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Frequently Asked Questions

Metro broke ground in November 2015 on the first section of the long-awaited extension of the Purple Line subway to the Westside of Los Angeles. The full nine-mile project will bring fast, reliable mass transit to some of LA’s busiest destinations including Miracle Mile, Beverly Hills, Century City and Westwood.

This set of Frequently Asked Questions (FAQs) provides an overview of the project including the work that will occur to prepare for construction and during construction. The FAQs will continue to be updated as the project proceeds.

Subjects discussed in these FAQs include:

Project Overview

1. What is the approved Purple Line Extension project?

The approved project is extending the Metro Purple Line subway nine miles west from the current terminus at Wilshire/Western and adding seven new stations. Construction for the first section of the project began in 2015 and is anticipated to be completed in 2023. It will add stations at Wilshire/La Brea, Wilshire/Fairfax, Wilshire/La Cienega. Construction for the Wilshire/Rodeo station and the Century City/Constellation station, the second section of the project, began in 2018 and is anticipated to be completed in 2025.  The full project includes additional stations at Westwood/UCLA and Westwood/VA Hospital. Please refer to question 4 for more information on each of the sections and their timing.

2. Has the project been fully approved?

In April and May 2012, the Metro Board of Directors approved the project and certified its Final Environmental Impact Statement/Report (FEIS/FEIR). The Federal Transit Administration (FTA) then issued a Record of Decision for the project signifying the end of the federal environmental review process. In 2016, FTA together with Metro, began a targeted supplemental environmental evaluation. A Supplemental EIS and amended Record of Decision was released in November 2017.  These combined actions signify the conclusion of all environmental reviews and approvals required for the project to proceed.

Approved Purple Line Extension Project

Purple Line Extension map

3. What was the process that led to these approvals?

Extensive and thorough planning, analysis and environmental review for the Purple Line Extension occurred from 2007 to 2012 in accordance with both state and federal environmental analysis guidelines. This incorporated in-depth analysis of the project evaluating numerous alternatives, and extensive community outreach. This work is thoroughly documented in the Alternatives Analysis (AA) Study , Draft Environmental Impact Statement/Environmental Impact Report (Draft EIS/EIR) and Final EIS/EIR . The Metro Board of Directors was provided with regular updates and made decisions at key milestones throughout this process. In 2016, FTA and Metro commenced the Supplemental Environmental Impact Statement (SEIS) . The final SEIS was released in November 2017.

Key Dates

  • Fall 2007: Metro begins Alternatives Analysis (AA)
  • January 2009: Metro Board of Directors approves the AA Study and directs staff to further evaluate various heavy-rail subway alignments in the Draft EIS/EIR .
  • October 2010: Metro Board of Directors approves the Draft EIS/EIR and selects the Locally Preferred Alternative (LPA) for further analysis in the Final EIS/EIR .
  • April 2012: Metro Board of Directors certifies the Final EIS/EIR and approves the route and stations locations for the first section of the project to Wilshire/La Cienega.
  • May 2012: Metro Board of Directors approves the route and station locations for the remaining portion of the project to the terminus at Westwood/VA Hospital.
  • August 2012: The Federal Transit Administration (FTA) issues a Record of Decision for the project.
  • November 2017: FTA releases the SEIS and amended Record of Decision.

Please go to the Reports and Info section of the project website, to view information that was produced as a part of these studies including reports to the Metro Board of Directors, additional technical reports, fact sheets, and meeting presentations.

4. What is included in each of the sections of the Purple Line Extension and when will they be completed?

Current funding streams allow the project to be built in three phases, or sections, with the initial phase to Wilshire/La Cienega planned to open in 2023. Under the three-phase scenario, the Metro Board approved Life of Project (LOP) budget, including finance costs, is $9.5 billion based on the schedule shown below.

Project Schedule

Section 1 Section 2 Section 3
Length 3.92 Miles 2.59 Miles 2.56 Miles
New Stations

Wilshire/La Brea
Wilshire/Fairfax Wilshire/La Cienega

Century City/Constellation

Westwood/UCLA Westwood/VA Hospital

Pre-Construction Activities

2014-2015 2016-2018 2018-2019
Construction 2015-2023 2018-2025 2019-2027
Operations 2023 2025 2027

5. Will the lawsuits filed by the City of Beverly Hills and the Beverly Hills Unified School District impact the schedule for completion of the subway?

Metro does not anticipate that the current lawsuits will have any effect on the schedule for Section 1 of the Purple Line Extension or the subsequent sections.

