Washington Metro#Rush Plus

File:CONNECTICUT AVENUE, NW, LOOKING SOUTH.jpg in March 1973]]

File:METRO SUBWAY CONSTRUCTION ADDS TO CITY TRAFFIC PROBLEMS.jpg in 1973]]

File:DCSubwayConstruction.jpg in 1989]]

File:Dc metro car interior.jpg

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.{{Cite web |title=Harland Bartholomew: His Contributions to American Urban Planning |url=http://stlouis.missouri.org/heritage/bartholomew/HBaACh10.pdf |url-status=dead |archive-url=https://web.archive.org/web/20090325134627/http://stlouis.missouri.org/heritage/bartholomew/HBaACh10.pdf |archive-date=March 25, 2009 |access-date=November 22, 2006 |publisher=American Planning Association}} The freeway plan subsequently 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.{{Cite book |title=The Great Society Subway: A History of the Washington Metro |last=Schrag |first=Zachary |publisher=The Johns Hopkins University Press |year=2006 |isbn=0-8018-8246-X |location=Baltimore, Maryland}}

In 1960, the federal government created the National Capital Transportation Agency to develop a rapid rail system.{{USStatute|86|669|74|537|1960|July|14|HR|11135}} In 1966, a bill creating WMATA was passed by the federal government, the District of Columbia, Virginia, and Maryland, with planning power for the system being transferred to it from the NCTA.{{Cite web |url=http://chnm.gmu.edu/metro/plan2.html |title=Planning: The Adopted Regional System, 1966–1968 |last=Schrag |first=Zachary M. |access-date=August 17, 2006 |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310131053/http://chnm.gmu.edu/metro/plan2.html |url-status=live }}{{USStatute|89|774|80|1324|1966|November|6|S|3488}} 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.{{cite web | url=https://architectofthecapital.org/posts/2016/6/18/wmata-metro-proposal-1967 | title=WMATA's Metro Proposal from 1967 | date=June 19, 2016 }}

WMATA approved plans for a {{convert|97.2|mi|km|adj=on}} 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.{{Cite news | url=https://timesmachine.nytimes.com/timesmachine/1968/03/02/79934935.pdf | title=Subway System for Washington And Its Suburbs Wins Approval|date=March 2, 1968|work=The New York Times|access-date=February 1, 2018|language=en-US|issn=0362-4331|url-access=subscription}} The first experimental Metro station was built above ground in May 1968 for a cost of $69,000. It was {{convert|64|x|30|x|17|ft|m}} and meant to test construction techniques, lighting, and acoustics before full-scale construction efforts.{{Cite web |url=https://ghostsofdc.org/2012/06/25/experimental-metro-station/ |title=Metro's 17-Foot Long "Experimental Station" |last=M |first=Aaron |date=June 25, 2012 |website=Ghosts of DC |language=en-US |access-date=February 23, 2019 |archive-date=February 23, 2019 |archive-url=https://web.archive.org/web/20190223131654/https://ghostsofdc.org/2012/06/25/experimental-metro-station/ |url-status=dead }}

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.{{cite news |title=Ground Is Broken On Metro, Job Let: Earth Is Turned On Metro, Job Let |first=Jack |last=Eisen |newspaper=The Washington Post |date=December 10, 1969 |page=1 |id={{ProQuest|143602416}} }}

The first portion of the system opened on March 27, 1976, with {{convert|4.6|mi|km}} available on the Red Line with five stations from {{wmata|Rhode Island Avenue}} to {{wmata|Farragut North}}, all in Washington, D.C.{{cite news |title=Metro Opens: Crowds Stall Some Trains |newspaper=The Washington Post |first=Jack |last=Eisen |date=March 28, 1976 |page=1 |id={{ProQuest|146502708}} }}{{cite magazine |title=Washington metro opens |magazine=Railway Gazette International |date=May 1976 |page=163 }} 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.{{Cite web|url=https://ghostsofdc.org/2013/02/15/when-did-metro-open-in-dc/|title=When Did Metro Open in D.C.? {{!}} Ghosts of DC|last=ghostsofdc|date=February 15, 2013|language=en-US|access-date=December 31, 2019|archive-date=December 31, 2019|archive-url=https://web.archive.org/web/20191231013727/https://ghostsofdc.org/2013/02/15/when-did-metro-open-in-dc/|url-status=live}} Arlington County, Virginia was linked to the system on July 1, 1977;{{Cite news |title=D.C. will open new leg of its subway today |date=July 1, 1977 |work=The Baltimore Sun |agency=Associated Press |page=D2|id = {{ProQuest|541116307}}}} Montgomery County, Maryland, on February 6, 1978;{{cite news |title=Metro Section Opens: Few Flaws, Happy Riders |first1=Douglas B. |last1=Feaver |first2=Janis |last2=Johnson |newspaper=The Washington Post |date=February 7, 1978 |page=A1 |id={{ProQuest|146975623}} }} Prince George's County, Maryland, on November 17, 1978;{{cite news |title=Metro's Orange Line Begins Service Today |newspaper=The Washington Post |date=November 20, 1978 |page=C1 |id={{ProQuest|146815281}} }} and Fairfax County, Virginia, and Alexandria, Virginia, on December 17, 1983.{{cite news |title=Metro Extension Opens With Flourish: Yellow Line Opened to Huntington Alexandria Welcomes Yellow Line |first=Stephen J. |last=Lynton |newspaper=The Washington Post |date=December 18, 1983 |page=B1 |id={{ProQuest|147511500}} }} 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.{{cite news|first=Luz|last=Lazo|title=Riders: Let there be light | newspaper=Express | location=Washington, D.C.|date=December 3, 2012|page=12}} The name Metro was suggested by Massimo Vignelli, who designed the signage for the system as well as for the New York City Subway.{{cite news |last=Martin |first=Douglas |title=Massimo Vignelli, a Visionary Designer Who Untangled the Subway, Dies at 83 |url=https://www.nytimes.com/2014/05/28/business/massimo-vignelli-a-modernist-graphic-designer-dies-at-83.html |access-date=May 28, 2014 |newspaper=New York Times |date=May 27, 2014}}

The {{convert|103|mi|km|adj=on}}, 83-station system was completed with the opening of the Green Line segment to {{wmata|Branch Avenue}} on January 13, 2001. However, this did not mean the end of the system's growth. A {{convert|3.22|mi|km|adj=on}} extension of the Blue Line to {{wmata|Morgan Boulevard}} and Largo opened on December 18, 2004. The first infill station, New York Ave–Florida Ave–Gallaudet University (now {{wmata|NoMa–Gallaudet U}}) on the Red Line between {{wmata|Union Station}} and {{wmata|Rhode Island Avenue}}, opened on November 20, 2004. Construction began in March 2009 for an extension to Dulles Airport to be built in two phases.{{cite web |title=What is Dulles Metrorail |publisher=MWAA |url=http://www.dullesmetro.com/about-dulles-rail/what-is-dulles-metrorail/ |access-date=January 20, 2017 |archive-date=January 2, 2017 |archive-url=https://web.archive.org/web/20170102220634/http://www.dullesmetro.com/about-dulles-rail/what-is-dulles-metrorail/ |url-status=live }} The first phase, five stations connecting East Falls Church to Tysons Corner and Wiehle Avenue in Reston, opened on July 26, 2014.{{cite web |title=About the Silver Line |publisher=Washington Metropolitan Area Transit Authority |url=http://silverlinemetro.com/sv-about/ |access-date=August 3, 2014 |archive-date=November 6, 2016 |archive-url=https://web.archive.org/web/20161106172303/http://silverlinemetro.com/sv-about/ |url-status=dead }} The second phase to Ashburn opened on November 15, 2022, after many delays. The second infill station, {{wmata|Potomac Yard}} on the Blue and Yellow Lines between {{wmata|Braddock Road}} and {{wmata|Ronald Reagan Washington National Airport}}, opened on May 19, 2023.{{Cite news |last=Laris |first=Michael |date=May 19, 2023 |title=Potomac Yard Metro station, decades in the making, opens in Alexandria |newspaper=Washington Post |url=https://www.washingtonpost.com/transportation/2023/05/19/potomac-yard-metro-station-alexandria/ |access-date=May 19, 2023}}

Metro construction required billions of federal dollars, originally provided by Congress under the authority of the National Capital Transportation Act of 1969.{{USStatute|91|143|83|320|1969|December|9|S|2185}} 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),{{USStatute|96|184|93|1320|1980|January|3|HR|3951}} which authorized additional funding of $1.7 billion to permit the completion of {{convert|89.5|mi|km}} 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{{USStatute|101|551|104|2733|1990|November|15|HR|1463}} authorized an additional $1.3 billion in federal funds for construction of the remaining {{convert|13.5|mi|km}} of the {{convert|103|mi|km|adj=on}} system, completed via the execution of full funding grant agreements, with a 63% federal/37% local matching ratio.{{cite web |url=http://planitmetro.com/2014/02/24/gut-check-funding-metro-2025/ |title=Gut Check – Funding Metro 2025 |date=February 24, 2014 |access-date=February 24, 2014 |work=planitmetro.com |publisher=Washington Metropolitan Area Transit Authority |author=Shyam |archive-date=October 1, 2016 |archive-url=https://web.archive.org/web/20161001194006/http://planitmetro.com/2014/02/24/gut-check-funding-metro-2025/ |url-status=live }}

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.{{cite news |first=Lyndsey |last=Layton |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/02/01/AR2006020101626.html |title=Metro Chooses New 'Doors' Voice |newspaper=The Washington Post |page=B01 |date=February 2, 2006 |access-date=September 18, 2017 |archive-date=August 13, 2018 |archive-url=https://web.archive.org/web/20180813112615/http://www.washingtonpost.com/wp-dyn/content/article/2006/02/01/AR2006020101626.html |url-status=live }}

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.{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/metro-sank-into-crisis-despite-decades-of-warnings/2016/04/24/1c4db91c-0736-11e6-a12f-ea5aed7958dc_story.html |title=Metro sank into crisis despite decades of warnings |date=April 24, 2016 |newspaper=The Washington Post |access-date=February 19, 2019 |archive-date=February 19, 2019 |archive-url=https://web.archive.org/web/20190219130404/https://www.washingtonpost.com/local/trafficandcommuting/metro-sank-into-crisis-despite-decades-of-warnings/2016/04/24/1c4db91c-0736-11e6-a12f-ea5aed7958dc_story.html |url-status=live }} WMATA did not receive dedicated funding from the three jurisdictions it served, Maryland, Virginia, and D.C., until 2018.{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/metro-gets-3rd-and-final-yes-as-maryland-commits-to-its-full-share-of-dedicated-funding/2018/03/22/ecd63946-2dfa-11e8-8ad6-fbc50284fce8_story.html |title=Metro gets third and final 'yes' as Maryland commits to its full share of dedicated funding |date=March 22, 2018 |newspaper=The Washington Post |access-date=February 19, 2019 |archive-date=February 15, 2019 |archive-url=https://web.archive.org/web/20190215102541/https://www.washingtonpost.com/local/trafficandcommuting/metro-gets-3rd-and-final-yes-as-maryland-commits-to-its-full-share-of-dedicated-funding/2018/03/22/ecd63946-2dfa-11e8-8ad6-fbc50284fce8_story.html |url-status=live }}

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.{{Cite web |last=Custis |first=Aimee |date=November 30, 2016 |title=Metro now has an official plan for getting better in 2017. It's called Back2Good. |url=https://ggwash.org/view/43706/metro-now-has-an-official-plan-for-getting-better-in-2017-its-called-back2good|access-date=November 13, 2022 |website=Greater Greater Washington}}

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 {{wmata|Ronald Reagan Washington National Airport}} were closed from May 25 to September 9, 2019, in what would be the longest line closure in Metro's history.{{Cite news |last=Lazo |first=Luz |date=May 23, 2019 |title=Here's how to navigate Metro's summer-long shutdown |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2019/05/23/heres-how-navigate-metros-summer-long-shutdown/ |access-date=November 13, 2022}}{{Cite news |last=Hedgpath |first=Dana |date=September 9, 2019 |title=Six Metro stations on Blue and Yellow lines reopen |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2019/09/09/six-metro-stations-blue-yellow-lines-reopen/ |access-date=November 13, 2022}} 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.{{cite news | title=Metro wants to rebuild 20 station platforms over three years, creating SafeTrack-like disruptions | newspaper=The Washington Post | date=May 7, 2018 | url=https://www.washingtonpost.com/local/trafficandcommuting/metro-wants-to-rebuild-20-station-platforms-in-three-years-creating-safetrack-like-disruptions/2018/05/07/f7c19dcc-5164-11e8-abd8-265bd07a9859_story.html | access-date=February 19, 2019 | archive-date=February 19, 2019 | archive-url=https://web.archive.org/web/20190219072942/https://www.washingtonpost.com/local/trafficandcommuting/metro-wants-to-rebuild-20-station-platforms-in-three-years-creating-safetrack-like-disruptions/2018/05/07/f7c19dcc-5164-11e8-abd8-265bd07a9859_story.html | url-status=live }}{{cite web | title=Metro plans 'summer shutdown' on Blue, Yellow lines next year | website=WTOP | date=May 7, 2018 | url=https://wtop.com/tracking-metro-24-7/2018/05/metro-plans-summer-shutdown-on-blue-yellow-line-next-year/ | access-date=February 19, 2019 | archive-date=February 19, 2019 | archive-url=https://web.archive.org/web/20190219130135/https://wtop.com/tracking-metro-24-7/2018/05/metro-plans-summer-shutdown-on-blue-yellow-line-next-year/ | url-status=live }}

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 {{wmata|L'Enfant Plaza}}.{{Cite news |last=George |first=Justin |date=March 9, 2022 |title=Metro's Yellow Line bridge over Potomac will close for about eight months beginning this fall |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2022/03/09/metro-yellow-line-shutdown/ |access-date=November 13, 2022}} 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. Service on the Yellow Line resumed on May 7, 2023, but with its northeastern terminus truncated from {{wmata|Greenbelt}} to {{wmata|Mount Vernon Square}}.{{cite news |title=Metro's Yellow Line reopens Sunday with controversial turnback |url=https://wjla.com/news/local/dc-metro-yellow-line-reopens-sunday-schedule-times-trains-stations-change-huntington-fairfax-county-greenbelt-maryland-mount-vernon-square-washington-dc-turnback-wmata-gm-randy-clarke-riders-upset-potomac-river-lenfant-plaza |access-date=May 7, 2023 |work=WJLA-TV |publisher=Sinclair Broadcast Group |date=May 7, 2023}} The Potomac Yard station, an infill station on the Blue and Yellow lines, opened on May 19, 2023.{{cite web | last=DiMargo | first=Carissa | title=Metro's New Potomac Yard-VT Station Is Open. Here's What to Know | website=NBC4 Washington | date=2023-05-18 | url=https://www.nbcwashington.com/news/local/transportation/metros-new-potomac-yard-vt-station-opens-friday-heres-what-to-know/3349934/ | access-date=2023-07-03}}{{cite web |date=2023-05-19 |title=Metro's Potomac Yard Station Is Open: Here's What You Need To Know |url=https://dcist.com/story/23/05/19/metros-potomac-yard-station-is-open/ |archive-url=https://web.archive.org/web/20230519112637/https://dcist.com/story/23/05/19/metros-potomac-yard-station-is-open/ |url-status=live |archive-date=May 19, 2023 |access-date=2023-07-03 |website=DCist}}

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.{{rp|3}}{{cite web|url=https://ggwash.org/view/35397/watch-metro-grow-from-one-short-line-in-1976-to-the-silver-line-today|title=Watch Metro grow from one short line in 1976 to the Silver Line today|last=Alpert|first=David|date=July 24, 2014|access-date=January 24, 2018|archive-date=January 25, 2018|archive-url=https://web.archive.org/web/20180125015347/https://ggwash.org/view/35397/watch-metro-grow-from-one-short-line-in-1976-to-the-silver-line-today|url-status=live}} The entries in the "stations" column exclude new platforms creating interchanges with existing stations on other lines.

