The race to Norwich is on. Image by Lewis Collard
From The CAS Team
– Compiled by Edward Kendal & Andy Carter
So I’ve long been promising an insight into what I’ve been working on lately. But first a bit of background: Langstead Junction is on hold. The reason for this is two-fold.
- Firstly it’s to help me save a bit of cash and post-christmas is always the ideal time in the year to do this.
- Secondly, I’ve got the stage where Langstead Junction has developed as far as is technically possible within the realms of space and design. I’d really like to start a main layout again from scratch, and put right many of the design flaws that I built into Langstead Junction without better knowledge. I’d like to run longer trains, concentrate on scenery to a higher standard and maybe convert my stock to DCC. As you can probably tell this isn’t going to be an overnight change. It also slightly negates the first point: Save Money!
The Edgware London & Highgate Railway opened in 1867. It was almost immedately taken over by The Great Northern Railway and ran services from Edgware, High Barnet and Alexandra Palace to Finsbury Park via Highgate and then onto Moorgate on what is now the Thameslink Northern City Line.
In 1933 it was announced that the line would be amalgamated into London Underground’s Northern Line as part of The New Works Programme and the entire route was to be electrified during the 1930’s. The scheme became known as ‘The Northern Heights.’ Quick and efficient electric trains would then serve the line to The City, as well as the West End, via a newly constructed tunnel linking the line with the tube network at Archway.
A special double review for you today – two Bachmann Class 20’s!
Image by Dave Hitchborne
228 Class 20‘s were designed by English Electric and built between 1957 and 1968 in Newton and Darlington. They were initially intended to service light mixed freight work and were fitted with the English Electric’s 8 SVT Diesel engines capable of producing 1,000 horse power and a top speed of 75mph. For today’s standards the Class 20 is unusual in the fact it has a single cab at the rear of the loco giving the driver poor visibility in the ‘forward’ direction. Despite this, English Electric’s design proved more successful than their competitors of the time: Both the Class 15 and 16 by Thompson-Houston and North British Loco Company respectively featured off-set central cabs giving poor visibility in both directions; and although the Clayton Class 17’s (of which I reviewed last week) had better visibility, their reliability let them down. BR therefore continued to order the ever reliable class 20’s coupling them nose-to-nose in multiple to solve the visibility problem. This practice effectively gave you 2,000hp of tractive power enabling the 20’s to be utilised in heavier freight duties. Some were also retrofitted with train heating and were deployed on passenger routes in the Scottish Highlands.