Metro K Line Northern Extension: Frequently Asked Questions

PROJECT OVERVIEW & BENEFITS

What is the K Line Northern Extension Project?
The K Line Northern Extension (KNE) project aims to connect major destinations, including key population, activity, and employment centers. It extends rail service northward from the Metro Expo/Crenshaw Station to the new Metro D Line (Purple) stations under construction on Wilshire Boulevard, the Metro B Line (Red) Hollywood/Highland Station, and potentially to the Hollywood Bowl. The project will serve multiple communities, including the LAX area, South Los Angeles, Inglewood, the South Bay, the Crenshaw Corridor, Mid-City, Central Los Angeles, West Hollywood, and Hollywood. It will also provide further connections to points north in the San Fernando Valley via the Metro B Line (Red). By linking four Metro Rail lines and six of LA County’s top 10 busiest bus routes, the KNE will significantly improve people’s ability to navigate the region using Metro’s rail and bus network.
The project website is metro.net/kne

What are the Project objectives?
The Project aims to:

Close a regional network gap by linking the high-volume east-west rail lines with a new north-south connection.
Increase the efficiency and convenience of transit trips by providing faster, more direct service.
Maximize access to jobs, housing, and opportunities.
Improve mobility for residents, including those who rely on public transit.
Reduce vehicle miles traveled and greenhouse gas emissions.

How would the Project be funded?
The project received an initial $2.24 billion in funding from Measure M (https://www.metro.net/about/measure-m/), a half-cent sales tax for transportation projects and programs. The value of these funds increases with inflation. Metro collaborates with project stakeholders to identify additional funding sources, including local, state, and federal grants and other revenue streams.

When would the Project open?
Measure M funds will become available for construction in 2041, with a targeted opening between 2047 and 2049. The construction schedule may vary depending on the alignment selected by the Metro Board, funding availability, project
phasing, and the construction delivery approach.

Could the Project be accelerated?
It could. Local efforts are underway to explore and identify additional funding and financing strategies so that the Project can break ground before the Measure M date of 2041.

What are the anticipated benefits of the K Line Northern Extension Project?
The project would close a gap in the regional rail network. Once completed, it will connect to Metro Rail B (Red), C (Green), E (Expo), and D (Purple) lines, and six of the ten busiest bus lines, creating a rapid and reliable north-south transit option through central LA County. The project will serve major employment and activity centers while expanding access for many Equity-Focused Communities (https://equity-lametro.hub.arcgis.com/). Improving mobility options will help reduce the region's auto dependence, lowering air pollution, greenhouse gas emissions, and energy use.

The KNE Project would:

Expand mobility with a fast rail option, providing an estimated 47,100 to 59,600 daily trips.
Attract new riders, serving an estimated 11,400 to 15,100 new transit users daily.
Reduce auto use by approximately 127,500 to 135,500 vehicle miles traveled daily.
Create jobs, with an estimated 8,600 to 10,400 positions during construction.

How would the project expand access to transit for all communities?
Today, 98% of people in LA County live near a bus or rail stop, and 40% of jobs are located near one. This project would connect people to major employment and tourism centers in LA, expanding access to jobs, schools, entertainment, and daily needs. Two-thirds of the projected daily riders would be low-income, and three-fifths of travel time savings would benefit residents from Metro’s Equity-Focused Communities. The project would also provide greater transit connectivity to low-income and historically African American communities while expanding access for groups that rely on public transportation, including students, seniors, and low-income residents.

How many people would use the K Line Northern Extension?
Metro estimates that between 47,100 and 59,600 daily trips would occur on the project by 2045 (https://bit.ly/kneridership). The first section, connecting to the D Line at Wilshire Boulevard, is projected to generate approximately 33,000 daily trips. Once fully built, the project is expected to increase K Line ridership to around 85,000 to 98,000 daily trips between Torrance and Hollywood. These trips would consist of riders accessing major destinations and activity centers within the project area and regional trips from LAX, the South Bay, South LA, the Westside, and the San Fernando Valley.

