Unlike the majority of LRT systems in the United States, St. Louis MetroLink shares more characteristics of a rapid transit service,<ref>Template:Cite book</ref><ref name="Light Rail Conference2">Template:Cite web</ref> including a largely independent right-of-way, a higher top speed, and level boarding at all platforms.<ref name="Light Rail Conference2" />
Construction on the St. Clair County MetroLink extension from the 5th & Missouri station to the College station in Belleville began in 1998 and opened in May 2001. The extension added eight stations and seven park-ride lots. The total project cost was $339.2 million with $243.9 million paid by the FTA and $95.2 million paid by the St. Clair County Transit District (via a 1/2 cent sales tax passed in November 1993).<ref name="Metro – Inside Metrolink" />
In May 2003, a Template:Convert extension from the College station to the Shiloh-Scott station opened. This $75 million project was funded by a $60 million grant from the Illinois FIRST (Fund for Infrastructure, Roads, Schools, and Transit) Program and $15 million from the St. Clair County Transit District.<ref name="Metro – Inside Metrolink" />
The Template:Convert Cross County Extension opened on August 26, 2006 and added nine stations from Forest Park-DeBaliviere to Shrewsbury, Missouri. Intermediate stops include service to Washington University, Clayton, the Saint Louis Galleria and Maplewood.<ref name="Cross County Grand Opening">Template:Cite press release</ref> The entire project was funded by a $430 million Metro bond issue. Citing repeated delays and cost overruns, Metro fired and then sued its general contractor, Cross County Collaborative, in the summer of 2004. Metro sought $81 million in damages for fraud and mismanagement while the Collaborative counter-sued for $17 million for work that Metro hadn't paid for. On December 1, 2007, a jury awarded the Collaborative $2.56 million.<ref>Template:Cite web</ref>
On October 27, 2008, Metro renamed the Lambert Airport branch the Red Line and the Shrewsbury branch the Blue Line. Blue Line service was also extended from its former terminus at Emerson Park to Fairview Heights. All trains have signs on the front and side that identify the train as a Red or Blue line train, and operators make live announcements identifying lines and stations.<ref name="NYCSubway.org" />
On September 9, 2014, the United States Department of Transportation announced $10.3 million in funding for a new Metrolink station between the Central West End and Grand stations in the Cortex Innovation Community. An additional $5 million in funding was provided by a public-private partnership including Washington University, BJC HealthCare, Great Rivers Greenway and Cortex. The new Cortex station, located just east of Boyle Avenue, opened to the public on July 31, 2018.<ref>Template:Cite web</ref>
On July 26, 2022, a flash flood shut down MetroLink for nearly 72 hours and caused roughly $40 million in damage.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> The flood damaged nearly Template:Convert of track bed, two elevators, two communications rooms, three signal houses and destroyed two MetroLink vehicles.<ref>Template:Cite web</ref> Normal Red Line service resumed in September, but Blue Line service would run under restrictions for nearly two years.<ref>Template:Cite web</ref> On July 31, 2023, Metro received $27.7 million in federal emergency disaster relief funding to help cover the cost of restoration.<ref>Template:Cite web</ref> In March 2024, Blue Line platform and speed restrictions were lifted after repairs on the last signal house were completed.<ref>Template:Cite web</ref>
In May, Metro received a $196.2 million federal grant to purchase new light rail vehicles to replace the remaining SD-400 cars.<ref name="Schlinkmann 2023">Template:Cite web</ref> Six months later, Bi-State's board approved a contract with Siemens Mobility worth up to $390.4 million for as many as 55 new S200 light rail vehicles with delivery expected to begin in 2027.<ref name=":112">Template:Cite web</ref><ref name="Schlinkmann 2023"/><ref name=":33">Template:Cite web</ref>
In September 2024, turnstiles began initial operation at four Illinois stations as part of Metro's Secure Platform Plan.<ref name=":352">Template:Cite web</ref><ref name=":333">Template:Cite web</ref> Seven Missouri stations are slated for completion by early 2025<ref name=":362">Template:Cite web</ref> with the remaining stations and an upgraded fare collection system expected to be in place by early 2026.<ref name=":372">Template:Cite web</ref><ref name=":382">Template:Cite web</ref><ref name=":25">Template:Cite web</ref>
Each car is bi-directional (also known as "double-ended"), meaning it has an enclosed operator cab at each end. This configuration is the most flexible for operations but prevents travel between cars. Bicycles are permitted in the door vestibules adjacent to each unused cab.<ref>Template:Cite web</ref> Each car has separate doors for boarding at station level and track level; in normal operations, the track-level doors (equipped with stairs) are unused.
