VTA light rail#Criticism

VTA operates {{Convert|42.2|mi|km|1|sp=us}} of light rail route on 3 lines. All the lines and the corridors they run through are designed to move passengers from the suburban areas of Santa Clara Valley into the major business areas in Downtown, the Santa Clara County Civic Center, and northern Silicon Valley, site of many high-tech company offices.

Light Rail also serves to connect travelers to other transportation systems at several key points: Diridon station offers connections to Caltrain, ACE, Amtrak's Coast Starlight, the Capitol Corridor trains; Milpitas station offers a connection to the BART system; and Metro/Airport station offers a connection to the San Jose International Airport via VTA Bus route 60.

The system is mostly double-tracked with overhead catenary wires. It variously runs along the medians of former railroad rights of way, freeways and surface streets, and pedestrian malls.

{{Main|Purple Line (VTA)}}

The Almaden shuttle was a 3-stop spur from the Ohlone/Chynoweth station to Almaden station at the Almaden Expressway in the Almaden Valley. The shuttle, which ran a single 1-car train, took about 4 minutes to travel between Ohlone/Chynoweth and Almaden. This line had one track, with sidings at Almaden and Ohlone/Chynoweth. The line was discontinued in December 2019 and replaced by bus service.{{cite web |author= |url=https://morganhilltimes.com/vta-makes-commuter-changes/ |title=VTA makes commuter changes |work=Morgan Hill Times |date=December 27, 2019 |access-date=April 10, 2021 |quote=The light rail segment from Ohlone/Chynoweth to Oakridge will be discontinued and will now be served by Route 64a.}}

The Commuter Express service operated along the same route as the current Blue Line between Baypointe and Santa Teresa stations, with nonstop service between Convention Center and Ohlone/Chynoweth stations. This weekday, peak-period service offered three trips in the morning and three trips in the evening. The service was introduced in October 2010 and was eliminated in August 2018 because of low ridership.

{{See also|California Trolley and Railroad Corporation}}

{{Holly Trolley (VTA)}}

Sometimes, in the winter, VTA operates a seasonal vintage trolley service called the Holly Trolley.{{cite web |title=Catch VTA's Holly Trolley Before It's Gone... |url=https://www.masstransitmag.com/rail/video/11283308/catch-vtas-holly-trolley-before-its-gone |website=Mass Transit |access-date=25 March 2024 |date=19 December 2013}}{{cite web |title=Remember the Magic of the Holidays? |url=http://www.vta.org/trolley |website=www.vta.org |access-date=25 March 2024 |archive-url=https://web.archive.org/web/20121119213342/http://www.vta.org/trolley |archive-date=19 November 2012}} This trolley, a joint project of the VTA and the California Trolley and Railroad Corporation, began operations in December 2012.{{cite web |title=Posting Pullup - 2012 {{!}} California Trolley and Railroad Corporation (CTRC) |url=https://www.ctrc.org/ctrc-blog/posting-pullup-2012 |website=California Trolley and Railroad Corporation |access-date=29 March 2024}} As of December 2018, it operated between Civic Center and the San Jose Caltrain stations.{{cite web |last1=Santos |first1=Joshua |title=VTA's Holly Trolley is back for the holidays! |url=https://www.thesanjoseblog.com/2018/11/vtas-holly-trolley-is-back-for-holidays.html |access-date=6 July 2024 |date=21 November 2018}} However, for the 2019 season, it only operated between Civic Center and Convention Center station (VTA) stations.{{cite web |title=VTA Historic Holiday Trolley Rides Again! |url=https://www.vta.org/blog/vta-historic-holiday-trolley-rides-again |website=www.vta.org |language=en}}

