Metro Green Line (Minnesota)
| Company type | Light rail transit line |
|---|---|
| Industry | Public transportation |
| Founded | June 14, 2014 |
| Headquarters | Minneapolis and Saint Paul , United States |
Area served | Minneapolis–Saint Paul metropolitan area |
| Products | Light rail transit service |
| Parent | Metropolitan Council (regional transit authority) |
Metro Green Line
The Metro Green Line—previously known as the Central Corridor—is a light rail route connecting the downtown areas of Minneapolis and Saint Paul, passing through the University of Minnesota campus. An extension called the Southwest LRT is currently being built to extend the line southwestward to serve St. Louis Park, Hopkins, Minnetonka, and Eden Prairie. The alignment closely follows the path of the former Metro Transit bus route 16, traveling along University Avenue and Washington Avenue, which traverse downtown Minneapolis and the university grounds. This line represents the region’s second light rail system, following the Blue Line that commenced operations in 2004 and links Minneapolis with Bloomington.
Construction started in late 2010, with passenger operations beginning on June 14, 2014. The journey between downtown Minneapolis and St. Paul takes roughly 46 minutes. While initially operating around the clock, since 2019 service hours have been adjusted to run from 4 am until 2 am on weekdays, with buses providing overnight coverage. In 2018, the Green Line transported 13.8 million riders, underscoring its significance in the regional transit network.
Former streetcar and bus lines
The Green Line traces its origins to the Twin City Rapid Transit Company’s St. Paul–Minneapolis streetcar route, known as the Interurban line. Full electrified service began on December 9, 1890. During the 1950s, streetcars were phased out in favor of buses; Saint Paul ended streetcar operations on October 31, 1953—the city’s final day of service—while Minneapolis continued briefly until November 28. Streetcars continued using tracks along University Avenue to reach retail destinations at Snelling Avenue until June 1954.
Bus route 16 replaced the streetcar line, following much of what is now the Green Line corridor. Additional parallel services included freeway express route 94 and limited-stop route 50 serving the University of Minnesota. Twin City Lines operated these bus services privately until Metro Transit’s predecessor agency, the Metropolitan Transit Commission, assumed control in 1970.
Proposals
In 1972, the Metropolitan Transit Commission proposed an extensive $1.3 billion heavy-rail rapid transit network spanning between 37 and 57 miles. However, this plan met opposition from the separate Metropolitan Council, which preferred a regional approach centered on bus rapid transit. A smaller-scale automated people mover system was suggested in 1975 but was ultimately abandoned by 1980.
During the 1980s, light rail gained traction as a viable alternative. The Central Corridor was identified for potential development, leading to a Draft Environmental Impact Statement completed in 1982. Despite this early progress, it took over twenty years before light rail service materialized; the Blue Line opened on June 26, 2004—more than half a century after regular streetcar service ended in 1954.
Central Corridor Coordinating Committee
The Central Corridor Coordinating Committee was a joint Minneapolis–St. Paul task force formed to assess transit solutions for the Central Corridor along University Avenue. After thorough analysis, three options were shortlisted: maintaining existing conditions with minor upgrades; implementing bus rapid transit (BRT) on a partially dedicated transitway; or establishing light rail transit (LRT) using light rail vehicles. In May 2006, their Draft Environmental Impact Statement identified LRT as the preferred option. Following community feedback, on June 6, 2006, the committee recommended that the Metropolitan Council adopt LRT as the locally preferred alternative and initiate preliminary engineering work. The Metropolitan Council agreed on June 28, 2006, formally approving LRT for this corridor.
As the regional authority overseeing transit and public infrastructure across seven counties in the Twin Cities area, the Metropolitan Council took over responsibility for advancing the Central Corridor project. With this handover, the committee’s role was concluded.
Funding
A study conducted in 2003 estimated the cost of the Central Corridor LRT at approximately US$840 million; by 2013, inflation had increased this figure to nearly US$957 million. In June 2006, the Central Corridor Coordinating Committee endorsed the light rail transit option, with the Metropolitan Council granting final approval later that same month.
Ridership on the existing Blue Line surpassed initial projections—a pattern frequently observed in U.S. light rail networks—leading regional authorities to revise their ridership estimates prior to submission to the Federal Transit Administration (FTA). The Metropolitan Council forecasted a daily ridership of 43,000 by 2030, a figure the FTA recognized as cost-effective, which was essential for qualifying for federal funding.