6. Is Metro able to do any work in Section 3 of the Purple Line Extension to prepare for eventual construction in that area?

In April 2018, Metro started pre-construction activities for Section 3. Pre-construction consists of advance utility relocation prior to station construction and supporting activities such as installing traffic control devices, median removal, excavation and shoring, placement of temporary trench plates, utility construction and surface restoration.

7.  Does the Early Project Delivery (EPD) Plan adopted by the Metro Board of Directors allow construction of Sections 2 or 3 of the Purple Line Extension to be completed sooner than the schedule indicated in the response to Question 4?

The funding provided by the passage of Measure M in 2016 provided for significant acceleration of the Purple Line Extension, allowing the full project to the VA Hospital to be completed nearly a decade sooner.


Cost & Funding

8. What will the project cost and how is it funded?

The Life of Project (LOP) Budget for the entire Purple Line Extension Project, excluding finance charges, is $8.4 billion. Including finance charges, the LOP budget for the entire Purple Line Extension Project is expected to be around $9.3 billion. The entire Purple Line Extension project is based on a three-phase schedule, which is expected to include $5.2 billion in federal grants and loans. County sales tax proceeds from voter-approved Measure R and Measure M are providing critically needed local funding to match the federal contributions and accelerate construction work.

9. What is the status of federal funding for the Purple Line Extension?

In May 2014, Metro secured a Full Funding Grant Agreement (FFGA) for the first section of the Purple Line Extension from the Federal Transit Administration (FTA). In January 2017, Metro secured another FFGA for $1.6 billion from the FTA for the second section of the project. In March 2020, Metro secured the last FFGA of $1.3 billion from the FTA to build the third section of the project.

10. What is Measure R and Measure M?

Measure R and Measure M is the half-cent sales taxes that were approved by Los Angeles County voters in 2008 and 2016, respectively. The funds are being collected for designated transportation purposes including several new transit and highway projects around the County, as well as bus and rail operations. Measures R and M also provide funding to cities in Los Angeles County for transportation purposes.

The Purple Line Extension is one of the transit projects specifically included in Measure R and Measure M.


Ridership & Travel Time

11. How many people will ride the Purple Line Extension?

Based on the analysis conducted during the Final EIS/EIR , the Purple Line Extension to the Westwood/VA Hospital station will generate about 49,300 daily weekday boardings at the seven new stations. Using a different measure, there will be about 78,000 new daily trips on the full Metro Rail System as a result of opening this line.

12. How often will the trains run?

During peak periods, trains are expected to run every four minutes. During off-peak periods, they are expected to run every 10 minutes.

13. How long will it take to travel to the Westside on the subway from various destinations around LA County?

It is projected to take about 25 minutes to travel between downtown Los Angeles and Westwood on the subway. See the chart below for travel times from other areas around the County.

Travel between Westwood and downtown Los Angeles will take 25 minutes when the Purple Line Extension is completed. This chart also shows travel times between Westwood and other areas of Los Angeles County.



14. Where will the stations and station entrances be located?

The full nine-mile extension of the Purple Line includes seven new stations. Each is shown below along with the entrance location(s). Metro will fund one full entrance at six of the seven stations. Metro will fund two full entrances at the Westwood/UCLA station due to the high number of boardings anticipated there. A full entrance contains two escalators, two elevators and stairs.


Approved Metro-Funded Entrance Location(s)

Wilshire/La Brea

Northwest corner of Wilshire/La Brea


Southeast corner of Wilshire/Orange Grove

Wilshire/La Cienega

Northeast corner of Wilshire/La Cienega


Southwest corner of Wilshire/Reeves

Century City

Northeast corner of Avenue of the Stars and Constellation


One entrance on UCLA Lot 36 near northwest corner of Wilshire/Gayley; and, One split entrance on northwest and southwest corners of Wilshire/ Westwood Blvd.

Westwood/VA Hospital

Southeast corner Wilshire/Bonsall

15. Could there be additional entrances added to the stations? How could that happen?

All the stations are being designed to provide for additional entrances either at the time of initial construction or at a later date. New entrances could be included if additional funding can be secured. At two locations so far, adjacent property owners have expressed interest in working with Metro to provide and fund additional entrances. They are:

Wilshire/Fairfax : The Los Angeles County Museum of Art (LACMA) has indicated an interest in providing a station entrance on the north side of Wilshire directly across from the one planned for the northeast corner of Wilshire and Orange Grove.

