Washington Metro rolling stock

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The rolling stock of the Washington Metro system consists of 1,130[1] 75-foot (22.86 m) cars, delivered in seven 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[by whom?] to be 38.5 inches (980 mm) above top of rail (ATR) and rolling stock floor height is also 38​1⁄2 ± ​3⁄4 in (978 ± 19 mm) ATR for level entry.[citation needed] 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.[citation needed]

The number of revenue cars remained constant until April 14, 2015, when the first of the 7000 series cars started passenger service.[3]

1000-series

A train of Rohr cars arrives at Cheverly station.
File:WMATA Rohr interior.jpg
Interior of Rohr 1112.
File:WMATA Rolling Stock Operating Cab.jpg
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.

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.[4]

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.[5] 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 being retired by the 7000 series since 2015.[6] 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.[7] Of the 300 cars, less than 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, formerly numbered 1010-1011 and 1044-1045, were renumbered to 8000–8003 and serve the money train to collect the revenue from station fare card machines. 1076 is also permanently out of service after its mate was destroyed in the 2004 accident at Woodley Park station.[8] 1079[9] was the lead car on the second train involved in the June 22, 2009 Washington Metro train collision.[10] Recently, cars 1090-1091 were spotted at the Asymmetric Warfare Training Center at Fort AP Hill.[11] Eight cars were taken to the Guardian Centers facility in Georgia.[12]

  • 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)[13]
  • Power Output (Per Motor): 186.5 kilowatts (250.1 horsepower)[13]
  • Power Output (Per Car): 746 kilowatts (1,000 horsepower)
  • Braking System: Abex Hydraulics
  • Seating capacity: 82
  • Total Capacity: 175

2000-series

Washington Metro 2000 series
File:Breda 2075 (Washington Metro).jpg
A train of 2000-series Breda cars at Huntington following rehabilitation.
File:WMATA Breda 2075 interior.jpg
Interior of Breda 2075 following rehabilitation.
Manufacturer Breda Costruzioni Ferroviarie (now AnsaldoBreda)
Order number 76
Built at Pistoia, Italy
Constructed 1981–1983
Refurbishment 2002–2004
Number built 76
Number in service 76
Fleet numbers 2000–2075
Capacity Seating: 68
Total: 175
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Extruded Aluminum
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Floor height 1,000 mm (39.37 in)
Doors Sliding, 6 per car
Maximum speed 75 miles per hour (121 km/h)
Traction system Four Alstom ONIX 2000 AC Traction Drives with IGBT Inverters (post rehab)[14]
Power output 165 kilowatts (221 horsepower) per motor
600 kilowatts (800 horsepower) per car
Electric system(s) 750 DC third rail
Current collection method Contact shoe

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

Washington Metro 3000 series
File:Breda 3000-series at Van Dorn Street.jpg
A train of Breda 3000-series cars prior to rehabilitation arrives at Van Dorn Street station.
File:WMATA Breda 3267 interior.jpg
Interior of Breda 3267 prior to rehabilitation.
Manufacturer Breda Costruzioni Ferroviarie (now AnsaldoBreda)
Order number 290
Built at Pistoia, Italy
Constructed 1984–1988
Refurbishment 2004–2009
Number built 290
Number in service 288
Number scrapped 2
Fleet numbers 3000–3289
Capacity Seating: 68
Total: 175
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Extruded Aluminum
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Floor height 1,000 mm (39.37 in)
Doors Sliding, 6 per car
Maximum speed 75 miles per hour (121 km/h)
Traction system Four Alstom ONIX 2000 AC Traction Drives with IGBT Inverters (post rehab)[14]
Power output 165 kilowatts (221 horsepower) per motor
600 kilowatts (800 horsepower) per car
Electric system(s) 750 DC third rail
Current collection method Contact shoe
File:Breda 3283 with modified seating.jpg
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.[15] 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.[16][17][18][19]

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.[4]

4000-series

Washington Metro 4000 series
File:Breda 4000 Series Train.jpg
A Blue Line train of Breda 4000-series cars arrives at King Street – Old Town station.
File:WMATA Breda 4018 interior.jpg
Interior of Breda 4018.
Manufacturer Breda Costruzioni Ferroviarie (now AnsaldoBreda)[20]
Order number 100
Built at Pistoia, Italy
Constructed 1991–1993
Entered service 1991
Scrapped ca. 2018–2021
Number built 100
Number in service 100
Fleet numbers 4000–4099
Capacity Seating: 68
Total: 175
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Extruded Aluminum
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Floor height 40 inches (1,016 mm) ATR
Doors Sliding, 6 per car
Maximum speed 75 miles per hour (121 km/h)
Traction system Westinghouse 1462 chopper controlled DC motors
Power output 159.25 kilowatts (213.56 horsepower) per motor
637 kilowatts (854 horsepower) per car
Acceleration 3 mph/s (4.8 km/(h·s))
Deceleration 3 mph/s (4.8 km/(h·s))
Electric system(s) 750 DC third rail
Current collection method Contact shoe

