Silver Line (Washington Metro)

The Silver Line is a rapid transit line operating within the Washington metropolitan area, a sprawling region that encompasses parts of Virginia, Maryland, and the District of Columbia. It is a vital artery within the Washington Metro system, managed and operated by the Washington Metropolitan Area Transit Authority. The line, identifiable by its silver color on system maps, currently serves 39 distinct stations, stretching from Ashburn in Loudoun County, Virginia, all the way to Downtown Largo and New Carrollton in Prince George's County, Maryland.

The Silver Line's operational footprint is complex, as it shares significant portions of its track with other Metro lines. Specifically, its easternmost segments overlap with both the Blue Line and the Orange Line. From Stadium–Armory to Rosslyn, all three lines—Silver, Orange, and Blue—run concurrently. Further west, the Silver Line shares tracks with the Orange Line between East Falls Church and Court House, and then exclusively with the Orange Line from East Falls Church to Ballston–MU. The most distinctive feature of the Silver Line is its exclusive section: the 11 stations stretching from McLean to its western terminus in Ashburn. These stations represent the line's most recent expansion, with Phase 1 opening in 2014 and Phase 2 following in 2022.

The trains themselves are drawn from the Metro's modern rolling stock, primarily the 3000-series, 6000-series, and the newer 7000-series cars, ensuring a degree of consistency and technological advancement in the passenger experience.

History

The genesis of the Silver Line is a story woven from decades of planning, aspiration, and the relentless march of suburban growth. The very idea of a rail connection to Dulles International Airport was present in the earliest conceptualizations of the Washington Metro system. Back in the 1960s, when the Dulles Access Road was constructed, the median was deliberately set aside, a silent promise of future transit. This foresight was not merely an aesthetic choice; it was a strategic decision by the U.S. federal government, which then owned the airport, to accommodate a potential rail extension. Senator William B. Spong Jr. championed early efforts in the late 1960s to prioritize this extension, even commissioning a feasibility study that, in 1971, projected a daily ridership of 30,000.

The idea lay dormant for a time, only to be rekindled in the 1980s by figures like U.S. Senator Paul Trible and U.S. Representative Frank R. Wolf, who pushed for renewed federal studies. By the mid-1990s, the momentum was building. The Virginia General Assembly authorized the Commonwealth Transportation Board (CTB) to explore mass transit options in the Dulles corridor, funded by surplus revenues from the Dulles Toll Road. A panel in 1995 proposed a $1.6 billion Metrorail extension, envisioning stops in Loudoun County, Herndon, Reston, and Tysons. This ambitious plan was intended to branch off the existing Orange Line.

The turn of the millennium saw increased activity. In 1998, Raytheon proposed a Bus Rapid Transit (BRT) system, but by 1999, a competing proposal from a consortium including Bechtel Corporation offered a BRT that could eventually extend to a rail line reaching Ashburn. The Virginia Department of Transportation (VDOT) was compelled to evaluate both BRT and heavy rail.

Significant Progress and Approval

The planning process, formally initiated in 2000, involved extensive Analysis of Alternatives and environmental impact studies, as mandated by law. While bus lanes were considered, the rail-only option eventually emerged as the preferred choice. Initial environmental hearings in 2002 were largely positive. Although Tysons Corner was initially considered as a potential endpoint for the first phase, state officials ultimately decided to extend it to Wiehle Avenue in Reston, a move that helped reassure the Metropolitan Washington Airports Authority (MWAA) that the ultimate goal of reaching Dulles Airport remained on track. Formal project approval was granted on June 10, 2004.

The financial underpinnings of the project began to solidify. In 2005, the CTB approved a 50-cent toll increase on the Dulles Toll Road, dedicating a significant portion of the surplus revenues to mass transit and specifically the Metrorail extension. Between 2003 and 2008, over $138 million in net surplus toll revenue was channeled to the MWAA for the Silver Line project.

Financing

The financing model for the Silver Line was, to put it mildly, a persistent headache. While the initial plan relied on a modest 50-cent toll increase on the Dulles Toll Road, escalating projected costs necessitated further adjustments. By January 2010, the MWAA Board approved an increase in the surcharge to 50 cents at both main and ramp plazas, with additional 25-cent increments planned for 2011 and 2012. These increases were deemed essential to cover the MWAA's 52.6% share of the projected $5.25 billion cost for Phases 1 and 2, supporting an estimated$220 million in annual debt service by 2020. This financial strategy was predicated on the assumption that the federal government, despite contributing $900 million to Phase 1, would not fund Phase 2. By 2012, the toll had reached$2.25, a figure that drew considerable opposition, with opponents outnumbering supporters by a three-to-one margin. As cost estimates ballooned to $6.8 billion, addressing the projected shortfall remained an unresolved challenge.