Century City/Constellation : Westfield has indicated an interest in providing a station entrance with a direct connection to their Century City Shopping Center on the north side of Constellation about midway between Avenue of the Stars and Century Park West.

16. How big are the stations?

Each station is essentially like a multi-story underground building on its side. The station boxes are approximately 800-1,000 feet long and 70 feet wide. Every station will incorporate a lower-level platform that is 450 feet long where passengers will board the train, and an upper-level concourse for ticketing. Other space is needed to accommodate various station equipment rooms for power, ventilation, and communications. Station boxes are longer where cross-over tracks are required.  See our Station Fact Sheet and our Construction Fact Sheet for more information.

17. What will the stations look like?

Metro’s new stations will be designed and built based on the latest knowledge about building transit systems around the world, and from recent local experience. Metro is working to design stations that are user-friendly, easily recognized as part of the Metro system, efficient, durable, have world-class architectural quality, and perform well. The mission and goals of this effort are to:

  • Improve the convenience of Metro’s rail system through station designs that are more user-friendly;
  • Improve the maintainability of the stations by employing a toolkit of more standardized design elements and materials; and,
  • Raise the bar of station design to keep pace with other world-class systems.

18. Will there be art at the stations?

Metro commissions artists to create engaging and thought-provoking artworks to make the transit journey more inviting and pleasurable. Public art is incorporated into all Metro stations, weaving a multi-layered tapestry that mirrors Los Angeles County’s rich contemporary and popular cultures. As station design advances, Metro will identify artwork locations and orchestrate artist selection. Artists are selected through a peer review process, with community input. All artworks are created especially for their transit-related sites.

The goal of the art program is to:

  • Provide a world class art program that enriches the Metro transit environment;
  • Transform and enhance the customer’s journey;
  • Strengthen Metro’s ties with the communities it serves and add to their artistic vibrancy;
  • Champion contemporary artworks by established and emerging artists created specifically for these transit sites; and, Create artworks that are safe, durable and easily maintainable to ensure their permanence as cultural landmarks.


Before Construction Begins

19. What are the next steps in the process before construction begins?

Construction for the first section of the project is scheduled to begin in 2015. Until then, various pre-construction activities will occur. These include:

  • Full Funding Grant Agreement (FFGA): Metro receives a commitment for Federal matching funds through the Federal New Starts Program.
  • Develop location-specific construction mitigations: Metro works with the cities of Los Angeles and Beverly Hills, and the community to develop the details of construction mitigations outlined in the Mitigation Monitoring & Reporting Plan (MMRP) .
  • Real estate appraisals & acquisitions: The Final EIS/EIR identified properties needed for construction and operation of the project. These are generally where property is required temporarily for construction staging for the stations and for permanent station entrances. See question 20 and our Construction Fact Sheet and our Property Acquisition Fact Sheet for more information.
  • Pre-construction surveys: Metro compiles extensive information about the properties, structures and businesses located near construction sites and above tunnels.
  • Community outreach: Continued community outreach to keep stakeholders informed and up to date with project inform.
  • Continue field testing: Field testing similar to work that was done for technical studies during the environmental analysis. Communities closest to the work locations are being informed.
  • Utility Relocation: Prior to the start of construction, any utilities which could be impacted by tunnel or station construction are relocated to ensure continued service. Communities closest to the work locations are being informed. See question 18 and our Advanced Utility Relocation and Exploratory Shaft Fact Sheet for more information.

20. Tell me more about the utility relocation work that will occur during the pre-construction period.

Facilities for various utilities run beneath city streets. This can include service for electricity, water, gas, telecommunications, cable, etc. Relocating utilities is an expected and important step in preparing for subway construction. Since stations are built by excavating from the ground down, utility relocation is typically needed at the station locations. The tunnels between the stations are bored with little if any surface disruption, typically below the level of the utilities. The utility companies or Metro contractors will be working to relocate utilities in order to avoid service disruptions to customers. Communities located closest to the utility relocation work will continue to be notified in advance when this work will occur. See our Advanced Utility Relocation and Exploratory Shaft Fact Sheet for more information.

21. What is the purpose of the exploratory shaft near Fairfax and what will that work entail?

Metro contractors constructed an exploratory shaft to further assess ground conditions for the future Wilshire/Fairfax Station. Located on the southwest corner of Wilshire Boulevard and Ogden Drive, the shaft provided additional information about earth pressure, gas conditions, and a better understanding of the unique ground conditions that Metro will encounter building the subway tunnels and station near the La Brea Tar Pits. This information built upon data gathered during the environmental analysis for the project. In March 2014, the excavation of the 40 x 20 x 75 feet deep shaft was completed and Metro contractors began monitoring the ground conditions the following month. In September 2014, the shaft was filled in and restored and the design-builder took ownership of the site for a staging yard in early 2015. See our Advanced Utility Relocation and Exploratory Shaft Fact Sheet for more information.