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.[21] On July 20, the cars were returned to service after the repair was completed.[22]

These cars were to be rehabilitated starting 2014 onward based on design specifications that were partially drafted in 2010,[23][24] 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.[25] 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.[26] It is expected to take over five years to replace the 4000 series cars.[26] 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.[27] In July 2015, Metro released a request for proposals seeking a contractor to pick-up and then dispose of all 1000-series, followed by 4000-series cars, as part of its plan to phase-out those series with the new 7000-series.[7]

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

5000-series

Washington Metro 5000 series
File:WMATA 5000-Series at Minnesota Avenue.jpg
An Orange Line train of CAF cars at Minnesota Avenue station.
File:WMATA CAF interior.jpg
Interior of CAF 5134.
Manufacturer CAF/AAI, Zaragoza and Bessain [28]
Order number 192
Built at Spain and Hunt Valley, Maryland, USA
Constructed 2001–2004
Entered service 2001
Refurbishment N/A
Scrapped c. 2021
Number built 194
Number in service 192
Number scrapped 2
Fleet numbers 5000–5191
Capacity Seating: 68
Total: 175
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Extruded Aluminum
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Floor height 1,000 mm (39.37 in)
Doors Sliding, 6 per car
Maximum speed 75 miles per hour (121 km/h)
Traction system Four Bombardier Mitrac DR1000 AC Traction Drives with IGBT Inverters[29]
Power output 175 kilowatts (235 horsepower) per motor
700 kilowatts (940 horsepower) per car
Acceleration 2.75 mph/s (4.43 km/(h·s))
Deceleration 3.146 mph/s (5.063 km/(h·s))
Electric system(s) 750 DC third rail
Current collection method Contact shoe
File:WMATA 5000-Series cab.jpg
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.[citation needed] They were also the first to have LED destination signs on the exterior and LED “next stop” indication signs on the interiors.[citation needed] 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.[citation needed] 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.[30] 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[31] 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 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.[32] 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.[33]

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

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.[34]

6000-series

Washington Metro 6000 series
File:Alstom 6024 at Branch Avenue.jpg
Alstom 6024 at Branch Avenue
File:WMATA Alstom interior.jpg
Interior of Alstom 6026
In service 2006–present
Manufacturer Alstom Transportation
Built at Barcelona, Spain and Hornell, New York, USA
Constructed 2005–2008
Entered service October 6, 2006
Number built 184
Number in service 184
Formation 2 cars per trainset
Fleet numbers 6000–6183
Capacity Seating: 64
Total: 175
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Extruded Aluminum
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Doors Sliding, 6 per car
Maximum speed 75 mph (121 km/h)
Traction system Four Alstom ONIX 2000 AC Traction Drives with IGBT Inverters[14]
Power output 165 kilowatts (221 horsepower)[14] per motor
660 kilowatts (890 horsepower) per car
Electric system(s) 750 DC third rail
Current collection method Contact shoe
Track gauge 4 ft 8 1⁄4 in (1,429 mm)

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.[35]

In 2007, Metro began testing new resilient flooring on four 6000-series cars (6104+6105, 6142+6143).[36] They announced in November 2013 that within two years all 5000- and 6000-series cars would feature the new floors.[33]

On November 17, 2008, Metro completed the installation of new stainless steel-grab bars to all 184 6000-series cars.[37]

Metro is testing new fabric seating on cars 6026–6027. This type of seating will also be installed on cars 6014–6015.[38][39]

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.[35]

7000-series

Washington Metro 7000 series
File:Metro 7000-Series railcar debut 3.jpg
7000-series railcar at Greenbelt station, January 6, 2014.
File:Metro 7000-Series railcar debut 5.jpg
WMATA 7000-Series interior.
In service 2015-present
Manufacturer Kawasaki Heavy Industries
Built at Kawasaki Rail Car, Yonkers, New York, Lincoln, Nebraska, and Kobe, Japan[40]
Replaced
  • 1000 series
  • 4000 series
  • 5000 series
Constructed 2012–2020
Entered service April 14, 2015
Number under construction 748
Number built 84 [41]
Number in service 64
Formation 4 cars per trainset
Fleet numbers 7000–7747
Capacity Seating:
A-Car: 64 (transverse), 58 (longitudinal)
B-Car: 68 (transverse), 64 (longitudinal)[42][43]
Total: A-Car: 175 (Transverse seating), 184 (Longitudinal seating)
B-Car: 184 (Transverse seating), 192 (Longitudinal seating)
Operator(s) Washington Metropolitan Area Transit Authority
Specifications
Car body construction Stainless Steel
Train length 600 feet (182.88 m)
Car length 75 feet (22.86 m)
Width 10 feet (3.05 m)
Height 11.8 feet (3.60 m)
Doors Sliding, 6 per car
Maximum speed 75 mph (121 km/h)
Weight 80,000 lb (36,000 kg)
Traction system Toshiba SEA-430 AC with IGBT-VVVF Inverter[44][45]
Motors were tested for the ability to function underwater[46]
Power output 140 kilowatts (190 horsepower)[45] per motor
560 kilowatts (750 horsepower) per car
Acceleration 2.8 mph/s (4.5 km/(h·s)) to 32 mph (51 km/h)
Deceleration 2.2 mph/s (3.5 km/(h·s))
3.2 mph/s (5.1 km/(h·s)) (emergency)
Electric system(s) 750 DC third rail
Current collection method Contact shoe
Coupling system Fabricated steel truck[47]
Track gauge 4 ft 8 1⁄4 in (1,429 mm)

