Green Line (Washington Metro)
| Company type | Rapid transit line |
|---|---|
| Industry | Public transportation |
| Founded | 1968 |
| Headquarters | Washington, D.C. , United States |
Area served | Washington, D.C., Prince George's County, Maryland |
| Products | Rapid transit service |
| Website | www |
The Green Line forms a segment of the Washington Metro rapid transit network, encompassing 21 stations that serve areas within Washington, D.C., and Prince George's County, Maryland. Stretching from to , it connects the southeastern and northeastern suburbs by passing through downtown Washington.
As the final line included in the original Metro blueprint, its planning commenced in 1968 with the objective of providing transit access to some of the city's most economically disadvantaged neighborhoods. The construction process encountered postponements due to disagreements over funding and route alignment. Limited service began in 1991, and the line reached full operation on January 13, 2001, when the last five stations opened—thus completing the initial Metro system design.
Among Washington’s three primary north–south transit corridors, the Green Line shares track segments with the Yellow Line between and .
On weekdays, trains operate every six minutes until 9:30 p.m., after which intervals extend to 7.5 minutes. Weekend service runs at eight-minute intervals.
Planning
The foundation for Metro development was laid by the 1955 Mass Transportation Survey, which projected freeway and transit demands up to 1980. A report from 1959 proposed two rapid transit corridors anticipating downtown subway infrastructure. Opposition to freeway projects within D.C. led to the establishment of the National Capital Transportation Administration, which issued a 1962 report omitting plans for what would become the Green Line. In 1967, a central route beneath 7th Street was introduced to serve inner-city neighborhoods.
In March 1968, the Washington Metropolitan Area Transit Authority (WMATA) board ratified its Adopted Regional System (ARS), a 98-mile plan including the Green Line extending from Branch Avenue to Greenbelt, with possible future extensions toward Laurel and Brandywine in Maryland.
Early decision making
Initial mid-20th-century proposals overlooked several lower-income areas within D.C. By late 1966, plans incorporated a line running along 7th Street. WMATA integrated this route into its expanded 101-mile system plan in 1968. The Green Line was intentionally designed to serve transit-dependent populations in economically challenged neighborhoods and to promote redevelopment following damage caused by the 1968 riots near 14th and U Streets. The original routing from 1969 placed the line beneath 13th Street NW with two stations; however, in 1970, funding from the D.C. Council enabled adding a third station and rerouting under U and 14th Streets NW.
The southern portion of the Green Line was initially planned to cross over the 11th Street Bridges, proceed along Martin Luther King Jr. Avenue SE toward Suitland Parkway, then continue on Branch Avenue SE terminating at the Capital Beltway. Public hearings on this alignment concluded in 1973, with station openings initially slated for 1976; nevertheless, construction delays pushed these dates back until service began in 1991.
The downtown segment’s opening was anticipated for September 1977 but was hindered by disputes over alignment north of U Street following cancellation of the North Central Freeway project. These disagreements resulted in costly delays spanning several years.
Construction of the tunnel between Gallery Place and Waterfront stations took place in the early 1970s using cut-and-cover techniques beneath heavily trafficked streets. This method disrupted both vehicular traffic and pedestrian movement and led to closures of retail businesses along the affected corridor.
Concerns arose regarding potential harm to historic Old Anacostia due to station placement; under federal pressure, Metro relocated this station to Howard Road SE.
By late 1977, plans shifted to target a June 1983 opening for the Green Line segment. However, rising expenses and funding shortages prompted WMATA to explore alternative southern alignments along Wheeler Road SE toward Rosecroft Raceway or splitting service into branches serving Southern Avenue and Suitland Parkway.
In October 1977, WMATA’s Board prioritized extending the Red Line ahead of advancing the Green Line but instructed staff to secure financing and finalize routing for the Green Line nonetheless. Federal officials voiced concerns about delays affecting Anacostia’s transit service.
A WMATA task force approved a Green Line route through Anacostia along Martin Luther King Jr. Avenue and Wheeler Road in January 1978, including a new station near St. Elizabeths Hospital; however, Prince George's County advocated instead for a route along Suitland Parkway extending toward Rosecroft.
