Anacostia station

Anacostia station

Company type	Rapid transit station
Industry	Public transportation
Headquarters	Washington, D.C. , United States

Anacostia station serves as a Washington Metro stop on the Green Line, situated within the Anacostia neighborhood in Southeast Washington, D.C. Access points are located at Shannon Place and Howard Road, close to Martin Luther King, Jr. Avenue SE, a principal route servicing the southeastern district of the city. This station acts as a key transfer location for numerous Metrobus lines operating in Southeast Washington and Prince George's County, Maryland.

The station's design is notable for its uniqueness. Instead of the conventional vaulted ceiling typically seen in Metro stations, Anacostia features flat concrete walls accompanied by a ceiling made up of small barrel vaults arranged perpendicular to the train tracks. This architectural choice was influenced by budget constraints and the station’s shallow underground position, creating an effect similar to the upper coffers found in six-coffer arch configurations. Being underground was necessary because the proximity between the tunnels beneath the Anacostia River and the station site did not allow for an above-ground platform. Additionally, entrances positioned on both sides of DC-295/I-295 required a platform length slightly longer than typical stations, and notably, there are no platform-level pylons within Anacostia.

In compliance with a 1978 agreement between Metro and disability rights advocates, Anacostia was among three initial stations—alongside Huntington and Forest Glen—to be equipped with a redundant elevator system at its opening. Since then, other stations have incorporated similar features during renovation projects.

Streetcar service

Plans originally included a connection between this station and the Anacostia Line of the DC Streetcar system. Nevertheless, construction on this streetcar line was suspended in August 2010 when the District of Columbia Department of Transportation (DDOT) halted work due to contractual disagreements, postponing its integration with Metro services.

Artwork

Anacostia station showcases a public art piece that honors the local heritage and environment. The installation titled River Spirits of the Anacostia is a 4by400ft glass mosaic tile frieze completed in 2004 by artist Martha Jackson-Jarvis. Stretching along the roofline of the station, it portrays aquatic creatures such as fish, plants, birds, and other wildlife indigenous to the Anacostia River. This artwork was commissioned through a competitive process managed by the D.C. Commission on the Arts and Humanities.

Master plan

The original 1968 Metro master plan outlined a network that included a Green Line designed to serve transit-dependent neighborhoods lacking adequate service. The southern segment of the Green Line was initially intended to cross over the 11th Street Bridges towards Good Hope Road SE and Martin Luther King Jr. Avenue SE. Its opening was projected for 1976.

Concerns emerged that placing the Anacostia station at its original location would negatively affect historic Old Anacostia, prompting federal authorities to insist on relocating it to Howard Road SE. By late 1977, plans shifted with an anticipated Green Line launch delayed until June 1983. Budget increases and funding shortages from local sources led to proposals to reroute the line further south along Wheeler Road SE terminating near Rosecroft Raceway.

In January 1978, a regional task force endorsed a route following Martin Luther King Jr. Avenue then Wheeler Road extending to the Beltway, including a new station close to St. Elizabeths Hospital. However, by May 1978, Prince George's County insisted that Metro adopt the Suitland Parkway-to-Rosecroft alignment instead—a demand Metro ultimately accepted.

By November 1978, funding had been secured for construction stretching from Gallery Place to Waterfront with work nearly complete; however, financial resources were lacking for extending from Waterfront to Anacostia. Despite these challenges, Metro remained committed to finishing this extension by late 1983.

Challenges in 1980 and Risk of Cancellation

Financial difficulties caused additional setbacks in the construction timeline. By March 1980, Maryland officials expressed concern that inflation might exhaust Metro’s budget for completing the Green Line, potentially leaving Maryland to cover the entire expense independently. In September of that year, Metro acknowledged a $16 million deficit within its $271 million budget, attributed to rising costs. Residents of Anacostia grew increasingly impatient with ongoing postponements, organizing a petition signed by 1,000 individuals demanding accelerated construction efforts.

In October 1980, The Washington Post reported on the Green Line’s halted advancement, emphasizing that despite serving underserved communities, it was last in line for construction. Although funding and contracts were in place to finish the line up to Anacostia Station, opposition within Maryland delayed finalizing routing decisions inside D.C. Additionally, Maryland business interests filed lawsuits to stop construction due to economic concerns related to route modifications.

