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98-672: Route J12 operates between the Addison Road station & Forestville (8411 Old Marlboro Pike) from 4:25 am to 11:30 pm on weekdays and 6:15 am to 10:00 pm on weekends every 35 minutes during peak hours and 70 minutes during the off-peak hours. Route J12 also serves the IAM Building via Presidential Parkway during the weekday peak hours only. Route J12 originally operated out of the Southern Avenue Annex division (formerly known as the, "Prince George's" division prior to 1989), along with

196-718: 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

294-729: A Green Line route in Anacostia that followed Martin Luther King, Jr., Avenue and then Wheeler Road down to the Beltway, with a new station added near St. Elizabeths Hospital . Nonetheless, the Prince George's County government successfully demanded in May 1978 for WMATA to choose the Suitland Parkway to Rosecroft route instead. In August 1978, WMATA's Board of Directors recommended to the federal government and its partner state and local governments for

392-602: A boycott increased in mid-September. On September 16, 1991, declaring that the city paid "40 percent of the Metro subsidy, but we're the last to get service," Mayor Dixon threatened to withhold the District's payment to Metro unless the bus changes were rescinded. Metro officials were angered by Dixon's statement and said that District officials had been involved in the bus route planning process for months. Mayor Dixon proposed on September 20 for Metro to continue to use Anacostia station as

490-548: A call for bids to tunnel under the Anacostia River. The firm of Harrison Western/Franki-Denys (a joint venture ) was awarded the $ 25.6 million contract, with construction to begin in December 1984. WMATA delayed awarding the contract after American anti-apartheid activists alleged that a Belgian company with a minority financial interest in Franki-Denys did business with the racist white-led government of South Africa , but after

588-605: A counterclockwise manner, meaning in the exact opposite directions of each other. Route J14 would only operate during midday hours while J15 operated during the weekday peak hours in the peak direction. On January 13, 2001, when the Green Line extension to Branch Avenue was complete, routes J11, J12, & J13 were rerouted to operate to between Potomac Avenue station (J11 rush hour trips only, J13)/ Addison Road station J11 & J12 only & Forestville (8411 Old Marlboro Pike) instead of Andrews Air Force Base , by diverting from

686-435: A day (by June 1992). Even though significant numbers of bus riders in Anacostia had switched to Metrorail by February 1992, WMATA nonetheless began running two- rather than four-car trains on the Green Line on Sundays and during slow periods in order to close a revenue shortfall. Metro finally ordered new rail cars, but the first of the cars were not due to be delivered until February 2001. The January 13, 2001 opening of

784-429: A day would board from these stations by June 2001. That estimate was exceeded by 2,000 riders a day on the second day the stations were open. By January 24, the number had risen to more than 30,600 per day, three times as many as originally estimated. Angry commuters using the Anacostia, Navy Yard, and Waterfront stations peppered the transit agency with complaints. WMATA claimed that a number of factors contributed to

882-424: A hub but with bus service provided into downtown D.C. The plan, estimated to cost less than $ 500,000 a year, would require residents to transfer at Anacostia station but would not raise the total fare to more than $ 1. A month later, Metro's board of directors unanimously agreed to accept Dixon's plan and cancelled all planned route changes in the District of Columbia and Prince George's County. The cost of operating

980-420: A petition containing 1,000 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 18.86-mile (30.35 kilometer) Green Line, which some argue should have been the first built because it would serve the most disadvantaged sections of

1078-504: A rail car shortage in 1988. Although the transit authority knew that it needed at least 98 new rail cars to provide adequate service to the new stations to be added on the Green Line and other lines by 1993, it did not place an order for the cars. Metrorail also suffered from internal squabbling over rail car design, and rail car production had historically been plagued by poor quality and labor strikes —both of which added to construction delays. By September 1990, more frequent breakdowns in

