hotchpotch/wikipedia-multilingual-ir-pairs huggingface dataset:
華盛頓地鐵綠線 規劃
Calls for a boycott increased in mid-September.On September 16, 1991, declaring that the city paid "40 percent of the Metro subsidy, but we're the last to get service," Mayor Dixon threatened to withhold the District's payment to Metro unless the bus changes were rescinded.Metro officials were angered by Dixon's statement and said that District officials had been involved in the bus route planning process for months.Mayor Dixon proposed on September 20 for Metro to continue to use Anacostia station as a hub but with bus service provided into downtown D.C.The plan, estimated to cost less than $500,000 a year, would require residents to transfer at Anacostia station but would not raise the total fare to more than $1.A month later, Metro's board of directors unanimously agreed to accept Dixon's plan and cancelled all planned route changes in the District of Columbia and Prince George's County.The cost of operating the bus routes totaled $2.5 million annually.The compromise led residents to call off their boycott of Metrobus.
華盛頓地鐵綠線 規劃
Prince George's County, meanwhile, had announced that its county-run buses ("The Bus") would not run to Anacostia Station, as previously promised, drawing outrage from the D.C. representatives on Metro's board.The District of Columbia had spent more than $20 million adding bus bays at the station to accommodate The Bus arrivals.
華盛頓地鐵綠線 規劃
Two months after the Anacostia station opened, WMATA said that a study of bus and rail ridership showed that the unaltered bus routes were costing the transit agency $200,000 a month in lost rail fares.To make up the lost revenue, WMATA said that it would run only two-car trains (the shortest on the system) on the Green Line during slow periods on weekdays and evenings and on Sundays beginning in June 1992.In November 1992, WMATA reported that ridership at the Anacostia station was (on average) 7,500 riders a day, 700 below estimates.WMATA admitted that although riders had made the switch from bus to rail, the lower ridership numbers were caused by the recession, not because of continuing downtown bus service in the area.Metro said ridership on buses in the neighborhood was down significantly, and the transit agency reduced the number of buses on some routes to avoid having empty buses.
華盛頓地鐵綠線 規劃
WMATA first became aware of a rail car shortage in 1988. Although the transit authority knew that it needed at least 98 new rail cars to provide adequate service to the new stations to be added on the Green Line and other lines by 1993, it did not place an order for the cars.Metrorail also suffered from internal squabbling over rail car design, and rail car production had historically been plagued by poor quality and labor strikes—both of which added to construction delays.By September 1990, more frequent breakdowns in the existing, aging rail car fleet heightened the urgency to buy more cars.Officials estimated that the rail car shortage would become critical when the Anacostia station opened.When the Van Dorn Street station opened in June 1991, Metro was forced to run trains every 12 minutes during rush hour rather than every 8 due to the rail car shortage.Eventually, crowding was addressed when additional cars became available by running 8-car trains.
華盛頓地鐵綠線 規劃
Metro also encountered significant problems estimating the number of riders who would board the system at the Anacostia and other Green Line stations. In June 1991, WMATA estimated that just over 15,000 riders on average would board at the Waterfront, Navy Yard, and Anacostia stations.In December 1991, when the Anacostia station opened, Metro had revised that number to 30,700 riders per day (by June 1992).Just a week later, Metro dropped that estimate to only 28,000 riders a day (by June 1992).
華盛頓地鐵綠線 規劃
Even though significant numbers of bus riders in Anacostia had switched to Metrorail by February 1992, WMATA nonetheless began running two- rather than four-car trains on the Green Line on Sundays and during slow periods in order to close a revenue shortfall.
華盛頓地鐵綠線 規劃
Metro finally ordered new rail cars, but the first of the cars were not due to be delivered until February 2001.
華盛頓地鐵綠線 規劃
The January 13, 2001 opening of the final five Green Line stations (Congress Heights, Southern Avenue, Naylor Road, Suitland, and Branch Avenue) significantly worsened overcrowding and service problems on the line. The five new stations added almost 20,000 new riders a day, overwhelming station platforms, jamming trains to capacity, and forcing many riders at Anacostia and other stations up the line to wait as train after train passed them, filled.Metro had estimated that 18,000 riders a day would board from these stations by June 2001.That estimate was exceeded by 2,000 riders a day on the second day the stations were open.
