Basingstoke: 11 JUNE: MY LIFE WITH A PRINCESS. Bob Edwardes, a long standing support crew member of the 6201 Princess Elizabeth Locomotive Society, will explain the roles of the support crew and will illustrate his talk with some of the many pictures he has taken whilst travelling with "Lizzie" around the country. 25 JUNE: THERE AND BACK AGAIN - THE BUILDING AND REBUILDING OF THE GLOUCESTER & WARWICKSHIRE RAILWAY. Peter Bennet who works in the C&W Department of the Gloucester & Warwickshire Railway will give an illustrated talk on the railway. This will include overcoming the recent landslide problems as well as expansion plans completed and proposed. 9 JULY: STRICTLY FREIGHT ONLY (PART 2) - Following his popular presentation of Part 1 in 2013, Brian Ringer returns to bring us up to date on UK freight by covering developments and changes over the last 25 years or so up to and including privatisation. 23 JULY: SHOVELLING THE MUCK - David Boughen completed an MSc at York University. His dissertation was based on research into the civil engineers that built the early mainline railways in the UK, particularly looking at how so much was achieved using mainly manual labour and why it was such a risky business. We would be pleased to hear from anyone who could give a railway-based presentation. This Newsletter is produced by the Basingstoke and District Railway Society and is issued free of charge and for the interest of its members and of the Society s friends 1

2 EDITORIAL I don t care if you are the Mayor.. Many of you will probably have seen this in the news but it made me smile so I thought I would mention it briefly here. A self-confessed public transport enthusiast, John Scraggs, who is in his third term as Mayor of Chippenham, could not wait to make a trip to Russia to see Soviet buses and trains but he got far more than he bargained for when he was led to the cells and interrogated after the authorities found photos of the balding and bespectacled first citizen of Chippenham, Wiltshire posing next to Russian trams and trolley buses. Mr Scraggs was held for five hours with another man from a 23-strong party of tourists, despite voicing his innocence. The pair allegedly faced tough questioning from secret service interrogators and feared death by firing squad. Sacre Bleu! 2,000 new trains ordered by SNCF at a cost of 15bn euros ( 12.1bn) are too wide for many regional platforms. It has been reported that this embarrassing blunder has so far cost French taxpayers over 50m euros ( 40.6m) and that this figure is likely to rise even further. Whilst remedial work has started, there are still 1,000 platforms to be dealt with! It seems that the national rail operator, RFF, gave the wrong dimensions to train company SNCF. Apparently they measured only platforms built less than 30 years ago, completely overlooking the fact that many of France's regional platforms were built more than 50 years ago when trains were narrower. New Electric Services in Scotland Electric trains have entered service on the 50km Glasgow to Cumbernauld line after an 80 million upgrade of the route. There will now be 59 trains each day rather than 36. Seating capacity has more than doubled to 11,500. As well as electrification, station modernisation has been completed at Haymarket and Glasgow Queen Street and a new station provided at Cumbernauld. The work was carried out on time, on budget and in readiness for the forthcoming Commonwealth Games. Go-Ahead gets the go ahead Govia, a joint venture between the Go-Ahead Group and Keolis from France has been awarded a 7 year contract worth some 8.9bn to run Thameslink/Southern/Great Northern services starting this September. Govia, which is 65% owned by Go-Ahead, currently operates Southern services. A New Arrival Down This Way Its not only the Class 68 on the front page which is new around here: Almost straight out of the box, new Class in company with Class 73s at Eastleigh recently 2

3 NATIONAL RAILWAY MUSEUM (NRM) VOLUNTEER RESEARCH OPPORTUNITY We have been asked by the NRM to publicise this volunteering opportunity which they are offering. The NRM is looking for people with an interest in research and/or railways to work from home to help them complete a new railway research tool based on the work of esteemed railway historian Alan Jackson. Jackson wrote many books in his lifetime and, as part of his work, created an extensive collection of reference cards of railway-related themes from books, magazines and accompanying boxes of clippings. The Railway and Canal Historical Society have provided the funding to have these hand-written cards digitised. They have also helped the NRM to find volunteers needed to transcribe the many thousand entries of the digital index cards into a useable spreadsheet - the goal being to create an online reference tool. The more volunteers there are, the sooner the tool will be ready for use. This is the first time that the NRM has supported volunteers who work away from the Museum and they would welcome any