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Anacostia station

December 01, 2023

38°51′43.6″N 76°59′43.1″W / 38.862111°N 76.995306°W / 38.862111; -76.995306

Anacostia
A 5000-series train arrives at Anacostia station
General information
Location1101 Howard Rd SE
Washington, D.C.
Owned byWMATA
Platforms1 island platform
Tracks2
Connections
Construction
Structure typeUnderground
Parking808 spaces
Bicycle facilitiesCapital Bikeshare, 13 racks and 8 lockers
AccessibleYes
Other information
Station codeF06
History
OpenedDecember 28, 1991; 31 years ago (1991-12-28)
Passengers
20221,585 daily[1]
Rank50th
Services
Location

Anacostia station is a Washington Metro station in Washington, D.C., on the Green Line. The station is located in the Anacostia neighborhood of Southeast Washington, with entrances at Shannon Place and Howard Road near Martin Luther King, Jr. Avenue SE (a major street serving the southeastern portion of the city). The station serves as a hub for Metrobus routes in Southeast, Washington, D.C., and Prince George's County, Maryland.[2]

Station layout edit

The architecture at Anacostia is unusual. Due to cost considerations and the station's shallow depth, the usual arched ceiling was abandoned in favor of flat concrete walls and a ceiling of small barrel vaults (oriented perpendicular to the tracks) similar to the upper coffers in the six-coffer arch station design.[3][4][5] The station is an underground stop because the distance between the Anacostia River tunnels and the station is too short to have permitted an above-ground stop.[5] The station has entrances on both sides of DC-295/I-295 (Anacostia Freeway), which necessitated the construction of a slightly longer platform than would be necessary to accommodate trains. In addition, there are no pylons at platform-level at Anacostia.

Because of a 1978 consent decree between Metro and a coalition of handicapped persons' advocacy groups, the Anacostia Metro station is one of three Metrorail stations to have two elevators.[6]

G Street level Exit/entrance, buses, fare gates, ticket machines, station agent
P
Platform level 		Southbound ←   toward Branch Avenue (Congress Heights)
Island platform
Northbound →   toward Greenbelt (Navy Yard–Ballpark) →

Streetcar service edit

Main articles: Anacostia Line and DC Streetcar

The Metro station was slated to have a transfer to a stop on the Anacostia Line of the DC Streetcar trolley system.[7][8][9] However, in August 2010 construction on the Anacostia Streetcar Line was halted after District of Columbia Department of Transportation (DDOT) officials ordered construction shut down after city officials refused to extend the construction contract or give a new contract to another firm.[10]

Artwork edit

External image
  "River Spirits of the Anacostia by Martha Jackson Jarvis

The station also contains a work of public art which reflects on the history and culture of the community. River Spirits of the Anacostia is a glass mosaic tile frieze completed in 2004 by Martha Jackson-Jarvis.[11] The mosaic, (4 by 400 ft (1.2 by 121.9 m)) is placed along the roof-line of the Metro station and depicts the aquatic life of the river showing fish, plants, birds and other wildlife of the Anacostia River.[12] The work was commissioned by way of a contest by the D.C. Commission on the Arts and Humanities.[13]

History edit

Controversy over building the Green Line edit

Main article: Green Line history

Master plan edit

Metro drew up its original master plan for its planned 103-mile (166 km) system in 1968.[14] 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.[14] The southern part of the Green Line was originally to pass over the 11th Street Bridges to the intersection of Good Hope Road SE and Martin Luther King, Jr. Avenue SE.[14][15][16][17] The line was originally scheduled to open in 1976.[18] The site of the Anacostia station, set for the intersection of Martin Luther King Jr. Avenue 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.[15] By the end of 1977, Metro had pushed the opening of the Green Line to June 1983.[19] Increasing construction costs and financing problems (primarily caused by the inability of local governments to contribute their share of Metro's funding) led Metro to consider whether to shift the Green Line to a more southerly route along Wheeler Road SE to terminate near Rosecroft Raceway.[16]

In January 1978, a Metro regional task force approved a Green Line route in Anacostia that followed Martin Luther King, Jr. Avenue and then Wheeler Road down to the Beltway (with a new station added near St. Elizabeths Hospital).[20] But the Prince George's County government demanded in May 1978 that Metro choose the Suitland Parkway-to-Rosecroft route instead, a change Metro agreed to.[21] Metro 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 this portion of the line, but that funding did not exist to push the line from Waterfront to Anacostia.[22] Nonetheless, Metro reiterated that it intended to complete the extension to Anacostia station by late 1983.[22]

1980 troubles and near-cancellation edit

Funding troubles delayed construction even further. In March 1980, Maryland officials worried that high inflation would leave Metro without enough funds to complete the Green Line, forcing Maryland to pay these construction costs alone.[23] 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.[24] By then, 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 a petition containing 1,000 signatures from Anacostia residents demanding that construction on the Green Line be sped up.[25]

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 miles (30.35 km) Green Line, which some argue should have been the first built because it would serve the most disadvantaged sections of the Washington area, is last on the construction list and threatened with extinction."[26] 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 the District of Columbia.[26] 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.[26]

Legal and funding battles edit

In December 1978, Metro 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 the Anacostia station.[3] In late 1978 and 1979, a controversy erupted over parking at the planned station. In 1978, Metro proposed building a 2,000-space parking lot on the west side of the Anacostia Freeway.[27] Angry residents, protesting the amount of traffic which would come into their residential neighborhood, forced Metro to reduce the size of the parking lot to 1,300 spaces.[27] In January 1979, Metro proposed building a 500-space parking garage at the proposed Anacostia station, and adding another 800 temporary spaces by paving over a part of Anacostia Park (to be removed once additional parking was built at the terminus of the Green Line at Rosecroft).[27] But residents resisted this plan as well on the grounds that too much traffic would clog local streets.[27] (These concerns were resolved in March 1980.)[28] By July 1979, despite the release of billions of dollars in construction funds by the U.S. Department of Transportation, Metro had pushed the construction of the Anacostia station to mid-1985 and the completion of the Branch Avenue Line to late 1986.[29] But construction deadlines continued to slip. Despite reaffirming its Branch Avenue Line construction deadlines in December 1979,[30] in January 1980 Metro announced that completion of the Green Line terminus would be pushed back six more months to 1987.[31] In January 1981, Metro admitted that the station would not open until 1990 because of funding constraints.[32]

Controversies regarding the siting of the Green Line continued, however. In May 1980, a group of business owners sued Metro on the grounds that the decision to change the course of the Green Line was illegal because it had been undertaken without a public hearing (in violation of Metro's rules).[14][33] In February 1981, Judge Norman Park Ramsey of the U.S. District for Maryland ruled against Metro,[14][17] Metro's appeal failed,[14][17] and 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.[14] District residents also protested the siting of the route. Advisory Neighborhood Commission (ANC) 6C (an elected local governmental body advising the District government on neighborhood issues) asked Metro to move the Anacostia Metro station from its proposed location on Howard Road between Firth Sterling Avenue SE and Martin Luther King, Jr., Avenue SE to the intersection of Good Hope Road SE and Anacostia Drive SE.[34] In May 1981, Metro changed its estimate for the opening of the Anacostia station to early 1988.[35] Metro estimated on December 9, 1981, that the Anacostia station would open in late 1989.[36]

Federal delays edit

Construction of the Anacostia station was also delayed by a land controversy involving the federal government. Metro planned to tunnel under the Anacostia River to connect the Anacostia station with the proposed Navy Yard station, but the south end of the tunnel would have required the relocation of a 25-acre (100,000 m2) plant nursery maintained by the federal government to provide Congress with flowers and trees.[36] Because the nursery was on federally owned land, moving it required an Act of Congress.[36] The District of Columbia agreed to provide $29 million in federally provided highway funds to move the nursery (arguing that the land would be used to build a parking garage and lot for use by commuters using the Anacostia station), but the Federal Highway Administration ruled the funds could not be used for this purpose.[37] The delay threatened to push the station's opening to 1990, and some officials worried that by then funds to build the Green Line would have run out.[37] Metro proposed moving the nursery to Camp Simms, a former U.S. Army campground in the Congress Heights neighborhood.[38] But construction on the Green Line was suspended for nearly two years due to federal budget cuts (see below), and in March 1983 the Architect of the Capitol agreed to move the nursery to a parcel of land in the Bellevue neighborhood.[39] The United States House of Representatives and United States Senate passed legislation approving the move in March and June 1984, respectively.[40]

But even as the nursery resiting issue was resolved, funding problems delayed construction on the station.[14][41] Despite the funding troubles, Metro planned to seek contractors in March 1982 for a $60 million contract to tunnel under the Anacostia River, a $60 million contract to build the Anacostia station, and a $100 million contract to build the Navy Yard station.[14]

In October 1982, Metro estimated that opening of the Green Line to Anacostia would happen in the "late 1980s,"[42] and in November the Metro staff report recommended construction of the Rosecroft Raceway route.[43]

More cuts in federal construction funds for Metro further delayed construction of the Anacostia station.[44] Metro announced in December 1982 that the station would not open until late 1989 at the earliest.[44][45] Metro, for the first time in its history, formally announced that (absent full construction funding) it could not build the Green Line, the Red Line from Wheaton to Glenmont, or the Yellow Line from Franconia-Springfield to King Street–Old Town.[46]

District court appeal edit

As Metro struggled to secure construction funding for the Green Line and Anacostia station, it also struggled to lift the district court's injunction on Green Line construction. Metro asked the court to allow construction of the Navy Yard, Anacostia and Congress Heights stations pending a decision on the Green Line route in Prince George's County, but the court refused.[47][48] More than 23,000 Anacostia residents signed a public petition demanding that the line be built.[48] Metro declined to appeal Judge Ramsey's latest ruling.[49] Frustrated by funding constraints and the court injunction, Metro released a proposed "final" system map in December 1983 which showed the Green Line terminating at the Anacostia and Mount Vernon Square stations.[50]

Resolution of controversies edit

Metro opened negotiations with Prince George's County officials in 1984 to win their approval to build the Green Line from the L'Enfant Plaza Station to Anacostia.[51][52][53][54] After four days of negotiations, Metro, D.C. and Prince George's County officials reached an agreement to begin construction of the Green Line from L'Enfant Plaza to Anacostia, pending resolution of the line's final route by December 6, 1984.[53][55] 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.[55][56] The U.S. federal district court approved the agreement on March 7.[54] Following the ruling, Metro announced that it would build the Anacostia station on Howard Road between Martin Luther King, Jr. Avenue SE and the Anacostia Freeway as well as a new Metro station at the Washington Navy Yard and open the Green Line by 1990.[54] Metro asked and won approval from the court to build the Navy Yard and Anacostia stations and the tunnel in mid-June 1984.[57]

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.[58] But in June, House and Senate committees passed legislation requiring the Reagan administration to release all funds appropriated for Metro, putting pressure on the administration to rescind its 76.4-mile (123.0 km) limit.[59]

Constructing the Green Line and Anacostia edit

Metro issued a call for bids to tunnel under the Anacostia River in July 1984,[60] and awarded the $25.6 million contract to the firm of Harrison Western/Franki-Denys (a joint venture) in December 1984.[61] The debate over the route for the remainder of the Green Line was finally resolved in December 1984 when the original route was re-selected.[62][63][64] The U.S. district court approved Metro's decision.[65] Funding for Green Line construction fell into place in 1985.[66] Construction on the line started in 1985. Survey and clearing work for the twin 2,500-foot (760 m) Anacostia River tunnels began in March 1985.[67] The completion date for the two tunnels was estimated at late 1987.[67]

Parking garage problems edit

A major controversy over parking at the Anacostia station occurred as well. In 1981, Metro had proposed building 1,000 parking spaces in a three-level parking garage and 300 spaces at a ground-level parking lot at the station and using interstate highway funds to pay for them.[37][67] Metro officials argued the facility was highway-related, since it provided parking, but the Federal Highway Administration refused to allow the District of Columbia use its funds to pay for the parking garage.[37] Local citizens also opposed the parking garage in favor of ground-level-only parking at the station, and demanded that Metro provide more connecting bus routes at the proposed station.[68] These disagreements were put off as Metro officials and others focused on getting the Green Line built, but by 1985 the parking garage remained part of the station's overall transportation and construction plan. Metro solicited bids for an $11 million contract to build the parking garage in early 1985, but rejected all bids when the lowest bidder failed to meet minority-contracting standards.[69] In May 1985, Metro officials still maintained that construction on the parking garage would begin in June.[67]

In a second round of bidding, the winning contractor met the standard, but the cost of the parking garage had now risen by $900,000 to $11.9 million.[70] But the second winning bid was also rejected after transit officials said they inadvertently misstated minority-contracting and minimum wage standards in the contracting process.[71]

Metro relaxed its minority-contracting requirement from 35 percent to 25 percent, and after a third round of bidding awarded a $12.6 million contract for the parking garage to the Kiewit Construction Co.[72] The bid was more than $1.6 million higher than the rejected second-round bid.[72] Construction on the three-level parking structure was well under way by April 1986.[73]

Station construction edit

Metro'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.[74] Ground was broken at the site on September 21, 1985.[75] A significant number of prehistoric artifacts were found during the station's excavation.[76] Rubble from the station's construction was dumped on the south side of Good Hope Road SE between 24th Street SE and Altamont Place SE (where the Woodmont Crossing housing project was built in 2002).[77] Exit 3B (Howard Road) on southbound I-295 was closed to construct Anacostia station, blocking traffic from reaching South Capitol Street.[78] Although above-ground construction ended in late 1989, the exit remained closed until December 1991 so that its reopening would coincide with the Anacostia station opening.[78] In July 1991, Metro paid an additional $1 million to install stronger escalator treads at the nine planned Green Line stations (including Anacostia) as well as the Wheaton and Van Dorn Street stations after discovering that the escalator treads it had ordered were insufficiently strong.[79]

Funding for construction of the station and the Green Line was threatened again in 1986,[80] but lengthy negotiations and heavy pressure from Congress led to the release of $400 million on July 16, 1986.[81] Construction proceeded quickly thereafter. On March 23, 1986, the second of the two 2,450-foot (750 m), concrete-lined tunnels under the Anacostia River was completed.[5][73] In December 1988, Metro reaffirmed that the Waterfront, Navy Yard, and Anacostia stations would open in late 1991.[82]

The first Metro budget which contained funds for operating the Green Line was proposed in December 1989, and it requested funds to test the soon-to-open Green Line from Gallery Place-Chinatown to the Anacostia station.[83][84][85] The budget also projected that the Green Line from Gallery Place-Chinatown to the Anacostia station would open in 1991, and that new Metrobus service will be added in Prince George's County to bring commuters to the new station.[83][84] The cost of testing and operating the Green Line left Metro struggling financially. These costs (along with costs associated with extending and operating the Blue Line to Van Dorn Street) forced Metro to cut 335 jobs as well as supplies, travel, overtime and temporary employee budgets.[86] Although ridership was projected to rise 3.8 percent to 260 million trips in the coming year,[87] the increased revenue was not expected to cover the costs of operating the new lines and stations.[86][88]

Station opening edit

 
Exterior pylon at the Anacostia Metro Station (on Howard Road SE).

