The rolling stock of the Washington Metro system consists of 1,242 75-foot (23 m) cars that were acquired across seven orders. All cars operate as married pairs (consecutively numbered even-odd), with systems shared across the pair. The 7000-series cars, the system's newest, have an operator's cab in only one of each married pair's cars, and typically operate in groups of four.
The system's track gauge is 4 ft 8 1/4 in (1,429 mm) - 0.25 inches (6.4 mm) narrower than standard gauge (4 ft 8 1/2 in (1,435 mm)). Also, at 40 inches (1,016 mm) above top of rail, the floor height of the cars is lower than that of most other East Coast mass transit systems, including New York City, Boston, and Philadelphia.
Video Washington Metro rolling stock
Summary
As of March 2018, Metro owns 1,242 cars, 1,132 of which are in active revenue service. Font in bold signifies the cars which are currently in revenue service.
Maps Washington Metro rolling stock
1000-series
The original order of 300 Metro cars was manufactured by Rohr Industries, with delivery in 1976. These cars are numbered 1000-1299, and were rehabilitated in the mid-1990s by Breda Costruzioni Ferroviarie (later AnsaldoBreda, and now Hitachi Rail Italy) and WMATA at their Brentwood Shop in northeast Washington, D.C.
There are two major characteristics that distinguish the 1000-series from the later series cars. On their sides, the cars had two mylar curtain rollsigns, one above a window next to the doors on each end (while the other car classes have a single flip-dot or LED sign above a window next to the center doors). Second, the bulkheads on each end of the 1000-series cars feature windows that extend to the top of the bulkhead frame, whereas other car classes' bulkhead windows only extend slightly higher than the side windows. A rehabilitation of the cars in 1993 converted one rollsign on each side into an exterior loudspeaker, while the other rollsign, as well as the bulkhead signs, were converted to flip-dot displays, replacing the original rollsigns entirely. The cars also received General Electric AC propulsion (same as that of the AnsaldoBreda A650 railcar used on LA Metro), replacing the original Westinghouse cam control DC propulsion systems, making them the first cars on the system to use such propulsion systems.
The original interiors had a white grained appearance with 82 orange and brown seats. Future orders would have seating reduced down to 64 or 68, as seats next to the doors would be removed for additional standing areas.
As of August 2008, Metrorail was testing new overhead handles of different styles on 1122, 1123, 1126, 1127, as well as some 3000-series cars to gauge public opinion.
Following the June 22, 2009, collision, Metro implemented a policy of no longer placing 1000-series railcar pairs at the ends of trains in order to prevent telescoping in a collision, as they are the weakest rolling stock structurally. The new policy places 1000-series cars in the center of six and eight-car trains, with rail cars of other series in the end positions.
Four cars, formerly numbered 1010-1011 and 1044-1045, were renumbered to 8000-8003 and serve as the "money train" to collect the revenue from station fare card machines. A third pair, 1092-1093 was converted in April 2016 and was renumbered to 8004-8005. These cars are expected to replaced in the future.
Car 1076 was taken out of service after its mate was destroyed in the 2004 accident at the Woodley Park station. Car 1028, separated from its mate after it was destroyed during the Federal Triangle derailment in 1982, became the feeler car (a car that checks system clearances) and was retired in April 2016. 1079 was the lead car on the second train involved in the June 22, 2009, Washington Metro train collision.
The 7000-series cars started replacing these cars and the 4000-series cars starting in 2016. In July 2015, Metro released a request for proposals seeking a contractor to pick-up and dispose of Metro's entire remaining fleet of 1000-series railcars. Metro announced on June 7, 2017, that the 1000-series cars will be fully retired and removed from service on July 1, 2017, after running for 41 years. On October 27, 2017, WMATA announced on its Twitter account that the last of the cars had been sent off property.
WMATA intends to save pair 1000-1001, which will be refurbished and preserved for historical purposes.
On January 23, 2014, pair 1090-1091 was spotted at the Asymmetric Warfare Training Center at Fort AP Hill. Eight cars were taken to the Guardian Centers facility in Georgia, including pair 1130-1131.
2000-series
The second order, of 76 cars, was through Breda Costruzioni Ferroviarie (now Hitachi Rail Italy), with delivery in 1982.