File:Chinatown Metro Station, Washington DC.png in February 2023]]

File:Federal Triangle at rush hour.jpg during rush hour in August 2005.]]

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.{{cite press release|publisher=Washington Metropolitan Area Transit Authority|date=April 20, 2006|url=https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=3705|title=Yellow Line to extend to Fort Totten; off-peak Red Line turn backs at Grosvenor to end.|access-date=April 26, 2019|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127143602/https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=3705|url-status=live}}{{cite news|url=http://washingtonexaminer.com/local/yellow-line-fort-totten-expected-be-approved|title=Yellow Line to Fort Totten expected to be approved|date=April 20, 2006|work=Washington Examiner|access-date=March 30, 2011}}{{dead link|date=November 2021 |bot=InternetArchiveBot |fix-attempted=yes }} This extension was later made permanent.{{cite web|url=https://www.wmata.com/initiatives/plans/upload/2015_historical_rail_ridership.pdf|title=Metrorail Average Weekly Passenger Boardings|publisher=Washington Metropolitan Area Transit Authority|access-date=January 20, 2017|archive-date=February 2, 2017|archive-url=https://web.archive.org/web/20170202014734/https://www.wmata.com/initiatives/plans/upload/2015_historical_rail_ridership.pdf|url-status=live}} 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.{{cite web|url=https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm|title=Metro announces June 25 effective date for new hours, fares, schedules|publisher=Washington Metropolitan Area Transit Authority|access-date=May 18, 2017|archive-date=June 11, 2017|archive-url=https://web.archive.org/web/20170611201639/https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm|url-status=live}}

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.{{cite news|url=https://www.washingtonpost.com/archive/opinions/1987/06/28/metro-why-not-longer-hours/bfb6b373-a143-4d1f-9f72-9f6f630e76a3/?noredirect=on|title=Metro: Why Not Longer Hours?|last1=Schwartz|first1=Amy|date=June 28, 1987|newspaper=The Washington Post|access-date=October 13, 2018|archive-date=December 15, 2018|archive-url=https://web.archive.org/web/20181215070028/https://www.washingtonpost.com/archive/opinions/1987/06/28/metro-why-not-longer-hours/bfb6b373-a143-4d1f-9f72-9f6f630e76a3/?noredirect=on|url-status=live}} 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.{{cite news|title=Extended Subway Hours Begin Tomorrow Night|last1=Feaver|first1=Douglas B.|date=September 24, 1978|newspaper=The Washington Post}}{{cite news|title=Flawless: Crowds Throng Metro On 1st Saturday Runs|last1=Feaver|first1=Douglas|date=October 1, 1978|newspaper=The Washington Post}} 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.{{cite news|title=Metrorail to Begin Sunday Service|date=September 2, 1979|newspaper=The Washington Post|id = {{ProQuest|147136847}}}} Metro started opening at 5:30 a.m., a half an hour earlier, on weekdays starting on July 1, 1988.{{cite news|url=https://www.highbeam.com/doc/1P2-1253706.html|title=Metrorail Sets New Start-Up At 5:30 a.m.|last1=Henderson|first1=Neil|date=April 29, 1988|access-date=October 13, 2018|archive-url=https://web.archive.org/web/20181013093323/https://www.highbeam.com/doc/1P2-1253706.html|archive-date=October 13, 2018|url-status=dead}} 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.{{cite news|title=Tonight, Metro Begins Later Weekend Hours|last1=Layton|first1=Lyndsey|date=November 5, 1999|newspaper=The Washington Post}}{{cite news|title=Metro Sets Sweeping Expansion Of Services|last1=Lyndsey|first1=Layton|date=June 9, 2000|newspaper=The Washington Post}} 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.{{cite news|title=Metro Parking Shows Steepest Rate Increase|last1=Layton|first1=Lyndsey|date=June 20, 2003|newspaper=The Washington Post}} On September 27, 2004, Metro again pushed weekday opening time half an hour earlier, this time to 5 a.m.{{cite news|url=https://www.highbeam.com/doc/1P2-206311.html|title=Metro to Open 3 Stations This Year; Service to Start Half-Hour Earlier|date=September 17, 2004|newspaper=The Washington Post|access-date=October 13, 2018|archive-url=https://web.archive.org/web/20181013093451/https://www.highbeam.com/doc/1P2-206311.html|archive-date=October 13, 2018|url-status=dead}}

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.{{cite news|url=https://www.nbcwashington.com/traffic/transit/Metro-Trains-to-Stop-at-Midnight-Every-Day-379401331.html|title=Metro Trains to Stop at Midnight Every Night|date=May 13, 2016|work=NBC4|access-date=October 13, 2018|archive-date=October 13, 2018|archive-url=https://web.archive.org/web/20181013132825/https://www.nbcwashington.com/traffic/transit/Metro-Trains-to-Stop-at-Midnight-Every-Day-379401331.html|url-status=live}} 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.{{cite news|url=https://wtop.com/tracking-metro-24-7/2017/06/six-things-know-metros-new-hours/|title=6 things to know about Metro's new hours|last1=Smith|first1=Max|date=June 21, 2017|access-date=October 13, 2018|archive-date=October 13, 2018|archive-url=https://web.archive.org/web/20181013093359/https://wtop.com/tracking-metro-24-7/2017/06/six-things-know-metros-new-hours/|url-status=live}}

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.{{cite web|url=https://www.wmata.com/service/covid19/COVID-19.cfm|title=COVID-19: Steps we've taken|publisher=Washington Metropolitan Area Transit Authority|date=March 2020|access-date=July 4, 2020|archive-date=July 6, 2020|archive-url=https://web.archive.org/web/20200706023442/https://www.wmata.com/service/covid19/COVID-19.cfm|url-status=live}} As of 2022, pre-COVID service hours have been restored with pre-2016 Sunday service hours.{{cite web |title=Timetables |url=https://www.wmata.com/schedules/timetables/ |publisher=Washington Metropolitan Area Transit Authority |access-date=October 19, 2022}}

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.{{cite press release |title=Metro sets new record for highest ridership day of all time |publisher=WMATA |date=January 21, 2009 |url=https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2440 |access-date=January 20, 2017 |archive-date=November 16, 2018 |archive-url=https://web.archive.org/web/20181116111429/https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2440 |url-status=live }} 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. 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.{{cite web |title=Metrorail sets new Sunday record for highest ridership |url=https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2429 |access-date=October 12, 2018 |archive-date=October 11, 2018 |archive-url=https://web.archive.org/web/20181011013750/https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2429 |url-status=live }}

On January 21, 2017, the 2017 Women's March, set an all-time record in Saturday ridership with 1,001,616 trips.{{Cite web |url=https://wtop.com/dc/2017/01/1m-trips-taken-on-dc-city-rail-system-saturday/slide/1/ |title=Metro ridership tops 1 million, sets Saturday record {{!}} WTOP News |date=January 22, 2017 |access-date=August 27, 2018 |archive-date=August 28, 2018 |archive-url=https://web.archive.org/web/20180828035846/https://wtop.com/dc/2017/01/1m-trips-taken-on-dc-city-rail-system-saturday/slide/1/ |url-status=live }}

The previous record was set on October 30, 2010, with 825,437 trips during the Rally to Restore Sanity and/or Fear.{{cite news|url=http://www.nydailynews.com/ny_local/2010/11/01/2010-11-01_jon_stewart_rally_to_restore_sanity_crowds_set_new_record_for_dc_transit_with_82.html|title=Jon Stewart 'Rally to Restore Sanity' crowds set new record for D.C. transit with 825,437 trips|date=November 1, 2010|work=(New York) Daily News|location=New York|last1=Malloy|first1=Joanna|last2=Siemaszko|first2=Corky|access-date=June 22, 2011|archive-date=November 4, 2010|archive-url=https://web.archive.org/web/20101104062819/http://www.nydailynews.com/ny_local/2010/11/01/2010-11-01_jon_stewart_rally_to_restore_sanity_crowds_set_new_record_for_dc_transit_with_82.html|url-status=live}} Prior to 2010, the record had been set on June 8, 1991, at 786,358 trips during the Desert Storm rally.{{cite press release |title=Metro sets new record for highest Saturday Metrorail ridership |date=October 31, 2010 |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4717 |publisher=Washington Metropolitan Area Transit Authority |access-date=January 20, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021128/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4717 |url-status=live }}

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.{{cite news |url=http://www.boston.com/news/local/massachusetts/articles/2012/05/04/william_lam_dies_pioneered_field_of_architectural_lighting_design/ |title=William Lam, 87; architect made lighting part of design |newspaper=Boston.com |date=May 4, 2012 |access-date=January 13, 2015 |archive-date=March 4, 2016 |archive-url=https://web.archive.org/web/20160304194957/http://www.boston.com/news/local/massachusetts/articles/2012/05/04/william_lam_dies_pioneered_field_of_architectural_lighting_design/ |url-status=live |last1=Marquard |first1=Bryan }}{{cite book |last=Lam |first=Willian |date=1977 |title=Perception and Lighting as Formgivers for Architecture |url=http://www.wmclam.com/index.php/publications |location=New York |publisher=McGraw Hill |page=293 |isbn=0-07-036094-4 |access-date=March 22, 2015 |archive-date=March 31, 2015 |archive-url=https://web.archive.org/web/20150331074612/http://www.wmclam.com/index.php/publications |url-status=live }} 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.{{cite web |url=http://greatergreaterwashington.org/post/24359/metro-has-eleven-types-of-station-architecture-learn-them-all-with-this-one-interactive-map/ |title=Metro has eleven types of station architecture. Learn them all with this one interactive map. |publisher=Greater Greater Washington |access-date=November 2, 2014 |archive-date=November 11, 2016 |archive-url=https://web.archive.org/web/20161111011350/http://greatergreaterwashington.org/post/24359/metro-has-eleven-types-of-station-architecture-learn-them-all-with-this-one-interactive-map/ |url-status=live }}

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.{{cite web|website=American Institute of Architects | url=http://favoritearchitecture.org/|title=FavoriteArchitecture.org|archive-url=https://web.archive.org/web/20120304063617/http://favoritearchitecture.org/ |archive-date=March 4, 2012 }}

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.{{cite web |last=Mortice |first=Zach |title=2014 Twenty-five Year Award |url=http://www.aia.org/practicing/awards/2014/twenty-five-year-award/ |work=American Institute of Architects |access-date=February 11, 2014 |archive-date=April 19, 2015 |archive-url=https://web.archive.org/web/20150419231746/http://www.aia.org/practicing/awards/2014/twenty-five-year-award/ |url-status=live }}

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.{{Cite web|url=https://www.wmata.com/about/news/Dupont-canopy-announcement.cfm|title=Metro to begin escalator canopy installation at Dupont Circle Station's north entrance this spring {{!}} WMATA|website=www.wmata.com|access-date=March 27, 2020|archive-date=March 27, 2020|archive-url=https://web.archive.org/web/20200327160127/https://www.wmata.com/about/news/Dupont-canopy-announcement.cfm|url-status=live}}

File:WMATA Metro Center crossvault 2009.jpg|Intersection of coffered concrete ceiling vaults at {{wmata|Metro Center}} (opened 1976), a major transfer station

File:Dikaiosp 191216 1813.jpg|Gallery Place (opened 1976)

File:12-07-12-wikimania-wdc-by-RalfR-010.jpg|A train departs from McPherson Square (opened 1977), which has an original ceiling vault design.

File:Van Ness – UDC Washington Metro.JPG|Van Ness–UDC (opened 1981) shows a modified ceiling vault.

File:Twinbrook.jpg|Twinbrook (opened 1984) is a typical original above-ground station.

File:WMATA King Street Station 2019.jpg|King Street–Old Town (opened 1983) shows a modified elevated station design, used in historic Alexandria, as it was less intrusive.

File:Wiehle-Reston Metro platform 1.jpg|The most recent elevated station design, seen at Wiehle–Reston East, which opened in 2014, mirrors the design of the original underground stations.

File:Spring Hill Metro platform 2.jpg|{{wmata|Spring Hill}} (opened 2014) shows a modified version of the newest design, used on some elevated stations due to its cost savings.

File:L'Enfant Plaza (WMATA station).JPG|The over-entrance canopy to {{wmata|L'Enfant Plaza}} (opened 1977) echoes the arched ceiling underground.

