Metro Rail is anurban rail transit system servingLos Angeles County, California, United States, consisting of six lines: fourlight rail lines (theA,C,E, andK lines) and tworapid transit lines (theB andD lines), serving a total of107 stations (24 underground, 6 trenched, 57 at grade, and 23 elevated). The system connects with theMetro Buswaybus rapid transit system (theG andJ lines), theMetrolinkcommuter rail system, as well as severalAmtrak lines. Metro Rail is owned and operated byLos Angeles Metro.
Metro Rail has been extended significantly since it started service in 1990, and several further extensions are either in the works or being considered. In 2024, the system had a ridership of 68,649,500 or about 203,200 per weekday as of the third quarter of 2025. Metro Rail operates the busiest light rail system in the United States.[5]
Los Angeles had two previous rail transit systems, thePacific Electric Red Car andLos Angeles Railway Yellow Car lines, which operated between the late 19th century and the 1960s. The Metro Rail system uses many of their formerrights of way, and thus can be considered their indirect successor.
In Los Angeles Metro terminology, common with most other metro systems, aline is a named service, defined by a route and set of stations served by trains on that route. (The word does not refer to a physical rail corridor, as it does inNew York City Subway nomenclature.)
Metro also uses the same line letter naming system for itsMetro Busway services (which arebus rapid transit routes operating in transitways).
Six Metro Rail lines operate in Los Angeles County:[3]
| Line name | Stations | Termini | Type | |
|---|---|---|---|---|
| Western/Northern | Eastern/Southern | |||
 A Line | 48 | Pomona North | Downtown Long Beach | Light rail |
 B Line | 14 | North Hollywood | Union Station | Heavy rail |
 C Line | 12 | LAX/Metro Transit Center | Norwalk | Light rail |
 D Line | 8 | Wilshire/Western | Union Station | Heavy rail |
 E Line | 29 | Downtown Santa Monica | Atlantic | Light rail |
 K Line | 13 | Expo/Crenshaw | Redondo Beach | Light rail |
The B and D lines follow a fully underground route, and the C Line follows a fully grade-separated route. The A, E, and K lines run in a mix of environments, includingat-grade in anexclusive corridor,street running,elevated, andunderground.[3]
The two rapid transit (subway) lines (B and D) share tracks betweenUnion Station andWilshire/Vermont. Two of the light rail lines (A and E) share tracks betweenPico andLittle Tokyo/Arts District, while two others (C and K) share tracks betweenAviation/Century andLAX/Metro Transit Center.
The Metro Rail system consists of 107 stations. Metro Rail light rail stations are at ground level, elevated, trenched, or fully underground. All rapid transit stations are fully underground.[3]
Stations include at least twoticket vending machines, wayfinding maps, electronic message displays, and bench seating. Call boxes are available at stations to allow employees at the Metro Rail Operations Control Center to assist passengers with concerns. Unique artwork is integrated into every station, showcasing local culture and improving the aesthetic of the system.[6]
Street-level stations are typically simpler with platforms designed with shade canopies, separated from nearby roads and sidewalks, where passengers can purchase fares and board a train. Free or paidpark and ride lots are available at 44 stations and most have bike storage available.[7]
Underground stations are typically larger with amezzanine level for fare sales and collection above a platform level where passengers board trains. Underground stations and tunnels are designed to resist ground shaking that could occur at a specific location. There is no general magnitude of an earthquake that the entire system is expected to withstand. However, the Metro Rail system has not suffered any damage from earthquakes since its opening in 1990.[8]
Metro Rail uses aproof-of-payment fare system, with Metro's fare inspectors randomly inspecting trains and stations to ensure passengers have a valid fare product on their electronic fareTAP card. When passengers enter a station, they encounter TAP card validators which collect fares when a customer places their card on top. Additionally,fare gates (turnstiles) connected to TAP card validators are at all underground stations, all elevated stations, and some surface stations. Once passengers pass these validators or board a train, they have entered the "fare paid zone", where fare inspectors may check their TAP card to ensure they have a valid fare. Passengers who fail to comply may be penalized and removed from the system.[9][10]
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Metro Rail maintains two distinct systems of rail: a light rail system and a rapid transit (subway) system, which use incompatible technologies, even though they both use4 ft 8+1⁄2 in (1,435 mm)standard gauge and use 750 V power. Metro's rapid transit lines are powered bythird rail, whereas its light rail lines are powered byoverhead catenary. Also, the two separate systems have differentloading gauge, and platforms are designed to match the separate car widths.
