Buffalo Metro Rail#Rolling stock

{{further|International Railway (New York–Ontario)|List of routes of City of Buffalo streetcars}}

Streetcars and interurban railways existed in Buffalo from the 1830s to 1950, with several lines also radiating into surrounding communities such as Tonawanda, Niagara Falls and even the Niagara Peninsula in Canada. These lines merged in 1902 to form the International Railway Company in 1902.Buffalo’s Historic Streetcars and Buses, D. David Bregger, Arcadia Pub., c2008. {{ISBN|978-0-7385-5750-2}} With the rise in bus usage starting in the mid-1930s, streetcar ridership declined rapidly until 1950, with several streetcar lines being shuttered over time until the rail system was eliminated altogether.The Last Decade of Buffalo Streetcars, date unknown, Harold Ahlstrom (National Railway Historical Society, Inc.

File:NFTA Annual Report 1974-1975 13.jpg

Despite the decline of Buffalo's industry and population over the next few decades, federal funds and a desire to revitalize downtown spurred the Niagara Frontier Transportation Authority, the IRC's successor, to construct the modern Metro Rail line, starting in 1979. It came amid a surge in light rail construction in mid-sized cities nationwide, as Denver, Portland, Sacramento, and San Jose also built systems at the same time.{{Cite web|last1=Minister|first1=R. David|last2=Clarke|first2=David J.|date=March 30, 1982|title=Factors to Consider in Designing a Joint Bus-Light Rail Transit Mall|url=http://onlinepubs.trb.org/Onlinepubs/sr/sr195/sr195-038.pdf|website=Transportation Research Board}}

The line opened in stages: the surface portion opened on October 9, 1984,{{cite news | url=https://www.nytimes.com/1984/10/10/nyregion/buffalo-trolley-line-clangs-to-a-start.html | title=Buffalo Trolley Line Clangs to a Start | work=The New York Times | date=October 10, 1984 | access-date=October 17, 2015 | author=Gargan, Edward A. | archive-url=https://web.archive.org/web/20151222223003/http://www.nytimes.com/1984/10/10/nyregion/buffalo-trolley-line-clangs-to-a-start.html | archive-date=December 22, 2015 | url-status=live }} while the subway opened as far as Amherst Street Station on May 20, 1985,{{cite news|last=Sebree |first=Mac |author-link=Mac Sebree |title=Interurbans Newsletter |date=August 1985 |magazine=Pacific RailNews |page=38 |url=http://original.trainlife.com/magazines/pages/596/41832/august-1985-page-38 |access-date=February 13, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20140728162237/http://www.trainlife.com/magazines/pages/596/41832/august-1985-page-38 |archive-date=July 28, 2014 }} following an opening ceremony on May 18. The line was further extended to University Station, serving the University at Buffalo, on November 10, 1986, due to construction issues at LaSalle Station.{{cite news | url=http://www.buffalo.edu/ubreporter/archive/2011_12_01/flashback | title=25 years ago: South Campus rapid transit station opens | work=UB Reporter | date=December 1, 2011 | access-date=October 17, 2015 | author=Edens, John | archive-url=https://web.archive.org/web/20160304093602/http://www.buffalo.edu/ubreporter/archive/2011_12_01/flashback | archive-date=March 4, 2016 | url-status=dead | df=mdy-all }} At the time of the start of construction, the line was intended to be the first line for an extensive heavy rail system that would spread throughout the city and suburbs. However, during the construction of the line and afterward, Buffalo's population declined significantly by approximately 55% from around 580,000 in 1950 to about 261,000 in 2010 and the new line's ridership was much lower than originally anticipated. The cost of the urban section was so high that no funding was available to extend the lines into the suburbs, including the Amherst campus of the University at Buffalo. Efforts to obtain funding for feeder lines have historically been met with little to no success.

Although a centerpiece of the original line, the downtown transit mall did not live up to expectations. Because of poor traffic patterns on Main Street, some business groups occasionally called for the removal of the transit system so that they can return to normal vehicle traffic and curbside parking.{{citation needed|date=March 2022}}