File:Washington DC Metro Map-2023 (To Scale).svg

Since opening in 1976, the Metro network has grown to include six lines, 98 stations, and {{convert|129|mi|km}} of route.{{cite web |url=https://www.wmata.com/about/upload/Metro-Facts-2015.pdf |title=2015 Metro Facts |date=2015 |publisher=Washington Metropolitan Area Transit Authority (WMATA) |access-date=March 15, 2016 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021555/https://www.wmata.com/about/upload/Metro-Facts-2015.pdf |url-status=live }} 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. The system's official map was designed by noted graphic designer Lance Wyman{{cite news|first=Dana|last=Hedgpeth|url=https://www.washingtonpost.com/local/commuting/after-more-than-30-years-metro-map-is-being-redesigned-by-creator-lance-wyman/2011/05/31/AGeyD4IH_story.html|title=After more than 30 years, Metro map is being redesigned by creator Lance Wyman|archive-url=https://web.archive.org/web/20171209044217/https://www.washingtonpost.com/local/commuting/after-more-than-30-years-metro-map-is-being-redesigned-by-creator-lance-wyman/2011/05/31/AGeyD4IH_story.html |archive-date=December 9, 2017|newspaper=The Washington Post|date=June 4, 2011}} and Bill Cannan while they were partners in the design firm of Wyman & Cannan in New York City.{{cite web |title=Metro |url=http://billcannandesign.com/metro.html |access-date=January 28, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309013805/http://www.billcannandesign.com/metro.html |url-status=live }}

About {{convert|50|mi|km}} 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 {{convert|46|mi|km}} of the total, and aerial track makes up {{convert|9|mi|km}}. The system operates on a track gauge of {{track gauge|4ft8.25in|lk=on}}, which is {{convert|1/4|in|mm}} narrower than {{Track gauge|ussg|allk=on}} but within the tolerance of standard-gauge railways.{{cite book | title=The Pocket List of Railroad Officials | publisher=National Railway Publication Company | issue=v. 83, no. 1 | year=1977 | url=https://books.google.com/books?id=-VkGAAAAMAAJ | page=645}}

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.{{cite news|url=https://www.fox5dc.com/news/travel-blogger-sets-new-metro-speed-record-on-first-full-day-of-silver-line-service|title=Travel Blogger Sets New Metro Speed Record on First Full Day of Silver Line Service|newspaper=Fox 5 D.C.|date=November 17, 2012 |access-date=December 20, 2022 }} This record was broken by a student named Claire Aguayo, who did it in 8 hours and 36 minutes on January 23, 2023; both of these runs were before the {{wmata|Potomac Yard}} station opened on May 19, 2023.{{cite web |url=https://www.wusa9.com/article/news/local/dc/new-metro-station-wmata-speed-run-record/65-30cefd4c-bccf-4763-af79-9d8c7b06aa34 |title=High school student sets new 'speed run' record for visiting all DC-area Metro stations|date=February 2, 2023 |access-date=June 4, 2023 }}

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.{{cite web |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4889 |title=Metro launches retail at Smithsonian Metrorail station |publisher=Washington Metropolitan Area Transit Authority |access-date=April 7, 2011 |archive-date=October 16, 2017 |archive-url=https://web.archive.org/web/20171016175301/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4889 |url-status=live }}

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. 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.{{cite news|last=Mullins|first=Luke|url=http://www.washingtonian.com/blogs/capitalcomment/transportation/why-does-metro-suck-dangerous-accidents-escalator-outages.php|title=The Infuriating History of How Metro Got So Bad|archive-url=https://web.archive.org/web/20160105111048/http://www.washingtonian.com/blogs/capitalcomment/transportation/why-does-metro-suck-dangerous-accidents-escalator-outages.php |archive-date=January 5, 2016|newspaper=Washingtonian|date=December 9, 2015}}

For Fiscal Year 2019, the estimated farebox recovery ratio (fare revenue divided by operating expenses) was 62 percent, based on the WMATA-approved budget.{{cite web |url=https://www.wmata.com/about/records/public_docs/upload/FY2019-Approved-BudgetFinal.pdf |title=FY2019 Approved Budget Effective July 1, 2018 |quote=Percentage calculated from figures in pages 12 and 41 . $635.4 mil./$1022.9 mil = 62%. |access-date=August 27, 2018 |archive-date=August 28, 2018 |archive-url=https://web.archive.org/web/20180828035833/https://www.wmata.com/about/records/public_docs/upload/FY2019-Approved-BudgetFinal.pdf |url-status=live }}

{{Main|List of Washington Metro stations}}

File:Dulles Airport Station Platform 1115.jpg]]

File:WMATA Alstom 6000 series on the Yellow Line arriving in King St Old Town Station.jpg

File:Entrance to L'Enfant Plaza station -02- (50066962107).png

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. The most recent station was opened on May 19, 2023, an infill station at {{wmata|Potomac Yard}}. At {{convert|196|ft|m}} below the surface, the {{wmata|Forest Glen}} 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 {{wmata|Wheaton}} 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 {{convert|230|ft|m}}.{{cite news |url=https://www.nytimes.com/2011/07/02/us/02escalators.html |title=For Washington, a Trek to Daylight |newspaper=New York Times |date=July 1, 2011 |access-date=July 26, 2012 |last=Walsk |first=Sean Collins}} The {{wmata|Rosslyn}} station is the deepest station on the Orange/Blue/Silver Line, at {{convert|117|ft|m}} below street level. The station features the second-longest continuous escalator in the Metro system at {{convert|194|ft|m}}; an escalator ride between the street and mezzanine levels takes nearly two minutes.{{cite journal |date=Summer 2006 |title=Discover A New Horizon |journal=Rosslyn Magazine |volume=1 |issue=2 |page=21}}

The system is not centered on any single station, but {{wmata|Metro Center}} is at the intersection of the Red, Orange, Blue, and Silver Lines.{{cite web|url=http://www.wmata.com/about_metro/docs/media_guide_2008.pdf |title=Media Guide 2008 |publisher=Washington Metropolitan Area Transit Authority |access-date=January 28, 2009 |archive-date=March 25, 2009 |archive-url=https://web.archive.org/web/20090325134630/http://www.wmata.com/about_metro/docs/media_guide_2008.pdf |url-status=dead}} 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:{{cite web|url=http://www.wmata.com/pdfs/planning/Demand_Passenger%20Facilities.pdf |title=Core Stations Capacity Enhancements |date=October 21, 2008 |publisher=Washington Metropolitan Area Transit Authority |access-date=January 28, 2009 |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310092644/http://www.wmata.com/pdfs/planning/Demand_Passenger%20Facilities.pdf |url-status=dead}} {{wmata|Gallery Place}}, transfer station for the Red, Green, and Yellow Lines; {{wmata|L'Enfant Plaza}}, transfer station for the Orange, Blue, Silver, Green, and Yellow Lines; {{wmata|Union Station}}, the busiest station by passenger boardings; {{wmata|Farragut North}}; and {{wmata|Farragut West}}.

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 {{convert|750|ft|m|adj=on}} 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%. 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.{{Cite press release |title=Metro launches Farragut Crossing |date=October 28, 2011 |publisher=Washington Metropolitan Area Transit Authority |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5074 |access-date=January 6, 2012 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021647/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5074 |url-status=live }} Around 2003, the network began adding redundant elevators, starting with Mount Vernon Square station. Multiple elevators had previously been installed at the Friendship Heights station (where there are two elevator entrances in different locations) and Forest Glen station (where there are five elevators at the same entrance), but Mount Vernon Square was the first station to receive redundant elevators under this policy.{{cite web | title=These Metro stations have backup elevators | website=Greater Greater Washington | date=September 30, 2015 | url=https://ggwash.org/view/39189/these-metro-stations-have-backup-elevators | access-date=May 29, 2025}}

{{Main|Washington Metro rolling stock}}

Metro's fleet consists of 1,216 rail cars, each {{convert|75|ft|m|2}} long, with 1,208 in active revenue service as of May 2024. Though operating rules currently limit trains to {{cvt|59|mph}} (except on the Green line, where they can go up to {{cvt|65|mph}}),{{Cite web |url=https://www.wmata.com/business/procurement/solicitations/documents/Volume%205_2%20-%20WMATA%20Safety%20and%20Security%20Plans%20and%20Documents.pdf |title=Metrorail Safety Rules and Procedures Handbook |website=WMATA |page=100 |date=September 3, 2010 |access-date=May 19, 2018 |archive-date=May 20, 2018 |archive-url=https://web.archive.org/web/20180520192659/https://www.wmata.com/business/procurement/solicitations/documents/Volume%205_2%20-%20WMATA%20Safety%20and%20Security%20Plans%20and%20Documents.pdf |url-status=live }} all trains have a maximum speed of {{cvt|75|mph}}, and average {{convert|33|mph|km/h|abbr=on}}, including stops. 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.{{cite web |url=https://www.wmata.com/about/media-relations/glossary.cfm#m-r |title=Glossary & Acronyms |publisher=Washington Metropolitan Area Transit Authority |access-date=February 4, 2017 |archive-date=February 5, 2017 |archive-url=https://web.archive.org/web/20170205013417/https://www.wmata.com/about/media-relations/glossary.cfm#m-r |url-status=live }}

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

File:Rohr train.jpg

File:Metro 7000-Series railcar debut 3.jpg

File:Metro 7000-Series railcar debut 5.jpg

File:WMATA Rohr 1028 with locomotive.jpg with "feelers".]]

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){{Cite press release|title=Metro to retire all 1000- and 4000-series railcars by July 1, months ahead of schedule|date=June 7, 2017|publisher=Washington Metropolitan Area Transit Authority|url=https://www.wmata.com/about/news/1000-4000-series-railcars-retired-July1.cfm|access-date=November 10, 2017|archive-date=August 4, 2017|archive-url=https://web.archive.org/web/20170804013358/https://www.wmata.com/about/news/1000-4000-series-railcars-retired-July1.cfm|url-status=live}} was manufactured by Rohr Industries, with final delivery in 1978.{{cite web |url=https://www.wmata.com/initiatives/budget/upload/FY19-Proposed-Budget.pdf |title=FY19 Proposed Budget |date=November 2017 |publisher=Washington Metropolitan Area Transit Authority |access-date=February 16, 2018 |archive-date=February 17, 2018 |archive-url=https://web.archive.org/web/20180217082929/https://www.wmata.com/initiatives/budget/upload/FY19-Proposed-Budget.pdf |url-status=live}} 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. These cars, numbered 2000–2075, were rehabilitated in the early 2000s by Alstom in Hornell, New York.Transit Briefs International Railway Journal December 2003 page 9 All 2000-series cars were retired by May 10, 2024.{{cite news|title=Goodbye, carpet on Metro. Oldest trains in system to be removed|url=https://www.nbcwashington.com/news/local/goodbye-carpet-on-metro-oldest-trains-to-be-removed/3612724/|date=2024-05-09|access-date=2024-09-06|first=Lilly|last=Roser|work=NBC4 Washington}}

A third order of 290 cars, also from Breda, were delivered between 1984 and 1988. These cars are numbered 3000–3289 and were rehabilitated by Alstom in the mid-2000s.

A fourth order of 100 cars from Breda, numbered 4000–4099, were delivered between 1991 and 1994. All 4000-series cars were retired by July 1, 2017.

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. Most 5000-series cars were retired in October 2018 and the last few in spring 2019.

A sixth order of 184 cars from Alstom Transportation, are numbered 6000–6183 and were delivered between 2005 and 2007. The cars have body shells built in Barcelona, Spain with assembly completed in Hornell, New York.{{cite web |url=https://www.wmata.com/about/board/meetings/upload/020807_4a.pdf |title=Railcars Semi-Annual Update |date=February 8, 2007 |publisher=Washington Metropolitan Area Transit Authority |access-date=February 4, 2017 |archive-date=February 5, 2017 |archive-url=https://web.archive.org/web/20170205013453/https://www.wmata.com/about/board/meetings/upload/020807_4a.pdf |url-status=live }}

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.{{cite news |title=Red Line crash was inevitable, NTSB finds |newspaper=The Washington Post |first=Ann |last=Scott Tyson |page=A1 |date=July 28, 2010}}{{cite news |url=http://www.wtopnews.com/?nid=25&sid=1917616 |work=WTOP |title=Metro's oldest rail cars will be rolling out of service |date=March 22, 2010 |first=Adam |last=Tuss |access-date=July 28, 2010 }}{{dead link|date=November 2021 |bot=InternetArchiveBot |fix-attempted=yes }} 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.{{cite magazine |url=http://www.railwaygazette.com/news/single-view/view/washington-orders-more-kawasaki-metro-cars/archiv/2013/mai.html |title=Washington orders more Kawasaki metro cars |magazine=Railway Gazette International |date=May 22, 2013 |access-date=May 22, 2013 |archive-date=August 22, 2016 |archive-url=https://web.archive.org/web/20160822021734/http://www.railwaygazette.com/news/single-view/view/washington-orders-more-kawasaki-metro-cars/archiv/2013/mai.html |url-status=live }} 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.{{cite tweet |user=tomrousseyABC7 |number=1232715666068770816 |date= February 26, 2020 |title= The final car of the Metro 7000 series, 7747, was just revealed. Metro ordered a total of 748 cars in the 7000 series, the number is 47 because they started with train 7000. }}

The 8000-series cars will be constructed by Hitachi Rail.{{cite web |date=October 21, 2008 |title=2000/3000 Series Rail Car Replacement |url=http://www.wmata.com/pdfs/planning/Performance_Vehicles.pdf |publisher=Washington Metropolitan Area Transit Authority |page=2 |access-date=February 15, 2014 |quote=Replace all 366 of the 2000 and the 3000 Series rail cars with new 8000 Series rail cars.|archive-url=https://web.archive.org/web/20120212214828/http://www.wmata.com/pdfs/planning/Performance_Vehicles.pdf|archive-date=February 12, 2012}}{{cite web |title=WMATA Selects Hitachi Rail for 8000-Series Cars |url=https://www.railwayage.com/passenger/rapid-transit/wmata-selects-hitachi-rail-for-8000-series-cars/?RAchannel=news |website=Railway Age |access-date=October 7, 2020 |date=October 7, 2020 |archive-date=October 10, 2020 |archive-url=https://web.archive.org/web/20201010215916/https://www.railwayage.com/passenger/rapid-transit/wmata-selects-hitachi-rail-for-8000-series-cars/?RAchannel=news |url-status=live}} 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. In September 2018, Metro issued a request for proposals from manufacturers for 256 railcars with options for a total of up to 800. 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.{{cite web |url=https://www.metro-report.com/news/metro/single-view/view/washington-metro-starts-next-fleet-renewal.html |title=Washington Metro starts next fleet renewal |publisher=Metro Report International |date=September 6, 2018 |access-date=September 15, 2018 |archive-date=September 15, 2018 |archive-url=https://web.archive.org/web/20180915231030/https://www.metro-report.com/news/metro/single-view/view/washington-metro-starts-next-fleet-renewal.html |url-status=live}}

