ABSTRACT 
 
 Incorporating Complete Streets Principles into 
Title of Thesis: Main Streets of America?s Rural Small -Towns: A 
Design Case Study in Sleepy Eye, Minnesota 
  
 Matthew G. Rausch 
Master of Landscape Architecture 2021  
 
  
Thesis Directed By: Dr. David Myers 
Department of Plant Sciences 
and Landscape Architecture 
This research thesis suggests that Complete Streets principles, and other related current 
street design principles and best practices, can complement the National Main Street 
Center?s design approach for use in rural small towns.  The addition of these principles 
would strengthen the design component for the Main Street approach.  Since the scope of 
current street design guidelines and principles are so broad, targeting the key principles of 
these programs, provides an appropriate level of detail to add to the Main Street design 
process.  The resultant design proposals, using an improved design framework, could be 
scalable in both cost and implementation to accommodate the needs and the means of 
rural small towns. Sleepy Eye, Minnesota is used as a case study to demonstrate how the 
principles and elements of this approach can be scalable and flexible to improve a 
selected small-town main street.  Complete Street principles and related street design best 
practices are a useful first step for rural small-town Main Street designs.    
 
 
 
INCORPORATING COMPLETE STREETS PRINCIPLES INTO MAIN 
STREETS OF AMERICA?S RURAL SMALL-TOWNS.   
A DESIGN CASE STUDY IN SLEEPY EYE, MINNESOTA    
 
by 
 
Matthew George Rausch 
 
 
 
 
Thesis submitted to the Faculty of the Graduate School of the  
University of Maryland, College Park, in partial fulfillment 
of the requirements for the degree of 
Master of Landscape Architecture 
2021 
 
 
 
Advisory Committee: 
David Myers, Ph.D., Chair 
Byoung-Suk Kweon, Ph.D.  
Jeremy Wells, Ph.D. 
  
 
 
 
 
 
 
 
 
 
? Copyright by 
Matthew George Rausch 
2021 
 
 
 
 
 
 
 
 
 
 
Dedication 
This thesis is dedicated to the rural small towns across the United States who over the 
centuries have served as the Heartland for this great nation.  While this nation is truly a 
sum of the parts, one cannot ignore that small towns such as the one referenced in this 
thesis have contributed mightily to the colorful history of this nation.  While changing 
demographics, and the evolution of the economic engines of this nation have shifted the 
headline focus to our urban centers and metropolitan areas with the promises and 
problems they pose, we owe it to the continued strength of our country to keep our rural 
America a strongly beating heart.  May generations to follow continue to call the Main 
Streets of these communities their favorite place, and these towns, their own Heartland.  
ii 
 
 
Acknowledgments 
I would like to thank my Thesis Chair, Dr. David Myers for guiding me through this 
wide-ranging thesis project. Without his knowledge, organizational inputs, and sage 
advice, my presentation and thesis would not have accomplished the goals that I had set 
out for.  I would also like to thank Professor Byoung-Suk Kweon and Professor Jeremy 
Wells for the unique perspectives they brought to the thesis development, and their 
patience as my protracted degree pursuit, and the intervention of 2020 world events, 
extended the call for their attention and assistance.   
I would also like to recognize the exceptional contribution made by the dozens of town 
leaders, businessmen, residents, and friends from the rural small town of Sleepy Eye 
Minnesota who made the concept of revitalized small towns come alive for me.  They 
continue to ensure that this small town, and all of those that I see in my travels over the 
years, reinforce the hope I hold for the continuing legacy of rural small-towns as one of 
the critical parts of this county?s heritage, and as its enduring heartland. 
Lastly, my deepest thanks to friends and family standing side-by-side with me these days, 
both virtually and in everyday life, who have encouraged, enjoyed, and perhaps 
sometimes even envied my journey toward this master?s degree at the University of 
Maryland College Park.  
   
iii 
 
 
Table of Contents 
  
Dedication ....................................................................................................................................... ii 
Acknowledgments ......................................................................................................................... iii 
Table of Contents .......................................................................................................................... iv 
List of Tables ................................................................................................................................. vi 
List of Figures ............................................................................................................................... vii 
List of Abbreviations .................................................................................................................... ix 
Chapter 1:  Introduction ............................................................................................................... 1 
1.1 Purpose and Objective ...............................................................................................1 
1.2 The Continuing Importance of Rural America ..........................................................3 
Chapter 2:  Literature Review ...................................................................................................... 8 
2.1. Five Main Programs ..............................................................................................8 
2.1.1. Main Street Approach (MSA): Design Principles Focus ..............................9 
2.1.2 Complete Streets and associated Best Practice street design principles. ....11 
2.1.3. Best Practices: Green Streets Concept ........................................................13 
2.1.4. Best Practices: Context Sensitive Solutions (CSS) .....................................15 
2.1.5. Best Practices: Placemaking ........................................................................17 
2.2. Applying Street Design Best Practices & Lessons Learned to a 3-Components 
framework. .....................................................................................................................19 
2.2.1 Sources and logic for the 3-Component street design framework ..............20 
2.2.2. Roadway Components: Elements related to the vehicular surface area. .....22 
2.2.3. Sidewalk Component: Elements related to the pedestrian surface area ......24 
2.2.4. Building/Frontage Component: Elements related to the private surface. ...26 
2.3. Literature Review Summary: Rural Small-Town Main Street Design ...............28 
2.3.2  Literature Review Street Design Program Objectives. ..............................30 
Chapter 3:  Case Study Design ................................................................................................... 31 
3.1. Project Design:  Process Introduction .................................................................31 
3.2 Site Selection ......................................................................................................31 
3.2.1.  The Inspiration: NMSC Main Street Approach ..........................................31 
3.2.2.   Examples of MD & MN communities participating in NMSC?s program. 33 
3.2.3.   Sleepy Eye Minnesota as Case Study Design .............................................33 
3.3 Abiotic, Biotic, and Cultural Site Inventory and Analysis .................................35 
3.3.1  Site Inventory ? Abiotic and Biotic .............................................................37 
3.3.1  Site Inventory ? Cultural: Land Use ............................................................40 
3.3.2  Site Inventory ? Cultural: Demographics and Stakeholders. ......................41 
3.3.3  Site Inventory ? Cultural: Context and Historic Imagery/Photos. ..............45 
3.3.4  Site Inventory: Visual-Photometric Views. .................................................47 
3.4. Site Design Program: Projected Users and Objectives. ......................................47 
3.4.1  Projected Users/Usage. ................................................................................48 
3.4.2  Proposed Sleepy Eye Site Design Program Objectives. ..............................49 
3.5 Process Sketches and Concept Diagrams. ..........................................................52 
3.5.1  Functional Diagrams. ..................................................................................52 
3.5.2  Concept Diagrams .......................................................................................53 
3.6. Street-3 Component Visual Examples, Existing Conditions, Issues ..................56 
3.6.1. Roadway Components Visual Examples, Existing Conditions, Issues .......56 
iv 
 
 
3.6.2. Sidewalk Component Visual Examples, Existing Conditions, Issues .........58 
3.6.3. Building Components Visual Examples, Existing Conditions, Issues ........60 
3.7. Proposed Site Master Plan: Roadway/Sidewalk/Building Elements ..................62 
3.7.1. The site Master Plan design: Applying concept diagram ideas to site plan 62 
3.7.2. Elements and features as illustrated in Master Plan Legend .......................65 
3.7.3. Pocket park area usage ................................................................................66 
3.7.4. Bicycle lanes, trails, racks, and rental element ............................................66 
3.7.5. Green Street elements ..................................................................................67 
3.7.6. Pedestrian crossing signals, street, and sidewalk amenities ........................68 
3.7.7. Building frontages/fa?ade: historical, economic, cultural considerations ...68 
3.8  Main Street Current and Proposed Dimension Allotment ..................................69 
3.8.1  Current main street dimension usage: roadway and sidewalk ....................69 
3.8.2  Proposed dimension usage: Roadway, Sidewalk ........................................70 
3.9. Master Plan Focus Area and Section-Elevation Views ......................................72 
3.9.1. Master Plan Focus Area: Extensively Upgraded Intersection .....................72 
3.9.2. Section Elevation View ...............................................................................75 
3.10. Site Plan Details: Perspective Views of Intersections ........................................76 
3.10.1. Perspective 1: Moderate Upgrade - SE Corner of Main and 2nd Ave W ...76 
3.10.2. Perspective 2: Extensive Upgrade - SW Corner of Main and 1st Ave ........80 
3.11. Additional Perspectives of Main Street ? A Design with Less Complicated 
Median Strip...................................................................................................................81 
Chapter 4:  Summary,  Limitations, and Conclusion ............................................................... 85 
4.1. Overview of Thesis Goal and Objectives ...........................................................85 
4.2. Summary .............................................................................................................85 
4.3 Limitations ..........................................................................................................90 
4.4. Conclusion ..........................................................................................................92 
Appendices  ................................................................................................................................... 94 
References ................................................................................................................................... 105 
  
v 
 
 
List of Tables 
Table 2.1  The Ten Policy Elements of Complete Streets ......................................................... 12 
Table 2.2  Green Street design elements and principles ........................................................... 14 
Table 2.3   CSS Design Principles ............................................................................................... 17 
Table 2.4   Eleven Placemaking design principles ..................................................................... 18 
Table 2.5  Eight principles that apply to streets as quality places. .......................................... 19 
Table 2.6  Hierarchy of  Rodeway Design Elements ................................................................. 23 
Table 2.7  Hierarchy of  Sideway Design Elements .................................................................. 25 
Table 2.8  Hierarchy of  Building/Frontage Design Elements ................................................. 27 
Table 2.9  Summarized principles of street design programs from Literature Review. ....... 29 
Table 2.10 Street design objectives derived from Literature Review design principles ........ 30 
Table 3.1  Town Charette-Generated Main Street Design Improvements ............................. 45 
Table 3.2  Case Study Site Stakeholder/User Group Parameters ........................................... 48 
Table 3.3  Roadway Component Existing Conditions, Issues .................................................. 57 
Table 3.4  Roadway Component Design Proposals ................................................................... 58 
Table 3.5  Sidewalk Component Existing Conditions, Issues................................................... 59 
Table 3.6  Sidewalk Component Design Proposals ................................................................... 60 
Table 3.7  Building Component Existing Conditions, Issues ................................................... 61 
Table 3.8  Building/Facade Component Design Proposals ....................................................... 62 
Table 3.9 Street Design Program Versus Site Design Elements .............................................. 64 
Table 3.10  Design Elements for Extensively Upgraded Intersection ..................................... 74 
Table 4.1  Key Site Design Elements .......................................................................................... 88 
 
  
vi 
 
 
List of Figures 
 
Figure 1.1. Census Portrayal: Shift in US Population from Rural to Urban ........................... 4 
Figure 1.2. Census Portrayal: Shift in US Population from Rural to Urban ........................... 5 
Figure 1.3.  U.S. Counties By % Rural ........................................................................................ 5 
Figure 1.4. Urban Clusters in Minority ....................................................................................... 5 
Figure 1.5. Rural Counties Widespread....................................................................................... 6 
Figure 1.6. Rural Sates Predominate ........................................................................................... 6 
Figure 2.1. MSA Transformation Strategy .................................................................................. 9 
Figure 2.2. MSA 4-Point Approach ............................................................................................ 10 
Figure 2.3 SGA and NCSC Programs ........................................................................................ 11 
Figure 2.4. EPA Logo and Green Streets Report Graphic ....................................................... 13 
Figure 2.5 Graphic representation of CSS Collaboration ........................................................ 16 
Figure 2.6. PPS Great Place graphic. ......................................................................................... 18 
Figure 2.7. Three-Component Framework View of a Street Design ....................................... 20 
Figure 2.8. Overview of  Three Component Framework Street Design Elements ................. 22 
Figure 2.9.  Roadway Components: Design Elements .............................................................. 24 
Figure 2.10. Sidewalk Component: Design Elements ............................................................... 26 
Figure 2.11. Building/Frontage Component: Design Elements ............................................... 28 
Figure 2.12. Thesis Design Approach derived from Literature Review Research ................. 30 
Figure 3.1. Preliminary to Site Selection: Maryland and Minnesota Main Streets. .............. 32 
Figure 3.2.  Representative Minnesota and Maryland Main Street Program Communities 33 
Figure 3.3.  Location and Regional Context of Sleepy Eye, Minnesota .................................. 34 
Figure 3.4.  Present-Day Sleepy Eye Minnesota Main Street- East looking West ................. 35 
Figure 3.5. Local Context: Main Street Sleepy Eye Area ......................................................... 37 
Figure 3.6.  Site Inventory: Abiotic ............................................................................................ 38 
Figure 3.7.  Site Inventory: Abiotic and Biotic - Watersheds .................................................. 39 
Figure 3.8. Site Inventory: Abiotic and Biotic - Climate .......................................................... 40 
Figure 3.9.  Site Inventory: Cultural - Land Use ...................................................................... 41 
Figure 3.10.  Site Inventory: Cultural - Census Data: Household Statistics........................... 43 
Figure 3.11.  Site Inventory: Cultural - Census Data: Income Distribution........................... 44 
Figure 3.12.  Site Inventory: Context, Cultural and Historical ............................................... 46 
Figure 3.13. Site Inventory: Visual-Photometric Views ........................................................... 47 
Figure 3.14. Site Design Program: Projected Users/Usage ...................................................... 49 
Figure 3.15. Proposed Three-Component Framework Design Elements for Sleepy Eye ...... 52 
Figure 3.16. Functional Diagram-Main Street .......................................................................... 53 
Figure 3.17. Concept Diagram: Zoning Usage .......................................................................... 54 
Figure 3.18. Concept Diagram: Multi-Modal Usage ................................................................ 55 
Figure 3.19. Concept Diagram: Project Site with Three-Component Framework ................ 55 
Figure 3.20. Roadway Components Visual Examples .............................................................. 57 
Figure 3.21. Sidewalk Components Visual Examples ............................................................... 59 
Figure 3.22. Building Components Visual Examples ................................................................ 61 
Figure 3.23. Site Master Plan Design .............................................. Error! Bookmark not defined. 
Figure 3.24. Sleepy Eye Site: Existing Dimension - Roadway, Sidewalk ................................ 70 
Figure 3.25. Sleepy Eye Site: Proposed Dimension Usage - Roadway, Sidewalk ................... 72 
Figure 3.26. Master Plan Focus Area: Extensively Upgraded Intersection ............................ 73 
Figure 3.27. Section Elevation View 1st Street and Main Street ............................................. 75 
Figure 3.28. Perspective 1 Moderately Upgraded Intersection................................................ 78 
Figure 3.29. Perspective 2 Extensively Upgraded Intersection ................................................ 80 
vii 
 
 
Figure 3.30. Main Street from West Gateway looking East ..................................................... 82 
Figure 3.31. Existing Main Street from west Gateway area looking East .............................. 82 
Figure 3.32. Eastern end of Main Street looking West ............................................................. 83 
Figure 3.33. Existing eastern end of Main Street looking West ............................................... 84 
 
 
 
 
 
viii 
 
 
List of Abbreviations  
AASHTO  American Association of State Highway and Transportation 
Officials 
ADA Americans with Disabilities Act 
ADT Average Daily Traffic (Vehicular) 
CS Complete streets 
CSS Context Sensitive Solutions - FHWA and DOTs, etc. 
DOT Department of Transportation 
EPA Environmental Protection Agency 
FHWA Federal Highway Administration 
GS Green Streets (EPA), Livable or Sustainable streets  
ITE Institute of Transportation Engineers 
LAB League of American Bicyclists 
LOS Level of Service 
MSA Main Street Approach 
NACTO National Association of City Transportation Officials 
NCSC National Complete Streets Coalition 
NHTSA National Highway Traffic Safety Administration 
NMSC National Main Street Center (Historic Trust Foundation) _ 
NMSC National Main Street Center 
NSCEP National Service Center for Environmental Publications 
PPS Project for Public Spaces 
ROW Right of Way 
SGA CS Smart Growth America - Complete Streets 
TCF Three Component Framework 
TRB Transportation Research Board 
TWLTL Two Way Left Turn Lane (roadway vehicular configuration) 
WEF Water Environment Federation (EPA) 
 
 
ix 
 
 
Chapter 1:  Introduction 
1.1 Purpose and Objective 
The thesis is organized into four chapters: The first Chapter provides an introduction, and 
Chapter 2: Literature Review provides an overview and summary of the relevant 
information in selected programs that are relevant to current street design practices and 
standards.  Chapter 3: Project Design provides the framework, design, and details of the 
proposed project work as the result of the application of a design framework. Chapter 4: 
Summary and Conclusion provides a review of the objectives of the thesis, a conclusion 
discussing the site design proposal based on the research from the literature review and 
case study design, and provides an overall summary of the thesis. 
 