The Mount Vernon Square, Shaw-Howard University, and U Street stations opened in May 1991.[89]

Metro announced on September 6, 1991, that the Green Line from L'Enfant Plaza to Anacostia would open on December 28, 1991.[89] Only 983 parking spaces would be available at the station upon its opening (673 of them in the parking garage).[90][91] One hundred and fifty Anacostia residents rode a special preview train along the line on December 21.[92]

The Green Line from L'Enfant Plaza to Anacostia opened on schedule at 8:00 AM on December 28.[93] The $286 million[5][90][92] extension added 2.88 miles (4.63 km) to the rail system.[89] Although Metro had estimated in September 1991 that 60,000 riders would board daily at the three stations,[89] this number had fallen to just 30,700 riders a day by early December 1991[90][92] and to just 28,000 on December 28.[94] Metro estimated 20,000 riders a day would board at Anacostia station alone by late June 1992.[95] Fearing a boycott of the station due to ongoing disputes over bus service in Anacostia (see below), Metro sent large numbers of extra station managers and supervisors into the Anacostia station on the first workday it was open to help commuters decide whether to take rail or bus, and which bus routes to take.[96][97] Metro said 1,854 people boarded at Anacostia, 459 boarded at Waterfront, and 127 boarded at Navy Yard on the first workday.[96][97]

Ridership edit

Ridership continued to expand rapidly on the Green Line. In the first workweek of the year, more than 8,000 riders a day boarded at the three stations (more than 5,000 of them at Anacostia), exceeding Metro's estimates.[98] Although nearly 10,000 riders were boarding each day at the three stations by the third week of January, Metro nonetheless handed out free rail passes (the first free rail pass giveaway in the transit agency's history) to customers at the three stations to encourage ridership.[99] By March 1992, the number of weekday riders had risen to nearly 11,000 per day at Anacostia station alone.[100]

Parking edit

Initially, parking at the Anacostia station was low. Only an average of 275 people parked each day at the station's parking garage and parking lot by March 1992.[101] To encourage parking, in April 1992 Metro offered half-price parking coupons to encourage commuters to use the Anacostia parking spaces.[102][103] Metro also held public hearings in Maryland to learn why commuters did not use the lot; crime was the highest concern.[102] The campaign worked, and by November 1992 the lot was nearly full every weekday.[104] In July 1993, District of Columbia officials canceled plans to build a $5.4 million ground-level parking lot at the Anacostia Metro station.[105] The unused funds sat idle until 2004, when the District of Columbia finally used them to improve traffic signals, lighting, and pedestrian access along South Capitol Street between E Street SE and the Anacostia Metro station, and for the design of a new Frederick Douglass Memorial Bridge.[106]

Extension edit

In 1995, Metro broke ground on the Suitland, Naylor Road, Southern Avenue, and Congress Heights stations, a $900 million project which would complete the final 6.5 miles (10.5 km) of the originally planned 103 miles (166 km) Metrorail system in late 1999.[107][108] The Green Line's final five stations opened on January 13, 2001.[109]

Controversy edit

Two major controversies, one over buses and one over the number of rail cars servicing the Green Line, occurred when the station opened.

Bus controversy edit

 
Extensive bus bays, added to the Anacostia station to accommodate the Prince George's County buses that never serviced the station

Like all Metro stations, the Anacostia station was intended to be a major hub for Metrobus service in its area.[110] But with the Anacostia neighborhood being the poorest[110] and most transit-dependent area in the District of Columbia, changes to bus routes in the area proved highly controversial.

As the opening of the Green Line to Anacostia neared, Metro proposed halving the number of bus routes traveling between Anacostia and the National Archives Building downtown—forcing riders to take the more expensive Metrorail and requiring many riders to walk several blocks to their destination (rather than the "virtually door-to-door service" they currently enjoyed).[111] A total of 25 routes were changed, affecting more than 80,000 riders.[112][113] Many of the new routes were designed to terminate at the Anacostia station rather than continue into downtown Washington, as they once had.[114][115]

Metro officials admitted that fares for most Anacostia residents would rise an average of 50 percent,[110][114] and that Anacostia residents would be forced to pay more and travel farther to access the services (such as doctors) and shopping most District residents had ready access to.[110] To help mitigate the impact of the total fare increase on Anacostia residents, Metro reduced basic bus fares for many routes in the area from $1 to 35 cents.[114] District residents protested the cuts with a picket line in front of Metro's downtown headquarters in late August 1991.[116] Prince George's County residents, too, were angered by the bus route changes, arguing that Metro had promised more (not less) bus service and complaining that they would be forced to use a rail station located in the District of Columbia's most violent and crime-prone neighborhoods.[5][117][118] More than 1,000 people packed "raucous" public hearings for three nights in the District and Prince George's County in early September, denouncing Metro and claiming they were "becoming a victim of transportational apartheid."[113]

Worried about the impact of the cuts as well as a possible bus boycott, D.C. Mayor Sharon Pratt Dixon announced on September 11, 1991, that she would seek an alternative to the changes proposed by Metro.[119] But 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 at the time Metrorail stations opened in their areas.[120][121] But D.C. residents countered that poor African American District citizens could ill-afford the same transit changes and fare increases that wealthy, white suburbanites were asked to absorb.[120] Calls for a boycott increased in mid-September.[121][122] 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.[123] Metro officials were angered by Dixon's statement, saying District officials had been involved in the bus route planning process for months.[124] Mayor Dixon proposed on September 20 that Metro continue to use the Anacostia station as a hub, but also continue bus service into downtown D.C.[125] 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.[125] 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.[118][126]

The cost of operating the bus routes totaled $2.5 million.[126] Prince George's County, meanwhile, also announced that its county-run buses ("The Bus") would not run to Anacostia station as previously promised either, drawing outrage from D.C.'s representatives on Metro's board.[118] The District of Columbia had spent more than $20 million adding bus bays at the station to accommodate The Bus arrivals.[118] The compromise led residents to call off their boycott of Metrobus.[96]

Two months after the Anacostia station opened, Metro 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.[127] To make up the lost revenue, Metro said it would run only two-car trains on the Green Line during slow periods weekdays and evenings and on Sundays beginning in June 1992.[127] In November 1992, Metro reported that ridership at the Anacostia station was (on average) 7,500 riders a day, 700 below estimates.[104] Metro admitted that although riders had made the switch from bus to rail, the lower ridership numbers due to the recession and not because of continuing bus service in the area.[104] 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.[104]

Bus conditions edit

Metro also encountered controversy over its plan to upgrade the conditions of the buses in the Anacostia area. A Metro survey in April 1991 found that the 75,000 bus riders in Anacostia were forced to use the dirtiest and most poorly maintained buses operated by the transit agency.[128] Metro also admitted that although it had sent new buses to Southeast in 1983, the buses suffered from a high rate of breakdowns.[110] Metro blamed the problem on its outdated and undersized bus garage at South Capitol and M Streets SE, and proposed building a new, much larger bus garage near the Anacostia Metro station for $30 million to $35 million.[128] Metro originally planned for the bus garage to be built near the new Anacostia station, where many of the routes the buses ran terminated.[129] But D.C. officials balked at that site (arguing the land should be used for development and would cost Metro an extra $3 million a year for 50 years to operate), and asked Metro to build a new bus garage at the site of the existing garage on M Street SE.[130] Metro refused to budget money for that project, arguing that the Metro did not have the $40 million needed to buy additional land at the M Street site.[130] In retaliation, D.C.'s representatives on Metro's board of directors vetoed funding for 16 of Metro's projects.[131] The District of Columbia rezoned the land near the Anacostia station for commercial use in mid-1993, hoping to spur development in the area and prevent Metro from using the site for the bus garage.[132] Washington Gas offered to lease 14 acres (57,000 m2) in southeast Washington to Metro for the bus garage, but concerns over the $26 million cleanup costs for coal tar pollution at the site led to the rejection of this proposal.[133]

Station operation edit

 
Sales offices inside the Anacostia Metro station on the Green Line (near the Howard Road SE exit).

The Anacostia station has had relatively few maintenance issues during its lifetime. In 1997, the station's escalators suffered repeated breakdown, as did escalators throughout the Metrorail system, due to poor maintenance.[134]

Parking at the station was originally difficult to find, but availability has improved over time. By July 1997, the parking garage at the Anacostia station was usually full by 9 A.M. on a weekday.[135] But after the Green Line's final five stations opened in January 2001,[109] the parking garage at the Anacostia station became underused.[136] Ten years into its operation, the parking garage required refurbishing, but Metro put the project off for a year to pay for other projects.[137] The parking garage was one of 13 in the Metro system which had no waiting list for long-term parking as of February 2004.[138] Its parking garage still did not fill up on workdays as of March 2005.[139]

The station plays a key role in Metro operations. In October 1997, Metro announced that it would use sidings located near the Anacostia station for storing extra trains whenever major public events downtown (such as Capitals or Wizards games at the Capital One Arena) required extra train service.[140]

Experiments edit

The Anacostia station has been used several times for experiments in improving Metrorail's operations. In July 1997, Anacostia was one of five Metrorail stations used to test a premium monthly parking fee which would guarantee the purchaser a spot at the station's parking garage.[135] The $50-a-month pass was the most popular at Anacostia, and the pricing scheme was expanded throughout the Metro system in March 1998.[141] Although Metro reserved on 15 percent of all spaces for such parking at most stations, at Anacostia this was raised to 25 percent.[142] In March 1999, Metro tested a new emergency call box system at Anacostia and two other Metrorail stations.[143] When Metro established a carsharing program with Flexcar in 2001, the Anacostia station was one of 12 Metrorail stations at which the system was tested.[144] Metro also tested its "Next Bus" real-time information system (designed to let riders know how long they have to wait for the bus) at Anacostia and four other Metrorail stations.[145] Technical problems and funding issues delayed implementation of the project on a wider scale.[146] Metro relaunched the system in June 2009, and once more Metrobus "Next Bus" signs were activated at Anacostia and two other pilot Metrorail stations.[147] When Metro announced a pilot program in the spring of 2006 to encourage food and other vendors to sell goods in Metrorail stations, Anacostia was one of 12 stations chosen for the test.[148] The program stalled due to cleanliness, safety, and other concerns, but was reinvigorated in 2009, and Anacostia was one of three Metrorail stations chosen again to experiment with the initiative.[149] When Metro adopted the SmarTrip fare care program the same year, Anacostia was one of three stations chosen to experiment with SmarTrip fare gate express lanes.[150] The express lane program was canceled when too few riders used the express lanes.[151] Anacostia was also one of six parking garages and lots where Metro experimented with accepting credit card payments rather than SmarTrip cards in 2007.[152] Anacostia was also one of eight Metro stations which first sold SmarTrip cards in 2008.[153]

Rail car shortage edit

See also: Washington Metro rolling stock

Service at the Anacostia station and along the entire Green Line was hampered during the station's first decade by a severe shortage of rail cars. Metro first became aware of a rail car shortage in 1988 (at the time, there were only 666 railcars of 1000-, 2000-, and 3000- series rolling stock in the entire system; these comprised the entire system's fleet in 1988), but did little to resolve the issue.[154][155][156][157]

Metro also encountered significant problems estimating the number of riders who would board the system at the Anacostia and other Green Line stations. In June 1991, WMATA estimated that just over 15,000 riders on average would board at the Waterfront, Navy Yard, and Anacostia stations.[158] In December 1991, when the Anacostia Station opened, Metro had revised that number to 30,700 riders per day (by June 1992).[90][92] Just a week later, Metro dropped that estimate to only 28,000 riders a day (by June 1992).[94]

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.[127]

Metro finally ordered new 5000-series rail cars, but the first of the cars were not due to be delivered until February 2001.[159]

The December 2000 opening of the final five Green Line stations (Branch Avenue, Suitland, Naylor Road, Southern Avenue, and Congress Heights) significantly worsened overcrowding and service problems on the Green 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.[160] Metro had estimated that 18,000 riders a day would board from these stations by June 2001.[160] That estimate was exceeded by 2,000 riders a day on the second day the stations were open.[160]

By January 24, the number had risen to more than 30,600 per day—three times as many as originally estimated.[159] Angry commuters using the Anacostia, Navy Yard, and Waterfront stations peppered the transit agency with complaints.[160] Metro claimed a number of factors contributed to the ridership crunch: The system was experiencing record ridership; two-year-old ridership projections were used; the five stations were opened two months ahead of schedule, which was well before 192 new 5000-series rail cars were ready for service; and Metro offered free parking at the Green Line stations, which drew 12,000 riders, 300% of the expected 4,000, to the line.[159]

Crime at Anacostia edit

Early incidents edit

Since the 1980s, Anacostia has been long been synonymous with crime and violence, and has one of the highest crime rates in the District of Columbia (albeit not in all crimes).[161] Concern about crime on the Green Line stations in southeast D.C. (Anacostia, Congress Heights, and Southern Avenue) have existed for a long time, although statistics only partially support these concerns.

The first reported incident of crime at the Anacostia station occurred during the station's construction. Three teenagers broke into the construction site on July 7, 1989; stole tools; and broke the glass on the cab of a crane before being arrested.[162] Concern about crime at the station led Metro to station additional transit police officers at Anacostia station in the weeks after the station's opening, and D.C. police patrolled the station's parking garage.[5] Fear of crime was one of the reasons why Prince George's County residents fought bus route changes in 1991 which would have forced riders to disembark at Anacostia station.[5]

Concerns about crime at the station initially appeared justified. The first reported crime at Anacostia station occurred on February 5, 1992, just six weeks after the station opened. A man was accosted by three teenagers at about 9:25 P.M. at the station, kidnapped at gunpoint, and forced to strip naked. The youths took clothing, a watch, and $7 from him, and were caught by police while trying to flee the scene of the crime.[163] In its first year of operation, Anacostia tied with the Capitol Heights station for the most auto thefts (17), and accounted for 11.3 percent of all auto thefts at Metrorail stations.[164] By 2005, large crowds of middle and high school students began congregating at the station, brawling and robbing Metro riders and creating a public safety issue.[165] In November 2005, Metro and the District of Columbia Public Schools entered into an agreement to bus students from Anacostia High School directly to the station rather than have them walk or take Metrobus to the station.[165] Metro Transit Police officers, some accompanied by dogs, began patrolling Anacostia station along with six other Metro stations, to increase awareness of police presences in the stations and deter crime.[166] The police presence did not appear to help: Between 2002 and 2006, arrests of juveniles on Metro increased to 295 from 156, and warnings increased 40 percent.[167] Nearly half the arrests occurred at just five stations: Anacostia, Fort Totten, Gallery Place-Chinatown, L'Enfant Plaza, and Minnesota Avenue.[167] Metro even created a special unit to focus on juvenile crime on Metro, and established liaisons at all D.C. public schools to feed intelligence and information about pending problems to Metro's police division.[167]

Trends edit

Crime continued to be a problem at the Anacostia station late into the first decade of the 21st century. Assaults and shootings were more frequent at the station than at any other station in the transit system.[168] There were 32 robberies at the station in 2007, and Metro Transit Police established a system-wide crime prevention and awareness program to help reduce crime.[169] Although Anacostia was one of the ten Metro stations with the highest crime rate in 2007 (and the only such station on the list inside the District of Columbia), it had no auto thefts or break-ins.[170] To help deter crime, Metro installed outdoor security cameras at the 10 high-crime Metrorail stations in July 2008.[171] Metro Transit Police stepped up their visibility and presence even further in September 2008 at all stations with high student ridership, including Anacostia.[172]

But crime on Metro as a whole was rising in the late 2000s. Historically, Metro has had a significantly lower crime rate than any comparable transit system in the United States.[173] But crime on the transit system began spiking in 2008 and 2009. Robbery rose by 30 percent to 581 incidents in 2008, and in the first four months of 2009 rose another 28.3 percent to 240 robberies.[174] But Anacostia was no longer the station with the most robberies; Gallery Place-Chinatown had 30 percent more robberies than Anacostia (the next-highest station was L'Enfant Plaza, with 20 percent fewer than Anacostia).[174] Nonetheless, juvenile crime (assault and robbery) continued to be a serious issue for Metro, with more than 260 juvenile arrests in the first nine months of 2009 and Metro Transit Police continuing to engage in large numbers of high-visibility patrols.[175] Anacostia, Fort Totten, Gallery Place-Chinatown, L'Enfant Plaza, and Minnesota Avenue continued to be trouble spots, and Metro added Metro Center to the list as well.[175]

