2023 Comprehensive Plan

A VISION FOR OUR FUTURE.

THE MISSION OF IMAGINE LEXINGTON.

The 2023 Comprehensive Plan, Imagine Lexington 2045, seeks to provide flexible yet focused planning guidance to ensure equitable development of our community’s resources and infrastructure that enhances our quality of life, and fosters regional planning and economic development. This will be accomplished while protecting the environment, promoting successful, accessible neighborhoods, promoting job growth opportunities for all residents, and preserving the unique Bluegrass landscape that has made Lexington-Fayette County the Horse Capital of the World.

LFUCG DIVISION OF PLANNING

101 E VINE ST

LEXINGTON, KY 40507

IMAGINE@LEXINGTONKY.GOV

Appendix A - Multi-Family Design Standards

Appendix B - Public Input Report

ACKNOWLEDGMENTS.

PLANNING STAFF

Jim Duncan, AICP, Director

Sylvia Schmonsky

LONG RANGE PLANNING

(PRIMARY AUTHORS)

Chris Taylor, Manager

Chris Woodall, AICP, Manager*

Hal Baillie, AICP

Samantha Castro, AICP*

Rachael Lay

Valerie Friedmann

Boyd Sewe

SB Stroh

Emery Elkinson, Student Intern*

PLANNING SERVICES

Traci Wade, AICP, Manager

Daniel Crum, AICP

Stephanie Cunningham

Cheryl Gallt

Autumn Midyett Goderwis

Meghan Jennings

Donna Lewis

Tom Martin, AICP

Paula Schumacher

Bill Sheehy

TRANSPORTATION PLANNING

Chris Evilia, AICP, Manager

Hannah Crepps

Joseph David

Kenzie Gleason

Sam Hu

Stuart Kearns

Scott Thompson

Debbie Woods

PLANNING COMMISSION

Ivy Barksdale

Headley Bell*

Zach Davis

Anthony DeMovellan*

Larry Forester, Chair

Janice Meyer

Robin Michler

Bruce Nicol

Mike Owens

Frank Penn*

Graham Pohl

William Wilson

Judy Worth

URBAN COUNTY COUNCIL

Linda Gorton, Mayor

Whitney Elliot Baxter

Fred Brown

James Brown

Amanda Mays Bledsoe*

Chuck Ellinger II

Tayna Fogle

Denise Gray

Steve Kay*

David Kloiber*

Susan Lamb*

Shayla Lynch

Hannah LeGris

Josh McCurn*

Richard Moloney*

Brenda Monarrez

Liz Sheehan

Kathy Plomin

Jennifer Reynolds

Dave Sevigny

Keith Horn, Commissioner of Planning, Preservation & PDR

Kevin Adkins, Chief Development Officer

*Denotes former staff/ Planning Commission/ Urban County Council members

PHOTO CREDITS

All photos courtesy of LFUCG except where noted.

EXECUTIVE SUMMARY

WHY & HOW WE IMAGINE.

Lexington is a growing, vibrant city, a city with an iconic identity worth preserving, and vast potential to extend that quality of life to newcomers and visitors alike. Imagine Lexington 2045, created after two years of study, deliberation, and public input, creates a path forward for the next 20 years to unlock that potential. This is a plan designed for Lexington by the people of Lexington and is an ambitious yet attainable vision for what the future could hold. There is, without question, an inspired forward momentum in Lexington. It is reflected in the projects underway and a collaborative spirit that seeks to accommodate the inevitable growth that comes from Lexington’s desirability, while preserving the Bluegrass identity that creates it.

Comprehensive Plans are required by state law for those engaging in the practice of zoning, guiding land use decisions, instructing policy and ordinance changes, as well as informing community facility development. Therefore, Imagine Lexington directly impacts the everyday lives of Lexingtonians, touching each of the vital components of the community, and laying out a road map for all of them to work together in concert.

This plan has been made possible by the rich and progressive planning history that came before it. In 1931, Lexington developed its first comprehensive plan, only a few short years after the 1925 adoption of the nation’s first comprehensive plan, for Cincinnati, Ohio. Since that time, each Comprehensive Plan has been setting the stage for future urban growth and development, each building from the last, retaining what is working, discarding the outdated and unsuccessful, and applying new industry standards.

In that vein, Imagine Lexington 2045 is an extension of the 2013 Comprehensive Plan and an update to the 2018 Comprehensive Plan. It includes many of the same emphases, and most importantly, carrying over the practice of a “policy-based plan.” In 2013, the Planning Commission decided to move away from predetermining the future land uses of all properties in Lexington on a map in favor of a more robust and flexible approach to land use. In 2018, Imagine Lexington refined this approach, realizing that placemaking, context, and site layout are much more important in modern times than individual land uses. The Placebuilder element ensures that new developments create desirable and intentional places, while enhancing existing neighborhoods.

KEY RECOMMENDATIONS.

URBAN SERVICE BOUNDARY PAST, PRESENT, FUTURE.

Lexington’s progressive planning history extends beyond the first comprehensive plan in 1931. The first urban service area in the nation was established in this city in 1958. This mechanism, more than any other, has helped shape Lexington’s physical development by directing growth in a fiscally responsible development pattern toward the city center. The wonderful result has been the preservation of Lexington’s Bluegrass identity as the Horse Capital of the World, by restricting growth in the rural area. Agriculture

HISTORY OF LEXINGTON’S URBAN SERVICE AREA.

hold. There is, without question, an inspired forward momentum in Lexington. It is reflected in the projects underway and a collaborative spirit that seeks to accommodate the inevitable growth that comes from Lexington’s desirability, while preserving the Bluegrass identity that creates it.

Comprehensive Plans are required by state law for those engaging in the practice of zoning, guiding land use decisions, instructing policy and ordinance changes, as well as informing community facility development. Therefore, Imagine Lexington directly impacts the everyday lives of Lexingtonians, touching each of the vital components of the community, and laying out a road map for all of them to work together in concert.

This plan has been made possible by the rich and progressive planning history that came before it. In 1931, Lexington developed its first comprehensive plan, only a few short years after the 1925 adoption of the nation’s first comprehensive plan, for Cincinnati, Ohio. Since that time, each Comprehensive Plan has been setting the stage for future urban growth and development, each building from the last, retaining what is working, discarding the outdated and unsuccessful, and applying new industry standards.

In that vein, Imagine Lexington 2045 is an extension of the 2013 Comprehensive Plan and an update to the 2018 Comprehensive Plan. It includes many of the same emphases, and most importantly, carrying over the practice of a “policybased plan.” In 2013, the Planning Commission decided to move away from predetermining the future land uses of all properties in Lexington on a map in favor of a more robust and flexible approach to land use. In 2018, Imagine Lexington refined this approach, realizing that placemaking, context, and site layout are much more important in modern times than individual land uses. The Placebuilder element ensures that new developments create desirable and intentional places, while enhancing existing neighborhoods.

KEY RECOMMENDATIONS.

URBAN SERVICE BOUNDARY PAST, PRESENT, FUTURE.

Lexington is a growing, vibrant city, a city with an iconic identity worth preserving, and vast potential to extend that quality of life to newcomers and visitors alike. Imagine Lexington 2045, created after two years of study, deliberation, and public input, creates a path forward for the next 20 years to unlock that potential. This is a plan designed for Lexington by the people of Lexington and is an ambitious yet attainable vision for what the future could

Lexington’s progressive planning history extends beyond the first comprehensive plan in 1931. The first urban service area in the nation was established in this city in 1958. This mechanism, more than any other, has helped shape Lexington’s physical development by directing growth in a fiscally responsible development pattern toward the city center. The wonderful result has been the preservation of Lexington’s Bluegrass identity as the Horse Capital of the World, by restricting growth in the rural area. Agriculture continues to be an important part of the economy through production and job

creation, but also for the tourism industry. All of this is the byproduct of an intentional effort to manage growth through sustainable methods.

Throughout the years, the Urban Service Area has undergone many evolutions, expanding and contracting, but for over 25 years the area has remained static. The Urban County Council’s adoption of the Goals and Objectives for Imagine Lexington 2045 in June of 2023 set into motion the next iteration of Lexington’s Urban Service Area. Using a deliberative master planning process throughout 2023 and 2024, a vision for the City’s next 20 years of growth will be charted. An advisory committee will prepare a recommendation to the Planning Commission for the inclusion of additional acreage that addresses the criteria established by the Urban County Council in Theme E, Goal 3. The Planning Commission will direct staff to prepare a master plan for infrastructure, community facilities, and new land uses to accommodate growth for decades to come. Theme E, Goal, 3 Objective C specifies that this effort be concluded by December 1, 2024.

However, there will be additional opportunities to redefine how future Urban Service Area expansions occur, including requirements that any expansion meets specific community goals based on the primary tenants of the Comprehensive Plan. In 2018, Theme E, Accountability Policy #1 called for the creation of a new process for determining long-term decisions involving the Urban Service Boundary and Rural Activity Centers. This vital policy remains a critical initiative for Imagine Lexington 2045. Rethinking the way Lexington evaluates growth management will continue to be a monumental task, but one that is necessary to promote sustainable and equitable growth as land within the Urban Service Area becomes more limited. While the 1958 creation of the Urban Service Area was a high point in Lexington’s planning history, other communities have shown how to ensure growth boundaries remain progressive tools that continue to meet evolving needs in today’s world. Lexington must ensure that the Urban Service Area concept remains at the forefront of progressive national planning policy by modernizing how and why land is considered for future development.

EQUITY: ADDRESSING THE PAST, REFORM FOR THE FUTURE.

While the underlying principle of urban planning, to enhance a community’s physical, social, and fiscal wellbeing, is still the primary drive of the field, it is important to understand who has historically been planned for and who was often disregarded. Policies shaped by urban planning like the allocation of resources, the placement of roads, the establishment of parks, and the upgrading of infrastructure are common throughout comprehensive plans.

However, those who often benefited the most from these visions were those who already had the most. A preference to the protection or elevation of White and wealthy populations has long been a constant in the field of planning throughout the United States and Lexington is no different.

Redlining of communities, and active / passive displacement of poor and minority communities, have all occurred in Lexington since the earliest days of urban planning. These actions which were the basis of some of the policies in Lexington’s earliest Comprehensive Plans through the early 2000s were then legislated and codified in the City’s Zoning Ordinance. These regulations not only separated people, they often barred entry into neighborhoods, access to better schools, proximity to healthy food, and more. Through these measures of segregation, the City also regulated out the type of development that members of the community now seek. Walkable and mixed-use neighborhoods, many built prior to Lexington’s adoption of the Zoning Ordinance, were replaced with a sprawling design, which preferences vehicular movement and does not fully realize the potential of the land.