By August 1978, WMATA recommended immediate completion of its entire planned Metrorail network of approximately 100 miles, highlighting critical stations such as Archives, Waterfront, Navy Yard–Ballpark, and Anacostia. Funding was secured by November for construction between Gallery Place and Waterfront but not yet beyond Anacostia; full completion remained targeted for late 1983.
Two additional northern route adjustments occurred with minimal controversy. North of Fort Totten, cancellation of I-95 freeway plans removed the necessity for a median alignment through parkland; WMATA selected an approved alternative by the mid-1980s that relocated Chillum station as West Hyattsville. In Petworth, tunnel alignment avoided Rock Creek Cemetery by employing advanced tunneling beneath New Hampshire Avenue between Georgia Avenue–Petworth and Columbia Heights stations.
Legal disputes and funding challenges
In December 1978, Metro revealed that the Green Line extension beyond Anacostia to Rosecroft Raceway was expected to be finished by 1987, marking a delay of one year from the original plan. Due to budgetary constraints, the decision was made to forgo the high-vault ceiling design for all stations yet to be built except Navy Yard, opting instead for a more economical architectural style. By July 1979, despite the release of billions in federal construction funding, Metro postponed the start of Anacostia station construction until mid-1985 and deferred the Branch Avenue extension completion to late 1986. These timelines continued to slip: after reaffirming schedules in December 1979, Metro further delayed the Green Line terminus in Prince George's County by an additional six months, pushing it into 1987.
Although Rosecroft Raceway was officially designated as the southern endpoint of the Green Line, over half of Maryland’s state legislators representing Prince George’s County petitioned Governor Harry Hughes to reconsider the route amid accusations that political influence had affected the 1978 decision. Nevertheless, Metro moved forward with Green Line design and planning in March 1984, advancing the anticipated completion date to late 1986.
Challenges in 1980 and near cancellation
Financial difficulties caused further postponements. By March 1980, Maryland officials worried that rising inflation would result in insufficient funds to finalize the Green Line construction, potentially obligating Maryland alone to cover the shortfall. In September 1980, Metro disclosed a $16 million deficit within its $271 million budget attributed to inflationary pressures. Residents of Anacostia expressed growing dissatisfaction with construction delays, organizing a petition signed by 1,000 individuals urging expedited progress.
In October 1980, The Washington Post raised doubts about the Green Line’s viability, highlighting its position at the bottom of Metro’s construction priority list despite serving economically disadvantaged neighborhoods. Although financial resources and contracts were in place to complete service up to Anacostia, local opposition within Maryland stalled final route approvals inside D.C. Additionally, Maryland business interests filed lawsuits aiming to halt construction over economic concerns linked to changing the terminus from Branch Avenue to Rosecroft Raceway.
The D.C. government threatened to block further Metro development unless the Green Line received priority status. Following intense negotiations, Metro consented. Construction commenced on Waterfront station, which was substantially finished by January 1981 and initially used as storage space. In December 1980, Metro projected a July 1986 opening for service extending to Anacostia; however, by January 1981 funding limitations pushed this estimate out to no earlier than 1990. By March 1981, Metro estimated that constructing from U Street NW to Anacostia would cost approximately $175 million.
Developments in 1981
Disputes regarding the Green Line’s alignment persisted into 1981. In May 1980, business owners near the previously proposed terminus at Branch Avenue and Auth Road in Marlow Heights initiated legal action against Metro, alleging that the route alteration was unlawful due to absence of public hearings. In February 1981, Judge Norman Park Ramsey ruled that Metro had failed to adequately publicize hearings concerning this change. Although Metro appealed this decision, construction continued pending appeal outcomes. Prince George’s County reaffirmed its support for designating Rosecroft Raceway as the terminus in April 1981 and scheduled a public hearing for June. Meanwhile, the U.S. Department of Transportation’s civil rights division cautioned that routing through Rosecroft could adversely affect two historically African American communities nearby. In May 1981, Metro revised its anticipated Green Line opening date to early 1988.