Notable crimes edit

Notable crimes committed at the Anacostia station include:

  • February 5, 1992: A man was accosted by three teenagers at about 9:25 P.M., kidnapped at gunpoint, and forced to strip naked on a nearby street. The youths took clothing, a watch, and $7 from him, and were caught by police while trying to flee the scene of the crime.[163]
  • March 30, 2004: Two men began arguing inside the Anacostia station. One of the men, 29-year-old Bradley Gant, boarded an idling Metrobus. The other man opened fire on the bus with a handgun, shooting Gant in the chest and killing him.[176] The assailant fled and has not been captured as of December 2009.
  • November 17, 2007: 25-year-old Timothy Spicer was carjacked at about 9:10 P.M. near the entrance to the Anacostia station parking garage. He was shot multiple times, pushed from his vehicle, and died a few hours later. In February 2018, Maurice Blakey pled guilty to second degree murder while armed for shooting Mr. Spicer in the back, and was sentenced to a 22 year prison term. Mr. Blakey had two look-outs, Joseph Minor and Randolph Williams. Mr. Minor pled guilty to voluntary manslaughter while armed and was sentenced to 8.5 years to run consecutively to a 47 year prison term he is serving for another murder. Mr. Williams pled guilty to second degree murder. Kadeem Quarles was sentenced to 16 years in prison for his role in the murder of Mr. Spicer in October 2018.[177]
  • June 18, 2008: A Metrobus driver received a gunshot wound to the head at 12:45 P.M. from a stray bullet during a shootout between two teenagers near the Anacostia station. Both juveniles were also wounded. D.C. police arrested both youths inside the station.[178]
  • February 15, 2009: A teenager was shot and wounded inside the Anacostia station at about 12:20 A.M. The teen was allegedly part of a group which boarded the Green Line at the Gallery Place-Chinatown Station. A dispute with another group of teens and young adults broke out. The victim left the train at the Anacostia station, and was shot on the platform. Two Metro Transit Police officers gave chase and captured the alleged assailant (an adult).[168]

Economic development edit

Metrorail has often been viewed as an important factor in spurring economic development in the D.C. metropolitan region.[179]

However, the Green Line has brought relatively minimal economic development to the area around the Anacostia station As of December 2009.

Early history edit

The Anacostia area of the District of Columbia is one of the most economically depressed regions of the city, and has been since the 1960s.[180] As early as 1981, consultants and studies were predicting that the Anacostia station would spark a similar economic revival in Anacostia.[179] But little real estate speculation in the area had occurred as of mid-1982.[181] To help spur development, the D.C. City Council adopted a comprehensive land-use policy in 1985 (the city's first), and identified the area around the planned Anacostia station at Howard Road SE as a proposed regional shopping center and designated it a "development opportunity area".[182] In 1988, the D.C. City Council designated the entire Anacostia area an Economic Development Zone, giving tax and other incentives to developers who constructed buildings or established businesses in the area.[183] A wave of federal and city housing subsidies poured into the area in 1989 as the opening of the station neared, leading to the renovation of about 3,500 housing units (homes and apartments) and a rise in the price of land (to $55 per square foot from $2 per square foot, an increase of 2,650 percent) around the station.[184][185] Many residents and businesses in the area resisted development which was out of character with the Anacostia Historic District, and feared the loss of the area's identity.[95][185][186] However, at least one study by a professor of urban and regional planning at George Washington University found that the historic district designation had done little to spur economic growth in the neighborhood.[185] These fears were supported by Dorn McGrath, Jr., director of the George Washington University Institute for Urban Development Research, who says that new Metro stations attracted high-income residents who gentrified their areas, drove rents up, and caused neighborhoods to lose their identity.[187]

Opening edit

As the Anacostia station opened, little development had occurred, however. The closest businesses (hair salons, carry-out fast food stores, auto repair and tire shops) were three blocks away, and no plans for retail development had been submitted despite the city's action six years earlier.[5][90] Nonetheless, McGrath and the nonprofit Anacostia Economic Development Corp. both believed new restaurants, new service businesses, and housing redevelopment were coming quickly.[5][90][94][95]

These hopes initially seemed justified. As property assessments in D.C. fell an average of 0.3 percent, assessments near the Anacostia station rose 4.1 percent in 1992 and 9.7 percent in 1993.[188] In mid-1993, the District of Columbia rezoned 11 acres (45,000 m2) of vacant land (bounded by South Capitol Street, Anacostia Drive SE, and Howard Road SE) known as Poplar Point for mixed-use retail, office and residential use rather than industrial use in order to spur economic development.[132][189] Dr. McGrath and others warned that the city was moving too fast and allowing economic development to get out of control.[132]

Late 1990s edit

But by 1997, almost no economic development around the Anacostia station had occurred despite the Economic Development Zone incentives or existence of the new Metro station.[183] In 1999, D.C. Mayor Anthony A. Williams again made development of Poplar Point a major focus of the District government.[190] The Oliver Carr Co., a major D.C. area real estate developer, offered to build the D.C. Department of Employment Services a new headquarters next to the Anacostia Metro station if the government would sell the company its building at 6th Street NW and Pennsylvania Avenue NW, but the offer was not accepted.[191] In 2001, the National Capital Planning Commission produced a master plan for the city's memorials and monuments which suggested that Anacostia (including the Anacostia Metro station) become a hub for new memorials.[192]

Another five years passed, and still Metro and the District of Columbia were trying to find builders who would develop land around the Anacostia station.[193] Although the District of Columbia was building two office buildings at Martin Luther King, Jr. Avenue and Good Hope Road (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),[194][195] Metro was still unable to find developers willing to respond to its call for economic improvement next to the Anacostia station.[193]

Early 2000s edit

In 2005, D.C. Mayor Williams proposed Metro move its headquarters to a site near the Anacostia station, setting off a years-long controversy.[196] Williams promised to relocate 200,000 square feet (19,000 m2) of city offices and the headquarters of the Anacostia Waterfront Corporation to the building to ensure high occupancy rates.[196][197] Williams said Metro could then sell its downtown eight-story office building and land at 5th and F Streets NW for $75 million, which would help the transit agency fund projects as well as the move.[197] City officials and Anacostia residents said that the move would spur economic growth in the area, although private-sector developers said that was not clear.[195] Although the D.C. City Council passed legislation requiring Metro to locate in Anacostia (if it moved), Metro officials were skeptical that the move would be cost-effective.[197]

After a year without any movement on the proposal, the Anacostia Waterfront Corp. proposed a more detailed, even larger development that included 750,000 square feet (70,000 m2) of office space, apartments and condos, and retail space.[198][199] The AWC also proposed building another 180,000 square feet (17,000 m2) of office and residential space by constructing a building above the Anacostia station's bus bays.[199] D.C. representatives on Metro's board of directors pushed the agency to accept the proposal in April 2007.[200] But by November 2007, no decision had been made.[201] In September 2008, D.C. Deputy Mayor for Economic Development Neil Albert joined Metro's board of directors in a move many observers interpreted as an attempt to persuade Metro to move to the Anacostia station.[202] D.C. City Council members criticized Virginia's representatives on the Metro board for not doing more to support the move, and threatened to withhold approval for the Silver Line to Ashburn Station and Dulles International Airport Station.[203] The District backed down from the threat after an independent consultant's report for Metro found that the move would cost the transit agency $70 million.[204] Nonetheless, D.C. Mayor Adrian Fenty (who took office in 2007) said moving Metro's headquarters to the Anacostia station remained the "highest priority of our administration".[205]

Criticism edit

Metro's efforts to develop the land at the Anacostia station have been strongly criticized. When Metro began operations in 1976, the transit agency created the Joint Development Program cooperatively promote retail, office, and residential development on land owned by Metro, by state or local governments, or private owners in order to boost bus and rail ridership on the system, generate operating income for Metro, and help state and local governments see a return on their investment in Metro (through revenues or increases in tax assessments).[4] By 2007, Metro had signed 56 joint development projects generating $129 million (over 30 years) in income.[206] At least one study showed that Metro-sponsored developments significantly outperformed developments built solely by the private sector.[207] Nonetheless, Metro was only generating a rather small $4.3 million a year from its joint development projects,[206] and anecdotal evidence indicated that Metro had a very mixed history in actually bringing development online.[208]

Current status edit

In 2006, Metro's Interim General Manager, Dan Tangherlini, established a task force composed of experts in land use and economic development to study Metro's efforts to develop land around its Metrorail stations.[209][210] Delivered in September 2007, the report found that Metro managers focused on running the system day-to-day and opening new stations and lines rather than pushing income-generating development at existing stations; Metro staff were either apathetic to and "sometimes obstructionist" regarding development planning (particularly regarding stations in Anacostia and Prince George's County); Metro had alienated developers and residents, subjected plans to "interminable reviews", ignored community concerns, and rarely coordinated with local or state government.[209][210] Although a quarter of Metro's stations had property available for development (most of them in Anacostia and Prince George's County), Metro had done little to develop them.[211] "Metro has been totally ineffective and counterproductive to any decent development at Metro stations," the task force chairman said.[209] The report concluded that Metro had actually hindered development near Metrorail stations.[210] Dozens of proposals had been stymied, and development proposals had dropped to an extremely low 2.1 per station per year.[210] Although the report said the problem was urgent, Metro's board of directors repeatedly postponed discussion of the report for at least seven months.[211]

The last publicly reported development proposal at the Anacostia station came in September 2008. Urban-City Ventures LLC announced it had purchased 200,000 square feet (19,000 m2) of land along both sides of Howard Road SE just west Anacostia Metro station and planned to build a big-box store there (although the retailer was not announced).[212] Meanwhile, Clark Realty Capital LLC and the District of Columbia were petitioning the federal government to transfer 110 acres (45 ha) of federally owned land at Poplar Point to build office buildings.[212]