offers of assistance. If you would like to help, the address is karen.baker@nrm.org.uk - or you can write to Karen Baker, Librarian - Knowledge and Collections, NRM, Leeman Road, York YO26 4XJ, or telephone HOW THINGS HAVE CHANGED AT WINCHESTER... FIRST, A SNIPPET FROM THE 2 nd JANUARY 1914 EDITION OF THE HAMPSHIRE CHRONICLE ABOUT THE INTRODUCTION OF PLATFORM TICKETS AT WINCHESTER S LONDON AND SOUTH WESTERN RAILWAY STATION Peter Tran The practice of making people purchase a penny ticket if they wish to go on the platform to see friends off, or to await their arrival, has been extended to Winchester, having come into force as from Tuesday last. Outside the main entrance to the station is a penny-in-the-slot machine, and it is here that people must obtain the ticket. Anyone who has legitimate business on the platform will be freely admitted. If a person desires to go to Messrs. W.H. Smith and Son's bookstall to purchase a newspaper or to exchange a library book, he has only to mention this purpose to the collector at the gate, and he will at once be allowed to pass...and AN UPDATE BY THE EDITOR 100 YEARS LATER 100 years ago I doubt that there many cars bringing passengers to Winchester Station but, like so many other places nowadays, the demand for car parking spaces seems to be insatiable. At Winchester there is now a multi-storey car park built on the former down side surface car park.. The days when it was the coal yard are now a distant memory. My late Great Uncle Bill was the manager of J.R.Wood and Company, a local coal delivery firm, whose office was at the top of Station Approach on the right hand side. That building disappeared when Station Approach was remodelled and the underpass was carried through from Stockbridge Road. All that remain are a few steps leading down from what would have been the back of the coal office to a locked gate on the town side of the road tunnel in Stockbridge Road under the station. The coal yard itself has been covered by the down side surface car park for years. Another recent development is the construction of a passenger lift at the London end of Winchester Station. It opened recently and, for some, was a good vantage point to view Black on a Cathedrals Express arriving just after 2.00pm on 8 April this year and departing at about 5.10 that afternoon. It has completely changed the look of the station as has the multi-storey car park. The latter has also caused a bit of a stir with pedestrians who accessed the station from the Andover Road and the Market Car Park. Unfortunately it seems that the right of way previously available through the former surface level station car park has been built over! We will have to wait and see what happens next on that score. I try to look on the bright side. Both developments might present new photo opportunities. 3

4 My photograph below on the left was taken from the St. Paul s Hill overbridge and shows the new lifts and link between platforms 1 and 2 at the London end. The other shot was taken from the up side car park. TYNESIDE SUBURBAN RAILWAYS (PART 1) Recent reminiscences by my wife, about childhood family trips by electric train to the sandy beaches around Tynemouth, (plus some serious courting there in the late 50 s), prompted me to look a little closer at the origins of the system. Tyneside s suburban railway services were one of the earliest in the north of England and gradually evolved, as the years went by, into an electrified circular route on the north side of the river. This connected Newcastle with the north Tyne riverside, the seaside holiday resorts and the residential areas to the north of the city. Services to south Tyneside, subsequently also electrified, were extended over the Tyne to connect Newcastle with Gateshead, the south Tyne riverside and South Shields. The first suburban services began on the north side of the river with the Newcastle & North Shields Railway, (N&NSR), which began running via Wallsend to Tynemouth in June 1839, from a temporary terminus at Carliol Square in Newcastle-upon-Tyne. The river banks rise quite steeply in places and so the route of the railway needed two very significant structures to reach North Shields. The first of two double tracked viaducts was close to Byker where the railway required a threearched 918-feet long structure to cross the deep ravine, or Dene as they are known locally, and the Ouse Burn, which runs down into the River Tyne. The second viaduct, much closer to North Shields, was at Willington Quay. This was even longer, requiring seven arches to cross the 1,048- feet gap over the Willington Dene. Takeovers happened regularly in the Mania days of the railways and the N&NSR was swallowed up in 1844 by a bigger player in the guise of the Newcastle & Berwick Railway, (N&BR). Ten years later, in 1854, the N&BR was itself absorbed into the York, Newcastle & Berwick Railway, (YN&BR). With more capital available the original N&NSR section had been extended, in 1847, further into Tynemouth to better serve the town