Officials from Prince George’s County voiced concerns that reductions in federal transit funding might lead to cancellation of four planned stations within their jurisdiction (Southern Avenue, Naylor Road, Suitland, and Branch Avenue). In July 1981, they blocked additional Metro funding unless $100 million was reallocated from Montgomery County’s Red Line extension toward Glenmont and immediate land acquisition began within Prince George’s County. Metro agreed in August under conditions including an annual allocation of $90 million dedicated to initiating work on inner-city stations such as Gallery Place, Waterfront, and Navy Yard.
Metro conducted hearings regarding the Green Line route exclusively within Prince George’s County in October 1981. The following month, the U.S. Court of Appeals for the Fourth Circuit denied Metro’s appeal related to prior litigation. On December 9, 1981, Metro estimated that service would reach Anacostia by late 1989.
1982
Financial constraints caused further postponements in construction. In February 1982, President Ronald Reagan suggested reducing Metro construction funding by 21.4%, lowering it to $295 million annually. Since the Green Line was projected to consume 40.5% of Metro's budget, these cuts jeopardized the entire Green Line initiative. Leaders within the African American community perceived these reductions as a sign that Metrorail favored suburban white commuters over inner-city African Americans, who depended heavily on Metrobus services. Despite these monetary setbacks, Metro intended to solicit bids in March 1982 for contracts worth $60 million to build tunnels beneath the Anacostia River and construct the Anacostia station, alongside a $100 million contract for the Navy Yard station.
On March 16, 1982, however, a judge prohibited Metro from allocating funds toward the Rosecroft Raceway alignment of the southern Green Line, citing flawed public hearing procedures. This decision delayed construction of both the Green Line and Anacostia station by at least one year. Although hearings had been publicized, their wording contained errors similar to those identified in a concurrent lawsuit in Maryland. Consequently, new hearings were planned for June 1982.
Metro explored reallocating funds from the southern Green Line segment to the northern section to commence work there, but this idea met opposition from the D.C. City Council. During the June hearings, residents of Prince George's County strongly expressed support for maintaining the original Green Line alignment linked to a 1968 bond measure. Metro committed to conducting a thorough study and recommending a route before starting tunnel work under the Anacostia River. The tunnel’s location became a contentious issue, with debate over routing beneath Anacostia Park versus adjacent to the 11th Street Bridges. By October 1982, Metro projected that service to Anacostia on the Green Line would begin in the late 1980s; a staff report released in November recommended moving forward with the Rosecroft Raceway route.
Ongoing federal funding reductions continued to impede progress. In December 1982, Metro announced that service crossing the Anacostia River would not commence before late 1989. The federal share for fiscal year 1983 fell from $95 million to $44 million, with most funds redirected toward tunnel projects between and . In February 1983, additional proposed cuts slashed Metro’s budget by $145 million down to $230 million, potentially delaying Green Line operations until 1991. On February 11, 1983, Metro officially declared that without full financial support it could not proceed with constructing the Green Line or critical extensions of the Red and Yellow Lines beyond their current termini.
Anacostia terminus
Securing funds for building the Green Line and Anacostia station remained problematic amid a district court injunction halting Green Line construction. Metro sought approval to proceed with Navy Yard, Anacostia, and Congress Heights stations while awaiting a routing decision in Prince George’s County; however, this request was denied by the court due to biased and insufficient public hearings. Despite this legal barrier, more than 23,000 residents of Anacostia petitioned in favor of completing the line. Metro opted against appealing the injunction, and Prince George’s County Council reversed its prior endorsement of the original Green Line route extending to Branch Avenue.
Frustrated by ongoing legal and funding impediments, Metro unveiled a "final" system map in December 1983 that depicted the Green Line terminating at Anacostia and Mount Vernon Square stations.
Resolution of disputes
In 1984, Metro took significant measures to finalize the Green Line project. In December 1983, it appointed former U.S. Secretary of Transportation William T. Coleman Jr. to oversee negotiations with involved parties and pursue judicial solutions. Prince George's County Executive Parris Glendening established a September 30, 1984 deadline for Green Line construction progress to prevent vetoing Metro’s budget. Discussions primarily centered on constructing the segment from L'Enfant Plaza to Anacostia, although proponents of the Rosecroft alignment threatened legal challenges if the initial route was reinstated.