華盛頓地鐵綠線 規劃
By January 24, the number had risen to more than 30,600 per day, three times as many as originally estimated.Angry commuters using the Anacostia, Navy Yard, and Waterfront stations peppered the transit agency with complaints.WMATA claimed that a number of factors contributed to the ridership crunch: the system was experiencing record ridership; two-year-old ridership projections were used; the five stations were opened two months ahead of schedule; the five new stations were opened two months before new rail cars were ready for service; and WMATA offered free parking at the Green Line stations, which drew 12,000 rather than 4,000 riders to the line.
華盛頓地鐵綠線 興建與營運
Construction of the Green Line south from L'Enfant Plaza began in July 1984 when WMATA issued a call for bids to tunnel under the Anacostia River.The firm of Harrison Western/Franki-Denys (a joint venture) was awarded the $25.6 million contract, with construction to begin in December 1984.WMATA delayed awarding the contract after American anti-apartheid activists alleged that a Belgian company with a minority financial interest in Franki-Denys did business with the racist white-led government of South Africa, but after the links were discovered to be extremely minor the contract was awarded.
華盛頓地鐵綠線 興建與營運
The debate over the route for the remainder of the Green Line was finally resolved in December 1984. Residents and D.C. government officials asked WMATA to build stations at Congress Heights and Southern Avenue in order to promote economic development and provide service to St. Elizabeths Hospital and Greater Southeast Community Hospital.In December 1984, WMATA's Board of Directors agreed to return the Green Line to its original route, and build the Congress Heights and Southern Avenue stations.The U.S. district court approved WMATA's decision and dissolved its March 1982 injunction, which had barred construction of the $483 million southern Green Line (now estimated to cost $132 million more than the Rosecroft route).
華盛頓地鐵綠線 興建與營運
Funding for Green Line construction fell into place in 1985. Pressured by the previous year's Congressional action, the Reagan administration sought to provide WMATA with $250 million a year for four years to expand the system to 89.5英里（144.0）, a plan which would not fund construction of the system beyond the proposed Southern Avenue station.
華盛頓地鐵綠線 興建與營運
Construction on the line started in 1985. Survey and clearing work for the twin 2,500-foot (762 m) Anacostia River tunnels began in March 1985.A 24-foot (7.32 m) long, 19 foot (5.8 m) diameter tunnel boring machine built by the Hitachi Zosen Corporation was shipped to the U.S. to drill the tunnel, which required boring techniques "so novel that they have never before been used in the eastern United States."The tunnel boring machine ate through "T5" (relatively fine sand mixed with gravel and boulders which occasionally required workers to physically break the boulders apart) and clay formations about 50英尺（15） beneath the riverbed.The walls of the tunnel were lined with concrete as the machine moved.Liquid nitrogen was used to harden the ground where the inbound tunnel reached the northern side of the Anacostia River, to lessen the possibility of cave-ins due to the wet earth.
華盛頓地鐵綠線 興建與營運
The completion date for the two tunnels was estimated at late 1987.WMATA engineers also inspected the mothballed Waterfront stationand found it to be still structurally sound (although water needed to be pumped from the station).However, some repairs to the tunnel between L'Enfant Plaza and Waterfront needed to be made.Construction of the tunnel from Waterfront to Navy Yard was set to begin in September 1985, construction of the Navy Yard station in early 1986, and linkage with the Anacostia River tunnels shortly thereafter.The two new Green Line stations were expected to open in 1990.In October 1985, WMATA awarded the $24.9 million contract to excavate the tunnel between the Waterfront and Navy Yard stations to Harrison Western Corp.WMATA's board awarded a $41.5 million contract for the construction of the Anacostia station to Kiewit Construction Co. in June 1985, and said the station would open in 1990.Ground was broken at the site on September 21, 1985.
華盛頓地鐵綠線 興建與營運
Funding for construction of the Green Line was threatened again in 1986. WMATA needed $2 billion in construction funds, but Congress was threatening to cut WMATA's funding by up to 26% to $184.5 million a year for four years.Congress approved $227 million for 1986 in December 1985,but the Reagan administration said that it would cut off all funding thereafter.WMATA appealed directly to President Reagan to release $400 million in funds already appropriated,but administration officials said WMATA had more than enough money to complete the Green Line.Prince George's County officials threatened to sue Metro as well as block all further construction spending in March 1985 unless WMATA agreed to use its existing funds to build the Green Line into their county.WMATA officials reacted in June by stretching out construction of the Green Line and Anacostia station to 1991.After lengthy negotiations (which included state and local guarantees to pay for cost overruns or funding shortfalls, penalties for defaults, and the imposition of two external financial monitors) and heavy pressure from Congress, Reagan administration officials released the $400 million on July 16, 1986.