Since the work is near the La Brea Tar Pits, fossil deposits were encountered. There was a paleontologist on-call and on-site during shaft excavation in the fossil-bearing layers of earth. All fossil discoveries were carefully removed and turned over to the George C. Page Museum. Removal methods were pre-approved by the Page Museum staff.

22. When will Metro start negotiating with property owners for subsurface easements, or buying or leasing property for station entrances and construction areas?

Metro’s Real Estate Department has acquired the properties and underground easements needed for the first section of the subway. See Question 4 for the anticipated timing of pre-construction activities for the other sections of the subway. Metro is currently acquiring the properties and underground easements needed the second and third sections of the subway.

Metro is required by State and Federal law to provide just compensation to property owners for the purchase or use of their property, including temporary and permanent easements. Just compensation is defined as the fair market value of the property or easement as determined by an independent real estate property appraiser. Prior to making an offer, Metro obtains an independent appraisal for each property that considers a variety of factors including location, size, the highest and best use of the property consistent with current zoning, the impact of the subway on future development potential, the depth of the tunnels below the surface, and other factors.

Metro will seek to reach a negotiated agreement with a property owner wherever possible. Ample time will be allowed for the property owner to obtain their own appraisal and for negotiations. If a negotiated agreement cannot be accomplished, Metro may exercise its power of eminent domain to acquire the property as a last resort.

Metro’s Real Estate Department will open a relocation office near the project alignment. Notices will be sent to tenants advising them about the opening date.

See our Property Acquisition Fact Sheet for more information.


Construction, Impacts & Mitigations

23. How will the subway be built?

The tunnels will be bored below ground using pressurized, closed-face tunnel boring machines (TBMs). This method represents a significant improvement in tunneling in the more than 25 years since Metro began underground rail construction. This is the technology that was used very successfully for the tunnels on the Metro Gold Line Eastside Extension that opened in 2009 and is also being used for the Crenshaw/LAX and Regional Connector projects currently under construction.  Stations are built by excavating from the ground down, and most of the station construction activity occurs under concrete street decking so traffic can continue to flow above the construction site.  See our Construction Fact Sheet for more information.

24. What kind of impacts will there be from construction of the Purple Line Extension?

There is no way to build the subway without some impact. Between stations, tunneling will have little if any impact on the surface. Most of the impacts will be concentrated at the station locations with the greatest impacts occurring at the beginning and end of station construction. In station areas, detours and temporary lane closures will be required for initial station excavation and to install the concrete street decking. These same measures will be required toward the end of station construction to remove the decking and reconstruct the street. In the approximately five years in between, while the station is being constructed under the decking, impact to surface street traffic will largely be limited to trucks hauling construction materials and excavated soil on designated haul routes. Other impacts at construction sites could be:

  • Noise, dust, vibration or the visual appearance at construction sites;
  • Noise and vibration from below ground construction activities; or
  • Impacts to merchants near construction sites. See our Construction Fact Sheet for more information.

25. What steps will be taken to reduce impacts of construction?

There is, of course, no way to construct a major infrastructure project without any impacts. Consistent with the Final EIS/EIR and SEIS , Metro produced a Mitigation Monitoring & Reporting Plan that outlines the steps that will be used to avoid or reduce significant impacts of project construction. Metro will work to minimize impacts on businesses, residents and property owners, as well as other project stakeholders. Mitigation measures might include setting construction times to reduce specific impacts or shorten the overall duration of certain construction activities, fencing and sound walls around staging areas, locating earth removal locations near major streets and freeways, specifying haul routes, etc. Improved communications, including signage and advertising, are typically employed to help maintain access and encourage ongoing patronage to businesses. In addition, Metro has established procedures to document existing conditions at properties along the subway construction alignment in advance of construction to accurately assess and address any damage claims that may arise. These will be implemented by Metro’s contractors. Metro has been working with the cities of Los Angeles and Beverly Hills on mitigation efforts and has community outreach staff available during construction to respond to any issues that may arise.

