A Line (Los Angeles Metro)

Los Angeles Metro A Line
Company type	Public transit service
Industry	Public transportation
Founded	1990
Headquarters	Los Angeles, United States
Area served	Los Angeles County, California
Products	Light rail transit service
Owner	Los Angeles County Metropolitan Transportation Authority (Metro)
Website	www.metro.net

Overview

The A Line—previously identified as the Blue Line—is a light rail service managed by Los Angeles Metro, operating within Los Angeles County. Spanning 48.5 miles, this east-west corridor connects Azusa to Long Beach, passing through Pasadena and encompassing 44 stations. In Downtown Los Angeles, it shares five stops with the E Line and runs approximately 19 hours each day, with peak service intervals as frequent as every eight minutes.

As the Metro Rail system’s oldest and most heavily utilized route, the A Line transported more than 15 million riders in 2023 and maintained an average weekday ridership of 69,216 in May 2024. The original portion linking Downtown LA to Long Beach commenced operations in 1990, repurposing much of the former Pacific Electric Long Beach Line’s right of way. Since its inception, the line has undergone several enhancements aimed at improving capacity, safety, and operational dependability.

Efforts to extend service northward to Pasadena date back to the 1980s but were postponed due to financial constraints. The Gold Line—rebranded as the L Line in 2020—completed a segment of this extension from Union Station to Pasadena in 2003 and subsequently extended further eastward to Azusa by 2016.

Initiated in the early 2000s and with construction beginning in 2014, the Regional Connector Transit Project created a new light rail tunnel downtown that linked the A and L Lines. This integration enabled A Line trains to extend service into the San Gabriel Valley, incorporating the Union Station–Pasadena–Azusa section formerly part of the L Line. The consolidated Azusa–Long Beach route launched in June 2023, coinciding with the L Line’s discontinuation and unveiling three new stations within the downtown tunnel. Additional construction is ongoing to push the A Line’s reach further east toward Pomona and Montclair.

Route description

The A Line operates between Azusa and Downtown Long Beach, serving a total of 44 stations along its path.

Its northern endpoint is presently at APU/Citrus College station, located near Citrus Avenue adjacent to two university campuses. From there, the line heads west through Azusa, crossing the I-210 and running parallel to it into Irwindale. It then traverses the San Gabriel River before passing beneath the I-605 freeway en route to Duarte, stopping near the City of Hope National Medical Center.

Continuing westward, the route follows Duarte Road through Monrovia before entering Arcadia. Here, it crosses road intersections primarily via bridges except at the at-grade Arcadia station. The line then proceeds within the I-210 freeway median toward Sierra Madre Villa station in Pasadena, serving six stations in Pasadena—three of which lie inside the freeway median. Beneath Colorado Boulevard in Old Pasadena, it travels underground at Memorial Park station, providing access to major retail and civic destinations.

From there, the line moves south through downtown Pasadena and South Pasadena, mostly running at ground level. Just north of Highland Park, it crosses over the Arroyo Seco Parkway on the historic Santa Fe Arroyo Seco Railroad Bridge. Beyond Highland Park station, trains operate within Marmion Way’s median at reduced speeds before continuing primarily at grade with a brief tunnel beneath Figueroa Street and Pasadena Avenue. Stations serve hillside neighborhoods including Lincoln Heights, Mount Washington, and areas near the Southwest Museum of the American Indian. Northeast of Chinatown, the line spans the Los Angeles River on an elevated viaduct arriving at Chinatown station before terminating at Union Station. Transfers at Union Station include connections to B and D rapid transit lines, Metrolink commuter trains, Amtrak services, and various bus routes. This northern segment follows much of the historic right of way from the former Pasadena Subdivision.

Southbound from Union Station, trains utilize the Regional Connector tunnel passing through Downtown Los Angeles. In Little Tokyo, service stops at the underground Little Tokyo/Arts District station, where it merges with the E Line. Both lines continue west beneath 2nd Street to reach 7th Street/Metro Center station. The route then heads south along Flower Street, transitioning from underground operation to street level near 11th Street. At stations such as 7th Street/Metro Center, Pico station, and Grand/LATTC station, passengers can transfer to J Line bus rapid transit services.

