hotchpotch/wikipedia-multilingual-ir-pairs huggingface dataset:
陳樹曦 生平
陳樹曦從北平交通大學鐵路管理學院畢業後，即投入鐵路工作，在1948年自大陸來台。來台大約半個月，台灣省政府改組台灣鐵路管理委員會為台灣鐵路管理局，郎鍾騋被派任首任局長，費驊任副局長時，擔任運務處長。1961年，陳樹曦升任台鐵副局長。
1968年，陳樹曦接替林則彬，成為台鐵局長。陳於台鐵局長任內獲得世界銀行貸款，大幅推動鐵路建設，完成鐵路號誌自動化。1972年，陳轉任台灣省交通處長，期間規劃北迴鐵路、鐵路電氣化；興建蘇澳港、台中港。1978年，陳再轉任交通部政務次長，直至1984年退休。
陳樹曦 去世
2012年1月，陳樹曦在美國舊金山過世，享年103歲。
南北大道北段
南北大道北段，编号：E1（馬來語：，英語：），或亚罗士打－槟城大桥－吉隆坡路线，是马来西亚最长南北大道的北段路线，与南北大道南段连接，并往北延伸，纵贯马来西亚半岛中、北部四个州：雪兰莪，霹雳，槟城和吉打。
南北大道北段 时速限制
南北大道大部分路段的最高时速限制为每小时110公里（每小时68英里）。北段路线当中，有标示较低最高时速限制的包括：
南北大道没有标示最低速度限制，如同其他高速公路，南北大道禁止于路中停车。
刘志轩
刘志轩（1991年1月7日—），男，辽宁营口人，中国职业篮球运动员，现效力于CBA的苏州肯帝亚。
他曾代表中国国家篮球队参加2016年FIBA亚洲挑战赛以及2018年亚洲运动会篮球比赛。
孙达成
孙达成（1813年—1888年3月23日），譜名观林，字达成，号道川，廣東香山翠亨乡（今中山市南朗镇翠亨村）人。孫文、孫眉之父。
孙达成 生平
父親孫敬賢依寡母為生，篤信堪輿，醉心術士風水之說，常遊山玩水，致家道中落。
孫家到孫達成時代，祖先遺留下之耕地已所剩無多，他在翠亨村無法謀生，1830年他到澳門一所鞋店當學徒:275。孫達成當少年時代，能本自己嚴整觀念、優美天性，拋去縫工生涯，回到翠亨田野間做勞苦工:20。
1844年，孙达成返回家乡务农。两年后與翠亨村東北約4公里、廣府人聚居之崖口鄉隔田村杨胜辉之女楊氏结婚，生下三男三女。佃耕為業。由於生活贫困，为补家计，早晚替人补鞋，兼做更夫，村中有人办红白事孙达成也常去帮忙。
1854年孫達成42歲返回翠亨村成親:275，與位於翠亨村東北約4公里、廣府人聚居之崖口鄉隔田村楊勝輝家女兒(楊太君)結婚:85。孫達成既種水稻也種番薯，但一家大小平常都是吃番薯，又為村人補鞋為副業，待1866年孫中山出生，孫達成還必須在晚上打更幫補，白天種地晚上打更，日夜不得休息:286。
孙达成 生平
1854年底，長子(孫眉)誕生。1866年孫達成53歲，第五個孩子(孫中山)誕生。
1864年3月，以兄弟三人名义订立批垦孙氏祖产径蓢税山埔种植果树合约，但立约后孙学成和孙观成先后去世，最终计划未能实现。1888年3月23日，孙达成去世，享年75岁。
孙达成 家族世系圖
孫中山的族譜跟大部份廣東人一樣，引用了南宋粵北南雄珠璣巷的傳說，此無法證實。孫祖先系出金陵，其遠祖孫固，宋代進士:258。元末大亂，玄孫常德乃遷至廣東南雄珠璣巷，不久沿廣東北部珠江流域之北江南下，最後定居於東莞縣之圓頭山鄉，是為來粵之一始祖，稱一世祖:258。二世祖貴華移居同縣瀕珠江東岸之長沙鄉:258。至明代，五世祖禮贊已嫌長沙鄉人多，耕地不足，無法謀生，遂橫渡珠江往西岸香山縣之涌口村定居:258。到十一世祖瑞英，涌口村又患人滿，乃於清代乾隆時期西移尋原始土地開墾以謀生，到當今翠亨村邊緣之逕仔蓢開基:258。孫文的二個叔父孫學成（1826年—1864年）、孫觀成（1831年—1867年）早年因貧遠赴他鄉做工謀生，在孫出生前後因病去世:6。
王家閔
王家閔（1983年11月8日—），臺灣男子羽毛球運動員，五次中華民國全國羽球排名賽混雙冠軍，國立體育大學球類運動技術學系專任教練。
王家閔 簡歷
2005年11月，王家閔與搭檔王沛蓉晉級中華台北羽球公開賽準決賽，最終以直落二（7-15、1-15）敗於跨國組合吳俊明/程文欣。
2008年9月，王家閔/王沛蓉再次晉級中華台北羽球公開賽準決賽，並以直落二（12-21、16-21）敗於同為合庫隊友的方介民/程文欣，第二度止步四強。同月底，兩人前往澳門參加澳門羽球黃金大獎賽，最終在準決賽以0比2（15-21、17-21）敗於中國的徐晨/趙芸蕾。
2010年4月，王家閔/王沛蓉在越南羽毛球國際賽決賽中，以0比2（21-23、13-21）敗於新加坡組合亨德利·庫爾尼亞萬·薩帕特拉/梁語嫣，斬獲亞軍。
第一三共
