[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"detail-sidebar-cat-0-en-105":3,"doc-seo-232772-105":59,"doc-detail-232772-en":131},{"code":4,"msg":5,"data":6},0,"success",[7,13,18,23,28,33,38,43,48,51,55],{"id":8,"doc_module":4,"doc_module_name":9,"category_name":10,"show_sort_weight":11,"slug":12},1,"Document","Story & Novel",90,"story-novel",{"id":14,"doc_module":4,"doc_module_name":9,"category_name":15,"show_sort_weight":16,"slug":17},2,"Literature",80,"literature",{"id":19,"doc_module":4,"doc_module_name":9,"category_name":20,"show_sort_weight":21,"slug":22},4,"Exam",70,"exam",{"id":24,"doc_module":4,"doc_module_name":9,"category_name":25,"show_sort_weight":26,"slug":27},5,"Comic",60,"comic",{"id":29,"doc_module":4,"doc_module_name":9,"category_name":30,"show_sort_weight":31,"slug":32},6,"Technology",50,"technology",{"id":34,"doc_module":4,"doc_module_name":9,"category_name":35,"show_sort_weight":36,"slug":37},7,"Healthcare",40,"healthcare",{"id":39,"doc_module":4,"doc_module_name":9,"category_name":40,"show_sort_weight":41,"slug":42},8,"Research & Report",30,"research-report",{"id":44,"doc_module":4,"doc_module_name":9,"category_name":45,"show_sort_weight":46,"slug":47},9,"Religion & Spirituality",20,"religion-spirituality",{"id":46,"doc_module":4,"doc_module_name":9,"category_name":49,"show_sort_weight":46,"slug":50},"World Cup","world-cup",{"id":52,"doc_module":4,"doc_module_name":9,"category_name":53,"show_sort_weight":52,"slug":54},10,"Lifestyle","lifestyle",{"id":56,"doc_module":4,"doc_module_name":9,"category_name":57,"show_sort_weight":24,"slug":58},19,"General","general",{"code":4,"msg":60,"data":61},"ok",{"site_id":62,"language":63,"slug":64,"title":65,"keywords":66,"description":67,"schema_data":68,"social_meta":124,"head_meta":126,"extra_data":128,"updated_unix":130},105,"en","design-controls-speed-sensitive-street-geometric-design-guidelines","Design Controls - Speed-Sensitive Street Geometric Design Guidelines","","Speed-sensitive geometric design governs Minneapolis street configuration, with most conditions operating at low speeds (30 mph or less, generally 25–35 mph) due to consistent urban context. At lower speeds, accepted practice permits tighter functional separation, shorter recovery/decision distances, minimal adjacent clear zones, curb and gutter drainage, curb parking, and narrower lane widths. Higher-speed conditions (40–45 mph) shift design needs toward wider lanes, greater edge separation, and reduced suitability of curb parking and curb-and-gutter layouts, replacing them with shoulders, clear zones, or barriers.",{"@graph":69,"@context":123},[70,84,106],{"@type":71,"itemListElement":72},"BreadcrumbList",[73,77,79,82],{"item":74,"name":75,"@type":76,"position":8},"https://docshare.wps.com","Home","ListItem",{"item":78,"name":9,"@type":76,"position":14},"https://docshare.wps.com/document/",{"item":80,"name":40,"@type":76,"position":81},"https://docshare.wps.com/document/research-report/",3,{"item":83,"name":65,"@type":76,"position":19},"https://docshare.wps.com/document/design-controls-speed-sensitive-street-geometric-design-guidelines/232772/",{"url":83,"name":65,"@type":85,"image":86,"author":91,"headline":65,"publisher":94,"fileFormat":97,"inLanguage":63,"description":67,"dateModified":98,"datePublished":99,"encodingFormat":97,"isAccessibleForFree":100,"interactionStatistic":101},"DigitalDocument",{"url":87,"@type":88,"width":89,"height":90},"https://docshare.wps.com/thumbnails/design-controls-speed-sensitive-street-geometric-design-guidelines/232772.png","ImageObject",300,407,{"name":92,"@type":93},"Stanford","Person",{"url":74,"name":95,"@type":96},"DocShare","Organization","application/pdf","2026-10-27","2026-09-10",true,{"@type":102,"interactionType":103,"userInteractionCount":105},"InteractionCounter",{"@type":104},"ViewAction",14,{"@type":107,"mainEntity":108},"FAQPage",[109,115,119],{"name":110,"@type":111,"acceptedAnswer":112},"What speeds define the low-speed design regime for Minneapolis streets?","Question",{"text":113,"@type":114},"Low speed is taken to be 25 to 35 mph, while 40 to 45 mph conditions are treated as high speed.","Answer",{"name":116,"@type":111,"acceptedAnswer":117},"How does low-speed operation change geometric design choices?",{"text":118,"@type":114},"Lower speeds allow a closer separation of roadway functions, require less separation distance for driver decisions and recovery, support smaller clear zones, curb and gutter drainage, curb parking adjacent to a moving lane, and narrower lane widths.",{"name":120,"@type":111,"acceptedAnswer":121},"Why does the Minneapolis corridor process emphasize factors beyond Level of Service D?",{"text":122,"@type":114},"It deviates from relying only on traffic operations by incorporating other modal priorities and place type when selecting street design type, which influences street size, lanes, and intersection treatments.","https://schema.org",{"og:url":83,"og:type":125,"og:title":65,"og:site_name":95,"og:description":67},"article",{"robots":127,"canonical":83},"index,follow",{"doc_id":129,"site_id":62},232772,1789073587,{"code":4,"msg":5,"data":132},{"doc_id":129,"user_id":133,"nickname":92,"user_avatar":134,"doc_module":4,"category_id":39,"category_name":40,"doc_title":65,"doc_description":67,"doc_content":135,"file_id":136,"file_url":137,"file_type":138,"file_size":139,"view_count":105,"is_deleted":4,"is_public":8,"is_downloadable":8,"audit_status":8,"page_count":29,"language":140,"language_code":63,"site_id":62,"html_lang":63,"table_of_contents":141,"faqs":142,"seo_title":143,"seo_description":67,"update_tm":130,"read_time":144,"preview_page_count":4},2336477552062,"https://ap-avatar.wpscdn.com/davatar_994ba38a5ba835b3df7d355c54d3ed8d","4 