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Foothill Extension

From Alfawiki
Foothill Gold Line Construction Authority
Company typeJoint powers agency
IndustryPublic transportation
Founded1999
Headquarters
Pasadena
,
United States
Area served
Los Angeles County, San Bernardino County
ProductsLight rail construction and management

The Foothill Extension—previously known as the Gold Line Foothill Extension—is a light rail expansion project of the A Line, which is part of the Los Angeles Metro Rail network. Originating from the former endpoint of the Gold Line at Sierra Madre Villa station in Pasadena, this extension travels eastward through the "Foothill Cities" within Los Angeles County. The initial segment, referred to as "Phase 2A," extended service to APU/Citrus College station in Azusa, and commenced operations on March 5, 2016. The first portion of "Phase 2B" further lengthens the A Line by four stops, reaching Pomona North station on the Metrolink San Bernardino Line in Pomona. This phase reinstates passenger rail service along a corridor originally constructed by the Los Angeles and San Gabriel Valley Railroad in 1887. Construction began in December 2017, with substantial completion achieved by January 3, 2025; pre-revenue testing is scheduled through August 2025, followed by station openings on September 19, 2025.

The latter segment of Phase 2B will extend service by adding two stations terminating at the Montclair Transcenter in San Bernardino County. Groundbreaking for this segment is anticipated in spring 2025, with an expected completion date around 2030.

Oversight and planning for this extension are conducted by the Foothill Gold Line Construction Authority, a joint powers agency governed by representatives from Los Angeles Metro, the San Bernardino County Transportation Authority (SBCTA), San Gabriel Valley Council of Governments (SVGCOG), and the municipalities of Los Angeles, South Pasadena, and Pasadena. The project’s objectives include enhancing transportation options within a heavily congested metropolitan region and stimulating economic growth by creating approximately 6,900 construction jobs while encouraging infill development and transit-oriented growth.

Following the June 16, 2023 inauguration of the Regional Connector, the northern branch of the former L/Gold Line corridor—running from Pasadena through Azusa to Pomona—was integrated into the A Line, enabling uninterrupted travel from Long Beach through Downtown Los Angeles and Pasadena to Azusa.

Route

Phases 2A and 2B of the Foothill Extension trace the path of the former Atchison, Topeka & Santa Fe Railway's Second Division line that serves the Foothill Cities situated south of the San Gabriel Mountains within northern portions of both the San Gabriel Valley and Pomona Valley. Beginning at what was once the terminus of the Gold Line at Sierra Madre Villa station in Pasadena, it stretches eastward to reach the Montclair Transcenter located in Montclair, within San Bernardino County. Along its course, this route runs parallel to key thoroughfares such as Interstate 210 (Foothill Freeway), Huntington Drive, and Foothill Boulevard.

Planning and Phase 2A

The Foothill Extension was conceptualized as "Phase 2" of the original Gold Line, divided into two distinct segments. "Phase 1" comprised the initial section between downtown Los Angeles and Pasadena. The Gold Line Construction Authority—now operating as Foothill Gold Line—managed Phase 1 starting in 1999 and continues to oversee Phase 2.

An initial draft environmental impact report (DEIR) completed in April 2006 examined the corridor extending from Sierra Madre Villa station to the Montclair Transcenter. The final environmental impact report (FEIR) considered two alternatives: a full build-out extending all the way to Montclair ("LRT Full Build") and a shorter extension terminating at Azusa ("LRT Build To Azusa," corresponding to Phase 2A). On February 28, 2007, the Construction Authority Board certified this FEIR and authorized proceeding with Phase 2A.

In October 2009, funding for Phase 2A construction and operation was approved when the Los Angeles Metro board incorporated the Foothill Extension into its long-range transit plan. Groundbreaking took place on June 26, 2010; construction commenced that summer and concluded in September 2015. Service officially began on March 5, 2016. Initially budgeted at $690 million—which covered construction costs, vehicle procurement, financing expenses, administrative overhead, and mitigation measures—the budget was adjusted upward by $45 million in March 2011 due to revised cost projections, bringing it to $735 million. Phase 2A covers a distance of , featuring stations at , , , , , and , along with a newly constructed Division 24 Maintenance and Storage Facility.

Phase 2B Extension to Montclair

Phase 2B continues the A Line eastward from the Phase 2A endpoint in Azusa to Montclair. The Foothill Gold Line Construction Authority approved the final Environmental Impact Report (EIR) in March 2013.

Stations Proposed

Covering a distance of , Phase 2B requires approximately 17.9 minutes for a full trip. The stretch between Azusa and Pomona measures , while the segment from Pomona to Montclair spans . This phase incorporates six new Metro stations: ; ; ; with a connection to Metrolink’s San Bernardino Line; also linked to Metrolink; and providing transfers to both Metrolink and Foothill Transit’s Silver Streak service. Forecasts estimate ridership at 17,800 by the year 2035.

Project Status

Initial planning efforts began in 2003, with significant milestones reached by 2013 following certification of the final EIR. In June 2017, LA Metro allocated $1.4 billion for extending the A Line from Pasadena to Claremont (). Officials from San Bernardino County pushed for an additional extension of approximately to Montclair Transcenter, a logical terminus point, adding $70 million in project costs.

Construction is segmented into two phases: completed freight track relocation and ongoing light rail infrastructure work. Full project completion targeted 2028, contingent upon securing funding by October 2021. However, delays emerged when state funding for the Pomona-to-Montclair portion was not received by September 2021, putting the planned 3.2-mile extension at risk of cancellation. The Foothill Gold Line Authority continued efforts to obtain necessary financing.