第一三共（日语：／ daiichi sankyō */?）是一家日本跨國制药公司，也是日本第二大制药公司。它在2019年实现了9818亿日元的收入。该公司拥有美国生物技术公司Plexxikon、美国制药公司American Regent、德国生物技术公司U3 Pharma，最近还出售了印度的Ranbaxy Laboratories。Daiichi Sankyo Co., Ltd.是血管紧张素II受体拮抗剂、美国畅销药物Benicar（奥美沙坦）的生产商。奥美沙坦2013年的全球销售额为3002亿日元。
Daiichi Sankyo, Inc.于2006 年开始在美国运营。它是Daiichi Sankyo Company, Limited的美国子公司，也是第一三共集团的成员。该组织包括美国商业运营和全球临床开发，总部位于新泽西州巴斯金里奇。
Daiichi Sankyo Europe, GmbH是欧洲子公司，总部位于德国慕尼黑。该组织负责 12 个欧洲国家的开发和制造。
Daiichi Sankyo Company, Limited是欧洲制药工业协会联合会和国际药品制造商协会联合会的正式成员。
第一三共 历史
第一三共成立于2005年，由总部位于日本的百年制药公司三共制药和第一制药合并而成。三共制药由获得肾上腺素分离专利的高峰让吉博士创立。
1913年3月至1922年7月，高峰还是三共株式会社的第一任总裁。1990年，三共收购了总部位于慕尼黑的制药公司Luitpold-Werk Group。2019年，Luitpold以其美国Regent品牌更名。American Regent，现位于美国，是第一三共的子公司。
蔡曉芳
蔡曉芳（英文： Tsai, Hsiao-Fang）（1938年8月30日—2024年4月7日）台灣陶藝家，出生於台中縣清水，青少年時期所學為電機科，家中兄長有與藝術相關，1962年參與中國生產力中心與貿易中心所舉辦的第一屆窯業工程人員訓練班，之後從事陶藝行業，擅長研發仿古釉色、仿古造型，1976年起與國立故宮博物院開始合作，研究歷代古董瓷器的形制與釉色。
蔡曉芳 學歷與陶藝之路
受教於清水國小、彰化中學、台北工專電機科。1962年進入中國生產力中心與貿易中心所舉辦的第一屆窯業工程人員訓練班，成為台灣陶瓷產業第一批專業人員。1963年進入北投王冠窯業瓷磚窯業工廠擔任技術課長。1964年赴日本國立通產省名古屋工業技術試驗所陶瓷部深造，師事加藤悅三（kato）、金岡繁人（Kaneoka）等人。1975年於北投開始成立曉芳窯。
蔡曉芳 故宮合作仿古瓷器
1976時期，與國立故宮博物院當時瓷器組組長董依華相識，成為破例可近距離賞析故宮古董珍品瓷器的陶藝家。1983年起，應故宮博物院前院長蔣復璁先生之請，仿製五代、宋元明清之文物。十餘年來作為故宮陳設展覽之用，另多次隨故宮海外展覽展出。1984年，接受故宮委託為其製作三希堂復古茶具，之後再應故宮之請承制乾隆書房內大部分之陶瓷陳設。2000年，接受故宮之委託製作千禧年紀念龍鳳千禧盤，以為其贈禮之用。2004至2006年間，應故宮博物院之邀，為北宋汝窯大展接受專訪及製作紀念瓷片。
華盛頓都會區交通局
華盛頓都會區交通局（英語：，簡稱WMATA /wəˈmɑːtə/ wə-MAH-tə），又稱為Metro，是一個橫跨两州以及华盛顿哥伦比亚特区的政府組織，負責營運華盛頓都會區的交通服務。交通局由美國國會成立，作為華盛頓特區、馬里蘭州以及維珍尼亞州的跨州合伙。
交通局設有華盛頓地鐵、都會巴士以及都會無障礙服務。機構也是公私營合作當作的一部分，營運華盛頓特區循環線巴士服務。交通局還有自己的警隊，都会运输警察局。
交通局的董事局分別有來自華盛頓特區、馬里蘭州、維珍尼亞州以及美國聯邦政府的有投票權代表各兩名。每個地方政府也會委任兩名替補代表。交通局沒有徵稅部門，其資金投入和營運資助依賴地方政府。
除了繼續營運已有的服務以外，交通局亦參與地區交通規劃，並為其系統進一步擴展。這些項目包括地鐵銀線延長至杜勒斯機場、华盛顿特区电车在華盛頓特區和維珍尼亞州北部的路線，以及馬里蘭州市郊轻轨紫线。
華盛頓都會區交通局 歷史
Starting in the mid-19th century, the Washington area had been served by a variety of private bus lines and streetcar services, including extensions of Northern Virginia trolleys. Over time, most were absorbed into the Capital Transit Company, formed on December 1, 1933, by the amalgamation of the Washington Railway, Capital Traction, and Washington Rapid Transit. Financier Louis Wolfson acquired the company in 1949 but had his franchise revoked in 1955 amidst a crippling strike. Congress then awarded a 20-year concession to O. Roy Chalk on the condition that he replace the city's remaining streetcars with buses by 1963. The company was thereafter known as DC Transit.
