Orange Line (Washington Metro)

Orange Line
Orange Line train at West Falls Church station
Overview
Type	Rapid transit
System	Washington Metro
Status	Operating
Locale	Fairfax County and Arlington, VA Washington, D.C. Prince George's County, MD
Termini	Vienna (West) New Carrollton (East)
Stations	26
Operation
Opened	November 20, 1978
Operator(s)	Washington Metropolitan Area Transit Authority
Character	At-grade, elevated, and underground
Technical
Line length	26.4 mi (42.5 km)
Number of tracks	2
Track gauge	4 ft 8 ^1⁄4 in (1,429 mm)
Electrification	Third rail 750 V DC
Route map Legend Vienna Dunn Loring I‑495 (Capital Beltway) Falls Church Yard West Falls Church to Wiehle–Reston East East Falls Church Ballston–MU Virginia Square–GMU Clarendon Court House to Franconia–Springfield Rosslyn I‑66 (Custis Mem. Pkwy) Potomac River VA DC Foggy Bottom–GWU Farragut West Farragut North McPherson Square Metro Center Federal Triangle Smithsonian Amtrak, VRE L'Enfant Plaza and L'Enfant Plaza (VRE) Federal Center SW I‑395 (3rd St Tunnel) Amtrak First Street Tunnel Capitol South RF&P Eastern Market Potomac Avenue Stadium–Armory Anacostia River and to Largo Town Center DC 295 (Anacostia Fwy) Minnesota Avenue Deanwood DC MD Landover Subdivision Alexandria Extension Northeast Corridor Cheverly Landover US 50 New Carrollton New Carrollton Yard Amtrak, MARC to Baltimore

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.^[1]

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.^[2] In 1959, the study's final report included two rapid transit lines which anticipated subways in downtown Washington.^[3] 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.^[4] 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.^[5] 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.^[6] Instead, routes had to serve each local suburban jurisdiction to assure that they would approve bond referenda to finance the system.^[7] 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.^[8] 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."^[9]

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.^[10] 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.^[10] Service on the joint downtown track was at first branded as just the Blue Line and commenced on July 1, 1977.^[10]

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.^[11] 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.^[12][13]

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.^[10]

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.^[14] It was the first incident within the Metro system that caused a fatality,^[14] and the deadliest incident occurring in the system until the 2009 collision that resulted in nine fatalities.^[15]

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.^[16][17][18] As a part of this project, the train yard adjacent to the West Falls Church station on the Orange Line was expanded.^[19][20]

On July 26, 2014, Orange Line stations between East Falls Church and Stadium-Armory began to serve Silver Line trains.

Route

As originally planned, Silver Line trains would have reversed course using the D98 pocket track east of the Stadium Armory stop. Safety concerns raised in December 2012 necessitate the trains to continue to Largo Town Center.

Starting at its western terminus at the Vienna/Fairfax-GMU station in Virginia, the tracks run on the median strip of Interstate 66 until they enter a tunnel under Fairfax Drive just before the Ballston-MU station.^[21] Although originally proposed to follow I-66 through Arlington, city planners successfully argued that the line be relocated to Fairfax Drive, which has since stimulated high rise development along the line's route. At the Clarendon station, the tunnel shifts to Wilson Blvd. and 16th Street North.^[21] The tunnel then turns north and merges with the Blue Line just before entering the Rosslyn station which is located under North Lynn Street.^[21] The tunnel continues under the Potomac River and bends to the east to travel under I Street NW in the District of Columbia.^[21]

The tunnel continues east under I Street and between Farragut West and McPherson Square stations there is a non-revenue branch track that connects with the Red Line. The tunnel then turns south under 12th Street Northwest and enters the lower level of the Metro Center station.^[21] After Smithsonian station, the tunnel turns east under D Street Southwest and then southeast under Pennsylvania Avenue Southeast.^[21] At Potomac Avenue station, the tunnel briefly travels under G Street Southeast and then turns northwest under Potomac Avenue with a turn to the north to travel under 19th Street Southeast for the Stadium-Armory station.^[21] The tunnel then travels under the RFK Stadium parking lots to surface near Benning Road.^[21] The elevated tracks follow Benning Road across the Anacostia River and then split from the Blue and Silver lines. There is a pocket track just west of this split.

