Washington Metro rolling stock

Washington Metro Rolling Stock

Industry	Public transportation
Founded	1976
Products	Railcars

The Washington Metro system's rolling stock consists of 1,242 railcars obtained through seven separate procurement phases. Each car operates in married pairs, identified by even and odd numbers, with shared systems between the two cars. The latest 7000-series trains feature an operator’s cab solely in the even-numbered car and are configured to run in three- or four-car sets.

The network utilizes a track gauge of , which is narrower compared to . The floor height stands at above the top of the rail, making it lower than that found on many East Coast transit systems such as those in New York City, Boston, and Philadelphia.

As of , Metro possesses 1,216 railcars, with 1,208 currently active in passenger service.

In-Service Railcars
Series	Manufacturer	Quantity PurchasedTemplate:Hsp	Service Entry	Scheduled Retirement	Owned NowTemplate:Hsp	Active NowTemplate:Hsp	Replacement Model
3000	Breda	290	1987	2027–2029	284	280	8000-Series
6000	Alstom	184	2006		184	180 + 2 used as money train	Potentially replaced by 8000-series if option is exercised
7000	Kawasaki	748	2015		748	748

Decommissioned Railcars
Series	Manufacturer	Quantity PurchasedTemplate:Hsp	Service Entry	Retirement Date	Owned CurrentlyTemplate:Hsp	Successor
1000	Rohr	300	1976	2016–2017	2 preserved	Replaced by 7000-series
2000	Breda	76	1982	2024	2 preserved	To be replaced by the 8000-series
4000	Breda	100	1991	2017	2 preserved	Supplanted by the 7000-series
5000	CAF / AAI	192	2001	2018–2019	Two units preserved

Upcoming Railcars
Series	Manufacturer	Quantity OrderedTemplate:Hsp	Projected Service Start
8000	Hitachi	256 (with options up to 800)	Expected in 2028

Rail Yards

Metrorail operates ten storage and maintenance facilities, collectively providing over of operational space, with an additional facility currently in the planning stage.

Facility	Line	Commissioned	Storage Capacity	Location	Storage	Service & Inspection	Major Repair	Overhaul	Running Maintenance
Alexandria		1981	176	VA	✔	✔			✔
Branch Avenue		2002	166	MD	✔	✔			✔
Brentwood		1974	86	DC	✔	✔	✔	✔	✔
Dulles		2022	184	VA	✔	✔	✔	✔	✔
Falls Church		1986	186	VA	✔	✔			✔
Greenbelt		1995	284	MD	✔	✔	✔	✔	✔
Glenmont		1998	132	MD	✔
Largo		2004	42	MD	✔
New Carrollton		1978	114	MD	✔	✔			✔
Shady Grove		1983	168	MD	✔	✔			✔
Landover		planned	24	MD	✔		✔	✔

3000-series

The third procurement consisted of 290 railcars manufactured by Breda, introduced from 1987 and numbered between 3000 and 3289. These vehicles underwent extensive refurbishment from 2004 through 2009 at Alstom's Hornell, New York facility. The overhaul incorporated Alstom ONIX 2000 IGBT–VVVF traction technology, equipping each car with four 165 kW three-phase AC induction motors, leading to improved operational efficiency and dependability. Constructed with aluminum bodies, these cars serve all six lines within the Washington Metro system. Each unit accommodates seating for 68 passengers and a total capacity of 175. Designed to reach speeds up to 75 mph, they remain compatible with the existing third rail power supply.

Features

Similar to the 2000-series, these cars are fitted with a single flip-dot destination display and an external loudspeaker. The 2004 upgrade replaced the original chopper-controlled DC propulsion with an AC system utilizing IGBT technology. Additional improvements included installation of railcar monitoring systems, exterior LED destination signage, interior LED indicators for upcoming stops, and enhanced emergency exit markings. Post-refurbishment, the interior design adopted the red, white, and blue color scheme first seen in the 5000-series.

Incidents

On January 6, 1996, a collision occurred between an active revenue train and an out-of-service train at , resulting in the fatality of the revenue train operator. The lead cars involved—3252 and 3191—sustained damage; their partner cars, 3253 and 3190, were subsequently paired and renumbered as 3291 and 3290 before returning to operation. Cars 3252 and 3191 were retained for training purposes until replaced in 2023 by units numbered 6050-6051.

