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Post by danielc on Jul 18, 2016 20:16:51 GMT
Hi,
I was on the Central line going from Stratford to Hainault and when I got on at Stratford the door noise that let's you know when the door is
opening/Closing was fine but when we got to Laytonstone it had stopped working and there was just the noise of the woosh as the door opened.
This continued until about Newbury Park where we waited for a minute or two and then the announcements started again and the noise played again.
Is this okay to have a train where the door could just close on anyone at any point?
Should I have done something?
Thanks,
Daniel
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Deleted
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Post by Deleted on Jul 18, 2016 20:34:59 GMT
It's not ideal to have no door chimes, especially for partially sighted people, but it happens, the 1992 stock fleet is really under pressure, and trains are being pressed into service with minor faults, which may not remain minor.
This is definitely not worth pulling a handle (Passenger Emergency Alarm (PEA)) down over.
I don't know, but I can't imagine the train being taken out of service for it. I mentioned a similar issue to a T/Op at Leytonstone once when I noticed he had opened his cab door (if I recall, to chat to another T/Op on the platform, presumably waiting to pick up his next train). He checked the PA was working, may have reset something, but didn't seem too worried.
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Post by danielc on Jul 18, 2016 21:00:40 GMT
Thanks,
I didn't pull the PEA as there were not many people going to Hainault at 1400 on a Sunday afternoon but it might not be great in rush hour and it might separate some people.
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Deleted
Deleted Member
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Post by Deleted on Jul 18, 2016 21:25:43 GMT
Yes, the thing is, without pulling the handle (which I would ask you not to do over this perhaps especially at rush hour), it's very difficult to get in contact with the driver. You could ride all the way to the end of the line and let them know, or you might be able to knock on the J door (cab door to/from the passenger saloon) or one of the bodyside cab doors, but obviously people would appreciate not making a habit of this, and it's not unusual for the cab doors to not be reachable from a passenger area of the platform.
One thing you could do if you were really worried is get off, note the number of the train (the three digit orange number which will be visible on the back of the train as it pulls away) and try and let station staff know, but I'm not sure how excited they would be over such a report. During rush hour you'd expect to have SATS on the platform anyway, who might notice this, and would usually be telling people to mind the doors over the PA in any case.
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Post by will on Jul 18, 2016 21:36:15 GMT
Another solution that's becoming more popular when people spot faults is to report it on the lines Twitter page.
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North End
Beneath Newington Causeway
Posts: 1,769
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Post by North End on Jul 18, 2016 22:06:26 GMT
Hi, I was on the Central line going from Stratford to Hainault and when I got on at Stratford the door noise that let's you know when the door is opening/Closing was fine but when we got to Laytonstone it had stopped working and there was just the noise of the woosh as the door opened. This continued until about Newbury Park where we waited for a minute or two and then the announcements started again and the noise played again. Is this okay to have a train where the door could just close on anyone at any point? Should I have done something? Thanks, Daniel Train wouldn't normally be taken out of service, but the driver would bear it in mind when closing the doors and make an announcement if necessary. If possible the train would be changed over when convenient. On certain types of stock (95 and 96 stock for example) this might indicate a deeper problem with the electronics on the car concerned, and lack of chimes might be accompanied by the doors closing without the normal timing delays if the TMCC (train management car controller) on the car concerned is defective. In this case the train should probably be withdrawn from service but there's no written rule one way or other. Best to advise driver at terminus if possible, failing that note the car number and/or train number and pass it to station staff who should be able to pass it to the controller to get the driver to investigate further. |
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Post by plasmid on Jul 23, 2016 21:49:54 GMT
Happens all the time and has done for many years. Sometimes the door closing chime gets stuck "on" and turns off half way down the tunnel, that's annoying especially when you're close to the door.
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Chris M
Global Moderator
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Post by Chris M on Jul 23, 2016 22:41:34 GMT
it's even more annoying when the chime is stuck on until the door next opens on that side of the train, it's the right hand side and you've just departed Mile End eastbound...
