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CapMetro Rail
CapMetro Rail is a hybrid rail service in the Greater Austin area in Texas and is owned by CapMetro, Austin's primary public transportation provider. The Red Line is CapMetro's first and currently only rail line, and connects Downtown Austin with Austin's northwestern suburbs. The line operates on 32 miles (51 km) of existing freight tracks, and serves 10 stations. After a series of delays, CapMetro Rail was inaugurated in March 2010. CapMetro added Friday evening and Saturday afternoon and evening regularly scheduled service on March 23, 2012. In 2025, the line had a ridership of 620,600, or about 1,900 per weekday as of the fourth quarter of 2025.
Several proposals to construct new tracks running through the densest areas of the city have been put forward over the years. Austin voters chose not to commit funds towards the construction of a light rail system in 2000 and 2014 but did do so in 2020. Since then, CapMetro has been planning new rail lines as part of the Project Connect plan. Construction of the Orange and Blue light rail lines would bring rail service to the western half of Downtown, the University of Texas at Austin, and the city's airport. The Green Line would operate similarly to the Red Line, operating on existing freight tracks between Austin, Manor, and Elgin.
Advocates of modern urban rail began calling on the city of Austin to develop a passenger rail system at the height of the 1970s energy crisis. When voters approved CapMetro's creation in 1985, the agency was seen not only as the new operator of local bus services but as the developer of a future passenger rail as well. The next year, CapMetro partnered with the City of Austin to purchase the 162-mile (261 km) Giddings-to-Llano Austin and Northwestern Railroad (A&NW) from the Southern Pacific Transportation Company with the express purpose of someday operating passenger rail on it. The purchase price was $9.3 million, of which $6 million came from a grant from the Federal Transit Administration, $0.6 million came from the City of Austin and $2.7 million came from CapMetro. On May 20, 1998, CapMetro acquired the City of Austin's share in the railroad for $1 million.
During the 1990s, CapMetro faced persistent bad publicity that resulted from dysfunctional management and poor accountability. After years of inaction on passenger rail, the Texas Legislature in 1997 stepped in and ordered the public transport provider to hold a referendum on light rail. In response, CapMetro drew up an ambitious plan for a $1.9 billion, 52-mile (84 km) system to be funded by federal funds and local sales taxes. The 2000 proposal's 14-mile "starter segment" would have used the A&NW's right-of-way through Austin from a station at Howard Lane south to another at the Lamar / Airport intersection, then followed Lamar south to Guadalupe Street, and finally run along Guadalupe to serve the university and Downtown. Future phases would have extended passenger rail service along the entire A&NW right-of-way between Downtown and a Leander station, plus new tracks along South Congress Avenue and Riverside Drive.
The 2000 proposal was narrowly defeated by 2,000 votes, receiving support from 49.6% of voters; most of central Austin voted in favor whereas suburban and exurban areas within the service area voted against.
CapMetro came back in 2004 with a significantly scaled-down version of its 2000 plan that it hoped voters in Travis County and Williamson County would find more palatable. Rather than a comprehensive network of electric light rail vehicles, CapMetro proposed a single diesel-fueled commuter rail line which would use the A&NW track between Downtown and Leander. The corridor was chosen for the first line after CapMetro's Board identified the following areas as probable areas for future growth: the Highland Mall area, the master-planned Mueller Community redevelopment project, as well as the central business district, extending from the University of Texas at Austin to Lady Bird Lake. MetroRail was presented to voters as part of the All Systems Go Long-Range Transit Plan, which also included expanded local and express bus service. The 2004 version was approved by 62% of voters in the service area.
The organization at the time said they could have the system built by 2008 for a cost of $60 million, and borrow $30 million for six train cars to be paid back over a period of years. About $30 million of that cost, they said, would come from the federal government. However, CapMetro never officially sought the federal money and revealed in 2010 it has spent $105 million on the system's construction, not $90 million as originally suggested. Additionally, the original 2008 launch date for CapMetro Rail was postponed two years due to multiple safety and construction issues. Service on CapMetro Rail finally began on March 22, 2010.
On June 26, 2014, TxDOT awarded CapMetro with a $50 million grant for the purchase of four new rail cars, which was anticipated to double capacity, and for general improvements to the Downtown MetroRail station.