In 2008, Buffalo began a project to reintroduce cars to Main Street.{{cite web | url=http://www.buffaloplace.com/aboutus/planning/returnoftraffic.html | title=Return of Vehicular Traffic to Main Street | publisher=Buffalo Place Inc. | access-date=February 3, 2015 | archive-url=https://web.archive.org/web/20080725131001/http://www.buffaloplace.com/aboutus/planning/returnoftraffic.html | archive-date=July 25, 2008}} The project in question involved creating a shared trackbed/roadway with curbside parking, as well as the permanent closure of the Theater Station, which occurred on February 18, 2013. The closure of Theater Station meant that Fountain Plaza Station, located {{convert|546|ft|m}} south in the 500 block of Main Street, now serves as the northern terminus of the Free Fare Zone. On January 23, 2015, after less than two years of construction, traffic was reintroduced to the 600 block of Main Street, between Tupper and Chippewa Streets, in the Theater District.{{cite news | url=http://www.buffalonews.com/city-region/traffic/vehicular-traffic-is-set-to-return-to-600-block-of-main-street-in-buffalo-20150123 | title=Vehicular traffic is set to return to 600 block of Main Street in Buffalo | work=The Buffalo News | date=January 23, 2015 | access-date=February 3, 2015 | author=Schulman, Susan | archive-url=https://web.archive.org/web/20150203214234/http://www.buffalonews.com/city-region/traffic/vehicular-traffic-is-set-to-return-to-600-block-of-main-street-in-buffalo-20150123 | archive-date=February 3, 2015| url-status=live}}{{cite news | url=http://www.buffalonews.com/apps/pbcs.dll/article?aid=/20130124/cityandregion/130129549/1109 | title=Metro Rail's Theater Station set for last use Feb. 17 | work=The Buffalo News | date=January 24, 2013 | access-date=October 18, 2015 | author=McCarthy, Robert J. | archive-url=https://web.archive.org/web/20151018153339/http://www.buffalonews.com/apps/pbcs.dll/article?aid=%2F20130124%2Fcityandregion%2F130129549%2F1109 | archive-date=October 18, 2015 | url-status=dead }} On December 15, 2015, traffic was reintroduced to the 500 block of Main Street, between Chippewa and Mohawk streets, in the Central Business District. In late 2022, traffic was reintroduced to Lower Main between Exchange and Scott Street. Work began in July 2023 to complete the final stretch of Cars Sharing Main Street, with work between Mohawk and Exchange. The project is being constructed in conjunction with the total replacement of the trackbed in the 400 block as well as the installation of a crossover track to decrease the effects of single-tracking during the process.{{citation needed|date=April 2024}}

On January 9, 2017, Governor Andrew Cuomo announced in his State of the State address that funding would be secured for the Amherst and Cobblestone line extensions. If successful, this would be the first extension in the service's history.{{Cite web|url=http://buffalonews.com/2017/01/09/cuomo-proposes-another-half-billion-to-keep-up-buffalos-momentum/|title=Local leaders praise $500 million plan to keep up Buffalo's momentum|date=January 9, 2017|website=The Buffalo News|access-date=January 10, 2017|archive-url=https://web.archive.org/web/20170111145321/http://buffalonews.com/2017/01/09/cuomo-proposes-another-half-billion-to-keep-up-buffalos-momentum/|archive-date=January 11, 2017|url-status=live}} Funding for an environmental review into the Amherst extension was approved in 2018, and it was expected to take between 24 and 30 months.{{cite news|url = https://www.wivb.com/news/local-news/metro-rail-expansion-to-amherst-moves-forward/1083156680|title = Metro Rail expansion to Amherst moves forward|first = Luke|last = Morretti|date = February 22, 2018|access-date = June 28, 2018|publisher = WIVB|archive-url = https://web.archive.org/web/20180628234846/https://www.wivb.com/news/local-news/metro-rail-expansion-to-amherst-moves-forward/1083156680|archive-date = June 28, 2018|url-status = live}}

In 2019 Tim Kennedy and Crystal People-Stokes secured a $100M state commitment to fund renovation and repair work throughout the system that had largely been delayed since the line's opening. The funding is intended for total track replacement, catenary replacements, fastener and pad replacements, as well as two station complete rebuilds (Canalside and Church) and increased passenger comfort amenities at other stations.{{citation needed|date=April 2024}} Following the reconstruction of Church Station, expected to begin in July 2024, NFTA intends to begin the process for a redesign of the Lafayette Square station.

File:Main Street in Buffalo NY with light rail and Shea's Performing Arts Center (2015).jpg]]

File:AmherstStStation.jpg|alt=Train departing Amherst Street Station.]]