The Los Angeles Metro Rail system runs for about 19 hours each day between 5:00 am and 11:45 pm. Limited service on particular segments is provided after midnight and before 5:00 am.[11] There is no rail service between 2:00 am and 3:30 am, except on special occasions such as New Year's Eve.[12] Before theCOVID-19 pandemic in March 2020, service operated until approximately 2:00 am on Fridays and Saturdays. The Saturday service after midnight was ended during the pandemic to accommodate train cleaning during those hours.[13]
Service frequency was increased in December 2023 when pandemic conditions were ending. Trains operate more frequently during weekdaypeak hours and less at other times. During peak hours, the light rail A and E lines run every 8 minutes and the light rail C and K lines run every 10 minutes. The light rail lines operate on 10-minuteheadways during off-peak periods and weekends. The B and D rapid transit lines operate every 12 minutes throughout the day. During early morning and late night hours, train frequency on all Metro Rail lines is reduced to every 20 minutes.[11][14]
Metro plans to increase train frequencies, proposing to further reduce headways on the B, C, D, and K lines in 2025.[15]
The standard Metro base fare applies for all trips. Fare collection is based on a partialproof-of-payment system. At least twofare machines are at each station. Fare inspectors, local police, and deputy sheriffs police the system and cite individuals without proof of payment. Passengers are required to purchase a TAP card to ride Metro Rail. Passengers using a TAP card can transfer between Metro routes for free within 2 hours from the first tap.[16]
Metro introduced daily and weeklyfare caps in July 2023, replacing daily, weekly, and monthly passes.[17] With fare capping, the cost of each trip is credited towards the cost of a daily or weekly unlimited pass, automatically ensuring that all passengers pay the lowest fare possible. Due to this, passengers will never pay more than $5 (3 rides) in a day or $18 (11 rides) within seven days; rides are free once the cap is reached. Discounted or free fares are available for seniors, disabled individuals, Medicare recipients, low-income individuals, and students.[18]
The following table shows Metro fares, effective July 1, 2023 (in US dollars):[16]
| Fare type | Regular | Senior (62+) Disabled Medicare | Student K-12/ College | Low Income (LIFE) |
|---|---|---|---|---|
| Base fare | $1.75 | $0.35 (off-peak) $0.75 (peak) | $0.75 | 20 Free Rides then Regular fare |
| 1-Day Cap | $5 | $2.50 | $2.50 | |
| 7-Day Cap | $18 | $5 | $6 | |
| Metro-to-Muni Transfer | $0.50 | $0.25 | — | — |
Metro has implemented a system of electronic fare collection using astored-valuesmartcard called theTAP card. This card was intended to simplify fare collection and reduce costs.[16] In 2012, paper monthly passes were phased out and replaced with the TAP Card. As of September 2013, first-time Metro riders must deposit an additional $2 (or $1 at TAP vending machines) on top of their first fare payment to obtain a reloadable TAP Card. In addition, in 2008 Metro began installing fare gates at all underground stations, all elevated stations, and some surface stations. Implementation of both programs (the TAP Card and the fare gate program) has turned out to be expensive ($154 million in total, so far) and its initial rollout was problematic.[19]
In 2024, the Metro Rail system had a ridership of 68,649,500.[2]
As of the third quarter of 2025, the combined Metro B and D lines averaged a weekday ridership of 60,800, making it theninth busiestrapid transit system in the United States.[1] Taking overall track length into consideration, Metro Rail's rapid transit lines transport 7,960 passengers per route mile, making this the fifth busiest U.S. rapid transit system on a per mile basis, yet at just 70% of pre-pandemic ridership levels. Metro's light rail system is thesecond-busiest in the United States with 142,400 average weekday boardings as of the third quarter of 2025.[1] In terms of route length, Metro's light rail system is thelargest in the United States.
