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規劃 > 法律和資金之爭 > 安納科斯蒂亞總站

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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.
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.
規劃 > 爭議解決

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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.
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.
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.
規劃 > 巴士之爭

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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 poorest and 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.
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.
規劃 > 巴士之爭 > 抗議和抵制

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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.
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.
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.
規劃 > 巴士之爭 > 票價損失

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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.
規劃 > 列車短缺

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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.
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).
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.
Metro finally ordered new rail cars, but the first of the cars were not due to be delivered until February 2001.
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.
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.
興建與營運 > 1984年

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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.
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).
興建與營運 > 1985年

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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.
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.
The completion date for the two tunnels was estimated at late 1987. WMATA engineers also inspected the mothballed Waterfront station and 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.
興建與營運 > 1986–1988年

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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.
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.
興建與營運 > 安納科斯蒂亞站南延段

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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.
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.
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.
興建與營運 > 延後通車 > 承包商變更

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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.
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.
興建與營運 > 延後通車 > 其他問題

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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.
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 tons of 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.
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.
興建與營運 > 1991年延伸

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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.
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.