Metro Transit (Minnesota)
Metro Transit is the primary public transportation operator in the Minneapolis–Saint Paul area of the U.S. state of Minnesota and the largest operator in the state. In, the system had a ridership of, or about per weekday as of.
The system is a division of the Metropolitan Council, the region's metropolitan planning organization, carrying 90% to 95% of the transit riders in the region on a combined network of regular-route buses and light rail. The remainder of Twin Cities transit ridership is generally split among suburban "opt-out" carriers operating out of cities that have chosen not to participate in the Metro Transit network. The biggest opt-out providers are Minnesota Valley Transit Authority, Maple Grove Transit and Southwest Transit. The University of Minnesota also operates a campus shuttle system that coordinates routes with Metro Transit services. It is considered to be one of the fastest growing mass transit networks in the US.
In 2017, buses carried about 68% of the system's passengers. Just above 16% of ridership was concentrated on Metro Transit's busiest route, the Green Line light rail. The region's other light rail line, the Blue Line, fell close behind, carrying 13% of Metro Transit passengers. Nearly 2% rode the A Line arterial rapid bus line. The remaining approximately 1% rode the former Northstar Line service. In 2015, Metro Transit saw its highest yearly ridership ever, with a total of 85.8 million trips, 62.1 million of which were on buses. The remaining 23.7 million of passengers traveled on the region's rail lines, including the then new Green Line. The single-day ridership record is 369,626, set on September 1, 2016.
Metro Transit drivers and vehicle maintenance personnel are organized through the Amalgamated Transit Union. The agency also contracts with private providers such as First Transit to offer paratransit services which operate under the Metro Mobility brand.
History
The agency was established by the Minnesota State Legislature in 1967 as the Metropolitan Transit Commission, with the purpose of overseeing transit planning and improvements for the region. The idea for such an agency was first floated in 1950 and gained momentum at the Legislature in 1965 when it was supported by two separate studies. The Twin Cities' primary transit operator, Twin City Lines traces its history back to the first horsecar lines in the late 19th-century. In the eclipse of public takeover, Twin City Lines had 635 buses: 75% of those were over 15 years old and 86 buses were so old that they were banned in Minneapolis. The public complained that Twin City Lines buses were too slow, uncomfortable, and lacked connection with the other seven private suburban bus companies. The 64th Legislature failed to pass the establishment of a transit commission with regulatory, planning, and other powers in 1965. The 65th Legislature established MTC two years later after overwhelming support from 23 cities and Twin City Lines itself. Originally, the bill also would have provided MTC the authority to acquire private bus companies though condemnation, but was removed after lobbying from Twin City Lines. MTC composed of nine members, eight appointed by local governments and a chair appointed by the governor. The iconic "Circle T" came into use shortly after its creation, becoming a regionally recognizable symbol today.With the new commission lacking expertise themselves, MTC retained two transit consulting firms. Simpson & Curtin were hired to analyze the current transit network and recommend improvements. Alan M. Voorhees & Associates took on the role of developing a long-range transit plan, including rapid transit. MTC had been involved in talks with Twin City Lines about purchasing them since fall 1968. MTC was reluctant to negotiate, since they did not have condemnation powers; while Twin City Lines was also reluctant because they did not want to be condemned. In October 1969 Simpson & Curtain, over two other alternatives, recommended public ownership of Twin City Lines, ridiculing them for "a record of long-term neglect". The other alternatives were to subside the bus company or jawboning the company to make improvements. On September 18, 1970, MTC acquired the dilapidated Twin City Lines bus system from businessman Carl Pohlad after mounting pressure for public ownership. At 5am that morning, buses rolled out with "Circle T" decals applied to old buses over the night, with a long-term rebranding effort ahead. From Simpson & Curtain, MTC already had a 13-point bus improvement plan, and had gained federal commitment of $9.7 million to help fund the acquisition and the first phase of the plan. MTC established a five year, $20 million program to modernize the system: kicking off the first year purchasing 93 new buses, building 135 new bus shelters, installing new bus stop signs, and the creation of a 24-hour information center. By 1975, MTC had acquired four private suburban companies, introduced 665 new buses to the fleet, and created the first highway express bus.
