Euston closed (power outage) and other stories...

[Class 170101]

London Midland's social media team is sticking around until 8pm due to the disruption - arguably they might be needed later than this.

Depending where thats based they may not be able to get home either.

 

[GW43125]

First train (1H04) has now left Euston 40L. I'd expect it'll be absolutely rammed. Walking pax to the platforms apparently.

EDIT: All Line Rover beat me to it

EDIT 2: 1F26 has now left too, 44L, SSO for MKC, Rugby, Nuneaton, Stafford, Crewe.

 

[Blindtraveler]

Euston's total professionalism in handling disruption is just great. Others could/should learn from this

 

[GW43125]

Apparently also some sort of signalling issue at Marylebone.

 

[87015]

Now saying closing again...

 

[AndrewE]

I'm pleased to see that the Euston disruption page says

Major disruption will continue until the end of service

and not "until 12pm!" Good for them.

 

[Dr Hoo]

Many passengers from London to the North West travelled from King's Cross with Virgin East Coast, who did a very good job.

Sadly some of us who were offered a connection across from Doncaster to Stockport via Sheffield are now stranded north of Meadowhall due to "emergency services dealing with an incident" and diversionary route via Tinsley area apparently not available.

It's going to be a very long evening...

 

[TimboM]

Now saying closing again...

Yes - they're saying that whilst a very limited number of trains have been able to depart, lighting isn't adequate so their closing it again.

http://www.nationalrail.co.uk/service_disruptions/161839.aspx

Just a thought, but don't they have pretty powerful, generator-powered floodlights that would be used for nightime track works fairly handy?

 

[TimboM]

Many passengers from London to the North West travelled from King's Cross with Virgin East Coast, who did a very good job.

Sadly some of us who were offered a connection across from Doncaster to Stockport via Sheffield are now stranded north of Meadowhall due to "emergency services dealing with an incident" and diversionary route via Tinsley area apparently not available.

It's going to be a very long evening...

We were advised to go to St Pancras, but got there and advised by station staff to go via ECML. However, having looked at timings and wanting to get back to Crewe (me) and Bolton/Wigan (my friend) we opted for St Pancras and EMT. I went via Leicester and a short trip across to Nuneaton, where it looked like I was going to be stranded until Virgin magic-ed up an empty Pendolino and worked a 'special' service from there to Glasgow (technically 1S82 almost an hour late, but not advertised as such). Managed to get back to Crewe "only" 2 hours late in the end - by the sounds of it glad I went my own route (and got pretty lucky at Nuneaton).

Best of luck getting home eventually!

 

[AndrewE]

London Midland's social media team is sticking around until 8pm due to the disruption - arguably they might be needed later than this.

If the "social media team" are now (as seems to be) an important part of communicating with customers then I should hope so too! In fact I'm surprised they don't "stick around" as long as trains are running on normal days.

 

[Parham Wood]

I am surprised Euston does not have a standby generator for the station lighting etc.

 

[Olympian]

East Midlands Trains deserve some credit in all this for doubling up the 1842 Derby to Crewe service with an additional 153 as there were so many displaced Virgin passengers including myself off the 1657 from St Pancras and going to Stoke, Crewe and beyond. It was still standing room only but at least everyone could be accommodated. There was also an amusing but totally accurate announcement at Derby prior to the incoming single 153 arriving from Crewe that "The train currently at platform 2B is half of the 1842 to Crewe"!

 

[broadgage]

As regards the powerful floodlights powered by a generator, I suspect a reluctance to use engine driven plant indoors due to fire risk and exhaust fumes.
IMHO, the risks are acceptable in a such a large and open area as Euston station, but others may disagree.

And yes I am surprised that a major terminal is not equipped with either a generator, or a local grid supply as an alternative to a supply from some distance down the line.

 

[GW43125]

As regards the powerful floodlights powered by a generator, I suspect a reluctance to use engine driven plant indoors due to fire risk and exhaust fumes.
IMHO, the risks are acceptable in a such a large and open area as Euston station, but others may disagree.

And yes I am surprised that a major terminal is not equipped with either a generator, or a local grid supply as an alternative to a supply from some distance down the line.

