Northstar Line
| Company type | Commuter rail service |
|---|---|
| Industry | Public transportation |
| Founded | November 16, 2009 |
| Headquarters | Minneapolis , United States |
Area served | Minnesota |
| Products | Commuter rail transit |
| Parent | Metro Transit |
The Northstar Line is a commuter rail service in Minnesota that connects Big Lake with downtown Minneapolis at Target Field. It utilizes existing tracks and right-of-way owned by BNSF Railway. Passenger operations commenced on November 16, 2009. This route forms part of the Northstar Corridor linking Minneapolis and St. Cloud. The initiative began in 1997 with the establishment of the Northstar Corridor Development Authority (NCDA). Additionally, the corridor is accessible via Interstate 94 and U.S. Highway 10.
In , the annual ridership reached , with approximately weekday passengers recorded as of . In August 2025, the responsible agency revealed intentions to discontinue the rail service by January 2026, substituting it with bus transit.
Background
Originally, the line was designed to span between Minneapolis and Rice, Minnesota, located northwest of St. Cloud, featuring 11 stations. The Minnesota Department of Transportation (MnDOT) prepared Environmental Impact Statements in 2000 and 2002, which led to a Record of Decision issued by the Federal Transit Administration (FTA) in December 2002. The project aimed to obtain federal funding covering half of its construction expenses; however, projected ridership for the entire route did not meet qualification thresholds. To enhance funding eligibility, stakeholders revised the plan by establishing a Minimum Operable Segment that shortened the route to , ending at Big Lake and removing three stations planned for Rice, St. Cloud, and Becker. Additional changes included reducing daily train trips from 18 to 12 and postponing stations at Coon Rapids–Foley Boulevard and Northeast Minneapolis at 7th Street. This Minimum Operable Segment was designated as Phase I under FTA guidelines, while extending service to Rice and adding five stations was deferred to Phase II.
Between 1997 and 2002, MnDOT conducted public trial runs for commuter rail service, including a January 2002 demonstration featuring a 300-seat train operating from St. Cloud to Minneapolis with bilevel passenger cars intended for Seattle's Sounder commuter rail system.
The project initially received strong backing from then-Governor Jesse Ventura, which helped build public support. His successor, Governor Tim Pawlenty, originally opposed the plan but later approved a downsized version that qualified for federal assistance.
The Minnesota Legislature did not pass a bonding bill during its 2004 session, causing delays in initial financing. Subsequently, local counties along with the Metropolitan Council secured matching funds that maintained federal involvement. In 2005, a bonding bill allocating $37.5 million for the project was enacted and signed by Governor Pawlenty at the Riverdale station. Additional funding from the 2006 legislature and local governments completed financing for extending the corridor to Big Lake.
Construction work on the maintenance facility near Big Lake station and on the Blue Line light rail extension began in September 2007 prior to full funding approval. On December 11, 2007, U.S. Deputy Secretary of Transportation Thomas J. Barrett signed a Full Funding Grant Agreement providing $156.8 million—almost half of the $317 million required for the line between Minneapolis and Big Lake—unlocking an extra $97.5 million in state bonds.
The financing package comprised $156.8 million in federal funds, $98.6 million from state sources, and $34.8 million contributed by the Anoka County Regional Rail Authority. Additional contributions came from Sherburne County Regional Rail Authority ($8.2 million), Hennepin County Regional Rail Authority ($8 million), the Metropolitan Council ($5.9 million), and $2.6 million from the Minnesota Twins toward station enhancements at Target Field in Minneapolis. Of the total $317 million budget, $107.5 million was allocated for BNSF’s permanent easement rights over track usage and operational staffing expenses. The operating budget for the inaugural full year of service (2010) stood at $16.8 million.
Corridor buses
To mitigate highway congestion and expand transit choices during the rail line's development, MnDOT introduced the temporary Northstar Commuter Coach. This service commenced on October 1, 2001, connecting future Elk River and Riverdale station locations to downtown Minneapolis, ending at the 5th Street Transit Center near the planned Target Field Station. Operating on weekdays with eight round-trips, it attracted an average of 225 passengers daily in its inaugural year. Management transferred to NCDA in 2003, and the bus route ceased operations when the commuter rail launched in 2009.
The Ramsey Star Express began weekday operations on January 22, 2007, offering four round-trips between Ramsey station and downtown Minneapolis. Sponsored by the City of Ramsey and run by Metro Transit, it served approximately 115 riders per day. Although a Ramsey rail station was initially removed during environmental assessments, an infill station was completed at that location in 2012, replacing the bus service and generating annual savings of $500,000.