Funding Disputes and Legal Challenges

Toward the end of 1978, Metro abandoned plans for expensive high-vault ceilings at stations yet to be built (excluding Navy Yard), choosing more cost-effective designs for Anacostia instead. Controversy arose over parking facilities: an initial plan for 2,000 parking spaces near the Anacostia Freeway was scaled back to 1,300 after local residents voiced concerns about increased traffic. A 1979 proposal involving a 500-space garage combined with temporary parking on Anacostia Park faced resistance but was ultimately resolved by March 1980.

Despite billions in federal funds becoming available by mid-1979, Metro postponed constructing Anacostia station until mid-1985 and delayed completion of the Branch Avenue Line until late 1986. These deadlines slipped further; by January 1981, the anticipated opening had been pushed back to 1990 due to financial limitations.

Disputes over station locations continued. In May 1980, local business owners initiated legal action against Metro over route alterations implemented without public hearings. A federal judge ruled against Metro in February 1981; subsequent appeals failed, leading to a March 1982 injunction preventing Metro from allocating funds for the Rosecroft Raceway route on the southern Green Line. District residents also opposed certain station placements; ANC 6C formally requested relocating Anacostia station. Metro repeatedly adjusted its projected opening dates—from early 1988 in May 1981 to late 1989 by December.

Federal Government-Related Delays

The construction of Anacostia station was hindered by a land dispute involving federal authorities. Metro intended to tunnel beneath the Anacostia River to link Anacostia station with the planned Navy Yard station; however, relocating a federally maintained plant nursery—used to supply flowers and trees to Congress—was necessary at the tunnel’s southern end. Since this nursery was situated on federal property, its relocation required Congressional authorization. The District of Columbia agreed to allocate $29 million from federally provided highway funds for moving the nursery, arguing that the vacated land would serve as commuter parking for Anacostia station. However, the Federal Highway Administration ruled these funds could not be applied for that purpose. This complication threatened to delay the station’s opening until 1990 and raised fears that funding for the Green Line might be depleted.

Metro proposed transferring the nursery to Camp Simms, a former U.S. Army site in Congress Heights, but Green Line construction was suspended for nearly two years due to federal budget reductions. In March 1983, the Architect of the Capitol consented to relocate the nursery onto land in Bellevue. Legislation approving this move was passed by both the United States House of Representatives and United States Senate in 1984.

Although this land issue was settled, financial challenges persisted in delaying progress. In March 1982, Metro planned to solicit bids for three significant contracts: $60 million for tunneling beneath the Anacostia River, $60 million for constructing Anacostia station, and $100 million for building Navy Yard station. By October 1982, Metro projected Green Line service reaching Anacostia would commence in the "late 1980s" and endorsed constructing the Rosecroft Raceway route.

Further reductions in federal construction funding slowed advancement even more. By December 1982, Metro announced that Anacostia station would not open before late 1989 at best. For the first time, Metro explicitly stated that without complete funding it could not finish critical segments including the Green Line or extend Red and Yellow Lines beyond their existing termini.

Appeal in district court

While Metro encountered difficulties securing funds for the Green Line and Anacostia station construction, it also faced a district court injunction halting Green Line progress. Metro sought authorization to proceed with building the Navy Yard, Anacostia, and Congress Heights stations while awaiting a ruling on the Prince George's County segment, but the court refused this request. Although more than 23,000 residents of Anacostia petitioned for completion of the line, Metro opted not to challenge Judge Ramsey's decision. Frustrated by financial constraints and legal obstacles, Metro unveiled a proposed "final" system map in December 1983 that depicted the Green Line ending at Anacostia and Mount Vernon Square stations.

