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Local door operation refers to a procedure and system in place on railway rolling stock on the United Kingdom railway network. It is where a single door on a train is operated by its train crew from a crew operated switch, often on a train door control panel operated by the train's guard.
Selective door operation is implemented at certain railway stations in the United States. In the New York City Subway, the 6 + 1 ⁄ 2-car-long platforms at 145th Street (and formerly the 5-car-long loop platforms at South Ferry) are too short to accommodate full-length trains of ten 51.4-foot-long (15.7 m) cars, so only the first five cars of the train opened their doors at these stations.
Connex South Eastern Class 423 at Waterloo East in February 2003 c2c Class 312 at Shoeburyness in March 2003. A slam-door train or slammer is a set of diesel multiple units (DMUs) or electric multiple units (EMUs) that were designed before the introduction of automatic doors on railway carriages in the United Kingdom and other countries, which feature manually operated doors.
A Danish train driver on a S-train looking out of the side window to make sure all the doors are safely closed for departure. In Denmark, the state owned railway company DSB started implementing one-person operation on the commuter rail S-train system in 1975. The S-train system has been completely one-person operated since 1978. [26]
That loading dock with its 17 roll-up doors on the west end of the old T&P passenger station was the home of the Railway Express in Fort Worth for 44 years (1931-1975).
Platform screen doors at the Fuda Station, Tokyo, Japan, 2023. Platform screen doors (PSDs), also known as platform edge doors (PEDs), are used at some train, rapid transit and people mover stations to separate the platform from train tracks, as well as on some bus rapid transit, tram and light rail systems.
Comeng trains still require passengers to manually open saloon doors to enter and exit the trains. Pneumatic air pressure keeps the doors closed whilst the trains are in motion, and is released by the driver when the carriages stop at station platforms. Prior to 2014, the doors were fitted with large "door knob" style handles.
This included changes to mechanisms meant to keep the doors closed while the train is in motion. For the series of train involved, the speed in which the seal for the doors are activated was changed from zero to 30 kilometres per hour (19 mph). [4] In March 2001, the bereaved family sued JR Central for negligence leading to the fatality. [5]