Washington Metro
Template:Short description Template:About Template:Good article Template:Use American English Template:Use mdy dates Template:Infobox public transit
The Washington Metro, often abbreviated as the Metro and formally the Metrorail,<ref name="Schrag 9">Template:Cite book</ref> is a rapid transit system serving the Washington metropolitan area of the United States. It is administered by the Washington Metropolitan Area Transit Authority (WMATA), which also operates the Metrobus service under the Metro name.<ref>Template:Cite web</ref> Opened in 1976, the network now includes six lines, 98 stations, and Template:Convert of route.<ref name="history">Template:Cite web</ref><ref>Template:Cite press release</ref>
Metro serves Washington, D.C. and the states of Maryland and Virginia. In Maryland, Metro provides service to Montgomery and Prince George's counties; in Virginia, to Arlington, Fairfax and Loudoun counties, and to the independent city of Alexandria. The system's most recent expansion, which is the construction of a new station (and altering the line), serving Potomac Yard, opened on May 19, 2023. It operates mostly as a deep-level subway in more densely populated parts of the D.C. metropolitan area (including most of the District itself), while most of the suburban tracks are at surface level or elevated. The longest single-tier escalator in the Western Hemisphere, spanning Template:Convert, is located at Metro's deep-level Template:Wmata station.<ref name="facts 2017">Template:Cite web</ref>
In Template:American transit ridership, the system had a ridership of Template:American transit ridership, or about Template:American transit ridership per weekday as of Template:American transit ridership, making it the second-busiest heavy rail rapid transit system in the United States, in number of passenger trips, after the New York City Subway, and the sixth-busiest in North America.<ref>Template:Cite web</ref> In June 2008, Metro set a monthly ridership record with 19,729,641 trips, or 798,456 per weekday.<ref name="riders2008">Template:Cite web</ref> Fares vary based on the distance traveled, the time of day, and the type of card used by the passenger. Riders enter and exit the system using a proximity card called SmarTrip.
History
[edit]
During the 1950s, plans were laid for a massive freeway system in Washington, D.C. Harland Bartholomew, who chaired the National Capital Planning Commission, thought that a rail transit system would never be self-sufficient because of low-density land uses and general transit ridership decline.<ref name="Bartholomew Contributions">Template:Cite web</ref> But the plan met fierce opposition, and was altered to include a Capital Beltway system plus rail line radials. The Beltway received full funding along with additional funding from the Inner Loop Freeway system project that was partially reallocated toward construction of the Metro system.<ref>Template:Cite book</ref>
In 1960, the federal government created the National Capital Transportation Agency to develop a rapid rail system.<ref>Template:USStatute</ref> In 1966, a bill creating WMATA was passed by the federal government, the District of Columbia, Virginia, and Maryland,<ref name="history" /> with planning power for the system being transferred to it from the NCTA.<ref name="Building Metro – Planning pg2">Template:Cite web</ref><ref>Template:USStatute</ref> An early proposal map from 1967 was more extensive than what was ultimately approved, with the Red Line's western terminus being in Germantown instead of Shady Grove.<ref>Template:Cite web</ref>
WMATA approved plans for a Template:Convert regional system on March 1, 1968. The plan consisted of a core regional system, which included the original five Metro lines, as well as several future extensions, many of which were not constructed.<ref name="nyt 1968">Template:Cite news</ref> The first experimental Metro station was built above ground in May 1968 for a cost of $69,000. It was Template:Convert and meant to test construction techniques, lighting, and acoustics before full-scale construction efforts.<ref>Template:Cite web</ref>
Construction began after a groundbreaking ceremony on December 9, 1969, when WMATA Chairman Frederick Babson, District Mayor Walter Washington, U.S. Secretary of Transportation John A. Volpe, and Maryland Governor Marvin Mandel tossed the first spades of dirt at Judiciary Square.<ref>Template:Cite news</ref>
The first portion of the system opened on March 27, 1976, with Template:Convert available on the Red Line with five stations from Template:Wmata to Template:Wmata, all in Washington, D.C.<ref>Template:Cite news</ref><ref>Template:Cite magazine</ref> All rides were free that day, with the first train departing the Rhode Island Avenue stop with Metro officials and special guests, and the second with members of the general public.<ref>Template:Cite web</ref> Arlington County, Virginia was linked to the system on July 1, 1977;<ref>Template:Cite news</ref> Montgomery County, Maryland, on February 6, 1978;<ref>Template:Cite news</ref> Prince George's County, Maryland, on November 17, 1978;<ref>Template:Cite news</ref> and Fairfax County, Virginia, and Alexandria, Virginia, on December 17, 1983.<ref name="history" /><ref>Template:Cite news</ref> Metro reached Loudoun County with the opening of the Silver Line expansion on November 15, 2022. Underground stations were built with cathedral-like arches of concrete, highlighted by soft, indirect lighting.<ref>Template:Cite news</ref> The name Metro was suggested by Massimo Vignelli, who designed the signage for the system as well as for the New York City Subway.<ref name="Martin">Template:Cite news</ref>
The Template:Convert, 83-station system was completed with the opening of the Green Line segment to Template:Wmata on January 13, 2001. However, this did not mean the end of the system's growth. A Template:Convert extension of the Blue Line to Template:Wmata and Template:Wmata opened on December 18, 2004. The first infill station, New York Ave–Florida Ave–Gallaudet University (now Template:Wmata) on the Red Line between Template:Wmata and Template:Wmata, opened on November 20, 2004. Construction began in March 2009 for an extension to Dulles Airport to be built in two phases.<ref name="Dulles">Template:Cite web</ref> The first phase, five stations connecting East Falls Church to Tysons Corner and Wiehle Avenue in Reston, opened on July 26, 2014.<ref name="Silver Line">Template:Cite web</ref> The second phase to Ashburn opened on November 15, 2022, after many delays. The second infill station, Template:Wmata on the Blue and Yellow Lines between Template:Wmata and Template:Wmata, opened on May 19, 2023.<ref name="pyopen">Template:Cite news</ref>
Metro construction required billions of federal dollars, originally provided by Congress under the authority of the National Capital Transportation Act of 1969.<ref>Template:USStatute</ref> The cost was paid with 67% federal money and 33% local money. This act was amended on January 3, 1980, by the National Capital Transportation Amendment of 1979 (also known as the Stark-Harris Act),<ref>Template:USStatute</ref> which authorized additional funding of $1.7 billion to permit the completion of Template:Convert of the system as provided under the terms of a full funding grant agreement executed with WMATA in July 1986, which required 20% to be paid from local funds. On November 15, 1990, the National Capital Transportation Amendments of 1990<ref>Template:USStatute</ref> authorized an additional $1.3 billion in federal funds for construction of the remaining Template:Convert of the Template:Convert system, completed via the execution of full funding grant agreements, with a 63% federal/37% local matching ratio.<ref>Template:Cite web</ref>
In February 2006, Metro officials chose Randi Miller, a car dealership employee from Woodbridge, Virginia, to record new "doors opening", "doors closing", and "please stand clear of the doors, thank you" announcements after winning an open contest to replace the messages recorded by Sandy Carroll in 1996. The "Doors Closing" contest attracted 1,259 contestants from across the country.<ref>Template:Cite news</ref>
Over the years, a lack of investment in Metro caused it to break down, and there have been several fatal incidents on the Washington Metro due to mismanagement and broken-down infrastructure. By 2016, according to The Washington Post, on-time rates had dropped to 84%, and Metro service was frequently disrupted during rush hours because of a combination of equipment, rolling stock, track, and signal malfunctions.<ref name="crisis despite warnings">Template:Cite news</ref> WMATA did not receive dedicated funding from the three jurisdictions it served, Maryland, Virginia, and D.C., until 2018.<ref name="dedicated funding">Template:Cite news</ref>
Seeking to address negative perceptions of its performance, in 2016, WMATA announced an initiative called "Back2Good," focusing on addressing a wide array of rider concerns, from improving safety to adding Internet access to stations and train tunnels.<ref>Template:Cite web</ref>
In May 2018, Metro announced an extensive renovation of platforms at 20 stations across the system, spanning all lines except the Silver Line. The Blue and Yellow Lines south of Template:Wmata were closed from May 25 to September 9, 2019, in what would be the longest line closure in Metro's history.<ref>Template:Cite news</ref><ref>Template:Cite news</ref> Additional stations would be repaired between 2020 and 2022, but the corresponding lines would not be closed completely. The project would cost $300 to $400 million and would be Metro's first major project since its construction.<ref>Template:Cite news</ref><ref>Template:Cite web</ref>
In March 2022, Metro announced that beginning on September 10, 2022, it would suspend all service on the Yellow Line for seven to eight months to complete repairs and rebuilding work on its bridge over the Potomac River and its tunnel leading into the station at Template:Wmata.<ref name=":1">Template:Cite news</ref> Metro stated that this was the first significant work that the tunnel and bridge had undergone since they were first constructed over forty years prior.<ref name=":1" /> Service on the Yellow Line resumed on May 7, 2023, but with its northeastern terminus truncated from Template:Wmata to Template:Wmata.<ref name="yellowreopen">Template:Cite news</ref>
Opening dates
[edit]The following is a list of opening dates for track segments and infill stations on the Washington Metro. The entries in the "from" and "to" columns correspond to the boundaries of the extension or station that opened on the specified date, not to the lines' terminals.<ref name="facts 2017" />Template:Rp<ref>Template:Cite web</ref> The entries in the "stations" column exclude new platforms creating interchanges with existing stations on other lines.