References edit

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  102. ^ a b Sisler, Peter F. "Metro Halves Parking Rate at 3 Garages to Lure Riders." Washington Times. March 13, 1992.
  103. ^ Fehr, Stephen C. "Metro Capital Budget Includes 100 Buses, Rebuilt D.C. Garage." Washington Post. March 13, 1992.
  104. ^ a b c d Henderson, Nell. "SE Metro Riders Making Switch From Bus to Rail." Washington Post. November 30, 1992.
  105. ^ Fehr, Stephen C. "Plan to Replace Old Buses Is Imperiled by District's Finances." Washington Post. July 13, 1993.
  106. ^ McElhatton, Jim. "Millions for Roads Are Left Unspent." Washington Times. April 21, 2004.
  107. ^ Fehr, Stephen C. "After 25 Years of Building, Metro Nears Finish Line." Washington Post. September 23, 1995; Bell, Rudolph. "Metro Celebrates Breaking Ground For Final Leg in PG." Washington Times. September 24, 1995.
  108. ^ Siew, Walden. "Light at the End of the Tunnel." Washington Times. June 5, 1998.
  109. ^ a b Aizenman, Nurith C. "County Sees Green in Metro's Arrival." Washington Post. January 11, 2001; "Commuters Welcome Opening of Green Line Extension." Washington Times. January 13, 2001; Layton, Lyndsey. "All Metro Doors Now Open." Washington Post. January 14, 2001.
  110. ^ a b c d e Henderson, Nell. "Bus Riders Creating a Storm." Washington Post. September 4, 1991.
  111. ^ Fehr, Stephen C. "Metro Proposes Cuts in 40 Percent of Its Bus Routes." Washington Post. April 10, 1991.
  112. ^ Two routes were replaced with new routes; three routes were discontinued without replacement; 12 routes were consolidated with other routes; seven routes were truncated to terminate at the Anacostia station; and one route was expanded. See: Keary, Jim. "Proposal for Buses Raises Hackles in SE." Washington Times. August 27, 1991.
  113. ^ a b Sisler, Peter F. "Riders Pack Metro Hearings to Decry Bus Cuts in SE, PG." Washington Times. September 13, 1991.
  114. ^ a b c Keary, Jim. "Proposal for Buses Raises Hackles in SE." Washington Times. August 27, 1991.
  115. ^ Keary, Jim. "Metro Plans More Cuts to Close $10 Million Deficit." Washington Times. August 2, 1991.
  116. ^ Keary, Jim. "New Line Divides Metro Board." Washington Times. August 30, 1991.
  117. ^ Sisler, Peter F. "PG Riders of Metro Denounce Bus Cuts." Washington Times. September 11, 1991.
  118. ^ a b c d Fehr, Stephen C. "Metro Shifts Stand On SE, P.G. Buses." Washington Post. October 25, 1991.
  119. ^ Fehr, Stephen F. "With SE Angry, Dixon Vows to Save Bus Routes." Washington Post. September 12, 1991.
  120. ^ a b Fehr, Stephen C. "Suburbs in a Snit Over SE Bus Plan." Washington Post. September 13, 1991.
  121. ^ a b Henderson, Nell. "Barry Joins Protest Against Rerouting of SE Buses." Washington Post. September 15, 1991.
  122. ^ Purnell, John. "Anacostians Talk of Metro Boycott." Washington Times. September 15, 1991.
  123. ^ McCraw, Vincent. "Dixon Targets Metro's Wallet." Washington Times. September 17, 1991; Sisler, Peter F. "Dixon to Restore Some SE Bus Cuts." Washington Times. September 21, 1991.
  124. ^ Sisler, Peter F. "Metro: City Was Party to Bus Cuts." Washington Times. September 18, 1991.
  125. ^ a b Henderson, Nell. "Dixon Plan Retains Trans-Anacostia Buses." Washington Post. September 21, 1991.
  126. ^ a b Keary, Jim. "Metro Restores Most Bus Routes." Washington Times. October 25, 1991.
  127. ^ a b c Fehr, Stephen C. "Metro Sees Ridership Fall Short." Washington Post. February 28, 1992.
  128. ^ a b Fehr, Stephen C. "Old Garage Gives SE Riders Worst Metro Buses in Area." Washington Post. April 26, 1991.
  129. ^ Fehr, Stephe C. "$775 Million Sought For Metro Overhaul." Washington Post. May 24, 1991.
  130. ^ a b Sisler, Peter F. "D.C. Fights Metro for SE Garage." Washington Times. November 8, 1991.
  131. ^ Sisler, Peter F. "Controversy Over Bus Garage Divides Metro Board." Washington Times. November 15, 1991; Fehr, Stephen C. "Dispute Stalls Bus Garage For Metro." Washington Post. November 15, 1991.
  132. ^ a b c Harris, Hamil R. "Visions of Change in Anacostia." Washington Post. April 15, 1993.
  133. ^ Fehr, Stephen C. "Metro Offered Tract In SE for Bus Garage." Washington Post. April 16, 1993; Fehr, Stephen C. "Fight Over SE Metro Garage Getting Complicated." Washington Post. May 9, 1993.
  134. ^ Keary, Jim. "Metro Widens Maintenance Probe." Washington Times. June 10, 1997.
  135. ^ a b Reid, Alice. "Metro to Try Parking by The Month." Washington Post. July 11, 1997.
  136. ^ Shaffer, Ron. "Learning New Rules for Getting Around." Washington Post. September 21, 2001.
  137. ^ Shaver, Katherine. "Rising Costs Could Stall Purchase of Clean Buses." Washington Post. October 29, 2001.
  138. ^ Shaffer, Ron. "Reserved Parking a Hot Property." Washington Post. February 1, 2004.
  139. ^ Shaffer, Ron. "Time Has Come for Metro Lot Parking." Washington Post. March 27, 2005.
  140. ^ Reid, Alice. "Metro Takes Center Court At New Arena." Washington Post. October 6, 1997.
  141. ^ Reid, Alice. "Metro Considers More Guaranteed Parking." Washington Post. March 31, 1998.
  142. ^ Pae, Peter. "Metro to Expand Reserved Parking at Stations." Washington Post. July 24, 1998.
  143. ^ "Metro Installs Emergency Phones." Washington Post. March 25, 1999.
  144. ^ "Metro Approves New Garage and Car Sharing Plan." Associated Press. September 20, 2001.
  145. ^ Layton, Lyndsey. "$830 Million Set Aside for Metrobuses." Washington Post. September 9, 2005.
  146. ^ Layton, Lyndsey. "Progress Has Passed Metrobus By." Washington Post. December 27, 2005.
  147. ^ Sun, Lena H. "Timing Next Bus's Arrival Won't Be Guesswork." Washington Post. June 21, 2009; Ricard, Martin. "Frustration and Praise as Bus Arrival Time System Rolls Out." Washington Post. July 2, 2009.
  148. ^ Sun, Lena H. "Shopping Kiosks May Be Coming To Subway Stops." Washington Post. May 5, 2006.
  149. ^ "Proposed for Retail." Washington Post. May 8, 2009.
  150. ^ Sun, Lena H. "Express Fare Gates, Rapid Bus Line Proposed." Washington Post. July 3, 2006; "Man Indicted in N.Va. Faces Extradition." Richmond Times Dispatch. July 7, 2006: "Metro Adds Express Gates, New Trains to Ease the Way." Washington Post. October 26, 2006.
  151. ^ Sun, Lena H. "Whatever Happened To..." Washington Post. October 5, 2008.
  152. ^ Sun, Lena H. "Metro Hires Its First Inspector General." Washington Post. March 23, 2007.
  153. ^ Sun, Lena H. "Lots of Moving Parts In Metro Changeover." Washington Post. December 21, 2007; Sun, Lena H. "Metro to Open Anacostia Station Sales Booth." Washington Post. July 19, 2008; Sun, Lena H. "Anacostia Station Gets Transit Sales Office." Washington Post. March 19, 2009.
  154. ^ Henderson, Nell. "Metro Sees Possible Shortage Of Rail Cars Down the Line." Washington Post. June 13, 1988.
  155. ^ Fehr, Stephen C. "Wheaton, Forest Glen to Climb Aboard Metro." Washington Post. September 16, 1990.
  156. ^ Keary, Jim. "Metro Set to Open Van Dorn Station." Washington Times. June 14, 1991.
  157. ^ Tousignant, Marylou. "'Metro Groupies' Go Along For 1st Ride From Van Dorn." Washington Post. June 16, 1991.
  158. ^ Keary, Jim. "Metro Takes the High-Price Road." Washington Times. June 25, 1991.
  159. ^ a b c Layton, Lyndsey. "Metro Seeks To Unclog Green Line." Washington Post. January 25, 2001.
  160. ^ a b c d Layton, Lyndsey. "With 5 New Metro Stations, Green Line Riders Feel Crunch." Washington Post. January 19, 2001.
  161. ^ Banks, James G. The Unintended Consequences: Family and Community, the Victims of Isolated Poverty. Lanham, Md.: University Press of America, 2004. ISBN 0-7618-2857-5; Edleson, Harriet and Lindroth, David. The Little Black Book of Washington, DC: The Essential Guide to America's Capital. White Plains, N.Y.: Peter Pauper Press, 2007. ISBN 1-59359-868-8; Labbé-DeBose, Theola. "Homicide Increases East of Anacostia." Washington Post. March 2, 2009.
  162. ^ "Metro Site Vandalized." Washington Post. July 8, 1989.
  163. ^ a b Lewis, Nancy. "3 Charged With Stripping Victim Naked in Robbery." Washington Post. February 7, 1992.
  164. ^ Shaffer, Ron. "Car Theft Preys On Metro Rider's Peace of Mind." Washington Post. February 5, 1998.
  165. ^ a b Emerling, Gary. "Turf Wars Plague Charter Students." Washington Times. November 28, 2005.
  166. ^ "Regional Briefing." Washington Post. July 7, 2006.
  167. ^ a b c Sun, Lena H. "Metro Has A Lesson For Unruly Students." Washington Post. March 21, 2007.
  168. ^ a b Weil, Martin. "Teen Shot in Anacostia station After Dispute." Washington Post. February 16, 2009.
  169. ^ Sun, Lena H. "Robberies On Metro Spike 17%." Washington Post. February 7, 2008.
  170. ^ Sun, Lena H. "Most Crimes Occur At Ends of the Lines." Washington Post. April 19, 2008.
  171. ^ Sun, Lena H. "D.C. to Fund Cameras at High-Crime Metro Spots." Washington Post. July 11, 2008; "Where the Security Cameras Would Go." Washington Post. July 11, 2008.
  172. ^ Sun, Lena H. "Transit Police Look At Text-Messaging." Washington Post. September 14, 2008.
  173. ^ La Vigne, Nancy G. "Safe Transport: Security By Design on the Washington Metro." In Preventing Mass Transit Crime. Ronald V. Clarke, ed. Monsey, N.Y.: Criminal Justice Press, 2002. ISBN 1-881798-28-3; Albanese, Jay S. Criminal Justice, 2000 Update. Boston: Allyn & Bacon, 1999. ISBN 0-205-31884-3
  174. ^ a b Sun, Lena H. "Robberies Spike in Metro System." Washington Post. June 23, 2009.
  175. ^ a b Alcindor, Yamiche. "Metro Steps Up Patrols After School at Troubled Spots." Washington Post. September 24, 2009.
  176. ^ Fahrenthold, David A. and Layton, Lyndsey. "SE Man Shot to Death Outside Metro Station." Washington Post. March 31, 2004.
  177. ^ Department of Justice Press Release "District Man Sentenced to 16 years in prison for Role in 2007 Murder Near Anacostia Metro Station" Department of Justice. October 26, 2018.
  178. ^ Klein, Allison and Bhanoo, Sindya N. "3 Wounded in Shootout Near Anacostia Metro." Washington Post. June 19, 2008; Alexander, Keith L. "Charges Filed in SE Bus Station Shooting." Washington Post. June 25, 2008.
  179. ^ a b Simons, Lewis M. "Value of Land Around Metro Leaps Dramatically in 5 Years." Washington Post. January 24, 1981.
  180. ^ Kusmer, Kenneth L. and Trotter, Joe W. African American Urban History Since World War II. Chicago: University of Chicago Press, 2009. ISBN 0-226-46510-1
  181. ^ Teeley, Sandra Evans. "Prince George's Assesses Metro Stops." Washington Post. May 22, 1982.
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  183. ^ a b Pyatt, Jr., Rudolph A. "Piecemeal Initiatives Won't Help The District's Economy or Anacostia." Washington Post. February 6, 1997.
  184. ^ Mariano, Ann. "Anacostia Has a New Vitality." Washington Post. September 9, 1989.
  185. ^ a b c Wheeler, Linda. "Study: Property Values Level in Historic Districts." Washington Post. September 23, 1989.
  186. ^ The Anacostia Historic District is roughly bounded by Martin Luther King, Jr. Avenue SE, Good Hope Road SE, Fendall Street SE, V Street SE between Fendall Street SE and 15th Street SE, 15th Street SE/the eastern side of the Frederick Douglass National Historic Site/Butler Street SE, Bangor Street SE from Butler Street SE to Morris Road SE, and Morris Road SE between Bangor Street SE and Martin Luther King, Jr. Avenue SE. It was added to the National Register of Historic Places in 1978. See: "Anacostia Historic District." National Register of Historic Places. National Park Service. U.S. Department of the Interior. No date. Accessed December 26, 2009; Anacostia Historic District. D.C. Historic Preservation Office. Office of Planning, District of Columbia. Washington, D.C.: March 2007. January 8, 2010, at the Wayback Machine Accessed 2009-12-26.
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  188. ^ Hughes, Leonard. "Assessments Rise on Many Homes." Washington Post. March 25, 1993.
  189. ^ Harris, Hamil R. "SE Complex, Safeway Clear Zoning Hurdle." Washington Post. May 13, 1993.
  190. ^ Woodlee, Yolanda and Cottman, Michael H. "Shopping for a Future For Anacostia Tracts." Washington Post. August 10, 1999.
  191. ^ Hall, Thomas C. "Carr Pursues Prime Penn. Ave. Site." Washington Business Journal. October 22, 1999; Haggerty, Maryann. "Developer Seeks Deal On D.C.-Owned Site." Washington Post. October 23, 1999.
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  194. ^ Goldman, Melanie D. "Anacostia Gateway to Anchor Town Center Project." Washington Business Journal. May 12, 2000; O'Connell, Jonathan. "The Next Hot Spot: Anacostia." Washington Business Journal. August 15, 2008.
  195. ^ a b Hedgpeth, Dana. "Moving Metro Office Could Spur Growth." Washington Post. August 8, 2005.
  196. ^ a b Ludwin, James H. "Proposal to Move WMATA Headquarters Part of Anacostia Metro Site Revitalization." Associated Press. August 3, 2005.
  197. ^ a b c Wilgoren, Debbi. "Williams Proposes Moving Metro Offices to Anacostia." Washington Post. August 4, 2005.
  198. ^ "Anacostia Metrorail Station Redevelopment." Anacostia Waterfront Corporation. No date. June 8, 2009, at the Wayback Machine Accessed November 10, 2009.
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  200. ^ Sun, Lena H. "City Proposes A Metro Move To Anacostia." Washington Post. April 27, 2007.
  201. ^ Nakamura, David. "Fenty Slow To Act In Ward 8, Some Say." Washington Post. November 4, 2007.
  202. ^ Sun, Lena H. "Deputy Mayor to Join Board." Washington Post. September 12, 2008.
  203. ^ Sun, Lena H. "Metro's $11 Billion To-Do List." Washington Post. September 23, 2008.
  204. ^ Sun, Lena H. "D.C. Threats Are 'Virginia- Bashing,' Officials Say." Washington Post. September 24, 2008.
  205. ^ O'Connell, Jonathan. "D.C. Mayor Adrian Fenty Says Moving Metro Top Priority." Washington Business Journal." October 22, 2008.
  206. ^ a b Moavenzadeh, F. and Markow, M.J. Moving Millions: Transport Strategies for Sustainable Development in Megacities. Dordrecht, The Netherlands: Springer, 2007. ISBN 1-4020-6701-1
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  208. ^ Bruegmann, Robert. Sprawl: A Compact History. Chicago: University of Chicago Press, 2005. ISBN 0-226-07690-3
  209. ^ a b c Rein, Lisa and Sun, Lena H. "Metro Faulted For Failing to Foster Growth At Rail Stations." Washington Post. September 2, 2007.
  210. ^ a b c d "Report Criticizes Metro Land-Use Policy." Associated Press. September 3, 2007.
  211. ^ a b Sun, Lena H. "Proposed Metro Budget Includes More Peak Service." Washington Post. January 11, 2008.
  212. ^ a b O'Connell, Jonathan. "Developer Seeks Big Box for Poplar Point Site." Washington Business Journal. September 15, 2008.

External links edit

  •   Media related to Anacostia (WMATA station) at Wikimedia Commons
  • WMATA Anacostia station page
  • Howard Road entrance from Google Maps Street View