Settling disputes

In 1984, Metro engaged in negotiations with Prince George's County officials to obtain approval for constructing the Green Line from L'Enfant Plaza to Anacostia. After four days of discussions, Metro, D.C., and county representatives agreed to commence construction while finalizing the route by December 6, 1984. The agreement outlined starting work on Waterfront Station during summer, tunneling beneath the Anacostia River by June 28, and conducting public hearings on the remaining route between July 18 and August 3. The federal district court sanctioned this arrangement on March 7. Following this approval, Metro announced plans for an Anacostia station located on Howard Road near Martin Luther King Jr. Avenue SE and the Anacostia Freeway, along with a new Navy Yard station, aiming for a Green Line launch around 1990. By mid-June 1984, court permission was secured to build both Navy Yard and Anacostia stations as well as the river tunnel.

Simultaneously, Metro increased political lobbying efforts to obtain full funding necessary for completing the system. Initially, officials from the Reagan administration resisted extending beyond 76.4 miles of subway. Nevertheless, by June, congressional committees in both the House and Senate passed legislation mandating release of all allocated Metro funds, thereby pressuring the administration to abandon its mileage cap.

Green Line and Anacostia construction

In July 1984, Metro issued a call for bids to construct tunnels beneath the Anacostia River, awarding the $25.6 million contract to Harrison Western/Franki-Denys in December. The Green Line alignment was finalized that same month with reapproval of the original plan by a U.S. district court. Funding was secured in 1985, allowing construction to begin that year. Surveying and site clearing for the twin tunnels spanning 2,500 feet under the Anacostia River commenced in March 1985 with completion targeted by late 1987.

Issues with parking garage

Disputes emerged regarding parking facilities at Anacostia station. Initially, Metro proposed a three-level parking garage accommodating 1,000 vehicles plus an additional 300 surface spaces funded through interstate highway funds; however, this funding was denied by the Federal Highway Administration. Local residents preferred surface parking combined with enhanced bus service connections. Despite these objections causing delays, plans retained the garage component as of 1985.

Early in 1985, Metro solicited bids for an $11 million contract but rejected all submissions because none met minority-contracting requirements mandating a minimum portion of work be performed by minority-owned companies. A second bidding round yielded a contractor compliant with these standards but at a $900,000 higher price ($11.9 million); however, this bid was also rejected due to inaccuracies regarding minority participation and wage criteria.

After reducing minority-contracting thresholds from 35% to 25%, Metro awarded a $12.6 million contract to Kiewit Construction Co., exceeding previous bids by over $1.6 million. Construction of the three-story parking structure commenced by April 1986.

Station construction

In June 1985, the Metro board awarded a $41.5 million contract to Kiewit Construction Co. for building the Anacostia station, aiming for a 1990 launch. The groundbreaking took place on September 21, 1985, and during excavation, numerous prehistoric relics were uncovered. Debris from construction was dumped near Good Hope Road SE, which later became the location for the Woodmont Crossing residential development in 2002. Exit 3B (Howard Road) on southbound I-295 was closed to facilitate station construction, cutting off access to South Capitol Street; this closure lasted until December 1991 to coincide with the station’s inauguration. In July 1991, Metro allocated an extra $1 million to reinforce escalator treads at nine Green Line stations, including Anacostia, after discovering that the original specifications lacked adequate durability.

Although funding encountered obstacles in 1986, congressional intervention secured $400 million by July 16, allowing construction to accelerate. On March 23, 1986, the second of two concrete-lined tunnels measuring 2,450 feet beneath the Anacostia River was finished. By December 1988, Metro announced that Waterfront, Navy Yard, and Anacostia stations were scheduled to open in late 1991.

The December 1989 Metro budget incorporated operating funds for the Green Line and planned testing between Gallery Place-Chinatown and Anacostia, along with new Metrobus routes in Prince George’s County to enhance commuter access. However, operational and testing expenditures strained Metro’s budget further, especially due to Blue Line extensions reaching Van Dorn Street. As a result, Metro eliminated 335 positions and cut back on supplies, travel expenses, overtime pay, and temporary staffing. Despite ridership forecasts predicting a 3.8% increase to 260 million trips the following year, revenue growth was insufficient to offset the added operational costs.

Station opening

The , , and stations commenced service in May 1991.

On September 6, 1991, Metro declared that the Green Line segment from L'Enfant Plaza to Anacostia would officially open on December 28, 1991, providing 983 parking spaces (including 673 within a garage). A special preview train transported 150 Anacostia residents on December 21.