| Date | Line at time of opening | Current lines | From | To | Stations | Miles |
|---|---|---|---|---|---|---|
| March 27, 1976 | Red (service created) | Red | Template:Wmata | Template:Wmata | 5 | 4.6 |
| December 15, 1976 | Red | Intermediate station (Template:Wmata) | 1 | - | ||
| January 17, 1977 | Farragut North | Template:Wmata | 1 | 1.1 | ||
| July 1, 1977 | Blue (service created) | Blue, parts of Yellow, Orange, and Silver | Template:Wmata | Template:Wmata | 17 | 11.8 |
| February 4, 1978 | Red | Rhode Island Avenue–Brentwood | Template:Wmata | 4 | 5.7 | |
| November 17, 1978<ref>Template:Cite news</ref> | Orange (service created) | Orange, part of Silver | Stadium–Armory | Template:Wmata | 5 | 7.4 |
| December 1, 1979 | Orange | Orange and Silver | Template:Wmata | Template:Wmata | 4 | 3.0 |
| November 22, 1980 | Blue | Blue and Silver | Stadium–Armory | Template:Wmata | 3 | 3.6 |
| December 5, 1981 | Red | Dupont Circle | Template:Wmata | 3 | 2.1 | |
| April 30, 1983 | Yellow (service created) | Yellow, part of Green | Gallery Place | Template:Wmata | 1 | 3.3 |
| December 17, 1983 | Yellow | Yellow, part of Blue | National Airport | Template:Wmata | 4 | 4.2 |
| August 25, 1984 | Red | Van Ness–UDC | Template:Wmata | 5 | 6.8 | |
| December 15, 1984 | Grosvenor–Strathmore | Template:Wmata | 4 | 7.0 | ||
| June 7, 1986 | Orange | Ballston–MU | Template:Wmata | 4 | 9.0 | |
| September 22, 1990 | Red | Template:Wmata | Template:Wmata | 2 | 3.2 | |
| May 11, 1991 | Yellow | Yellow and Green | Gallery Place | Template:Wmata | 3 | 1.7 |
| June 15, 1991 | Blue | Template:Wmata | Template:Wmata | 1 | 3.9 | |
| December 28, 1991 | Green (service created) | Green | Template:Wmata | Template:Wmata | 3 | 2.9 |
| December 11, 1993 | Green (separate segment) | Template:Wmata | Template:Wmata | 4 | 7.0 | |
| June 29, 1997 | Blue | Van Dorn Street | Template:Wmata | 1 | 3.3 | |
| July 25, 1998 | Red | Template:Wmata | Template:Wmata | 1 | 1.4 | |
| September 18, 1999 | Green (connecting segments) | Green | U Street | Fort Totten | 2 | 2.9 |
| January 13, 2001 | Green | Anacostia | Template:Wmata | 5 | 6.5 | |
| November 20, 2004 | Red | Infill station (Template:Wmata) | 1 | - | ||
| December 18, 2004 | Blue | Blue and Silver | Addison Road | Template:Wmata | 2 | 3.2 |
| July 26, 2014 | Silver (service created) | Silver | Template:Wmata | Template:Wmata | 5 | 11.6 |
| November 15, 2022 | Silver | Wiehle–Reston East | Template:Wmata | 6 | 11.4 | |
| May 19, 2023 | Blue and Yellow | Infill station (Template:Wmata) | 1 | - | ||
Rush+ and late-night service patterns
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On December 31, 2006, an 18-month pilot program began to extend service on the Yellow Line to Fort Totten over existing Green Line trackage.<ref>Template:Cite press release</ref><ref>Template:Cite newsTemplate:Dead link</ref> This extension was later made permanent.<ref name="wmata.com">Template:Cite web</ref> Starting June 18, 2012, the Yellow Line was extended again along existing track as part of the Rush+ program, with an extension to Greenbelt on the northern end and with several trains diverted to Franconia–Springfield on the southern end. These Rush+ extensions were discontinued on June 25, 2017.<ref>Template:Cite web</ref>
In addition to expanding the system, Metro expanded the operating hours over the first 40 years. Though it originally opened with weekday-only service from 6 a.m. to 8 p.m, financial paperwork assumed prior to opening that it would eventually operate from 5 a.m. to 1 a.m. seven days a week. It never operated exactly on that schedule but the hours did expand, sometimes beyond that.<ref>Template:Cite news</ref> On September 25, 1978, Metro extended its weekday closing time from 8 p.m. to midnight and 5 days later it started Saturday service from 8 a.m. to Midnight.<ref>Template:Cite news</ref><ref>Template:Cite news</ref> Metrorail kicked off Sunday service from 10 a.m. to 6 p.m. on September 2, 1979, and on June 29, 1986, the Sunday closing time was pushed back to midnight.<ref>Template:Cite news</ref> Metro started opening at 5:30 a.m., a half an hour earlier, on weekdays starting on July 1, 1988.<ref>Template:Cite news</ref> On November 5, 1999, weekend service was extended to 1:00 a.m., and on June 30, 2000, it was expanded to 2:00 a.m.<ref>Template:Cite news</ref><ref>Template:Cite news</ref> On July 5, 2003, weekend hours were extended again with the system opening an hour earlier, at 7:00 a.m. and closing an hour later at 3:00 a.m.<ref>Template:Cite news</ref> On September 27, 2004, Metro again pushed weekday opening time half an hour earlier, this time to 5 a.m.<ref>Template:Cite news</ref>
In 2016, Metro began temporarily scaling back service hours to allow for more maintenance. On June 3, 2016, they ended late-night weekend service with Metrorail closing at midnight.<ref>Template:Cite news</ref> Hours were adjusted again the following year starting on June 25, 2017, with weeknight service ending a half-hour earlier at 11:30 p.m.; Sunday service trimmed to start an hour later – at 8 a.m. – and end an hour early at 11 p.m.; and late-night service partially restored to 1 a.m. The service schedule was approved until June 2019.<ref>Template:Cite news</ref>
On January 29, 2020, Metro announced that it would be activating its pandemic response plans in preparation for the looming COVID-19 pandemic, which would be declared a pandemic by the World Health Organization on March 11. At that time, Metro announced that it would reduce its service hours from 5:00 a.m. to 9:00 p.m. on weekdays and 8:00 a.m. to 9:00 p.m. on weekends beginning on March 16 to accommodate for train cleaning and additional track work.<ref>Template:Cite web</ref> As of 2022, pre-COVID service hours have been restored with pre-2016 Sunday service hours.<ref name="railschedules22">Template:Cite web</ref>
Busiest days
[edit]The highest ridership for a single day was on the day of the first inauguration of Barack Obama, January 20, 2009, with 1.12 million riders. It broke the previous record, set the day before, of 866,681 riders.<ref name="2009 Inauguration Ridership Release">Template:Cite press release</ref> June 2008 set several ridership records: the single-month ridership record of 19,729,641 total riders, the record for highest average weekday ridership with 1,044,400 weekday trips, had five of the ten highest ridership days, and had 12 weekdays in which ridership exceed 800,000 trips.<ref name="riders2008" /> The Sunday record of 616,324 trips was set on January 18, 2009, during Obama's pre-inaugural events, the day the Obamas arrived in Washington and hosted a concert on the steps of the Lincoln Memorial. It broke the record set on the 4th of July, 1999.<ref>Template:Cite web</ref>
On January 21, 2017, the 2017 Women's March, set an all-time record in Saturday ridership with 1,001,616 trips.<ref>Template:Cite web</ref> The previous record was set on October 30, 2010, with 825,437 trips during the Rally to Restore Sanity and/or Fear.<ref>Template:Cite news</ref> Prior to 2010, the record had been set on June 8, 1991, at 786,358 trips during the Desert Storm rally.<ref>Template:Cite press release</ref>
| Date | Trips | Event |
|---|---|---|
| January 20, 2009 | 1,120,000 | First inauguration of Barack Obama (Estimate) |
| January 21, 2017 | 1,001,613 | 2017 Women's March |
| April 2, 2010 | 891,240 | 2010 Cherry Blossom Festival/NBA Basketball |
| April 1, 2010 | 877,890 | 2010 Cherry Blossom Festival/NHL Hockey |
| April 10, 2013 | 871,432 | 2013 Cherry Blossom Festival/NBA Basketball/MLB Baseball |
| April 7, 2010 | 867,624 | 2010 Cherry Blossom Festival/MLB Baseball |
| January 19, 2009 | 866,681 | King Day of Service and Kid's Inaugural |
| June 8, 2010 | 856,578 | MLB Baseball – Stephen Strasburg debut |
| July 11, 2008 | 854,638 | MLB Baseball, Women of Faith Conference |
| April 8, 2010 | 852,103 | 2010 Cherry Blossom Festival/MLB Baseball/Stars on Ice |
<ref>Template:Cite news</ref><ref>Template:Cite news</ref>
Architecture
[edit]Many Metro stations were designed by Chicago architect Harry Weese and are examples of late 20th century modern architecture. With their heavy use of exposed concrete and repetitive design motifs, Metro stations display aspects of Brutalist design. The stations also reflect the influence of Washington's neoclassical architecture in their overarching coffered ceiling vaults. Weese worked with Cambridge, Massachusetts-based lighting designer Bill Lam on the indirect lighting used throughout the system.<ref>Template:Cite news</ref><ref>Template:Cite book</ref> All of Metro's original Brutalist stations are found in Downtown Washington, D.C., and neighboring urban corridors of Arlington, Virginia, while newer stations incorporate simplified cost-efficient designs.<ref name="11types">Template:Cite web</ref>
In 2007, the design of the Metro's vaulted-ceiling stations was voted number 106 on the "America's Favorite Architecture" list compiled by the American Institute of Architects (AIA), and was the only Brutalist design to win a place among the 150 selected by this public survey.<ref>Template:Cite web</ref>
In January 2014, the AIA announced that it would present its Twenty-five Year Award to the Washington Metro system for "an architectural design of enduring significance" that "has stood the test of time by embodying architectural excellence for 25 to 35 years". The announcement cited the key role of Weese, who conceived and implemented a "common design kit-of-parts", which continues to guide the construction of new Metro stations over a quarter-century later, albeit with designs modified slightly for cost reasons.<ref name="AIA25">Template:Cite web</ref>
Beginning in 2003, canopies were added to existing exits of underground stations due to the wear and tear seen on escalators due to exposure to the elements.<ref>Template:Cite web</ref>
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Intersection of coffered concrete ceiling vaults at Template:Wmata (opened 1976), a major transfer station
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Gallery Place (opened 1976)
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A train departs from McPherson Square (opened 1977), which has an original ceiling vault design.
