Washington Metro rolling stock

The rolling stock of the Washington Metro system consists of 1,130^[1] 75-foot (22.86 m) cars, delivered in six shipments. All rail cars in the Metrorail system operate in married pairs (consecutively numbered even-odd), with systems shared across the pair. The system rail gauge is a modified, or near, standard gauge 4 ft 8 ¹⁄₄ in (1,429 mm), 0.25 inches (6.4 mm) closer than standard gauge.^[2] The platform height is said to be 38.5 inches (980 mm) above top of rail (ATR) and rolling stock floor height is also 38¹⁄₂ ± ³⁄₄ in (978 ± 19 mm) ATR for level entry. The Washington Metro’s floors and platforms are lower than those of most other East Coast mass transit systems, such as in New York City, Boston, and Philadelphia.

The number of revenue cars is expected to remain constant until early 2015, when the first of the 7000 series cars start passenger service.^[3]

1000-series

A train of Rohr cars arrives at Cheverly station.

Interior of Rohr 1112.

Rohr cab

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 (now AnsaldoBreda) 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.

The 1993 rehabilitation 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. The cars also received AC propulsion, replacing the cam-controlled DC propulsion systems, making them the first cars on the system to use such propulsion.

The original interiors have 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.

Of these original 300 cars, 290 remain in active revenue service. Car 1028, separated from its mate after it was destroyed during the Federal Triangle derailment in 1982, has become the feeler car that checks system clearances . Cars 1114-1115 are used only in work service. Four cars 8000–8003, serve as the money train to collect the revenue from station fare card machines These are former passenger cars 1010+1011 and 1044+1045. 1076 is also permanently out of service after its mate was destroyed in the 2004 accident at Woodley Park station.^[4] 1079^[5] was the lead car on the second train involved in the June 22, 2009 Washington Metro train collision.^[6]

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.^[7]

Following the June 22, 2009 collision, Metro implemented a policy of no longer placing 1000-Series rail car pairs at the ends of train consists in order to prevent telescoping in a collision, as they are the weakest rolling stock structurally.^[8] The new policy places 1000-Series cars in the center of six and eight-car consists, with rail cars of other series in the end positions.

These cars, and the 4000 series, are expected to be retired by the 7000 series between 2015 and 2017.^[9]

• Car Builder: Rohr Industries, Winder, Georgia, USA
• Dates Built: 1973–1976
• Rehabilitated: 1993–1996
• Rehabilitated by: WMATA Brentwood Shop/Breda Costruzioni Ferroviarie (now AnsaldoBreda), Washington, DC, USA
• Car Body: Extruded Aluminum
• Car Numbers: 1000–1299
• Car Length: 75 feet (22.86 m)
• Car Width: 10 feet (3.05 m)
• Car Height: 11.8 feet (3.60 m)
• Track Gauge: 4 ft 8 ¹⁄₄ in (1,429 mm)
• Truck Type: Cast Steel
• Maximum Operating Speed: 75 mph (121 km/h)
• Propulsion System: Four General Electric "5GEB" 3 Phase, 4 pole, Asynchronous AC Traction Drives with GTO Inverters (post rehab)^[10]
• Power Output (Per Motor): 186.5 kilowatts (250.1 horsepower)^[10]
• Power Output (Per Car): 746 kilowatts (1,000 horsepower)
• Braking System: Abex Hydraulics
• Seating capacity: 82
• Total Capacity: 175

2000-series

The second order, of 76 cars, was through Breda Costruzioni Ferroviarie (now AnsaldoBreda), 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.

3000-series

Breda 3283 with modified floor plan. Note the side-facing bench seats in the center, the strap handles along the ceiling, and the lean rests near the end of the car.

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. 3252, the lead car of the revenue train, collided with 3191, the car at the inbound end of the out-of-service train.^[12] 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.

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.^{[13][14][15][16]}

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.^[7]

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.

However, these cars still use the original flip-dot exterior destination signs, chopper-controlled DC propulsion system, and the original cream, orange, and yellow interior.

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.^[18] On July 20, the cars were returned to service after the repair was completed.^[19]

These cars were to be rehabilitated starting 2014 onward based on design specifications that were partially drafted in 2010,^[20][21] however, WMATA has indicated in subsequent budgets that it wishes to replace these rail cars with an additional one hundred 7000 series cars instead of overhauling them. This would result in an increase of new cars being delivered.^[22] 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.^[23] It is expected to take over five years to replace the 4000 series cars.^[23]

Car 4018 was damaged in the Woodley Park accident but eventually repaired.

5000-series

Cab of 5000-series rail car.

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.^[26] 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^[27] 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 Mt Vernon Square station.