{{Main|Washington Metro signaling and operation}}

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.{{Cite web |url=https://www.wmata.com/about/board/meetings/upload/033105_Rev3033005PrecisionStopping.pdf |title=Precision Station Stopping Progress Update |date=March 21, 2005 |publisher=Washington Metropolitan Area Transit Authority|access-date=February 4, 2017 |archive-date=February 5, 2017 |archive-url=https://web.archive.org/web/20170205101157/https://www.wmata.com/about/board/meetings/upload/033105_Rev3033005PrecisionStopping.pdf |url-status=live }}

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.{{cite news |last=Hohmann |first=James |title=After Fatal Crash, Metro Still Wary Of Letting Computers Control Trains |url=https://www.washingtonpost.com/wp-dyn/content/article/2009/08/18/AR2009081802446.html |newspaper=The Washington Post |date=August 19, 2009 |access-date=September 18, 2017 |archive-date=August 13, 2018 |archive-url=https://web.archive.org/web/20180813112745/http://www.washingtonpost.com/wp-dyn/content/article/2009/08/18/AR2009081802446.html |url-status=live }} 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.Customer Services, Operations, and Safety Committee, "[https://www.wmata.com/about/board/meetings/upload/031120_4BManualvsATO2.pdf Manual vs. Automatic Operation and Operational Restrictions] {{Webarchive|url=https://web.archive.org/web/20170205101135/https://www.wmata.com/about/board/meetings/upload/031120_4BManualvsATO2.pdf |date=February 5, 2017 }}," Information Item IV-B, Washington Metropolitan Area Transit Authority Board, March 11, 2010. Metro originally planned to have all trains be automated again by 2017,{{cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/computer-driven-trains-returning-to-metros-red-line-five-years-after-deadly-rail-crash/2014/09/20/68790a32-3e04-11e4-b03f-de718edeb92f_story.html |title=Computer-driven trains returning to Metro's Red Line five years after deadly rail crash |date=September 20, 2014 |newspaper=The Washington Post |access-date=September 20, 2014 |archive-date=September 26, 2014 |archive-url=https://web.archive.org/web/20140926025751/http://www.washingtonpost.com/local/trafficandcommuting/computer-driven-trains-returning-to-metros-red-line-five-years-after-deadly-rail-crash/2014/09/20/68790a32-3e04-11e4-b03f-de718edeb92f_story.html |url-status=live }} but those plans were shelved in early 2017 in order to focus on more pressing safety and infrastructure issues.{{Cite web|url=http://wamu.org/story/17/04/06/metro-shelves-plans-bring-back-automated-trains/|title=Metro Shelves Plans To Bring Back Automated Trains|date=April 6, 2017|publisher=WAMU|access-date=May 3, 2017}} In March 2023, Metro announced plans to re-automate the system by December of that year,{{Cite news |last=George |first=Justin |date=March 6, 2023 |title=Metro will return to automatic train system for first time in 14 years |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2023/03/06/metro-ato-train-system-transit/ |access-date=March 6, 2023}} but announced in September that these plans would be delayed until 2024.{{Cite news |last=George |first=Justin |date=September 14, 2023 |title=Metro delays full switch to automated trains until next year |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2023/09/14/metro-ato-train-operations/ |access-date=January 31, 2024 }} ATO resumed on the Red Line on December 15, 2024, and the highest speed is now 75 mph.{{cite web |title=WMATA {{!}} Metro to begin Automatic Train Operation for the first time in 15 years |url=https://www.wmata.com/about/news/Metro-to-begin-Automatic-Train-Operation-for-the-first-time-in-15-years.cfm |access-date=16 December 2024 |website=WMATA |language=en}}{{cite news |last1=Golden |first1=Lianna |title=Day one of Automated Train Operations a success, according to WMATA and Red Line riders |url=https://wjla.com/news/local/red-line-metro-automated-train-operations-ato-wmata-riders-washington-dc-glenmont-shady-grove-national-transportation-safety-board-ntsb-fort-totten-june-22-2009-train-crash-faulty-track-circuit |access-date=16 December 2024 |work=WJLA |date=15 December 2024 |language=en}}{{cite news |last1=Kaplan |first1=David |title=Metro resumes automatic train operations on Red Line after 15 years |url=https://www.fox5dc.com/news/metro-resumes-automatic-train-operations-red-line-after-15-years |access-date=16 December 2024 |work=FOX 5 DC |date=15 December 2024}} ATO resumed on the Green and Yellow lines on May 23, 2025,{{cite web | last=Kerr | first=Jacob | title=Metro gets approval to expand automation to Green and Yellow Lines | website=WTOP News | date=May 20, 2025 | url=https://wtop.com/tracking-metro-24-7/2025/05/metro-gets-approval-to-expand-automation-to-green-and-yellow-lines/ | access-date=May 21, 2025}}{{cite web | last=Rosenthal | first=Sophie | title=Green, Yellow lines start automatic train operation Friday | website=wusa9.com | date=December 15, 2024 | url=https://www.wusa9.com/article/traffic/mission-metro/metro-automatic-train-operation-green-yellow-lines-may-23/65-7194ac52-de0b-4960-ba61-61a8aaa3c5b3 | access-date=May 21, 2025}} and on the Blue, Orange, and Silver lines on June 15, 2025.{{cite web | title=Metro's Blue, Orange and Silver lines start running on automatic train operation | website=NBC4 Washington | date=June 15, 2025 | url=https://www.nbcwashington.com/news/local/transportation/metro-extends-automatic-train-operation-to-blue-orange-and-silver-lines/3937002/ | access-date=June 16, 2025}}{{cite web | last=Leon | first=Jeffery | title=Metro expanding full train automation to all lines for the first time in 16 years | website=WTOP News | date=June 13, 2025 | url=https://wtop.com/dc-transit/2025/06/metro-expanding-full-train-automation-to-all-lines-for-the-first-time-in-16-years/ | access-date=June 16, 2025}}

The train doors were originally designed to be opened and closed automatically in a process Metro calls "Auto Doors." 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.{{Cite web|url=https://www.wmata.com/about/news/Release-Automatic-Door-Testing.cfm|title=Metro begins testing automatic door operations on passenger trains|date=March 4, 2019|website=WMATA|access-date=March 9, 2019|archive-date=May 10, 2019|archive-url=https://web.archive.org/web/20190510163734/https://www.wmata.com/about/news/Release-Automatic-Door-Testing.cfm|url-status=live}} 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.{{cite web |date=October 18, 2023 |title=Doors opening... faster! Metro preparing for Auto Doors |url=https://www.wmata.com/about/news/ADO-operator-certification.cfm |url-status=live |archive-url=https://web.archive.org/web/20231018123155/https://www.wmata.com/about/news/ADO-operator-certification.cfm |archive-date=October 18, 2023 |access-date=November 23, 2023 |website=Washington Metropolitan Area Transit Authority}} Auto Doors were tested on the Blue, Orange, and Silver lines in June 2024, and returned to all six lines in on July 8, 2024.{{Cite web |date=July 8, 2024 |title=Auto Doors now operating on all Metrorail lines |url=https://www.wmata.com/about/news/Auto-Doors-now-operating-on-all-Metrorail-lines.cfm |url-status=live |access-date=June 10, 2025 |website=Washington Metropolitan Area Transit Authority}}

File:Yellow Line Train Crossing Fenwick Bridge.jpg in December 2014]]

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.{{Cite web|url=https://www.wmata.com/service/rail/|title=Metrorail Service|publisher=Washington Metropolitan Area Transit Authority|access-date=January 24, 2018|archive-date=January 18, 2018|archive-url=https://web.archive.org/web/20180118193839/https://www.wmata.com/service/rail/|url-status=live}}{{cite web|url=https://www.wmata.com/rider-guide/stations/|title=Stations|publisher=Washington Metropolitan Area Transit Authority|access-date=May 29, 2016|archive-date=January 26, 2017|archive-url=https://web.archive.org/web/20170126153727/https://www.wmata.com/rider-guide/stations/|url-status=live}} 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.{{cite web|url=https://www.dcnewsnow.com/news/metro-board-passes-budget-to-end-silver-spring-turnbacks/ |title=Metro board passes budget to end Silver Spring turnbacks |website=dcnewsnow.com |publisher=DC News Now |author=Shennekia Grimshaw |date=March 29, 2019 |access-date=January 15, 2025}} Night and weekend service varied between 6 and 20 minutes, with trains generally scheduled only every 15 to 20 minutes.{{Cite web|url=https://www.wmata.com/schedules/timetables/|title=Rail Schedules|publisher=Washington Metropolitan Area Transit Authority|access-date=January 24, 2018|archive-date=January 24, 2018|archive-url=https://web.archive.org/web/20180124195701/https://www.wmata.com/schedules/timetables/|url-status=live}}{{cite web|url=https://dcist.com/story/19/05/15/arlington-cemetery-station-will-be-closed-and-blue-line-trains-rerouted-this-weekend/ |title=Arlington Cemetery Station Will Be Closed, Blue Line Trains Rerouted This Weekend |website=dcist.com |publisher=Dcist |author=Natalie Delgadillo |date=May 15, 2019 |access-date=February 11, 2025}}

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 {{wmata|Grosvenor–Strathmore}} until December 2018,{{Cite web|url=https://bethesdamagazine.com/bethesda-beat/transit/grosvenor-turnbacks-on-metros-red-line-to-end-dec-17/|title=Grosvenor Turnbacks on Metro's Red Line To End Dec. 17|date=October 23, 2018|access-date=January 23, 2019|archive-date=January 23, 2019|archive-url=https://web.archive.org/web/20190123223211/https://bethesdamagazine.com/bethesda-beat/transit/grosvenor-turnbacks-on-metros-red-line-to-end-dec-17/|url-status=live}} in addition to the alternating terminations at Silver Spring mentioned above. For the Yellow Line, all non Rush+ trains bound for {{wmata|Greenbelt}} and all normal trains bound for {{wmata|Fort Totten}} terminate at {{wmata|Mount Vernon Square}}. 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,{{Cite news |last=Rosiak |first=Luke |date=February 11, 2011 |title=Metro eyes 12am weekend closures |newspaper=The Washington Post |url=http://voices.washingtonpost.com/dr-gridlock/2011/02/metro_considers_12am_weekend_c.html |url-status=deviated |archive-url=https://web.archive.org/web/20160305014149/http://voices.washingtonpost.com/dr-gridlock/2011/02/metro_considers_12am_weekend_c.html |archive-date=March 5, 2016}} 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.{{Cite news |last1=DuLac |first1=J. Freedom |last2=Schulte |first2=Brigid |author-link2=Brigid Schulte |last3=Shin |first3=Annys |last4=Vargas |first4=Theresa |date=February 13, 2011 |title=Metro's proposal to end late-night weekend trains rankles Washington's party crowd |newspaper=The Washington Post |url=https://www.washingtonpost.com/wp-dyn/content/article/2011/02/13/AR2011021303061.html |url-status=live |access-date=March 7, 2023 |archive-url=https://web.archive.org/web/20230307054727/https://www.washingtonpost.com/wp-dyn/content/article/2011/02/13/AR2011021303061.html |archive-date=March 7, 2023}}

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.{{cite press release |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6103 |title=Metro GM releases draft 'SafeTrack' plan to local jurisdictions |date=May 6, 2016 |access-date=May 7, 2016 |publisher=Washington Metropolitan Area Transit Authority |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202015607/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6103 |url-status=live }}{{cite press release |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6140 |title=To support long-term maintenance strategy, Metro GM to propose closing rail system at 10 p.m. on Sundays and midnight every other night on a permanent basis |date=July 26, 2016 |access-date=January 20, 2017 |publisher=Washington Metropolitan Area Transit Authority |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202015656/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6140 |url-status=live }}

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,{{cite news

|url=http://www.nbcwashington.com/news/local/Metro-Board-to-Vote-on-Suspending-Late-Night-Metro-Service-406753555.html

|title=Metro Board Approves Suspending Late-Night Metro Service

|date=December 15, 2016

|access-date=December 19, 2016

|publisher=NBC4 Washington

|agency=Associated Press

|archive-date=December 20, 2016

|archive-url=https://web.archive.org/web/20161220152955/http://www.nbcwashington.com/news/local/Metro-Board-to-Vote-on-Suspending-Late-Night-Metro-Service-406753555.html

|url-status=live

}}{{cite press release |url=https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm |title=Metro announces June 25 effective date for new hours, fares, schedules |publisher=WMATA |date=May 12, 2017 |access-date=May 23, 2017 |archive-date=June 11, 2017 |archive-url=https://web.archive.org/web/20170611201639/https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm |url-status=live}} with the last trains leaving the end stations inbound about half an hour before these times.{{cite web

|url=https://www.wmata.com/rider-guide/stations/shady-grove.cfm

|title=Shady Grove {{!}} WMATA

|access-date=June 12, 2017

|archive-date=January 28, 2017

|archive-url=https://web.archive.org/web/20170128133724/https://www.wmata.com/rider-guide/stations/shady-grove.cfm

|url-status=live

}} As of 2022, the pre-2017 service hours have been restored.

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.{{cite web |url=https://www.wmata.com/about/board/meetings/upload/061605_IVBJuly4OperationsPlan.pdf |title=July 4th, 2005 Operations Plan |date=June 16, 2005 |publisher=Washington Metropolitan Area Transit Authority |access-date=January 28, 2009 |archive-date=February 5, 2017 |archive-url=https://web.archive.org/web/20170205181927/https://www.wmata.com/about/board/meetings/upload/061605_IVBJuly4OperationsPlan.pdf |url-status=live }} 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.{{cite web |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=2419 |title=Several Metrorail stations to be entry/exit only on Inauguration Day |date=January 13, 2009 |publisher=Washington Metropolitan Area Transit Authority |access-date=January 28, 2009 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021819/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=2419 |url-status=live }}

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 {{wmata|Largo}} were now diverted across the Fenwick Bridge to become Yellow Line trains running all the way along the Green Line to {{wmata|Greenbelt}}. Select Yellow Line trains running south diverted along the Blue Line to {{wmata|Franconia–Springfield}} (as opposed to the normal Yellow line terminus at {{wmata|Huntington}}). 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 {{wmata|New Carrollton}}). 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 {{wmata|Pentagon}} and {{wmata|Rosslyn}}. In May 2017, Metro announced that Yellow Rush+ service would be eliminated effective June 25, 2017.{{cite web|title=Metro announces June 25 effective date for new hours, fares, schedules|url=https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm|publisher=Washington Metropolitan Area Transit Authority|access-date=June 11, 2017|archive-date=June 11, 2017|archive-url=https://web.archive.org/web/20170611201639/https://www.wmata.com/about/news/06-17_Metro_Fare_and_Service_Changes.cfm|url-status=live}}

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.{{cite news |last1=Dempsey |first1=Tom |title=NTSB has identified 'an additional 21 cars with wheel problems' as Metro investigation continues, says Del. Norton |url=https://www.wusa9.com/article/news/local/dc/wmata-train-derailment-metro-dc-transportation-ntsb/65-258bff48-d49e-435b-8ca7-6ffd508bae30 |access-date=October 19, 2022 |agency=WUSA9 |date=October 19, 2021}}

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.

