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Measure R assumes a project cost of $1.470 billion (2008). Its sales tax revenues will provide up to $1.207 billion (82% of the budgeted cost). The remaining $263 million is expected to come from local funding. The Crenshaw Corridor project did not seek state or federal funding. The LPA (including Design Options 1, 2 a... |
In October 2010, the Federal government of the United States awarded the Crenshaw Corridor a $546 million loan, to be paid back by Measure R tax revenue. The loan allowed pre-construction for the project to begin in summer 2012. The final Crenshaw/LAX Transit Corridor budget was $1.763 billion, as it included most of t... |
The original plans for the Crenshaw Corridor project connected Wilshire Blvd to LAX. However, during environmental review, Metro determined that if LRT were selected as the preferred mode, the cost for the entire route would exceed the project budget. In December 2009, the Metro Board selected LRT as the preferred mode... |
In May 2009, Metro released a report on the feasibility of an extension north to Wilshire Boulevard. It first screened two routes—one to Wilshire/La Brea, and another to Wilshire/Crenshaw. Through this screening, staff concluded that Wilshire/La Brea station would be more cost-effective and more compatible with land us... |
In October 2010, the Metro Board voted to eliminate the Wilshire/Crenshaw station from the Purple Line Subway Extension project, for similar reasons. |
The 3.5-mile Wilshire/La Brea route heads north on Crenshaw to Venice, west on Venice to San Vicente, continuing northwest on San Vicente to La Brea, and then north on La Brea to Wilshire. It has three possible stations: Crenshaw/Adams (optional), Pico/San Vicente, and Wilshire/La Brea. |
The feasibility report also allowed for two possible branches/extensions along La Brea Ave, Fairfax Ave, La Cienega Blvd or San Vicente Blvd heading north of Wilshire into West Hollywood and/or Hollywood. |
In November 2010, Metro staff produced an initial review of the feasibility of studying a new transit corridor to connect the Crenshaw Corridor to West Hollywood and/or Hollywood. |
In May 2014, the West Hollywood City Council considered a proposal by Councilmembers John Heilman and Jeffrey Prang to engage a lobbyist to promote the need for Metro rail services in West Hollywood. The Heilman/Prang proposal notes that “former Los Angeles Mayor Antonio Villaraigosa assured West Hollywood representati... |
In September 2016, in a letter to West Hollywood City Councilmember Lindsey Horvath, Metro CEO Phil Washington outlined several steps Metro is taking to make the Crenshaw/LAX northern extension “shovel ready” should county voters approve Measure M, a countywide ballot measure adding new transit projects and expediting ... |
The final design of the first phase (the original project line south of Exposition Blvd to LAX) would determine how the Phase 2 project could or would connect to Phase 1. The original locally preferred alternative (LPA) for the Crenshaw/LAX Line from the draft environmental impact study (Draft EIS/EIR) specified an at-... |
Metro also studied "Design Option 6" for Phase 1, which would extend the Leimert Park tunnel north to the line's northern terminus at Exposition, with an underground station at Crenshaw/Exposition. This design option was selected so that Phase 2 can connect to Phase 1 directly at the Crenshaw/Exposition station's tunne... |
The Silver Line is a rapid transit line of the Washington Metro system, consisting of 28 operational stations and an additional six under construction. The line runs in Fairfax County and Arlington County, Virginia, the District of Columbia, and Prince George's County, Maryland, United States. The Silver Line currently... |
The portion of the Silver Line between its split from the Orange Line and Wiehle–Reston East station is in Fairfax County, Virginia and was constructed as Phase 1 of the Dulles Corridor Metrorail Project. Phase 2 expands the line another to Ashburn in Loudoun County, via Washington Dulles International Airport, adding ... |
In 1995, the Virginia General Assembly authorized the Commonwealth Transportation Board (CTB) to provide for "additional improvements to the Dulles Toll Road and Dulles Access Road corridor including, but not limited to, mass transit, including rail and capacity-enhancing treatments from surplus net revenues of the Dul... |
In 1998, Raytheon engineers and constructors proposed to build and operate a Dulles Corridor Bus Rapid Transit (BRT) system. In January 1999, the Tysons-Dulles Corridor Group (which included Bechtel Corporation and West*Group) offered a competing BRT proposal that would ultimately extend the rail line to Ashburn. These... |