華盛頓地鐵綠線 興建與營運
With the funds released, construction on the Green Line proceeded quickly. In November 1986, WMATA awarded a $36.2 million contract to Mergentime Corp. to build the Navy Yard station.A month later, WMATA awarded a $19.5 million contract to excavate a tunnel from the Navy Yard Station to the tunnels being built under the Anacostia River.On March 23, 1986, the second of the two 2,450-英尺（750-）, concrete-lined tunnels under the Anacostia River was completed.With the tunnels finished and other contracts awarded, WMATA announced yet another revised timeline for opening the Green Line in April 1987. The transit agency estimated that the Template:Wmata, Shaw, and Template:Wmata stations would open in late 1990, the Mount Vernon Square to Anacostia link in late 1991, and the Template:Wmata to Template:Wmata link by 1994.In January 1988, WMATA awarded a $179.1 million contract to build the Green Line from Fort Totten to Greenbelt, and a $6.9 million contract to complete the Waterfront station.In December 1988, WMATA reaffirmed that the Waterfront, Navy Yard, and Anacostia stations would open in late 1991.
華盛頓地鐵綠線 興建與營運
Beginning in 1989, WMATA sought funding to extend the Green Line beyond the Anacostia station and to operate the Green Line. Metro asked Congress to authorize $2.16 billion over 10 years to complete the 103-英里（166-） system, as well as appropriate the remaining $193 million from the transit agency's original 1980 authorization to complete the Green Line from Anacostia to Template:Wmata and link the Green Line internally between U Street and Fort Totten.Although the Bush administration opposed the request,Congress provided $2.025 billion.Only the stations at Template:Wmata and Branch Avenue remained unfunded.
華盛頓地鐵綠線 興建與營運
By mid-1991, however, falling inflation had reduced WMATA's construction costs so much that the agency said it could build the two final Green Line stations in Prince George's County without asking Congress for additional money.WMATA also proposed spending money almost three times faster up-front to accelerate its construction schedule, a move which would be more than compensated for by savings in out-years.Prince George's County officials threatened to block all further Metrorail construction unless they received guarantees that the stations in their county would be built.Funding for the remaining seven Green Line stations in the District and Prince George's remained in doubt as of August 1991, with District officials saying that it made sense to build the Template:Wmata and Template:Wmata stations and Prince George's representatives demanding that the three stations in their county be completed.WMATA said that it had so little money it could not fund 16 critical small construction projects, among them security gates at the Navy Yard and Waterfront stations and parts for escalators at the seven new Green Line stations in D.C. and Prince George's County.The funding impasse was broken in November 1991 when local and state governments agreed to roughly triple their contribution to Metro's construction costs by 1994 to complete the entire system.
華盛頓地鐵綠線 興建與營運
The first WMATA budget which contained funds for operating the Green Line was proposed in December 1989. The budget presumed a December 1, 1990, opening for the Mt. Vernon Square, Shaw–Howard University and U Street–Cardozo stations, and requested funds to test the soon-to-open Green Line from Gallery Place–Chinatown to the Anacostia station.The budget also projected that this section of the line would open in 1991, and that new Metrobus service will be added in Prince George's County to bring commuters to the new station.
華盛頓地鐵綠線 興建與營運
The opening of the Green Line was significantly delayed, however, when in May 1990 WMATA fired the contractor building the Shaw–Howard University and U Street–Cardozo stations. Mergentime/Perini Joint Venture, the contractor working on the stations, had violated its contract with WMATA by reducing the workforce on the project, not meeting project deadlines, and permitting unsafe working conditions to persist.Mergentime/Perini denied the accusations.Although similar problems plagued Mergentime/Perini's work on the Navy Yard station, WMATA did not fire the joint venture company from that project.WMATA said that the problems would delay the Green Line's opening until at least the late spring of 1991.
華盛頓地鐵綠線 興建與營運
In August 1990, WMATA hired the Perini Corp. as the new contractor, and required the company to finish the job and rebuild the streets in the area, setting a new Green Line dedication of December 1991.Federal monitors overseeing WMATA's spending, however, issued a report in August 1990 accusing WMATA of poor financial oversight of the project and blamed the transit agency for the delays and problems Mergentime/Perini confronted.Mergentime/Perini sued WMATA, claiming that it was improperly dismissed from the project.