Although Holly Trolley service was suspended during the COVID-19 pandemic, in November 2024, it was announced that the Holly Trolley will return for the 2024 season. On December 21, 22, 28, and 29, the Holly Trolley operated on the Holly Trolley's route from {{stl|SCVTA|Civic Center}} to {{stl|SCVTA|Convention Center}} stations. The exact schedule will depend on the weather, since the streetcar cannot operate in the rain.{{cite news |last1=Pho |first1=Brandon |title=Historic San Jose trolley brings back holiday charm |url=https://sanjosespotlight.com/historic-san-jose-trolley-brings-back-holiday-charm/ |work=San José Spotlight |access-date=16 December 2024 |date=28 November 2024}} The car that will be used, Car 2001, was originally built in 1928 for use on the tram network in Milan, Italy, where it was used until it was donated to San Jose by the Italian government in the 1980s.{{cite web |title=Historic Trolleys |url=https://www.vta.org/historic-trolleys#accordion-car-2001-is-from-milan--italy- |website=www.vta.org |access-date=16 December 2024 |language=en}} This will be the first time since 2018 that Car 2001 has operated.

{{Further|List of VTA light rail stations}}

Unusually for light rail systems in the United States, most VTA Light Rail stops are made by request. Similar to VTA's bus network, passengers must be visible to the operator while waiting at stations and must notify the operator using the bell before the train arrives at their destination. Trains will typically skip stops (other than line termini) if no one is waiting on the platform and no one requests to disembark.{{Cite web |url=http://www.vta.org/getting-around/seniors/senior-how-to-use-service |title=How To Use Service |last=VTA|date=May 22, 2024 }}

Lines run for 20 hours per day on weekdays, with headways of 15 minutes for most of the day. On weekends, the train runs at 20-minute headways throughout the day. After around 8 pm on weekdays and 7 pm on weekends, trains run at 30 to 60-minute headways. The light rail frequency does not meet VTA's definition of "frequent service."{{Cite web |date=April 28, 2025 |title=VTA Frequency Chart |url=https://www.vta.org/sites/default/files/2025-05/FREQUENCY%20CHART-042825-ADA-accessible.pdf |website=Santa Clara Valley Transportation Authority}}{{Clear left}}

Santa Clara County began planning for a light rail system in the mid-1970s, after the successful development of the San Diego Trolley and amid a surge in light rail construction in mid-sized cities nationwide (Buffalo, Denver, Portland and Sacramento 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 county received $2 million from the federal government in 1982 to fund the preliminary engineering phase for the County’s first light rail line.{{Cite web|date=November 7, 2005|title=Santa Clara Valley Transportation Authority History|url=http://vtaorg.force.com/sfc/servlet.shepherd/version/download/068A0000001FaML|access-date=January 30, 2022|website=Santa Clara Valley Transportation Authority}} The operation of the line and some of the construction costs would be funded by a half-cent sales tax for a transit district voters in Santa Clara county had approved in 1976. The light rail proposal was championed by County Supervisor Rod Diridon Sr. and Congressman Norman Mineta.{{cite journal|date=2011-03-30|title="Rod Diridon Papers" by San Jose State University, Special Collections and Archives|url=http://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1015&context=speccoll_archives|url-status=live|journal=Archival Finding Aids|publisher=Scholarworks.sjsu.edu|archive-url=https://web.archive.org/web/20171028200956/http://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1015&context=speccoll_archives|archive-date=2017-10-28|access-date=2020-01-17}}

File:San Jose LRV 809 northbound on First St near San Carlos St (1993).jpg in June 1988, six months after the system opened. A UTDC-built light rail car is shown on S. First Street in 1993.]]