In February 2005, the CTB approved a 50 cent increase in the Dulles Toll Road toll rates, effective May 22, 2005, and "reaffirm[ed] that no less than 85% of existing surplus Dulles Toll Road net revenues shall be dedicated for mass transit and rail in the [Dulles] Corrdor" and provided "that all additional toll revenue... |
As a result of the surcharge increases, the toll in 2012 will be $2.25, or 16 cents per mile. The toll increase proposal drew 221 public comments and opponents outnumbered supporters by about 3 to 1. However, as the cost estimate grew from $5.25 billion to $6.8 billion, no final decisions have been reached to address t... |
After allegations that the design contractor had inflated costs for the tunnel in order to avoid sharing the job with an outside tunneling contractor, the long tunnel concept was revived in April 2006. The allegations led to calls for an outside cost estimate to determine more realistic tunnel costs. On May 15, 2006, V... |
On September 6, 2006, Virginia Governor Tim Kaine announced his decision in favor of an elevated track through Tysons. In his statement, Kaine said he believed a tunnel would be the best option, but decided against it, citing a fear of losing federal funding for the project. |
Shortly after Governor Kaine's decision, the Greater McLean Chamber of Commerce formed a coalition of tunnel supporters, called Tysons Tunnel, Inc. and put forth a technical proposal to help revive consideration of building a tunnel through Tysons. The Virginia Department of Rail and Public Transportation hired an inde... |
On November 26, 2007, Tysons Tunnel, Inc. filed a lawsuit against the United States Department of Transportation and the Federal Transit Administration (FTA) in the Eastern District of Virginia challenging the denial of their petition to reopen and consider additional evidence regarding the benefits of a tunnel over th... |
On April 30, 2008, the FTA reversed the earlier decision and approved the above-ground project, saying that it met standards for cost efficiency, construction and ridership, moving it closer to receiving the $900 million in federal funding. Officials told "The Washington Post" that the project would move into the final... |
On March 10, 2009, U.S. Transportation Secretary Ray LaHood signed the formal agreement that awarded the $900 million promised by the federal government for construction of the Silver Line, with major construction expected to begin in several weeks. Utility relocation work started at Tysons in mid-2008. |
MWAA planned to award a separate design-build contract for Phase II. The Phase II contract was awarded in May 2013 and the projected completion date was to be in 2018. However, it was later extended to 2020 or 2021. |
Although construction was planned to begin in 2005, the delays in approval of funding pushed back the start date. To facilitate Silver Line construction, responsibility for the project was transferred on November 1, 2008, from the Virginia Department of Transportation (VDOT) to the MWAA. Utility relocation work began i... |
The extension runs in its own right-of-way on a route similar to that of the Dulles Access Road, running both at grade and via aerial structures. The only significant diversions from the access road route are for the stops in Tysons and at Dulles International Airport, where the Metro is currently planned to alternate ... |
Service on Phase I of the Silver Line opened on July 26, 2014 between and Largo Town Center, with five new stations being added to the existing network west of East Falls Church. The full line to Ashburn, including a station at Dulles International Airport, was at the time expected to be completed in 2018. |
One lane of southbound Virginia Route 123 in Tysons was closed for a two-year period, starting on February 22, 2010, for construction of the McLean Metro station. The distance impacted was two blocks, from Scotts Crossing Road to the Capital Beltway. |
When the Orange Line was originally constructed in 1977, foundations for the bridges to carry the Silver Line over I-66 to the median of the Dulles Access Road were built up to ground level. These foundations included steel piles that were driven into the ground and capped with concrete. However, detailed records for t... |
Some of the foundations are located in confined spots adjacent to I-66 and the electrified third rail of the Orange Line, making access difficult. Dulles Transit Partners offered to inspect seven foundations that were easily accessible, but the FTA insisted that all foundations be tested. Dulles Transit Partners and MW... |
There has been controversy over the contract between the MWAA and Dulles Transit Partners, which consists of Bechtel and Washington Group International. The $2.7 billion project was originally awarded by VDOT under the Virginia Public-Private Partnership Act, rather than by using conventional competitive bidding based ... |