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1176-537: A rail station located in the District of Columbia's most violent and crime-prone neighborhood. More than 1,000 people packed "raucous" public hearings for three nights in the District and Prince George's County in early September that denounced Metro and claimed that they were "becoming a victim of transportational apartheid." Worried about the impact of the cuts as well as a possible bus boycott, D.C. Mayor Sharon Pratt Kelly (later Sharon Pratt Dixon) announced on September 11, 1991, that she would seek an alternative to

1274-651: A tunnel from the Navy Yard Station to the tunnels being built under the Anacostia River. On March 23, 1986, the second of the two 2,450-foot (750 m), concrete-lined tunnels under the Anacostia River was completed. With the tunnels finished and other contracts awarded, WMATA announced yet another revised timeline for opening the Green Line in April 1987. The transit agency estimated that the Mount Vernon Square , Shaw , and U Street stations would open in late 1990,

1372-466: A year. Planned Green Line construction constituted 40.5% of Metro's 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

1470-475: The Andrews Air Force Base gates (located on Patrick Avenue just off Suitland Parkway), to serve their original terminus at Andrews Air Force Base . As a result, J11, J12, and J13 were truncated to only operate to Forestville (8431 Old Marlboro Pike) instead. Neither J14, nor J15 were affected by this route change since they did not operate to, or anywhere near Andrews Air Force Base . However; due to

1568-757: The Andrews Air Force Base gates, via Patrick Avenue. However; during weekday early morning weekday times before Metrorail Service began operation, J11 would operate on special southbound trips in the exact opposite direction of J13, from Federal Triangle towards Andrews Air Force Base , bypassing Addison Road station altogether. J14 & J15 operated between Addison Road station & Ritchie, via Addison Road, Central Avenue, Larchmont Avenue, Marlboro Pike, Kipling Parkway, Ritchie Road, Ashwood Drive, Dunmore Place, Edgeworth Drive, Central Avenue (J15), Brightseat Road (J15), CentrePointe Office Park (J15), Hampton Mall (J15), and Hampton Park Boulevard (J15). Both routes J14 & J15 would operate all day service on weekdays, in

1666-561: 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, construction delays kept the first Green Line stations from opening until 1991. The downtown segment of the line was originally projected to open in September 1977. Obtaining approval of the District of Columbia and Prince George's County of

1764-482: The Hitachi Zosen Corporation was shipped to the U.S. to drill the tunnel, which required boring techniques "so novel that they have never before been used in the eastern United States." The tunnel boring machine ate through "T5" (relatively fine sand mixed with gravel and boulders which occasionally required workers to physically break the boulders apart) and clay formations about 50 feet (15 m) beneath

1862-592: The Northwest Branch Stream Valley Park, but the cancellation of I-95 through the District and out to the Beltway in 1974 meant that it was no longer necessary or appropriate to condemn an I-95-sized swath of parkland just for Metro. WMATA eventually selected a new route that skirted most of the park, and it was federally approved by the mid-1980s. The planned Chillum station was relocated and named West Hyattsville . The other alignment dispute occurred in

1960-555: The Petworth section of Washington and involved whether the tunnel would go under or skirt Rock Creek Cemetery and how to go through its soft- soil burial ground (i) and the least disruptive way under New Hampshire Avenue from Georgia Avenue–Petworth to Columbia Heights . The tunnels eventually skirted the cemetery by using the New Austrian tunnelling method and stacked under New Hampshire Avenue. In December 1978, Metro announced that

2058-575: The Red Line extension in Montgomery County to Glenmont and began the immediate purchase of land and rights-of-way in Prince George's 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 inner-city portion of the Green Line (the Gallery Place, Waterfront, and Navy Yard stations). Metro held its long-awaited hearings over

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2156-499: The $ 24.9 million contract to excavate the tunnel between the Waterfront and Navy Yard stations to Harrison Western Corp. WMATA's board awarded a $ 41.5 million contract for the construction of the Anacostia station to Kiewit Construction Co. in June 1985, and said the station would open in 1990. Ground was broken at the site on September 21, 1985. Funding for construction of the Green Line

