Talk:Green Line (Washington Metro)

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This article is within the scope of WikiProject Washington Metro.

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[edit] Let's turn this list around

In the interest of promoting uniformity, I find it would be beneficial to turn the list of Green Line stations around so as to list them from south to north. This would harmonize with the existing sections for the Blue Line, Orange Line, and Red Line, which all list their stations south-to-north and west-to-east.

The Yellow Line is also listed north-to-south, and I am also separately proposing changing that line's station list around to list south-to-north.

[edit] green line shortcut

I'd like to see an article or sub-article on the Green Line Shortcut. I had always heard of it, but living in NoVA and staying mainly on the Orange Line, I never rode it. I'd like to know more about it... --Phil Kirlin 22:09, 20 November 2005 (UTC)

I dunno what more info we can have on it that isn't already here.. what more do you want to know? --Golbez 22:43, 20 November 2005 (UTC)

I tend to agree - there's not that much else to say about it. Trains used the B&E connection to go from the E Route (Green Line) to the B Route (Red Line) and back, and terminated at the pocket track at Farragut North. SchuminWeb (Talk) 18:50, 21 November 2005 (UTC)

Here are some possible questions.

Where is the spur that was once used for the shortcut? Can you see it when you're riding the Green or Red Lines? Can you see it in an aerial photograph?
When it was in operation, did all Green Line trains take it? Did the Green Line ever even stop at Fort Totten? Did the shortcut run in both directions? Did it run all day, or only during rush hour?
Why stop it? Even though the Green Line middle section was eventually finished, it seemed pretty popular. After all, everyone who works in DC works near Farragut North, right? :)
What is a pocket track?

--PKirlin 22:28, 21 November 2005 (UTC)

To answer your questions:

The B&E connection is right around the Fort Totten station. The opening for the Red Line end of it is above ground just south of Fort Totten. There's an interlocking connecting both tracks to a third track that descends underground. That's the B&E track, and they also use it like a pocket track to turn trains around when they terminate trains at Brookland-CUA. On the Green Line side, it's only on Track 1 (Greenbelt side), and it is in the tunnel just north of Fort Totten. As for seeing it from the train, I've not seen it, but I've also not been looking for it.

Whether all Green Line trains took it or not, I don't know. I didn't ride the Green Line too much back then.

Why stop it? It was never intended as a permanent solution, and the connection was not designed for revenue service. Its purpose, along with the A&C connection near the two "Farragut" stations, is to allow trains to be moved to and from the Red Line and the rest of the system. This was also the only connection to the system that the outer Green Line had with the rest of the system before the mid-city segment opened. The purpose of running the commuter shortcut was to get outer Green Line riders to downtown Washington without having to make a transfer at Fort Totten. This is now possible on the Green Line without the shortcut, as riders can go downtown via Gallery Place-Chinatown and Archives-Navy Memorial.

Lastly, a pocket track is a third track connected to both sides that's used for train storage and to turn back trains. Image:WMATA D Route Pocket Track.jpg shows the D Route pocket track. Pocket tracks are regularly used at Grosvenor, Silver Spring, and Mt. Vernon Square. At these stations, the train is offloaded (put out of service), it moves into the pocket track, and then resumes service in the other direction.

Hope that helps! SchuminWeb (Talk) 09:07, 22 November 2005 (UTC)

[edit] WikiProject class rating

This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 15:34, 9 November 2007 (UTC)