This thesis suggests that Complete Streets principles, and other related current street 
design principles and best practices can complement the National Main Street Center?s 
(NMSC) design approach for use in rural small towns.  The addition of these principles 
would strengthen the design component for the NMSC?s Main Street approach.  While 
current street design guidelines and best practices represent safety, environmental, 
mobility, and multi-user design improvements,  they do not always directly align with the 
historical authenticity of a rural small town.  The strong involvement of a community in a 
design process will result in a balance of contemporary design, including green and 
sustainability features, and the community?s desire to honor its cultural and historical 
heritage.   
 
Since the scope of current street design guidelines, principles, and best practices is so 
1 
 
 
broad, targeting here the key principles used in several national and global street design 
programs provides a manageable starting point for rural small-town Main Street design 
improvements. The resultant design proposals, using a 3-component street design 
framework, can be scalable in both cost and implementation to accommodate the needs 
and the means of rural small towns. These design principles are useful even in the 
frequent situation where those small-town Man Streets also serve as trunk highways or 
regional commercial thoroughfares.   
 
Small towns in rural America have suffered from a similar plight that has hit small cities 
and towns nationwide.  In addition to community-specific handicaps to growth, a variety 
of nationwide social and economic changes have lessened the viability of their ?Main 
Street?. The types of businesses found on America?s main streets have been in constant 
flux since the development of the first cities in the United States.  Profound changes 
during the 20th Century have sounded the death knell for a large portion of the small, 
unique commercial districts that those small-town main streets originally relied upon. The 
interstate and local highway systems have changed the way Americans live and work, 
and land-use regulations often failed to recognize the value of mixed-use commercial-
residential structures in small-town centers and main streets. The almost ten-fold 
explosion of retail space between 1960 and 2000 flooded the market with more 
commercial space than small-town spending habits could support. ?Big Box? retailers, 
internet commerce, and the ?Lifestyle Centers? of the New Urbanist also provided 
overwhelming challenges to the smaller independent businesses who were unable to hold 
their own against this competition (United States Census Bureau, 2016; Dono and 
Glisson, 2009; Craycroft, 1982). 
2 
 
 
 
Current urban planning thought suggests the need for a re-valuation of the cost-benefits 
of the trends favoring urban sprawl previously accepted over the last half-century.  It is 
relevant for this thesis to look closely at the rural-urban demographic trends in America, 
and as such, perhaps reconsider the value of a community Main Streets, not just for their 
historic and social appeal, but also in the role they contribute to the vitality of rural small-
towns and cities and the future of America?s economic and cultural character (Burayidi, 
2018). 
 
The resultant design principles are useful even in the situation where those small-town 
Man Streets also serve the region as trunk highways or commercial thoroughfares. The 
value of integrating the current street design programs and guidelines into a design 
framework that is relevant to rural small-town Main Street design is demonstrated in a 
case study design that provided Main Street elements for the site location of Sleepy Eye, 
Minnesota.  The resultant master plan and focus areas incorporate features that are 
scalable in both cost and implementation to acknowledge the needs and the means of 
rural small towns through phased extensive and moderate upgrade approaches if 
necessary. 
 
1.2 The Continuing Importance of Rural America   
 
The thesis premise revolves around the hypothesis that rural America is still an integral 
part of this nation?s heritage, its critical infrastructure, and its economic engine. With this 
premise, the thesis argues that Main Streets are important in keeping rural towns viable 
3 
 
 
and relevant. Census data illustrates the shift from rural to urban areas from 1910 to 2010 
(Figure 1.1).  Figure 1.1 also illustrates the migration toward urban areas as the 
population has increased over the last century. While the population choosing an urban 
location has expanded five-fold over those choosing rural locations over the last century, 
the rural-based population itself has remained constant, albeit as an ever-shrinking actual 
percentage of the total US population (US Census Bureau, 2016). 
 
 
Figure 1.1. Census Portrayal: Shift in US Population from Rural to Urban 
(US Census Bureau, 2016) 
 
 
While the majority of Americans do not live in ?Rural? areas, the overwhelming 
percentage of land in America is ?rural?, and regardless of the number of persons living 
there, this forms a core part of the cultural identity of Americans as a whole.  While the 
percentage of Americans in urban areas versus rural has shifted dramatically over the last 
century, from roughly 45% urban - 55% rural, to 81% urban ? 19% rural, (an over a 4-to-
1 majority), the size of the rural population has remained relatively constant at around 50-
60 million (Figure 1.2). The urban area population has grown from roughly 50 million to 
over 240 million people (US Census Bureau, 2016). The Census Bureau defines ?Rural? 
4 
 
 
as any population, housing, or territory not in an urban area (Ratcliffe et al, 2016).   
 
Figure 1.2. Census Portrayal: Shift in US Population from Rural to Urban 
(US Census Bureau, 2016) 
 
Figure 1.3 displays the Urban-Rural mix in the United States by county, and by the total 
population.  This displays the number of countries (with their associated rural and total 
population numbers) in the US that are mostly urban (only 11% rural), those that are 
mostly rural (66.9% rural), and those that are completely rural (100%). 
 
 
  
Figure 1.3.  U.S. Counties By % Rural  Figure 1.4. Urban Clusters in Minority 
 
 
 
 
5 
 
 
 
Figure 1.5. Rural Counties Widespread   Figure 1.6. Rural Sates Predominate 
 
(Source: USDA ERS, December 2017) 
 
               
Figure 1.4 ? 1.6 graphically displays the disproportionate Rural over Urban mix by 
showing the US population first by urban clusters (Figure 1.4), then by the mix of 
counties in the U.S. classified as ?rural? (light-colored) versus ?urban? (blue colored) 
(Figure 1.5), and finally by the corresponding state-level representation (Figure 1.6) of 
rural versus urban populations by state, with the darker shades of green indicating more 
rural-centric states (USDA ERS, December 2017). 
 
This shifting balance of rural versus urban population and the corresponding loss in 
significance and stature by many mid-to-small towns and cities helps illustrate why the 
National Trust for Historic Preservation in 1980 established the National Main Street 
Center (NMSC) and the Main Street America program to help communities of all sizes to 
re-vitalize their commercial districts.  As of 2018, there were over 1100 Main Street 
Programs with 39 States participating in state-level coordination programs (Dono & 
Glisson, 2009).  The NMSC?s Main Street Program provided inspiration for this thesis to 
further research how the design principles of landscape architecture could contribute to 
6 
 
 
improved street area design, specifically in the rural small towns.  Section 3.2, Site 
Selection, will illustrate how the Main Street Programs in Maryland and Minnesota 
contributed to the concept of designing rural small-town main streets, and toward the 
selection of Sleepy Eye, Minnesota as the thesis design case study.   
 
 
  
7 
 
 
 
Chapter 2:  Literature Review 
The literature review is organized into three sections.  The first section explores the five 
selected programs related to street design best practices and principles pertinent to rural 
small-town design. The second section discusses a three-component framework (TCF) 
for street design organization that recommends aligning design elements into either 1) 
roadway, 2) sidewalk, or 3) building fa?ade or frontage areas. The third section 
summarizes the principal focus of these five programs and the three-component 
framework. The third section further provides a condensed set of rural small-town main 
street design objectives that will inform the design case study in Chapter 3. 
 
The literature review covers street design guidance and recommendations from experts 
across all levels of government and professional practices such as: 
AASHTO: American Association of State Highway and Transportation Officials 
NACTO: National Association of City Transportation Officials 
EPA: Environmental Protection Agency (Green Streets Programs) 
NMSC: National Main Street Center  
Federal, State, and Municipal Departments of Transportation (DOT) 
FHWA: Federal Highway Administration 
NHTSA: National Highway Traffic Safety Administration 
The National Complete Streets Program 
PPS: Project for Public Spaces 
SGA: Smart Growth America 
Professional articles from across the spectrum of street design, and organizations such as 
AARP, LAB (League of American Bicyclists), and others 
 
2.1. Five Main Programs   
8 
 
 
The five programs explored include 1) the National Main Street Center?s Main Street 
Approach (MSA),  2) the Smart Growth America?s (SGA) Complete Streets (CS) 
program, 3) the Green and Sustainable Streets program under the Environmental 
Protection Agencies? (EPA) umbrella, 4) the Federal Highway Administration?s (FHWA) 
Contextually Sensitive Solutions (CSS), and 5) the concept of Placemaking - most 
associated with the Project for Public Spaces (PPS).   
 
2.1.1. Main Street Approach (MSA): Design Principles Focus 
 
The National Main Street Center was established as a program of the National Trust for 
Historic Preservation in 1980 to help communities of all sizes revitalize their traditional 
and historic commercial districts.  In 2015, the Center launched a new program brand for 
its networks of Main Streets - The Main Street Approach? (MSA) that offered 
community-based revitalization initiatives with a practical, adaptable framework for a 
downtown Transformation Strategy that is easily tailored to local conditions (MSA, 
March 2019; MSA, April 2019).  
 
 
Figure 2.1. MSA Transformation Strategy 
(Source: MSA, March 2019) 
 
 
9 
 
 
The National Main Street Center Program: Design Component of the 4-Point 
Approach  
The MSA Program states that a communities? work of community transformation should 
be organized around a four-point approach: Economic Vitality, Design, Promotion, and 
Organization (Figure 2.1).  The design component of this four-component approach 
(Figure 2.2) is the one that is most relevant to the multi-disciplinary expertise of 
landscape architects and is the aspect of the Main Street America Four Point approach 
that informs this thesis. The MSA Design ?Quadrant? principles are focused on creating 
an inviting, inclusive atmosphere, celebrating historic character, and fostering accessible 
people-centered public spaces (Figure 2.2). 
 
 
Figure 2.2. MSA 4-Point Approach  
(MSA, March 2019)     
 
Design Team make-up recognizes the role of landscape architects. 
The design team in an MSA effort is primarily responsible for implementing all the 
aspects that involve physical and visual components, including items such as building 
rehabilitation, infill development, public spaces, signs, window displays, logos, 
10 
 
 
transportation, and parking (MSA, March 2019).  Design team members might span a 
range of fields including people with expertise in architecture, landscape architecture, 
urban planning, product design, graphics, visual merchandising, historic preservation, and 
civil engineering (Loescher, Lynch & NMSC, 1996). 
Modification to the MSA Design-component Approach 
Design-component MSA documents provide high-level key themes, basic design 
introductions, and advocacy recommendations for non-specific size communities rather 
than more detailed design level specifics. This thesis provides an expanded design 
approach recognizing all the design principles of the MSA ideas, adding in more specific 
street design efforts emerging from reviews of current street design programs? principles 
and best practices, tailored to the need?s rural small-towns. 
 
2.1.2 Complete Streets and associated Best Practice street design principles. 
 
Complete Streets, formalized in 2005, evolved over the years under the Smart Growth 
America (SGA) umbrella and now has a support organization called the National 
Complete Streets Coalition (NCSC). (NCSC, 2018) 
 
 
 
Figure 2.3 SGA and NCSC Programs 
(Source: NCSC, 2018) 
 
 
Complete Streets Concept  
Complete Streets are designed and operated to provide safe, convenient access and 
mobility for all roadway users, regardless of age, ability, or mode of transportation.  This 
11 
 
 
includes pedestrians, cyclists, transit users, motorists, emergency responders, and 
commercial users.  Complete Streets principles consider the needs of children, the 
elderly, and persons with disabilities and are intended to be used in a manner that is 
sensitive to the local context recognizing the needs that vary in urban, suburban, and rural 
settings (NCSC, 2018; Porter, 2016; McCann, 2010). 
 
The National Complete Streets Coalition was founded in 2005 by a coalition of advocacy 
and trade groups, including AARP, the American Planning Association, and the 
American Society of Landscape Architects. It now also includes partners such as 
America Walks, American Public Health Association, American Public Transportation 
Association, Association of Pedestrian and Bicycle Professionals, Institute of 
Transportation Engineers, National Association of City Transportation Officials, and the 
Smart Growth America.  As of 2017, over 1325 agencies at the local, regional, and state 
levels have adopted Complete Streets policies, totaling more than 1400 policies 
nationwide (NCSC, 2018).   Table 2.1 lists the ten policy elements of Complete Streets 
(NCSC, 2017). 
 
Table 2.1  The Ten Policy Elements of Complete Streets  
Vision: A motivating vision for why the community wants Complete Streets 
All users and modes: Specify ?all modes? (walking, bicycling, public transit, all other 
vehicular), and ?all users? (all ages and abilities) 
All projects and phases: All types of transportation projects are subject to the policy; proposed, 
new, and existing 
Clear, accountable exceptions: Any exceptions to the policy are specified and approved by a 
high-level official 
Network: Recognizes the need to create a comprehensive, integrated, and connected network 
for all modes  
Jurisdiction: All other agencies that govern transportation activities understand and are 
involved in the policy 
12 
 
 
Design: Recommends use of the latest and best design criteria and guidelines, and the need for 
flexibility for user needs 
Context sensitivity: The current and planned context?buildings, land use, transportation, and 
community needs?is considered when planning and designing transportation solutions 
Performance measures: Policy includes performance standards with measurable outcomes 
Implementation steps: Specific next steps for implementing the policy are described 
 
2.1.3. Best Practices: Green Streets Concept 
 
One of the related best-practice street design principles that have evolved into a specific 
approach with guidelines and principles is the concept of Green Streets.  Green streets 
should both meet transportation needs and apply environmental stewardship to improve 
the natural, built, and social environments (EPA, May 2019).  They are also referred to in 
street design literature and practice as Livable Streets or Sustainable Streets.   
 