On November 29, 2009, two non-revenue trains collided within the Falls Church rail yard in Fairfax County, Virginia. Car 3216 was damaged beyond repair while three employees experienced minor injuries. Car 3217 was then stored out of service to serve as a parts donor. In 2015, car 3216 was utilized for blast resistance testing at the Transportation Technology Center.

On April 15, 2019, separation occurred between cars 3100 and 3114 near Wiehle-Reston East on a pocket track; no passengers were present during this event. Following inspection at Falls Church Rail Yard, the train was returned to service within days.

On May 21, 2019, WMATA temporarily withdrew all units of the 3000-series due to reported door malfunctions, reducing available rolling stock by approximately fifteen percent. After thorough inspections, all cars were reinstated into service.

On October 7, 2019, a collision took place between two out-of-service trains of the 3000-series between Foggy Bottom and Farragut West stations. Two operators sustained injuries in this incident. The stationary train (Train 755) comprised cars numbered 3141, 3140, 3121, 3120, 3206, and 3207; the striking train (Train 700) included cars from ranges 3008–3011 and 3018–3019. Car number 3008 collided with car number 3207; both suffered damage alongside broken couplers on cars 3140 and 3120. Due to irreparable harm, cars numbered 3008, 3009, 3120, 3121, 3206, and 3207 were subsequently scrapped.

Pilot programs

Beginning in 2005, a selection of 3000-series cars underwent experimental modifications aimed at studying passenger movement patterns and enhancing seating configurations. Sixteen of these cars were outfitted with revised seating arrangements, including altered handholds and some longitudinal bench seats. Cameras were installed onboard these units, as well as on control cars, to observe passenger flow dynamics. Around August 2008, Metrorail trialed new overhead handle designs on multiple 3000- and 1000-series cars to collect rider feedback. In November 2017, a vinyl wrap pilot was implemented on specific 3000-series cars (numbers 3024, 3025, 3062, 3063, 3070, 3071, 3096, 3097, 3100, 3101, 3104, 3105, 3118, and 3119), with similar treatment applied to cars 6180–6181.

Retirement

WMATA intends to commence the retirement process of the 3000-series railcars in 2027, aiming for complete decommissioning by 2029. A minimum of two units will be retained for preservation as historical artifacts.

6000-series

Metro contracted Alstom Transportation for the production of 184 railcars—the same company responsible for refurbishing the Breda 2000 and 3000-series—with deliveries spanning from late 2005 through 2008. The 6000-series operates on all lines using two-car sets that combine into eight-car trains. Each car accommodates seating for 64 passengers and has a total capacity of approximately 175 individuals. Constructed from extruded aluminum, these vehicles are equipped with six sliding doors per car, weigh roughly 79,000 pounds, and can reach speeds up to 75 mph. Their propulsion system consists of Alstom ONIX 2000 IGBT–VVVF technology powering four AC induction motors delivering a total output of 660 kW. The trains draw power from a third rail supplying 750 V DC. As of early 2023, the fleet remains predominantly active within WMATA operations.

Features

The design of the 6000-series includes bulkhead doors fitted with rounded windows and an updated operator side window that omits the upper horizontal bar found in earlier models. Seating capacity is set at 64 passengers per car—four fewer than post-2000-series vehicles.

Interior modifications provide increased standing room particularly near the center doors and enhance overall accessibility throughout the car. This series introduces two additional interior LED next-stop displays located centrally within each car, bringing the total count to four (two facing each travel direction). An intercom unit is installed adjacent to the center doors to complement the front and rear intercoms present in previous models.

These railcars are the first in WMATA’s fleet to feature flashing brake lights on both ends of each car, alerting passengers during final stopping phases—similar to those found on Rohr-built and refurbished Breda trains. The trucks are cast units comparable to those used on CAF cars. Additionally, propulsion and advanced cab signaling systems are shared with Alstom-upgraded Breda 2000/3000-series vehicles.

The car bodies were fabricated in Barcelona, Spain, with final assembly taking place in Hornell, New York.

Delivery

The initial deployment of a 6000-series set occurred on October 3, 2006, marking its inaugural trip along the Green Line from Greenbelt to Branch Avenue.

By November 17, 2008, Metro had completed installation of new stainless steel grab bars throughout all units within the entire fleet of 184 cars in this series.

Pilot programs

In late 2007, Metro conducted trials of resilient flooring on four units within the 6000-series and announced plans in 2013 to extend this flooring installation across the entire series within two years.