2254-552: The Addison Road Metro Station altogether) were discontinued. Additionally, the special Saturday early morning J13 southbound trip from Potomac Avenue station towards Forestville, as well as a special Sunday early morning J13 northbound trip from Forestville to Federal Triangle, were discontinued, as Metrorail Service began operating during those times. As a result of these changes, the segment of J13's weekday and Sunday early morning northbound and southbound routing between

2352-777: The Anacostia station on Howard Road between Martin Luther King, Jr. Avenue SE and the Anacostia Freeway, as well as a new Metro station at the Washington Navy Yard, and would open the Green Line by 1990. Metro asked and won approval from the court to build the Navy Yard and Anacostia stations and the tunnel in June 1984. Metro also began new political efforts to secure funding to complete the transit system. Initially, Reagan administration officials balked at this plan, reiterating that they would not permit Metro to build more than 76.4 miles (123.0 km) of subway. But in June, House and Senate committees passed legislation requiring

2450-475: The Anacostia station was (on average) 7,500 riders a day, 700 below estimates. WMATA admitted that although riders had made the switch from bus to rail, the lower ridership numbers were caused by the recession , not because of continuing downtown bus service in the area. Metro said ridership on buses in the neighborhood was down significantly, and the transit agency reduced the number of buses on some routes to avoid having empty buses. WMATA first became aware of

2548-565: 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 line's route could be again reconsidered. The District of Columbia government responded by threatening to veto any further Metro subway construction unless construction of

2646-430: The District's less affluent neighborhoods. By late 1966, some plans started to include a line along 7th Street in the District of Columbia. In 1968, the new WMATA included the line in its master plan for its proposed 101 miles (163 km) system. At that time, a Green Line was planned to pass through some of the area's poorest and most transit-dependent neighborhoods and provide them with subway service. Riots following

2744-544: The Green Line a "high priority" (favoring extension of the Red Line to Glenmont ) 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

2842-462: 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

2940-465: 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 Metro's construction fund

3038-517: The Green Line to its original route, and build the Congress Heights and Southern Avenue stations. The U.S. district court approved WMATA's decision and dissolved its March 1982 injunction, which had barred construction of the $ 483 million southern Green Line (now estimated to cost $ 132 million more than the Rosecroft route). Funding for Green Line construction fell into place in 1985. Pressured by

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3136-417: The Green Line under U Street, and 14th Street NW. The southern part of the Green Line was originally planned to pass over the 11th Street Bridges to the intersection of Good Hope Road SE and Martin Luther King, Jr., Avenue SE, follow Martin Luther King, Jr., Avenue SE to Suitland Parkway , down Suitland Parkway to Branch Avenue SE, and down Branch Avenue to a terminus at the intersection of Branch Avenue and

3234-532: The Green Line was made Metro's highest priority. Twenty-four hours of intense discussions later, Metro agreed to the District government's 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

3332-555: The Green Line's route in October 1981, but only in Prince George's County (not the District). A month later, the 4th Circuit Court of Appeals turned down Metro's appeal. Metro subsequently estimated on December 9, 1981, that the Green Line would reach Anacostia in late 1989. Funding problems delayed construction even further. In February 1982, President Ronald Reagan proposed cutting Metro construction funds by 21.4% to just $ 295 million

3430-641: The Green Line's southern terminus, more than half of Prince George's County's 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 line's completion date up to late 1986. Funding troubles delayed construction even further. In March 1980, Maryland officials worried that high inflation would leave Metro without enough funds to complete

3528-404: 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, D.C. City Council member Jerry A. Moore, Jr. delivered

3626-488: The Green Line. Prince George's County officials threatened to sue Metro as well as block all further construction spending in March 1985 unless WMATA agreed to use its existing funds to build the Green Line into their county. WMATA officials reacted in June by stretching out construction of the Green Line and Anacostia station to 1991. After lengthy negotiations (which included state and local guarantees to pay for cost overruns or funding shortfalls, penalties for defaults, and