Costing $286 million, the extension expanded the rail network and launched punctually at 8:00 AM on December 28. Initial ridership fell short of expectations: while Metro had projected daily boardings of 60,000 across the three stations, early December data indicated approximately 30,700 riders—a figure that declined to about 28,000 on opening day. By June 1992, Metro anticipated daily boardings at Anacostia alone would reach around 20,000.

To mitigate concerns regarding bus service conflicts and potential rider boycotts, Metro assigned additional managers and supervisors at Anacostia station during its first workday to assist passengers navigating rail and bus connections. On that day, boarding figures were 1,854 at Anacostia, 459 at Waterfront, and 127 at Navy Yard.

Ridership

Green Line ridership grew swiftly following the extension’s opening. During the first full workweek of January, daily boardings exceeded 8,000 across the three stations combined—with over 5,000 riders entering at Anacostia alone—surpassing initial projections. By the third week of January, daily boardings approached nearly 10,000 at these locations. To further stimulate usage, Metro introduced its first-ever promotional campaign by distributing complimentary rail passes at all three stations. By March 1992, weekday ridership at Anacostia had climbed close to 11,000 passengers.

Parking

At the outset, parking utilization at Anacostia station was low, with roughly 275 cars parked daily by March 1992. To boost usage, Metro introduced half-price parking vouchers beginning in April 1992 and conducted public forums in Maryland to address commuter concerns, particularly regarding safety issues. This strategy proved effective; by November 1992, weekday occupancy of the parking lot approached full capacity. Nevertheless, in July 1993, officials from D.C. abandoned plans for a $5.4 million expansion of parking facilities at Anacostia. The allocated funds remained unused until 2004, when they were reallocated to enhance traffic signal systems, improve lighting and pedestrian pathways along South Capitol Street near the station, and to support the design of a new Frederick Douglass Memorial Bridge.

Extension

In 1995, construction began on the Suitland, Naylor Road, Southern Avenue, and Congress Heights stations as part of a $900 million initiative to complete the final 6.5 miles of the originally envisioned 103-mile Metrorail network. This segment was finalized by late 1999. The last five stations on the Green Line officially commenced operations on January 13, 2001.

Controversy

Two significant disputes emerged during the inauguration of Anacostia station: one related to bus service modifications and another concerning the number of rail cars serving the Green Line.

Bus controversy

Anacostia station was intended to function as a central Metrobus transfer point. However, given that it serves D.C.’s most economically disadvantaged and transit-reliant community, alterations to bus routes generated considerable opposition.

Prior to the Green Line launch, Metro proposed reducing bus service frequency by half between Anacostia and downtown, compelling passengers to switch to the more costly Metrorail system and walk longer distances from stops. Twenty-five bus routes were modified, impacting over 80,000 daily riders. Numerous routes were shortened to terminate at Anacostia station rather than continuing downtown.

Metro acknowledged that these changes would raise transportation expenses by approximately 50% for most residents in Anacostia and increase travel distances to key destinations. To mitigate this impact, basic fares on many bus lines were lowered from $1 to 35 cents. Despite this concession, protests ensued, including demonstrations at Metro’s headquarters and crowded public hearings condemning the adjustments as "transportational apartheid." Residents of Prince George’s County also voiced concerns about safety issues near the station due to these changes.

D.C. Mayor Sharon Pratt Dixon opposed the proposed reductions and pursued alternative solutions. Meanwhile, suburban commuters criticized maintaining these routes in Anacostia while similar services were cut in their neighborhoods. Calls for a boycott escalated until Mayor Dixon threatened to withhold D.C.’s Metro payments if service cuts proceeded. Metro officials responded by stating that local officials had participated in planning decisions.

Dixon suggested retaining Anacostia as a transit hub while preserving some direct downtown bus routes at an estimated annual cost of $500,000, keeping fares below $1. A month later, Metro’s board unanimously approved this compromise and rescinded all planned route reductions in both D.C. and Prince George’s County.

Operating these bus routes incurred expenses totaling $2.5 million. However, Prince George’s County later announced that its county-operated buses would not serve Anacostia station as initially agreed upon, despite D.C.’s $20 million investment in constructing bus bays to accommodate them. This resolution quelled further calls for a Metrobus boycott.

