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The Orange Line of the Washington Metro consists of 26 rapid transit stations from Vienna to New Carrollton. It has stations in Fairfax County and Arlington, Virginia, the District of Columbia, and Prince George's County, Maryland. Half of the line's stations are shared with the Blue Line and over two thirds are shared with the Silver Line. Orange Line service began on November 20, 1978. The Orange Line needs 30 trains (9 eight-car trains and 21 six-car trains, consisting of 198 rail cars) to run at peak capacity. == History == Planning for Metro began with the Mass Transportation Survey in 1955, which attempted to forecast both freeway and mass transit systems sufficient to meet the needs of transportation in 1980.〔Schrag at p. 33–38.〕 In 1959, the study's final report included two rapid transit lines which anticipated subways in downtown Washington.〔Schrag at p. 39.〕 Because the plan called for extensive freeway construction within the District of Columbia, alarmed residents lobbied for federal legislation creating a moratorium on freeway construction through July 1, 1962.〔Schrag at p. 42.〕 The National Capital Transportation Agency's 1962 ''Transportation in the National Capital Region'' report anticipated much of the present Orange Line route in Virginia with the route following the median strip of I-66 both inside Arlington and beyond.〔Schrag at p. 55.〕 The route continued in rapid transit plans until the formation of the Washington Metropolitan Area Transit Authority (WMATA). With the formation of WMATA in October 1966, planning of the system shifted from federal hands to a regional body with representatives of the District, Maryland and Virginia. Congressional route approval was no longer a key consideration.〔Schrag at p. 104〕 Instead, routes had to serve each local suburban jurisdiction to assure that they would approve bond referenda to finance the system.〔Schrag at p. 108〕 Because the least expensive way to build into the suburbs was to rely upon existing railroad right-of-ways, the Orange Line took much of its present form, except that it also featured a further extension along the railroad to Bowie, Maryland and along the Dulles Access Road to the Dulles Airport.〔Schrag at p. 110.〕 By 1966, WMATA and Arlington County planners had agreed "to realign the rapid transit through high-density commercial-office-apartment areas in the vicinity of Wilson Boulevard instead of the freeway's median between the river and Glebe Road."〔Northern Virginia Transportation Commission, ''Potential Rail Transit Corridors'' at p. 1, quoted in Schrag at p. 224.〕 On March 1, 1968, WMATA approved its Adopted Regional System (ARS) plan that included suburban mass transit lines that followed the median of the proposed Interstate 66 through Virginia to Vienna and the CSX/Amtrak railroad right-of-way in Prince George's County, Maryland.〔 The construction of the downtown Washington sections of the Orange and Blue lines began simultaneously with the Red line. A joint ground-breaking ceremony was held on December 9, 1969.〔 Service on the joint downtown track was at first branded as just the Blue Line and commenced on July 1, 1977.〔 In 1976, Robert Patricelli, federal Urban Mass Transportation Administrator, ordered Metro to conduct an alternatives analysis of the portion of its system that was not already under contract.〔Schrag at p. 187.〕 Because the Tysons Corner area of Fairfax County had developed significantly since the ARS was adopted in 1968, the analysis considered rerouting the Orange line to serve Tysons Corner at an additional cost of $60 million. However, because environmental impact statements had already been completed for the Vienna route, a change in the route would result in a five-year delay in the construction of the Orange Line west of Ballston. This prompted the City of Falls Church to sue WMATA for breach of contract. In the end, WMATA kept the Vienna route intact, leaving Tysons Corner without Metrorail service until 2014.〔Schrag at p. 238–39〕〔(【引用サイトリンク】title=Dulles Metrorail - Silver Line Metrorail Service Begins )〕 Service on the Orange Line began on November 20, 1978 between National Airport and New Carrollton, with five new stations being added to the existing network from Stadium–Armory. When the line from Rosslyn to Ballston–MU was completed on December 11, 1979, Orange Line trains began following this route rather than going to the National Airport station. The line was completed on June 7, 1986, when it was extended by four stations to Vienna in the I-66 median. On January 13, 1982, an Orange Line train derailed as it was being backed up from an improperly closed rail switch between the Federal Triangle and Smithsonian stations, resulting in the deaths of three passengers. It was the first incident within the Metro system that caused a fatality,〔 and the deadliest incident occurring in the system until the 2009 collision that resulted in nine fatalities. Between 2011 and 2013, service was interrupted at stations west of Ballston on designated weekends to accommodate the construction of the interconnection of the Silver Line with the existing Orange Line tracks. As a part of this project, the train yard adjacent to the West Falls Church station on the Orange Line was expanded. On July 26, 2014, Orange Line stations between East Falls Church and Stadium-Armory began to serve Silver Line trains. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Orange Line (Washington Metro)」の詳細全文を読む スポンサード リンク
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