Downtown Core streets are medium-to-high volume streets (typically 5,000-17,000 average daily traffic) in downtown that are not identified in the Minneapolis 2040 Plan (opens in a new tab) as Goods and Services corridors. These streets generally have high walking and bicycling demand, transit routes, and connect motor vehicles from the regional highway system to downtown destinations.
Examples include 7th Street South and 3rd Avenue South.
Typical Characteristics
Miles
~17 miles Approximately 2% of total street centerline mileage
Right of Way Width
Mostly 80’
Effective Right of Way
Typically 80’, but varies some
Functional Class
Minor Arterial or Collector
Jurisdiction
Mostly City of Minneapolis with a few Hennepin County
8’-10’ recommended pedestrian clear width depending on pedestrian volumes, intensity of adjacent commercial land uses, and other demands in the right of way.
2’+ frontage width to any obstructions; wider frontage zones should be considered when appropriate to support transit shelters, sidewalk cafes, retail displays, landscaping, or other features that make the pedestrian environment more attractive.
Wider boulevard and furnishing zones should be used when feasible to support features that make the pedestrian environment more attractive and comfortable, support tree health, and maximize green stormwater infrastructure.
Every effort should be made to include at least 5’ of space on both sides of the street to support healthy street trees, green stormwater infrastructure, and to provide separation between pedestrians, bicyclists, and motor vehicles. See street trees guidance for more details.
Bus-only lanes and other transit advantages should be included for Transit Priority Projects and considered for other streets.
Freight
Downtown Core streets are generally on the Truck Route Network.
Roadway
One-way traffic is generally preferred in the downtown environment.
More than two lanes in each direction should generally be done only in combination with bus-only lanes or off-peak parking lanes.
Peak parking lanes should generally not be included, but off-peak parking lanes/loading zones should be regularly included.
Four-lane undivided two-way streets should be avoided.
Standard roadway widths include:
10’ traffic lanes
For streets with high-frequency bus service or heavy semitruck volumes, one travel lane of 11’ in each direction may be considered. Curb adjacent traffic lanes should not be wider than 10’ given the adjacent gutter pan.
2’ gutter pans
For streets with constrained right of way, designers can consider 1’ gutter pans or an integral 11’ wide concrete lane. Flooding concerns may make narrower gutter pans infeasible; coordinate with Surface Water and Sewers.
1’ gutter pans adjacent to medians when there are no catch basins
10’ turn-only lanes
For turn lanes with heavy bus or heavy truck volumes, 11’ may be considered.
8’ parking lanes or other curbside use (includes gutter)
In addition to vehicle parking, this area may include other uses such as loading and unloading zones, drop-off zones, bicycle corrals, parklets, street cafes, and greening. See vehicle parking and curbside uses guidance for more detail.
New driveways should generally be limited to locations without alley or cross street access.
Designers should explore removing driveways that are no longer being used, are no longer permitted, or where access is provided via an alley. Designers should also explore right-sizing driveway curb cuts.
