Marylebone South Workstation

Introduction

This workstation covers the area from Marylebone through to just beyond Saunderton station, and also to the southern boundary with LUL which is near Northwick Park LUL station.

Locations

Marylebone

Six platforms, a wall siding, plus the tunnel siding(s)((One in both "2013 current" and "2015 proposed" eras; two in the "2015 extended" era)) are provided here. Three aspect signalling takes the line out through one tunnel, emerging briefly to cross over the West Cost Main Line and Watford DC Line between South Hampstead London Overground station and South Hampstead tunnels, and then into another shorter tunnel before finally emerging into the open air close-to Finchley Road LUL Station to run alongside the Metropolitan and Jubilee Lines.

Platform 1 and the Wall Siding have a staff crossing which means that any signalled moves out of the platform and siding are timed before showing a proceed aspect. The same is also the case for any routes into the Wall Siding or Platform 1 from ME500. In either case, a flashing white indication shows the timing sequence is active - the reason this is there is to give anyone using the crossing time to finish walking across before a train is allowed past.

Each of the platforms, and the sidings, can handle more than one train. Care should be taken to ensure there is space in the platforms for each train as there are no measuring tracks ("Lime Street Control") on the approach. Whilst Platform 4 is long enough for more than one train to divide, the signalling does not allow a second train to arrive whilst the platform is occupied.

Modern timetables will often schedule more than one train per platform at any one time. As ARS cannot set routes into occupied platforms unless a scheduled joining move is taking place, the signaller must set these routes manually - taking care to ensure that the incoming train won't trap an outbound service!

Neasden South Junction

This is where the High Wycombe and Amersham Lines diverge. The route to Amersham is approach controlled using a flashing yellow (on signal ME23), whereas the main route to High Wycombe is a free green.

The line from Acton Canal Wharf also joins here, albeit only to the Wycombe Lines, not the Amersham Lines. When Neasden Junction wishes to send you a train, its description will appear in the "Down train approaching" TD berth. Neasden requires a slot, which can be given by setting a virtual route from the signal adjacent to the "Down train approaching" label to signal ME33. Note that the hit area for signal/slot ME31 is located adjacent to the signal post.

There are also some sidings here. Note that there is no route from ME538 to ME526.

Wembley Area

This features a light maintenance depot which has both north and south exits (left and right on the screen respectively). The route from signal ME38 into the north end requires a release from the depot first: left-click on the green WD100 release circle, whereupon it will start flashing, and once it turns steady solid white, the route can be set from ME38 into the depot.

The route from ME35 and ME327 onto the reception line can be set without a slot or release (both main and call-on routes available; use the exit triangle between signals ME361 and ME360 to use the call-on route). The route into the depot from ME361 does not require a slot or release either but the signal will not show a shunting aspect until the relevant sub control has been provided by the depot. This will be granted automatically by the depot if a route is set into the depot. Once the depot gives the release, it will turn steady white and signal ME361 will show a proceed aspect into the depot if the route is set.

Signals ME361 and ME542 have opposing locking omitted. This means that both routes can be set simultaneously, allowing the depot to use the reception line as if it were a shunting neck. Set the route from signal ME361 into the depot, then set the route from signal ME542 to ME360 (or in the opposite order). Both routes must be cancelled manually once shunting has finished - and, as a result, ME542 will timeout for 30 seconds.

The route from ME360 to ME34 cannot be set when ME361/542 are in opposing locking omitted mode. Similarly, ME361/542 cannot be set into opposing locking omitted mode if route from ME360 is set. In both cases, the route timing out (flashing red) counts as "not set" in this instance.

The route from ME542 cannot be set at the same time as the route from ME360. Cancel one of the routes before setting the other. A long train exiting the depot may hold the route from ME542 locked: if so, cancel the route manually once the train has occupied track BAA between signals ME361 and ME360.

Take note that the speed into the depot is just 3mph - care should therefore be taken on signalling two depot-bound trains in quick succession from Marylebone in-front of a non-depot-bound train from Marylebone, as the second train into the depot may be stuck on the main line for a minute or two, thus delaying the third train by a few minutes.

