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jools1959

Met loco stabling points

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I’m building a small layout set in the early 60’s and I’m looking for pictures of LT’s Metropolitan loco’s stabled, especially in a engine shed.  All I’ve seen are pictures of them stabled at Neasden but they were still attached to their service train.

 

Were they parked up next to steam locomotives or did they have their own shed?

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Weren’t they treated as ‘motor coaches’ and stabled and serviced with their trains, which had current collection gear and power jumpers fitted to them?

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I'd need to do more research in timetables and photographs of the time.  Quick checking of the closest fit WT [1958] shows nine locos required for am peak weekday service out of an overall fleet of sixteen.  Eight locos returned to Neasden at night, and one loco remained at Liverpool Street overnight to pick up the first returning train in the morning.  At Neasden, the electric locos would not have been in the steam loco part of the depot [not electrified], and didn't have a separate shed. 

 

I have no hard evidence in mind but suggest that locos arriving at Neasden that didn't require any more than nightly test may well have been left on a yard stabling road or shed road at Neasden with their incoming train.  However, highly likely that the loco would need to be uncoupled and positioned with its train for the next day, depending on direction of departure.  Conventionally, the Depot Foreman would allocate trains in the yard for the next day's workings and there would be a fairly consistent plan for this.  Ideally, Incoming trains [all but one of the evening/night finishers coming into Neasden North from Wembley] would be directed to the stabling place that suited their next [day] activities but if there was work to be done on the train, a different berth was arranged and the train redirected as it entered.  If a locomotive needed examination or inspection, or more, after stabling its train the loco would be uncoupled and moved to the appropriate shed road for the work to be done. 

 

By the 1960s there would be a small number of locomotives in excess of service requirements and spare locos would probably be placed on a suitable road, either in the yard not far from the depot office, or maybe in the Exam or Cleaning Shed.  Broadly the aim was for a convenient place for depot staff to retrieve and move as required.  Some of the locos in the fleet would be on Lifting roads  for planned major work/equipment change or, up to about 1959, at Acton for Heavy Overhaul

 

 

Edited by Engineer
persistent formatting discrepancy ... now resolved. Focusing on answering the 'exam question'., Contemporary documents now checked for detail and memory errors corrected, plus improved use of English
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Bobo's could often be seen 'parked' in the siding at Rickmansworth awaiting attaching to London bound trains. 

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Engineer: pity you deleted all that pre-1960s info; it was interesting. I'd read about the light loco sets going out in the morning, but some of the rest not.

 

More generally, electric locos of that ilk, simple DC machines, are very similar in principal and content to the motor cars of EMUs, so don't need all the expensive support infrastructure that steam locos do. That and the fact that they typical had an availability of c90% (including periodic overhauls), could be turned on at the flick of a switch, and ate no fuel when doing no work made them rather good prospects in many respects. 

 

The more complex SR Hornbys were rather under-utilised, partly because they could pull longer goods trains than the sidings could accommodate, but they provide a good documented example, in that they spent about 4hrs/week un-available while being maintained, which is nearly 98% planned availability excluding periodic overhauls. They didn't have a shed either.

 

 

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I can't remember seeing a photo of one on shed, but other locations included Liverpool St. Loco Siding (PM sent), Baker St loco siding (nr P4/Signal Box), or "lurking in tunnels"...

Edited by 298

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Or the unknown Met outpost of Rugby at 3:35...

 

 

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I've had a quick look through "Red Panniers" and it becomes obvious that alot of the photos of Steam locos are taken in non-electrified areas, Lillie Bridge and Neasden (because fourth rail and servicing pits don't mix), Goods yards, Watford tip, and the widened lines at Moorgate.

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After electrification beyond Rickmansworth in 1960, I believe a Met-Vik loco and steam stock set stabled overnight at Chesham ready to operate the first morning through service. There was also a curious arrangement after the peak where a spare loco would be placed on the back of a steam stock train and detached at its drop off point leading to a train top and tailed by electric locos! 

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In response to this morning's post I confirm the practice of loco at rear of train, and it's featured in several photographs in publications and internet places.  It's an important technique to use when train paths are at a premium.  The additional loco extends the train length a little and still carries a crew, but as a separate loco movement it would occupy more or the railway and add to the signalling and control workload, so overall a positive effect on capacity.  The Met would be pretty busy generally, heading to and from Neasden, but also Chesham is a long single line, and the junction area at Chalfont remains capacity-critical today.  It's a practice that was in use back in Metropolitan times in various ways to suit situations, and similar practices were sometimes - but not always - used for coaches and vehicles based at Neasden which were added to or removed from trains at suitable locations to suit demand.  Sometimes these moves show up in WTs, sometimes not.