In 2026, Metro plans to begin phasing out the original SD-400 cars and to refurbish the SD-460 cars for continued use.<ref>Template:Cite web</ref> In May 2023, Metro received a $196.2 million federal grant to purchase up to 48 Siemens S200 high-floor light rail vehicles to replace 25 of the oldest cars.<ref name="Schlinkmann 2023"/> Six months later, Bi-State's board approved a contract with Siemens Mobility worth up to $390.4 million for as many as 55 new light rail vehicles.<ref name=":112"/>
Metro operates two storage and maintenance facilities. Ewing Yard sits between the Grand and Union Station stops just west of downtown St. Louis; 29th Street Yard is located between the JJK Center and Washington Park stops in East St. Louis.
MetroLink uses a proof-of-payment system. Tickets can be purchased at ticket-vending machines at the entrance to all stations and must be validated before boarding the train. Single-ride tickets are good for up to two hours in the direction that a passenger initially boards.<ref name="NYCSubway.org" /> Some fares, such as monthly or weekly fares, do not need to be validated, but passengers must have the pass in their possession while riding and must show the pass to security personnel upon request. Reduced fares can be purchased by seniors ages 65+, people with disabilities, and children ages 5–12. Up to three children under 5 may ride free with a fare-paying rider. Proof of age may be requested of all people riding with reduced fares. Other types of passes include a Semester Pass for full-time students.<ref name="Metro – Fare Chart">Template:Cite web</ref>
In 2018, Metro introduced the Gateway Card, a multi-use smart card that was intended to eliminate most paper passes and tickets. In 2023, Metro announced that it would replace the Gateway Card—one Bi-State official called it a "failed system"—with a new fare collection system as part of the Secure Platform Plan.<ref>Template:Cite web</ref>
MetroLink Fare Structure
Metro Fare Type
Mode
Current Fare
Cash Base Fare
Rail
$2.50
Cash (Reduced Fare)*
Rail
$1.25
2-Hour Pass/Transfer†
Bus/Rail
$3.00
2-Hour Pass/Transfer (Reduced Fare)*†
Bus/Rail
$1.50
2-Hour Pass (from Lambert Airport)†
Bus/Rail
$4.00
(10) 2-Hour Passes†
Bus/Rail
$30.00
One-Day Adventure Pass
Bus/Rail
$5.00
Weekly Pass
Bus/Rail
$27.00
Monthly Pass
Bus/Rail
$78.00
Monthly Pass (Reduced Fare)*
Bus/Rail
$39.00
Combo Pass
Bus/Rail
$98.00
University Semester Pass
Bus/Rail
$175.00
* Reduced fares require a Metro reduced fare permit<ref name=":172">Template:Cite web</ref>
† Two-hour passes can only be purchased as a mobile fare option on the Transit app<ref name=":172" />
Beginning in 2025, Metro will start rehabilitating the Union Station tunnel<ref>Template:Cite web</ref> with rehabilitation of the Cross County tunnels beginning in 2026.<ref name=":40">Template:Cite web</ref> The latter will include the renovation of the Skinker and University City–Big Bend subway stations and the construction of a storage siding near the Richmond Heights station.<ref name=":40" /><ref>Template:Cite web</ref> In 2026, Metro expects to complete upgrades to the Supervisory Control Automated Data Acquisition (SCADA) and Public Address/Customer Information (PA/CIS) systems.<ref>Template:Cite web</ref> The upgraded SCADA/PA/CIS will operate as an integrated system that monitors and controls operations and will allow Metro to provide real-time arrival information to passengers, such as live displays at stations.<ref>Template:Cite web</ref>
In 2024, Metro Transit began adding turnstiles at all MetroLink stations as part of its $52 million Secure Platform Plan (SPP). Stations will also receive a new fare collection system, more fences, passenger-assist telephones, and more than 1,800 cameras to be monitored at a center opened in November 2022 at Metro's Central Garage.<ref name=":38">Template:Cite web</ref><ref name=":42">Template:Cite web</ref>
The SPP will be implemented in three "packages" with full operation expected to begin in 2026.<ref name=":252">Template:Cite web</ref> In September 2023, Bi-State awarded a $6.4 million contract to Millstone Weber LLC for the first package covering four Illinois stations.<ref>Template:Cite web</ref> The gates at these first four stations began operating in September 2024.<ref name=":332">Template:Cite web</ref><ref name=":352"/> However, due to delays in implementing a new fare collection system, Metro staff will operate the fare gates manually at first.<ref name=":252" /> The second package covers seven Missouri stations and is also slated for completion by early 2025.<ref name=":36">Template:Cite web</ref> The remaining stations and the upgraded fare collection system are expected to be operational by early 2026.<ref name=":37">Template:Cite web</ref><ref name=":38" /><ref name=":252" />
Projects in planning
North-South expansion
Template:Further