 
 
Figure 2.4. EPA Logo and Green Streets Report Graphic 
(Source: EPA, May 2019) 
 
 
The Green Street design principles target several goals (EPA NSCEP, 2009): 
Reduces storm water flow, improves water quality, reduces urban heating, enhances 
pedestrian safety, reduces carbon footprints, and beautifies neighborhoods 
Includes noise abatement, air and light pollution, and lighting energy-efficiency 
Street landscaping is incorporated, and sustainability via materials and 
13 
 
 
rehabilitation/restoration employed, all hopefully also contributing to beautifying 
neighborhoods 
Transforms streets from significant storm water and pollutant source into innovative 
treatment systems optimizing transportation and water infrastructure 
 
In 2002, the Federal Highway Administration (FHWA) named environmental 
stewardship and streamlining one of three ?vital few? goals.  The Green Highways 
concept was then initiated by Region 3 of the Environmental Protection Agency (EPA) in 
2005 and produced the Green Highway Partnership in June of 2006 involving key EPA 
headquarters programs and the Federal Highway Administration, as well as trade 
organizations, the Transportation Research Board (TRB), the American Association of 
State Highway and Transportation Officials (AASHTO), and private transportation 
consultants.  In October 2010, EPA launched the Green Streets, Green Jobs, Green 
Towns (G3) Initiative to provide support for small to medium-sized communities using 
green infrastructure practices and the Green Streets program. (EPA, April 2019). 
Green Street design elements and principles may include the items listed in Table 2.2 
(NACTO, 2017). 
Table 2.2  Green Street design elements and principles 
 
Storm water Pollutant Measures: Vegetated Swales, Bio retention, Rain Gardens, Controlled 
Drainage  
Permeable Pavement and Pavers, Porous Concrete 
Noise Abatement, Air and Light Pollution and Lighting energy-efficiency 
Heat Island Abatement: Street and Sidewalk surface coloring, Shade from vegetation or 
awnings 
Carbon Emissions: Traffic management, Road Diets, Traffic Calming, Bicycle, and Pedestrian 
designs 
Street Landscaping: Trees, Planters, Light Post Hanging Plants 
Sustainability via local sourced or recycled or reused material, rehabilitation-and-restoration vs 
demolition 
 
14 
 
 
 
2.1.4. Best Practices: Context Sensitive Solutions (CSS) 
 
Contextually Sensitive Solutions (CSS) concept employs a collaborative, 
interdisciplinary approach involving all stakeholders to develop a transportation 
facility/project (FHWA, June 2017). Since there are a great number of expert 
organizations that provide policy and guidance on street design, over the decades, public 
policy objectives dealing with resource preservation and community values have also 
resulted in a range of national and state legislation as well as an array of science or 
operations analysis-based street design recommendations.  As a result, Departments of 
Transportation at all levels often defaulted to adhering to somewhat rigid guidelines 
partly to minimize possible litigation and legal liability issues.  Eventually, practitioners 
realized it was important to consider options to modify those rigid structures of 
guidelines to better fit specific needs and localities.  The following list demonstrates 
some of the governmental and non-governmental organizations that have contributed to 
the subject of street design. 
Federal, State, and Municipal Highway/Street Design Manuals  
Federal Highway Administration-FHWA, 
National Highway Traffic Safety Administration-NTSA 
U.S. Access Board ? ADA: Streets and Sidewalks Guidance 
Environmental Protection Agency-EPA 
State, County, and Municipal Departments of Transportation-DOTs 
 
Industry Design Manuals and References  
American Association of State Highway and Transportation Officials-AASHTO 
National Association of City Transportation Officials-NACTO 
Institute of Transportation Engineers-ITE,  
Transportation Research Board-TRB 
15 
 
 
National Complete Streets Coalition (Smart Growth America) 
 
Context Sensitive Solutions (CSS) is a collaborative, interdisciplinary approach that 
involves all stakeholders to develop a transportation facility/project that fits its physical 
setting and preserves and enhances scenic, aesthetic, historic, and environmental 
resources while improving or maintaining safety, mobility, and infrastructure.  This 
approach seeks to integrate four areas of interest: stakeholders, site context, the shape, 
and preservation of the site where possible, and employ collaboration and consensus in 
all steps (FHWA, June 2017).  Figure 2.5 provides a simplistic graphic representation of 
the approach taken by CSS. 
 
Figure 2.5 Graphic representation of CSS Collaboration 
 (Source: FHWA, June 2017, Graphic by Author) 
 
 
Public policy objectives dealing with cultural resource preservation and community 
values (context-sensitivity) were highlighted in federal legislation such as the Intermodal 
Surface Transportation Efficiency Act (ISTEA) of 1991, the National Highway System 
(NHS) Designation Act of 1995, and the Transportation Equity Act for the 21st Century 
(TEA-21) of 1998 (FHWA, 2019). This legislation demonstrated federal commitments 
toward the preservation of historic, scenic, and cultural resources in the development and 
implementation of transportation projects.  Flexibility in Highway Design was adopted by 
the Federal Highway Administration (FHWA) in their groundbreaking publication 
16 
 
 
(FHWA, June 2017) that demonstrated how agencies could accomplish the objective of 
CSS within accepted design processes and criteria.  The acceptance of CSS 
considerations at the federal level opened the regulatory door for other levels of 
government to work toward better solutions that had been restrained by former guidelines 
( AASHTO, 2004; AASHTO, 2011).  CSS Design Principles are as listed in Table 2.3 
(FHWA, June 2017). 
 
Table 2.3   CSS Design Principles 
 
Seek proactive stakeholder involvement and interdisciplinary teams 
Seek broad public involvement with the full range of communication strategies 
Seek consensus in determining purpose and need 
Address Multi-modal transportation options and alternatives  
Address aesthetic concerns, community, and social issues 
Create streets that are safe, active, accessible, and livable 
Preserve and enhance community and natural environments  
Humanize the street; transform into a destination 
Develop unique, lasting solutions, publicly accepted 
Utilize flexibility and creativity, and a full range of design choices 
Document project decisions, track and meet commitments 
 
 
2.1.5. Best Practices: Placemaking  
 
Placemaking is broadly defined as the planning, design, and management of public 
spaces, and for informal spaces such as the temporary use of street space for events, for 
open streets, or play streets (PPS, 2017). A widely used set of ideas and practices used in 
the design professions, it is also a principle that incorporates the cultural and historical 
preservation placemaking aspects of the Main Street approach that the Main Street 
America program addresses (MSA State of Main, 2019). Much of the literature regarding 
17 
 
 
placemaking is promoted by an organization called the Project for Public Spaces (PPS). 
 
Figure 2.6. PPS Great Place graphic. 
(Source: PPS, 2017) 
  
The placemaking concept originated in the 1960s with writers like Jane Jacobs and 
William H. Whyte. Placemaking addressed ideas about designing cities that addressed 
pedestrians? needs and not just those of cars and expanding car-centric shopping centers 
(Jacobs, 1993; Whyte, 1988).  The term came into use in the 1970s by landscape 
architects, architects, and urban planners to describe the process of creating squares, 
plazas, parks, streets, and waterfronts that will attract people and create a memorable and 
recognizable place.  PPS defines place-making as the planning, design, and management 
of public spaces, and for informal spaces such as temporary use of street space for events, 
for open streets, or play streets, (PPS, 2017).  The eleven Placemaking design principles 
defined by the PPS are listed in Table 2.4 (PPS, 2015).  
 
Table 2.4   Eleven Placemaking design principles  
 
The Community knows best  
Create a place, not just a design 
18 
 
 
Placemaking is a group effort, look for partners 
Make and Act on Observations 
Have a vision 
Requires Patience 
Triangulate: strategic placement of amenities  
Ignore Naysayers 
Form Supports Function,  Integrate them 
Money is not the issue (If networking/team building is done right) 
Placemaking is never finished 
 
 
According to PPS (PPS, 2019),  the eleven design principles for placemaking can be 
translated to streets as places.  Table 2.5 provides the Eight principles that apply to streets 
as quality places. 
 
Table 2.5  Eight principles that apply to streets as quality places. 
Great activities and destinations 
Safe (From crime, vehicle speeds, etc.) 
Inviting and rich in detail  (Landscape, sidewalks, street layout) 
Designed for ?lingering? (Stay, not just go through) 
Interactive and social  (Build a sense of community and attachment) 
Unique  (Identity of its own) 
Accessible (All modes of movement, all ages, ethnicities, and income) 
Flexible (Needs to evolve over time: To the time of day/week, seasonally) 
 
 
2.2. Applying Street Design Best Practices & Lessons Learned to a 3-
Components framework. 
Given the complexities and wide range of approaches that address elements of street 
design the question arises:  How to present this complexity in a format that would be 
understandable and useful to the target audience, someone involved in planning the 
design of a Main Street in their small rural town?   
19 
 
 
 
2.2.1 Sources and logic for the 3-Component street design framework 
An Oregon DOT document references a framework that is utilized in several state-level 
DOT manuals, particularly in those that address a Complete Street approach to street and 
highway design. The Oregon DOT document is titled: Main Street- When a Highway 
Runs Through It ( ODOT TGMP, 1999).  The framework it proposes, adopted here and 
throughout this thesis, addresses street design elements as they align to three component 
areas of a street design: 1) Roadway Components, 2) Sidewalk Components, and 3) 
Building fa?ade or frontage Components (Figure 2.7).  
 
 
Figure 2.7. Three-Component Framework View of a Street Design 
(Source: https://commons.wikimedia.org/wiki/File:M-1_Street_Rendering_12x6.jpg, Modified by Author) 
 
The abbreviated lists of street elements in Figure 2.8 below in red, green, and blue text 
20 
 
 
provide a few examples of the related street design elements as they relate to the Three-
Component Framework (TCF).  The next sections in the thesis will elaborate on the 
broader sets of design elements from research that are commonly associated with each of 
these three components of a TCF and provide some visual examples that serve as 
precedents for the case study design (Gilpin 2015; Goodman 2016; NACTO 2013; NJ 
Penn DOT 2008; FHWA 2010; CA DOT, 2013; CALTRANS, 2010; Gilpin 2015; 
Goodman 2016; NACTO 2013; NJ Penn DOT 2008; FHWA 2010; CA DOT 
2013:Re:Streets 2019; GA DOT 2019; LA CTY 2019; Access Board, 2013; FHWA, 
October 2017). 
 
Cost considerations are a practical issue, especially for small towns, influencing practical 
or phased implementation of design elements. .  Several references exist that help provide 
an introduction to ballpark cost-benefit considerations of design elements  (SGA 2020; 
FHWA 2013; NCSC 2016; Shapard & Cole 2013).  
 
21 
 
 
 
Figure 2.8. Overview of  Three-Component Framework Street Design Elements 
(Source: NACTO, 2013; Modified by Author) 
 
2.2.2. Roadway Components: Elements related to the vehicular surface area. 
Design elements related to the vehicular surface area of a Main Street are ones found in 
multiple sources that are best related to the roadway component of a street design (Gilpin, 
2015; Goodman, 2016; NACTO, 2013; NJ Penn DOT, 2008; FHWA, 2010). The design 
elements under each of these groupings are the ones I have drawn from considering a 
generic Main Street design program for a small rural town. The case study design 
provides more specificity for the selection of the elements that were incorporated into the 
22 
 
 
final design.  A simplified hierarchy of these elements can be made by grouping them 
into the following categories (Table 2.6).  
 
Table 2.6  Hierarchy of  Rodeway Design Elements  
 
Roadway Cross walks / intersections: 
Texture-Physical shaping 
Intersection Markings  
ADA 
Pedestrian protection  
Bicycle protection 
Excess vehicular lane elimination (Road Diet) 
 
Roadway Signage: 
Place signs 
Parking signs   
Informational signage: toilets, etc. 
City Brand for MSA    
Traffic flow signs   
Walking App Signage 
 
Roadway Features:  
Parklettes    
Gateways   
Landscape hardware 
Rain Gardens    
Storm water features 
 
Roadway Surface Configuration: 
Surface material   
Traffic Calming features (speed humps/tables)   
LOS Level of Service  
Speed Management (Chicanes, pinch points)   
Lane width/use  
Parking 
Medians, refuge islands           
Bike lanes   
Markings-striping surface 
Bus Stops    
ADA features   
Utilities 
Side-street access 
 
 
 
 
23 
 
 
 
 
Figure 2.9.  Roadway Components: Design Elements 
(Source:  https://commons.wikimedia.org/wiki) 
 
2.2.3. Sidewalk Component: Elements related to the pedestrian surface area  
Design elements related to the pedestrian surface area of the main street are listed below 
(Table 2.7).   The individual elements under the first three of the sidewalk categories 
below are straightforward, but there are several additional items in the ?Other Functional 
Items? that should be deliberately evaluated for inclusion based on the specific nature of 
the street, its users, and the desired placemaking outcomes.  
 
24 
 
 
Table 2.7  Hierarchy of  Sideway Design Elements  
 
Sidewalk Form: 
ADA curbs/thresholds   
Corner Bump outs 
Material-Textured/painted  
Crossing assists/warnings 
 
Sidewalk Furniture: 
Tables      
Benches, chairs 
Umbrellas ? Canopies   
Shelters 
 
Sidewalk Softscape: 
Street Trees/Shrubs   
Hanging plants  
Planters/Flowerpots 
 
Other Sidewalk Functional Items: 
ATM?s     
Trash cans    
Newspaper boxes 
Parking meters     
Mail USPS boxes  
Bike racks, rental stations 
Fountains/Water Features   
Street Art/Sculptures  
Graffiti Boards 
Bollards     
Hydrants   
Flags 
Signage Informational, Maps   
Signage: Historical, Interpretive 
Banners/Fold-Sandwich Signs   
Merchandise stands 
Street vendor space     
Lampposts pedestrian-scale  
Wi-Fi and Charging Stations 
 
 
 
 
25 
 
 
 
 
Figure 2.10. Sidewalk Component: Design Elements 
(Source: https://commons.wikimedia.org/wiki) 
 
 
2.2.4. Building/Frontage Component: Elements related to the private surface. 
Design elements related to the vertical/private surface area of a Main Street.  
The elements associated with this design component are addressed here, independent for 
the moment, from all the associated ownership, cultural, historical, and commercial 
considerations that will be involved in final design decisions implementing this particular 
aspect of the TCF (Table 2.8).  Rather than showing all the possible individual elements 
in precedent pictures here, Figure 2.11 illustrates examples that incorporate groupings of 
26 
 
 
these elements and the overall picture they can present.   This complex design aspect of 
the Three-Component Framework will usually be more likely influenced by the needs of 
individual property or business owners in combination with guidance or ordinances 
governed by the community planners.  The building frontage is essential to the overall 
street design of the main street.   
 
Table 2.8  Hierarchy of  Building/Frontage Design Elements  
 
 Building Doors/Windows/Facades: 
Doors, ADA Considerations  
Windows and contents  
Display Cases 
Window Treatments   
Facades/Walls    
Public Murals 
Advertising     
Preservation-restoration  
Reconstruction Transoms Fillers (vacancy ?masks?) 
 
Building Signage: 
Canopies-awnings: Flat, Curved, domed   
Signage design: Flush, Blade, etc. 
Shade Protection    
Advertising    
Lighting 
Projecting Signs    
Neon Signs  
 
Vacant Building or Lots: 
Pocket Parks    
Skateboard Park   
Rest/Sitting Areas 
Restrooms     
Visitor Kiosks    
Play Areas 
  
 
27 
 
 
 
Figure 2.11. Building/Frontage Component: Design Elements 
(Source: https://commons.wikimedia.org/wiki) 
 
2.3. Literature Review Summary: Rural Small-Town Main Street 
Design  
A summary of principles and best practices of the street design programs reviewed in the 
literature review is helpful to apply a set of specific design principles to the case study 
design. This section will summarize the information gathered in the literature review by 
condensing them into a set of street design principles to summarize how those programs 
expand on the NMSC?s design approach (Table 2.9).  Those principles then generate a 
28 
 
 
condensed set of eleven street design objectives that can apply more specifically to rural 
small-towns and guide the proposed site design. 
 
Table 2.9  Summarized principles of street design programs from Literature Review. 
 
Use an Expanded Complete Streets design to provide safe, convenient access and mobility for 
all users.    
Design Green Streets elements to align transportation design with environmental stewardship 
elements. 
Apply Context Sensitive Solutions to match regulated design guidelines with site-specific 
needs and requirements. 
Utilize Placemaking practices to incorporate features reflecting cultural, historic, and other 
stakeholder needs.  
Utilize a Three-Component Framework to organize design elements for street design. 
 
The proposed transition from Literature Review findings to proposed design 
methodology, progressing from generic rural small-town design objectives to site-specific 
case study design is outlined in Figure 2.12.  Figure 2.12 illustrates the process developed 
from the research: 1) Going from the high-level aspirations of the Main Street America?s 
Design component, 2) To expanding on the MSA Design Approach by taking the 
Complete Streets Program Principles as well as best practice street design improvements 
across the spectrum of government and industry participants to refine proposals for 
generic rural small-town Main Streets, and then, 3) Applying those design considerations 
to specific design case study site ? Sleepy Eye, MN. 
 
