View source for Orange Line (Washington Metro)

{{Good article}}
{{Short description|Washington Metro rapid transit line}}
{{Use American English|date=April 2024}}
{{Use mdy dates|date=April 2024}}
{{Infobox rail line
| name = [[File:WMATA Orange.svg|20px]] Orange Line
| image = File:WMATA Orange Line at Smithsonian.jpg
| image_width = 300
| box_width = 
| caption = An Orange Line train at [[Smithsonian station|Smithsonian]] in July 2019
| type = [[Rapid transit]]
| system = [[Washington Metro]]
| status = Operating
| locale = [[Fairfax County, Virginia|Fairfax County]]<br /> [[Arlington County, Virginia|Arlington]]<br />
[[Washington, D.C.]]<br /> [[Prince George's County, Maryland|Prince George's County]], [[Maryland|MD]]
| start = {{wmata|Vienna}}
| end = {{wmata|New Carrollton}}
| stations = 26
| routes = 
| daily_ridership = 
| open = {{start date and age|November 20, 1978}}
| close = 
| owner = 
| operator = [[Washington Metropolitan Area Transit Authority]]
| character = At-grade, elevated, and underground
| stock = [[Washington Metro rolling stock#3000-series|3000-series]], [[Washington Metro rolling stock#6000-series|6000-series]], [[Washington Metro rolling stock#7000-series|7000-series]]
| linelength = {{convert|26.4|mi|km|1|abbr=on}}
| tracklength = 
| tracks = 2
| gauge = {{Track gauge|4 ft 8 1/4 in|lk=on}}
| electrification = {{750 V DC|conductor=third rail}}
| speed = 
| elevation = 
| map = {{switcher
| {{maplink-road |from=Orange Line (Washington Metro).map}} Orange Line highlighted in orange <hr />
| Show interactive map
| {{Orange Line (Washington Metro)|inline=yes}}
| Show route diagram
}}
}}
[[File:Washington Metro diagram sb.svg|300px|right|thumb|Washington Metro system map]]
The '''Orange Line''' is one of the six [[rapid transit]] lines of the [[Washington Metro]] system, consisting of 26 [[metro station|stations]] in [[Fairfax County, Virginia|Fairfax County]] and [[Arlington County, Virginia|Arlington]] in [[Northern Virginia]]; [[Washington, D.C.]]; and [[Prince George's County, Maryland]], United States. The Orange Line runs from [[Vienna station (Washington Metro)|Vienna]] in Fairfax County to [[New Carrollton station|New Carrollton]] in Prince George's County. Half of the line's stations are shared with the [[Blue Line (Washington Metro)|Blue Line]] and all but three stations (Vienna, [[Dunn Loring station|Dunn Loring]], and [[West Falls Church station|West Falls Church]]) are shared with the [[Silver Line (Washington Metro)|Silver Line]]. Orange Line service began on November 20, 1978.

Trains run every 10 minutes during weekday rush hours, every 12 minutes during weekday off-peak hours and weekends, and every 15 minutes daily after 9:30{{nbsp}}pm.<ref name="timetables">{{cite web |title=Timetables {{!}} WMATA |url=https://www.wmata.com/schedules/timetables/ |website=WMATA |access-date=6 October 2024}}</ref>

== History ==
===20th century===
In 1955, planning for Metro began with the Mass Transportation Survey, which attempted to forecast both freeway and mass transit systems sufficient to meet the needs of transportation in 1980.{{sfnp|Schrag|2006|p=33-38}} In 1959, the study's final report included two rapid transit lines which anticipated subways in downtown Washington.{{sfnp|Schrag|2006|p=39}} Because the plan called for extensive freeway construction within [[Washington, D.C.]], alarmed residents lobbied for federal legislation creating a moratorium on freeway construction through July 1, 1962.{{sfnp|Schrag|2006|p=42}} The National Capital Transportation Agency's 1962 ''Transportation in the National Capital Region'' report anticipated much of the present Orange Line route in Virginia with the route following the median strip of [[Interstate 66]] both inside Arlington and beyond.{{sfnp|Schrag|2006|p=55}} The route continued in rapid transit plans until the formation of the [[Washington Metropolitan Area Transit Authority]] (WMATA).