3724-515: The Green Line. First, the transit agency hired former U.S. Secretary of Transportation William T. Coleman, Jr. in December 1983 to oversee negotiations with the various entities involved with the siting of the Green Line route and seek a resolution through the U.S. district court. On February 21, 1984, Prince George's County Executive Parris Glendening announced that construction of the Green Line in Prince George's must start by September 30, 1984, or he would begin vetoing Metro spending proposals. At

3822-581: The J11, J13, J14, and J15 up until February 1989, when the Landover division opened. Once Landover opened, all routes were all shifted to operate out of the Landover division. J11, J13, J14 and J15 operated out of Landover division up until the times they were discontinued (J14 & J15 on December 18, 2004), and (J11 & J13 in 2016) was shifted to operate out of Andrews Federal Center division on June 23, 2019. J12 began operation in 1925 and initially operated as part of

3920-714: The Marlboro Pike streetcar line between Federal Triangle in Downtown Washington D.C. & Andrews Air Force Base in Camp Springs, MD . J12 was later converted into a bus route during the 1950s, before ultimately becoming a WMATA Metrobus Route on February 4, 1973, when WMATA acquired four private bus companies that operated throughout the Washington D.C. Metropolitan Area. J12 begin serving Potomac Avenue & Eastern Market stations, once they opened on July 15, 1977, in

4018-622: The Penn Mar Shopping Center in Forestville, MD . On June 24, 2007, as the Blue Line began operating earlier in the morning on weekdays, northbound J13 trips operating from Forestville towards Federal Triangle as well as a special southbound J11 trip operating back from Federal Triangle towards Forestville (basically operating on the same exact routing as J13, but in the exact opposite direction, remaining straight on Marlboro Pike, bypassing

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4116-580: The Potomac Avenue & Federal Triangle, via Eastern Market and Archives stations, was discontinued. Route J13, only operated one special early morning Saturday trip in only the northbound direction from Forestville to the Potomac Avenue. J13 service on weekday and Sunday early mornings, were discontinued. The segment of J11's special weekday early morning routing between Federal Triangle and the intersection of Marlboro Pike & Larchmont Avenue in Coral Hills

4214-452: The Reagan administration to release all funds appropriated for Metro, putting pressure on the administration to rescind its mileage limit. Like all Metrorail stations, Anacostia station was intended to be a major hub for Metrobus service in the area. However, with the Anacostia neighborhood being the poorest and most transit-dependent area in the District of Columbia, changes to bus routes in

4312-554: The U.S. Department of Transportation, Metro had pushed back the construction of the Anacostia station to mid-1985 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 George's County would be pushed back six more months to 1987. Even as Metro officially designated Rosecroft Raceway as

4410-411: 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 line's actual location had forced planners to delay final siting of the line inside

4508-479: The appeal was resolved. The Prince George's 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 U.S. 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

4606-563: The area proved highly controversial. As the opening of the Green Line to Anacostia neared, WMATA proposed halving the number of bus routes traveling between Anacostia and the National Archives Building downtown. That would force riders to take the more expensive Metrorail and require many riders to walk several blocks to their destination, rather than the "virtually door-to-door service" that they enjoyed. A total of 25 routes were changed, affecting more than 80,000 riders. Many of

4704-408: The bus routes totaled $ 2.5 million annually. The compromise led residents to call off their boycott of Metrobus. Prince George's County, meanwhile, had announced that its county-run buses (" The Bus ") would not run to Anacostia Station, as previously promised, drawing outrage from the D.C. representatives on Metro's board. The District of Columbia had spent more than $ 20 million adding bus bays at

4802-439: The changes proposed by WMATA. Suburban commuters were angry that Metro would keep the bus routes open in Anacostia, at an estimated cost of $ 4 million, when their bus service had been cut when Metrorail stations opened in their areas; D.C. residents countered that poor African American District citizens could not afford the same transit changes and fare increases that wealthy, white suburbanites were asked to absorb. Calls for