華盛頓地鐵綠線 興建與營運
The cost of testing and operating the Green Line left WMATA struggling financially. These costs (along with costs associated with extending and operating the Blue Line to Template:Wmata) forced WMATA to cut 335 jobs as well as supplies, travel, overtime, and temporary employee budgets.Although ridership was projected to rise 3.8% to 260 million trips in the coming year,the increased revenue was not expected to cover the costs of operating the new lines and stations.Mount Vernon Square, Shaw–Howard University, and U Street–Cardozo stations opened on Saturday, May 11, 1991.
華盛頓地鐵綠線 興建與營運
Construction of the Green Line past Anacostia station was complicated by the discovery of a potential toxic waste site in the path of the subway. In June 1991, WMATA discovered that the District of Columbia had dumped 426,000 tonsof possibly hazardous incinerator bottom ash in an unused exposed culvert along the subway's potential path near St. Elizabeth's Hospital between 1977 and 1989.The city continued to dump the ash at the site for four years after it learned that WMATA planned to use the site for the Green Line.Experts were concerned that the ash dump contained pockets of methane gas and soluble acid, which would make the site unusable by Metrorail.
華盛頓地鐵綠線 興建與營運
Maryland officials used the discovery to press yet again for realignment of the Green Line and abandonment of the planned stations at Congress Heights and Southern Avenue in favor of construction of the stations at Template:Wmata, Suitland, and Branch Avenue.The proposal led to public protests against the Maryland plan in Anacostia, and heated arguments on the WMATA board of directors.In an initial report in June 1991, WMATA determined that ash posed no environmental risk,although there were concerns that the level of pollutants would prevent any excavated material from being accepted by landfills in D.C., Maryland, or Virginia.A final environmental report in November 1991 found that the ash was not hazardous, but would need to be removed at a cost of $1 million.
華盛頓地鐵綠線 興建與營運
The Green Line from L'Enfant Plaza to Anacostia opened as scheduled on December 28, 1991.Ridership expanded rapidly on the Green Line. In the first workweek of the year, more than 8,000 riders a day boarded at the three stations in Southeast D.C. (more than 5,000 of them at Anacostia), exceeding WMATA's estimates,and nearly 10,000 riders were boarding each day at the three stations by the third week of January.
華盛頓地鐵綠線 興建與營運
Construction of the Green Line near Berwyn Heights, Maryland resulted in the creation of Lake Artemesia. In 1976, WMATA removed sand and gravel needed for construction from open space adjacent to the Green Line. In exchange, WMATA paid to develop the area as a lake surrounded by a park.
華盛頓地鐵綠線 興建與營運
The Green Line stations at 綠帶站, 學院公園-馬里蘭大學站, 喬治王子廣場站, and 西海恩茲維爾站 opened in December 1993.Almost two years later, WMATA broke ground on the Suitland, Naylor Road, Southern Avenue, and Congress Heights stations, a $900 million project which would complete the final 6.5英里（10.5） of the originally-planned 103-英里（165.8-） Metrorail system in late 1999.The outbound tunnel to Congress Heights was completed in June 1998.The Georgia Avenue–Petworth and Columbia Heights stations were completed in September 1999, three months ahead of schedule.The Green Line's final five stations opened on January 13, 2001.
華盛頓地鐵綠線 興建與營運
Service on the Green Line tracks began on May 11, 1991 on three stations between U Street and Gallery Place–Chinatown. Initially, all trains through this section were run as Yellow Line trains terminating at Template:Wmata. The Green Line formally began on December 28, 1991, with three stations south of L'Enfant Plaza to Anacostia. At this time, Yellow Line service north of Mount Vernon Square was discontinued and those stations were served only by the new Green Line. The four-station branch north of Fort Totten to Template:Wmata opened on December 11, 1993. The two segments were connected on September 18, 1999, with two stations opening, and the last five stations south to Branch Avenue opened on January 13, 2001, completing the original 101-英里（163-） Metrorail system.
華盛頓地鐵綠線 興建與營運
After the branch north of Fort Totten opened, the Green Line Commuter Shortcut began as a six-month experiment on January 27, 1997, allowing passengers to get on a train on the Green Line segment during rush hours and travel as far as Template:Wmata on the Red Line without having to switch trains at Fort Totten; a transfer was needed during off-peak hours. This was accomplished by utilizing a single-track spur (B & E connection) between the Green and Red Lines near (and bypassing) Fort Totten station. This shortcut was so well-received that it was continued until September 17, 1999, when the mid-city portion of the Green Line was completed.