Headways as of December 15, 2024.{{cite web |title=Timetables |url=https://www.wmata.com/schedules/timetables/ |publisher=Washington Metropolitan Area Transit Authority |access-date=December 16, 2024}}

Headways as of November 9, 2024. Calculated using trains per hour and rounded to nearest minute.

File:Metro Center Bottom Platform.jpg File:WMATA King Street PIDS.jpg

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.{{cite press release|publisher=Washington Metropolitan Area Transit Authority|date=March 26, 2004|url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=3000|title=Metro offers enhancements for the passenger information display monitors.|archive-url=https://web.archive.org/web/20170202020551/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=3000 |archive-date=February 2, 2017}} 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.{{cite news | title=Metro working on upgrades to its train arrival signs | newspaper=The Washington Post | date=November 20, 2013 | url=https://www.washingtonpost.com/news/dr-gridlock/wp/2013/11/20/metro-working-on-upgrades-to-its-train-arrival-signs/ | access-date=February 20, 2019 | archive-date=February 21, 2019 | archive-url=https://web.archive.org/web/20190221112053/https://www.washingtonpost.com/news/dr-gridlock/wp/2013/11/20/metro-working-on-upgrades-to-its-train-arrival-signs/ | url-status=live }} New digital PIDS signs were installed at the six stations south of National Airport in summer 2019 as part of the Platform Improvement Project.{{Cite web|url=https://wtop.com/tracking-metro-24-7/2019/09/as-shutdown-winds-down-6-metro-stations-are-nearly-ready-to-reopen/|title=As shutdown winds down, 6 Metro stations close to reopening|date=September 6, 2019|website=WTOP|language=en|access-date=October 4, 2019|archive-date=October 4, 2019|archive-url=https://web.archive.org/web/20191004003948/https://wtop.com/tracking-metro-24-7/2019/09/as-shutdown-winds-down-6-metro-stations-are-nearly-ready-to-reopen/|url-status=live}}

WMATA also provides current train and related information to customers with conventional web browsers, as well as users of smartphones and other mobile devices.{{cite web|website=WMATA|url=http://www.wmata.com/rider_tools/mobile_services.cfm|archive-url=https://web.archive.org/web/20081208235922/http://www.wmata.com/rider_tools/mobile_services.cfm|title=Mobile Services|archive-date=2008-12-08}} 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).{{cite press release|publisher=Washington Metropolitan Area Transit Authority|date=August 6, 2010|url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4600|title=Metro invites software developers to discuss new transit data feed|archive-url=https://web.archive.org/web/20170202020924/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4600 |archive-date=February 2, 2017}}{{cite web|website=WMATA|url=https://www.wmata.com/about/developers/|title=Developer Resources|archive-url=https://web.archive.org/web/20170205182724/https://www.wmata.com/about/developers/ |archive-date=February 5, 2017|date=February 5, 2017}} WMATA also began providing real-time train information by phone in 2010.{{cite press release|publisher=Washington Metropolitan Area Transit Authority|date=August 31, 2010|url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4625|title=Real-time next train arrival information now available by phone|archive-url=https://web.archive.org/web/20170202020458/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4625 |archive-date=February 2, 2017}}

{{See also|SmarTrip}}

File:WMATA farecard vending machines.jpg for passes and farecards located at each station]]

File:Faregates at Arlington Cemetery Station.jpg.]]

File:WMATA New Faregate.jpg.]]

File:L'EnfantNewFaregates.jpg.]]

Riders may 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.{{cite web|url=http://www.wmata.com/getting_around/faregates.cfm |title=How to Use Metrorail Faregates, Farecards, and Passes |publisher=Washington Metropolitan Area Transit Authority |access-date=January 27, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20161108094919/http://www.wmata.com/getting_around/faregates.cfm |archive-date=November 8, 2016}} SmarTrip cards can be purchased at station vending machines, online or at retail outlets, and can store up to $300 in value. Since 2010,{{cite web | last=Rodrigues | first=Charlitta | title=CharmCard, SmarTrip Join Forces | website=NBC4 Washington | date=September 21, 2010 | url=https://www.nbcwashington.com/local/md-transit-offers-a-new-way-to-pay/1852220/ | access-date=May 29, 2025}} Metro has also accepted Baltimore's CharmCard, a similar contactless payment card system.{{cite web | title=CharmCard® | website=Maryland Transit Administration | url=https://www.mta.maryland.gov/charmcard | access-date=May 29, 2025}} Contactless payments via credit card, debit card, or smart device have been accepted on Washington Metro since 2025.{{Cite news|last=Weiner|first=Rachel|date=2025-05-28|title=You can now pay for D.C. Metro trains with your credit card|url=https://www.washingtonpost.com/dc-md-va/2025/05/28/tap-go-metro-credit-card/|access-date=2025-05-29|work=The Washington Post|language=en-US|issn=0190-8286}}{{cite web | title=Metro starts tap-to-pay contactless payment at stations | website=NBC4 Washington | date=May 28, 2025 | url=https://www.nbcwashington.com/news/local/metro-starts-tap-to-pay-contactless-payment-at-stations/3923074/ | access-date=May 29, 2025}}

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,{{Cite web |title=Kids Ride Free Program {{!}} ddot |url=https://ddot.dc.gov/page/kids-ride-free-program |access-date=2024-09-01 |website=ddot.dc.gov}} SNAP Recipients in Maryland, Virginia, and Washington DC,{{Cite web |title=Metro Lift |url=https://www.wmata.com/fares/Reduced-Fare-Programs/MetroLift/index.cfm |access-date=August 31, 2024 |website=Washington Metropolitan Area Transit Authority}} disabled people,{{Cite web |title=MetroAccess FAQs |url=https://www.wmata.com/service/accessibility/faq.cfm#faq17 |access-date=August 31, 2024 |website=Washington Metropolitan Area Transit Authority}} and senior citizens.{{cite web |url=https://www.wmata.com/fares/Reduced-Fare-Programs/ |title=Reduced Fares |publisher=Washington Metropolitan Area Transit Authority |access-date=August 31, 2024 }}

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.{{Cite web |url=https://www.wmata.com/service/parking/parking-details.cfm |title=Parking Details |website=WMATA |access-date=April 26, 2019 |archive-date=April 26, 2019 |archive-url=https://web.archive.org/web/20190426223853/https://www.wmata.com/service/parking/parking-details.cfm |url-status=live }}

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.{{cite news |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2016/10/30/metro-general-manager-paul-wiedefelds-budget-includes-fare-increases-service-reductions/ |title=Metro General Manager Paul Wiedefeld's budget raises fares, reduces service, cuts 1,000 jobs |first1=Martine |last1=Powers |first2=Robert |last2=McCartney |first3=Faiz |last3=Siddiqui |date=October 30, 2016 |newspaper=The Washington Post |access-date=May 7, 2017 |archive-date=April 3, 2017 |archive-url=https://web.archive.org/web/20170403050912/https://www.washingtonpost.com/news/dr-gridlock/wp/2016/10/30/metro-general-manager-paul-wiedefelds-budget-includes-fare-increases-service-reductions/ |url-status=live }}{{cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/metro-moving-forward-with-fare-increases-for-coming-year/2017/03/06/972dab4a-02b9-11e7-b1e9-a05d3c21f7cf_story.html |title=Metro moving forward with fare increases for coming year |last1=Powers |first1=Martine |last2=Siddiqui |first2=Faiz |date=March 6, 2017 |newspaper=The Washington Post |access-date=May 7, 2017 |archive-date=May 5, 2017 |archive-url=https://web.archive.org/web/20170505180639/https://www.washingtonpost.com/local/trafficandcommuting/metro-moving-forward-with-fare-increases-for-coming-year/2017/03/06/972dab4a-02b9-11e7-b1e9-a05d3c21f7cf_story.html |url-status=live }}{{cite news |url=https://www.washingtonpost.com/local/metro-makes-it-official-higher-fares-reduced-service-coming-july-1/2017/03/23/1fbf7056-0f3f-11e7-ab07-07d9f521f6b5_story.html |title=Metro makes it official: Higher fares, reduced service coming July 1 |last=Siddiqui |first=Faiz |date=March 23, 2017 |newspaper=The Washington Post |access-date=May 6, 2017 |archive-date=March 26, 2017 |archive-url=https://web.archive.org/web/20170326012019/https://www.washingtonpost.com/local/metro-makes-it-official-higher-fares-reduced-service-coming-july-1/2017/03/23/1fbf7056-0f3f-11e7-ab07-07d9f521f6b5_story.html |url-status=live }} A new one-day unlimited rail{{hsp}}/{{hsp}}bus pass became available for $14.75, which is presently available for $13.50.{{Cite web|url=https://www.wmata.com/fares/farecard-options.cfm|title=Metro offers a range of daily, weekly, and monthly unlimited passes to fit your life. {{!}} WMATA|website=www.wmata.com|access-date=February 20, 2020|archive-date=January 26, 2017|archive-url=https://web.archive.org/web/20170126160110/https://www.wmata.com/fares/farecard-options.cfm|url-status=live}}

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.{{Cite news |date=June 24, 2024 |title=Metro fare changes take effect Sunday |url=https://www.wmata.com/about/news/Metro-fare-changes-take-effect-Sunday.cfm |access-date=June 26, 2024 |work=Washington Metropolitan Area Transit Authority}}

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:{{cite web |title=Base Fares |url=https://www.wmata.com/fares/basic.cfm |access-date=January 27, 2016 |publisher=WMATA |archive-date=January 6, 2017 |archive-url=https://web.archive.org/web/20170106012435/https://www.wmata.com/fares/basic.cfm |url-status=live }}

• 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.{{Cite web|url=https://www.wmata.com/fares/Monthly-Pass/index.cfm|title=Monthly Unlimited Pass {{!}} WMATA|website=www.wmata.com|access-date=February 20, 2020|archive-date=February 20, 2020|archive-url=https://web.archive.org/web/20200220181238/https://www.wmata.com/fares/Monthly-Pass/index.cfm|url-status=live}} The pass is priced based on 18 days of round-trip travel.{{Cite press release |title=Metro expands SelectPass options, more than $1 million in sales since launch of pilot |date=August 22, 2016 |publisher=WMATA |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6156 |access-date=January 20, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202015938/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6156 |url-status=live }}

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 {{wmata|Farragut West}} and {{wmata|Farragut North}} 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.{{cite web |url=https://www.wmata.com/fares/bus.cfm |title=Metrobus Fares |publisher=Washington Metropolitan Area Transit Authority |access-date=January 28, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202074524/https://www.wmata.com/fares/bus.cfm |url-status=live }}

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.{{Cite press release |title=Metro customers now have 15-minute grace period to exit at same station |date=July 1, 2016 |publisher=WMATA |url=https://www.wmata.com/about/news/Metro-customers-now-have-15-minute-grace-period-to-exit-at-same-station.cfm |access-date=December 15, 2016 |archive-date=December 20, 2016 |archive-url=https://web.archive.org/web/20161220205641/https://www.wmata.com/about/news/Metro-customers-now-have-15-minute-grace-period-to-exit-at-same-station.cfm |url-status=live }}{{Cite web |url=https://www.wmata.com/fares/15-Minute-Grace-Period.cfm |title=Metrorail 15-Minute Grace Period |publisher=WMATA |access-date=December 15, 2016 |archive-date=December 20, 2016 |archive-url=https://web.archive.org/web/20161220205736/https://www.wmata.com/fares/15-Minute-Grace-Period.cfm |url-status=live }}

Students at District of Columbia schools (public, charter, private, and parochial) ride both Metrobus and Metrorail for free.{{Cite news |url=https://www.washingtonpost.com/local/dc-politics/dc-students-will-be-riding-metro-for-free-this-year/2015/08/17/e81027d2-44e6-11e5-8ab4-c73967a143d3_story.html |title=D.C. students will be riding Metro for free this year |last=Hauslohner |first=Abigail |date=August 17, 2015 |newspaper=The Washington Post |access-date=August 26, 2015 |archive-date=August 22, 2015 |archive-url=https://web.archive.org/web/20150822164907/http://www.washingtonpost.com/local/dc-politics/dc-students-will-be-riding-metro-for-free-this-year/2015/08/17/e81027d2-44e6-11e5-8ab4-c73967a143d3_story.html |url-status=live }}

