How the Corridor came together: a timeline.

The Alameda Corridor is a testament to the vision, cooperation and perseverance of many disparate parties.

Here are some key dates in the evolution of the Alameda Corridor from a low-budget planning study to completion of one of the nation's largest public works projects.

1970s--Facing increases in cargo crossing their docks, ports of Long Beach and Los Angeles begin to study comprehensive rail and highway improvements to improve the efficiency of cargo movements.

October 1981--Southern California Association of Governments (SCAG) forms Ports Advisory Committee (PAC) in response to growing concerns about ability of ground transportation system to accommodate increasing levels of cargo flowing through the ports. Members include local elected officials and representatives of the ports, the U.S. Navy, Army Corps of Engineers, railroads, trucking industry and the Los Angeles County Transportation Commission (predecessor to the Metropolitan Transportation Authority).

March 1982--PAC recommends comprehensive list of highway improvements, including the widening of Alameda Street from State Route 91 south to the ports.

December 1984--SCAG Executive Committee adopts plan recommended by PAC to consolidate port-related rail traffic from four branch lines into the former Southern Pacific San Pedro Branch, a 20-mile line running parallel to Alameda Street between the ports and the transcontinental rail yards near downtown Los Angeles. This would become the general route of the Alameda Corridor.

February 1985--SCAG forms Alameda Corridor Task Force to pursue consolidated rail cargo expressway. Task force begins to develop consensus on institutional arrangements, phasing and funding. Membership similar to PAC, with addition of California Public Utilities Commission and each of the eight cities along the route.

November 1988--Ports of Long Beach and Los Angeles publish Consolidated Rail Corridor Strategic Plan recommending rail cargo expressway.

August 1989--Joint powers authority formed by cities of Long Beach and Los Angeles to design and construct a rail cargo expressway. The agency was originally called the Consolidated Transportation Corridor Joint Powers Authority. The Governing Board originally included 16 members including representatives of all the cities along the route in addition to Long Beach and Los Angeles, the two ports and other agencies.

March 1991--Governing Board of Consolidated Transportation Corridor Joint Powers Authority recommends its name be changed to Alameda Corridor Transportation Authority (ACTA) to better reflect the selected route along Alameda Street. City and port approvals follow.

January 1993--ACTA Governing Board approves "Plan for the Alameda Corridor" and certifies Environmental Impact Report (EIR) required by the state for the project to proceed.

December 1994--Ports complete purchase of necessary rights-of-way from railroads for $394 million.

October 1995--ACTA Governing Board selects joint venture of civil engineering firms, known as Alameda Corridor Engineering Team (ACET), to serve as lead program manager. ACET includes the firms of Daniel Mann Johnson Mendenhall (DMJM), Moffatt & Nichol Engineers, Jenkins-Gales & Martinez, Inc., and TELACU. ACET's predecessor organization, which served ACTA in a similar but more limited capacity from 1990 to 1995, was DMJM-Moffatt & Nichol.

November 1995--National Highway System Designation Act becomes law and names Alameda Corridor a "high-priority corridor," making the project eligible for a federal loan. During debate, Senators refer to Alameda Corridor as a "project of national significance."

February 1996--ACTA Governing Board certifies final Environmental Impact Statement (EIS) required by federal government for project to proceed.

September 1996-- Congress approves Transportation Appropriations Bill that includes $58.68 million needed to back a $400 million Department of Transportation loan for the Alameda Corridor.

January 1997--Then-President Clinton hosts White House signing ceremony for $400 million loan, attended by ACTA officials, the Mayors of Long Beach and Los Angeles, and port officials.

January 1997--Composition of ACTA Governing Board changed to a seven members: two representatives from each of the two ports; a representative of the Long Beach City Council; a representative of the Los Angeles City Council, and a representative of the Los Angeles County Metropolitan Transportation Commission.

April 1997--Construction commences with work on three-track rail bridge over Los Angeles River, replacing a singletrack bridge first built in 1905.

June 1997--Governing Board requests (and Los Angeles City Council later grants) authorization to utilize design-build approach on the Mid-Corridor Trench, the project's biggest contract. This approach saves an estimated 14-18 months from traditional project delivery approach by allowing simultaneous design work and construction of certain elements.

October 1998--Governing Board approves use and operating agreement with Union Pacific Railroad Company and Burlington Northern Santa Fe Railway Company. The agreement calls for railroads to pay fees for use of the Alameda Corridor, creating a revenue stream needed to pay off the federal loan and bonds.

October 1998--Governing Board awards contract for Mid-Corridor Trench, the project's single largest contract and centerpiece, to team led by Tutor-Saliba Corporation.

November 1998--ACTA dedicates first completed project of the Alameda Corridor, the Los Angeles River Bridge.

December 1998--ACTA commences construction on Mid-Corridor Trench with groundbreaking ceremony attended by federal, state and local elected officials.

February 1999--Private investors purchase last of $1.2 billion in ACTA revenue bonds, completing the project's funding package.

November 2000--Project reaches peak construction period, with up to 1,500 people working up and down the route on any given day.

July 2001--Governing Board authorizes ACTA to manage design and construction of additional project, the Pacific Coast Highway Grade Separation. Area legislators had urged ACTA's involvement to expedite California Department of Transportation project.

August 2001--ACTA dedicates Redondo Junction project, a series of five separate bridge structures stretching the length of eight football fields and separating cargo rail lines from commuter rail lines as well as street traffic.

September 2001--Excavation of Mid-Corridor Trench completed.

December 2001--Testing of electronic revenue collection system begins.

March 2002--Railroad track installation completed in Mid-Corridor Trench.

April 2002--Revenue operations begin following grand opening ceremony attended by federal, state and local elected officials