In April 2013, WMATA moved forward with plans to order 528 railcars from Kawasaki, called the 7000-series, to replace older 1000, 4000, and 5000[34] series cars, and to provide service for the Dulles Corridor Metrorail extension, otherwise known as the Silver Line.[48] Metro also exercised an option under the contract to purchase additional railcars to replace all of its older 4000-series cars.[48] 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.[49] 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.[50] Inside, seats would be taller and more ergonomically designed, carpeting would be replaced with a resilient floor covering,[50] the grab bars along the ceiling would contain spring-loaded handles,[51] and the cars would contain security cameras, as well as LCD displays to provide train information.[50]

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 is also 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:

File:WMATA 7000-Series consist.png

The crosses between cars represent couplers, while the dashes represent link bars.[52]

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.[53]

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.[54]

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.[48] 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.[55] In total, the new 7000-series railcars will make up just more than fifty percent of Metro's rolling stock by 2018.[55] 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.[56] 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.[57]

Procurement requirements and preliminary car specifications are available online.[58]

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.[59]

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][60] The 7000-series debuted on the Blue Line on April 14, 2015. [61] 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.[62] 7000-series trains subsequently entered service on the Red line on June 8, 2015,[63] the Orange Line in July, and the Green line, as well as the Yellow Line, on August 17, 2015.[64]

8000-series

Following the replacement of the 1000, 4000, and 5000-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.[65]

References

  1. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  2. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  3. ↑ 3.0 3.1 3.2 3.3 3.4 Lua error in package.lua at line 80: module 'strict' not found.
  4. ↑ 4.0 4.1 Lua error in package.lua at line 80: module 'strict' not found.
  5. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  6. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  7. ↑ 7.0 7.1 http://www.wmata.com/business/procurement_and_contracting/solicitations/uploads/RFP%20NO.%20CQ15217%20Pick-Up%20and%20Disposal%20Services%20for%201000%20&%204000%20Series%20Railcars1.pdf
  8. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  9. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  10. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  11. ↑ https://www.dvidshub.net/video/320460/awtc-opens-enhance-awgs-capabilities#.Vfrxl5c2Hgk
  12. ↑ http://guardiancenters.com/portfolio/dual-rail-mass-transit-subway-system/
  13. ↑ 13.0 13.1 Lua error in package.lua at line 80: module 'strict' not found.
  14. ↑ 14.0 14.1 14.2 14.3 Lua error in package.lua at line 80: module 'strict' not found.
  15. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  16. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  17. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  18. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  19. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  20. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  21. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  22. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  23. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  24. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  25. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  26. ↑ 26.0 26.1 Lua error in package.lua at line 80: module 'strict' not found.
  27. ↑ http://wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=5930
  28. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  29. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  30. ↑ On Track With Added Value, Sharon Kruse, Engineered Casting Solutions
  31. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  32. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  33. ↑ 33.0 33.1 Lua error in package.lua at line 80: module 'strict' not found.
  34. ↑ 34.0 34.1 Lua error in package.lua at line 80: module 'strict' not found.
  35. ↑ 35.0 35.1 Lua error in package.lua at line 80: module 'strict' not found.
  36. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  37. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  38. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  39. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  40. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  41. ↑ http://www.wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=5954
  42. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  43. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  44. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  45. ↑ 45.0 45.1 Lua error in package.lua at line 80: module 'strict' not found.
  46. ↑ "RC7000 Vol 2 Tech Specs" dated January 30, 2009, paragraph 3.7.5.2 "AC Traction Motor", page TP 3–18
  47. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  48. ↑ 48.0 48.1 48.2 Lua error in package.lua at line 80: module 'strict' not found.
  49. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  50. ↑ 50.0 50.1 50.2 Lua error in package.lua at line 80: module 'strict' not found.
  51. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  52. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  53. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  54. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  55. ↑ 55.0 55.1 Lua error in package.lua at line 80: module 'strict' not found.
  56. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  57. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  58. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  59. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  60. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  61. ↑ http://wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=5906
  62. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  63. ↑ http://www.nbcwashington.com/news/local/New-7000-Series-Railcars-Go-Into-Service-on-Metros-Red-Line-306456281.html
  64. ↑ http://wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=5954
  65. ↑ Lua error in package.lua at line 80: module 'strict' not found.

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