With the formation of WMATA in October 1966, planning of the system shifted from federal hands to a regional body with representatives of the District, Maryland and Virginia. Congressional route approval was no longer a key consideration.{{sfnp|Schrag|2006|p=104}} Instead, routes had to serve each local suburban jurisdiction to assure that they would approve bond referendums to finance the system.{{sfnp|Schrag|2006|p=108}} Because the least expensive way to build into the suburbs was to rely upon existing railroad right-of-ways, the Orange Line took much of its present form, except that it also featured a further extension along the railroad to [[Bowie, Maryland]] and along the Dulles Access Road to [[Dulles International Airport]].{{sfnp|Schrag|2006|p=110}}

By 1966, WMATA and Arlington County planners had agreed "to realign the rapid transit through high-density commercial-office-apartment areas in the vicinity of [[Wilson Boulevard (Arlington County)|Wilson Boulevard]] instead of the freeway's median between the river and Glebe Road."<ref>Northern Virginia Transportation Commission, ''Potential Rail Transit Corridors'' at p. 1, quoted in Schrag at p. 224.</ref> As a result of this agreement, the Orange Line follows in Arlington the former routes of an [[Interurban|interurban electric trolley line]], the [[Northern Virginia trolleys#Fairfax line|Fairfax line]] and the [[Northern Virginia trolleys#North Arlington branch|North Arlington branch]] of the [[Northern Virginia trolleys#Washington, Arlington & Falls Church Railway|Washington, Arlington & Falls Church Railway]], that had initially spurred those areas' development.<ref>(1) 
{{cite web|url=http://www.hmdb.org/Marker.asp?Marker=64845|title="Lacey Car Barn" marker|publisher=HMdb.org: The Historical Marker Database|access-date=July 2, 2017|quote=In 1896, the Washington, Arlington & Falls Church Railway began running electric trolleys from Rosslyn to Falls Church on the present routes of Fairfax Drive and I-66. By 1907, the line linked downtown Washington to Ballston, Vienna, and the Town of Fairfax.  .... The line to Fairfax closed in 1939, but Metrorail’s Orange Line follows its route through Arlington. ..... Marker is in Arlington, Virginia, in Arlington County. Marker is at the intersection of Fairfax Drive and Glebe Road (Virginia Route 120), on the right when traveling west on Fairfax Drive.|url-status=dead|archive-url=https://web.archive.org/web/20170702023101/https://www.hmdb.org/Marker.asp?Marker=64845|archive-date=July 2, 2017|df=mdy-all}} <br />(2) {{cite web|url=http://www.hmdb.org/Marker.asp?Marker=55968|title="Ballston" marker|publisher=HMdb.org: The Historical Marker Database|access-date=July 2, 2017|quote=By 1900 a well-defined village called Central Ballston had developed in the area bounded by the present Wilson Boulevard, Taylor Street, Washington Boulevard, and Pollard Street. More diffuse settlement extended westward to Lubber Run and southward along Glebe Road to Henderson Road. The track of the Washington, Arlington, and Falls Church Electric Railroad ran along what is now Fairfax Drive; the Ballston Station was at Ballston Avenue, now Stuart Street. ...|url-status=dead|archive-url=https://web.archive.org/web/20170702021647/https://www.hmdb.org/Marker.asp?Marker=72026|archive-date=July 2, 2017|df=mdy-all}}</ref>