Metro Rail is a light rail transit (LRT) system as characterized by the American Public Transportation Association{{cite web|url=http://www.apta.com/links/transit_by_mode/lightrail.cfm |title=U.S. Light Rail Transit System Links |publisher=American Public Transportation Association |access-date=September 24, 2008 |url-status=dead |archive-url=https://web.archive.org/web/20081210190632/http://www.apta.com/links/transit_by_mode/lightrail.cfm |archive-date=December 10, 2008 }} although it shares many characteristics with "heavy rail" metro systems and could be considered a "light metro."{{Harvnb|Middleton|2003|p=152}} With combined subway and surface sections, the line can be classified as a semi-metro system.{{cite journal |last1=Walton |first1=Michael |title=An Evaluation of the applicability of light rail transit to Texas cities |journal=Technical Report |date=1980 |page=228 |url=https://openlibrary.org/books/OL3923601M/An_Evaluation_of_the_applicability_of_light_rail_transit_to_Texas_cities |access-date=18 March 2025 |publisher=Center for Transportation Research. The University of Texas at Austin |language=EN |quote=The Buffalo system now under construction will be of the semi-metro type (meaning it has some of the characteristics of heavy rail, but is considered to be an "end product" rather than an intermediate stage that will be upgraded later).}}{{cite web |title=Light Rail Transit Systems and Success Stories |url=https://www.lightrailnow.org/success1.htm |website=www.lightrailnow.org |access-date=14 November 2024}}

About 80% of its track ({{convert|5.2|mi|km|1}}) is an underground subway with high-level platforms. This section has eight stations that are spaced fairly widely apart, comparable to subway systems elsewhere. This section is cut-and-cover from Allen/Medical Campus to Utica, then deep-bored from Delavan/Canisius College to University. The remaining 20% of its track ({{convert|1.2|mi|km|1}}) are on the surface on Main Street in downtown Buffalo, which includes a brief underpass of Buffalo’s tallest building, the Seneca One Tower.{{cite web|url=http://www.nycsubway.org/wiki/index.php/Buffalo,_New_York |title=world.nycsubway.org: Buffalo, New York |website=Nycsubway.org |date=July 23, 2012 |access-date=August 17, 2013}} On the surface section, trains interact with automobile traffic from the theater district where it emerges from the tunnel until Mohawk Street where it reverts to a transit mall and at cross streets, where movements are governed by traffic signals.

Metro Rail operates electric multiple-unit light rail vehicles (LRVs) in two-to-four car trains with power drawn from an overhead catenary system. Catenary poles on the surface section are spaced every {{convert|130|ft|m}} to support the overhead electrical lines.{{cite web |url=http://www.nfta.com/pdfs/COBMulti-Modal%20Access.pdf |title=City Of Buffalo Main Street Multi-Modal Access And Revitalization Project: Environmental Assessment |publisher=Niagara Frontier Transportation Authority (NFTA) |access-date=2014-02-18 |date=April 2009 |archive-url=https://web.archive.org/web/20180625190115/http://www.nfta.com/pdfs/COBMulti-Modal%20Access.pdf |archive-date=2018-06-25 |url-status=dead}} Three-car trains are limited to rush hour and special events and four-car trains to special events.{{cite web|url=http://www.nfta.com/pdfs/Appendix%20E.pdf |date=April 16, 2009 |title=FTA NOISE MODELING WORKSHEETS AND DETAILED METHODOLOGY |publisher=Niagara Frontier Transportation Authority (NFTA) |author=Karen Wilson |access-date=June 11, 2014 |url-status=dead |archive-url=https://web.archive.org/web/20160304061743/http://www.nfta.com/pdfs/Appendix%20E.pdf |archive-date=March 4, 2016 }} The Buffalo trains join Philadelphia's SEPTA light rail cars as the only modern non-articulated LRVs operating in the United States.

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Fares are collected through a proof-of-payment system, enforced through random ticket inspections. Travel is free on the above ground portion of the system.{{cite web | url=http://metro.nfta.com/Programs/Ride.aspx | title=How to Ride | work=Niagara Frontier Transportation Authority | access-date=October 17, 2015 | archive-url=https://web.archive.org/web/20151026050213/http://metro.nfta.com/Programs/Ride.aspx | archive-date=October 26, 2015 | url-status=live }} Regular fare is $2; various passes are also available for sale. All stations have ticket machines.{{cite web | url=http://metro.nfta.com/Routes/Fares.aspx | title=Metro Fares | work=Niagara Frontier Transportation Authority | access-date=October 17, 2015 | archive-url=https://web.archive.org/web/20151026143951/http://metro.nfta.com/Routes/Fares.aspx | archive-date=October 26, 2015 | url-status=live }} Due to the COVID-19 pandemic, NFTA temporarily suspended fare collection starting in late March 2020. Fare collection resumed on June 29, 2020.{{cite web |url=https://www.nfta.com/about/public-information/covid-19-coronavirus/faq |title=NFTA-Metro COVID-19 FAQ |publisher=Niagara Frontier Transportation Authority |access-date=1 July 2020}}