4900-500: The city. In December 2003, security cameras at this station filmed a deer walking around the station mezzanine, running down an escalator, and going down the platform past a waiting train, as startled passengers watched. The deer then jumped onto the tracks and escaped into nearby woods. Metro spokesperson Lisa Farbstein reported that Metro had nicknamed the deer "Rudolph the Blue Line Reindeer". In December 2012, Addison Road

4998-422: The court to allow construction of the Navy Yard, Anacostia, and Congress Heights stations pending a decision on the Green Line route in Prince George's County, but the court refused. Judge Ramsey said that Metro's public hearing process was biased and "inadequate". Even as the court refused to let Green Line construction in Anacostia begin, more than 23,000 Anacostia residents signed a public petition demanding that

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5096-411: The death of Martin Luther King in 1968 destroyed much of the commercial district around 14th and U Streets, and planners hoped that adding a subway stop in that area would stimulate redevelopment. The original 1969 plan called for a line under 13th Street NW with just two stations. However, in 1970, the District of Columbia Council agreed to pay an additional $ 3 million to add a third station and reroute

5194-482: The entire 100-mile (160 km)-long Metrorail system to be fully built, a proposal that included immediate construction of the Archives , Waterfront , Navy Yard–Ballpark , and Anacostia 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

5292-511: The exact alignment of the Green Line north of U Street delayed construction. Originally, the ARS called for the line to be placed in the median strip of the planned North Central Freeway , but after that road was cancelled, the route of the replacement subway tunnel became controversial, resulting in years of expensive delays. The tunnel between the Gallery Place and Waterfront stations, including

5390-432: The exception that it would only operate during mid-day times during weekdays unlike J12 which operated as an all-day route, seven days a week. Also, unlike J12, J11 would travel south on Pennsylvania Avenue past the intersection of Suitland Parkway towards the intersection of Machinists Place and then make a u-turn loop onto Machinists Place to get back onto Pennsylvania Avenue, before returning to Suitland Parkway and entering

5488-566: The existing, aging rail car fleet heightened the urgency to buy more cars. Officials estimated that the rail car shortage would become critical when the Anacostia station opened. When the Van Dorn Street station opened in June 1991, Metro was forced to run trains every 12 minutes during rush hour rather than every 8 due to the rail car shortage. Eventually, crowding was addressed when additional cars became available by running 8-car trains. Metro also encountered significant problems estimating

5586-460: The final five Green Line stations (Congress Heights, Southern Avenue, Naylor Road, Suitland, and Branch Avenue) significantly worsened overcrowding and service problems on the line. The five new stations added almost 20,000 new riders a day, overwhelming station platforms, jamming trains to capacity, and forcing many riders at Anacostia and other stations up the line to wait as train after train passed them, filled. Metro had estimated that 18,000 riders

5684-540: The first time in its history, formally announced that (absent full construction funding) it could not build the Green Line, the Red Line from Wheaton to Glenmont , or the Yellow Line from Franconia–Springfield to King Street–Old Town . As Metro struggled to secure construction funding for the Green Line and Anacostia station, it also struggled to lift the district court's injunction on Green Line construction. Metro asked

5782-505: 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 Metro's rules). In February 1981, Judge Norman Park Ramsey of the U.S. 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

5880-467: The imposition of two external financial monitors) and heavy pressure from Congress, Reagan administration officials released the $ 400 million on July 16, 1986. With the funds released, construction on the Green Line proceeded quickly. In November 1986, WMATA awarded a $ 36.2 million contract to Mergentime Corp. to build the Navy Yard station . A month later, WMATA awarded a $ 19.5 million contract to excavate

5978-681: The inability of local governments to contribute their share of Metro's funding) led WMATA to consider shifting the Green Line to a more southerly route, along Wheeler Road SE, to terminate near Rosecroft Raceway . Another alternative would have built two Green Lines, one following Wheeler Road SE with a terminus at Southern Avenue and the other following Suitland Parkway to Martin Luther King, Jr., Avenue SE, proceeding northerly along Martin Luther King, Jr., Avenue SE to Good Hope Road SE, and terminating at Good Hope Road SE and Minnesota Avenue SE (then called "Anacostia Station"). In October 1977, WMATA's Board of Directors refused to declare construction of

