View source for Silver Line (Washington Metro)

{{Good article}}
{{Short description|Washington Metro rapid transit line}}
{{Use American English|date=April 2024}}
{{Use mdy dates|date=April 2024}}
{{Infobox rail line
| name                            = [[File:WMATA Silver.svg|20px]] Silver Line
| image                           = File:Metroatgreensboro.png
| image_width                     = 300px
| caption                         = A Silver Line train at [[Greensboro station (Washington Metro)|Greensboro]] in April 2024
| type                            = [[Rapid transit]]
| system                          = [[Washington Metro]]
| status                          = 
| locale                          = [[Washington metropolitan area]]
| start                           = {{wmata|Ashburn}}
| end                             = {{wmata|Downtown Largo}}<br>{{wmata|New Carrollton}}
| stations                        = 39
| routes                          = 
| daily_ridership                 = 
| open                            = {{start date|2014|7|26}} (Phase 1)<br />{{start date|2022|11|15}} (Phase 2)
| close                           = 
| owner                           = 
| operator                        = [[Washington Metropolitan Area Transit Authority]]
| character                       = At-grade, elevated, and underground
| stock                           = [[Washington Metro rolling stock#3000-series|3000-series]], [[Washington Metro rolling stock#6000-series|6000-series]], [[Washington Metro rolling stock#7000-series|7000-series]]
| linelength                      = {{convert|41.1|mi|km|abbr=on}}
| tracklength                     = 
| tracks                          = 2
| gauge                           = {{Track gauge|4 ft 8 1/4 in|lk=on}}
| electrification                 = {{750 V DC|conductor=third rail}}
| speed                           = 
| elevation                       = 
| map                             = {{switcher
| {{maplink-road|from=Silver Line (Washington Metro).map}} Silver Line highlighted in silver <hr />
| Show interactive map
| {{Silver Line (Washington Metro)|inline=yes}}
| Show route diagram
}}
}}

The '''Silver Line''' is a [[rapid transit]] line of the [[Washington Metro]] system, consisting of 34 [[Metro station|stations]] in [[Loudoun County, Virginia|Loudoun County]], [[Fairfax County, Virginia|Fairfax County]] and [[Arlington County, Virginia|Arlington County]], [[Virginia]], [[Washington, D.C.]], and [[Prince George's County, Maryland|Prince George's County]], [[Maryland]]. The Silver Line runs from {{wmata|Ashburn}} in Loudoun County, Virginia to [[Downtown Largo station|Largo]] and [[New Carrollton station|New Carrollton]] in Prince George's County, Maryland. Five stations, from both lines' eastern terminus at Largo to {{wmata|Benning Road}}, are shared with the [[Blue Line (Washington Metro)|Blue Line]] alone; five stations are shared with the [[Orange Line (Washington Metro)|Orange Line]] alone from both lines eastern terminus at New Carrollton to {{wmata|Minnesota Avenue}}; thirteen stations, from {{wmata|Stadium–Armory}} to {{wmata|Rosslyn}}, with both the [[Orange Line (Washington Metro)|Orange Line]] and Blue Lines; and five stations from {{wmata|Court House}} to {{wmata|East Falls Church}} with the Orange Line alone. Only the 11 stations from {{wmata|McLean}} to {{wmata|Ashburn}}  are exclusive to the Silver Line. Five of these 11 stations began service on July 26, 2014 as Phase 1, and six began service as Phase 2 on November 15, 2022.

The {{convert|11.7|mi|km|adj=on}} portion of the Silver Line between its split from the Orange Line and {{wmata|Wiehle–Reston East}} is entirely in Fairfax County, Virginia and was constructed as Phase 1 of the Dulles Corridor Metrorail Project.<ref name="about">{{Cite web |url=http://silverlinemetro.com/sv-about/ |title=About |publisher=Silver Line Metro |archive-url=https://web.archive.org/web/20150118151325/http://silverlinemetro.com/sv-about/ |archive-date=January 18, 2015 |url-status=live |access-date=April 21, 2015}}</ref> Phase 2 expanded the line another {{convert|11.5|mi|km}} to Ashburn in Loudoun County via [[Dulles International Airport]]. The $6.01 billion, 23.1-mile Dulles Corridor Metrorail Project is Metro's largest expansion by route mileage since its inception in 1976.<ref>{{Cite journal |last1=Holeywell |first1=Ryan |last2=Lippman |first2=Daniel |date=April 2012 |title=The 5 Biggest U.S. Infrastructure Projects, Plus 5 at Risk |url=http://www.governing.com/topics/transportation-infrastructure/gov-5-biggest-us-infrastructure-projects-plus-5-at-risk.html |journal=[[Governing (magazine)|Governing]] |access-date=April 15, 2012}}; </ref><ref>{{Cite journal |last=Neibauer |first=Michael |date=March 9, 2012 |title=30 Years: Construction Begins on Dulles Metrorail Extension |url=http://www.bizjournals.com/washington/print-edition/2012/03/09/30-years-construction-begins-on.html |journal=[[Washington Business Journal]] |access-date=April 15, 2012}}; {{cite web | title=Dulles Metro Overview |url=https://www.mwaa.com/business/construction/dulles-corridor-metrorail/dullesmetro |website=Metropolitan Washington Airports Authority |access-date=February 10, 2025}}</ref>

Trains run every 10 minutes during weekday rush hours, every 12 minutes during weekday off-peak hours and weekends, and every 15 minutes daily after 9:30pm.<ref name="timetables">{{cite web |title=Timetables {{!}} WMATA |url=https://www.wmata.com/schedules/timetables/ |website=WMATA |access-date=6 October 2024}}</ref>

==History==
===Planning===
The [[federal government of the United States|U.S. federal government]], which owned and operated [[Dulles International Airport]] before the [[United States Congress|Congress]] created the [[MWAA]], built the [[Dulles Access Road]] in the 1960s to connect the airport to [[Washington, D.C.]], by way of [[Virginia State Route 267]]. As the access road was built, the authorities opted to reserve the [[Median strip|median]] of the road for some form of rail transit,<ref name="Dulles Metrorail history">{{Cite web |url=http://www.dullesmetro.com/about/history.cfm |title=Dulles Metrorail History |publisher=[[Virginia Department of Rail and Public Transportation]] |archive-url=https://web.archive.org/web/20060513064531/http://www.dullesmetro.com/about/history.cfm |archive-date=May 13, 2006 |access-date=August 12, 2006}}</ref> and the nearby [[West Falls Church station|West Falls Church]] was designed so that the line could eventually be extended in this direction.<ref>{{Cite news |title=Metro's Behind Schedule, but Expansion is in View |last=Lynton |first=Stephen |date=July 17, 1983 |newspaper=The Washington Post |page=B1}}</ref> The original 1968 Metrorail plan included an eventual extension to Dulles airport.<ref>{{Cite news |title=Metro to Have Eight Major Routes in District, Suburbs: Plan Is Result of Ten Years of Study, Discussions, Revisions by Areas |date=March 2, 1968 |newspaper=The Washington Post |page=B7|id = {{ProQuest|143458136}}}}</ref> In 1969, U.S. Senator from Virginia [[William B. Spong Jr.]] tried unsuccessfully to have the extension to Dulles be built as part of an early stage of the system rather than having it be built at some unspecified time in the future.<ref>{{Cite news |title=Metro Link To Dulles Is Spong's Aim |last=Eisen |first=Jack |date=June 10, 1969 |newspaper=The Washington Post |page=A9|id = {{ProQuest|143579965}}}}</ref> A 1971 study of the feasibility of Metrorail running to Dulles<ref>{{Cite news |title=Senate Votes Study On Fast Rail Link To Dulles Airport |last=Eisen |first=Jack |date=December 19, 1969 |newspaper=The Washington Post |page=B5|id = {{ProQuest|143676469}}}}</ref> estimated that 30,000 people would ride the extension each day.<ref>{{Cite news |title=D.C.-Dulles Metro Use Is Estimated |date=September 12, 1971 |newspaper=The Washington Post |page=A15|id = {{ProQuest|147983506}}}}</ref>

In 1995, the [[Virginia General Assembly]] authorized the Commonwealth Transportation Board (CTB) to provide for "additional improvements to the Dulles Toll Road and Dulles Access Road corridor including, but not limited to, mass transit, including rail and capacity-enhancing treatments from surplus net revenues of the Dulles Toll Road".<ref>Chapter 560 of the 1995 Acts of the Assembly. Commonwealth of Virginia.</ref>

In 1998, [[Raytheon]] engineers and constructors proposed to build and operate a Dulles Corridor [[Bus rapid transit|Bus Rapid Transit]] (BRT) system.<ref name="tl">{{cite web|title=Project Timeline|url=http://www.dullesmetro.com/project-status/project-timeline-history/|archive-url=https://web.archive.org/web/20150421225100/http://www.dullesmetro.com/project-status/project-timeline-history/|archive-date=April 21, 2015|access-date=December 17, 2013|publisher=MWAA}}</ref> In January 1999, the Tysons-Dulles Corridor Group (which included [[Bechtel Corporation]] and West*Group) offered a competing BRT proposal that would ultimately extend the rail line to Ashburn.<ref name=tl/> These proposals prompted the Virginia Department of Transportation (VDOT) to evaluate the merits of BRT and heavy rail public transit in the corridor.
[[File:WMATA D Route Pocket Track.jpg|thumb|As originally planned, Silver Line trains were to reverse course using the D98 [[pocket track]] east of the {{wmata|Stadium–Armory}} station. However, safety concerns raised in December 2012 required service to be extended to [[Downtown Largo station|Largo]].]]
Local residents and officials had talked of a Metro extension to Dulles since the Washington Metro began service in 1976,<ref name=tl/> but significant planning did not begin until 2000. The Dulles Corridor Rapid Transit Project "scoping" process began in April 2000 with a series of meetings with local and federal officials, designed to collect the necessary authorities for the project. Local and federal law required extensive [[Analysis of Alternatives]]&nbsp;– the two most likely being bus lanes or inaction&nbsp;– and of the environmental impact. The rail-only line won over the other alternatives. Initial environmental hearings, which closed on August 28, 2002, were positive. Although planners originally considered ending the first phase at Tysons, state officials decided that the first phase would end at Reston's Wiehle Avenue, partially to reassure the Metropolitan Washington Airports Authority that the line would eventually run to Dulles Airport.<ref>{{Cite news |title=Metrorail Plan May Be Tough Sell for Va.: Officials See Possible Difficulties in Gaining U.S. Funds for Extension to Reston Area |last1=Layton |first1=Lyndsey |date=August 1, 2003 |newspaper=The Washington Post |last2=Shear |first2=Michael D. |page=B1|id = {{ProQuest|409611748}}}}</ref> The project received formal approval on June 10, 2004.<ref name=tl/>

In February 2005, the CTB approved a 50 cent increase in the Dulles Toll Road toll rates, effective May 22, 2005, and "reaffirm[ed] that no less than 85% of existing surplus Dulles Toll Road net revenues shall be dedicated for mass transit and rail in the [Dulles] Corridor" and provided "that all additional toll revenue generated from the May 22, 2005 toll adjustment shall be dedicated to the [Metrorail] Project."<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/03/27/AR2006032700033.html |title=Toll Road To Fund Rail Line To Dulles |last1=Shear |first1=Michael D. |date=March 27, 2006 |newspaper=The Washington Post |last2=Ginsberg |first2=Steven |page=A01}}</ref> Between July 1, 2003, and November 1, 2008, when the toll road was transferred to MWAA, over $138&nbsp;million in net surplus toll revenue (together with accumulated interest) was provided to MWAA for the Silver Line project.<ref>{{Cite web |url=http://www.mwaa.com/file/toll_recommendation.pdf |title=Recommendation Paper to the Dulles Corridor and Finance Committees |date=October 2009 |page=5 |access-date=December 19, 2009}}</ref>

====Financing====
Although the original financing plan called for a 50-cent toll increase on the Dulles Toll Road to finance the Silver Line (25 cents at the main plaza and 25 cents at the ramp plazas), the increase in projected costs resulted in the MWAA Board approving an increase in the surcharges. Effective January 1, 2010, the fare surcharge was increased to 50 cents at both the main plaza and ramp plazas, with additional 25-cent increases in main-plaza tolls set for 2011 and 2012.<ref>{{Cite web |url=http://www.mwaa.com/file/pr2009_11_04.pdf |title=Airports Authority Board Approves Toll Rate Increases on Dulles Toll Road |date=November 4, 2009 |access-date=November 30, 2010}}</ref> These toll surcharges are designed to support MWAA's 52.6% share of the projected $5.25&nbsp;billion combined cost of Phase 1 and Phase 2. MWAA has justified these toll increases as necessary to meet an estimated $220&nbsp;million in annual debt-service costs projected by 2020.<ref name="exh3">{{Cite web |url=http://www.mwaa.com/file/toll_exhibit3.pdf |title=Exhibit 3 to MWAA Toll Rate Increase Hearing |access-date=December 19, 2009}}</ref> These toll revenue requirements were based on the assumption that the federal government, although it contributed $900&nbsp;million to Phase 1, would not contribute funds for Phase 2.<ref name="exh3" />

As a result of the surcharge increases, the toll in 2012 was $2.25,<ref name="wp">{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2009/11/04/AR2009110403813.html |title=Airport board raises rates for Dulles Toll Road: Commuters' objections fail to derail plan to help finance Metro extension |last=Freeman |first=Sholnn |date=November 5, 2009 |access-date=December 19, 2009 |newspaper=[[The Washington Post]]}}</ref> or 16 cents per mile (1.6&nbsp;km). The toll increase proposal drew 221 public comments and opponents outnumbered supporters by about 3 to 1.<ref name="wp" /> However, as the cost estimate grew from $5.25&nbsp;billion to $6.8&nbsp;billion, no final decisions have been reached to address the projected shortfall.

