It was another record-setting year for Metro Transit’s light rail and Bus Rapid Transit lines.

The Green Line, Blue Line and A Line each saw their highest annual ridership ever in 2018, breaking records that were set just a year earlier.

Ridership on the Green Line has steadily risen since the light rail line opened in 2014. Nearly 13.8 million rides were taken on the Green Line last year. Average weekday ridership topped 42,500 rides.

More than 11.1 million rides were taken on the Blue Line, the highest annual total since it opened in 2004. The increase in Blue Line ridership partly reflects a shift to transit amid construction on Interstate 35W.

In its second full year of service, customers took more than 1.6 million rides on the A Line. Total ridership in the A Line corridor is about one-third higher than 2015, when it was served only by Route 84. 

“Continued growth in light rail and Bus Rapid Transit ridership affirms what we’ve always believed – that people value fast, frequent and reliable service,” Metro Transit General Manager Wes Kooistra said. “We are encouraged by the response and look forward to offering more of this service in the years to come.”

Systemwide, Metro Transit provided more than 80.7 million total rides in 2018. This was the eighth consecutive year annual ridership topped 80 million rides, keeping ridership at its highest point in three decades.

Across transit types and providers, nearly 94.2 million rides were provided in the seven-county region in 2018. That total includes suburban transit providers as well as the Metropolitan Council’s Metro Mobility, Transit Link and Vanpool services.

Metro Transit’s 2018 ridership total includes 55 million local and express bus rides (including Maple Grove Transit, which is operated under contract by Metro Transit). Bus ridership declined 4 percent from 2017.

Some ridership loss was expected following an October 2017 fare increase. Lower-than-usual gas prices also played a role. 

The decline in bus ridership largely reflects losses on Metro Transit’s busiest local routes, which will be substantially replaced and improved with Bus Rapid Transit service in the coming years.

Where service improvements have been made, bus ridership has risen. Ridership to St. Louis Park’s West End and on routes 32 and 54 improved in 2018. Some Route 54 trips began offering limited stop service between downtown St. Paul and Maplewood Mall beginning in June 2018. 

Other 2018 ridership highlights include:

 > More than 1.3 million rides through the Transit Assistance Program, which allows qualified individuals to ride buses or light rail for $1.

 > A record number of Vikings fans took transit to and from home games. In all, nearly 263,000 rides were provided to and from U.S. Bank Stadium over the course of the pre- and regular season.

 > A record number of rides were provided to and from the Minnesota State Fair on Saturday, Sept. 1. More than 83,500 rides were provided on State Fair Express Buses and regular routes that serve the fairgrounds that day.

 > Nearly 210,000 additional rides were taken over more than a week’s worth of Super Bowl events in February 2018.

Metro Transit Annual Ridership, 2004-2018

Who rides Metro Transit?

Contrary to what some might think, it’s not easy to become a Metro Transit bus operator.

There’s a lot of technical information and processes to learn – but don’t worry – we offer help to anyone who asks for it. 

From the moment you express interest in the job through the testing and application process, and even after your first day on the job, we have staff available to help.

Step 1: Bus Driver Application Preparation Meeting and Application

Before applying consider attending a Bus Driver Application Preparation meeting. There, staff and bus operators can answer any of your questions about what the job is like and about how the application process works. If you decide that it might be a good fit, then you can start the application process onsite.

Step 2: Customer Service Test

After the application, your first step is the Customer Service test, which can place you in scenarios you might encounter on the road. At times, this job can be stressful, but it’s up to you to maintain a professional and courteous manner during your workday.

Step 3: Study and Earn a Commercial Learners Permit

After passing the Customer Service test, you’ll need to earn your Minnesota commercial learner permit (CLP), the first step to getting a Commercial Driver’s License (CDL).

If you’ve never driven anything bigger than a car, we can help you learn the required vocabulary and rules of driving large commercial vehicles. We offer an eight-hour course, with flexible hours, to help you prepare.

Step 4: Interview, Background Check, and Drug Test

Once you’ve earned your CLP, you will be interviewed, undergo a background check, and a drug test.

