Sepulveda Transit Corridor

Sepulveda Transit Corridor

Company type	Public transit project
Industry	Public transportation
Headquarters	Los Angeles , United States
Area served	Los Angeles, California
Products	Rapid transit service (planned)
Owner	Los Angeles Metro
Website	www.metro.net/projects/sepulveda/

The Sepulveda Transit Corridor represents a planned transit initiative in Los Angeles, California, structured in two distinct phases. The initial phase focuses on establishing a connection between the San Fernando Valley and the Los Angeles Basin by traversing the Sepulveda Pass. The second phase plans to extend this link further southward to connect with Los Angeles International Airport. This corridor is designed to reduce the heavy congestion experienced on the I-405 freeway and offer a rapid public transportation alternative along this vital north–south axis. Proposed transit modes include either a heavy rail rapid transit subway or a monorail system, which would connect the G Line in the Valley with the D Line and E Line on the Westside, as well as the K Line near LAX. As of December 2024, the project remains under environmental review, with construction funding anticipated from local Measure M revenues alongside federal grants. The first phase is expected to become operational between 2033 and 2035.

Current traffic situation

Running parallel to the I-405 freeway through Sepulveda Pass, this corridor connects US 101 in the San Fernando Valley to I-10 on Los Angeles’ Westside. The I-405 is recognized as the busiest highway corridor in the United States, accommodating approximately 379,000 vehicles each day. Despite a $1.6 billion expansion completed in 2014, congestion relief has been minimal.

At present, LA Metro operates bus Route 761 along Sepulveda Boulevard, serving as a link between Expo/Sepulveda station (E Line) and Van Nuys station (G Line and Amtrak/Metrolink), with its terminus at Sylmar/San Fernando station. The journey between the E and G Lines on this route takes roughly one hour. Nighttime service is provided by Route 233.

For phase two, Culver CityBus lines 6 and Rapid 6 run along Sepulveda Boulevard from UCLA Gateway Plaza to Aviation/Imperial station (C Line). These routes intersect with Metro’s Route 761 at both Westwood Village and Expo/Sepulveda stations. While these buses offer indirect access to LAX via shuttle transfers, they were rerouted in 2025 to serve the LAX/Metro Transit Center, which features bus bays and direct terminal access through the LAX Automated People Mover. Within Los Angeles city limits, Rapid 6 benefits from traffic signal priority, facilitating scheduled trips lasting approximately 54 minutes with service intervals of 15 minutes; line 6 completes its route in about 64 minutes under typical traffic conditions.

Currently, traveling from Aviation/Imperial station to Van Nuys G Line station via existing bus services takes over two hours when including transfers. Upon completion of both phases, travel time is projected to decrease significantly to around 45 minutes.

History

The Sepulveda Pass transit line has been a longstanding priority within Los Angeles’ transportation planning efforts. In 1980, Proposition A was approved, instituting a half-cent sales tax across Los Angeles County dedicated to funding a regional transit network that included the Sepulveda Pass line among its proposed projects.

Los Angeles Metro has earmarked $10 billion for construction activities scheduled to commence in 2026. The Measure M transportation funding initiative outlines a three-step approach: initially introducing express bus lanes by 2028; subsequently establishing a transit connection between the G Line’s Van Nuys Station and the D Line Extension’s Wilshire/Westwood Station by 2035; and finally extending service to LAX targeted for completion by 2059. In April 2017, Metro released a request for proposal seeking studies of alternative options; several firms proposed accelerating progress through public-private partnerships. The timeline could be expedited under the Twenty-eight by '28 program.