The first phase, then called the Guadalupe Line, broke ground in October 1986 and opened for revenue service on time{{cite AV media|title=South Bound|publisher=Santa Clara County Transit District|location=San Jose, California|date=1989|url=https://www.youtube.com/watch?v=CSk_yQtmiR4&t=134|via=YouTube}} on December 11, 1987, running between Old Ironsides station (near the Great America theme park and Silicon Valley office parks) and a temporary Civic Center station at First and Younger (near the junction to VTA's Guadalupe Division rail yard on Younger).{{cite news |last=Warner |first=David C. |date=April 1991 |title=San Jose: Guadalupe Corridor Line Completed |pages=32–38 |magazine=Passenger Train Journal |issn=0160-6913}}{{cite news |last1=Robinson |first1=Bert |others=et al. |date=December 11, 1987 |title=All Aboard - It's Off and Rolling |at=Sec A:1 |newspaper=San Jose Mercury News}} The second phase opened about six months later on June 17, 1988 and extended the rails south from a permanent Civic Center station (replacing the temporary First and Younger station) through a transit mall in Downtown San Jose to Convention Center station. The third phase opened on August 17, 1990, extending rails into the median of California State Route 87 (Guadalupe Freeway) to Tamien station, adding the first connection to Caltrain. The fourth and final phase of the Guadalupe Line added rails in the median of California State Route 85 (West Valley Freeway) to a terminus at Santa Teresa station just off the freeway in South San Jose. Originally projected to be completed in late 1988, it was delayed for a two-year review and opened on April 25, 1991, with a scaled-down interchange between State Routes 85 and 87 and more sound walls. At the same time, the now abandoned Almaden spur line opened.{{Cite report |url=http://www.cpuc.ca.gov/WorkArea/DownloadAsset.aspx?id=2082 |title=Triennial on-site safety review of Santa Clara Valley Transportation Authority (VTA) |date=June 6, 2011 |publisher=Rail Transit Safety Section, Rail Transit and Crossings Branch, Consumer Protection and Safety Division, California Public Utilities Commission |access-date=March 4, 2019}}

The system's first major expansion, Tasman West, opened in 1999, extending the rails from the northern end of the Guadalupe line to Mountain View.{{Cite report |url=http://www.cpuc.ca.gov/WorkArea/DownloadAsset.aspx?id=2082 |title=Triennial on-site safety review of Santa Clara Valley Transportation Authority (VTA) |date=June 6, 2011 |publisher=Rail Transit Safety Section, Rail Transit and Crossings Branch, Consumer Protection and Safety Division, California Public Utilities Commission |access-date=March 4, 2019}}

In May 2001, the first phase of the Tasman East extension opened, connecting the Tasman West line to Milpitas.{{Cite web|date=November 30, 2006|title=VTA Facts: Light Rail System|url=http://www.vta.org/news/factsheets/bus_lightrail_trolly_information/09_light_rail_system_110705.pdf|url-status=dead|archive-url=https://web.archive.org/web/20090320011638/http://www.vta.org/news/factsheets/bus_lightrail_trolly_information/09_light_rail_system_110705.pdf|archive-date=March 20, 2009|access-date=January 10, 2020|publisher=Santa Clara Valley Transportation Authority}}{{cite web|date=2008-05-12|title=Tasman East/Capitol Project Description|url=http://www.vta.org/projects/te_cap/project/|url-status=dead|archive-url=https://web.archive.org/web/20110605080530/http://www.vta.org/projects/te_cap/project/|archive-date=2011-06-05|access-date=2008-11-16|work=Completed projects|publisher=Santa Clara Valley Transportation Authority}} New Kinki Sharyo low-floor light rail vehicles were introduced to this line the following year. Phase two of the Tasman East and the Capitol extension, completed in 2004, brought service east to the Great Mall of the Bay Area and the Alum Rock Transit Center.

On October 1, 2005, the first phase of the Vasona extension was completed, extending the system from downtown San Jose through San Jose Diridon station to the Winchester Transit Center along a former Union Pacific Railroad right of way.