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Van Ness–UDC (opened 1981) shows a modified ceiling vault.
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Twinbrook (opened 1984) is a typical original above-ground station.
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King Street–Old Town (opened 1983) shows a modified elevated station design, used in historic Alexandria, as it was less intrusive.
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The most recent elevated station design, seen at Wiehle–Reston East, which opened in 2014, mirrors the design of the original underground stations.
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Template:Wmata (opened 2014) shows a modified version of the newest design, used on some elevated stations due to its cost savings.
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The over-entrance canopy to Template:Wmata (opened 1977) echoes the arched ceiling underground.
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System
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Since opening in 1976, the Metro network has grown to include six lines, 98 stations, and Template:Convert of route.<ref name="wmatafacts">Template:Cite web</ref> The rail network is designed according to a spoke–hub distribution paradigm, with rail lines running between downtown Washington and its nearby suburbs. The system extensively uses interlining: running more than one service on the same track. There are six operating lines.<ref name="wmatafacts" /> The system's official map was designed by noted graphic designer Lance Wyman<ref name="WaPo">Template:Cite news</ref> and Bill Cannan while they were partners in the design firm of Wyman & Cannan in New York City.<ref>Template:Cite web</ref>
About Template:Convert of Metro's track is underground, as are 47 of the 98 stations. Track runs underground mostly within the District and high-density suburbs. Surface track accounts for about Template:Convert of the total, and aerial track makes up Template:Convert.<ref name="wmatafacts" /> The system operates on a track gauge of Template:Track gauge, which is Template:Convert narrower than Template:Track gauge but within the tolerance of standard-gauge railways.<ref name="The Pocket List of Railroad Officials 1977 p. ">Template:Cite book</ref>
Previously, the least time to travel through 97 stations using only mass transit was 8 hours 54 minutes, a record set by travel blogger Lucas Wall on November 16, 2022, the first full day that Phase 2 of the Silver Line was in passenger operation.<ref>Template:Cite news</ref> This record was broken by a student named Claire Aguayo, who did it in 8 hours and 36 minutes on January 23, 2023.<ref>Template:Cite web</ref> Both of these runs were before the Template:Wmata station opened on May 19, 2023, making them no longer current.Template:Needs update
To gain revenues, WMATA has started to allow retail ventures in Metro stations. WMATA has authorized DVD-rental vending machines and ticket booths for the Old Town Trolley Tours and is seeking additional retail tenants.<ref>Template:Cite web</ref>
| Line Name | Service Introduced | Stations | Distance | Termini | |||
|---|---|---|---|---|---|---|---|
| mi | km | Western/Southern | Eastern/Northern | ||||
| Template:WMATA icon Red Line | width="5" title="Red" style="background-color:#Template:Rcr" | | March 29, 1976 | 27 | Template:Convert | Template:Wmata | Template:Wmata | |
| Template:WMATA icon Orange Line | width="5" title="Orange" style="background-color:#Template:Rcr" | | November 20, 1978 | 26 | Template:Convert | Template:Wmata | Template:Wmata | |
| Template:WMATA icon Blue Line | width="5" title="Blue" style="background-color:#Template:Rcr" | | July 1, 1977 | 28 | Template:Convert | Template:Wmata | Template:Wmata | |
| Template:WMATA icon Green Line | width="5" title="Green" style="background-color:#Template:Rcr" | | December 28, 1991 | 21 | Template:Convert | Template:Wmata | Template:Wmata | |
| Template:WMATA icon Yellow Line | width="5" title="Yellow" style="background-color:#Template:Rcr" | | March 30, 1983 | 13 | Template:Convert | Template:Wmata | Template:Wmata | |
| Template:WMATA icon Silver Line | width="5" title="Silver" style="background-color:#Template:Rcr" | | July 26, 2014 | 34 | Template:Convert | Template:Wmata | Template:Wmata | |
| Line Name | Service Introduced | Service Discontinued | Stations | Termini | Notes | ||
|---|---|---|---|---|---|---|---|
| Western/Southern | Eastern/Northern | ||||||
| Template:WMATA icon Red Line Turnback | width="5" title="Red" style="background-color:#Template:Rcr" | | December 15, 1984 | December 16, 2018 | 20 | Template:Wmata | Template:Wmata | Grosvenor Turnback ended in December 2018, Silver Spring Turnback ended in July 2019 |
| Template:WMATA icon Upper Green Line | width="5" title="Green" style="background-color:#Template:Rcr" | | December 19, 1993 | September 17, 1999 | 5 | Template:Wmata | Template:Wmata | Only operated during off-peak hours and weekends starting on January 27, 1997. Discontinued at the opening of the Green Line segment between Fort Totten and U Street in 1999. |
| Template:WMATA icon Green Line Commuter Shortcut | width="5" title="Green" style="background-color:#Template:Rcr" | | January 27, 1997 | September 17, 1999 | 11 | Template:Wmata | Template:Wmata | Only operated during peak hours. Discontinued at the opening of the Green Line segment between Fort Totten and U Street in 1999. |
| Template:WMATA icon Yellow Line Off-Peak | width="5" title="Yellow" style="background-color:#Template:Rcr" | | April 20, 2006 | May 24, 2019 | 17 | Template:Wmata | Template:Wmata | Only operated during off-peak hours and weekends. |
| Template:WMATA icon Yellow Line Rush+ | width="5" title="Yellow" style="background-color:#Template:Rcr" | | June 18, 2012 | June 24, 2017 | 21 | Template:Wmata | Template:Wmata | Only operated during peak hours. |
| Template:WMATA icon Orange Line Rush+ | width="5" title="Orange" style="background-color:#Template:Rcr" | | June 18, 2012 | July 25, 2014 | 26 | Template:Wmata | Largo | Only operated during peak hours. Discontinued at the introduction of Silver Line service in 2014. |
Financing
[edit]Metro relies extensively on passenger fares and appropriated financing from the Maryland, Virginia, and Washington D.C., governments, which are represented on Metro's board of directors. In 2018, Maryland, Virginia and Washington, D.C., agreed to contribute $500 million annually to Metro's capital budget.<ref name="dedicated funding" /> Until then, the system did not have a dedicated revenue stream as other cities' mass transit systems do. Critics allege that this has contributed to Metro's recent history of maintenance and safety problems.<ref>Template:Cite news</ref><ref name="crisis despite warnings" />
For Fiscal Year 2019, the estimated farebox recovery ratio (fare revenue divided by operating expenses) was 62 percent, based on the WMATA-approved budget.<ref>Template:Cite web</ref>
Infrastructure
[edit]Stations
[edit]
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There are 40 stations in the District of Columbia, 15 in Prince George's County, 13 in Fairfax County, 11 in Montgomery County, 11 in Arlington County, 5 in the City of Alexandria, and 3 in Loudoun County.<ref name="wmatafacts" /> The most recent station was opened on May 19, 2023, an infill station at Template:Wmata.<ref name="pyopen"/> At Template:Convert below the surface, the Template:Wmata station on the Red Line is the deepest in the system. There are no escalators; high-speed elevators take 20 seconds to travel from the street to the station platform. The Template:Wmata station, one stop to the north of the Forest Glen station, has the longest continuous escalator in the US and in the Western Hemisphere, at Template:Convert.<ref name="wmatafacts" /><ref>Template:Cite news</ref> The Template:Wmata station is the deepest station on the Orange/Blue/Silver Line, at Template:Convert below street level. The station features the second-longest continuous escalator in the Metro system at Template:Convert; an escalator ride between the street and mezzanine levels takes nearly two minutes.<ref>Template:Cite journal</ref>
The system is not centered on any single station, but Template:Wmata is at the intersection of the Red, Orange, Blue, and Silver Lines.<ref name="2008guide">Template:Cite web</ref> The station is also the location of WMATA's main sales office, which closed in 2022. Metro has designated five other "core stations" that have high passenger volume, including:<ref name="corestations">Template:Cite web</ref> Template:Wmata, transfer station for the Red, Green, and Yellow Lines; Template:Wmata, transfer station for the Orange, Blue, Silver, Green, and Yellow Lines; Template:Wmata, the busiest station by passenger boardings;<ref name=2008guide /> Template:Wmata; and Template:Wmata.
