When both phases are complete, the line will provide a one-seat, no transfer ride from Dulles to downtown Washington creating long-sought after connectivity between the burgeoning Dulles corridor and the nation’s capital. The extension includes 11 new stations.
Phase 1 includes five stations along 11.7 miles. Four are in Tysons Corner and the fifth, which serves as the temporary terminus, is on the eastern edge of Reston.
Phase 1 Contractor
In March 2008, MWAA and Dulles Transit Partners signed a $1.6 billion fixed-price construction contract to build Phase 1, keeping the anticipated costs of the project to $2.6 billion.
Phase 2 will include six stations along 11.4 miles from the Wiehle-Reston East Station to Ashburn. Locations are:
Phase 2 Contractor
On May 14, 2013, the Airports Authority awarded a design-built contract for the major portion of Phase 2 to Capital Rail Constructors, a joint venture of Clark Construction Group and Kiewit Infrastructure South. A notice to proceed was issued on July 9, 2013. The contract includes systems, tracks, and stations.
On August 4, 2014, the Airports Authority awarded a $253 million design-build contract to Hensel Phelps Construction Company for the rail yard and maintenance facility which is being built on Dulles Airport property as part of Phase 2. Construction will begin in 2015.
Construction of Phase 2 will take five years. A completion date has not been set.
Most of the rail extension is in the median of the Dulles International Airport Access Highway and Dulles Toll Road, but the Silver Line alignment also serves Tysons Corner and Dulles Airport. The rail line leaves the Dulles Connector Road and travels along the northwest side of Route 123, through a tunnel at the intersection of Routes 7 and 123 and then westward in the median of Route 7 before rejoining the median of the Dulles Toll Road/Dulles Airport Access Highway.
The extension includes 11 Metrorail stations, a new rail yard on Dulles Airport property and improvements to an existing rail yard at the West Falls Church Station. This alignment was selected because it offers the highest ridership potential with the fewest impacts on residential areas and the natural environment.