29 
 
 
 
Figure 2.12. Thesis Design Approach derived from Literature Review Research 
(Source: Author) 
 
2.3.2  Literature Review Street Design Program Objectives. 
Literature Review street design principles and best practices are condensed in Table 2.10  
to the design program objectives relevant to the Main Street Design of a small rural town.  
 
Table 2.10 Street design objectives derived from Literature Review design principles  
 
Acknowledge Roadway Classification multi-hierarchy:  Main Street / County-State Road 
(Recognizing that many Main Streets are also commercial arteries) 
Multi-modal:  Vehicular / Bicycle / Pedestrian (access, mobility & safety) 
Complete Street - Green Infrastructure planning and implementation 
Infrastructure and services:  Utilities (including Internet) / Parking / Lighting 
Economy ? Amenity Mix:  City/Town Viability and Design Supportability 
Historical / Cultural / Recreational Contributions 
Placemaking Amenities: Sidewalk and Street Furniture/Elements 
Street Design Investment:  Timeline / Planning / Phasing 
Community Needs: Research values & priorities, vision-direction, plans & strategies, and 
practicalities of implementation. 
Individual Stakeholder Needs: All Users (Residents / Visitors / Customers) 
Economic Vitality:  Balance with likely resultant Commercial / Retail / Residential revenues 
and taxes 
 
 
30 
 
 
Chapter 3:  Case Study Design  
3.1. Project Design:  Process Introduction 
This chapter outlines the process undertaken in the case study which applies information 
from the literature review to the rural small town of Sleepy Eye,  Minnesota.  The process 
was as follows: 
Site Selection:  Candidate site inspiration and drivers 
Site Inventory and Analysis:  Abiotic, Biotic, Cultural, Visual 
Site Design Program: Projected Users and Objectives 
Process Sketches and Concept Diagrams 
Street-Component Precedents and Existing Conditions for Site 
Site Master Plan, Perspective, and Section/Elevation Views 
3.2 Site Selection 
Site selection evolved from a mix of factors. An aspect of the Landscape Architecture 
degree program involves exposure to enhancing City Centers, developing community and 
recreational gateways or entrances, and enhancing access and mobility for all modes of 
transportation.  The work of the National Main Street Center in these areas became 
apparent while developing town center designs.   Due to my life experience with smaller 
rural communities, and the fact that the city centers of many rural small-towns, especially 
in Minnesota and Maryland, were products of collaboration with that program, the main 
street programs of those two states became part of my focus.  This section elaborates on 
the final selection of Sleepy Eye Minnesota as the design case study site for this thesis 
work. 
 
3.2.1.  The Inspiration: NMSC Main Street Approach 
31 
 
 
The National Main Street Center?s efforts became obvious during the last ten to twenty 
years living in Maryland traveling to various communities that have been Main Street 
Maryland sites.  The University of Maryland?s Urban Planning program, and the 
Landscape Architecture program subsequently provided an academic, and a design 
appreciation for the complexities of revitalizing town centers and street areas.  
Additionally, trips back to Minnesota over the last 4 years made me realize many of the 
unique communities back there were also involved in the National Main Street Center?s 
Main Street Approach (MSA) program (MSA, 2017).  Research into the history, 
evolution, and execution of the NMSC program made the choice of a site in either 
Maryland or Minnesota practical and a personal challenge (Smith K., 2005; Smith C., 
2002; Walker, 2008).   Figure 3.1 provides a view of a few existing communities in 
Maryland and Minnesota that are associated with the MSA?s Main Street efforts. 
 
 
Figure 3.1. Preliminary to Site Selection: Maryland and Minnesota Main Streets. 
32 
 
 
(Source: MD HCD 2018, PAM 2018) 
 
3.2.2.   Examples of MD & MN communities participating in NMSC?s program.  
Three examples from both Minnesota and Maryland were documented in the design 
process as representative of existing rural small-town communities that use the Main 
Street America approach. These six examples demonstrate varying degrees of the street 
designs related to the MSA 4-Point Approach.   
 
 
 
Figure 3.2.  Representative Minnesota and Maryland Main Street Program Communities 
(Source: Google Street View) 
 
3.2.3.   Sleepy Eye Minnesota as Case Study Design 
Sleepy Eye,  Minnesota is representative of the rural small-towns of interest and was 
selected as the case study design for this thesis.  Sleepy Eye is located mid-way across 
southern Minnesota and is 45 miles north of Interstate 90 and  85  miles southwest of 
Minneapolis Minnesota (Figure 3.3).  
33 
 
 
 
Figure 3.3.  Location and Regional Context of Sleepy Eye, Minnesota 
(Source: Author modified Google Earth) 
 
There were several reasons why Sleepy Eye,  Minnesota was selected as the case study 
design site rather than a community closer by in Maryland. Sleepy Eye,  Minnesota is 
representative of the rural small towns in Minnesota.  In addition to the multi-decade 
familiarity I have with Sleepy Eye having been raised there, I have recently built working 
relationships there with city leaders as a result of research done there for UMD course 
projects.  In the routine trips back to Sleepy Eye and the Southern Minnesota area over 
the last 10-15 years, I have discovered that the community itself has an emerging drive 
for revitalization that also is starting to leverage the Minnesota affiliate of the NMSC 
34 
 
 
through the Preservation Alliance of Minnesota (PAM) program.  In contrast to the six 
selected examples, present-day Sleepy Eye,  Minnesota?s four-block Main Street area 
does not have a significant number of trees that contribute to the visual character of the 
town (Figure 3.4). Sleepy Eye provides an appropriate case study in which the 
application of green street principles to create design proposals would complement the 
overall quality of life and contribute to the current revitalization goals of the citizens of 
Sleepy Eye.   The existence of a wide main street and sidewalks lends themselves to 
many of the best practice improvements called for in the street design.  The building 
frontages are representative of many rural small towns in America and are relatively 
intact and well maintained. 
 
 
Figure 3.4.  Present-Day Sleepy Eye Minnesota Main Street- East looking West 
(Source: Author photo) 
 
3.3 Abiotic, Biotic, and Cultural Site Inventory and Analysis  
Several of the street design programs, (primarily NMSC?s Main Street America, and in 
35 
 
 
the principles of Placemaking), emphasize that revitalizing a main street is part of a 
complex effort that ties the social, economic, and cultural aspects of a community to the 
changes necessary to make them successful.  In this regard, the site inventory in the case 
of a town center to be represented by a proposed main street design must not only 
acknowledge the abiotic and biotic aspects of the site inventory.  The site inventory must 
also investigate the cultural and existing visual or photometric aspects of the site 
inventory and analysis that are critical to defining the users, usage, and design objectives 
that the case study design will encompass.  
 
Abiotic,  biotic, and cultural patterns were documented at a variety of scales to 
understand the case study site and the overall broader context.  Broad street and road 
patterns, overall slope and topography, and zoning were documented for the Sleepy Eye 
area.  For the design case study, a four-block area was selected along an East-West 
transect on Main Street,  Sleepy Eye Minnesota.   The location of the four-block area is 
noted in Figure 3.5. 
 
36 
 
 
 
 
Figure 3.5. Local Context: Main Street Sleepy Eye Area 
(Source: Author enhanced Google Earth overhead view) 
 
3.3.1  Site Inventory ? Abiotic and Biotic  
Topography and geography represent the norm in much of the upper Midwest of flat, 
post-glacial soil farmland. As seen in Figure 3.6  there is only a moderate slope (1% or 
less) across the Sleepy Eye city limits from North to South, with a higher percent north to 
the south slope (approximately 2.5 %) for a block on either side going the length of Main 
Street.  Other than for stormwater considerations, the topography does not introduce 
significant design considerations. 
37 
 
 
 
 
Figure 3.6.  Site Inventory: Abiotic  
(Source: http://arcgis.dnr.state.mn.us/maps/mntopo/) 
 
 
In the Biotic context (Figure 3.7) for Sleepy eye, as in most of Minnesota, water and 
watersheds are everything.  The hydrological environment provides a context in the form 
of commercial, tourist, and cultural drivers for Southern Minnesota (MN DNR, 2013). 
These factors help shape economic drivers,  ?local branding?, and define the character of 
the various regions and rural small-towns in Minnesota ?Land of 10,000 Lakes?. The 
strong agricultural roots in mid and southern Minnesota from the lakes, river basins, and 
watersheds structure are as much a part of the tourism base as they are the economic base 
of the cities and small towns.  
38 
 
 
 
 
Figure 3.7.  Site Inventory: Abiotic and Biotic - Watersheds 
(Source https://www.dnr.state.mn.us/watersheds/map.html, https://mrbdc.mnsu.edu/mnnutrients/watersheds/cottonwood-
river-watershed) 
 
 
The climate in Minnesota, with its sharply defined annual seasons, is a pivotal 
consideration in most all aspects of life, more specifically also shapes the use of Green 
and Sustainable Street elements.  Figure 3.8 illustrates rainfall, sunlight, and wind 
direction/speed considerations that demonstrate the cold, dry nature of the Southern 
Minnesota winters, and the wet and warm, if somewhat abbreviated nature of the late 
spring, summer, and early fall growing seasons.  These climate factors are also important 
to the commercial and recreational use by all stakeholders of a rural small-town main 
street, as well as the design aspects of any soft landscape elements and storm water 
treatment considerations.  Soft landscape elements must be chosen to survive long, cold, 
dry winter months and street design must consider any street surface protrusions during 
routine snow removal operations. 
 
39 
 
 
 
 
Figure 3.8. Site Inventory: Abiotic and Biotic - Climate 
(Source: http://windhistory.com/station.html?KULM,  https://weatherspark.com/y/9926/Average-Weather-in-New-Ulm-
Minnesota-United-States-Year-Round) 
 
 
3.3.1  Site Inventory ? Cultural: Land Use   
Zoning/land use and circulation reflect a common small-town pattern ? a mixed-use 
traditional-style main street also serving as an arterial highway surrounded by grid layout 
city-wide streets (Figure 3.9).  The three North-South streets in red are the main cross-
roads that form the three central intersections of the case study site.  As in many rural 
small towns, there is also a set of railroad tracks that serve the region, sufficiently offset 
40 
 
 
from the main street (by a block to a block and a half to the north) in this case to preclude 
posing an impact on the design. 
 
 
 
Figure 3.9.  Site Inventory: Cultural - Land Use 
(Source: https://www.co.brown.mn.us/images/Department/Maps/zonemap2.pdf, Google Maps modified by Author) 
 
3.3.2  Site Inventory ? Cultural: Demographics and Stakeholders.   
Site Inventory and analysis related to demographics and stakeholders? desires provided a 
useful cross-section of the factors contributing to the makeup of this rural small-town.  Of 
note, the town has done work within the last couple of years to reinvigorate efforts to 
revitalize the visual and economic aspects of the main street area of town as well as 
actions to implement broader improvements across the towns? recreational, educational, 
and business areas.  The city leaders have gathered valuable input on stakeholder needs 
and desires by charettes, and regular meetings of the City Council, the Chamber of 
Commerce, a Downtown Revitalization Committee, and a Chamber of Commerce-
sponsored group of motivated business members and citizens called the Young 
Professionals.  As part of the Cultural analysis, several years? worth of meeting minutes 
41 
 
 
and records have been reviewed for the town?s City Council, the Economic Development 
Authority, and the Downtown Revitalization Committee in addition to personal 
interviews as mentioned later in Section 3.4 of this thesis.  These insights, along with the 
demographic and census related data presented here, informal results from a town 
visioning charettes (July 2018) and informal interviews have all helped define the site 
design objectives, and the design programs? ?representative users? that helped guide the 
nature of the design proposal for this site. 
Demographics and Census Data 
Conclusions drawn from demographic and census data for the town of Sleepy Eye are 
shown compared to the values for the state of Minnesota to keep the analysis relevant to 
the region in which Sleepy Eye competes as a population center.  The median resident 
age in Sleepy Eye is 37.9 years and closely matches that of Minnesota?s median age of 
38.0 years (Figure 3.10).  Sleepy Eye?s median household income is significantly lower 
than the state?s median household income (by roughly 28%), and over the period from 
2000-2016, that gap widened compared to Minnesota as a whole by another 10%.  This 
disparity in median household income is perhaps mitigated for some by at least a 
significantly lower cost of home ownership in the community.  The demographics show 
an increase in the population diversity over 10 years for Sleepy Eye, and a comparison to 
county data shows that Sleepy Eye has a five times larger percent Hispanic population 
than the county as a whole.  Anecdotal discussions and informal interviews over the years 
indicate this diversity is viewed as a positive factor by city leaders and most of the 
population.  There is a sense of mutual pride in the diversity of the town and its school 
systems. Income distribution by total population is bimodal with peaks in 30K and 100K 
42 
 
 
in Sleepy Eye (Figure 3.11). 
 
 
 
Figure 3.10.  Site Inventory: Cultural - Census Data: Household Statistics 
(Source: http://www.city-data.com/city/Sleepy-Eye-Minnesota.html) 
 
 
43 
 
 
 
Figure 3.11.  Site Inventory: Cultural - Census Data: Income Distribution 
(Data Source: http://www.city-data.com/city/Sleepy-Eye-Minnesota.html) 
 
Sleepy Eye: Design Consideration Extracts from Town-Generated Visioning 
Charrettes  
The Director of the Sleepy Eye?s Chamber of Commerce provided summaries of 
charrette results from two meetings that town members held concerning their vision for 
Sleepy Eye. One was from a downtown revisioning meeting by a group called the Sleepy 
Eye Young Professionals, sponsored by the Chamber of Commerce in May of 2018. The 
second set of charette notes were from a town visioning session sponsored by the 
Economic Development Authority (EDA) for Sleepy Eye.  This second charette in July of 
2018 followed a three-day consulting visit by Ron Drake, an author whose profession is 
44 
 
 
the make-over of towns and communities (Drake, 2013).  The items listed in Table 3.1 
are the items from the charette summaries that are relevant to the street design proposal 
for the case study site  (Sleepy Eye, 2018; Sleepy Eye, November 2020; Sleepy Eye,  
December 2020). 
 
Table 3.1  Town Charette-Generated Main Street Design Improvements 
 
Streets: Large-marked crossings, Green and Sustainability considerations, vehicle-slowing 
designs, street as a destination, designs for potential alternative street uses (Festival, Dances, 
Fairs), well-marked parking 
Sidewalk: Bicycle stands/rental racks, Sidewalk furniture/seating, Maps/Information, ADA 
friendly, Pocket Libraries, shade/greenery 
Buildings-Facades: Vacant facades utilized, Residence-friendly entrances, Mixed-use fronts, 
Pop-up store fronts, Historical preservation, and restoration 
Signage: Off-Street Parking, Marked-short term parking, Vibrant pedestrian markings, Traffic 
control guidance, Town- ?brand? and heritage signage 
5.   Pocket Park & City entrance/Gateway: Farmer?s market, Movies, Music, Art, Food-
Beverage-Popcorn truck, improve the landscaping at entrance/gateway 
 
3.3.3  Site Inventory ? Cultural: Context and Historic Imagery/Photos.   
The documentation of cultural aspects of the site including its history helps portrays some 
of the cultural and historical flavors that most small towns have in one way or another 
that make them unique, a flavor that often forms the basis for some beneficial ?name-
branding? and placemaking that can be incorporated into the design.  The literature 
review provides several strong arguments for the value of establishing a desired character 
for a place. This concept is sometimes referred to as place or name branding for 
marketing purposes (Nichols, Jackson, & NMSC 2004; Place Branding 2019; NMSC 
2018; Preservation Green Lab 2016).  
 