To deal with the high number of passengers in transfer stations, Metro is studying the possibility of building pedestrian connections between nearby core transfer stations. For example, a Template:Convert passage between Metro Center and Gallery Place stations would allow passengers to transfer between the Orange/Blue/Silver and Yellow/Green Lines without going to one stop on the Red Line or taking a slight detour via L’Enfant Plaza. Another tunnel between Farragut West and Farragut North stations would allow transfers between the Red and Orange/Blue/Silver lines, decreasing transfer demand at Metro Center by an estimated 11%.<ref name=corestations /> The Farragut pedestrian tunnel has yet to be physically implemented, but was added in virtual form effective October 28, 2011: the SmarTrip system now interprets an exit from one Farragut station and entrance to the other as part of a single trip, allowing cardholders to transfer on foot without having to pay a second full fare.<ref name="farragut crossing launch">Template:Cite press release</ref>
Around 2003, the network designed newer stations with redundant or backup elevators, in case one elevator goes out of service. These designs were implemented with the three stations that opened in 2004, five in 2014, six in 2022, and one in 2023.Template:Citation needed
| Rank | Station | Entries | Line(s) |
|---|---|---|---|
| 1 | Template:Wmata | 3,929,940 | Template:WMATA icon Template:WMATA icon Template:WMATA icon Template:WMATA icon |
| 2 | Template:Wmata | 3,742,176 | Template:WMATA icon Template:WMATA icon Template:WMATA icon |
| 3 | Template:Wmata | 3,651,760 | Template:WMATA icon |
| 4 | Template:Wmata | 3,536,641 | Template:WMATA icon Template:WMATA icon Template:WMATA icon |
| 5 | Template:Wmata | 2,985,099 | Template:WMATA icon |
| 6 | Template:Wmata | 2,779,479 | Template:WMATA icon |
| 7 | Template:Wmata | 2,739,674 | Template:WMATA icon Template:WMATA icon Template:WMATA icon Template:WMATA icon Template:WMATA icon |
| 8 | Template:Wmata | 2,616,830 | Template:WMATA icon Template:WMATA icon Template:WMATA icon |
| 9 | Template:Wmata | 2,406,409 | Template:WMATA icon |
| 10 | Template:Wmata | 2,310,236 | Template:WMATA icon |
Rolling stock
[edit]Template:Main Metro's fleet consists of 1,216 rail cars, each Template:Convert long, with 1,208 in active revenue service as of May 2024. Though operating rules currently limit trains to Template:Cvt (except on the Green line, where they can go up to Template:Cvt),<ref>Template:Cite web</ref> all trains have a maximum speed of Template:Cvt, and average Template:Convert, including stops.<ref name=wmatafacts /> All cars operate as married pairs (consecutively numbered even-odd with a cab at each end of the pair except 7000-series railcars), with systems shared across the pair.<ref>Template:Cite web</ref>
In the "Active railcars" table, font in bold represents the railcars that are currently in service, while the regular font represents cars that are temporarily out of service
| Active railcars | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Series | Manufacturer | Number purchased<ref name="fy20 proposed budget" /> | Entered service | Retired (estimated) | Currently owned<ref name="fy20 proposed budget" /> | Currently active<ref name="fy20 proposed budget">Template:Cite web</ref> | Planned replacement | ||
| 3000 | Breda | 290 | 1987 | 2027–2029 | 284 | 280 | 8000-series | ||
| 6000 | Alstom | 184 | 2006 | 184 | 180 (additional 2 for "money train") |
||||
| 7000 | Kawasaki | 748 | 2015 | 748 | 748 | ||||
| Retired railcars | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Series | Manufacturer | Number purchased<ref name="fy20 proposed budget" /> | Entered service | Retired | Currently owned<ref name="fy20 proposed budget" /> | Replacement | |||
| 1000 | Rohr | 300 | 1976 | 2016–2017 | 2 preserved<ref name="twitter 1000">Template:Cite tweet</ref> | 7000-series | |||
| 2000 | Breda | 76 | 1982 | 2024 | 2 preserved | 8000-series | |||
| 4000 | 100 | 1991 | 2017<ref name="nbc 2018">Template:Cite news</ref> | 2 preserved<ref name="loudoun 4000">Template:Cite web</ref><ref name="retire July 2017" /> | 7000-series | ||||
| 5000 | CAF / AAI | 192 | 2001 | 2018–2019<ref name="EOL">Template:Cite tweet</ref> | 2 preserved | 7000-series | |||
| Future railcars | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Series | Manufacturer | Number purchased<ref name="fy20 proposed budget" /> | Entered service (estimated) | ||||||
| 8000 | Hitachi<ref name="8000 Series">Template:Cite news</ref> | 256–800<ref name=procurement>Template:Cite web</ref> (proposed) | 2027<ref name=procurement /> | ||||||
Metro's rolling stock was acquired in seven phases, and each version of car is identified with a separate series number.
The original order of 300 railcars (all of which have been retired as of July 1, 2017)<ref name="retire July 2017">Template:Cite press release</ref> was manufactured by Rohr Industries, with final delivery in 1978.<ref name="fy19 proposed budget">Template:Cite web</ref> These cars are numbered 1000–1299 and were rehabilitated in the mid-1990s.
Breda Costruzioni Ferroviarie (Breda), manufactured the second order of 76 cars delivered in 1983 and 1984.<ref name="fy19 proposed budget" /> These cars, numbered 2000–2075, were rehabilitated in the early 2000s by Alstom in Hornell, New York.<ref name=IRJDec03>Transit Briefs International Railway Journal December 2003 page 9</ref> All 2000-series cars were retired by May 10, 2024.<ref>Template:Cite news</ref>
A third order of 290 cars, also from Breda, were delivered between 1984 and 1988.<ref name="fy19 proposed budget" /> These cars are numbered 3000–3289 and were rehabilitated by Alstom in the mid-2000s.<ref name=IRJDec03/>
A fourth order of 100 cars from Breda, numbered 4000–4099, were delivered between 1991 and 1994.<ref name="fy19 proposed budget" /> All 4000-series cars were retired by July 1, 2017.<ref name="nbc 2018" />
A fifth order of 192 cars was manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) of Spain. These cars are numbered 5000–5191 and were delivered from 2001 through 2004.<ref name="fy19 proposed budget" /> Most 5000-series cars were retired in October 2018 and the last few in spring 2019.<ref name="EOL" />
A sixth order of 184 cars from Alstom Transportation, are numbered 6000–6183 and were delivered between 2005 and 2007.<ref name="fy19 proposed budget" /> The cars have body shells built in Barcelona, Spain with assembly completed in Hornell, New York.<ref name="currentcars">Template:Cite web</ref>
The 7000-series railcars, built by Kawasaki Heavy Industries Rolling Stock Company of Kobe, Japan, were delivered for on-site testing during winter 2013–2014, and first entered service on April 14, 2015, on the Blue Line. The cars are different from previous models in that while still operating as married pairs, the cab in one car is eliminated, turning it into a B car. This design allows for increased passenger capacity, elimination of redundant equipment, greater energy efficiency, and lower maintenance costs. The National Transportation Safety Board investigation of the fatal June 22, 2009, accident led it to conclude that the 1000-series cars are unsafe and unable to protect passengers in a crash. As a result, on July 26, 2010, Metro voted to purchase 300 7000-series cars, which replaced the remaining 1000-series cars.<ref>Template:Cite news</ref><ref>Template:Cite newsTemplate:Dead link</ref> An additional 128 7000-series cars were also ordered to serve the Silver Line to Dulles Airport (64 for each phase). In April 2013, Metro placed another order for 100 7000-series cars, which replaced all of the 4000-series cars.<ref>Template:Cite magazine</ref> On July 13, 2015, WMATA used their final option and purchased an additional 220 7000-series railcars for fleet expansion and to replace the 5000-series railcars, bringing the total order number to 748 railcars. On February 26, 2020, WMATA accepted the delivery of the final 7000-series car.<ref name="The final car of the Metro 7000 ser">Template:Cite tweet</ref>
The 8000-series cars will be constructed by Hitachi Rail.<ref name="performance vehicles">Template:Cite web</ref><ref name="railwayage.com">Template:Cite web</ref> While these railcars would have a similar appearance to the 7000-series, the 8000-series would include more features such as "smart doors" that detect obstruction, high-definition security cameras, more space between seats, wider aisles, and non-slip flooring.<ref name="railwayage.com" /> In September 2018, Metro issued a request for proposals from manufacturers for 256 railcars with options for a total of up to 800.<ref name="8000 rfp" /> The first order would replace the 2000 and 3000-series equipment, while the options, if selected, would allow the agency to increase capacity and retire the 6000-series.<ref name="8000 rfp">Template:Cite web</ref>
Signaling and operation
[edit]Template:Main During normal passenger operation on revenue tracks, trains are designed to be controlled by an integrated Automatic Train Operation (ATO) and Automatic Train Control (ATC) system that accelerates and brakes trains automatically without operator intervention. All trains are still staffed with train operators who open and close the doors, make station announcements, and supervise their trains. The system was designed so that an operator could manually operate a train when necessary.<ref>Template:Cite web</ref>
Since June 2009, when two Red Line trains collided and killed nine people due in part to malfunctions in the ATC system, all Metro trains have been manually operated.<ref name="Manual">Template:Cite news</ref> The current state of manual operation has led to heavily degraded service, with new manual requirements such as absolute blocks, speed restrictions, and end-of-platform stopping leading to increased headways between trains, increased dwell time, and worse on-time performance.<ref>Customer Services, Operations, and Safety Committee, "Manual vs. Automatic Operation and Operational Restrictions Template:Webarchive," Information Item IV-B, Washington Metropolitan Area Transit Authority Board, March 11, 2010.</ref> Metro originally planned to have all trains be automated again by 2017,<ref>Template:Cite news</ref> but those plans were shelved in early 2017 in order to focus on more pressing safety and infrastructure issues.<ref>Template:Cite web</ref> In March 2023, Metro announced plans to re-automate the system by December of that year,<ref>Template:Cite news</ref> but announced in September that these plans would be delayed until 2024.<ref>Template:Cite news</ref> ATO resumed only on the Red Line on December 15, 2024, and the highest speed is now 75mph, with ATO scheduled to resume on the rest of the system in 2025.<ref>Template:Cite web</ref><ref>Template:Cite news</ref><ref>Template:Cite news</ref>
The train doors were originally designed to be opened and closed automatically and the doors would re-open if an object blocked them, much as elevator doors do. Almost immediately after the system opened in 1976 Metro realized these features were not conducive to safe or efficient operation and they were disabled. Metro began testing reinstating automatic train door opening in March 2019, citing delays and potential human error.<ref>Template:Cite web</ref> If a door tries to close and it meets an obstruction, the operator must re-open the door. In October 2023, automatic train door opening, where train doors will automatically open upon alighting, was restored to a limited number of trains on the Red Line. Operators must manually close the doors after they open. WMATA claims that automatic door opening provides a safety benefit since it eliminates potential human error resulting in the doors opening on the wrong side and a reduction in the wait time before doors opening, improving the customer experience and station dwell times.<ref>Template:Cite web</ref>
Hours and headways
[edit]
Metrorail begins service at 5 am Monday through Friday, 7 am on Saturdays and Sundays; it ends service at midnight Monday through Thursday, 1:00 am Friday and Saturday, and midnight on Sundays, although the last trains leave the end stations inbound about half an hour before these times.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> Pre-pandemic, trains ran more frequently during rush hours on all lines, with scheduled peak hour headways of 4 minutes on the Red Line and 6–8 minutes on all other lines. Headways are much longer during midday and evening on weekdays and all day weekends. The midday six-minute headways were based on a combination of two Metrorail lines (Blue/Yellow, Blue/Silver, Orange/Silver and Green/Yellow) as each route could run every 12 minutes (4 minutes for the Blue/Orange/Silver segment); in the case of the Red Line, every other train bound for Glenmont terminated at Silver Spring instead.<ref>Template:Cite web</ref> Night and weekend service varied between 6 and 20 minutes, with trains generally scheduled only every 15 to 20 minutes.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
Other service truncations also occur in the system during rush hour service only. On the Red Line, every other train bound for Shady Grove terminated at Template:Wmata until December 2018,<ref>Template:Cite web</ref> in addition to the alternating terminations at Silver Spring mentioned above. For the Yellow Line, all non Rush+ trains bound for Template:Wmata and all normal trains bound for Template:Wmata terminate at Template:Wmata. These are primarily instituted due to a limited supply of rail cars and the locations of pocket tracks throughout the system. However, as of July 2019, both Red Line service truncations have ended, and as of April 2019, the Yellow Line served Greenbelt at all times. When the Yellow Line reopened on May 7, 2023, following major maintenance work, the Mount Vernon Square turnback was reinstated at all times, which has not happened since 2006.
