The St. Louis MetroLink Green Line was the originally proposed light rail expansion project for the Northside-Southside corridor in the City of St. Louis. The project included 10 stations and 5.6 miles of in-street light rail running along Jefferson Avenue from Chippewa Street in the south to Natural Bridge Avenue in the north and connecting to the existing MetroLink system via a transfer station in Midtown.

The goal was to help preserve and enhance existing neighborhoods, promote unity, achieve regional objectives, reinforce existing public and private investments, and provide improved transportation for a substantiated number of people. The project was expected to provide equitable access to jobs, help revitalize neighborhoods and support Justice40 Initiative principles. As proposed, the MetroLink Green Line would have been a significant investment in historically underserved neighborhoods and served as a means for enabling residents with limited transportation options to gain access to both growing and established job centers.

It was expected to utilize low-floor MetroLink vehicles in the street operating within a dedicated right-of-way area (no cars allowed) separated from traffic by a curb. This was anticipated to enhance safety and improve train travel times.

In February of 2024, East-West Gateway Council of Governments, the St. Louis region’s metropolitan planning organization, approved the light rail line as the locally preferred alternative (LPA) for the corridor. This decision was fueled by a revision made to an initial recommendation based on a 2018 study that included 10 stations and the consideration of three others. The stations under consideration — including the Palm Street/Salisbury Street Station, the Russell Boulevard Station and the Arsenal Street Station — were eliminated, leaving the original 10 stations located every 0.6 miles with narrower platforms, sidewalks and buffer allowances, and decreased lane capacity.

Approval of the LPA paved the way for the project to advance to the environmental analysis and 30% design stage, as well as seek entry into the FTA’s CIG pipeline, which is a multi-year federal funding process.

Visit the East-West Gateway Council of Government’s website for additional information on the Northside/Southside corridor and corridor planning in the St. Louis region.

The Kansas City Area Transportation Authority (KCATA) currently operates two BRT lines — the Troost MAX and Prospect MAX. The Troost MAX line opened in January 2011 and the Prospect MAX line opened in December 2019 at a cost of $30 million and $56 million, respectively. The Main MAX is commonly referred to as the area’s first BRT line, which cost $21 million to build and opened in July 2005, but it has since been converted into the Main Street Extension of the KC Streetcar.

In Kansas City, the BRT system incorporates specialized shelters with real-time signage, improving the rider experience. The KCATA has been pleased to see public and private investments spring up along the BRT service corridors.

Metro Transit of Minneapolis-St. Paul currently operates eight BRT lines, with four more under development. Ridership data shows an increase of 115% from 2022 and 2024 across BRT lines, demonstrating an increased service demand. Metro Transit is therefore developing a 165-mile BRT network with 12 lines that are expected to be operational by 2030. It will offer access to hospitals, the University of Minnesota, Central Business Districts, cultural and arts districts, parks and much more.