Two months after opening, Metro reported that maintaining unchanged bus routes resulted in monthly losses of approximately $200,000 in rail fare revenue. To address these deficits, starting in June 1992 Metro shortened train lengths on the Green Line during off-peak hours. By November 1992, daily ridership at Anacostia station averaged around 7,500—700 fewer than projected—a shortfall attributed primarily to recessionary effects rather than ongoing bus service issues. Bus ridership declined sharply as well, prompting Metro to reduce service frequency on certain routes to prevent underuse.

Bus conditions

Metro encountered criticism regarding the condition of buses serving Anacostia, where a 1991 survey revealed that 75,000 passengers were riding some of the dirtiest and most poorly maintained vehicles. Although new buses had been introduced in 1983, frequent mechanical failures continued. Metro attributed these issues to the outdated and undersized garage located at South Capitol and M Streets SE, and proposed constructing a new facility costing between $30 and $35 million near the Anacostia station, a hub for many routes. However, D.C. officials opposed this location, favoring commercial development instead and highlighting an additional $3 million in annual operational expenses projected over 50 years. They advocated for Metro to build at the existing M Street SE garage site. Metro rejected this alternative due to an estimated $40 million land acquisition expense, leading D.C. representatives on Metro’s board to block funding for 16 projects. In 1993, D.C. rezoned the Anacostia site for commercial purposes to prevent Metro’s garage development. Washington Gas proposed leasing a 14-acre parcel in southeast Washington, but the proposal was declined because of $26 million required for coal tar contamination cleanup.

Station operation

The Anacostia station has encountered relatively few maintenance challenges. In 1997, escalators throughout the system—including those at Anacostia—experienced frequent breakdowns caused by inadequate maintenance.

Initially, parking options were scarce, with the garage typically reaching full capacity by 9 A.M. on weekdays in 1997. Following the opening of the Green Line’s final five stations in January 2001, demand for parking at Anacostia dropped considerably. Although the garage was due for renovation after ten years, Metro postponed this work to allocate funds elsewhere. By 2004, it was among thirteen Metro garages without a long-term parking waiting list and continued to be underutilized in 2005.

From an operational standpoint, Anacostia holds strategic importance: since October 1997, sidings near the station have been utilized to store additional trains during major downtown events such as Capitals or Wizards games at Capital One Arena.

Experiments

Anacostia station has often been chosen as a pilot site for various Metrorail operational enhancements. In July 1997, it was one of five stations trialing a premium monthly parking fee of $50 that guaranteed a spot in the garage; this initiative proved popular at Anacostia and was expanded system-wide by March 1998, with 25% of parking spaces reserved there compared to the typical 15%. In March 1999, Metro introduced a new emergency call box system at Anacostia and two other stations as part of a test program. The station also participated in a 2001 pilot carsharing scheme with Flexcar across twelve stations.

Anacostia took part in early testing of the "Next Bus" real-time arrival information system alongside four other stations; however, technical difficulties and funding constraints delayed its wider implementation until a relaunch in June 2009. In 2006, it was selected for a pilot program aimed at encouraging retail vendors within stations; despite initial challenges related to safety and cleanliness, the initiative was revived in 2009 with Anacostia among three participating stations.

After SmarTrip fare cards were introduced in 2006, Anacostia experimented with express fare gate lanes, but this effort was discontinued due to low patronage. The station also trialed credit card payment acceptance for parking in 2007 and became one of eight stations to first offer SmarTrip cards for sale in 2008, establishing a dedicated transit sales office by 2009.

Shortage of Rail Cars

During the initial ten years of operation, service at Anacostia station and along the entire Green Line was significantly impacted by a critical shortage of rail cars. In 1988, Metro’s fleet consisted of only 666 railcars from the 1000-, 2000-, and 3000-series combined, yet limited measures were taken to resolve this deficiency.