These cars are numbered 2000-2075, and were rehabilitated in 2003 and 2004 by Alstom in Hornell, New York. The cars, as part of a rehabilitation project, have received new AC propulsion systems with IGBT technology, replacing the original cam-controlled DC propulsion systems. Also included were railcar monitoring systems, advanced ATC/ATS control systems, exterior LED destination signs, interior LED next stop signs, and improved emergency exit signage.
The refurbished railcars also received the red, white, and blue interior found on the 5000-series cars.
Cars 2016-2017 have been removed from service with their seats and carpet removed and are being converted into money train pairs that'll replace the 1000 series running the route.
3000-series
The third order consisted of 290 cars, also from Breda, with delivery in 1987.
These cars are numbered 3000-3289 as delivered, and were rehabilitated by Alstom in Hornell, New York. As part of this rehabilitation project, they received AC propulsion systems with IGBT technology, replacing the chopper-controlled DC propulsion system. Also included in the rehabilitation is the addition of railcar monitoring systems, advanced ATC/ATS control systems, exterior LED destination signs, interior LED next stop signs, and improved emergency exit signage. The refurbished 3000-series cars also received the red, white, and blue interior found on the 5000-series cars.
On January 6, 1996, a revenue train collided with an out-of-service train, both consisting entirely of Breda 3000-series cars, at the Shady Grove station, fatally injuring the operator of the revenue train. Car 3252, the lead car of the revenue train, collided with 3191, the car at the inbound end of the out-of-service train. The mates of these two cars, 3253 and 3190 respectively, were later mated together. 3190 reentered revenue service as 3290, and 3253 reentered service as 3291. However 3252 & 3191 were retained by WMATA for training purposes.
On November 29, 2009, a collision occurred between two out-of-service trains at the Falls Church rail yard in Fairfax County, Virginia. Car 3216, the lead car of one of the trains, was damaged beyond repair. Three Metro employees with minor injuries were taken to a local hospital. The NTSB planned to launch an investigation of the incident. As a result, car 3217 is stored out of service.
Beginning in 2005, a number of 3000-series cars that had not yet undergone rehabilitation were modified as part of a pilot program to study passenger movements to improve the seating arrangement for future rail cars. Sixteen cars received a new seating arrangement that included modified handholds and seat positions, including some longitudinal seating. These cars, as well as other cars being used as control cars in the experiment, received on-board cameras in order for planners to observe passenger movements.
As of August 2008, Metrorail is testing new overhead handles of different styles on 3034, 3035, 3094, 3095 as well as some 1000-series cars to gauge public opinion.
4000-series
The fourth order consisted of 100 cars from Breda, numbered 4000-4099. These cars were delivered in 1991.
There are some minor differences between these and the earlier Breda cars prior to rehabilitation. First, the bulkhead windows are rounded as compared to being squared, and unlike other cars, these are also the only cars in the system not to have been originally built with or retrofitted with exterior speakers.
These cars used the original flip-dot exterior destination signs, chopper-controlled DC propulsion system, and the original cream, orange, and yellow interior all the way up to their retirement.
Car 4018 was damaged in the Woodley Park accident, but was eventually repaired.
On July 4, 2010, Metro took all 100 4000-series cars out of service to repair the door motors to prevent them from unintentionally opening while the train is in motion, a situation that Metro engineers were able to duplicate in a rail yard. On July 20, the cars were returned to service after the repair was completed.
These cars were to be rehabilitated starting 2014 onward based on design specifications that were partially drafted in 2010, however, WMATA indicated in subsequent budgets that it wished to replace these rail cars with an additional 100 7000-series cars instead of overhauling them. This would result in an increase of new cars being delivered. According to an April 2013 Washington Post news story, the transit agency said that it would forgo updating the 4000-series rail cars, and Metro had exercised an option with Kawasaki to purchase an additional one hundred 7000-series cars to replace its 4000-series cars, costing an additional $215 million under the contract. It is expected to take over five years to replace the 4000-series cars. In June 2015 Metro pulled all 4000-series railcars from service following reports that doors were opening during travel; although no systemic problem was located, Metro kept the series out of service for more than a month to address door components that were below acceptable tolerance levels.