File:farecardfront.jpg

The contract for Metro's fare collection system was awarded in 1975 to Cubic Transportation Systems.{{cite magazine|url=http://cts.cubic.com/Portals/CTS/Collection-Point/18/files/assets/basic-html/page18.html |title=40 years of Cubic transport success |magazine=Collection Point |issue=18 |page=18 |date=October 2012 |publisher=Cubic Transportation Systems |url-status=dead |archive-url=https://web.archive.org/web/20131113094211/http://cts.cubic.com/Portals/CTS/Collection-Point/18/files/assets/basic-html/page18.html |archive-date=November 13, 2013 |quote=1975 Cubic wins $54 million contract to provide system for Washington D.C.}} 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.{{cite web |url=https://www.wmata.com/about/upload/history.pdf |title=Metro History |publisher=Washington Metropolitan Area Transit Authority |access-date=January 24, 2017 |archive-date=July 1, 2017 |archive-url=https://web.archive.org/web/20170701214349/https://www.wmata.com/about/upload/history.pdf |url-status=live }} Metro's historic paper farecard system is also shared by Bay Area Rapid Transit, which Cubic won a contract for in 1974. 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.{{Cite press release |title=Upgrade to fare vending machines puts Metro on path to eventually eliminate paper farecards |date=May 21, 2014 |publisher=Washington Metropolitan Area Transit Authority |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5712 |access-date=January 20, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202015605/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5712 |url-status=live }} This was completed in early December 2015 when the last paper farecard was sold.{{Cite news |url=http://www.nbcwashington.com/news/local/Metro-Sells-Last-Paper-Farecard-360447761.html |title=Metro Sells Last Paper Farecard |date=December 3, 2015 |access-date=March 20, 2016 |publisher=NBC Washington |agency=Associated Press |archive-date=April 3, 2016 |archive-url=https://web.archive.org/web/20160403144058/http://www.nbcwashington.com/news/local/Metro-Sells-Last-Paper-Farecard-360447761.html |url-status=live }} The faregates stopped accepting paper farecards on March 6, 2016,{{Cite press release |title=Metro reaches "paperless" milestone; all fare machines now selling SmarTrip® only |date=December 3, 2015 |publisher=Washington Metropolitan Area Transit Authority |url=https://wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6002 |access-date=February 5, 2016 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021416/https://wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6002 |url-status=live }} and the last day for trading in farecards to transfer the value to SmarTrip was June 30, 2016.{{Cite web |url=https://www.wmata.com/fares/paperless.cfm |title=Paper Farecard Elimination |archive-url=https://web.archive.org/web/20160826153111/http://www.wmata.com/fares/paperless.cfm |archive-date=August 26, 2016 |url-status=dead}}

{{Main|Metro Transit Police Department}}

File:Metro Transit Police at Virginia Square–GMU Station.jpg]]

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,{{cite web |title=Visibility and Vigilance: Metro's Situational Approach to Preventing Subway Crime (Research in Brief) |publisher=National Institute of Justice, U.S. Department of Justice |url=http://www.ncjrs.gov/pdffiles/166372.pdf |last=La Vigne |first=Nancy G. |date=November 1997 |journal= |access-date=July 26, 2006 |archive-date=December 21, 2016 |archive-url=https://web.archive.org/web/20161221010226/https://www.ncjrs.gov/pdffiles/166372.pdf |url-status=live}} have contributed to Metro being among the safest and cleanest subway systems in the United States.{{Cite book |title=Preventing Mass Transit Crime |last=La Vigne |first=Nancy G. |publisher=Criminal Justice Press |year=1996 |isbn=1-881798-28-3 |editor-last=Clarke |editor-first=Ronald V. |chapter=Safe Transport: Security by Design on the Washington Metro (Chapter 6)}} There are nearly 6,000 video surveillance cameras used across the system to enhance security.{{cite news |title=Metro Plans to Triple Number of Security Cameras |url=http://www.nbcwashington.com/news/local/Metro-Plans-to-Triple-Number-of-Security-Cameras-200859881.html |access-date=October 31, 2015 |work=NBC Washington |date=April 1, 2013 |archive-date=September 7, 2015 |archive-url=https://web.archive.org/web/20150907010427/http://www.nbcwashington.com/news/local/Metro-Plans-to-Triple-Number-of-Security-Cameras-200859881.html |url-status=live}}

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 {{convert|1500|sqmi|adj=on}} Metro service area for crimes that occur on or against transit authority facilities, or within {{convert|150|ft}} 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.{{cite web |url=https://www.wmata.com/about/transit-police/ |title=Transit Police |publisher=WMATA |access-date=February 5, 2017 |archive-date=May 9, 2021 |archive-url=https://web.archive.org/web/20210509062256/https://www.wmata.com/about/transit-police/ |url-status=live }}

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 {{wmata|Tenleytown–AU}} station.{{cite web |url=http://news.findlaw.com/wp/docs/crights/dcfrycase93003opn.pdf |title=Hedgepeth v. WMATA, et al. |date=September 30, 2003 |publisher=United States District Court for the District of Columbia |last=Sullivan |first=Emmet G. }} 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.[https://www.cadc.uscourts.gov/internet/opinions.nsf/4424E38DE56CFBEE85256F82006D607C/$file/03-7149a.pdf Hedgepeth v. Washington Metropolitan Area Transit Authority] {{Webarchive|url=https://web.archive.org/web/20170207220115/https://www.cadc.uscourts.gov/internet/opinions.nsf/4424E38DE56CFBEE85256F82006D607C/$file/03-7149a.pdf |date=February 7, 2017 }}, 386 F.3d 1148 (D.C. Cir. 2004) (Argued September 17, 2004, decided October 26, 2004) 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. One widely publicized example of this was when a pregnant woman was denied access to the bathroom by a station manager at the {{wmata|Shady Grove}} station.{{cite news |url=https://www.nbcwashington.com/news/local/Pregnant-Woman-Says-Metro-Worker-Refused-to-Let-Her-Use-Station-Bathroom-384923021.html |title=Pregnant Woman Says Metro Worker Refused to Let Her Use Station Bathroom |work=NBC4 Washington |date=June 29, 2016 |last1=Tuss |first1=Adam |last2=Swalec |first2=Andrea |access-date=February 16, 2018 |archive-date=February 17, 2018 |archive-url=https://web.archive.org/web/20180217141917/https://www.nbcwashington.com/news/local/Pregnant-Woman-Says-Metro-Worker-Refused-to-Let-Her-Use-Station-Bathroom-384923021.html |url-status=live }} Metro now allows the use of restrooms by passengers who gain a station manager's permission, except during periods of heightened terror alerts.{{cite press release |title=Metro steps up security as a precaution after foiled London terror plot |publisher=WMATA |date=August 10, 2006 |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=3844 |access-date=January 20, 2017 |archive-date=January 25, 2018 |archive-url=https://web.archive.org/web/20180125015227/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=3844 |url-status=live }}{{cite news |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2016/06/30/want-to-use-a-metro-station-bathroom-know-your-rights/ |title=Want to use a Metro station bathroom? Know your rights. |newspaper=The Washington Post |date=June 30, 2016 |last=Powers |first=Martine |access-date=February 16, 2018 |archive-date=January 11, 2021 |archive-url=https://web.archive.org/web/20210111225403/https://www.washingtonpost.com/news/dr-gridlock/wp/2016/06/30/want-to-use-a-metro-station-bathroom-know-your-rights/ |url-status=live }}

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.{{cite news |last1=Pascale |first1=Jordan |title=Council Overrides Mayoral Veto; Fare Evasion Soon A $50 Civil Fine |url=https://wamu.org/story/19/01/22/council-overrides-mayoral-veto-fare-evasion-soon-a-50-civil-fine/ |access-date=June 1, 2019 |agency=WAMU |date=January 22, 2019 |archive-date=November 10, 2021 |archive-url=https://web.archive.org/web/20211110222037/https://wamu.org/story/19/01/22/council-overrides-mayoral-veto-fare-evasion-soon-a-50-civil-fine/ |url-status=live }}

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.{{cite news |last=Sun |first=Lena H. |title=Metro to Randomly Search Riders' Bags |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/10/27/AR2008102700767.html |newspaper=The Washington Post |page=A01 |date=October 28, 2008 |access-date=September 18, 2017 |archive-date=December 23, 2016 |archive-url=https://web.archive.org/web/20161223042516/http://www.washingtonpost.com/wp-dyn/content/article/2008/10/27/AR2008102700767.html |url-status=live }} 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."{{cite press release |publisher=Washington Metropolitan Area Transit Authority |date=October 27, 2008 |title=Metro Transit Police to begin bag inspection program |url=https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2324 |access-date=February 16, 2018 |archive-date=February 17, 2018 |archive-url=https://web.archive.org/web/20180217083034/https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2324 |url-status=live }} 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".{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/discussion/2008/10/27/DI2008102702325.html |title=Metro Transit's Top Cop Discusses New Search Policy |date=October 28, 2008 |newspaper=The Washington Post |access-date=January 27, 2009 |first=Michael |last=Taborn |archive-date=January 6, 2010 |archive-url=https://web.archive.org/web/20100106052518/http://www.washingtonpost.com/wp-dyn/content/discussion/2008/10/27/DI2008102702325.html |url-status=live }} 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.{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/discussion/2008/10/30/DI2008103003705.html |title=Bruce Schneier Talks Metro Bag Searches |date=October 31, 2008 |newspaper=The Washington Post |access-date=January 27, 2009 |archive-date=November 7, 2012 |archive-url=https://web.archive.org/web/20121107043710/http://www.washingtonpost.com/wp-dyn/content/discussion/2008/10/30/DI2008103003705.html |url-status=live }}

The Metro Riders' Advisory Council recommended to WMATA's board of directors that Metro hold at least one public meeting regarding the search program. {{As of|2008|12}}, Metro had not conducted a single bag search.{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/12/06/AR2008120601866.html |title=Discussion Overdue On Metrorail's Bag-Search Policy |author=Dr. Gridlock |date=December 7, 2008 |newspaper=The Washington Post |page=C02 |access-date=September 18, 2017 |archive-date=March 28, 2018 |archive-url=https://web.archive.org/web/20180328102730/http://www.washingtonpost.com/wp-dyn/content/article/2008/12/06/AR2008120601866.html |url-status=live }}

In 2010 Metro once again announced that it would implement random bag searches, and conducted the first such searches on December 21, 2010.{{cite news |url=http://www.nbcwashington.com/news/local/Metro-Begins-Random-Bag-Searches-112240639.html |title=Metro Begins Random Bag Searches |date=December 21, 2010 |work=WRC-TV |access-date=February 5, 2017 |archive-date=February 5, 2017 |archive-url=https://web.archive.org/web/20170205182349/http://www.nbcwashington.com/news/local/Metro-Begins-Random-Bag-Searches-112240639.html |url-status=live }}{{cite web | title=D.C. Metro To Start Random Bag Searches | website=CBS Baltimore | date=December 17, 2010 | url=https://www.cbsnews.com/baltimore/news/d-c-metro-to-start-random-bag-searches/ | access-date=May 29, 2025}} If a passenger refused an official request for a bag search, they were monitored and could not enter Metro trains with their bags.{{cite web | last=Persinko | first=Tim | title=Bag Search Refusers Will be Watched | website=NBC4 Washington | date=January 17, 2011 | url=https://www.nbcwashington.com/news/local/dc-no-opting-out-of-metro-bag-searches/1893913/ | access-date=May 29, 2025}} 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.{{cite news |last=Tyson |first=Ann Scott |date=December 21, 2010 |title=Metro bag inspections cause minor customer annoyances |newspaper=The Washington Post |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/12/21/AR2010122105534.html |url-status=live |access-date=September 18, 2017 |archive-url=https://web.archive.org/web/20180328164448/http://www.washingtonpost.com/wp-dyn/content/article/2010/12/21/AR2010122105534.html |archive-date=March 28, 2018}} 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.{{cite news |url=http://www.nbcwashington.com/news/local-beat/Groups-Launch-Petition-Against-Metros-Bag-Searches.html |title=Groups Launch Petition Against Metro Bag Searches |date=December 20, 2010 |work=MSNBC |access-date=January 4, 2011 |archive-date=November 10, 2021 |archive-url=https://web.archive.org/web/20211110222007/https://www.nbcwashington.com/news/local/groups-launch-petition-against-metros-bag-searches/1861078/ |url-status=live }} 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.{{cite news |url=http://www.wtop.com/?nid=598&sid=2220916 |title=Metro riders sound off on bag searches |date=January 4, 2011 |work=WTOP |access-date=January 4, 2011 |archive-date=August 21, 2016 |archive-url=https://web.archive.org/web/20160821050537/http://wtop.com/?nid=598&sid=2220916 |url-status=live }}

{{Main|Incidents on the Washington Metro}}

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.{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2005/06/05/AR2005060500968.html |title=Safety Warnings Often Ignored at Metro |newspaper=The Washington Post |date=June 6, 2005 |last1=Becker |first1=Jo |last2=Layton |first2=Lyndsey |access-date=June 25, 2009 |archive-date=November 8, 2012 |archive-url=https://web.archive.org/web/20121108093605/http://www.washingtonpost.com/wp-dyn/content/article/2005/06/05/AR2005060500968.html |url-status=live }} Following several safety lapses, the Federal Transit Administration assumed oversight at WMATA.{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/federal-officials-will-assume-responsibility-for-metro-safety/2015/10/09/8fe4cae6-6eca-11e5-aa5b-f78a98956699_story.html |title=Federal officials will assume responsibility for Metro safety – The Washington Post |newspaper=The Washington Post |access-date=August 3, 2016 |archive-date=September 16, 2016 |archive-url=https://web.archive.org/web/20160916063203/https://www.washingtonpost.com/local/trafficandcommuting/federal-officials-will-assume-responsibility-for-metro-safety/2015/10/09/8fe4cae6-6eca-11e5-aa5b-f78a98956699_story.html |url-status=live }}

File:NTSB-Woodley-Park-Accident.png

During the Blizzard of 1996, on January 6, a Metro operator was killed when a train failed to stop at the {{wmata|Shady Grove}} 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.{{cite web |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/rar9604.pdf |title=Railroad Accident Report: Collision of Washington Metropolitan Area Transit Authority Train T-111 with Standing Train at Shady Grove Passenger Station, Gaithersburg, Maryland, January 6, 1996 |date=October 29, 1996 |publisher=National Transportation Safety Board |access-date=February 5, 2017 |archive-date=November 10, 2021 |archive-url=https://web.archive.org/web/20211110222006/https://www.ntsb.gov/investigations/AccidentReports/Reports/rar9604.pdf |url-status=live }}

On November 3, 2004, an out-of-service Red Line train rolled backwards into the {{wmata|Woodley Park}} 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.{{cite news |url=https://www.washingtonpost.com/wp-dyn/articles/A22466-2004Nov3.html |title=20 Injured in Crash of 2 Red Line Trains |last1=Layton |first1=Lyndsey |last2=Ginsberg |first2=Steven |date=November 4, 2004 |newspaper=The Washington Post |pages=A01 |access-date=January 27, 2009 |archive-date=May 12, 2008 |archive-url=https://web.archive.org/web/20080512010822/http://www.washingtonpost.com/wp-dyn/articles/A22466-2004Nov3.html |url-status=live }} 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.{{cite news |first=Lena H. |last=Sun |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/03/23/AR2006032300974.html |title=Dozing Operator Blamed in Rail Accident |newspaper=The Washington Post |page=A01 |date=March 23, 2006 |access-date=September 18, 2017 |archive-date=January 25, 2018 |archive-url=https://web.archive.org/web/20180125134427/http://www.washingtonpost.com/wp-dyn/content/article/2006/03/23/AR2006032300974.html |url-status=live }}

File:June 22, 2009 WMATA Collision - NTSB accident photo 422860.jpg, in which nine people were killed.]]