In late 2000, Metro Transit reorganized routes to introduce express buses numbered 850, 851, and 852 to downtown Minneapolis. Route 851 catered to the Riverdale area and near the future Anoka station; meanwhile, routes 850 and 852 targeted Foley Boulevard station, offering local connections northward and access to two Northstar stations. After rail service began, route 851 was discontinued; however, routes 850 and 852 remain active despite the absence of a station at the Foley Boulevard park-and-ride.
Construction and operation
The Minnesota Department of Transportation (Mn/DOT) together with the Northstar Corridor Development Authority (NCDA) determined that commuter rail represented the most economical approach to addressing rising commuter demand. Initial cost projections were approximately US$265 million in 2008 dollars—less than one-third of what highway improvements would have required—though final expenses escalated to $317 million. The majority of funding was allocated towards constructing new stations, upgrading tracks, enhancing crossing safety measures, and improving signaling systems. A significant undertaking involved extending the METRO Blue Line to the Target Field station, integrated within the Minnesota Twins' Target Field ballpark, which opened in March 2010.
Weekday rush hours featured six train runs with limited service on weekends and holidays. Complementary bus routes such as the Northstar Link from St. Cloud to Big Lake station provided connections for commuters accessing stations. Travelers heading downtown could transfer seamlessly to METRO Blue and Green Lines or buses and utilize nearby buildings through the Minneapolis Skyway System. Ridership in 2010 fell short of the anticipated 3,400 weekday passengers; Metro Transit targets reaching 5,900 riders by 2030, estimating annual commuter time savings of 900,000 hours compared to bus travel.
From its inception through January 2014, Northstar trains maintained a punctuality rate of 96%, ranking among Metro Transit's most dependable services. However, during winter 2014, on-time performance declined to 74%, largely due to increased freight traffic linked to the North Dakota oil boom combined with severe cold conditions. These delays also impacted Amtrak's Empire Builder route operating along the same corridor. The situation prompted a State Capitol hearing involving BNSF Railway representatives; BNSF attributed most delays to mechanical failures caused by cold weather and restrictions on crew working hours.
In response to these challenges, BNSF undertook extensive corridor maintenance throughout 2014 by replacing ties and switches and installing switch covers designed to prevent ice accumulation. On-time performance improved significantly from 65.7% between January and October 2014 to 95% by December. To restore rider confidence, Metro Transit introduced refunds for trains delayed more than ten minutes in early 2015; punctuality for January trips reached 98%.
Ridership
| Annual Passenger Ridership | ||||
|---|---|---|---|---|
| Year | Ridership | % Change | ||
| 2009 | 78,782 | - | ||
| 2010 | 710,426 | 801.8% | ||
| 2011 | 703,427 | −1.3% | ||
| 2012 | 700,276 | −0.4% | ||
| 2013 | 787,239 | 12.3% | ||
| 2014 | 721,214 | −8.4% | ||
| 2015 | 722,637 | 0.2% | ||
| 2016 | 711,168 | −1.6% | ||
| 2017 | 793,796 | 11.6% | ||
| 2018 | 787,327 | −0.8% | ||
| 2019 | 767,500 | −2.5% | ||
| 2020 | 152,600 | −80.1% | ||
| 2021 | 50,433 | −67% | ||
| 2022 | 77,076 | 52.8% | ||
| 2023 | 97,264 | 26.2% | ||
| 2024 | 127,400 | 40% | ||
At launch, daily ridership averaged around 2,207 passengers (33,112 annually), which fell slightly short of the initial target of 2,460 daily riders. By January 2010, ridership figures had surpassed expectations by approximately 3%. Although the forecast for total riders in 2010 was set at 897,000, the actual count reached nearly 715,000. Seasonal variations cause monthly ridership targets to fluctuate. Around early 2019, daily boardings stabilized near 2,814 passengers—levels comparable to those recorded in 2017.
From a commercial perspective, Northstar's ridership indicates its level of market penetration and highlights operational hurdles typical in commuter rail systems. Event-related service trips have constituted about one-third of annual passenger totals in recent years. The COVID-19 crisis triggered a steep fall in ridership to just above 150,000 in 2020 and subsequently dropped further to roughly 50,000 in 2021.
A ridership forecast conducted by Kimley-Horn in 2009 anticipated growth to approximately 5,590 daily passengers by the year 2025 and an increase to nearly 6,200 by 2030.
Route
Beginning at Target Field Station, the adjacent tracks formerly belonging to the Great Northern Railway (now operated by BNSF on the northern track) and the Minneapolis and St. Louis Railway (currently Union Pacific on the southern track) head eastward past the Federal Reserve Bank. They cross the Mississippi River via the Minneapolis BNSF Rail Bridge, passing over Nicollet Island. At a wye junction, the route veers northwest onto the GN East side line, where it merges with the former Northern Pacific main line. Together, these combined lines constitute BNSF's Northern Transcon transcontinental corridor.