| Year | Bus | Rail | Total | Change |
|---|---|---|---|---|
| 2009 | 370,983,141 | 92,540,577 | 463,523,718 | n/a |
| 2010 | 358,228,816 | 95,596,698 | 453,825,514 |  2.09% |
| 2011 | 359,604,569 | 97,762,378 | 457,366,947 |  0.78% |
| 2012 | 360,076,040 | 108,879,123 | 468,955,163 | 2.53% |
| 2013 | 363,319,498 | 114,790,046 | 478,109,544 | 1.95% |
| 2014 | 352,058,138 | 112,535,260 | 464,593,398 | 2.83% |
| 2015 | 333,971,187 | 106,974,667 | 440,945,854 | 5.09% |
| 2016 | 304,160,857 | 111,458,473 | 415,619,330 | 5.74% |
| 2017 | 284,708,290 | 112,783,075 | 397,491,365 | 4.36% |
| 2018 | 275,777,661 | 108,017,525 | 383,795,186 | 3.45% |
| 2019 | 277,308,845 | 93,171,898 | 370,480,743 | 3.47% |
| 2020 | 161,171,528 | 51,918,949 | 213,090,477 | 42.48% |
| 2021 | 179,859,174 | 47,866,883 | 227,726,057 | 6.87% |
| 2022 | 197,952,375 | 60,565,995 | 258,518,370 | 12.78% |
| 2023 | 222,922,677 | 65,165,346 | 288,088,023 | 10.99% |
| 2024 | 242,602,853 | 68,650,712 | 311,253,565 | 8.04% |
Half of the Metro Rail's trains and stations are patrolled by theLos Angeles County Sheriff's Department under a law enforcement contract. TheLos Angeles Police Department andLong Beach Police Department patrol stations within their respective cities, also under contract.[22] The system is monitored by security personnel throughclosed-circuit television cameras.[23] Metro Ambassadors are an in-house outreach team to provide a better user experience. They help riders navigate and provide information about the system.[24]
In June 2024, the Metro Executive Board voted 10-0 to create their own transit police force. A cited reason included frustration with a lack of control over the existing contracts. This force is planned to consist of officers,crisis workers, and homelessness outreach teams.[25]
In the early 20th century, Southern California had an extensive privately owned rail transit network with over 1,000 miles (1,600 km) of track, operated byPacific Electric (Red Cars) andLos Angeles Railway (Yellow Cars).[26] However, from 1927 revenue shortfall caused Pacific Electric to begin replacing lightly used rail lines with buses. In 1958, the remnants of the privately owned rail and bus systems were consolidated into a government agency known as theLos Angeles Metropolitan Transit Authority or MTA. By 1963, the remaining rail lines were completely removed and replaced with bus service.[27]
In the following decades, growing traffic congestion led to increased public support for rail transit's return. Beginning in the 1970s, a variety of factors, including environmental concerns, an increasing population, and the price of gasoline led to calls for mass transit other than buses.[citation needed]Los Angeles Metro began construction of the initial lines throughout the 1980s using revenues from a voter-approved increase in sales tax.[citation needed] The Blue (A) Line opened on July 14, 1990, 27 years after the final streetcar line closed. The system has been progressively expanded since. The following table shows this expansion's timeline:
Just before the opening of the Metro Rail,Proposition U passed, which halved the allowable residential density throughout much of Los Angeles. This reduced the viability of the Metro Rail by limiting dense residential housing near transit stations. Before 2000, none of the land near the stations was converted to residential use.[28]
| Segment description | Date opened | Current line(s) on segment | Endpoints | Number of new stations | Length (miles) | Construction cost |
|---|---|---|---|---|---|---|
| Blue Line Initial Segment | July 14, 1990 | | Pico –Anaheim Street | 17 | 19.1 | $2.2 billion |
| Blue Line Long Beach Loop | September 1, 1990 | | Anaheim Street –Pacific Avenue | 4 | 2.2 | |
| Blue Line To Financial District | February 15, 1991 | | Pico –7th Street/Metro Center | 1 | 0.7 | |
| Red Line MOS-1 | January 30, 1993 | | Union Station –Westlake/MacArthur Park | 3[a] | 4.4 | $3.1 billion |
