Paddington Station 24/7 - Channel 5

[edwin_m]

Unless I misheard, I thought the track cleaners at the start of the programme cleaned the human waste from platform 2, only to do it again to allow the track engineers repair the track after the derailment. I appreciate they were probably filmed weeks apart, but the continuity could have been better.

Where they were clearing was ballasted track so further down the platform than the bit where the derailment was. You saw at one stage how the track changes part way down the platform from ballasted to baseplates fixed directly to longitudinal timbers. Anyone know why it does so? The conventional sleepered track had canvas mats to catch the waste and they were filmed replacing these, but the track nearer the buffer stops didn't have these and would have needed pumping out somehow (as seen towards the end of the programme). So the two ends of the platform needed different processes and possibly different people.

Can anyone here shed light on concrete sleepers vs wooden sleepers, and what the decision process is for laying tracks on wood or concrete? I was surprised the Paddington sleepers were all wood (and even more surprised that they perished without anyone realising!) What would be the thought process behind making the entire track bed there out of wood? Cost?

As per above, where the derailment took place the track isn't carried on standard sleepers. Each rail sits on longitudinal timbers which are attached to a concrete base forming a trough with various cross-timbers spanning across to maintain the gauge (or not as the case may be). Even before the RAIB report I think we can safely say the cause of derailment was rotting of this timberwork.

This is obviously some sort of non-standard trackform which would require specialised castings if done in concrete, so probably easier to use timber instead. The track further out, under the canvas mats, appeared to be standard timber sleepers but I don't think there was any suggestion they had rotted away.

 

[SpacePhoenix]

Where they were clearing was ballasted track so further down the platform than the bit where the derailment was. You saw at one stage how the track changes part way down the platform from ballasted to baseplates fixed directly to longitudinal timbers. Anyone know why it does so? The conventional sleepered track had canvas mats to catch the waste and they were filmed replacing these, but the track nearer the buffer stops didn't have these and would have needed pumping out somehow (as seen towards the end of the programme). So the two ends of the platform needed different processes and possibly different people.



As per above, where the derailment took place the track isn't carried on standard sleepers. Each rail sits on longitudinal timbers which are attached to a concrete base forming a trough with various cross-timbers spanning across to maintain the gauge (or not as the case may be). Even before the RAIB report I think we can safely say the cause of derailment was rotting of this timberwork.

This is obviously some sort of non-standard trackform which would require specialised castings if done in concrete, so probably easier to use timber instead. The track further out, under the canvas mats, appeared to be standard timber sleepers but I don't think there was any suggestion they had rotted away.

https://www.flickr.com/photos/jelltecks/4735135232

Found that via Google, it shows Shadwell Station (LO), instead of tradional sleepers, you have two parallel rows of concrete blocks that the track is mounted on, would that be the modern version of how the track is mounted at Paddington? If that system was used in conjunction with some sort of rubber vibration dampener, could that be installed at Paddington?

If the platform hadn't been there, would the power car have tipped over?

 

[Why]

I was surprised given a nasty contents on the matting that the maintenance staff just seemed to wear thin latex gloves. Would have imagined in the H&S world they would have been required to wear something on the lines of elbow length rubber gloves. Also, some form of safety wellies? We saw the cess trap being trodden in towards the end in normal presume steel toe cap heavy footwear, would fancy cleaning the wellies to get all the nasties off rather than laced footwear!!

 

[Class 33]

I enjoy watching this series. But this weeks episode I thought was the weakest episode, as near enough the whole programme was devoted to dealing with that derailment at Paddington. All other episodes have several things going on to keep us interested.

 

[GodAtum]

Where they were clearing was ballasted track so further down the platform than the bit where the derailment was. You saw at one stage how the track changes part way down the platform from ballasted to baseplates fixed directly to longitudinal timbers. Anyone know why it does so? The conventional sleepered track had canvas mats to catch the waste and they were filmed replacing these, but the track nearer the buffer stops didn't have these and would have needed pumping out somehow (as seen towards the end of the programme). So the two ends of the platform needed different processes and possibly different people.



As per above, where the derailment took place the track isn't carried on standard sleepers. Each rail sits on longitudinal timbers which are attached to a concrete base forming a trough with various cross-timbers spanning across to maintain the gauge (or not as the case may be). Even before the RAIB report I think we can safely say the cause of derailment was rotting of this timberwork.