While the 2018 Comprehensive Plan laid some of the groundwork for more equitable planning within Lexington, this update seeks to expand upon those principles and incorporates the incredible work being done by other organizations and commissions. Imagine Lexington 2045 seeks to build upon the Mayor’s Commission for Racial Justice and Equality, by recommending a critical evaluation of regulations and policies that have resulted in inequitable distribution of goods and services and making changes where possible. The plan acknowledges the government’s need to work with historically marginalized populations to better understand how planning affects everyday life and illuminate instances where the tools of planning are being utilized to segregate, disparage, or privilege. Finally, Imagine Lexington 2045 seeks to do its part to create a more equitable balance within Lexington, from which people are able to live a safe, prosperous, and healthy life, regardless of their age, race, sex, gender, sexuality, or income.

PLANNING FOR SUSTAINABLE GROWTH, CLIMATE CHANGE, AND ENVIRONMENTAL RESILIENCY.

Addressing sustainability in a comprehensive plan is essential for creating a balanced and resilient community that can adapt to future challenges while ensuring the well-being of its residents and the environment. While urban development historically focused on improving community welfare in physical, social, and financial dimensions, it’s now equally imperative to understand and address the emerging environmental challenges brought

about by climate change. Land-use planning, transportation networks, and infrastructure improvements need to consider changing climate dynamics. Planning strategies must shift to include safeguarding the environment and planning for climate resilience, especially considering the increased frequency of extreme weather events Lexington is beginning to witness, and to recognize our connection to other places across Kentucky, including the Eastern regions that experienced devastating floods in July 2022.

Similar to the topic of equity described above, the 2018 Comprehensive Plan created a framework for comprehensive environmental protection policies. The Imagine Lexington 2045 update proposes a more transformative approach to urban planning in Lexington, incorporating the lessons learned from changing climate patterns and building on the efforts of various organizations and agencies working in this realm. This plan calls for a critical examination and modification of policies and regulations that contribute to environmental degradation and exacerbate climate change impacts. The plan also acknowledges the need to engage with communities that are disproportionately affected by climate change to develop insights into the day-to-day repercussions of climate change, identifying areas where urban planning tools might be inadvertently promoting environmental injustice or vulnerability.

To forge a path to a more sustainable and resilient Lexington, Imagine Lexington 2045 articulates a dual-faceted strategy: reducing greenhouse gas emissions through compact, walkable development patterns and adapting to the unavoidable impacts of climate change through the development of resilient infrastructures and policies. In line with the federal vision of achieving net-zero greenhouse gas emissions by 2050, Lexington, in collaboration with surrounding counties, will develop a federally funded Climate Pollution Reduction Plan over the next four years. This ambitious plan will seek not only to pinpoint and reduce significant sources of greenhouse gas emissions but also to explore avenues for carbon capture and sequestration.

By synergizing efforts with ongoing city initiatives like urban tree canopy expansion, rural greenspace conservation, and promoting compact, walkable infill development, this plan seeks to fortify Lexington’s resilience against the adverse impacts of climate change. The objective is to foster a community where every individual, irrespective of their background, can thrive in a safe, prosperous, and healthy environment amid the changing climate dynamics, setting a precedent for sustainable urban development for generations to come.

PUBLIC INPUT SUMMARY

Imagine Lexington 2045 received public comment from over 4,000 contributors from all walks of life. Over the course of the last two years, a concerted effort was made to involve as many people as possible through new innovative strategies, and the result was an unprecedented response from the community. The philosophy is simple – the more input received, the higher the quality of the end product. Planning staff, Planning Commission, and Council heard from individuals, and representatives of community organizations throughout the development of the Comprehensive Plan, and incorporated the feedback at every stage of its update. The final product is reflective of the broad community interests and, though not every individual request could be incorporated, it is a far better plan for the input received.

PHASE I – GOALS & OBJECTIVES

On the Table 2017 was an incredible success for the 2018 Comprehensive Plan, moving participation in the planning process from hundreds to thousands. For Imagine Lexington 2045, On the Table was incorporated yet again, but this time with a new collaborative partner in CivicLex and was more targeted on receiving input from the community regarding the Comprehensive Plan. The results were a wealth of information that will persist well beyond the life of this planning process. The information gathered will provide civic groups, researchers, and interested organizations with exhaustive data that is customizable to answer a wide variety of questions about community preferences for Lexington’s future.

In addition to On the Table, Commerce Lexington solicited the opinions of the business community in Lexington through an intentional focus group process. This process provided staff the ability to hear directly from business leaders in the community. Staff not only heard from businesses, but through an outreach to civic organizations, heard from ten different groups that focus on the environment, neighborhoods, renters, smart growth, and other topics. Additionally, input was received from internal Divisions within the LFUCG as well, as they were asked to lend their expertise to our future growth strategy.

In addition to the individual public input, the Planning Staff solicited input from any community organization willing to give it. Over 60+ timeslots, bookable online, were made available to any community-minded organization willing to take the time to present their ideas or concerns. Ten organizations came forward and offered information to staff.

All the public input from these mechanisms, and a handful of other small public input offerings in 2022 and early 2023 were synthesized into a full Public Input

Report, which is available in Appendix (TBD). The Planning Commission and Council considered this input as they deliberated and reviewed it along with the other data and information presented to them throughout the process. At the conclusion, a public hearing was held by the Planning Commission on February 16, 2023 with a final vote on February 23, 2023 approving the Goals & Objectives. These Goals & Objectives were further amended through a Council Committee of the Whole process in May and June of 2023, resulting in a public hearing on May 9, 2023. The Goals & Objectives in this Imagine Lexington were fully adopted by the Council on June 15, 2023.

PHASE II – ELEMENTS & PLACEBUILDER

The second half of the Imagine Lexington 2045 process included additional opportunities for public engagement, including offering scheduled availability for one-on-one engagement with Planning staff to discuss the draft plan in depth. Lexington residents and organizations took advantage and engaged in thorough discussions and gave substantive feedback. Also, a public input survey was developed and publicized through a robust traditional and social media campaign. Additionally, Planning solicited targeted feedback from members of the development community on updates to The Placebuilder, as well as numerous boards and commissions to provide their expertise. The Greenspace Trust, The Mayor’s Commission on Racial Justice and Equality, Tree Board, and others all contributed valuable feedback on the updated policies in Imagine Lexington 2045’s focused areas of change.

On August 30, a culminating public input open house was held at the Lexington Senior Center. The event was well attended by the public, as well as local news media. All the information from throughout the entire process and public input surveys were available at this event. This provided the backdrop for fascinating and enlightening conversations between staff and attendees. Though the number of participants was counted in the hundred and not thousands for Phase II, there were still many meaningful interactions that led to the modifications of various policies within the draft plan. A public hearing was held on November 30, 2023 and the Planning Commission voted to adopt Imagine Lexington 2045 as the visionary growth plan for the next 20 years.

COMMUNITY DEMOGRAPHICS

SOURCES.

COMMUNITY SNAPSHOT

Population Growth (2022)

Age Range (2021)

Racial Composition (2021)

Renter Vs. Owner (2021)

Household Size (2021)

SUSTAINABILITY + CLIMATE

Temperatures (2000-2022)

Air Quality (2020)

Nature Score (2020)

Precipitation Risk (2022)

EQUITY

Non-White Communities (2010)

Individuals with Disabilities (2021)

HRC Municipality Index Score (2022)

AARP Livability Index (2022)

Income Disparities (2022)

Food Insecurity

URBAN SERVICE AREA

USB

RURAL SERVICE AREA

RSA

LABOR

Workers Commute (2020)

Unemployment Rate (2010-2023)

Transportation to Work (2020)

Household Incomes (2020)

HOUSEHOLD ECONOMICS

Housing Costs as % of Income (2020)

Median Home Price/Median Rent (2023)

Vehicle Ownership (2021)

Household with Broadband Internet Access (2023)

VEHICULAR SAFETY

Fatal Motor Vehicle Crashes Per Year (20172021)

Fatal Motor Vehicle Crashes Per Year (Locations) (2017-2021)

Pedestrians Involved in Fatal Crashes (20172021)

PUBLIC HEALTH

Life Expectancy (2023)

Care Ratios (2023)

Facilities (2023)

EDUCATION

Graduation Rate (2023)

Test Score (2023)

School Segregation Index (2023)

https://imaginelexington.

Your Plan. Your City.

(2021) –

(2022)

Planning for On the Table Public Input Event

March

Collected Input from Boards and Organizations

March 17

Current Data and Trends Research Presented to Planning Commission

April 10-16

On the Table Public Input Event

May 19

Presented On the Table Data and Public Input Draft Report to Planning Commission

June 30

Presented Draft Goals and Objectives to Planning Commission

July - Dec

Continued work on Draft Goals and Objectives & Theme Research

June 15

Urban County Council adopts final Goals and Objectives

May 18

Proposed Content for Theme B Discussed with Planning Commission

April 20

Proposed Content for Theme C Discussed with Planning Commission

Feb 23

Planning Commission recommends approval of Goals and Objectives and forwards to Urban County Council

Feb 16

Planning Commission Public Hearing on Goals and Objectives

Jan 19

Draft Goals and Objectives Update Presented to Planning Commission

June 15

June 29

July 20

Aug 17

Aug 30

Sept 21

Proposed Content for Theme D Discussed with Planning Commission Nov

Proposed Content for Theme A Discussed with Planning Commission

Proposed Content for Theme E Discussed with Planning Commission

Full Draft of Imagine Lexington 2045 Presented to Planning Commission

Imagine Lexington 2045 Public Input Event at Lexington Senior Center

Imagine Lexington 2045 Public Input discussed with Planning Commission

Planning Commission Public Hearing And Adoption of Imagine Lexington 2045

WHAT’S IN THE PLAN?

WELL - PLANNED CITIES DO NOT HAPPEN BY ACCIDENT.

An intentional process called comprehensive planning ensures that entire community is served by equitable growth. Comprehensive planning relies heavily on public input - communities should determine how they want to grow.

WE WANT TO KNOW HOW YOU IMAGINE LEXINGTON.

We challenge you to get involved in the planning process. Start by becoming familiar with our 2045 Comprehensive Plan, Imagine Lexington, and then share your thoughts at public input opportunities.

READY TO GET STARTED?

Imagine Lexington is available for download or Online browsing at www.imaginelexington.com GET

GOALS & OBJECTIVES.