In March 1968, WMATA approved its Adopted Regional System (ARS) plan that included suburban mass transit lines that followed the median of the proposed [[Interstate 66]] through Virginia to Vienna and the [[CSX Transportation|CSX]]/[[Amtrak]] railroad right-of-way in [[Prince George's County, Maryland]].<ref name=hist/> The construction of the downtown Washington sections of the Orange and Blue lines began simultaneously with the Red line. A joint ground-breaking ceremony was held on December 9, 1969.<ref name=hist/> Service on the joint downtown track was at first branded as just the Blue Line and commenced on July 1, 1977.<ref name=hist/>

In 1976, Robert Patricelli, federal Urban Mass Transportation Administrator, ordered Metro to conduct an alternatives analysis of the portion of its system that was not already under contract.{{sfnp|Schrag|2006|p=187}} Because the [[Tysons, Virginia|Tysons]] area of [[Fairfax County, Virginia|Fairfax County]] developed significantly since the ARS was adopted in 1968, the analysis considered rerouting the Orange line to serve Tysons Corner at an additional cost of $60&nbsp;million. However, because environmental impact statements had already been completed for the [[Vienna, Virginia|Vienna]] route, a change in the route would result in a five-year delay in the construction of the Orange Line west of [[Ballston, Virginia|Ballston]]. This prompted the [[Falls Church, Virginia|City of Falls Church]] to sue WMATA for breach of contract. In the end, WMATA kept the Vienna route intact, leaving Tysons without Metrorail service until 2014.{{sfnp|Schrag|2006|p=238-239}}<ref>{{cite web|url=http://www.dullesmetro.com/press_releases/silver-line-opens.html|title=Dulles Metrorail – Silver Line Metrorail Service Begins|publisher=Metropolitan Washington Airports Authority|access-date=July 31, 2014|archive-url=https://web.archive.org/web/20140731152250/http://www.dullesmetro.com/press_releases/silver-line-opens.html|archive-date=July 31, 2014|url-status=dead}}</ref>

Service on the Orange Line began on November 20, 1978 between [[Ronald Reagan Washington National Airport (WMATA station)|National Airport]] and [[New Carrollton (WMATA station)|New Carrollton]], with five new stations being added to the existing network from [[Stadium–Armory (WMATA station)|Stadium–Armory]]. When the line from [[Rosslyn (WMATA station)|Rosslyn]] to [[Ballston–MU station|Ballston-MU]] was completed on December 11, 1979, Orange Line trains began following this route rather than going to the National Airport station. The line was completed on June 7, 1986, when it was extended by four stations to [[Vienna (WMATA station)|Vienna]] in the I-66 median.<ref name=hist>{{cite web|url=http://www.wmata.com/about/metrohistory.pdf|archive-url=https://web.archive.org/web/20041015232740/http://www.wmata.com/about/metrohistory.pdf|archive-date=October 15, 2004|publisher=WMATA|access-date=December 15, 2010|title=Metro History}}</ref>

On January 13, 1982, an Orange Line train [[1982 Washington Metro train derailment|derailed]] as it was being backed up from an improperly closed rail switch between the [[Federal Triangle (WMATA station)|Federal Triangle]] and [[Smithsonian (WMATA station)|Smithsonian]] stations, resulting in the deaths of three passengers.<ref name = "January 14, 1982_1">{{cite news | title = Metro Train -Derails; 3 Die | author = Stephen J. Lynton | newspaper = The Washington Post | date = January 14, 1982}}</ref> It was the first incident within the Metro system that caused a fatality,<ref name = "January 14, 1982_1"/> and the deadliest incident occurring in the system until the [[June 2009 Washington Metro train collision|2009 collision]] that resulted in nine fatalities.<ref>{{cite news|url=http://www.nbcwashington.com/news/local/Metro-Trains-Collide-Between-Takoma-Fort-Totten.html|title=At Least 7 Killed in Deadliest Collision in D.C. Metro History|date=June 22, 2009|publisher=[[NBC Washington]]|access-date=January 19, 2011|archive-url=https://web.archive.org/web/20110714161901/http://www.nbcwashington.com/news/local/Metro-Trains-Collide-Between-Takoma-Fort-Totten.html|archive-date=July 14, 2011|url-status=dead}}</ref>