Or a cable connected to the exercise bikes at the local gym with an incentive of discounted travel if they generate some electricity?

 

[TimboM]

I am surprised Euston does not have a standby generator for the station lighting etc.

As regards the powerful floodlights powered by a generator, I suspect a reluctance to use engine driven plant indoors due to fire risk and exhaust fumes.
IMHO, the risks are acceptable in a such a large and open area as Euston station, but others may disagree.

And yes I am surprised that a major terminal is not equipped with either a generator, or a local grid supply as an alternative to a supply from some distance down the line.

Agree re exhaust fumes - those responsible for H&S probably wouldn't allow it. Let's face it, if they were a little more 'relaxed' on H&S they'd still be walking the pax to the trains with torches.

Re. emergency power, I was in Euston on the concourse when the power went and whilst it was pretty dark (even at c.2.45pm) there were some strip lights (albeit not very bright) still working which I assume was the 'emergency lighting'. Whether this is generator or battery powered, there'll probably be a limit to which it can run for. It also wasn't bright enough to light the station safely for normal operations - just the evacuation; and would be worse now with no light from outside.

 

[33056]

With reference to diesel generators being used at Euston, there were restrictions on keeping the south end HST power cars running when such things ran into Euston, I am not sure what restrictions apply to Voyagers these days.

Also, when remodelling took place in the 1990s, use of older locomotives such as class 37s on engineers trains in the platforms were eventually banned following a number of fire alarm activations!

 

[zn1]

one is surprised that EUS doesnt have a UPS genny down in the catacombs somewhere for this sort of thing, anyway it doesnt so safety first, my compliments to every railwayman on the LNWR lines out of euston to the north.

just a thought, one hopes that the BY-OX will be cleared for 390 dragging/operation for contingency planning, I remember when euston closed in years past, the flyover and branch being used for some services that started from Padd, pancras was used also.

 

[TimboM]

One wonders if it could start at Watford Junction, if the ECS and crew can be co-ordinated...

You were right...! Highlander at least is starting from Watford Jnc

 

[GW43125]

You were right...! Highlander at least is starting from Watford Jnc

Any idea what they're doing with London pax?

 

[robbeech]

It wouldn't take long for fumes to reach unsatisfactory levels from several tower lights. Sadly those things are not the most environmentally friendly things often having engines that run at 3000rpm instead of 1500 and they are generally only capable of running the lights fastened to them so when they're on they're working at or close to their maximum load. I have no figures but I'd be fairly confident that one of those will give out more nastiness than an engine on a 220/221 etc.
It does surprise me that there isn't a pair of large backup generators at the station to power the lighting / computer equipment. I can't see the entire station needing more than 1000kVA so a pair of generators that could supply even half this ought to cope with a stripped down load to keep things open and operating (providing there is ohle current so trains can actually run).

 

[infobleep]

Tbh I think the sleeper might be about no.34225 on the list of issues right now.......

At that about 5pm, National Rail Enquiries were optmisiticly saying the disruption would continue until at least 20:00. From what I'd read on here, I got the impression is would at least last until the end of service, never mind 20:00. Of course if it really was resolved by 20:00 then less of an issue for the sleeper services.

 

[tsr]

Now saying closing again...

Yes - they're saying that whilst a very limited number of trains have been able to depart, lighting isn't adequate so their closing it again.

http://www.nationalrail.co.uk/service_disruptions/161839.aspx

Just a thought, but don't they have pretty powerful, generator-powered floodlights that would be used for nightime track works fairly handy?

Some lighting has just returned to part of the station, so the next step in the saga could be some sort of further partial reopening for a handful of trains.

You were right...! Highlander at least is starting from Watford Jnc

Right - and then likely to have been wrong - and then right again! Oh dear, one of those threads!

It wouldn't take long for fumes to reach unsatisfactory levels from several tower lights. Sadly those things are not the most environmentally friendly things often having engines that run at 3000rpm instead of 1500 and they are generally only capable of running the lights fastened to them so when they're on they're working at or close to their maximum load.

