華盛頓地鐵綠線 ，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裡蘭州內，從到綠帶站共設有 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綠帶站區間與黃線共用。 規劃 Planning for Metro began with the Mass Transportation Survey in 1955 which attempted to forecast both freeway and mass transit systems sufficient to meet the needs of the region projected for 1980Schrag at p 3338 In 1959 the studys final report included two rapid transit lines which anticipated subways in downtown WashingtonSchrag at p 39 Because the plan called for extensive freeway construction within the District of Columbia alarmed residents lobbied for legislation which both created a new transportation agency and blocked freeway constructionSchrag at p 42 The agency the National Capital Transportation Administration issued a 1962 Transportation in the National Capital Region report which did not include the route that became the Green LineSchrag at p 55 A central route under 7th Street in downtown was only added in 1967 primarily to serve the inner citySchrag at p 112 In March 1968 the Washington Metropolitan Area Transit Authority WMATA board approved its Adopted Regional System ARS which included the Green Line from Branch Avenue to Greenbelt It also foresaw possible future extensions to Laurel Maryland and Brandywine MarylandSchrag at p 117 早期定案 Plans for rapid transit prior to the creation of WMATA in February 1967 focused on the needs of commuters while neglecting some of the Districts less affluent neighborhoodsSchrag at p 106 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 WMATAs master plan for its proposed then101mile system in 1968 At that time a Green Line was planned to pass through some of the areas poorest and most transitdependent 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 redevelopmentSchrag at p 21112 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 NWSchrag at p 213 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 1977Schrag at p 214 Obtaining approval of the District of Columbia and Prince Georges 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 delaysSchrag at p 21416 The tunnel between the and 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 cutandcover technique was used street traffic and pedestrian access on those streets was difficultSchrag at p 217 That led to the closure of the traditional retail businesses along the route 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 Metros 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 SE then called Anacostia Station In October 1977 WMATAs Board of Directors refused to declare construction of the Green Line a high priority favoring extension of the Red Line to 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 Georges County government successfully demanded in May 1978 for WMATA to choose the Suitland Parkway to Rosecroft route instead In August 1978 WMATAs Board of Directors recommended to the federal government and its partner state and local governments for the entire long Metrorail system to be fully built a proposal that included immediate construction of the and 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 the line was to have surfaced in the median of the planned North Central Freeway I95 and to have proceeded to a point just west of with an intermediate station at Chillum I95 and Metro would have run through the Northwest Branch Stream Valley Park but the cancellation of I95 through the District and out to the Beltway in 1974 meant that it was no longer necessary or appropriate to condemn an I95sized 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 mid1980s The planned Chillum station was relocated and named 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 softsoil burial ground i and the least disruptive way under New Hampshire Avenue from to The tunnels eventually skirted the cemetery by using the New Austrian tunnelling method and stacked under New Hampshire Avenue 法律和資金之爭 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 highvault ceiling design for all unbuilt stations except Navy Yard and that a lesscostly 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 US Department of Transportation Metro had pushed back the construction of the Anacostia station to mid1985 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 Georges County would be pushed back six more months to 1987 Even as Metro officially designated Rosecroft Raceway as the Green Lines southern terminus more than half of Prince Georges Countys 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 lines completion date up to late 1986 1980 年危機 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 DC City Council member Jerry A Moore Jr delivered a petition containing 1000 signatures from Anacostia residents demanding that construction on the Green Line be sped up In October 1980 The Washington Post ran a major article asking What Ever Happened to the Green Line in which the newspaper concluded The 1886mile 