The original schedule planned for revenue service to begin in 2013. The contractor reported to MWAA on February 7, 2014, that construction was complete. MWAA had fifteen days to review the documentation and decide whether it agreed, but on February 24 they announced that the contractor had failed to meet seven of twelv... |
On March 19, 2014, MWAA announced additional delays in the project due to public address speakers and a communications cable that did not meet code and did not offer a new completion date. They hoped to turn it over to WMATA by April 9, 2014. WMATA requires an additional 90 days for testing and training. The system the... |
After a set of speeches and announcements prior to opening, which were televised on local cable television station News Channel 8, and attended by the Governor of Virginia, Terry McAuliffe, Metro General Manager Richard Sarles, the entire Metro Board of directors, District of Columbia Mayor Vincent C. Gray, and other r... |
Although the Silver Line attracted riders, its average weekday boarding was 17,100 during its first year of operations instead of the projected 25,000 riders. |
In 2003, predating Booth's attempt, WMATA released a professionally designed graphic that displayed the Silver Line on an unofficial map that resembled the current version, but with thin lines. The interplay between Metro's unofficial proposal and those of other designers received attention in a number of press outlets... |
A thick-line version of the map, released as part of Metro's Rush Plus plan, showed the Silver Line spurring off the Orange Line between the Ballston and stations in a northwesterly direction, with five unlabeled stops (the Phase 1 stations). The final map released for the Silver Line's Phase 1 opening features the sta... |
While construction of Phase 1 to Wiehle–Reston East was under way, the funding and planning of Phase 2 through Dulles Airport continued. This included the adoption of a special taxing district by the Town of Herndon and a public planning forum. Early cost estimates for Phase 2 had been $2.75 billion; however, a group o... |
The extension of the Silver Line to Dulles and Loudoun County was in jeopardy until July 3, 2012, when the Loudoun County Board of Supervisors voted 5 to 4 to extend the line to Dulles Airport and into the county. On April 25, 2013, the Phase II contract was issued at a cost of $1.177 billion. On August 20, 2014, the U... |
Cracks were discovered in some concrete support girders in July 2015, causing work to be temporarily halted. By July 2016, 30% of the Phase II project had been completed. The contractors reported that significant progress was made with regard to the structure of the line. By March 2017, completion of Phase II construct... |
Despite these controversies, progress of the extension's construction steadily approached completion throughout the rest of the year, reaching 78% in June, 86% in September and 92% by January 2019. A month later, it was deemed that the extension would be ready for testing that would last for several months, starting wi... |
By early February 2020, it was reported that construction was 98% complete. However, by the end of March 2020, while determining a budget for the 2020-2021 fiscal year (and having taken the impact of the COVID-19 pandemic into consideration), Metro re-evaluated the timetable for the second phase's launch and anticipate... |
From March 26, 2020 until June 28, 2020, trains were bypassing , , , , , , , , and stations due to the local impact of the coronavirus pandemic in the Washington D.C. area. All stations reopened on June 28, 2020. |
In September 2020, the Metro Office of Inspector General (OIG) reported that more cracks were discovered in five of the six new stations on the second phase and wants the concrete panels to be replaced before the WMATA Board accepts responsibility and opens the new extension. In light of ongoing issues, as well as budg... |
On December 14, 2020, WMATA announced that Blue Line service will be suspended between February 13 to May 23, 2021 in order to rebuild the platforms at both and . Silver Line trains will run in place of the Blue Line every 12 minutes during the weekdays and 15 minutes on weekends while bypassing Addison Road. In early ... |
Metro's new 7000-series cars were ordered at a price of $3 million per car, 64 of which are for Silver Line service. The contract was signed on July 2, 2010 for 428 cars. |
Stations are listed by their approved names. |
A study published in 2013 overseeing a long-term plan for the system included a possible three-station extension of the Silver Line northwest to Leesburg, which is the seat of Loudoun County. The stations from northwest to southeast are VA 7 Bypass, Crosstrail Blvd, and Belmont Ridge. The same study included either add... |