This (in bold) is part of the problem with trying to implement portable emergency power supplies and/or lighting, especially in a very complex building with lots of different locations with various operational needs - like Euston! The same applies to lots of older / less-well-planned schools, office blocks, control rooms etc. If the redundancy wasn't properly designed for all eventualities, adding extra power supplies and lighting can just add to the problems, as people think the facilities can resume normal operations because some lights are on, but a few crucial bits of the puzzle are often still missing.

Despite what appear to have been exhaustive efforts to work out a way of improving on the emergency lighting, it does appear that Euston simply couldn't cope. Part of the issue with a station environment is, of course, dispatch and the platform/train interface. You can control crowds in selected areas around the concourse, but once it's dark it can be surprisingly hard to safely dispatch a train. I remember one occasion when degraded dispatch of a quiet 8 coach train at a countryside station took me about 10 minutes with manually locking out doors and going back to check nobody was loitering in entrances who could approach the train. Now try Euston in the evening peak, with all its shadows and cubby-holes!

 

[GW43125]

I remember one occasion when degraded dispatch of a quiet 8 coach train at a countryside station took me about 10 minutes with manually locking out doors and going back to check nobody was loitering in entrances who could approach the train. Now try Euston in the evening peak, with all its shadows and cubby-holes!

It's stories like these that you never really hear, and it helps you realise just how much of a problem something as simple as this can be.

 

[tsr]

It's stories like these that you never really hear, and it helps you realise just how much of a problem something as simple as this can be.

Indeed - and this sort of thing can range from very awkward to pretty easy, depending on the precise circumstances. If it's pitch black and the station has three entrances, two waiting shelters and a bit behind the stairs, it's going to take ages to ensure it's safe to dispatch. If it's a dead-straight platform with ambient urban lighting and only one entrance, probably quite the opposite!

 

[Hophead]

Pardon my (complete) ignorance in matters electrical and grid, but it would appear that Euston Station is reliant on a railway supply for all its electrical needs. Rather than muck about with generators and the like, should it not be feasible to get a backup connection from the National Grid? Do all Network Rail's major stations have this apparent weakness (a single point of electrical failure)?

Not necessarily for the signalling and track-side systems, but certainly for the station itself, lighting and communication systems.

 

[GW43125]

I've been told a special schedule has been created:
1T14 23:00 EUS-MAN
Calling:
WFJ
MKC
RUG
COV
BHI
BHM
WVH
SOT
MAC
CRE
SPT
MAN

Have they (partially) reopened then?

(EDIT: Apparently diverted, skipping Macclesfield, but picking up Stoke & Crewe.)

 

[tsr]

Euston has just reopened (again), for a very small number of trains.

 

[55003]

Not having a standby power supply in a major London Terminus shows a complete lack of resillience in that part of the Network. Euston is gloomy on a sunny day and is an architectural monstrosity. If John Betjemnan was still alive I am sure that he would have adapted his Slough poem to describe it and what he wished for it.

 

[GW43125]

Highland Sleeper ECS (5S25) has just left the north end of Wembley depot.

 

[Andrew1395]

Pardon my (complete) ignorance in matters electrical and grid, but it would appear that Euston Station is reliant on a railway supply for all its electrical needs. Rather than muck about with generators and the like, should it not be feasible to get a backup connection from the National Grid? Do all Network Rail's major stations have this apparent weakness (a single point of electrical failure)?

Not necessarily for the signalling and track-side systems, but certainly for the station itself, lighting and communication systems.

That was not true when I was there in 1980s - It had both "traction supply" and "LEB national grid supply" I think it was a split of 70/30. Certainly we tested switching to just LEB lighting. In fact we had several areas solely powered by the national grid supply. Partly because changes through the 1980s meant we started to install meters to off charge commercial tenants and parts of the railway like the BTP police station. The traction supply used to be fed into two transformers for the station use. The P&M manager always complained that the commercial expansion meant his beloved policy of each only operating at 40% capacity (so that he could always switch one out for maintenance without compromising the station) was under threat. That was 27 years ago, I am sure that things have improved since the cash strapped BR days.