Continuing northward, the line traverses Northtown Classification Yards and crosses over Interstate 694. The first stop after this is at 61st Avenue in Fridley, located at Northtown’s yard boundary, entering BNSF’s Staples Subdivision. The dual tracks run past the existing Foley Boulevard park-and-ride, which is slated to become a future Northstar station. At Coon Creek Junction, the former GN Duluth route (currently BNSF's Hinckley Subdivision) diverges to the north. Present-day stations along this route include Coon Rapids, Anoka, Elk River, and Big Lake.
In earlier times, both Great Northern and Northern Pacific operated local passenger services connecting Minneapolis with these communities well into the early 1900s. Multiple stations served Anoka, Elk River, and Big Lake for each railroad company.
Upgrades and potential extension to St. Cloud
The stretch of double-track mainline between Northtown Yard in Minneapolis and Coon Creek Junction in Coon Rapids ranks as the most heavily trafficked rail corridor within the Twin Cities metropolitan region. Prior to Northstar service commencement in July 2009, this segment accommodated approximately 63 daily trains. The Minnesota Department of Transportation is focused on boosting passenger rail activity here, encompassing Northstar as well as proposed services such as the Northern Lights Express to Duluth. A $113.4 million initiative aims to introduce a third main track along with a new station at Foley Boulevard; funding efforts include a $99 million grant application submitted under the American Recovery and Reinvestment Act of 2009. TIGER grant awards were anticipated in early 2010.
Although Foley station was excluded from initial Northstar plans in 2003 despite having an existing parking facility with 3,200 spaces, it was removed due to insufficient time savings compared to bus alternatives under Federal Transit Administration cost-effectiveness criteria. A proposed station at Ramsey was also initially cut but later received full funding; its construction started in March 2012 and it officially opened on November 14, 2012.
One significant obstacle hindering Northstar’s extension to St. Cloud was a roughly nine-mile segment lacking double track between Big Lake and Becker. Responding to increased freight volumes, BNSF completed double-tracking of this portion in 2015. MnDOT forecasts annual ridership between one and 1.5 million trips on an extended route, projecting farebox recovery rates ranging from 70% to 111%. Despite these projections, federal funding was withheld due to concerns over inadequate ridership estimates, resulting in indefinite postponement of extension plans in 2010.
Nonetheless, interest in extending service has reemerged: legislative proposals in 2016 and 2018 recommended utilizing current equipment to operate two daily round trips to St. Cloud while reducing other runs. In 2017, Governor Mark Dayton proposed a limited six-month pilot featuring one daily round trip without intermediate stops. Legislators suggested an extension reaching Camp Ripley in 2019. MnDOT released an updated feasibility study in July 2020.
Renewed prospects for expansion appeared within the 2022 Transportation Omnibus bill, which allocated funds for studies exploring rail service options toward St. Cloud and Fargo-Moorhead areas. These evaluations may lead to recommendations supporting Northstar’s future growth.
Pandemic and future developments
In response to the COVID-19 pandemic, Metro Transit significantly reduced weekend and special event operations, cutting weekly trips from 72 down to 20. By August 2020, ridership had plummeted by 95%. In 2021, Lakeville state representative Jon Koznick proposed discontinuing the Northstar service, which would necessitate repaying $85 million in federal construction grants. The Minnesota Senate, controlled by Republicans, also advocated for shutting down the line in 2022, aiming to secure federal assistance to avoid repayment.
Back in 2018, Metro Transit, MnDOT, and the three counties served—Anoka, Hennepin, and Sherburne—agreed on a funding plan through 2022. Nevertheless, Anoka County ceased its payments toward the end of 2020 due to declining ridership and owed $7.9 million by 2022. This shortfall resulted in the suspension of special event services for Minnesota Twins games, which had attracted over 81,000 passengers in 2019.
Following negotiations involving BNSF and federal COVID relief funding, Anoka County later settled reduced amounts for 2020 and 2021. For 2022, despite Metro Transit's request for $4.6 million to support service expansion, the county proposed $1.95 million as full payment.
In March 2023, the Metropolitan Council finalized a non-binding post-pandemic review of Northstar. Future plans for the Northern Lights Express intercity train connecting Minneapolis to Duluth include a potential transfer hub at Coon-Rapids Foley Boulevard station to facilitate connections with Northstar and Amtrak routes.
On October 2, 2023, weekday service was increased to four round trips per day, including one reverse peak trip; special event services resumed for Twins and Vikings games while weekend service remained suspended. A sales tax hike approved during the 2023 Minnesota legislative session is intended to help offset escalating operational expenses.