By February 1984, representatives from Metro, the District of Columbia, and Prince George's County reached a consensus with supporters of both Branch Avenue and Rosecroft routes to commence building from L'Enfant Plaza to Anacostia, subject to a final route determination by December 6. The strategy included initiating summer work toward Waterfront station, completing tunneling beneath the Anacostia River by June 28, and holding public hearings on the remaining route section between July 18 and August 3. The U.S. Federal District Court ratified this agreement on March 7. Following this, Metro announced plans for an Anacostia station situated on Howard Road near Martin Luther King Jr. Avenue SE and a new Navy Yard station, aiming for a Green Line launch by 1990. In June 1984, court approval was granted for constructing both Navy Yard and Anacostia stations along with the associated tunnel.
At the same time, Metro escalated its political lobbying efforts to secure funding despite initial opposition from the Reagan administration, which had limited subway expansion to 76.4 miles. Nevertheless, congressional committees in both the House and Senate passed legislation mandating release of all allocated Metro funds, compelling the administration to remove mileage restrictions.
Bus service dispute
Anacostia station was designed to function as a primary Metrobus transfer point. However, as the Green Line’s opening neared, WMATA proposed reducing bus services between Anacostia and downtown Washington by approximately fifty percent. This adjustment compelled many transit-dependent, low-income residents of Anacostia to face increased fares and longer walks, replacing direct "door-to-door" routes with transfers at the station. The revisions impacted 25 routes serving over 80,000 passengers, with numerous routes shortened to terminate at Anacostia instead of continuing downtown. WMATA acknowledged that fares would rise around 50% for most riders but introduced reduced basic bus fares—from $1 down to 35 cents—on numerous local lines to alleviate some of the burden.
Demonstrations and boycott
The proposed reductions triggered protests including picketing outside WMATA headquarters and public hearings attended by more than 1,000 residents from D.C. and Prince George's County. Opponents accused WMATA of enforcing "transportational apartheid," emphasizing the contrast between service cuts in affluent suburbs versus higher costs and decreased access imposed on poor, largely African American neighborhoods. D.C. Mayor Sharon Pratt Kelly threatened to withhold the city’s Metro subsidy unless the service cuts were reversed. Meanwhile, suburban commuters objected to subsidizing costly bus operations in Anacostia while their own routes faced reductions.
Calls for a boycott gained momentum until Mayor Kelly suggested a compromise: maintain Anacostia as a bus hub with continued direct downtown service at an annual expense below $500,000 while keeping total fares under $1. Metro’s board approved this proposal, canceling all planned route modifications in D.C. and Prince George's County. Operating these routes cost approximately $2.5 million yearly, leading residents to end their boycott.
Despite earlier assurances, Prince George's County declared that its county-operated buses ("The Bus") would not serve Anacostia station, provoking strong criticism from D.C.’s Metro board members. The District had invested over $20 million in constructing bus bays at Anacostia intended for these buses—bays which ultimately remained unused by county services.
Revenue decline from fares
Within two months following the inauguration of Anacostia station, WMATA disclosed that bus routes remaining unchanged were responsible for a monthly deficit of $200,000 in rail fare income. To mitigate this loss, beginning in June 1992, WMATA operated only two-car trains—the shortest configuration in the system—on the Green Line during less busy weekday hours and on Sundays. By November 1992, daily ridership at Anacostia station averaged 7,500, falling short of expectations by 700 riders. WMATA attributed this underperformance primarily to the early 1990s economic downturn rather than continued bus service through downtown. The neighborhood experienced a marked decrease in bus patronage, leading to cuts in certain routes to prevent running underused buses.
Deficiency of rail cars
As early as 1988, WMATA recognized a shortage of rail cars but postponed placing orders for the 98 additional vehicles required to support Green Line extensions scheduled for completion by 1993. Internal disagreements over design specifications, combined with past production challenges such as labor strikes, further hindered timely acquisition. By September 1990, frequent malfunctions within the aging fleet heightened the urgency to procure new cars. The shortage became particularly acute with the opening of Anacostia station; upon Van Dorn Street station's debut in June 1991, trains operated every 12 minutes during peak times instead of the planned 8-minute intervals. Overcrowding was alleviated only after deploying extra cars to form 8-car trains.
