Southwest LRT

Southwest LRT

Company type	Public transit project
Industry	Public transportation
Founded	1988
Headquarters	Minneapolis , United States
Area served	Hennepin County, Minnesota
Key people	Metropolitan Council, Hennepin County Regional Railroad Authority
Products	Light rail transit service

The Southwest LRT (also known as the Metro Green Line Extension) is a light rail route currently being developed in Hennepin County, Minnesota, linking the cities of Minneapolis and Eden Prairie. The estimated travel duration from Southwest Station to Target Field Station in one direction is approximately 32 minutes. This transit line will provide service to the communities of St. Louis Park, Hopkins, and Minnetonka, and will connect key locations such as Bde Maka Ska, Cedar Lake, the Walker Art Center, the Minneapolis Sculpture Garden, as well as downtown Minneapolis.

The route alignment was selected by Hennepin County in partnership with the Metropolitan Council, which oversees the project's construction. On November 15, 2018, a construction contract valued at $800 million was awarded to Lunda Construction and C.S. McCrossan, with preliminary work commencing that December.

Significant delays have impacted the project timeline, particularly involving a tunnel near the Kenilworth Trail corridor. These postponements have caused budget increases from an initial $1.3 billion estimate in 2013 to $2.86 billion by 2024, alongside pushing back the anticipated opening date from 2018 to 2027. As a result, both the Metropolitan Council and Hennepin County have faced criticism across party lines for inadequate project oversight. Presently, the Southwest LRT holds the distinction of being Minnesota's costliest public infrastructure initiative.

Route

Starting at the Southwest Transit Station located in Eden Prairie, the line travels past Eden Prairie’s Town Center before crossing both US 212 and I-494. It then enters the Golden Triangle area, passes beneath MN 62, and arrives at Opus. After crossing over a bridge into Minnetonka, it follows a railroad corridor eastward into Hopkins, traveling underneath US 169. Continuing eastward with four stations prior to reaching Minneapolis, the route then veers northward into a tunnel. Upon exiting this tunnel, it serves three additional stations, crosses under both I-394 and I-94, leaves the railroad corridor near Royalston, and concludes its journey at Target Field.

History

In 1988, the Hennepin County Regional Railroad Authority (HCRRA) designated the Southwest transit corridor stretching from Hopkins to downtown Minneapolis as a prospective light rail transit (LRT) route.

During 2002 and 2003, HCRRA conducted an assessment of twelve possible LRT alignments within this corridor, ultimately reducing the options to four for detailed analysis: routes 1A, 2A, 3A, and 4A.

On March 4, 2009, the Federal Transit Administration (FTA) sanctioned a $2 million study with an anticipated launch date set for 2015. Subsequently, on May 26, 2010, the Metropolitan Council endorsed the locally preferred alternative proposed by Hennepin County. Following this approval, oversight of the project shifted to the Metropolitan Council, with initial service projected to commence in 2018. Since then, Southwest LRT has been incorporated alongside the Bottineau LRT as an official Metro Council initiative. Design efforts began in 2013 after the draft Environmental Impact Statement was finalized.

Route debate

Multiple routing possibilities were examined for the segment between the Chain of Lakes and downtown Minneapolis. The selected routes—1A and 3A—utilize the Kenilworth Corridor, a dedicated right-of-way owned by HCRRA reserved for future rail transit. An alternative, route 3C, would have extended further east along the Midtown Greenway trench before turning north at Nicollet Avenue, including a partial tunnel through downtown.

After considerable discussion, on May 26, 2010, the Metropolitan Council adopted route 3A as the locally preferred alternative. This choice was influenced by its superior Cost Effectiveness Index (CEI) and reduced environmental footprint.

Kenilworth alignment (routes 1A, 3A - selected route)

The Kenilworth Corridor was acquired by HCRRA specifically to safeguard it for rail transit use. This alignment provides shorter travel times for most passengers and entails lower construction and operational expenses compared to route 3C.

There were proposals to introduce a streetcar or trolley along the Midtown Greenway to link Southwest LRT with the existing Blue Line, but ultimately full LRT service was chosen. The Midtown Greenway Coalition endorsed this configuration and successfully opposed converting the trench into a busway.

Local residents adjacent to the Kenilworth Corridor voiced opposition due to concerns about noise and disturbances. The corridor currently accommodates an active freight rail line that will continue alongside light rail operations. To mitigate risks associated with derailments involving freight or LRT trains, Metro Transit is required to maintain a $300 million insurance policy at an annual cost near $1.5 million.

Members of the Southwest Policy Advisory Committee alleged that its chairperson, Hennepin County commissioner Gail Dorfman, suppressed discussion regarding Kenilworth-related issues and accused county planners of manipulating cost-benefit analyses to favor this alignment.