A centre siding immediately west of Wembley Stadium station allows trains to exit from the north end of the depot, reverse in the siding, and head back to Marylebone. When big events are planned at Wembley Stadium itself, trains often use this siding to form a procession of trains back to Marylebone. It is not possible to signal a train into the siding from signal ME37 (Platform 2 at Wembley Stadium station) until the overlap has released - which also means that the route from ME35 to ME37 must not be set.

A little way beyond the end of the centre siding, northbound trains once again cross over the West Coast Main Line and Watford DC Line, but this time North North West of Wembley Central station.

Greenford West Junction

Used by the once/twice daily service to/from London Paddington, and various freight trains, this connection gives access to the Great Western Main Line in both directions from South Ruislip. Greenford signalbox is an oddity, being a mechanical lever frame sandwiched between two IECCs. Logically, Paddington or Hayes IECC workstations should have Greenford were it to be resignalled, but doing so would perhaps increase the workload too much for those signallers.

The prefix for Greenford signals is actually GE. On the simulation, only G has been used - this is in order to match the IECC displays and SSI logic which both refer to "G" rather than "GE".

Setting a route from ME72 to G40 requires a slot to be given by Greenford first. Left-click on the green circle labelled "G(4) slot release" to request the slot. Once it turns steady white, the route can be set.

Greenford require a slot from you to allow trains to proceed from Greenford to South Ruislip. The train description will appear in the "down train approaching" description box. To give the slot, set the virtual route from ME65 to ME67 (note that ME65 is actually a slot, not a real signal - and actually represents one of multiple possible signals). Once the slot is given, Greenford can clear its signals to allow a train to proceed towards South Ruislip.

Although the connection between South Ruislip and Greenford is single track, there is double track and pointwork at the Greenford end. Trains can therefore proceed up the branch whilst a down train is waiting at Greenford.

Northolt Park Junction - South Ruislip

A recent improvement here saw the single Up Main joined by a new Down Fast line through South Ruislip station. Previously the Down line ducked under the line from Greenford West Jn, which formed the through line at South Ruislip, before coming into Platform 3. Now trains to and from Greenford West Jn, and Paddington, use platform 3 and the previously mentioned Down Fast line uses the through line. This allows a stopping train from Marylebone to recess in Platform 3 whilst fast trains pass by, freeing up valuable paths.

You should exercise care at South Ruislip, as it is very much possible to get gridlocked if you've got an Up train heading towards Greenford West Jn with a Down train having already entered from Greenford West Jn and signalled from signal 65 to signal 67 - so either hold the Down Train back at Signal 65, or hold the Up Train back at Signal 80/82/84 at West Ruislip.

Trains for the siding at Northolt must stop at signal ME72 to allow the overlap to release, after which the train can be signalled into the siding.

West Ruislip

The LUL depot at West Ruislip can only be accessed from Platform 3, using the siding labelled "Transfer", and thence reversing into the section labelled "LUL".

West Ruislip features a through line for the Up direction. Some trains recess here to allow a fast train to overtake them, especially if the train recessing is scheduled to stop at some or all of the following stations.

Signals ME96 and ME94 on the Up line have "double red" controls. ME96 will remain at red if signal ME94 is also at red, until a train is closely approaching signal ME96 or a route has been set and not used from ME94. Similarly, ME94 will show red until ME82 either has an unused route set or a train is approaching signal ME82. This gives additional protection for Up trains approaching a potentially conflicting move while braking on a downhill section.

Gerrards Cross

A reversing siding here allows trains from Marylebone to turn back clear of the Down Main. They can also now reverse in platform 1 (the Down platform) via a new crossover south of the tunnel - the infamous tunnel that collapsed during construction works related to a new Tesco supermarket on top of the tunnel (more details here ).

High Wycombe

Unusually for a bay platform, the route into it has flashing yellow aspects preceding it. Some late night Up trains use platform 2 at High Wycombe, presumably to reduce the need for platform staff on the remote platform 3. This latter move also features a flashing yellow sequence from the Up Main into platform 2.

Marylebone Contents

Last edited by Steamer on 30/07/2020 at 14:42