Initial route and mode proposals

In June 2018, Metro introduced six preliminary rail concepts linking the G Line (at , , or both) with the E Line (at or ), the ongoing D Line Extension, and the proposed East San Fernando Valley Light Rail Transit Project. The concepts included:

• A dedicated heavy rail transit (HRT) route, primarily subterranean with potential elevated segments.
• An extension of the East San Fernando Valley Light Rail Project, mostly underground with a possible elevated branch.
• A monorail or rubber-tired metro system, underground on the Westside and elevated or at surface level along the 405 corridor.
• An extension of the heavy rail D Line incorporating a wye junction to enable direct travel between the Valley, E Line, and downtown, predominantly underground with some elevated sections.

By January 2019, Metro narrowed the options to four: three heavy rail alignments and one monorail route running below ground on the Westside and elevated along Sepulveda Boulevard and the 405 freeway, ending at Van Nuys Metrolink station.

Community input in July 2019 prompted inclusion of a Santa Monica Boulevard station in revised plans, which also forecasted increased expenses and ridership levels.

A feasibility study conducted in November 2019 validated these proposals but highlighted further investigation requirements such as relocating infrastructure around a critical nine-foot-wide DWP water main ("Sepulveda Feeder"), determining station siting, tunnel engineering, passenger transfers, cost evaluations, and seismic considerations near Santa Monica Boulevard. Subsequently, Metro commenced the NEPA and CEQA scoping procedures.

Two teams were chosen for pre-development efforts: BYD LA's SkyRail Express for monorail concepts and Bechtel for heavy rail designs. By December 2021, six alternatives progressed—three heavy rail variants and three monorail options (one incorporating an automated people mover serving UCLA).

Project status summary

As of December 2024, Metro is undertaking environmental reviews for phase one traversing Sepulveda Pass. This process includes preparing an environmental impact report (EIR) pursuant to the California Environmental Quality Act (CEQA) alongside an environmental impact statement (EIS) under the National Environmental Policy Act (NEPA). The Draft EIR will evaluate multiple rail transit modes, alignments, and station placements for the Sepulveda Transit Corridor Project. Following public commentary, Metro staff will propose a locally preferred alternative (LPA) to the board. Once an LPA is selected, final EIR and EIS documents will conclude the review phase. Subsequent stages encompass detailed engineering design and construction activities, aiming for revenue operation between 2033 and 2035, dependent on timely environmental clearance and funding availability.

Evaluated project alternatives

By December 2024, LA Metro is reviewing five alternatives connecting the San Fernando Valley with Los Angeles Basin via Sepulveda Pass, developed collaboratively with private sector partners. Alternatives 1 and 3 suggest a monorail system predominantly following the I-405 freeway corridor, led by LA SkyRail Express (LASRE). Alternatives 4 and 5 propose automated heavy rail featuring a new tunnel beneath Bel Air, developed by Sepulveda Transit Corridor Partners (STCP). Alternative 6 involves driver-operated heavy rail comparable to current B- and D-Line services. A no-build scenario is also analyzed in compliance with CEQA guidelines. Alternative 2 was removed from consideration in July 2024.

Project development timeline

In March 2021, Los Angeles Metro awarded contracts to two competing consortia to explore different transit mode options for the project. The group Sepulveda Corridor Transit Partners (SCTP), led by construction giant Bechtel alongside collaborators such as Stadler Rail, Siemens Mobility, Systra, T.Y. Lin, and RATP Dev, proposed an automated heavy rail system. Meanwhile, the rival consortium LA SkyRail Express (LASRE), headed by British investment firm John Laing plc with partners including BYD, Skanska, and Keolis, put forward a monorail concept.

By April 2021, Metro advanced five potential alignments into further study, incorporating three from the public-private partnership proposals. Bechtel maintained its initial heavy rail alignment, whereas BYD introduced two new monorail configurations differing from earlier submissions.