Design Controls  \nThe Minneapolis street system is consistent with a built urban environment and, with a limited number of exceptions, operates under low speed conditions (30 mph or less) 5. Block length, urban form, walkability and connectivity in Minneapolis reinforce this low speed operating environment. These conditions are important from the standpoint that geometric design controls as defined in AASHTO’s Policy on Geometric Design of Highwaysand Streets 6 are speed sensitive and differ between urban and rural conditions. Because of the consistency in the operating environment on Minneapolis streets, the physical design elements focus on a single design regime and are tailored only to low speed urban conditions. In this context, low speed is taken to be 25 to 35 mph. Conditions of 40 to 45 mph are treated as high speed.  \nThe importance of speed to the design process is that, at low speeds, accepted design practice allows for a closer separation of functions on a roadway. Because of the physics of lower speed operation, less separation distance is needed to allow for drivers to make decisions or recover from unexpected situations. This allows for minimal clear zones adjacent to the roadway, allows for urban (curb and gutter) drainage adjacent to the travel lane, and allows for curb parking adjacent to a moving lane. Similarly, the dynamic envelope of the vehicle (i.e. , the space it occupies while moving) is closer to the actual size of the vehicle at low speeds. This allows for narrower lane widths. (As speeds increase above 35 mph, wider lanes and more separation at the edge of the moving lane is desirable for safety reasons, curb parking is not desirable and as speeds move above 45 mph, curb and gutter adjacent to a moving lane may be replaced by shoulders and clear zones or linear barriers.)  \n4.1 Sources for General Design Guidance  \nThere are three primary sources for general guidance on the design of streets in this document. A number of other documents, listed in Appendix A, were also referenced for peer city experience and guidance on specific design elements.  \n• American Association of State Highway Transportation Officials (AASHTO), Policy on Geometric Design of Highways and Streets (also known as the “Green Book”), 5th Edition, 2004.  \n• Institute of Transportation Engineers (ITE), Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, Proposed Recommended Practice RP-036, 2006 (sponsored by Federal Highway Administration) . While this document is currently in draft form, final revisions are expected in 2008.  \n• Minnesota Department of Transportation, State Aid Manual, 2007 Edition.  \n5 By statute, the maximum speed on the majority of streets in Minneapolis is 30 mph. Isolated instances of higher speed roadways, other than freeways, are found on commuter streets such as Olson Memorial Highway and Hiawatha Avenue.  \n6 American Association of State highway and Transportation Officials, Policy on Geometric Design of Highwaysand Streets, 5th Edition, 2004.  \nA C C E S S MINNEAPOLIS  \nThe typical design controls that are used for street design are described in AASHTO’s Policy on Geometric Design of Highways and Streets, also known as the “Green Book”. They include functional class, urban/rural location, design vehicle, design speed, driver, traffic volume and operations (level of service) . In the context of street design within Minneapolis or any fully built urban environment, not all of these controls exert the same level of influence on the design process. The location element is irrelevant, because Minneapolis is entirely urban. The hierarchy of arterial, collector and local streets is addressed through the street design types. While design decisions should be based on the street design type, it is important to maintain a link to functional class as this information is required for funding purposes (see Section 2 for further discussion) .  \nThis leaves traffic volume, d","cbCairD5vzhw0s2E","https://ap.wps.com/l/cbCairD5vzhw0s2E","pdf",251609,"English","# Design Controls\n## Speed-Sensitive Design Regime\n## Sources for General Design Guidance\n## Access Minneapolis\n## Traffic Volumes","[{\"question\":\"What speeds define the low-speed design regime for Minneapolis streets?\",\"answer\":\"Low speed is taken to be 25 to 35 mph, while 40 to 45 mph conditions are treated as high speed.\"},{\"question\":\"How does low-speed operation change geometric design choices?\",\"answer\":\"Lower speeds allow a closer separation of roadway functions, require less separation distance for driver decisions and recovery, support smaller clear zones, curb and gutter drainage, curb parking adjacent to a moving lane, and narrower lane widths.\"},{\"question\":\"Why does the Minneapolis corridor process emphasize factors beyond Level of Service D?\",\"answer\":\"It deviates from relying only on traffic operations by incorporating other modal priorities and place type when selecting street design type, which influences street size, lanes, and intersection treatments.\"}]","Design Controls - Speed-Sensitive Street Geometric Design Guidelines | PDF",15]