Informed by Lexington residents, the Goals & Objectives are the backbone of Imagine Lexington 2045, its themes, and the resulting policies. Their key purpose is to ensure that the urban growth boundary and other Long Range Planning issues address needs for new urban development and contribute to the property of Lexington.

ELEMENTS & IMPLEMENTATION.

The Elements are the strategy that provides a means to accomplish the Goals & Objectives. State law requires a comprehensive plan to address land use, transportation, and community facilities at a minimum, but Lexington has historically taken the opportunity to address housing, environmental considerations, historic preservation issues, and many other facets of the community. These elements are structured within cross-cutting “THEMES” that reflect the true nature of how the community operates and interacts. Each theme also has “PILLARS” which provide organization and emphasis within each theme. Within the pillars are “POLICIES” that provide explicit direction in either an internally or externally focused way. Specific internally focused implementation items derived from these policies are “ACTION ITEMS” that serve as a work program for Planning Staff. Externally focused policies are concentrated into criteria for proposed development that are housed within “THE PLACEBUILDER”.

THEMES, PILLARS, & POLICIES.

Imagine Lexington’s five themes stem directly from the Goals & Objectives. Each theme focuses on a specific topic that is relevant to the long-term success and vitality of Lexington as it continues to grow. Branching from each theme is a set of three pillars, which categorize a robust set of policies that guide future community development initiatives.

THE PLACEBUILDER.

The Placebuilder is a tool for reviewing development proposals for agreement with the Comprehensive Plan. It is a visual guidebook that provides actionable development criteria derived directly from Imagine Lexington themes and policies. The Placebuilder was designed to encourage dialog between development applicants, communities, Planning staff, the Planning Commission, and the Urban County Council

GOALS & OBJECTIVES.

ADOPTED BY URBAN COUNTY COUNCIL JUNE 15, 2023.

THEME A

GROWING SUCCESSFUL NEIGHBORHOODS

PREAMBLE

THEME B

PROTECTING THE ENVIRONMENT

THEME C

CREATING JOBS & PROSPERITY

THEME D

IMPROVING A DESIRABLE COMMUNITY

THEME E

URBAN & RURAL BALANCE

THEME F

IMPLEMENTING THE PLAN

To ensure that long range planning policies and other urban growth boundary issues address the expected needs for new urban development and equitably contribute to the health and prosperity of Lexington-Fayette County, these Goals and Objectives have been drafted based upon an evaluation of existing conditions, robust public input, examination of land use planning best practices, review of current local plans and documents, and the projected community needs for the future. While these Goals and Objectives look forward to 2045, they will continue to be reviewed and revised as necessary on the five-year review cycle mandated by state statute. Anytime in the interim, the Planning Commission may recommend that Council amend the Goals and Objectives, and any recommendation shall be presented for consideration, amendment, and adoption by the Council.

THEME A: GROWING & SUSTAINING SUCCESSFUL NEIGHBORHOODS.

GOAL 1: EXPAND HOUSING CHOICES.

OBJECTIVES:

a. Pursue incentives and regulatory approaches that encourage creativity, energy efficiency, and sustainability in housing development.

b. Accommodate the demand for housing in Lexington responsibly, prioritizing higher-density and mixture of housing types.

c. Plan for safe, affordable and accessible housing to meet the needs of Lexington’s aging population and residents with disabilities.

d. Create and implement housing incentives that strengthen the opportunities for higher-density and housing affordability.

e. Improve access to stable long-term housing for those experiencing homelessness.

f. Explore opportunities for unused and underused publicly owned land to be developed for affordable housing developments.

GOAL 2: SUPPORT INFILL AND REDEVELOPMENT THROUGHOUT THE URBAN SERVICE AREA AS A STRATEGIC COMPONENT OF GROWTH.

OBJECTIVES:

a. Identify areas of opportunity for infill, redevelopment, adaptive reuse, and mixed-use development.

b. Respect the context and design features of areas surrounding development projects and develop design standards and guidelines to ensure compatibility with existing urban form.

c. Incorporate adequate greenspace and open space into all development projects, which serve the needs of the intended population.

d. Encourage infill and redevelopment through the creation and implementation of innovative programs such as the Lexington Infrastructure Fund, regulatory changes, development incentives, optional off-site mitigation funds, and other methods.

e. Create materials about the Comprehensive Plan and do outreach to educate the public about infill and redevelopment.

GOAL 3: PROVIDE WELL - DESIGNED NEIGHBORHOODS AND COMMUNITIES.

OBJECTIVES:

a. Enable existing and new neighborhoods to flourish through improved regulation, expanded opportunities for neighborhood character preservation, and public commitment to expand options for mixed-use and mixed-type housing throughout Lexington-Fayette County.

b. Strive for positive and safe social interactions in neighborhoods, including, but not limited to, neighborhoods that are connected for pedestrians and various modes of transportation.

c. Minimize disruption of natural features when building new communities.

d. Encourage the use of neighborhood-enhancing elements, such as green infrastructure, street trees, neighborhood-serving businesses, gathering spaces and other types of community focal points.

e. Improve Lexington’s transportation network through ample street and sidewalk connections between new and existing development.

GOAL 4: ADDRESS COMMUNITY FACILITIES AT A NEIGHBORHOOD SCALE.

OBJECTIVES:

a. Incorporate schools, libraries, parks, greenways, and other communityfocused educational and recreational facilities into neighborhoods in order to maximize safe routes for all pedestrians and bicyclists.

b. Plan for equitable and accessible social services and healthcare facilities that address the needs of all residents, maximizing the opportunity to reach geographically underserved areas throughout the community.

c. Establish and promote road network connections to reduce police, EMS, and fire response times and improve efficiency and operations of city services.

GOAL 5: ENSURE EQUITABLE DEVELOPMENT AND RECTIFY LEXINGTON’S SEGREGATION BY RACE AND SOCIOECONOMIC STATUS CAUSED BY HISTORIC PLANNING PRACTICES AND POLICIES.

OBJECTIVES:

a. Take an actively anti-racist approach to land use policy, with the purpose of integrated, walkable, transit accessible neighborhoods for all residents.

b. Protect existing housing affordability for all and expand low- and middle-income housing across the city.

c. Ensure that public infrastructure investment in vulnerable areas provides benefits to that community and actively avoids, minimizes, or mitigates the disparate impact and displacement of vulnerable populations.

d. Develop new enforcement and housing programs and revise existing policies to prioritize the health, wellbeing, and protection of at-risk homeowners and renters.

e. Implement and develop innovative programs, such as land banks, the Affordable Housing Fund, community land trusts, or other methods to subsidize affordable housing.

f. Update zoning regulations to allow for greater density, supply, and affordability.

g. Provide an ongoing and contextualized educational curriculum on historical planning practices and policies, acknowledging their impact on marginalized neighborhoods in Lexington.

THEME B: PROTECTING THE ENVIRONMENT.

GOAL 1: PROTECT WATER RESOURCES BY IMPROVING URBAN STORMWATER AND SANITARY SEWER INFRASTRUCTURE.

OBJECTIVES:

a. Continue to implement sanitary sewer Consent Decree programs (remedial measures, capacity assurance, management, operation and maintenance).

b. Protect and improve water quality through the development of costsharing and grant programs to assist homeowners, neighborhoods, and developers.

c. Retrofit stormwater infrastructure to improve water quantity and quality concerns.

d. Continue to develop protections for watersheds, including installation of elements to improve and protect water quality, reforesting appropriate areas, and improving aesthetic and educational experiences.

e. Provide an ongoing educational curriculum that focuses on sustainable planning, development, and at-home behaviors to help build a culture focused on creating a more resilient, equitable, and livable future for all.

f. Ensure stormwater and sanitary sewer infrastructure is placed in the most efficient and effective location to serve its intended purpose.

GOAL 2: IDENTIFY AND MITIGATE LOCAL IMPACTS OF CLIMATE CHANGE BY TRACKING AND REDUCING LEXINGTON - FAYETTE COUNTY’S CARBON FOOTPRINT AND GREENHOUSE GAS EMISSIONS, AND COMMIT TO COMMUNITY - WIDE NET ZERO GREENHOUSE GAS EMISSIONS BY THE YEAR 2050.

OBJECTIVES:

a. Continue programs and initiatives to track and improve energy efficiency and reduce greenhouse gasses, and prioritize reducing, reusing, and recycling.

b. Identify and assess potential climate change local impacts, including but not limited to, temperature, precipitation, extreme weather, agriculture, and human health.

c. Develop incentives and update regulations for green building, sustainable development, and transit-oriented development with civic agencies leading by example.

d. Prioritize multi-modal options that de-emphasize single-occupancy vehicle dependence.

GOAL 3: APPLY ENVIRONMENTALLY SUSTAINABLE PRACTICES TO PROTECT, CONSERVE AND RESTORE LANDSCAPES AND NATURAL RESOURCES.

OBJECTIVES:

a. Support the funding, planning and management of a green infrastructure program.

b. Identify and protect natural resources and landscapes before development occurs.

c. Incorporate environmental equity and green infrastructure principles in new plans and policies.

d. Coordinate intragovernmental planning, funding, programs and activities across LFUCG departments and divisions; ensuring that all planning and operational activities that impact the protection, conservation and restoration of landscapes, natural resources, and our natural environment are aligned and complementary.

e. Incentivize green infrastructure practices in the design of new development.

f. Promote, maintain, and expand the urban forest throughout Lexington.

THEME C: CREATING JOBS & PROSPERITY.

GOAL 1: SUPPORT AND SHOWCASE LOCAL ASSETS TO FURTHER THE CREATION OF A VARIETY OF JOBS.

OBJECTIVES:

a. Strengthen efforts to develop a variety of job opportunities that support a living wage and lead to prosperity for all.

b. Strengthen regulations and policies that propel the agricultural economy,

including, but not limited to, local food production and distribution, agritourism and the equine industry that showcase Lexington-Fayette County as the Horse Capital of the World.

c. Collaborate with institutions of higher learning to foster a capable and skilled work force while engaging agencies that address the lack of prosperity for residents by reducing joblessness.

d. Encourage development that promotes and enhances tourism.

e. Encourage developers of government-funded or subsidized projects to employ residents in the vicinity.

GOAL 2: ATTRACT A WIDE ARRAY OF EMPLOYMENT OPPORTUNITIES THAT ENCOURAGE AN ENTREPRENEURIAL SPIRIT, AND ENHANCE OUR ABILITY TO RECRUIT AND RETAIN A TALENTED, CREATIVE WORKFORCE BY ESTABLISHING OPPORTUNITIES THAT EMBRACE DIVERSITY, EQUITY, AND INCLUSION IN OUR COMMUNITY.