| Green Line | August 12, 1995 | | Redondo Beach –Norwalk | 13[a] | 20.0 | $1.5 billion |
| Red Line MOS-2 West | July 13, 1996 | | Westlake/MacArthur Park –Wilshire/Western | 3 | 2.0 | $3.4 billion |
| Red Line MOS-2 North | June 12, 1999 | | Wilshire/Vermont –Hollywood/Vine | 5 | 4.7 | |
| Red Line MOS-3 | June 24, 2000 | Hollywood/Vine –North Hollywood | 3 | 6.3 | $2.3 billion | |
| Gold Line Initial Segment | July 26, 2003 | | Union Station –Sierra Madre Villa | 12[a] | 13.7 | $721 million |
| Gold Line Eastside Extension | November 15, 2009 | | Union Station –Atlantic | 8 | 6.0 | $887 million |
| Expo Line Phase 1 | April 28, 2012 | | Flower/Washington –La Cienega/Jefferson[b] | 8 | 7.6 | $1.3 billion |
| Expo Line To Culver City | June 20, 2012 | La Cienega/Jefferson –Culver City | 1 | 1.0 | ||
| Farmdale station | Farmdale | 1[c] | – | |||
| Gold Line Foothill Extension Phase 2A | March 5, 2016[29] | | Sierra Madre Villa –APU/Citrus College | 6[29] | 11.5[29] | $714 million |
| Expo Line Phase 2 | May 20, 2016[30] | | Culver City –Santa Monica | 7[30] | 6.6[30] | $1.5 billion |
| L Line Little Tokyo Closure | October 24, 2020[31] | – | Little Tokyo/Arts District | -1[d] | -0.3[e] | – |
| K Line Initial Segment | October 7, 2022[32] | | Expo/Crenshaw –Westchester/Veterans | 6[a] | 5.9[3] | $2.1 billion |
| Regional Connector | June 16, 2023[33] | | 7th Street/Metro Center –Little Tokyo/Arts District | 3 | 1.9 | $1.8 billion |
| Aviation/Century station | November 3, 2024[34] | | Aviation/Century | 1 | 1.2[f] | – |
| LAX/Metro Transit Center | June 6, 2025[35] | | Westchester/Veterans –Aviation/Century | 1 | 1.2 | $900 million |
| Foothill Extension Phase 2B to Pomona | September 19, 2025[36] | | APU/Citrus College –Pomona North | 4 | 9.1[37] | $1.5 billion |
| Total | 107 | 124.8[g] | $23.9 billion | |||
Metro has worked to plan and prioritize project funding and implementation. Metro's 2009 Long Range Transportation Plan (LRTP) was developed to provide a long-term vision of transportation system development for the next 30 years.[38] Metro worked to update the 2009 LRTP citing new housing trends and fiscal changes. Metro released the updated LRTP in 2020.[39]
Beginning in 2014, Metro saw its ridership numbers begin to decline. Many explanations exist for the decline, including safety concerns, an increase in ride-hailing service usage, low-income housing opportunities drying up in L.A. because of the increase in rents, and ashortage of housing.[40] Ridership declines also coincide with passage of AB 60, signed into law by GovernorJerry Brown in 2013, which provides for issuance of a driver's license regardless of immigration status.[41][42]
The fiscal changes are the passage ofMeasure R, a countywide incremental sales tax increase passed by voters in 2008, providing funding for many of the highest priority projects in the LRTP.[43][non-primary source needed] On November 6, 2012, Metro attempted to pass Measure J,[44] but failed as it did not reach the two-thirds majority needed to pass.[45][46] In the November 2016 election, Metro decided to place another sales tax on the ballot. The voters then approvedMeasure M, a half-cent permanent sales tax increase to fund many local projects, including Metro Rail expansion.[47]
In 2018, Metro approved renaming its rail lines using a letter-based scheme, similar to those in New York City.[48][49] Metro recommended the opening of the refurbished A Line in 2019 as a starting point to rename the lines,[50] and then continuing with the opening of the K line, finishing in time for the opening of theRegional Connector in 2023.[51][52]
LA Metro also plans to expand Union Station tracks and service. Metro has proposed "Link Union Station" to extend tracks 3-10 as run thru tracks. Phase one to be completed by 2028.[53][54] Other phases include adding aCalifornia High-Speed Rail platform area, a Southeast Gateway line termini station, and renovate the concourse areas.