The A and E Lines separate at Flower Street and Washington Boulevard. The A Line turns east onto Washington Boulevard before heading south along a former Pacific Electric right of way on Long Beach Avenue. This corridor features four tracks: two dedicated to A Line trains and two for freight operations; grade crossings are minimized by flyover structures in densely populated zones. Riders may connect with the C Line at Willowbrook/Rosa Parks station. South of Willow Street station, A Line trains leave this corridor and proceed along Long Beach Boulevard’s median into Long Beach itself, looping through the Long Beach Transit Mall via 1st Street, Pacific Avenue, and 8th Street.

Operating hours and service frequency

Time	4A	5A	6A	7A	8A-1P	2-6P	7P	8P-12A
Weekdays	20	8-20	8		10	8	10-12	20
Weekends and Holidays	20		10-20	10			10-12	20

Travel speed

The entire route requires roughly two hours to complete, which includes a short stop at Union Station for crew transitions. Each direction—both southbound and northbound—is timetabled for approximately 1 hour and 55 minutes.

On average, the line maintains a speed near . Velocity varies significantly, ranging from less than in surface-level sections of Downtown Los Angeles to reaching speeds of on segments separated from street traffic.

Stations overview

Below is a list of A Line stations arranged from north to south, incorporating four upcoming stations:

... [stations continue as originally listed] ...

Station Name	Opening Date	Location (City/Neighborhood)	Key connections and remarks	Track Grade
Template:LAMs	September 19, 2025	Pomona	Park-and-ride facility with 300 spaces Template:Rint Connection to Metrolink service	At-grade level
Template:LAMs		La Verne	Park-and-ride lot offering 299 spaces
Template:LAMs		San Dimas	Park-and-ride area with 289 spaces available
Template:LAMs		Glendora	Park-and-ride accommodating 302 vehicles
Template:LAMs	March 5, 2016	Azusa	Park-and-ride with 200 spaces provided	At-grade alignment
Template:LAMs		Azusa	Park-and-ride facility featuring 521 spaces
Template:LAMs		Irwindale	Park-and-ride capacity of 350 spaces
Template:LAMs		Duarte	Parking lot with 125 spaces for park-and-ride users
Template:LAMs		Monrovia	Park-and-ride offering 350 parking spots
Template:LAMs		Arcadia	Parking facility with 300 park-and-ride spaces

Passenger usage statistics

Yearly ridership figures
Year	Total Ridership	%±
2009	25,735,979	—
2010	25,119,753	Template:Change
2011	26,053,645	Template:Change
2012	28,959,483	Template:Change
2013	28,185,745	Template:Change
2014	27,276,468	Template:Change
2015	24,457,253	Template:Change
2016	24,988,825	Template:Change
2017	22,383,828	Template:Change
2018	19,836,016	Template:Change
2019	Template:Formatnum :8905140	Template:Change
2020	Template:Formatnum :9290318	Template:Change
2021	Template:Formatnum :9099416	Template:Change
2022	Template:Formatnum :11350035	Template:Change
2023	Template:Formatnum :15819994	Template:Change
2024	Template:Formatnum :22335581	Template:Change

Long Beach Line

A significant portion of the original A Line route connecting Downtown Los Angeles to Long Beach traces the path of the former Pacific Electric's Long Beach Line, which ceased operations in 1961. This historic corridor featured a dedicated right of way between and stations, allowing for faster travel speeds between stops.

The line debuted as the Blue Line on July 14, 1990, operating from to . Shortly thereafter, in September 1990, the Long Beach Loop to was introduced, followed by the opening of the tunnel leading into in February 1991. The initial construction of this light rail segment amounted to US$877 million (adjusted for inflation).

By the late 1990s, the Blue Line had reached its maximum capacity. To address this, a US$11 million initiative was undertaken from 1999 to 2001 to extend 19 platforms to accommodate three-car trains. Although plans dating back to the 1980s proposed extending the Blue Line northward to Pasadena, these expansions were stalled due to funding restrictions imposed by the 1998 Proposition A, which limited local subway financing.

