Tag Archives: type 3

Door buttons

Not a frequently asked question so much as a frequently complained complaint:

“Those yellow buttons to open the door never work!”

Type 3 release buttonshey look, it’s car 304 again!

This is something I really wish TriMet would make a PSA about, but they haven’t. Those buttons do work.  They work very well.  They just don’t work the way people often assume that they work – which seems to be that pressing the buttons is supposed to always open the doors. This is incorrect. Pressing the button to open the door will only open it when the operator has put the doors on “release”.  To show what that means, take a look at the door controls in the cabs of each type of train car:

Type 4 door buttons

Type 1 door buttonsType 2 door buttons

On the left – door buttons for the left side doors on a Type 1.
In the center – door buttons for the right-side doors on a Type 2 or 3 (though I think this particular train was a Type 2)
On the right – door buttons for the right-side doors on a Type 4.

For the doors on both sides of the train, the train operator has four buttons they can press:

1. Bridgeplates / Deploy – this blue button will deploy the bridgeplates at the bridgeplate doors on that side of the train.  Operators will press this when they come into a platform and see someone with a mobility device waiting to board – it’s faster to deploy the bridgeplates on arrival than it would be to have the passenger press that button themselves.  If a passenger already on the train hits the bridgeplate button inside the train while the train is in motion, the bridgeplate at that door will automatically deploy at the next stop.  If a passenger hits that button when the train is stopped and the doors are open, it will make that door close and then reopen with the bridgeplate deployed.

2. Close – closes the doors on that side of the train (straightforward)

3. Open – this opens the doors on that side of the train (also straightforward)

4. Release – this activates those yellow passenger buttons in question (you can tell when they are activated because they light up) so that when a passenger pushes one, that particular door will open.

Those yellow door buttons in the passenger area of the train are only going to work when the operator pushes that last button and puts the doors on release.

Right side doors on a Type 2 have been put on release by the operator

Here’s how doors that are on release look from the passenger’s point of view:

Type 1 outside release

Type 1, outside of the train

Type 1 inside release

Type 1, inside the train

(and here’s how that button will look when the doors are closed – pushing this will have no effect)

Type 1 inside closed

Then the low-floors – first the Type 2s & 3s:

Type 2 or 3 (this is a 3) outside the train

Type 3 inside release

Type 2 or 3, inside the train

(and here’s how that button will look when the doors are closed – pushing this will have no effect)Type 3 inside closed

Then the Type 4 door buttons:

Type 4 exterior buttonType 4, non-bridgeplate door, outside of train – the lights on these are very difficult to see if  they are in direct sunlight, so I left this picture full-size in the link (it still doesn’t really help though)

Type 4 non bridgeplate doorType 4, non-bridgeplate door, inside of train – easier to see (the other lights that are dark flash red when the door opens)

Type 4 bridgeplate doorsType 4, bridgeplate door, outside of train – again, the lights don’t show up well in daytime

Type 4 bridgeplate doors, interiorType 4, bridgeplate door, inside of train

During a normal platform service, the operator will open the doors, watch people board and exit the train, close the doors, and continue on a proper signal without ever turning the doors over to release.

Doors on release while in service

The doors are not put on release during a normal platform stop because the operator takes care of opening and closing the doors, and people expect that the doors are going to be opened at each stop.  They don’t expect to have to hit a button to do it themselves. However, if the train is held up at the platform for whatever reason – for example, if they have a train in front of them and can’t proceed yet, the operator will typically put the doors on release after closing them so that passengers can let themselves on or off the train. This is preferable to reopening the doors for two reasons. First, if the weather is bad (too hot, too cold, or rainy) this keeps the climate-controlled air inside the train. Second, if no passengers board or exit the train while the doors are on release, the operator doesn’t have to wait for doors to close before they can take off.

Some platforms where it’s not uncommon for a train to wait and put the doors on release are Galleria / SW 10th (used when a train is held there because a streetcar is passing through) or Goose Hollow westbound (in rush hour, if the trains had been stacked up downtown, trains will often have to wait here for their leader to get far enough ahead so they can proceed), and platforms like Hillsboro Central TC or Gresham Central TC where a train may have to wait for an open track in the terminus.

If you’ve ever been on a train and heard “The doors are closing” when the doors already were closed and you’ve been sitting at a platform longer than normal, that’s because the operator had the doors on release, and now hit the door close button so they can proceed.  A train cannot move forward if the doors are open or on release – attempting to move forward will automatically close the doors.

When you think about it, it wouldn’t make sense for the doors to always open when those buttons were hit – what if you accidentally leaned into it as the train was doing a comfortable 55 mph down the Banfield?

Entering the BanfieldNot a place you’d want to accidentally fall out of the train, though I’d be hard-pressed to think of any GOOD place to fall out of a train.

Doors on release at a terminus

Doors will also be put on release at the ends of the lines (Cleveland Ave, Hatfield Government Center, PDX Airport, Beaverton Transit Center (only for Red Line trains, not Blue Lines passing through), the Expo Center, and Clackamas Town Center) – this is so that the operator can close the train doors and keep in the climate-controlled air, but passengers can let themselves on the train while it’s on the layover.