In November 2021, the CEQA notice presented six refined rail alternatives: three monorail and three heavy rail options. The first two monorail proposals omitted a direct UCLA station, opting instead for connecting transit services. These alternatives ranged from elevated monorail lines along the I-405 corridor to entirely subterranean heavy rail routes along Sepulveda Boulevard or Van Nuys Boulevard. Projected ridership varied widely among these options:

Alternatives detailed in November 2021 CEQA notice
DEIR Alternative	Description	Ridership (daily)
Alternative-1: MRT with Elevated I-405 route	Monorail running from Van Nuys Metrolink station southward along Sepulveda Blvd featuring eight elevated stations, including connections near UCLA and ending at Expo/Sepulveda station. Estimated travel time: 19 minutes.	64,798
Alternative-2: MRT with Elevated I-405 route	Similar to Alternative-1 but with all eight elevated stations positioned along I-405; includes bus links to UCLA. Estimated travel time: 19 minutes.	69,985
Alternative-3: MRT with I-405 tunnel segment	Monorail incorporating a 3.3-mile tunnel section including a UCLA stop; total of nine stations with elevated segments south of Wilshire Blvd. Estimated travel time: 19 minutes.	86,013
Alternative-4: Heavy Rail Transit Sepulveda Blvd route	Heavy rail line featuring aerial sections in the San Fernando Valley and underground portions on the Westside; includes UCLA station and direct transfers to D and E Lines. Estimated travel time: 14 minutes.	120,546
Alternative-5: Heavy Rail Transit Sepulveda Blvd route	Similar to Alternative-4 but entirely underground except for the northern terminus at Van Nuys Metrolink station; seven stations total. Estimated travel time: 14 minutes.	121,624
Alternative-6: Fully Underground Heavy Rail Van Nuys Blvd route	Entirely subterranean heavy rail from Van Nuys Metrolink station south to Expo/Bundy station; seven stations including UCLA and Wilshire/Westwood D Line connections. Estimated travel time: 14 minutes.	107,096

In October 2023, Metro published ridership projections showing that heavy rail alternatives (4–6) outperformed monorail options (1–3) by between 21,000 and 57,000 daily riders. Additionally, these heavy rail choices offered travel durations that were 8 to 14 minutes shorter and provided superior connectivity to LA Metro lines such as the D and E.

On July 3, 2024, following LASRE's request and public consultation, Metro officially removed Alternative 2 from consideration. Preliminary cost analyses released in May 2025 ahead of the draft environmental impact report (DEIR) estimated expenses as follows: Alternative 1 (aerial monorail) at $15.4 billion; Alternative 3 (partially tunneled monorail) at $20.8 billion; Alternative 4 (partially elevated heavy rail) at $20 billion; Alternative 5 (fully tunneled heavy rail) at $24.2 billion; and Alternative 6 (driver-operated fully tunneled heavy rail) at $24.4 billion—all figures including a federally mandated contingency of 40%.

On June 3, 2025, Metro released the draft environmental impact report covering these project alternatives.

Alternative station options

The following table presents various metro station candidates alongside their relevant alternatives:

Station Choices	Alt. 1 MRT	Alt. 2 MRT	Alt. 3 MRT	Alt. 4/5 HRT	Alt. 6 HRT	Connecting rail lines	Neighborhood
Van Nuys Metrolink	checkY	checkY	checkY	checkY	checkY	Template:Rint Amtrak: Pacific Surfliner & Coast Starlight Template:Rint Metrolink: Template:Rint Planned East San Fernando Valley Light Rail Transit Project stop	Van Nuys
Sherman/I-405	checkY	checkY	checkY	-	-		Van Nuys
Sherman/Sepulveda	-	-	-	checkY	-		Van Nuys
G Line/Sepulveda	-	-	-	checkY	-	Template:LACMTA icon	Van Nuys
Van Nuys Metro	-	-	-	-	checkY	Template:LACMTA icon Designated future southern terminus of East San Fernando Valley Light Rail Transit Project	Van Nuys
G Line/I-405	checkY	checkY	checkY	-	-	Template:LACMTA icon	Van Nuys
(US) 101/I-405	checkY	checkY	checkY	-	-		Sherman Oaks

• Note:* The table continues in a similar pattern for additional stations.