Until 1999, Metro ended service at midnight every night, and weekend service began at 8 am. That year, WMATA began late-night service on Fridays and Saturdays until 1 am. By 2007, with encouragement from businesses, that closing time had been pushed back to 3 am,<ref>Template:Cite news</ref> with peak fares in effect for entries after midnight. There were plans floated to end late-night service due to costs in 2011, but they were met with resistance by riders.<ref>Template:Cite news</ref> WMATA temporarily discontinued late night rail service on May 30, 2016, so that Metro can conduct an extensive track rehabilitation program in an effort to improve the system's reliability.<ref>Template:Cite press release</ref><ref>Template:Cite press release</ref>
On June 25, 2017, Metro cut its hours of operation with closing at 11:30 PM Monday–Thursday, 1 AM on Friday and Saturday, and 11 PM on Sunday,<ref>Template:Cite news</ref><ref name="june25">Template:Cite press release</ref> with the last trains leaving the end stations inbound about half an hour before these times.<ref>Template:Cite web</ref> As of 2022, the pre-2017 service hours have been restored.<ref name="railschedules22" />
Special service patterns
[edit]Metro runs special service patterns on holidays and when events in Washington may require additional service. Independence Day activities require Metro to adjust service to provide extra capacity to and from the National Mall.<ref>Template:Cite web</ref> WMATA makes similar adjustments during other events, such as presidential inaugurations. Due to security concerns related to the January 6 United States Capitol attack, several Metro stations were closed for the 2021 Inauguration. Metro has altered service and used some stations as entrances or exits only to help manage congestion.<ref>Template:Cite web</ref>
Rush Plus
[edit]In 2012, WMATA announced enhanced rush period service that was implemented on June 18, 2012, under the name "Rush+" (or "Rush Plus"). Rush Plus service occurred only during portions of peak service: 6:30–9:00 AM and 3:30–6:00 PM, Monday through Friday.
The Rush+ realignment was intended to free up space in the Rosslyn Portal (the tunnel between Rosslyn and Foggy Bottom), which operates at full capacity already. When Silver Line service began, those trains would be routed through the tunnel, and so some of what were Blue Line trains to Template:Wmata were now diverted across the Fenwick Bridge to become Yellow Line trains running all the way along the Green Line to Template:Wmata. Select Yellow Line trains running south diverted along the Blue Line to Template:Wmata (as opposed to the normal Yellow line terminus at Template:Wmata). Until the start of Silver Line service, excess Rosslyn Tunnel capacity was used by additional Orange Line trains that traveled along the Blue Line to Largo (as opposed to the normal Orange Line terminus at Template:Wmata). Rush+ had the additional effect of giving some further number of passengers transfer-free journeys, though severely increasing headways for the portion of the Blue Line running between Template:Wmata and Template:Wmata. In May 2017, Metro announced that Yellow Rush+ service would be eliminated effective June 25, 2017.<ref>Template:Cite web</ref>
COVID-19 and 7000-series derailment (2020–present)
[edit]Headways have been lengthened as a result of the COVID-19 pandemic in Washington, D.C., starting early 2020. Near-pre-pandemic service was restored at times until October 2021, but due to the 7000-series derailment near Arlington Cemetery, and subsequent removal of all 7000-series cars from service (which made up 60% of the WMATA fleet), headways were lengthened again to every 15 minutes on the Red Line and every 30 minutes on all other lines beginning October 19, 2021.<ref>Template:Cite news</ref>
Since then, with more 7000-series cars returning, headways have been gradually restored to near-pre-pandemic levels, especially outside of peak times, with ridership also increasing as a result. As of September 2024, several lines are actually more frequent than 2019 levels during certain times of day on weekdays and/or weekends. The Red Line's evening headways improved from every 15 minutes in 2019 to every 10 minutes in 2024. In 2019, all lines except the Red Line had 20-minute evening headways, whereas in 2024 the Green and Yellow Lines run every 8 minutes during evenings and the Blue, Orange, and Silver Lines every 15. Sunday service improved to match Monday-Friday off-peak and Saturday levels of every 6 minutes on the Red Line, every 8 minutes on the Green and Yellow Lines, and every 12 minutes on the Blue, Orange, and Silver Lines, compared to the previous 8 minutes on the Red Line and 15 minutes on all other lines. The Yellow and Green Lines also currently run every 6 minutes during rush hours starting 2023 (and off-peak hours on weekdays starting 2024) for the first time since major peak service cuts in 2017 that eliminated Rush Plus and decreased rush hour frequencies on all lines except the Blue Line from 6 to 8 minutes.
Current headways by line
[edit]Headways as of December 15, 2024.<ref name="timetable">Template:Cite web</ref>
| Line(s) | Weekdays | Weekends | |||
|---|---|---|---|---|---|
| Peak (7am–9am, 4pm–6pm) | Off-peak (all other times) | Late night (9:30pm–close) | Daytime (7am–9:30pm) | Late night (9:30pm–close) | |
| Template:WMATA icon | 5 | 6 | 10 | 6 | 10 |
| Template:WMATA icon Template:WMATA icon | 6 | 7.5 | 8 | ||
| Template:WMATA icon Template:WMATA icon Template:WMATA icon | 10 | 12 | 15 | 12 | 15 |
Current average headways by line segment
[edit]Headways as of November 9, 2024. Calculated using trains per hour and rounded to nearest minute.<ref name="timetable" />
Passenger information systems
[edit]
A passenger information display system (PIDS) was installed in all Metrorail stations in 2000. Displays are located on all track platforms and at the mezzanine entrances of stations. They provide real-time information on next train arrivals, including the line, destination, number of cars in the train, and estimated wait time. The displays also show information about delayed trains, emergency announcements, and other bulletins.<ref>Template:Cite press release</ref> The signs were upgraded in 2013 to better reflect Rush Plus and Silver Line schedules, and to prioritize next-train arrival information over other announcements.<ref>Template:Cite news</ref> New digital PIDS signs were installed at the six stations south of National Airport in summer 2019 as part of the Platform Improvement Project.<ref>Template:Cite web</ref>
WMATA also provides current train and related information to customers with conventional web browsers, as well as users of smartphones and other mobile devices.<ref>Template:Cite web</ref> In 2010 Metro began sharing its PIDS data with outside software developers, for use in creating additional real-time applications for mobile devices. Free apps are available to the public on major mobile device software platforms (iOS, Android, Windows Phone, Palm).<ref>Template:Cite press release</ref><ref>Template:Cite web</ref> WMATA also began providing real-time train information by phone in 2010.<ref>Template:Cite press release</ref>
Fare structure
[edit]
Riders enter and exit the system using a stored-value card in the form of a proximity card known as SmarTrip. The fare is deducted from the balance of the card when exiting.<ref>Template:Cite web</ref> SmarTrip cards can be purchased at station vending machines, online or at retail outlets, and can store up to $300 in value. Metro also accepts Baltimore's CharmCard, a similar contactless payment card system.
Metro fares vary based on the distance traveled and the time of day at entry. Fares (effective 2024) range from $2.25 to $6.75, depending on the distance traveled during weekdays prior to 9:30 PM and $2.25 to $2.50 on weekends or after 9:30 PM on weekdays at the time of tapping in. Discounted fares from 50% to 100% are available for DC school children,<ref>Template:Cite web</ref> SNAP Recipients in Maryland, Virginia, and Washington DC,<ref>Template:Cite web</ref> disabled people,<ref>Template:Cite web</ref><ref name="discounted fares" /> and senior citizens.<ref name="discounted fares">Template:Cite web</ref> Parking fees at Metro stations range from $3.00 to $5.20 on weekdays for riders; non-rider fees range from $3.00 to $10.00. Parking is free on Saturdays, Sundays, and federal holidays.<ref>Template:Cite web</ref>
Since June 25, 2017, the first fare hike in three years, peak-period rail fares increased 10 cents, with $2.25 as the new minimum and $6.00 as the maximum one-way fare. Off-peak fares rose 25 cents, to a $2.00 minimum and $3.85 maximum, as will bus fares.<ref>Template:Cite news</ref><ref>Template:Cite news</ref><ref>Template:Cite news</ref><ref name=june25 /> A new one-day unlimited railTemplate:Hsp/Template:Hspbus pass became available for $14.75,<ref name=june25 /> which is presently available for $13.50.<ref name=":0">Template:Cite web</ref>
On June 24, 2024, WMATA announced another fare hike effective June 30, 2024, with a general increase of 12.5% to most services. Of the fare increases, the rail fare during the weekday increased to range from $2.25 to $6.75, while the flat $2.00 rate during late night (after 9:30) and weekend hours was replaced to range from $2.25 to $2.50 depending on the distance traveled.<ref>Template:Cite news</ref>
Passengers may purchase passes at farecard vending machines. Passes are loaded onto the same SmarTrip cards as stored value, but grant riders unlimited travel within the system for a certain period of time. The period of validity starts with the first use. Four types of passes are currently sold:<ref name=":0" /><ref>Template:Cite web</ref>
- A 1-Day Unlimited Pass for $13.50, valid for one day of unlimited Metrorail and Metrobus travel. The pass expires at the end of the operating day.
