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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.
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.
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.[來源請求]
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.
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").
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.
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.
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.