In 2022, Metro proposed the Green Line,<ref>Template:Cite web</ref> a north-south on-street light rail line that would have lacked the rapid transit-like characteristics of the existing MetroLink system, instead resembling other U.S. on-street light rail lines.<ref>Template:Cite web</ref><ref name="Northside-Southside TAA">Template:Cite web</ref> Running Template:Convert primarily on Jefferson Avenue, the line would have served about 10 stations between Chippewa Street in South St. Louis and Grand Boulevard in North St. Louis.<ref name="Northside-Southside TAA22">Template:Cite web</ref> The 2023 design study estimated 5,000 daily boardings, $8–9 million in annual operating costs, and $1.1 billion in capital costs.<ref name=":19">Template:Cite web</ref>
In September 2025, Metro and St. Louis officials cancelled the Green Line project primarily due to cost concerns.<ref name=":1">Template:Cite web</ref> That month's Bi-State Development board meeting meeting saw commissioners vote to update the Program Management Consultant contract to evaluate alternative options for the project, with a focus on bus rapid transit.<ref>Template:Cite web</ref> In that same meeting commissioners approved a study for bus rapid transit in the Jefferson corridor, a project that could cost between $400 and $450 million.<ref>Template:Cite web</ref><ref name=":7">Template:Cite web</ref>
Previous proposals
Many of these extensions were proposed between the year 2000 and in 2010 when Metro released its 30-year long range plan, Moving Transit Forward.<ref>Template:Cite web</ref> The Green Line was cancelled in 2025.<ref name=":1" />
North-South
Northside/Southside 2008. This Template:Convert expansion was planned in two separate locally preferred alternatives (LPA). In 2008 a Template:Convert Northside LPA was selected that would have traveled between downtown St. Louis and St. Louis Community College-Florissant Valley via North City and County.<ref name="Northside2">Template:Cite web</ref> That same year, a Template:Convert Southside LPA was selected that would have traveled between downtown St. Louis and Bayless Avenue via South City and County.<ref name="Southside2">Template:Cite web</ref>
Northside/Southside 2018. In 2018, an updated Northside/Southside LPA was approved that shortened the expansion to an approximately Template:Convert alignment between Grand in North St. Louis and Chippewa in South St. Louis via a loop on 9th and 10th streets in downtown St. Louis.<ref>Template:Cite web</ref>File:Green Line MetroLink Logo STL.svgGreen Line project logo
Green Line. This Template:Convert north-south expansion was announced after a design study was completed in 2023.<ref>Template:Cite web</ref> In 2024, the East-West Gateway Council of Governments approved the updated locally preferred alternative along Jefferson Avenue.<ref name=":1922">Template:Cite web</ref> The project was cancelled in 2025 primarily due to cost concerns.<ref name=":1" /> An extension of the Green Line into North St. Louis County had been explored. In 2023, four alternatives were proposed that would have continued the line from the Grand/Fairground station along Natural Bridge Avenue toward the county.<ref name=":322">Template:Cite web</ref> By 2024, County leadership had rejected all four routes primarily due to the unfunded Template:Convert gap between the Grand/Fairground station and the county line along with concerns about federal funding, ridership, right-of-way and other factors.<ref name=":262">Template:Cite web</ref>
Cross County
MetroSouth. This Template:Convert extension was envisioned as Cross County Segment 2 and would have extended the current Blue Line from its terminus in Shrewsbury further south beyond Interstates 270/255 to Butler Hill Road. A third alternative would have ended at Watson Road.<ref>Template:Cite web</ref> An environmental impact study was completed in 2004; however, selection of an LPA was deferred due to the lack of local funding sources as well as other factors.<ref name="Metro South2">Template:Cite web</ref>
MetroNorth. This approximately Template:Convert extension was envisioned as Cross County Segment 3 and would have extended the current Blue Line from Clayton towards Florissant, Missouri. Some of this segment would have followed the former Terminal Railroad Association of St. Louis' Central Belt right-of-way paralleling Interstate 170.<ref name="Northside-Southside LPA">Template:Cite web</ref>
Daniel Boone. This Template:Convert extension would have branched off the Cross County corridor near Olive Boulevard along disused Rock Island Railroad right-of-way. It would then turn west and follow existing trackage operated by Central Midland Railway to Page Avenue where the line would continue to Westport Plaza.<ref name="Daniel Boone2">Template:Cite web</ref><ref>Template:Cite web</ref> An approximately Template:Convert extension to Chesterfield would have been a potential Phase 2 of the Daniel Boone branch. The alignment would have continued west following Page Avenue and Highway 364 then turning towards Creve Coeur Lake Memorial Park. From there it would have headed to Spirit of St. Louis Airport in the Chesterfield Valley.<ref name="Northside-Southside LPA" /> This alignment has not been given serious consideration because of its perceived low ridership potential.
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