Washington Metro's rolling stock system consists of 1,242 cars of 75 feet (22.86 m), which are shipped in seven deliveries. All rail cars in the 1000 to 6000 series in the Metrorail system operate as married couples (odd numbered even numbers), with a sharing system between pairs. The newer 7000 series cars only have one taxi at one end of each married couple and usually operate in a combined group of four cars.
The track meter is 4Ã, ftÃ, 8 1 / 4 in ( 1,429 mm ), only 0.25 inches (6.4 mm) narrower than the universal 4Ã, ftÃ, 8 1 / 2 in ( 1,435 mm ). The height of the rolled stock floor is 40 inches (1,016 mm) above the top of the rail (ATR) to enter the level; platform height at the station matches this. The floor and the Washington Metro platform are lower than most other East Coast mass transit systems, such as in New York City, Boston, and Philadelphia.
Video Washington Metro rolling stock
Summary
Metro currently has 1,242 cars with 1,132 in active revenue service in March 2018. The font in bold marks the cars currently in revenue services.
Maps Washington Metro rolling stock
1000-series
The original sequence of 300 Metro cars was produced by Rohr Industries, with delivery in 1976. These cars were numbered 1000-1299, and rehabilitated in the mid-1990s by Breda Costruzioni Ferroviarie (then AnsaldoBreda, and now Hitachi Rail Italy) and WMATA at their Brentwood Store in northeast Washington, DC
There are two main characteristics that distinguish the 1000-series from the next series of cars. At their side, the cars had two rolls, one above the window beside the door at each end (while the other car class had a flip-dot or LED sign on the window beside the middle door). Secondly, the bulkhead on each end of the series 1000 car displays a window extending to the top of the frame of the bulkhead, while the other car class windows just extend slightly higher than the side windows. The rehabilitation of the car in 1993 changed one rollsign on each side into an exterior loudspeaker, while other rollsign, as well as the bulkhead marks, were converted to a flip-dot display, replacing the original roll completely. These cars also received General AC power boosters (the same as those used on the AnsaldoBreda A650 train used in LA Metro), replacing the original Westinghouse DC control system, which made them the first cars on systems using such propulsion systems.
The original interior has a white-grained appearance with 82 orange and brown seats. Future orders will have seats reduced to 64 or 68, as the seat next to the door will be removed for additional standing area.
In August 2008, Metrorail was testing a new overhead addressing different styles at 1122, 1123, 1126, 1127, as well as some 3000-series cars to measure public opinion.
After the collision of 22 June 2009, Metro implemented a policy of no longer placing 1000-series railcar series at the end of the train to prevent telescoping in collisions, as they are the structurally weakest rolling stock. The new policy puts a 1000-series car in the center of six trains and eight cars, with rail cars from another series in the final position.
Four cars, previously numbered 1010-1011 and 1044-1045, were numbered back to 8000-8003 and functioned as "money carts" to collect revenues from the station's rate card machine. The third pair, 1092-1093 was changed in April 2016 and numbered back to 8004-8005. These cars are expected to be replaced in the future.
Car 1076 was taken out of service after his partner was destroyed in a 2004 crash at Woodley Park station. The car 1028, separated from its partner after being destroyed during the excavation of the Federal Triangle in 1982, became a touch car (a car checking for system clearance) and retired in April 2016. 1079 was the main car on the second train involved in June 22, 2009, Metro.
The 7000 series cars began to replace these cars and the 4000 series cars that began in 2016. In July 2015, Metro issued a request for a proposal seeking contractors to take and dispose of all the remaining 1000-series Metro train fleets. 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 removed from the property.
WMATA intends to store 1000-1001 pairs, which will be updated and preserved for historical purposes.
On January 23, 2014, couples 1090-1091 were found at the Asymmetric Warfare Training Center at Fort AP Hill. Eight cars were taken to the Wali Center facility in Georgia, including couples 1130-1131.
2000-series
The second sequence, of 76 cars, is via Breda Costruzioni Ferroviarie (now Hitachi Rail Italy), with deliveries in 1982.