- A 3-Day Unlimited Pass for $33.75, valid for three consecutive days of unlimited Metrorail and Metrobus travel.
- A 7-Day Short Trip Unlimited Pass for $40.50, valid for seven consecutive days for Metrorail trips costing up to $4.50. If the trip costs more than $4.50, the difference is deducted from the cash balance of a SmarTrip card, possibly after the necessary value is added at the Exitfare machine. A non-negative stored value is required to enter and exit the Metrorail system.
- A 7-Day Unlimited Pass for $60.75, valid for seven consecutive days of unlimited Metrorail and Metrobus travel.
In addition, Metro sells the Monthly Unlimited Pass, formerly called SelectPass, available for purchase online only by registered SmarTrip cardholders, valid for trips up to a specified value for a specific calendar month, with the balance being deducted from the card's cash value similarly to the Short Trip Pass.<ref>Template:Cite web</ref> The pass is priced based on 18 days of round-trip travel.<ref>Template:Cite press release</ref>
Users can add value to any farecard. Riders pay an exit fare based on time of day and distance traveled. Trips may include segments on multiple lines under one fare as long as the rider does not exit the faregates, with the exception of the "Farragut Crossing" out-of-station interchange between the Template:Wmata and Template:Wmata stations. At Farragut Crossing, riders may exit from one station and reenter at the other within 30 minutes on a single fare. When making a trip that uses Metrobus and Metrorail, a $2.25 discount is available when using a SmarTrip card when transferring from Metrobus to Metrorail, and Transfers from Metrorail to Metrobus are free; Transfers must be done within 2 hours.<ref name="bus">Template:Cite web</ref><ref name="farragut crossing launch" /> When entering and exiting at the same station, users are normally charged a minimum fare ($2.25). However, since July 1, 2016, users have had a 15-minute grace period to exit the station; those who do so will receive a rebate of the amount paid as an autoload to their SmarTrip card.<ref>Template:Cite press release</ref><ref>Template:Cite web</ref>
Students at District of Columbia schools (public, charter, private, and parochial) ride both Metrobus and Metrorail for free.<ref>Template:Cite news</ref>
Fare history
[edit]
The contract for Metro's fare collection system was awarded in 1975 to Cubic Transportation Systems.<ref name="cts.cubic.com">Template:Cite magazine</ref> Electronic fare collection using paper magnetic stripe cards started on July 1, 1977, a little more than a year after the first stations opened. Prior to electronic fare collection, exact change fareboxes were used.<ref>Template:Cite web</ref> Metro's historic paper farecard system is also shared by Bay Area Rapid Transit, which Cubic won a contract for in 1974.<ref name="cts.cubic.com" /> Any remaining value stored on the paper cards was printed on the card at each exit, and passes were printed with the expiration date.
Several adjustments were made to shift the availability of passes from paper tickets to SmarTrip cards in 2012 and 2013. In May 2014 Metro announced plans to retrofit more than 500 fare vending machines throughout the system to dispense SmarTrip cards, rather than paper fare cards, and eventually eliminate magnetic fare cards entirely.<ref>Template:Cite press release</ref> This was completed in early December 2015 when the last paper farecard was sold.<ref>Template:Cite news</ref> The faregates stopped accepting paper farecards on March 6, 2016,<ref>Template:Cite press release</ref><ref name="paperless" /> and the last day for trading in farecards to transfer the value to SmarTrip was June 30, 2016.<ref name="paperless">Template:Cite web</ref>
Safety and security
[edit]Security
[edit]
Metro planners designed the system with passenger safety and order maintenance as primary considerations. The open vaulted ceiling design of stations and the limited obstructions on platforms allow few opportunities to conceal criminal activity. Station platforms are built away from station walls to limit vandalism and provide for diffused lighting of the station from recessed lights. Metro's attempts to reduce crime, combined with how the station environments were designed with crime prevention in mind,<ref name="lavigne">Template:Cite web</ref> have contributed to Metro being among the safest and cleanest subway systems in the United States.<ref name="lavigne2">Template:Cite book</ref> There are nearly 6,000 video surveillance cameras used across the system to enhance security.<ref>Template:Cite news</ref>
Metro is patrolled by its own police force, which is charged with ensuring the safety of passengers and employees. Transit Police officers patrol the Metro and Metrobus systems, and they have jurisdiction and arrest powers throughout the Template:Convert Metro service area for crimes that occur on or against transit authority facilities, or within Template:Convert of a Metrobus stop. The Metro Transit Police Department is one of two U.S. police agencies that has local police authority in three "state"-level jurisdictions (Maryland, Virginia, and the District of Columbia), the U.S. Park Police being the other.<ref name="Metro Police">Template:Cite web</ref>
Each city and county in the Metro service area has similar ordinances that regulate or prohibit vending on Metro-owned property, and which prohibit riders from eating, drinking, or smoking in Metro trains, buses, and stations; the Transit Police have a reputation for enforcing these laws rigorously. One widely publicized incident occurred in October 2000 when police arrested 12-year-old Ansche Hedgepeth for eating french fries in the Template:Wmata station.<ref>Template:Cite web</ref> In a 2004 opinion by John Roberts, now Chief Justice of the United States, the D.C. Circuit Court of Appeals upheld Hedgepeth's arrest.<ref name="Hedgepeth case">Hedgepeth v. Washington Metropolitan Area Transit Authority Template:Webarchive, 386 F.3d 1148 (D.C. Cir. 2004) (Argued September 17, 2004, decided October 26, 2004)</ref> By then WMATA had answered negative publicity by adopting a policy of first issuing warnings to juveniles, and arresting them only after three violations within a year.
Metro's zero tolerance policy on food, trash and other sources of disorder embodies the "broken windows" philosophy of crime reduction. This philosophy also extends to the use of station restroom facilities. A longstanding policy, intended to curb unlawful and unwanted activity, has been to only allow employees to use Metro restrooms.<ref name="lavigne2" /> One widely publicized example of this was when a pregnant woman was denied access to the bathroom by a station manager at the Template:Wmata station.<ref name="pregnant">Template:Cite news</ref> Metro now allows the use of restrooms by passengers who gain a station manager's permission, except during periods of heightened terror alerts.<ref>Template:Cite press release</ref><ref name="bathroom">Template:Cite news</ref>
On January 22, 2019, the D.C. Council voted 11–2 to override Mayor Muriel Bowser's veto of the Fare Evasion Decriminalization Act, setting the penalty for fare evasion at a $50 civil fine, a reduction from the previous criminal penalty of a fine up to $300 and 10 days in jail.<ref>Template:Cite news</ref>
Random bag searches
[edit]On October 27, 2008, the Metro Transit Police Department announced plans to immediately begin random searches of backpacks, purses, and other bags. Transit police would search riders at random before boarding a bus or entering a station. It also explained its intent to stop anyone acting suspiciously.<ref>Template:Cite news</ref> Metro claims that "Legal authority to inspect packages brought into the Metro system has been established by the court system on similar types of inspections in mass transit properties, airports, military facilities and courthouses."<ref>Template:Cite press release</ref> Metro Transit Police Chief Michael Taborn stated that, if someone were to turn around and simply enter the system through another escalator or elevator, Metro has "a plan to address suspicious behavior".<ref>Template:Cite news</ref> Security expert Bruce Schneier characterized the plan as "security theater against a movie plot threat" and does not believe random bag searches actually improve security.<ref>Template:Cite news</ref>
The Metro Riders' Advisory Council recommended to WMATA's board of directors that Metro hold at least one public meeting regarding the search program. Template:As of, Metro had not conducted a single bag search.<ref>Template:Cite news</ref>
In 2010 Metro once again announced that it would implement random bag searches, and conducted the first such searches on December 21, 2010.<ref>Template:Cite news</ref> The searches consist of swabbing bags and packages for explosive residue, and X-raying or opening any packages which turned up positive. On the first day of searches, at least one false positive for explosives was produced, which Metro officials indicated could occur for a variety of reasons including if a passenger had recently been in contact with firearms or been to a firing range.<ref>Template:Cite news</ref> The D.C. Bill of Rights Coalition and the Montgomery County Civil Rights Coalition circulated a petition against random bag searches, taking the position that the practice violates the Fourth Amendment to the United States Constitution and would not improve security.<ref>Template:Cite news</ref> On January 3, 2011, Metro held a public forum for the searches at a Metro Riders' Advisory Council meeting, at which more than 50 riders spoke out, most of them in opposition to the searches. However at the meeting Metro officials called random bag inspections a "success" and claimed that few riders had complained.<ref>Template:Cite news</ref>
After a prolonged absence, Template:As of, bag searches have resumed at random stations throughout the Washington Metro area.Template:Citation needed
Safety
[edit]Accidents and incidents
[edit]Template:Main Several collisions have occurred on Washington Metro, resulting in injuries and fatalities, along with numerous derailments with few or no injuries. WMATA has been criticized for disregarding safety warnings and advice from experts. The Tri-State Oversight Committee oversaw WMATA, but had no regulatory authority. Metro's safety department is usually in charge of investigating incidents, but could not require other Metro departments to implement its recommendations.<ref name="safetywarnings">Template:Cite news</ref> Following several safety lapses, the Federal Transit Administration assumed oversight at WMATA.<ref>Template:Cite news</ref>
Collisions
[edit]
During the Blizzard of 1996, on January 6, a Metro operator was killed when a train failed to stop at the Template:Wmata station. The four-car train overran the station platform and struck an unoccupied train that was awaiting assignment. The National Transportation Safety Board (NTSB) investigation found that the crash was a result of a failure in the train's computer-controlled braking system. The NTSB recommended that Metro grant train operators the ability to manually control the braking system, even in inclement weather, and recommended that Metro prohibit parked rail cars on tracks used by incoming outbound trains.<ref>Template:Cite web</ref>
On November 3, 2004, an out-of-service Red Line train rolled backwards into the Template:Wmata station, hitting an in-service train stopped at the platform. The rear car (1077) was telescoped by the first car of the standing train (4018). No one died, 20 people were injured.<ref>Template:Cite news</ref> A 14-month investigation concluded that the train operator was most likely not alert as the train rolled backwards into the station. Safety officials estimated that had the train been full, at least 79 people would have died. The train operator was dismissed and Metro officials agreed to add rollback protection to more than 300 rail cars.<ref>Template:Cite news</ref>
On June 22, 2009, at 5:02 pm, two trains on the Red Line collided. A southbound train heading toward Shady Grove stopped on the track short of the Fort Totten station and another southbound train collided with its rear. The front car of the moving train (1079) was telescoped by the rear car of the standing train (5066),<ref name="NTSB Fort Totten Abstract">Template:Cite web</ref> and passengers were trapped. Nine people died and more than 70 were injured, dozens of whom were described as "walking wounded".<ref>Template:Cite news</ref> Red Line service was suspended between the Fort Totten and Takoma stations, and New Hampshire Avenue was closed.<ref>Template:Cite news</ref><ref>Template:Cite news</ref> One of the dead was the operator of the train that collided with the stopped train.