The planned midlife rehabilitation of the 5000-series cars is to take place in the late 2010s through the early 2020s. Design specifications are to be drafted in 2017, with the first cars rehabbed in 2022. This series of cars will be the third series of cars to have automated station announcements and the stainless steel paint scheme once they have been rehabilitated. The cars will be compatible with the 7000-series once the rehabilitation process is completed.^[28] 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.^[29]

Cars 5066-5067 were wrecked on June 22, 2009.

6000-series

WMATA Alstom Car 6143 - Resilient Floor

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. 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.^[30]

In 2007, Metro began testing new resilient flooring on four 6000-series cars (6104-105, 6142-6143).^[31] They announced in November 2013 that within two years all 5000- and 6000-series cars would feature the new floors.^[29]

On November 17, 2008, Metro completed the installation of new stainless steel-grab bars to all 184 6000-series cars.^[32]

Metro is testing new fabric seating on cars 6026–6027. This type of seating will also be installed on cars 6014–6015.^[33][34]

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.^[30]

7000-series

In April 2013, Metro moved forward with plans to order 528 railcars from Kawasaki, called the 7000-series, to replace older 1000-series cars, and to provide service for the Dulles Corridor Metrorail extension, otherwise known as the Silver Line.^[42] Metro also exercised an option under the contract to purchase additional railcars to replace all of its older 4000-series cars.^[42] 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.^[43] 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.^[44] Inside, seats would be taller and more ergonomically designed, carpeting would be replaced with a resilient floor covering,^[44] the grab bars along the ceiling would contain spring-loaded handles,^[45] and the cars would contain security cameras, as well as LCD displays to provide train information.^[44]

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.

Car configuration would also be changed, requiring all 7000-series trains to run with four or eight cars. While still operating as married pairs, the cab in one car would be removed, essentially turning it into a B car (odd numbers), whereas cars with cabs would be A cars (even numbers). An eight-car configuration would look something like this:

The crosses between cars represent couplers, while the dashes represent link bars.^[46]

The 7000-series cars will be 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.^[47]

The bidding process begun in December 2008. WMATA issued a notice to proceed to Kawasaki on July 27, 2010, after receiving funding from the Federal Transit Administration.^[48]

Under the contract, Metro originally agreed to purchase 428 7000-series railcars, both to replace 1000-series cars as well as equip 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.^[42] 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.^[49] In total, the new 7000-series railcars will make up just more than fifty percent of Metro's rolling stock by 2018.^[49] As of November 2013, it was being reported that the first 4 cars of the 7000-series would arrive before the end of 2013, and that they would then be tested for 30 weeks, which will allow Metro to troubleshoot any issues before full production begins.^[50] According to documents introduced at a November Metro Board meeting, by October 2016, 300 of the 7000-series cars are expected to be in service and thus replace the 1000-series cars, and by September 2017, 100 of the 7000-series cars intended to replace the 4000-series are also expected to be in service, with additional cars arriving so that the entire order of 7000-series cars is in service by 2018.^[51]

Procurement requirements and preliminary car specifications are available online.^[52]

Metro unveiled the first 7000-series quad set at Greenbelt on January 6, 2014. The set is to commence acceptance testing for 8 months in order to finalize design specs and work out any problems, thereby allowing production and delivery of the remaining cars to commence during the summer of 2014.^[53]

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 paying passengers in early 2015. Metro indicated that by 2015 it would have 56 7000-series cars on hand.^[3] At the same time, Metro revealed that during testing of the 7000-series test train, a software issue was discovered that it was still addressing, although Metro was confident that the hardware itself was solid.^[3] Looking ahead, Metro indicated that "[t]he mass production schedule calls 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 . . . ." ^[3] Metro has warned its funding partners – VA, MD, and DC – that its option to purchase an addition 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.^[3][54] Metro announced in March 2015 that the system’s first 7000-series train will enter passenger service Tuesday, April 14, on the Blue Line, leaving Franconia-Springfield station around 7 in the morning.^[55] At the same time, 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.^[56]

8000-series

Following the replacement of the 1000-series and 4000-series cars with the new 7000-series between 2015 and 2017, 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.^[57]

References

External links

Wikimedia Commons has media related to Washington Metro rolling stock.

• world.nycsubway.org: Rolling stock interiors
• Washington Metropolitan Area Transit Authority Fleet Management plans (revised May, 2007)
  • Replacement One for previous source; click on "Vehicles/Vehicle parts
• Live From the Third Rail: WMATA 6000 Series Railcar Preview archived from the original; WMATA 6000 Series Rail Cars Reviewed archived from the original
• 2011–2020 Capital Needs Inventory