In July 2015, Metro released a request for proposals seeking a contractor to pick-up and then dispose of all 1000-series and 4000-series cars, as part of its plan to phase out those cars with the new 7000-series cars. On November 17, 2016, Metro discovered a glitch in which a 4000-series car would display an incorrect speed limit to a train operator while in manual mode. All 4000-series cars were taken out of service in the afternoon, but were returned to service in the middle of trainsets. Metro announced that they would discontinue using 4000-series railcars in lead positions and considered accelerating the retirement of the cars to late 2017 or possibly earlier. On February 6, 2017, Metro confirmed the accelerated retirement of the 4000-series cars due to their many reliability concerns. According to WMATA, "The 4000-series rail cars are by far Metro's least reliable, traveling an average of only 27,259 miles between delays. By contrast, the best performing cars, the 6000-series, are nearly four times more reliable, traveling more than 103,000 miles between delays." On June 7, 2017, Metro announced that the 4000-series cars would be fully retired and removed from service on July 1, 2017, and by that date, all cars were taken out of service. The last of the cars left for scrapping on February 13, 2018.
WMATA intends to retain pair 4000-4001 as historic cars. Additionally, the Loudoun County Fire and Rescue Department acquired pair 4044-4045 for its Metrorail Training Simulator, which was dedicated on June 28, 2017. In April 2017, car 4089 was sliced into seven sections and turned into vendor kiosks at the Grosvenor-Strathmore Metro Station as part of the pop up vendors plaza, which opened from May to June 30.
5000-series
The fifth order consisted of 192 rail cars from a joint venture of Construcciones y Auxiliar de Ferrocarriles (CAF) of Spain and AAI Corporation of Hunt Valley, Maryland. These cars are numbered 5000-5191, with delivery in 2001.
Service introduction of these cars was heavily delayed due to software "glitches" which plagued delivery. At one point, WMATA looked to impose penalties against CAF for the service entry delays.
The contract consisted of CAF engineering and designing the cars and managing the project, while AAI performed assembly. These cars were the first Metrorail cars to originally feature alternating current traction inverters and motors. They were also the first to have LED destination signs on the exterior and LED "next stop" indication signs on the interiors. Along with these improvements, they were also the first to have intercar safety barriers (which have since been added to all other rolling stock) and railcar monitoring systems. The 5000-series cars premiered the red, white, and blue interior. This interior color scheme has since been used on the 2000/3000-series rehabilitation project and the 6000-series cars from Alstom.
Another feature is the return of cast steel trucks, which were previously only used on the Rohr cars. This was done as a cost-saving measure, since fabricated trucks take additional time to manufacture due to the machining required.
The National Transportation Safety Board has begun an investigation about service life of these cars due to recent non-revenue service derailments in Metrorail yards, and the January 7, 2007, derailment of a revenue train on the Green Line at the Mount Vernon Square station.
The planned midlife rehabilitation of the 5000-series cars was to take place in the late 2010s through the early 2020s. Design specifications were to be drafted in 2017, with the first cars rehabbed in 2022. This series of cars would have been the third series of cars to have automated station announcements and the stainless steel paint scheme after they would have been rehabilitated. The cars would have been compatible with the 7000-series once the rehabilitation process was completed. Metro announced in November 2013 that within two years, all 5000-series and 6000-series cars would feature new resilient flooring, replacing the existing carpeting.
Cars 5066-5067 and 5152-5153 are out of service due to damage from accidents.
On June 4, 2015, the Federal Transit Administration approved early decommission of the 5000-series railcars which will be replaced with 7000-series trains. They will not be rehabbed.
6000-series
Subsequently, Metro ordered 184 rail cars from Alstom, the same company that rehabilitated the Breda 2000- and 3000-series cars. Delivery began in late 2005 and continued through 2008. These cars are being used on Metro trains; the first ones were deployed onto the Green Line. They look similar to the 5000-series cars built by CAF, but feature revised styling.
This is evident with bulkhead doors that have rounded windows compared to squared, and a revised operator window design which eliminates the top horizontal bar. These stylistic features are similar to what is found on the Rohr 1000-series cars. A major change that occurred for the first time since the Breda 2000-series cars is the reduction of seating. The 6000-series cars seat 64 instead of 68.