New upholstery fabric was tested on cars numbered 6026–6027 before being rolled out on cars 6014–6015.

In November 2017, cars numbered 6180–6181 received a silver vinyl wrap that replaced their original brown paint scheme alongside new blue seats styled after those found in the 7000-series. A total of twelve cars from both the 6000- and 3000-series adopted these enhancements. Vinyl wrapping offers cost savings ($4,776 compared to $14,055 per vehicle for repainting) and is more environmentally sustainable by avoiding harsh chemicals typically used in painting aluminum surfaces.

In March 2022, Metro tested a refreshed floor design on car number 6043 featuring a blue handicap symbol, Metro logo branding, and white striping accents.

Incidents

In January 2013, a derailment at New Carrollton Yard caused significant structural damage to cars 6050 and 6051. Car 6050 underwent repairs at the Alstom facility in Upstate New York, whereas 6051 was placed in storage at Greenbelt Yard. By October 2021, both cars were reconnected but did not resume passenger service; instead, they were designated for training purposes at WMATA's Carmen Turner Facility in Landover, Maryland, taking the place of cars 3191 and 3252 in 2023.

On August 25, 2018, cars 6038 and 6039 became uncoupled on the Silver Line between McLean and East Falls Church stations. After repairs, the set was reinstated into service later that year.

Following two separate train separation events on the Red Line within a month, WMATA withdrew all 6000-series railcars from operation on November 24, 2020. The first incident occurred on October 9, when cars 6075 and 6079 separated between NoMa and Union stations, leading to a suspension of service between Gallery Place and Rhode Island Avenue. The second event involved cars 6150 and 6177 uncoupling while departing Glenmont station on November 24, halting service between Glenmont and Forest Glen stations. No injuries resulted from these incidents, which were attributed to incorrect tools used on the couplers.

On May 18, 2021, WMATA announced an indefinite suspension of the entire 6000 series fleet. Due to supply chain disruptions linked to the COVID-19 pandemic, their return was delayed; however, starting September 23, 2021, these cars gradually re-entered service with additional trains becoming operational over the following months.

Other uses

In May 2019, railcars numbered 6182 and 6183 were withdrawn from passenger operations and converted into "money train" vehicles featuring a yellow vinyl exterior. These replaced cars 8000–8001 (previously numbered 1010–1011), which were among the original money train pairs from the 1000-series. By late 2023, the yellow vinyl was removed and the cars were repainted entirely in silver.

7000-series

In April 2013, WMATA awarded Kawasaki a contract to manufacture 528 railcars for the new 7000-series, intended both to replace older trains and to accommodate growth associated with the Dulles Corridor Metrorail Project (Silver Line).

Features

Initially, in a February 2007 announcement, Metro indicated that the design of the 7000-series would be similar to Alstom's 6000-series. However, by January 2008, it was revealed that a completely new design would be implemented featuring stainless steel car bodies instead of aluminum. Interior enhancements included ergonomically improved taller seats, durable flooring replacing carpeted surfaces, spring-loaded grab bar handles for better grip, security camera installations, automated announcements, and LCD screens providing train information.

The configuration of the 7000-series consists of semi-permanently coupled married pairs; however, unlike earlier models, only even-numbered "A" cars have operator cabs. Odd-numbered "B" cars lack full cabs but are equipped with hostler controls for necessary movements. This setup allows flexible train lengths optimized for four- or eight-car formations but also supports six-car trains.

History

Due to incompatibility with previous fleets, Metro's board expedited the decision to order the new series despite uncertainties about the Dulles extension project. The bidding process commenced in December 2008, culminating in WMATA awarding Kawasaki the contract in July 2010 after securing funding from the Federal Transit Administration. Delivery faced setbacks caused by supplier disruptions following the March 2011 Tōhoku earthquake.

The initial order consisted of 428 cars aimed at replacing aging 1000-series units and serving the Silver Line expansion. In April 2013, an additional order of 100 cars was placed to substitute problematic 4000-series trains; this was further increased by another order of 220 cars in September of that year—bringing total procurement to 748 railcars. By the year 2020, over half of WMATA’s fleet comprised these new vehicles.