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 lines 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 lines route could be again reconsidered The District of Columbia government responded by threatening to veto any further Metro subway construction unless construction of the Green Line was made Metros highest priority Twentyfour hours of intense discussions later Metro agreed to the District governments 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 1981 年 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 Metros rules In February 1981 Judge Norman Park Ramsey of the US 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 Georges 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 US 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 Prince Georges 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 and Prince Georges County officials vetoed in July 1981 any further expenditure of Metros construction funds unless Metro diverted 100 million from the Red Line extension in Montgomery County to and began the immediate purchase of land and rightsofway in Prince Georges 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 innercity portion of the Green Line the Gallery Place Waterfront and Navy Yard stations Metro held its longawaited hearings over the Green Lines route in October 1981 but only in Prince Georges County not the District A month later the 4th Circuit Court of Appeals turned down Metros appeal Metro subsequently estimated on December 9 1981 that the Green Line would reach Anacostia in late 1989 1982 年 Funding problems delayed construction even further In February 1982 President Ronald Reagan proposed cutting Metro construction funds by 214 to just 295 million a year Planned Green Line construction constituted 405 of Metros 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 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 DC City Council opposed this shift Metro held the courtordered hearings in June 1982 at which Prince Georges residents argued that they had voted for Metros 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 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 Metros 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 to In February 1983 the Reagan administration proposed cutting Metros 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 to or the Yellow Line from to 安納科斯蒂亞總站 As Metro struggled to secure construction funding for the Green Line and Anacostia station it also struggled to lift the district courts 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 Georges County but the court refused Judge Ramsey said that Metros public hearing process was biased and inadequate Even as the court refused to let Green Line construction in Anacostia begin more than 23000 Anacostia residents signed a public petition demanding that the line be built Metro declined to appeal Judge Ramseys latest ruling and the Prince Georges 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 爭議解決 In 1984 Metro undertook two steps to secure completion of the Green Line First the transit agency hired former US 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 US district court On February 21 1984 Prince Georges County Executive Parris Glendening announced that construction of the Green Line in Prince Georges 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 LEnfant 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 DC and Prince Georges County officials reached an agreement with advocates of both the Branch Avenue and Rosecroft routes to begin construction from LEnfant Plaza to Anacostia pending resolution of the lines 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 US 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 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 巴士之爭 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 transitdependent 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 doortodoor service that they enjoyed A total of 25 routes were changed affecting more than 80000 ridersTwo routes were replaced with new routes three routes were discontinued without replacement 12 routes were consolidated with other routes seven routes were truncated to terminate at the Anacostia station and one route was expanded See 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 抗議和抵制 District residents protested the route cuts with a picket line in front of WMATAs downtown headquarters in August 1991 Prince Georges 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 Columbias most violent and crimeprone neighborhood More than 1000 people packed raucous public hearings for three nights in the District and Prince Georges 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 DC 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 DC 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 midSeptember On September 16 1991 declaring that the city paid 40 percent of the Metro subsidy but were the last to get service Mayor