Minnesota's Northstar Commuter Rail Ends Service

Published: February 22, 2026

Minnesota’s lone commuter-rail experiment has reached the end of the line. Metro Transit has confirmed that Northstar service between downtown Minneapolis (Target Field Station) and Big Lake has ceased, with expanded bus service along the corridor beginning Jan. 5, 2026. The shift follows an August 2025 decision by the Metropolitan Council to suspend the 16-year-old rail operation and replace it with a higher-frequency bus network—an outcome transit leaders had been publicly studying since early 2025 amid persistently low ridership and high operating costs.

Northstar MP36PH-3C #501 leads a northbound commuter train at Minneapolis Junction on August 26, 2015. Doug Kroll photo.

Northstar’s shutdown: what happened, and what replaces it

Northstar’s final trains ran the weekend of Jan. 3–4, 2026, timed to coincide with the last regular-season Vikings home game weekend, with weekday commuter service ending just prior. In place of the train, Metro Transit rolled out a bus-focused service plan designed to provide more trips across more hours of the day—an attempt to match post-pandemic travel patterns that no longer revolve as tightly around the traditional 9-to-5 rush.

In planning documents, the Metropolitan Council framed the bus transition as a major increase in service volume. One comparison in the Council’s materials shows the corridor moving from about 40 rail trips per week to roughly 379 bus trips per week once the enhanced routes are in place. Metro Transit’s public-facing Northstar page now describes the change in similar terms, emphasizing “more frequent and flexible” service along the northwest metro corridor.

The bus replacement is centered on new/renumbered corridor routes (including Route 888 and Route 827 in Metro Transit’s transition materials) linking downtown Minneapolis with key Northstar communities such as Fridley, Coon Rapids, Anoka, Ramsey and the Big Lake area.

Why Service Ended

The policy case for ending Northstar hardened over several years—but the numbers in the Metropolitan Council’s own presentations are stark.

Ridership collapsed from its pre-pandemic peak. A Council slide deck notes Northstar reached a pre-COVID maximum of 2,660 average weekday rides, but by 2024 it averaged about 430 weekday rides.
Subsidy per ride climbed. The same materials cite a 2023 subsidy per ride of $116.60 for Northstar, compared with $16.07 for commuter bus service.
Budget pressure and limited flexibility. Northstar’s 2025 operating budget is listed as $18.6 million (excluding insurance and capital costs). Just as important, Council materials state the service levels were constrained by a BNSF contract, limiting the ability to add midday/evening service or rapidly adjust schedules—exactly the kinds of changes agencies often try when ridership patterns shift.

Those constraints became more painful after 2020. Northstar’s schedule was repeatedly reduced—dropping weekend service and shrinking weekday frequency—then later reoriented toward a narrower commuter niche and special-event trains. By 2025, state and regional officials were openly discussing whether a bus network could deliver more useful service for the same—or less—public cost.

Northstar MP36PH-3C #502 pulls into the Fridley, Minnesota station on August 26, 2016. Doug Kroll photo.

A brief history: Minnesota’s commuter-rail test case

Northstar’s story stretches back well before the first passenger boarded a Bombardier bi-level coach.

Planning and political momentum (1990s–2000s). Planning for commuter rail in the I-94/Highway 10 corridor gained traction in the late 1990s as the region looked for alternatives to increasingly congested highways. Over time, the project coalesced into a relatively modest “starter line”: downtown Minneapolis to Big Lake, using existing railroad right-of-way.

Service begins (2009). Northstar opened Nov. 16, 2009, operating as a Metro Transit service under the Metropolitan Council, with trains running on BNSF Railway trackage. The line connected Target Field Station—an intermodal hub in Minneapolis—with park-and-ride communities to the northwest, including stops at Fridley, Coon Rapids–Riverdale, Anoka, Ramsey, Elk River, and Big Lake (seven stations total).

Equipment and operations. The service used a classic North American commuter-rail consist: diesel locomotives and bilevel coaches. Public reference material notes Northstar’s fleet included MP36PH-3C locomotives and Bombardier BiLevel coaches, configured in three- to four-car trainsets for weekday service.

The promise—and the ceiling. Northstar’s early years featured peak-direction commuter schedules and periodic special-event trains for Twins and Vikings games. But it also struggled with a challenge common to starter commuter lines: if schedules are limited and destinations are largely “downtown-oriented,” the service can be highly dependent on a traditional office commute. When that commute weakened—first gradually, then sharply after COVID-era changes in work habits—Northstar’s ridership did not rebound to earlier levels.

The endgame: 2025 vote, 2026 transition

By early 2025, MnDOT and the Metropolitan Council publicly acknowledged they were exploring a transition from commuter rail to bus service. In late August 2025, regional officials formalized the plan, voting to suspend Northstar in January 2026 and proceed with an enhanced bus network.

The final step came this winter. As rail service ended, local coverage documented the last runs and the rationale: low ridership, high public subsidy, and a belief that buses can offer more trips across more hours for the same corridor.

What Northstar leaves behind

Northstar’s closure is more than a service change; it’s a marker in the Twin Cities’ long debate over what “regional transit” should look like outside the urban core.

Supporters argue commuter rail offered a comfortable, congestion-proof trip with a clear identity—and that Minnesota’s broader passenger-rail ambitions (including long-discussed extensions farther northwest) are now harder to resurrect. Critics counter that the corridor’s development pattern, the service’s limited flexibility, and high subsidy made Northstar a poor fit for the post-2020 era, and that frequent all-day buses better reflect how people travel now.

Either way, Northstar’s 2009–2026 run will stand as a rare modern example of a Midwestern commuter rail line that opened with optimism, operated for more than a decade, and ultimately gave way to a bus-based model - ironically, not unlike the interurban systems of the early 20th century. For riders, the change is immediate: the train is gone, and Minnesota is betting the corridor’s future on frequency, flexibility, and rubber tires.