hotchpotch/wikipedia-multilingual-ir-pairs huggingface dataset:
國立花蓮高級農業職業學校
國立花蓮高級農業職業學校（英語：National Hualien Vocational High School of Agriculture），簡稱花蓮高農，臺灣花蓮縣花蓮市一所男女兼收的技術型高級中等學校。
國立花蓮高級農業職業學校 足球隊
花蓮高農與宜蘭高中、花蓮高中並列為台灣東部三大高中足球勁旅，曾於2004年榮獲全國中等學校運動會足球賽冠軍，並四度在全國中等學校足球聯賽高男組稱王。
華盛頓地鐵黃線
華盛頓地鐵黃線（英語：）是華盛頓都會區捷運系統的一條路線，大部分的車站與藍線及綠線共用，僅有兩個車站不與其他路線的軌道重疊。
比尔·里特
小奥古斯特·威廉·“比尔”·里特（英語：，1956年9月6日—），出生于科罗拉多州丹佛，是美国的一位政治家，民主黨人，由1990年代開始長期任職丹佛當地的地方檢察官，於2007年至2011年間擔任科羅拉多州州長。
宇宙巡航艦 (遊戲)
《宇宙巡航艦》（日语：，英语：），歐美名稱《黑暗女神》（）是一款由日本遊戲公司科樂美所開發與發行之射擊遊戲，屬於橫向捲軸射擊遊戲《宇宙巡航艦系列》的第一部作品，於1985年5月29日在日本上市。
宇宙巡航艦 (遊戲) 劇情
街機版
美麗的行星·Gradius，突然遭受了Bacterion軍團的攻擊。面臨敵人強大的攻擊，使得瀕臨滅亡邊緣的Gradius星將最後的希望寄託在超時空戰鬥機Vic Viper上。為了擊敗Bacterion軍團，Vic Viper必須前往摧毀敵軍的Zeros要塞。
MSX版
Gradius曆6658年，Bacterion軍團襲擊Gradius，Gradius軍隨展開反擊。詹姆斯波頓（James Burton）少校超時空戰鬥機Vic Viper出擊，與Bacterion軍團展開戰鬥。
宇宙巡航艦 (遊戲) 遊戲系統
本作品建立了日後宇宙巡航机的操作與遊戲系統之基礎，概要如下所示。
操作
能量膠囊
在擊毀特定敵人或是敵人飛行編隊後會出現能量膠囊。紅色膠囊的取得數量可以決定各種裝備的強化、提升，或追加。若是取得藍色能量膠囊，則可以將畫面上的低耐久度敵人瞬間全滅。
能量表
每取得一次紅色膠囊即可提升一格能量表，每一格能量表各自表示一種裝備供玩家選擇。
建
宇宙巡航艦 (遊戲) 移植版本
本遊戲具有以下幾種移植版本：
Wii Virtual Console為FC移植版
任天堂Switch線上服務為FC移植版
Wii虛擬平臺PCE移植版
宇宙巡航艦 (遊戲) 秘技
增強裝備：遊戲進行時，按START鍵，再輸入上、上、下、下、左、右、左、右、B、A，然後再按START鍵，這樣可增加兩個子機+導彈+護罩，不過此秘技使用次數有限，每過一關增加一次使用次數。值得一提是此密碼就是誕生於此遊戲，日後成為習俗出現在柯拿米諸多遊戲上成為「科乐美秘技」，其實原本來自公司測試員橋本和久，他射擊遊戲功力較差很難打通遊戲測試所有可能錯誤，於是寫下這作弊程式方便自己測試品管，不料上市前忘記刪除，之後可能是公司有人外洩或是被玩家試出發現，反而被認為是遊戲公司蓄意設計來體諒遊戲功力差的玩家能打通關看到結局，反而大紅成為一種次文化，公司也從善如流讓其成為全公司遊戲特色。許多玩家誤以為「柯拿米密碼」創始是在魂斗羅然而宇宙巡航艦才是最早帶有此密技的正解。
宇宙巡航艦 (遊戲) 動畫版
沙羅曼蛇BASIC SAGA －冥想的帕歐拉－
詳細請參見沙羅曼蛇：冥想的帕歐拉。
華盛頓地鐵綠線
華盛頓地鐵綠線 (英語：)，是華盛頓地鐵系統的高運量大眾捷運路線；在美國華盛頓特區以及喬治王子縣馬里蘭州內，從分支大道站到绿带站共設有21座捷運車站，亦為華盛頓初期地鐵計劃中最新完成的一條線，也是穿過華盛頓特區的三條南北路線之一；此外，本路線在朗方廣場站到绿带站區間與黃線共用。
華盛頓地鐵綠線 規劃
Plans for rapid transit prior to the creation of WMATA in February 1967 focused on the needs of commuters while neglecting some of the District's less affluent neighborhoods.However, by late 1966, some plans started to include a line along 7th Street in the District of Columbia.The new line was included in WMATA's master plan for its proposed then-101-mile system in 1968.At that time, a Green Line was planned to pass through some of the area's poorest and most transit-dependent neighborhoods and provide them with subway service.Riots following the death of Martin Luther King in 1968 destroyed much of the commercial district around 14th and U Streets, and planners hoped that adding a subway stop in that area would stimulate redevelopment.The original 1969 plan called for a line under 13th Street NW with just two stations. However, in 1970, the District of Columbia Council agreed to pay an additional $3 million to add a third station and reroute the Green Line under U Street, and 14th Street NW.The southern part of the Green