The agency had ambitious plans to expand the light rail system, which have mostly been canceled. The Capitol Expressway extension would have extended the system {{Convert|8|mi}} south from Alum Rock station to Capitol station,{{Cite web |title=VTA Facts: Downtown East Valley Transit Improvement Plan |url=http://www.vta.org/projects/dtev/docs/library/fact_sheets/dtev_fs_pm7.pdf |url-status=dead |archive-url=https://web.archive.org/web/20100712013259/http://www.vta.org/projects/dtev/docs/library/fact_sheets/dtev_fs_pm7.pdf |archive-date=July 12, 2010 |publisher=Santa Clara Valley Transportation Authority}} the second phase of the Vasona extension would have extended the system {{Convert|1.5|mi}} south from Winchester station to the line's namesake Vasona Junction, and the Santa Clara / Alum Rock extension would have added {{Convert|4|mi}} of track along the busy Santa Clara Street.{{Cite web |title=VTA Facts: Single Car Light Rail Alternative |url=http://www.vta.org/projects/dtev/docs/library/fact_sheets/final_factsheet_singlecar_v5_3_10_03.pdf |url-status=dead |archive-url=https://web.archive.org/web/20071008133726/http://www.vta.org/projects/dtev/docs/library/fact_sheets/final_factsheet_singlecar_v5_3_10_03.pdf |archive-date=October 8, 2007 |publisher=Santa Clara Valley Transportation Authority}} Of these, only the Capitol Expressway extension (currently known as the Eastridge to BART Regional Connector) has gone forward, with construction on the 2.5 mile (4.0 km) extension beginning in June 2024. Phase 2 of the Vasona Extension has been cancelled,{{Cite web |date=2019-08-23 |title=VTA committee puts Vasona extension on ice, discusses light rail makeover |url=https://sanjosespotlight.com/vta-committee-puts-vasona-extension-on-ice-discusses-light-rail-makeover/ |access-date=2022-01-30 |website=San José Spotlight |language=en-US}} and the Santa Clara / Alum Rock extension became a bus rapid transit line, Rapid 522.{{Cite web |title=Downtown East Valley Project |url=http://www.vta.org/projects/dtev/ |url-status=dead |archive-url=https://web.archive.org/web/20070704070215/http://www.vta.org/projects/dtev/ |archive-date=July 4, 2007 |publisher=Santa Clara Valley Transportation Authority}} No new lines have been added to the system since 2005.

The system received a major reconfiguration in 2019 and 2020, coinciding with the completion of the Silicon Valley BART extension. The Orange Line was established between Mountain View, Milpitas (the new BART station), and Alum Rock, the Blue Line was truncated at Baypointe, and the Almaden Shuttle line was discontinued entirely and replaced with a new bus route.{{Cite web|title=Proposed 2019 New Transit Service Plan {{!}} Light Rail Routes|url=http://newtransitplan.vta.org/proposed-light-rail-routes|access-date=March 4, 2019|publisher=Santa Clara Valley Transportation Authority}}

On May 26, 2021, a mass shooting occurred at the VTA light rail yard (Guadalupe Division). Ten people, including the gunman, were killed during the shooting, the deadliest in the history of the San Francisco Bay Area. As a result of the shooting, the entire light rail system was shut down for months.{{cite press release|title=VTA Restarts Light Rail Service|publisher=Santa Clara Valley Transportation Authority|date=August 28, 2021|accessdate=August 28, 2021|url=https://www.vta.org/blog/vta-restarts-light-rail-service}} The system partially restarted on August 30, 2021,{{Cite web|title=Light Rail Service is Back!|url=https://www.vta.org/blog/light-rail-service-back|access-date=2021-10-11|website=www.vta.org|language=en}} and fully restarted on September 18, 2021.{{Cite web|title=VTA Light Rail System Fully Operational Saturday, September 18|url=https://www.vta.org/blog/vta-light-rail-system-fully-operational-saturday-september-18|access-date=2021-10-11|website=www.vta.org|language=en}}

;Notes

{{reflist|group=lower-alpha}}

VTA's light rail system has been criticized for being one of the least used in the United States, and consequently one of the most heavily subsidized.

A 2019 report by the Civil Grand Jury of Santa Clara County compared VTA and its light rail system to other transit operators with light rail systems that served comparably sized areas. They found that the VTA served 24.3 passenger trips per revenue hour, making it the second least effective transit system of the group. In terms of efficiency, VTA had the highest cost per passenger trip ($9.30) and the second-highest increase in costs (65%). Comparing the light rail systems alone, VTA had the lowest farebox recovery (9.3%) in the peer group.