Accurately forecasting ridership figures at Anacostia and other Green Line stations also proved challenging for Metro. Early projections in June 1991 estimated just over 15,000 daily passengers at Waterfront, Navy Yard, and Anacostia stations. However, by December 1991, with the opening of Anacostia Station imminent, expectations were adjusted upward to 30,700 daily riders by June 1992, before being slightly lowered to 28,000 shortly thereafter. Although many bus commuters switched to Metrorail by February 1992, WMATA operated two-car trains during Sundays and off-peak times instead of four-car trains in an effort to reduce revenue losses.

Eventually, Metro placed orders for new 5000-series rail cars; however, deliveries did not commence until February 2001.

The launch of the final five Green Line stations—Branch Avenue, Suitland, Naylor Road, Southern Avenue, and Congress Heights—in December 2000 intensified overcrowding and operational challenges. These additions brought nearly 20,000 new daily riders, overwhelming platforms and causing trains to operate beyond their intended capacity. While Metro had anticipated around 18,000 daily passengers by June 2001, actual ridership exceeded this figure by 2,000 on just the second day of service.

By January 24, daily ridership had climbed above 30,600—triple the original forecasts—resulting in numerous complaints from commuters at Anacostia, Navy Yard, and Waterfront stations. Metro attributed this surge to record-breaking system-wide usage; outdated projections made two years prior; premature station openings before the arrival of 192 new 5000-series rail cars; and free parking incentives that attracted approximately 12,000 riders—three times higher than the anticipated 4,000—to the Green Line.

Initial Incidents

Since the 1980s, Anacostia has been linked with elevated crime rates within Washington D.C., especially concerning violent offenses. Although apprehensions about safety at southeast D.C. Green Line stations—including Anacostia, Congress Heights, and Southern Avenue—have been persistent, crime data only partially supports these perceptions.

The earliest crime connected to Anacostia station took place during its construction on July 7, 1989. On that day, three teenagers trespassed onto the site, stole tools, and damaged equipment before law enforcement apprehended them. After the station opened, Metro increased transit police patrols and collaborated with D.C. police to monitor the parking garage closely. Safety concerns influenced residents of Prince George’s County to oppose proposed bus route modifications in 1991 that would have required passengers to transfer at Anacostia station.

These early events reinforced public unease: just six weeks after opening in 1992, a man was robbed and abducted at gunpoint by teenagers on station premises. Within its first year of operation, Anacostia tied with Capitol Heights for the highest number of vehicle thefts (17), representing 11.3% of all auto thefts reported across Metrorail stations. By 2005, large groups of middle and high school students gathered at the station frequently engaged in fights and robberies, heightening concerns about public safety.

In response to these issues, Metro partnered with District of Columbia Public Schools to arrange direct bus transportation for Anacostia High School students to the station rather than having them walk or use Metrobus services. Metro Transit Police amplified patrol efforts at Anacostia along with six other stations by deploying officers accompanied by dogs as a deterrent against criminal activity. Despite these initiatives, juvenile arrests on Metro escalated from 156 in 2002 to 295 in 2006, with nearly half occurring at five key stations including Anacostia. To address these challenges proactively, Metro formed a dedicated unit targeting juvenile crime and established liaison roles with D.C. public schools to enhance intelligence sharing and improve safety measures.

Trends

Throughout the late 2000s, crime persisted as a major challenge at Anacostia station, with incidents of assaults and shootings occurring more often there than at any other transit location. In 2007, the station recorded 32 robberies, which led Metro Transit Police to implement a comprehensive crime prevention and awareness initiative across the system. Despite being one of the ten Metro stations with the highest crime figures that year—and the sole station within Washington, D.C. on that list—Anacostia reported no cases of vehicle theft or break-ins. To address safety concerns, Metro deployed outdoor surveillance cameras at its ten most crime-prone stations in July 2008 and by September of that year had increased police patrols at stations with significant student ridership, including Anacostia.

While Metro generally exhibited lower crime rates compared to other U.S. transit systems, there was a noticeable surge in criminal activity during 2008 and 2009. Robbery incidents climbed by 30 percent to reach 581 in 2008 and rose an additional 28.3 percent during the first four months of 2009. By this time, Gallery Place-Chinatown had overtaken Anacostia in robbery numbers by approximately 30 percent, with L'Enfant Plaza following closely behind. Juvenile-related offenses, especially assaults and robberies, remained a critical issue, with over 260 arrests of minors recorded within the first nine months of 2009. To combat these challenges, Metro Transit Police maintained prominent patrols at persistent hotspots such as Anacostia, Fort Totten, Gallery Place-Chinatown, L'Enfant Plaza, Minnesota Avenue, and added Metro Center to this roster.