Four prototype cars arrived in late 2013 for comprehensive testing prior to full-scale production. The first set of four cars was publicly revealed in January 2014 and underwent acceptance testing lasting approximately eight months. By September that year, testing neared completion with plans to introduce an eight-car train into passenger service by early 2015. Production goals included delivering a total of 56 cars by June 2015 and an additional batch of around 400 by February 2017 at an overall cost estimated at $1.46 billion.

Metro alerted its funding partners—Virginia, Maryland, and Washington DC—that exercising options for an extra 220 railcars would require $614 million for rolling stock acquisition plus $856 million for necessary infrastructure improvements. In June 2015, approval from the Federal Transit Administration allowed early retirement of older five-thousand series trains to facilitate this expanded order. Subsequently, funding partners agreed to support financing for these additional vehicles.

The first operational deployment of a seven-thousand series train occurred on the Blue Line in April 2015; this was followed by introductions on the Red Line in June, Orange Line in July, and both Green and Yellow Lines by August. WMATA accepted its five-hundredth car in March of 2018 and completed delivery of all units by February 2020.

Beginning January 2024, WMATA initiated a trial running four six-car configurations of the seven-thousand series on the Silver Line as part of efforts to enhance cost efficiency and phase out older rolling stock. Following this pilot program’s success, six-car train formations were implemented systemwide starting March of that year.

Safety Concerns

In June 2016, Metro withdrew the 7000-series trains from operation on the Blue, Orange, and Silver Lines after discovering that these trains could lose contact with the third rail while navigating a sharp curve, resulting in service interruptions near .

On December 12, 2016, a Red Line train experienced a separation between cars 7135 and 7219 close to Twinbrook station; fortunately, no injuries were reported. The affected train underwent thorough inspection before being allowed back into service.

During late 2016 and early 2017, residents in several DC neighborhoods such as Petworth, North Michigan Park, and Southwest Waterfront reported heightened noise levels and vibrations attributed to the heavier steel-bodied 7000-series trains. Metro initially conducted tests and subsequently engaged Wilson Ihrig to perform detailed field evaluations within impacted residences.

By August 2018, it emerged that all delivered cars contained faulty wiring necessitating replacement. To enhance safety for visually impaired passengers—given the risks associated with the original rubber barriers—WMATA implemented announcements stating "This is a 7000-series train" upon door opening. The Federal Transit Administration (FTA) mandated replacing these barriers by the end of 2018; although WMATA did not meet this deadline, chain barriers installation commenced in October 2018. By June 2019, every car was equipped with new safety chains, and the auditory announcement was discontinued.

On October 17, 2021, WMATA temporarily pulled all 7000-series railcars from service following a Blue Line derailment traced to an axle that failed to meet specifications. This incident triggered significant system-wide service reductions. Inspections uncovered misalignment issues in 20 axles. Plans for a gradual reintroduction awaited approval from the National Transportation Safety Board (NTSB). In December 2021, four U.S. senators requested detailed information regarding WMATA’s remedial measures and incurred expenses.

WMATA announced intentions to return up to 336 railcars but halted additional reintroductions after detecting problems in some of the initial cars brought back. By late December, those returned units were again removed for further inspection.

In January 2022, WMATA anticipated an approximately three-month suspension to complete engineering analyses and acquire advanced wheelset measurement technology. In March, CEO Paul Wiedefeld extended this suspension through summer 2022 but introduced daily inspections. Automated inspection equipment was installed in May, with plans to reinstate eight train sets shortly afterward.

The phased return-to-service initiative began in June 2022 with eight train sets reactivated. By September, at least twenty trains were operational; Phase 2 commenced in October permitting unrestricted car usage accompanied by inspections every four days. Phase 3 started in January 2023 featuring weekly inspections; full normal service resumed by February.

In March 2023, WMATA revealed a multimillion-dollar strategy to refurbish all axles across the entire 7000-series fleet over a three-year period.

8000-series

After replacing the 1000-, 4000-, and 5000-series fleets with the 7000-series between 2016 and 2018, Metro plans to phase out all remaining 366 cars from the 2000- and 3000-series by introducing the new 8000-series. Although an open gangway design was initially considered for these new trains, Metro ultimately chose a configuration resembling the current 7000-series layout. However, in February 2023, WMATA revisited the open gangway concept to enhance both accessibility and passenger capacity. By April of that year, concept visuals displayed interconnected cars with open gangways, longitudinal seating on one side, and dedicated areas for strollers, luggage, and bicycles.