華盛頓都會區交通局 歷史
In that same year, the Mass Transportation Survey attempted to forecast both freeway and mass transit systems sufficient to meet the needs of the Washington area in the year 1980. In 1959 the study's final report called for the construction of two rapid transit subway lines in downtown Washington. Congress responded to the report by enacting the National Capital Transportation Act of 1960 to coordinate future transportation planning for the area. The act created a new federal agency called the National Capital Transportation Agency (NCTA). However, the 1959 report also called for extensive freeway construction within the District of Columbia. Residents successfully lobbied for a moratorium on freeway construction in what became part of a movement called the "freeway revolts."
華盛頓都會區交通局 歷史
The NCTA's November 1962 Transportation in the National Capital Region report included a proposal for an 89-mile (143 km), $793 million rail system. The total cost of the proposed highway and rail system was less than the 1959 plan due to the elimination of controversial freeways. The plan was supported by President Kennedy, but opposed by highway advocates in Congress who reduced the rail system to only 23英里（37） within the District of Columbia. However, that proposal was defeated in Congress shortly after President Kennedy's death. The Urban Mass Transportation Act of 1964 passed Congress, which promised 66% federal funding for urban mass transportation projects. Encouraged by the new act, the NCTA recommended the formation of a private entity or a multi-state authority to operate the system using more non-federal funds. On September 8, 1965, President Johnson signed the National Capital Transportation Act of 1965 approving the construction of a 25-英里（40-） rapid transit system.