In April 2008, Governor Tim Pawlenty vetoed $70 million in state funds critical for unlocking $227 million in federal transportation grants, casting uncertainty on the project's continuation. Nevertheless, a modified bonding bill reinstating this funding was passed and signed into law by May 2008. By August 2009, the FTA issued a Record of Decision confirming completion of environmental reviews and authorizing progression to final design for the Central Corridor LRT.
Construction
Construction commenced in late 2010, initially concentrating on downtown St. Paul and the University of Minnesota campus areas. By November 2011, roughly 32% of construction was complete, including track laying, erection of a new bridge, partial station development, reconstruction of a skyway in St. Paul, and establishment of Green Line facilities at St. Paul Union Station.
To effectively manage project responsibilities, C.S. McCrossan and Ames partnered to form a joint venture tasked with executing The Civil West Project segment—from the west side of the 35W abutment over the Mississippi River through the University campus to Bedford Street. Walsh Construction served as general contractor for the section extending from Bedford Street to Saint Paul.
In July 2011, the Metropolitan Council officially designated the Central Corridor as the Green Line. Construction concluded in August 2013, enabling commencement of test train operations; the line officially opened for public service on June 14, 2014.
Additional stations
Concerns were raised by advocates regarding station spacing along University Avenue, suggesting stations be placed every half-mile between Snelling and Rice Street—specifically at Hamline Avenue, Victoria Street, and Western Avenue. In February 2008, the Central Corridor Management Committee approved incorporating below-grade infrastructure for these potential stations, contingent upon securing additional funding.
The Metropolitan Council included this infrastructure in their Draft Environmental Impact Statement and pledged to construct at least one station if financial resources permitted. By 2009, an increase in the Federal Transit Administration’s Cost Effectiveness Index made building one infill station viable. On January 25, 2010, the FTA confirmed that all three proposed infill stations would be constructed. Upon opening, five stations between Snelling and Rice Street were operational: Hamline Avenue, Lexington Parkway, Victoria Street, Dale Street, and Western Avenue.
Route
As of April 2025, the Green Line includes the following stations:
U.S. Bank Stadium | Green, Blue | 2501 | 2004 |- Government Plaza | Green, Blue | 1390 | 2004 |- Nicollet Mall | Green, Blue | 2847 | 2004 |- Warehouse District/Hennepin Avenue | Green, Blue | 1374 | 2004 |- Target Field (Minneapolis Terminus) | Green, Blue | 1728 | 2009 |}Opposition
Local businesses along the route expressed resistance to the project, primarily due to decreased vehicle access; notably, 87% of on-street parking vanished along University Avenue between Raymond and Rice Streets. Some attributed store closures to the disruptions caused by construction activities.
The corridor predominantly serves working-class and immigrant populations, which raised apprehensions about interruptions in transit service and the risk of gentrification resulting from escalating property values and taxes. Critics also feared that longer distances between stations coupled with cutbacks in bus routes could reduce overall transportation options.
Concerns were voiced regarding the proposed pedestrian transit mall on Washington Avenue and the use of the Washington Avenue bridge, citing traffic congestion and structural issues. The University of Minnesota advocated for alternate bridge routes to prevent traffic delays and vibrations that might interfere with sensitive research operations. Subsequent engineering evaluations concluded that vibration impacts could be mitigated effectively. Following discussions, a compromise permitted utilization of the Washington Avenue bridge, with construction commencing in 2011.
In 2009, Minnesota Public Radio highlighted potential train-induced vibrations affecting its studios on Cedar Street. An agreement was reached ensuring train operations continued there alongside compensation for soundproofing improvements.
Extension
Work is in progress to extend the Green Line through the Southwest LRT project toward Southwest Station located in Eden Prairie. This expansion encompasses 16 additional stations and adds approximately of track length, passing through St. Louis Park, Hopkins, Minnesota#Hopkins, and Minnetonka. Travel time for a one-way trip from Southwest Station to Target Field Station in Minneapolis is projected at about 32 minutes. Opposition from local residents and environmental review processes have delayed the planned opening until 2027.
Transit links
The Northstar Line commuter rail provides service connecting downtown Minneapolis with northwestern suburban areas and interfaces with both the Blue and Green Lines at their shared northwestern terminus. These light rail lines operate on common tracks within downtown Minneapolis.