The following rail projects have been given high priority by Metro. They all appear in the 2009 LRTP constrained plan,[38] and all have funding earmarked from Measure R.[43][55] With the passage of Measure M in 2016, Metro released an updated Long Range Transportation Plan in February 2017, and released a full report in 2020,[56] along with itsTwenty-eight by '28 initiative.[57]
| Concept name | Description | Construction | Operational | Status | Ref. |
|---|---|---|---|---|---|
| D Line Subway Extension Project | Section 1 extends theD Line west along Wilshire Blvd toLa Cienega, Section 2 extends a further three miles west from La Cienega throughBeverly Hills toCentury City. Section 3 extends west toWestwood/UCLA and theVA Medical Center. All phases are under construction with plans to finish in time for the2028 Summer Olympics. | 2015–2027 | 2026 (Section 1) / 2026 (Section 2) / 2027 (Section 3) | Under construction | [58][59][60][61][62][63] |
| East San Fernando Valley Light Rail Transit Project | Constructs a light rail line connecting the east San Fernando Valley to theG Line, largely along the median ofVan Nuys Blvd andSan Fernando Road. The line will connect withMetrolink andAmtrak at theVan Nuys station and the futureSepulveda Transit Corridor. | 2024 | 2031 | Under construction | [64][65][66][67][68][69] |
| Southeast Gateway Line | Creates a new light rail line connecting Downtown Los Angeles toArtesia and theGateway Cities, much of it along theWest Santa Ana Branch. | 2025 | 2035[70] | Under construction | [71][72][73][74][75][76][77][78] |
| Foothill Extension Phase 2B to Claremont | Further extends theA Line east fromPomona North toClaremont. | 2027 | 2031 | LPA adopted / EIR Completed | [79][80][81][82][83][84] |
| Eastside Transit Corridor Phase 2 | Further extends theE Line southeast fromEast Los Angeles toWhittier. | 2029 | 2035 | LPA adopted / EIR Completed | [85][86][87][88] |
| C Line Extension to Torrance | Extends theK Line from its current terminus in Redondo Beach southeast towards Torrance andSouth Bay cities. | 2027 | 2036 | LPA adopted / EIR Completed | [89][90][88][91][92] |
| Sepulveda Transit Corridor | A automated heavy rail single-bore tunnel connection between the G Line and the East San Fernando Valley Transit Corridor (see above) in the Valley to the D and E lines on the Westside. Existing local funding will provide approximately $5.7 billion for the project for a scheduled opening in the early 2030s; additional funds, including frompublic–private partnerships, are being sought. Estimated to cost around $24 billion. | 2033 | 2033–2035 (Phase 1) / 2057–2059 (Phase 2)[93] | LPA adopted / EIR in progress | [94][95][96] |
| K Line Northern Extension | Extends the K Line north via a new fully underground alignment connecting theB Line'sHollywood/Highland station south to theD Line, and the K Line'sExpo/Crenshaw station viaSanta Monica Boulevard inWest Hollywood. Possible north–south routes include Fairfax, La Brea, and San Vicente Boulevard. An extension north of the K Line is included as a Tier 1 Strategic Unfunded Plan project in the 2009 Long Range Transportation Plan. | 2041 | 2047 | Three LPA's analysis in progress / DraftEIR Completed | [38][97][98][99][100][101] |
| Arts District/6th Street station | Extends the B and D rapid transit lines south from Union Station along theL.A. River to theArts District, and possibly across the river alongWhittier Boulevard to theEastside. However, Metro is studying the possibility of adding one or two stops along the river in the Arts District as part of a project to improve and expand therail yard already in the area to accommodate increased headways once the D Line extension west is completed. | Unknown | Unknown | DraftEIR in progress | [102][103][104][105] |
| Vermont Transit Corridor | Create a new north–south route down Vermont Avenue between Wilshire/Vermont station, the MetroE Line andC Line. Included as a Tier 2 Strategic Unfunded Plan project in 2009 Long Range Transportation Plan; abus rapid transit line has been funded in the near term by Measure M, but studies will be conducted for possible heavy rail rapid transit, as the Vermont corridor is Metro's second busiest public transportation corridor. | BRT 2020; HRT 2060 | BRT 2028–2030; HRT 2067 | Three LPA's analysis funded / Pending DraftEIR forBRT | |
