Metro - Ride the Washington DC area Subway System скачать в хорошем качестве

Metro - Ride the Washington DC area Subway System

Metro - Ride the Washington DC area Subway System 1000-series https://en.wikipedia.org/wiki/Washing... Washington Metro 1000 series Rohr train Interior of Rohr 1112 Manufacturer Rohr Industries Order no. 300 Built at Winder, Georgia Constructed 1974–1978 Entered service 1976 Refurbishment 1993–1996 by WMATA Brentwood Shop/Breda Costruzioni Ferroviarie Scrapped 2016–2017 Number built 300 Capacity Seating: 82 Total: 175 Operator(s) Washington Metropolitan Area Transit Authority Specifications Car body construction Extruded Aluminum Train length 600 feet (182.88 m) (8-car train) Car length 75 feet (22.86 m)[2] Width 10 feet 1 3⁄4 inches (3.09 m)[2] Height 10 feet 10 inches (3.30 m)[2] Floor height 40 inches (1,016 mm)[2] Doors Sliding, 6 per car Maximum speed 75 miles per hour (121 km/h)[2] Traction motors Four General Electric "5GEB" 3 Phase, 4 pole, Asynchronous AC Traction Drives with GTO Inverters (post rehab)[6] Power output 186.5 kilowatts (250.1 horsepower)[6] per motor 746 kilowatts (1,000 horsepower) per car Acceleration 2.8 mph/s (4.5 km/(h·s))[2] Electric system(s) 750 V DC third rail Current collection method Contact shoe Bogies Cast Steel Braking system(s) ABEX Hydraulics Track gauge 4 ft 8 1⁄4 in (1,429 mm) 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.[7] 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.[8] 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. These cars, and the 4000 series, have been retired by the 7000 series, starting in 2016.[9] 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.[10][5] 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 became 8004-8005 Car 1076 was taken out of service after its mate was destroyed in the 2004 accident at Woodley Park station.[11] 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. 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. By June 24, all 1000 series and 4000 series cars had been retired. On January 23, 2014 cars 1090–1091 were spotted at the Asymmetric Warfare Training Center at Fort AP Hill. Eight cars were taken to the Guardian Centers facility in Georgia. The Loudoun County Fire and Rescue Department was to acquire two cars, but instead acquired a pair of 4000-series cars. Cars 1000 and 1001 will be refurbished and preserved for historical purposes.