OBJECTIVES:

a. Prioritize the success and growth of strategically-targeted employment sectors (healthcare, education, high-tech, advanced manufacturing, agribusiness, agritourism, and the like), and enable infill and redevelopment that creates jobs where people live.

b. Improve opportunities for small business development through the encouragement of incubator spaces, home-based businesses, shared work opportunities, and government-led programs to educate entrepreneurs, particularly for people of color and underserved communities.

c. Review and improve regulations and policies that attract and retain high paying jobs through close collaboration with agencies that focus on economic development.

d. Provide entertainment and other quality of life opportunities that attract and retain young, and culturally diverse professionals, and a work force of all ages and talents to Lexington.

e. Encourage minority businesses to locate in areas that have experienced displacement and gentrification by creating incentives and removing barriers to entry.

f. Encourage land development that attracts, expands, and retains jobs

in employment sectors that provide upward mobility and prosperity for all and prioritizes identifying land opportunities for job creation and housing needs.

GOAL 3: IDENTIFY AND UPDATE LAND USE POLICIES AND REGULATIONS TO IMPROVE ECONOMIC MOBILITY AND RELATED SOCIOECONOMIC AND HEALTH ISSUES.

OBJECTIVES:

a. Create and implement mechanisms for low, moderate, and middle income residents to access affordable and equitable home financing options for those who desire to own a home.

b. Collaborate with developers, commercial entities, and non-profits to ensure food security, providing residents access to affordable and nutritious food.

c. Create a central coordinating function for all social services in the county, including non-profit, faith-based, and governmental services.

GOAL 4: IDENTIFY, PROVIDE AND SUSTAIN READILY AVAILABLE PUBLICLY - CONTROLLED ECONOMIC DEVELOPMENT LAND TO MEET FAYETTE COUNTY’S NEED FOR JOBS, AMENDING THE COMPREHENSIVE PLAN AS NECESSARY TO ENSURE IT REMAINS AN UP - TO - DATE & WORKABLE FRAMEWORK FOR ECONOMIC DEVELOPMENT.

THEME D: IMPROVING A DESIRABLE COMMUNITY.

GOAL 1: WORK TO ACHIEVE AN EFFECTIVE, EQUITABLE, AND COMPREHENSIVE TRANSPORTATION SYSTEM.

OBJECTIVES:

a. Implement the Complete Streets policy, prioritizing a pedestrian-first design that also accommodates the needs of bicycle, transit and other vehicles.

b. Expand the network of accessible transportation options for residents and commuters, which may include the use of mass transit, bicycles, walkways, ride-sharing, greenways and other strategies.

c. Concentrate efforts to enhance mass transit along our corridors in

order to facilitate better service for our growing population, as well as efficiencies in our transit system.

d. Improve traffic operation strategies, traffic calming, and safety for all users.

e. Provide the infrastructure to promote and encourage electric vehicles throughout Lexington.

f. Enhance transportation options that are affordable, equitable, and responsive to the needs of residents and that support their preferred or necessary mode of transportation, with an emphasis on sidewalk improvements and connectivity.

GOAL 2: SUPPORT A MODEL OF DEVELOPMENT THAT FOCUSES ON PEOPLE - FIRST TO MEET THE HEALTH, SAFETY AND QUALITY OF LIFE NEEDS OF LEXINGTON - FAYETTE COUNTY’S RESIDENTS AND VISITORS.

OBJECTIVES:

a. Ensure built and natural environments are safe and accessible through activated and engaging site design.

b. Collaborate with educational and healthcare entities to meet the needs of Lexington-Fayette County’s residents and visitors.

c. Collaborate with service providers about how their community facilities should enhance existing neighborhoods.

d. Monitor and evaluate newly passed parking regulations to ensure they are achieving more walkable, people-first development, and lowering development costs.

e. Ensure the provision of supportive services that meets the needs of the homeless population, as well as interim and long term housing options.

GOAL 3: PROTECT AND ENHANCE THE NATURAL AND CULTURAL LANDSCAPES THAT GIVE LEXINGTON - FAYETTE COUNTY ITS UNIQUE IDENTITY AND IMAGE.

OBJECTIVES:

a. Protect historic resources and archaeological sites.

b. Incentivize the renovation, restoration, development and maintenance of historic residential and commercial structures.

c. Develop incentives to retain, restore, preserve and continue use of historic resources such as historic sites, rural settlements and urban and rural neighborhoods.

GOAL 4: PROMOTE, SUPPORT, ENCOURAGE AND PROVIDE INCENTIVES FOR PUBLIC ART.

OBJECTIVES:

a. Initiate and support public art through projects originated by the Public Arts Commission and collaborative projects with LexArts and other neighborhood and community groups.

b. Incentivize the addition of public art to new and existing spaces.

c. Ensure public art is distributed equitably, enhancing and activating public and publicly accessible spaces, and providing a vehicle for communities to express their unique identity and culture.

d. Maintain established public art.

THEME

E:

MAINTAINING A BALANCE BETWEEN PLANNING FOR URBAN USES AND SAFEGUARDING RURAL LAND.

GOAL 1: UPHOLD THE URBAN SERVICE AREA CONCEPT.

OBJECTIVES:

a. Preserve the Urban Service Boundary concept, which is the first of its kind in the United States, and has been foundational in fiscally responsible planning and growth management in Lexington since 1958.

b. Continue to monitor the absorption of vacant and underutilized land within the Urban Service Area.

c. Ensure all types of development are environmentally, economically, equitably, and socially sustainable to accommodate the future growth needs of all residents while safeguarding rural land.

d. Emphasize redevelopment of underutilized corridors.

e. Maximize development on vacant land within the Urban Service Area and promote redevelopment of underutilized land in a manner that enhances existing urban form and/or historic features.

f. Pursue strategies to activate large undeveloped landholdings within the Urban Service Area.

GOAL 2: SUPPORT THE AGRICULTURAL ECONOMY, HORSE FARMS, GENERAL AGRICULTURAL FARMS, LOCAL FOOD PRODUCTION, AGTECH, AND THE RURAL CHARACTER OF THE RURAL SERVICE AREA.

OBJECTIVES:

a. Protect and enhance the natural, cultural, historic and environmental resources of Lexington-Fayette County’s Rural Service Area and Bluegrass farmland to help promote the general agricultural brand and ensure Lexington-Fayette County remains the Horse Capital of the World.

b. Support the Purchase of Development Rights and private sector farmland conservation programs to protect, preserve and enhance our signature agricultural industries, historic structures, cultural landscapes, natural environments and community welfare.

GOAL 3: THROUGH A ROBUST PUBLIC ENGAGEMENT PROCESS, THE URBAN COUNTY COUNCIL HAS IDENTIFIED A CRITICAL NEED FOR ADDITIONAL ACREAGE INSIDE THE URBAN SERVICE AREA FOR HOUSING AND JOB CREATION. THE 2045 COMPREHENSIVE PLAN SHALL MAINTAIN THE URBAN SERVICE AREA CONCEPT, BUT IT IS ALSO THIS PLAN’S RESPONSIBILITY TO MEET EXISTING NEEDS AND PLAN FOR FUTURE GROWTH TO MEET THE NEEDS OF OUR COMMUNITY THROUGH 2045.

OBJECTIVES:

a. The Planning Commission, in carrying out the land use element of this Comprehensive Plan, shall identify no less than 2,700 acres but no more than 5,000 acres for inclusion within the Urban Service Area. Properties that are contiguous to the current Urban Service Area, or have existing frontage on corridors, arterials and collector roadways, or with common ownership of such parcels should be given priority for inclusion.

b. Plan growth along major transportation and federal highway corridors. The Planning Commission should consider for said acreage that which has been identified as capable of meeting infrastructure requirements for growth and is contained within Lexington’s major transportation

corridors. This area is also limited with the recognition of the community’s desire to ensure Lexington remains the Horse Capital of the World.

c. By December 1, 2024, adopt a new Expansion Area Master Plan to ensure the above acreage is responsibly developed while balancing the integrity of our agricultural land and the clear need for additional acreage to address Lexington’s housing and economic development requirements. To ensure coordinated development, the master plan should plan for infrastructure, community facilities, and land uses that include a variety of housing types, with a focus on low and middle income housing types, and a wide array of employment opportunities. It is the intention of the Urban County Council that the new Expansion Area Master Plan include provisions for the construction, creation and/or funding of additional affordable housing units, as defined by the Federal Department of Housing and Urban Development, and middle income housing. As such, the Planning Commission shall recommend to the Urban County Council mechanisms to create, construct and/or fund affordable housing units and middle income housing in correlation to the development provided for in the Expansion Area Master Plan. Completion of this master plan shall be the priority of the work of the Division of Planning to ensure timely adoption and implementation of critical needs identified.

d. Future decisions concerning the boundaries of the Urban Service Area and Rural Activity Center, as well as creation of new Rural Activity Centers, will be determined by implementation of the process created pursuant to Goal 4.

GOAL 4: PROTECT LEXINGTON’S INVALUABLE RURAL RESOURCES AND INFORM LONG - RANGE PLANNING FOR HOUSING, INFRASTRUCTURE, COMMUNITY FACILITIES AND ECONOMIC DEVELOPMENT BY FINALIZING ON THE WORK OF THE SUSTAINABLE GROWTH TASK FORCE AND THE GOAL 4 WORKGROUP TO CREATE A DATA - DRIVEN AND CREATING AND ADOPTING A NEW PROCESS, TO INCLUDE ROBUST PUBLIC INPUT AND A PUBLIC HEARING, FOR DETERMINING LONG - TERM LAND USE DECISIONS INVOLVING THE URBAN SERVICE BOUNDARY AND RURAL ACTIVITY CENTERS.

OBJECTIVES:

a. Ensure this process preserves the Urban Service Area concept, even if the boundary of the Urban Service Area is altered.

b. Create a process that is informed by robust public and stakeholder engagement and is built upon a thorough research-based foundation.

c. Make certain this new process informs long-range planning for infrastructure, community facilities, and economic development, while protecting Lexington’s invaluable rural resources and continuing to focus on infill, redevelopment and land use efficiency as the continued primary objectives.

d. Ensure outcomes of this process are fiscally sustainable, equitable, environmentally focused, multimodal, agriculturally supportive, and economically forward.

e. Incorporate Urban County Council input, and adopt the process as an amendment to the elements of the Comprehensive Plan by August 1, 2026 and establish a mechanism to immediately implement the process.

THEME F: IMPLEMENTING THE PLAN FOR LEXINGTON FAYETTE COUNTY & THE BLUEGRASS.