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CapMetro Rail
CapMetro Rail is a hybrid rail service in the Greater Austin area in Texas and is owned by CapMetro, Austin's primary public transportation provider. The Red Line is CapMetro's first and currently only rail line, and connects Downtown Austin with Austin's northwestern suburbs. The line operates on 32 miles (51 km) of existing freight tracks, and serves 10 stations. After a series of delays, CapMetro Rail was inaugurated in March 2010. CapMetro added Friday evening and Saturday afternoon and evening regularly scheduled service on March 23, 2012. In 2025, the line had a ridership of 620,600, or about 1,900 per weekday as of the fourth quarter of 2025.
Several proposals to construct new tracks running through the densest areas of the city have been put forward over the years. Austin voters chose not to commit funds towards the construction of a light rail system in 2000 and 2014 but did do so in 2020. Since then, CapMetro has been planning new rail lines as part of the Project Connect plan. Construction of the Orange and Blue light rail lines would bring rail service to the western half of Downtown, the University of Texas at Austin, and the city's airport. The Green Line would operate similarly to the Red Line, operating on existing freight tracks between Austin, Manor, and Elgin.
Advocates of modern urban rail began calling on the city of Austin to develop a passenger rail system at the height of the 1970s energy crisis. When voters approved CapMetro's creation in 1985, the agency was seen not only as the new operator of local bus services but as the developer of a future passenger rail as well. The next year, CapMetro partnered with the City of Austin to purchase the 162-mile (261 km) Giddings-to-Llano Austin and Northwestern Railroad (A&NW) from the Southern Pacific Transportation Company with the express purpose of someday operating passenger rail on it. The purchase price was $9.3 million, of which $6 million came from a grant from the Federal Transit Administration, $0.6 million came from the City of Austin and $2.7 million came from CapMetro. On May 20, 1998, CapMetro acquired the City of Austin's share in the railroad for $1 million.
During the 1990s, CapMetro faced persistent bad publicity that resulted from dysfunctional management and poor accountability. After years of inaction on passenger rail, the Texas Legislature in 1997 stepped in and ordered the public transport provider to hold a referendum on light rail. In response, CapMetro drew up an ambitious plan for a $1.9 billion, 52-mile (84 km) system to be funded by federal funds and local sales taxes. The 2000 proposal's 14-mile "starter segment" would have used the A&NW's right-of-way through Austin from a station at Howard Lane south to another at the Lamar / Airport intersection, then followed Lamar south to Guadalupe Street, and finally run along Guadalupe to serve the university and Downtown. Future phases would have extended passenger rail service along the entire A&NW right-of-way between Downtown and a Leander station, plus new tracks along South Congress Avenue and Riverside Drive.
The 2000 proposal was narrowly defeated by 2,000 votes, receiving support from 49.6% of voters; most of central Austin voted in favor whereas suburban and exurban areas within the service area voted against.
CapMetro came back in 2004 with a significantly scaled-down version of its 2000 plan that it hoped voters in Travis County and Williamson County would find more palatable. Rather than a comprehensive network of electric light rail vehicles, CapMetro proposed a single diesel-fueled commuter rail line which would use the A&NW track between Downtown and Leander. The corridor was chosen for the first line after CapMetro's Board identified the following areas as probable areas for future growth: the Highland Mall area, the master-planned Mueller Community redevelopment project, as well as the central business district, extending from the University of Texas at Austin to Lady Bird Lake. MetroRail was presented to voters as part of the All Systems Go Long-Range Transit Plan, which also included expanded local and express bus service. The 2004 version was approved by 62% of voters in the service area.
The organization at the time said they could have the system built by 2008 for a cost of $60 million, and borrow $30 million for six train cars to be paid back over a period of years. About $30 million of that cost, they said, would come from the federal government. However, CapMetro never officially sought the federal money and revealed in 2010 it has spent $105 million on the system's construction, not $90 million as originally suggested. Additionally, the original 2008 launch date for CapMetro Rail was postponed two years due to multiple safety and construction issues. Service on CapMetro Rail finally began on March 22, 2010.
On June 26, 2014, TxDOT awarded CapMetro with a $50 million grant for the purchase of four new rail cars, which was anticipated to double capacity, and for general improvements to the Downtown MetroRail station.