These cars were numbered from 2000 to 2075, and were rehabilitated in 2003 and 2004 by Alstom in Hornell, New York. The cars, as part of the rehabilitation project, have received a new AC propulsion system with IGBT technology, replacing the DC propulsion system controlled by the original cam. Also includes rail monitoring systems, advanced ATC/ATS control systems, exterior LED destination signs, subsequent LED interior stop signs, and improved emergency board outlet.
The refurbished railway also receives the red, white, and blue interior found on the 5000 series cars.
3000-series
The third sequence consists of 290 cars, also from Breda, with deliveries in 1987.
These cars were numbered 3000-3289 shipped, and rehabilitated by Alstom in Hornell, New York. As part of this rehabilitation project, they received an AC propulsion system with IGBT technology, replacing a chopper-controlled DC propulsion system. Also included in the rehabilitation is the addition of rail monitoring systems, advanced ATC/ATS control systems, exterior LED destination signs, subsequent LED interior stop signs, and improved emergency board outlet. The updated 3000 series cars also receive red, white, and blue interiors found on 5000 series cars.
On January 6, 1996, an income train collided with an out-of-service train, both consisting entirely of 3000-series Breda cars, at Shady Grove station, which fatally injured the carriage of the revenue carriage. Car 3252, the main car of the revenue train, collide with 3191, the car at the end of entry from the train outside service. The pair of these cars, 3253 and 3190, then mated together. 3190 re-entered revenue service as 3290, and 3253 re-enter service as 3291. However 3252 & amp; 3191 is maintained by WMATA for training purposes.
On 29 November 2009, a collision occurred between two train outside service at the Falls Church fence in Fairfax County, Virginia. The 3216 car, the main car of one of the trains, was badly damaged. Three Metro employees with minor injuries were taken to a local hospital. NTSB plans to launch an investigation into the incident. As a result, 3217 cars are kept outside the service.
Beginning in 2005, a number of 3000-series cars that have not undergone rehabilitation were modified as part of a pilot program to study the passenger movement to improve seating arrangements for future rail cars. Sixteen cars receive new seating arrangements that include handrails and modified seat positions, including some longitudinal seats. These cars, as well as other cars used as control cars in the experiment, receive on-board cameras for planners to observe passenger movements.
In August 2008, Metrorail was testing a new overhead addressing different styles at 3034, 3035, 3094, 3095 as well as several 1000-series cars to measure public opinion.
4000-series
The fourth sequence consists of 100 cars from Breda, number 4000-4099. These cars were delivered in 1991.
There are some minor differences between this and the previous Breda car before rehab. First, the bulkhead is rounded off compared to the square, and unlike other cars, it is also the only car on the system that was not originally built or mounted with exterior speakers.
These cars use the original flip-dot exterior destinations, chopper-driven DC drive system, and original orange and yellow cream interior all the way up to their retirement.
The 4018 car was damaged in a Woodley Park accident, but was eventually repaired.
On July 4, 2010, Metro took all of the 100-series 4000 cars out of service to repair the door motor to prevent them from accidentally opening while the train was on the move, a situation that Metro's engineers were able to duplicate on the railroad pages. On July 20, the cars are returned to service after the repairs are completed.
These cars will be rehabilitated from 2014 onwards based on design specifications that were partly compiled in 2010, however, WMATA indicated in the next budget that they wanted to replace these rail cars with an additional 100 7000 series cars instead of overhauling them. This will result in an increase in new cars being shipped. The transit agency said it would cancel the renewal of the 4000-series rail car, and Metro had used the option with Kawasaki to buy an additional series of as many as a thousand and seven thousand cars to replace the cars series-4000, at an additional cost of $ 215 million under contract. It is estimated that it will take more than five years to replace the 4000 series cars. In June 2015, Metro pulled all 4000-series carriages from service following reports that the doors were open during the trip; although there is no systemic problem, Metro retains service for more than a month to handle door components that are below acceptable tolerance levels.