What alignments (routes) is Metro studying for the Project?
All alignments being studied (https://bit.ly/comparealternatives) head north from Exposition/Crenshaw Station along Crenshaw Boulevard and then continue as follows:

San Vicente-Fairfax Alignment (approx. 10 miles with 9 stations): heads northwest on San Vicente Bl, then north on Fairfax Av, connecting to the future Metro D Line station at Wilshire/Fairfax. The alignment continues north on Fairfax Av, west on Beverly Bl, north on San Vicente Bl, east on Santa Monica Bl, and then turns north on Highland Av to connect to the Metro B Line.
Fairfax Alignment (approx. 8 miles with 7 stations): heads northwest on San Vicente Bl and north on Fairfax Av, connecting to the future Metro D Line station at Wilshire/Fairfax. It continues north on Fairfax Ave, east on Santa Monica Bl, and turns north on Highland Av to connect to the Metro B Line.
La Brea Alignment (approx. 6 miles with 6 stations): heads northwest on San Vicente Bl and north on La Brea Av, connecting to the future Metro D Line station at Wilshire/La Brea. It then continues north on La Brea Av to connect with the Metro B Line.

The Draft EIR also evaluates an optional terminus station at the Hollywood Bowl and includes plans for the expansion of Metro’s Division 16 Maintenance and Storage Facility, located near LAX.

Is there a difference in ridership between alignments?
Yes, ridership projections vary between alignments. The table below provides a comparison of the alignments studied in the Draft EIR:

Comparison of Alignments	San Vicente-Fairfax	Fairfax	La Brea
Daily Project Trips	59,600	52,700	47,100
Daily New Riders	15,100	12,800	11,400
User Benefit (Daily Hours Saved)	18,800	15,700	13,800
Daily VMT Reduction	135,500	127,500	135,500

Project Trips: The number of trips that use the project stations.
New Riders: The number of new transit riders attracted to the Metro system as a result of the project.
VMT Reduction: The reduction in vehicle miles traveled (VMT) due to decreased auto use because of the project.
User Benefits: Savings from the project, including reduced passenger travel times and costs.

How often would trains run?
Metro is designing the KNE to operate every 5 minutes during morning and afternoon peak hours. During other times, trains may run every 10 to 15 minutes. An operating plan will be developed during construction, closer to the KNE’s opening date.

Do Metro’s ridership estimates consider the increase in telecommuting?
Metro uses demographic forecasts from the Southern California Association of Governments (SCAG) as part of its ridership modeling. Increasing telecommuting is reflected in SCAG’s demographic forecasts, which are used as input for Metro’s modeling. However, Metro is observing trends that suggest many transit riders do not have telework options. The agency will continue to study telecommuting and ridership data to inform the project.

ENVIRONMENTAL REVIEW PROCESS

What stage is the Project in?
Metro is currently leading the planning and environmental review for the project under the California Environmental Quality Act (CEQA). As part of this effort, Metro has prepared and released a Draft Environmental Impact Report (EIR) that describes the project, discloses potential environmental impacts, and identifies mitigation measures to reduce or avoid any negative effects.
Following the public comment period on the Draft EIR, Metro staff may revise the document and present it to the Metro Board of Directors with a recommendation for a “Locally Preferred Alternative” (LPA). The Board may adopt, modify, or reject this recommendation. If an LPA is selected, it will undergo additional analysis, which will be included in a recommended Final EIR. This Final EIR will also address comments received during the public comment period. The Board may then choose to certify the Final EIR. The project may then undergo further federal review, including preparing a Draft and Final Environmental Impact Statement and several other steps before construction can begin. More information is available here: https://www.metro.net/about/environmental-review/

What types of environmental impacts are being evaluated?
The Draft EIR (all files and reports are located here: https://bit.ly/DraftEIR_KNE) considers environmental impacts associated with both the construction and operation of the project, including impacts on aesthetics, air quality, biological resources, communities, populations and housing, cultural and paleontological resources, energy, geology and soils, greenhouse gas emissions, growth-inducing impacts, hazards and hazardous materials, hydrology and water quality, land use and planning, noise and vibration, public services and recreation, transportation, tribal cultural resources, utilities, and cumulative impacts.

Where would stations be located? What will they look like?
The project map on the KNE website shows the proposed station locations for all three alignments under study, as well as the Hollywood Bowl Design Option. Generally, station locations are spaced about one mile apart and are situated at major intersections. The stations will be designed according to Metro’s kit-of-parts station design (https://www.metro.net/about/station-design-projects/). You can view photos of existing Metro K Line stations at Metro K Line Stations (https://kline.metro.net/) or visit some of the new K Line underground stations (Expo/Crenshaw, MLK, and Leimert Park/Vernon) to understand what future stations will look like. These stations feature unique artwork integrated into the design as part of Metro’s art program.