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hobbayne
RIP John Lennon and George Harrison
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Post by hobbayne on Jul 27, 2016 22:19:17 GMT
According the the 92 DISI, The train is to remain in service and the driver is to make additional PA announcements.
The door chimes and Sonia seem to fail together on a regular basis.
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class411
Operations: Normal
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Post by class411 on Jul 28, 2016 8:07:02 GMT
How did we ever manage to use the Underground in the 60's and 70's?
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Post by superteacher on Jul 28, 2016 8:37:51 GMT
How did we ever manage to use the Underground in the 60's and 70's? True, but most trains back then made a distinct popping or hissing sound just before the doors closed, which acted as a warning that the doors were about to close. The 1992 stock doors close pretty quickly, and can give someone a real whack! |
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Post by patrickb on Jul 31, 2016 22:42:28 GMT
Further to this. When travelling on the Central Line on Saturday evening, six cars out of eight had no door chimes / Sonia. 92186 - 93186 - 93122 - 92122 - 92079 - 91079. The leading two car set had chimes which was slightly awkward. How did we ever manage to use the Underground in the 60's and 70's? True, but most trains back then made a distinct popping or hissing sound just before the doors closed, which acted as a warning that the doors were about to close. The 1992 stock doors close pretty quickly, and can give someone a real whack! Indeed those were the days. The 1992TS doors do make a pop and hiss as the doors start to close however superteacher is right when stating that the doors close pretty quickly. Before chimes were introduced, guards did make sure that most doors were clear before they closed them and many other 'signals' were there to warn passengers as well. |
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Post by drainrat on Aug 25, 2016 11:38:44 GMT
Hi, I was on the Central line going from Stratford to Hainault and when I got on at Stratford the door noise that let's you know when the door is opening/Closing was fine but when we got to Laytonstone it had stopped working and there was just the noise of the woosh as the door opened. This continued until about Newbury Park where we waited for a minute or two and then the announcements started again and the noise played again. Is this okay to have a train where the door could just close on anyone at any point? Should I have done something? Thanks, Daniel This is a much wider train fault that started occurring over a year ago and is linked to the Data Transmission Supply. It also affects the destination board - generally showing the trains last terminus - as well as the DVA, she doesn't announce anything, and also the door opening warning chimes - the ones you hear when door open buttons are pressed. The defect handling process is a quick trip and reset of the 3 DTS MCBs which takes approx a min to kick back in and we're back in business. Strangely enough, this doesn't affect the stock down W&C line. The Central line continually modifying the stock always leads to unforeseen defects, for instance, the kangarooing in peak service that has become a regular occurrence when train is loaded has absolutely nothing to do with people leaning on doors and everything to do with a door tolerance mod that MR did in 2005 without informing LUL at the time. Basically, the train reads heavy loading and reduces tolerance thus leading to loss of pilot light and motors dropping out at slow speed,mfollowed by immediate return of pilot light and motors kicking back in which is why the trains kangaroo jump. Most central line drivers still believe it's people leaning on the doors, but again, you can never discount that. |
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Post by superteacher on Aug 25, 2016 11:47:12 GMT
Hi, I was on the Central line going from Stratford to Hainault and when I got on at Stratford the door noise that let's you know when the door is opening/Closing was fine but when we got to Laytonstone it had stopped working and there was just the noise of the woosh as the door opened. This continued until about Newbury Park where we waited for a minute or two and then the announcements started again and the noise played again. Is this okay to have a train where the door could just close on anyone at any point? Should I have done something? Thanks, Daniel This is a much wider train fault that started occurring over a year ago and is linked to the Data Transmission Supply. It also affects the destination board - generally showing the trains last terminus - as well as the DVA, she doesn't announce anything, and also the door opening warning chimes - the ones you hear when door open buttons are pressed. The defect handling process is a quick