Line was originally planned to pass over the 11th Street Bridges to the intersection of Good Hope Road SE and Martin Luther King, Jr., Avenue SE,follow Martin Luther King, Jr., Avenue SE to Suitland Parkway, down Suitland Parkway to Branch Avenue SE, and down Branch Avenue to a terminus at the intersection of Branch Avenue and the Capital Beltway.Public hearings on whether to build a Green Line and the route it should take were completed in 1973,and portions of the line were originally scheduled to open in 1976.However, many delays in construction led to the first Green Line stations not opening until 1991.
華盛頓地鐵綠線 規劃
The downtown segment of the line was originally projected to open in September 1977.Obtaining approval of the District of Columbia and Prince George's County of the exact alignment of the Green Line north of U Street delayed construction. Originally, the ARS called for the line to be placed in the median strip of the planned North Central Freeway,but after that road was cancelled, the route of the replacement subway tunnel became controversial, resulting in years of expensive delays.
華盛頓地鐵綠線 規劃
The tunnel between the Template:Wmata and Template:Wmata stations, including the junction with the future Yellow Line, was built at the same time as the other Metro tunnels in downtown Washington in the early 1970s. During construction under 7th Street and U Street, where the cut-and-cover technique was used, street traffic and pedestrian access on those streets was difficult.That led to the closure of the traditional retail businesses along the route.
華盛頓地鐵綠線 規劃
The southern section of the line was not spared from issues, however. The site of Anacostia station, set for the intersection of Martin Luther King, Jr., Avenue SE and Good Hope Road SE, led to concerns that the station would destroy historic Old Anacostia, and after pressure from the federal government, Metro moved the site of the station to Howard Road SE.
華盛頓地鐵綠線 規劃
By late 1977, Metro had pushed the opening of the Green Line to June 1983.Increasing construction costs and financing problems (caused primarily by the inability of local governments to contribute their share of Metro's funding) led WMATA to consider shifting the Green Line to a more southerly route, along Wheeler Road SE, to terminate near Rosecroft Raceway.Another alternative would have built two Green Lines, one following Wheeler Road SE with a terminus at Southern Avenue and the other following Suitland Parkway to Martin Luther King, Jr., Avenue SE, proceeding northerly along Martin Luther King, Jr., Avenue SE to Good Hope Road SE, and terminating at Good Hope Road SE and Template:Wmata SE (then called "Anacostia Station").