When time permits, I'll look up the WT for the electrification North of Rickmansworth - might be some interest in the movements that were scheduled, though danger of heading off-topic for the originator of the question!

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A brief supplementary on stabling matters to add to the previous note, and also connecting back to the third post in this series that mentioned a 1958 WT.  The analysis is a bit fiddly to work out, bound to be a few errors, so subsequent editing very likely. 

 

The 1960 WT 185 was a one-off for the extension of electric services to Amersham and Chesham.  I've referred to its Rolling Stock Working pages, and made brief but not exhaustive checks in the main body of the timetable, MF services only.  I have converted times to 24+ hours to reduce the risk of me making mistakes.

 

Each working of a coach set and of a locomotive is given a number for the traffic day [03:00 to 27:00 (03:00 next day] and this number allows the workings to be followed through the timetable via its column headers or notes.  Loco workings are similar to ‘diagrams’.  The 'diagram' for the coaches uses the assigned train number for the day as the identifier.

 

The next day’s workings use the same number pattern, but of course allocated with different real vehicles, and it is quite common for real vehicles to be assigned to different trains during a day, for example to ensure vehicles return to a particular location for maintenance or as a tactic to manage service recovery post-disruption. 

 

When stabling a train [set of coaches], the train number/coach working number at the finish is not the same as the number used for the departure next day.  Example for Steam Stock 6-coach [SS6], WT 185, MF service:

Train 114 Empty from Aylesbury (Town) arrives Wendover 20:47 and shunts to Yard.  Departs next morning 06:45 as train 112 Empty to Aylesbury (Town).

 

Loco working examples

Overall, the rolling stock working [meaning the starts and finishes, stabling and out-stabling] is quite similar to the 1958 WT:  At maximum, nine locos required for MF service out of an overall fleet of sixteen. 

Eight locos return to Neasden at night, and one loco [working 5] remains at Liverpool Street overnight and becomes working 9, taking over the first train that arrives in the morning. 

Two locos also remain during the day at Liverpool Street, loco working 3 [arrives at 09:40 with train 113 and departs with train 117 at 15:43]  and 9 [arrives with train 117 at 09:55½ and  departs with train 115 at 16:19].

 

Specific details from the timetable on Chesham loco moves

Train 118 [loco working 5, plus loco working 6 at rear] depart Neasden (North) 06:00 empty to Chesham p2 arrive 06:59

Train 118 [loco working 6] depart Chesham 07:31 to Baker Street p1 08:27

Train 119 [loco working 5] depart Chesham 08:12 to Liverpool Street arrive 9:20½

 

Train 112 [Loco working 2] depart Liverpool Street 17:14½ arrive Chesham p2  18:27.  Coaches [Steam Stock set] moved to siding. 

Train 113 [Loco working 6] depart Liverpool Street 17:41 arrive Chesham p2  18:57 

Train 113 [Loco working 2 plus loco working 6 at rear], depart Chesham 19:21, in service to Harrow-on-the-Hill, empty to Neasden (North) 20:08.

 

This means that coaches from incoming train 112 at 18:27 will form train 119 at 08:12 next day

 

I guess that related questions will arise for priming and conclusion of layovers:

 

Loco working 2 [alone] departs Neasden (North) 06:31, arrives Rickmansworth 07:00

Loco working 8 [alone] departs Neasden (North) 06:58, arrives Rickmansworth 07:30

 

Loco working 4 [alone] departs Rickmansworth 18:40, arrives Neasden (North) 19:12

Loco working 3 [alone] departs Rickmansworth 24:37, arrives Neasden (North) 25:03 [conveys staff]

 

Loco working 7 departs Neasden (South) 06:09 at rear of train 116, arrives Baker Street 06:26½

Loco working 9 departs Baker Street 20:25, arrives Neasden (South) 20:25

 

 

One tiny diversion from stabling and out-stabling, but with a Chesham context - there is a morning working of interest, an LMR train:

Class C

03:55 ex Marylebone Empty Coaches + Newspaper Van

04:53 Chesham arrive [infer Van remains at Chesham]

Class B

05:38 Chesham depart in passenger service

Calls at stations to Rickmansworth then Northwood and stations to Harrow-on-the-Hill.

Arrive Marylebone 06:32

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