In July 2015, Metro released a request for a proposal seeking contractors to pick up and then dump all 1000 and 4000 series cars, as part of its plans to stop the cars with the new 7000 series cars. On November 17, 2016, Metro found an error in which the 4000 series car would show the wrong speed limit to the train operator when in manual mode. All cars with 4000 series were taken out of service in the afternoon, but returned to service in the middle of the train. Metro announced that it would stop using the 4000-series railcars in lead positions and considered accelerating the retreat of cars until late 2017 or possibly earlier. On February 6, 2017, Metro confirmed the accelerated retirees of the 4000 series cars due to the many fears of their reliability. According to WMATA, "The 4000-lined rail cars so far are the most unreliable Metro, the average journey is only 27,259 miles between the delays.In contrast, the best-performing cars, the -6000 series, are nearly four times more reliable , traveling more than 103,000 miles in between delays. "On June 7, 2017, Metro announced that 4000 series cars would be fully retired and removed from service on July 1, 2017, and on that date, all cars were taken out of service. The last of the remaining cars for removal on February 13, 2018.
WMATA intends to maintain the 4000-4001 pair as a historic car. In addition, the Loudoun County Fire and Rescue Department purchased a pair of 4044-4045 for its Metrorail Training Simulator, dedicated on June 28, 2017. In April 2017, the 4089 car was sliced ​​into seven parts and turned into a seller's stall at Grosvenor-Strathmore Metro Station as part of the pop up vendors plaza, which is open from May to 30 June.
5000-series
The fifth sequence consists of 192 trains from the Spanish Construcciones y Auxiliar de Ferrocarriles (CAF) joint venture and the AAI Corporation of Hunt Valley, Maryland. These cars were numbered 5000-5191, with delivery in 2001.
The introduction of the services of these cars is greatly delayed due to the "disturbance" software that disrupts delivery. At one point, WMATA appears to impose sanctions on CAF for service post delays.
The contract consists of CAF engineering and designing cars and managing projects, while AAI conducts assembly. These cars were the first Metrorail car that initially featured inverters and traction motors back and forth. They are also the first to have signs of LED destination on the outside and a stop sign "next stop" in the interior. Along with these improvements, they are also the first to have intercar security barriers (which have since been added to all other rolling stocks) and rail monitoring systems. 5000 series cars display red, white, and blue interiors. This interior color scheme has since been used on the 2000/3000-series rehabilitation project and the 6000-series car from Alstom.
Another feature is the return of cast steel trucks, previously used only on Rohr cars. This is done as a cost-saving measure, because the truck being made takes additional time to produce due to the necessary machining.
The National Transportation Safety Council has begun an investigation into the life of the services of these cars due to the recent derailment of non-revenue services at the Metrorail meter, and January 7, 2007, derailment of the revenue train at the Green Line at Mount Vernon Square station.
The midlife rehabilitation planned for the 5000 series cars will take place in late 2010 through the early 2020s. Design specifications should be designed in 2017, with the first car rehabilitated by 2022. This series of cars will be the third series of cars to have automatic station announcements and stainless steel paint schemes once they will be rehabilitated. The cars will be compatible with the 7000 series once the rehabilitation process is complete. Metro announced in November 2013 that in two years, all 5000 and 6000 series cars will feature robust new flooring, replacing existing carpets.
Cars 5066-5067 and 5152-5153 can not be used due to accidental damage.
On June 4, 2015, the Federal Transit Administration approved the initial disabling of the 5000 series railcars to be replaced by the 7000 series trains. They will not be rehabilitated.
6000-series
Subsequently, Metro ordered 184 trains from Alstom, the same company that rehabilitated the Breda 2000 and 3000 series cars. Deliveries began in late 2005 and continued through 2008. These cars were used on Metro trains; the first to be deployed to the Green Line. They look similar to the 5000 series cars made by CAF, but have a revised styling.