On November 29, 2009, at 4:27 am, two trains collided at the West Falls Church train yard. One train pulled in and collided with the back of the other train. No customers were aboard, and only minor injuries to the operators and cleaning staff were reported. However, three cars (1106, 1171, and 3216) were believed to be damaged beyond repair.<ref name="yardcollision">Template:Cite press release</ref>
Derailments
[edit]
On January 13, 1982, a train derailed at a malfunctioning crossover switch south of Template:Wmata. In attempting to restore the train to the rails, supervisors failed to notice that another car had also derailed. The other rail car slid off the track and hit a tunnel support, killing three people and injuring 25 in its first fatal crash. Coincidentally, this crash occurred about 30 minutes after Air Florida Flight 90 crashed into the nearby 14th Street Bridge during a major snowstorm.<ref name="history" />
On January 20, 2003, during construction of a new canopy at Template:Wmata, Metro began running trains through the center track even though it had not been constructed for standard operations, and a Blue Line train derailed at the switch. No injuries resulted but the crash delayed construction by a number of weeks.<ref name="February 27, 2003">Template:Cite news</ref>
On January 7, 2007, a Green Line train carrying approximately 120 people derailed near Template:Wmata in downtown Washington. Trains were single-tracking at the time, and the derailment of the fifth car occurred where the train was switching from the south to northbound track. The crash injured at least 18 people and prompted the rescue of 60 people from a tunnel.<ref>Template:Cite news</ref> At least one person had a serious but non-life-threatening injury. The incident was one of a series of five derailments involving 5000-series cars, with four of those occurring on side tracks and not involving passengers.<ref name="Jan07">Template:Cite news</ref>
On June 9, 2008, an Orange Line train (2000-series) derailed between Rosslyn and Court House.<ref>Template:Cite news</ref><ref>Template:Cite news</ref>
On March 27, 2009, a Red Line train derailed just before 4:30 pm just south of Template:Wmata causing delays but no injuries. A second train was sent to move the first train but it too derailed when it was about Template:Convert from the first train.<ref>Template:Cite news</ref>
On February 12, 2010, a Red Line train derailed at about 10:13 am as it left Template:Wmata in downtown Washington. After leaving the station, the train entered the pocket track north of the station. As it continued, an automatic derailer at the end of the pocket track intentionally derailed the train as a safety measure. If the train had continued moving forward on the pocket track, it would have entered the path of an oncoming train. The wheels of the first two cars in the six-car, White-Flint-bound train were forced off the tracks, stopping the train. Almost all of the estimated 345 passengers were evacuated from the damaged train by 11:50 am and the NTSB arrived on the scene by noon. Two minor injuries were reported, and a third passenger was taken to George Washington University Hospital.<ref>Template:Cite news</ref> The NTSB ruled the crash was due to the train operator's failure to follow standard procedures and WMATA management for failure to provide proper supervision of the train operator which resulted in the incomplete configuration of the train identification and destination codes leading to the routing of the train into the pocket track.<ref>Template:Cite web</ref>
On April 24, 2012, around 7:15 pm, a Blue Line train bound for Franconia–Springfield derailed near Rosslyn. No injuries were reported.<ref>Template:Cite news</ref>
On July 6, 2012, around 4:45 pm, a Green Line train bound for downtown Washington, D.C., and Branch Avenue derailed near West Hyattsville. No injuries were reported. A heat kink, due to the hot weather, was identified as the probable cause of the accident.<ref>Template:Cite press release</ref>
On August 6, 2015, a non-passenger train derailed outside the Template:Wmata station. The track condition that caused the derailment had been detected a month earlier but was not repaired.<ref>Template:Cite news</ref>
On July 29, 2016, a Silver Line train heading in the direction of Wiehle–Reston East station derailed outside East Falls Church station. Service was suspended between Ballston and West Falls Church and McLean stations on the Orange and Silver Lines.<ref>Template:Cite news</ref>
On September 1, 2016, Metro announced the derailment of an empty six-car train in the Alexandria Rail Yard. No injuries or service interruptions were reported and an investigation is ongoing.<ref>Template:Cite web</ref>
On January 15, 2018, a Red Line train derailed between Farragut North and Metro Center. No injuries were reported. This was the first derailment of the new 7000-series trains.<ref>Template:Cite news</ref>
On July 7, 2020, a 7000-series Red line train derailed one wheelset on departure from Template:Wmata around 11:20 in the morning.
On October 12, 2021, a 7000-series Blue Line train derailed outside Arlington Cemetery. This forced the evacuation of all 187 passengers on board with no reported injuries.<ref name=autogenerated1>Template:Cite news</ref> Cause of the derailment was initially stated to be an axle not up to specifications and resulted in sidelining the entire 7000-series fleet of trains, approximately 60% of WMATA's current trains through Friday, October 29, 2021, for further inspection.<ref>Template:Cite web</ref> On October 28, 2021, WMATA announced that the system would continue running at a reduced capacity through November 15, 2021, as further investigation took place.<ref name=autogenerated1 /> The inspection determined a defect causes the car's wheels to be pushed outward. As of July 2022, the system was still running without most 7000-series cars. Workers manually inspect wheels on eight trains daily to catch the defect before it becomes problematic; the remaining cars are out of service pending an automated fix.<ref>Template:Cite news</ref>
Safety measures
[edit]On July 13, 2009, WMATA adopted a "zero tolerance" policy for train or bus operators found to be texting or using other hand-held devices while on the job. This new and stricter policy came after investigations of several mass-transit accidents in the U.S. found that operators were texting at the time of the accident. The policy change was announced the day after a passenger of a Metro train videotaped the operator texting while operating the train.<ref>Template:Cite news</ref>
Smoke incidents
[edit]During the early evening rush on January 12, 2015, a Yellow Line train stopped in the tunnel. It filled with smoke just after departing L'Enfant Plaza for Pentagon due to "an electrical arcing event" ahead in the tunnel. Everyone on board was evacuated; 84 people were taken to hospitals, and one died.<ref>Template:Cite news</ref>
On March 14, 2016, an electrified rail caught fire between McPherson Square and Farragut West, causing significant disruptions on the Blue, Orange, and Silver lines. Two days later, the entire Metro system was shut down so its electric rail power grid could be inspected.<ref>Template:Cite press release</ref>
Future expansion
[edit]As of 2008, WMATA expects an average of one million riders daily by 2030. The need to increase capacity has renewed plans to add 220 cars to the system and reroute trains to alleviate congestion at the busiest stations.<ref>Template:Cite web</ref> Population growth in the region has also revived efforts to extend service, build new stations, and construct additional lines.