December 01, 2023
anacostia, station, 862111, 995306, 862111, 995306, anacostiaa, 5000, series, train, arrives, general, informationlocation1101, howard, sewashington, owned, bywmataplatforms1, island, platformtracks2connectionsmetrobus, w8dc, circulator, congress, heights, uni. 38 51 43 6 N 76 59 43 1 W 38 862111 N 76 995306 W 38 862111 76 995306 AnacostiaA 5000 series train arrives at Anacostia stationGeneral informationLocation1101 Howard Rd SEWashington D C Owned byWMATAPlatforms1 island platformTracks2ConnectionsMetrobus 90 A2 A4 A6 A7 A8 B2 P6 V2 W2 W3 W4 W5 W6 W8DC Circulator Congress Heights Union StationConstructionStructure typeUndergroundParking808 spacesBicycle facilitiesCapital Bikeshare 13 racks and 8 lockersAccessibleYesOther informationStation codeF06HistoryOpenedDecember 28 1991 31 years ago 1991 12 28 Passengers20221 585 daily 1 Rank50thServicesPreceding station Washington Metro Following stationCongress Heightstoward Branch Avenue Green Line Navy Yard Ballparktoward GreenbeltLocationAnacostia station is a Washington Metro station in Washington D C on the Green Line The station is located in the Anacostia neighborhood of Southeast Washington with entrances at Shannon Place and Howard Road near Martin Luther King Jr Avenue SE a major street serving the southeastern portion of the city The station serves as a hub for Metrobus routes in Southeast Washington D C and Prince George s County Maryland 2 Contents 1 Station layout 1 1 Streetcar service 1 2 Artwork 2 History 2 1 Controversy over building the Green Line 2 1 1 Master plan 2 1 2 1980 troubles and near cancellation 2 1 3 Legal and funding battles 2 1 4 Federal delays 2 1 5 District court appeal 2 1 6 Resolution of controversies 2 2 Constructing the Green Line and Anacostia 2 2 1 Parking garage problems 2 2 2 Station construction 2 3 Station opening 2 3 1 Ridership 2 3 2 Parking 2 3 3 Extension 2 3 4 Controversy 2 3 5 Bus controversy 2 3 6 Bus conditions 2 4 Station operation 2 4 1 Experiments 2 4 2 Rail car shortage 3 Crime at Anacostia 3 1 Early incidents 3 2 Trends 3 3 Notable crimes 4 Economic development 4 1 Early history 4 2 Opening 4 3 Late 1990s 4 4 Early 2000s 4 5 Criticism 4 6 Current status 5 References 6 External linksStation layout editThe architecture at Anacostia is unusual Due to cost considerations and the station s shallow depth the usual arched ceiling was abandoned in favor of flat concrete walls and a ceiling of small barrel vaults oriented perpendicular to the tracks similar to the upper coffers in the six coffer arch station design 3 4 5 The station is an underground stop because the distance between the Anacostia River tunnels and the station is too short to have permitted an above ground stop 5 The station has entrances on both sides of DC 295 I 295 Anacostia Freeway which necessitated the construction of a slightly longer platform than would be necessary to accommodate trains In addition there are no pylons at platform level at Anacostia Because of a 1978 consent decree between Metro and a coalition of handicapped persons advocacy groups the Anacostia Metro station is one of three Metrorail stations to have two elevators 6 G Street level Exit entrance buses fare gates ticket machines station agentPPlatform level Southbound nbsp toward Branch Avenue Congress Heights Island platformNorthbound nbsp toward Greenbelt Navy Yard Ballpark Streetcar service edit Main articles Anacostia Line and DC Streetcar The Metro station was slated to have a transfer to a stop on the Anacostia Line of the DC Streetcar trolley system 7 8 9 However in August 2010 construction on the Anacostia Streetcar Line was halted after District of Columbia Department of Transportation DDOT officials ordered construction shut down after city officials refused to extend the construction contract or give a new contract to another firm 10 Artwork edit External image nbsp River Spirits of the Anacostia by Martha Jackson JarvisThe station also contains a work of public art which reflects on the history and culture of the community River Spirits of the Anacostia is a glass mosaic tile frieze completed in 2004 by Martha Jackson Jarvis 11 The mosaic 4 by 400 ft 1 2 by 121 9 m is placed along the roof line of the Metro station and depicts the aquatic life of the river showing fish plants birds and other wildlife of the Anacostia River 12 The work was commissioned by way of a contest by the D C Commission on the Arts and Humanities 13 History editControversy over building the Green Line edit Main article Green Line history Master plan edit Metro drew up its original master plan for its planned 103 mile 166 km system in 1968 14 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 14 The southern part of the Green Line was originally to pass over the 11th Street Bridges to the intersection of Good Hope Road SE and Martin Luther King Jr Avenue SE 14 15 16 17 The line was originally scheduled to open in 1976 18 The site of the Anacostia station set for the intersection of Martin Luther King Jr Avenue 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 15 By the end of 1977 Metro had pushed the opening of the Green Line to June 1983 19 Increasing construction costs and financing problems primarily caused by the inability of local governments to contribute their share of Metro s funding led Metro to consider whether to shift the Green Line to a more southerly route along Wheeler Road SE to terminate near Rosecroft Raceway 16 In January 1978 a Metro regional task force approved a Green Line route in Anacostia that followed Martin Luther King Jr Avenue and then Wheeler Road down to the Beltway with a new station added near St Elizabeths Hospital 20 But the Prince George s County government demanded in May 1978 that Metro choose the Suitland Parkway to Rosecroft route instead a change Metro agreed to 21 Metro 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 this portion of the line but that funding did not exist to push the line from Waterfront to Anacostia 22 Nonetheless Metro reiterated that it intended to complete the extension to Anacostia station by late 1983 22 1980 troubles and near cancellation edit Funding troubles delayed construction even further In March 1980 Maryland officials worried that high inflation would leave Metro without enough funds to complete the Green Line forcing Maryland to pay these construction costs alone 23 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 24 By then 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 a petition containing 1 000 signatures from Anacostia residents demanding that construction on the Green Line be sped up 25 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 miles 30 35 km Green Line which some argue should have been the first built because it would serve the most disadvantaged sections of the Washington area is last on the construction list and threatened with extinction 26 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 the District of Columbia 26 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 26 Legal and funding battles edit In December 1978 Metro 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 the Anacostia station 3 In late 1978 and 1979 a controversy erupted over parking at the planned station In 1978 Metro proposed building a 2 000 space parking lot on the west side of the Anacostia Freeway 27 Angry residents protesting the amount of traffic which would come into their residential neighborhood forced Metro to reduce the size of the parking lot to 1 300 spaces 27 In January 1979 Metro proposed building a 500 space parking garage at the proposed Anacostia station and adding another 800 temporary spaces by paving over a part of Anacostia Park to be removed once additional parking was built at the terminus of the Green Line at Rosecroft 27 But residents resisted this plan as well on the grounds that too much traffic would clog local streets 27 These concerns were resolved in March 1980 28 By July 1979 despite the release of billions of dollars in construction funds by the U S Department of Transportation Metro had pushed the construction of the Anacostia station to mid 1985 and the completion of the Branch Avenue Line to late 1986 29 But construction deadlines continued to slip Despite reaffirming its Branch Avenue Line construction deadlines in December 1979 30 in January 1980 Metro announced that completion of the Green Line terminus would be pushed back six more months to 1987 31 In January 1981 Metro admitted that the station would not open until 1990 because of funding constraints 32 Controversies regarding the siting of the Green Line continued however In May 1980 a group of business owners sued Metro on the grounds that the decision to change the course of the Green Line was illegal because it had been undertaken without a public hearing in violation of Metro s rules 14 33 In February 1981 Judge Norman Park Ramsey of the U S District for Maryland ruled against Metro 14 17 Metro s appeal failed 14 17 and 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 14 District residents also protested the siting of the route Advisory Neighborhood Commission ANC 6C an elected local governmental body advising the District government on neighborhood issues asked Metro to move the Anacostia Metro station from its proposed location on Howard Road between Firth Sterling Avenue SE and Martin Luther King Jr Avenue SE to the intersection of Good Hope Road SE and Anacostia Drive SE 34 In May 1981 Metro changed its estimate for the opening of the Anacostia station to early 1988 35 Metro estimated on December 9 1981 that the Anacostia station would open in late 1989 36 Federal delays edit Construction of the Anacostia station was also delayed by a land controversy involving the federal government Metro planned to tunnel under the Anacostia River to connect the Anacostia station with the proposed Navy Yard station but the south end of the tunnel would have required the relocation of a 25 acre 100 000 m2 plant nursery maintained by the federal government to provide Congress with flowers and trees 36 Because the nursery was on federally owned land moving it required an Act of Congress 36 The District of Columbia agreed to provide 29 million in federally provided highway funds to move the nursery arguing that the land would be used to build a parking garage and lot for use by commuters using the Anacostia station but the Federal Highway Administration ruled the funds could not be used for this purpose 37 The delay threatened to push the station s opening to 1990 and some officials worried that by then funds to build the Green Line would have run out 37 Metro proposed moving the nursery to Camp Simms a former U S Army campground in the Congress Heights neighborhood 38 But construction on the Green Line was suspended for nearly two years due to federal budget cuts see below and in March 1983 the Architect of the Capitol agreed to move the nursery to a parcel of land in the Bellevue neighborhood 39 The United States House of Representatives and United States Senate passed legislation approving the move in March and June 1984 respectively 40 But even as the nursery resiting issue was resolved funding problems delayed construction on the station 14 41 Despite the funding troubles Metro planned to seek contractors in March 1982 for a 60 million contract to tunnel under the Anacostia River a 60 million contract to build the Anacostia station and a 100 million contract to build the Navy Yard station 14 In October 1982 Metro estimated that opening of the Green Line to Anacostia would happen in the late 1980s 42 and in November the Metro staff report recommended construction of the Rosecroft Raceway route 43 More cuts in federal construction funds for Metro further delayed construction of the Anacostia station 44 Metro announced in December 1982 that the station would not open until late 1989 at the earliest 44 45 Metro for the first time in its history formally announced that absent full construction funding it could not build the Green Line the Red Line from Wheaton to Glenmont or the Yellow Line from Franconia Springfield to King Street Old Town 46 District court appeal edit As Metro struggled to secure construction funding for the Green Line and Anacostia station it also struggled to lift the district court s injunction on Green Line construction Metro asked the court to allow construction of the Navy Yard Anacostia and Congress Heights stations pending a decision on the Green Line route in Prince George s County but the court refused 47 48 More than 23 000 Anacostia residents signed a public petition demanding that the line be built 48 Metro declined to appeal Judge Ramsey s latest ruling 49 Frustrated by funding constraints and the court injunction Metro released a proposed final system map in December 1983 which showed the Green Line terminating at the Anacostia and Mount Vernon Square stations 50 Resolution of controversies edit Metro opened negotiations with Prince George s County officials in 1984 to win their approval to build the Green Line from the L Enfant Plaza Station to Anacostia 51 52 53 54 After four days of negotiations Metro D C and Prince George s County officials reached an agreement to begin construction of the Green Line from L Enfant Plaza to Anacostia pending resolution of the line s final route by December 6 1984 53 55 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 55 56 The U S federal district court approved the agreement on March 7 54 Following the ruling Metro announced that it would build the Anacostia station on Howard Road between Martin Luther King Jr Avenue SE and the Anacostia Freeway as well as a new Metro station at the Washington Navy Yard and open the Green Line by 1990 54 Metro asked and won approval from the court to build the Navy Yard and Anacostia stations and the tunnel in mid June 1984 57 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 58 But in June House and Senate committees passed legislation requiring the Reagan administration to release all funds appropriated for Metro putting pressure on the administration to rescind its 76 4 mile 123 0 km limit 59 Constructing the Green Line and Anacostia edit Metro issued a call for bids to tunnel under the Anacostia River in July 1984 60 and awarded the 25 6 million contract to the firm of Harrison Western Franki Denys a joint venture in December 1984 61 The debate over the route for the remainder of the Green Line was finally resolved in December 1984 when the original route was re selected 62 63 64 The U S district court approved Metro s decision 65 Funding for Green Line construction fell into place in 1985 66 Construction on the line started in 1985 Survey and clearing work for the twin 2 500 foot 760 m Anacostia River tunnels began in March 1985 67 The completion date for the two tunnels was estimated at late 1987 67 Parking garage problems edit A major controversy over parking at the Anacostia station occurred as well In 1981 Metro had proposed building 1 000 parking spaces in a three level parking garage and 300 spaces at a ground level parking lot at the station and using interstate highway funds to pay for them 37 67 Metro officials argued the facility was highway related since it provided parking but the Federal Highway Administration refused to allow the District of Columbia use its funds to pay for the parking garage 37 Local citizens also opposed the parking garage in favor of ground level only parking at the station and demanded that Metro provide more connecting bus routes at the proposed station 68 These disagreements were put off as Metro officials and others focused on getting the Green Line built but by 1985 the parking garage remained part of the station s overall transportation and construction plan Metro solicited bids for an 11 million contract to build the parking garage in early 1985 but rejected all bids when the lowest bidder failed to meet minority contracting standards 69 In May 1985 Metro officials still maintained that construction on the parking garage would begin in June 67 In a second round of bidding the winning contractor met the standard but the cost of the parking garage had now risen by 900 000 to 11 9 million 70 But the second winning bid was also rejected after transit officials said they inadvertently misstated minority contracting and minimum wage standards in the contracting process 71 Metro relaxed its minority contracting requirement from 35 percent to 25 percent and after a third round of bidding awarded a 12 6 million contract for the parking garage to the Kiewit Construction Co 72 The bid was more than 1 6 million higher than the rejected second round bid 72 Construction on the three level parking structure was well under way by April 1986 73 Station construction edit Metro 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 74 Ground was broken at the site on September 21 1985 75 A significant number of prehistoric artifacts were found during the station s excavation 76 Rubble from the station s construction was dumped on the south side of Good Hope Road SE between 24th Street SE and Altamont Place SE where the Woodmont Crossing housing project was built in 2002 77 Exit 3B Howard Road on southbound I 295 was closed to construct Anacostia station blocking traffic from reaching South Capitol Street 78 Although above ground construction ended in late 1989 the exit remained closed until December 1991 so that its reopening would coincide with the Anacostia station opening 78 In July 1991 Metro paid an additional 1 million to install stronger escalator treads at the nine planned Green Line stations including Anacostia as well as the Wheaton and Van Dorn Street stations after discovering that the escalator treads it had ordered were insufficiently strong 79 Funding for construction of the station and the Green Line was threatened again in 1986 80 but lengthy negotiations and heavy pressure from Congress led to the release of 400 million on July 16 1986 81 Construction proceeded quickly thereafter On March 23 1986 the second of the two 2 450 foot 750 m concrete lined tunnels under the Anacostia River was completed 5 73 In December 1988 Metro reaffirmed that the Waterfront Navy Yard and Anacostia stations would open in late 1991 82 The first Metro budget which contained funds for operating the Green Line was proposed in December 1989 and it requested funds to test the soon to open Green Line from Gallery Place Chinatown to the Anacostia station 83 84 85 The budget also projected that the Green Line from Gallery Place Chinatown to the Anacostia station would open in 1991 and that new Metrobus service will be added in Prince George s County to bring commuters to the new station 83 84 The cost of testing and operating the Green Line left Metro struggling financially These costs along with costs associated with extending and operating the Blue Line to Van Dorn Street forced Metro to cut 335 jobs as well