Greenway/Nicollet alignment (route 3C)

Supporters of route 3C advocated for direct service through Uptown and Eat Street, arguing that bypassing this area via the Kenilworth Corridor missed an opportunity to increase ridership and enhance transit access in this part of Minneapolis.

Some business owners on Eat Street raised concerns that construction activities along Nicollet Avenue could impede traffic flow and accessibility, potentially impacting their operations negatively. Engineering assessments indicated that Nicollet Avenue might require tunneling rather than surface-level construction.

In early 2008, Hennepin County Medical Center purchased a city block at 28th Street and Nicollet Avenue—where route 3C would have transitioned from the Midtown Greenway trench onto or beneath Nicollet Avenue. The medical center developed a clinic on this parcel without provisions for a light rail station or easement, effectively preventing route 3C from making this turn due to inadequate space needed for track curvature.

Community feedback

During the 2007–2008 period of public consultation, two Minneapolis neighborhoods—Kenwood and Whittier—voiced opposition to the final three proposed transit routes. The Kenwood neighborhood association formally objected to the project, highlighting concerns about disturbances to natural park areas and noise impacts along the Kenilworth Corridor (routes '1A' and '3A'). This corridor features the scenic Kenilworth Trail running alongside a rarely used freight railway. Meanwhile, Whittier residents debated whether to take an official position but expressed worries about potential disruptions on Nicollet Avenue, which could affect the businesses and retail environment known as Eat Street.

In contrast, the Bryn Mawr neighborhood endorsed routes passing through the Kenilworth Corridor, aligning with its redevelopment objectives. Suburban municipalities generally supported the proposals, focusing their concerns on how routing would affect their local areas rather than opposing the transit line itself. The City Council of Eden Prairie approved route 3A, which connects several employment hubs. Although Hopkins initially suggested routing through downtown Main Street, the final alignment places the line nearby instead.

Project financing

In April 2015, project cost estimates were revised upward by more than $300 million to $1.994 billion due to additional site preparation and challenging soil conditions. This revision also pushed back the anticipated opening date to 2020 after delays in releasing the Environmental Impact Statement. To manage expenses, options considered included removing the Mitchell Road station or reducing the scale of the Hopkins maintenance facility.

By July 2015, a trimmed budget of $1.744 billion received approval, which entailed cutting the Mitchell Road terminus, eliminating planned station artwork, and postponing construction of the Eden Prairie Town Center station.

In May 2016, state funding covering 10% of costs was not secured by the Minnesota Legislature. Subsequently, in August 2016, $144.5 million was raised through Certificates of Participation issued by the Metropolitan Council ($103.5 million), Counties Transit Improvement Board ($20.5 million), and Hennepin County ($20.5 million) to address this shortfall.

By February 2017, design and engineering phases were declared complete by the Metropolitan Council with an expected conclusion by year-end.

Budget increases and timeline extensions

As of March 2022, primary funding sources included $969.2 million from the Federal Transit Administration and $772 million from Hennepin County. Initial budget estimates grew substantially due to delays in both planning and construction: from $2.003 billion projected in 2018 with a 2023 opening to $2.738 billion in 2022 with an anticipated launch in 2027. Significant contributors to these overruns encompassed difficulties constructing the Kenilworth tunnel, extensions required for freight rail crash walls, and reinstatement of the Eden Prairie station that had been cut earlier for cost savings. These factors resulted in a funding deficit of $534.9 million by March 2022.

In January 2024, an agreement was reached between the Metropolitan Council and Hennepin County to finance the increased total project cost of $2.86 billion.

The combination of delays and budget overruns sparked demands for reforms within the Metropolitan Council, prompting establishment of a legislative task force and enactment of new laws that provide the Minnesota Department of Transportation with enhanced oversight authority over future transit initiatives.

Reports from the Office of the Legislative Auditor

In March 2023, the Minnesota Office of the Legislative Auditor disclosed that during the planning phase of Southwest LRT construction, the Metropolitan Council committed funds beyond its available budget and neglected to establish contingency strategies for possible financial shortfalls. The Council issued bids based on incomplete project details, and subsequent additions of significant new tasks led to delays and increased expenses. Legislative Auditor Judy Randall reproached the Council for its insufficient transparency and limited collaboration relative to other state agencies.

A follow-up report released in April 2025 uncovered additional mismanagement issues, such as approving change orders that greatly surpassed initial projections, inadequate supervision of payments related to contaminated soil disposal, poor monitoring of "disadvantaged business enterprises," and security shortcomings. This report attracted criticism from both political parties.

In response to these revelations and a December 2022 peer review conducted by the Minnesota Department of Transportation (MNDOT), the Metropolitan Council engaged independent cost estimation experts and updated project planning protocols to more effectively identify risks before construction commenced.

