The Metro K Line Northern Extension is a project planning a Los Angeles Metro Rail light rail transit corridor extension connecting Expo/Crenshaw station to Hollywood/Highland station in Hollywood. The corridor is a north-to-south route along mostly densely populated areas of the Los Angeles Basin; it would be operated as part of the K Line. The Los Angeles County Metropolitan Transportation Authority (Metro) is prioritizing the project along with pressure from the West Hollywood residents. Construction is slated to start in 2041 and begin service by 2047 unless means to accelerate the project are found. Overview The Los Angeles County Metropolitan Transportation Authority (Metro) budgeted $2.33 billion from Measure M. The Crenshaw/LAX corridor Line was a corridor designated for public transit. It became a light rail line between the C Line and the E Line, with planned connections to LAX. After almost ten years of construction, the K Line, as it was named, opened in 2022. A northern extension could connect with regional job centers and tourist destinations, such as Cedars-Sinai Medical Center, Beverly Center, The Grove, Farmers Market shopping area, and LACMA. The West Hollywood areas are also in the projected routes, Melrose and the Sunset Strip within walking distance. Original Planning The original plans for the Crenshaw Corridor project connected Wilshire Blvd to LAX. However, during the environmental review, Metro determined that if LRT were selected as the preferred mode, the cost for the entire route would exceed the project budget. In December 2009, the Metro Board decided on LRT as the preferred mode; as a result, the part of the corridor north of Exposition Boulevard was deferred until funds became available. This segment can be considered a "Phase Two" extension of the original line. Any Phase Two extension would be expected to connect to the D Line, the first phase of which is currently under construction as part of the Purple Line Extension project. In May 2009, Metro released a report on the feasibility of an extension north to Wilshire Boulevard. It first screened two routes—one to Wilshire/La Brea, and another to Wilshire/Crenshaw. Through this screening, staff concluded that Wilshire/La Brea station would be more cost-effective and compatible with land uses and plans along it. Specifically, the report cited the following advantages of the La Brea route over the Crenshaw route: Greater residential and job density, Supportive land uses for a high-capacity subway, Stronger regional potential to link