trip and reset of the 3 DTS MCBs which takes approx a min to kick back in and we're back in business. Strangely enough, this doesn't affect the stock down W&C line. The Central line continually modifying the stock always leads to unforeseen defects, for instance, the kangarooing in peak service that has become a regular occurrence when train is loaded has absolutely nothing to do with people leaning on doors and everything to do with a door tolerance mod that MR did in 2005 without informing LUL at the time. Basically, the train reads heavy loading and reduces tolerance thus leading to loss of pilot light and motors dropping out at slow speed,mfollowed by immediate return of pilot light and motors kicking back in which is why the trains kangaroo jump. Most central line drivers still believe it's people leaning on the doors, but again, you can never discount that. That makes sense, as the trains never used to do it, even when crush loaded. Why hasn't it been fixed? |
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Post by drainrat on Aug 25, 2016 11:57:21 GMT
How did we ever manage to use the Underground in the 60's and 70's? True, but most trains back then made a distinct popping or hissing sound just before the doors closed, which acted as a warning that the doors were about to close. The 1992 stock doors close pretty quickly, and can give someone a real whack! Though the 92ts does give an air blast (to clear over the internal runners) albeit on the OS doors only.... |
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Post by drainrat on Aug 25, 2016 12:02:13 GMT
This is a much wider train fault that started occurring over a year ago and is linked to the Data Transmission Supply. It also affects the destination board - generally showing the trains last terminus - as well as the DVA, she doesn't announce anything, and also the door opening warning chimes - the ones you hear when door open buttons are pressed. The defect handling process is a quick trip and reset of the 3 DTS MCBs which takes approx a min to kick back in and we're back in business. Strangely enough, this doesn't affect the stock down W&C line. The Central line continually modifying the stock always leads to unforeseen defects, for instance, the kangarooing in peak service that has become a regular occurrence when train is loaded has absolutely nothing to do with people leaning on doors and everything to do with a door tolerance mod that MR did in 2005 without informing LUL at the time. Basically, the train reads heavy loading and reduces tolerance thus leading to loss of pilot light and motors dropping out at slow speed,mfollowed by immediate return of pilot light and motors kicking back in which is why the trains kangaroo jump. Most central line drivers still believe it's people leaning on the doors, but again, you can never discount that. That makes sense, as the trains never used to do it, even when crush loaded. Why hasn't it been fixed? I'd like to believe that it's because they have a packed planning strategy, but experience tells me it's more likely they don't really know how to without just putting it back to the way it was |
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Post by brigham on Aug 25, 2016 12:10:53 GMT
Though the 92ts does give an air blast (to clear over the internal runners) albeit on the OS doors only.... So it takes a return trip to clear both sides, then. (Assuming you don't go round a loop). |
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Post by drainrat on Aug 25, 2016 12:21:21 GMT
Though the 92ts does give an air blast (to clear over the internal runners) albeit on the OS doors only.... So it takes a return trip to clear both sides, then. (Assuming you don't go round a loop). Yes, but you have to remember, before the mod was done the runners were only cleared in the depot and this could've been once every few months, so both sides per round trip is much more desirable. Also, we still reverse on 21rd Woodford when we go around the loop, so would still be cleared. Rarely carry on around through Woodford. The early morning through (WOO) runner(s) on the last timetable were only stock moves from Hainault depot to Ruislip depot |
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Post by brigham on Aug 26, 2016 16:21:50 GMT
Is there any reason for doing one side at a time?
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Deleted
Deleted Member
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Post by Deleted on Aug 26, 2016 20:00:33 GMT
Bring back the doors of the 1967 stock, they tended to go CLONK before starting to close, probably how the mechanisms used to operate.
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Post by drainrat on Aug 26, 2016 21:04:01 GMT
Is there any reason for doing one side at a time? I think it's probably to do with a lack of space for wiring behind the front panel, so many mods over the years has eaten up a lot of space |
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