and beaches. In 1850 the original N&NSR Carliol Square terminus in Newcastle was closed and the route extended into the present Doric arch fronted Newcastle Central station. In 1849 the YN&BR opened its Robert Stephenson built 2-level rail-road High Level Bridge over the Tyne in order to bring its north-south mainline services from London, York and Gateshead directly into Newcastle Central station. This avoided the time consuming change for passengers to horse drawn road transport in Gateshead, the steep descent to cross the river and the equally steep climb to gain the access to the railway station in Newcastle. In 1854 a further amalgamation saw the whole system become part of the North Eastern Railway, (NER). Later, in 1906, the NER built the King Edward Bridge, a little higher upstream, to better serve Newcastle Central directly from Durham. This avoided the time consuming delays involved with reversals of through mainline trains using the High Level Bridge. To better serve the significant number workers in the shipbuilding and engineering yards along the Tyne s north bank, the NER had opened the Riverside Branch in 1873, which diverged from the Tynemouth route at Byker, just to the east of the Ouse Burn viaduct, and re-joined it again at Willington Quay. In 1882 the station at Tynemouth closed and was replaced by a new much larger through one. This catered for the ever increasing amounts of holiday traffic and had a large covered area to protect the waiting holiday crowds from the sometimes inclement weather at the coast. Most of this roofed area still exists today as part of the current Metro system. From Tynemouth a new 4

5 northerly line was built, closer to the coast, to serve the rapidly growing beach resorts of Cullercoats, Whitley Bay and Monkseaton. These resorts rapidly expanded, becoming an attractive place for the more wealthy people of Tyneside, who wanted to get away from the city s grime and smoke, to live closer to the sea. Tyneside commuter services had begun. A link between Newcastle Central and New Bridge Street stations was completed in 1909 and the latter now closed. Later, electric trains terminating at Manors since 1904 were then able to continue to Newcastle Central in 1914, to use the dedicated former steam terminal platforms at the north eastern side of the station. Passenger services to South Shields, over the High Level Bridge and through Gateshead, Felling and Brockley Whins, were very patchy in the early days. An older patchwork of lines on the south bank of the river brought huge amounts of coal from the Durham coalfield to the numerous coal staithes on the south bank of the Tyne. Early passenger services were gradually linked together using some of these to provide a through service of sorts. It wasn t until 1879, when the NER built a station at South Shields, that trains began operating a more regular pattern of services. These also started from the same suburban north eastern bay platforms in Newcastle Central used by the north Tyneside services. This meant crossing the increasingly busy mainline route to the north, to reach the High Level Bridge, using what was described at the time of its construction in 1893 as the largest cast diamond crossing in the world. This had been built to give the equally busy tracks from the High Level Bridge a robust crossing to reach all the platforms in Newcastle Central station. Some years later, when the station became a through route, it had been considerably widened and extended to reflect the importance of its position on the London to Edinburgh mainline. The NER had begun operating its first north Tyneside suburban Electric Multiple Unit, (EMU), services in March Two years earlier in 1902 the Newcastle Electric Tramway began running its services in the Newcastle city area and it was immediately obvious to the NER that their elderly, slow and dirty steam services were quickly going to lose out to the brand new clean electric Trams. So they set about designing and converting their northern suburban routes to a 600V DC electric traction system, using third rail pick-up. They also introduced brand new clean EMU stock which was built in the NER s York Carriage Works. This was only the second suburban electric passenger train service, operated by a British main line railway company, to use the 3 rd rail system. The Lancashire & Yorkshire Railway started its Liverpool to Southport area services just one week earlier. The electrified services north of the River Tyne were designed as a circular route, running in both directions from Newcastle via Wallsend and Tynemouth, including the Riverside Branch, and then back again to Newcastle Bridge Street station, via Cullercoats, Whitley Bay, Monkseaton, Benton and Jesmond. To complete the loop for electric running it was necessary to utilise and bring up to date the connection, made by the Blyth & Tyne in 1864, between Monkseaton and Backworth. Re-location of both stations was made to suit the new electric services and a new connection was