Step 5: Start your career at Metro Transit with five-weeks paid training

If you pass, congratulations! You’ve begun your career at Metro Transit. If not, don’t be discouraged, you can try again later. Some bus operators have failed the first time, but eventually became great operators, like Shamara Baggett.

Once you have a CLP, you'll begin the five-week paid training before working your first shift.

Step 6: Start your new career with the help of a mentor

After that, you'll be introduced to your bus operator mentor who will help guide you through your career with Metro Transit.

Learn more about starting a career as a Metro Transit bus operator!

Winter weather is nothing new to our region, or to Metro Transit. So when snow or ice arrives, we know how to respond.

There are times, though, when conditions present unavoidable challenges. Such was the case on Monday morning, when freezing drizzle made traveling difficult across the region.

The complications on the METRO Blue Line arose as ice began to build up on the rails and the overhead wires that power light rail vehicles.

Many light rail vehicles have equipment that is designed to cut through ice on overhead wires. Frequent service also helps keep the rail and overhead wires clear.

On Monday morning, though, the fast-forming ice was simply too much to keep up with.

Ice becomes a problem when it interrupts the power supply. When power is interrupted, trains are programmed to automatically turn off to avoid damage. Several Blue Line trains stopped operating for this reason on Monday morning.

When trains stop moving, there’s a cascading effect on service because:

• Technicians need to respond to the disabled train;
• Trains that are still operating may need to switch tracks to continue in service;
• Ice builds up on overhead wire in the section of track that isn’t being used.

Disabled and slow-moving trains can also create problems with the system that runs the signals and gate arms. On Monday morning, crews were dispatched to several locations to manually control gate arms along Hiawatha Avenue.

Extra train operators, technicians and other staff were also sent out to help restore and maintain service.

Even so, the domino effect that began when trains stopped operating was difficult to overcome, Light Rail Director Mark Benedict said.

“Once ice takes over and starts winning, we just have to fight the fight until we can get through it,” he said. “Even when we were having failures, we did everything we could to get trains to these stations because we know our customers were out there."

There were also delays across the bus network on Monday morning, with nearly two-thirds of trips delayed by up to 15 minutes at one point. Despite the challenging conditions, all customers arrived safely at their destinations.  

By Monday afternoon, rail and bus service was largely back on schedule. 

Be prepared

When snow, ice or other inclement weather is in the forecast, customers should put their safety first and prepare for delays. Steps customers can take include:

• Consider taking an earlier trip
• Sign up for Rider Alerts to receive service updates
• Use NexTrip to track when your bus or train is expected to arrive
• Dress visibly and warmly

Learn more about traveling safely during winter weather at metrotransit.org/snow.

Above: A Blue Line train equipped with special ice-cutting pantographs (the equipment between the train and overhead wire) enters the 46th Street Station; Signals Foreperson Mike Miller and Signals Technician Terry Chacos monitor a crossing guard; Lead Public Facility Worker Andrew Gonzalez puts salt down at the 46th Street Station. 

The coldest weather in decades brought its share of challenges this week, but those who needed to travel still found buses and trains operating largely on time.

The biggest impacts were felt along the Blue Line, where crews responded to cracks in the track overnight on Wednesday and Thursday. Light rail vehicles used a single track so service could continue as repairs were made.

At the Franklin Avenue and Big Lake operations and maintenance facilities, heaters that normally keep switches functioning in the cold were no match for the sub-zero temperatures. Instead, staff had to manually move the switches so trains could come in and out of service.

Some temporary speed restrictions were also put into place were also put in place on the light rail and commuter rail lines. 

“It really has been amazing that we’ve been able to keep the railroad open,” Light Rail Director Mark Benedict said.

For bus operations, one of the biggest challenges was simply keeping buses warm. Operators were asked not to open the rear doors to help keep warm air inside. 

When operators called to report stalled vehicles, managers went to their homes and brought them into work.

Customers who braved the cold appreciated not just the service, but the attentiveness of operators and other staff.

Julie Givens, of St. Paul, said her family worried about her traveling on Wednesday. But after 40 years of riding transit, she assured them she'd be just fine. 

“And what do you know? The bus showed up right on time and I spent probably one minute outside,” Givens wrote in a commendation for South Operator Veronica Carter. “I got to work on time, warm and had no issues at all.”