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6076-608: The intersection of Forestville Road onto the intersection of Pennsylvania Avenue and then J12 & J13, making a turn onto the intersection of Old Marlboro Pike to reach the Forestville terminus. Route J11 would continue to still operate by diverting onto the intersection of Pennsylvania Avenue and turn onto the intersection of Presidential Parkway/Machinists Place to serve the Machinists Place building. The segment of Routes J11, J12, & J13's routing on Forestville Road between

6174-480: The intersections of Suitland Parkway & Allentown Road , the intersection of Forestville Road & Andrews Air Force Base Gates, were replaced by both Routes K11 & K12 , which were extended from their original terminus to terminate at the newly opened Branch Avenue station . In October, 2001, due to heightened security at the Andrews Air Force Base , in response to the 9/11 terror attacks that took place, J11, J12, and J13 were no longer allowed to enter inside

6272-412: The junction with the future Yellow Line , was built at the same time as the other Metro tunnels in downtown Washington in the early 1970s. During construction under 7th Street and U Street, where the cut-and-cover technique was used, street traffic and pedestrian access on those streets was difficult. That led to the closure of the traditional retail businesses along the route. The southern section of

6370-489: The line be built. Metro declined to appeal Judge Ramsey's latest ruling, and the Prince George's County Council voted to reverse its earlier decision and support the original Green Line route to Branch Avenue. Frustrated by funding constraints and the court injunction, in December 1983 Metro released a proposed "final" system map that showed the Green Line terminating at the Anacostia and Mount Vernon Square stations. In 1984, Metro undertook two steps to secure completion of

6468-490: 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 Fort Totten , the line was to have surfaced in the median of the planned North Central Freeway, I-95 , and to have proceeded to a point just west of Hyattsville Crossing , with an intermediate station at Chillum . I-95 and Metro would have run through

6566-489: 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

6664-401: 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. 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

6762-413: The line's final route by December 6, 1984. The agreement called for construction of the Green Line to Waterfront station in the summer, siting of the tunnel under the Anacostia River by June 28, and the holding of public hearings on the remaining route between July 18 and August 3. The U.S. Federal District Court approved the agreement on March 7. Following the ruling, Metro announced that it would build

6860-489: The links were discovered to be extremely minor the contract was awarded. The debate over the route for the remainder of the Green Line was finally resolved in December 1984. Residents and D.C. government officials asked WMATA to build stations at Congress Heights and Southern Avenue in order to promote economic development and provide service to St. Elizabeths Hospital and Greater Southeast Community Hospital. In December 1984, WMATA's Board of Directors agreed to return

6958-509: The middle of its already existing route. On September 25, 1978, J12 was truncated to only operate between Potomac Avenue station & Andrews Air Force Base during the times the Blue Line operated. J12 would still continue to make one early morning and late night trip that operated all the way between the Federal Triangle & Andrews Air Force Base during the e times the Blue Line did not operate. On January 4, 1981, route J12

7056-445: 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 high-vault ceiling design for all unbuilt stations (except Navy Yard), and that a less-costly design would be used at all unbuilt Green Line stations. By July 1979, despite the release of billions of dollars in construction funds by

7154-412: 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

7252-427: The number of riders who would board the system at the Anacostia and other Green Line stations. In June 1991, WMATA estimated that just over 15,000 riders on average would board at the Waterfront, Navy Yard, and Anacostia stations. In December 1991, when the Anacostia station opened, Metro had revised that number to 30,700 riders per day (by June 1992). Just a week later, Metro dropped that estimate to only 28,000 riders

7350-454: The opening of the Green Line to Anacostia to early 1988. Prince George's 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 ( Southern Avenue , Naylor Road , Suitland , and Branch Avenue ). Prince George's County officials vetoed in July 1981 any further expenditure of Metro's construction funds unless Metro diverted $ 100 million from