The aerial views in Figure 3.12 provide some regional context and a view of the 
45 
 
 
progression from old platted-surveyed farmland into what became a booming regional 
agricultural center in the early 19th century.  Sleepy Eye evolved into a normal rural 
Minnesota small-town over the latter part of the 19th Century and joined many small 
towns in the Midwest whose economic fate rested on the evolving viability of prevailing 
agricultural fortunes and medium-sized industries that may have been present.    The 
center column of photos shows the historical heritage of the town?s Sioux Indian Chief 
namesake, the legacy of its trademark grain mill, and the lake that forms the hub of its 
current recreational and tourism draw.  The timestamped Main Street photos show the 
commercial progression of its main street, similar to what you would see across our 
county in many of the small towns that were at the crossroads of economic, recreational, 
and commercial roadways and railways. (MN DOT April 2019) 
 
 
 
Figure 3.12.  Site Inventory: Context, Cultural and Historical 
46 
 
 
(Sources: As annotated individually) 
  
3.3.4  Site Inventory: Visual-Photometric Views.   
This set of photometric views in Figure 3.13 surround overhead imagery of the 1500-
foot, four-block-long section of the downtown area that most clearly comprises a main 
Street for the site.   The color-coded collages show unobstructed views of each of the 
buildings and lots along this main street taken during several site visits.   These views of 
each building and frontage were then cleaned up, restored as necessary, and modified 
with photoshop to present a consistent set of building fa?ade images. 
 
 
Figure 3.13. Site Inventory: Visual-Photometric Views 
(Source: Author photos & Google Earth Overhead View) 
 
3.4. Site Design Program: Projected Users and Objectives.   
47 
 
 
In order to ensure the designed Main Street incorporates design elements that are 
appropriate to the needs of the stakeholders, it was necessary to envision the range of 
users and objectives that the design needs to accommodate.  A summary of the Main 
Street design objectives for rural small towns from the literature review is also presented.  
Some user parameters were drawn from the literature review census demographics of the 
community, insights into the vision and mission of the town from community-run 
charettes, review of several years? worth of city management meeting minutes, and 
interviews over half a dozen site visits and numerous phone calls or person-to-person 
interviews with city management staff, chamber of commerce staff, and numerous 
individual residents and business owners.   
3.4.1  Projected Users/Usage.  
The following factors in Table 3.2 capture the user groups and relevant stakeholder 
parameters that this case study site's main street design should accommodate.   
 
Table 3.2  Case Study Site Stakeholder/User Group Parameters  
 
Singles, Couples, Families  
Elder, Middle-aged, Youth 
Retired, High/low salary workers  
Business owners, patrons 
Residents, Visitors, Tourists  
Urban and Rural Expectations 
Racial, Ethnic, Cultural Diversity 
Active lifestyle, ADA friendly 
Type of visit: drop-in, shopping, workplace, etc. 
Periodicity: Quarterly/infrequent, Weekly, Daily, etc. 
Accommodations should be considered to support current or possible special events: Festivals, 
Commercial events, Street Events/Parades, etc. 
 
48 
 
 
Figure 3.14 provides several sets of user groups that were generated to help visualize the 
design needs and elements that were considered for the case study site in Sleepy Eye.  
One of the towns biggest community events ?Corn Days? was also analyzed since it 
poses the greatest range of annual requirements on the Main Street area with a main street 
parade, sidewalk dining and shopping, and an evening street dance on 1st Avenue South, 
a side street right off Main.   
 
 
Figure 3.14. Site Design Program: Projected Users/Usage 
(Source: Author and http://sleepyeyechamber.chambermaster.com/events/calendar/) 
 
3.4.2  Proposed Sleepy Eye Site Design Program Objectives.   
This set of Design Objectives differs from the generic rural small-town objectives laid 
out in the Literature Review section only in that it highlights in the first objective that 
Sleepy Eye is one of those small towns whose main street is also a major US commercial 
49 
 
 
artery.  (East-West U.S. Route 14, one of the original United States highways of 1926 
with a length of 1,398 miles.  It runs roughly parallel to Interstate 90 with its eastern 
terminus in Chicago, Illinois, and its western terminus at the east entrance of Yellowstone 
National Park in Wyoming.)  Several State DOT references elaborate on necessary 
considerations in the cases where Main Street is also a state or national highway (MD 
DOT SHA 2001; ODOT TGMP 1999; Ohlms, Roy & VDOT 2016; WA DOT 2009; WA 
DOT 2019; MI DOT 2016; CALTRANS 2012).  In these cases, in particular, 
coordination with governmental Departments of Transportation is also critical since there 
will be many areas where competing interests such as mobility and access by all users are 
influenced by external actors and factors, and extensive collaboration is necessary to 
ensure long term plans are coordinated at all levels.   
 
The Main Street design objectives derived from the Literature Review are aligned here 
roughly with the Street Design programs that they most closely exemplify. 
 
Complete Streets related 
 
1. Acknowledge Roadway Classification multi-hierarchy:  Note that Main Street in 
Sleepy Eye is also a regional highway. 
2. Reflect Multi-modal usage:  Vehicular / Bicycle / Pedestrian loading & safety. 
Green Streets related 
 
3.  Green Infrastructure planning: Stormwater, softscape, sustainability, pollutions 
 
Placemaking related 
 
4.  Placemaking considerations: Amenities-Sidewalk and Street Furniture, Building 
Frontages, Signage, designs for safety and socializing, accessibility. 
5.  Historical / Cultural / Recreational Contribution 
 
50 
 
 
Context Sensitive Solutions related 
 
6.  Reflect Community Needs: Research values & priorities, vision direction, plans & 
strategies. 
7.  Reflect Individual Stakeholder Needs: Residents / Visitors / Customers 
8.  Align with town Economy ? Amenity Mix:  Enhances town Commercial-Retail-
Resident long-term viability and supportability.  
9.  Accommodate current and future infrastructure and services:  Utilities / Parking / 
Lighting/maintenance 
10. Balance Street Design Investment:  Timeline / Costs / Planning / Phasing 
11. Economic Vitality:  Revenue and tax base supported by Main Street design ? 
Commercial / Retail / Residential components 
 
Programming Objectives-to-Design for Sleepy Eye Main Street will then take the design 
program objectives and incorporate the street design elements that are categorized into 
the three-component framework of Roadway / Sidewalk / Building fa?ade.  Rural small-
town three-component design elements summarized from section 2.2 are shown in Figure 
3.15 to illustrate the elements that are specifically relevant to the Sleepy Eye site.  
(Highlighted items are the only ones that do not apply to the Sleepy Eye design). 
 
51 
 
 
 
Figure 3.15. Proposed Three-Component Framework Design Elements for Sleepy Eye 
(Source: Author) 
 
 
3.5 Process Sketches and Concept Diagrams.  
 Using the knowledge from the Literature Review, the site inventory information, as well 
as the site design program objectives and projected users, it was then appropriate to drill 
down on the site itself to establish the process for the design of the site itself.  This 
progression roughly took shape in the process you see here. 
 
3.5.1  Functional Diagrams. 
A visual representation of the functional layout of the city of Sleepy Eye and then the 4-
block area that logically projects itself as the Main Street area (Figure 3.16).  
52 
 
 
 
 
Figure 3.16. Functional Diagram-Main Street 
(Source: Author enhanced Google Earth overhead view) 
 
3.5.2  Concept Diagrams 
Current Use 
A concept view of current use for the four-block main street area is characterized by 
mixed-use arrangements of commercial and retail buildings and three pocket parks 
(Figure 3.17). Two of the pocket parks are located on each end of the study area and one 
is located on the northern side of one of the interior blocks (Figure 3.17) Approximately 
75% of the commercial and retail buildings are two-story retail structures that have 
apartment residential accommodations on the second floor. Some buildings have access 
to Main Street via stairwell doorways and others access back entrance alleyways. 
 
53 
 
 
 
 
Figure 3.17. Concept Diagram: Zoning Usage 
(Source: Author enhanced Google Earth overhead view) 
 
Multi-Modal Use Concept Diagram  
The four-block case study area has five intersections that comprise the length of the Main 
Street (Figure 3.18).  An analysis of the vehicular, bicycle, and pedestrian traffic of these 
five intersections is useful from a multi-modal aspect.  This analysis was supplemented 
with information from interviews discussing the relative usage of arterial streets and 
functional points of interest in the Sleepy Eye.   
Figure 3.18 shows a hierarchy that defines the prioritization of intersection and crosswalk 
design and the potential impact of design elements for the roadway and sidewalks.  This 
analysis illustrated the value of having a more heavily modified primary intersection that 
would promote the pedestrian use of the entire 4-block area by creating a safe and 
accessible intersection (median extends East-West across the intersection) that is 
protected from some of the vehicular complexities posed by the two way left turn lane 
(TWLTL) on a commercial highway that comprises the main street area.  The Secondary 
intersections will enhance the main street feel through moderate best practice street 
design interventions yet still allow the North-South vehicular cross-traffic and the 
TWLTL that residents and visitors will require to support routine usage.  The Tertiary 
54 
 
 
intersections? focus will be to provide a gateway or entrance appearance to the main 
street focus area as well as incorporating appropriate modest street design upgrades.  
 
 
 
Figure 3.18. Concept Diagram: Multi-Modal Usage 
(Source: Author enhanced Google Earth overhead view) 
 
Three-Component Framework 
Concept Diagram: Project Design with the three-component framework (TCF).  Figure 
3.19 concept diagram illustrates the concept proposed of how to categorize the roadway, 
sidewalk, and building components for the Man Street master plan combined with the 
Figure 3.18 approach of scaled modifications for the primary, secondary, and tertiary 
multi-modal intersections.  
 
 
 
Figure 3.19. Concept Diagram: Project Site with Three-Component Framework 
(Source: Author enhanced Google Earth overhead view) 
 
55 
 
 
3.6. Street-3 Component Visual Examples, Existing Conditions, Issues 
The next step in the design process was to take the objectives for a rural small-town Main 
Street design, the street element possibilities gathered through the research for roadway, 
sidewalk, and building component areas, and then determine which ones applied to the 
specific site design for Sleepy Eye.  This list of relevant design elements is also 
influenced by the site inventory, the site analysis, and the projected users/stakeholders 
and events as covered earlier.  As in the case of Sleepy Eye, each Main Street site will be 
unique, with almost all the design elements having relevance to varying degrees.  The 
extent and range of improvements made would obviously revolve a great deal around 
cost, priorities, and timing/phasing.  As part of the design process for the site, the next 
couple of slides will examine some of the issues and existing conditions on the site for 
each of the three-component framework areas, roadway, sidewalks, and buildings. For 
each of the components, there will also be a table that identifies some potential design 
improvements that can be made based on the literature review of street design principles 
and best practices.   It should be noted that the Main Street in the Sleepy Eye site has 
great potential for design improvements since it already has wide sidewalks and a wide 
roadway. 
3.6.1. Roadway Components Visual Examples, Existing Conditions, Issues 
Roadway Components: Figure 3.20 provides numerically tagged views of the roadway at 
twelve different locations along the four-block main street site.  Here you see 
photographic examples of the existing roadway element of the site.  While the roadway 
does look blank here, that is partly because the state Highway Department was in the 
process of re-paving the Main Street in conjunction with city utility work along the street.  
56 
 
 
 
 
 
Figure 3.20. Roadway Components Visual Examples 
(Source: Author photos & enhanced Google Earth view) 
 
 
Roadway Component Visual Examples, Existing Conditions, Issues: 
Table 3.3 addresses existing conditions and issues for the Sleepy Eye case study site 
roadway component. 
 
 
Table 3.3  Roadway Component Existing Conditions, Issues 
 
Main Street also serves as a major National East-West Highway 
High volume, high tonnage commercial, and agricultural traffic 
No traffic calming/slowing designs 
Over-wide driving lanes (encourages speed) 
No existing bicycle accommodations 
No corner curb extensions  
Few pedestrian considerations given road width and usage 
Low visibility crosswalk street markings 
Outdated environmental stormwater considerations 
Sterile appearance due to absence of street greenery 
Main Street recently re-surfaced with lane restrictions 
Pedestrian request-warning lights installed where stoplight removed 
 
 
57 
 
 
Roadway Component Design Proposals: 
Table 3.4 addresses design proposals based on street design principles and best practices 
for the Sleepy Eye case study site roadway component. 
 
Table 3.4  Roadway Component Design Proposals 
 
Legal and signage guidance on speed limits  
Modifying the number of traffic lanes such as, from four lanes to three (two travel lanes plus a 
center turn lane)  
Installing medians (to eliminate left-hand turns or cross-traffic left-hand turns from mid-block 
driveways or parking spots)  
Eliminating left-hand turns at corners in the pedestrian-traffic-heavy central main street blocks  
Reducing corner-curb ratios (forces vehicles to slow down more to accommodate tight corners)  
Provide pedestrian safe havens such as at medians or at curb extensions (in order to facilitate 
crossing traffic and to make pedestrians more visible to drivers)  
Emphasizing the location of crosswalks and bike lanes through visual clues (painting, surface 
texture, enhanced lighting, etc.) 
On-street parking (often highly desired anyway, but not only slows traffic but also buffers the 
roadway-sidewalk-building interface) 
 
 
 
3.6.2. Sidewalk Component Visual Examples, Existing Conditions, Issues 
Figure 3.21 provides numerically tagged views of the existing four-block main street 
sidewalk at twelve different locations along the four-block main street site.  The 
photographic examples of the sidewalk component march first from west to east on the 
north side of the main street and then return from east to west along the south side.   Note 
the sidewalks are wide but are relatively barren and uninviting. The notes here are for 
existing conditions and issues, highlighting pertinent aspects for design interpretation. 
 
58 
 
 
 
 
Figure 3.21. Sidewalk Components Visual Examples 
(Source: Author photos & enhanced Google Earth view) 
 
 
Sidewalk Component Visual Examples, Existing Conditions, Issues: 
 
Table 3.5 addresses existing conditions and issues for the Sleepy Eye case study site 
Sidewalk component. 
 
Table 3.5  Sidewalk Component Existing Conditions, Issues 
 
Wide sidewalks, but little relationship to adjacent businesses 
No heat abatement from street greenery/structures/shelters 
Few areas or furniture for rest or retreat 
No pedestrian amenities such as drinking fountain/restroom 
Little signage: Informational, Historical, or Interpretive 
No mid-block pedestrian crossings 
Little incentive or support for strolling or window-shopping 
Barren sidewalks devoid of art/advertisement / visual appeal 
No vegetation other than streetlamp hanging baskets 
Recent DOT work provided sidewalk surface renewals 
No sidewalk amenities such as trash cans, safety bollards, mailboxes 
No clear entrance marking/Gateway branding of Main Street area 
 
Sidewalk Component Design Proposals: 
Table 3.6 addresses design proposals based on street design principles and best practices 
for the Sleepy Eye case study site sidewalk component. 
59 
 
 
 
Table 3.6  Sidewalk Component Design Proposals 
 
Addition of Signage for informational, historical, and recreational items 
Street benches at strategic locations to promote lingering 
Installing Items to promote use: PO Boxes, Newspaper Dispensers, water fountains, trash bins, 
etc. 
Foliage to break up the bare sidewalk: Planter Boxes, etc. 
 
 
3.6.3. Building Components Visual Examples, Existing Conditions, Issues 
Figure 3.22 provides numerically tagged building fa?ade views of the existing four-block 
main street sidewalk at eleven different locations along the four-block main street site.  
The photos here represent some of the predominant variations in existing building 
facades and serve to demonstrate some of the variations present in reuse efforts and 
restoration attempts that the town has seen over the decades.  
There are many classic facades in this town, indicative of its faded past as a booming 
agricultural hub for the area.  Interviews with the city manager and business owners 
indicate that most buildings are structurally sound, even if they frequently are out of date 
with respect to utilities inside or would require investment to bring them up to modern 
codes.  This would obviously pose challenges here, as in many older rural small-towns 
when it comes to anything more in-depth than just restoring the facades.  Building the 
economic base that encourages the investment of new businesses or property 
management will also be necessary in order to make the Main Street improvements more 
than just a facelift. 
 