Route 61 customer Kent Peterson, of Minneapolis, appreciated that Heywood Operator Aden Farah took “special care with every stop, noticing and meeting the specific needs of each customer.”

“It was clear that Aden was very conscious of each passenger's uniqueness,” Peterson said. “When I got off, he helped me catch the bus immediately ahead of us at a stop by honking and getting that driver’s attention. Aden is a real credit to your organization. Very professional. My thanks.”

The bitter cold followed the first appreciable snow of the winter, which arrived overnight Sunday. While call volume doubled, it almost looked like a normal day in the Transit Control Center (TCC). Two buses got stuck, and there was one minor collision.

“This morning went surprisingly well,” said Bill Anderson, an assistant manager in the TCC. “Sometimes boring is good.”​

Polar Vortex 2019

Clockwise from top left: Track Department staff repair a cracked rail early Thursday morning near U.S. Bank Stadium; Transit Police Officer Jarrod Drake checked the welfare of individuals at the Uptown Transit Station; Train operators Peter Mooers and Greg Lindwall, bundled up; Commuter Rail Foreperson Ryan Stellmach, hooking a Northstar train up to a power supply to keep the train’s battery charged; Public Facilities Worker Timothy Valento, clearing a Franklin Avenue bus stop; and daily A Line customer Willard Miller, who appreciated having on-demand heaters as he waited. ​

When Chris Kaukis needs to get to work, he walks out of his downtown Minneapolis condo, crosses the street and hops on a Route 645 bus. 

In less than 15 minutes, he’s arrived at his office in St. Louis Park’s West End, a growing commercial and residential area just a few miles west of downtown on Interstate 394.  

The simplicity of getting to and from work without a vehicle, he said, was the primary reason he decided to move from Austin, Texas, to downtown Minneapolis a year ago.

“I wanted to get rid of my car and live in a major metropolitan downtown with a strong transportation system,” he said. 

Kaukis is among a growing number of customers taking transit to and from the West End and the surrounding area, which boasts nearly 12,000 jobs. Ridership in the West End area has increased by about a third since late 2016. 

The increase partly reflects a growing number of jobs and residences in the area. But service changes that took effect in mid-2017 have also provided a boost. 

The changes simplified some routes and introduced new all-day, limited stop service in the form of Route 645. Route 645 trips run between downtown Minneapolis and Wayzata, serving the West End, the Louisiana Avenue Transit Center and Ridgedale. Select Route 645 trips go as far west as Mound.

On a recent weekday morning trip, several Route 645 customers who boarded downtown said they regularly rode the bus to and from work. Like Kaukis, many did not own a vehicle or aspire to do so. 

“This is the only time I have to read,” said Janet Rolfer, who rides Route 645 to her job at the Ridgedale Library. “It’s nice and quiet and I don’t get interrupted.” 

Without transit, Rolfer said, she’d likely have to get a second job to buy a car and cover increased transportation costs. 

Customers traveling to jobs downtown are even more mindful of traffic and the cost of parking. 

St. Louis Park resident Bobby Pettit said riding Route 645 has allowed him and his wife to save money by sharing a vehicle. Another customer said she likely wouldn’t have taken a job downtown if not for the midday service provided on Route 645. 

Senior Planner Steve Mahowald led the service planning effort that resulted in Route 645 and other service changes to the West End. 

His charge to simplify Route 9 – which went from six to three branches – quickly led to something bigger, he said. The goal was to create more attractive and efficient service while continuing to serve existing riders. 

That was accomplished in part by putting Route 645 on local streets that had less frequent Route 9 branch service that has now been eliminated. Route 645 also provides more consistent service at a lower cost – as a limited stop route, customers pay local fares instead of express fares. 

The changes were made without increasing operating costs. 

Serving suburban employment centers like the West End can be a challenge. But the West End is uniquely situated for the kind of service improvements needed to build and sustain ridership, Mahowald said. 

“I don’t think there’s another area like this that’s this close to downtown and connected by a freeway,” he said. 

Learn more about service to St. Louis Park’s West End at metrotransit.org/west-end.