WMATA also underestimated ridership levels at newly opened Green Line stations. In June 1991, projections estimated around 15,000 daily boardings across Waterfront, Navy Yard, and Anacostia stations; by December that year, forecasts increased to 30,700 for June 1992 but were adjusted downward to approximately 28,000 shortly after Anacostia began service.
Although numerous bus commuters switched to rail by February 1992, WMATA responded to revenue deficits by shortening train lengths on the Green Line during off-peak periods.
The initial delivery of new rail cars did not occur until February 2001. The January 13, 2001 launch of five remaining Green Line stations attracted nearly 20,000 additional daily riders, overwhelming platforms and trains alike. This surge forced many passengers at Anacostia and other stations to wait as fully occupied trains bypassed them. Early ridership estimates had significantly underestimated demand; within days of opening, actual numbers surpassed projections by thousands.
By January 24, daily boardings exceeded 30,600—tripling original forecasts. Complaints from commuters escalated at Anacostia, Navy Yard, and Waterfront stations. WMATA attributed these challenges to several factors: record-breaking system-wide ridership; outdated projections made two years earlier; premature station openings occurring two months before new rail cars arrived; and free parking incentives that drew triple the expected number of riders.
1984
Construction work extending the Green Line southward from L'Enfant Plaza commenced in July 1984 when WMATA issued a bidding request for tunneling beneath the Anacostia River. The contract worth $25.6 million was awarded to the Harrison Western/Franki-Denys joint venture, with construction starting in December of that year. WMATA initially delayed awarding the contract due to concerns raised by anti-apartheid activists about a minor Belgian financial stake linked to Franki-Denys and its connections to South Africa. After verifying that these ties were minimal, WMATA proceeded with the contract while implementing stricter policies regarding agreements with companies involved in South African business by May 1985.
The controversy over the Green Line’s routing concluded in December 1984 when local residents and District officials advocated for stations at Congress Heights and Southern Avenue to promote economic growth and provide access to St. Elizabeths Hospital and Greater Southeast Community Hospital. The WMATA Board reinstated the original alignment including these stations. Subsequently, a U.S. district court upheld this decision by lifting a 1982 injunction that had halted construction on the $483 million southern Green Line extension—now estimated to cost $132 million more than an alternative route via Rosecroft.
1985
The necessary funding to build the Green Line was secured in 1985. Due to pressure from Congress, the Reagan administration proposed allocating $250 million per year over four years to extend WMATA's network to , although this proposal excluded construction beyond the Southern Avenue station.
Construction activities commenced in 1985, beginning with surveying and clearing for the parallel 2,500-foot (762 m) tunnels beneath the Anacostia River in March. A tunnel boring machine measuring 24 feet (7.32 m) in length and 19 feet (5.8 m) in diameter, manufactured by Hitachi Zosen Corporation, was utilized employing pioneering methods not previously used in the eastern United States. This equipment excavated through a combination of sand, gravel, boulders, and clay approximately beneath the riverbed, simultaneously lining the tunnels with concrete. To prevent collapses near the northern riverbank where soil was saturated, liquid nitrogen was applied to stabilize the ground.
The tunnels were expected to be finished by the end of 1987. WMATA engineers conducted an inspection of the dormant Waterfront station, verifying its structural soundness despite requiring water pumping and certain tunnel repairs between L'Enfant Plaza and Waterfront. Construction from Waterfront to Navy Yard began in September 1985, with work on Navy Yard station starting early in 1986 and soon connecting to the Anacostia River tunnels. The objective was to open both new Green Line stations by 1990.
In October 1985, WMATA awarded a $24.9 million contract to Harrison Western Corp. for tunneling operations between Waterfront and Navy Yard stations. Prior to this, in June 1985, Kiewit Construction Co. had been granted a $41.5 million contract for building Anacostia station, with groundbreaking taking place on September 21, 1985.
