LA Metro’s A Line Claremont Extension moves ahead as new study forecasts $1.1B in economic output

Published: February 21, 2026

MONROVIA/LOS ANGELES — The next eastern push of LA Metro’s A Line—extending light-rail service beyond Pomona to Claremont—has gained fresh momentum amid new economic analysis projecting more than $1.1 billion in economic output during design and construction, along with thousands of jobs and sizable tax revenues. The extension is the next step in the long-running Foothill corridor buildout that has steadily carried Metro rail deeper into the San Gabriel Valley, with the A Line now operating to Pomona North following the 2025 opening of the Glendora-to-Pomona segment.

The project commonly described as the “Claremont Extension” is the next piece of the former Gold Line Foothill Extension, now integrated into Metro’s A Line. With the A Line already running between Long Beach and the new Pomona terminus, the extension would push rail service farther east to a new station in Claremont, creating another major rail-to-rail connection point near the existing Metrolink corridor.

Project plans call for the future Claremont Station to be located near today’s Metrolink station area—east of Indian Hill Boulevard and west of College Avenue—with a reconfigured corridor that keeps light rail and freight/commuter rail operations separated. According to Foothill Gold Line planning materials, the long-term corridor concept through Claremont includes two light-rail tracks and two Metrolink/freight tracks running side-by-side within a shared right-of-way, but not sharing tracks or station platforms.

One of the more visible infrastructure elements slated for Claremont is a grade-separated light-rail bridge over Indian Hill Boulevard, a design intended to meet safety requirements while Metrolink and freight trains continue at street level. Station-area plans also include a 539-space parking facility serving both Metro and Metrolink riders, along with multimodal amenities such as bike parking and bus/drop-off areas.

The new economic study—prepared by Kleinhenz Economics for the Foothill Gold Line Construction Authority—puts hard numbers on what proponents have long argued: that rail expansion can act as an economic engine as well as a mobility project.

In the report’s findings, the seven-year design and construction period (2026–2032) is projected to generate:

More than $1.13 billion in economic output
More than 4,700 jobs supported
More than $481 million in labor income
More than $154 million in tax revenues (including more than $20 million for Los Angeles County)

The study also frames return-on-investment in straightforward terms: for every $1 million spent during final design and construction, it estimates the project will generate $1.6 million in total economic output for the region.

Notably, the report highlights wage impacts as well. It estimates workers supported during construction would see an average annual income of about $101,000—a figure the Construction Authority and local leaders have emphasized as evidence of “high-paying” job creation tied to major infrastructure work.

Beyond construction, the study examines ongoing operations and the ripple effects of operating spending through the supply chain and household spending. Under an “8-minute headway” service scenario analyzed for the first three years of operations (2032–2034), the study estimates nearly:

$460 million in economic output
Nearly 1,200 annual jobs supported

It also projects more than $123 million in tax revenues in that early operating window, with Los Angeles County receiving roughly $22 million of that total. A “5-minute headway” scenario examined in the study shows higher benefits, reflecting how more frequent service can amplify operational impacts.

The study includes a key caveat common to economic-impact analyses: it says the quantified benefits are likely conservative, because they do not fully capture secondary activity such as rider spending near stations, transit-oriented development catalyzed by rail access, and environmental/public-health benefits tied to reduced vehicle emissions and congestion.

While the economic report focuses on impacts, the underlying question for riders is timing. Public project documents and station planning materials outline a multi-year path that starts with design and procurement and ends with major construction.

Foothill Gold Line’s Claremont materials indicate that once “major construction” begins on the Pomona-to-Claremont portion, the build could take on the order of about four years, with major construction described as expected in 2027. Local project information for Claremont has similarly described a roughly five-year construction timeframe once a design-builder is in place for the broader Pomona-to-Montclair segment that includes Claremont.

The Claremont Extension also sits within the broader final buildout to Montclair. The City of Claremont’s project page describes Metro board action approving a $798 million amendment to a funding agreement aimed at completing the Los Angeles County portion of the final two-station segment from Pomona to Montclair, with additional funding identified for the San Bernardino County portion. It also notes the Construction Authority’s earlier expectation of awarding a design-build contract and breaking ground after procurement milestones.

In practical terms, extending the A Line to Claremont is about more than adding a station name to a map. The A Line is already positioned as a backbone corridor, and Metro has pointed to the 2025 Pomona opening as part of its broader effort to expand transit access and capacity. With Pomona North now in service, the next extension further deepens rail reach into the eastern San Gabriel Valley—while also setting up the eventual final link to Montclair that would connect more directly with Inland Empire travel patterns.

Claremont’s planned station area also illustrates the modern light-rail playbook: integrate bus, bike, drop-off access, build structured parking where needed, and reshape the rail corridor for long-term capacity and safety. The corridor work—track relocation, new fencing/walls, overhead power infrastructure, and crossing safety improvements—can be disruptive, but it’s the type of “invisible” modernization that often determines how reliable and frequent service can be once trains are running.