The Grand Jury also found that VTA had failed to “accurately estimate the ongoing operating and capital costs of maintaining the light-rail system,” concluding that that failure, “has led, in part, to (the agency's) recurring financial deficits.” The VTA has said that the operating costs could be cut in half and farebox recovery doubled if a bus-only system were deployed.{{Cite web|date=June 18, 2019|title=Inquiry Into Governance of the Valley Transportation Authority|url=https://www.scscourt.org/court_divisions/civil/cgj/2019/CGJ%20VTA%20Final%20Report%20-%2006.18.19.pdf|access-date=January 28, 2022|publisher=2018-2019 Civil Grand Jury of Santa Clara County}}

Two of VTA's former board chairs, Teresa O’Neill and Sam Liccardo said they agreed with many of the report’s criticisms, and placed the blame on poor planning by the agency in the 1980s and poor land-use decisions in the years since the system was built out. Along much of the light rail routes, trains do not serve densely populated areas but instead run past single-story office buildings, single-family homes and empty lots. Both Liccardo and O’Neill have advocated for replacing light rail with alternative technologies, like autonomous electric buses, that could be less expensive to operate.{{Cite web|last=Meacham|first=Jody|date=July 7, 2019|title=VTA board chairs say grand jury's blistering criticisms of light rail system don't completely hit the mark|url=https://www.bizjournals.com/sanjose/news/2019/07/07/santa-clara-vta-grand-jury-report-criticism.html|access-date=January 28, 2022|website=Silicon Valley Business Journal}}

As part of its findings, the Grand Jury recommended the VTA board to abandon its plans for an extension of the Orange Line to the Eastridge Transit Center (see: Capitol Expressway extension section). The {{US$|453 million}} project would attract approximately 611 new riders (after considering the reduction in ridership on the existing parallel bus lines). The board rejected that recommendation saying that the project had been approved by voters.{{Cite web|last=Meacham|first=Jody|date=September 6, 2019|title=VTA board rejects half of critical grand jury report's critical findings|url=https://www.bizjournals.com/sanjose/news/2019/09/06/vta-board-rejects-half-of-critical-grand-jury.html|access-date=January 28, 2022|website=Silicon Valley Business Journal}}

File:Santa Clara County Transit UTDC-built car 821 arriving at Old Ironsides (1993).jpg-built LRV arriving at Old Ironsides station in 1993. These high-floor cars were replaced in 2003.]]