made at Benton with the NER mainline; now the ECML. It was electrified for 3 rd rail as far south as Heaton depot, where a new junction was built to allow the electric trains to reach the Walkergate Carriage & Repair works for maintainance. It was not until 1923 that the Gosforth Car Sheds were opened, following a serious fire in 1918 at Heaton Car Sheds and the loss of 34 cars. A short section of the South Gosforth junction to Ponteland branch, which had opened in 1905, was electrified to give access to the new Gosforth depot, which is still open and operating today for Metro stock. The electrified services were an immediate success, carrying many people both to work and to spend their leisure time at the coastal resorts. One of the many spinoffs benefitting from the new electric railway s presence was the building of the Spanish City leisure park in Whitley Bay, which opened in This boasted a large white leisure building with an iconic dome, which still exists today. It is Grade 2 listed and presently out of use awaiting re-development. Shortly after the main building opened a large Blackpool type Funfair also opened beside it, boasting a huge roller coaster and a host of other rides and attractions. This was a big attraction, together with the fine sandy beaches close by, for both local residents and the many holiday makers visiting from outside the Tyneside area. The Funfair closed in the 1990 s and the area it occupied is now currently being re-developed. Following the Grouping of 1923, railways along the eastern side of the country, north of the Thames, were amalgamated to become the London & North Eastern Railway, (LNER). Early plans began by the new owners for an extension of the electrified system from Newcastle Central to south 5

6 Tyneside, crossing the High Level Bridge, to serve Gateshead and Pelaw, before turning east to call at Hebburn, Jarrow, Tyne Dock and South Shields. Due to the depression and financial constraints of the 1930 s, it was to be March 1938 before this part of the electrified system opened. By 1963, after many years of successful operation, the entire electric suburban system was in serious decay. Following a World War, and very little maintenance of infrastructure and rolling stock, the oldest vehicles dating back to 1937 had reached the end of their life. Little money was available at that time for new investment, so British Railways decided they had little alternative but to rationalise matters. This involved first lifting the Newcastle-South Shields 3 rd rail electric system, removing the stock and replacing it with modern DMU s. Selective cannibalisation saw the best of the South Shields electric stock moved across the Tyne to keep the Northern loop line trains running. These only lasted a further 4 years until 1967, when these services were also replaced by DMU s. This was the end of the electric era on Tyneside, for the time being anyway. By 1973 it was apparent that the DMU s were once again losing passengers to the rapidly expanding fleet of modern buses then operating. As a result train services began to be reduced and vandalism started in earnest when electrified tracks were no longer present. Something had to be done! South Gosforth Car Sheds 1938 South Tyneside train on diamond crossing at Newcastle in 1947 Newcastle Central in 1947 BR liveried 1920 stock at Newcastle Central in 1950 EAST LINCOLNSHIRE RAILWAY The Lincolnshire Wolds Railway have aspirations to give Louth a railway once again. There is an e- petition you can sign up to if you want to support the return of the line. You will find it here: 6

7 MEETINGS OF OTHER SOCIETIES Meon Valley Locomotive Society: 8.00pm, Church Hall, Free Street, Bishop s Waltham 10 June - The Rail Accident Investigation Board; Chris Ford explains how the body works. Preceded by the AGM. 8 July The Sprat & Winkle Line with Rod Hoyle Newbury and District Transport Group: 7.30pm, Kennet School Library, Stoney Lane, Thatcham 16 June meeting scheduled but no topic specified 21 July - 50 Years in the Road Transport Business with Steve Wimbush Oxfordshire Railway Society: 7.30pm Seacourt Day Centre, Seacourt Road, Botley, Oxford 11 June - And you thought they were all clean (part 11) Route of the Master Cutler Part 2) with Chris Youett 27 July - Visit to Garden and Woodland Railway near Thame Starting at New Forest Railway Club: 7.30pm McLellan Hall,Community Centre,Cannon Street, Lymington 27 June - 80 years of Southampton Passenger Ships with Bert Moody 25 July - Branch Lines around Tiverton (Exe & Culm Valleys) with Mike Pym Reading Transport Group pm at Church House, Church Street, Caversham, Reading No meetings until September 17 RCTS Solent Branch (in association with the Mid-Hants Railway s Southampton and Waterside Group) 7.30pm at the Eastleigh Railway Institute, Romsey Road, Eastleigh 18 June - Observation evening at Eastleigh Station from hours 16 July - Observation evening at Reading Station from hours Eastleigh Railway Engineering Society (contact 2 Sparrow