Metro Rail runs as follows: Monday-Friday from 5:10{{nbsp}}am-12:50{{nbsp}}am, Saturdays from 7:05{{nbsp}}am-12:50{{nbsp}}am and Sundays and holidays from 8:00{{nbsp}}am-11:50{{nbsp}}pm (although most bus service is available until approximately 12:30{{nbsp}}am). Trains run as often as once every ten minutes at rush hour and generally no less often than once every twenty minutes. In July 2008, the NFTA reported that the passenger count "eclipsed the previous year's tally by 23%."{{cite web |author=Sharon Linstedt |url=http://www.buffalonews.com/cityregion/buffaloerie/story/419639.html |title=Metro Rail to add earlier train run |work=The Buffalo News |date=August 21, 2008 |access-date=August 24, 2008 |archive-url=https://web.archive.org/web/20160613140324/https://www.highbeam.com/doc/1P2-21681930.html |archive-date=June 13, 2016}} As a result, the following September, the NFTA implemented an earlier start for the weekday schedule in response to an 11% increase in ridership over eight months of growth.

Annual ridership statistics are from the Federal Transit Administration's National Transit Database, which contains data from 1996 to 2011:{{cite web | url=http://www.ntdprogram.gov/ntdprogram/pubs.htm | title=The National Transit Database Publications Page | work=National Transit Database | access-date=December 10, 2014 | archive-url=https://web.archive.org/web/20150131070103/http://www.ntdprogram.gov/ntdprogram/pubs.htm | archive-date=January 31, 2015 | url-status=dead }}

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{{Main|Proposed expansion of the Buffalo Metro Rail}}

File:Buffalo Metro Rail routemap with Tonawanda-Amherst extension.svg

Buffalo Metro Rail was ranked 25th in the nation in light rail daily ridership service in 2013, with 5,058,300 passengers. However, it is noted that the line currently lacks extended branches to the suburbs, being confined to the city limits of Buffalo. One group, the Citizens Regional Transit Corporation (CRTC), advocates for expansion.{{cite web|url=http://www.citizenstransit.org|title=Citizens for Regional Transit – Expand Metro Rail, the world's greenest mass transit!|work=citizenstransit.org|access-date=February 2, 2020|archive-url=https://web.archive.org/web/20191003030148/http://www.citizenstransit.org/|archive-date=October 3, 2019|url-status=live}} As indicated in its statement, the CRTC seeks to educate the public, public officials, their authorities, and agencies in the Buffalo-Niagara region about the benefits of a comprehensive transportation system including an expanded Metro Rail. In April 2011, the group stated that the 600 block of Main Street, which has Shea's Performing Arts Center along with hotels and bars, should be converted into a mixed automobile and rail system.{{cite web|last=Gifford|first=Gladys|author2=Doug Funke|title=Let's Do Cars on Main Street the Right Way!!|date=March 24, 2011|url=http://citizenstransit.org/presentations/crtccouncilbriefing2011.pdf|access-date=April 28, 2011|archive-url=https://web.archive.org/web/20110717065309/http://citizenstransit.org/presentations/crtccouncilbriefing2011.pdf|archive-date=July 17, 2011|url-status=live}} The 600 block was re-opened to automobile traffic in 2015.

In December 2012, the NFTA announced it had secured funding of $1.6 million to commission a study in 2013 of bus and rail access to University at Buffalo's North Campus. If a rail project were to be approved, the system would be running in 7–10 years. On February 28, 2013, it was announced that a group consisting of representatives from the Buffalo Niagara Medical Campus, planners from the City of Buffalo, the Buffalo Sabres and NFTA are working on a plan to extend the southern terminus of the rail line just beyond the NFTA rail yard at the DL&W Terminal to a new parking garage being built near the Medical Campus.{{Cite web |url=http://www.buffalonews.com/apps/pbcs.dll/article?AID=%2F20130228%2FCITYANDREGION%2F130229283 |title=Metro Rail extension eyed to shuttle workers to Medical Campus, Buffalo News |access-date=February 2, 2020 |archive-url=https://web.archive.org/web/20160613140329/http://www.buffalonews.com/apps/pbcs.dll/article?AID=%2F20130228%2FCITYANDREGION%2F130229283 |archive-date=June 13, 2016 |url-status=live }}