====Tysons Corner tunnel dispute====
Early plans called for a tunnel running from the east of the {{wmata|McLean}} station to the west of the {{wmata|Spring Hill}} station, and for all four stations on that stretch to be below ground. When the contractor hired to design the Silver Line, a consortium of [[Bechtel]] and [[Washington Group International]], found the costs to be too high, the design was changed to use a short tunnel, running only between the Tysons Corner (now {{wmata|Tysons}}) and {{wmata|Greensboro}} stations (underneath higher ground) with all four stations being at or above ground.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/graphic/2006/04/26/GR2006042600113.html |title=Rail Tunnel Graphic |last=Thorp |first=Gene |date=April 26, 2006 |access-date=November 30, 2010 |newspaper=The Washington Post}}</ref> In March 2006, the contractor was ordered to examine an alternative "large bore" tunnel digging technique (successfully used in Europe) with the potential to lower costs of a tunnel through the entire Tysons section. The contractor found that there would not be a significant cost reduction and proposed staying with the short tunnel option.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/03/23/AR2006032301899.html |title=Cost Dooms Metro Plan For Tunnel At Tysons |last=MacGillis |first=Alec |date=March 24, 2006 |access-date=May 23, 2010 |newspaper=The Washington Post |page=A01}}</ref>

After allegations that the design contractor had inflated costs for the tunnel in order to avoid sharing the job with an outside tunneling contractor, the long tunnel concept was revived in April 2006. The allegations led to calls for an outside cost estimate to determine more realistic tunnel costs.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/04/25/AR2006042502105.html |title=Tunnel Back On Table for Dulles Rail |last=MacGillis |first=Alec |date=April 26, 2006 |access-date=November 30, 2010 |newspaper=The Washington Post |page=A01}}</ref> On May 15, 2006, Virginia Transportation Secretary Pierce R. Homer announced the creation of an advisory panel headed by the [[American Society of Civil Engineers]]. The panel had about two months to evaluate options for completing the line through Tysons,<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/05/15/AR2006051501712.html |title=Tunnel Decision Delayed 2 Months |last=MacGillis |first=Alec |date=May 16, 2006 |access-date=May 23, 2010 |newspaper=The Washington Post |page=B01}}</ref> with the results presented to the state on July 27, 2006<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/07/26/AR2006072601500.html |title=Wolf, Davis Say Tunnel May Delay Dulles Rail |last=MacGillis |first=Alec |date=July 27, 2006 |access-date=May 23, 2010 |newspaper=The Washington Post |page=A01}}</ref> and published on July 31, 2006.<ref>{{Cite press release |title=Panel Says Tunnel is Feasible for Tysons Corner |date=July 31, 2006 |publisher=[[American Society of Civil Engineers]] |url=http://www.asce.org/pressroom/news/display_press.cfm?uid=2769 |access-date=November 30, 2010 |archive-url=https://web.archive.org/web/20071029030119/http://www.asce.org/pressroom/news/display_press.cfm?uid=2769 |archive-date=October 29, 2007}}</ref>

On September 6, 2006, [[Governor of Virginia|Virginia Governor]] [[Tim Kaine]] announced his decision in favor of an elevated track through Tysons. In his statement, Kaine said he believed a tunnel would be the best option, but decided against it, citing a fear of losing federal funding for the project.<ref name="No Tunnel">{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2006/09/06/AR2006090601340.html |title=No Tunnel For Tysons, Kaine Says |last=MacGillis |first=Alec |date=September 7, 2006 |access-date=November 30, 2010 |newspaper=The Washington Post |page=A01}}</ref>

Shortly after Governor Kaine's decision, the Greater [[McLean, Virginia|McLean]] [[Chamber of commerce|Chamber of Commerce]] formed a coalition of tunnel supporters, called Tysons Tunnel, Inc. and put forth a technical proposal to help revive consideration of building a tunnel through Tysons.<ref>{{Cite web |url=http://www.tysonstunnel.org |title=TysonsTunnel |date=December 1, 2006 |publisher=TysonsTunnel |access-date=November 30, 2010 |archive-date=June 18, 2010 |archive-url=https://web.archive.org/web/20100618061736/http://www.tysonstunnel.org/ |url-status=dead }}</ref> The [[Virginia Department of Rail and Public Transportation]] hired an independent consultant to assess the coalition's proposal. However, the consultant's report&nbsp;– sent to Secretary Homer on March 7, 2007, stated that "[t]here is a significant risk that the project cost of a Large Bore Tunnel would not meet the [[Federal Transit Administration]]'s [[Cost-effectiveness analysis|cost-effectiveness ratio]] criteria, which could compromise federal funding for the project".<ref>{{Cite web |url=http://www.dullescorridorrail.com/pdf/070307_LBTPDFReportOnly02262007.pdf |title=Review of Large Bore Tunnel Engineering and Environmental Studies from Tysons Tunnel, Inc. |last=Carter & Burgess, Inc. |date=January 22, 2007 |page=41 |access-date=November 30, 2010 |archive-url=https://web.archive.org/web/20120206173124/http://www.dullescorridorrail.com/pdf/070307_LBTPDFReportOnly02262007.pdf |archive-date=February 6, 2012 |url-status=dead }}</ref><ref>{{Cite web |url=http://www.dullescorridorrail.com/pdf/070307PHomerltrlgboretunnel.pdf |title=Cover letter to consultant report, transmitted to Virginia Secretary of State |last=Tucker |first=Matthew O. |date=March 7, 2007 |publisher=[[Virginia Department of Rail and Public Transportation|Department of Rail and Public Transportation]], [[Commonwealth of Virginia]] |access-date=March 19, 2007 |archive-url=https://web.archive.org/web/20070731021938/http://www.dullescorridorrail.com/pdf/070307PHomerltrlgboretunnel.pdf |archive-date=July 31, 2007 |url-status=dead }}</ref>

On November 26, 2007, Tysons Tunnel, Inc. filed a lawsuit against the [[United States Department of Transportation]] and the [[Federal Transit Administration]] (FTA) in the [[United States District Court for the Eastern District of Virginia|Eastern District of Virginia]] challenging the denial of their petition to reopen and consider additional evidence regarding the benefits of a tunnel over the aerial option. Gary Baise, the [[Republican Party of Virginia|Republican]] challenger to [[Gerry Connolly]]'s [[Fairfax County Board of Supervisors]] Chairmanship, represented Tysons Tunnel.<ref>{{Cite news |url=http://www.fairfaxtimes.com/news/2007/nov/27/tysons-tunnel-sues-fta/ |title=Tysons Tunnel sues FTA |last=Tayloe |first=Monty |date=November 27, 2007 |access-date=January 6, 2008 |publisher=[[Fairfax Times]] |archive-url=https://web.archive.org/web/20080219111341/https://www.fairfaxtimes.com/news/2007/nov/27/tysons-tunnel-sues-fta/ |archive-date=February 19, 2008}}{{cbignore}}</ref> By 2010, Tysons Tunnel, Inc. ceased operations.<ref>{{Cite web |url=http://www.dcurbanmom.com/jforum/posts/list/131474.page |title=Letter from Tatyana Schum&nbsp;&nbsp;– formerly with TysonsTunnel |publisher=dcurbanmon.com |access-date=November 28, 2010}}</ref>

Start of construction was delayed as approval of the $900&nbsp;million federal contribution to project costs awaited the conclusion of FTA's review of the proposal submitted by Virginia. Elected officials of the state, including Governor [[Tim Kaine]] and U.S. Senators [[John Warner]] and [[Jim Webb]], arrived at the FTA on January 24, 2008, to address last minute concerns by FTA staff and administrators. FTA Administrator [[James Simpson (government official)|James Simpson]] presented Governor Kaine with a letter that contained stark criticisms of the project as presented. The project as presented was given a "medium–low" rating (projects must receive a "medium" or higher rating to be approved under the Federal New Starts Funds project) and determined ineligible to receive the $900&nbsp;million in federal funding. FTA's concerns included the Metropolitan Washington Airports Authority's inexperience in large design-build contracts, an exaggeration of funding numbers from the [[Virginia State Route 267|Dulles Toll Road]] and an inability for Metro to maintain the {{convert|23|mi|km|adj=on}} line once it had been built. Virginian leaders vowed to address the concerns by January 28, 2008, as several fixed price contracts for building materials costs were due to expire on February 1.<ref>{{Cite web |url=http://www.nbc4.com/download/2008/0124/15130528.pdf |title=Letter to Virginia Governor Tim Kaine |date=January 24, 2008 |publisher=[[Federal Transit Administration]] |archive-url=https://web.archive.org/web/20080627035202/http://www.nbc4.com/download/2008/0124/15130528.pdf |archive-date=June 27, 2008 |access-date=November 30, 2010}}</ref><ref>{{Cite web |url=http://www.nbc4.com/news/15130276/detail.html |title=FTA Says Dulles Metrorail Project Full of Uncertainties |date=January 24, 2008 |publisher=[[WRC-TV|WRC-TV NBC 4]], Washington, D.C. |archive-url=https://web.archive.org/web/20080601185309/http://www.nbc4.com/news/15130276/detail.html |archive-date=June 1, 2008 |access-date=November 30, 2010}}</ref> Governor Kaine requested an extension of the deadline to February 1, which was granted by the FTA.<ref>{{Cite news |url=http://wtop.com/?nid=25&sid=1334605 |title=FTA Grants Extension |date=January 29, 2008 |access-date=January 29, 2008 |archive-url=https://web.archive.org/web/20110401172944/http://www.wtop.com/?nid=25 |archive-date=April 1, 2011 |url-status=dead |publisher=WTOP News}}</ref>

On April 30, 2008, the FTA reversed the earlier decision and approved the above-ground project, saying that it met standards for cost efficiency, construction and ridership, moving it closer to receiving the $900&nbsp;million in federal funding. Officials told ''[[The Washington Post]]'' that the project would move into the final design stage.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/04/29/AR2008042902814.html |title=Dulles Rail Set to Get Federal Approval |last=Gardner |first=Amy |date=April 30, 2008 |access-date=April 30, 2008 |newspaper=The Washington Post}}</ref> The FTA approved funding for the project on December 4, 2008.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/12/03/AR2008120302256.html |title=Silver Line To Dulles Wins Crucial Federal Okay |last=Gardner |first=Amy |date=December 4, 2008 |access-date=December 7, 2008 |newspaper=The Washington Post |page=A01}}</ref>