Notable crimes

Significant incidents at Anacostia station include:

• February 5, 1992: Around 9:25 P.M., a man was confronted by three teenagers who kidnapped him at gunpoint, forced him to strip nearby, and stole his clothing, watch, and seven dollars. The suspects were apprehended while fleeing the scene.
• March 30, 2004: Inside the station, a dispute between two men escalated when one individual, Bradley Gant (29), boarded a Metrobus and was fatally shot in the chest by the other passenger. The shooter escaped and remained at large as of December 2009.
• November 17, 2007: Near the station entrance at approximately 9:10 P.M., Timothy Spicer was carjacked and shot multiple times; he succumbed to his injuries hours later. Maurice Blakey pled guilty to armed second-degree murder and received a 22-year prison term. Joseph Minor and Randolph Williams also admitted guilt on related charges, while Kadeem Quarles was sentenced to sixteen years for his involvement.
• June 18, 2008: During an exchange of gunfire between two teenagers near the station, a Metrobus driver was struck in the head by a stray bullet. Both juveniles sustained injuries and were arrested inside the station premises.
• February 15, 2009: A teenager was shot inside Anacostia station following an altercation after boarding at Gallery Place-Chinatown. The alleged adult shooter was apprehended on the platform by Metro Transit Police.

Economic development

Metrorail has been recognized as an influential factor in fostering economic development throughout the Washington metropolitan region.

Nonetheless, economic expansion around the Anacostia station along the Green Line has remained relatively modest.

Early history

Since the 1960s, Anacostia has remained one of the most economically challenged neighborhoods in Washington, D.C. Initial research conducted in 1981 suggested that the opening of the Anacostia station would trigger economic revitalization; however, by mid-1982, there was minimal real estate speculation in the area. To promote growth, the D.C. City Council introduced its first comprehensive land-use strategy in 1985, identifying the vicinity around the proposed Anacostia station as a "development opportunity area" and recommending a regional shopping center. Later, in 1988, the entire Anacostia region was designated as an Economic Development Zone, providing tax breaks and other incentives to encourage investment.

By 1989, a combination of federal and municipal housing subsidies facilitated the refurbishment of approximately 3,500 residential units and significantly increased land values near the station—from $2 to $55 per square foot. Despite these initiatives, many local residents and businesses opposed development projects they viewed as inconsistent with the character of the Anacostia Historic District, concerned about preserving neighborhood identity. Research by an urban planning professor at George Washington University indicated that the historic district status had little effect on stimulating economic progress. Furthermore, Dorn McGrath, Jr., director of GWU's Institute for Urban Development Research, observed that new Metro stations frequently attracted wealthier populations who gentrified neighborhoods, raised rental prices, and transformed community dynamics.

Opening

At the time of Anacostia station's inauguration, development in its immediate surroundings was sparse. The nearest commercial establishments—such as hair salons, fast food outlets, and auto repair shops—were located three blocks away, and no retail development proposals had been submitted despite city initiatives six years prior. Nevertheless, McGrath and the nonprofit Anacostia Economic Development Corporation expected a swift increase in dining venues, service-oriented businesses, and housing redevelopment.

These projections initially appeared accurate. While property values across D.C. declined by an average of 0.3 percent in 1992, properties adjacent to Anacostia station appreciated by 4.1 percent that year and surged by 9.7 percent in 1993. In mid-1993, the District rezoned 11 acres of undeveloped land at Poplar Point for mixed-use purposes—including retail, office space, and residential units—to encourage economic expansion. However, McGrath and others warned that the city’s rapid pace risked fostering unchecked development.