Planned or proposed projects
[edit]Line extensions
[edit]The original plan called for ten future extensions on top of the core system. The Red Line would have been extended from the Shady Grove northwest to Germantown, Maryland. The Green Line would have been lengthened northward from Template:Wmata to Laurel, Maryland, and southward from Template:Wmata to Brandywine, Maryland. The Blue Line initially consisted of a southwestern branch to Backlick Road and Burke, Virginia, which was never built. The Orange Line would have extended westward through Northern Virginia past the Vienna to Centreville or Haymarket, and northeastward past Template:Wmata to Bowie, Maryland. Alternatively, the Blue and Silver Lines would have been extended east past Largo to Bowie. The future Silver Line was also included in this proposal.<ref name="nyt 1968" />
In 2001, officials considered realigning the Blue Line between Template:Wmata and Template:Wmata stations by building a bridge or tunnel from Virginia to a new station in Georgetown. Blue Line trains share a single tunnel with Orange Line and Silver Line trains to cross the Potomac River. The current tunnel limits service in each direction, creating a choke point.<ref name="NARPAC">Template:Cite web</ref> The proposal was later rejected due to cost,<ref>Template:Cite news</ref> but Metro again started considering a similar scenario in 2011.<ref name="Weir-14June2011">Template:Cite news</ref>
In 2005 the Department of Defense announced that it would be shifting 18,000 jobs to Fort Belvoir in Virginia and at least 5,000 jobs to Fort Meade in Maryland by 2012, as part of that year's Base Realignment and Closure plan. In anticipation of such a move, local officials and the military proposed extending the Blue and Green Lines to service each base. The proposed extension of the Green Line could cost $100 million per mile ($60 million per kilometer), and a light rail extension to Fort Belvoir was estimated to cost up to $800 million. Neither proposal has established timelines for planning or construction.<ref name="belvoir">Template:Cite news</ref><ref name="meade">Template:Cite news</ref>
The Virginia Department of Transportation (VDOT) announced on January 18, 2008, that it and the Virginia Department of Rail and Public Transportation (DRPT) had begun work on a draft environmental impact statement (EIS) for the I-66 corridor in Fairfax and Prince William counties. According to VDOT the EIS, officially named the I-66 Multimodal Transportation and Environment Study, would focus on improving mobility along I-66 from the Capital Beltway (I-495) interchange in Fairfax County to the interchange with U.S. Route 15 in Prince William County. The EIS also allegedly includes a four-station extension of the Orange Line past Vienna. The extension would continue to run in the I-66 median and would have stations at Chain Bridge Road, Fair Oaks, Stringfellow Road and Centreville near Virginia Route 28 and U.S. Route 29.<ref>Template:Cite web</ref> In its final report published June 8, 2012, the study and analysis revealed that an "extension would have a minimal impact on Metrorail ridership and volumes on study area roadways inside the Beltway and would therefore not relieve congestion in the study corridor."<ref>Template:Cite web</ref>
In 2011 Metro began studying the needs of the system through 2040. WMATA subsequently published a study on the alternatives, none of which were funded for planning or construction.<ref name="Weir-14June2011" /><ref name="rtsp">Template:Cite web</ref> New Metro rail lines and extensions under consideration as part of this long-term plan included:
- a new Loop line which parallels the Capital Beltway, known as the "Beltway Line"<ref name="rtsp" />Template:Rp
- a new Brown Line from the Template:Wmata station to White Oak, Maryland, which would pass through the District and Template:Wmata, running parallel to the Red Line.<ref name="rtsp" />Template:Rp
- rerouting the Yellow Line to either a new alignment, or a new tunnel parallel to the Green Line, in the District north of the Potomac River<ref name="rtsp" />Template:Rp
- a 5-station spur of the Green Line to National Harbor in Maryland<ref name="rtsp" />Template:Rp
- re-routing the Blue or Silver Lines in the District and/or building a separate express route for the Silver Line in Virginia<ref name="rtsp" />Template:Rp
- extensions to existing lines, including:<ref name="rtsp" />Template:Rp
- Red Line northwest to Metropolitan Grove (2 stations)
- Orange Line east to Bowie (3 stations) or west to Centreville or Gainesville (3 or 5 stations, respectively)
- Yellow Line south to Lorton (8 stations)
- Green Line northeast to BWI Airport (6 stations) or southeast to White Plains (6 stations)
- Blue Line east to Bowie (5 stations) or southwest to Potomac Mills (4 stations)
- Silver Line northwest to Leesburg (3 stations)
- four inter-line connections to allow greater service flexibility<ref name="rtsp" />Template:Rp
- several infill stations on existing lines<ref name="rtsp" />Template:Rp
In September 2021, a report on the capacity improvements of Blue/Orange/Silver lines proposed four alternative extensions for the system:
- Converting the Blue Line into a circle line, extending it to National Harbor and Alexandria.<ref name="BOSStudy2021">Template:Cite web</ref> The proposed extension starts from a new station at Template:Wmata, continues to Georgetown through a new tunnel under the Potomac River, then runs under M Street NE, just north of the existing Blue/Orange/Silver central segment, and connects to the Red Line at Template:Wmata. It then turns south towards Buzzard Point, Joint Base Anacostia–Bolling, and National Harbor and crosses the Woodrow Wilson Bridge to Alexandria. The loop rejoins the current system at Template:Wmata on the current Yellow Line, which is re-routed to Template:Wmata.<ref name="BOSStudy" /><ref name="wp-2022-02-25">Template:Cite news</ref>
- A Blue Line extension to Template:Wmata, which would follow a similar route through Georgetown to Union Station, then turn north towards Union Market and Ivy City before connecting with the Green Line at Greenbelt.<ref name="BOSStudy" />
- A Silver Line Express service from Template:Wmata to Template:Wmata with a similar route Template:Wmata as the previous alternative.
- A Silver Line extension to Template:Wmata.
All four alternatives use the same central segment layout from Rosslyn to Union Station through Georgetown.<ref name="BOSStudy">Template:Cite web</ref> NBC4 Washington further reported on the proposed loop in December 2022. At the time, there was a crowding problem at the Rosslyn station, and this expansion could be the solution to solve this crowding problem. A final design was published in July 2023.<ref>Template:Cite web</ref>
Individual and infill stations
[edit]Before construction on Metro began, a proposed station was put forward for the Kennedy Center. Congress had already approved the construction of a station on the Orange/Blue/Silver Lines at 23rd and H Streets, near George Washington University, at the site of what is now Foggy Bottom station. According to a Washington Post article from February 1966, rerouting the line to accommodate a station under the center would cost an estimated $12.3 million.<ref>Template:Cite news</ref> The National Capital Transportation Agency's administrator at the time, Walter J. McCarter, suggested that the Center "may wish to enhance the relationship to the station by constructing a pleasant, above-ground walkway from the station to the Center," referring to the then soon-to-be-built Foggy Bottom station. Rep. William B. Widnall, Republican of New Jersey, used it as an opportunity to push for moving the center to a central, downtown location.<ref>Template:Cite web</ref>
The 2011 Metro transit-needs study identified five additional sites where infill stations could be built. These included Kansas Avenue and Montgomery College on the Red Line, respectively in Northwest D.C. and Rockville, Maryland; Oklahoma Avenue on the Blue, Orange, and Silver Lines near the D.C. Armory in Northeast D.C.; Eisenhower Valley on the Blue Line in Alexandria, Virginia; and the St. Elizabeths Hospital campus on the Green Line in Southeast D.C.<ref name="rtsp" />Template:Rp An infill station between Takoma and Silver Spring called North Takoma station that used to be part of the Metropolitan Subdivision was proposed.<ref>Template:Cite web</ref>
Related non-WMATA projects
[edit]
A number of light rail and urban streetcar projects are under construction or have been proposed to extend or supplement service provided by Metro.
Projects under construction
[edit]The Purple Line, a light rail system, operated by the Maryland Transit Administration, is under construction as of 2025<ref>Template:Cite web</ref> and is scheduled to open in late 2027.<ref>Template:Cite web</ref> The project was originally envisioned as a circular heavy rail line connecting the outer stations on each branch of the Metrorail system, in a pattern roughly mirroring the Capital Beltway.<ref>Template:Cite web</ref> The current project will run between the Template:Wmata and Template:Wmata stations by way of Template:Wmata and College Park. The Purple Line will connect both branches of the Red Line to the Green and Orange Lines, and will decrease the travel time between suburban Metro stations.<ref name="shaver">Template:Cite news</ref><ref>Template:Cite web</ref>
Proposed projects
[edit]The Corridor Cities Transitway (CCT) is a proposed Template:Convert bus rapid transit line that would link Clarksburg, Maryland, in northern Montgomery County with the Template:Wmata station on the Red Line.<ref name="MoCo Planning">Template:Cite web</ref> Planning for the route alignment was completed in 2018, but the State of Maryland has not provided funds for detailed project design and construction.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
The District of Columbia Department of Transportation completed construction and began operating a single Template:Convert line of the DC Streetcar system in 2016.<ref>Template:Cite news</ref> Additional streetcar lines have been proposed since 1998,<ref>Template:Cite news</ref> but no funding has been provided for construction of these lines.
In 2013, the Georgetown Business Improvement District proposed a gondola lift between Georgetown and Rosslyn as an alternative to placing a Metro stop at Georgetown in its 2013–2028 economic plans.<ref name="dcgondola1">Template:Cite web</ref> Washington, D.C., and Arlington County have been conducting feasibility studies for it since 2016.<ref name="dcgondola1" />
In 2005, a Maryland lawmaker proposed a light rail system to connect areas of Southern Maryland, especially the rapidly growing area around the town of Waldorf, to the Template:Wmata station on the Green Line.<ref>Template:Cite news</ref>
In media
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The Washington Metro has often appeared in movies and television shows set in Washington. However, due to fees and expenses required to film in the Metro, scenes of the Metro in film are often not of the Metro itself, but of other stand-in subway stations that are made to represent the Metro.<ref>Template:Cite news</ref>
The vaulted ceilings of the Metro have become a cultural signifier of Washington, D.C., and are often seen in photographs and other art depicting the city.<ref>Template:Cite news</ref>
See also
[edit]- List of metro systems
- Transportation in Washington, D.C.
- United States Capitol Subway System
- Architecture of Washington, D.C.
References
[edit]External links
[edit]Template:Attached KML Template:Commons and category
- Template:Official website
- Washington Metrorail Safety Commission
- Vintage Washington Metro Construction Photos – Ghosts of DC blog
- DC Metro Map 2024 – Navigating Washington, DC’s Metro System
Template:Washington Metro Template:Transit In DC Template:Washington, D.C. railroads Template:USSubway Template:International Metro Organizations
- Pages with broken file links
- 1976 establishments in Washington, D.C.
- Washington Metro
- Passenger rail transportation in Maryland
- Passenger rail transportation in Virginia
- Passenger rail transportation in Washington, D.C.
- Rapid transit in Maryland
- Rapid transit in Virginia
- Rapid transit in Washington, D.C.
- Train-related introductions in 1976
- Underground rapid transit in the United States
- Northern Virginia
- Harry Weese buildings
- 750 V DC railway electrification
- Brutalist architecture in the United States