Met line curiosities 24/07

Every day alterations that keep us all busy running the railway, all in a days work, especially one of our operating colleagues in here often at HOH

Remember no two incidents are identical; even if a repeat technical or operating issue arises at a repeat location, it is unlikely to be at a similar hour of the clock, so, for example, train operatrs will be at different positions in their duty, other staff also at different positions in their respective duties and rosters, so each problem drives it's own unique options and decisions for recovery, and, like the introduction to "Stingray", 'Anything can happen in the next half hour'.

Trains would reverse at Wembley Park via Neasden Depot.

I've been off recently so unable to help with any specifics, but here's a general overview of how things work...


Unlikely that these would have been the same units, given the need to run to Harrow and back to be able to reverse (if I've read what you said correctly and that there was only a short period between sightings). Even if platform 2 was available to reverse in (any other option would involve a double-shunt via Harrow siding as a best case scenario), it's a relatively low-speed move, and - unless you know about it well in advance - unlikely to be able to implement 'quickly' given the signalling locking and timetabling arrangements for Chiltern services. As to why there was a train stopped on the southbound Main, that is unfortunately going to be known only to those on duty at the time.


Jumping ahead slightly, but this was an actual 'unusual' move - nothing is booked to reverse off the platform from Harrow to Uxbridge, but it does see quite a lot of use during perturbation. As for the reason, again that'll be lost in time, but it could include a train getting back 'on book' after a previous delay or diversion, a reform to an 'on time' Uxbridge train using an available driver or a diversion to Uxbridge to stow in the sidings there. All are possible during disruption.

Running down the southbound Main to Harrow outside of the morning peak is also unusual, and something not commonly done except in extreme disruption. Fast running is usually done ad-hoc south of Harrow, with any delays being absorbed either through turn around time, a short trip in the City or 'on the North'.


I would certainly consider a train in the siding at Northwood, during the day, as rare. There is one booked move Monday to Saturday during the evening, but it does frequently get cancelled (as it runs empty) to simplify stabling arrangements at Rickmansworth. Reversing north to south is quite common during significant disruption, although is avoided unless there really isn't any other option - the signalling at Northwood is controlled from a separate panel at Harrow at the opposite end of the frame, and during disruption can end up slowing down the whole service at Harrow for the sake of one train. The physical 'on the ground' signalling at Northwood is also quite a slow process to get a train in and out the siding - it's very easy to lock up the whole area with one incorrect signal, with the only way out of it being a wrong directional move. This move is done from time to time during engineering shutdowns south of North Harrow (accounting for buffer sections and the like).


During shutdowns where Neasden is still available the preferred option is to reverse via Neasden depot, yes - generally using the north end and re-entering via the flyunder. The majority of trains will 'tip out' at Harrow and then run down the southbound fast and straight into Neasden depot - this is because there are both more staff available at Harrow to assist with detrainments, whilst also making better use of the available signalling. Empty trains can also then quite happily sit on the fast line if there are any delays getting into Neasden, and won't affect a local line service should one be provided. Wherever possible, a number of trains (generally those booked to terminate at Baker Street, although local judgement will be used) will be extended through to Wembley to tip out there, but this can take longer as there are generally no staff to assist. Trains will generally only run 'local'/all stations to Wembley in this instance, given both the above circumstances but also to provide the cross-platform interchange to the Jubilee line.

Shutdowns east of Baker Street will usually see the Aldgate trains only taken off at Harrow, with Baker Streets running through. Where a shutdown renders Neasden inaccessible - be that for putting trains away or getting them out again - the service will be thinned out at other locations (Uxbridge, Rickmansworth and Watford sidings) with shuttle services being set up with the available trains and - importantly - train crew. Generally speaking these will be Harrow-Uxbridge (off the platform, usually 6), Harrow-Watford (reversing via 5, the siding and 4) and Harrow-Amersham/Chesham (reversing in platform 2) although, as ever, there is no hard and fast rule - the local signallers will work with the controller, trains manager and station staff to manage the service as effectively as possible.

From Harrow there is the 182 bus to get (a very long route) to Wembley Park or the Chiltern to Marylebone if it happens to the be running.

Definatley not great connections especially the bus!

Yes, 2tph Harrow-Amersham via Main Line booked all weekend.

2tph Harrow-Chesham all stations, 4tph Harrow-Watford and 6tph Harrow-Uxbridge also running - the Uxbridge service reversing from platform 6 and the Watford and Chesham trains reversing via Harrow siding.