===21st century===
Between 2011 and 2013, service was interrupted at stations west of [[Ballston–MU station|Ballston–MU]] on designated weekends to accommodate the construction of the interconnection of the Silver Line with the existing Orange Line tracks.<ref name=pier>{{cite news|url=https://www.washingtonpost.com/wp-dyn/content/article/2009/12/03/AR2009120304554.html?sid=ST2009120400190|title=Extensive testing in new safety plan for Metro bridge|first=Lisa |last=Rein|date=December 4, 2009|page=B4|access-date=January 19, 2011| newspaper=The Washington Post}}</ref><ref>{{cite web|url=http://www.wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=4865|title=Construction of rail to Dulles International Airport to halt service between East Falls Church and West Falls Church during the weekends of March 11–13 and March 18–20|publisher=WMATA|date=March 9, 2011|access-date=March 10, 2011|archive-url=https://web.archive.org/web/20110718075957/http://www.wmata.com/about_metro/news/PressReleaseDetail.cfm?ReleaseID=4865|archive-date=July 18, 2011|url-status=dead}}</ref><ref>{{cite news|url=http://voices.washingtonpost.com/dr-gridlock/2011/01/why_inconvenience_metro_riders.html|archive-url=https://web.archive.org/web/20121009174044/http://voices.washingtonpost.com/dr-gridlock/2011/01/why_inconvenience_metro_riders.html|url-status=dead|archive-date=October 9, 2012|title=Many Metrorail disruptions ahead|first=Robert|last=Thomson|date=January 11, 2011|newspaper=[[The Washington Post]]|access-date=January 19, 2011}}</ref> As a part of this project, the train yard adjacent to the West Falls Church station on the Orange Line was expanded.<ref name=yard>{{cite news|url=https://www.washingtonpost.com/wp-dyn/content/article/2010/02/21/AR2010022103675.html|title=Rail yard's neighbors cringe over Silver Line staging, noise|first=Kafia A. |last=Hosh|newspaper=[[The Washington Post]]|date=February 22, 2010|access-date=January 19, 2011}}</ref><ref>{{cite news|url=https://www.washingtonpost.com/wp-dyn/content/article/2011/01/16/AR2011011603605.html|title=Falls Church community braces for rail yard expansion|first=Kafia A. |last=Hosh|newspaper=[[The Washington Post]]|date=January 16, 2011|access-date=January 19, 2011}}</ref>

On June 17, 2012, select Orange Line trains were rerouted to serve [[Downtown Largo station|Largo Town Center station]] under WMATA's new RushPlus+ during the weekday peak hours, alleviating crowding on the Blue and Orange Lines. These services remained in effect until July 26, 2014, when the Silver Line replaced the Orange RushPlus+. Orange Line stations between East Falls Church and Stadium-Armory began to serve Silver Line trains at the same time.

From March 26, 2020 until June 28, 2020, trains were bypassing {{wmata|East Falls Church}}, {{wmata|Virginia Square–GMU}}, {{wmata|Clarendon}}, {{wmata|Federal Triangle}}, {{wmata|Smithsonian}}, {{wmata|Federal Center SW}}, and {{wmata|Cheverly}} stations due to the [[2020 coronavirus pandemic in Washington, D.C.|2020 coronavirus pandemic]].<ref name=covidmap>{{cite web |url=https://www.wmata.com/schedules/maps/upload/2019-System-Map-COVID-19-stations-FINAL.pdf |title=Special Covid-19 System Map |publisher=[[Washington Metropolitan Area Transit Authority]] |access-date=April 14, 2020 |archive-date=March 27, 2020 |archive-url=https://web.archive.org/web/20200327192846/https://www.wmata.com/schedules/maps/upload/2019-System-Map-COVID-19-stations-FINAL.pdf |url-status=dead }}</ref><ref name=covidservice>{{cite web |url=https://www.wmata.com/service/status/details/covid-station-closures.cfm |title=Metrorail stations closed due to COVID-19 pandemic |date=March 23, 2020 |publisher=[[Washington Metropolitan Area Transit Authority]] |access-date=April 14, 2020}}</ref> All stations reopened on June 28, 2020, except for East Falls Church until August 23 due to the platform reconstruction project west of Ballston-MU.<ref>{{cite web |title=Metro to reopen 15 stations, reallocate bus service to address crowding, starting Sunday {{!}} WMATA |url=https://www.wmata.com/about/news/Metro-to-reopen-15-stations-reallocate-bus-service.cfm |website=www.wmata.com |access-date=22 June 2020}}</ref>