Dixon threatened to withhold the Districts payment to Metro unless the bus changes were rescindedMcCraw Vincent Dixon Targets Metros Wallet Washington Times September 17 1991 Sisler Peter F Dixon to Restore Some SE Bus Cuts Washington Times September 21 1991 Metro officials were angered by Dixons statement and said that District officials had been involved in the bus route planning process for monthsSisler Peter F Metro City Was Party to Bus Cuts Washington Times September 18 1991 Mayor Dixon proposed on September 20 for Metro to continue to use Anacostia station as a hub but with bus service provided into downtown DCHenderson Nell Dixon Plan Retains TransAnacostia Buses Washington Post September 21 1991 The plan estimated to cost less than 500000 a year would require residents to transfer at Anacostia station but would not raise the total fare to more than 1 A month later Metros board of directors unanimously agreed to accept Dixons plan and cancelled all planned route changes in the District of Columbia and Prince Georges CountyFehr Stephen C Metro Shifts Stand On SE PG Buses Washington Post October 25 1991Keary Jim Metro Restores Most Bus Routes Washington Times October 25 1991 The cost of operating the bus routes totaled 25 million annually The compromise led residents to call off their boycott of MetrobusSisler Peter F Anacostia Metro Station Runs Smoothly Officials Say Washington Times December 31 1991 Prince Georges County meanwhile had announced that its countyrun buses The Bus would not run to Anacostia Station as previously promised drawing outrage from the DC representatives on Metros board The District of Columbia had spent more than 20 million adding bus bays at the station to accommodate The Bus arrivals 票價損失 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 200000 a month in lost rail faresFehr Stephen C Metro Sees Ridership Fall Short Washington Post February 28 1992 To make up the lost revenue WMATA said that it would run only twocar 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 7500 riders a day 700 below estimatesHenderson Nell SE Metro Riders Making Switch From Bus to Rail Washington Post November 30 1992 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 列車短缺 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 carsHenderson Nell Metro Sees Possible Shortage Of Rail Cars Down the Line Washington Post June 13 1988 Metrorail also suffered from internal squabbling over rail car design and rail car production had historically been plagued by poor quality and labor strikesboth 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 carsFehr Stephen C Wheaton Forest Glen to Climb Aboard Metro Washington Post September 16 1990 Officials estimated that the rail car shortage would become critical when the Anacostia station openedKeary Jim Metro Set to Open Van Dorn Station Washington Times June 14 1991 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 shortageTousignant Marylou Metro Groupies Go Along For 1st Ride From Van Dorn Washington Post June 16 1991 Eventually crowding was addressed when additional cars became available by running 8car 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 15000 riders on average would board at the Waterfront Navy Yard and Anacostia stationsKeary Jim Metro Takes the HighPrice Road Washington Times June 25 1991 In December 1991 when the Anacostia station opened Metro had revised that number to 30700 riders per day by June 1992Sisler Peter F 150 Anacostians Get Preview of Life With New Metro Station Washington Times December 22 1991 Just a week later Metro dropped that estimate to only 28000 riders a day by June 1992Tousignant Marylou After Feuds Amid Fanfare Metro Rolls Into Anacostia Washington Post December 29 1991 Even though significant numbers of bus riders in Anacostia had switched to Metrorail by February 1992 WMATA nonetheless began running two rather than fourcar 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 2001Layton Lyndsey Metro Seeks To Unclog Green Line Washington Post January 25 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 20000 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 filledLayton Lyndsey With 5 New Metro Stations Green Line Riders Feel Crunch Washington Post January 19 2001 Metro had estimated that 18000 riders a day would board from these stations by June 2001 That estimate was exceeded by 2000 riders a day on the second day the stations were open By January 24 the number had risen to more than 30600 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 twoyearold 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 12000 rather than 4000 riders to the line 興建與營運 1984 年 Construction of the Green Line south from LEnfant Plaza began in July 1984 when WMATA issued a call for bids to tunnel under the Anacostia River The firm of Harrison WesternFrankiDenys a joint venture was awarded the 256 million contract with construction to begin in December 1984 WMATA delayed awarding