In July 1998, TriMet projected the Airport MAX extension to cost $125 million (equivalent to $ in dollars). Additional costs to purchase train sets and build related infrastructure raised this total to $182.7 million (equivalent to $ in dollars). Under U.S. federal regulations, the Port of Portland was able to fund onl... |
Track installation, which Bechtel contracted to Stacy and Witbeck, started in December 1999. To meet the project's deadline, workers placed of rail per day; tracks from Gateway Transit Center to the bridge over southbound I-205 were laid by July 2000. Hoffman Construction, the company selected by the Port to expand the... |
In October 2017, TriMet announced plans to extend the Red Line from Beaverton Transit Center to Fair Complex/Hillsboro Airport station in Hillsboro. The $206 million "Better Red" project will create a one-seat option from Portland International Airport to ten existing stations westbound from Beaverton Transit Center an... |
Preliminary design work began in February 2018. The following month, the Hillsboro City Council authorized funds to study the effects of the extension on the existing MAX at-grade crossing at Southwest 185th Avenue. This may pave the way for grade separation in the future. TriMet adopted a locally preferred alternative... |
Portland International Airport station temporarily closed from March 29 to August 1, 2020, to make way for demolition and construction work as part of the airport's planned expansion of Concourse B. Initially targeted to reopen between May 30 and August 30, TriMet updated the schedule as a result of flight cancellation... |
Although much of the Red Line runs along a double-track railway, two segments of the Airport MAX extension are single-tracked. The first segment starts near Gateway Transit Center and ends just north of Northeast Halsey Street. The other segment runs from south of the Northeast Airport Way and Northeast Airport Way Fro... |
On March 1, 2020, TriMet closed three stations served by the Red and Blue lines in an effort to speed up travel times in downtown Portland. The Mall stations were permanently closed while Kings Hill/Southwest Salmon Street station will remain closed for a trial period ending March 1, 2021. |
The Orange Line (labeled as the Purple Line on maps prior to 2006) is a light rail line operated by the Dallas Area Rapid Transit system in Dallas, Irving, Richardson and Plano, Texas. |
The line's current northwestern terminus is DFW Airport Station, located inside Dallas/Fort Worth International Airport. The line proceeds southeast through Irving, providing service to the Irving Convention Center, Las Colinas, and the University of Dallas, before merging with the Green Line north of Bachman Station. ... |
Planned future Orange Line stations include Hidden Ridge Station between Irving Convention Center Station and North Lake College station, a DFW North Station loop, and an eastern extension down Scyene Road to Masters Drive (previously planned as a Green Line expansion). |
The Orange Line was planned as an extension to the DART Light Rail system at least as early as 2006, when DART's 2030 System Plan described a "Northwest Corridor" route with expected revenue service to both Love Field and DFW Airport by 2013. |
On March 12, 2007, the City of Dallas officials and DART made an agreement to make Love Field Station a surface-level facility, concluding a long debate over whether or not to make it an underground station closer to the airport. |
On December 5, 2007, the "Dallas Morning News" ran a story reporting that DART President Gary Thomas said a previous cost estimate of $988 million was too low. The new cost estimate for the 14-mile project was $1.8 – $1.9 billion, he said. The $900 million overrun in costs caused considerable outrage among political le... |
In February 2010 DART officials warned that the first two phases of the Orange Line might be delayed due to TXDOT problems along State Highway 114, which the Orange Line route follows. Utility relocation and road construction was expected to delay access to portions of the construction area where the rail line and high... |
In June 2010, DART placed new Orange Line construction on indefinite hold due to declining revenue. However, on September 15, 2010, the agency said that due to cost savings and federal funds, the plans for the line have been revived. |
On December 13, 2011, DART awarded a contract to design and build the Orange Line extension from Belt Line Road to DFW Airport, valued at about $150 million, with construction to start in early 2012 and an opening date of August 18, 2014, ahead of schedule. |
The Orange Line started operation on December 6, 2010, with weekday peak service from the Parker Road station to Bachman station on stations shared with DART's Red and Green lines. The first Orange Line-exclusive stations opened with the extension to Irving Convention Center on July 30, 2012, and two more were added on... |