The interior has been completely redesigned to allow for additional standing room (mostly around the center doors) and easier access to all portions of the car. New to the 6000-series cars is the addition of two interior LED next stop indicators located at the center of the car, which brings the total to four interior displays per car (two facing each direction). Also new is an intercom located next to the center doors; previous railcars only have them at the front and back of each car.
Another new feature is that they are the first series of cars that will be manufactured with the flashing brake indicators on the far ends of each car. These are similar to what is used on the Rohr cars and the rehabilitated Bredas, and indicate when the train is in the final stages of stopping. Mechanically, the 6000-series cars features the same cast trucks as the CAF cars, and use the same propulsion systems and advanced cab signaling systems found in the Breda 2000/3000-series rehabilitation from Alstom.
The body shells of the 6000-series were built in Barcelona, Spain, with assembly completed in Hornell, New York.
The first 6000-series railcar was placed into service on Friday, October 6, 2006, at 11:30 am on its inaugural trip from Greenbelt to Branch Avenue.
In 2007 Metro began testing new resilient flooring on four 6000-series cars (6104+6105, 6142+6143). They announced in November 2013 that within two years all 5000- and 6000-series cars would feature the new floors.
On November 17, 2008, Metro completed the installation of new stainless steel-grab bars to all 184 6000-series cars.
Metro is testing new fabric seating on cars 6026-6027. This type of seating will also be installed on cars 6014-6015.
Metro is planning to add automated announcements on all 6000-series railcars once refurbishment is complete, which will meet up with 7000-series standards.
Cars 6180-6181 were fitted with a vinyl wrap which replaces the brown painting on the sides of the cars. On the inside, new resilient flooring and new blue seats were installed to match the new 7000-series cars. A dozen 6000-series and 3000-series cars will be getting these features. If the pilot program goes well, the remaining cars will be given the new look. WMATA says repainting would cost $14,055 per car, while implementing a vinyl wrap costs only $4,776. Metro's Richard Jordan also claims this method is more environmentally friendly compared to painting. The aluminum surface requires harsh chemicals which have to be treated before put down the sewer.
6182-6183 were removed from service, and are being converted into "money train" cars to replace the 1000-series Rohr cars that run the route.
7000-series
In April 2013, WMATA moved forward with plans to order 528 railcars from Kawasaki, called the 7000-series, to replace the 1000, 4000-series cars, and to provide service for the Dulles Corridor Metrorail Project, otherwise known as the Silver Line. In a February 8, 2007 press release, Metro stated that the new 7000-series cars would have a similar appearance to the 6000-series cars manufactured by Alstom. However, in a January 2008 press release, Metro indicated that the design for the 7000-series cars would have a completely different appearance from that of the current rail cars. The exterior would feature a stainless steel body rather than the aluminum of earlier designs. Inside, seats would be taller and more ergonomically designed, carpeting would be replaced with a resilient floor covering, the grab bars along the ceiling would contain spring-loaded handles, and the cars would contain security cameras, automated announcements, as well as LCD displays to provide train information.
There is also an option to install longitudinal seating instead of the traditional transverse seating found in all previous stock. Such an option would decrease seating capacity, but increase overall car capacity.
Like previous cars, 7000-series cars are configured as semi-permanently coupled married pairs. However, unlike previous cars, the 7000-series cars do not have an operator's cab in every car: even-numbered "A" cars have operator's cabs, while odd-numbered "B" cars do not. The married pairs are composed of one of each type. This arrangement favors four- and eight-car trains in A-B-B-A and A-B-B-A-A-B-B-A configurations, but six-car trains in A-B-B-A-B-A configurations are also possible. The following diagram depicts an eight-car train, with couplers represented by crosses and semi-permanent link bars represented by dashes.
The 7000-series cars are so technologically advanced as to render them incompatible with the existing fleet. Presented with that issue, Metro's board members recognized the seriousness of the decision, but former Metro general manager John B. Catoe indicated that the board needed to decide "in months" on whether to go ahead with the rail car order, regardless of whether or not the Dulles extension was approved.