7448-536: The original 101-mile Metrorail system. Trains run every 6 minutes during weekday rush hours and every 8 minutes during all other times. 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 1980. In 1959, the study's final report included two rapid transit lines which anticipated subways in downtown Washington. Because

7546-603: 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 construction. 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 Line. A central route under 7th Street in downtown

7644-517: The previous year's Congressional action, the Reagan administration sought to provide WMATA with $ 250 million a year for four years to expand the system to 89.5 miles (144.0 km), a plan which would not fund construction of the system beyond the proposed Southern Avenue station. Construction on the line started in 1985. Survey and clearing work for the twin 2,500-foot (762 m) Anacostia River tunnels began in March 1985. A 24-foot (7.32 m) long, 19 foot (5.8 m) diameter tunnel boring machine built by

7742-445: 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

7840-475: The ridership crunch: the system was experiencing record ridership; two-year-old ridership projections were used; the five stations were opened two months ahead of schedule; the five new stations were opened two months before new rail cars were ready for service; and WMATA offered free parking at the Green Line stations, which drew 12,000 rather than 4,000 riders to the line. Construction of the Green Line south from L'Enfant Plaza began in July 1984 when WMATA issued

7938-494: The riverbed. The walls of the tunnel were lined with concrete as the machine moved. Liquid nitrogen was used to harden the ground where the inbound tunnel reached the northern side of the Anacostia River, to lessen the possibility of cave-ins due to the wet earth. The completion date for the two tunnels was estimated at late 1987. WMATA engineers also inspected the mothballed Waterfront station and found it to be still structurally sound (although water needed to be pumped from

8036-477: The same time, Metro and Coleman opened negotiations to build the Green Line from the L'Enfant Plaza Station to Anacostia. Advocates of the Rosecroft route, however, warned that they would sue if Metro switched back to the original route. Just four days later, Metro, D.C. and Prince George's County officials, reached an agreement with advocates of both the Branch Avenue and Rosecroft routes to begin construction from L'Enfant Plaza to Anacostia, pending resolution of

8134-504: The southeast suburbs to the northeast suburbs through downtown Washington, DC. It was the last line in the original Metro plan to be constructed, with service beginning in 1991, and is one of three north–south lines through the city of Washington. The Green Line shares track with the Yellow Line from L'Enfant Plaza to Mount Vernon Square . The fully completed line was opened for service on January 13, 2001, which concluded construction of

8232-407: The southern Green Line to the northern Green Line in order to start construction on that end of the line, but the D.C. City Council opposed this shift. Metro held the court-ordered hearings in June 1982, at which Prince George's residents argued that they had voted for Metro's 1968 bond issue based on the original Green Line route. Metro promised attendees at the hearing that agency staff would study

8330-512: The station to accommodate The Bus arrivals. Two months after the Anacostia station opened, WMATA said that a study of bus and rail ridership showed that the unaltered bus routes were costing the transit agency $ 200,000 a month in lost rail fares. To make up the lost revenue, WMATA said that it would run only two-car trains (the shortest on the system) on the Green Line during slow periods on weekdays and evenings and on Sundays beginning in June 1992. In November 1992, WMATA reported that ridership at

8428-415: The station). However, some repairs to the tunnel between L'Enfant Plaza and Waterfront needed to be made. Construction of the tunnel from Waterfront to Navy Yard was set to begin in September 1985, construction of the Navy Yard station in early 1986, and linkage with the Anacostia River tunnels shortly thereafter. The two new Green Line stations were expected to open in 1990. In October 1985, WMATA awarded

8526-447: The sudden, unexpected nature of these route changes, WMATA was not able to update its J11, J12, J13, J14, & J15 Marlboro Pike Line Schedule, to reflect those route changes until June 30, 2002 On December 18, 2004, when Morgan Boulevard & Largo Town Center (now Downtown Largo ) stations opened, routes J14 & J15 were discontinued and replaced by Prince George's County " TheBus " Route 24. Prince George's County The Bus Route 24