On March 10, 2009, U.S. Transportation Secretary [[Ray LaHood]] signed the formal agreement that awarded the $900&nbsp;million promised by the federal government for construction of the Silver Line, with major construction expected to begin in several weeks. Utility relocation work started at Tysons in mid-2008.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2009/03/10/AR2009031000705_pf.html |title=Officials Formalize Funding for Dulles Metro Extension |last=Gardner |first=Amy |date=March 10, 2009 |access-date=March 10, 2009 |archive-url=https://web.archive.org/web/20160322133111/https://www.washingtonpost.com/wp-dyn/content/article/2009/03/10/AR2009031000705_pf.html |archive-date=March 22, 2016 |url-status=dead |newspaper=The Washington Post}}</ref>

===Construction===
[[File:Dulles Silver Line logo.svg|thumb|right|Project logo]]
MWAA planned to award a separate design-build contract for Phase 2.<ref>{{Cite news |title=Metro stop's location could mar view of Dulles |last=Kravitz |first=Derek |date=November 9, 2010 |newspaper=The Washington Post |page=B5}}</ref> The Phase 2 contract was awarded in May 2013 and the projected completion date was to be in 2016.<ref name="newsletter-nov-2012">{{Cite news|date=November 2012|title=Dulles Corridor Metrorail Project Newsletter|url=http://dullesmetro.com/news-and-updates/newsletters/november-december-2012/|access-date=March 11, 2016|archive-date=January 10, 2016|archive-url=https://web.archive.org/web/20160110075409/http://www.dullesmetro.com/news-and-updates/newsletters/november-december-2012/|url-status=dead}}</ref> However, it was later extended to 2022.<ref>{{Cite web |title=FHWA - Center for Innovative Finance Support - Project Profiles |url=https://www.fhwa.dot.gov/ipd/project_profiles/va_dulles_corridor.aspx#:~:text=Construction%2520began%2520in%2520March%25202009,completion%2520is%2520expected%2520January%25202019.&ved=2ahUKEwiOpPa5t5T3AhWHct8KHZkcBf4QFnoECAQQBQ&usg=AOvVaw3-glZ8bqYyonFXammW9_WV |access-date=April 14, 2022 |website=[[Federal Highway Administration|Federal Highway Administration (FHWA)]]}}</ref>

Although construction was planned to begin in 2005, the delays in approval of funding pushed back the start date. To facilitate Silver Line construction, responsibility for the project was transferred on November 1, 2008, from the [[Virginia Department of Transportation]] (VDOT) to the MWAA. Utility relocation work began in 2008, and construction began on March 12, 2009.<ref name=tl/><ref>{{Cite news |url=http://www.wtop.com/?nid=30&sid=1630694 |title=Commuters, employers prep for Tysons traffic nightmares |last=Flook |first=William C. |date=March 23, 2009 |access-date=March 24, 2009 |publisher=WTOP}}</ref>

Service on Phase 1 of the Silver Line opened on July 26, 2014<ref name="opening">{{Cite news|title=All aboard! Metro's new Silver Line rolls down the tracks for the first time|url=https://www.washingtonpost.com/local/trafficandcommuting/all-aboard-metros-new-silver-line-rolls-down-the-tracks-for-the-first-time/2014/07/26/238aaa68-14cc-11e4-8936-26932bcfd6ed_story.html|access-date=July 26, 2014|newspaper=[[The Washington Post]]}}</ref> between {{wmata|Wiehle–Reston East}} and [[Downtown Largo station|Largo]], with five new stations being added to the existing network west of [[East Falls Church station|East Falls Church]]. The full line to Ashburn, including a station at Dulles International Airport, was at the time expected to be completed in 2016 but didn't open until November 15, 2022 due to repeated construction-related delays.<ref>{{Cite news|title=Dulles Rail’s Completion Date Delayed|url=https://www.washingtonpost.com/archive/local/2009/04/23/dulles-rails-completion-date-delayed/b262a56b-31b5-489b-9cdd-a830e74631f8/|newspaper=Washington Post|last=Kravitz|first=Derek|date=April 23, 2009}}</ref>

====Pier support====
{{multiple image|direction=vertical|image1=Silver Line bridge pier stub near West Falls Church station (2010).jpg|caption1=2010 view of a then unused bridge pier near [[West Falls Church station]], intended to support a Silver Line bridge|image2=Silver_Line_Bridge_next_to_West_Falls_Church_(Completed).jpg|caption2=The same bridge pier after construction completed}}
When the Orange Line was originally constructed in 1977, foundations for the bridges to carry the Silver Line over I-66 to the median of the Dulles Access Road were built up to ground level. These foundations included steel piles that were driven into the ground and capped with concrete. However, detailed records for these original foundations were lost. As a result, engineers asked for the foundations to be inspected by digging around them to determine the condition of each pile under the concrete foundation caps.<ref name="pier" />

Some of the foundations are located in confined spots adjacent to I-66 and the electrified [[third rail]] of the Orange Line, making access difficult. Dulles Transit Partners offered to inspect seven foundations that were easily accessible, but the FTA insisted that all foundations be tested. Dulles Transit Partners and MWAA agreed to test all foundations before the bridge piers were built upon them. This required the portion of the Orange Line between the West Falls Church and East Falls Church Metro stations to be taken out of service on weekends while the tests were conducted.<ref name="pier">{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2009/12/03/AR2009120304554.html?sid=ST2009120400190 |title=Extensive testing in new safety plan for Metro bridge |last=Rein |first=Lisa |date=December 4, 2009 |access-date=December 19, 2009 |newspaper=The Washington Post |page=B4}}</ref> All foundations were acceptable and the bridge construction proceeded using the existing foundations.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/07/01/AR2010070106196.html |title=Aging pier footings pass safety tests for Dulles Metrorail Project |last=Rein |first=Lisa |date=July 2, 2010 |access-date=November 30, 2010 |newspaper=The Washington Post |page=B4}}</ref>

====Controversy====
There has been controversy over the contract between the MWAA and Dulles Transit Partners, which consists of [[Bechtel]] and [[Washington Group International]]. The $2.7&nbsp;billion project was originally awarded by the Virginia Department of Rail and Public Transportation (DRPT) under the Virginia Public-Private Partnership Act, rather than by using conventional competitive bidding based upon a detailed specification. As a result, the contractor is allowed to both design and build the project with no upper cap on its cost. Problems could arise from the arrangement where MWAA is supervising the design and construction but ultimately WMATA must operate the Silver Line.<ref>{{Cite web |url=https://www.scribd.com/doc/7679285/-Dulles-Report-Final-metro-rail-project |title=Baseline Report on the Major Project Monitoring of the Dulles Corridor Metrorail Project |last=Assistant Inspector General of Surface and Maritime Programs, Department of Transportation |date=July 27, 2007 |archive-url=https://web.archive.org/web/20090702140302/http://www.scribd.com/doc/7679285/-Dulles-Report-Final-metro-rail-project |archive-date=July 2, 2009 |url-status=dead |access-date=November 30, 2010 }}</ref> The contract provides for price escalation of $3&nbsp;million to $6&nbsp;million a month for delays.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/11/08/AR2010110806480.html |title=Costs to Rise for Metrorail to Dulles |last=Kravitz |first=Derek |date=August 5, 2007 |access-date=April 14, 2012 |newspaper=The Washington Post |page=C4}}</ref> VDRPT transferred the contract to MWAA when MWAA took over the project in June 2007.<ref>Department of Rail and Public Transportation and Metropolitan Washington Airports Authority, Assignment and Assumption Agreement, June 28, 2007, box 176, folder Transfer Documents, Frank Wolf papers, C0279, Special Collections Research Center, George Mason University Libraries</ref>

===Opening of Phase 1===
[[File:SilverLinePennant.JPG|left|thumb|Pennant given to users of the Silver Line on its grand opening, July 26, 2014.]]
The original schedule planned for revenue service to begin in 2013. The contractor reported to MWAA on February 7, 2014, that construction was complete. MWAA had fifteen days to review the documentation and decide whether it agreed, but on February 24 they announced that the contractor had failed to meet seven of twelve criteria outlined in the contract.<ref>{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/contractor-says-silver-line-is-complete-mwaa-now-has-15-days-to-decide/2014/02/07/4ac7bba8-9023-11e3-84e1-27626c5ef5fb_story.html |title=Contractor says Silver Line is complete; MWAA now has 15 days to decide |last=Aratani |first=Lori |date=February 7, 2014 |newspaper=The Washington Post |access-date=February 8, 2014 |others=photograph by Matt McClain}}</ref><ref>{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/silver-line-faces-another-delay/2014/02/24/17b2d4d6-9d8f-11e3-9ba6-800d1192d08b_story.html |title=Metro Silver Line faces another delay |last=Aratani |first=Lori |date=February 24, 2014 |newspaper=The Washington Post |access-date=March 23, 2014}}</ref>

On March 19, 2014, MWAA announced additional delays in the project due to public address speakers and a communications cable that did not meet code and did not offer a new completion date. They hoped to turn it over to WMATA by April 9, 2014.<ref name="speaker problems">{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/bad-speakers-wrong-cable-add-to-silver-line-delays/2014/03/19/900a6406-af9d-11e3-a49e-76adc9210f19_story.html |title=Problems with speakers, cable add to Silver Line delays |last=Aratani |first=Lori |date=March 19, 2014 |newspaper=The Washington Post |access-date=March 24, 2014}}</ref><ref>{{Cite news |url=http://www.fairfaxtimes.com/article/20140319/NEWS/140319122/1117/the-scramble-to-complete-the-silver-line&template=fairfaxTimes |title=The scramble to complete the Silver Line: MWAA officials still not prepared to share timeline for completion |last=Schumitz |first=Kali |date=March 19, 2014 |work=[[Fairfax Times]] |access-date=March 22, 2014 |archive-url=https://archive.today/20140322234545/http://www.fairfaxtimes.com/article/20140319/NEWS/140319122/1117/the-scramble-to-complete-the-silver-line&template=fairfaxTimes |archive-date=March 22, 2014 |url-status=dead}}</ref> WMATA requires an additional 90 days for testing and training.<ref>{{Cite news |url=http://www.bizjournals.com/washington/feature/silver-line/index.html?page=all |title=Silver Line |last=[[Cushman & Wakefield]] |work=[[Washington Business Journal]] |access-date=March 26, 2014 |quote=Construction of the five Metro stations was recently completed and developers are working on software testing. The system will go under 90 days of testing and staff training.}}</ref> The system then underwent 90 days of testing and staff training. This suggested, at the time, that the line could open as early as July 4, 2014.<ref>{{Cite web |url=http://www.wtop.com/?nid=893&sid=3596733 |title=Silver Line on track to open by July 4 |last1=Smith |first1=Max |last2=Ash |first2=Ari |date=April 4, 2014 |website=[[WTOP-FM|WTOP]] |access-date=April 5, 2014}}</ref> On May 27, 2014, WMATA was handed over control of the line, with service to begin "within 90 days".<ref>{{Cite web |url=http://www.wjla.com/articles/2014/05/wmata-set-to-take-control-of-the-silver-line-this-week-103508.html |archive-url=https://archive.today/20140527143420/http://www.wjla.com/articles/2014/05/wmata-set-to-take-control-of-the-silver-line-this-week-103508.html |url-status=dead |archive-date=May 27, 2014 |title=Metro takes control, Silver Line could open in 90 days |date=May 27, 2014 |website=ABC 7 |access-date=May 28, 2014 }}</ref> Finally, on June 24, 2014, it was revealed that the official opening date for the first five stations had been set for July 26.<ref name="speaker problems" /><ref>{{Cite web |url=http://silverlinemetro.com/sv-service/ |title=Silver Line Service |publisher=Silver Line Metro |archive-url=https://web.archive.org/web/20140731154159/http://silverlinemetro.com/sv-service/ |archive-date=July 31, 2014 |url-status=live |access-date=June 28, 2014}}</ref>