From 1987 when the system was launched until September 2003, the system was served by a fleet of high-floor light rail vehicles (LRVs) built by Urban Transportation Development Corporation and designated as ALRV.{{Cite web |url=https://www.publicsurplus.com/sms/docviewer/aucdoc/referenceinfoUTDC.pdf?auc=2000678&docid=25317195 |title=Chapter 1 - Introduction |publisher=Public Surplus |access-date=January 2, 2019}} The first car arrived in March 1987.{{cite news |last=Warner |first=David C. |date=April 1991 |title=San Jose: Guadalupe Corridor Line Completed |pages=32–38 |magazine=Passenger Train Journal |issn=0160-6913}} Accessibility for disabled riders was provided by wheelchair lifts at each station. The original high-floor fleet was leased to investors (for a 33-year term, starting in 1998), and then subleased back to VTA. In May 2003, VTA sub-subleased the UTDC LRVs to other light rail operators for an initial 13-year term, with a renewal term of 9 years; VTA retains responsibility for LRV operation, maintenance, and insurance.{{Cite report |url=http://www.vta.org/sfc/servlet.shepherd/version/download/068A0000001FcWC#page=91 |title=Comprehensive Annual Financial Report for fiscal year ended June 30, 2004 |date=November 22, 2004 |publisher=Santa Clara Valley Transportation Authority |pages=2–58 |access-date=January 2, 2019}} 29 were sent to the Utah Transit Authority (UTA, $5.2 million rental payments),{{Cite conference |last=Allegra, Michael A. |date=September 2008 |title=UTA: FrontRunner and Beyond |url=https://www.arema.org//files/library/2008_Conference_Proceedings/UTA_Frontrunner_and_Beyond_2008.pdf |conference=AREMA 2008 Annual conference |location=Salt Lake City, Utah |publisher=AREMA |access-date=January 2, 2019}} and 21 were sent to the Sacramento Regional Transit District (SacRT, $4.1 million rental payments). In September 2013, RT exercised its option to purchase the 21 sub-leased vehicles at $1,000 each.{{Cite report |url=http://www.vta.org/sfc/servlet.shepherd/document/download/069A0000001fDq2IAE#page=126 |title=Comprehensive Annual Financial Report for fiscal year ended June 30, 2014 |date=October 9, 2014 |publisher=Santa Clara Valley Transportation Authority |pages=2–84 |access-date=January 2, 2019}} UTA subsequently exercised its purchase option for the 29 sub-leased vehicles in 2017.{{Cite report |url=http://vtaorgcontent.s3-us-west-1.amazonaws.com/Site_Content/CAFR_FY_2017.pdf#page=138 |title=Comprehensive Annual Financial Report for fiscal year ended June 30, 2017 |date=October 27, 2017 |publisher=Santa Clara Valley Transportation Authority |pages=2–96 |access-date=January 2, 2019}} 28 of the UTA vehicles, renumbered 1042–1069, were sold at auction on December 26, 2017.{{Cite web |url=https://www.publicsurplus.com/sms/list/past?page=0&sortBy=end&sortDesc=N&orgid=529204&sorg=529204&show=past&posting=pageNumber&masscopy_process=&keyWord=&startDate=Dec+26%2C+2017&endDate=Jan+2%2C+2018&catId= |title=Closed Auctions for: Utah Transit Authority |date=December 26, 2017 |publisher=Public {{!}} Surplus |access-date=January 2, 2019}} The UTA cars were withdrawn from service in 2018.

Image:VTA LightRailCar.jpg

Image:VTA 930 Interior.jpg

In 2002, VTA introduced a fleet of 100 new Kinki Sharyo low-floor LRVs. The Kinki Sharyo LRVs are equipped with a low floor over 70% of the passenger area at {{convert|14|in|0|abbr=on}} above top-of-rail (ATOR), with the remaining high-floor area {{convert|35|in|0|abbr=on}} ATOR; up to three LRVs may be coupled into a single train.{{Cite web |url=http://www.kinkisharyo.com/main/wp-content/uploads/2015/08/VTA.pdf |title=San Jose, CA - Santa Clara Valley Transportation Authority: Technical Data |publisher=Kinki Sharyo |access-date=January 2, 2019}} The low-floor LRVs initially operated only on the Tasman West line (Downtown Mountain View to I-880/Milpitas), because their floor height only matched the {{convert|14|in|mm|0|adj=mid}}{{Cite web |url=http://www.vta.org/sfc/servlet.shepherd/version/download/068A0000001FcSf |title=Santa Clara-Alum Rock Transit Improvement Project Final EIR — Project Description |website=vta.org |publisher=VTA |access-date=May 22, 2016}} platform height along that line. After VTA reconstructed platforms along North First Street from the Japantown/Ayer stop northward (with wooden ramps provided for the lead car's front door elsewhere), VTA replaced the entire fleet in 2003 with low-floor LRVs. Currently, all stations provide level boarding at all doors. Trains are usually coupled in two LRV consists, which was reduced to one during the COVID-19 pandemic, but has since been restored to two cars.