From May 23 until August 15, 2020, trains terminated at Ballston–MU due to platform reconstruction at {{wmata|East Falls Church}}, {{wmata|West Falls Church}}, {{wmata|Dunn Loring}}, and {{wmata|Vienna}}.<ref>{{cite web |title=Metro to use upcoming low-ridership summer to maximum effect, expands Orange, Silver line shutdown |url=https://www.wmata.com/about/news/Orange-Silver-Summer-2020.cfm |website=www.wmata.com |access-date=23 April 2020}}</ref><ref>{{cite web |title=Platform Improvement Project {{!}} WMATA |url=https://www.wmata.com/service/rail/PlatformProject/ |website=www.wmata.com |access-date=24 May 2020}}</ref> The original plan called for trains to terminate at West Falls Church, but this was instead changed to Ballston due to effects of the ongoing COVID-19 pandemic and low ridership. Shuttle buses were provided to the closed stations. On August 16, 2020, all Orange line trains began terminating at {{wmata|West Falls Church}} while bypassing {{wmata|East Falls Church}}.<ref>{{cite web |title=Silver Line service will return August 16, along with reopening of six stations in Fairfax County {{!}} WMATA |url=https://www.wmata.com/about/news/Silver-Line-reopening.cfm |website=www.wmata.com |access-date=11 July 2020}}</ref> East Falls Church reopened on August 23, 2020.<ref>{{cite web |title=Metro announces reopening of East Falls Church and Arlington Cemetery stations on Aug. 23 |url=https://wjla.com/news/metro-summer-shutdown/metro-announces-reopening-of-east-falls-church-and-arlington-cemetery-stations |website=WJLA |access-date=8 September 2020 |date=17 August 2020}}</ref> On September 8, 2020, Vienna and Dunn Loring stations reopened.<ref>{{cite web |title=Two Arlington Metro Stations Set to Reopen This Weekend |url=https://www.arlnow.com/2020/08/18/two-arlington-metro-stations-set-to-reopen-this-weekend/ |website=ARLnow.com - Arlington, Va. Local News |access-date=8 September 2020 |language=en |date=18 August 2020}}</ref>

Between May 28 and September 5, 2022, all Orange Line trains were terminating at {{wmata|Stadium–Armory}} station on weekdays and Ballston–MU station on weekends due to the Platform Improvement Project which closed stations east of Stadium–Armory. Shuttle buses are provided to all closed stations.<ref>{{cite web |title=Final phase of Metro's multi-year Platform Improvement Project begins this weekend, closing five Orange Line stations {{!}} WMATA |url=https://wmata.com/about/news/Final-phase-of-Platform-Improvement-Project-begins-this-weekend-on-Orange-Line.cfm |website=wmata.com |access-date=28 May 2022}}</ref>

