CARJ EXITS RWY AFTER LANDING IN BLOWING SNOW CONDITIONS.

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ABOUT 20 MINS PRIOR TO LNDG IN ZZZ; MY CAPT AND MYSELF RECEIVED ATIS FROM THE MSN ATIS FREQ. IT WAS RPTING VISIBILITY 1/4 MI WITH HVY SNOW; BLOWING SNOW; INDEFINITE CEILING 200 FT; AND WIND FROM 130 DEGS AT 8 KTS. THE NORMAL 'IN-RANGE CHKLIST' TO THE LINE WAS PERFORMED AT THIS POINT INCLUDING A FULL ILS 18 APCH BRIEFING I PERFORMED. THE LNDG DATA WAS SET FROM THE 56000 LB CARD WITH A COMPUTED V-APCH SPD OF 136 KIAS. WE WERE HANDED OFF TO APCH CTL. UPON CHKING IN; WE WERE TOLD THAT THE RVR FOR RWY 18 WAS 1800 FT AND THAT THE BRAKING ACTION WAS RPTED AS 'GOOD.' I DO NOT; HOWEVER; REMEMBER WHAT TYPE ACFT THEY SAID IT WAS WHO RPTED 7 MINS PRIOR. I LOOKED AT THE APCH PLATE FOR ILS 18. IT SAID THAT THE MINIMUM RVR WAS 2400 FT; THE CAPT PASSED THAT ALONG TO APCH. WE WERE THEN CLRED DOWN TO 4000 FT AND THE NORMAL '10000 FT DSCNT ITEMS' WERE COMPLETED FROM THE CHKLIST. DURING THIS TIME PERIOD; APCH CTL ADVISED THAT THE RVR WAS TRENDING UPWARDS AND NEARING THE 2400 FT NECESSARY. THE CAPT TOLD ME TO ONLY USE THRUST REVERSERS UPON LNDG. HE WAS CONCERNED ABOUT USING WHEEL BRAKES AT HIGH SPD. SHORTLY THEREAFTER; WE WERE CLRED TO DSND TO 3000 FT; VECTORED ONTO FINAL; AND CLRED FOR THE APCH. AS WE WERE CLRED FOR THE APCH; THE RVR WAS RPTED AS 2400 FT BY THE APCH CTLR. WE WERE HANDED OFF TO TWR AND THEY CLRED US TO LAND. THE BEFORE LNDG CHKLIST WAS PERFORMED. ALL REQUIRED CALLOUTS WERE MADE DURING THE FINAL APCH. THE APCH LIGHTS WERE SIGHTED AT OR SHORTLY BEFORE REACHING MINIMUMS; AND THE APCH WAS CONTINUED. A NORMAL TOUCHDOWN WAS MADE; WELL WITHIN THE TOUCHDOWN ZONE; AND ON SPEED. MY CAPT THEN CALLED 80 KTS; I BEGAN TO SLOW THE REVERSERS THEN 60 KTS; AND THE REVERSERS WERE COMPLETELY STOWED. THE CAPT THEN SAID 'MY ACFT' AND I SAID 'YOUR ACFT;' POSITIVE XFER OF THE CTLS WAS MADE. TWR THEN CAME ON AND TOLD US TO TAKE TXWY A6; THE CAPT THEN TOLD ME TO TELL THE TWR THAT WE WOULD ROLL TO THE END. THE CAPT WAS CONCERNED ABOUT DIRECTIONAL CTL AND FELT THAT WE WERE STILL MOVING TOO QUICKLY TO MAKE A SAFE TURN THERE. APCHING TXWY A6 HE BEGAN TO APPLY BRAKES. THE BRAKING ACTION AFTER TXWY A6 WAS COMPLETELY NIL. THE CAPT WAS UNABLE TO STOP THE ACFT. HE DECIDED TO STEER THE ACFT TO THE R TOWARD TXWY A7 IN ORDER TO AVOID HITTING THE REILS. THE ACFT DEPARTED THE PAVED SURFACE JUST S OF TXWY A7 AND CAME TO A STOP ABOUT 30-40 FT OFF THE PAVEMENT IN A GRASSY AREA. THE CAPT TOLD ME TO INFORM THE FLT ATTENDANTS OF THE SITUATION; AND MAKE SURE EVERYTHING WAS OK. WE DECIDED NOT TO MAKE AN EMER EVAC SINCE THERE WAS NO SIGN OF STRUCTURAL DAMAGE; SMOKE; ETC.