華盛頓都會區交通局 歷史
The NCTA negotiated with Virginia, Maryland and the District of Columbia for the formation of a new regional entity. The authority was created by an interstate compact, a special type of contract or agreement between one or more states. Pursuant to the Compact Clause of the U.S. Constitution, any such compact must be approved by Congress. After the Washington Metropolitan Area Transit Authority Compact was approved by the Maryland General Assembly in 1965, and passed through the Virginia General Assembly and Congress in 1966, WMATA was founded on February 20, 1967.
華盛頓都會區交通局 歷史
As a government agency, the compact grants WMATA sovereign immunity by all three jurisdictions in which it operates, and except for certain limited exceptions, the authority cannot be successfully sued unless it waives immunity. Under the provisions of the compact, the authority is legally incorporated in the District of Columbia, where WMATA maintains its headquarters.
華盛頓都會區交通局 歷史
WMATA broke ground for its train system in 1969. The first portion of the Metrorail system opened March 27, 1976, connecting Farragut North to Rhode Island Avenue on the Red Line. The 103英里（166） of the original 83-station system was completed on January 13, 2001, with the opening of Green Line's segment from Anacostia to Branch Avenue.
華盛頓都會區交通局 歷史
WMATA's bus system is a successor to four privately owned bus companies. While WMATA's original compact provided only for rail service, by 1970 the need for reliable bus services to connect passengers to rail stations led to calls for authority to overhaul the entire bus system as well. The compact was amended in 1971, allowing the authority to operate buses and take over bus companies. After months of negotiation with Chalk failed to produce an agreed price, on January 14, 1973, WMATA condemned DC Transit and its sister company, the Washington, Virginia and Maryland Coach Company and acquired their assets for $38.2 million. On February 4, it acquired the Alexandria, Barcroft and Washington Transit Company, which operated in Northern Virginia, and the WMA Transit Company of Prince George's County for $4.5 million. While AB&W and WMA Transit were in better financial condition than DC Transit, their owners did not wish to compete with a publicly owned bus system, and requested a takeover.
華盛頓都會區交通局 歷史
In 1979, an organization known as Metro 2001, Inc., planned to write a history of the development of the Metro system for WMATA using such documents as Congressional hearing transcripts, correspondence, and maps. However, this plan, known as the Metro History Project, was abandoned in 1985, and materials that had been collected up until that point (1930-1984) were donated to George Washington University. This collection of materials is currently under the care of GWU's Special Collections Research Center, located in the Estelle and Melvin Gelman Library.
華盛頓都會區交通局 歷史
In 1998, Congress changed the name of the Washington National Airport to the Ronald Reagan Washington National Airport, though the law did not allocate money to implement the name change. As a result, WMATA did not change the name of the National Airport station (which never included the full name of the airport). In response to repeated inquiries from Republican congressmen that the station be renamed, WMATA stated that stations are renamed only at the request of the local jurisdiction. Since both Arlington County and the District of Columbia were controlled by Democrats, the name change was blocked. Finally, in 2001, Congress made changing the station's name a condition of further federal funding.
華盛頓都會區交通局 歷史
In response to a demand for immediate repayment of a $43 million debt, WMATA sought a temporary restraining order against the KBC Bank Group. KBC claimed that the WMATA was in technical default of a contract following the collapse of American International Group, which had guaranteed the loan that KBC made to WMATA in 2002. The contract involved the sale to KBC of WMATA's rail cars, which were then leased back to WMATA. The transit agency asked for an injunction from the U.S. District Court for the District of Columbia on October 29, 2008.
華盛頓都會區交通局 歷史
After three days of negotiations in federal court, Judge Rosemary M. Collyer announced a settlement on November 14, 2008. WMATA had 14 similar lease agreements with other financial institutions when the KBC case went to trial. Waivers were requested from the banks to allow WMATA time to replace AIG with another insurer or guarantees by the federal government.