In the December 4, 2006, edition of The Spectrum, a publication of the University at Buffalo (UB), it was announced that school president John B. Simpson was planning to get a project underway that would connect UB's North, South and downtown campuses via a transportation system. The proposed systems included a subway, trolley or light rail. A study that was published in 2014 detailed four alternatives chosen for the corridor, including a light rail corridor and three bus rapid transit corridors. The light rail corridor would extend from a turnout at University station, head north to Niagara Falls Boulevard past the Boulevard Mall, turn to Sweet Home Road, enter the University at Buffalo North Campus and parallel Interstate 990 ending at the Crosspoint Business Park in Getzville.{{cite web|title=Metro Amherst-Buffalo Corridor|url=http://metro.nfta.com/to/Documents/Long_List_Evaluation.pdf|website=NFTA|access-date=June 14, 2015|archive-url=https://web.archive.org/web/20150708125039/http://metro.nfta.com/to/Documents/Long_List_Evaluation.pdf|archive-date=July 8, 2015|url-status=live}}

Planning and funding is currently underway for a northbound Niagara Falls Boulevard extension to the University at Buffalo North Campus.{{cite web|last1=Popiolkowski|first1=Joseph|title=Plan for Metro Rail extension to Amherst coming into focus|url=http://buffalonews.com/2017/04/18/plan-metro-rail-extension-amherst-coming-focus/|website=The Buffalo News|access-date=September 19, 2017|date=April 18, 2017|archive-url=https://web.archive.org/web/20170920045152/http://buffalonews.com/2017/04/18/plan-metro-rail-extension-amherst-coming-focus/|archive-date=September 20, 2017|url-status=live}} As of 2019, the proposed turnout tunnel to Niagara Falls Boulevard has been shortened, increasing the overall length of the street-side light rail portion of the route, and a new tunnel has been added to the design near I-290. In addition, the chosen corridor would parallel Audubon Boulevard and end at a park-and-ride after passing under I-990, rather than continuing to the Crosspoint Business Park.{{Cite web |url=https://nftametrorailexpansion.com/about/proposed_action |archive-url=https://web.archive.org/web/20200202055616/https://nftametrorailexpansion.com/about/proposed_action |archive-date=2020-02-02 |title=About – NFTA Metro |website=nftametrorailexpansion.com |access-date=2020-02-02}} The NFTA has also released a finalized scoping report and a draft environmental study report,{{Cite report |url=https://www.nftametrorailexpansion.com/pdfs/NFTA_metro_rail%20Expansion_final_scoping_document.pdf |title=Expansion Project Final Scoping Report |website=nftametrorailexension.com|date=May 2019}} and has been receiving community input on the project.{{Cite web |url=https://www.wgrz.com/article/news/local/metro-rail-expansion-open-house/71-8c3242a1-6fd0-46bb-b981-c9c910f5968f |title=NFTA gets feedback on Metro Rail expansion plans |last=Dudzik |first=Kelly |date=2019-09-24 |website=WGRZ |access-date=2020-02-01}}{{Cite web |url=https://www.wkbw.com/news/local-news/northtown-residents-share-opinions-on-metro-rail-expansion-with-the-nfta |title=Neighbors in the Northtowns voice opinions on Metro Rail expansion with the NFTA |last=Melamed |first=Gilad |date=2019-09-25 |website=WKBW |language=en |access-date=2020-02-01 |archive-url=https://web.archive.org/web/20190926215908/https://www.wkbw.com/news/local-news/northtown-residents-share-opinions-on-metro-rail-expansion-with-the-nfta |archive-date=September 26, 2019 |url-status=live }}

The Airport corridor would begin in Downtown Buffalo, near Church station and continue in an easterly direction in/out Division Streets, diagonally in a northeastern direction near Jefferson Avenue toward the Buffalo Central Terminal, cross Broadway and then continue eastbound in its private right-of-way to the Thruway Plaza, Walden Galleria and Buffalo-Niagara International Airport.

The Tonawandas corridor would operate from LaSalle station northwesterly to the city of Tonawanda using the abandoned Erie Railroad tracks. The NFTA purchased 12 Presidents' Conference Committee (PCC) streetcars in the 1980s to serve the Tonawanda turn-out, a proposed Metro Rail extension to Tonawanda and North Tonawanda. These cars were built by the St. Louis Car Company and acquired by Cleveland, Ohio's Greater Cleveland Regional Transit Authority second-hand in 1953. It was determined after initial trial runs that the PCCs were too wide for existing station platforms and the plan was abandoned. The PCCs were sold to the Brooklyn Historic Railway Association (BHRA) and scrapped in 2003 when the BHRA folded.