華盛頓地鐵綠線 規劃
In October 1977, WMATA's Board of Directors refused to declare construction of the Green Line a "high priority" (favoring extension of the Red Line to Template:Wmata) although it instructed Metro staff to work on plans to fund the line and to determine its route.Although the United States Department of Transportation approved the Glenmont extension, federal officials were unhappy that Metro had yet to construct the Green Line into Anacostia.
華盛頓地鐵綠線 規劃
In January 1978, a WMATA regional task force approved a Green Line route in Anacostia that followed Martin Luther King, Jr., Avenue and then Wheeler Road down to the Beltway, with a new station added near St. Elizabeths Hospital.Nonetheless, the Prince George's County government successfully demanded in May 1978 for WMATA to choose the Suitland Parkway to Rosecroft route instead.In August 1978, WMATA's Board of Directors recommended to the federal government and its partner state and local governments for the entire 100-英里（160-）-long Metrorail system to be fully built, a proposal that included immediate construction of the Template:Wmata, Template:Wmata, Template:Wmata, and Template:Wmata stations.WMATA announced in November 1978 that it had secured funding to build the Green Line from Gallery Place to Waterfront and that construction was nearly complete on that portion of the line, but that funding did not exist to push the line from Waterfront to Anacostia.Nonetheless, Metro reiterated that it intended to complete the extension by late 1983.
華盛頓地鐵綠線 規劃
Two additional realignments occurred at the north end of the Green Line but with less acrimony. North of Template:Wmata, the line was to have surfaced in the median of the planned North Central Freeway, I-95, and to have proceeded to a point just west of Template:Wmata, with an intermediate station at Chillum. I-95 and Metro would have run through the Northwest Branch Stream Valley Park, but the cancellation of I-95 through the District and out to the Beltway in 1974 meant that it was no longer necessary or appropriate to condemn an I-95-sized swath of parkland just for Metro. WMATA eventually selected a new route that skirted most of the park, and it was federally approved by the mid-1980s. The planned Chillum station was relocated and named Template:Wmata. The other alignment dispute occurred in the Petworth section of Washington and involved whether the tunnel would go under or skirt Rock Creek Cemetery and how to go through its soft-soil burial ground (i) and the least disruptive way under New Hampshire Avenue from Template:Wmata to Template:Wmata. The tunnels eventually skirted the cemetery by using the New Austrian tunnelling method and stacked under New Hampshire Avenue.
華盛頓地鐵綠線 規劃
In December 1978, Metro announced that the new completion date of the Green Line past the Anacostia station to Rosecroft Raceway would be 1987, a year later than anticipated.Metro also announced that cost considerations had forced it to abandon the high-vault ceiling design for all unbuilt stations (except Navy Yard), and that a less-costly design would be used at all unbuilt Green Line stations.By July 1979, despite the release of billions of dollars in construction funds by the U.S. Department of Transportation, Metro had pushed back the construction of the Anacostia station to mid-1985 and the completion of the Branch Avenue extension to late 1986.But construction schedules continued to slip: despite reaffirming its construction schedules in December 1979,Metro announced in January 1980 that completion of the Green Line terminus in Prince George's County would be pushed back six more months to 1987.
華盛頓地鐵綠線 規劃
Even as Metro officially designated Rosecroft Raceway as the Green Line's southern terminus,more than half of Prince George's County's representatives in the Maryland state legislature asked Governor Harry Hughes to review the proposed route after allegations of improper political pressure regarding the 1978 route decision surfaced.Metro officials proceeded anyway in March 1984 with Green Line design and planning, and moved the line's completion date up to late 1986.