Initial procurement aimed for deliveries starting in 2023. In September 2018, Metro issued a request for proposals seeking up to 256 railcars with options extending to as many as 800 units to boost capacity and potentially retire the older 6000-series fleet. Hitachi Rail was selected as manufacturer in October 2020.

The production of the 8000-series will take place at Hitachi’s facility located in Hagerstown, Maryland. In October 2022, Hitachi unveiled final designs for both the manufacturing plant and its associated test track. The first batch of eighty cars is projected to enter revenue service by late 2028.

1000-series

The initial batch of 300 Metro cars, constructed by Rohr Industries in 1973, began arriving in 1976. These vehicles, numbered from 1000 to 1299, underwent refurbishment during the mid-1990s through a collaboration between Breda Costruzioni Ferroviarie and WMATA at the Brentwood Shop located in northeast Washington, D.C. The cars were built with extruded aluminum bodies and featured six sliding doors per unit. They operated across all six Metro lines. Following their overhaul, the trains were equipped with GE GTO–VVVF traction systems powering four AC induction motors of 186.5 kW each, yielding a combined output of 746 kW and capable of reaching speeds up to 75 mph. Each car had seating for 82 passengers and could accommodate a total of 175 riders.

The phase-out of these cars occurred between 2016 and 2017, as they were succeeded by the 7000-series trains. While the majority were dismantled, two cars have been preserved.

Features

Two notable characteristics set the 1000-series apart: each end featured dual mylar curtain rollsigns positioned beside the doors, unlike subsequent models which utilized a single flip-dot or LED display near the center doors; additionally, their bulkhead windows extended fully to the upper frame, differing from other series with shorter window designs. These were uniquely fitted with curtain rollsigns among Metro cars. During the 1993 refurbishment, one rollsign was replaced by an external loudspeaker. This series also pioneered General Electric’s three-phase AC propulsion system on the network—similar to the LA Metro’s Breda A650—supplanting the original Westinghouse DC motors.

Offering seating for 82 passengers, the 1000-series provided greater seat capacity than later models and supported a standing load of up to 175 passengers, matching subsequent series until the introduction of increased standing room in the 7000-series. In August 2008, Metrorail conducted trials of new overhead handgrip designs on selected cars from both the 1000- and 3000-series to gather rider input.

Incidents

Car 1028 was detached from its paired unit after car 1029 was destroyed in the Federal Triangle derailment of 1982; it continued service as a clearance car until its retirement in April 2016. Following the destruction of car 1077 in the Woodley Park incident of 2004, its mate car 1076 was retired and used for spare parts. Car 1079 led the train involved in the June 22, 2009 collision and was destroyed; its pair, car 1078, was cannibalized for parts before being scrapped in 2017. The pairs consisting of cars 1106-1107 and 1170-1171 were withdrawn after a collision at Falls Church rail yard in November 2009.

In response to the 2009 accident, Metro revised its operating procedures to prevent placing structurally less robust 1000-series pairs at train ends to reduce telescoping risks during crashes. Instead, these cars were positioned centrally within six- and eight-car formations while other series occupied terminal positions.

Retirement

Replacement of the 1000-series began with the introduction of the 7000-series units in 2016. In July 2015, WMATA initiated procurement efforts to contract out disposal services for its remaining fleet of these cars. On June 7, 2017, WMATA declared that all remaining units would be retired by July 1, marking an end to their service after more than four decades. By October 27, all had been removed from WMATA property. Nonetheless, six cars (numbered 8000–8005) continued operating in non-revenue roles as part of the "money train." Cars numbered 8000 and 8001 were retired in 2018; the remaining four (8002–8005) followed on May 20, 2020.

Preservation and alternative applications

• As of 2021, WMATA retains cars 1000 and 1001, which are stored at Greenbelt Yard.
• Car 1028 was utilized as a clearance vehicle following the 1982 derailment and was decommissioned in April 2016.
• Vehicles 1090 and 1091 were reassigned to the Asymmetric Warfare Training Center located at Fort AP Hill.
• Train sets 1024–1025, 1070–1071, 1130–1131, and 1236–1237 were dispatched to Guardian Centers in Georgia; notably, car 1025 participated in a simulated subway bombing drill.
• Four cars, originally numbered 1010–1011 and 1044–1045, were renumbered as 8000–8003 and served as the "money train" for fare collection purposes. An additional pair, cars 1092–1093, converted in April 2016, became units 8004–8005. These were superseded by Alstom’s 6000-series cars (6182–6183) in 2018 and later by Breda’s 2000-series cars (2016–2017) on May 20, 2020.