On March 21, 2008, at approximately 7:10 p.m., a southbound 2-car light rail train derailed just north of the Virginia station. Four people, including the train operator, were injured, and the train was heavily damaged. At the time of the accident, trains were operating on a single track through the area because of construction at three nearby light rail stations. The train involved was attempting to switch between tracks when it derailed. VTA ruled out mechanical or equipment failure as a cause for the accident.{{Cite news |url=http://www.mercurynews.com/ci_8668625?source=rss |title='Mechanical causes' Unlikely in Derailment |last=Swift |first=Mike |date=March 23, 2008 |work=San Jose Mercury News |access-date=March 26, 2008}} An investigation indicated human error ("the train traveling southbound stopped over the switch and reversed, which are violations of operating rules").{{Cite web |url=http://www.vta.org/sfc/servlet.shepherd/version/download/068A0000001Fb2B |title=Board of Directors Minutes 4/3/08 |last=Santa Clara Valley Transportation Authority |date=April 3, 2008 |format=PDF |access-date=November 21, 2017}}

{{main|2021 San Jose shooting}}

On May 26, 2021, a mass shooting occurred at a VTA rail yard in San Jose, California. Ten people, including the gunman, were killed during the shooting.{{cite news|url=https://www.nbcbayarea.com/news/local/south-bay/bomb-squad-police-search-home-of-suspect-in-san-jose-mass-shooting/2554947/|title=Bomb Squad, Police Search Home of Suspect in San Jose VTA Yard Mass Shooting|publisher=KNTV|date=May 26, 2021|accessdate=May 26, 2021|archive-date=May 26, 2021|archive-url=https://web.archive.org/web/20210526184330/https://www.nbcbayarea.com/news/local/south-bay/bomb-squad-police-search-home-of-suspect-in-san-jose-mass-shooting/2554947/|url-status=live}}{{cite news|url=https://www.thedailybeast.com/employee-samuel-cassidy-named-as-gunman-in-san-jose-rail-yard-mass-shooting|title=Gunman in San Jose Mass Shooting Identified as Employee Samuel Cassidy|work=The Daily Beast|last=Rohrlich|first=Justin|date=May 26, 2021|accessdate=May 26, 2021|archive-date=May 26, 2021|archive-url=https://web.archive.org/web/20210526185619/https://www.thedailybeast.com/employee-samuel-cassidy-named-as-gunman-in-san-jose-rail-yard-mass-shooting|url-status=live}}{{Cite web|url=https://www.nbcbayarea.com/news/local/police-deputies-respond-to-shooting-near-downtown-san-jose/2554847/|title=Mass Shooting Leaves 8 Dead at VTA Yard in San Jose|publisher=KNTV|date=2021-05-26|access-date=2021-05-26|archive-date=May 26, 2021|archive-url=https://web.archive.org/web/20210526152619/https://www.nbcbayarea.com/news/local/police-deputies-respond-to-shooting-near-downtown-san-jose/2554847/|url-status=live}}{{cite news|url=https://sanjosespotlight.com/victims-of-mass-shooting-at-san-jose-vta-rail-yard-identified/|title=Ninth victim of VTA shooting in San Jose dies, county identifies victims|work=San Jose Spotlight|date=2021-05-26|access-date=2021-05-26}} It is the deadliest mass shooting in the history of the San Francisco Bay Area.{{cite news|title=Victims, shooter identified in Bay Area's deadliest mass shooting|first1=Maggie|last1=Angst|first2=John|last2=Woolfolk|first3=Aldo|last3=Toledo|first4=Julia Prodis|last4=Sulek|first5=Robert|last5=Salonga|first6=Jason|last6=Green|work=The Mercury News|location=San Jose, California|date=May 26, 2021|accessdate=May 26, 2021|url=https://www.mercurynews.com/2021/05/26/active-shooter-response-underway-near-san-jose-vta-light-rail-yard/|archive-date=May 26, 2021|archive-url=https://web.archive.org/web/20210526144856/https://www.mercurynews.com/2021/05/26/active-shooter-response-underway-near-san-jose-vta-light-rail-yard/|url-status=live}} As a result of the shooting, service was suspended indefinitely across the light rail system{{cite news|title=VTA mass shooting: South Bay light-rail service suspended indefinitely|first=Robert|last=Salonga|work=The Mercury News|location=San Jose, California|date=May 31, 2021|accessdate=June 1, 2021|url=https://www.mercurynews.com/2021/05/31/vta-mass-shooting-south-bay-light-rail-service-suspended-indefinitely/}} and returned in stages throughout August and September.{{cite press release|title=VTA Light Rail System Fully Operational Saturday, September 18|publisher=Santa Clara Valley Transportation Authority|date=September 16, 2021|accessdate=September 18, 2021|url=https://www.vta.org/blog/vta-light-rail-system-fully-operational-saturday-september-18}}