華盛頓地鐵綠線 規劃
Funding troubles delayed construction even further. In March 1980, Maryland officials worried that high inflation would leave Metro without enough funds to complete the Green Line, forcing Maryland to bear these construction costs alone.These fears were confirmed in part in September 1980 when Metro announced that inflation had created a $16 million shortfall in its $271 million budget.By now, Anacostia residents were increasingly angry at the repeated delays in building the Green Line. In September 1980, D.C. City Council member Jerry A. Moore, Jr. delivered a petition containing 1,000 signatures from Anacostia residents demanding that construction on the Green Line be sped up.
華盛頓地鐵綠線 規劃
In October 1980, The Washington Post ran a major article asking "What Ever Happened to the Green Line?" in which the newspaper concluded: "The 18.86-mile Green Line, which some argue should have been the first built because it would serve the most disadvantaged sections of the Washington area, is last on the construction list and threatened with extinction."The article confirmed that funds were in place and contracts signed to complete the Green Line to the proposed Anacostia station at Howard Road SE and Martin Luther King, Jr. Avenue SE, but that repeated local opposition in Maryland to the line's actual location had forced planners to delay final siting of the line inside the District of Columbia.Additionally, Maryland businessmen argued that the switch of the terminus from Branch Avenue to Rosecroft Raceway had economically harmed them, and they filed a suit in the United States District Court for the District of Maryland demanding a halt to construction of the Green Line until the line's route could be again reconsidered.
華盛頓地鐵綠線 規劃
The District of Columbia government responded by threatening to veto any further Metro subway construction unless construction of the Green Line was made Metro's highest priority.Twenty-four hours of intense discussions later, Metro agreed to the District government's wishes.Construction began on the Waterfront station, which was largely complete by January 1981.Once complete, the station was used for storage.By December 1980, Metro was still predicting that the Green Line to Anacostia would open in July 1986,but in January 1981, Metro admitted that the line would not open until at least 1990 because of funding constraints.Two months later, Metro estimated the cost of building the Green Line from U Street NW to Anacostia at $175 million.
華盛頓地鐵綠線 規劃
Controversies regarding the siting of the Green Line continued. In May 1980, a group of business owners near the former proposed terminus at Branch Avenue and Auth Road near Marlow Heights sued Metro on the grounds that the decision to change the course of the Green Line was illegal because it had been undertaken without a public hearing (in violation of Metro's rules).In February 1981, Judge Norman Park Ramsey of the U.S. District for Maryland held that Metro did not correctly advertise the hearings at which the change would be discussed.Metro appealed the ruling, and Judge Ramsey did not enjoin Metro from proceeding with construction until the appeal was resolved.The Prince George's County government, however, reaffirmed in April 1981 its support for the Rosecroft Raceway terminus, and Metro promised to hold a public hearing on the issue in June 1981.Shortly thereafter, the civil rights office of the U.S. Department of Transportation sent a letter to Metro warning that the Rosecroft Raceway route could negatively impact two historically black communities nearby.In May 1981, Metro changed its estimate for the opening of the Green Line to Anacostia to early 1988.
華盛頓地鐵綠線 規劃
Prince George's County officials continued to worry that cutbacks in federal funding for mass transit might lead to the cancellation of the four proposed stations in the county (Template:Wmata, Template:Wmata, Template:Wmata, and Template:Wmata).Prince George's County officials vetoed in July 1981 any further expenditure of Metro's construction funds unless Metro diverted $100 million from the Red Line extension in Montgomery County to Template:Wmata and began the immediate purchase of land and rights-of-way in Prince George's County.Metro agreed a month later to the plan, with the provision that $90 million per year would be spent to begin work on the inner-city portion of the Green Line (the Gallery Place, Waterfront, and Navy Yard stations).
華盛頓地鐵綠線 規劃
Metro held its long-awaited hearings over the Green Line's route in October 1981, but only in Prince George's County (not the District).A month later, the 4th Circuit Court of Appeals turned down Metro's appeal.Metro subsequently estimated on December 9, 1981, that the Green Line would reach Anacostia in late 1989.