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),{{cite web |title=NTSB Abstract RAR-10/02 |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/rar1002.pdf |publisher=National Transportation Safety Board |access-date=February 5, 2017 |archive-date=February 11, 2017 |archive-url=https://web.archive.org/web/20170211020738/https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR1002.pdf |url-status=live }} and passengers were trapped. Nine people died and more than 70 were injured, dozens of whom were described as "walking wounded".{{cite news |url=http://www.wtopnews.com/?nid=25&sid=1702179 |title=Metro: Train operator not using cell phone |publisher=WTOP |date=June 25, 2009 |access-date=July 16, 2009 |archive-date=June 27, 2009 |archive-url=https://web.archive.org/web/20090627011414/http://www.wtopnews.com/?nid=25&sid=1702179 |url-status=live }} Red Line service was suspended between the Fort Totten and Takoma stations, and New Hampshire Avenue was closed.{{cite news|url=http://www.myfoxdc.com/dpp/news/local/062209_metro_train_collision |title=Photos from the scene |publisher=Myfoxdc.com |access-date=July 16, 2009 |archive-url=https://web.archive.org/web/20090626104511/http://www.myfoxdc.com/dpp/news/local/062209_metro_train_collision |archive-date=June 26, 2009 |url-status=dead}}{{cite news|url=http://www.wjla.com/news/stories/0609/634125.html |title=9 Killed, 76 Injured in Deadliest Disaster in Metro History |publisher=Wjla.com |date=June 23, 2009 |access-date=July 16, 2009 |archive-url=https://web.archive.org/web/20101204114105/http://www.wjla.com/news/stories/0609/634125.html |archive-date=December 4, 2010 |url-status=dead}} 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.{{cite press release |publisher=Washington Metropolitan Area Transit Authority |date=November 29, 2009 |title=Two six-car trains collide inside Metro rail yard |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4162 |access-date=August 20, 2010 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202015745/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=4162 |url-status=live }}

File:WMATA CAF 5152 derailment.jpg

On January 13, 1982, a train derailed at a malfunctioning crossover switch south of {{wmata|Federal Triangle}}. 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.

On January 20, 2003, during construction of a new canopy at {{wmata|National Airport}}, 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.{{cite news |last=Layton |first=Lyndsey |title=Metro track blamed in derailment – Section not made for regular use |newspaper=The Washington Post |page=A1 |date=February 27, 2003}}

On January 7, 2007, a Green Line train carrying approximately 120 people derailed near {{wmata|Mount Vernon Square}} 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.{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2007/01/07/AR2007010700827.html |title=Green Line Metro Train Derails; at Least 18 Hurt |last1=Klein |first1=Allison |last2=Well |first2=Martin |date=January 8, 2007 |pages=A01 |newspaper=The Washington Post |access-date=June 24, 2009 |archive-date=August 20, 2011 |archive-url=https://web.archive.org/web/20110820095237/http://www.washingtonpost.com/wp-dyn/content/article/2007/01/07/AR2007010700827.html |url-status=live }} 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.{{cite news|url=https://www.washingtonpost.com/wp-dyn/content/article/2007/01/08/AR2007010800195.html|title=Federal Investigators Question Metro's Safety|last=Weiss|first=Eric M.|date=January 9, 2007|newspaper=The Washington Post|access-date=January 27, 2009|pages=A01|archive-date=October 25, 2012|archive-url=https://web.archive.org/web/20121025063736/http://www.washingtonpost.com/wp-dyn/content/article/2007/01/08/AR2007010800195.html|url-status=live}}

On June 9, 2008, an Orange Line train (2000-series) derailed between Rosslyn and Court House.{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/06/09/AR2008060901703.html |title=Metro Train Derails, Causing Major Delays |newspaper=The Washington Post |last1=Sun |first1=Lena H. |last2=Dean |first2=Daniela |date=June 10, 2008 |pages=B01 |access-date=June 24, 2009 |archive-date=November 10, 2021 |archive-url=https://web.archive.org/web/20211110222059/https://www.washingtonpost.com/wp-dyn/content/article/2008/06/09/AR2008060901703.html |url-status=live }}{{cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/06/10/AR2008061000546.html |title=Metro Says Operator Wasn't First to Detect Derailment |newspaper=The Washington Post |last=Sun |first=Lena H. |date=June 11, 2008 |pages=B01 |access-date=June 24, 2009 |archive-date=September 6, 2008 |archive-url=https://web.archive.org/web/20080906134010/http://www.washingtonpost.com/wp-dyn/content/article/2008/06/10/AR2008061000546.html |url-status=live }}

On March 27, 2009, a Red Line train derailed just before 4:30 pm just south of {{wmata|Bethesda}} causing delays but no injuries. A second train was sent to move the first train but it too derailed when it was about {{convert|600|ft|m}} from the first train.{{cite news |url=https://www.upi.com/Top_News/2009/03/27/Two-DC-Metro-trains-derail/30451238203569/ |title=Two D.C. Metro trains derail |work=UPI |date=March 27, 2009 |access-date=March 16, 2021 |archive-date=March 17, 2021 |archive-url=https://web.archive.org/web/20210317012301/https://www.upi.com/Top_News/2009/03/27/Two-DC-Metro-trains-derail/30451238203569/ |url-status=live }}

On February 12, 2010, a Red Line train derailed at about 10:13 am as it left {{wmata|Farragut North}} 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.{{cite news |url=http://voices.washingtonpost.com/getthere/2010/02/train_derails_at_farragut_nort.html |title=D.C. Metro train derails at Farragut North |newspaper=The Washington Post |date=February 12, 2010 |access-date=February 13, 2010 |archive-date=June 24, 2011 |archive-url=https://web.archive.org/web/20110624095244/http://voices.washingtonpost.com/getthere/2010/02/train_derails_at_farragut_nort.html |url-status=dead }} 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.{{cite web |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/rab1205.pdf |title=Railroad Accident Brief, Accident DCA-10-FR-004 |type=PDF |access-date=February 5, 2017 |archive-date=February 1, 2017 |archive-url=https://web.archive.org/web/20170201224842/https://www.ntsb.gov/investigations/AccidentReports/Reports/RAB1205.pdf |url-status=live }}

On April 24, 2012, around 7:15 pm, a Blue Line train bound for Franconia–Springfield derailed near Rosslyn. No injuries were reported.{{cite news |url=https://www.washingtonpost.com/blogs/post_now/post/metro-delayed-after-rosslyn-derailment-no-injuries-reported/2012/04/24/gIQAEOIUfT_blog.html |title=Metro delayed after Rosslyn derailment; no injuries reported |last1=Weil |first1=Marin |last2=Hedgpeth |first2=Dana |newspaper=The Washington Post |date=April 24, 2012 |access-date=April 27, 2012 |archive-date=April 28, 2012 |archive-url=https://web.archive.org/web/20120428140944/http://www.washingtonpost.com/blogs/post_now/post/metro-delayed-after-rosslyn-derailment-no-injuries-reported/2012/04/24/gIQAEOIUfT_blog.html |url-status=live }}

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.{{cite press release |title=Investigators identify heat kink as probable cause of Friday derailment |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5283 |date=July 7, 2012|publisher=Washington Metropolitan Area Transit Authority |access-date=January 20, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202020410/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=5283 |url-status=live }}

On August 6, 2015, a non-passenger train derailed outside the {{wmata|Smithsonian}} station. The track condition that caused the derailment had been detected a month earlier but was not repaired.{{cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/cause-of-last-weeks-metro-derailment-had-been-detected-in-early-july/2015/08/12/a77540f8-4131-11e5-8ab4-c73967a143d3_story.html |title=Cause of last week's Metro derailment had been detected in early July |newspaper=The Washington Post |date=August 12, 2015 |access-date=January 18, 2016 |first1=Faiz |last1=Siddiqui |last2=Aratani |first2=Lori |archive-date=January 5, 2016 |archive-url=https://web.archive.org/web/20160105085936/https://www.washingtonpost.com/local/trafficandcommuting/cause-of-last-weeks-metro-derailment-had-been-detected-in-early-july/2015/08/12/a77540f8-4131-11e5-8ab4-c73967a143d3_story.html |url-status=live }}

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.{{cite news |url=http://wtop.com/tracking-metro-24-7/2016/07/metro-derailment-causes-service-disruptions/ |title=Portions of Orange and Silver lines to remain closed following Metro derailment |publisher=WTOP |date=July 29, 2016 |access-date=July 29, 2016 |archive-date=July 31, 2016 |archive-url=https://web.archive.org/web/20160731173358/http://wtop.com/tracking-metro-24-7/2016/07/metro-derailment-causes-service-disruptions/ |url-status=live }}

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.{{cite web|url=http://wjla.com/news/local/metro-6-car-train-derails-at-alexandria-yard-no-passengers-on-board|title=Metro: 6-car train derails at Alexandria Yard; no passengers on-board|last=Mann/ABC7|first=Kendra|date=September 2016|language=en-US|access-date=September 2, 2016|archive-date=January 8, 2017|archive-url=https://web.archive.org/web/20170108030916/http://wjla.com/news/local/metro-6-car-train-derails-at-alexandria-yard-no-passengers-on-board|url-status=live}}

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.{{cite news |url=https://www.nbcwashington.com/news/local/Red-Line-Train-Derails-Outside-Farragut-North-Metro-Says-469347283.html |title=New Metro Train Derails in Downtown DC With 63 Passengers on Board |date=January 15, 2018 |access-date=January 15, 2018 |publisher=NBC Washington |first1=Sophia |last1=Barnes |first2=Adam |last2=Tuss |archive-date=January 15, 2018 |archive-url=https://web.archive.org/web/20180115130840/https://www.nbcwashington.com/news/local/Red-Line-Train-Derails-Outside-Farragut-North-Metro-Says-469347283.html |url-status=live }}

On July 7, 2020, a 7000-series Red line train derailed one wheelset on departure from {{wmata|Silver Spring}} 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.{{Cite news|title=Metro plans reduced service levels through Nov. 15 as it develops testing plan to restore rail cars|language=en-US|newspaper=The Washington Post|url=https://www.washingtonpost.com/transportation/2021/10/28/metro-ntsb-investigation-derailment-update/|access-date=October 31, 2021|issn=0190-8286|archive-date=November 10, 2021|archive-url=https://web.archive.org/web/20211110222021/https://www.washingtonpost.com/transportation/2021/10/28/metro-ntsb-investigation-derailment-update/|url-status=live}} 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.{{Cite web|date=October 18, 2021|title=Metrorail cutting service at least until Sunday after pulling 60% of fleet for derailment investigation|url=https://wtop.com/tracking-metro-24-7/2021/10/metro-almost-60-of-trains-out-of-service-starting-monday/|access-date=October 31, 2021|website=WTOP|language=en|archive-date=October 31, 2021|archive-url=https://web.archive.org/web/20211031192040/https://wtop.com/tracking-metro-24-7/2021/10/metro-almost-60-of-trains-out-of-service-starting-monday/|url-status=live}} 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. 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.{{cite news |title=Metro withdrew request for more trains on Independence Day |date=July 5, 2022 |newspaper=The Washington Post |archive-url=https://web.archive.org/web/20220706005018/https://www.washingtonpost.com/transportation/2022/07/05/metro-trains-july-fourth/ |archive-date=July 6, 2022 |url-status=live |url=https://www.washingtonpost.com/transportation/2022/07/05/metro-trains-july-fourth/}}

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.{{cite news |last=Hughes |first=John |publisher=Bloomberg |url=https://www.bloomberg.com/apps/news?pid=20601103&sid=aQFnCkF0qCSs |title=Washington Metro Train Operators Caught Texting Will Be Fired |date=July 9, 2009 |archive-url=https://web.archive.org/web/20121025075535/http://www.bloomberg.com/apps/news?pid=newsarchive&sid=aQFnCkF0qCSs |archive-date=October 25, 2012 |url-status=dead}}

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.{{cite news |url=https://edition.cnn.com/2015/01/12/politics/smoke-lenfant-plaza/ |title=1 dead after smoke shuts down D.C. metro station |publisher=CNN |last=Jaffe |first=Christopher |date=January 13, 2015 |access-date=January 18, 2016 |department=politics |archive-date=March 4, 2016 |archive-url=https://web.archive.org/web/20160304211240/http://edition.cnn.com/2015/01/12/politics/smoke-lenfant-plaza/ |url-status=live }}

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.{{cite press release |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6082 |title=All Metrorail service will be suspended Wednesday, March 16, for emergency inspections |publisher=Washington Metropolitan Area Transit Authority |date=March 15, 2016 |access-date=March 16, 2016 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021411/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=6082 |url-status=live }}

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.{{cite web |url=https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=2064 |title=Metro details improvements to meet future capacity needs |access-date=December 8, 2008 |date=April 18, 2008 |publisher=Washington Metropolitan Area Transit Authority |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202021956/https://www.wmata.com/about/news/PressReleaseDetail.cfm?ReleaseID=2064 |url-status=live }} Population growth in the region has also revived efforts to extend service, build new stations, and construct additional lines.

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 {{wmata|Greenbelt}} to Laurel, Maryland, and southward from {{wmata|Branch Avenue}} 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 {{wmata|New Carrollton}} 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.