as supplies travel overtime and temporary employee budgets 86 Although ridership was projected to rise 3 8 percent to 260 million trips in the coming year 87 the increased revenue was not expected to cover the costs of operating the new lines and stations 86 88 Station opening edit nbsp Exterior pylon at the Anacostia Metro Station on Howard Road SE The Mount Vernon Square Shaw Howard University and U Street stations opened in May 1991 89 Metro announced on September 6 1991 that the Green Line from L Enfant Plaza to Anacostia would open on December 28 1991 89 Only 983 parking spaces would be available at the station upon its opening 673 of them in the parking garage 90 91 One hundred and fifty Anacostia residents rode a special preview train along the line on December 21 92 The Green Line from L Enfant Plaza to Anacostia opened on schedule at 8 00 AM on December 28 93 The 286 million 5 90 92 extension added 2 88 miles 4 63 km to the rail system 89 Although Metro had estimated in September 1991 that 60 000 riders would board daily at the three stations 89 this number had fallen to just 30 700 riders a day by early December 1991 90 92 and to just 28 000 on December 28 94 Metro estimated 20 000 riders a day would board at Anacostia station alone by late June 1992 95 Fearing a boycott of the station due to ongoing disputes over bus service in Anacostia see below Metro sent large numbers of extra station managers and supervisors into the Anacostia station on the first workday it was open to help commuters decide whether to take rail or bus and which bus routes to take 96 97 Metro said 1 854 people boarded at Anacostia 459 boarded at Waterfront and 127 boarded at Navy Yard on the first workday 96 97 Ridership edit Ridership continued to expand rapidly on the Green Line In the first workweek of the year more than 8 000 riders a day boarded at the three stations more than 5 000 of them at Anacostia exceeding Metro s estimates 98 Although nearly 10 000 riders were boarding each day at the three stations by the third week of January Metro nonetheless handed out free rail passes the first free rail pass giveaway in the transit agency s history to customers at the three stations to encourage ridership 99 By March 1992 the number of weekday riders had risen to nearly 11 000 per day at Anacostia station alone 100 Parking edit Initially parking at the Anacostia station was low Only an average of 275 people parked each day at the station s parking garage and parking lot by March 1992 101 To encourage parking in April 1992 Metro offered half price parking coupons to encourage commuters to use the Anacostia parking spaces 102 103 Metro also held public hearings in Maryland to learn why commuters did not use the lot crime was the highest concern 102 The campaign worked and by November 1992 the lot was nearly full every weekday 104 In July 1993 District of Columbia officials canceled plans to build a 5 4 million ground level parking lot at the Anacostia Metro station 105 The unused funds sat idle until 2004 when the District of Columbia finally used them to improve traffic signals lighting and pedestrian access along South Capitol Street between E Street SE and the Anacostia Metro station and for the design of a new Frederick Douglass Memorial Bridge 106 Extension edit In 1995 Metro broke ground on the Suitland Naylor Road Southern Avenue and Congress Heights stations a 900 million project which would complete the final 6 5 miles 10 5 km of the originally planned 103 miles 166 km Metrorail system in late 1999 107 108 The Green Line s final five stations opened on January 13 2001 109 Controversy edit Two major controversies one over buses and one over the number of rail cars servicing the Green Line occurred when the station opened Bus controversy edit nbsp Extensive bus bays added to the Anacostia station to accommodate the Prince George s County buses that never serviced the stationLike all Metro stations the Anacostia station was intended to be a major hub for Metrobus service in its area 110 But with the Anacostia neighborhood being the poorest 110 and most transit dependent area in the District of Columbia changes to bus routes in the area proved highly controversial As the opening of the Green Line to Anacostia neared Metro proposed halving the number of bus routes traveling between Anacostia and the National Archives Building downtown forcing riders to take the more expensive Metrorail and requiring many riders to walk several blocks to their destination rather than the virtually door to door service they currently enjoyed 111 A total of 25 routes were changed affecting more than 80 000 riders 112 113 Many of the new routes were designed to terminate at the Anacostia station rather than continue into downtown Washington as they once had 114 115 Metro officials admitted that fares for most Anacostia residents would rise an average of 50 percent 110 114 and that Anacostia residents would be forced to pay more and travel farther to access the services such as doctors and shopping most District residents had ready access to 110 To help mitigate the impact of the total fare increase on Anacostia residents Metro reduced basic bus fares for many routes in the area from 1 to 35 cents 114 District residents protested the cuts with a picket line in front of Metro s downtown headquarters in late August 1991 116 Prince George s County residents too were angered by the bus route changes arguing that Metro had promised more not less bus service and complaining that they would be forced to use a rail station located in the District of Columbia s most violent and crime prone neighborhoods 5 117 118 More than 1 000 people packed raucous public hearings for three nights in the District and Prince George s County in early September denouncing Metro and claiming they were becoming a victim of transportational apartheid 113 Worried about the impact of the cuts as well as a possible bus boycott D C Mayor Sharon Pratt Dixon announced on September 11 1991 that she would seek an alternative to the changes proposed by Metro 119 But 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 at the time Metrorail stations opened in their areas 120 121 But D C residents countered that poor African American District citizens could ill afford the same transit changes and fare increases that wealthy white suburbanites were asked to absorb 120 Calls for a boycott increased in mid September 121 122 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 123 Metro officials were angered by Dixon s statement saying District officials had been involved in the bus route planning process for months 124 Mayor Dixon proposed on September 20 that Metro continue to use the Anacostia station as a hub but also continue bus service into downtown D C 125 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 1 125 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 118 126 The cost of operating the bus routes totaled 2 5 million 126 Prince George s County meanwhile also announced that its county run buses The Bus would not run to Anacostia station as previously promised either drawing outrage from D C s representatives on Metro s board 118 The District of Columbia had spent more than 20 million adding bus bays at the station to accommodate The Bus arrivals 118 The compromise led residents to call off their boycott of Metrobus 96 Two months after the Anacostia station opened Metro 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 127 To make up the lost revenue Metro said it would run only two car trains on the Green Line during slow periods weekdays and evenings and on Sundays beginning in June 1992 127 In November 1992 Metro reported that ridership at the Anacostia station was on average 7 500 riders a day 700 below estimates 104 Metro admitted that although riders had made the switch from bus to rail the lower ridership numbers due to the recession and not because of continuing bus service in the area 104 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 104 Bus conditions edit Metro also encountered controversy over its plan to upgrade the conditions of the buses in the Anacostia area A Metro survey in April 1991 found that the 75 000 bus riders in Anacostia were forced to use the dirtiest and most poorly maintained buses operated by the transit agency 128 Metro also admitted that although it had sent new buses to Southeast in 1983 the buses suffered from a high rate of breakdowns 110 Metro blamed the problem on its outdated and undersized bus garage at South Capitol and M Streets SE and proposed building a new much larger bus garage near the Anacostia Metro station for 30 million to 35 million 128 Metro originally planned for the bus garage to be built near the new Anacostia station where many of the routes the buses ran terminated 129 But D C officials balked at that site arguing the land should be used for development and would cost Metro an extra 3 million a year for 50 years to operate and asked Metro to build a new bus garage at the site of the existing garage on M Street SE 130 Metro refused to budget money for that project arguing that the Metro did not have the 40 million needed to buy additional land at the M Street site 130 In retaliation D C s representatives on Metro s board of directors vetoed funding for 16 of Metro s projects 131 The District of Columbia rezoned the land near the Anacostia station for commercial use in mid 1993 hoping to spur development in the area and prevent Metro from using the site for the bus garage 132 Washington Gas offered to lease 14 acres 57 000 m2 in southeast Washington to Metro for the bus garage but concerns over the 26 million cleanup costs for coal tar pollution at the site led to the rejection of this proposal 133 Station operation edit nbsp Sales offices inside the Anacostia Metro station on the Green Line near the Howard Road SE exit The Anacostia station has had relatively few maintenance issues during its lifetime In 1997 the station s escalators suffered repeated breakdown as did escalators throughout the Metrorail system due to poor maintenance 134 Parking at the station was originally difficult to find but availability has improved over time By July 1997 the parking garage at the Anacostia station was usually full by 9 A M on a weekday 135 But after the Green Line s final five stations opened in January 2001 109 the parking garage at the Anacostia station became underused 136 Ten years into its operation the parking garage required refurbishing but Metro put the project off for a year to pay for other projects 137 The parking garage was one of 13 in the Metro system which had no waiting list for long term parking as of February 2004 138 Its parking garage still did not fill up on workdays as of March 2005 139 The station plays a key role in Metro operations In October 1997 Metro announced that it would use sidings located near the Anacostia station for storing extra trains whenever major public events downtown such as Capitals or Wizards games at the Capital One Arena required extra train service 140 Experiments edit The Anacostia station has been used several times for experiments in improving Metrorail s operations In July 1997 Anacostia was one of five Metrorail stations used to test a premium monthly parking fee which would guarantee the purchaser a spot at the station s parking garage 135 The 50 a month pass was the most popular at Anacostia and the pricing scheme was expanded throughout the Metro system in March 1998 141 Although Metro reserved on 15 percent of all spaces for such parking at most stations at Anacostia this was raised to 25 percent 142 In March 1999 Metro tested a new emergency call box system at Anacostia and two other Metrorail stations 143 When Metro established a carsharing program with Flexcar in 2001 the Anacostia station was one of 12 Metrorail stations at which the system was tested 144 Metro also tested its Next Bus real time information system designed to let riders know how long they have to wait for the bus at Anacostia and four other Metrorail stations 145 Technical problems and funding issues delayed implementation of the project on a wider scale 146 Metro relaunched the system in June 2009 and once more Metrobus Next Bus signs were activated at Anacostia and two other pilot Metrorail stations 147 When Metro announced a pilot program in the spring of 2006 to encourage food and other vendors to sell goods in Metrorail stations Anacostia was one of 12 stations chosen for the test 148 The program stalled due to cleanliness safety and other concerns but was reinvigorated in 2009 and Anacostia was one of three Metrorail stations chosen again to experiment with the initiative 149 When Metro adopted the SmarTrip fare care program the same year Anacostia was one of three stations chosen to experiment with SmarTrip fare gate express lanes 150 The express lane program was canceled when too few riders used the express lanes 151 Anacostia was also one of six parking garages and lots where Metro experimented with accepting credit card payments rather than SmarTrip cards in 2007 152 Anacostia was also one of eight Metro stations which first sold SmarTrip cards in 2008 153 Rail car shortage edit See also Washington Metro rolling stock Service at the Anacostia station and along the entire Green Line was hampered during the station s first decade by a severe shortage of rail cars Metro first became aware of a rail car shortage in 1988 at the time there were only 666 railcars of 1000 2000 and 3000 series rolling stock in the entire system these comprised the entire system s fleet in 1988 but did little to resolve the issue 154 155 156 157 Metro also encountered significant problems estimating the number of riders who would board the system at the Anacostia and other Green Line stations In June 1991 WMATA estimated that just over 15 000 riders on average would board at the Waterfront Navy Yard and Anacostia stations 158 In December 1991 when the Anacostia Station opened Metro had revised that number to 30 700 riders per day by June 1992 90 92 Just a week later Metro dropped that estimate to only 28 000 riders a day by June 1992 94 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 127 Metro finally ordered new 5000 series rail cars but the first of the cars were not due to be delivered until February 2001 159 The December 2000 opening of the final five Green Line stations Branch Avenue Suitland Naylor Road Southern Avenue and Congress Heights significantly worsened overcrowding and service problems on the Green 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 160 Metro had estimated that 18 000 riders a day would board from these stations by June 2001 160 That estimate was exceeded by 2 000 riders a day on the second day the stations were open 160 By January 24 the number had risen to more than 30 600 per day three times as many as originally estimated 159 Angry commuters using the Anacostia Navy Yard and Waterfront stations peppered the transit agency with complaints 160 Metro claimed a number of factors contributed to the ridership crunch The system was experiencing record ridership two year old ridership projections were used the five stations were opened two months ahead of schedule which was well before 192 new 5000 series rail cars were ready for service and Metro offered free parking at the Green Line stations which drew 12 000 riders 300 of the expected 4 000 to the line 159 Crime at Anacostia editEarly incidents edit Since the 1980s Anacostia has been long been synonymous with crime and violence and has one of the highest crime rates in the District of Columbia albeit not in all crimes 161 Concern about crime on the Green Line stations in southeast D C Anacostia Congress Heights and Southern Avenue have existed for a long time although statistics only partially support these concerns The first reported incident of crime at the Anacostia station occurred during the station s construction Three teenagers broke into the construction site on July 7 1989 stole tools and broke the glass on the cab of a crane before being arrested 162 Concern about crime at the station led Metro to station additional transit police officers at Anacostia station in the weeks after the station s opening and D C police patrolled the station s parking garage 5 Fear of crime was one of the reasons why Prince George s County residents fought bus route changes in 1991 which would have forced riders to disembark at Anacostia station 5 Concerns about crime at the station initially appeared justified The first reported crime at Anacostia station occurred on February 5 1992 just six weeks after the station opened A man was accosted by three teenagers at about 9 25 P M at the station kidnapped at gunpoint and forced to strip naked The youths took clothing a watch and 7 from him and were caught by police while trying to flee the scene of the crime 163 In its first year of operation Anacostia tied with the Capitol Heights station for the most auto thefts 17 and accounted for 11 3 percent of all auto thefts at Metrorail stations 164 By 2005 large crowds of middle and high school students began congregating at the station brawling and robbing Metro riders and creating a public safety issue 165 In November 2005 Metro and the District of Columbia Public Schools entered into an agreement to bus students from Anacostia High School directly to the station rather than have them walk or take Metrobus to the station 165 Metro Transit Police officers some accompanied by dogs began patrolling Anacostia station along with six other Metro stations to increase awareness of police presences in the stations and deter crime 166 The police presence did not appear to help Between 2002 and 2006 arrests of juveniles on Metro increased to 295 from 156 and warnings increased 40 percent 167 Nearly half the arrests occurred at just five stations Anacostia Fort Totten Gallery Place Chinatown L Enfant Plaza and Minnesota Avenue 167 Metro even created a special unit to focus on juvenile crime on Metro and established liaisons at all D C public schools to feed intelligence and information about pending problems to Metro s police division 167 Trends edit Crime continued to be a problem at the Anacostia station late into the first decade of the 21st century Assaults and shootings were more frequent at the station than at any other station in the transit system 168 There were 32 robberies at the station in 2007 and Metro Transit Police established a system wide crime prevention and awareness program to help reduce crime 169 Although Anacostia was one of the ten Metro stations with the highest crime rate in 2007 and the only such station on the list inside the District of Columbia it had no auto thefts or break ins 170 To help deter crime Metro installed outdoor security cameras at the 10 high crime Metrorail stations in July 2008 171 Metro Transit Police stepped up their visibility and presence