1986–88
The Green Line's construction funding encountered obstacles during 1986. WMATA sought $2 billion overall; however, Congress considered reducing annual allocations by as much as 26%, lowering them to $184.5 million over four years. In December 1985, Congress approved $227 million for fiscal year 1986 but faced threats from the Reagan administration to discontinue future funding. WMATA petitioned President Reagan for release of $400 million already appropriated, though officials maintained that adequate funds were available to finish the Green Line. Officials from Prince George's County threatened litigation and construction disruptions unless funding was directed toward their jurisdiction. In response, WMATA extended projected completion dates for Green Line and Anacostia station work to 1991. Following negotiations involving state and local financial assurances, penalties for missed obligations, and oversight by external financial monitors, the administration released the $400 million on July 16, 1986.
With funding assured, construction efforts intensified. In November 1986, WMATA awarded Mergentime Corp. a $36.2 million contract for Navy Yard station construction and a $19.5 million contract in December for tunneling beneath the Anacostia River. By March 1986, the second of two concrete-lined tunnels under the river had been completed. WMATA updated its schedule in April 1987: aiming for Mount Vernon Square, Shaw, and U Street stations to open by late 1990; connecting Mount Vernon Square to Anacostia by late 1991; and linking Fort Totten to Greenbelt by 1994. In January 1988, contracts worth $179.1 million for the Fort Totten-Greenbelt segment and $6.9 million for completing Waterfront station were awarded. By December 1988, WMATA confirmed that Waterfront, Navy Yard, and Anacostia stations were set to open in late 1991.
Extension south of Anacostia
Beginning in 1989, WMATA requested $2.16 billion from Congress over a decade to finalize the 103-mile network, which included completing the Green Line from Anacostia to Branch Avenue and connecting it between U Street and Fort Totten. Although the Bush administration opposed the funding, Congress approved $2.025 billion, leaving only the Suitland and Branch Avenue stations without allocated funds.
By mid-1991, a decrease in inflation reduced construction expenses, enabling WMATA to propose building the last two Green Line stations in Prince George's County without seeking additional federal financing. The agency planned to accelerate early spending to expedite project completion, anticipating savings later to balance costs. However, officials in Prince George’s County insisted on guarantees for their stations before allowing further work. As of August 1991, funding for the seven remaining Green Line stations in both D.C. and Prince George's County remained uncertain, with local leaders divided over priorities. WMATA also faced deficits for essential minor projects such as security gates and escalator components at newly constructed stations.
The impasse over funding was resolved in November 1991 when local and state authorities agreed to nearly triple their Metro construction contributions by 1994 to complete the system.
WMATA’s initial budget incorporating Green Line operating expenses was proposed in December 1989, forecasting a December 1990 opening for the Mt. Vernon Square, Shaw–Howard University, and U Street–Cardozo stations. The budget also sought funds to test the Green Line section between Gallery Place–Chinatown and Anacostia and planned new Metrobus routes in Prince George’s County to facilitate commuter access.
Change of contractor
The Green Line’s launch experienced substantial delays after WMATA terminated the Mergentime/Perini Joint Venture contract in May 1990 for work on Shaw–Howard University and U Street–Cardozo stations. The contractor was accused of workforce reductions, missed deadlines, and unsafe working conditions, allegations Mergentime/Perini denied. Despite similar issues at Navy Yard station, WMATA retained that contractor there. WMATA anticipated this change would postpone the opening until late spring 1991.
In August 1990, WMATA engaged Perini Corp. to complete construction and street restoration efforts, aiming for a dedication ceremony by December 1991. Meanwhile, federal overseers criticized WMATA’s financial management, holding the agency responsible for project delays and problems. Mergentime/Perini filed a lawsuit against WMATA alleging wrongful termination.
Other problems
The costs associated with testing and operating the Green Line placed a strain on WMATA’s budget. Alongside expenses from extending the Blue Line to , WMATA eliminated 335 positions and cut budgets for supplies, travel, overtime, and temporary staffing. Although ridership was expected to grow by 3.8% to reach 260 million trips, additional revenue fell short of covering operating expenditures. The Mt. Vernon Square, Shaw–Howard University, and U Street–Cardozo stations officially opened on May 11, 1991.