At its eastern endpoint, the Green Line terminates at Saint Paul Union Depot, which functions as a major transit center hosting Metro Transit buses, MVTA services, Jefferson Lines, Megabus, Greyhound, as well as Amtrak’s Empire Builder and Borealis trains. Plans include developing the depot’s concourse into a transfer hub for upcoming bus rapid transit routes such as the Rush Line and Gold Line.
Bus Service
Metro Transit Route 16 runs parallel to the Green Line between St. Paul and Fairview Avenue Station. Prior to the Green Line’s inauguration, Route 50 operated alongside Route 16 on weekdays, with stops spaced roughly every half mile; however, Route 50 was discontinued after the light rail began service. Following the Green Line’s launch, Route 16 saw a reduction in service frequency and its route was shortened to terminate at the University of Minnesota.
In 2010, Route 16 operated with a budget of $10 million and generated $3.7 million in revenue, achieving a farebox recovery rate of 37%, while transporting around 5 million passengers annually. Meanwhile, Route 50 had a $3.5 million operating budget and earned $1.3 million in revenue—also a 37% farebox recovery—serving close to 1.5 million riders each year.
Additionally, Metro Transit provides weekday express bus service along Interstate 94, connecting downtown St. Paul and Minneapolis.
Vehicles
The Green Line’s fleet consists of 47 S70 Light Rail Vehicles (LRVs) manufactured by Siemens Industry Incorporated. Each unit cost approximately $3,297,714, amounting to a total expenditure of $154,992,558. These vehicles were produced in Florin, California, with the first delivery arriving on October 10, 2012.
Safety
During pre-opening testing of the Green Line, four accidents occurred. Since commencing operations, there have been thirteen fatal incidents involving pedestrians, cyclists, and motorists:
- August 2014: Shana Buchanan was fatally struck while crossing near Westgate Station. - April 2015: Lynne Thomas lost her life after being hit by a train. - December 2015: Nurto Abdi Aden died following a collision close to Hamline Avenue Station. - July 2017: Nicholas Westlake was killed in an incident where a train operator ran a red light; this event prompted legislative reforms permitting prosecution of train operators involved in fatal crashes. - January 2018: A female pedestrian was killed near University Avenue and Pascal Street. - October 2018: A male runner died after being struck near Hamline Avenue. - April 2019: A male pedestrian passed away at Stadium Village station after falling between train cars. - August 2019: A female pedestrian was fatally hit at Dale Street Station. - July 2021: A fatal car accident occurred near Rice Street station resulting in one death and one critical injury. - June 2022: A bicyclist was killed near Raymond Avenue Station. - May 2024: Another cyclist was fatally hit during rush hour close to the State Capitol and Rice Street station. - July 2024: A pedestrian died near University Avenue and Syndicate Street. - March 2025: A pedestrian was killed within a marked crossing at University Avenue West and North Avon Street; the train operator also sustained injuries.
These tragic events have driven enhancements in safety procedures and regulatory oversight along the Green Line.
Health Impacts
The Minnesota Metro Green Line has enhanced healthcare accessibility by offering dependable public transit options. Studies conducted by researchers from the University of Minnesota, Harvard Medical School, and the Urban Institute demonstrated that the introduction of this light rail line significantly lowered rates of missed medical appointments.
External links
| Station Name | Line | Ridership (2024) | Year Opened |
|---|---|---|---|
| Union Depot (St Paul Terminus) | Green, Gold | 1121 | 2014 |
| Central | Green | 1405 | 2014 |
| 10th Street | Green | 1063 | 2014 |
| Robert Street | Green | 499 | 2014 |
| Capitol / Rice Street | Green | 927 | 2014 |
| Western Avenue | Green | 623 | 2014 |
| Dale Street | Green | 1249 | 2014 |
| Victoria Street | Green | 592 | 2014 |
| Lexington Parkway | Green | 888 | 2014 |
| Hamline Avenue | Green | 1149 | 2014 |
| Snelling Avenue | Green, A | 1811 | 2014 |
| Fairview Avenue | Green | 832 | 2014 |
| Raymond Avenue | Green | 855 | 2014 |
| Westgate | Green | 791 | 2014 |
| Prospect Park | Green | 1220 | 2014 |
| Stadium Village | Green | 1312 | 2014 |
| East Bank | Green | 3375 | 2014 |
| West Bank | Green | 1416 | 2014 |