華盛頓都會區交通局 歷史
In 2009, WMATA issued two new series of municipal bonds bringing its total outstanding bonds to $390.9 million, as of June 30, 2010. This includes $55 million of Build America Bonds issued in 2009 under the American Recovery and Reinvestment Act of 2009 that are partially subsidized by the federal government.
華盛頓都會區交通局 歷史
However, most of the system's debt is financed directly by each local jurisdiction. In addition, WMATA was authorized to receive $202 million in grants from the federal government for American Recovery and Reinvestment Act projects. The funds are spent in 30 projects which include information technology, facilities maintenance, and vehicles and vehicle parts.
華盛頓都會區交通局 歷史
On January 14, 2010, General Manager John B. Catoe announced his resignation from Metro, effective April 2, 2010. He was replaced on April 3, 2010, by Interim General Manager Richard Sarles. Sarles became one of three finalists interviewing for the permanent position, and later became the permanent General Manager on January 27, 2011. Jack Requa became the Interim General Manager upon Sarles' retirement January 16, 2015.
華盛頓都會區交通局 組織
WMATA was originally set up with a board of directors, of twelve members. Of those, six were voting members, and six were alternates. In response to the Passenger Rail Investment and Improvement Act of 2008, the WMATA Compact was amended on August 19, 2009, to allow the appointment of four additional board members by the federal government, bringing the total to sixteen.
華盛頓都會區交通局 組織
截至March 2018年 (March 2018-Missing required parameter 1=month!), there were a total of sixteen board members: eight voting members and eight alternates. Virginia, Maryland, and the District had each appointed two voting members and two alternate members. The Federal Government, through the General Services Administration, is authorized to appoint up to two voting and two alternate members, but had appointed just two voting and one alternate members.
華盛頓都會區交通局 組織
Board members serve without pay, but may be reimbursed for actual expenses. The board appoints a General Manager as CEO to supervise the day-to-day operation of the Authority. Under the terms of the "Procedures for WMATA Board of Directors", none of the individual board members, including the chairman, have any power to act regarding the operations of the Authority or to issue instructions to the General Manager or employees; only the entire board as a body has the power to instruct the General Manager. It states, "The authority of the Board of Directors is vested in the collective body and not in its individual Members. Accordingly, the Board, in establishing or providing any policies, orders, guidance, or instructions to the General Manager or WMATA staff, shall act as a body. No Member individually shall direct or supervise the General Manager or any WMATA employee or contractor."
華盛頓都會區交通局 組織
The board approves WMATA's annual budget. The budget is approximately $3.1 billion in fiscal year 2019. In fiscal year 2019, 40.3% of revenues came from capital contributions, 23.2% from passenger revenues, 31.7% from local jurisdiction operating subsidies, 3.5% from interest income, 1.6% from advertising revenue, 0.9% from rental revenue, and 0.2% from other sources.
華盛頓都會區交通局 組織
The WMATA board has the following standing committees: Executive, Finance and Capital, Capital & Strategic Planning, and Safety and Operation.
華盛頓都會區交通局 組織
The position of board chairman rotates between the three jurisdictions. Article III Section 5 of the Compact specifies the method of appointment. The Compact prohibits WMATA from paying board members. However, Maryland pays its voting board members $20,000 per year and Virginia pays $50 per meeting. The District of Columbia does not compensate its board members.
華盛頓都會區交通局 組織
On February 17, 2011, outgoing 2010–11 WMATA Board Chairman Peter Benjamin announced he was leaving the board and will be replaced by former Congressman Michael D. Barnes. On that date, the new Governance Committee of the WMATA board, which is chaired by Mary Hynes, held its first meeting and established a work plan to develop a new relationship between the board and WMATA management. The committee will draft new bylaws that will better define the role and term of the WMATA Board Chairman. The Governance Committee will also draft a code of conduct for board members.