the contract after American antiapartheid activists alleged that a Belgian company with a minority financial interest in FrankiDenys did business with the racist whiteled government of South Africa but after the links were discovered to be extremely minor the contract was awardedAs part of the resolution of the issue WMATAs Board of Directors agreed to promulgate and implement rules which would tighten the agencys restrictions on awarding contracts to companies doing business in South Africa Those rules were adopted in May 1985 See The debate over the route for the remainder of the Green Line was finally resolved in December 1984 Residents and DC 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 WMATAs Board of Directors agreed to return the Green Line to its original route and build the Congress Heights and Southern Avenue stations The US district court approved WMATAs 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 1985 年 Funding for Green Line construction fell into place in 1985 Pressured by the previous years Congressional action the Reagan administration sought to provide WMATA with 250 million a year for four years to expand the system to 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 2500foot 762 m Anacostia River tunnels began in March 1985 A 24foot 732 m long 19 foot 58 m diameter tunnel boring machine built by the Hitachi Zosen Corporation was shipped to the US 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 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 caveins 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 LEnfant 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 249 million contract to excavate the tunnel between the Waterfront and Navy Yard stations to Harrison Western Corp WMATAs board awarded a 415 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 19861988 年 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 WMATAs funding by up to 26 to 1845 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 Georges 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 362 million contract to Mergentime Corp to build the Navy Yard station A month later WMATA awarded a 195 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 concretelined 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 Shaw and stations would open in late 1990 the Mount Vernon Square to Anacostia link in late 1991 and the to link by 1994 In January 1988 WMATA awarded a 1791 million contract to build the Green Line from Fort Totten to Greenbelt and a 69 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 安納科斯蒂亞站南延段 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 216 billion over 10 years to complete the system as well as appropriate the remaining 193 million from the transit agencys original 1980 authorization to complete the Green Line from Anacostia to and link the Green Line internally between U Street and Fort Totten Although the Bush administration opposed the request Congress provided 2025 billion Only the stations at and Branch Avenue remained unfunded By mid1991 however falling inflation had reduced WMATAs construction costs so much that the agency said it could build the two final Green Line stations in Prince Georges County without asking Congress for additional money WMATA also proposed spending money almost three times faster upfront to accelerate its construction schedule a move which would be more than compensated for by savings in outyears Prince Georges 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 Georges remained in doubt as of August 1991 with District officials saying that it made sense to build the and stations and Prince Georges 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 DC and Prince Georges County The funding impasse was broken in November 1991 when local and state governments agreed to roughly triple their contribution to Metros 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 ShawHoward University and U StreetCardozo stations and requested funds to test the soontoopen Green Line from Gallery PlaceChinatown 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 Georges County to bring commuters to the new station 延後通車 承包商變更 The opening of the Green Line was significantly delayed however when in May 1990 WMATA fired the contractor building the ShawHoward University and U StreetCardozo stations MergentimePerini 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 MergentimePerini denied the accusations Although similar problems plagued MergentimePerinis 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 Lines 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 WMATAs 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 MergentimePerini confronted MergentimePerini sued WMATA claiming that it was improperly dismissed from the project 其他問題 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 forced WMATA to cut 335 jobs as well as supplies travel overtime and temporary employee budgets Although