Shortly after the acquisition of Twin City Lines, a long battle began to return rail transit to the region and efforts for additional lines continue at a snail's pace. It would take 32 years to see the first line implemented. In 1972, the Regional Fixed Guideway Study for MTC proposed a $1.3 billion 37- or 57-mile heavy rail rapid transit system, but the then-separate Metropolitan Council disagreed with that idea—refusing to even look at the plan—and continuing political battles prevented its implementation. The Met Council had its own plans for bus rapid transit in the Cities. Another system using smaller people movers was proposed in the 1975 Small Vehicle Fixed Guideway Study and gained the most traction with the Saint Paul city council, but was eventually dropped in 1980. In the 1980s, light rail was proposed as an alternative and several possible corridors were identified, including the Central Corridor, for which a draft environmental impact statement was drawn up in 1982.
In 1994, MTC became a division of the Metropolitan Council, prompting a name change to Metropolitan Council Transit Operations. Realizing the new name was not embraced by the public, the agency rebranded itself in late 1997 to Metro Transit. The effort was to create a "new name for a new beginning" in a period where support for light rail transit was beginning to peak. In 1998, Hennepin County Commissioner and Hennepin County Regional Rail Authority chairman Peter McLaughlin and Congressman Martin Sabo respectively secured local and federal funding for the Hiawatha Line. A year later Governor Jesse Ventura was able to secure state funding. Light rail began operation on June 26, 2004, just over 50 years since the last regular-service streetcar ran on June 19, 1954, under Twin City Lines. Heavy-rail commuter service began on November 14, 2009, with the Northstar Line, which ended on January 4, 2026.
Metro Transit does not cover the whole Twin Cities area. Bus service in the suburbs was being cut back in the early 1980s and suburb-to-suburb service was limited. In 1986, cities and counties in the seven-county metropolitan area were given the option to run their own bus services and leave the MTC system. About 17.5% of the area which has regular route transit service is served by these six other "opt out" transit systems. About 5% of the system is contracted to private transit providers.
Funding
Metro Transit currently receives the majority of its funding from the State Motor Vehicle Sales Tax, the State General Fund, fares and federal revenues. Metro Transit prepares an annual calendar budget, but most of its funding comes from state funds, on a July 1 biennial budget. Between 2001 and 2006, reductions in state general funds and state motor vehicle sales tax collections forced a set of service cuts, fare increases and fuel surcharges, all of which reduced ridership.Local policy requires that one third of the system's funding is to come from fares and current operations slightly exceed that level. Since October 1, 2008, fares on all buses and trains increased by 25 cents. Express routes cost more and certain eligible individuals may ride for $1. Many of the fares used to be more expensive during rush hour periods. For instance, a rush-hour ride on an express bus used to cost $3.25, as opposed to $2.50 for non-rush hours.
In 2024, Metro Transit announced that they would be eliminating the rush-hour fare in an attempt to make the fare system more simplistic. This change took effect on January 1, 2025.
The system does not make much use of fare zones aside from downtown zones in Minneapolis and St. Paul, where rides only cost $0.50. Fare transfer cards valid for 2.5 hours are available upon payment of fare. A number of discounted multiple-use transit pass options are available. In early 2007, the system introduced a contactless smart card for paying fares.
A second fare increase occurred in 2017. "Under the new system, local fares for off-peak hours will increase from $1.75 to $2; while rides will go from $2.25 to $2.50 for peak hours. Metro Mobility users will pay $3.50 to $4.50 per ride, as well as an additional 75-cent surcharge for trips greater than 15 miles. Transit Link Dial-A-Ride fares will increase, on average, by $1.60, and include a 75-cent distance surcharge."