Purple Line Opens with More Rapid Bus Transit in the Works

Americans, to put it simply, are obsessed with cars. However, cars come with lots of financial and environmental costs. With their greenhouse gas and particulate matter emissions damaging the earth, and gas and insurance prices rising, it’s a perfect time for cities to look toward increased public transit and transit-oriented development (TOD). 

Currently, the Twin Cities transportation resource, MetroTransit, is expanding two of their five bus rapid transit (BRT) lines, have three new BRT lines under construction, and are planning several others (MetroTransit). Two of these projects are set to have broad implications for the East Side. 

Opened in March of 2025, The Gold Line stretches along I-94 from St. Paul to Maplewood, Landfall, Oakdale, and Woodbury. The first rapid transit bus line in Minnesota to run predominantly on a dedicated roadway, it includes frequent, all-day service in both directions, pre-boarding fare payment, access to Park & Ride lots, real-time arrival and departure information, and heated shelters. Additionally, a planned extension is supposed to connect the line to downtown Minneapolis by 2027. 

Like most large scale infrastructure projects, The Gold Line was not built without controversy. Initial plans for the line had it continuing further East along I-94, before local opposition in Lake Elmo forced MetroTransit to scrap that plan. The Purple Line, a second proposed rapid transit bus line with major implications for the East Side, has seen similar pushback from suburban communities. 

As currently proposed, the Purple Line would link downtown Saint Paul to downtown White Bear Lake. Early plans for The Purple Line mapped out space along the Bruce Vento Regional Trail for the bus route. Maplewood community members formed a coalition protesting the rush line’s presence along the trail, insisting the conversion from regional trail to bus line would destroy “the tree canopy and scenic beauty of the trail” (norushline). The No Rush Line coalition also called out BRT presence near school playgrounds and parks in the area, through residential areas, and alongside proposed walking/biking trails as reasons for their protest of the planned route, in addition to “lower property values.” Per the coalition, the bus line would be a harmful and unnecessary addition to their community.

The No Rush Line coalition did indeed achieve their goal, and the Purple Line was moved away from the Bruce Vento Regional Trail. Ultimately, the Maplewood city council voted to retract support for the project, causing it to be withdrawn from the Federal Transit Administration’s Capital Investment Grants. Project committee meetings have since been put on pause.

Meanwhile, residents of East Side Saint Paul had their own concerns about the Purple Line’s planned route. A proposed stop on Arcade Street in the Payne-Phalen neighborhood is “in the middle of a field, behind a retaining wall, down in a gully” and community members are not happy. Not only is the spot not accessible for those with limited mobility, it is also not a location that will be easy to reach amid cold, snowy Minnesota winters, nor do community members feel safe with how far the planned stop is located from the street and businesses (PPCC). Though the Payne-Phalen neighbors are excited for more transportation options in their neighborhood, they feel there has been little consideration for the community in the Purple Line BRT plans. 

The Payne-Phalen Community Council “is advocating for the design and location of the Arcade Street station to be integrated back into the fabric of the commercial corridor and already transit-dependent neighborhoods of the community.” Looking at the long-term ramifications of the BRT stop location, the community council worries that having the station located so far from the existing businesses and community areas will discourage developers from transit-oriented development in the area. Per MetroTransit, transit-oriented development is a walkable development supported by transit, and “includes a mix of housing, retail, employment, retail and recreational choices, allowing people to live and work in vibrant places with less dependence on a personal car.” For more on transit-oriented development in St. Paul, this 2016 MinnPost article shares three major examples of the community connection and value TOD brings. 

When moving away from car-only infrastructure and towards public transportation, cities and other developers must walk a fine line, working with community to create the greatest possible impacts for TOD, while working around the kind of NIMBYism and anti-transit views that wealthier suburban areas sometimes espouse. Of course, at the end of the day communities deserve to keep their neighborhood green spaces, and everyone should have access to safe and efficient public transportation. At its best, transit-oriented development can and should allow for intentionality and cooperation between transit and the community. Public transportation is necessary, and it can enhance the cities and communities it serves through careful planning and the incorporation of transit-oriented development.