On July 8, 2024, Governor Gavin Newsom and CalSTA announced initial funding secured through California Senate Bill 125 (SB125). Metro dedicated $798 million of SB125 funds toward the Los Angeles County section of Pomona to Montclair, supplemented by nearly $500 million from CalSTA’s Transit and Intercity Rail Capital Program (TIRCP). Subsequently, on July 11, 2024, the Foothill Gold Line board awarded the construction contract to Kiewit Corporation, with ground-breaking slated for spring 2025 and completion targeted for 2030.

By October 31, 2024, Metro transferred the entire $798 million allocation to Foothill Gold Line. Additionally, the San Bernardino County Transportation Authority committed $80 million toward its roughly segment within county limits, aligning with an overall project budget estimated at $878 million. However, on March 26, 2025, Foothill Gold Line terminated its contract with Kiewit after bids significantly exceeded budget projections by hundreds of millions.

Construction Progress

The ceremonial groundbreaking for Phase 2B took place on December 2, 2017, at Citrus College, with initial cost estimates around $1.5 billion. Completion including Montclair Transcenter was anticipated by early 2026. Major construction operations commenced on July 10, 2020, concentrating on four stations between Azusa and Pomona. Early efforts involved rebuilding 28 at-grade crossings and relocating utilities—beginning with Gladstone Street in San Dimas. Nearly all crossing reconstructions were finalized by late 2022 and fully completed by June 2023.

Work on freight and light rail bridges spanning channels and washes started in 2021 to accommodate both freight trains and the A Line (formerly L Line). These bridges were constructed first since they did not interfere with traffic flow. The California Public Utilities Commission (CPUC) mandated grade separations at crossings including Foothill Blvd, Route 66, Lone Hill Blvd, and Bonita/Cataract Ave. These featured flyover bridges enhanced with local citrus-themed aesthetics and artwork. Completion of all bridge components occurred by June 2023.

A significant undertaking involved shifting the freight track alignment from the corridor center to the north side (and south side west of Lone Hill Blvd), finalized by October 2022 to clear space for light rail expansion. Following this relocation, crews installed overhead catenary systems, signaling infrastructure, and light rail tracks. On June 24, 2023, placement of the final rail clip marked substantial conclusion of track installation between Glendora and Pomona.

The extension reaching Pomona achieved substantial completion on January 3, 2025. Ownership was transferred to Metro which is conducting pre-revenue testing through August of that year. The extension is planned to commence service on September 19, 2025.

Proposed Extension to Ontario International Airport

Interest has been expressed in prolonging the Gold Line (currently the A Line) from Montclair Transcenter in Montclair to reach Ontario International Airport, although no active plans are underway at this time.

City of Ontario

Back in 2006, the city of Ontario became a member of the Foothill Gold Line Construction Authority and actively supported extending the rail line to Ontario International Airport. On March 9, 2009, the city formally adopted a resolution endorsing this extension.

Studies

In 2008, KOA Corporation was commissioned by the Foothill Gold Line Construction Authority to conduct a feasibility study on the so-called "Phase 2C" extension. This study confirmed the project's feasibility and presented multiple alignment options spanning from to , with up to four additional stations proposed.

By November 2014, the San Bernardino Associated Governments (SANBAG), which later became the San Bernardino County Transportation Authority (SBCTA), analyzed six different strategies to enhance transit access to Ontario International Airport. Among these, "Alternative D-1" suggested extending the Gold Line from Montclair Transcenter along the San Bernardino Line corridor to Cucamonga Creek, then proceeding along that path to terminate at the airport.

In October 2018, a collaborative transit and rail corridor planning study was undertaken by the Southern California Association of Governments (SCAG), SBCTA, and Los Angeles Metro. This study focused on linking eastern San Gabriel Valley with western San Bernardino Valley and included two Light Rail Transit (LRT) options for extending the Gold Line to Ontario International Airport: one following Indian Hill Boulevard and Holt Boulevard ("Arterial Option") and another tracing Cucamonga Creek consistent with Alternative D-1 from 2014.

Legislative Attempts

In January 2020, Assemblyman Chris Holden (D-Pasadena) introduced Assembly Bill AB 2011 proposing the establishment of a West San Bernardino County Rail Construction Authority tasked with extending rail service from Montclair to Ontario International Airport. This initiative was supported by State Senator Anthony Portantino (D-La Cañada Flintridge), who in February 2020 introduced SB 1390 aiming to transfer taxpayer funds and property to a state construction authority to facilitate the project.

During the SBCTA board meeting on March 7, 2020, board members opposed both legislative measures, reaffirming their exclusive jurisdiction over mass transit initiatives within San Bernardino County. Despite this opposition, the Foothill Gold Line Construction Authority backed the bills. Ultimately, neither bill was enacted; on May 18, 2020, after Assemblyman Holden withdrew his support, SBCTA terminated negotiations on a memorandum of understanding, effectively ending these legislative pursuits.

Proposed Alternative

As a more budget-conscious alternative to the $1–1.5 billion rail extension,[1] SBCTA together with Ontario International Airport is advancing plans for an autonomous, zero-emission vehicle tunnel connecting Metrolink’s Rancho Cucamonga station directly to the airport.

Initially, The Boring Company proposed constructing a single 2.8-mile tunnel similar in design to its Las Vegas project at an estimated cost of $60 million.[1] However, after declining to submit a revised proposal, the company withdrew from the project.

Following this, SBCTA proceeded with plans involving two tunnels each approximately 4.2 miles long at an estimated cost near $492 million.[2] The authority selected HNTB as the contractor responsible for design, construction, and ongoing maintenance.[3]

External links

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