Legal Matters

In September 2022, a property owner initiated legal action against the Metropolitan Council over damage to his warehouse near the Kenilworth corridor, alleging that the Council’s compensation offer covered only 15% of his assessed losses.

In January 2024, a whistleblower engineer filed a lawsuit accusing the Council of fraud and mismanagement related to multiple change orders. The engineer asserted that the Council disregarded cost estimates and pressured contractors into inflating change order expenses with minimal oversight.

Cedar Isles Condominium

Work on the Kenilworth tunnel was suspended in January 2022 following claims of damage to an adjacent condominium. By April 2022, Socotec Engineering Inc. determined that approximately 75% of the damage resulted from seasonal temperature fluctuations, while 25% was attributed to light rail construction, which allowed work to resume. Nonetheless, some residents and officials expressed ongoing doubts. As damage worsened by March 2023, the Metropolitan Council entered mediation with affected residents, culminating in homeowner payments totaling at least $300,000.

Construction

Construction bids were publicly disclosed on August 15, 2017, but were rejected due to excessive costs and failure to meet requirements. By May 2018, the Metropolitan Council’s estimated construction budget reached $2.003 billion. On November 15, 2018, an $800 million bid submitted by Lunda Construction and C.S. McCrossan was accepted.

This project became Minnesota’s largest public works endeavor in 2018, affecting all five cities along the route and disrupting key trails including the Cedar Lake LRT Regional Trail and Kenilworth Trail. Initially scheduled for completion in 2023, unstable soils within the Kenilworth Corridor caused setbacks. By July 2021, projections indicated at least a two-year delay with a potential opening as late as 2025; alternative construction techniques were implemented in soil-challenged sections. In January 2022, anticipated completion shifted further to 2027 with cost escalations between $450 million and $550 million.

Initial clearing of brush began in late 2018 followed by major construction activities starting in 2019. The project reached a quarter completion by August 2020 and half completion by July 2021. As of March 2025, civil construction was approximately 90% finished with final work planned for completion within that year.

Challenges

The majority of construction difficulties and project delays were concentrated within the Kenilworth corridor, including a notable three-month stoppage caused by damage to the Cedar Isles Condominium.

In February 2023, workers encountered an unforeseen obstruction while constructing the Kenilworth tunnel, initially sparking concerns about possible postponements and effects on the condominium’s foundation. This barrier was successfully removed by March 2023 without further complications.

In March 2024, a resident noticed an error in track alignment near the West 21st Street station: the light rail tracks were laid with a 24-foot gap from the adjacent freight tracks, rather than the mandated 25 feet. Although TC&W emphasized that the 25-foot clearance was primarily for worker safety, and project manager Jason Alexander described it as "a minor issue," it nevertheless caused concern among local stakeholders. The contractor rectified this discrepancy by June 2024.

Soil conditions in the Kenilworth tunnel corridor

The Kenilworth tunnel represented the main source of delays for the Southwest LRT initiative. Initial geotechnical assessments suggested no soil-related problems; however, difficult soil conditions discovered in December 2019 complicated the installation of sheet piles. By October 2020, contractor Lunda-McCrossan estimated a delay of 25 months, though this information was publicly disclosed only in January 2021 without specifying duration. In January 2022, the delay estimate was officially revised to 34 months.

Due to soil settlement concerns, construction had to proceed very close to existing building foundations, leading to the installation of a 500-foot secant wall designed to safeguard nearby structures. This modification required additional machinery, workforce expansion, and plan revisions, resulting in increased costs and extended schedules.

Enhancements

The Southwest LRT project has brought infrastructure improvements such as new pedestrian and bicycle underpasses along the Cedar Lake Trail, upgrades to trail bridges, enhancements to freight rail crossings, and replacement of freight rail tracks. Substantial residential development has taken place adjacent to stations, with over $1.8 billion in projects either completed or approved along the corridor. Upon its scheduled opening in 2027, Metro Transit intends to introduce new bus routes connecting to light rail stations, revise existing transit lines, and implement microtransit services in Minnetonka.

Rolling stock

In 2016, the Metropolitan Council committed $118 million to Siemens for procuring 27 light rail vehicles (LRVs) dedicated to the Southwest LRT. The purchase order for Siemens S700 LRVs was finalized in October 2016. These vehicles incorporate a redesigned center-truck configuration that features sideways-facing seats in the middle section to enhance passenger movement within cars. Siemens introduced this design under the S700 designation in 2018 and subsequently applied it retroactively to all compatible LRVs, including Metro Transit’s type III fleet (numbers 301–327). The initial two units from this order were delivered on May 21, 2020.

External links

• Southwest LRT Community Works
• Southwest light rail map
• Locally Preferred Alternative