The K Line, scheduled to open in 2021, will be integrated with much of the current C Line, creating two separate lines. The C Line will operate along the current corridor between Willowbrook/Rosa Parks station and Redondo Beach station, while the K Line will run from Norwalk along the current C Line before turning onto... |
The C Line is the fastest light rail line in the Metro rail network, with trains typically operating at on the I-105 freeway portion. When the C Line began service in 1995, it operated with only one-car trains. As ridership increased, two-car trains were then used. Ridership on the C Line has not been as high as the A ... |
Metro C Line trains run between approximately 3:30 a.m. and midnight daily, with a scheduled running time of 34 minutes from end to end. Service on Friday and Saturday nights continues until approximately 2:15 a.m. The C Line runs with one-car trains in the early mornings (3:35 A.M.–5:30 A.M.) and late evenings (9:00P.... |
Trains on the C Line operate every seven to eight minutes during peak hours Monday through Friday. They operate every 15 minutes during the midday and all day on the weekends, with night service running every 20 minutes. |
The C Line consists of the following 14 stations (from west to east): |
Various studies have suggested extending the C Line north to LAX, Westchester, Loyola Marymount University, and even Santa Monica. A possible southern extension could take the C Line's southern terminus farther southeast, to the South Bay Galleria or beyond. And on the line's east end, the line may one day be extended ... |
The Crenshaw/LAX Line project extends from the existing C Line, and the question of how the new segment would be integrated into the Metro Rail system was the subject of some controversy in 2018 as completion of the project loomed. Early proposals had suggested that a new line would operate between Expo/Crenshaw statio... |
Metro is currently working on the initial environmental study of a corridor extension of the C Line from its Redondo terminus toward the southeast. The Green Line Extension to Torrance would roughly follow the Harbor Subdivision ROW into the South Bay, to the Torrance Regional Transit Center (RTC). |
Metro and the public are considering two alternatives in the DEIR: an elevated light-rail extension, and an at-grade extension over existing tracks, with vehicle type still to be determined. Study of the South Bay Extension will lead to publication of a Draft Environmental Impact Report (DEIR). The study was expected t... |
According to the LA County Expenditure Plan (Measure M), groundbreaking for the project is currently scheduled for 2026, with expected opening in 2030–2033. The timeline is expected to be accelerated under the Twenty-eight by '28 initiative. |
The C Line's eastern terminus suffers from the fact that it stops two miles (3 km) just short of the heavily used Norwalk/Santa Fe Springs Metrolink station, where several Metrolink lines operate. Local bus service is provided between the Metrolink station and the C Line terminus, but schedules are not coordinated with... |
The C Line is operated out of the Division 22 Yard (Hawthorne Yard) and the Division 16 Yard (Southwestern Yard). These yards stores the fleet used on the C line. Light maintenance is done on the fleet in Division 22 and heavier maintenance is done in Division 16. Division 22 is located between Redondo Beach and Dougla... |
At the time the Green Line opened, the line used a fleet of Nippon Sharyo P2020 light rail vehicles, which were very similar to the older Nippon Sharyo P865 vehicles used on the Blue Line. In early 2002, the P2020 fleet was transferred to the Blue Line, and the Green Line received new Siemens P2000 railcars that have b... |
The Red Line runs from approximately 3:15 a.m. to 1:45 a.m. daily. Trains run approximately every 10 minutes during rush hours and approximately every 15 during all other times. (Service to Cleveland Hopkins International Airport is provided by # 22 Lorain buses between 1:00 a.m. and 4:00 a.m.) |
The Red Line uses a fleet of 60 stainless-steel subway-type cars manufactured by Tokyu Car Corporation and delivered to RTA between 1984 and September 1985. The cars have three sets of doors on each side, one in the center and one at each end adjacent to the operator cab. The cars' exteriors originally had orange and r... |
The current fleet of Red Line cars underwent an in-house rehabilitation under the direction of former director of rail Michael Couse. The cars were overhauled over the course of five years using federal grant money. Cars received pantographs and controllers, along with rebuilt trucks, traction motors, resistor banks, n... |