2000-series

The second batch comprised 76 cars, numbered from 2000 through 2075, manufactured by Breda Costruzioni Ferroviarie in 1981. Between 2002 and 2004, these vehicles underwent refurbishment by Alstom at their Hornell, New York facility. The overhaul included upgrading propulsion systems to Alstom ONIX 2000 IGBT–VVVF technology with four 165 kW three-phase AC induction motors, improving both performance and reliability. These cars remained in service with the Washington Metropolitan Area Transit Authority until their retirement in 2024, operating on all primary Metro lines.

Characteristics

The introduction of the 2000-series brought a single flip-dot sign positioned above a window adjacent to the center doors, replacing the dual rollsigns used on the pre-refurbished 1000-series. Instead of a second side rollsign, these models incorporated an external loudspeaker. Seating capacity was reduced by fourteen compared to the earlier series while preserving identical standing room capacity. The rehabilitation completed in 2002 replaced the original cam-controlled DC traction systems with modern three-phase AC propulsion utilizing IGBT technology. Additional enhancements included railcar monitoring systems, exterior LED destination displays, interior LED next-stop indicators, and improved emergency exit signage. The updated interiors featured a red, white, and blue color scheme consistent with that of the 5000-series cars.

Deployment and storage

Toward the end of 2018, cars numbered 2016 and 2017 were withdrawn from passenger service, stripped of their seats and carpeting, then repurposed as money train pairs to replace those from the original 1000 series. Wrapped in yellow vinyl, they reentered service during spring of 2020. Beginning in late 2023, this vinyl wrapping was removed and the vehicles were repainted silver.

Starting in early 2020, numerous units were placed into extended storage due to diminished ridership linked to the COVID-19 pandemic. Some were temporarily reactivated when the entire fleet of the newer 6000 series was sidelined in November of that year but were stored again after those units returned to service in September 2021. Following interruptions affecting the 7000 series beginning October 2021, these cars gradually resumed operations to compensate for shortages and remained active until May of 2024.

Decommissioning

On May 10, 2024, WMATA officially retired the entire fleet of the 2000-series cars while preserving two units that continue functioning as "money train" vehicles. Their final revenue service run took place in March of that year after six-car trains from the newer 7000 series had been introduced. A ceremonial farewell trip occurred on October 19, 2024 along the Green Line, featuring cars pairs numbered 2000-2001, 2038-2039, and 2058-2059.

4000-series

The 4000-series consisted of 100 railcars produced by Breda Costruzioni Ferroviarie in Pistoia, Italy, delivered between 1991 and 1994. These units, numbered from 4000 to 4099, featured aluminum bodies and served the Washington Metropolitan Area Transit Authority on every Metro line until their withdrawal in 2017. Each car was 75 feet long, equipped with sliding doors, accommodated 68 seated passengers, and had a total capacity of 175. They were powered by Westinghouse chopper control systems paired with four DC traction motors generating 637 kW, enabling maximum speeds of up to 75 mph. The 4000-series was eventually replaced by the newer 7000-series trains.

Features

Compared to earlier Breda models prior to refurbishment, these cars exhibited subtle distinctions such as rounded bulkhead windows and did not include external speakers like the pre-renovation 1000-series. They maintained the original flip-dot destination signs on the exterior, utilized chopper-controlled DC propulsion technology, and preserved the cream, orange, and yellow interior color scheme until their retirement.

Incidents

Car number 4018 sustained damage during the Woodley Park collision but was subsequently repaired. On July 4, 2010, all 100 units of the 4000-series were temporarily withdrawn from service to address an issue where door motors might inadvertently open while the train was moving; repairs were completed and the cars returned to operation on July 20.

Retirement

Although plans called for a rehabilitation beginning in 2014 based on preliminary designs from 2010, WMATA ultimately opted to replace the entire 4000-series fleet with an additional 100 new cars from the 7000-series. This decision increased the contract value by $215 million. In June 2015, all units were again removed from service due to door-related problems and remained sidelined for over a month while components were adjusted.