NFTA is repurposing the DL&W Terminal with plans for a new indoor Metro Rail DL&W Station on the first floor of the terminal, on the Buffalo River side, with direct Buffalo Bricks Walkway access to Canalside,{{cite web|url= https://buffaloah.com/a/water/women/ |title= Buffalo Bricks newly designed layout|date= July 1, 2016}} with staircases and escalators to the second floor of the terminal and the elimination of the Special Events Station. Although a short distance from the current Special Events station that acts as a terminus for current service, this will constitute the first actual expansion of the system since its opening. On the second floor, NFTA has assigned private developer Savarino Cos, to plan the $30 million redevelopment{{cite web|url= https://buffalonews.com/news/local/states-30-million-grant-could-turn-dl-w-dreams-into-2025-reality/article_303ab764-c723-11ec-9c2d-1f5543f4662d.html |title= State's $30 million grant could turn DL&W dreams into 2025 reality | date=May 4, 2022}} of the enormous amount of first and second floor floor-space, along with direct access to the KeyBank Center,{{cite web|url= https://buffalonews.com/news/local/sneak-peek-see-latest-on-plans-to-turn-dl-w-terminal-into-metro-rail-station/article_f9dc3d40-a9e7-11eb-b82a-cfb832e56f96.html |title=See latest on plans to turn DL&W terminal into Metro Rail station | date=May 4, 2021}}{{cite web|url= https://buffalonews.com/news/local/new-report-envisions-dl-w-terminal-as-compelling-public-space-if-properly-restored/article_d11c598c-2aaa-11ec-ac5b-5b6f25c6d7ce.html |title= DL&W Terminal as 'compelling public space' if properly restored| date=October 16, 2021}} with a $3 million sheltered pedestrian skybridge from the second floor, near the intersection of South Park Avenue and Main Street, from the terminal to the KeyBank Center, with $2 million of that financed with federal aid.{{cite web|url= https://twointhebox.com/2021/11/23/pegulas-and-savarino-should-combine-to-bring-sky-bridge-back-to-dlw-project/ |title= Bring Sky Bridge Back to DL&W Project | date=November 23, 2021}}{{cite web|url= https://buffalonews.com/news/local/skybridge-from-dl-w-terminal-to-keybank-center-among-buffalo-projects-to-be-financed-by/article_5317d9bc-a3ae-11ec-ade2-6b6a2c1178ca.html#tracking-source=home-top-story-1 |title=Skybridge from DL&W Terminal to KeyBank Center among Buffalo projects to be financed by federal aid | date=March 14, 2022}} Despite Savarino abruptly shutting down operations in August 2023, NFTA has continued work on the $87 million project.{{cite web|url=https://www.audacy.com/wben/news/local/nfta-continues-work-along-south-park-avenue-on-dl-and-w-terminal-station|title=NFTA continues work along South Park Avenue on DL&W Terminal Station|website=Audacy.com|date=December 2023}} The newly designed station will have capacity for two four-car trains to serve the station simultaneously. Artwork will be prominent within station, as well as a 6,000 sq ft space, to be determined for use upon station completion. The stair tower alongside the station will be open for service in May 2025, with the pedestrian skybridge to KeyBank Center ready in 2026.

Although bankrupt in August 2023, Savarino has continued working on the project with a separate entity. Expected to be ready in 2026, the second floor of the structure will have 75,0000 square feet of indoor space and 55,000 square feet of outdoor space. This will establish a new four-season passenger destination to further enhance and activate the Canalside area.

{{Infobox train

| name = Buffalo LRV

| image = Buffalo, New York-02.jpg

| imagealt =

| caption =

| interiorimage = Interior of a Buffalo Metro Rail LRV (2015).jpg

| interiorimagealt =

| interiorcaption =

| service = 1984−present

| manufacturer = Tokyu Car Corporation (now J-TREC)

| ordernumber =

| factory =

| family =

| replaced =

| yearconstruction = 1983

| yearservice = 1984

| refurbishment = 2012–present

| yearscrapped =

| numberconstruction =

| numberbuilt =

| numberservice = 27

| numberpreserved =

| numberscrapped =

| formation = 2 to 4–car sets

| fleetnumbers = 101–127

| capacity = 210

| operator = Niagara Frontier Transportation Authority

| depots = NFTA Rail Maintenance Yard

| lines = Main Street

| carbody =

| trainlength =

| carlength = {{convert|66|ft|10|in|mm|sigfig=5|abbr=on}}

| width = {{convert|8|ft|7|in|mm|sigfig=4|abbr=on}}

| height = {{convert|11|ft|3|in|mm|abbr=on}}

| floorheight =

| platformheight =

| entrylevelorstep =

| doors =

| art-sections =

| wheeldiameter = {{convert|26|in|mm|abbr=on}}

| wheelbase = {{convert|6|ft|2|in|mm|abbr=on}}

| maxspeed = {{convert|50|mph|abbr=on}}

| weight =

| axleload =

| traction = Westinghouse chopper control

| traction motors = 4 × Westinghouse 1463D {{convert|135|hp|kW|abbr=on}} DC motor