華盛頓地鐵綠線 興建與營運
In 2006, WMATA board member Jim Graham and D.C. Mayor Anthony A. Williams proposed re-extending Yellow Line service to Template:Wmata or even to Template:Wmata, which was the originally planned northern terminus for the line. Their proposal did not involve construction of any new track, because either extension would run along the same route as the existing Green Line and would thus relieve crowding on that line. Suburban members of the board initially resisted the proposal. Through a compromise that also increased service on the Red Line, on April 20, 2006 the WMATA board approved a Yellow Line extension to the Fort Totten station during off-peak hours. An 18-month pilot program began on December 31, 2006, at a cost of $5.75 million to the District of Columbia.At the end of the pilot, the program was extendedand as of April 2019, is operational today.
華盛頓地鐵綠線 興建與營運
From March 26, 2020 until June 28, 2020, trains were bypassing Template:Wmata, Template:Wmata, and Template:Wmata stations due to the 2020 coronavirus pandemic.All stations were reopened beginning on June 28, 2020.
華盛頓地鐵綠線 興建與營運
Between May 29 to September 6, 2021, all Green Line trains terminated at Template:Wmata due to the platform improvement project which closed stations north of Fort Totten. Shuttle buses were provided to the closed stations.
華盛頓地鐵綠線 參考資料
Edleson, Harriet and Lindroth, David. The Little Black Book of Washington, DC: The Essential Guide to America's Capital. White Plains, N.Y.: Peter Pauper Press, 2007. ISBN 1-59359-868-8
La Vigne, Nancy G. "Safe Transport: Security By Design on the Washington Metro." In Preventing Mass Transit Crime. Ronald V. Clarke, ed. Monsey, N.Y.: Criminal Justice Press, 2002. ISBN 1-881798-28-3
寡醣
寡糖（oligosaccharide）又稱低聚醣，是指由少量单糖聚合而成的碳水化合物，其包含的單醣分子數量在學界中定義不一，可為3-10個，或由2-6個單醣分子聚合而成（此定義下雙糖屬於寡糖）。
寡糖普遍存在於動物細胞的細胞膜，具有多種生理功能，例如細胞識別和細胞黏附等。
寡醣 寡糖的效用
根據營養專家及許多醫學研究，寡糖有類似水溶性膳食纖維的功能，能促進腸蠕動，改善便秘、腹瀉等問題。原因是人體小腸只能不完全消化寡醣，因此寡醣未能消化的部份會讓腸道的菌落利用，因而改變腸道生態，使人體消化道菌叢生態正常化，並增加有益菌數，幫助改善腸的正常消化及運動，減少毒素吸收、預防腸癌、腸炎等的發生率，且能改善血脂水平。
臨床研究亦發現施予果寡糖、半乳寡醣及菊粉可增加結腸益菌的數目，並同時減少害菌數量。