After a set of speeches and announcements prior to opening, which were televised on local cable television station [[NewsChannel 8 (cable channel)|News Channel 8]], and attended by the [[Governor of Virginia]], [[Terry McAuliffe]], Metro General Manager Richard Sarles, the entire Metro [[board of directors]], District of Columbia Mayor [[Vincent C. Gray]], and other regional politicians, a ribbon cutting took place at {{wmata|Wiehle–Reston East}}, and shortly after noon on July 26, 2014, the five new stations were opened for passenger service.<ref>{{cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/all-aboard-metros-new-silver-line-rolls-down-the-tracks-for-the-first-time/2014/07/26/238aaa68-14cc-11e4-8936-26932bcfd6ed_story.html |title=All aboard! Metro's new Silver Line rolls down the tracks for the first time. |newspaper=Washington Post |access-date=May 28, 2018}}</ref><ref>{{Cite web |url=http://www.wjla.com/articles/2014/07/after-fanfare-long-awaited-silver-line-debuts-shortly-after-noon-105469.html |title=After fanfare, long-awaited Silver Line debuts shortly after noon |date=July 26, 2014 |website=WJLA |publisher=Associated Press |access-date=July 26, 2014 |archive-date=July 29, 2014 |archive-url=https://web.archive.org/web/20140729005043/http://www.wjla.com/articles/2014/07/after-fanfare-long-awaited-silver-line-debuts-shortly-after-noon-105469.html |url-status=dead }}</ref><ref>{{Cite web |url=http://dcist.com/2014/07/the_silver_line_opens.php |title=The Silver Line Opens |date=July 26, 2014 |website=DCist |archive-url=https://web.archive.org/web/20140729174228/http://dcist.com/2014/07/the_silver_line_opens.php |archive-date=July 29, 2014 |url-status=live |access-date=July 26, 2014}}</ref>

Although the Silver Line attracted riders, its average weekday boarding was 17,100 during its first year of operations instead of the projected 25,000 riders.<ref>{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/silver-line-turns-1-and-is-celebrated-as-a-catalyst-for-change-in-tysons/2015/07/27/7de05ec6-3466-11e5-8e66-07b4603ec92a_story.html |title=Year-old Silver Line is celebrated as a catalyst for change in Tysons Corner |last=Lazo |first=Luz |date=July 27, 2015 |newspaper=[[The Washington Post]] |access-date=July 28, 2015}}</ref>

====Effect on the Metro map====
Metro's iconic rail map, in distribution since [[Lance Wyman]] and Bill Cannan (Wyman & Cannan) designed it in 1976, takes&nbsp;– according to some observers&nbsp;– a "[[pop art]]" approach to representing its subway network.<ref name="DePillis">{{Cite news |url=http://www.washingtoncitypaper.com/blogs/housingcomplex/2010/10/21/metrobusted-d-c-%E2%80%99s-subway-system-needs-a-new-map-is-anything-worth-saving/ |title=Metrobusted: D.C.'s subway system needs a new map. Is anything worth saving? |last=DePillis |first=Lydia |date=October 21, 2010 |access-date=November 26, 2010 |publisher=Washington City Paper |archive-date=October 28, 2010 |archive-url=https://web.archive.org/web/20101028233214/http://www.washingtoncitypaper.com/blogs/housingcomplex/2010/10/21/metrobusted-d-c-%E2%80%99s-subway-system-needs-a-new-map-is-anything-worth-saving/ |url-status=dead }}</ref> The Metro rail map uses thick strokes to mark its radial lines. To fit in the current space and make use of the iconography as currently proportioned, the map relies upon the fact that no more than two lines overlap at any single location.<ref>{{Cite web |url=http://greatergreaterwashington.org/post/1297/brown-line-we-dont-need-a-new-color/ |title=Brown Line: We don't need a new color |last=Alpert |first=David |date=October 7, 2008 |publisher=Greater Greater Washington |access-date=February 2, 2011 |quote=As several commenters mentioned, the thick lines take up a lot of room and, with the Silver Line [and Brown Line], we'd have six lines going through L'Enfant. Metro can alleviate this by thinning out the colors, but that's still a lot.}}</ref> The addition of the Silver Line creates a three-line overlap from Rosslyn to Stadium–Armory, a fact that led WMATA to publicly announce in 2010 that it was considering a new map design.<ref>{{Cite news |url=http://www.wtop.com/?nid=25&sid=2070606 |title=Metro prepping map for makeover |last=Tuss |first=Adam |date=October 5, 2010 |access-date=November 28, 2010 |publisher=[[WTOP-FM]]}}</ref> A number of unofficial attempts by graphic designers to redraw the Washington Metro map to include the Silver Line have done so by thinning the strokes throughout.<ref name="Malouff">{{Cite web |url=http://greatergreaterwashington.org/post/4958 |title=The Booth Map: Redesigning WMATA's map |last=Malouff |first=Dan |date=February 19, 2010 |publisher=Greater Greater Washington |access-date=November 26, 2010}}</ref>

In 2003, predating Booth's attempt, WMATA released a professionally designed graphic that displayed the Silver Line on an unofficial map that resembled the current version, but with thin lines. The interplay between Metro's unofficial proposal and those of other designers received attention in a number of press outlets.<ref name="DePillis" /><ref name="Malouff" /><ref>{{Cite news |title=Fixing WMATA's Metrorail Map |last=Hammond |first=J.D. |date=October 26, 2010 |publisher=The Washington Examiner}}</ref> A poster displaying a map of similar design has been hanging in DC Councilman [[Jack Evans (D.C. politician)|Jack Evans]]' office for a number of years, but received scant attention until 2008.<ref>{{Cite web |url=http://greatergreaterwashington.org/post/1180/2003-wmata-expansion-map/ |title=2003 WMATA expansion map |last=Alpert |first=David |date=September 5, 2008 |publisher=Greater Greater Washington |access-date=November 26, 2010}}</ref> Wyman, one of the original designers of the map, was confirmed as the layout specialist who would be redesigning the map by ''[[The Washington Post]]'' on June 4, 2011.<ref>{{Cite news |url=https://www.washingtonpost.com/local/commuting/after-more-than-30-years-metro-map-is-being-redesigned-by-creator-lance-wyman/2011/05/31/AGeyD4IH_story.html |title=After more than 30 years, Metro map is being redesigned by creator, Lance Wyman |last=Hedgpeth |first=Dana |date=June 4, 2011 |access-date=June 4, 2011 |newspaper=The Washington Post}}</ref>

A thick-line version of the map, released as part of Metro's Rush Plus plan, showed the Silver Line spurring off the Orange Line between the [[Ballston–MU station|Ballston]] and {{wmata|East Falls Church}} stations in a northwesterly direction, with five unlabeled stops (the Phase 1 stations).<ref name="rushplus">{{Cite web |url=http://www.wmata.com/about_metro/news/rushplus.cfm |title=Rush+ |website=WMATA |archive-url=https://web.archive.org/web/20120430162445/http://www.wmata.com/about_metro/news/rushplus.cfm |archive-date=April 30, 2012 |url-status=dead |access-date=April 29, 2012}}</ref> The final map released for the Silver Line's Phase 1 opening features the stations shared by the three lines as normal stations, with the dots signifying stations located on the colored line in the center and small white stubs extending from the center dots into the adjoining colored lines.<ref>{{Cite web |url=http://www.silverlinemetro.com/wp-content/uploads/final-wmata-map-silver-line.pdf |title=System Map |publisher=Silver Line Metro |access-date=October 22, 2014 |archive-date=October 17, 2016 |archive-url=https://web.archive.org/web/20161017222505/http://www.silverlinemetro.com/wp-content/uploads/final-wmata-map-silver-line.pdf |url-status=dead }}</ref>

===Phase 2: Dulles extension===
[[File:Washington Metro diagram sb.svg|300px|right|thumb|Unofficial Washington Metro system map with the Dulles extension]]
While construction of Phase 1 to Wiehle–Reston East was under way, the funding and planning of Phase 2 through Dulles Airport continued. This included the adoption of a special taxing district by the Town of Herndon<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2009/12/21/AR2009122103264.html |title=Self-tax allowed for N.Va. businesses to fund Metro stations |last=Kravitz |first=Derek |date=December 22, 2009 |access-date=November 9, 2010 |newspaper=The Washington Post}}</ref> and a public planning forum.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/07/18/AR2010071802729.html |title=Development near Herndon's future Metro station topic of public forum Monday |last=Hosh |first=Kafia A. |date=July 19, 2010 |access-date=November 9, 2010 |newspaper=[[The Washington Post]]}}</ref> Early cost estimates for Phase 2 had been $2.75&nbsp;billion; however, a group of consultants increased the estimate in 2010 from $3.44&nbsp;billion to $4.1&nbsp;billion.<ref>{{Cite news |title=Silver Line costs soars for 2nd phase |last=Kravitz |first=Derek |date=September 16, 2010 |page=B1}}</ref>

On April 6, 2011, the MWAA Board voted 9 to 4 to build an underground station located {{convert|550|ft|m}} from the airport terminal rather than an above-ground station {{convert|1150|ft|m}} away from the terminal. The underground station would be more convenient to travelers, but would come at an additional cost of $330&nbsp;million and would extend the construction time of the project, delaying the expected opening to mid-2017.<ref>{{Cite news |url=https://www.washingtonpost.com/local/dulles-airport-to-get-underground-metro-station/2011/04/06/AFaXtarC_story.html |title=Dulles to get underground Metro station |last=Hosh |first=Kafia |date=April 7, 2011 |access-date=April 14, 2012 |newspaper=[[The Washington Post]] |page=B1}}</ref> Republican former Virginia Governor [[Bob McDonnell]] opposed the decision to build a more expensive underground station and threatened to withhold support for the project. U.S. Secretary of Transportation [[Ray LaHood]] offered to mediate the dispute.<ref>{{Cite news |title=LaHood offers to mediate Dulles Rail funding fight |last=Fabel |first=Leah |date=May 10, 2011 |publisher=The Washington Examiner |page=5}}</ref> On March 7, 2012, the projected $3.8 billion cost for Phase 2 was reduced to $2.7&nbsp;billion with the elimination of the underground station at Dulles Airport and other cost savings.<ref>{{Cite web |url=http://dev.rtands.com/index.php/passenger/rapid-transit-light-rail/projected-cost-of-dulles-rail-project-decreases.html |title=Projected cost of Dulles rail project decreases |date=March 7, 2012 |publisher=Railway Track and Structures |archive-url=https://web.archive.org/web/20160427174242/http://dev.rtands.com/index.php/passenger/rapid-transit-light-rail/projected-cost-of-dulles-rail-project-decreases.html |archive-date=April 27, 2016 |url-status=dead |access-date=April 10, 2016 }}</ref>

The extension of the Silver Line to Dulles and Loudoun County was in jeopardy until July 3, 2012, when the [[Loudoun County Board of Supervisors]] voted 5 to 4 to extend the line to Dulles Airport and into the county.<ref>{{Cite news |url=http://www.leesburgtoday.com/news/article_7a418094-c51d-11e1-a10e-001a4bcf887a.html |title=Loudoun's In: Split Board Backs Silver Line Extension |last=Jacobson Moore |first=Erika |date=July 3, 2012 |access-date=July 9, 2012 |publisher=Leesburg Today Media Services |archive-url=https://web.archive.org/web/20120708010943/http://www.leesburgtoday.com/news/article_7a418094-c51d-11e1-a10e-001a4bcf887a.html |archive-date=July 8, 2012 |url-status=dead  }}</ref> On April 25, 2013, the Phase 2 contract was issued at a cost of $1.177&nbsp;billion.<ref>{{Cite press release |title=Airports Authority Intends to Award Phase 2 Construction Contract to Capital Rail Constructors |date=April 25, 2013 |url=http://www.mwaa.com/about/airports-authority-intends-award-phase-2-construction-contract-capital-rail-constructors |access-date=March 22, 2014}}</ref> On August 20, 2014, the [[United States Department of Transportation]] announced that Phase 2 would be funded with a $1.28&nbsp;billion Transportation Infrastructure Financial Innovation Act (TIFIA) loan. This delivers part of an approximately $1.87&nbsp;billion combined commitment of TIFIA loans for Phase 2, which represents the largest TIFIA assistance for a single project in the program's history.<ref>{{cite press release |author=<!--Staff writer(s); no by-line.--> |title=U.S. Transportation Secretary Foxx Announces $1.28 Billion Loan for Phase Two Silver Line to Dulles |url=http://www.dot.gov/briefing-room/us-transportation-secretary-foxx-announces-128-billion-loan-phase-two-silver-line |location=[[Washington, D.C.|Washington]] |date=August 20, 2014 |access-date=October 23, 2014}}</ref>