Maintenance and Storage Facility Locations

Three potential sites for Maintenance and Storage Facilities have been proposed:

• Monorail MSF located above the Metro G Line Sepulveda Station parking area, designated for MRT Alternatives 1, 2, and 3
• Van Nuys near Arminta for HRT Alternative 6
• Woodman at the Van Nuys Metrolink Station for HRT Alternatives 4 and 5

Controversy and public sentiment

The initiative has ignited discussions centered on two potential transit options: an elevated monorail running alongside I-405 or a subterranean heavy rail tunnel beneath Bel Air.

Among the advocates for the heavy rail alternative is UCLA, which would gain direct station access on campus under every heavy rail proposal.

A public engagement period conducted by Metro from November 2021 through February 2022 revealed overwhelming support, with 93% favoring heavy rail compared to just 7% endorsing the monorail. The heavy rail was preferred due to superior transfer capabilities, reduced travel durations, and its alignment with the existing Los Angeles Metro Rail network. Another survey by Metro in July–August 2022 indicated 71% backing for the underground heavy rail option, highlighting benefits such as quicker trips and minimized surface-level disturbances.

State Assemblymember Laura Friedman, who chairs the California State Assembly Transportation Committee, expressed strong support for heavy rail, stressing the importance of a dedicated UCLA station and a design focused on riders' needs.

Resistance to the heavy rail plan primarily stems from affluent residents of Bel Air, spearheaded by former Ticketmaster CEO Fred Rosen and the advocacy group Keep Bel Air Beautiful. Jamie Meyer, leader of the Bel Air Association, condemned the subway project as "exorbitantly costly and potentially hazardous." Local Congressman Brad Sherman, instrumental in obtaining federal funds, conveyed constituents’ apprehensions to Metro but refrained from endorsing either option until environmental assessments are complete. Critics raise concerns about noise pollution, construction-related traffic interruptions, operational vibrations, and financial burdens due to high initial expenses coupled with Metro’s history of budget overruns. They have threatened legal action, which proponents argue could increase expenses and cause delays but is unlikely to prevail.

Preliminary alternatives evaluation

Initial designs for phase two extending from the E Line to the then-planned K Line were unveiled in 2019, outlining connections to the forthcoming LAX Automated People Mover. Metro is currently finalizing the Phase One Draft Environmental Impact Report (DEIR), which examines alignments influencing phase two’s northern segment; its publication is anticipated by spring 2025. Upon DEIR completion, Metro will identify a Locally Preferred Alternative (LPA), pending approval by the Metro Board.

Phase two presents two principal transit modes. Five route options originate at either Expo/Bundy station or Expo/Sepulveda station, contingent on phase one’s endpoint, all culminating at the LAX/Metro Transit Center. This terminal will integrate with the C Line, K Line, and LAX Automated People Mover.

Potential corridors include Sepulveda Boulevard, Overland Avenue, Centinela Avenue, and I-405, featuring possible stops at Venice Boulevard, Culver City Transit Center, Howard Hughes Center, and Sepulveda at Manchester Boulevard. The Sepulveda Boulevard alignment would utilize below-grade heavy rail, whereas the I-405 path might combine elevated and subterranean segments of either heavy rail or monorail technology.

In response to public input in July 2019, Metro incorporated a Santa Monica Boulevard stop and introduced a fifth alternative extending the east/west Purple Line Extension terminus southward toward LAX. This option facilitates a direct heavy rail journey from LAX to Downtown Los Angeles via Centinela Avenue without transfers.