Type 3 doors releaseA Red Line train (ignore the blue Hillsboro sign in the window, that’s a train on the next track) at Beaverton Transit Center where the doors are closed, but on release – click for full-size version to see how the door buttons are illuminated

In conclusion

So when you run up to a train at a platform and hit the button because you didn’t make it into the door before it closed, it’s not broken when that button doesn’t reopen the doors.  It really is supposed to work like that – the operator watched that everyone who was on the platform got on, and closed the doors when their signal was up and they were ready to leave. If the door is not on release, they didn’t have time to wait for you.

Honestly, the best way to get on a train before the operator closes the doors is to be at the platform before the train is.  I know that is not always feasible (especially if you’re trying to make a connection from a bus or even another train) but a normal platform service will have the doors open long enough that everyone on the platform who wants to get on can do so, and everyone on the train who wants to get off can do so.  The operators aren’t closing the doors and leaving to spite you as you come running from half a block away.  At most platforms, operators time calling their signal around how long it takes to service the platform, so once they close their doors they need to get going or their signal times out and they have to sit there to wait for it again.  At some platforms, that’s a loss of 4 or 5 minutes if they were to reopen the door for a late runner, so it’s not reasonable for them to wait for you – the delay would be a lot longer than just a few seconds to reopen the doors.

And yes, at some platforms, there’s more leeway and an operator (if he or she has the time to do so) can wait for someone if they see them running, but don’t count on that happening with every operator or every platform.

Buses have a lot more flexibility for people running late – they can more easily wait for you or even stop (where it’s safe!) away from a stop to let someone on.  A bus waiting for a late runner doesn’t have as severe an impact on their schedule and the schedule of the buses behind them as a train would.  One train running late will make several trains behind it late, which has even bigger impacts around areas where train lines cross, such as the Steel Bridge/Rose Quarter area or Gateway.

Bottom line:

Trains don’t wait for people, people wait for trains.

And now just a bit of bonus non-TriMet trivia…

TRAX cabNot a TriMet train

This is a cab pic I took of a TRAX train in Salt Lake City, Utah. Their train operation is slightly different from TriMet’s – a train will pull into a platform and the operator will put the doors on release but not open them.  If you want to get off or on, you have to push the door button to do it.  Then the operator will close the doors and continue on to the next platform. MAX used to run with a similar practice, but for a while now operators have been taking care of all door opening and closing for their passengers.

Train cars – Type 2 and Type 3

Question: What are the different types of train cars on MAX? Part 2 (and 3)

I suppose this can be considered parts 2 and 3, as the Type 2 and Type 3 rail cars are very similar.  As far as passengers are concerned, the differences are cosmetic, so for that reason, both types of cars are described together below.

Type 2 – cars 201 through 252

Set of 2s at SunsetType 2, Exterior (two Type 2s from above, with old paint job)

Type 2, 6th & MontgomeryType 2, Exterior (full body advertisements)

Gunter Ernst 205There are more of these than any other in the fleet – 52 altogether. These were the first low-floor cars in the US, manufactured by Siemens and delivered to coincide with the opening of the westside alignment, with Car 205 (designated the Gunter Ernst car) being the first that was delivered. Car 201 has a dedication plaque as well for the Level Boarding Advisory Committee and the Committee on Accessible Transportation.

Each Type 2 car has two cabs, one in each end, and they are sometimes used in service as a single-car train. They have a raised upper deck by each of the cabs, and the sideways-facing seats in the middle of the train (called the C-section, though it has nothing to do with babies) are slightly higher, presumably to have room for the wheels, brakes, and sanding tubes underneath. Unlike the Type 1s which have a lot going on (mechanically speaking) underneath the train, the Type 2s moved basically anything that isn’t related to the wheels, brakes, or sanders to the roof of the train so that the floor of the train is on platform level.

Type 3 – cars 301 through 327

Also manufactured by Siemens, these were introduced in 2003 to coincide with the opening of the Yellow Line alignment. Structure-wise, these low-floor cars look almost identical to the Type 2 cars, but will always have the new TriMet color scheme (whereas only one of the Type 2s does), and advertisements are limited to a small part of the outer design.

Type 3 nightType 3 Exterior at night

Car 304Type 3 Exterior – Car 304 haunts me. I don’t know why, but I see/have been in this car more than any other. I’d be nearly convinced there was more than one 304 in the fleet if I didn’t know for certain otherwise.

Car 325Car 325, my favorite car in the system
(what, doesn’t everyone have a favorite train car? Hmm.)

There are a couple of external differences between the type 2 and the type 3, the most obvious being the mirrors:

Type 2 MirrorType 2 mirror – must be manually adjusted by the operator

Type 3 MirrorType 3 mirror – in two parts, both of which can be automatically adjusted by the operator

Type 3 & 2 MirrorsCoupled Type 2 and Type 3 mirror comparison (Type 3 mirror on left)

From a passenger’s standpoint, Type 3s are essentially identical to the Type 2s.

Type 3 InteriorType 3, Interior from the upper deck

In the passenger area, the seat backs are higher in a Type 3 than in a Type 2 but the layout is the same. I can think of one other very minor difference that you’ll see in a Type 3 that isn’t in a Type 2 but it’s nothing passengers will ever need to concern themselves with, so basically you can consider the passenger interiors identical.

This is a Type 2:Type 2

This is a Type 3:Type 3

Can you spot the difference, not counting the height of the seat backs? Told you it was irrelevant to passengers! It has to do with the brakes.

Up next, the new Type 4s!