ridership was projected to rise 38 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 ShawHoward University and U StreetCardozo 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 426000 tons of possibly hazardous incinerator bottom ash in an unused exposed culvert along the subways potential path near St Elizabeths 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 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 DC 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 1991 年延伸 The Green Line from LEnfant 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 8000 riders a day boarded at the three stations in Southeast DC more than 5000 of them at Anacostia exceeding WMATAs estimates and nearly 10000 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 1993 年延伸 The Green Line stations at 綠帶站，學院公園 馬裡蘭大學站，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 of the originallyplanned Metrorail system in late 1999 The outbound tunnel to Congress Heights was completed in June 1998 The Georgia AvenuePetworth and Columbia Heights stations were completed in September 1999 three months ahead of scheduleMiller Bill Residents Take Green Line Complaints to Court Washington Post April 18 1998 Layton Lyndsey Link to the Future Washington Post September 18 1999 Layton Lyndsey Metro Goes to New Heights Washington Post September 19 1999 The Green Lines final five stations opened on January 13 2001Aizenman Nurith C County Sees Green in Metros Arrival Washington Post January 11 2001 Commuters Welcome Opening of Green Line Extension Washington Times January 13 2001 Layton Lyndsey All Metro Doors Now Open Washington Post January 14 2001 近年 Service on the Green Line tracks began on May 11 1991 on three stations between U Street and Gallery PlaceChinatown Initially all trains through this section were run as Yellow Line trains terminating at The Green Line formally began on December 28 1991 with three stations south of LEnfant 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 fourstation branch north of Fort Totten to 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 Metrorail system After the branch north of Fort Totten opened the Green Line Commuter Shortcut began as a sixmonth 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 on the Red Line without having to switch trains at Fort Totten a transfer was needed during offpeak hours This was accomplished by utilizing a singletrack spur B E connection between the Green and Red Lines near and bypassing Fort Totten station This shortcut was so wellreceived that it was continued until September 17 1999 when the midcity portion of the Green Line was completed In 2006 WMATA board member Jim Graham and DC Mayor Anthony A Williams proposed reextending Yellow Line service to or even to 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 offpeak hours An 18month pilot program began on December 31 2006 at a cost of 575 million to the District of Columbia At the end of the pilot the program was extended and as of April 2019 is operational today From March 26 2020 until June 28 2020 trains were bypassing and stations due to the 2020 coronavirus pandemic All stations were reopened beginning on June 28 2020 Between May 29 to September 6 2021 all Green Line trains terminated at due to the platform improvement project which closed stations north of Fort Totten Shuttle buses were provided to the closed stations 車站列表 以下車站皆為綠線車站，從南向北列出。 中文站名 英文站名 車站編號 啟用日期 車站照片 轉乘 註釋 所在地 所在地 F11 2001 年 1 月 13 日 南端 馬裡蘭州 蘇特蘭 F10 2001 年 1 月 13 日 馬裡蘭州 蘇特蘭 F09 2001 年 1 月 13 日 馬裡蘭州 F08 2001 年 1 月 13 日 馬裡蘭州 F07 2001 年 1 月 13 日 華盛頓特區 東南區 F06 1991 年 12 月 28 日 由於地下水位低，這個車站必須建得離地表更近，不能為華盛頓地鐵其他車站的典型拱形車站設計留出空間。 因此，安納科斯蒂亞站有一系列小拱門，如左圖所示。 華盛頓特區 東南區 F05 1991 年 12 月 28 日 華盛頓特區 東南區 F04 1991 年 12 月 28 日 華盛頓特區 西南區 朗方廣場 F03 1977 年 7 月 1 日 華盛頓特區 西南區 國家檔案館 海軍紀念碑 賓州象限 F02 1983 年 4 月 30 日 華盛頓特區 西北區 畫廊 F01 1976 年 12 月 15 日 華盛頓特區 西北區 E01 1991 年 5 月 11 日 華盛頓特區 西北區 E02 1991 年 5 月 11 日 華盛頓特區 西北區 E03 1991 年 5 月 11 日 華盛頓特區 西北區 E04 1999 年 12 月 18 日 華盛頓特區 西北區 E05 1999 年 12 月 18 日 華盛頓特區 西北區 託騰堡 E06 1993 年 12 月 11 日 地鐵網路中唯一擁有地下和地面平臺的車站 華盛頓特區 東北區 西海恩茲維爾 E07 1993 年 12 月 11 日 馬裡蘭州 喬治王子廣場 E08 1993 年 12 月 11 日 2022 年更名 Hyattsville Crossing 馬裡蘭州 E09 1993 年 12 月 11 日 紫線（計劃中） 康登線 馬裡蘭州 綠帶 E10 1993 年 12 月 11 日 康登線北端 馬裡蘭州 綠帶城 未來 A proposed extension from the lines Greenbelt terminus to Baltimore Washington International Airport has been studied This expansion which would also serve the Laurel and Fort Meade areas of central MarylandMcGowan Phillip Fort Meade Proposes Metro Extension The Baltimore Sun June 9 2005 would link the Washington Metro system to the Baltimore Light Rail of the Maryland Transit Administration 犯罪 Since the 1980s Southeast DC has had one of the highest crime rates in the District of Columbia albeit not the highest rates in all categories of crimesBanks p 87 Edleson and Lindroth p 169 LabbéDeBose Theola Homicide Increases East of Anacostia Washington Post March 2 2009 Concern about crime at