Square, Eastleigh; tel: ) 7 June visit to the Avon Valley Railway at Bitton, near Bath REVIEW OF PREVIOUS MEETINGS 14 May: A Day in the life of a Volunteer (Part 2) - Nigel Mann Just over a year to the day of his last visit, Nigel returned to the Society to bring us the concluding part of his experience so far as a volunteer signalman and guard on the Mid-Hants Railway and the West Somerset Railway respectively. Previously Nigel had taken us along the line at the West Somerset and Mid-Hants and to the signal boxes en route. To conclude the signalling element we were asked to think about how long a day in the life of a volunteer might be. Whilst this depended on what sort of work you might be doing, the signaller's shift was usually the longest - the first on duty so that locos and stock can move around and the last to finish when all loco and stock movements had finished for the day. Mentioning the original signal frame at Ropleyfor its exposure to the elements and difficulty to operate, Nigel showed a number of images of the inside of its replacement, the box from Netley. Still a cold place to work in winter despite its fire, it exuded nostalgia and is the senior box on the railway with control over the station and busy shed yard. We were also treated to the inside of Williton box on the WSR and the rodding below the floor: if you thought telephone wiring was complicated then think again. Remember that this equipment with its complex and delicate interlocking is 100 years old. 7

8 Signalling improvements were planned at Williton to assist operations, At Minehead, however, cable theft was a problem. Moving on, Nigel enthusiastically explained the responsibilities of the guard. As he said, signing on for duty and waving the green flag is just the tip of the iceberg. 'Where is my train?' is the guard's first question given that on the WSR three trains depart from Bishops Lydiard before the first one arrives from Minehead. As with the responsibilities of the signaller, safety is paramount for the guard. That means, before departure, a thorough check of the train is required from the bottom up starting with the bogies and coach connections. A potentially messy and unpleasant job but at least they employ contractors on the WSR for internal cleaning. We were also treated to the contents of his famous guard's bags - not only red and green flags but also a plethora of essential items designed to ensure that the journey was as enjoyable and safe as it could be, right down to the inclusion of a box of extra long safety matches for lighting the oil tail lamp should it go out. Volunteering was clearly in the Mann family genes: as we saw from some of his pictures, Nigel's father had initially taken up the baton, then Nigel and now Nigel's son. Nigel's commitment was clear for all to see and, again, he put on an excellent, relaxed and informative show with the emphasis on the safety of passengers and crew which drew plenty of quips and questions from the floor. Since May 2013 his railway career had taken some twists and turns as signalling arrangements on the main line were refined and he was now at Three Bridges. I don t think that his arm would need twisting too hard to get him to come back again to talk about his day job. ED. 28 th May: The Leighton Buzzard Railway Before and Beyond - Tony Tomkins Tony Tomkins, the Planning Officer for the Leighton Buzzard Railway, visited us for the first time to give an illustrated talk about the past, present and future of this successful 2ft gauge former industrial line. Tony began by explaining the geology of the local area, which is rich in thick seams of very fine quality sand laid down in prehistoric times and now overlaid with layers of clay. Because of its purity and colourings, from white to dark brown, its use is valued in a variety of applications from foundry moulds to golf-course bunkers. The coming of the Luton & Dunstable Railway in 1848 saw exploitation of the Greensand Ridge. This remained little used however, as the cost of transportation was uncompetitive with cheap imports from Europe. The outbreak of the First World War in 1914 saw these imports halted and serious abstraction from the Greensand Ridge begun. Wartime regulations allowed transport by horse-drawn carts, and later Steam Lorries, using the road to the railway at Billington Road on the Dunstable branch. As a result most roads in the area suffered enormous damage and following the cease of hostilities in 1918, the Government said that in future road repairs would become the responsibility of the Quarry owners. This ultimatum quickly led to the formation of the Leighton Buzzard Light Railway Ltd. (LBLR), owned by the two main quarry operators in the area - Joseph Arnold & Sons and George Garside (Sand) Ltd. A 2ft. gauge line was swiftly built from Billington Road sidings to Heath and Reach quarries, a distance of some 3.5 miles, opening in Using mostly WD surplus materials recovered from the European war zone, it also quickly established a network of sidings