By July 2015, Metro initiated a search for contractors to dismantle all remaining 1000- and 4000-series cars as part of transitioning fully to the 7000-series fleet. A malfunction in November 2016 caused incorrect speed limit displays on these cars, resulting in their temporary removal from service; Metro stopped using them as lead cars and considered expediting their phase-out. By February 2017, WMATA confirmed an accelerated retirement schedule citing reliability concerns—the average distance between delays for the 4000-series was only about 27,259 miles compared to more than 103,000 miles for the dependable 6000-series.

On June 7, 2017, WMATA announced that all remaining 4000-series vehicles would be retired effective July 1, with complete removal from service by that date. The final units were scrapped by February 13, 2018.

Preservation and other uses

• Cars numbered 4000 and 4001 have been preserved by WMATA and stored at Greenbelt Yard as of 2021.
• Units 4020 and 4021 were transferred to the Montgomery County Public Safety Training Academy in Maryland.
• Cars 4044 and 4045 were obtained by Loudoun County Combined Fire and Rescue System for use in its Metrorail Training Simulator, which was dedicated on June 28, 2017.
• Units numbered 4074 and 4075 were sent to the New York State Preparedness Training Center.
• Car number 4089 was converted into seven vendor kiosks at Grosvenor-Strathmore Metro Station for a pop-up vendor plaza operating from May through June 30.

5000-series

The fifth procurement consisted of 192 rail vehicles (numbered 5000–5191), produced through a collaboration between Spain's Construcciones y Auxiliar de Ferrocarriles (CAF) and AAI Corporation based in Hunt Valley, Maryland, with deliveries commencing in 2001. Constructed with aluminum bodies, these cars served all six WMATA lines and accommodated up to 175 passengers. They were equipped with Bombardier MITRAC DR1000 traction systems. The rollout experienced considerable postponements due to software complications, prompting WMATA to contemplate imposing penalties on CAF. The entire series was phased out between 2018 and 2019, with two units preserved for historical purposes.

Features

CAF was tasked with the engineering, design, and overall management of these railcars, while assembly responsibilities fell to AAI. This series marked the first Metrorail cars to utilize three-phase AC traction motors paired with IGBT inverters, sharing the same motor technology as the London Underground 2009 Stock operating on the London Underground Victoria line. They introduced LED-based exterior destination displays alongside interior “next stop” indicators. Other advancements included intercar safety barriers—now standard on all subsequent rolling stock—and integrated railcar monitoring systems. The 5000-series debuted a distinctive red, white, and blue interior palette, which later influenced the refurbishment of the 2000/3000-series and was carried forward into the Alstom-built 6000-series.

This generation reintroduced cast steel trucks as a cost-effective alternative to the previously used fabricated trucks, which required more production time.

Incidents

The National Transportation Safety Board conducted investigations into these cars following several non-revenue derailments occurring within Metrorail yards and a revenue service derailment on January 7, 2007, along the Green Line at station.

Cars numbered 5066–5067 were involved in the June 2009 Washington Metro train collision, while cars 5152–5153 took part in the Mount Vernon Square derailment. Both pairs were subsequently retired and used for spare parts.

Retirement

Plans for midlife refurbishment of the 5000-series were set for the late 2010s through early 2020s, with design concepts drafted in 2017 and rehabilitation efforts beginning in 2022. The proposed upgrades included automated station announcements and a stainless steel exterior finish to harmonize aesthetically with the newer 7000-series.

Nevertheless, on June 4, 2015, the Federal Transit Administration authorized an early retirement of the 5000-series in favor of replacement by the 7000-series railcars. The phase-out started in 2017, culminating with WMATA officially withdrawing the final units from active service on October 12, 2018; a few units continued operating until October 17. After retirement from passenger duty, several cars were converted for work-related functions such as track de-icing and testing activities during Silver Line Phase 2 construction before their ultimate retirement in spring 2019.

Preservation and other uses

• Cars 5000–5001 remain preserved by WMATA and are stored at Greenbelt Yard as of 2021.
• Cars 5058–5059 were sold to a private party; after being stationed near West Hyattsville station in 2019, they were cut apart and removed in January 2020. By June 2021, car 5058 had been transformed into a bar located in Northeast DC, while car 5059 is still stored on private land in Halethorpe, Maryland.
• Cars 5112–5113 were donated to an undisclosed transit agency.

See also

• Rolling stock of the Purple Line (Maryland)

External links

• Interior views of rolling stock – world.nycsubway.org