8624-570: The system. The platform at the Addison Road station would be rebuilt from February 13 to May 23, 2021. Green Line (Washington Metro) The Green Line is a rapid transit line of the Washington Metro system, consisting of 21 stations in Washington, D.C. , and Prince George's County , Maryland , United States. The Green Line runs from Branch Avenue to Greenbelt , connecting

8722-481: The total fare increase on Anacostia residents, WMATA reduced basic bus fares for many routes in the area from $ 1 to 35 cents. District residents protested the route cuts with a picket line in front of WMATA's downtown headquarters in August 1991. Prince George's County residents were also angered by the changes. They argued that Metro had promised more, not less, bus service and complained that they would be forced to use

8820-582: Was also discontinued. On June 26, 2016, both routes J11 & J13 were discontinued and fully replaced by route J12. Peak hour route J11 trips to Machinists Place Building were renamed route J12, Addison Road station Addison Road station is a rapid transit station on the Washington Metro's Silver and Blue Lines. It is operated by the Washington Metropolitan Area Transit Authority , who opened it in 1980. It

8918-414: Was extended from its original terminus at District Heights , to operate up to the newly opened Morgan Boulevard station , via Kipling Parkway, Ritchie Road, Ashwood Drive, Dunmore Place, Edgeworth Drive, Ritchie Road, Central Avenue, Hampton Mall, Hampton Park Boulevard, and Brightseat Road. Despite this route change, Prince George's County The Bus Route 24 still kept operating on the segment of its route by

9016-402: 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 Gallery Place to Mount Vernon Square . In February 1983, the Reagan administration proposed cutting Metro's 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

9114-641: Was one of five stations added to the route of the Silver Line, which was originally supposed to end at the Stadium–Armory station, but was extended into Prince George's County , Maryland, to Downtown Largo (the eastern terminus of the Blue Line) due to safety concerns about a pocket track just past Stadium-Armory. Silver Line service at Addison Road began on July 26, 2014. In May 2018, Metro announced an extensive renovation of platforms at twenty stations across

9212-422: Was only added in 1967 primarily to serve the "inner city." In March 1968, the Washington Metropolitan Area Transit Authority (WMATA) board approved its 98-mile (158 km) 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, Maryland . Mid-century plans for rapid transit neglected some of

9310-633: Was originally named "Addison Road"; the name "Seat Pleasant" was added in 2000 and moved to a new subtitle location in 2011. It was the eastern terminus of the Blue Line from its opening until December 18, 2004, when the extension to the Largo Town Center (now known as Downtown Largo ) station opened to the east. In the early eighties, due to peculiarities of the system at the time, trains travelling toward Addison Road showed blue rollsigns , but switched to orange signs before departing westward, back into

9408-601: Was the eastern end of the Blue Line until 2004. The station is in Seat Pleasant on Central Avenue, although its official address puts it in Capitol Heights . The station, which has a single central platform , opened on November 22, 1980, and coincided with the completion of 3.52 miles (5.66 km) of rail east of the Stadium–Armory station and the opening of the Benning Road and Capitol Heights stations. The station

9506-503: Was threatened again in 1986. WMATA needed $ 2 billion in construction funds, but Congress was threatening to cut WMATA's funding by up to 26% to $ 184.5 million a year for four years. Congress approved $ 227 million for 1986 in December 1985, but the Reagan administration said that it would cut off all funding thereafter. WMATA appealed directly to President Reagan to release $ 400 million in funds already appropriated, but administration officials said WMATA had more than enough money to complete

9604-525: Was truncated even further to only operate between the Addison Road station & Andrews Air Force Base . During this same exact time, WMATA created its brand new J11, J13, J14 and J15 Metrobus Routes. J13 would be the new route designation of the original J12 route which basically operated all the way from Andrews Air Force Base up to Federal Triangle during non-Metrorail times prior January 4, 1981. J11 would also operate between Addison Road station and Andrews Air Force Base , just like J12, only with

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