The bidding process began in December 2008. WMATA issued a notice to proceed to Kawasaki on July 27, 2010, after receiving funding from the Federal Transit Administration, although delivery was delayed due to issues with suppliers following the 2011 T?hoku earthquake and tsunami.
Under the contract, Metro originally agreed to purchase 428 7000-series railcars, both to replace its 1000-series cars and provide service for the new Silver Line. In April 2013, Metro elected to exercise an option in the contract to purchase an additional one hundred cars to replace its one hundred 4000-series cars, which it decided do not warrant being overhauled in light of chronic mechanical issues. In September 2013, Metro announced it exercised another option under the contract to purchase an additional 220 7000-series railcars, bringing the total order to 748 railcars. In total, the new 7000-series railcars will make up more than half of Metro's rolling stock by 2020. In November 2013 it was reported that the first four cars would arrive before the end of 2013 and that they would then be tested for 30 weeks, allowing Metro to troubleshoot any issues before full production begins.
Metro unveiled the first 7000-series quad set at Greenbelt on January 6, 2014. The set underwent acceptance testing for at least eight months in order to finalize design specs and work out any problems. In September 2014, Metro reported that it was about one month away from finishing tests on the 7000-series test train, and it stated that it expected an eight-car train made up of 7000-series cars would start carrying passengers in early 2015, and Metro would have 56 railcars by June 2015. During that time, Metro revealed that during testing, a software issue was discovered that it was still addressing, although Metro was confident that the hardware itself was solid. Metro had indicated that the mass production schedule called for 56 new cars to be delivered by June 2015. Combined with the eight cars in the test group, that would give Metro 64 new cars, meaning eight 7000-series trains of eight cars each would be in service next summer. After that, 300 more cars would arrive by February 2017, followed by an additional 100, for a total of 528 new cars at an overall cost of $1.46 billion.
Metro warned its funding partners - VA, MD, and DC - that its option to purchase an additional 220 7000-series cars expires June 2015 and requires a funding commitment of $614 million for rolling stock, and $856 million for related infrastructure upgrades. Subsequently, in June 2015, the Federal Transit Administration cleared a major obstacle that was preventing Metro from purchasing the additional 220 railcars by approving an early retirement for the 192 5000-series railcars in order to avoid expenses and to upgrade rail service. Metro's funding partners, VA, MD, and DC, agreed to fund the additional purchase of 220 7000-series cars, bringing the total purchase to 748 cars, all of which are expected to be in service before the end of 2020.
The first 7000-series train debuted on the Blue Line on April 14, 2015. 7000-series trains subsequently entered service on the Red line on June 8, 2015, the Orange Line in July, and the Green and Yellow Lines on August 17, 2015.
In June 2016, the 7000-series was taken out of service on Blue, Orange and Silver Lines after Metro discovered that trains could lose contact with the third rail on a steep curve, which caused a train to shut down outside Rosslyn in May 2016.
On December 31, 2016, a Washington Post article reported that some residents in DC's Petworth neighborhood were noticing increased noise and vibration levels attributed to the heavier, steel-bodied 7000-series trains. According to the article, Metro engineers conducted initial field tests and noted only "negligible vibration levels." Metro spokesman Richard L. Jordan stated: "Metro is in the process of bringing in third-party engineers to conduct additional tests before we make a final determination." A March 3, 2017 report from WAMU noted that some residents in North Michigan Park and Southwest Waterfront are also experiencing increased noise and vibrations since the 7000-series trains entered service on the Green Line. The same WAMU report stated that Metro has hired the California-based company Wilson Ihrig to conduct "field testing in selected homes."
On March 8, 2018, WMATA accepted delivery of its 500th 7000-series car.
8000-series
Following the replacement of the 1000, 4000, and 5000-series cars with the new 7000-series between 2016 and 2020, Metro has proposed that all 366 2000-series and 3000-series cars be replaced by the 8000-series cars. The design phase is to commence in 2018, with the contract awarded the following year. Delivery of the cars is scheduled to begin in 2023. Metro is considering using an open gangway married pair- or quad-configuration design concept for the 8000-series railcars. Other features being considered include wider doors, larger windows, WiFi, heated floors, and passenger-operated door push-buttons.
References
External links
- Rolling stock interiors - world.nycsubway.org
Source of article : Wikipedia
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