Complications arose during construction beyond Anacostia station after discovery of a toxic waste site along the planned route near St. Elizabeth's Hospital. From 1977 through 1989, D.C. had deposited approximately 426,000 tons of potentially hazardous incinerator bottom ash in an exposed culvert at this location—even continuing for four years after becoming aware of WMATA’s plans. Concerns focused on methane gas pockets and soluble acids that could jeopardize site usability.
Maryland officials used this finding to push for realigning the Green Line—suggesting abandonment of Congress Heights and Southern Avenue stations in exchange for Naylor Road, Suitland, and Branch Avenue stops. This proposal sparked protests within Anacostia and led to intense discussions among WMATA board members. An initial report from June 1991 found no environmental hazard from the ash but noted pollutant levels might prevent landfill disposal within D.C., Maryland, or Virginia jurisdictions. A follow-up environmental study in November 1991 confirmed the ash was nonhazardous but required removal at an estimated cost of $1 million.
1991 extension
The section of the Green Line running from L'Enfant Plaza to Anacostia began service on December 28, 1991. Ridership rapidly surpassed WMATA's expectations, with daily boardings exceeding 8,000 during the initial workweek and approaching 10,000 by late January 1992, largely concentrated at Anacostia station.
The development of Lake Artemesia was a result of construction activities near Berwyn Heights, Maryland. In 1976, WMATA extracted sand and gravel from this site for Green Line construction and subsequently invested in transforming the area into a lake and park.
1993 extension
In December 1993, the , , Prince George's Plaza, and stations were inaugurated. Approximately two years later, WMATA launched a $900 million initiative to finalize the last segment of the originally envisioned Metrorail system, which included the addition of Suitland, Naylor Road, Southern Avenue, and Congress Heights stations.
By June 1998, the outbound tunnel leading to Congress Heights was completed. The Georgia Avenue–Petworth and Columbia Heights stations opened ahead of schedule in September 1999. The final five Green Line stations began operations on January 13, 2001.
Recent years
Green Line service between U Street and Gallery Place–Chinatown started on May 11, 1991, initially operated by Yellow Line trains terminating at . The official launch of the Green Line occurred on December 28, 1991, with three stations south of L'Enfant Plaza extending to Anacostia. Yellow Line service north of Mount Vernon Square was discontinued and replaced by the Green Line. The branch extending north from Fort Totten to opened on December 11, 1993. These two sections were connected on September 18, 1999, coinciding with the opening of two stations; the remaining five stations south to Branch Avenue opened on January 13, 2001, marking the completion of the original Metrorail system.
Following the opening of the Fort Totten branch, the Green Line Commuter Shortcut was introduced on January 27, 1997. This allowed peak-hour riders to transfer from the Green Line to the Red Line without changing trains at Fort Totten by utilizing a single-track connection between the lines near Fort Totten. Due to high demand, this shortcut operated until September 17, 1999, when the central segment of the Green Line was finished.
In 2006, WMATA board member Jim Graham and D.C. Mayor Anthony A. Williams proposed extending Yellow Line service to or as a measure to ease congestion on the Green Line without constructing new tracks. Despite initial opposition from suburban board members and a subsequent compromise that increased Red Line frequency, an 18-month pilot program commenced on December 31, 2006. This pilot extended Yellow Line trains to Fort Totten during off-peak hours at a cost of $5.75 million to D.C., and it has been extended continuously through April 2019.
Due to the COVID-19 pandemic, trains bypassed , , and stations from March 26 until June 28, 2020; these stations reopened starting June 28.
Between May 29 and September 6, 2021, all Green Line trains terminated at Fort Totten while a Platform Improvement Project closed stations north of Fort Totten; shuttle bus service was provided for affected stops.
From July 22 to September 4, 2023, Green Line operations again ended at Fort Totten due to upgrades in rail system technology affecting northern stations.
Automatic train operation resumed on both Yellow and Green Lines in May 2025 after being suspended following the Red Line collision in June 2009.