On June 3, 2023, service was suspended west of Ballston–MU for track replacement. {{wmata|East Falls Church}} and {{wmata|West Falls Church}} reopened on June 26, 2023. {{wmata|Dunn Loring}} and {{wmata|Vienna}} reopened on July 17, 2023.<ref>{{cite web | url=https://www.nbcwashington.com/news/local/vienna-and-dun-loring-orange-line-stations-reopen-after-months-of-track-work/3385807/#:~:text=The%20Vienna%20and%20Dunn%20Loring%20Metro%20stations%20reopened%20Monday%20after,and%20added%20fiber%2Doptic%20cables. | title=Vienna and Dunn Loring Orange Line stations reopen after months of track work | date=July 17, 2023 }}</ref> [[Automatic train operation]] on the Blue and Orange lines, which had ceased following the [[June 2009 Washington Metro train collision|2009 Red Line train collision]], was allowed to resume in June 2025.<ref>{{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}}</ref><ref>{{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}}</ref> The Silver line started operating within the section between Stadium-Armory and New Carrollton on June 22 2025.

== Route ==
[[File:2018-10-23 12 15 37 View east along the eastbound lanes of Interstate 66 and the Orange Line of the Washington Metro from the overpass for Vaden Drive (Virginia State Route 6731) in Oakton, Fairfax County, Virginia.jpg|thumb|[[Vienna station (Washington Metro)|Vienna]], the western terminus of the line]]
Starting at its western terminus at the Vienna/Fairfax-GMU station in Virginia, the tracks run on the median strip of [[Interstate 66]] meeting up with the Silver Line immediately after West Falls Church until they enter a tunnel under Fairfax Drive just before Ballston–MU.<ref name=aaa/> The tunnel shifts to Wilson Blvd and 16th Street North.<ref name=aaa/> The tunnel then turns north and merges with the Blue Line just before entering Rosslyn which is located under North Lynn Street.<ref name=aaa/> The tunnel continues under the [[Potomac River]] and bends to the east to travel under I Street NW in the [[District of Columbia]] towards Foggy Bottom–GWU.<ref name=aaa>{{cite map
 |publisher  = AAA
 |title      = Metro Washington D.C. Beltway
 |edition    = 2000–2001
 |year       = 2000
 |scale      = 1:38016
}}</ref>
The tunnel continues east under the Potomac River and then I Street. Between Farragut West and McPherson Square stations, there is a non-revenue branch track on the westbound track that connects to the Northwest bound track before Farragut North on the Red Line. The tunnel then turns south under 12th Street Northwest and enters the lower level of the Metro Center station underneath the Red Line.<ref name=aaa/> After the Federal Triangle and Smithsonian stations, the tunnel turns east under D Street Southwest and then southeast under [[Pennsylvania Avenue (Washington, D.C.)|Pennsylvania Avenue]] Southeast before reaching L’Enfant Plaza underneath the Green and Yellow Lines.<ref name=aaa/> Continuing east towards the Potomac Avenue station, the tunnel briefly travels under G Street Southeast and then turns northwest under Potomac Avenue with a turn to the north to travel under 19th Street Southeast for the Stadium-Armory station.<ref name=aaa/> The tunnel then travels under the RFK Stadium parking lots to surface near Benning Road.<ref name=aaa/> The elevated tracks follow Benning Road across the [[Anacostia River]] and then would go on to part ways with the Blue and Silver Lines.

After splitting with the Blue and Silver lines (which descend back underground towards Benning Road), the above ground tracks continue for the Orange Line only along DC Route 295 between Minnesota Avenue and Deanwood stations and then follow the CSX/Amtrak/MARC railroad in [[Prince George's County, Maryland|Prince George’s County]] in Maryland to serve Cheverly along with Landover before reaching the eastern terminus at New Carrollton.<ref name=aaa/> 

The route includes storage yards adjacent to West Falls Church and just beyond New Carrollton.<ref name=yard/> Orange Line service travels along the entirety of the K Route (from the terminus at Vienna/Fairfax-GMU to the C & K junction just south of Rosslyn), part of the C Route (from the C & K junction just south of Rosslyn to Metro Center), and the entire D Route (from Metro Center to New Carrollton).{{sfnp|Schrag|2006|p=188}}