The north-to-south routing alternatives connecting the E Line to LAX are as follows:

DEIR Alternative	Description	Ridership (daily)
Alternative 1: HRT or MRT I-405 route	Heavy rail transit (HRT) proceeding south from Expo/Sepulveda station along the I-405 median with an aerial stop at Venice Blvd/I-405; continues underground with stations at Centinela/Sepulveda and Manchester/Sepulveda near LAX; terminates at LAX/Metro Transit Center. Estimated travel time: 38 minutes.	MRT: 173,000 HRT: 228,000
Alternative 2: Centinela route	HRT running underground from either Expo/Bundy station or Expo/Sepulveda station with stops at Venice/Centinela, Culver/Centinela, Jefferson/Centinela, Manchester/Sepulveda; ending at LAX/Metro Transit Center. Travel duration: 31 minutes.	229,000
Alternative 3: HRT Sepulveda route	Underground HRT beginning at Expo/Sepulveda station following Sepulveda Boulevard with stops at Venice/Sepulveda, Jefferson/Sepulveda, Manchester/Sepulveda near LAX; terminates at LAX/Metro Transit Center. Ride time: 30 minutes.	236,000
Alternative 4: HRT Overland route	Underground HRT departing from Expo/Sepulveda station toward Overland Avenue. Stations include Overland/Venice Blvd., Overland/Jefferson Blvd., Jefferson/Sepulveda, Manchester/Sepulveda near LAX; concludes at LAX/Metro Transit Center. Duration: 31 minutes.	233,000
Alternative 5: D Line Extension routes	Extension of HRT southward from the under-construction D Line terminus (Westwood/VA Hospital station or Westwood/UCLA station) including a Santa Monica Boulevard stop; follows an underground Centinela Avenue route; ends at LAX/Metro Transit Center. Estimated trip time: 31 minutes.	275,000

Alternative options

The following table outlines possible metro stations along with their respective alternative configurations:

Station Choices	Option 1	Option 2	Option 3	Option 4	Option 5	Connecting Rail Lines	Neighborhood
Westwood/UCLA or Westwood/VA Hospital (Currently Under Construction as HRT)	-	-	-	-	checkY	Template:LACMTA icon (NET 2027)	Westwood
Expo/Bundy or Expo/Sepulveda (Existing LRT Infrastructure)	checkY	checkY	checkY	checkY	checkY	Template:LACMTA icon	West Los Angeles
Venice/I-405	checkY	-	-	-	-		Mar Vista/Westdale
Venice/Centinela	-	checkY	-	-	checkY		Mar Vista
Venice/Sepulveda	-	-	checkY	-	-		Mar Vista/Westdale
Venice/Overland	-	-	-	checkY	-		Washington Culver
Jefferson/Overland	-	-	-	checkY	-		Studio Village
Culver/Centinela	-	checkY	-	-	checkY		Del Rey/Culver West

Alternative 5 in the Westside-LAX segment of the Sepulveda Transit Corridor proposes extending the Purple Line subway southward along Centinela Avenue, aligning with other concepts centered on Centinela Avenue (Option 2). This configuration provides a direct journey from the LAX Automated People Mover to Downtown Los Angeles, although travelers originating from the San Fernando Valley will need to transfer at Westwood/UCLA station to proceed further south.

Construction for the second phase of the Sepulveda Transit Corridor Project is anticipated to commence in 2048.

Advocacy

Supporters of transit improvements have suggested merging the East San Fernando Valley Light Rail Transit Project with the Sepulveda Transit Corridor Project into a unified study. This combined effort would aim to link Sylmar, Van Nuys, the G Line, Sherman Oaks, UCLA, and the planned Westwood/UCLA station on the D Line. However, Metro’s analyses have rejected the light rail merger, emphasizing that heavy rail transit delivers quicker travel times and accommodates more passengers per train. Proposals also include potential future expansions extending southward to the E Line, LAX, the South Bay, or beyond. Metro has put forward alternative routes along Centinela Avenue toward LAX or via Sepulveda Boulevard, yet no funding has been designated for further study of these options.

Phase 1 is incorporated within Metro's Twenty-eight by '28 program, which aims to complete key projects before the 2028 Summer Olympics. To expedite project timelines, Metro is investigating opportunities for public/private partnerships.

External links

• Sepulveda Transit Corridor Project