GOAL 1: ENGAGE AND EDUCATE THE RESIDENTS OF LEXINGTONFAYETTE COUNTY IN THE PLANNING PROCESS.

OBJECTIVES:

a. Pursue all venues of communication, including, but not limited to, electronic and social media to involve advocates and stakeholders.

b. Establish early and continuous communication with stakeholders.

c. Ensure that community involvement includes renters, lower-income households, people who are experiencing homelessness, people of color, youth, and families, so they have a greater voice in the decision-making processes.

d. Build on the On the Table initiative and continue to engage in partnerships with community organizations to reach underrepresented populations.

e. Ensure Lexington’s complex and technical planning efforts, policies, documents, and plans are written at a basic reading level, with concrete wording, along with clarification when the meaning of a word differs, so residents understand all materials and strategies.

GOAL 2: IMPLEMENT THE 2045 COMPREHENSIVE PLAN.

OBJECTIVES:

a. Utilize the annual Sustainable Growth Report update to establish and maintain Comprehensive Plan metrics.

b. Maintain a website to host the metrics, updating the general public on progress while providing transparency and supporting data.

c. Continue to update the Zoning Ordinance and development process to better address Lexington’s growth and development needs.

GOAL 3: INCREASE REGIONAL PLANNING TO ENSURE GREATER COLLABORATION AND STEWARDSHIP OF SHARED RESOURCES.

OBJECTIVES:

d. Set the standard through leadership and engagement to identify and resolve regional issues.

e. Support legislative efforts and cross-county actions that improve regional planning, including, but not limited to, developing regional policies; sharing information; and planning for regional systems of transportation, open space, water supply and infrastructure.

THEMES & POLICIES

THEME A: BUILDING AND SUSTAINING SUCCESSFUL NEIGHBORHOODS.

PILLAR I: DESIGN.

Design policy #1: Utilize a people-first design, ensuring that roadways are moving people efficiently & providing equitable pedestrian infrastructure.

Design policy #2: Ensure proper road connections are in place to enhance service times & access to public safety, waste management and delivery services for all residents.

Design policy #3: Multi-family residential developments should comply with the Multi-Family Design Standards in Appendix A.

Design policy #4: Provide development that is sensitive to the surrounding context.

Design policy #5: Provide pedestrian-friendly street patterns & walkable blocks to create inviting streetscapes.

Design policy #6: Adhere to the recommendations of the Lexington area MPO bike/ Pedestrian Master Plan, adopted in 2018.

Design policy #7: Design car parking lots and vehicular use areas to enhance walkability and bikability.

Design policy #8: Provide varied housing choice.

Design policy #9: Provide neighborhood-focused open spaces or parks within walking distance of residential uses.

Design policy #10: Reinvest in neighborhoods to positively impact Lexingtonians through the establishment of community anchors.

Design policy #11: Street layouts should establish clear public access to neighborhood open space and greenspace.

Design policy #12: Support neighborhood-level commercial areas.

Design policy #13: Development should connect to adjacent stub streets & maximize the street network.

PILLAR II: DENSITY.

Density policy #1: Locate high density areas of development along higher capacity roadways (minor arterial, collector), major corridors & downtown to facilitate future transit enhancements.

Density policy #2: Infill residential can & should aim to increase density while enhancing existing neighborhoods through context sensitive design.

Density policy #3: Provide opportunities to retrofit incomplete suburban developments with services and amenities to improve quality of life and meet climate goals.

Density policy #4: Allow & encourage new compact single family housing types.

PILLAR III: EQUITY.

Equity policy #1: Ensure equitable development and address Lexington’s segregation resulting from historic planning practices and policies: rectify the impact of redlining and discrimination based on race and socioeconomic status.

Equity policy #2: Provide an ongoing and contextualized educational curriculum on historical planning practices and policies acknowledging their impact on marginalized neighborhoods in Lexington.

Equity policy #3: Meet the demand for housing across all income levels.

Equity policy #4: Provide affordable housing across all areas, affirmatively furthering fair housing, complying with HUD guidance.

Equity policy #5: Add residential opportunities by proactively up-zoning areas near transit for populations who rely solely on public transportation.

Equity policy #6: Preserve & enhance existing affordable housing through the Land Bank, Community Land Trust & Vacant Land Commission.

Equity policy #7: Protect affordable housing tenants through improved code enforcement policies.

Equity policy #8: Improve access to and promote accessory dwelling units as a more affordable housing option in Lexington.

Equity policy #9: Community facilities should be well integrated into their respective neighborhoods.

Equity policy #10: Housing developments should implement universal design principles on a portion of their units.

Equity policy #11: Ensure stable housing. Empower individuals through shelter, and provide housing security through permanent residences and comprehensive assistance programs.

THEME B: PROTECTING THE ENVIRONMENT.

PILLAR I: PROTECTION.

Protection policy #1: Continue the Sanitary Sewer Capacity Assurance Program (CAP) and encourage the Stormwater Incentive Grant Program to reduce impacts of development on water quality.

Protection policy #2: Conserve and protect environmentally sensitive areas,

including sensitive natural habitats, greenways, wetlands and water bodies.

Protection policy #3: Continue to implement the PDR program to safeguard Lexington’s rural land.

Protection policy #4: Conserve active agriculture land in the Rural Service Area while promoting sustainable food systems.

Protection policy #5: Promote and connect local farms with the community through integrated partnerships.

Protection policy #6: Promote context-sensitive agritourism in the Rural Service Area.

Protection policy #7: Protect the urban forest and significant tree canopies.

Protection policy #8: Protect and enhance biodiversity in both the Urban and Rural Service Areas.

Protection policy #9: Respect the geographic context of natural land, encourage development to protect steep slopes, and locate building structures to reduce unnecessary earth disruption.

Protection policy #10: Reduce light pollution to protect dark skies.

PILLAR II: SUSTAINABILITY.

Sustainability policy #1: Establish a plan to reduce community-wide greenhouse gas emissions to net zero by 2050.

Sustainability policy #2: Establish a plan to reduce all LFUCG facilities, operations, and fleets to net zero greenhouse gas emissions.

Sustainability policy #3: Reduce air pollution and greenhouse gasses through compact development and complete streets that encourage multimodal transportation options.

Sustainability policy #4: Reduce and mitigate negative environmental impacts of impervious surfaces and vehicle use areas.

Sustainability policy #5: Expand and promote energy efficiency, renewable energy, and electrification initiatives

Sustainability policy #6: Apply for LEED for Cities certification to track progress toward sustainability, greenhouse gas emissions reduction, and environmental equity objectives.

Sustainability policy #7: Develop and proactively share educational materials and programs to increase public awareness of energy efficiency benefits and services.

Sustainability policy #8: Enhance Lexington’s recycling, composting, and waste management programs.

Sustainability policy #9: Incentivize green stormwater infrastructure beyond regulatory requirements

Sustainability policy #10: Develop incentives for Green Building Practices and Sustainable Site Design.

Sustainability policy #11: Require low impact landscaping and native plants species.

PILLAR III: RESTORATION.

Restoration policy #1: Implement the LFUCG urban forestry management plan to restore and grow Lexington’s urban forest.

Restoration policy #2: Identify opportunities to strategically link parks, trails, complete streets, greenways, and natural areas to advance Lexington’s green infrastructure network.

Restoration policy #3: Support community gardens and urban agriculture to restore natural resources within the Urban Service Area.

Restoration policy #4: Improve public health and reduce the regional carbon footprint by decreasing vehicle emissions through the use of alternative fuel vehicles.

Restoration policy #5: Improve watershed management and waterway quality.

Restoration policy #6: Coordinate to address litter abatement.

Restoration policy #7: Support Environmental Justice and equity.

THEME C: CREATING JOBS AND PROSPERITY.

PILLAR I: LIVABILITY.

Livability policy #1: Encourage economic opportunities for a wide array of agritourism while preserving the Bluegrass identity.

Livability policy #2: Emphasize the preservation, protection, & promotion of the iconic Bluegrass landscape along rural gateways & roadways serving as primary tourist routes.

Livability policy #3: Promote sports tourism through the development of athletic complexes & enhance Lexington’s existing facilities.

Livability policy #4: Promote economic development through improving the livability of downtown to support more residents and community serving businesses.

Livability policy #5: Enhance programs & activities by Lexington’s Parks & Recreation department, & support public event planning, community events, & festivals.

Livability policy #6: Attract & retain a vibrant workforce by improving affordable housing opportunities, amenities, & entertainment options.

Livability policy #7: Create a walkable city with quality transit that is attractive to new businesses and residents.

Livability policy #8: Promote quality of life aspects, including investment in public space, as an attraction to new businesses & residents.

Livability policy #9: Promote economic development through the preservation of strategically & appropriately located industrial & production zoned land.

PILLAR II: DIVERSITY.

Diversity policy #1: Create opportunities for incubators. Seek incentives for owners of vacant office/laboratory space, & for developers who build incubator space for startups & for growing businesses.

Diversity policy #2: Encourage a diverse economic base to provide a variety of job opportunities, allowing upward mobility for lower income residents of Fayette County.

Diversity policy #3: Support full funding & adequate staff for the Minority Business Enterprise Program (MBEP) which increases diversification of city vendors through promoting an increase in minority, veteran, & women-owned companies doing business with the city.

Diversity policy #4: Encourage training, programs, access, & inclusion to employment opportunities.

Diversity policy #5: Maximize context sensitive employment opportunities within the opportunity zone tracts, providing equitable community development, & prioritizing local residents for advancement opportunities.

Diversity policy #6: Increase flexibility on types of home occupations allowed.

PILLAR III: PROSPERITY.

Prosperity policy #1: Promote hiring local residents, & recruit employees living in areas of construction projects.

Prosperity policy #2: Support continued funding for economic development.

Prosperity policy #3: Continue to protect the agricultural cluster & equine industry, & support existing agricultural uses, while promoting new innovative agricultural uses in the Rural Service Area.

Prosperity policy #4: Encourage installation of fiber-optic broadband infrastructure for high-tech & other industries.

Prosperity policy #5: Continue to raise awareness of farms & farm tours.

Prosperity policy #6: Promote Kentucky Proud & local Lexington products using unified branding.

Prosperity policy #7: Support & increase networking opportunities for career related institutions, organizations, & agencies.

Prosperity policy #8: Provide employment opportunities that match the graduating majors from local colleges & vocational training institutions.

Prosperity policy #9: Recruit professional services that utilize vacant office space.

Prosperity policy #10: Encourage flexible parking & shared parking arrangements.