The Orange Line needs 30 trains (9 eight-car trains and 21 six-car trains, consisting of 198 rail cars) to run at peak capacity.<ref>{{cite web|url = http://wmata.com/about_metro/docs/FY2009_Approved_Budget.pdf|title = Approved Fiscal 2009 Annual Budget|publisher = Washington Metropolitan Area Transit Authority|year = 2009|page = 80|url-status = dead|archive-url = https://web.archive.org/web/20120723042054/http://wmata.com/about_metro/docs/FY2009_Approved_Budget.pdf|archive-date = July 23, 2012|df = mdy-all}}</ref>{{Needs update|date=October 2024}}

== Stations ==
The following stations are along the line, from west to east:
{|class=wikitable
!Station
!Code
!Opened
!Terrain
!Other Metro<br />Lines
!Notes
|-
|[[Vienna station (Washington Metro)|Vienna]] || K08 || rowspan="4" | June 7, 1986 || rowspan="4" | surface;<br/>median of I-66 || rowspan="3" | || Western terminus
|-
|[[Dunn Loring station|Dunn Loring]] || K07 ||
|-
|[[West Falls Church station|West Falls Church]] || K06 ||
|-
|[[East Falls Church station|East Falls Church]] || K05 || rowspan="5" | {{WMATA icon|Silver}}|| Transfer station for the [[Silver Line (Washington Metro)|Silver Line]] (western)
|-
|[[Ballston–MU station|Ballston–MU]] || K04 || rowspan="4" | December 11, 1979 || rowspan="17" | underground ||
|-
|[[Virginia Square–GMU station|Virginia Square–GMU]] || K03 ||
|-
|[[Clarendon station|Clarendon]] || K02 ||
|-
|[[Court House station|Court House]] || K01 ||
|-
|[[Rosslyn station|Rosslyn]] || C05 || rowspan="13" | July 1, 1977 || rowspan="4" | {{WMATA icon|Silver}} {{WMATA icon|Blue}}|| Transfer station for the [[Blue Line (Washington Metro)|Blue Line]] (western). 
|-
|[[Foggy Bottom–GWU station|Foggy Bottom–GWU]] || C04 ||
|-
|[[Farragut West station|Farragut West]] || C03 ||Walking transfer to [[Red Line (Washington Metro)|Red Line]] at [[Farragut North station|Farragut North]] (branded as "Farragut Crossing")
|-
|[[McPherson Square station|McPherson Square]] || C02 ||
|-
|[[Metro Center station|Metro Center]] || C01 || {{WMATA icon|Red}} {{WMATA icon|Silver}} {{WMATA icon|Blue}} || Transfer station for [[Red Line (Washington Metro)|Red Line]]
|-
|[[Federal Triangle station|Federal Triangle]] || D01 || rowspan="2" | {{WMATA icon|Silver}} {{WMATA icon|Blue}}||
|-
|[[Smithsonian station|Smithsonian]] || D02 ||
|-
|[[L'Enfant Plaza station|L'Enfant Plaza]] || D03 || {{WMATA icon|Silver}} {{WMATA icon|Blue}} {{WMATA icon|Yellow}} {{WMATA icon|Green}} || {{rint|VRE}} at L'Enfant <br /> Transfer station for the [[Green Line (Washington Metro)|Green]] and [[Yellow Line (Washington Metro)|Yellow Lines]]
|-
|[[Federal Center SW station|Federal Center SW]] || D04 || rowspan="5" | {{WMATA icon|Silver}} {{WMATA icon|Blue}}||
|-
|[[Capitol South station|Capitol South]] || D05 ||
|-
|[[Eastern Market station|Eastern Market]] || D06 ||
|-
|[[Potomac Avenue station|Potomac Avenue]] || D07 ||
|-
|[[Stadium–Armory station|Stadium–Armory]] || D08 || Transfer station for the [[Blue Line (Washington Metro)|Blue]] and [[Silver Line (Washington Metro)|Silver]] lines (east)
|-
|[[Minnesota Avenue station|Minnesota Avenue]] || D09 || rowspan="5" | November 20, 1978 || rowspan="5" | surface || rowspan="5" | {{WMATA icon|Silver}}||
|-
|[[Deanwood station|Deanwood]] || D10 ||
|-
|[[Cheverly station|Cheverly]] || D11 ||
|-
|[[Landover station|Landover]] || D12 ||
|-
|[[New Carrollton station|New Carrollton]] || D13 ||{{rint|us|amtrak}} [[Amtrak]] ''[[Northeast Regional]], [[Palmetto (train)|Palmetto]], [[Vermonter (train)|Vermonter]]''<br />{{rint|baltimore|MARC}} MARC ''[[Penn Line]]'' <br />{{Rail-interchange|washington|purple}} [[Maryland Transit Administration|MTA]] [[Purple Line (Maryland)|Purple Line]] (planned)<br /> Eastern terminus
|}