even further in September 2008 at all stations with high student ridership including Anacostia 172 But crime on Metro as a whole was rising in the late 2000s Historically Metro has had a significantly lower crime rate than any comparable transit system in the United States 173 But crime on the transit system began spiking in 2008 and 2009 Robbery rose by 30 percent to 581 incidents in 2008 and in the first four months of 2009 rose another 28 3 percent to 240 robberies 174 But Anacostia was no longer the station with the most robberies Gallery Place Chinatown had 30 percent more robberies than Anacostia the next highest station was L Enfant Plaza with 20 percent fewer than Anacostia 174 Nonetheless juvenile crime assault and robbery continued to be a serious issue for Metro with more than 260 juvenile arrests in the first nine months of 2009 and Metro Transit Police continuing to engage in large numbers of high visibility patrols 175 Anacostia Fort Totten Gallery Place Chinatown L Enfant Plaza and Minnesota Avenue continued to be trouble spots and Metro added Metro Center to the list as well 175 Notable crimes edit This section needs to be updated The reason given is The Gant and Spicer sections are thirteen years out of date Please help update this article to reflect recent events or newly available information March 2022 Notable crimes committed at the Anacostia station include February 5 1992 A man was accosted by three teenagers at about 9 25 P M kidnapped at gunpoint and forced to strip naked on a nearby street The youths took clothing a watch and 7 from him and were caught by police while trying to flee the scene of the crime 163 March 30 2004 Two men began arguing inside the Anacostia station One of the men 29 year old Bradley Gant boarded an idling Metrobus The other man opened fire on the bus with a handgun shooting Gant in the chest and killing him 176 The assailant fled and has not been captured as of December 2009 November 17 2007 25 year old Timothy Spicer was carjacked at about 9 10 P M near the entrance to the Anacostia station parking garage He was shot multiple times pushed from his vehicle and died a few hours later In February 2018 Maurice Blakey pled guilty to second degree murder while armed for shooting Mr Spicer in the back and was sentenced to a 22 year prison term Mr Blakey had two look outs Joseph Minor and Randolph Williams Mr Minor pled guilty to voluntary manslaughter while armed and was sentenced to 8 5 years to run consecutively to a 47 year prison term he is serving for another murder Mr Williams pled guilty to second degree murder Kadeem Quarles was sentenced to 16 years in prison for his role in the murder of Mr Spicer in October 2018 177 June 18 2008 A Metrobus driver received a gunshot wound to the head at 12 45 P M from a stray bullet during a shootout between two teenagers near the Anacostia station Both juveniles were also wounded D C police arrested both youths inside the station 178 February 15 2009 A teenager was shot and wounded inside the Anacostia station at about 12 20 A M The teen was allegedly part of a group which boarded the Green Line at the Gallery Place Chinatown Station A dispute with another group of teens and young adults broke out The victim left the train at the Anacostia station and was shot on the platform Two Metro Transit Police officers gave chase and captured the alleged assailant an adult 168 Economic development editMetrorail has often been viewed as an important factor in spurring economic development in the D C metropolitan region 179 However the Green Line has brought relatively minimal economic development to the area around the Anacostia station As of December 2009 update Early history edit The Anacostia area of the District of Columbia is one of the most economically depressed regions of the city and has been since the 1960s 180 As early as 1981 consultants and studies were predicting that the Anacostia station would spark a similar economic revival in Anacostia 179 But little real estate speculation in the area had occurred as of mid 1982 181 To help spur development the D C City Council adopted a comprehensive land use policy in 1985 the city s first and identified the area around the planned Anacostia station at Howard Road SE as a proposed regional shopping center and designated it a development opportunity area 182 In 1988 the D C City Council designated the entire Anacostia area an Economic Development Zone giving tax and other incentives to developers who constructed buildings or established businesses in the area 183 A wave of federal and city housing subsidies poured into the area in 1989 as the opening of the station neared leading to the renovation of about 3 500 housing units homes and apartments and a rise in the price of land to 55 per square foot from 2 per square foot an increase of 2 650 percent around the station 184 185 Many residents and businesses in the area resisted development which was out of character with the Anacostia Historic District and feared the loss of the area s identity 95 185 186 However at least one study by a professor of urban and regional planning at George Washington University found that the historic district designation had done little to spur economic growth in the neighborhood 185 These fears were supported by Dorn McGrath Jr director of the George Washington University Institute for Urban Development Research who says that new Metro stations attracted high income residents who gentrified their areas drove rents up and caused neighborhoods to lose their identity 187 Opening edit As the Anacostia station opened little development had occurred however The closest businesses hair salons carry out fast food stores auto repair and tire shops were three blocks away and no plans for retail development had been submitted despite the city s action six years earlier 5 90 Nonetheless McGrath and the nonprofit Anacostia Economic Development Corp both believed new restaurants new service businesses and housing redevelopment were coming quickly 5 90 94 95 These hopes initially seemed justified As property assessments in D C fell an average of 0 3 percent assessments near the Anacostia station rose 4 1 percent in 1992 and 9 7 percent in 1993 188 In mid 1993 the District of Columbia rezoned 11 acres 45 000 m2 of vacant land bounded by South Capitol Street Anacostia Drive SE and Howard Road SE known as Poplar Point for mixed use retail office and residential use rather than industrial use in order to spur economic development 132 189 Dr McGrath and others warned that the city was moving too fast and allowing economic development to get out of control 132 Late 1990s edit But by 1997 almost no economic development around the Anacostia station had occurred despite the Economic Development Zone incentives or existence of the new Metro station 183 In 1999 D C Mayor Anthony A Williams again made development of Poplar Point a major focus of the District government 190 The Oliver Carr Co a major D C area real estate developer offered to build the D C Department of Employment Services a new headquarters next to the Anacostia Metro station if the government would sell the company its building at 6th Street NW and Pennsylvania Avenue NW but the offer was not accepted 191 In 2001 the National Capital Planning Commission produced a master plan for the city s memorials and monuments which suggested that Anacostia including the Anacostia Metro station become a hub for new memorials 192 Another five years passed and still Metro and the District of Columbia were trying to find builders who would develop land around the Anacostia station 193 Although the District of Columbia was building two office buildings at Martin Luther King Jr Avenue and Good Hope Road 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 194 195 Metro was still unable to find developers willing to respond to its call for economic improvement next to the Anacostia station 193 Early 2000s edit In 2005 D C Mayor Williams proposed Metro move its headquarters to a site near the Anacostia station setting off a years long controversy 196 Williams promised to relocate 200 000 square feet 19 000 m2 of city offices and the headquarters of the Anacostia Waterfront Corporation to the building to ensure high occupancy rates 196 197 Williams said Metro could then sell its downtown eight story office building and land at 5th and F Streets NW for 75 million which would help the transit agency fund projects as well as the move 197 City officials and Anacostia residents said that the move would spur economic growth in the area although private sector developers said that was not clear 195 Although the D C City Council passed legislation requiring Metro to locate in Anacostia if it moved Metro officials were skeptical that the move would be cost effective 197 After a year without any movement on the proposal the Anacostia Waterfront Corp proposed a more detailed even larger development that included 750 000 square feet 70 000 m2 of office space apartments and condos and retail space 198 199 The AWC also proposed building another 180 000 square feet 17 000 m2 of office and residential space by constructing a building above the Anacostia station s bus bays 199 D C representatives on Metro s board of directors pushed the agency to accept the proposal in April 2007 200 But by November 2007 no decision had been made 201 In September 2008 D C Deputy Mayor for Economic Development Neil Albert joined Metro s board of directors in a move many observers interpreted as an attempt to persuade Metro to move to the Anacostia station 202 D C City Council members criticized Virginia s representatives on the Metro board for not doing more to support the move and threatened to withhold approval for the Silver Line to Ashburn Station and Dulles International Airport Station 203 The District backed down from the threat after an independent consultant s report for Metro found that the move would cost the transit agency 70 million 204 Nonetheless D C Mayor Adrian Fenty who took office in 2007 said moving Metro s headquarters to the Anacostia station remained the highest priority of our administration 205 Criticism edit Metro s efforts to develop the land at the Anacostia station have been strongly criticized When Metro began operations in 1976 the transit agency created the Joint Development Program cooperatively promote retail office and residential development on land owned by Metro by state or local governments or private owners in order to boost bus and rail ridership on the system generate operating income for Metro and help state and local governments see a return on their investment in Metro through revenues or increases in tax assessments 4 By 2007 Metro had signed 56 joint development projects generating 129 million over 30 years in income 206 At least one study showed that Metro sponsored developments significantly outperformed developments built solely by the private sector 207 Nonetheless Metro was only generating a rather small 4 3 million a year from its joint development projects 206 and anecdotal evidence indicated that Metro had a very mixed history in actually bringing development online 208 Current status edit In 2006 Metro s Interim General Manager Dan Tangherlini established a task force composed of experts in land use and economic development to study Metro s efforts to develop land around its Metrorail stations 209 210 Delivered in September 2007 the report found that Metro managers focused on running the system day to day and opening new stations and lines rather than pushing income generating development at existing stations Metro staff were either apathetic to and sometimes obstructionist regarding development planning particularly regarding stations in Anacostia and Prince George s County Metro had alienated developers and residents subjected plans to interminable reviews ignored community concerns and rarely coordinated with local or state government 209 210 Although a quarter of Metro s stations had property available for development most of them in Anacostia and Prince George s County Metro had done little to develop them 211 Metro has been totally ineffective and counterproductive to any decent development at Metro stations the task force chairman said 209 The report concluded that Metro had actually hindered development near Metrorail stations 210 Dozens of proposals had been stymied and development proposals had dropped to an extremely low 2 1 per station per year 210 Although the report said the problem was urgent Metro s board of directors repeatedly postponed discussion of the report for at least seven months 211 The last publicly reported development proposal at the Anacostia station came in September 2008 Urban City Ventures LLC announced it had purchased 200 000 square feet 19 000 m2 of land along both sides of Howard Road SE just west Anacostia Metro station and planned to build a big box store there although the retailer was not announced 212 Meanwhile Clark Realty Capital LLC and the District of Columbia were petitioning the federal government to transfer 110 acres 45 ha of federally owned land at Poplar Point to build office buildings 212 References edit Rail Ridership Data Viewer WMATA Archived from the original on February 8 2023 Retrieved February 12 2023 Anacostia WMATA Retrieved March 27 2018 a b Eisen Jack December 8 1978 Metro Votes Changes In Schedules and Plans The Washington Post a b Schrag Zachary M The Great Society Subway A History of the Washington Metro Baltimore Johns Hopkins University Press 2006 ISBN 0 8018 8246 X a b c d e f g h i Fehr Stephen C December 22 1991 As Metrorail Moves to Anacostia Questions Remain The Washington Post Feaver Douglas B October 13 1978 Metro Bows to Demands of Handicapped The Washington Post Sun Lena H July 13 2008 Streetcars Could Be Running on D C Roads by Late Next Year The Washington Post Young Joseph August 26 2009 Streetcars Set to Run Again in the District Washington Times Hohmann James September 20 2009 Anacostia Streetcar Track Installation Begins The Washington Post Broom Scott August 26 2010 DC s Streetcar Project Halted For Now WUSA9 Archived from the original on March 20 2012 Retrieved August 31 2010 Mosaic Mural River Spirits of the Anacostia Mosaic Artist Martha Jackson Jarvis Washington DC Mosaic Art Source Anacostia Art by Metro Line Green Line Washington Metropolitan Area Transit Authority 2003 Archived from the original on February 4 2010 Retrieved February 3 2011 Carpenter Lynndehn Witting Sylvia Crosby Dianne Sights to See in DC DC Highlights Tile Heritage Archived from the original on February 11 2011 Retrieved February 3 2011 a b c d e f g h i Burgess John March 18 1982 Metro to Halt Start of Leg To Rosecroft The Washington Post a b Sisler Peter F December 27 1991 Decades of Frustrating Debate Kept Green Line Sidetracked Washington Times a b Feaver Douglas October 18 1977 Metro Choices Detailed The Washington Post a b c Vesey Tom June 23 1982 Green Line War Heats Up Again The Washington Post Metrorail Now 7 Branching Out New York Times December 17 1983 Schedule Calls for Metro Extensions Into Maryland in November Washington Post June 24 1977 Feaver Douglas Anacostia Metro Shift Greenbelt Route Rejection Backed Washington Post January 19 1978 Feaver Douglas 100 Mile Metro Backed Washington Post May 4 1978 Feaver Douglas P G Council Votes for 2 Metro Routes Washington Post April 26 1978 Feaver Douglas Prince George s County Council Chooses Rosecroft Metro Line Washington Post May 10 1978 a b Feaver Douglas B Metro Completion Expected in 10 Years Washington Post November 19 1978 Feaver Douglas B Inflation Funding Uncertainty May Slow Metro Construction Washington Post March 28 1980 Feaver Douglas B Fiscal Woes Mounting For Metro Washington Post September 19 1980 Feaver Douglas B 10 Cent Fare Rise Proposed to Cut Metro s Deficit Washington Post September 26 1980 a b c Feaver Douglas B What Ever Happened to the Green Line Washington Post October 14 1980 a b c d Feaver Douglas B Anacostia Residents Protest Plans For 1 300 Space Metro Parking Lot Washington Post January 25 1979 Feaver Douglas B Anacostia P G Metro Issues Finally Resolved Washington Post March 14 1980 Feaver Douglas B U S Will Release Millions in Metro Building Funds Washington Post July 12 1979 Dates Set for Subway Line Openings Washington Post December 2 1979 And Fast Tracks for It Washington Post January 26 1980 Feaver Douglas B Status of Future Metro Openings Washington Post January 30 1981 Feaver Douglas B DOT Warns Metro About Rosecroft Line Washington Post April 4 1981 Oman Anne H Anacostia Fairlawn Washington Post April 23 1981 Feaver Douglas B Prognosis for Subways Is Later or Shorter Washington Post May 29 1981 a b c Komarow Steven Congressional Nursery Threatens Subway Stall Associated Press December 10 1981 a b c d Burgess John U S Highway Agency Rejects Anacostia Metro Funds Bid Washington Post December 12 1981 Gregg Sandra R The Battle For Camp Simms Washington Post February 18 1982 Struck Myron Camp Simms Tract in Southeast To Be Put Up for Sale Washington Post March 30 1983 House Delays Subway Bill Washington Post March 16 1984 Lynton Stephen J House Unit Approves Bill to Settle Green Line Dispute Washington Post May 4 1984 Lynton Stephen J Senate Clears Way for Metro In Anacostia Washington Post June 22 1984 Williams Juan Budgets Politics Threaten Green Line Washington Post February 25 1982 Burgess John Metro Gets 35 Million In U S Funds for Land Parking Lot Construction Washington Post October 5 1982 Burgess John Metro Board Upholds Green Line Route to Rosecroft Washington Post November 19 1982 a b Burgess John New Law Will Again Delay Metro Construction Schedule Washington Post December 23 1982 Barker Karlyn Budget Could Cost City An Extra 50 Million Washington Post February 1 1983 Evans Sandra Metro Asks 50 Rise in U S Funding Washington Post February 23 1983 Burgess John Metro Identifies Four Unbuilt Segments Beyond U S Specified 75 Mile Limit Washington Post February 11 1983 Lynton Stephen T Judge to Consider Metro Bid to Build Green Line in SE Washington Post July 14 1983 a b Lynton Stephen J Judge Bars Metro From Building Green Line Through Anacostia Washington Post October 5 1983 Lynton Stephen J Metro Won t Appeal Judge s Ruling That Bars Green Line to Rosecroft Washington Post October 21 1983 Lynton Stephen J Metro Plan to Get Funds For Subway Stirs Dispute Washington Post December 3 1983 Lynton Stephen J Metro Considers Hiring Ex Transportation Chief To Settle Green Line Feud Washington Post December 22 1983 Lynton Stephen J New Moves Seek to Get Green Line on Track Washington Post February 21 1984 a b Lynton Stephen J Tentative Accord Washington Post February 25 1984 a b c Lynton Stephen J Way Is Cleared For Green Line To Anacostia Washington Post March 8 1984 a b Lynton Stephen J Deadline Set for Green Line Decision Washington Post February 29 1984 