the Anacostia Congress Heights Southern Avenue and Naylor Road Metro Stations have existed for many years although statistics only partially support those concerns Fear of crime was one of the reasons for a 1991 fight by Prince Georges County residents against bus route changes that would have forced riders to disembark at Anacostia Station In its first year of operation Anacostia tied with the Capitol Heights station for the most auto thefts 17 at any Metro station and accounted for 113 percent of all auto thefts at Metrorail stationsShaffer Ron Car Theft Preys On Metro Riders Peace of Mind Washington Post February 5 1998 By 2005 large crowds of middle and high school students began congregating at the Anacostia Station brawled and robbed Metro riders and created a public safety issueEmerling Gary Turf Wars Plague Charter Students Washington Times November 28 2005 Metro Transit Police officers some accompanied by dogs began patrolling Anacostia Gallery PlaceChinatown LEnfant Plaza and three other Metro stations to increase awareness of police presence in the stations and deter crimeRegional Briefing Washington Post July 7 2006 The police presence did not appear to help since between 2002 and 2006 arrests of juveniles on Metro increased from 156 to 295 and warnings increased by 40Sun Lena H Metro Has A Lesson For Unruly Students Washington Post March 21 2007 Nearly half the arrests occurred at just five stations with all but one on the Green Line Anacostia Fort Totten Gallery PlaceChinatown LEnfant Plaza and Minnesota Avenue Metro created a special unit to focus on juvenile crime on Metro and established liaisons at all DC public schools to feed intelligence and information about pending problems to Metros police division Crime continued to be a problem at the Anacostia Station late into the first decade of the 21st century Assaults and shootings were more frequent at that station than at any other in the transit systemWeil Martin Teen Shot in Anacostia Station After Dispute Washington Post February 16 2009 There were 32 robberies at the station in 2007Sun Lena H Robberies On Metro Spike 17 Washington Post February 7 2008 Although Anacostia was one of the 10 Metro stations with the highest crime rate in 2007 and the only such station on the list inside the District of Columbia no auto thefts or auto breakinsThe station has 808 allday parking spaces See Parking Anacostia Station WMATAcom 2011 Accessed June 14 2011 were reported at the station that yearSun Lena H Most Crimes Occur At Ends of the Lines Washington Post April 19 2008 To help deter crime Metro installed outdoor security cameras at all 10 highcrime Metrorail stations in July 2008Sun Lena H DC to Fund Cameras at HighCrime Metro Spots Washington Post July 11 2008 Where the Security Cameras Would Go Washington Post July 11 2008 In September 2008 Metro Transit Police stepped up their visibility and presence at all stations with high student ridership including AnacostiaSun Lena H Transit Police Look At TextMessaging Washington Post September 14 2008 Although historically Metro has had a significantly lower crime rate than any comparable transit system in the United States crime on Metro as a whole was rising in the late 2000sLa Vigne p 163164 Albanese p 172 Crime on the transit system began spiking in 2008 and 2009 Robbery rose by 30 to 581 incidents in 2008 and in the first four months of 2009 rose another 283 to 240 robberiesSun Lena H Robberies Spike in Metro System Washington Post June 23 2009 Crime on the Green Line continued to be high Gallery PlaceChinatown had the most robberies of any station throughout the Metro system followed by Anacostia 25 fewer than Gallery Place and LEnfant Plaza 20 fewer than Anacostia Crime by juveniles usually robbery or assault also continued to be a serious issue for Metro with more than 260 juvenile arrests in the first nine months of 2009 and Metro Transit Police continued to engage in large numbers of highvisibility patrolsAlcindor Yamiche Metro Steps Up Patrols After School at Troubled Spots Washington Post September 24 2009 Anacostia Fort Totten Gallery PlaceChinatown LEnfant Plaza and Minnesota Avenue continued to be trouble spots and Metro added to the list in 2009 參見 參考資料 書目 Albanese Jay S Criminal Justice 2000 Update Boston Allyn Bacon 1999 Banks James G The Unintended Consequences Family and Community the Victims of Isolated Poverty Lanham Md University Press of America 2004 Edleson Harriet and Lindroth David The Little Black Book of Washington DC The Essential Guide to Americas Capital White Plains NY Peter Pauper Press 2007 La Vigne Nancy G Safe Transport Security By Design on the Washington Metro In Preventing Mass Transit Crime Ronald V Clarke ed Monsey NY Criminal Justice Press 2002 Schrag Zachary The Great Society Subway A History of the Washington Metro Baltimore Md Johns Hopkins University 2006 進一步閱讀 外部連結 Metrorail Category 華盛頓地鐵路線 Category1991 年啟用的鐵路線 Category1991 年美國建立