| poweroutput = {{convert|540|hp|kW|abbr=on}}

| tractiveeffort =

| transmission = 7.130:1 gear ratio (2-stage reduction)

| acceleration = {{convert|3.0|mph/s|abbr=on}}

| deceleration = {{plainlist|

• {{convert|3.0|mph/s|abbr=on}} (service)
• {{convert|4.0|mph/s|abbr=on}} (emergency)

}}

| aux =

| powersupply =

| hvac =

| electricsystem = {{650 V DC|conductor=overhead}}

| collectionmethod = Pantograph

| uicclass = Bo′Bo′
British classification: Bo-Bo

| aarwheels = B-B

| bogies =

| brakes =

| safety =

| coupling = Scharfenberg coupler (Dellner)

| multipleworking =

| light =

| gauge = {{track gauge|ussg|allk=on}}

| notes = {{cite web |url=https://onlinepubs.trb.org/Onlinepubs/sr/sr221/221-030.pdf |title=Buffalo's Light Rail Vehicle |last=Antonio, Jr. |first=Ben J. |access-date=2024-07-07}}

}}

The NFTA has a fleet of 27 (originally 29) rigid-bodied (non-articulated) LRVs for the Metro Rail system, numbered sequentially from 101 to 127. They were built in 1983 by Tokyu Car Corporation (now known as Japan Transport Engineering Company). The cars' body shell design is notably similar to that of the earlier articulated US Standard Light Rail Vehicle, whose shells were also fabricated by Tokyu Car Corp. for Boeing Vertol. The cars have a maximum service speed of {{convert|50|mph}}, but trains run at {{convert|15|mph}} in the above-ground section of the line. There are three sliding doors on each side of each LRV; these doors can be opened by passengers by push buttons on the outside wall of the train when trains are stopped at stations on the above-ground section of the line. However, in practice, train operators typically open all doors and extend all the retractable staircases at all above-stations. The NFTA acquired twelve PCC streetcars from the Greater Cleveland Regional Transit Authority in 1990 for service on the never-built Tonawandas branch. They were later sold to the Brooklyn Historic Railway Association in 2003.{{Harvnb|Bregger|2008|p=121}}

In May 2006, it was announced that all of the LRVs would be rehabilitated by AnsaldoBreda. The rehabilitation featured many improvements, including enhanced video monitoring of the railcar interiors, an upgraded braking system, rebuilt HVAC systems, rebuilt door systems, a new interior closely representing the agency's new look, upgraded propulsion systems and repairs to the body shells. In addition, the rail cars were to receive new monitoring systems, an automated announcement system calling out stations, new door chimes and interior/exterior LED signage to replace existing roll signs. The total project cost was estimated at $40 million for rehabilitation of the 27 cars.{{cite news | url=http://www.bizjournals.com/buffalo/stories/2009/06/22/daily12.html | title=Park-and-ride likely to be saved | work=Buffalo Business First | date=June 22, 2009 | access-date=October 18, 2015 | author=Fink, James | archive-url=https://web.archive.org/web/20150709064137/http://www.bizjournals.com/buffalo/stories/2009/06/22/daily12.html | archive-date=July 9, 2015 | url-status=live }}