and branches to serve the quarries and other industries built beside the quarry line. Portable track lengths and pre-formed point -work, quickly laid to deliver supplies and ammunition to the forward trench areas in the war zone, and equally quickly withdrawn, was ideal for use in the sand quarries. The LBLR s original steam locos lasted just 2 years, being replaced in 1921 by ex-wd war zone armoured Simplex petrol locomotives, built locally in Bedford. The peak traffic period of the line was in the late 1940 s and early 1950 s, when 20 trains of sand were moved each day. Operations finally ceased in In 1967 a group of enthusiasts, then known as the Iron Horse Railway Preservation Society, had received permission to run passenger trains over the LBLR mainline, beginning on 3 rd March This was the beginning of the Leighton Buzzard Narrow Gauge Railway Society, a non-profit making body, whose Members still voluntarily operate the railway today from the main station at Pages Park. Steam powered regular services began in June 1968 and have continued, together with an 8

9 assortment of industrial diesels, ever since. The very last sand carrying branch line ceased operation in 1981 and quarry traffic now utilises dumper trucks and road transport. Today s operations on the preserved LBLR are much more sophisticated, with better track, rolling stock, signalling and all the comforts of the 21 st century. A significant collection of steam locos and internal combustion locos now operate and a Museum comprehensively explains the significant history of this important industrial line. The first steam loco to operate in preservation, and still running today, was Chaloner, a vertical boiler DeWinton of It was originally built for operation in a North Wales slate quarry. What happens next is always the question on people s lips it seems, and with the 100 th Anniversary of World War 1 imminent, the railway is hoping to restore to working operation the sole remaining 40hp Armoured Simplex WDLR, No.2182 (1917), still to retain its original petrol engine. Peter Tran MARTIN BODDY S QUIZ CORNER Here are the answers to the questions posed by Martin Boddy last month, and the questions again in case you needed a reminder. 1) What was odd about the name of BR Standard 5 No "Melisande"? Melisande was a character from the 1893 French play and opera Pelleas and Melisande, and had nothing to do with the Arthurian legends! 2) What was the earliest railway tunnel in regular use on BR? Talyllyn tunnel (674 yds), east of Brecon. Built for the Hay Railway in 1816, it was closed in ) What were the first tank locomotives used in Britain? The two Kitson locomotives built for the 2'6" gauge Leek & Manifold Railway in Staffordshire. 4) Which location in Great Western days had four signal boxes named North, East, South, and West, Loop Junctions? Honeybourne. The complicated layout created a triangle within a larger triangle! 5) What was historic about M. S.& L. Railway Parker designed 9C class (later LNER N5) tank No 7? It was, in 1891, the first British locomotive built with a Belpaire firebox and survived until August Regrettably not saved despite its historic significance. Did anyone get them all right? Did anyone get any of them right? Some of them maybe? WHERE AM I? I had several responses to last month s pictures, nearly all of which were correct. The first picture was a Class 317 emu at St. Pancras before the station was redeveloped and the second was at Alresford of West Country Class Wadebridge pausing in the down platform whilst I was sat behind the driver s seat in the now departed first generation dmu. Can anyone tell me where I am this month? 9

10 PUZZLE PAGE They say that there is a first time for everything so here goes a wordsearch of locomotive classes and names. There are forty to find: forwards, backwards, up, down and diagonal, all listed at the bottom of the page. Solution next time. R E M E M B R A N C E L T I N O S L E N E P X T U Y R Z O R N O E T H V I F L E T K S A N E M U P O I N D I A E S A A R S A P R O E N N Y Y T Z U L L R W L I R E N E R S T P A D D Y N D E L T I C N A H C A E Y O O L T O P H A B X D N O L B C R E P E L L O A N S C L I U E D N U W N O T S W I N D O N T S W M F L L T A E I C A Z N A B A C R E E A S P E L D O L W E S T C O U N T R Y T R O E T D D O G E E N O T E D I S M N X S W R I R U O G S P U R S M E L O O H C H E K X A J A G T H E R M E S U C T R O I S R E G O N W A P E I C I T N R H U T P T C I O G C I I O L N Y H O P O E X L E E C H P E A N N E A G Z U L U Y S Y O P R A N O T S C A M I T O R E S P E A K A N E R N O T E D I N O T E D S Q U E J N O S K C A L S N E E N O R T H B R I T I S H F A C E S A L C C O L O M B O O D A N R O T E A T Accra Croydon Jason St Paddy Ajax Defiant Nelson Swindon Andania Deltic North British Tornado Anzac Elaine Oryx Torrington Bude Etarre Peak Warship Bulldog Eton Planet West Country Castle Falcon Pluto Western Colombo Hall Remembrance Weymouth County Hermes Schools Winchester Crepello India Skiddaw Zulu 10