Tysons Corner Tunnel Dispute

A particularly contentious issue was the routing through Tysons Corner. Between 2000 and 2004, WMATA explored the possibility of twin tunnels to accommodate four underground stations in the Tysons area. This option, known as Alignment T13, was ultimately rejected due to its estimated $3.5 billion cost, a staggering$422 million more than the predominantly aerial Alignment T6. The inherent risks of underground construction, including unknown subsurface conditions, were also cited as significant concerns. The favored alignment involved aerial structures with a short tunnel section between the Tysons Corner (now Tysons) and Greensboro stations, keeping most stations at or above ground level.

In 2005, WMATA engineers revisited the tunnel concept, exploring the use of a large-bore tunneling machine. However, the contractor found no significant cost savings, reinforcing the preference for the shorter tunnel option. The debate reignited in April 2006 following allegations that the design contractor had inflated tunnel costs to prevent external contractors from participating. This led to calls for an independent cost assessment. On May 15, 2006, Virginia Transportation Secretary Pierce Homer established an advisory panel, headed by the American Society of Civil Engineers, to evaluate the options. Their findings were presented in July 2006.

On September 6, 2006, Governor of Virginia Tim Kaine announced his decision in favor of an elevated track through Tysons, stating his personal preference for a tunnel but his concern that it might jeopardize federal funding. This decision spurred the formation of Tysons Tunnel, Inc., a coalition advocating for the tunnel, which submitted a technical proposal to revive the debate. An independent consultant hired by the Virginia Department of Rail and Public Transportation reviewed the proposal, concluding in March 2007 that a large-bore tunnel posed a significant risk to meeting the Federal Transit Administration's cost-effectiveness criteria, potentially jeopardizing federal funds.

Undeterred, Tysons Tunnel, Inc. filed a lawsuit in November 2007 against the United States Department of Transportation and the FTA, challenging the denial of their petition to reopen the case. By 2010, the group had ceased operations.

The start of construction was further hampered by delays in securing federal approval for the $900 million contribution. In January 2008, state officials met with FTA administrators to address concerns about MWAA's inexperience with large design-build contracts, the reliability of Dulles Toll Road funding projections, and Metro's capacity to maintain the new line. The FTA initially rated the project "medium-low," deeming it ineligible for federal funding, but Virginian leaders pledged to rectify the issues. An extension was granted, and on April 30, 2008, the FTA reversed its decision, approving the above-ground project based on its cost efficiency, construction feasibility, and projected ridership. Final federal funding approval came on December 4, 2008, and U.S. Transportation Secretary [Ray LaHood](/Ray_LaHood) formalized the$900 million grant on March 10, 2009, paving the way for major construction to commence.

Construction

The project logo symbolized the ambitious undertaking. MWAA planned to award separate design-build contracts for each phase. Phase 2's contract was awarded in May 2013, with an initial projected completion date of 2018, later revised to 2022.

Despite initial plans for construction to begin in 2005, funding approval delays pushed the timeline back. Responsibility for the project was transferred from VDOT to MWAA on November 1, 2008. Utility relocation began in 2008, and actual construction commenced on March 12, 2009. At that time, the entire line to Ashburn, including the Dulles Airport station, was expected to be completed by 2016.

Pier Support

A curious detail in the construction involved the pre-existing foundations for bridges intended to carry the Silver Line over I-66 into the median of the Dulles Access Road. These foundations, built during the original Orange Line construction in 1977, lacked detailed records. This necessitated extensive testing, involving weekend closures of the Orange Line between West Falls Church and East Falls Church stations to access and inspect the foundations. Despite the access challenges, all foundations proved acceptable, allowing bridge construction to proceed.

Controversy

The contract between MWAA and Dulles Transit Partners (a joint venture of Bechtel and Washington Group International) became a focal point of controversy. The $2.7 billion project was awarded under Virginia's Public-Private Partnership Act, bypassing traditional competitive bidding based on detailed specifications. This arrangement allowed the contractor significant latitude in design and construction, with no upper cost cap. The situation was further complicated by the fact that MWAA was overseeing design and construction, while WMATA would ultimately operate the line. The contract also included provisions for price escalation of$3 million to $6 million per month for delays. VDRPT transferred the contract to MWAA in June 2007.