What is the “Proposed Project” in the Draft EIR?
For CEQA and the Draft EIR, Metro must identify one of the three alignments as the “Proposed Project” for the study. The Fairfax Alignment is called the Proposed Project in the Draft EIR because it has been historically studied and advanced, dating back to the 1983 Los Angeles Rail Rapid Transit Project. However, this term does not convey any preference or recommendation regarding the alignment or design option, and all alignment variants are evaluated equally. Following the public comment period on the Draft EIR, Metro staff will prepare a recommendation for the Metro Board to consider in selecting a Locally Preferred Alternative (LPA). This recommendation will be based on findings from the Draft EIR, public comments, technical analysis, stakeholder input, and other factors such as project objectives, cost, and ridership. The Metro Board will vote at a public meeting to select an LPA.

What are Alternatives to the Project in the Draft EIR?
CEQA requires the Lead Agency (Metro) to explore feasible alternatives to the Proposed Project to avoid or mitigate negative impacts. The alternatives analyzed in this Draft EIR include the No Project Alternative, which considers not building the project, and the High-Frequency Bus Alternative, which would provide frequent bus service primarily along La Brea Av, connecting the Metro E, D, and B Lines.

What is a mitigation measure in the Draft EIR, and when are they required?
A mitigation measure is an action taken to prevent or reduce significant negative environmental impacts resulting from the construction or operation of a project as related to specific environmental topics covered in the EIR. CEQA requires the Lead Agency (in this case, Metro) to propose feasible mitigation measures for any significant impacts identified in the Draft EIR.

What are cumulative impacts referenced in the Draft EIR?
A cumulative impact refers to the combined effect of two or more individual impacts that, when considered together, are significant or exacerbate other negative environmental effects. It is the collective impact of known and reasonably foreseeable projects. The Draft EIR has identified demographic projections and other projects within a defined area around the project where potential impacts may overlap with those of the project during construction and operation.

How can I comment on the Draft EIR?
During the public comment period, comments can be submitted in writing by email or mail, by telephone, and at public hearings. Contact information and details on public hearings are posted on the project website at www.metro.net/kne.

How will public comments on the Draft EIR be addressed?
All comments submitted to Metro during the public comment period will receive written responses published in the Final EIR. As necessary, analyses and conclusions in the Draft EIR will be updated based on issues raised by comments.

DESIGN & CONSTRUCTION

Would this project be above or below grade?
All three project alignments would be fully underground, traveling in tunnels from the existing Crenshaw/Expo Station north to the D Line (Wilshire corridor) and the B Line (Hollywood). Station entrances would be at street level. The project will also include an expanded maintenance and storage facility adjacent to the existing Metro Division 16 rail yard near LAX, which serves the existing Metro K Line. This facility would be at street level.

What type of improvements would be made for pedestrians and bicyclists to access stations?
Metro will identify improvements to existing streets for safe and convenient pedestrian and cycling pathways as part of the First/Last Mile Planning process. Following the Metro Board's selection of a Locally Preferred Alternative (LPA) and direction to advance its design, the Project Team will engage with the community on First/Last Mile Planning to identify potential access improvements within a half-mile walking radius and a three-mile cycling radius of the stations. This aims to strengthen linkages to surrounding neighborhoods and key destinations. More information about the First/Last Mile Planning process is available at metro.net/about/first-last.

How would the project ensure station areas are safe and accessible for all, including people with disabilities and seniors?
All Metro rail projects are designed in compliance with Americans with Disabilities Act (ADA) requirements and will be able to accommodate those with limited mobility through various elements like elevators and escalators to ensure access, as well as level boarding between station platforms and rail vehicles.