Because the refurbished cars have new car-to-car communications equipment, they are not compatible with unrefurbished cars and cannot run with them on the same line.{{cite news | url=http://www.buffalonews.com/city/article755156.ece | title=Refurbished Metro cars re-enter rail service | work=The Buffalo News | date=March 9, 2012 | access-date=April 14, 2014 | last=McCarthy |first=Robert J. | archive-url=https://web.archive.org/web/20120313035750/http://www.buffalonews.com/city/article755156.ece | archive-date=March 13, 2012}} The project originally planned to use SuperSteel's manufacturing facilities in Schenectady, New York, for the overhaul. However, due to the loss of orders and a dip in the economy, SuperSteel closed the facility in April 2009. The closure cost 175 jobs and delayed the rehabilitation.{{cite news | url=http://www.dailygazette.com/news/2009/jun/26/0626supersteel/ | title=Rail car manufacturer offers to buy vacant Super Steel site | work=The Daily Gazette | date=June 26, 2009 | access-date=August 17, 2013 | author=Lamendola, Michael | archive-url=https://web.archive.org/web/20150708064237/http://www.dailygazette.com/news/2009/jun/26/0626supersteel/ | archive-date=July 8, 2015}} The project later was moved to Gray Manufacturing Industries, located in Hornell, New York.{{cite web|url=http://www.gmihornell.com/documents/brochure.pdf|date=September 29, 2008|title=Gray Manufacturing Industries, LLC|author=Penny Dessena|access-date=June 11, 2014|archive-url=https://web.archive.org/web/20141115013510/http://gmihornell.com/documents/brochure.pdf|archive-date=November 15, 2014|url-status=live}} The first two cars were due back in revenue service in July 2010.{{cite news | url=http://www.buffalonews.com/2010/02/15/957558/metro-rail-trains-undergo-a-rebirth.html | title=Metro Rail trains undergo a rebirth | work=The Buffalo News | date=February 16, 2010 | access-date=July 18, 2010 | author=McCarthy, Robert J. | archive-url=https://web.archive.org/web/20100312072007/http://www.buffalonews.com/2010/02/15/957558/metro-rail-trains-undergo-a-rebirth.html | archive-date=March 12, 2010 | url-status=dead | df=mdy-all }}

After a lengthy delay, which put the project years behind the original schedule, the first two cars (fleet numbers 114 and 123) were returned to service on March 9, 2012. However, the cost of refurbishment per car had since gone up and now averaged $1.7 million per car with a total cost of $45 million to complete all cars in the fleet. Three more cars (numbers 110, 111 and 126) were sent out and were expected to be completed before the end of 2012, but did not return to service until the fall of 2013.{{cite news|title=NFTA Debuts New, Modern Metro Rail Cars|url=http://www.wkbw.com/news/local/NFTA-Debuts-New-Modern-Metro-Rail-Cars-142120093.html|access-date=April 16, 2012|url-status=dead|archive-url=https://archive.today/20130209161803/http://www.wkbw.com/news/local/NFTA-Debuts-New-Modern-Metro-Rail-Cars-142120093.html|archive-date=February 9, 2013}} On October 1, 2014, car 113 also returned to service. By May 2021, 26 cars had been refurbished and the program was planned to end with a total of 27 (the entire fleet), with completion predicted for around July 2021.{{cite news

|last=McCarthy |first=Robert J. |title=Metro Rail's long-delayed rebuild program nears completion |date=May 9, 2021 |newspaper=The Buffalo News |url=https://buffalonews.com/news/local/metro-rails-long-delayed-rebuild-program-nears-completion/article_4e5613e6-af47-11eb-aed6-73bba254b8a4.html |archive-url=https://web.archive.org/web/20210614055900/https://buffalonews.com/news/local/metro-rails-long-delayed-rebuild-program-nears-completion/article_4e5613e6-af47-11eb-aed6-73bba254b8a4.html |archive-date=June 14, 2021 |url-status= }} The refurbishment is expected to extend the life of each car by 15 years.

• List of tram and light-rail transit systems
• List of routes of City of Buffalo streetcars

{{reflist|30em}}

• {{cite book | last=Bregger | first=D. David | title=Buffalo's Historic Streetcars and Buses | year=2008 | location=Charleston, SC | publisher=Arcadia Publishing | isbn=978-0-7385-5750-2 | url=https://books.google.com/books?id=Vih1AHoQdFIC | series=Images of America }}
• {{cite book | last=Middleton | first=William D. | title=Metropolitan Railways: Rapid Transit in America | year=2003 | location=Bloomington, IN | publisher=Indiana University Press | isbn=0-253-34179-5 }}

{{Attached KML|display=title,inline}}

{{Commons category|NFTA Metro Rail}}

• {{Official website|http://metro.nfta.com/}}
• [http://www.nfta.com/ Niagara Frontier Transportation Authority], the agency that runs Metro Rail
• [http://www.urbanrail.net/am/buff/buffalo.htm Urbanrail.net's page on Metro Rail]
• [http://world.nycsubway.org/us/buffalo/ More details at nycsubway.org]
• [http://ribaulo.tripod.com/metro.html History of design and construction of Metro Rail]
• [http://www.cityrailtransit.com/maps/buffalo_map.htm Buffalo Metro Rail map]

{{USLightRail}}

{{Buffalo, New York}}

Category:Niagara Frontier Transportation Authority

Category:Light rail in New York (state)

Category:Electric railways in New York (state)

Category:Transportation in Buffalo, New York

Category:Railway lines opened in 1984

Category:Underground rapid transit in the United States

Category:1984 establishments in New York (state)

Category:650 V DC railway electrification