60 
 
 
 
Figure 3.22. Building Components Visual Examples 
(Source: Author photos & enhanced Google Earth view) 
 
 
Building/Facade Component Visual Examples, Existing Conditions, Issues: 
 
Table 3.7 addresses existing conditions and issues for the Sleepy Eye case study site-
building component. 
 
Table 3.7  Building Component Existing Conditions, Issues 
 
Vacant, blighted buildings 
Inappropriately restored frontage (brick painted, doors/window not in concert) 
Worn or in-disrepair entrances, neglected advertising 
Outdated, worn, or non-existent canopy or awnings 
Frontages replaced with discordant period style 
No use of sidewalks by businesses or for amenities 
Poor lighting: signage, exterior, and window 
Many classic brick frontages remain 
Several historic frontages restored 
Blight committee recently implemented 
One current, one future Pocket Park(s) on vacant lots 
 
61 
 
 
Building Component Design Proposals: 
Table 3.8 addresses design proposals based on street design principles and best practices 
for the Sleepy Eye case study site-building/facade component. 
Table 3.8  Building/Facade Component Design Proposals 
 
Canopies, Awnings to provide shade, heat abatement, and character 
Lease of vacant storefront displays for 3rd party advertisement/decoration 
Blight regulations and enforcement to motivate delinquent owners 
Pursuit of historical preservation grants for fa?ade restoration 
Community engagement on vacant lot use and Gateway implementation 
Business owners encouraged to utilize a building-sidewalk buffer area 
Interior lighting and facades to lessen the appearance of blighted interiors 
 
3.7. Proposed Site Master Plan: Roadway/Sidewalk/Building Elements 
3.7.1. The site Master Plan design: Applying concept diagram ideas to site plan 
The site Master Plan design reflects the areas discussed in the concept diagrams and 
illustrates the locations of some of the more dominant design elements (Figure 3.23).   
62 
 
 
 
 
Figure 3.23. Site Master Plan Design 
(Source: Author & enhanced Google Earth overhead view) 
 
The Master Plan and subsequent section-elevation and perspective views will implement 
street design principles and design elements from the five programs discussed in the 
Literature Review: Complete Streets, Placemaking, Green Streets, Context Sensitive 
Solutions, and from NMSC?s Main Street Approach.  Table 3.9 provides a cross-
reference of the design elements implemented versus the principles and recommendations 
of the program(s) they most closely are drawn from.   
  
63 
 
 
Table 3.9 Street Design Program Versus Site Design Elements 
 
 
 
 
 
 
Main Street Roadway/Sidewalk/Buildings 
Parklettes / parking X X  X X 
Roadway texture-physical shaping/markings X   X  
Lane width/use X   X X 
Traffic Calming/Speed Management X   X  
Medians, refuge islands            X   X  
Corner Bump outs X   X  
Landscape (roadway/West & East Gateways) X X X X X 
Street Trees/Shrubs Planters/  X X   
Hanging plants  X X   
Stormwater  X  X X X 
Retention Ponds (off-main street)   X   
Median (landscape infiltration, curb cuts)   X   
Pedestrian protection X X X X X 
Medians and Corner Bump outs refuge     X X  X  
Crossing assists/warnings X X  X  
ADA curbs/features X X  X  
Bicycle features(roadway/West & East Gateways X X X X X 
Bike lanes X X  X  
Bike racks, rental stations X X    
City Brand flags/Arch on Main (and at Gateway)  X   X 
Hydrants/Trash cans/Benches/chairs  X   X 
Fountains/Water Features  X X  X 
Streetlights/lampposts/banners  X X X X 
Newspaper/USPS Mailboxes  X   X 
ATM?s/Wi-Fi and Charging Stations  X   X 
Building preservation/restoration/reconstruction   X X X X 
Doors/thresholds/ADA considerations  X  X X 
Windows treatments and Fillers (vacancy ?masks?)  X   X 
Canopies-awnings Lighting  X X  X 
Public Murals  X    
Pocket Parks X X X X X 
 West End Gateway Park X   X X 
Play Areas  X X  X 
West & East Gateway  X    
Rest/Sitting Areas  X X X X  
Signage Informational, Maps X X   X 
Signage: Historical, Interpretive X X   X 
Street Art/Sculptures  X    
East End Gateway Park  X   X X 
Chamber of Commerce  X   X 
64 
 
 
Complete Streets 
Placemaking 
Green Streets 
Context-Sensitive 
Solutions 
Main Street 
America 
Visitor Kiosks  X   X 
Restrooms  X   X 
 
 
The following Section-Elevation cutaway and the two focus area perspective views 
will give a better idea of how the placement of design elements on the 3-component 
Road-Sidewalk-Building areas can provide flexibility in applying an expanded 
Complete Street design program to rural small-town Main Streets. The first 
perspective proposes moderate intersection upgrades that are included in all three 
Main Street intersections, and Perspective 2 will add in the view of the more intensive 
modifications made to make the center-of-town intersection area more pedestrian and 
bicycle focused and enhance its usefulness as a hub for the center of the town.  
 3.7.2. Elements and features as illustrated in Master Plan Legend  
The Legend (Figure 3.23) indicates which roads are the arterial roads, and the two 
highways that cross both at the west end of Main Street, and the highway that runs 
through the town (US Route 14) and coincides with the town?s Main Street.  It is worth 
noting that the intersection marked for a more extensive upgrade is one of the three north-
south arterials for the town and its residential streets that cross the Main Street. Although 
the main street width of 58Ft (plus one-foot curb on both sides) could support four lanes 
of traffic and parallel parking by NACTO and AASHTO Design Guidelines, by limiting 
the vehicular traffic to two lanes you now provide design room to accommodate medians, 
marked turning lanes and dedicated bicycle lanes (AASHTO, 2011; NACTO, 2013).   
Studies have shown that the reduction from 4 lanes to two lanes only moderately affects 
throughput as the Average Daily Traffic that small towns usually fall below, and the 
resulting ?road diet? provides significant safety improvements for vehicles as well as the 
65 
 
 
bicycles sharing the roads and for pedestrians crossing.  Studies also show dramatic 
reductions in pedestrian fatalities or serious injuries for example from 45% to 5% when 
slowing from 30 to 20 mph or twice as likely to die from a vehicle traveling at 35 mph vs 
only 5 mph slower at 30mph (Pless, 2000; Tranter, 2010; MN DOT March 2019; FHWA, 
2020). 
3.7.3. Pocket park area usage 
The three pocket park areas provide good examples of how vacated or dormant lots can 
be used. One vacated lot (north, center-left on Master Plan) is the site of a demolished 
building and has already been converted into a pleasant Veterans memorial and presents a 
nice venue for appropriate community small events or outdoor movies (on the 2-story 
painted building sidewall).  The other two lots at either end of the Main Street design area 
(one vacant, one dormant) lend themselves to a street design where they can be used to 
serve as gateways to Main Street.  The lot at the eastern end is being acquired by the city 
with potential plans as a new home for the Chamber of Commerce.  This would dovetail 
well with the Gateway entrance concept to both ends of a Main Street area with 
rest/visitor/informational kiosks or facilities such as public restrooms or additional bike 
rental stands for the community. 
3.7.4. Bicycle lanes, trails, racks, and rental element 
Dedicated Bicycle lanes on the main Street and bike sharrow markings on arterial streets 
will enhance the multi-user nature of Main Street.   The introduction of marked bicycle 
lanes, as well as bike racks and rental stations, will dovetail nicely with the towns 
existing bike trails to and from a bike trail that circles the medium-sized lake located 
within city limits and called simply Sleepy Eye Lake.  Sleepy Eye Lake is integral to the 
66 
 
 
character of the town and forms one of the town's major tourist and recreational sites, 
providing swimming beach areas, campgrounds, and boat launch areas with associated 
picnic areas and shelters in two adjoining city parks. Connecting the Main Street area to 
Sleepy Eye lake by bike paths and with informational signage provides a valuable 
extension of the communities? town center to other amenities.  The town is also 
connected by bicycle-friendly wide-shoulder state and county roads to bicycle trails in 
nearby towns, state, and county parks, as well as on Minnesota DNR-sponsored trails 
(MN DOT, 2016; MN DOT, 2021).  The bicycle-friendly design incorporates multiple 
street-furniture bike stands to complement rental bike stands that the community already 
sponsors.  It also extends highly visible bicycle lanes across the main street to provide a 
connection to outlying community paths and regional attractions (FHWA 2015). 
3.7.5. Green Street elements 
The Perspective views and the site Sketchup model highlight the use of foliage that will 
contribute to several aspects of Green Street design as well as soften the somewhat 
austere current nature of the treeless Main Street area. Trees, shrubs and bushes, and 
flowers are incorporated into the design of the Parkettes, the street and sidewalk planters, 
the main street median, and vacant or dormant lots.  Stormwater considerations should be 
incorporated into any renovations associated with the medians, and street runoff can be 
directed to vegetated swales or side street/alleyway bio-retention installations. Building 
renovations can be focused on rehabilitation-and-restoration vs demolition with roadway, 
street, and building modifications utilizing sustainability-oriented local or recycled 
materials.  An additional feature explored in the model, but not portrayed within the 
Master Plan 4-block area is the location of stormwater retention ponds one-half block off 
67 
 
 
each of the Main Street intersections.  Each of those intersections has vacant alley sites 
directly behind main street buildings that provide at least 180 ft. sq. potential catch areas 
that could be utilized to provide stormwater run-off and pollution remediation from the 
main street hard surfaces.  The Minnesota Pollution Control Agency website offers 
extensive links and guidance on stormwater BMPs, addressing locality-specific 
references to include cold climate suitability guidance (MN PCA 2018; MN PCA 2020).  
This would be a valuable addition to a main street?s green street investment. 
3.7.6. Pedestrian crossing signals, street, and sidewalk amenities 
Pedestrian crossing signals, as well as informational signage for traffic, cultural and 
recreational purposes, provide a valuable contribution to the Main Street buffer area 
between sidewalk and roadway.  Items such as foliage, bike trail, and racks or rental 
racks, as well as street/sidewalk furniture, are better seen in the subsequent detailed focus 
area and perspective views. 
3.7.7. Building frontages/fa?ade: historical, economic, cultural considerations 
Building frontages as seen in perspectives serve to highlight the value of historical and 
culturally significant buildings found along many rural small-town main streets.  Main 
Street America and many state Historical Preservation Societies or Agencies focus on the 
need to use care in restoration and renovation efforts to try if possible, to preserve the 
nature of the original architecture and appearance of these structures.   As discussed in 
the Building and Fa?ade component of the 3-component street design discussed earlier, 
there are still a great number of improvements such as awnings, doorways, window 
displays, and sidewalk-building face elements that can be used to boost the value of the 
building frontages toward a main street design as well as contribute to mitigating heat-
68 
 
 
island effects and tempering the appearance of vacant building interiors. 
 
In order to enhance the historical name-branding or placemaking already implemented in 
building frontages and facades, roadway and sidewalk elements could be specifically 
sculpted or modified to reflect the town's heritage or reflect regional environmental or 
cultural influences.  This could take the form of planters, parklettes, or median structural 
material coming from the local region, or where applicable, from materials re-purposed 
from former structures or buildings.  This could also involve using sidewalk furniture 
with a vintage design such as benches, bicycle stands, or water fountains.  In this way, 
roadway and sidewalk components also enhance historical authenticity while operating 
within the bounds of modern street design principles. 
 
3.8  Main Street Current and Proposed Dimension Allotment 
Existing dimensions of the Sleepy Eye Main Street are generous, with a 60-foot-wide 
roadway and 10-foot-wide sidewalks.  This street is wide, but not unusual given its 
collateral status as a regional highway with an Average Daily Traffic of approximately 
8,000 (MN DOT March 2019).  Figures 3.24 and 3.25 provide cross-sectional 
characterizations of the Main Street dimensions using the Streetscape free software. 
3.8.1  Current main street dimension usage: roadway and sidewalk 
The ample width of the Main Street of approximately 60 feet provides volume to support 
the 8000 Average Daily Traffic (ADT) (FHWA, 2010; MN DOT March 2019) using it as 
a major east-west regional highway (Highway 14).  In several stretches of Highway 14 
across southern Minnesota, traffic loading has prompted the construction of limited 
access 4-lane highways and stretches where it has bypassed the business districts of 
69 
 
 
towns themselves.  Studies show that a downtown bypass as a solution often has the 
undesirable side-effect of turning previously vibrant main streets into economic orphans. 
 
Figure 3.24 illustrates the existing apportionment of that roadway width.   While this 
width supports vehicular traffic, having four lanes of potential traffic to cross as a 
pedestrian creates safety issues unless directly mitigated by measures such as traffic and 
pedestrian stoplights or by a number of less obtrusive street design elements proposed in 
this thesis.  The lack of any dedicated roadway for bicycle traffic not only compounds the 
distractions to vehicles if bicycles occupy part of the vehicle lanes, but also creates safety 
concerns for the cyclists and discourages the use of the roadway.  All these are major 
concerns in the design of a multi-modal, accessible Main Street venue.  The existing 
sidewalk width of 10 feet is in line with Central Business District (CBD) guidelines even 
allowing for buffers for sidewalk items such as street lighting or fire hydrants.  
 
 
Figure 3.24. Sleepy Eye Site: Existing Dimension - Roadway, Sidewalk 
(Source: Author modified Streetscape) 
 
3.8.2  Proposed dimension usage: Roadway, Sidewalk 
The introduction of a ?road diet? to limit vehicular width to measures to limit the 
complexities of the vehicular traffic, as well as the Complete Street and Context Sensitive 
70 
 
 
Solutions and design manuals, provide several prominent solutions for multi-modal 
improvements within the existing overall dimensions (Figure 3.25).   
 
The most beneficial improvements are those that reduce the vehicular traffic to two-way 
left turn lane (TWLTL) flows.  In this configuration, through traffic is constrained to one 
lane in each direction, using the freed-up width to create a dedicated set of left-turn lanes 
(shown here as combined with a median structure that also enhances crosswalk safety 
islands) and providing dedicated, marked bicycle alongside on-street street parallel 
parking.  Studies show that the reduction in vehicular throughput is minimal for roads up 
to approximately 18,000 ADT (FHWA, 2010).   Studies state that even though through 
traffic is channeled into two dedicated lanes, the reduction in distractions from the 
vehicular, bicycle, and pedestrian interactions enhances smooth traffic flow.  Safety and 
accessibility for multi-modal users are also enhanced by drivers slowing, and more likely 
adherence to posted speed limits by virtue of the sense of a narrower dedicated vehicular 
space.    
 
In the proposed design, the 10-foot sidewalk still supports a 6 to7-foot walk space with as 
much as a 3 to 4 -foot buffer for sidewalk furniture, amenities, or utilities (Figure 3.25).  
The dimensions for the through lanes, along with the turn-lane/median, bike lanes, and 
on-street parking all satisfy recommended design guidance widths.  
 
71 
 
 
 
 
Figure 3.25. Sleepy Eye Site: Proposed Dimension Usage - Roadway, Sidewalk 
 (Source: Author modified Streetscape) 
 
 
3.9. Master Plan Focus Area and Section-Elevation Views  
This section provides close-ups of the Master Plan that illustrate in better detail the 
proposed design and elements for the focus area indicated on the Master Plan.  That focus 
area encompasses the more intensively upgraded intersection of the Main Street along 
with a section-elevation view of that same intersection looking west. 
3.9.1. Master Plan Focus Area: Extensively Upgraded Intersection  
The primary design intervention for the focus area (Figure 3.26) was the removal of 
North-South cross-traffic in this central intersection by extending the median across the 
intersection in the East-West direction, thereby removing main street center turning lanes 
for that intersection. 
 