What is Metro doing to address safety and security at rail stations?
The project design incorporates best practices of Crime Prevention Through Environmental Design (CPTED) for proposed stations and public areas to create welcoming spaces and deter crime. Security cameras, emergency phones, and other safety equipment will be installed at all stations, on trains, and buses.
Before stations open, Metro develops a safety and security plan that includes the visible deployment of contracted law enforcement and security teams, unarmed Metro Ambassadors, and homeless outreach and crisis intervention teams. Metro is also enhancing controls to ensure that only transit users can access the system. This includes improving fare gates and conducting more effective fare compliance checks. Additionally, Metro is collaborating with county partners to address societal issues such as homelessness, untreated mental illness, and drug addiction, which impact the safety of the system.
More information on Metro safety and security is available online at http://metro.net/riding/safety-security

What information on construction is available?
The Draft EIR details how the project would be built, including potential impacts from construction and mitigation measures to address or reduce these impacts. Construction will occur in several phases and may take eight to twelve years per segment, beginning with real estate acquisitions and utility relocations. More information on station construction is is available online at https://www.metro.net/about/station-construction/.

Would the project be constructed in phases, and if so, what is the planned construction sequence?
Given the project's scale and length, it will likely be constructed in sections, with an initial section connecting to the Metro D Line at Wilshire/Western. The total number of phases required to reach the B Line in Hollywood and the optional Hollywood Bowl Station will depend on alignment length, cost, funding availability, and sites to launch tunnel boring machines (TBMs) for drilling the underground tunnels.
Most Metro Rail projects are constructed in phases or sections, each estimated to take between 10 and 12 years. Multiple sections can be built concurrently depending on funding availability and the construction approach. A current example is the Metro D (Purple) Line Extension between Koreatown and Westwood; an underground subway could be constructed in three sections with staggered timelines.

What are the construction costs associated with each alignment?
Metro conducted a preliminary but rigorous cost-estimating process, which included a peer review by experts that followed FTA’s guidance for construction costs, contingency, and escalation based on an early design stage (approximately 15%). Below are the construction cost estimates for 2023 dollars, including approximately 40% contingency. The estimates below would need to be escalated to the year of expenditure (typically around 3.5% annual escalation) and are subject to change as the project design progresses.

San Vicente-Fairfax: $14.85B

Fairfax: $12.47B

La Brea: $10.99B

Hollywood Bowl Design Option: Additional $1.12B

What properties would be needed to construct and operate the Project?
The project aims to minimize property acquisitions and avoid residential properties. Metro does not anticipate needing to acquire any residential properties for the construction or operation of the project. Advanced conceptual engineering drawings, included as an appendix to the Draft EIR, identify potential properties required for the project based on early design stages. The list of properties needed will be updated and refined following the Metro Board's selection of a Locally Preferred Alternative (LPA). Metro will begin outreach to property owners to discuss real estate needs after the project is approved and the Final EIR is certified by the Metro Board. More information on Metro’s property acquisition process is available here.

How would Metro work with businesses that might be impacted by construction?
Metro supports small businesses during and after construction through various initiatives. The Business Interruption Fund (https://www.metro.net/about/business-interruption-fund/) has been established to assist businesses affected by major rail projects under construction in LA County.
Metro's program also helps local businesses as new rail projects are developed. Participation is free, and businesses located along Metro Rail construction projects or specific transit corridors are eligible for marketing assistance. Benefits include print and digital ads, social media, and email marketing.

DECISION-MAKING & NEXT STEPS

Who decides what alignment/option will be selected? What information will be used to make this decision?
The Metro Board of Directors is the decision-maker for all Metro projects and will be asked to select a locally preferred alternative, called the LPA. Metro staff will make a recommendation to the Board based on multiple factors, including the environmental impact findings from the Draft EIR, project objectives, technical analysis, benefits, costs, and community support and feedback.

REAL ESTATE, TUNNELING, MONITORING

What effects does tunneling have at the surface?
Modern tunneling methods such as Tunnel Boring Machines (TBM) and Sequential Excavation Method (SEM) generally produce no noticeable noise, vibration, or settlement at the ground surface. This is because bored tunnels are typically deeper than tunnels constructed using cut-and-cover methods, and the ground around and above the tunnel remains fully supported. Recent Metro experience with the D Line (Purple) Extension, K Line (Crenshaw/LAX), and the Regional Connector projects have shown that underground activities can proceed without disturbance, even to sensitive neighbors, such as schools or theaters.