雖然寡醣甜甜的，但因為分子較大，細菌不容易分解利用，所以不會引起蛀牙。而且因為寡糖是難消化性，攝取後血糖值不會增高，對於糖尿病患及怕胖又想吃甜者可適量攝取。
2021年，中国学者杜志强博士和通讯作者方诩撰写的论文《Lacto-N-biose Synthesis via a Modular Enzymatic Cascade with ATP Regeneration》发表在《iScience》上。该研究通过多酶级联耦合技术，使得乳-N-二糖转化率从0.34提高到0.83 mol/mol GlcNAc，并且大幅度减少了昂贵的原料ATP使用量。
寡醣 例子
果寡糖（FOS），一種可在很多蔬菜找到的寡糖，是由數個果糖單體聚合而成的分子。相比同是由單體果糖聚合而成的多醣菊粉，果寡糖的聚合度比較低，分子亦比菊粉小。半乳寡醣（GOS）亦可在大自然發現，是由數個半乳糖聚合而成的寡醣。人類只能夠不完全消化這些寡醣。
在自然界中，寡醣經常作為醣蛋白和糖脂的組成部分，並經常有辨別化學物質或細胞的功能。此外，亦有一些寡醣，如棉子糖，被部分植物物種用作儲備或運輸。
金霉素
金霉素（Chlortetracycline），也被称为“氯四环素”，是第一个被发现的四环素类抗生素。于1945年被Benjamin Duggar博士从密苏里大学的桑博试验田采集的土壤样本中分离得到的金色链霉菌（）中发现，因而得名“金霉素”。
抗菌范围广泛，对多种细菌、某些立克次体、支原体、螺旋体和原虫都有抑制作用；主要用于对青霉素有耐药性的细菌性感染，如肺炎和葡萄球菌败血症、斑疹伤寒、支原体肺炎、阿米巴痢疾等。
口服后容易引起胃肠道反应如恶心、呕吐、腹泻等；另外金霉素等广谱抗菌素在较长时间使用中，由于敏感细菌被消灭，引起不敏感细菌或真菌大量繁殖，可导致葡萄球菌、念珠菌等二重感染。
金霉素能与tRNA结合，从而达到抑菌的效果。常作为兽药被用于治疗猫的结膜炎。
臺中市立惠文高級中學
24°09′07″N 120°38′26″E﻿ / ﻿24.152028357526596°N 120.6404778128518°E﻿ / 24.152028357526596; 120.6404778128518
臺中市立惠文高級中學（簡稱惠文高中、惠高、惠中）為台灣臺中市南屯區的一所市立完全中學。
臺中市立惠文高級中學 歷史
建校之時由地方士紳、民意代表、臺中市政府官員及學區中小學校長初選了「大墩中學」、「南屯一中」及「惠文中學」三個校名，裁決命名為「惠文中學」。
馬亞爾II
馬亞爾II（M31的G1），也稱為NGC-224-G1、SKHB 1、GSC 2788:2139、HBK 0-1、M31GC J003247+393440或仙女的星團，是一個繞著M31，也就是仙女座星系的球狀星團。
它的位置在距離仙女座星系核心130,000光年（40Kpc），並且是本星系群中絕對星等最亮的球狀星團，視星等為13.7等。G 1的質量被認為是半人馬座ω的兩倍，並且在核心可能有中等質量的黑洞（∼ 2×104 M⊙）。
它是由尼古拉斯馬亞爾（Nicholas Mayall）和O.J. Eggen在1953年首度從帕洛馬山天文台48吋施密特望遠鏡在1948年拍攝的乾版上檢出的。
由於恆星金屬量的分布很廣，包含了數個世代的恆星和許多的恆星創生时期，顯示經歷了數個世代的恆星創生，所以許多人認為他不是個真正的球狀星團，而是被仙女座星系吞噬的矮星系殘留下的星系核心殘骸。
埃及航空648號班機劫機事件
埃及航空648號班機劫機事件是發生於1985年11月23日，三名阿拉伯恐怖分子劫持埃及航空648號班機欲前往利比亞的事件。
埃及航空648號班機劫機事件 經過
1985年11月23日當地時間20時5分，埃及航空一架波音737-266客機從希臘雅典國際機場起飛，目的地為埃及開羅。起飛15分鐘後，坐在前排的一名巴勒斯坦青年和其後排的一名埃及青年突然站起來，並掏出槍和手榴彈，說：“不許動！飛機被我們接管了！”，随即戴上面具。站在駕駛室旁的第3名恐怖分子衝進駕駛室，用槍命令機長飛往利比亞。機長稱燃料不足，劫機者命令改飛馬耳他。2小時11分鐘後，飛機於盧加機場降落。
埃及航空648號班機劫機事件 談判
飛機停下後，恐怖分子先後將多名人質殺死，並提出加油的要求，但馬耳他方面卻拒絕。談判開始時，劫機者只同意與利比亞方面談判，利比亞大使在機場指揮塔通過無線電對講機只重覆利比亞政府的態度：“由於發生流血事件，利比亞不願接受這架客機”。
埃及航空648號班機劫機事件 突襲
談判結束後，埃及政府決定採取突襲行動，派出25名突擊隊員飛往馬耳他；美國亦派出3名反恐專家予以協助。24日晚上8時15分，埃及總统穆巴拉克正式下達突襲命令，整個拯救人質的行動持續約10分鐘。然而在突襲期間由於錯誤判斷，使得機上56名人質（54名乘客以及2名機組人員）在突襲中遭到誤殺。兩名劫機者也在突襲期間被擊斃。
埃及航空648號班機劫機事件 傷亡
事件最後造成60人死亡，28人受傷，其中2人被劫機者殺死，其餘58人（包括兩名劫機者）在解救人質中被擊斃。由於交戰過程中曾投擲多枚手榴彈，導致飛機損毀嚴重而報廢。