華盛頓都會區交通局 組織
The General Manager is the chief executive officer of WMATA and leads all staff except that the General Counsel, Inspector General, and Board Secretary, who report directly to the board. WMATA has a Chief Safety Officer which reports to the general manager. The safety of the system is independently reviewed by the Tri-State Oversight Committee and the National Transportation Safety Board. On March 4, 2010, the Federal Transit Administration issued an Audit of the State Safety Oversight (SSO) program overseeing Metro which criticised the SSO as being underfunded and poorly trained. In response, Virginia, Maryland and the District of Columbia have increased their SSO funding and training for their employees responsible for safety oversight at Metro.
華盛頓都會區交通局 組織
Jackson Graham, a retired general in the Army Corps of Engineers who supervised the planning and initial construction of the Metrorail system, was the first general manager. Graham retired in 1976, and was replaced by Theodore C. Lutz. Richard S. Page, head of the Urban Mass Transportation Administration (the name of the Federal Transit Administration until 1991), took over as general manager of WMATA in 1979. Page resigned in 1983, amid increasing financial difficulties for WMATA. and was replaced by Carmen E. Turner, who served for seven years. Former New York City Transit Authority chief, David L. Gunn, took over as head of WMATA in 1991, followed by Lawrence G. Reuter in 1994, and Richard A. White in 1996.
華盛頓都會區交通局 組織
White led efforts to improve accountability and dialogue with passengers during 2005. This included independent audits, town hall meetings, online chats with White and other management officials, and improved signage in stations. White had three more years in his contract to work for Metro, but had come under fire for mismanagement; however, he was also "widely credited with saving the Metrobus system from collapse and with keeping Metro running during the terrorist attacks of Sept. 11, 2001." Despite these efforts, however, the Board of Directors dismissed White on January 11, 2006. Dan Tangherlini replaced White as interim General Manager, effective February 16, 2006.
華盛頓都會區交通局 組織
Tangherlini was considered a leading candidate for Metro's top job on a permanent basis before he resigned to work as D.C. City Administrator under Mayor Adrian Fenty. On November 6, 2006, Tangherlini was replaced as interim general manager by Jack Requa, Metro's chief bus manager. John B. Catoe Jr., who was previously the Deputy Chief Executive Officer of the Los Angeles County Metropolitan Transportation Authority, became the agency's eighth permanent General Manager on January 25, 2007. He resigned three years later following the deadliest crash in the Metrorail system's history.
華盛頓都會區交通局 組織
On April 3, 2010, the Board of Directors appointed Richard Sarles, former Executive Director of New Jersey Transit, as interim General Manager. Sarles, 65, was offered the position of permanent General Manager but declined the appointment at that time. However, on January 27, 2011, the Board announced that Sarles accepted the position as WMATA's permanent General Manager.
華盛頓都會區交通局 組織
With Sarles' retirement, the post of General Manager was filled by Paul Wiedefeld on November 30, 2015.
華盛頓都會區交通局 組織
On January 18, 2022, WMATA announced that Paul Wiedefeld would be retiring from Metro in 6 months and WMATA's Board Of Directors will be conducting a national search for his replacement.
華盛頓都會區交通局 組織
The agency's charter directs WMATA to create a unified regional transit system by coordinating other public and private agencies within its jurisdiction. Examples of its coordination efforts include: reducing unnecessary, duplicate services by other local transit systems, providing "SmarTrip" farecards for buses operated by other local transit agencies, and adding local bus schedules and commuter rail routes (such as Maryland's MARC and Virginia's VRE) to WMATA's online "Trip Planner" guide.
華盛頓都會區交通局 組織
Congress established the Metro Transit Police Department (MTPD) on June 4, 1976. MTPD police officers have jurisdiction and arrest powers for crimes that occur throughout the 1,500-平方英里（3,900-平方） Transit Zone that includes Maryland, Virginia, and the District of Columbia.