72 
 
 
 
Figure 3.26. Master Plan Focus Area: Extensively Upgraded Intersection 
(Source: Author) 
 
This intersection is called a more extensive intersection design is because pedestrian and 
bicycle traffic is elevated in priority relative to vehicular traffic by creating additional 
considerations for multi-modal access and safety.  By restricting vehicular travel to two-
directions with no-left-turn, the center median area creates a physical safe zone mid-
roadway where the pedestrian traffic can cross the intersection in segments, crossing time 
is shorter for each of the two-roadway segments, and drivers are less distracted by 
crossing vehicular maneuvers allowing them to focus instead on pedestrian and bicycle 
movements.  This modification does move traffic normally turning or crossing north-
south at this intersection to shift one block further to the east or west where there are left-
turn lanes and where north-south through traffic is allowed.  This creation of a pedestrian 
and bicycle-friendly extensively modified intersection could also be considered for either 
of the other three intersections of main street.  This central location was proposed 
because it goes further to promote a safer, walkable city center hub, and provides an 
evenly distributed crossing area for the 2 main street blocks in either direction even if it 
does disrupt the flow of local traffic to the north-south ends of town.  This design, as in 
many other significant modifications will be ones that the community will weigh as they 
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balance complete streets and placemaking against historical authenticity and economics. 
 
Each rural small-town will have to weigh the pros-cons of this modification since it shifts 
the balance of mobility, access, and safety in favor of pedestrians over that of cross-
intersection vehicular traffic at that location. While the design in this site plan proposes a 
hard median, landscape plantings, and crossings cuts for pedestrian safety islands as well 
as for north-south bicycle traffic, less permanent or expensive alternatives could also be 
substituted using bollards, pavement markings, and surface modifications. 
 
Master Plan Focus Area: Extensively Upgraded Intersection ? Design Elements 
Table 3.10 addressed design elements that are shown in Figure 3.26 as a Master Plan 
Focus area.  The Section-Elevation view (Figure 3.27) and the Perspective view (Figure 
3.29) later in the thesis will also provide ground-level views of the modifications to this 
central intersection. 
Table 3.10  Design Elements for Extensively Upgraded Intersection 
 
Reduces the left/right vehicle crossing distractions for vehicular traffic 
Provides space for pedestrian safety islands in the middle of the Main Street, which for this site 
is also a major commercial highway 
Provides space mid-street for additional pedestrian crossing signals and warning lights 
Provides dedicated median cuts for bicycles to avoid using crosswalks 
Includes sidewalk corner bump-outs, as well as safety island in the median to minimize the 
distance foot traffic, must travel to reach a safe zone 
Reduces the corner turn radius, and thereby vehicular speed, for vehicles turning onto the main 
street 
Integrates the proven visual speed calming effect by giving the perception of a narrower 
roadway by virtue of the medians and curb bump-outs 
Promotes the concept of a pedestrian-friendly town-center area and strong visual reminders of 
an intersection where pedestrian traffic is prioritized 
 
74 
 
 
3.9.2. Section Elevation View  
The Section Elevation View (Figure 3.27) illustrates the warmer, more pedestrian, and 
bicycle-friendly nature of the Main Street area and the Master Plan Focus Area in 
particular.  The addition of trees and shrubs or flowers in the median center strip by use 
of tree trenches or silva cells, as well as in planters along the street and sidewalk areas 
provide the benefits from the green street concepts to this section of the town such as: 
 
Noise abatement, 
Reducing heat island effects and weathering of surfaces,  
Carbon sequestration and pollution mitigation, 
Integration into the stormwater reclamation efforts, and for  
Calculating stormwater credits under Minnesota?s Pollution Control Agency Stormwater 
Manual. 
 
 
Figure 3.27. Section Elevation View 1st Street and Main Street 
(Source: Author) 
 
Placing parklettes also containing small trees or shrubs on the arterial streets near the 
main street intersections enhances the sense of a Green Street without extensive costs and 
modifications necessary to convert parts of the sidewalks and substructure to landscaping.  
By incorporating native species and a mix of deciduous and evergreen plantings, the 
green street effect can be maintained year-round even in northern climates. Corner 
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setbacks should be observed to avoid impacting the field of view for all users at the 
intersections. Parklettes are a valuable way of controlling traffic flow and safety at 
intersections with minimal impact to on-street parking or access.  The Section Elevation 
also illustrates the use of parallel parking on Main Street with ample diagonal parking 
retained on each arterial street.  Extensive references are available detailing 
recommended designs, uses, policy considerations, and cost considerations.   
 
3.10. Site Plan Details: Perspective Views of Intersections 
This section on plan details will provide perspective views from three approaches to main 
street upgrades.  The first two perspectives provide views of interventions at the three 
main intersections in the Master Plan.  The first perspective, Moderate Upgrade, will 
discuss the two intersections that also have the street design upgrades recommended for 
all three main street intersections.  The second perspective, Extensive Upgrade, will 
elaborate on the specific modifications to the central intersection of the Master Plan, 
where a more significant consideration is made to pedestrian and cyclist traffic access 
and safety by eliminating the left-turn option for vehicular traffic.  The third set of 
perspectives provide an insight into a less dramatic, less costly intervention to the main 
street upgrade by providing an option that does not require the extensive roadway 
demolition necessary to support construction and landscaping necessary for center 
median trees or shrubs.  This option would be of utility to rural small-towns that 
anticipate doing Main Street make-overs in a phased or longer-term investment approach 
(FHWA 2013; NCSC 2016; SGA 2020; Shapard & Cole  2013). 
3.10.1. Perspective 1: Moderate Upgrade - SE Corner of Main and 2nd Ave W  
Perspective 1 (Figure 3.28)  illustrates the modifications that can be made at an 
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intersection that more equally honors the multi-modal transportation usage that most 
Main Streets must support.  This intersection varies from the design in the Master Plan 
Focus area as seen in Perspective 2 in that traffic can cross this moderate-upgrade 
intersection in all directions.  Left turns are allowed, and Main Street/highway East-West 
traffic is given preference over access from the North-South arterial by virtue of stop 
signs at the corner entry points.  Pedestrian traffic at the intersection is aided by flashing 
pedestrian-activated signals, and although the main street left turn lane prevents 
installation of raised surface pedestrian safety islands, pavement markings and the road 
diet reduction from 4 to 2 lanes of through traffic in itself helps improve the safety of 
pedestrian and bicycle crossing traffic. 
 
This first perspective will address intersection improvements proposed at all main street 
intersections.  The discussion later accompanying Perspective 2 will address visually the 
additional changes of a more intensive upgrade as touched on in the discussion of the 
Master Plan Focus area. 
 
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Figure 3.28. Perspective 1 Moderately Upgraded Intersection 
(Source: Author) 
 
 
At all street intersections, corner curb bump-outs serve several purposes.  They extend 
the sidewalk safe area and thereby shorten the distance and time necessary for pedestrians 
to cross the roadway, they enhance the visibility of foot or bicycle traffic about to enter 
the crosswalks, and they slow traffic entering/exiting the main street by reducing the 
effective corner-turn-radius.  Placement of parklettes and/or street/sidewalk furniture into 
the immediately adjacent pre-existing on-street parking spots further enhance the built-up 
nature of the intersection areas.   Pedestrian activated flashing crossing warning lights 
help call attention to foot traffic when necessary, to pause vehicular through traffic. 
  
The perspective highlights the use of a road diet that shifts vehicular through traffic from 
4 lanes down to 2 lanes of traffic and allows the resultant width to support the installation 
of an eight-foot-wide median that supports stormwater and foliage elements as well as 
78 
 
 
providing room for dedicated, marked left-turn lanes. The road diet also allows space for 
dedicated bicycle lanes on both sides of the main street. 
 
Parklettes set back from the corners provide foliage, seating, and pedestrian amenities as 
well as supporting safety and Green Street considerations without obstructing fields of 
view.  With the proper design, parklettes can be made portable or temporary for those 
communities in northern climates where winter street cleaning and snow removal are a 
significant consideration during several months of the year.  
 
Sidewalk areas near the intersection can also provide areas for street or sidewalk planters 
as well as street furniture, signage, and amenities that are readily accessible and enhance 
the pedestrian experience.  Section 2.2.4 lists a wide range of sidewalk design elements 
that are valuable to the design of even a rural small-town main street. 
 
Building frontages in Perspectives 1 and 2 serve to visually highlight the value of 
historical and culturally significant buildings found along many rural small-town main 
streets.  The National Main Street Center and many state Historical Preservation Societies 
or Agencies focus on the need to use care in restoration and renovation efforts on these 
buildings to try if possible, to preserve the nature of the original architecture and 
appearance of these structures.  As discussed in Section 2.2.5, design elements for the 
Building and Fa?ade area of the 3-component street design discussed earlier provide a 
wide assortment of improvements such as awnings, doorways, window displays, and 
sidewalk elements that can be used to boost the value and appearance of the building 
frontages in a main street design. 
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3.10.2. Perspective 2: Extensive Upgrade - SW Corner of Main and 1st Ave  
As mentioned previously, Perspective 2 from the Master Plan shown here is intended to 
illustrate the more extensive modifications that can be made at an intersection where 
north-south cross-intersection vehicular traffic is prevented by removing left-turn 
capabilities.  This is accomplished by taking the proposed main street Two Way Left 
Turn Lane (TWLTL), and further modified it at this central intersection by extending the 
median across it along the main street with cuts present only to allow pedestrian or 
bicycle passage (Figure 3.29 below).  By directing vehicles that need left-hand turns to 
make those turns either one block further east or west, the main street design at this 
central intersection greatly enhances safety and accessibility for non-vehicular traffic.     
 
Figure 3.29. Perspective 2 Extensively Upgraded Intersection 
(Source: Author) 
 
Giving higher priority to pedestrian and bicycle mobility and safety at this intersection by 
eliminating left turns requires more extensive design upgrades for this central area.  The 
perspective provided from the model visually illustrates the additional benefits of 
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extending the median across the intersection.  The median provides more square footage 
for green street landscaping, provides greater pedestrian safety, channels bicycle traffic 
away from the crosswalk itself, and enhances the perception of a walkable town center.  
3.11. Additional Perspectives of Main Street ? A Design with Less 
Complicated Median Strip 
These perspectives provide views from the model that looks down the length of the Main 
Street looking east from the west end (Figure 3.30) and then down the main street from 
the east end (Figure 3.32).  Directly below each view of a ?Greener? main street is shown 
the existing main street appearance for those views (Figures 3.31 and 3.33).  This version 
of the model has the median trees removed to show what the street design would look 
like without the more extensive street construction and sculpting necessary to provide 
tree soil boxes, trenches, or Silva Cell arrangements for street tree growth.  The medians 
shown here represent raised surface material but could also be material or structures that 
do not require modification of the underlying roadway surface.  Note that in Figure 3.30 
and Figure 3.32 below, both views demonstrate how landscaped parklets at side-street 
corners housing larger foliage items as well as parklets and plant or tree boxes along the 
main street still go a long way toward providing a green street appearance even with 
median strip landscaping postponed.  An even less costly median implementation could 
be accomplished with basic pavement markings, striping, or with the use of flexible or 
semi-permanent bollards vice raised concrete, or permanent median materials. 
 
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Figure 3.30. Main Street from West Gateway looking East 
(Source: Author) 
 
The model illustrates very clearly not only how the addition of street landscaping with a 
less extensive roadway median construction can still enhance a green street appearance, 
but also demonstrates how a well-designed main street Gateway area can help to establish 
a welcoming brand to the town?s entrance.  The Gateway area as designed provides not 
only the benefits of green landscaping but a protected place for resting and socializing.  It 
also provides an opportunity for familiarization with the town from well-designed 
informational signage along the sides and in the back corner rest area.  Bicycle stands and 
rental stations promote further exploration of the town, and the street parklet with table 
and seating provides additional respite as well as the benefits of a distinct road diet 
narrowing of the Main Street entrance.   Figure 3.31 illustrates the existing state of that 
intersection and main street approach. 
 
 
Figure 3.31. Existing Main Street from west Gateway area looking East 
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(Source: Author) 
 
At the eastern end of Main Street, the presence of landscaping along the sides of the four-
block main street is apparent even without the extensive intervention and cost associated 
with extensive median strip landscaping (Figure 3.32).  The presence of parklets with 
greenery on the side street corner areas, as well as intermittently along the main street 
interspersed with planter boxes, greatly enhances the warmth of the street appearance as 
well as delivering the multitude of benefits obtained from a green street approach.  The 
presence of highly visible bicycle lanes and sidewalk furniture promotes the main street 
branding as a walkable, rideable, welcoming multi-modal enclave. 
 
 
Figure 3.32. Eastern end of Main Street looking West 
(Source: Author) 
 
Figure 3.33 shows the same view, illustrating the existing wide vehicular-oriented nature 
of this main street that doubles as a major east-west regional highway.    
 
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Figure 3.33. Existing eastern end of Main Street looking West 
(Source:  Google Street View) 
 
For rural small-towns with limited discretionary funds, a phased to more extensive main 
street upgrades approach as seen in Figures 3.30 and 3.32  may be the only way to make 
expensive long-term street design upgrades economically feasible.  The added benefit is 
that in this stepped approach to modifications small town stakeholders could be gradually 
acclimated to new traffic flows, multi-modal usage patterns, and design modifications 
and costs.    
  
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Chapter 4:  Summary,  Limitations, and Conclusion 
4.1. Overview of Thesis Goal and Objectives   
The objective of this thesis was to take the principles and best practices of current street 
design and adapt them to the unique requirements of rural small-town Main Streets.   
Since the scope presented here of current street design guidelines, principles, and best 
practices is so broad, targeting the key principles used in several national and global 
street design programs provides a manageable starting point for rural small-town Main 
Street design improvements. These design principles lend themselves very well to rural 
small towns, even in the situation where those small towns Main Streets also serve the 
region as trunk highways or heavy commercial thoroughfares.  
  
4.2. Summary 
 
This research thesis demonstrated that Complete Streets principles, and other related 
current street design principles and best practices, can complement the National Main 
Street Center?s design approach for use in rural small towns.  The addition of these 
principles and best practices strengthens the design component for the Main Street 
approach.  The value of integrating the current street design programs and guidelines into 
a design framework that is relevant to rural small-town Main Street design was shown 
through a site design that provided street elements for Sleepy Eye Minnesota?s Main 
Street.  The proposal encompassed an organization of design elements into a three-
component framework of roadway, sidewalk, and building frontage areas.   The resultant 
master plan and intersection focus areas incorporated features that were scalable in both 
85 
 
 
cost and implementation to accommodate the needs and the means of rural small towns, 
if necessary, through phased extensive and moderate upgrade approaches.   
 
This summary chapter also addresses some of the limitations in applying current street 
design guidelines and best practices to rural small-town main street revitalizations.  One 
limitation discussed will be that contemporary street design represents safety, 
environmental, mobility, and multi-user design improvements that do not always directly 
align with the historical authenticity of a rural small town and will be a balance that 
reflects community input.  One other limitation discussed will be the fact that the design 
component is only one of the four components that the National Main Street Center states 
are necessary for successful community transformation (the four components being 
Economic Vitality, Design, Promotion, and Organization).  Ultimately it is the strong 
involvement of a community in a design process that will result in a balance of 
contemporary design, including green and sustainability features, and the community?s 
desire to honor its cultural and historical heritage, and its ability to implement these in a 
fashion that fits its economy.   
 
Given the wide-ranging design inputs from the five street design programs researched, 
and the complexities of implementing the hundreds of potential design elements that 
could be implemented, the practitioner for main street design in a rural small town would 
be best served by concentrating on several sets of tables presented through the course of 
the thesis.  Tables 2.1 through 2.5 focus on the principles from the five design programs, 
with tables 2.6 through 2.10 summarizing possible design elements and how to translate 
design principles and elements into workable main street design objectives.  A review of 
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the site?s potential users and usages, and of the sites existing conditions, as seen in Table 
3.2 through 3.8 will then allow the practitioner to evaluate their existing site as a starting 
point for their design process.  This is a simplification of the process used in this thesis, 
but it is a useful review of the work ahead for a rural main street design practitioner. 
 