In 2001, officials considered realigning the Blue Line between {{wmata|Rosslyn}} and {{wmata|Stadium–Armory}} 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.{{cite web|url=http://www.narpac.org/METROLRP.HTM|title=Metro Long Range Planning|publisher=National Association to Restore Pride in America's Capital|access-date=January 25, 2009|archive-date=August 5, 2016|archive-url=https://web.archive.org/web/20160805021004/http://narpac.org/METROLRP.HTM|url-status=live}} The proposal was later rejected due to cost,{{cite news|url=https://www.washingtonpost.com/wp-dyn/articles/A54434-2005Apr14.html|title=Choke Point Slows Orange Line Trains|last=Whoriskey|first=Peter|date=April 15, 2005|newspaper=The Washington Post|page=B01|access-date=September 18, 2017|archive-date=January 25, 2018|archive-url=https://web.archive.org/web/20180125134453/http://www.washingtonpost.com/wp-dyn/articles/A54434-2005Apr14.html|url-status=live}} but Metro again started considering a similar scenario in 2011.{{cite news|url=http://washingtonexaminer.com/article/115100|title=Metro studies more rail lines for future|last=Weir|first=Kytja|date=June 14, 2011|access-date=June 22, 2011|publisher=WashingtonExaminer.com|archive-date=July 27, 2014|archive-url=https://web.archive.org/web/20140727200821/http://washingtonexaminer.com/article/115100|url-status=live}}

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.{{cite news|url=https://www.washingtonpost.com/wp-dyn/content/article/2005/05/19/AR2005051901618.html|title=Metro Studies Ft. Belvoir Extension|last=Smith|first=Leef|date=May 20, 2005|newspaper=The Washington Post|page=B01|access-date=September 18, 2017|archive-date=March 16, 2017|archive-url=https://web.archive.org/web/20170316104434/http://www.washingtonpost.com/wp-dyn/content/article/2005/05/19/AR2005051901618.html|url-status=live}}{{cite news|url=http://www.baltimoresun.com/news/traffic/bal-md.ar.bases09jun09,1,1245355.story|archive-url=https://archive.today/20130102024715/http://www.baltimoresun.com/news/traffic/bal-md.ar.bases09jun09,1,1245355.story|url-status=dead|archive-date=January 2, 2013|title=Fort Meade proposes Metro extension|last=McGowan|first=Phillip|date=June 9, 2005|work=The Baltimore Sun}}

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.{{cite web|url=http://thomas.loc.gov/cgi-bin/query/z?c112:H.R.55:|title=Northern Virginia Metrorail Extension Act of 2011|date=January 5, 2011|publisher=The Library of Congress|access-date=December 31, 2012|archive-date=July 4, 2016|archive-url=https://web.archive.org/web/20160704190053/http://thomas.loc.gov/cgi-bin/query/z?c112:H.R.55:|url-status=dead}} 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."{{cite web|url=http://virginiadot.org/projects/resources/NorthernVirginia/I-66_Multimodal_-_Final_Report.pdf|title=I-66 Multimodal Study: Inside the Beltway: Final Report|author=Cambridge Systematics|author-link=Cambridge Systematics|date=June 8, 2012|publisher=Virginia Department of Transportation|pages=2–6|access-date=January 18, 2016|quote=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.|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304025409/http://virginiadot.org/projects/resources/NorthernVirginia/I-66_Multimodal_-_Final_Report.pdf|url-status=dead}}

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.{{Cite web |url=https://planitmetro.com/wp-content/uploads/2013/12/2013-12-11-RTSP-Projects-Plans-Items-Tested.pdf |title=Regional Transit System Plan (RTSP) |date=December 2013 |website=planitmetro.com |publisher=Washington Metropolitan Area Transit Authority |access-date=February 19, 2019 |archive-date=January 20, 2019 |archive-url=https://web.archive.org/web/20190120210615/https://planitmetro.com/wp-content/uploads/2013/12/2013-12-11-RTSP-Projects-Plans-Items-Tested.pdf |url-status=live }} 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"{{Rp|7}}
• a new Brown Line from the {{wmata|Friendship Heights}} station to White Oak, Maryland, which would pass through the District and {{wmata|Silver Spring}}, running parallel to the Red Line.{{Rp|6}}
• 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{{Rp|4}}
• a 5-station spur of the Green Line to National Harbor in Maryland{{Rp|9}}
• re-routing the Blue or Silver Lines in the District and/or building a separate express route for the Silver Line in Virginia{{Rp|5}}
• extensions to existing lines, including:{{Rp|8–9}}
• 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{{Rp|10}}
• several infill stations on existing lines{{Rp|11}}

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.{{cite web |url=https://www.wmata.com/about/board/meetings/board-pdfs/upload/4A-Blue-Orange-Silver-Capacity-Reliability-Study.pdf |title=Blue/Orange/Silver Capacity & Reliability Study |date=September 9, 2021 |website=WMATA |access-date=September 11, 2021 |archive-date=September 7, 2021 |archive-url=https://web.archive.org/web/20210907232958/https://www.wmata.com/about/board/meetings/board-pdfs/upload/4A-Blue-Orange-Silver-Capacity-Reliability-Study.pdf |url-status=live }} The proposed extension starts from a new station at {{wmata|Rosslyn}}, 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 {{wmata|Union Station}}. 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 {{wmata|Huntington}} on the current Yellow Line, which is re-routed to {{wmata|Franconia–Springfield}}.{{Cite news|date=February 25, 2022|title=Metro's preferred expansion option would create second Potomac River tunnel, add Georgetown station|language=en-US|newspaper=The Washington Post|url=https://www.washingtonpost.com/transportation/2021/09/07/georgetown-metro-blue-line-extension/|access-date=January 16, 2023|issn=0190-8286}}
• A Blue Line extension to {{wmata|Greenbelt}}, 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.
• A Silver Line Express service from {{wmata|West Falls Church}} to {{wmata|Rosslyn}} with a similar route {{wmata|Greenbelt}} as the previous alternative.
• A Silver Line extension to {{wmata|New Carrollton}}.

All four alternatives use the same central segment layout from Rosslyn to Union Station through Georgetown.{{cite web |url=https://www.wmata.com/BOSStudy |title=Blue/Orange/Silver Capacity & Reliability Study |website=WMATA |access-date=September 11, 2021 |archive-date=November 10, 2021 |archive-url=https://web.archive.org/web/20211110222010/https://www.wmata.com/initiatives/plans/BOS-Study.cfm |url-status=live }} 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.{{Cite web |title=Will Metro Go Ahead With Its Biggest Rail Expansion Since The Silver Line? |url=https://dcist.com/story/23/07/10/will-metro-expand-more/ |access-date=July 23, 2023 |website=DCist |language=en |archive-date=July 23, 2023 |archive-url=https://web.archive.org/web/20230723033213/https://dcist.com/story/23/07/10/will-metro-expand-more/ |url-status=live }}

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.{{cite news|title=Kennedy Center Subway Link Called Expensive|date=February 18, 1966|newspaper=The Washington Post|page=A22}} 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.{{Cite web|url=https://ghostsofdc.org/2013/06/25/proposed-kennedy-center-metro-stop-too-expensive/|title=Proposed Kennedy Center Metro Stop Too Expensive|last=Tom|date=June 25, 2013|website=Ghosts of DC|language=en-US|access-date=February 19, 2019|archive-date=February 20, 2019|archive-url=https://web.archive.org/web/20190220003101/https://ghostsofdc.org/2013/06/25/proposed-kennedy-center-metro-stop-too-expensive/|url-status=live}}

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.{{Rp|11}} An infill station between Takoma and Silver Spring called North Takoma station that used to be part of the Metropolitan Subdivision was proposed.{{cite web |title=Silver Spring Downtown and Adjacent Communities Plan Briefing, Montgomery County Planning Board, Item No. 7, 09-30-2021 |url=https://montgomeryplanningboard.org/wp-content/uploads/2021/09/2021-0930-SSDACUpdate-signed.pdf |website=Montgomery Planning Board |publisher=Maryland National-Capital Parks and Planning Commission |access-date=28 March 2025}}

File:Washington Purple Line.svg ]]

A number of light rail and urban streetcar projects are under construction or have been proposed to extend or supplement service provided by Metro.

The Purple Line, a light rail system, operated by the Maryland Transit Administration, is under construction as of 2025{{cite web |title=Updates & Detours |url=https://purplelinemd.com/updates/ |access-date=2025-02-04 |website=Purple Line |publisher=Maryland Transit Administration}} and is scheduled to open in late 2027.{{Cite web |last=Sears |first=Bryan P. |date=2024-03-01 |title=Cost of Purple line increases yet again, completion pushed back |url=https://marylandmatters.org/2024/03/01/cost-of-purple-line-increases-yet-again-completion-pushed-back/ |website=Maryland Matters}} 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.{{cite web |url=http://www.sierraclub.org/dc/sprawl/purple-line/purple-line-connections.html |archive-url=https://web.archive.org/web/20051102005514/http://www.sierraclub.org/dc/sprawl/purple-line/purple-line-connections.html |url-status=dead |archive-date=November 2, 2005 |title=Where Would the Purple Line Go? |publisher=Sierra Club |access-date=January 26, 2009}} The current project will run between the {{wmata|Bethesda}} and {{wmata|New Carrollton}} stations by way of {{wmata|Silver Spring}} 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.{{cite news |last=Shaver |first=Katherine |date=January 26, 2022 |title=Md. board approves $3.4 billion contract to complete Purple Line |newspaper=The Washington Post |url=https://www.washingtonpost.com/transportation/2022/01/26/purple-line-contract-maryland/}}{{cite web|title=About the Project |url=http://purplelinemd.com/about-the-project |archive-url=https://web.archive.org/web/20081021075559/http://www.purplelinemd.com/about-the-project |url-status=dead |archive-date=October 21, 2008 |publisher=Maryland Transit Administration |access-date=June 22, 2011}}

The Corridor Cities Transitway (CCT) is a proposed {{convert|15|mi|km|adj=on}} bus rapid transit line that would link Clarksburg, Maryland, in northern Montgomery County with the {{wmata|Shady Grove}} station on the Red Line.{{cite web |publisher=Montgomery County Planning Department, Silver Spring, MD |url=http://www.montgomeryplanning.org/transportation/projects/corridor.shtm |title=Corridor Cities Transitway |archive-url=https://web.archive.org/web/20161005141150/http://www.montgomeryplanning.org/transportation/projects/corridor.shtm |archive-date=October 5, 2016 |access-date=October 15, 2013}} Planning for the route alignment was completed in 2018, but the State of Maryland has not provided funds for detailed project design and construction.{{Cite web |url=https://www.marylandmatters.org/2019/09/23/montgomery-pols-fume-as-state-ends-funding-for-transit-project/ |title=Montgomery Pols Fume as State Ends Funding for Transit Project |last=Kurtz |first=Josh |date=2019-09-23 |website=Maryland Matters}}{{cite web |last=Depuyt |first=Bruce |title=Montgomery Officials Say State's Transitway Decision Imperils Tech Industry |url=https://marylandmatters.org/2019/10/29/montgomery-officials-say-states-transitway-decision-imperils-tech-industry/ |date=2019-10-29 |website=Maryland Matters}}

The District of Columbia Department of Transportation completed construction and began operating a single {{convert|2.2|mi|km}} line of the DC Streetcar system in 2016.{{cite news |last=Laris |first=Michael |title=Want to ride the D.C. streetcar? Here's a handy FAQ. |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2016/02/27/want-to-ride-ride-the-d-c-streetcar-heres-a-handy-faq/ |date=2016-02-27 |newspaper=The Washington Post}} Additional streetcar lines have been proposed since 1998,{{cite news |last=Kravitz |first=Derek |title=Details emerge for D.C. streetcars, set to begin in 2012 |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/10/24/AR2010102402637.html |date=2010-10-24 |newspaper=The Washington Post}} 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.{{Cite web |url=https://ggwash.org/view/63894/the-dc-council-is-kind-of-into-the-georgetown-rosslyn-gondola-idea |title=The DC Council is kind of into the Georgetown-Rosslyn gondola idea |last=Steingart |first=Jon |date=June 28, 2017 |website=Greater Greater Washington |access-date=June 29, 2017 |archive-date=August 5, 2017 |archive-url=https://web.archive.org/web/20170805060059/https://ggwash.org/view/63894/the-dc-council-is-kind-of-into-the-georgetown-rosslyn-gondola-idea |url-status=live }} Washington, D.C., and Arlington County have been conducting feasibility studies for it since 2016.

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 {{wmata|Branch Avenue}} station on the Green Line.{{cite news |first=Amit |last=Paley |url=https://www.washingtonpost.com/wp-dyn/articles/A18469-2005Feb12.html |title=Dyson Pushes Light Rail, Expansion of Bridge |newspaper=The Washington Post |page=SM01 |date=February 15, 2005 |access-date=September 18, 2017 |archive-date=August 5, 2017 |archive-url=https://web.archive.org/web/20170805103745/http://www.washingtonpost.com/wp-dyn/articles/A18469-2005Feb12.html |url-status=live }}

File:Ceiling at Metro Center (50088263313).png

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.{{cite news |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2014/02/24/whats-up-with-hollywoods-fake-metro-stations/ |title=What's up with Hollywood's fake Metro stations?|last=Butler|first=Bethonie|date=February 24, 2014 |newspaper=The Washington Post |access-date=May 9, 2023 }}

The Metro is featured in the 2008 video game Fallout 3. The metro system is used as a way for players to travel through the ruins of Washington, D.C. following a nuclear war.{{cite web|title=Fallout: 8 Famous Real-Life Landmarks|url=https://gamerant.com/fallout-famous-real-life-landmarks/|first=Greg|last=Gomez|publisher=Valnet|website=gamerant.com|date=April 16, 2024|access-date=June 10, 2025}}

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.{{cite news |url=https://www.washingtonian.com/2019/04/19/local-artist-photoshops-dc-metro-stations-beautiful-nature-scenes/|title=This Local Artist Transforms DC Metro Stations Into Beautiful Nature Scenes|last=Williams|first=Elliot|date=April 19, 2019 |work=Washingtonian |access-date=May 9, 2023 }}

• List of metro systems
• Transportation in Washington, D.C.
• United States Capitol Subway System
• Architecture of Washington, D.C.

{{Reflist}}

{{Attached KML|display=title,inline}}

{{Commons and category|Washington Metro|Washington Metro}}

• {{official website}}
• [https://wmsc.gov Washington Metrorail Safety Commission]
• [https://ghostsofdc.org/2013/10/18/vintage-metro-construction-photos/ Vintage Washington Metro Construction Photos] – Ghosts of DC blog
• [https://washingtonmetromap.us/ DC Metro Map 2024 – Navigating Washington, DC’s Metro System]

{{Washington Metro}}

{{Transit In DC}}

{{Washington, D.C. railroads}}

{{USSubway}}

{{International Metro Organizations}}

Category:1976 establishments in Washington, D.C.

Category:Passenger rail transportation in Maryland

Category:Passenger rail transportation in Virginia

Category:Passenger rail transportation in Washington, D.C.

Category:Rapid transit in Maryland

Category:Rapid transit in Virginia

Category:Rapid transit in Washington, D.C.

Category:Train-related introductions in 1976

Category:Underground rapid transit in the United States

Category:Northern Virginia

Category:Harry Weese buildings

Category:750 V DC railway electrification

Category:Brutalist architecture in the United States