This is obviously some sort of non-standard trackform which would require specialised castings if done in concrete, so probably easier to use timber instead. The track further out, under the canvas mats, appeared to be standard timber sleepers but I don't think there was any suggestion they had rotted away.

I wonder how often maintenance checks are carried out?

 

[Lrd]

I enjoy watching this series. But this weeks episode I thought was the weakest episode, as near enough the whole programme was devoted to dealing with that derailment at Paddington. All other episodes have several things going on to keep us interested.

I think someone over estimated how much footage they were able to get to fill 8 episodes

 

[SpacePhoenix]

I wonder how often maintenance checks are carried out?

Would the staff doing the ballast cleaning have any training as to what things that they should report to someone that they might noticed whilst doing their work (eg rotten sleepers, missing clips or whatever clips the rail to the sleepers, cracks in the rail, etc)?

 

[SteveP29]

Have to say I absolutely love that GWR green livery, saw it in the flesh when we were at Reading when going on holiday this year, and it really suited the HST

 

[dk1]

I think someone over estimated how much footage they were able to get to fill 8 episodes

And even that was dragged out. Most incidents like this are extremely prolonged & boring so they have to add drama just to keep the viewing public awake.

 

[JN114]

There are many incidents that were filmed from Control; many of which haven’t - and most likely won’t - made it into the final cut.

NR and GWR have vetted all the footage to ensure there isn’t anything compromising.

There was a number of amusing moments whereby colleagues would work normally - IE incident controller shouts out what the disruption is so all affected know what’s going on - but the cameraman didn’t catch it so asked them to do it again. Generally we were quite accommodating and the cameraman we had in control learnt quite quickly to keep his equipment running!

 

[jumble]

I enjoy watching this series. But this weeks episode I thought was the weakest episode, as near enough the whole programme was devoted to dealing with that derailment at Paddington. All other episodes have several things going on to keep us interested.

I have to admit I admired the enormous skill and dedication of the engineers involved
I should imagine Lifting a 70 tonne power car that is in a bath of S*** and in a very confined space on one side and under time pressure needs tremendous expertise and experience to get it right and safe

Jumble

 

[6Gman]

Even after constant referrals to the Power Car the commentator still refers to it as a Train or Engine Car. Trivial maybe but enough to do my box in.

The second Operations Manager also seemed to struggle with what it was called. I was not impressed with her at all.

 

[6Gman]

And even that was dragged out. Most incidents like this are extremely prolonged & boring so they have to add drama just to keep the viewing public awake.

I was rather surprised that there was a sort-of edge of seats drama of how Paddington could cope with one (or even two ) platforms out of use on a weekday. Surely there is a contingency plan for such events? I was yelling (as my wife will attest) at the tv "Thin out the service for your 1 / 2 platform short plan!"

When I started on the railway in the late 70s I arrived on my first morning to discover Contingency Plan 2B in force for the WCML. I'm assuming such plans still exist.

 

[talldave]

It was rather frustrating that despite all the pressure to get the repairs started asap, and the fact that the re-railing took at least 5-6 hours, the track crew were still left waiting around for both a driver and the cleaning team.

And does anyone take an action to increase the frequency of inspections of wooden sleepers coated in 5h1t, p155 & oil as a result of that failure?

 

[43096]

I suspect something to do with needing something to move the powercar anyway, as they are only single cabbed and the derailed one was in an unknown condition for operating. I guess they could have taken the rest of the train to the depot but then they'd have had to send something back to rescue the derailment - that would have had to be a double powercar so they had driving cabs each end. I guess it also provided protection to the workers on p2 as well?

Not much point in sending a pair of power cars back in! Probably the Old Oak gronk with buckeye adapter would have been the most likely option.

 

[Crossover]

Not much point in sending a pair of power cars back in! Probably the Old Oak gronk with buckeye adapter would have been the most likely option.

I forgot about the possibility of using a shunter. Either way it was evidently determined to be better all round to keep the set as it was

 

[Lrd]

Not necessarily the right thread to ask this but does anyone know if the sleeper ECS is hauled in and out of Paddington by the 08 or do they use a 57?

 

[Crossover]

Not necessarily the right thread to ask this but does anyone know if the sleeper ECS is hauled in and out of Paddington by the 08 or do they use a 57?