[[File:Silver Line bridge pier stub near West Falls Church station (2010).jpg|thumb|right|Unused bridge pier east of West Falls Church station, now used for a bridge connecting the Silver Line to the Orange Line.]]

== Future ==
The Virginia Department of Transportation (VDOT) announced on January 18, 2008 that it and the Virginia Department of Rail and Public Transportation (VDPRT) had begun work on a draft environmental impact statement (EIS) for the I-66 corridor in Fairfax and Prince William counties. According to VDOT the EIS, officially named the I-66 Multimodal Transportation and Environment Study, would focus on improving mobility along I-66 from the Capital Beltway (I-495) interchange in Fairfax County to the interchange with U.S. Route 15 in Prince William County. The EIS also allegedly includes a four station extension of the Orange Line past Vienna. The extension would continue to run in the I-66 median and would have stations at Chain Bridge Road, Fair Oaks, Stringfellow Road and Centreville near Virginia Route 28 and U.S. Route 29.<ref>{{cite web |url=http://www.virginiadot.org/projects/studynova-rt66.asp |title=I-66 Multimodal Transportation and Environmental Study |access-date=December 7, 2014 |archive-url=https://web.archive.org/web/20140731182206/http://www.virginiadot.org/projects/studynova-rt66.asp |archive-date=July 31, 2014}}</ref><ref>{{Cite web |url=http://beyonddc.com/features/transit/fairfax.html |title=BeyondDC - Features - Transit |access-date=April 20, 2011 |archive-url=https://web.archive.org/web/20110809052242/http://beyonddc.com/features/transit/fairfax.html |archive-date=August 9, 2011 |url-status=dead }}</ref> Also, plans to extend Orange Line to Bowie have been proposed. In its final report published June 8, 2012, the study and analysis revealed that an "extension would have a minimal impact on Metrorail ridership and volumes on study area roadways inside the Beltway and would therefore not relieve congestion in the study corridor."<ref>{{Cite web |url=http://virginiadot.org/projects/resources/NorthernVirginia/I-66_Multimodal_-_Final_Report.pdf |title=Archived copy |access-date=July 20, 2013 |archive-url=https://web.archive.org/web/20160304025409/http://virginiadot.org/projects/resources/NorthernVirginia/I-66_Multimodal_-_Final_Report.pdf |archive-date=March 4, 2016 |url-status=dead }}</ref>

== References ==
{{reflist|30em}}

== Further reading ==
* {{cite book |title=The Great Society Subway: A History of the Washington Metro |first=Zachary |last=Schrag |year=2006 |publisher=Johns Hopkins University Press |isbn=0-8018-8246-X |location=Baltimore, MD }}

== External links ==
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{{Washington Metro}}
{{Transit In DC}}
{{Transit in NOVA}}
{{Authority control}}

[[Category:Orange Line (Washington Metro)| ]]
[[Category:Railway lines in highway medians]]
[[Category:Railway lines opened in 1978]]