26. Will I be impacted by subway construction if the tunnels run beneath my property?

The extension of the Purple Line will operate mostly under Wilshire Boulevard – however, there are segments where this is not possible. In the second section of the subway, the tunnel will need to pass below homes and businesses in southwest Beverly Hills as well as below a small portion of Beverly Hills High School in order to reach the Century City station. For the third section of the subway, the tunnel will also have to travel beneath residential and commercial property between Century City and Westwood. The tunnels are generally 50 - 70 feet deep though in some areas extend to depths of greater than 100 feet.

Few if any surface impacts are anticipated from tunnel construction between the stations. Unlike the stations which are excavated from the surface, tunnels are bored completely below ground utilizing the latest tunneling technology. See question 21 and our Construction Fact Sheet for more information.

27. What about once the subway is operating? Will I be able hear or feel the trains if my property is directly above the tunnels?

In most areas, the depth of the tunnels and soil conditions will make the noise and vibration undetectable at the surface.  The Final EIS/EIR found that there were only three locations where noise and vibration from subway operations would exceed thresholds established by the FTA and that these impacts could be fully mitigated. One of these is an apartment building near La Brea. The other two are theaters – specifically the Wilshire/Ebell Theater near Crenshaw Boulevard and the Saban Theater near La Cienega. There are specific federal noise and vibration thresholds for theaters. Appropriate mitigation measures are included in the tunnel trackwork design to mitigate any impacts to these properties. No other properties are expected to have ongoing noise or vibration impacts that require mitigation. Metro’s subway tunnels today have been in operation for more than 25 years and pass beneath numerous properties. Metro has not received any complaints from those living or working above the tunnels or stations.

28. Where will the earth removal occur and what haul routes will be used to dispose of the material?

Earth from station excavation will be removed at each of the station sites. Earth that is excavated for the tunnels between the stations using the tunnel boring machines (TBMs) will be removed at three locations – Wilshire/La Brea, Century City and the Westwood/VA Hospital. These are also the locations where the TBMs are planned to be lowered into the ground and launched.  The proposed truck haul routes for earth removal identified in the Final EIS/EIR are conceptual and may be updated and revised once a construction contractor has been selected and additional information, such as construction sequencing, is finalized. In addition, the proposed routes are subject to the approval of Metro and appropriate Federal, State, and local agencies. As much as possible, haul routes are planned for major thoroughfares and freeways, and to avoid residential areas. To minimize peak-period traffic disruption, haul truck activity is anticipated to take place during off- peak and nighttime periods. See Chapter 3 of the Final EIS/EIR and Chapter 3 of the SEIS for more information.

29. What will happen to the properties Metro uses for construction staging sites once the subway is built?

If Metro has leased the property, it will be returned to the owner following completion of construction. If Metro is the owner of the property and has no further need for it, the land may either be sold or made available for Transit Oriented Communities (TOC) in partnership with Metro. If a TOC project is feasible, Metro will typically issue a Request for Proposals (RFP) seeking development proposals for the property. Through a competitive process, Metro would select what it feels is the best development option for the site that will also generate revenue to offset subway construction and operation expenses. In all cases, any future development of these properties would be subject to local planning and approval processes.

The W Hotel in Hollywood was built above the entrance to the Hollywood/Vine Metro Red Line station after the subway opened.

30. I understand Metro is using a “design-build” method in contracting for subway construction. Can you explain what this means?

Design-Build refers to a project delivery method in which the designer is an integral part of the construction contractor’s team, performing final design from preliminary engineering that is provided by Metro. This method differs from the Design-Bid-Build project delivery method in which the owner (Metro) retains a designer to produce a final design that is then solicited for construction bids. The advantage to Design-Build is that it gives the Design-Builder the opportunity to provide innovative and more cost-effective design solutions with the potential of cost and schedule savings.



31. What precautions will be taken to ensure tunnel and station safety in areas with gassy soil?

Safety, both during construction and eventual operations, is Metro’s highest priority. It was one of the key evaluation criteria used throughout subway planning.

Subway tunnels will be built using closed-face, pressurized tunnel boring machines (TBMs). During construction, these pressure-face TBMs reduce gas exposure for workers and the public, while gassy soil and tar sands are treated and disposed of appropriately. Enhanced ventilation systems will be used where necessary to ensure tunnel and station safety and, if necessary, double gaskets for the tunnel lining or other measures may also be installed.

Where needed, tunnels and stations will be built to provide a redundant protection system against gas intrusion. This might include:

  • Physical barriers to keep gas out of the tunnels
  • High volume ventilation systems
  • Gas detection systems with alarms
  • Emergency ventilation triggered by the gas detection systems.