Prosperity policy #11: Expand job opportunities through education & training to retain existing businesses & attract new ones.

Prosperity policy #12: Implement the Legacy Business Park Master Plan for the 250 acres of publicly-controlled economic development land at Coldstream research campus.

Prosperity policy #13: Promote increasing the supply of farm workers, & the availability & affordability of using agricultural technology, & agricultural equipment.

Prosperity policy #14: Create and implement mechanisms for low, moderate, and middle income residents to access affordable and equitable home financing options to enable them to “get on the property ladder” and accumulate intergenerational wealth.

Prosperity policy #15: Collaborate with developers, commercial entities, and non-profits to eliminate food deserts throughout the county and ensure that all residents have easy access to affordable and nutritious food.

Prosperity policy #16: Create a central coordinating function for all social services in the county, including non-profit, faith-based, and governmental services.

THEME D: IMPROVING A DESIRABLE COMMUNITY.

PILLAR I: CONNECTIVITY.

Connectivity policy #1: Street design should reflect & promote the desired place-type.

Connectivity policy #2: Create multi-modal streets that satisfy all user needs and provide equitable multi-modal access for those who do not drive due to age, disability, expense, or choice.

Connectivity policy #3: Encourage Transit-Oriented Development, increase density along major corridors, and support transit ridership, thus reducing Vehicle Miles Traveled (VMT).

Connectivity policy #4: Design street networks that provide alternative route options and reduce traffic congestion.

Connectivity policy #5: Streets should be designed for the desired speed, using built-in traffic calming measures such as roundabouts, narrower street widths, chicanes, medians, etc.

Connectivity policy #6: Develop a multi-modal transportation network and infrastructure; seek collaboration with regional transit partners for the commuting public.

Connectivity policy #7: Plan for the long-term land use and transportation impacts of connected and autonomous vehicles (CAV).

PILLAR II: PLACEMAKING.

Placemaking policy #1: Create development standards and best practices for land adjacent to shared use trails and trail corridors.

Placemaking policy #2: Activate built and natural environments to promote economic development and create safer spaces.

Placemaking policy #3: Establish design standards for placemaking.

Placemaking policy #4: Create quality & usable open space for all developments.

Placemaking policy #5: Review zoning ordinance & subdivision regulations to create more walkable places.

Placemaking policy #6: Promote a more resilient power grid while maintaining urban canopy and enhancing the visible characteristics of Lexington.

Placemaking policy #7: Cultivate a more collaborative predevelopment process by implementing the recommendations of the Public Engagement Toolkit.

Placemaking policy #8: Develop a tactical placemaking program within the Division of Planning to work with interested neighborhoods & aid in the organization of activities.

Placemaking policy #9: Honor Lexington’s history by requiring new development & redevelopments to enhance the cultural, physical, & natural resources that have shaped the community.

Placemaking policy #10: Coordinate with non-profit organizations to designate public art easements on new development.

Placemaking policy #11: Update the adaptive reuse ordinance.

Placemaking policy #12: Analyze underutilized commercial property through corridor land use & transportation studies.

Placemaking policy #13: Update the Downtown Master Plan.

Placemaking policy #14: Develop a new citywide festival to entice visitors & provide additional draw during the tourism off-season.

Placemaking policy #15: Reduce/discourage vehicle-oriented development patterns, such as drive through businesses and gas stations, within neighborhoods and the urban core.

PILLAR III: SUPPORT.

Support policy #1: Ensure school sites are designed to integrate well into the surrounding neighborhood.

Support policy #2: Incorporate natural components into school site design to further the goals of Theme B (Protecting the Environment), but also to provide calming elements that reduce student stress & anxiety.

Support policy #3: Support the maintenance & expansion of a robust wireless communications network creating reliable service throughout Lexington’s urban & rural areas.

Support policy #4: Provide equitable healthcare opportunities throughout Lexington to allow for the wide range of medical needs of everyone.

Support policy #5: Provide equity in social services by ensuring those in need are served by social service community facilities that address homelessness, substance abuse, mental health, & other significant issues.

Support policy #6: Ensure all social service & community facilities are safely

accessible via mass transit, bicycle, & pedestrian transportation modes.

Support policy #7: Protect and promote social services and take active measures to reduce homelessness.

Support policy #8: Build upon the success of the Senior Citizens’ Center to provide improved quality of life opportunities for the largest growing population demographic.

Support policy #9: Implement additional creative cohousing opportunities that are both accessible & affordable for seniors & people with disabilities.

Support policy #10: Incorporate street trees as essential infrastructure.

Support policy #11: Develop a climate adaptation plan.

Support policy #12: Support programs that protect the rights of tenants during the eviction process.

THEME E: URBAN AND RURAL BALANCE.

PILLAR I: ACCOUNTABILITY.

Accountability policy #1: Complete the new process for determining longterm land use decisions involving the Urban Service Area and Rural Activity Centers.

Accountability policy #2: Develop growth benchmarks and determine best measurable methods to monitor them and report progress on a regular basis.

Accountability policy #3: Implement the Placebuilder to ensure development compliance with the goals, objectives, and policies of the Comprehensive Plan.

Accountability policy #4: Modernize the Zoning Ordinance to reflect the direction of the 2045 Comprehensive Plan.

Accountability policy #5: Redesign and retrofit the Lexington roadway network to safely and comfortably accommodate all users so as to encourage walking, bicycling and transit usage.

Accountability policy #6: Partner with other agencies and organizations to create public education and outreach opportunities.

Accountability policy #7: Establish a coordinating office to advance climate action and sustainability planning efforts.

Accountability policy #8: Establish a coordinating office to implement recommendations of the mayor’s Commission For Racial Justice And Equality.

Accountability policy #9: Enhance diversity in Lexington’s boards and commissions.

PILLAR II: STEWARDSHIP.

Stewardship policy #1 : Uphold and modernize the Urban Service Area concept.

Stewardship policy #2: Capitalize on the diverse economic development, housing, and tourism opportunities throughout the Bluegrass region and engage in discussions to further connect regional economic hubs.

Stewardship policy #3: Increase regional transportation cooperation and pursue multimodal transportation options to facilitate inter-county connectivity.

Stewardship policy #4: Coordinate with surrounding counties to capitalize on the inherent tourism draws of the Bluegrass region.

Stewardship policy #5: Fully realize the development potential within Lexington’s Rural Activity Centers while avoiding negative impacts to surrounding agriculture, rural settlements, and scenic resources.

Stewardship policy #6: Identify new compatible rural land uses that would enhance Lexington’s economy and provide additional income-generating possibilities for local farmers.

Stewardship policy #7: Enhance regional collaboration for coordinated planning efforts.

Stewardship policy #8: Ensure future development is economically, environmentally, and socially sustainable.

Stewardship policy #9: Follow and implement the recommendations of the 2007 study of Fayette County’s small rural communities and the 2017 Rural Land Management Plan to protect and preserve Lexington’s rural settlements.

PILLAR III: GROWTH.

Growth policy #1: Modernize regulations that support infill and redevelopment.

Growth policy #2: Identify and enhance opportunities for infill and redevelopment in downtown areas.

Growth policy #3: Implement the recommendations of the 2018 Your Parks, Our Future Master Plan.

Growth policy #4: Promote the adaptive reuse of existing structures.

Growth policy #5: Identify and preserve Lexington’s historic assets, while

minimizing unsubstantiated calls for preservation that can hinder the city’s future growth.

Growth policy #6: Address new development context along the boundaries of existing historic districts while encouraging infill and redevelopment.

Growth policy #7: Ensure stormwater and sanitary sewer infrastructure is placed in the most efficient and effective location to serve its intended purpose.

Growth policy #8: Identify catalytic redevelopment opportunities to proactively rezone properties, clear regulatory hurdles, and expedite redevelopment.

Growth policy #9: Support missing middle housing types throughout Lexington. Growth policy #10: Establish Transit-Oriented Development (TOD) for new development and infill along major corridors.

Growth policy #11: Imagine Lexington 2045 anticipates a variety of land use changes will occur throughout the Urban Service Area and recommends those that are in agreement with the goals, objectives, and policies within this comprehensive plan. Land use changes alone in an area are not sufficient to constitute major changes of an economic, physical, or social nature as provided in state statute for the approval of a zone map amendment.

Growth policy # 12: Adopt a Master Plan for the expansion of the Urban Service Area that addresses Lexington’s growth needs through sustainable and equitable development.

Growth policy # 13: Establish minimum residential densities and commercial intensities for new growth areas so that development covers the cost of the provision of infrastructure, community services, and facilities.

Growth policy # 14: Identify and provide mechanisms that produce affordable housing.

THEMES, PILLARS & POLICIES.

Theme A. Theme B. Theme C. Theme D. Theme E.

Building & Sustaining Successful Neighborhoods Protect The Environment Neighborhoods

Prosperity Community Balance Environment

Creating Jobs & Prosperity Improving a Desirable Community Urban & Rural Balance

DESIGN DENSITY EQUITY

PROTECTION

SUSTAINABILITY RESTORATION LIVABILITY DIVERSITY PROSPERITY

CONNECTIVITY PLACEMAKING SUPPORT ACCOUNTABILITY STEWARDSHIP GROWTH

212 166 130 86 50

THEME A. BUILDING AND SUSTAINING SUCCESSFUL NEIGHBORHOODS.

INTRO.

‘We inhabit a universe that is characterized by diversity’ Desmond Tutu

Thriving communities are established through the success of their neighborhoods, which serve as the fundamental building blocks of an appealing community. In Lexington, the neighborhoods and more importantly the neighbors themselves are the very essence of the city. Imagine Lexington 2045 recognizes the importance of developing neighborhoods that are visually appealing and inclusive, catering to individuals of all ages, races, colors, religions, disabilities, sexes, familial statuses, and nationalities. In the planning process for these neighborhoods, it is crucial to consider those who are facing housing insecurity. This approach nurtures a sense of belonging, fosters active community participation, and promotes sustainable growth, thereby cultivating a flourishing community. The long-term viability and prosperity of these neighborhoods depend on embracing diversity in housing options, affordability, land utilization, transportation alternatives, and recreational amenities. Imagine Lexington 2045 envisions creating welcoming neighborhoods that prioritize the needs of everyone as a paramount objective.

It is imperative to acknowledge the challenges faced by the unhoused population and involve them in the process of community-building. Meticulous planning, community participation, and ongoing maintenance play crucial roles, with a focus on inclusive housing options and affordability being at the forefront of development endeavors. The success of neighborhoods is pivotal in establishing a desirable community and providing a solid foundation for a comprehensive plan. Ensuring equitable access to a wide range of land use, transportation, and recreational opportunities for all residents, irrespective of their race or socioeconomic status, is also vital.