This is evident with a bulkhead that has a round window compared to the square, and a revised operator window design that removes the top horizontal bars. These stylish features are similar to what is found on 1000 Rohr series cars. The big change that happened for the first time since the Breda 2000 series car was the reduction of the seats. Car seat 6000-series 64 instead of 68.
The interior has been completely redesigned to allow for additional standing space (mostly around the central door) and easier access to all parts of the car. New to the 6000 series cars is the addition of two indicators of the next interior LED indicator located in the center of the car, which brings a total of up to four interior displays per car (two facing each direction). Also new is the intercom located next to the central door; Previous railcars only have them on the front and rear of each car.
Another new feature is that they are the first car series to be produced with a blinking brake indicator at the far end of each car. This is similar to what is used on rehabilitated Rohr and Bredas cars, and shows when trains are in the final stages of stopping. Mechanically, the 6000-series cars feature the same transport trucks as the CAF car, and use the same propulsion system and advanced taxi-signaling system found in the Breda 2000/3000-series rehabilitation from Alstom.
The shell of the 6000 series was built in Barcelona, ​​Spain, with assembly finish in Hornell, New York.
The first 6-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 tough floors on four 6000-series cars (6104 6105, 6142 6143). They announced in November 2013 that in two years all 5000 and 6000 series cars will feature new floors.
On November 17, 2008, Metro completed the installation of a new stainless steel bar to all 184 6000-series cars.
Metro is testing the seating of new fabrics in cars 6026-6027. This type of seat will also be installed on 6014-6015 cars.
Metro plans to add automatic announcements across all 6000 series trucks after the repair is completed, which will meet the 7000 series standards.
The 6180-6181 car is equipped with a vinyl pack that replaces the brown painting on the side of the car. On the inside, new resilient floors and new blue chairs are fitted to match the new 7000 series car. A dozen of 6000 series and 3000 series cars will get this feature. If the test program runs well, the remaining car will be given a new look. WMATA said the painting would cost $ 14,055 per car, while applying a vinyl wrap cost of just $ 4,776. Richard Jordan Metro also claims this method is more environmentally friendly than painting. The surface of aluminum requires harsh chemicals to be treated before placing the drain.
6182-6183 was removed from the service, and is being converted into a "cash train" car to replace the Rohr 1000-series car that runs the route.
7000-series
In April 2013, WMATA moved ahead with plans to order 528 cars from Kawasaki, called the 7000 series, to replace the 1000, 4000 series cars, and to provide services for the Dulles Meteor Corridor Project, otherwise known as the Silver Track. In a press release February 8, 2007, Metro stated that the new 7000 series car would have an appearance similar to the 6000 series cars produced 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 than the current rail cars. The exterior will feature a stainless steel body rather than aluminum from the previous design. Inside, the chairs will be taller and more ergonomic, the carpets will be replaced with a tough floor covering, the handle along the ceiling will contain a spring handle, and the cars will contain security cameras, automatic announcements, and LCD screens to provide train information fire.
There is also the option of installing elongated seating instead of the traditional cross-seat found in all previous stocks. Such choices will lower the seating capacity, but increase the overall capacity of the car.
The configuration of the car also changed. While still operating as a married couple, a taxi in one car will be eliminated, turning it into car B (odd number), while a car by taxi will be an A car (even number). While six-car trains are not excluded (holding A to end B), this configuration prefers to leave the car in the appropriate quad set for four or eight cars. The eight car configuration will look like this:
The cross between cars represents the couplers, while the line symbolizes the link link.
The 7000 series cars are so technologically advanced that they are not compatible with the existing fleet. Presented with the issue, Metro board members acknowledge the seriousness of the decision, but former Metro general manager John B. Catoe indicated that the board needs to decide "within a few months" whether to pass on rail cars, regardless of whether or not the Dulles extension is approved.
The bidding process began in December 2008. WMATA issued a notice to proceed to Kawasaki on July 27, 2010, having received funding from the Federal Transit Administration, even though shipments were delayed due to problems with suppliers after the 2011 T-hsu earthquake and tsunami.