Cracks were discovered in some concrete support [[girder]]s in July 2015, causing work to be temporarily halted.<ref>{{Cite news |url=https://www.washingtonpost.com/blogs/dr-gridlock/wp/2015/08/27/crews-resume-some-girder-work-on-silver-line-phase-2/ |title=Crews resume some girder work on Silver Line, phase 2 |last=Aratani |first=Lori |date=August 27, 2015 |newspaper=The Washington Post |access-date=September 13, 2015}}</ref> By July 2016, 30% of the Phase 2 project had been completed. The contractors reported that significant progress was made with regard to the structure of the line.<ref>{{Cite web |url=http://www.dullesmetro.com/news-and-updates/newsletters/july-20161/ |title=Phase 2 Construction Reaches 30 Percent Completion |date=July 2016 |website=dullesmetro.com |publisher=Dulles Corridor Metrorail Project |access-date=August 2, 2016}}</ref> By March 2017, completion of Phase 2 construction had reached 56% with work on the [[rail yard]] at Dulles Airport reaching 46%, 76% of deck spans being poured, and all aerial guideway girders over the Dulles Access Road near Saarinen Circle being set in place. MWAA reported that crews would soon begin installation of pedestrian bridges at the five stations under construction in the median of the Dulles Access Road and the Dulles Greenway.<ref>{{Cite web |url=http://www.dullesmetro.com/news-and-updates/newsletters/march-2017/ |title=Construction Passes 56 Percent During Very Mild Winter |date=March 2017 |website=dullesmetro.com |publisher=Dulles Corridor Metrorail Project |access-date=April 16, 2017}}</ref>

By January 2018, it was reported that 76% of Phase 2 construction was completed.<ref>{{Cite web |url=https://www.restonnow.com/2018/01/18/silver-line-phase-2-construction-is-nearly-76-percent-complete/ |title=Silver Line Phase 2 Construction is Nearly 76 Percent Complete |last=Waseem |first=Fatimah |date=January 18, 2018 |website=Reston Now |access-date=May 2, 2018}}</ref> However, a few months later it was discovered that multiple sections of cement walls of the new Metro stations were poorly designed, making them prone to water infiltration. Construction contractors took action to fix the problem and said it would not impact the extension's projected 2020 opening.<ref>{{Cite news |url=https://www.washingtonpost.com/local/trafficandcommuting/silver-line-officials-rush-to-replace-defective-panels-at-five-phase-2-stations/2018/04/25/94405062-48a0-11e8-827e-190efaf1f1ee_story.html |title=Silver Line officials rush to replace defective panels at five Phase 2 stations |last=Artani |first=Lori |date=April 25, 2018 |newspaper=[[The Washington Post]] |access-date=May 2, 2018}}</ref> The contractor Capital Rail Constructors (CRC) and the supplier Universal Concrete pledged to fix the problem, and CRC also committed to spraying the concrete with a special sealant every 10 years as needed. Later, in May 2018, the federal district court in [[Alexandria, Virginia]] unsealed allegations by a former employee at Universal Concrete Corporation that precast concrete used in five of the six Phase 2 Silver Line stations had been produced from aggregate from a different quarry than the one specified in construction contracts.<ref name="july 2018">{{Cite web |url=http://www.dullesmetro.com/news-and-updates/newsletters/june-2018-newsletter/ |title=Phase 2 Rail Construction Hits 78 Percent |date=June 2018 |website=dullesmetro.com |publisher=Dulles Corridor Metrorail Project |access-date=July 2, 2018}}</ref> Officials took four core samples from each of the five affected stations for microscopic testing to determine whether the panels complied with project requirements.<ref name="july 2018" /> That July, the governments of Virginia and the United States sued Universal Concrete for providing false records and defective materials.<ref>{{cite news | title=Virginia, U.S. sue company behind defective Metro Silver Line concrete | newspaper=Washington Post | date=July 10, 2018 | url=https://www.washingtonpost.com/local/trafficandcommuting/virginia-federal-government-sue-company-behind-defective-silver-line-concrete/2018/07/09/81fdd2dc-83bd-11e8-9e80-403a221946a7_story.html | access-date=February 19, 2019}}</ref> In September 2018, it was revealed that about 400 of the concrete rail ties on Phase 2 were defective, in that they caused the rails to bend outward. However, Metro and CRC were not able to agree on a solution before that December.<ref>{{cite news|url=https://www.washingtonpost.com/local/trafficandcommuting/new-problems-for-the-silver-line-phase-2-officials-say-rail-ties-are-flawed/2018/12/11/6517bb24-fca3-11e8-ad40-cdfd0e0dd65a_story.html|title=New problems for the Silver Line Phase 2: Officials say rail ties are flawed|date=December 12, 2018|newspaper=Washington Post|access-date=February 19, 2019}}</ref>

Despite these controversies, progress of the extension's construction steadily approached completion throughout the rest of the year, reaching 78% in June,<ref name="july 2018" /> 86% in September<ref>{{cite web |url=http://www.dullesmetro.com/news-and-updates/newsletters/september-2018-newsletter/ |publisher=MWAA |title=Dulles Metro Update |access-date=September 21, 2018}}</ref> and 92% by January 2019.<ref>{{cite web |url=http://www.dullesmetro.com/news-and-updates/newsletters/january-2019-newsletter/ |publisher=MWAA |title=Dulles Metro Update |access-date=January 25, 2019}}</ref> A month later, it was deemed that the extension would be ready for testing that would last for several months, starting with two [[Washington Metro rolling stock|recently retired 5000 series railcars]] towed by a diesel to clean the third rail while it is disabled, before energizing it to allow for more dynamic train testing.<ref>{{cite web|url=https://www.masstransitmag.com/rail/vehicles/article/21060044/test-trains-begin-on-silver-line-phase-2-to-dulles|title=Test trains begin on Silver Line Phase 2 to Dulles|last1=Wanek-Libman|first1=Mischa|date=February 6, 2019|website=Mass Transit magazine|access-date=February 9, 2019}}</ref> Despite reports of trouble that prevented early test trains from going so far,<ref>{{cite web |last1=Tuss |first1=Adam |last2=Paz |first2=Christian |title=First Silver Line Test Train Only Made It 1,000 Feet Out of Station |url=https://www.nbcwashington.com/news/local/Test-Train-On-Silver-Line-Extension-Made-It-Only-1000-Feet-Out-Of-Station-505416671.html |website=NBC4 Washington |access-date=March 25, 2019 |date=February 6, 2019}}</ref> testing eventually continued throughout the expansion and into Dulles Airport in March.<ref>{{cite web |last1=Taylor |first1=Dan |title=Metro Test Trains Spotted Near Reston, Herndon |url=https://patch.com/virginia/reston/metro-trains-spotted-dulles-airport-photos |website=[[Patch.com]] |access-date=March 25, 2019 |date=March 21, 2019}}</ref> The following month, progress of construction reached 95%.<ref>{{cite web |last1=Parsons |first1=Jim |title=Concrete Quality Is Latest Setback for Virginia Rail Line |url=https://www.enr.com/articles/46769-concrete-quality-is-latest-setback-for-virginia-rail-line |website=Engineering News Record |access-date=May 5, 2019 |date=April 24, 2019}}</ref>

In June 2019, an updated estimation of Phase 2's completion was made, stating that it could be ready for service at about the third quarter of 2020.<ref>{{cite web |last1=Smith |first1=Max |title=Construction on Silver Line extension hits a new snag |url=https://wtop.com/tracking-metro-24-7/2019/06/new-delays-for-silver-line-to-dulles-loudoun/ |website=WTOP |access-date=June 21, 2019 |date=June 13, 2019}}</ref> In August 2019, MWAA announced that Phase 2 would open around mid July 2020 but WMATA expressed some doubts.<ref>{{cite web |last1=Smith |first1=Max |title=First potential opening date set for Silver Line into Loudoun County |url=https://wtop.com/dc-transit/2019/08/first-potential-opening-date-set-for-silver-line-into-loudoun-county/ |website=WTOP |access-date=August 5, 2019 |date=August 6, 2019}}</ref> Towards the end of the year, after considering the pace of the work being done and efforts to address outstanding issues, Metro officials then announced that the second phase may not be ready for service until about September 2020.<ref name="sept2020">{{cite web |last1=Pascale |first1=Jordan |title=The Silver Line's Second Phase Is Looking At A Potential September Opening Date |url=https://dcist.com/story/19/11/25/the-silver-lines-second-phase-is-looking-at-a-potential-september-opening-date/ |website=DCist |access-date=December 11, 2019 |date=November 25, 2019 |archive-url=https://web.archive.org/web/20191211010846/https://dcist.com/story/19/11/25/the-silver-lines-second-phase-is-looking-at-a-potential-september-opening-date/ |archive-date=December 11, 2019 |url-status=live }}</ref> During a Metro board meeting in December 2019, officials floated the idea of fully replacing the defective concrete panels provided by the MWAA during construction, instead of just repairing them. Should these plans go through, Phase 2's launch date may be pushed back by another year from September 2020.<ref>{{Cite web|url=https://wamu.org/story/19/11/22/silver-line-extension-could-maybe-possibly-open-in-september/|title=Silver Line Extension Could Maybe, Possibly Open in September?}}</ref>

By early February 2020, it was reported that construction was 98% complete.<ref>{{cite web |last1=Smith |first1=Max |title=Silver Line to Dulles looks done, but may not open until 2021 |url=https://wtop.com/tracking-metro-24-7/2020/02/silver-line-to-dulles-loudoun-faces-more-delays/ |website=WTOP |access-date=April 2, 2020 |date=February 6, 2020}}</ref>  However, by the end of March 2020, while determining a budget for the 2020–2021 fiscal year (and having taken the [[Impact of the COVID-19 pandemic on public transport|impact of the]] [[COVID-19 pandemic]] into consideration), Metro re-evaluated the timetable for the second phase's launch and anticipated it would be ready for service on April 1, 2021.<ref>{{cite web |last1=Smith |first1=Max |title=Metro sets fare hikes, bus cuts in budget — with coronavirus caveat |url=https://wtop.com/tracking-metro-24-7/2020/03/metro-sets-fare-hikes-bus-cuts-with-coronavirus-caveat/ |website=WTOP |access-date=April 2, 2020 |date=March 30, 2020}}</ref>

From March 26, 2020, until June 28, 2020, trains were bypassing {{wmata|Greensboro}}, {{wmata|McLean}}, {{wmata|East Falls Church}}, {{wmata|Virginia Square–GMU}}, {{wmata|Clarendon}}, {{wmata|Federal Triangle}}, {{wmata|Smithsonian}}, {{wmata|Federal Center SW}}, and {{wmata|Morgan Boulevard}} stations due to [[2020 coronavirus pandemic in Washington, D.C.|the local impact of the coronavirus pandemic in the Washington D.C. area]].<ref name=covidmap>{{cite web |url=https://www.wmata.com/schedules/maps/upload/2019-System-Map-COVID-19-stations-FINAL.pdf |title=Special Covid-19 System Map |publisher=[[Washington Metropolitan Area Transit Authority]] |access-date=April 14, 2020 |archive-date=March 27, 2020 |archive-url=https://web.archive.org/web/20200327192846/https://www.wmata.com/schedules/maps/upload/2019-System-Map-COVID-19-stations-FINAL.pdf |url-status=dead }}</ref><ref name=covidservice>{{cite web |url=https://www.wmata.com/service/status/details/covid-station-closures.cfm |title=Metrorail stations closed due to COVID-19 pandemic |date=March 23, 2020 |publisher=[[Washington Metropolitan Area Transit Authority]] |access-date=April 14, 2020}}</ref><ref>{{cite web |title=Metro to reopen 15 stations, reallocate bus service to address crowding, starting Sunday |publisher=WMATA |url=https://www.wmata.com/about/news/Metro-to-reopen-15-stations-reallocate-bus-service.cfm |access-date=June 22, 2020}}</ref> All stations reopened on June 28, 2020.