In 2019, Metro temporarily shut down the Blue Line in two stages for a comprehensive 10-month overhaul, during which bus shuttles were provided. The line reopened on November 2, 2019, under its new designation as the A Line. This modernization enhanced speed and dependability through upgrades to tracks, signaling, train control systems, and bridges.

Pasadena Blue Line

The stretch of the A Line north of , passing through the San Gabriel Valley, largely follows a right of way originally constructed by the Los Angeles and San Gabriel Valley Railroad in 1885 and subsequently acquired by the Atchison, Topeka and Santa Fe Railway as part of its Pasadena Subdivision. This corridor supported Amtrak service until 1994 when conversion efforts for light rail began. The initiative was initially called the "Pasadena Metro Blue Line."

Although plans existed to extend the Blue Line beyond 7th Street/Metro Center heading north, funding limitations prevented these extensions. Construction commenced in 1994 on a predominantly above-ground segment connecting Union Station to Pasadena as a separate project but was halted by 1998 due to Proposition A's restrictions. Later that year, legislation created an independent construction authority—now known as the Foothill Gold Line Construction Authority—to oversee project completion. Work resumed in 2000 and concluded three years later.

The line was renamed the Gold Line and officially opened between Union Station and Sierra Madre Villa station in East Pasadena on July 26, 2003.

Foothill Extension Phase 2A

In 2016, Phase 2A of the Foothill Extension extended the Gold Line eastward from Pasadena, covering the route between Sierra Madre Villa and stations in Azusa. Managed by the Foothill Gold Line Construction Authority, this extension incorporated six new stations serving Arcadia, Monrovia, Duarte, Irwindale, and Azusa. Groundbreaking took place on June 26, 2010; construction began in summer 2011 and was completed by September 2015. Service commenced on March 5, 2016.

As part of a system-wide rebranding effort in 2020, the Gold Line was renamed the L Line to align with Metro’s transition from color-based to letter-based line identifiers.

Regional Connector

The Regional Connector Transit Project introduced a light rail tunnel beneath Downtown Los Angeles that linked the A and E lines with the L Line. This connection minimized transfers and shortened travel times by merging the northern segment of the L Line (Union Station–Azusa) with the A Line, enabling uninterrupted service running from Long Beach to Azusa. The southern portion (Pico/Aliso–East LA) was integrated into the existing E Line (which runs from Downtown LA to Santa Monica), retaining its E Line designation but adopting the gold color previously associated with the L Line. Additionally, two new stations within downtown improved access.

Planning for this project began in 2004 and received approval in 2012; major construction started following a groundbreaking ceremony on September 30, 2014. To facilitate tunnel construction, the at-grade L Line Little Tokyo/Arts District station was demolished in 2020 and rebuilt as an underground station approximately south of its original location. Testing of trains from the A, E, and L Lines within the tunnel commenced on April 9, 2023; revenue service officially began on June 16, 2023.

Upon completion of this project, the L Line ceased to exist as a separate entity: its northern portion merged into the A Line (extending service between Long Beach and Azusa), while its eastern section became part of the E Line (connecting Santa Monica with East Los Angeles).

Foothill Extension Phase 2B

The initial portion of Phase 2B, stretching from APU/Citrus College station in Azusa to the Pomona North Metrolink station, is currently in the testing phase, with an anticipated launch date of September 19, 2025. This segment, similar to the original Gold Line to Pasadena and Phase 1 of the Foothill Extension, was developed by the Foothill Gold Line Construction Authority. The subsequent stage will extend the route by two additional stops, reaching Montclair Transcenter in San Bernardino County. Construction is expected to commence in spring 2025, aiming for completion by 2030.

Southeast Gateway Line

The Southeast Gateway Line is a proposed light rail corridor predominantly tracing the former West Santa Ana Branch, designed to connect Downtown Los Angeles with Artesia and other cities in southeastern Los Angeles County. This line will link the Gateway Cities area with the A Line at Slauson station. Construction is planned to start in 2025, with operations projected to begin around 2035, reflecting an estimated decade-long construction period.