Lexington is undergoing a period of significant growth, and it is imperative to direct this growth towards fostering a sense of community, especially as the Urban Service Boundary is expanded by 2,700 to 5,000 acres. The continuous urbanization of this once small college town requires careful management, a strong emphasis on enhancing existing neighborhoods, and applying the balance of the recommendations of Imagine Lexington to the expansion process. By conscientiously guiding growth and development, Lexington can reinforce the success of established neighborhoods while creating vibrant new ones that provide housing options for everyone, adhere to exceptional design standards, and prioritize community-building amenities.

To cultivate a flourishing community, it is crucial to effectively manage Lexington's expansion of the Urban Service Area. This entails a dual approach: improving the quality of existing neighborhoods and addressing past issues such as environmental justice, historical planning practices and policies, as well as segregation and the lingering effects of redlining, race, and socioeconomic disparities. The expansion of the city offers a distinctive opportunity to build upon the progress achieved thus far, but also a sense of urgency to correct the mistakes of the past through regulatory reform ahead of expansion. By embracing deliberate and thoughtful growth and development characterized by exemplary design standards and community-oriented amenities, Lexington can fortify the current neighborhoods and establish dynamic new ones. Rather than fearing the city's expansion, Lexingtonians should perceive it as an unparalleled opportunity to build upon the existing momentum. This requires careful planning, community involvement, ongoing maintenance, and a commitment to diversity, affordability, land use, transportation, and recreational opportunities.

WHERE ARE WE NOW?

Lexington boasts a diverse array of neighborhoods, ranging from historic downtown areas to suburban single-family neighborhoods and mixed-use developments. Despite varying opinions on what constitutes a successful neighborhood, a sense of community and belonging remains a shared priority. To foster this, Imagine Lexington 2045 aims to develop quality new projects while building upon the strengths of existing neighborhoods.

Traditionally, Lexington's neighborhood development has followed the Euclidean zoning scheme, a system of zoning whereby a town or community is divided into areas in which specific uses of land are permitted. While this can be beneficial for protecting against pollution risks and separating industrial from residential areas, it has also exacerbated issues such as segregation and urban sprawl, limiting housing supply and increasing affordability challenges. Recognizing these issues, some cities have embraced more flexible zoning policies that encourage mixed-use development and higher-density housing. These progressive approaches aim to promote alternative modes of transportation like walking, biking, and public transit. They have gained wide popularity across the board, but specifically among two rapidly expanding age groups in Lexington: young professionals and the aging population.

Lexington has experimented with mixed-use zoning but faced challenges implementing it on small sites. However, the community conversations that led to the creation of mixed-use zones paved the way for later adoption of the Form-Based Neighborhood Business (B-1) Zone. Successful larger mixeduse (MU-2 and MU-3 zoned) projects have demonstrated their appeal at a neighborhood level, and the inclusion of multi-family housing in single-family developments has become more common. Additionally, as part of the Imagine Lexington 2018 Comprehensive Plan process, the City addressed mixed-use on a larger scale within the B-6P (Commercial Center Zone) by allowing multifamily residential as part of the development or retrofit of shopping centers. There is more work to be done toward creating complete neighborhoods of all sizes, including a variety of housing types, but also neighborhood supportive uses.

As the public perception changes and the demand for units grows, there are increasingly more residential plans that contain at least two housing types. In many cases, multi-family residential and townhouses are being included in single-family developments. Still, the City must do more to include more middle housing options like duplexes, triplexes, and up to eight-plexes that fit seamlessly into the neighborhood context. The local demand for multi-family housing has been strong since the last recession. These new market-rate apartments help keep rents relatively low, as older units lower their prices to remain competitive. However, it’s not just that increasing supply that works

to improve housing affordability. Through a process called ‘filtering’ where housing ages, it becomes relatively more affordable. A significant share of affordable housing is hand-me-down housing according to a 2017 study on The Long Term Dynamics of Affordable Rental Housing as much as 45% of units to renters making less than 50% of the area median income, were units which were at one time owner-occupied or higher rent. In addition to promoting sustainable and affordable housing, Lexington has placed a strong emphasis on addressing housing insecurity. To facilitate this, the city established The Department of Housing Advocacy and Community Development, in response to a recommendation from The Commission for Racial Justice and Equality Housing and Gentrification Subcommittee. This department comprises six divisions, one of which is dedicated to Homelessness Prevention and Intervention. The Homelessness Prevention and Intervention division is committed to assisting individuals facing housing insecurity or those at risk of becoming homeless.

The United States is facing a pressing issue of affordable housing, as indicated by a Pew Research Center survey in October 2021, where 49% of Americans consider it a problem. The housing-affordability crisis, at its most basic, lies in the insufficient supply to meet the demand for housing, resulting in escalating prices for existing properties. Particularly concerning is the fact that lower-income households express the highest level of concern at 57%, while Black, Hispanic, and Asian American adults also report significant levels of worry at 57% and 55% respectively. In contrast, fewer White adults, at 44%, perceive it as a major issue. This disparity highlights the urgent need to address housing affordability, especially for marginalized communities. Record housing shortages significantly contribute to the affordability challenges, underscoring the importance of implementing zoning reforms and making new housing investments as crucial solutions. Disturbingly, home prices surged by nearly 20 percent in 2021 alone, accompanied by a sharp rise in rents, raising concerns about a potential increase in homelessness. Previously affordable cities, once shielded from the crisis, are now experiencing unprecedented highs in home prices. Lexington is not exempt from the impact of housing unaffordability, with workers in service and cultural jobs being disproportionately affected due to weaker wage growth compared to other sectors. It is crucial to recognize that the consequences of housing insecurity extend beyond mere housing, as studies indicate its farreaching effects on educational attainment, physical and emotional health, and social connectedness for those affected.

In Lexington, there are numerous non-profit organizations and charities dedicated to assisting individuals experiencing housing insecurity. Some

examples include the Lexington Rescue Mission, New Life Day Center, The Salvation Army Lexington Corps Community Center, Catholic Action Center, The Nest, Community Action Council, Arbor Youth Services, and many more. To tackle these challenges effectively, Lexington has fostered partnerships with community organizations like the Hope Center. By collaborating with such organizations, the city can offer a range of essential services including housing, addiction recovery assistance, and job training to individuals without stable housing. Through these concerted efforts, Lexington strives to ensure that all its residents have equal access to secure and comfortable housing.

Comparisonofdifferingframeworksofzoningguidelines.Modifiedgraphicobtainedfrom FORM BASED CODES INSTITUTE.

VISION FOR NEIGHBORHOODS.

design density equity

PILLARS & POLICIES

PILLAR I DESIGN.

PlaygrounddesignofDouglassParkJune3,2016.

As Lexington grows and becomes more urbanized, it is essential to develop in a way that fosters community building. Development that achieves infill, density, and utilization of vacant or underutilized property but neglects other design goals of the Comprehensive Plan would be a missed opportunity to enhance the community, particularly with an expansion of the Urban Service Area.

In 2013, the Comprehensive Plan underwent a significant change by excluding the land use map, a significant component of previous plans. Despite concerns expressed by some stakeholders about the map's omission, the Planning Commission recognized the need for flexibility in the planning process to encourage innovative development solutions. The Placebuilder element of 2018 Imagine Lexington plan further refined the approach by clearly applying the policies of the plan to zone change applications ensuring developments respond to the surrounding context and desired outcomes.

The Imagine Lexington 2045 plan builds on this approach by focusing on policies that will guide future developments and refine the concept of flexible planning. The plan emphasizes the importance of design, particularly in ensuring that new developments are contextually sensitive and incorporate best practices for green and open spaces. This approach of addressing site

design will result in successful neighborhoods that will last over time and benefit Lexington as a whole, and can oftentimes be accomplished with no or minimal additional cost to developers.

During the completion of small area plans that were adopted as elements of the 2013 Comprehensive Plan, such as The Armstrong Mill West Small Area Plan, Cardinal Valley Small Area Plan, and Winburn Small Area Plan, it became clear that many neighborhoods were not necessarily opposed to multifamily housing if the design contributed positively to the overall fabric of the neighborhood. The Winburn Small Area Plan incorporated a series of design standards to enhance the quality of housing in the area, which were intended to be transferable and applicable to multi-family developments throughout Lexington. These standards emphasized fundamental principles to activate streets and ensure safety for all residents, without imposing restrictions on construction materials or limiting density. Developers who underwent zone changes in the study area found the guidelines useful in allaying concerns of neighboring residents and establishing clear expectations for future development. The Imagine Lexington 2018 plan took this a step further and applied these design standards universally on zone changes as part of the Placebuilder. Imagine Lexington 2045 will build on this design momentum and will look for ways to further codify these design standards so they become the rule rather than the exception.

The American Institute of Architects (AIA) and the American Society of Landscape Architects (ASLA) stress the importance of well-designed neighborhoods and housing. They recommend that new neighborhoods should be integrated into existing developments in ways that enhance the community, commercial developments should support nearby communities, and multi-family housing should be designed to complement its surroundings. Streets should prioritize pedestrian safety and accessibility for all users, while minimizing the visual impact of parking, garages and driveways on the streetscape. Additionally, the AIA recommends that new, more compact forms of multi-family housing be accommodated by the zoning ordinance to reflect the evolving needs of Lexington’s housing strategy. ASLA also advocates for access to transportation through the implementation of Complete Streets policies, which promote healthier, more sustainable, and more equitable communities.

Designing well-functioning neighborhoods must extend beyond individual living spaces and incorporate strong design principles into a range of community amenities. Convenient access to amenities is essential, and new developments should include green spaces that are thoughtfully designed for both residents and the wider community. These green spaces should be safe,

visible, and integrated into neighborhoods, serving as important focal points where residents can congregate and socialize. The COVID-19 pandemic has highlighted the significance of open space in neighborhoods as people sought outdoor areas for physical activity and socializing while minimizing the risk of infection. In addition to providing physical and social benefits, open space in neighborhoods also promotes environmental health by mitigating urban heat island effect, reducing stormwater runoff, and supporting biodiversity. The Urban Institute’s report A Framework for Assessing Equitable Health Outcomes of Parks from 2022 details ways the integration of open space into neighborhood design is crucial for promoting the health and resilience of communities.