華盛頓都會區交通局 組織
The Office of Inspector General was originally authorized by Board Resolution 2006–18, approved by the WMATA Board on April 20, 2006. With the amendments enacted on August 19, 2009, the Office of Inspector General became part of the WMATA Compact. This change was one of the requirements for the $1.5 billion federal grant offered by the Passenger Rail Investment and Improvement Act of 2008. Helen Lew became the Metro's first Inspector General on May 14, 2007, establishing the WMATA Office of Inspector General. Her appointment by the Board of Directors replaced the former Auditor General's Office. On April 17, 2017, Geoffrey Cherrington replaced Lew, who retired, as Inspector General, Unlike the Auditor General, the Inspector General and his office report directly to the Board and are organizationally independent of WMATA management.
華盛頓都會區交通局 服務
Since opening in 1976, the Metrorail network has grown to include six lines, 91 stations, and 117英里（188） of track. It is the Second-busiest rapid transit system in the United States in number of passenger trips, after only the New York City Subway. The record for daily ridership was 1.12 million on January 20, 2009, the day of Barack Obama's first Presidential Inauguration, followed by the Women's March on January 21, 2017, with 1,001,613 trips. In 2016, Metrorail had nearly 180 million trips. Fares vary based on the distance traveled and the time of day. Riders enter and exit the system using a proximity card known as SmarTrip. SmarTrip cards can also be used on a smartphone through Apple Pay and Google Pay. magnetic stripe tickets stopped being accepted on March 6, 2016. Metrorail's frequency of service and fares vary depending on the available subsidy, the particular transit line, and the distance traveled.
華盛頓都會區交通局 服務
Metro offers parking for commuters at 44 Metrorail stations. Most lots are on a first-come, first-served basis and fill up quickly each day. Thirty-six stations offer reserved parking, with customers purchasing permits to park in specified spaces. Four Metrorail stations (Greenbelt, Huntington, Franconia–Springfield, and Wiehle-Reston East) have spaces reserved for multi-day parking for up to ten days. Parking fees are paid by SmarTrip card or credit card. Cash payments are not accepted for parking fees.
華盛頓都會區交通局 服務
Metrobus' fleet consists of 1,505 buses covering an area of 1,500平方英里（3,900平方） in Washington, D.C., Maryland, and Virginia. There are 269 bus routes serving 11,129 stops, including 2,554 bus shelters. Metrobus had 130.8 million trips in 2016. On a typical weekday, it provides more than 400,000 trips.
華盛頓都會區交通局 服務
The route numbering represents its region of operation. To differ the regions numbering system, letters for Maryland routes appear before the route number and the ones for Virginia routes appear after it. For example, A12 serves Maryland, and 17M serves Virginia.
華盛頓都會區交通局 服務
MetroAccess is a paratransit service that WMATA provides through private contractors. It began operation in May 1994 and since that time annual ridership has grown from 200,000 to more than 2.4 million passengers. MetroAccess operates 365 days a year, providing door-to-door, shared rides reserved from one to seven days in advance. It is now the sixth-largest paratransit service in the United States with a fleet of more than 600 vehicles and more than 1,000 employees. WMATA staff determines eligibility to use the service in response to written applications. The cost per passenger for MetroAccess is significantly higher than its fixed-route counterparts, and Metro has worked to provide as many opportunities to encourage and facilitate the use of fixed-route transit by its customers with disabilities.
華盛頓都會區交通局 爭議
In recent years, WMATA has drawn criticism for a neglect of safety in both its rail and bus systems. Problems include failures within the system designed to prevent train collisions and escalators failing or breaking apart while in service. The National Transportation Safety Board (NTSB) has recommended that WMATA invest $1 billion in needed safety improvements. A December 2008 report by the WMATA Inspector General documented that Metro's System Safety and Risk Management Office was bypassed when changes were made to Metrorail's operating procedures, even though that office's review and approval was required as a matter of policy. On June 22, 2009, two Metrorail trains collided between the Takoma and Fort Totten Metro stations, killing nine. In February 2011, the National Transportation Safety Board conducted a public hearing during which witnesses testified about problems with the safety culture at WMATA. The NTSB's final report on the accident commented that "[t]he failure of WMATA engineers and technicians or managers to properly address track circuit anomalies is symptomatic of the larger safety culture issues within the organization."