Limitations on capacity

The A Line frequently runs at full capacity, leading to discussions about deploying four-car trains or increasing service frequency. However, extending certain station platforms poses significant challenges or is unfeasible, and the current train volume contributes to delays at level crossings. Since the Regional Connector opened, ridership has continued to rise, potentially exacerbating these capacity issues.

A critical constraint lies within the at-grade segment along Flower Street in Downtown Los Angeles, particularly at Pico Station and the wye junction at Flower and Washington. Pico Station serves both A and E lines and cannot be bypassed, restricting service levels due to platform capacity and the adjacent grade crossing on Pico Boulevard. The wye junction forces trains to cross a busy intersection and freeway onramp at-grade, where traffic incidents and congestion lead to cascading operational disruptions. Projects aimed at grade separation have been proposed to mitigate these problems.

Safety concerns at level crossings

Since 1990, more than 120 deaths and upwards of 800 accidents have taken place at A Line level crossings, ranking it among the most hazardous and collision-prone rail corridors in the United States.

A study conducted by Booz Allen Hamilton in 1998 identified high ridership—exceeding 70,000 daily passengers—as a major contributor to increased pedestrian activity near stations. Other contributing factors include dense population centers generating substantial pedestrian and vehicular traffic around tracks; diverse socio-economic demographics complicating safety outreach; driver frustration caused by slow traffic speeds leading to risky maneuvers; and shared track usage with freight trains on the fastest section between Washington and Willow stations, where trains travel up to .

In response to these safety concerns, Metro began installing four-quadrant gates during the early 2000s at crossings shared with freight rail between Willowbrook and Artesia stations to prevent motorists from circumventing lowered gates. By 2018, pedestrian safety enhancements were completed at 27 crossings along the A Line.

Operations

Within Metro Rail's internal scheduling system, the A Line is identified as line 801.

Because of the route's extensive length, train operators transfer between vehicles at Union Station. Personnel stationed at Division 24 in Monrovia handle train operations from APU/Citrus College to Union Station, while those assigned to Division 11 in Rancho Dominguez cover the segment between Long Beach and Union Station.

Maintenance facilities

Two primary maintenance and storage yards oversee the A Line's operations.

Division 11, situated at 4350 East 208th Street in North Long Beach, lies between and stations and accommodates up to 86 light rail cars. This facility supports comprehensive maintenance tasks, including heavy repairs and repainting. Trains enter this yard through a wye junction located on the southbound track.

Division 24, located just south of the I-210 freeway in Monrovia between and stations, also utilizes a wye junction for yard entry from westbound and southbound tracks. Additionally, there are track crossovers near the railroad crossings at California Avenue and Mountain Avenue.

Rolling stock

On weekdays, the A Line runs trains composed of three cars, while weekends see two-car configurations. The fleet currently includes three light rail vehicle models: Kinki Sharyo P3010, Siemens P2000, and AnsaldoBreda P2550. Throughout its history, the line has operated every model within Metro’s light rail collection.

At its inauguration in 1990 as the Blue Line, the fleet consisted of 54 Nippon Sharyo P865 vehicles (numbered 100–153), featuring a blue-striped design that paid homage to its Pacific Electric origins.

In 2000, Metro supplemented the fleet with 15 Nippon Sharyo P2020 units (154–168), originally from the Green Line. These vehicles resembled the P865 series but were newer and equipped for automatic train control.

By 2012, some Siemens P2000 cars were reassigned from the Gold Line to the Blue Line for use before undergoing refurbishment. As of 2023, these vehicles have been reintroduced on the A Line with a full deployment anticipated by late 2024.

The arrival of 78 Kinki Sharyo P3010 cars in 2017 marked the first fleet expansion since service began. This update enabled Metro to retire all remaining P865 and P2020 vehicles.

Starting in 2023, AnsaldoBreda P2550 units entered service on the A Line. Although these cars were initially tested on the Blue Line in 2009, they were first assigned to the Gold Line due to weight limitations.