Opening of Phase 1

The original schedule targeted a 2013 revenue service start. However, on February 7, 2014, the contractor reported completion, but MWAA found that seven of twelve contractual criteria had not been met. Further delays ensued in March 2014 due to issues with public address speakers and a communications cable failing to meet code. MWAA aimed to transfer control to WMATA by April 9, 2014, allowing for the required 90 days of testing and staff training. This suggested a potential opening around July 4, 2014. WMATA officially took control of the line on May 27, 2014, with service expected "within 90 days." The official opening date for the first five stations was finally set for July 26, 2014.

Following a series of speeches and a ribbon-cutting ceremony at Wiehle–Reston East, the five new stations opened for passenger service shortly after noon on July 26, 2014. Service initially operated between Wiehle–Reston East and Largo. Despite the fanfare, ridership figures for the first year fell short of projections, averaging 17,100 weekday boardings instead of the anticipated 25,000.

Effect on the Metro Map

The addition of the Silver Line presented a design challenge for Metro's iconic rail map, originally created by Lance Wyman and Bill Cannan in 1976. The map's thick, radial strokes, which had previously relied on the fact that no more than two lines overlapped at any given point, struggled to accommodate the new three-line overlap between Rosslyn and Stadium–Armory. This led WMATA to consider a redesign in 2010. Various unofficial proposals emerged, some thinning the strokes to accommodate the new line. Wyman himself was brought back to redesign the map, which was released in stages. The final version for the Phase 1 opening depicted shared stations with central dots and small colored stubs extending into the adjoining lines, a clever visual solution to the increased complexity.

Phase 2: Dulles Extension

While Phase 1 was under construction, planning and funding for Phase 2, extending the line to Dulles International Airport and into Loudoun County, continued. This phase saw the adoption of a special taxing district in the Town of Herndon and ongoing public planning forums. Initial cost estimates for Phase 2, which had been around $2.75 billion, were revised upwards by consultants in 2010 to between$3.44 billion and $4.1 billion.

A significant decision point came on April 6, 2011, when the MWAA Board voted to build an underground station near the airport terminal, a more convenient option for travelers but one that added $330 million to the cost and delayed the projected opening to mid-2017. This decision drew opposition from then-Governor [Bob McDonnell](/Bob_McDonnell), who threatened to withdraw support. U.S. Secretary of Transportation [Ray LaHood](/Ray_LaHood) offered to mediate. By March 2012, the projected cost for Phase 2 had been reduced to$2.7 billion, partly by eliminating the underground station at Dulles and implementing other cost-saving measures.

The extension's future remained uncertain until July 3, 2012, when the Loudoun County Board of Supervisors narrowly voted to approve the extension into their county. In April 2013, the Phase 2 contract was awarded for $1.177 billion. The U.S. Department of Transportation announced a$1.28 billion TIFIA loan in August 2014, representing the largest TIFIA assistance for a single project in the program's history.

Construction encountered further setbacks. Cracks discovered in concrete support girders in July 2015 led to a temporary halt in work. By July 2016, 30% of Phase 2 was complete, with significant progress on the line's structure. By March 2017, construction had reached 56% completion, with work on the rail yard at Dulles Airport progressing.

By January 2018, 76% of Phase 2 construction was reported complete. However, issues with the design of cement walls at new stations, leading to potential water infiltration, required remediation. Contractors assured that these fixes would not impact the projected 2020 opening. Further complications arose in May 2018 with allegations that precast concrete used in five stations had been produced from substandard aggregate. This led to testing and subsequent lawsuits by Virginia and the U.S. government against the supplier, Universal Concrete. In September 2018, it was revealed that approximately 400 concrete rail ties were defective, causing rail misalignment, though Metro and the contractor struggled to agree on a solution.

Despite these controversies, construction advanced steadily, reaching 92% completion by January 2019. Testing commenced shortly thereafter, involving specialized railcars and a months-long process. By April 2019, construction was 95% complete.

Updated estimates in June 2019 suggested Phase 2 could be ready for service in the third quarter of 2020. However, subsequent announcements pushed the opening date back, with Metro officials considering replacing defective concrete panels, potentially delaying the launch by another year. By February 2020, construction was 98% complete, but the COVID-19 pandemic's impact led to a revised opening date of April 1, 2021.

During the pandemic, several stations were temporarily bypassed due to reduced service. WMATA announced a suspension of Silver Line service from May 23, 2020, to August 16, 2020, to facilitate station rebuilds and Phase 2 completion, utilizing the low ridership period for around-the-clock maintenance. This period also saw crucial integration of Phase 2's computerized control systems with the broader Metrorail network.

In September 2020, the Metro Office of Inspector General reported more cracks in new station panels, recommending their replacement before the extension's opening. Budget cuts due to declining ridership further delayed the opening, first to July 2021, then to Fall 2021. In December 2020, WMATA announced a suspension of Blue Line service for platform reconstruction, during which Silver Line trains would operate as replacements, bypassing some stations. By early 2021, Phase 2 construction was 99% complete, with an opening projected for early 2022.