The thesis was broadly organized into four sections: Chapter 1: Introduction, Chapter 2: 
Literature Review, Chapter 3: Project Design, and Chapter 4: Summary and Conclusion.  
The Literature Review in Chapter 2 covered current best practices, and design guidance 
and principles associated with street design under the National Main Street Center?s Main 
Street Approach program, Complete Streets under the Smart Growth America 
organization, Green Streets effort led by the EPA, Context Sensitive Solutions sponsored 
by the Federal Highway Administration, and Placemaking as led by the Project for Public 
Spaces.  The Literature Review also discussed the street design organizational format that 
uses a 3-component framework, breaking the analysis and implementation of design 
principles and elements into the three street component areas of roadway, sidewalk, and 
building frontage/facades.  The principles and best practices that emerge were then 
summarized in eleven thesis design objectives in order to provide governing principles 
when developing the project site design.   In summary, the literature review contributed 
to the thesis objectives by providing the principles and elements associated with the 
major street design programs being used at the Federal, State, and municipal levels.  It 
also guided the designer on how to categorize and integrate the design elements of these 
areas, and it provided extensive references to existing design guidance outlined by 
industry and government organizations.  By illustrating the role of the FHWA-approved 
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concept of Context Sensitive Solutions in street design, the Literature Review presented a 
workable way forward into adapting all these programs and standards to fit designs that 
can meet the specific needs and context of main streets, especially those unique to rural 
small towns. 
 
Project Design in Chapter 3 introduces the design methodology, discusses, and analyzes 
the site inventory components (abiotic, biotic, cultural, visual, photometric), discusses 
proposed users and program objectives, and then provides functional and concept 
diagrams as well as a site master plan, a section-elevation view of the main intersection, 
and perspective views of several focus areas in the final design.  Several key design 
features of the Main Street plan are as noted in Table 4.1. 
 
Table 4.1  Key Site Design Elements 
 
Placement of parklettes that contain larger vegetation (ornamental trees and evergreens) as well 
as tables and seats at all four corners on the side streets of the three main street intersections to 
enhance Green Street appearance without requiring subsurface modifications to streets.  
Parklettes on Main Street itself for social and commercial usage, and cross-section safety 
considerations at the four corners of each of the three intersections  
Pocket Parks serving as city center Gateways are proposed at both ends of Main Street with 
recreational, social, and city informational elements.  Gateway Park's design also includes bike 
rental and parking facilities and extensive landscaping and Green Street enhancements. 
Green Street additions are proposed to the existing vacant-lot pocket park midway down Main 
Street that currently serves as a Veteran?s Memorial site. 
Dedicated bicycle lanes on both sides of the main street, and bicycle rental and parking stands 
along the main street promote multi-modal use of the main street as well as connect this area to 
existing city and regional bike trails. 
Improved pedestrian-friendly city center appearance proposed by conversion of 4-lane 
thoroughfare to TWLTL (two-way left turn lane) roadway with a vegetated raised median. One 
advantage of this feature is to create pedestrian crossing safety islands and dedicated left-turn 
lanes.  All three intersections also feature high-visibility, user-activated flashing pedestrian 
crossing signals.    
Intersection sidewalk corner bump-outs enhance safety by reducing pedestrian crossing 
distances and by reducing vehicular turning speeds at smaller radii corners.  The primary 
88 
 
 
intersection at the city center has its median extending east-west across the intersection to 
remove the left turn lane altogether.  This further improves pedestrian protection from 
distracted drivers and promotes a walkable city center appearance with minimal impact on 
vehicular through-traffic.  This extended median has cross-cuts for bicycle crossings in 
addition to those for pedestrian crossings. 
Green Street considerations such as planters and hanging baskets are expanded to reduce heat 
island effects and enhance visual experiences.  Low energy usage and dark sky-compliant 
street lighting are also implemented.   
The design implements a proven visual vehicular speed calming effect by virtue of well-
defined center medians, the reduction from four through lanes to two, and curb bump-outs at 
main street intersections. As noted by the Literature Review, studies show these elements slow 
traffic and improve driver peripheral vision by giving the perception of a narrower roadway. 
Numerous building and building facade interventions are proposed to promote cultural and 
historical heritage preservation, reduce the negative impact of vacant storefronts, and promote 
commercial, recreational, and business-friendly atmospheres along the sidewalk component of 
the main street. 
Sidewalk interventions include street furniture, signage, and amenities that are readily 
accessible to pedestrians and enhance the placemaking experience. 
 
The case study does support integrating complete street and green street elements with 
historical rural small town considerations and then demonstrates the use of a 3-
component framework to organize these design elements.  Since there are many 
principles and design elements involved in current street design, a street design 
framework using three areas of roadway, sidewalk, and building frontage to organize 
improvements around makes the process more understandable and manageable.  In the 
completed design, the three components then need to be reviewed as a whole to ensure 
they are context-sensitive and match the needs and environment desired by the 
stakeholders.  In this regard, the site inventory of a town center Main Street must 
necessarily also closely incorporate the existing cultural and visual or photometric aspect 
of the site inventory and analysis that are critical to defining the users, usage, and design 
objectives that the project design will encompass.  It is essential that there is strong and 
continued community involvement in the design process.  As discussed in the project 
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design section, a strong acknowledgment of historical significance and preservation may 
in fact be a significant part of the design program for rural small-towns, especially where 
they may benefit from placemaking or brand labeling components that are enhanced by 
well-thought-out restoration or renovation efforts.  As mentioned in the project design 
section, some roadway and sidewalk element designs may be specifically tailored or 
sculpted, in conjunction with the building fa?ade component of the 3-component 
framework, to promote references to the town's historical heritage or regional 
environment. 
 
 
4.3 Limitations  
 
It should be noted that several of the street design programs, primarily NMSC?s Main 
Street America, and the principles of Placemaking, emphasize that Main Streets are not 
just a design exercise, but rather are part of a more complex effort that ties the social, 
economic, and cultural aspects of a community to the changes necessary to make them 
successful.  The implementation of current street design principles and best practices are 
often likely to be incongruent with the precise historical authenticity and the traditional 
style of most rural small-town main streets.  The author recognizes the challenge of 
balancing historical preservation and authenticity with contemporary safety and greening 
principles and with the many best practices of current street design.    
 
Interviews with Sleepy Eye stakeholders have demonstrated that the concern for 
historical heritage in Sleepy Eye was predominantly focused on maintaining the appeal of 
classic frontages still present on many of the building facades.   Recognizing the value of 
placemaking and ?name-branding?, they also desired the integration of design efforts that 
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honor the legacy of the Sioux Indian chief Ish-Ta-Haba (with his vision impaired in one 
eye, the English translation is ?Sleepy Eye?) for whom the town was named, along with 
historical design features that highlight the town?s strong past legacy as a nationally 
recognized regional grain mill integral to southern Minnesota?s agricultural past. 
 
The project design chapter of the thesis demonstrated the role site inventory and analysis 
play to ensure the final design recognizes the values, context, and constraints of the 
existing conditions.  Early and continued community involvement in the design process 
will help ensure a balance that fits the requirements and revitalization capacity that 
accommodates the desires of the stakeholders involved in a small-town main street 
revision.  The author recognizes that the resources of small towns to undertake major 
revisions may be limited, even under a phased implementation, so the site design 
approach addresses elements in the roadway, sidewalk and frontage components that 
could be implemented in a time-phased fashion, or initially on a non-permanent trial basis 
until the modification is widely accepted.  Several of the perspective views show the 
Main Street design without the more intensive construction necessary to support in-
ground street trees or the major street hard surface overhaul to install raised medians. 
 
Further research for each site will be necessary in every application of this thesis design 
approach in order to ensure the implementation of a major main street upgrade closely 
matches the community?s existing urban planning factors such as economic development 
and financial resources.  Additionally, street design improvements are only one part of 
the revitalization programs encouraged by the National Main Street Center and urban 
planners.  Design changes in themselves are not a cure-all. The NMSC?s Main Street 
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America program emphasizes that a collaboration of all aspects of economic 
development, organization, promotion, and design are essential to have a successful main 
street revitalization. 
 
In cases where the rural Main Street is also a state or national highway, coordination with 
governmental Departments of Transportation are also critical since there will be many 
areas where the competing interests such as mobility and access by all users are shaped 
by external actors and factors, thereby requiring extensive collaboration to ensure long 
term plans are coordinated at all levels. 
 
4.4. Conclusion  
In Summary, current street design best practices and principles can and certainly should 
be applied to the design of Main Streets in rural small towns.  The application of these 
wide-ranging street design program elements through a 3-component street design 
framework of roadway, sidewalk, and building areas helps bring order to the task of 
matching design elements to the site-specific objectives of the Main Street design.  The 
resultant design proposals can be scalable in both cost and implementation to 
accommodate the needs and the means of rural small towns.   Sleepy Eye, Minnesota 
provided an appropriate case study to demonstrate how the principles and elements of 
this approach can be scalable and flexible to improve a selected small-town main street.  
Complete Street principles and related street design best practices are clearly a useful step 
in designing rural small-town Main Streets.  Rural small towns are essential to the 
breadth of our nation?s demographics and are part of its economic foundation.  The 
investment in an appropriate Main Street design is an essential step in maintaining the 
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viability of these critical components in our nation?s rural communities.  
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Appendices  
 
Appendices  
 
Appendix 1 provides a compilation of references cited and consulted during thesis 
research that provided core information to the topic of this thesis and would be of use to 
anyone pursuing this main street topic further.  While seventy-nine of these were used as 
references throughout the thesis, within this table are a further forty-seven of the most 
valuable additional references that were consulted during the research for the thesis.  The 
references are annotated as to which of the five street design programs from the 
Literature Review that they pertain to, or to other relevant rural small-town main street 
topics such: as bike-walk street design, rural-urban design topics, street design elements, 
or governmental and industry street design guidelines.  This is not an exhaustive list of all 
possible references but rather represents ones retrieved that may be of greatest utility for 
a landscape architect or an urban planner who is interested in going deeper into this 
particular aspect of street design.  The table lists in priority order the references providing 
the most comprehensive view of related information.  The first thirty-three references 
listed represent strong reference material in three or more subjects.  These items were 
generally the ones that were of greatest value to the core understanding of this topic of 
Main Street design for rural small-towns. The others are valuable references to the topics 
noted. 
  
94 
 
 
App1: Additional References Consulted 
 
NATCO National Association of City Transportation Officials. (2013). Urban 
street design guide (National association of city transportation officials). 
X X X X   X X     Washington: Island Press  
CALTRANS  Sacramento 2012 When Your Main Street is a State Highway: 
Context Sensitive Solutions for Rural Communities. Kittelson & Associates, 
Inc. Sacramento. Transportation Education Series (TES) workshop. Retrieved 
from http://events.kittelson.com/stes/3068-when-your-main-street-is-a-state-
X X     X X       highway-context-sensitive-solutions-for-rural-communities 
WA DOT Washington?s Complete Streets and Main Street Highways Program.  
Retrieved 10 March 2019 from 
X X     X X       https://www.wsdot.wa.gov/research/reports/fullreports/780.1.pdf 
MI DOT Michigan Department of Transportation Guidance for Trunkline Main 
Streets (MI DOT). Nov 2016  
https://www.michigan.gov/documents/mdot/TrunklineMainStGuidanceReport_
X X     X X       541913_7.pdf 
Ohlms, P. B., Roy, K. M., Virginia Transportation Research Council, Virginia. 
Department of Transportation, & United States. Federal Highway 
Administration. (2016). When main street is a highway: addressing conflicts 
between land use and transportation (Ser. Vtrc, 17-r13). Virginia Transportation 
Research Council. http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-
X X     X X       r13.pdf. 
MD DOT SHA Maryland State Highway Administration. (2001). When main 
street is a state highway, blending function, beauty, and identity: a handbook for 
communities and designers. Maryland Dept. of Transportation, State Highway 
X X     X X       Administration. https://www.sha.maryland.gov/OHD/MainStreet.pdf 
WA DOT State Highways as Main Streets: A Study of Community Design and 
Visioning, Washington State Transportation Center, Oct 2009 (WA DOT). 
Retrieved 10 March 2019 from  
X X     X X       https://www.wsdot.wa.gov/research/reports/fullreports/733.1.pdf 
OR DOT TGMP Transportation and Growth Management Program. (1999). 
Main street - when a highway runs through it: A handbook for Oregon 
X X     X   X     communities. Salem, Or.: Transportation and Growth Management Program. 
CA DOT California Department of Transportation. Office of Landscape  
Architecture, I. B. (2013) Main street, California: a guide for improving 
community and transportation vitality. Retrieved from https://dot.ca.gov/-
X X     X   X     /media/dot-media/programs/design/documents/main-street-3rd-edition-a11y.pdf 
95 
 
 
Complete Streets_DOT 
Main Street 
Green 
Placemaking_brand 
CSS Context Sensitive Solutions 
Design Guides Fed_State_Industry 
Bike-walk 
USDA Rural_Urban 
Furniture_Softscape_sidewalk 
Citation 
CDOT Complete Streets Chicago: Design Guidelines. Retrieved 20 March 2019 
from https://chicagocompletestreets.org/portfolio/complete-streets-chicago-
X     X   X     X design-guidelines/ 
CALTRANS California. Department of Transportation, Alta Planning Design, 
& Cambridge Systematics. (2010). Complete intersections: A guide to 
reconstructing intersections and interchanges for bicyclists and pedestrians. 
X       X X X     Sacramento, Calif.: California Dept. of Transportation 
AASHTO American Association of State Highway and Transportation 
Officials. (2011). A policy on geometric design of highways and streets, 
2011(2011 6th ed.). Washington, D.C.: American Association of State Highway 
X       X X X     and Transportation Officials. 
MSA  MAIN STREET APPROACH HANDBOOK: DESIGN.  Retrieved 14 
March 2019 from https://www.mainstreet.org/viewdocument/design-handbook-
X X       X       hi-res 
EPA The Green Streets, Green Jobs, Green Towns (G3) Initiative and 
X   X   X         Approach. Retrieved 18 April 2019 from https://www.epa.gov/G3 
LA Cty Los Angeles County Model Design Manual for Living Streets. 
X   X     X       Retrieved 25 April 2019 from http://www.modelstreetdesignmanual.com/ 
NCSC Orange County Council of Governments. California: Complete Streets 
Design Handbook. May 2016.  Retrieved from https://www.occog.com/occog-
X     X         X complete-streets 
AASHTO Guide for Achieving Flexibility in Highway Design. American 
Association of State Highway and Transportation Officials (AASHTO). (May 
2004).  Retrieved from 
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McCann, B. (2010). American Planning Association. Planning Advisory 
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X       X   X     American Planning Association.  
Joe Gilpin, Principal at Alta Planning + Design, Evolution of the Protected 
Intersection, Dec 29, 2015. https://blog.altaplanning.com/evolution-of-the-
X         X X     protected-intersection-6c5a31383630 
FHWA Accessible Shared Streets: Notable Practices and Considerations for 
Accommodating Pedestrians with Vision Disabilities. FHWA-HEP-17-096, 
OCTOBER 2017. Retrieved from 
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NACTO National Association of City Transportation Officials. (2014). Urban 
bikeway design guide (Second). National Association of City Transportation 
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NJ Penn DOT Smart Transportation Guidebook 2008.  Retrieved 10 March 
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RE:STREETS.  Streets Reconsidered  Inclusive Design for the Public Realm. 
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Dono, A., Glisson, L., National Trust for Historic Preservation in the United 
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96 
 
 
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Goodman, D., & United States. Federal Highway Administration. (2016). Small 
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