57 - photted it on the blocks when I traveled on it last year

 

[Lrd]

57 - photted it on the blocks when I traveled on it last year

Fair enough. Was there a point that they used an 08 regularly or is my mind playing games with me?

 

[Dhassell]

Fair enough. Was there a point that they used an 08 regularly or is my mind playing games with me?

The majority of the time, A class 57 shunts the stock in and out. Rarely the shunter is used mind.

 

[superhands]

The 57 is booked to bring the sleeper out of the oak, if the 57 is unavailable (failed) then the 08 will stand in

 

[Bletchleyite]

I was rather surprised that there was a sort-of edge of seats drama of how Paddington could cope with one (or even two ) platforms out of use on a weekday. Surely there is a contingency plan for such events? I was yelling (as my wife will attest) at the tv "Thin out the service for your 1 / 2 platform short plan!"

When I started on the railway in the late 70s I arrived on my first morning to discover Contingency Plan 2B in force for the WCML. I'm assuming such plans still exist.

There certainly is a standard pattern of cancellations which kicks in if 2 of the tracks south of MKC are blocked, it involves cancelling the Tring stoppers with additional stops in one of the MKC semifasts, cancelling one of the Birminghams and one of the Manchesters with additional stops on one of the others of each, and optionally truncating Chester/North Wales services to Crewe if the closed section is quite long.

 

[WelshBluebird]

I was rather surprised that there was a sort-of edge of seats drama of how Paddington could cope with one (or even two ) platforms out of use on a weekday.

The episode where the Queen came in really got to me. I was amazed that they had planned a service to depart from the same platform less than 15 minutes before the Queen's train was due in. Are Paddington platforms really that overused that they couldn't have stuck the train into a different platform and left one platform just for the Queen for an hour or so?

(not that I really care about the royal family at all, was just surprised by the operational side of that episode!).

 

[Trailfinder]

Now that platforms 11/12 have been upgraded, HSTs now occasionally use them - I arrived on Platform 14 the other week and a Bristol bound HST was about to leave from 12.

There are no mats covering the sleepers (concrete) and ballast on either platform.

 

[pacenotes]

Did anyone notice the water leaking onto the track? no wonder the sleepers were rotten when they were sat in a flood of water. (It was more than one toilet flush in that hole)

It also annoyed me that they didn't get a cleanup crew to pump the ****e out. They had almost 9 hours to sort that out.

Same with the driver to remove the rerailed train. They had it back on track about 10:30 yet they removed it at 11:15 ( you could see the clock) What was the incident manager doing?? To be honest the way all the managers dealt with that was terrible. Fair play to the lads down on the tracks they literally had to deal with ****e and they got stuck in and fixed it.

 

[SpacePhoenix]

Same with the driver to remove the rerailed train. They had it back on track about 10:30 yet they removed it at 11:15 ( you could see the clock) What was the incident manager doing??

If there's no drivers available then there's probably nothing that the incident manager can do. Only someone who works in a relevant role in GWR would know what the actual situation was. Is it possible that there spare drivers around but were on their mandatory breaks?

 

[Robertj21a]

If there's no drivers available then there's probably nothing that the incident manager can do. Only someone who works in a relevant role in GWR would know what the actual situation was. Is it possible that there spare drivers around but were on their mandatory breaks?

I think the point was that a request for a driver to be available had been made some considerable time before it was re-railed.

 

[Requeststop]

I enjoy watching this series. But this weeks episode I thought was the weakest episode, as near enough the whole programme was devoted to dealing with that derailment at Paddington. All other episodes have several things going on to keep us interested.

As I passed through Paddington a few times during my visit earlier this month I have found the programme quite illuminating, even the derailment.

 

[MonsooN]

A few questions that sprung to mind after watching this week's episode:

1. Were the tracks on the rest of the platforms checked in the immediate aftermath of this incident?
2. Why did it take so long to get a cleaning crew to the scene?
3. Why isn't there a better solution to the waste problem than putting some tarpaulin down on the track? (I appreciate this will be much less of a problem when the 800s come online)
4. Why couldn't they do what someone suggested and "shorten" platform 2 so that shorter trains could still use it?

It was interesting to see how it was all dealt with though although it didn't appear to be done well, but of course, we were only seeing a very small part of it.

 

[D1009]

Is there a problem at Paddington where the toilet at the end of coach L on the HSTs tends to be used by staff, because it is more convenient than the official staff facilities?