When the extension to Hopkins Airport was being built in 1967, a fleet of 20 longer cars was purchased to supplement and replace the Blue Birds. These second generation cars, numbered as 151–170, were long and were built by Pullman-Standard Car Manufacturing Company. The cars, which had a stainless steel exterior with ... |
The Red Line is prominently featured in the final scenes of the film "Proximity", starring Rob Lowe and James Coburn. The finale involves a hostage on a Red Line train and a gunfight and chase scene through the Tower City station. |
The Red Line is the older and longer line of the MetroLink light rail service in St. Louis, Missouri, United States. It serves 28 stations in Greater St. Louis. |
Transit planning along the Airport/Central Corridor began as early as 1971, when it was selected as the region's primary target for further study. In 1983, funding was approved to evaluate five mode alternatives, which culminated in a 1984 draft environmental impact statement. After a series of public hearings, the Eas... |
The project's capital expense budget was $287.7million (equivalent to $ in dollars), which covered design and engineering, procurement, construction, and testing. |
"From Lambert Airport to Shiloh-Scott (west to east)" |
Some of these extensions will make the Red Line one of the longest light rail lines in the United States. |
St. Clair County Extension Phase 3 - Shiloh-Scott to MidAmerica Airport: the St. Clair County Extension Phase III will extend to MidAmerica Airport. Although design work for the extension has been completed, funding for construction hasn't been secured. It was originally part of the St. Clair County Extension Phase II ... |
Madison County Corridors - East St. Louis to Alton/Edwardsville: A study in 2005 was performed to investigate the potential costs, ridership, and impacts of extending Metrolink into Madison County, Illinois. According to the East-West Gateway Council of Governments, there are two recommended alignments for Madison Coun... |
St. Charles Corridor - Lambert Airport to St. Charles County: Possible plans to expand MetroLink from Lambert Airport northwestward to St. Charles County were abandoned after St. Charles County voters rejected a sales tax in 1996 to fund an extension; subsequently, all MetroBus service was ended. If the extension was f... |
AirTrain JFK is an elevated people mover system and airport rail link serving John F. Kennedy International Airport (JFK Airport) in New York City. The driverless system operates 24/7 and consists of three lines and ten stations within the New York City borough of Queens. It connects the airport's terminals with the Ne... |
All passengers entering or exiting at either Jamaica or Howard Beach must pay a $7.75 fare, while passengers traveling within the airport can ride for free. The system was originally projected to carry 4 million annual paying passengers and 8.4 million annual inter-terminal passengers every year. The AirTrain has consi... |
The first proposal for a direct rail link to JFK Airport was made in 1968, when the Metropolitan Transportation Authority (MTA) suggested extending the Long Island Rail Road (LIRR) to the airport as part of the Program for Action, an ambitious transportation expansion program for the New York City area. Ultimately, the... |
The MTA operated the JFK Express, a premium-fare New York City Subway service that connected Midtown Manhattan to the Howard Beach–JFK Airport station, from 1978 to 1990. The route carried subway passengers to the Howard Beach station, where passengers would ride shuttle buses to the airport. The shuttle buses transpor... |
By the 1990s, there was demand for a direct link between Midtown Manhattan and JFK Airport, which are apart by road. During rush hour, the travel time from JFK to Manhattan could average up to 80 minutes by bus; during off-peak hours, a New York City taxi could make that journey in 45 minutes, while a bus could cover t... |
The Port Authority started reviewing blueprints for the JFK rail link in 1992. At the time, it was thought that the link could be partially open within six years. In 1994, the Port Authority set aside $40 million for engineering and marketing of the new line, and created an environmental impact statement (EIS). The pro... |
The Port Authority voted to proceed with the scaled-down system in 1996. Its final environmental impact statement (FEIS) for the JFK people mover, released in 1997, examined eight possibilities. Ultimately, the Port Authority opted for a light rail system with the qualities of a people mover, tentatively called the "JF... |
In 1999, the RPA published a report in which it recommended the construction of new lines and stations for the New York City Subway. The plan included one service that would travel from Grand Central Terminal to JFK Airport via the JFK Light Rail. Ultimately, the MTA rejected the RPA's proposal. |
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