Minnesota

City: 
Minneapolis-St. Paul
Facilities: 
I-94, US 169, MN 312, MN 5, MN 36, I-35W, US 10, MN 62, I-494, MN 252, MN 77, MN 51,IH 35E, MN 7, MN 13, freeways & arterials; ramp meters, rural & urban typical sections
Facility Type: 
Comprehensive network throughout the region; freeways, arterials, and ramp meter bypass
Description: 
290 miles (segments from 0.3 to 9.0 miles in length)
Objectives: 
Encourage transit use and to fully utilize the capacity of metro highway system.
Date Implemented: 
1992
Date Terminated: 
N/A
Other Information: 
Other strategies deployed prior to bus shoulder use include triple left-turns using bus shoulders, HOV-bypass, route-o-matic (w/ radar) broadcast back to transit drivers at a location once speeds drop below 45 mph, indicative light based on ramp-meter bypass.
Operational Information
Allowed Vehicles: 
Buses
Operating Partners: 
Mn/DOT, Metro Transit and other transit agencies, charter bus companies, Minnesota State Patrol, local police departments
Operational Hours: 
Any time when traffic in the adjacent mainlines is moving at less than 35 mph
Conditions: 
The operational strategy is considered interim, and some have been removed since their inception. Buses must yield yield to any vehicle entering, merging, or exiting through the shoulder. Buses must re-enter mainline where shoulder is obstructed.
Maximum Speed: 
No more than 15 mph faster than mainline traffic with a 35 mph maximum allowed speed
Oversize Vehicles: 
Not a major issue. Lane needs only to be 9.5 ft in order to fit the largest bus allowed on the shoulder.
Geometric Features
Cross Section Details: 
10 ft minimum, 11.5 ft minimum at bridges, 12 ft minimum on new construction
Treatment at Interchanges: 
Busus travel through the entrance and exit ramps; where queues are long at ramps with metering, buses typically merge with traffic on the ramp and return to the shoulder after the ramp. This action is not required.
Handling of Inlets: 
Catch basins were reinforced as a precaution; sump reduced from 4" to 2"; some inlets made flush
Handling of Rumble Strips: 
Move them so bus can straddle the strips or just use rumble stripes.
Guardrail and Fixed Objects: 
Since the speeds are low, no changes were made to fixed object shielding. Guardrail was moved it necessary to provide 11.5 ft minimum width; also used design exceptions.
Pull Off Areas: 
N/A
Pavement: 
7" bituminous needed - enough to compensate for variety of underlying material; matches curb and gutter for good compaction.
Traffic Control Devices
Pavement Markings: 
No unique pavement markings. Had to remove diamond because public in region assumes diamond means HOV.
Overhead Signs and Signals: 
N/A
Ground Mounted Signs: 
WATCH FOR BUSES ON SHOULDER; YIELD TO BUSES ON SHOULDER
ITS: 
N/A
Performance Measures
Monitoring Responsibilities: 
N/A
Operational Effectiveness: 
Construct 4-8 miles per year. Have considered measuring person-throughput but have not inititied.
Safety Evaluation: 
In 2001 with 175 miles, only 20 crashes in 9 yrs with a bus - each only PDO. In 2009, after 17 years of operation with 290 miles, only 1 injury crash. In 2003 21 collisions 19 sideswipe/mirror hits for a total of $7680 in losses - $3000 being the single largest loss. 2003 probability of collision: 1 in 27.3 yrs.
Other Impacts: 
Travel time savings = advantage for rider and $ for transit provider. Reliability = Buses on schedule; more riders = less cars. Rider perception of time saved=2X.
Costs: 
Signing and striping only: Freeway-$1,500 per mile / Expressway-$2,500 per mile. Shoulder repairs and catch basin adjustments needed: Freeway and Expressway - $5,000 per mile Bituminous depth needs 2" overlay: Freeway and Expressway - $12,000 per mile. Shoulder must be removed, granular base adjusted and increased bituminous depth replaced: $80,000-$100,000 per mile Shoulder width and depth repalced: Freeway and Expressway - $42,000-$66,000 per mile New 12' shoulder needed: Freeway and Expressway - $30,000/mile
Enforcement
Responsibility: 
Mn State Patrol
Fines: 
$190
Approach: 
visual inspection
Maintenance: 
Responsible: MnDOT; BOS shoulders get priority over normal shoulders
Incident Reponse
Responsibilties: 
Freeway Incident Response Safety Team (FIRST) handled by MnDOT; Minnesota State Patrol
Average Response Time: 
Under 4 minutes for metropolitan area
Strategies: 
N/A
Operational Experience: 
Travel time savings equal an advantage for rider and money for transit provider. Reliability ensures that buses on schedule; more riders mean fewer vehicles on the roadway; rider perception of time savings is about twice actual time savings;
Institutional Issues
Liability: 
None; implemented under the authority of the transportation commissioner.
Public Outreach: 
None originally. Saw the need and had an event showcasing the convenience and speed of BOS; good public relations.
Legislation: 
Minnesota statutes: 169.306 - Use of Shoulders by Buses; 169.18 -Driving Rules; 169.20 -Right of Way; MnDOT Commissioner's Order
Difficulty: 
BOS does not interfer with normal emergency shoulder use; buses simply merge back into normal traffic as if they are changing lanes. Vehicles typically do not follow the buses onto the shoulders. The incidences of vehicles driving on the shoulder are no higher than that on facilities without BOS.