On November 4, 2021, MWAA declared the work "substantially complete," but WMATA estimated five months of testing and preparation. The rail yard completion followed, and initial tests of the full Phase 2 route began. WMATA took control in mid-January 2022 for final testing. Projections for opening shifted from May 2022 to July 2022, and then, on March 24, 2022, General Manager Paul Wiedefeld announced another delay without a new estimated date.

By June 2022, WMATA announced it had taken control of the Phase 2 project from MWAA. Final testing was scheduled for early October, with safety certification expected around the same time. On September 22, Metro's board authorized General Manager Randy Clarke to set the opening date. Simulated service testing ran from October 3 to 17, 2022.

Following simulated runs, WMATA indicated an opening before Thanksgiving, with a shortage of 7000-series trains due to a previous derailment posing the final hurdle. The extension officially opened on November 15, 2022, with an opening ceremony held at Dulles International Airport.

Later Changes

On June 3, 2023, service between McLean and Ballston-MU was temporarily suspended for track replacement, resuming on June 26, 2023. Automatic train operation on the Silver Line was slated to begin in June 2025, following its gradual reintroduction across the Metro system after a hiatus prompted by the 2009 Red Line train collision. Starting June 22, 2025, half of Silver Line trains would be rerouted from Largo to New Carrollton. Additionally, short turn services were introduced during weekday peak hours, with trains operating between Wiehle-Reston East and New Carrollton in the morning, and Stadium–Armory and Wiehle-Reston East in the afternoon.

Route

The Silver Line was conceived with two primary objectives: to establish a rail link between Washington, D.C. and Dulles International Airport, and to connect the burgeoning edge cities of Northern Virginia—namely Tysons, Reston, Herndon, and Ashburn. A secondary, but equally significant goal, was to stimulate urban development within Tysons, transforming it from a car-centric business district into a more transit-oriented environment, and to alleviate the pervasive highway congestion in the region. Tysons, comparable in size to downtown Washington, D.C., was historically isolated, lacking a coherent street grid. The Silver Line also enhances public access to the Steven F. Udvar-Hazy Center, an annex of the National Air and Space Museum, with Fairfax Connector bus shuttles connecting to the Wiehle–Reston East.

The foundational infrastructure for the Silver Line's eastern segment was laid during the construction of the Orange and Blue Lines, which opened in stages between 1977 and 2004. However, unlike those earlier lines, the Silver Line was designed and constructed by the Metropolitan Washington Airports Authority (MWAA), with operations managed by WMATA. Phase 1 funding was a complex mix: 43% from $900 million in federal grants, 28$0.50 toll increase on the Dulles Toll Road. Phase 2 funding was a collaborative effort between Loudoun County, Fairfax County, the Commonwealth of Virginia, and MWAA.

The initial plan for the Silver Line's eastern terminus was at Stadium–Armory. However, in 2012, this was revised to Largo due to the pocket track at Stadium-Armory being too short for train turnarounds. Traveling west from Largo, the Silver Line merges with the Blue and Orange lines through the District of Columbia and into Arlington, Virginia. It then diverges just east of the West Falls Church station, where new tracks were constructed within the median of the Dulles Connector Road. These tracks lead to an elevated bridge crossing SR 123, serving two elevated stops catering to major corporate headquarters and shopping centers in Tysons. The route then enters a short tunnel before emerging above SR 7, with two more elevated stations serving the western Tysons area. Finally, the tracks swing back into the median of the Dulles Access Road, concluding Phase 1 at Wiehle-Reston East.

Phase 2 continues this westward trajectory within the Dulles Access Road median. Four additional stations were constructed along this stretch, featuring elevated platforms accessed via pedestrian bridges. A notable feature is the 1,750-space parking garage built in anticipation of the Herndon station, which, despite initial criticism for alleged construction flaws, was utilized for bus commuters during Phase 2 construction. The line then ascends via a viaduct to a station near the Dulles Airport terminal, accessible by a pedestrian tunnel. Beyond the airport, the tracks run parallel to the runways, with a maintenance facility branching off to the west. The final two stations are situated in the median of the Dulles Greenway, serving the Ashburn suburb. This final extension is intended to capture both airport traffic and commuters from the western suburbs, offering significantly improved transit frequency compared to the previous bus service.