Route
The southern endpoint of the Green Line is situated near Branch Avenue (Maryland Route 5) and Auth Way, just inside the Capital Beltway close to Andrews Air Force Base. From there, it proceeds northwest through a park area to merge with the Suitland Parkway corridor, then shifts southeast along Southern Avenue SE before heading north on 13th Street SE to reconnect with Suitland Parkway. After crossing the Anacostia River, the line passes beneath the Washington Navy Yard via tunnel and continues westward under M Street SE. It merges with the Yellow Line within a tunnel beneath 7th Street SW, where the Yellow Line ends at . The tunnel then curves westward along Florida Avenue NW and U Street NW, turning north underneath Park Road NW and 14th Street NW. The Green Line advances northeast under New Hampshire Avenue NW, traversing Fort Totten Park and intersecting with the Red Line. It continues eastward through Fort Circle Park, tunnels beneath Queens Chapel Road (Maryland Route 500), and emerges alongside the Baltimore and Ohio Railroad right of way leading to , adjacent to the Capital Beltway.
Internally, the Green Line is divided into two routes: the Greenbelt Route (E) and the Branch Avenue Route (F), which converge at the lower-level platform of (RTU code F01).
Together with the Red Line, it is one of only two Metro lines that do not extend into Virginia, and it uniquely operates entirely within the boundaries of the Capital Beltway.
To maintain peak service levels, 19 trains are required—comprising ten eight-car trains and nine six-car trains—for a total of 134 rail cars. Maintenance and storage facilities are positioned near both Branch Avenue and Greenbelt stations.
By March 2018, all Green Line trains operated solely as eight-car sets; however, six-car train operations resumed in summer 2019 and returned to full-time service by September 2022.
Stations
The stations served by the Green Line are listed below from south to north.
| Station | Code | Opened | Image | Other Metro Line(s) |
Notes | |||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Template:Wmata | F11 | January 13, 2001 | Southern terminus | |||||||||||||||||||||||
| Template:Wmata | F10 | |||||||||||||||||||||||||
| Template:Wmata | F09 | |||||||||||||||||||||||||
| Template:Wmata | F08 | |||||||||||||||||||||||||
| Template:Wmata | F07 | |||||||||||||||||||||||||
| Template:Wmata | F06 | December 28, 1991 | Constructed closer to ground level due to low water table conditions; features smaller arches differing from standard station designs. | |||||||||||||||||||||||
| Template:Wmata | F05 | |||||||||||||||||||||||||
| Template:Wmata | F04 | |||||||||||||||||||||||||
| Template:Wmata | F03 | July 1, 1977 | Template:WMATA icon Template:WMATA icon Template:WMATA icon Template:WMATA icon | Major transfer hub connecting Blue, Orange, Silver, and Yellow Lines | ||||||||||||||||||||||
| Template:Wmata | F02 | April 30, 1983 | Template:WMATA icon | |||||||||||||||||||||||
| Template:Wmata | F01 | December 15, 1976 | Template:WMATA icon Template:WMATA icon | Transfer station for Red Line | ||||||||||||||||||||||
| Template:Wmata | E01 | May 11, 1991 | Template:WMATA icon | Transfer point and northern terminus of Yellow Line | ||||||||||||||||||||||
| Template:Wmata | E02 | |||||||||||||||||||||||||
| Template:Wmata | E03 | |||||||||||||||||||||||||
| Template:Wmata | E04 | September 18, 1999 | ||||||||||||||||||||||||
| Template:Wmata | E05 | |||||||||||||||||||||||||
| Fort Totten}} | E06 | December 11, 1993 | ' | 'Template:WMATA icon' | Important transfer station for Red Line; features both underground and surface-level platforms. | '- | West Hyattsville}}' | E07 | ' | '- | Hyattsville Crossing}}' | E08 | ' | Formerly known as Prince George’s Plaza; renamed in 2022. | '- | College Park–University of Maryland}}' | E09 | ' | Future Purple Line connection and access to Camden Line | '- | Greenbelt}}' | E10 | ' | Provides access to Camden Line; northern terminus |
Future Developments
An extension from the current Greenbelt endpoint to Baltimore/Washington International Airport has been under consideration. This proposed route would also provide service to the communities of Laurel and Fort Meade, creating a connection between the Washington Metro network and the Baltimore Light RailLink operated by the Maryland Transit Administration.
See also
Bibliography
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