Lynton Stephen J Metro Board Clears Way for Start on Green Line Washington Post March 2 1984 Lynton Stephen J Judge Is Asked To Ease Freeze On Green Line Washington Post June 15 1984 Lynton Stephen J Work May Start This Year Washington Post June 27 1984 Lynton Stephen J Curbs on Metro Expansion To Remain DOT Chief Says Washington Post February 2 1984 Lynton Stephen J House Panel Endorses Full Subway Construction Washington Post May 16 1984 Lynton Stephen J House Panel Backs Bill To Lift Curb on Metro Washington Post June 8 1984 Lynton Stephen J Senate Committee Acts to Bar Limits on Metro and National Washington Post June 29 1984 Lynton Stephen J Excavation Set to Begin On Green Line Tunnel Washington Post July 14 1984 California Company Bid Is Low For Metro s Anacostia Tunnel Washington Post October 11 1984 Lynton Stephen J D C Officials Back 2 Metro Stations Washington Post July 24 1984 Lynton Stephen J Metro Board to Narrow Choices for Green Line Route Into P G Washington Post November 2 1984 Lynton Stephen J Branch Ave Choice Near for Green Line Route Washington Post December 13 1984 Lynton Stephen J Metro Board Votes to Extend Green Line to Branch Avenue Washington Post December 14 1984 Lynton Stephen J Green Line Extension Gets Go Ahead Washington Post January 3 1985 Lynton Stephen J 89 5 Mile Subway Seen Near Washington Post January 12 1985 Lynton Stephen J U S Endorses Metro Plan Washington Post March 20 1985 a b c d Lynton Stephen J Metro Ready To Dig Tunnel To Anacostia Washington Post March 31 1985 Oman Anne H Naylor Dupont Washington Post October 15 1981 Federal law and Metro policy requires that a minimum percentage of all work on a federally or Metro funded project be conducted by minority owned contractors or subcontractors The lowest bidder failed to meet this standard See Lynton Stephen J Green Line Route Gets the Go Ahead Washington Post April 12 1985 Lynton Stephen J Minority Contract Dispute Threatens Green Line Work Washington Post June 23 1985 Lynton Stephen J Metro Rejects Bids for Part Of Green Line Washington Post July 26 1985 a b Lynton Stephen J Metro Board Awards 2 Green Line Contracts Washington Post October 25 1985 a b Henderson Nell Green Light for Green Line Washington Post April 9 1987 Lynton Stephen J 50 9 Million Contract Awarded for Shaw Station Washington Post June 28 1985 Eisen Jack Breaking Ground Washington Post September 22 1985 Rauschart Lisa Bits and Pieces Add Up to Picture of Our Past Washington Times March 9 2006 Straight Susan Where Metro Left Off Woodmont Crossing Sprang Up Washington Post September 21 2002 a b Shaffer Ron Beltway Debacle Washington Post May 4 1990 Keary Jim Metro to Beef Up Steps on Escalators Washington Times July 29 1991 Lynton Stephen J Fund Crisis May Derail Metro Plans Washington Post November 4 1985 Lynton Stephen J Conferees on Hill Agree To Give Metro 227 Million Washington Post December 12 1985 Lynton Stephen J Official Says White House Is Certain to Ask for Metro Cutoff Washington Post December 20 1985 Lynton Stephen J Funds Called Available For Metro Green Line Washington Post February 6 1986 Lynton Stephen J Politics Again Stall Metro Washington Post February 7 1986 Lynton Stephen J White House Releases 391 2 Million to Metro Washington Post July 17 1986 Henderson Nell Long Beleaguered Metro Green Line Creeps to Reality Washington Post December 27 1988 a b Henderson Nell and Fehr Stephen C Metro Budget Includes 6 New Stations Washington Post December 22 1989 a b Smith John E Metro Not Planning Fare Boost for 1990 Washington Times December 22 1989 Henderson Nell Board Eyes Fare Rise For Metro Washington Post April 6 1990 a b Fehr Stephen C Metro Set For Drastic Reductions Washington Post December 14 1990 Keary Jim Metro Wants 1 Fare A Record 15 Cent Rise Washington Times January 4 1991 Fehr Stephen C Metro Set to Raise Base Fare to 1 Washington Post January 4 1991 Fehr Stephen C Metro Board Imposes 18 Pct Increase Over Two Years Washington Post May 17 1991 a b c d Fehr Stephen C Green Line Growing Dec 28 Washington Post September 6 1991 a b c d e f Sisler Peter F Opening of Anacostia Station Awakens Dormant Area Hopes Washington Times December 27 1991 Fehr Stephen C Huntington Metro Station to Get Parking Relief Washington Post October 6 1991 a b c d Sisler Peter F 150 Anacostians Get Preview of Life With New Metro Station Washington Times December 22 1991 Fehr Stephen C Metro Yellow Green Lines To Change Service Sunday Washington Post December 6 1991 Sisler Peter F New Green Line Stations Impress First Time Riders Washington Times December 29 1991 a b c Tousignant Marylou After Feuds Amid Fanfare Metro Rolls Into Anacostia Washington Post December 29 1991 a b c Butler John R At Long Last Green Line Comes South Washington Post January 2 1992 a b c Sisler Peter F Anacostia Metro Station Runs Smoothly Officials Say Washington Times December 31 1991 a b Gaines Carter Patrice A Shock to the System Washington Post December 31 1991 Sisler Peter F Two car Trains Pulling Their Load for Metro Washington Times January 10 1992 Sisler Peter F Bus Service Work Force Cut in Proposed Metro Budget Washington Times January 24 1992 Some in D C to Get Free Metro Rides Washington Post January 24 1992 Isolated Washington Neighborhood Keeps Wary Eye on Its New Subway New York Times March 9 1992 Fehr Stephen C Thefts Break Ins At Parking Lots Fuel Rise in Metro Crime Washington Post March 1 1992 a b Sisler Peter F Metro Halves Parking Rate at 3 Garages to Lure Riders Washington Times March 13 1992 Fehr Stephen C Metro Capital Budget Includes 100 Buses Rebuilt D C Garage Washington Post March 13 1992 a b c d Henderson Nell SE Metro Riders Making Switch From Bus to Rail Washington Post November 30 1992 Fehr Stephen C Plan to Replace Old Buses Is Imperiled by District s Finances Washington Post July 13 1993 McElhatton Jim Millions for Roads Are Left Unspent Washington Times April 21 2004 Fehr Stephen C After 25 Years of Building Metro Nears Finish Line Washington Post September 23 1995 Bell Rudolph Metro Celebrates Breaking Ground For Final Leg in PG Washington Times September 24 1995 Siew Walden Light at the End of the Tunnel Washington Times June 5 1998 a b Aizenman Nurith C County Sees Green in Metro s Arrival Washington Post January 11 2001 Commuters Welcome Opening of Green Line Extension Washington Times January 13 2001 Layton Lyndsey All Metro Doors Now Open Washington Post January 14 2001 a b c d e Henderson Nell Bus Riders Creating a Storm Washington Post September 4 1991 Fehr Stephen C Metro Proposes Cuts in 40 Percent of Its Bus Routes Washington Post April 10 1991 Two routes were replaced with new routes three routes were discontinued without replacement 12 routes were consolidated with other routes seven routes were truncated to terminate at the Anacostia station and one route was expanded See Keary Jim Proposal for Buses Raises Hackles in SE Washington Times August 27 1991 a b Sisler Peter F Riders Pack Metro Hearings to Decry Bus Cuts in SE PG Washington Times September 13 1991 a b c Keary Jim Proposal for Buses Raises Hackles in SE Washington Times August 27 1991 Keary Jim Metro Plans More Cuts to Close 10 Million Deficit Washington Times August 2 1991 Keary Jim New Line Divides Metro Board Washington Times August 30 1991 Sisler Peter F PG Riders of Metro Denounce Bus Cuts Washington Times September 11 1991 a b c d Fehr Stephen C Metro Shifts Stand On SE P G Buses Washington Post October 25 1991 Fehr Stephen F With SE Angry Dixon Vows to Save Bus Routes Washington Post September 12 1991 a b Fehr Stephen C Suburbs in a Snit Over SE Bus Plan Washington Post September 13 1991 a b Henderson Nell Barry Joins Protest Against Rerouting of SE Buses Washington Post September 15 1991 Purnell John Anacostians Talk of Metro Boycott Washington Times September 15 1991 McCraw Vincent Dixon Targets Metro s Wallet Washington Times September 17 1991 Sisler Peter F Dixon to Restore Some SE Bus Cuts Washington Times September 21 1991 Sisler Peter F Metro City Was Party to Bus Cuts Washington Times September 18 1991 a b Henderson Nell Dixon Plan Retains Trans Anacostia Buses Washington Post September 21 1991 a b Keary Jim Metro Restores Most Bus Routes Washington Times October 25 1991 a b c Fehr Stephen C Metro Sees Ridership Fall Short Washington Post February 28 1992 a b Fehr Stephen C Old Garage Gives SE Riders Worst Metro Buses in Area Washington Post April 26 1991 Fehr Stephe C 775 Million Sought For Metro Overhaul Washington Post May 24 1991 a b Sisler Peter F D C Fights Metro for SE Garage Washington Times November 8 1991 Sisler Peter F Controversy Over Bus Garage Divides Metro Board Washington Times November 15 1991 Fehr Stephen C Dispute Stalls Bus Garage For Metro Washington Post November 15 1991 a b c Harris Hamil R Visions of Change in Anacostia Washington Post April 15 1993 Fehr Stephen C Metro Offered Tract In SE for Bus Garage Washington Post April 16 1993 Fehr Stephen C Fight Over SE Metro Garage Getting Complicated Washington Post May 9 1993 Keary Jim Metro Widens Maintenance Probe Washington Times June 10 1997 a b Reid Alice Metro to Try Parking by The Month Washington Post July 11 1997 Shaffer Ron Learning New Rules for Getting Around Washington Post September 21 2001 Shaver Katherine Rising Costs Could Stall Purchase of Clean Buses Washington Post October 29 2001 Shaffer Ron Reserved Parking a Hot Property Washington Post February 1 2004 Shaffer Ron Time Has Come for Metro Lot Parking Washington Post March 27 2005 Reid Alice Metro Takes Center Court At New Arena Washington Post October 6 1997 Reid Alice Metro Considers More Guaranteed Parking Washington Post March 31 1998 Pae Peter Metro to Expand Reserved Parking at Stations Washington Post July 24 1998 Metro Installs Emergency Phones Washington Post March 25 1999 Metro Approves New Garage and Car Sharing Plan Associated Press September 20 2001 Layton Lyndsey 830 Million Set Aside for Metrobuses Washington Post September 9 2005 Layton Lyndsey Progress Has Passed Metrobus By Washington Post December 27 2005 Sun Lena H Timing Next Bus s Arrival Won t Be Guesswork Washington Post June 21 2009 Ricard Martin Frustration and Praise as Bus Arrival Time System Rolls Out Washington Post July 2 2009 Sun Lena H Shopping Kiosks May Be Coming To Subway Stops Washington Post May 5 2006 Proposed for Retail Washington Post May 8 2009 Sun Lena H Express Fare Gates Rapid Bus Line Proposed Washington Post July 3 2006 Man Indicted in N Va Faces Extradition Richmond Times Dispatch July 7 2006 Metro Adds Express Gates New Trains to Ease the Way Washington Post October 26 2006 Sun Lena H Whatever Happened To Washington Post October 5 2008 Sun Lena H Metro Hires Its First Inspector General Washington Post March 23 2007 Sun Lena H Lots of Moving Parts In Metro Changeover Washington Post December 21 2007 Sun Lena H Metro to Open Anacostia Station Sales Booth Washington Post July 19 2008 Sun Lena H Anacostia Station Gets Transit Sales Office Washington Post March 19 2009 Henderson Nell Metro Sees Possible Shortage Of Rail Cars Down the Line Washington Post June 13 1988 Fehr Stephen C Wheaton Forest Glen to Climb Aboard Metro Washington Post September 16 1990 Keary Jim Metro Set to Open Van Dorn Station Washington Times June 14 1991 Tousignant Marylou Metro Groupies Go Along For 1st Ride From Van Dorn Washington Post June 16 1991 Keary Jim Metro Takes the High Price Road Washington Times June 25 1991 a b c Layton Lyndsey Metro Seeks To Unclog Green Line Washington Post January 25 2001 a b c d Layton Lyndsey With 5 New Metro Stations Green Line Riders Feel Crunch Washington Post January 19 2001 Banks James G The Unintended Consequences Family and Community the Victims of Isolated Poverty Lanham Md University Press of America 2004 ISBN 0 7618 2857 5 Edleson Harriet and Lindroth David The Little Black Book of Washington DC The Essential Guide to America s Capital White Plains N Y Peter Pauper Press 2007 ISBN 1 59359 868 8 Labbe DeBose Theola Homicide Increases East of Anacostia Washington Post March 2 2009 Metro Site Vandalized Washington Post July 8 1989 a b Lewis Nancy 3 Charged With Stripping Victim Naked in Robbery Washington Post February 7 1992 Shaffer Ron Car Theft Preys On Metro Rider s Peace of Mind Washington Post February 5 1998 a b Emerling Gary Turf Wars Plague Charter Students Washington Times November 28 2005 Regional Briefing Washington Post July 7 2006 a b c Sun Lena H Metro Has A Lesson For Unruly Students Washington Post March 21 2007 a b Weil Martin Teen Shot in Anacostia station After Dispute Washington Post February 16 2009 Sun Lena H Robberies On Metro Spike 17 Washington Post February 7 2008 Sun Lena H Most Crimes Occur At Ends of the Lines Washington Post April 19 2008 Sun Lena H D C to Fund Cameras at High Crime Metro Spots Washington Post July 11 2008 Where the Security Cameras Would Go Washington Post July 11 2008 Sun Lena H Transit Police Look At Text Messaging Washington Post September 14 2008 La Vigne Nancy G Safe Transport Security By Design on the Washington Metro In Preventing Mass Transit Crime Ronald V Clarke ed Monsey N Y Criminal Justice Press 2002 ISBN 1 881798 28 3 Albanese Jay S Criminal Justice 2000 Update Boston Allyn amp Bacon 1999 ISBN 0 205 31884 3 a b Sun Lena H Robberies Spike in Metro System Washington Post June 23 2009 a b Alcindor Yamiche Metro Steps Up Patrols After School at Troubled Spots Washington Post September 24 2009 Fahrenthold David A and Layton Lyndsey SE Man Shot to Death Outside Metro Station Washington Post March 31 2004 Department of Justice Press Release District Man Sentenced to 16 years in prison for Role in 2007 Murder Near Anacostia Metro Station Department of Justice October 26 2018 Klein Allison and Bhanoo Sindya N 3 Wounded in Shootout Near Anacostia Metro Washington Post June 19 2008 Alexander Keith L Charges Filed in SE Bus Station Shooting Washington Post June 25 2008 a b Simons Lewis M Value of Land Around Metro Leaps Dramatically in 5 Years Washington Post January 24 1981 Kusmer Kenneth L and Trotter Joe W African American Urban History Since World War II Chicago University of Chicago Press 2009 ISBN 0 226 46510 1 Teeley Sandra Evans Prince George s Assesses Metro Stops Washington Post May 22 1982 Swallow Wendy D C Land Use Fight Due to Begin Washington Post January 26 1985 District s Land Use Map a Loose Fitting Garment Washington Post June 22 1985 a b Pyatt Jr Rudolph A Piecemeal Initiatives Won t Help The District s Economy or Anacostia Washington Post February 6 1997 Mariano Ann Anacostia Has a New Vitality Washington Post September 9 1989 a b c Wheeler Linda Study Property Values Level in Historic Districts Washington Post September 23 1989 The Anacostia Historic District is roughly bounded by Martin Luther King Jr Avenue SE Good Hope Road SE Fendall Street SE V Street SE between Fendall Street SE and 15th Street SE 15th Street SE the eastern side of the Frederick Douglass National Historic Site Butler Street SE Bangor Street SE from Butler Street SE to Morris Road SE and Morris Road SE between Bangor Street SE and Martin Luther King Jr Avenue SE It was added to the National Register of Historic Places in 1978 See Anacostia Historic District National Register of Historic Places National Park Service U S Department of the Interior No date Accessed December 26 2009 Anacostia Historic District D C Historic Preservation Office Office of Planning District of Columbia Washington D C March 2007 Archived January 8 2010 at the Wayback Machine Accessed 2009 12 26 Wheeler Linda Anacostia Hopes Lifeline Is Colored Green Washington Post December 24 1991 Hughes Leonard Assessments Rise on Many Homes Washington Post March 25 1993 Harris Hamil R SE Complex Safeway Clear Zoning Hurdle Washington Post May 13 1993 Woodlee Yolanda and Cottman Michael H Shopping for a Future For Anacostia Tracts Washington Post August 10 1999 Hall Thomas C Carr Pursues Prime Penn Ave Site Washington Business Journal October 22 1999 Haggerty Maryann Developer Seeks Deal On D C Owned Site Washington Post October 23 1999 Gutheim Frederick Albert and Lee Antoinette Josephine Worthy of the Nation Washington DC From L Enfant to the National Capital Planning Commission 2d ed Baltimore Johns Hopkins University Press 2006 ISBN 0 8018 8328 8 a b Hedgpeth Dana The Makings of a Riverside Revival Washington Post September 20 2004 Goldman Melanie D Anacostia Gateway to Anchor Town Center Project Washington Business Journal May 12 2000 O Connell Jonathan The Next Hot Spot Anacostia Washington Business Journal August 15 2008 a b Hedgpeth Dana Moving Metro Office Could Spur Growth Washington Post August 8 2005 a b Ludwin James H Proposal to Move WMATA Headquarters Part of Anacostia Metro Site Revitalization Associated Press August 3 2005 a b c Wilgoren Debbi Williams Proposes Moving Metro Offices to Anacostia Washington Post August 4 2005 Anacostia Metrorail Station Redevelopment Anacostia Waterfront Corporation No date Archived June 8 2009 at the Wayback Machine Accessed November 10 2009 a b Madigan Sean Anacostia Pushes Metro to Move Across the River Washington Business Journal November 6 2006 Sun Lena H City Proposes A Metro Move To Anacostia Washington Post April 27 2007 Nakamura David Fenty Slow To Act In Ward 8 Some Say Washington Post November 4 2007 Sun Lena H Deputy Mayor to Join Board Washington Post September 12 2008 Sun Lena H Metro s 11 Billion To Do List Washington Post September 23 2008 Sun Lena H D C Threats Are Virginia Bashing Officials Say Washington Post September 24 2008 O Connell Jonathan D C Mayor Adrian Fenty Says Moving Metro Top Priority Washington Business Journal October 22 2008 a b Moavenzadeh F and Markow M J Moving Millions Transport Strategies for Sustainable Development in Megacities Dordrecht The Netherlands Springer 2007 ISBN 1 4020 6701 1 Cervero Robert Transit Oriented Development in the United States Experiences Challenges and Prospects Washington D C Transportation Research Board 2004 ISBN 0 309 08795 3 Bruegmann Robert Sprawl A Compact History Chicago University of Chicago Press 2005 ISBN 0 226 07690 3 a b c Rein Lisa and Sun Lena H Metro Faulted For Failing to Foster Growth At Rail Stations Washington Post September 2 2007 a b c d Report Criticizes Metro Land Use Policy Associated Press September 3 2007 a b Sun Lena H Proposed Metro Budget Includes More Peak Service Washington Post January 11 2008 a b O Connell Jonathan Developer Seeks Big Box for Poplar Point Site Washington Business Journal September 15 2008 External links edit nbsp Media related to Anacostia WMATA station at Wikimedia CommonsWMATA Anacostia station pageAnacostia station at the Schumin Web Transit Center Howard Road entrance from Google Maps Street View Retrieved from https en wikipedia org w index php title Anacostia station amp oldid 1186079317, wikipedia, wiki, book, books, library,

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