During construction and operations, safety codes require rigorous and continuous gas monitoring, alarms, automatic equipment shut-off and additional personnel training.

32. How can subways be built and operate safely in an area with earthquake faults?

Many underground facilities – subway tunnels, sewers, storm drains, and buildings with deep basements and underground parking garages – have been built in Los Angeles and throughout California near active fault zones. California has some of the strictest building standards when it comes to designing infrastructure to withstand earthquakes.

One of the initial steps in planning the subway was to identify fault zones located in the area and understand their characteristics. The goal in planning the subway is to avoid fault zones if possible. If that is not possible, then every effort is made to minimize exposure by crossing the fault zone(s) in a perpendicular orientation. Various special engineering techniques are employed in fault zones to reduce risk, limit damage that may occur, and allow for a swift return to regular operations should a seismic event take place. These techniques include constructing larger diameter tunnels such as those built for the Metro Red Line between the Hollywood/Highland and Universal City Stations, or utilizing secondary or enhanced tunnel linings, and other measures to accommodate ground movement in fault zones. No transit agency in North America has knowingly built a subway station within a known active fault zone. In fact, the Crenshaw/LAX Transit Project – another Metro project currently under construction – moved the location of its planned La Brea station to avoid having it sit atop the Newport-Inglewood Fault Zone.

Metro conducted detailed geotechnical and seismic investigations for the Purple Line Extension and prepared detailed reports of the findings. The results of these studies are contained in Chapter 4 of the Final EIS/EIR . There are also two technical reports, the Tunneling Safety Report and Fault Investigation Report that relate specifically to the findings in the Century City area.   Further, the SEIS includes additional post-Draft EIS seismic studies related to Section 2 of the Project.

Subways throughout the world have excellent records of withstanding major earthquakes over the last 25 years. Some examples include:




Impact on Subway

Mexico City



No damage to tunnels. Some power disruption.
Patrons evacuated safely. Used to transport rescue personnel.

Loma Prieta (SF)



No damage to tunnels. Subway served as lifeline structure.




No damage

Kobe, Japan



No damage to tunnels. Damage to station and sewer
pipes – attributed to 1962 design with moderate seismic provision




No damage




Running next day. Some damage at entrance to



33. How many jobs will this project create?

The Los Angeles Economic Development Corporation issued a report in June 2012 indicating that the construction of the entire nine-mile Purple Line Extension would generate 52,500 jobs within the region.

34. Will the subway ever be extended to the sea?

The currently adopted Long Range Transportation Plan for Los Angeles County commits planned funding to extend the Purple Line to the Westwood/VA Hospital. If new funding sources are identified, Metro could revisit the possibility of extending the line further west.

35. I understand Metro is not planning to add any parking at the stations. How will I be able to use the station near me?

Metro is working to design the stations with improved pedestrian and bicycle facilities, as well as easy transfers to buses and local shuttles that easily connect with other key destinations. It is also anticipated that existing public and private parking facilities in the areas around stations will likely make parking available to subway patrons, particularly if employees in some of the Westside employment areas switch to the subway thereby freeing up a parking space in existing parking facilities. Metro will work with adjacent private parking operators to develop shared parking arrangements.

Metro clearly understands that an individual’s trip is the entire journey from origin to destination. Individuals may use a number of modes (types) of transport to complete the journey – they may walk, drive, ride a bicycle, take a train, or - in many cases - combine a number of modes. Bus and rail services often form the core of a trip, but users complete the first and last portion on their own. For example, they must first walk, bike, drive or roll themselves to and from the nearest station. This is referred to as the first and last mile of the user’s trip, or “first/last mile” (FLM) for short. Find out more about Metro’s First/Last Mile Strategic Plan and related efforts.


Public Involvement

36. Will there be further opportunities for public input on the project?

Yes, Metro holds regular Community Meetings along the project alignment to share construction updates and receive input from stakeholders.

Notices for upcoming meetings will be posted on the Purple Line Extension website under Upcoming Meetings . Metro has a Station Advisory Group for the first section of subway comprised of community representatives from the areas closest to the stations – residents and homeowner associations, neighborhood councils, institutions, businesses, business associations, property owners, etc. Metro will continue to meet with key stakeholders as needed.

37. How can I stay involved?

You can opt-in to receive future updates on the project and meeting notices by visiting the project website, , and going to Contact Us. You can leave a message for us at the project hotline at 213.922.6934 or You can also find us on Facebook at or you can follow us on Twitter .