The system was initially envisioned as a loop and spoke system, with commuters riding a circular outer route before transferring to radial lines to reach their destinations. With about 40% of the original plans realized {{as of|2023|lc=y}}, future developments are expected to complete the outer loop. Service may be extended along the Mayfield Cutoff and Vasona Industrial Lead to connect the western segments of the system.{{cite news |last1=Buchanan |first1=Bill |title=Buried train tracks once linking San Francisco with San Jose may find new life |url=https://www.sfgate.com/travel/article/bay-area-train-tracks-new-purpose-vta-18457522.php |access-date=1 November 2023 |agency=SF Gate |date=1 November 2023}}

The Eastridge to Bart Regional Connector (formerly known as the Capitol Expressway extension) light rail extension will extend the Orange Line south of the Alum Rock Transit Center to the Eastridge Transit Center along Capitol Expressway. Tracks will lay on an elevated median starting just south of Alum Rock station before becoming at-grade near the end of the extension. The project is a truncated segment of the original plan to run rails for the full length of Capitol Expressway to interchange with the original Guadalupe Line.

The extension will include two new stations: an elevated station at Story Road and a street-level station at the Eastridge Transit Center. (A third station, Ocala, was proposed, but was dropped from the final plans.) Both stations will feature public art, and the Story station will include a pedestrian bridge.

The {{US$|453 million}} project was criticized in a 2019 report by the Civil Grand Jury of Santa Clara County (see: Criticism section). The Grand Jury recommended the VTA board to abandon the extension because the project would attract approximately 611 new riders (after considering the reduction in ridership on the existing parallel bus lines). The board rejected that recommendation saying that the project had been approved by voters.{{Cite web |last=Meacham |first=Jody |date=September 6, 2019 |title=VTA board rejects half of critical grand jury report's critical findings |url=https://www.bizjournals.com/sanjose/news/2019/09/06/vta-board-rejects-half-of-critical-grand-jury.html |access-date=January 28, 2022 |website=Silicon Valley Business Journal}}

VTA approved the final environmental impact statement of this segment in June 2019.{{Cite news |last=Deruy |first=Emily |date=6 June 2019 |title=San Jose: VTA greenlights Eastridge light rail extension |url=https://www.mercurynews.com/2019/06/06/san-jose-vta-green-lights-eastridge-light-rail-extension/ |access-date=9 June 2019 |agency=The Mercury News}} With the project setbacks and limited funding, the line eventually started pre-construction activities in early 2021. It also got fully funded in early 2023 from a $46 million state grant.{{Cite web |title=East San Jose Light Rail Extension is Fully Funded |url=https://www.vta.org/blog/east-san-jose-light-rail-extension-fully-funded |access-date=2023-08-07 |website=www.vta.org |language=en}} A groundbreaking was held on June 8th, 2024, with passenger service planned for 2029.

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{{Portal||Railways}}

{{Commons category|VTA Light Rail}}

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• [http://www.vta.org/ Official Santa Clara Valley Transportation Authority website]
• [https://web.archive.org/web/20080705215328/http://www.all-transit.com/rosters/vta-r-1.htm VTA Roster]

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{{San Francisco Bay Area Public Transit}}

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{{California railroads}}

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Category:Electric railways in California

Category:Light rail in California

Category:Airport rail links in the United States

Category:750 V DC railway electrification

Category:Railway lines opened in 1987

Category:1987 establishments in California

Category:Santa Clara Valley Transportation Authority