The above ground tracks continue along DC Route 295 between Minnesota Avenue and Deanwood stations and then follow the CSX/Amtrak railroad in Prince George's County, Maryland to the eastern terminus at New Carrolton.^[21] The route includes a train yard adjacent to the West Falls Church station.^[19] Orange Line service travels along the entirety of the K Route (from the terminus at Vienna/Fairfax-GMU to the C & K junction just south of Rosslyn), part of the C Route (from the C & K junction just south of Rosslyn to Metro Center), and the entire D Route (from Metro Center to New Carrollton).^[22]

Stations

The following stations are along the line, from west to east:

Station	Code	Opened	Terrain	Other Metro Lines	Notes
Vienna	K08	1986	surface; median of I-66		Western terminus
Dunn Loring	K07	1986	surface; median of I-66
West Falls Church	K06	1986	surface; median of I-66
East Falls Church	K05	1986	surface; median of I-66	Silver Line	Transfer station for the Silver Line (western)
Ballston–MU	K04	1979	underground	Silver Line
Virginia Square–GMU	K03	1979	underground	Silver Line
Clarendon	K02	1979	underground	Silver Line
Court House	K01	1979	underground	Silver Line
Rosslyn	C05	1977	underground	Blue Line Silver Line	Transfer station for the Blue Line (western).
Foggy Bottom–GWU	C04	1977	underground	Blue Line Silver Line
Farragut West	C03	1977	underground	Blue Line Silver Line
McPherson Square	C02	1977	underground	Blue Line Silver Line
Metro Center	C01	1977	underground	Blue Line Silver Line Red Line	transfer station for Red Line
Federal Triangle	D01	1977	underground	Blue Line Silver Line
Smithsonian	D02	1977	underground	Blue Line Silver Line
L'Enfant Plaza	D03	1977	underground	Blue Line Silver Line Yellow Line Green Line	transfer station for the Yellow and Green Lines
Federal Center SW	D04	1977	underground	Blue Line Silver Line
Capitol South	D05	1977	underground	Blue Line Silver Line
Eastern Market	D06	1977	underground	Blue Line Silver Line
Potomac Avenue	D07	1977	underground	Blue Line Silver Line
Stadium–Armory	D08	1977	underground	Blue Line Silver Line	Transfer station for the Blue and Silver lines (east)
Minnesota Avenue	D09	1978	surface
Deanwood	D10	1978	surface
Cheverly	D11	1978	surface
Landover	D12	1978	surface
New Carrollton	D13	1978	surface		Eastern terminus

Unused bridge pier east of West Falls Church station, now used for a bridge connecting the Silver Line to the Orange Line.

Future

The Virginia Department of Transportation (VDOT) announced on January 18, 2008 that it and the Virginia Department of Rail and Public Transportation (VDPRT) 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.^[23][24] Also, plans to extend Orange Line to Bowie have been proposed. 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." ^[25]

References

1. "Approved Fiscal 2009 Annual Budget" (PDF). Washington Metropolitan Area Transit Authority. 2009. p. 80.
2. Schrag at p. 33–38.
3. Schrag at p. 39.
4. Schrag at p. 42.
5. Schrag at p. 55.
6. Schrag at p. 104
7. Schrag at p. 108
8. Schrag at p. 110.
9. Northern Virginia Transportation Commission, Potential Rail Transit Corridors at p. 1, quoted in Schrag at p. 224.
10. "Metro History" (PDF). WMATA. Archived from the original (PDF) on October 15, 2004. Retrieved December 15, 2010.
11. Schrag at p. 187.
12. Schrag at p. 238–39
13. "Dulles Metrorail - Silver Line Metrorail Service Begins". Metropolitan Washington Airports Authority. Retrieved July 31, 2014.
14. Stephen J. Lynton (January 14, 1982). "Metro Train -Derails; 3 Die". The Washington Post.
15. "At Least 7 Killed in Deadliest Collision in D.C. Metro History". NBC Washington. June 22, 2009. Retrieved January 19, 2011.
16. Rein, Lisa (December 4, 2009). "Extensive testing in new safety plan for Metro bridge". The Washington Post. p. B4. Retrieved January 19, 2011.
17. "Construction of rail to Dulles to halt service between East Falls Church and West Falls Church during the weekends of March 11–13 and March 18–20". WMATA. March 9, 2011. Retrieved March 10, 2011.
18. Thomson, Robert (January 11, 2011). "Many Metrorail disruptions ahead". Washington Post. Retrieved January 19, 2011.
19. Hosh, Kafia A. (February 22, 2010). "Rail yard's neighbors cringe over Silver Line staging, noise". Washington Post. Retrieved January 19, 2011.
20. Hosh, Kafia A. (January 16, 2011). "Falls Church community braces for rail yard expansion". Washington Post. Retrieved January 19, 2011.
21. Metro Washington D.C. Beltway (Map) (2000-2001 ed.). 1:38016. AAA. 2000.
22. Schrag at p. 188.
23. "I-66 Multimodal Transportation and Environmental Study". Archived from the original on July 31, 2014. Retrieved December 7, 2014.
25. http://virginiadot.org/projects/resources/NorthernVirginia/I-66_Multimodal_-_Final_Report.pdf

Further reading

• Schrag, Zachary (2006). The Great Society Subway: A History of the Washington Metro. Baltimore, MD: Johns Hopkins University Press. ISBN 0-8018-8246-X.

External links

Route map: Bing / Google

• world.nycsubway.org: Orange Line