METRO C Line
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| METRO C Line | |
|---|---|
 | |
| Name | C Line |
| System | Metro Transit (Minnesota) |
| Locale | Minneapolis–Saint Paul |
| Start | Brooklyn Center |
| End | Minneapolis |
| Stations | 12 |
| Daily ridership | 16,000 (approx.) |
| Open | June 8, 2019 |
| Owner | Metropolitan Council |
| Operator | Metro Transit (Minnesota) |
| Character | Bus rapid transit |
| Vehicles | New Flyer Xcelsior buses |
METRO C Line The C Line is a bus rapid transit route in the Metro system serving the Twin Cities region, providing frequent, limited-stop service between suburban and urban centers. It connects major hubs and interchanges with Blue Line, Green Line, A Line, and D Line corridors while interfacing with park-and-ride facilities, municipal transit centers, and regional highway networks.
Overview
The corridor links Brooklyn Center, Crystal, Plymouth-adjacent corridors, and central Minneapolis neighborhoods, offering arterial rapid transit along Washington Avenue, France Avenue, and major avenues connecting to U.S. Route 169, Interstate 94, and Minnesota State Highway 100. Planned by the Metropolitan Council and delivered by Metro Transit (Minnesota), the line was developed alongside projects like the Green Line Extension (METRO), Blue Line Extension (Bottineau), and Rush Line BRT planning efforts. Funding drew from the Minnesota Legislature, regional sales taxes administered by Hennepin County, and federal grants through Federal Transit Administration programs.
Route and Stations
The route uses a mix of curbside and center-running lanes with enhanced stations at high-demand nodes including Brookdale Center, Bottineau Boulevard, North Memorial Medical Center, Target Field station, and downtown Minneapolis stops near Nicollet Mall, Target Center, and U.S. Bank Stadium. Stations feature level boarding, off-board fare collection, real-time displays, heated shelters, and ADA-compliant platforms in accordance with Americans with Disabilities Act of 1990. Intermodal connections link to Northstar Line, Metro Transit Route 934, and local circulators serving institutions like Hennepin County Medical Center, University of Minnesota, Children's Minnesota, and cultural sites such as the Walker Art Center and Minneapolis Institute of Art.
Services and Operations
Service frequency targets were set to run every 10–15 minutes peak, integrating pulse transfers at downtown hubs and timed transfers at suburban park-and-ride lots associated with MVTA and Anoka County routes. Operations are managed with transit signal priority in partnership with City of Minneapolis, Hennepin County, and the Minnesota Department of Transportation. Service planning incorporated input from stakeholder groups including the Minnesota Public Transit Association, business improvement districts like Downtown Minneapolis, Inc., labor representatives from the Amalgamated Transit Union, and community organizations in neighborhoods such as Fulton, Minneapolis and Webber-Camden.
Rolling Stock and Infrastructure
The fleet uses New Flyer Industries Xcelsior buses outfitted with low-floor access, enhanced HVAC, and bicycle racks compatible with Nice Ride bikes and Metro Transit Bike & Ride programs. Infrastructure upgrades included pavement reconstruction, dedicated bus lanes on corridors like E. Hennepin Avenue, upgraded traffic signals, and expanded curbside loading zones developed with contractors experienced in transit construction and municipal public works departments. Maintenance and cleaning operations are centralized at facilities overseen by Metro Transit (Minnesota) maintenance divisions and supported by supplier partners such as Cummins Inc., Allison Transmission, and local bodywork providers.
History and Development
Conceptual planning emerged from corridor studies conducted by the Metropolitan Council (Minnesota) and partnerships with Hennepin County and local cities in the 2010s, influenced by precedent projects like the A Line and international BRT examples such as TransMilenio and Curitiba. Public outreach processes included hearings at city councils in Brooklyn Center, Crystal, and Minneapolis City Council committees, and coordination with advocacy groups including Transit for Livable Communities and Move Minnesota. Environmental assessments complied with National Environmental Policy Act procedures administered alongside the Federal Transit Administration.
Ridership and Performance
Early ridership metrics tracked by Metro Transit (Minnesota) and the Metropolitan Council (Minnesota) showed boarding increases at major stops, influencing fare policy discussions involving the Minnesota Office of Transit and Active Transportation and local policymakers. Performance indicators use on-time performance, average speed, dwell time, and passenger load factors, benchmarking against corridors such as the Cedar Avenue BRT studies and other regional services like Route 6 and Route 5. Equity analyses referenced demographic data from the U.S. Census Bureau and community impact studies by academic partners at the University of Minnesota.
Future Plans and Extensions
Longer-term plans evaluated by the Metropolitan Council (Minnesota) include potential northward and westward extensions, interoperability with commuter rail concepts like the Northstar Line expansion and station infill near Maple Grove Transit Station, and technology upgrades such as battery-electric buses from manufacturers like Proterra or BYD Auto. Planning is coordinated with regional growth initiatives by Metropolitan Council (Minnesota), local comprehensive plans of Brooklyn Center, Maple Grove, and climate goals adopted by Hennepin County and City of Minneapolis. Community-led proposals and federal discretionary grant opportunities through the U.S. Department of Transportation continue shaping scenario analyses for enhanced frequency, platform expansions, and multimodal integration.
Category:Bus rapid transit in Minnesota