華盛頓地鐵綠線 規劃
Funding problems delayed construction even further. In February 1982, President Ronald Reagan proposed cutting Metro construction funds by 21.4% to just $295 million a year.Planned Green Line construction constituted 40.5% of Metro's construction budget, and the cuts threatened to cancel the entire Green Line.To African American community leaders, the cuts were evidence that Metrorail was meant for suburban white commuters while inner city African Americans were relegated to taking Metrobus.Despite the funding troubles, Metro planned to seek contractors in March 1982 for a $60 million contract to tunnel under the Anacostia River, a $60 million contract to build the Anacostia station, and a $100 million contract to build the Navy Yard station.However, on March 16, 1982, Judge Ramsey barred Metro from spending any money on the construction of the Rosecroft Raceway route for the southern half of the Green Line.The judge held that Metro had decided to shift the Green Line route without properly advertising the public hearings, which the transit system would now be required to hold again, delaying construction of the Green Line and Anacostia station by at least a year.Although Metro had advertised the hearings, Judge Ramsey said, the advertisements contained the same wording flaws that had precipitated the Maryland lawsuit.Metro subsequently scheduled new hearings for June 1982.
華盛頓地鐵綠線 規劃
Metro officials considered shifting construction funds from the southern Green Line to the northern Green Line in order to start construction on that end of the line,but the D.C. City Council opposed this shift.Metro held the court-ordered hearings in June 1982, at which Prince George's residents argued that they had voted for Metro's 1968 bond issue based on the original Green Line route.Metro promised attendees at the hearing that agency staff would study the Green Line route and issue a report recommending a route, after which construction on the Anacostia River tunnel would begin.The site of the tunnel thus became an issue, with some residents arguing for a tunnel from the Navy Yard under Anacostia Park to Martin Luther King, Jr. Avenue SE, while others wanted the tunnel to take a more northerly route alongside the 11th Street Bridges to Good Hope Road SE.In October 1982, Metro estimated that opening of the Green Line to Anacostia would happen in the "late 1980s",and in November a Metro staff report recommended construction of the Rosecroft Raceway route.
華盛頓地鐵綠線 規劃
Cuts in federal construction funds for Metro again delayed construction. Metro announced in December 1982 that service on the line would not cross the Anacostia River until late 1989 at the earliest.The federal contribution to Metro's construction fund was lowered to $44 million from $95 million for fiscal 1983, and Metro said that it would divert most of that money to dig tunnels from Template:Wmata to Template:Wmata.In February 1983, the Reagan administration proposed cutting Metro's construction budget by $145 million to $230 million, which Metro said would push the opening of the Green Line to 1991.On February 11, 1983, Metro, for the first time in its history, formally announced that (absent full construction funding) it could not build the Green Line, the Red Line from Template:Wmata to Template:Wmata, or the Yellow Line from Template:Wmata to Template:Wmata.
華盛頓地鐵綠線 規劃
As Metro struggled to secure construction funding for the Green Line and Anacostia station, it also struggled to lift the district court's injunction on Green Line construction. Metro asked the court to allow construction of the Navy Yard, Anacostia, and Congress Heights stations pending a decision on the Green Line route in Prince George's County, but the court refused.Judge Ramsey said that Metro's public hearing process was biased and "inadequate".Even as the court refused to let Green Line construction in Anacostia begin, more than 23,000 Anacostia residents signed a public petition demanding that the line be built.Metro declined to appeal Judge Ramsey's latest ruling,and the Prince George's County Council voted to reverse its earlier decision and support the original Green Line route to Branch Avenue.
華盛頓地鐵綠線 規劃
Frustrated by funding constraints and the court injunction, in December 1983 Metro released a proposed "final" system map that showed the Green Line terminating at the Anacostia and Mount Vernon Square stations.