On April 23, 2020, WMATA announced that Silver Line service would be suspended beginning on May 23, 2020, in order to rebuild stations west of [[Ballston–MU station|Ballston–MU]] and to complete the second phase of the Silver Line. This was in part due to the historically low ridership numbers for the transit agency due to the ongoing COVID-19 pandemic, traffic free highways, and WMATA wanting to get around the clock maintenance done; it would be easier for work to be done without any riders or trains interfering with the workers. They offered local bus service from Wiehle, Greensboro, Spring Hill, Tysons, McLean, and East Falls Church to Ballston. Originally, WMATA planned on reducing Orange and Silver Line trains while continuously single tracking at East Falls Church instead of a full closure.<ref>{{cite web |title=Metro to use upcoming low-ridership summer to maximum effect, expands Orange, Silver line shutdown |url=https://www.wmata.com/about/news/Orange-Silver-Summer-2020.cfm |website=www.wmata.com |access-date=April 23, 2020}}</ref><ref>{{cite news |title=Metro extends summer shutdown to include the Silver Line to take advantage of pandemic slowdown |newspaper=The Washington Post |first=Justin |last=George |date=April 23, 2020 |access-date=May 25, 2020 |quote=“The change to the shutdown schedule, which begins Memorial Day and lasts through LaborDay, means there will be no Silver Line service.”
|url=https://www.washingtonpost.com/local/trafficandcommuting/metro-extends-summer-shutdown-to-include-the-silver-line-to-take-advantage-of-pandemic-slowdown/2020/04/22/1ae69266-84ae-11ea-ae26-989cfce1c7c7_story.html?outputType=amp}}</ref> Later that summer, while the Silver Line was closed, work began on integrating Phase 2's computerized control systems with those of the rest of the Metrorail system, a crucial step towards its completion. Phase 2's train control systems were finally integrated with that of the Metrorail system by the end of August and three more days of closures took place in November and December for final dynamic testing.<ref>{{cite web |last1=Taylor |first1=Madeline |title=Silver Line Extension Clears Major Hurdle |url=https://www.restonnow.com/2020/08/24/silver-line-extension-clears-major-hurdle/ |website=RestonNow |access-date=August 28, 2020 |date=August 24, 2020}}</ref> On June 24, 2020, WMATA announced that Silver Line service would resume three weeks early when trains are able to bypass [[East Falls Church station|East Falls Church]].<ref>{{cite web |title=Silver Line service will return August 16, along with reopening of six stations in Fairfax County |publisher=WMATA |url=https://www.wmata.com/about/news/Silver-Line-reopening.cfm |website=www.wmata.com |access-date=July 11, 2020}}</ref><ref>{{cite web |last1=Pascale |first1=Jordan |title=Metro To Reopen Silver Line Stations In August |url=https://dcist.com/story/20/06/24/metro-to-reopen-silver-line-stations-in-august/ |archive-url=https://web.archive.org/web/20200713215001/https://dcist.com/story/20/06/24/metro-to-reopen-silver-line-stations-in-august/ |url-status=live |archive-date=July 13, 2020 |website=DCist |access-date=July 11, 2020 |language=en }}</ref> All Silver Line service resumed on August 16, 2020, when Silver and Orange Line trains were able to bypass East Falls Church.<ref>{{cite web |title=Metro to add more buses, trains and extended hours as part of Covid-19 Recovery Plan beginning Sunday, August 16 |publisher=WMATA |url=https://www.wmata.com/about/news/Metro-to-add-more-buses-trains-and-extended-hours-beginning-August-16.cfm |website=www.wmata.com |access-date=August 16, 2020}}</ref> East Falls Church reopened on August 23, 2020.<ref>{{cite web |title=Metro announces reopening of East Falls Church and Arlington Cemetery stations on Aug. 23 |url=https://wjla.com/news/metro-summer-shutdown/metro-announces-reopening-of-east-falls-church-and-arlington-cemetery-stations |website=WJLA |access-date=September 8, 2020 |date=August 17, 2020}}</ref>

In September 2020, the Metro Office of Inspector General (OIG) reported that more cracks were discovered in five of the six new stations on the second phase and wants the concrete panels to be replaced before the WMATA Board accepts responsibility and opens the new extension. In light of ongoing issues, as well as budget cuts resulting from declining ridership caused by the COVID-19 pandemic, Metro pushed back the opening of the Phase 2 extension first to July 2021,<ref>{{ cite web |title=More cracks were found at Silver Line stations. Here's what needs to happen before Metro opens Phase 2. | url=https://ggwash.org/view/78978/metro-inspector-general-finds-more-cracks-at-silver-line-stations-and-outlines-what-needs-to-happen-before-metro-opens-service |website=Greater Greater Washington |access-date=September 18, 2020 | date=September 11, 2020}}</ref><ref>{{cite web |title=Metro forced to make budget cuts, Silver Line expansion delayed |url=https://www.localdvm.com/news/virginia/metro-forced-to-make-budget-cuts-silver-line-expansion-delayed/ |website=LocalDVM |access-date=September 29, 2020 |date=September 21, 2020}}</ref> and on December 15, 2020, to Fall of 2021.<ref>{{cite web |title=Silver Line Phase II Pushed to At Least Fall 2021 |url=https://www.restonnow.com/2020/12/15/silver-line-phase-ii-pushed-to-at-least-fall-2021/ |website=Reston Now |access-date=February 10, 2021 |language=en |date=December 15, 2020}}</ref>

On December 14, 2020, WMATA announced that Blue Line service would be suspended between February 13 to May 23, 2021, in order to rebuild the platforms at both {{wmata|Arlington Cemetery}} and {{wmata|Addison Road}}. Silver Line trains would run in place of the Blue Line every 12 minutes during the weekdays and 15 minutes on weekends while bypassing Addison Road.<ref>{{cite web |title=Metro announces travel alternatives during spring platform reconstruction work |publisher=WMATA |url=https://www.wmata.com/about/news/Spring-2021-Platform-Project-Travel-Alternatives.cfm |website=www.wmata.com |access-date=December 15, 2020}}</ref>  In early 2021, construction completion of Phase 2 reached 99 percent.<ref>{{cite web |last1=Fields |first1=Scott |title=Silver Line Phase II On Track for Fall Opening Despite Metro Financial Concerns |url=https://www.restonnow.com/2021/01/26/silver-line-phase-ii-on-track-for-fall-opening-despite-metro-financial-concerns/ |website=Reston Now |access-date=February 23, 2021 |date=January 26, 2021}}</ref>  As of March 2021, Phase 2 was projected to open to passenger service in early 2022.<ref name="wp20210305">{{cite news|last1=Aratani|first1=Lori|date=March 5, 2021|title=Silver Line's second phase should reach 'substantial completion' by Labor Day, project director says|newspaper=Washington Post|url=https://www.washingtonpost.com/local/trafficandcommuting/metro-silver-line/2021/03/05/6ed433a0-7de7-11eb-a976-c028a4215c78_story.html|access-date=March 5, 2021}}</ref>
[[File:Ashburn Station Platform 1115.jpg|thumb|left|[[Ashburn station (Washington Metro)|Ashburn]] on opening day, November 15, 2022]]
On November 4, 2021, MWAA declared the work on the rail line to be "substantially complete"; however, WMATA estimated that it could take five months of testing and other preparations before passenger service could begin.<ref name="04nov2021"><[https://www.washingtonpost.com/transportation/2021/11/04/silver-line-dulles-loudoun-metro/?carta-url=https%3A%2F%2Fs2.washingtonpost.com%2Fcar-ln-tr%2F3532628%2F61843f789d2fda9d41355d7d%2F596bd1189bbc0f403f97d641%2F26%2F54%2F61843f789d2fda9d41355d7d Silver Line extension to Dulles inches closer to completion after years of delay], [[The Washington Post]], November 4, 2021</ref><ref>{{cite web|url=https://wjla.com/news/local/long-awaited-extension-of-metro-silver-line-could-open-early-next-spring-or-summer |title=Long-awaited extension of Metro's Silver Line could open early next spring or summer |website=wjla.com |publisher=ABC 7 News |author=Tom Roussey |date=November 5, 2021 |access-date=March 6, 2025}}</ref> The expansion took another major step towards completion and opening for service the following month with the completion of the rail yard,<ref>{{cite news |last1=Artani |first1=Lori |title=Silver Line extension takes a large step forward with completion of rail yard at Dulles Airport |url=https://www.washingtonpost.com/transportation/2021/12/01/silver-line-rail-yard-completion/ |newspaper=[[The Washington Post]] |access-date=December 6, 2021 |date=December 1, 2021}}</ref> followed by initial tests of the full Phase 2 route days later.  WMATA took control of the expansion in mid-January and is conducting a final round of testing for several months before it can be opened for service.<ref name=":0">{{cite web |last1=Potter |first1=Bruce |title=Trains running on Silver Line extension as testing begins; opening date not set yet |url=https://www.insidenova.com/headlines/trains-running-on-silver-line-extension-as-testing-begins-opening-date-not-set-yet/article_e578f634-5c5e-11ec-aa4b-13eaa843e599.html |website=Inside NoVa |access-date=December 19, 2021 |date=December 14, 2021}}</ref> After all the tie-in procedures were completed, WMATA took control of all remaining work to be done for Phase 2 and conducted a final round of testing before it could be ready for service. In January 2022, the opening was to be ready for service in May 2022 after four months of testing.<ref>{{cite web |last1=Waseem |first1=Fatimah |title=Silver Line Extension Takes Big Step Toward Completion |url=https://www.restonnow.com/2020/06/22/silver-line-extension-takes-big-step-toward-completion/ |website=RestonNow |access-date=July 2, 2020 |date=June 22, 2020}}</ref> In early March 2022, Phase 2 was projected to open in July 2022.<ref>{{cite web |title=Silver Line extension opening date pushed once again to summer 2022 |url=https://www.ffxnow.com/2022/03/02/silver-line-extension-opening-date-pushed-once-again-to-summer-2022/ |website=FFXnow |access-date=March 3, 2022 |language=en |date=March 2, 2022}}</ref> However, on March 24, 2022, general manager [[Paul Wiedefeld]] announced that the projected opening would be delayed once again and declined to give an estimated date of completion.<ref name=":1">{{cite web |title='Extreme disappointment' — Metro revises plan to bring back 7000 Series cars; Silver Line delayed |url=https://wtop.com/tracking-metro-24-7/2022/03/extreme-disappointment-metro-revises-plan-to-bring-back-7000-series-cars-silver-line-delayed/ |website=WTOP News |access-date=March 27, 2022 |language=en |date=March 24, 2022}}</ref>

In June 2022, interim general manager Andy Off announced that WMATA was moving closer to announcing a completion date and expected to takeover the Phase 2 project in the next coming weeks.<ref>{{cite news |title=Metro's Silver Line extension moves closer to finish line |url=https://www.washingtonpost.com/transportation/2022/06/09/metro-wmata-silver-line/ |newspaper=Washington Post |access-date=June 16, 2022}}</ref> On June 23, 2022, WMATA announced that it had taken over control of the Phase 2 project from the [[Metropolitan Washington Airports Authority]].<ref>{{cite web |title=Silver Line Extension transferred to Metro's control |publisher=WMATA |url=https://wmata.com/about/news/silver-line-extension-transferred.cfm |website=wmata.com |access-date=June 23, 2022}}</ref> Final testing of Phase 2 was scheduled to occur throughout early October via the actual running of empty trains throughout its course, and Metro expected all safety certification for this expansion to be completed around the same time before it finally opened for service.<ref>{{cite web |last1=Murillo |first1=Mike |title=Metro trains to start test runs on new phase of Silver Line |url=https://wtop.com/dc-transit/2022/09/metro-trains-to-start-test-runs-on-new-phase-of-silver-line/ |website=WTOP |access-date=September 23, 2022 |date=September 20, 2022}}</ref> On September 22, Metro's board of directors voted unanimously in a meeting to authorize current general manager [[Randy Clarke]] to determine the opening date for Phase 2.<ref>{{cite web |last1=Waseem |first1=Fatimah |title=Metro board takes key step to setting opening date of Silver Line Phase II |url=https://www.ffxnow.com/2022/09/22/metro-board-takes-key-step-to-setting-opening-date-of-silver-line-phase-ii/ |website=FFXNow |access-date=September 27, 2022 |date=September 22, 2022}}</ref> Simulated service testing began operating along the Phase 2 tracks between October 3 and 17, 2022.<ref>{{cite web |title=Simulated service for Silver Line Phase Two to begin next month but opening date uncertain |url=https://www.ffxnow.com/2022/09/08/simulated-service-for-silver-line-phase-two-to-begin-next-month-but-opening-date-uncertain/ |website=FFXnow |access-date=October 7, 2022 |language=en |date=September 8, 2022}}</ref><ref>{{cite web |title=Your new Silver Line stations coming soon with a new Metrorail map |publisher=WMATA |url=https://www.wmata.com/about/news/New-Silver-Line-Extension-Map.cfm |website=www.wmata.com |access-date=October 7, 2022}}</ref><ref>{{cite web |title=Next Phase of Silver Line to Open Soon |url=https://www.nbcwashington.com/news/local/transportation/next-phase-of-silver-line-to-open-soon/3175081/ |website=NBC4 Washington |access-date=October 7, 2022}}</ref>