On February 23, 2025, Representative Jon Koznick introduced legislation to terminate Northstar operations, citing inadequate congestion mitigation. Shortly thereafter, MnDOT and the Metropolitan Council announced plans to explore converting the service to bus operations. In August 2025, they officially confirmed that rail service would cease in January 2026, transitioning instead to bus-based alternatives.
Stations
| County | Location | Station | Connections and notes |
|---|---|---|---|
| Hennepin | Minneapolis | Target Field | Template:Rint METRO: Template:Rcb Template:Rcb Template:Rint Metro Transit: Routes 14, 94, 355, 363 Template:Rint FlixBus, Greyhound, Jefferson Lines, Land to Air Express |
| Anoka | Fridley | Fridley | Template:Rint Metro Transit: Route 852 |
| Coon Rapids | Foley Boulevard | Proposed infill station at an existing park and ride facility. | |
| Riverdale | Template:Rint Metro Transit: Route 850 | ||
| Anoka | Anoka | Template:Rint Metro Transit: Route 805 | |
| Ramsey | Ramsey | Opened November 14, 2012 | |
| Sherburne | Elk River | Elk River | |
| Big Lake | Big Lake | Template:Rint Metro Bus: Northstar Link (Route 887) connecting to St. Cloud Current northern terminus. | |
| St. Cloud | St. Cloud | Template:Rint Amtrak: Template:Lnl Template:Rint Metro Bus: Routes 6, 21, 22 Planned extension to existing Amtrak facility. |
Stations Cancelled or Deferred
After segmenting the project into multiple phases, three stations located beyond the Minimum Operating Segment—namely Rice, St. Cloud East, and Becker—were placed on indefinite hold. Currently, the Northstar Link bus service covers Becker and St. Cloud East. Instead of Rice or park-and-ride alternatives, the Downtown St. Cloud Amtrak station was selected as the preferred endpoint. Between the Draft and Final Environmental Impact Statements, Clear Lake and Ramsey stations were eliminated from plans; nonetheless, Ramsey station commenced operations in 2012.
A station in Northeast Minneapolis was introduced late in the planning process to increase ridership within a densely populated area featuring numerous bus connections and a proposed streetcar route. Both this station and Foley Boulevard—a highly frequented Metro Transit park-and-ride facility—were postponed due to changes in Federal Transit Administration funding priorities that shifted focus from ridership growth to cost-effectiveness. Subsequently, the Becker and Northeast Minneapolis stations were removed from the project. The construction of the Coon Rapids–Foley Boulevard station is now contingent upon progress with the Northern Lights Express initiative.
Initially deferred, Fridley station was reinstated near the completion of construction after funding from the Counties Transit Improvement Board facilitated its opening alongside the rest of the corridor.
Rolling Stock
When service began in 2009, the fleet consisted of five MPI MP36PH-3C locomotives paired with seventeen Bombardier BiLevel Coach passenger cars. Each coach offers seating for approximately 140 passengers and can accommodate up to 355 individuals including standing room. The coaches are equipped with two doors on each side for efficient boarding and alighting. Shortly after launch, Metro Transit leased a sixth locomotive from Utah Transit Authority’s FrontRunner system.
On weekdays, typical operations run five trains composed of one locomotive coupled with three or four coaches each. Weekend schedules feature a single train performing three round trips per day. Platforms are designed to accommodate trains no longer than five cars; extending train length requires platform modifications.
In 2010, Metro Transit experimented with six-car trains during weekend Minnesota Twins games at Target Field despite platform length limitations restricting door access on end cars. By May of that year, eight-car trains were deployed for game days, necessitating some passengers to move between cars due to platform constraints. In June, Metro Transit purchased the previously leased sixth locomotive (No. 512) for $2.85 million from a $10.1 million contingency reserve, thereby adding an additional unit for maintenance rotation and repainting it in Northstar colors.
Amid concerns over declining ridership potentially leading to service suspension, Northstar’s equipment has been considered for leasing by Amtrak and Trinity Railway Express. TRE has requested at least one locomotive, two cab cars, and three coaches for use between June 2025 and August 2026 in preparation for the 2026 FIFA World Cup. Meanwhile, Amtrak aims to acquire one locomotive, three coaches, and one cab car to replace retired Horizon cars on its Chicago–Milwaukee route.
| Manufacturer | Model | Quantity | Fleet Numbers | Image |
|---|---|---|---|---|
| MotivePower | MP36PH-3C | 6 | 501–505, 512 | |
| Bombardier | BiLevel Coach | 12 | 701–712 | |
| BiLevel Cab Cars | 6 | 601–606 |