 G Line LRT conversion | Converting the currentG Line bus rapid transit route into light rail. Made possible after the 2014 repeal of state legislation prohibiting light rail along the G Line right of way, which had been enacted due to neighborhood opposition in the 1990s. Long term plans include complete conversion in phases with full replacement by 2057. Metro commenced BRT upgrades in 2018 to add grade crossing gates, and two new elevated segments at Van Nuys Bl and Sepulveda Bl, reducing travel time by 20%. | 2051 | 2057 | No current funds available for LRT until 2051 | [106][107][108] |
| Lincoln Boulevard Transit Corridor | BRT with eventual LRT conversion alongLincoln Boulevard fromLAX/Metro Transit Center toDowntown Santa Monica. The C Line was originally engineered to maintain compatibility with this extension. Included in City of Los Angeles Westside Mobility Plan, and as a Tier 2 Strategic Unfunded Plan project in 2009 Long Range Transportation Plan. | BRT 2043; LRT Unknown | BRT 2047; LRT Unknown | No LPA or EIR conducted | [38][109] |
| North Hollywood to Pasadena Bus Rapid Transit Project | BRT with potential LRT conversion. Connecting North Hollywood to Memorial Park in Pasadena. Feasibility Study for Rail requested in May of 2024. | BRT 2025; LRT Unknown | BRT 2027; LRT Unknown | No LPA or EIR conducted | [110][111] |
Metro's Long Range Transportation Plan was published in 2009,[38] and was updated in 2020.[39] The following proposed line/system expansions do not have funding or high priority in Metro's long-range plans. Some are listed as "strategic unfunded" in the last Long Range Transportation Plan, indicating some possibility they could be constructed should additional funding materialize. Others have been the subject of Metro Board discussion, with the possibility of future feasibility studies. (More information on each project can be found in the references.)
| Concept name | Description | Source |
|---|---|---|
| Burbank–Glendale Line | Would connect Downtown Los Angeles toGlendale and Burbank. Studied in the 1990s, and included as a Tier 1 Strategic Unfunded Plan project in 2009 Long Range Transportation Plan.[38] | [112][38] |
| B Line To Burbank Airport | Extend theMetro B Line 3.2 miles (5.1 km) from its northwestern terminus toHollywood Burbank Airport. Included as a Tier 1 Strategic Unfunded Plan project in 2009 Long Range Transportation Plan.[38] | [38] |
| C Line ToNorwalk Metrolink | Extend the C Line east toNorwalk/Santa Fe Springs station (Metrolink). Included as a Tier 1 Strategic Unfunded Plan project in 2009 Long Range Transportation Plan,[38] but is included among the Major Transit Projects (Figure 8) in the 2020 Long Range Transportation Plan with an estimated "open year" of 2052.[39] | [113] |
| "Pink Line"/"Silver Line" (former names) | DTLA Union Station thru Hollywood to Beverly Hills terminating at the under construction D Line Century City Station. Stops in or near Silver Lake,Dodger Stadium, Echo Park, West Hollywood and Century City. Mostly a Sunset Boulevard and Santa Monica Boulevard east–west route. Possibly using the already built HRT B Line tracks thru Hollywood or the LRT K Line under consideration in West Hollywood. East of Union Station would head to theCity of La Puente orEl Monte, CA. With possible stops in East L.A.,Cal State LA, San Gabriel and Baldwin Park. No LPAs listed. No funds available. Listed as one of several "Strategic Unfunded Plan" project in the 2009 Long Range Transportation Plan, Tier 2.[38] Eastside route no longer met by the removedEastside Transit Corridor option alongThe 60 Freeway. | [114][115][116][38] |
| Harbor Line | Light rail line to connect harbor area (San Pedro) to MetroA Line orC Line. Floated in LA City Council motions and Metro Harbor Subdivision studies. Also, a further southward extension of the C Line is included as a Tier 1 Strategic Unfunded Plan project in the 2009 Long Range Transportation Plan. Other plans could lead to theJ Line being converted to rail.[38] | [117] |
| D Line Extension Phase 4 | Extend theMetro D Line 3.5 miles (5.6 km) from its under construction western terminus,Westwood/VA Hospital station toDowntown Santa Monica station. No funds available. | [118][119] |
| Venice Boulevard Corridor | Restore theVenice Boulevardright-of-way train service fromVenice Beach in the west to Culver Junction area possibly heading north onLa Brea Avenue to Hollywood or east into Downtown Los Angeles. Would service thewestside andCentral Los Angeles.Pacific ElectricVenice Short Line was last used in the 1950s. | [120] |
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