Noticeable construction typically occurs where facilities are needed on the surface. This includes stations, at the launch and extraction sites for the boring machines, and where tracks transition from tunnels to the surface. Tunnel launch sites, often part of station construction sites, are generally the largest and most active of these, as they include storage of materials like tunnel lining and staging for hauling away soil and rock removed from the ground during tunneling. These locations are identified during environmental studies and are described in the Draft EIR, along with their impacts and associated mitigations. For more information, see our Tunneling and our Station Construction Fact Sheets(https://www.metro.net/about/station-construction/).

What monitoring takes place during tunneling?
Extensive and continuous monitoring is part of tunneling operations to ensure no noticeable vibration or settlement occurs at the ground surface and to monitor air quality in the tunnels. Several types of sensors are used within the tunnel and as part of this work. Other sensors are placed along the alignment at ground level, below ground, and on nearby structures. Monitoring plans are developed during environmental studies and described in the Draft EIR.

Will trains running in tunnels cause noise or vibration at the surface?
In bored tunnels, trains generally produce no noticeable noise or vibration at the surface. Noise and vibration from transit operations can occur near surface facilities such as station entrances, ventilation facilities, or transitions from tunnels to the surface. The environmental process will identify and evaluate impacts due to operations, including noise and vibration. Those impacts, along with mitigation measures and the effectiveness of these measures, will be described in the Draft EIR.

Would a tunnel need to be vented? If so, what are the impacts, such as noise and other consequences?
Underground trains push air as they move through the tunnels. This air can be vented to the surface in various locations. Venting occurs at stations and where the tunnels come up to the surface. Sometimes, ventilation shafts at other locations are also needed. However, no mid-station vents are anticipated for the K Line Northern Extension.

Will Metro need to acquire property for this project?
Yes, most new rail projects must acquire easements for construction and operation. Some projects also need property for tunnels, stations, aerial structures, or other facilities. Typical examples might include easements for emergency ingress and egress, underground easements for tunnels and stations, easements for maintenance, or air rights for aerial structures. Projects might also need to temporarily acquire property or easements during construction.

To ensure public safety and protect property for all parties, some easements allow Metro to review plans for construction above or adjacent to the easement area. However, not all projects require significant review from or coordination with Metro, and, in many cases, they can be routine and conducted as a part of the city review for future projects. The level of review depends on the proximity to Metro’s facilities, site conditions, and the potential impact to Metro’s facilities operations/services. There are many examples around Los Angeles where property owners have been able to build successfully above and adjacent to our tracks, tunnels, stations, or other facilities.

The Draft EIR will identify potential easements and acquisitions for each alternative. Our Property Acquisition Fact Sheet (https://www.metro.net/about/property-acquisition/) provides more information.

Does Metro need to take homes for this project?
No, the acquisition of homes or other residential property is not necessary for this project. Rather, underground easements, in which the private property owner is compensated for granting permission to travel beneath their property, will be needed for the tunnels. Besides transit tunnels, private properties have underground easements for other things, such as utilities. Our Property Acquisition Fact Sheet (https://www.metro.net/about/property-acquisition/) provides more information.

Will eminent domain be used?
Metro always works to negotiate agreements with any property owner and pursues eminent domain only as a last resort. The Uniform Relocation Assistance and Real Property Acquisition Act governs the property acquisition process. More information on that process is available in the Property Acquisition Fact Shee t (https://www.metro.net/about/property-acquisition/).

PUBLIC INPUT & ENGAGEMENT

How does Metro notify the community about the Project?
Metro notifies the community about the Project, community events, and public meetings through various methods, including email, door-to-door flyers, direct mailing, Project website updates, bus ads, social media, Metro’s The Source blog, and local news media. The best method to stay up to date on the Project is to join our email distribution list by emailing us at klinenorth@metro.net.

Will my comments be shared with decision-makers?
All comments and feedback on the project during the environmental phase will be summarized in a project outreach report and published on Metro’s website to be available to the public and the Metro Board of Directors, who ultimately approve the project’s Locally Preferred Alternative.

How can I make my voice heard?
Community members can contact Metro at any time to share comments on the project via:

Email at klinenorth@metro.net

Phone at (213) 418-3093

Mail: LA Metro, c/o Roger Martin, One Gateway Plaza, Mail Stop 99-22-5, Los Angeles, CA

How can I sign up for project updates?
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Metro K Line Northern Extension: Frequently Asked Questions

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