Following these simulated runs, WMATA announced that the extension would likely open before Thanksgiving, with one final impediment towards opening of service being a shortage of available 7000-series trains that could service it after a derailment near the Rosslyn station a year prior put most of them out of service, with plans to restore them hampered by conflicts with the [[Washington Metrorail Safety Commission]].<ref name="nov_open">{{cite web |last1=Waseem |first1=Fatimah |title=BREAKING: Silver Line Phase II could start 'in time' for Thanksgiving, but more trains needed, Metro says |url=https://www.ffxnow.com/2022/10/19/breaking-silver-line-phase-ii-could-start-in-time-for-thanksgiving-travel-but-more-trains-needed/ |website=FFXNow |access-date=October 20, 2022 |date=October 19, 2022}}</ref><ref>{{cite news |title=Metro approved for more trains, plans to open Silver Line by Thanksgiving |url=https://www.washingtonpost.com/transportation/2022/10/25/silver-line-metro-trains/ |newspaper=Washington Post |access-date=October 26, 2022}}</ref>

The extension opened on November 15, 2022, with an opening ceremony held at [[Dulles International Airport station|Dulles International Airport]].<ref name="nov15">{{cite press release |url=https://www.wmata.com/about/news/Silver-Line-Grand-Opening.cfm |publisher=Washington Metropolitan Area Transit Authority |title=Metro launches Silver Line Extension with opening ceremony; welcomes customers to #RideSilver to six new stations |date=November 15, 2022}}</ref>

===Later changes===
On June 3, 2023, service was temporarily suspended between {{wmata|McLean}} and [[Ballston–MU station|Ballston-MU]] stations for track replacement and resumed on June 26, 2023.<ref>{{cite web | url=https://www.nbcwashington.com/news/local/transportation/metro-to-close-4-orange-silver-line-stations-in-virginia-for-weeks-impacting-travel-to-dulles-airport/3359208/ | title=Metro Closes 4 Orange, Silver Line Stations in Virginia for Weeks, Impacting Travel to Dulles Airport | date=June 2023 }}</ref><ref>{{cite web |title=Metro to reopen two Orange and Silver line stations, second phase of Orange Line work continues through July 16 |url=https://www.wmata.com/about/news/Orange-Line-rail-replacement-phase-1-complete.cfm |website=WMATA |access-date=25 July 2023}}</ref>

[[Automatic train operation]] on the Silver Line began in June 2025. ATO on the Washington Metro had ceased following the [[June 2009 Washington Metro train collision|2009 Red Line train collision]] (at which time the Silver Line did not exist), but had gradually been re-introduced to the other lines during late 2024 and early 2025.<ref>{{cite web | title=Metro's Blue, Orange and Silver lines start running on automatic train operation | website=NBC4 Washington | date=June 15, 2025 | url=https://www.nbcwashington.com/news/local/transportation/metro-extends-automatic-train-operation-to-blue-orange-and-silver-lines/3937002/ | access-date=June 16, 2025}}</ref><ref>{{cite web | last=Leon | first=Jeffery | title=Metro expanding full train automation to all lines for the first time in 16 years | website=WTOP News | date=June 13, 2025 | url=https://wtop.com/dc-transit/2025/06/metro-expanding-full-train-automation-to-all-lines-for-the-first-time-in-16-years/ | access-date=June 16, 2025}}</ref> Half of Silver Line trains have been rerouted from [[Downtown Largo station|Largo]] (sharing tracks with the Blue Line) to {{wmata|New Carrollton}} (sharing tracks with the Orange Line) starting on June 22, 2025. [[Short turn]]s have been added during weekday peak hours, with trains operating between {{wmata|Wiehle-Reston East}} and New Carrollton in the morning, and {{wmata|Stadium–Armory}} and Wiehle-Reston East in the afternoon.<ref>{{cite press release |title=Metro Board of Directors approves $4.957 billion FY2026 budget that improves service without raising fares |url=https://www.wmata.com/about/news/Metro-Board-of-Directors-approves-FY2026-budget.cfm |publisher=Washington Metropolitan Area Transit Authority |date=April 10, 2025}}</ref>

==Route==
[[File:WMATA Alstom 6000 Series On The Silver Line.jpg|300px|thumb|right|Westbound Silver Line train departing [[Smithsonian station|Smithsonian]] in April 2019]]
The Silver Line has two primary goals. The first is to link [[Washington, D.C.]] by rail to [[Dulles International Airport]] and the Northern Virginia [[edge city|edge cities]] of [[Tysons, Virginia|Tysons]], [[Reston, Virginia|Reston]], [[Herndon, Virginia|Herndon]], and [[Ashburn, Virginia|Ashburn]]. The second is to spur urban development in Tysons and reduce overall reliance on highway traffic in the business district, Virginia's largest and the 12th-largest in the country. The district's area is comparable in size to downtown Washington, D.C., but is rather insulated from its surrounding neighborhoods and its streets have no existing grid pattern.<ref>{{Cite web |url=http://www.wmata.com/about_metro/board_of_directors/board_docs/110413_4ASilverLineActivationPlan.pdf |title=Silver Line Activation Plan |website=WMATA |archive-url=https://web.archive.org/web/20140209145054/http://www.wmata.com/about_metro/board_of_directors/board_docs/110413_4ASilverLineActivationPlan.pdf |archive-date=February 9, 2014 |url-status=dead |access-date=June 28, 2014 }}</ref> The Silver Line also improves public access to the [[Steven F. Udvar-Hazy Center|Udvar-Hazy Center]], an annex of [[National Air and Space Museum]] located near Dulles Airport; after the opening of the first phase of the Silver Line, [[Fairfax Connector]] began running shuttles to the museum from {{wmata|Wiehle–Reston East}}.<ref>{{Cite news |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2014/06/19/new-bus-to-the-national-air-and-space-museum-in-virginia/ |title=New bus to the air and space museum in Virginia |last=Thomson |first=Robert |date=June 19, 2014 |newspaper=[[The Washington Post]] |access-date=January 25, 2018}}</ref>

The pre-existing portions of the Silver Line opened as the Orange and Blue Lines on July 1, 1977, from {{wmata|Stadium–Armory}} to {{wmata|Rosslyn}}, on December 11, 1979, from Rosslyn to [[Ballston–MU station|Ballston]], November 22, 1980, from Stadium–Armory to {{wmata|Addison Road}}, June 7, 1986, from Ballston-MU through {{wmata|East Falls Church}} and December 18, 2004, from Addison Road to [[Downtown Largo station|Largo]]. Unlike all prior segments of the Metrorail system, which were designed and constructed by the [[Washington Metropolitan Area Transit Authority]] (WMATA), the Silver Line was designed and constructed by the [[Metropolitan Washington Airports Authority]] (MWAA) and is operated by WMATA. The first phase of the project was funded 43% by $900&nbsp;million of federal funding, 28% by a special tax district on commercial property proximate to the Silver Line route and 28% by a $0.50 toll increase on the [[Virginia State Route 267|Dulles Toll Road]] (State Route&nbsp;267, SR&nbsp;267).<ref name="Project FAQs">{{Cite web |url=http://www.dullesmetro.com/faqs/ |title=Frequently Asked Questions |publisher=[[Virginia Department of Rail and Public Transportation]] |access-date=January 14, 2008}}</ref> Funding for the second phase of the project is shared by Loudoun County, Fairfax County, the Commonwealth of Virginia and the MWAA.<ref name="Project FAQs" />

While the Silver Line's eastern terminus was originally planned at {{wmata|Stadium–Armory}}, the plan was changed in 2012 for the line to instead originate at Largo because Stadium-Armory's [[pocket track]] is too short for trains to turn around.<ref>{{Cite news|url=https://www.washingtonpost.com/local/trafficandcommuting/metro-officials-detail-silver-line-service-change/2012/12/05/ac842438-3ef0-11e2-bca3-aadc9b7e29c5_story.html|title=Metro details Silver Line service changes|last=Kahn|first=Nikki|date=December 5, 2012|newspaper=The Washington Post}}</ref> Traveling westward through the District of Columbia, the Silver Line shares the Blue and Orange Line tracks. It continues through Arlington along the Orange Line and branches off immediately east of the Orange Line's {{wmata|West Falls Church}} station. The new tracks run in the median of the [[Virginia State Route 267#Dulles Connector Road|Dulles Connector Road]] (SR 267) to an elevated bridge, which takes them over [[Virginia State Route 123|SR&nbsp;123]]. Two elevated stops along the west side of Route 123 serve the national headquarters of [[Capital One]], [[Science Applications International Corporation|SAIC]] and two enclosed Tysons Corner shopping malls. The tracks then enter a tunnel which emerges in the median of [[Virginia State Route 7|SR&nbsp;7]]. Two elevated stations above SR&nbsp;7 serve the western section of Tysons. The elevated track then swings back into the median of the Dulles Access Road and Phase 1 terminated at Wiehle-Reston East.<ref name="MWAA-SL-Map"/>

In Phase 2, the Silver Line continues west in the Dulles Access Road's median until the airport. Along the way, four additional stations were built with platforms in the median of the road and a faregate and pedestrian bridges to parking areas elevated above the highway. In anticipation of the {{wmata|Herndon}} station being built, in 1999 Fairfax County constructed a 1,750-space parking garage with ramps to Dulles Access Road's toll lanes and this facility  was used for bus commuters on an interim basis during Phase 2 construction. The garage  drew criticism because of alleged construction flaws.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2008/01/26/AR2008012601981.html |title=Authorities Cringe as Va. Garage Crumbles |last=Turque |first=Bill |date=January 27, 2008 |access-date=December 19, 2009 |newspaper=The Washington Post}}</ref> Upon reaching the airport the track rise up on a viaduct which follows the path of the arrivals driveway of the airport terminal to a station located away from the terminal that is accessible by a pedestrian tunnel. The track leaves the station near the airport hotel and economy parking lots and heads north parallel to the main runways. A storage yard and maintenance facility branches off to the west occupying the airport's buffer zone north of the end of its major runways. The final two stops are in the median of the [[Virginia State Route 267|Dulles Greenway]], serving the [[Ashburn, Virginia|Ashburn]] suburb.<ref name="MWAA-SL-Map">{{Cite web |url=http://www.dullesmetro.com/silverline/assets/Image/railmap_dullesmetro.gif |title=Full Route Map |publisher=MWAA |format=PDF |access-date=November 30, 2010 |archive-date=May 7, 2015 |archive-url=https://web.archive.org/web/20150507145124/http://www.dullesmetro.com/silverline/assets/Image/railmap_dullesmetro.gif |url-status=dead }}</ref> Hence, the line is expected to draw both airport traffic and commuters from the far western suburbs of Washington. D.C.. Buses previously provided these users with limited public transportation. In contrast, the Silver Line will eventually provide trains once every six minutes during rush hours and once every fourteen minutes during non-rush hours.<ref name="core">{{Cite web |url=http://www.wmata.com/pdfs/planning/CoreCapacity_ExecSum.pdf |title=Metro Core Capacity Study |publisher=WMATA |archive-url=https://web.archive.org/web/20101203024521/http://wmata.com/pdfs/planning/CoreCapacity_ExecSum.pdf |archive-date=December 3, 2010 |url-status=dead |access-date=November 30, 2010 }}</ref>