Late 1990s

By 1997, despite incentives from the Economic Development Zone designation and the presence of the Metro station itself, economic growth around Anacostia station remained minimal. In 1999, D.C. Mayor Anthony A. Williams redirected governmental focus toward developing Poplar Point. The Oliver Carr Company—a prominent local developer—proposed constructing new headquarters for the D.C. Department of Employment Services near the station if the government agreed to sell its downtown facility; this proposal was ultimately rejected. In 2001, the National Capital Planning Commission suggested transforming Anacostia into a center for new memorials.

Over the subsequent five years, Metro and D.C. continued efforts to attract developers for lands adjacent to the station. Although two office buildings—the Anacostia Professional Building at 2041 Martin Luther King Jr. Avenue SE and the Anacostia Gateway building at 1800 Martin Luther King Jr. Avenue SE—were completed by the city, Metro faced ongoing challenges securing development projects to stimulate economic vitality near Anacostia station.

Early 2000s

In 2005, then D.C. Mayor Williams put forward a plan to relocate Metro's headquarters close to the Anacostia station, igniting an extended controversy. He committed to transferring a portion of city agencies along with the Anacostia Waterfront Corporation's main office to the site to guarantee substantial occupancy. Williams proposed that Metro could finance the relocation and transit improvements by selling its downtown office property and land for $75 million. While city leaders and local residents viewed this as a potential driver for economic revitalization, private sector developers expressed doubts. Even though the D.C. City Council enacted legislation mandating Metro to establish its headquarters in Anacostia if it moved, Metro officials questioned whether the plan was financially viable.

After a year of stagnation, the Anacostia Waterfront Corporation introduced an expanded development concept encompassing office, residential (including apartments and condominiums), and retail spaces, along with additional office and residential areas positioned above the bus bays at the station. Representatives from D.C. on Metro’s board advocated for approval in 2007; however, no resolution was reached by November of that year. In 2008, Neil Albert, D.C.’s Deputy Mayor for Economic Development, joined Metro’s board—a move interpreted as an attempt to influence the relocation decision. Members of the D.C. Council criticized their Virginia counterparts for insufficient support and threatened to block Silver Line approvals but retracted after a consultant estimated that relocating would cost Metro approximately $70 million. Despite this, Mayor Adrian Fenty emphasized that moving Metro’s headquarters to Anacostia remained a key objective for his administration.

Criticism

Metro’s efforts to develop around the Anacostia station have encountered considerable opposition. Since its inception in 1976, Metro established the Joint Development Program aimed at encouraging retail, office, and residential projects on properties owned by Metro, government entities, or private parties. The objectives included increasing ridership, generating operational revenue, and delivering returns to governments through either income or higher tax assessments. By 2007, Metro had entered into 56 joint development agreements expected to yield $129 million over three decades. Research indicated that developments supported by Metro outperformed those initiated privately; nonetheless, Metro only realized about $4.3 million annually from these ventures and had inconsistent success in bringing projects to fruition.

Current status

In 2006, Interim General Manager Dan Tangherlini assembled a task force composed of experts in land use and economic development to evaluate Metro’s progress in station-area development. The report released in September 2007 revealed that Metro prioritized daily operations and expansion of new lines over revenue-generating projects at existing stations. Staff frequently exhibited indifference or resistance—particularly at Anacostia and Prince George’s County stations—leading to frustration among developers and residents due to prolonged approval processes and inadequate coordination with local and state authorities. Although roughly 25% of stations had land suitable for development—mainly concentrated in Anacostia and Prince George’s County—little advancement occurred. The task force chair labeled Metro’s approach as "completely ineffective and counterproductive" regarding station-area growth. The findings highlighted that Metro obstructed development near its stations; numerous proposals stalled, with submissions declining to only about 2.1 per station annually. Despite the critical nature of these issues, Metro’s board postponed addressing the report for more than seven months.

The most recent publicly disclosed proposal related to Anacostia station came in September 2008 when Urban-City Ventures LLC purchased 200,000 square feet near Howard Road SE intending to construct a large-format retail store (retailer not identified). Concurrently, Clark Realty Capital LLC along with the District government petitioned the federal authorities for the transfer of 110 acres at Poplar Point aimed at office building development.

External links

• Detailed information on Anacostia station at the Schumin Web Transit Center
• Google Maps Street View showing the Howard Road entrance