華盛頓地鐵綠線 規劃
In 1984, Metro undertook two steps to secure completion of the Green Line. First, the transit agency hired former U.S. Secretary of Transportation William T. Coleman, Jr. in December 1983 to oversee negotiations with the various entities involved with the siting of the Green Line route and seek a resolution through the U.S. district court.On February 21, 1984, Prince George's County Executive Parris Glendening announced that construction of the Green Line in Prince George's must start by September 30, 1984, or he would begin vetoing Metro spending proposals.At the same time, Metro and Coleman opened negotiations to build the Green Line from the L'Enfant Plaza Station to Anacostia.Advocates of the Rosecroft route, however, warned that they would sue if Metro switched back to the original route.
華盛頓地鐵綠線 規劃
Just four days later, Metro, D.C. and Prince George's County officials, reached an agreement with advocates of both the Branch Avenue and Rosecroft routes to begin construction from L'Enfant Plaza to Anacostia, pending resolution of the line's final route by December 6, 1984.The agreement called for construction of the Green Line to Waterfront station in the summer, siting of the tunnel under the Anacostia River by June 28, and the holding of public hearings on the remaining route between July 18 and August 3.The U.S. Federal District Court approved the agreement on March 7.Following the ruling, Metro announced that it would build the Anacostia station on Howard Road between Martin Luther King, Jr. Avenue SE and the Anacostia Freeway, as well as a new Metro station at the Washington Navy Yard, and would open the Green Line by 1990.Metro asked and won approval from the court to build the Navy Yard and Anacostia stations and the tunnel in June 1984.
華盛頓地鐵綠線 規劃
Metro also began new political efforts to secure funding to complete the transit system. Initially, Reagan administration officials balked at this plan, reiterating that they would not permit Metro to build more than 76.4英里（123.0） of subway.But in June, House and Senate committees passed legislation requiring the Reagan administration to release all funds appropriated for Metro, putting pressure on the administration to rescind its mileage limit.
華盛頓地鐵綠線 規劃
Like all Metrorail stations, Anacostia station was intended to be a major hub for Metrobus service in the area.However, with the Anacostia neighborhood being the poorestand most transit-dependent area in the District of Columbia, changes to bus routes in the area proved highly controversial. As the opening of the Green Line to Anacostia neared, WMATA proposed halving the number of bus routes traveling between Anacostia and the National Archives Building downtown. That would force riders to take the more expensive Metrorail and require many riders to walk several blocks to their destination, rather than the "virtually door-to-door service" that they enjoyed.A total of 25 routes were changed, affecting more than 80,000 riders.
華盛頓地鐵綠線 規劃
Many of the new routes now terminated at the Anacostia station, rather than continuing into downtown Washington.WMATA officials admitted that fares for most Anacostia residents would rise an average of 50%and that Anacostia residents would be forced to pay more and travel farther to access the services (such as doctors) and shopping that most District residents can readily access.To help mediate the impact of the total fare increase on Anacostia residents, WMATA reduced basic bus fares for many routes in the area from $1 to 35 cents.
華盛頓地鐵綠線 規劃
District residents protested the route cuts with a picket line in front of WMATA's downtown headquarters in August 1991.Prince George's County residents were also angered by the changes. They argued that Metro had promised more, not less, bus service and complained that they would be forced to use a rail station located in the District of Columbia's most violent and crime-prone neighborhood.More than 1,000 people packed "raucous" public hearings for three nights in the District and Prince George's County in early September that denounced Metro and claimed that they were "becoming a victim of transportational apartheid."Worried about the impact of the cuts as well as a possible bus boycott, D.C. Mayor Sharon Pratt Kelly announced on September 11, 1991, that she would seek an alternative to the changes proposed by WMATA.Suburban commuters were angry that Metro would keep the bus routes open in Anacostia, at an estimated cost of $4 million, when their bus service had been cut when Metrorail stations opened in their areas;D.C. residents countered that poor African American District citizens could not afford the same transit changes and fare increases that wealthy, white suburbanites were asked to absorb.