U of M Transitway
| Company type | Transitway |
|---|---|
| Industry | Public transportation |
| Founded | 1992 |
| Headquarters | Minneapolis and St. Paul , United States |
Area served | University of Minnesota campuses, Minneapolis–Saint Paul |
| Products | Bus rapid transit service (#121 Campus Connector route) |
| Owner | University of Minnesota |
The U of M Transitway is a dedicated busway managed by the University of Minnesota that links its Minneapolis and St. Paul campuses. It is primarily served by the #121 Campus Connector route operated by the U of M Campus Shuttle, and it also facilitates seasonal transit services for events such as the Minnesota State Fair and Minnesota Golden Gophers games. Established in 1992 to alleviate parking pressures on the Minneapolis campus, the Transitway extends over with no stops between the endpoints.
The Transitway features signal priority at intersections, enabling buses to maintain speeds up to without stopping. It is accessible to bicyclists and emergency responders, with a parallel shared-use path running along its western segment.
Route and services
Connecting the University’s East Bank and St. Paul campuses, the Transitway runs alongside rail corridors in certain sections. Stations are situated exclusively at each terminal, while regular service continues beyond both ends of the route. The corridor includes partial grade separation through three dedicated bridges and seven intersections at street level.
The year-round #121 Campus Connector operates between the West Bank campus and St. Paul Student Center, traveling along the Transitway and Washington Ave SE. The eastern terminus is adjacent to the Minnesota State Fairgrounds, making this transit corridor a vital component of the Fair’s extensive park-and-ride shuttle network, which accommodated over 1.8 million riders during the 2023 event. Express routes provided by Metro Transit, SouthWest Transit, and the Minnesota Valley Transit Authority link suburban park-and-ride locations to the Fair, complemented by private contractors offering shuttle services nearby. During the State Fair, charter buses also utilize the Transitway.
History
Initial proposals for park-and-ride facilities on both Saint Paul and Minneapolis campuses emerged in 1976 but encountered delays caused by neighborhood opposition, land acquisition challenges, University budget constraints, and federal regulatory requirements. Funding of $2.8 million for the transitway was secured by U.S. Representative Martin Olav Sabo through the 1987 House appropriations bill. The finalized project plan, approved in 1990, comprised three park-and-ride lots—two located in Minneapolis and one in Saint Paul—adding a total of 2,400 parking spaces at an overall cost of $21 million (equivalent to approximately $ million today). Financing sources included $1.2 million from MnDOT, $6.4 million contributed by the University, and $13.5 million from federal Interstate Substitution Funds. The busway commenced operations in 1992.
In 2008, approximately of the western segment was truncated to make room for the newly constructed TCF Bank Stadium, resulting in removal of two former stops that served parking facilities on that end. Northbound buses were rerouted around the stadium via 6th and Oak Streets; southbound buses now travel along Oak Street to University Avenue before turning onto 26th Avenue. Eastern stops near Commonwealth Avenue remained intact.
Safety
Following its opening in 1992, accident rates involving Campus Connector buses increased notably along the Transitway. Although there were seven intersections at street level, only two were controlled by traffic signals; the remainder featured stop signs facing low-volume side streets. A study conducted in 1996 revealed that one-fifth of drivers crossing the Transitway neglected to check both directions while half failed to come to a complete stop. To address these safety concerns, the University implemented enhanced signage, installed warning systems alerting cross traffic when buses approach, and improved visibility by clearing vegetation and eliminating street parking near crossings.
Despite these interventions, collisions have continued to occur. In 2011, a truck that did not stop at a Transitway intersection collided with a bus, resulting in injuries to four individuals.