SandBoxJohn OP t1_je344sy wrote

It was the only segment of the system running through the urban core that had access to the Brentwood service and inspection shop and rolling stock storage yard. All of the other service and inspection shops and yards are at or near the ends of their respective lines. The line to New Carrollton was opened 2 1/2 years later because the yard at the end of that line had the capacity to store the remainder of the first order of 300 cars. Brentwood is only big enough for roughly 100 cars.


SandBoxJohn t1_je02nk6 wrote

The original date for the ground braking of the first segment of the system was to originally be on 10 01 1968. However the chairman (William Natcher (D 2D KY) of the DC Subcommittee of the House Appropriation Committee blocked funding in exchange for building the never built systems of freeway in DC. The impasse ended on 11 25 1969 when President Richard Nixon (R) told him to back down. Ground was broken on 12 09 1969 a week after the first construction contract was awarded.


SandBoxJohn OP t1_jdzmjxd wrote

A cut and cover constructed Metrorail subway station has the equivalent amount of material to build a 50 story building. The length of a station platform is 45' longer then height of the Washington Monument. The diagonal arch at the location where the upper and lower arches cross "transept" in Metro Center is the largest reinforced concrete structural arch of its kind in the world, it measures 96' 10 1/2". The top speed a Metrorail train is capable of reaching 85 MPH (I have been aboard one that did 81 MPH). The total horse power of an 8 car train ranges between 6,080 HP (2,3 and 6k cars), and 7072 HP (7k cars).


SandBoxJohn OP t1_jdv8o3e wrote

Frankly I miss the old school DC cam control propulsion system in the 1k cars. As later segment were added the train were allowed to strut their stuff. Back then WMATA ran the 1k cars like scalded dogs. It was not uncommon for trains to hit 65 MPH between Foggy bottom and Rosslyn and north of Dupont Circle. The stations in subway in my option looked cleaner without all of overly redundant signage, (I am a Massimo Vignelli purest), the passenger information displays, added exposed conduits and equipment cabinets on the ends of the platforms. I am also not a big fan of the stainless steel escalators. During the early years the people that ran and maintained the system felt like one big family.


SandBoxJohn t1_j27f09h wrote

Those precast concrete jersey barriers and orange plastic barriers are not cheap. The concrete is around $50.00 a linear foot, the plastic barriers are around $120.00 a linear foot.

They are there to protect the construction area from traffic. The orange plastic barriers are there to separate the walkway/bike path from the construction area.

The primary difference between the concrete and plastic, is the plastic functions as an attenuation barrier based on how much fluid or sand is put in it.

This is basically the same way the contractors separated pedestrians and traffic from each other during construction of Metrorail along the streets in DC back in the 1970s and 80s. The only difference being the concrete jersey barriers are used in place of heavy wood barricades and the orange plastic barriers are used in place of plywood fences.