Rolling Stock

The Washington Metro's fleet has been augmented to accommodate the Silver Line. The 7000-series cars, ordered at a cost of $3 million per car, represent a significant investment. The Dulles Corridor Metrorail Project initially required 128 new cars—64 for Phase 1 and another 64 for Phase 2. This order was part of a larger contract for 428 cars, intended to replace aging 1000-series cars and accommodate projected ridership growth.

Stations

The stations along the Silver Line, listed by their officially approved names, represent key nodes in its extensive route.

• Ashburn (N12): The western terminus, opening November 15, 2022. Originally conceived as Route 772 or Ryan Road.
• Loudoun Gateway (N11): Planned as Route 606 or Morgan Road.
• Dulles International Airport (N10): Providing direct rail access to the airport.
• Innovation Center (N09): Previously known as Route 28 or Herndon – Dulles East.
• Herndon (N08): Also known as Herndon–Monroe or Herndon – Reston West during planning.
• Reston Town Center (N07): Planned as Reston Parkway.
• Wiehle–Reston East (N06): The western terminus of Phase 1, opened July 26, 2014. Previously known as Wiehle Avenue.
• Spring Hill (N04): Planned as Tysons West or Spring Hill Road.
• Greensboro (N03): Planned as Tysons Central 7 or Pike Seven.
• Tysons (N02): Originally Tysons Corner, renamed in 2022.
• McLean (N01): Planning names included Tysons East, Tysons McLean, and West Park.
• East Falls Church (K05): Opened June 7, 1986. A transfer point for the Orange Line (Western).
• Ballston-MU (K04): Opened December 11, 1979.
• Virginia Square–GMU (K03)
• Clarendon (K02)
• Court House (K01)
• Rosslyn (C05): Opened July 1, 1977. A transfer point for the Blue Line.
• Foggy Bottom–GWU (C04)
• Farragut West (C03): Offers a walking transfer to the Red Line at Farragut North, branded as "Farragut Crossing."
• McPherson Square (C02)
• Metro Center (C01): Opened March 29, 1976. A major transfer point for the Red Line.
• Federal Triangle (D01): Opened July 1, 1977.
• Smithsonian (D02)
• L'Enfant Plaza (D03): A transfer hub for the Green and Yellow Lines.
• Federal Center SW (D04)
• Capitol South (D05)
• Eastern Market (D06)
• Potomac Avenue (D07)
• Stadium–Armory (D08): A transfer point for the Orange and Blue Lines (Eastern).
• Minnesota Avenue (D09): Opened November 20, 1978.
• Deanwood (D10)
• Cheverly (D11)
• Landover (D12)
• New Carrollton (D13): A multimodal hub serving Amtrak services (Northeast Regional, Palmetto, Vermonter) and MARC Train Penn Line. It is also planned to connect to the MTA Purple Line. This station serves as the eastern terminus for half of the Silver Line trains.
• Benning Road (G01): Opened November 22, 1980.
• Capitol Heights (G02)
• Addison Road (G03)
• Morgan Boulevard (G04): Opened December 18, 2004.
• Largo (G05): The eastern terminus for the other half of the Silver Line trains.

Future

The possibility of a Wolf Trap station was considered for Phase 1, situated between Spring Hill and Wiehle-Reston East, but it was ultimately excluded due to cost-effectiveness concerns.

A 2013 study exploring long-term system plans beyond the Phase 2 extension to Ashburn proposed a potential three-station extension of the Silver Line northwest towards Leesburg, the county seat of Loudoun County. These proposed stations—VA 7 Bypass, Crosstrail Blvd, and Belmont Ridge—would further extend the line's reach. The same study also considered adding an infill station between Tysons Corner (now Tysons) and McLean, or renaming the former, to facilitate a transfer with a hypothetical loop line dubbed the "Beltway Line" that would run parallel to the Capital Beltway. This station would be named Beltway and 123.

In December 2019, WMATA initiated studies into potential modifications of the Orange, Blue, and Silver lines to alleviate congestion at Rosslyn. One set of options involved constructing a new "Rosslyn II" station, linked to the existing one, to allow one of the three lines to operate independently, thereby increasing station capacity. Two of these options designated the Silver Line for this separation. In one scenario, the Silver Line would run express from West Falls Church to Rosslyn II, with a single intermediate stop at a new Ballston II station, before proceeding through new tracks to Georgetown and then under M Street NW with several new stations, ultimately reaching Union Station. From there, it would continue northeast through Ivy City, Port Towns, Hyattsville, and terminate at new College Park II and Greenbelt II stations. A second option maintained the Silver Line's Virginia route unchanged until Rosslyn II, then proceeding to Georgetown and Union Station via new tracks, before heading northeast through Ivy City, Port Towns, Landover Hills, and intersecting the Orange Line at New Carrollton.