Under the contract, Metro initially agreed to purchase 428 7000-series railcars, both to replace 1000-series cars and provide services for the new Silver Line. In April 2013, Metro chose to use the option in the contract to buy an additional one hundred cars to replace a hundred-series 4000 cars, which it decided did not warrant overhauled in connection with chronic mechanical problems. In September 2013, Metro announced to execute another option under contract to purchase additional 220 Series railcars of 7000, bringing the total order to 748 railcars. In total, the new 7000 series railcars will make more than half of Metro trains by 2020. In November 2013 it was reported that the first four cars will arrive before the end of 2013 and that they will be tested for 30 weeks. , allowing Metro to solve any problems before full production begins.
Metro launched the first set of 7000-series series at Greenbelt on January 6, 2014. This set undergoes acceptance testing for at least eight months to complete the design specifications and resolve any issues. In September 2014, Metro reported that it was about a month away from completing the test on the 7000 series test train, and stated that it expects an eight-car train consisting of 7000 series cars to start carrying passengers in early 2015, and Metro will have 56 carriage in June 2015. During that time, Metro revealed that during the test, software problems were found that were still being addressed, although Metro was convinced that the hardware itself was solid. Metro has indicated that a mass production schedule calling for 56 new cars will be delivered by June 2015. Combined with eight cars in the test group, which will provide Metro 64 new cars, meaning eight 7000 series trains of eight cars each will be in summer service upcoming. After that, 300 more cars will arrive in February 2017, followed by an additional 100, with a total of 528 new cars at a total cost of $ 1.46 billion.
Metro warned its funding partner - VA, MD and DC - that the option to purchase additional 220 7000 series cars expires in June 2015 and requires a $ 614 million financing commitment for rolling stock and $ 856 million for improvements to related infrastructure. Furthermore, in June 2015, the Federal Transit Administration cleared a major obstacle preventing Metro from buying an additional 220 railroads by agreeing to an early retirement for 192 5000 series horse carts to avoid costs and to improve rail services. The funding partner of Metro, VA, MD and DC agreed to fund the purchase of an additional 220,000,000 series cars, bringing total purchases to 748 cars, all of which are expected to be operational by the end of 2020.
The first 7000 series train debuted on the Blue Line on April 14, 2015. The 7000-series train then enters service on the red line on June 8, 2015, Orange Line in July, and the Green and Yellow Line on August 17, 2015.
In June 2016, the 7000 series was no longer used on the Blue, Orange and Silver Line after Metro found that trains could lose contact with the third rail on a steep bend, which caused the train to close outside Rosslyn in May 2016.
On December 31, 2016, a Washington Post article reported that some residents in Petworth DC neighborhood were paying attention to the increase in the noise and vibration levels associated with the heavier and more heavily steeled 7000 series trains. According to the article, Metro engineers conducted initial field tests and recorded only "a negligible level of vibration." Metro spokesman Richard L. Jordan stated: "Metro is in the process of bringing in a third party engineer to perform additional tests before we make any final determination." A March 3, 2017 report from WAMU noted that some residents in North Michigan Park and Southwest Waterfront also experienced increased noise and vibration since the 7000 series train entered service on the Green Line. The same WAMU report stated that Metro had hired California-based company Wilson Ihrig to conduct "field testing in selected houses."
On March 8, 2018, WMATA received delivery of its 500th series of 7000 cars.
8000-series
Following the replacement of 1000, 4000, and 5000 series cars with the new 7000 series between 2016 and 2020, Metro has proposed that all 366 series cars 2000 and 3000 be replaced by the 8000 series cars. The design phase will begin in 2018, with contracts awarded at next year. The delivery of the car is scheduled to begin in 2023. Metro is considering using the concept of a pair-or quad-configuration design of an alley way open to the 8000 series railcars. Other features considered include wider doors, larger windows, WiFi, heated floors, and door knobs operated by passengers.
References
External links
- Rolling stock interiors - world.nycsubway.org
Source of the article : Wikipedia
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