Metro's new [[Washington Metro rolling stock#7000-series|7000-series cars]] were ordered at a price of $3&nbsp;million per car,<ref name="car" /> 64 of which are for Silver Line service.<ref name="car">{{Cite news |url=http://www.wtop.com/?sid=1917616&nid=25 |title=Metro's oldest rail cars will be rolling out of service |last=Tuss |first=Adam |date=March 22, 2010 |access-date=November 30, 2010 |publisher=[[WTOP-FM]]}}</ref> The contract was signed on July 2, 2010, for 428 cars.<ref>{{Cite news |url=https://www.washingtonpost.com/wp-dyn/content/article/2010/07/01/AR2010070105732.html |title=Metro's directors back $300 million accord with Va. |last1=Rein |first1=Lisa |date=July 2, 2010 |access-date=April 14, 2012 |newspaper=The Washington Post |last2=Kumar |first2=Anita |page=B4}}</ref>
{{Panorama |image=File:Tysons Central 123 Metro Station Panorama 07 2012.jpg|height=225|caption=<div align=center>Panoramic view of Silver Line Phase 1 project under construction in July 2012 between the Tysons Corner (now {{wmata|Tysons}}) station on [[Virginia State Route 123|SR&nbsp;123]] at Tysons Boulevard and the overpass on the [[Interstate 495 (Capital Beltway)|Capital Beltway (I-495)]].</div>}}

==Stations==
Stations are listed by their approved names.<ref>{{Cite web |url=http://www.fairfaxcounty.gov/news/2012/updates/board-approves-silver-line-station-names.htm |title=Board of Supervisors Approves Proposed Silver Line Station Names |date=April 10, 2012 |access-date=April 11, 2012 |archive-url=https://web.archive.org/web/20120515065249/http://www.fairfaxcounty.gov/news/2012/updates/board-approves-silver-line-station-names.htm |archive-date=May 15, 2012 |url-status=dead  }}</ref><ref>{{Cite news |url=https://www.washingtonpost.com/blogs/dr-gridlock/post/fairfax-oks-names-for-tysons-metrorail-stations/2011/03/29/AFVQC1vB_blog.html |title=Fairfax OKs names for new Metrorail stations |last=Hosh |first=Kafia |date=March 29, 2011 |access-date=March 29, 2011 |newspaper=The Washington Post}}</ref><ref>{{Cite news |title=Fairfax names new Metro stations |last=Hosh |first=Kafia |date=March 30, 2011 |newspaper=The Washington Post |page=B5}}</ref><ref>{{Cite news |url=http://www.bizjournals.com/washington/breaking_ground/2015/04/loudoun-silver-line-station-names-finalized-with.html |title=Loudoun Silver Line station names finalized with Metro board approval |last=Neibauer |first=Michael |date=April 27, 2015 |work=[[Washington Business Journal]] |access-date=April 28, 2015}}</ref>
{| class=wikitable
!Station
!Code
!Opened
!Other Metro<br />Line(s)
!Notes
|-
|{{wmata|Ashburn}} || N12 || rowspan="6" | November 15, 2022 || rowspan="7" | ||Western terminus<br />Planning names: ''Route 772, Ryan Road''
|-
|{{wmata|Loudoun Gateway}} || N11 || Planning names: ''Route 606, Morgan Road''
|-
|{{wmata|Dulles International Airport}} || N10 ||
|-
|{{wmata|Innovation Center}} || N09 || Planning names: ''Route 28, Herndon&nbsp;– Dulles East''
|-
|{{wmata|Herndon}} || N08 || Planning names: ''Herndon–Monroe, Herndon&nbsp;– Reston West''
|-
|{{wmata|Reston Town Center}} || N07 || Planning name: ''Reston Parkway''
|-
|{{wmata|Wiehle–Reston East}} || N06 || July 26, 2014 ||Previous western terminus<br />Planning name: ''Wiehle Avenue''
|-style="background:silver;"
|{{wmata|Wolf Trap}} || N05 
|Not built
| || Originally planned as part of Phase I, but there are no current plans to build the station
|-
|{{wmata|Spring Hill}}|| N04 
| rowspan="4" |July 26, 2014
| rowspan="4" | ||Planning names: ''Tysons West, Spring Hill Road'' 
|-
|{{wmata|Greensboro}}|| N03 ||Planning names: ''Tysons Central 7, Pike Seven''
|-
|{{wmata|Tysons}}|| N02 ||Originally opened as ''Tysons Corner''. Changed in 2022
|-
|{{wmata|McLean}}|| N01 
|Planning names: ''Tysons East, Tysons McLean, West Park''
|-
|{{wmata|East Falls Church}} ||  K05 || June 7, 1986 || rowspan="5" | {{WMATA icon|Orange}} || Transfer station for the [[Orange Line (Washington Metro)|Orange Line (Western)]]
|-
| [[Ballston–MU station|Ballston-MU]] ||  K04 || rowspan="4" | December 11, 1979 ||
|-
|{{wmata|Virginia Square–GMU}} || K03 ||
|-
|{{wmata|Clarendon}} || K02 ||
|-
|{{wmata|Court House}} || K01 ||
|-
|{{wmata|Rosslyn}} || C05 || rowspan="4" | July 1, 1977 || rowspan="4" | {{WMATA icon|Orange}} {{WMATA icon|Blue}} || Transfer station for the [[Blue Line (Washington Metro)|Blue Line]]
|-
|{{wmata|Foggy Bottom–GWU}} || C04 ||
|-
|{{wmata|Farragut West}} || C03 || Walking transfer to [[Red Line (Washington Metro)|Red Line]] at [[Farragut North station|Farragut North]] (branded as "Farragut Crossing")
|-
|{{wmata|McPherson Square}} || C02 ||
|-
|{{wmata|Metro Center}} || C01 || March 29, 1976 || {{WMATA icon|Orange}} {{WMATA icon|Blue}} {{WMATA icon|Red}} || Transfer station for the [[Red Line (Washington Metro)|Red Line]]
|-
|{{wmata|Federal Triangle}} || D01 || rowspan="8" | July 1, 1977 || rowspan="2" | {{WMATA icon|Orange}} {{WMATA icon|Blue}} ||
|-
|{{wmata|Smithsonian}} || D02 ||
|-
|{{wmata|L'Enfant Plaza}} || D03 || {{WMATA icon|Orange}} {{WMATA icon|Blue}} {{WMATA icon|Yellow}} {{WMATA icon|Green}} || {{rint|VRE}} at L'Enfant <br /> Transfer station for the [[Green Line (Washington Metro)|Green]] and [[Yellow Line (Washington Metro)|Yellow Lines]]
|-
|{{wmata|Federal Center SW}} || D04 || rowspan="5" | {{WMATA icon|Orange}} {{WMATA icon|Blue}}||
|-
|{{wmata|Capitol South}} || D05 ||
|-
|{{wmata|Eastern Market}} || D06 ||
|-
|{{wmata|Potomac Avenue}} || D07 ||
|-
|{{wmata|Stadium–Armory}}

|| D08 || Transfer station for the [[Orange Line (Washington Metro)|Orange]] and [[Blue Line (Washington Metro)|Blue Lines (Eastern)]]
|-
|[[Minnesota Avenue station|Minnesota Avenue]] || D09 || rowspan="5" | November 20, 1978 || rowspan="5" | {{WMATA icon|orange}} ||
|-
|[[Deanwood station|Deanwood]] || D10 ||
|-
|[[Cheverly station|Cheverly]] || D11 ||
|-
|[[Landover station|Landover]] || D12 ||
|-
|[[New Carrollton station|New Carrollton]] || D13 ||{{rint|us|amtrak}} [[Amtrak]] ''[[Northeast Regional]], [[Palmetto (train)|Palmetto]], [[Vermonter (train)|Vermonter]]''<br />{{rint|baltimore|MARC}} MARC ''[[Penn Line]]'' <br />{{Rail-interchange|washington|purple}} [[Maryland Transit Administration|MTA]] [[Purple Line (Maryland)|Purple Line]] (planned)<br /> Eastern terminus for half of Silver Line Trains
|-
|{{wmata|Benning Road}} || G01 || rowspan="3" | November 22, 1980 || rowspan="5" | {{WMATA icon|Blue}} ||
|-
|{{wmata|Capitol Heights}} || G02 ||
|-
|{{wmata|Addison Road}} || G03 ||
|-
|{{wmata|Morgan Boulevard}} || G04 || rowspan="2" | December 18, 2004 ||
|-
|[[Downtown Largo|Largo]] || G05 || Eastern terminus for half of Silver Line Trains
|}

==Future==
[[Wolf Trap station]] was originally proposed as part of Phase 1 between [[Spring Hill station|Spring Hill]] and [[Wiehle-Reston East station| Wiehle-Reston East]], but that station was excluded from the project due to profitability concerns.<ref>{{cite web |last1=Yates |first1=Steven |title=Ask GGW: Why is there no Silver Line station at Wolf Trap? |url=https://ggwash.org/view/34685/ask-ggw-why-is-there-no-silver-line-station-at-wolf-trap |website=Greater Greater Washington |access-date=September 25, 2022}}</ref>

A study published in 2013 overseeing a long-term plan for the system subsequent to the Phase 2 extension plans to Ashburn included a possible three-station extension of the Silver Line northwest to [[Leesburg, Virginia|Leesburg]], which is the seat of [[Loudoun County, Virginia|Loudoun County]].<ref name="rtsp">{{Cite web |url=https://planitmetro.com/wp-content/uploads/2013/12/2013-12-11-RTSP-Projects-Plans-Items-Tested.pdf |title=Regional Transit System Plan (RTSP) |date=December 2013 |website=planitmetro.com |publisher=Washington Metropolitan Area Transit Authority |access-date=February 19, 2019}}</ref> The stations from northwest to southeast are <em>VA 7 Bypass</em>, <em>Crosstrail Blvd</em> and <em>Belmont Ridge</em>. The same study included either adding an [[infill station]] between Tysons Corner (now {{wmata|Tysons}}) and [[McLean station|McLean]], or renaming the former, to allow transfer with a [[Loop line (railway)|loop line]] that would parallel the [[Capital Beltway]], named the "Beltway Line". This station would be named <em>Beltway and 123</em>.

In December 2019, WMATA began to study changes to the Orange, Blue, and Silver lines to relieve congestion at [[Rosslyn station|Rosslyn]]. Each proposed option would involve the construction of a new Rosslyn II station that would be connected to the existing Rosslyn station, allowing one of the three lines to be separated from the other two lines, increasing capacity of the station. Two of the options proposed would involve that line being the Silver Line. In one option, from west to east, the Silver Line would run express from West Falls Church to the Rosslyn II station, with a single intermediate stop at a new Ballston II station. Then, the Silver Line would run along new tracks to a new station at Georgetown, followed by several new stations under [[M Street (Washington, D.C.)#M Street NW|M Street NW]] to Union Station. The Silver Line would then travel north-east to new stations in Ivy City, Port Towns, Hyattsville, and finally to new College Park II and Greenbelt II stations. In the second option, from west to east, the Silver Line would remain unchanged in Virginia until reaching the Rosslyn II station, after which point it would travel along new tracks to Georgetown, followed by several new stations under M Street NW to Union Station. Then, the Silver Line would travel north-east through Ivy City, Port Towns, Landover Hills, and finally intersect the Orange Line at New Carrollton.<ref>{{cite web |title=Blue/Orange/Silver Capacity & Reliability Study |url=https://www.wmata.com/about/board/meetings/board-pdfs/upload/4A-Blue-Orange-Silver-Capacity-Reliability-Study.pdf |publisher=Washington Metropolitan Area Transit Authority |date=September 9, 2021}}</ref><ref>{{cite news |last1=Denham |first1=Hannah |title=Here's how Metro could transform the Blue, Orange and Silver lines in the coming decades |url=https://www.bizjournals.com/washington/news/2021/09/07/metro-blue-orange-silver-line-alternatives.html |access-date=September 25, 2022 |work=Washington Business Journal |publisher=American City Business Journals |date=September 7, 2021}}</ref>

==See also==
{{Portal|Transport|Trains}}
* [[Second Avenue Subway]] (New York)
* [[Purple Line (Maryland)]]
* [[Chicago "L"#Red Line Extension|Red Line Extension (Chicago)]]

==References==
{{Reflist|3}}

==External links==
{{Attached KML|display=title,inline}}
{{commons category-inline}}
* [http://www.dullesmetro.com/ Dulles Corridor Rapid Transit Project]

{{Washington Metro}}
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[[Category:Silver Line (Washington Metro)| ]]
[[Category:Public transportation in Maryland]]
[[Category:Public transportation in Virginia]]
[[Category:Public transportation in Washington, D.C.]]
[[Category:Airport rail links in the United States|Washington]]
[[Category:Railway lines in highway medians]]
[[Category:Dulles International Airport]]