There are many examples of cities that have created vibrant urban centers that integrate residential, commercial, and entertainment spaces together to generate a distinct and thriving place. The development of the Arena District in Columbus, Ohio is one such example that has inspired similar projects across the United States. The Arena District, initiated by Nationwide Realty Investors, has become a flourishing destination with various recreational amenities. It features retail, dining, and entertainment venues centered around Nationwide Arena, home to the Columbus Blue Jackets and the Columbus Clippers. Over time, the district has expanded to include offices, residential units, and hotels, catering to both local residents and tourists visiting the nearby Columbus Convention Center. In a similar vein, the Rupp Arena Arts & Entertainment District in Lexington, has seen significant transformation efforts, with plans for further multiuse development on the High Street lot and Town Branch Park. Such developments should be encouraged, and they should prioritize community input and utilize data from surrounding neighborhoods to drive thoughtful and inclusive growth and design.

The availability of community facilities is an important aspect of building strong neighborhoods. However, it's not enough to simply have facilities; they also need to be utilized in a way that benefits the residents. Parks may have facilities, but lack programming, while the library has programming but may lack a way to deliver it to those in need. Schools have ample space but lack after-hours programming. To address these issues, representatives from various organizations, including Parks and Recreation, Lexington Public Library, and Fayette County Public Schools, have shown a willingness to explore sharing facilities and programming to better serve a wider range of constituents and share costs. These partnerships should be encouraged and supported.

In addition to providing amenities, it's crucial to consider transportation options that allow residents to access them. Pedestrian and bicyclist facilities

need to be improved to be on par with those available for vehicle drivers. Creating walkable neighborhoods with wider sidewalks and bike facilities is something many people look for when deciding where to live. While selfpreservation is important, building strong communities requires a more collective mindset. By investing in accessible community facilities and transportation options, Lexington can create neighborhoods that benefit everyone. It's time to prioritize the needs of the many over the needs of the few and explore innovative solutions that serve all residents.

DESIGN POLICY #1.

UTILIZE

A PEOPLE - FIRST DESIGN, ENSURING THAT ROADWAYS ARE MOVING PEOPLE EFFICIENTLY & PROVIDING EQUITABLE PEDESTRIAN INFRASTRUCTURE.

Adopting a people-first design for neighborhoods is crucial to achieving a balanced, multimodal transportation system and accommodating future growth while promoting open spaces in Lexington. This shift from focusing solely on vehicular transportation to including pedestrians, bicycle riders and mass transit users on the same level as automobiles will reclaim more of the city for walkable solutions and opportunities for enhancing the human experience.

To achieve this goal, it is essential to provide transit and transportation infrastructure that caters to the needs of all users. Mass transit infrastructure should be considered essential, and proposed developments on current transit lines or future expected routes should enhance existing infrastructure to accommodate the new or increased ridership. This includes accessibility, scaling, adding or improving shelters and seating options and providing direct pedestrian and bicycle linkages to transit.

Pedestrian infrastructure should include wide sidewalks on both sides of streets and separated bike lanes wherever possible. Further, a people-first design should ensure that pedestrian and bicycle users’ safety is assured by the incorporation of traffic calming measures that slow traffic and increase driver awareness, and physical separation between the modes.

It is important to prioritize the most vulnerable users of our transportation network, in addition to addressing vehicular safety. This entails giving precedence to the wellbeing of individuals over vehicles and devising accessible, efficient, and fair transportation alternatives that cater to everyone. It is imperative for the design standards for public transportation amenities to meet minimum requirements in all neighborhoods, ensuring

safety, sustainability, and visual appeal. Moreover, these standards should harmonize with the surrounding amenities, whether already existing or proposed. These improvements to Lexington’s multimodal network not only have benefits to the users who choose or need to use these other methods of transportation, but they have the added benefit of implementing impactful and efficient climate solutions. By adopting a people-centric approach, the city can reduce its carbon footprint by making other modes of transportation viable and attractive.

DESIGN POLICY #1 PLACEBUILDER CRITERIA

• A-DS1-1: Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes. (A-EQ7).

• A-DS1-2: Accessible pedestrian linkages to transit should be provided.

DESIGN POLICY #2

ENSURE PROPER ROAD CONNECTIONS ARE IN PLACE TO ENHANCE SERVICE TIMES & ACCESS TO PUBLIC SAFETY, WASTE MANAGEMENT AND DELIVERY SERVICES FOR ALL RESIDENTS.

There is often opposition to connecting roads between developments, as residents believe that the increased traffic will negatively affect their property. However, it is important to note that there are many benefits to the increased

connectivity that further the health, safety, and welfare of the community, as well as benefit the individual residents themselves. Additional connections result in reduced public safety response times that can save lives. These same connections can also save taxpayer dollars as waste management operations become more efficient, and have positive climate impacts by reducing vehicle miles traveled and reducing delivery routes for goods and services.

Additionally, the adoption of LFUCG Complete Streets Policy by the Urban County Council on December 6, 2022, represents a significant step towards creating a more connected, safe, sustainable, and efficient road transportation system. Complete Streets is an approach to road design that considers the needs of all users, including pedestrians, cyclists, public transit riders, and motorists, regardless of age or ability. The policy aims to ensure that streets are safe and accessible for everyone, regardless of their mode of transportation, and that they contribute to the overall livability and economic vitality of communities. By adopting the policy, Lexington is committing to prioritize the needs of all road users and to consider a range of mobility options in future road projects. This approach can lead to improved health outcomes, reduced transportation costs, and increased economic activity. The policy can also foster a sense of community and promote social equity by ensuring that all residents have access to safe and convenient transportation options.

“Providing a strong connected network of roads and pedestrian facilities can help distribute traffic, reduce travel distances and times, improve routing for transit and reduce walking distances. Good connectivity also provides better routing opportunities for emergency and delivery (solid waste, recycling, mail) vehicles. All of these effects can play a positive role in reducing congestion on the street network.” - Kentucky Transportation Cabinet

DESIGN POLICY #2 ACTION

ITEMS

1. Conduct a comprehensive road connectivity assessment.

DESIGN POLICY #3

MULTI - FAMILY RESIDENTIAL DEVELOPMENTS SHOULD COMPLY WITH THE MULTI - FAMILY DESIGN STANDARDS IN APPENDIX A.

In the Winburn Small Area plan, design standards were created to address neighborhood concerns and to ensure that many of the problems historically created through poor design would not be repeated in the future. Special attention was paid during the creation of the standards to ensure that new

multi-family developments will be properly oriented for pedestrians and site safety and will create a strong sense of place.

The design standards were developed with the intention of being portable for inclusion in the 2018 Comprehensive Plan. The same design principles that were established to create desirable multi-family development in Winburn, are also applicable throughout Lexington. They were included as a component of the Placebuilder in the 2018 Plan, and have helped shape successful multifamily developments over the past five years. They are carried forward in Imagine Lexington 2045 and will continue to be instrumental in the future.

These design standards were shaped with public involvement during the development of the Winburn plan, and involving residents, housing advocates, and community stakeholders in the planning and design process ensures that housing solutions are responsive to local needs and preferences, fostering more inclusive and equitable outcomes. Seeking additional ways to incorporate public input and feedback is crucial for creating housing solutions that are responsive to local needs and preferences.

To promote desirable neighborhoods, the Urban County Council and Planning Commission should codify these guidelines through additional Zoning Ordinance text amendments. This would provide a stronger foundation for their implementation and integration into future development projects.

DESIGN POLICY #3 ACTION ITEMS

1. Update the Zoning Ordinance to adopt elements of the multifamily design standards.

DESIGN POLICY #3 PLACEBUILDER CRITERIA

• A-DS4-1: Multi-family residential developments should comply with the Multi-family Design Standards in Appendix A.

DESIGN POLICY #4

PROVIDE DEVELOPMENT THAT IS SENSITIVE TO THE SURROUNDING CONTEXT.

Context-sensitive development is an approach that focuses on aligning new developments with the existing fabric of neighboring communities and environmental compatibility. It recognizes the importance of considering the surrounding built and natural environments to enhance the overall quality of life for residents. Rather than promoting uniformity or segregated land uses, this approach emphasizes meaningful connections between new

The Benefits of Context-Sensitive Site Planning & Design

Enhances pedestrian/bicyclist mobility and safety

Promotes a sense of community

Creates opportunties for active living

Society

Increases neighborhood safety

Improves access to public services

Minimizes negative impacts on surrounding properties

Protects cultural and historic resources

Attracts visitors, tourists, and investment

Increases property value

Creates marketable "experiences"

Economy

Speeds real estate sales and rentals in tight markets

Attracts high-skilled employees and employers

Reduces commuting times

Uses land efficiently

Conserves energy

Protects biodiversity

Environment

Reduces air and water pollution

Protects ecosystem processes

Reduces urban heat islands

and existing neighborhoods and environment. These connections can be established through the inclusion of complementary features like retail spaces, job opportunities, community greenspaces, and physical multimodal connections. It is crucial to ensure that these connections are appropriately scaled, accessible, and in harmony with the surrounding context to avoid intrusiveness. The goal is to design new buildings that seamlessly blend into the existing neighborhoods, respecting the overall scale, character, and placement on the site, and preserving as much of the natural environment as possible. By engaging with the community and valuing its traditions and diversity, development efforts can bring about positive change that aligns with the neighborhood's distinctive characteristics, preserving its identity and vegetation, promoting inclusivity, and incorporating sustainable practices.

Largo, J. A. (2013). Site Analysis: Informing Context-Sensitive and Sustainable Site Planning and Design. John Wiley & Sons. P. 11

Context-sensitive development also takes into account the presence of existing vegetation. The National Capital Planning Commission emphasizes the importance of preserving and enhancing tree canopy cover. It details some of the principles that drive the implementation of strategies that minimize tree removal during the planning and design phases. Trees offer numerous environmental, health, and community benefits, including wildlife habitat, groundwater filtration, erosion prevention, energy conservation through shading, aesthetic outdoor spaces, improved air quality, and carbon sequestration. Consequently, safeguarding and restoring the tree canopy impacted by development becomes paramount. An effective policy must guide new development to prevent and mitigate tree loss, prioritize tree preservation, and propose alternatives when preservation is unfeasible due to development constraints. This policy should encompass both tree preservation and replacement practices. The policies governing tree preservation and replacement should address the conservation and replacement of both individual trees and forests. To determine the number of replacement trees for individual specimens, a formula based on size, species rating, and condition rating should be employed. Regarding forested areas, a ratio based on the number of acres cleared should inform the replacement efforts. When replanting, the size of the new tree should be appropriate for its specific type, such as shade trees, evergreens, or ornamental trees.

Guidelines related to massing and design can be utilized to ensure a seamless fit within the context. By considering the unique social, cultural, economic, and environmental aspects of each community, context-sensitive development provides a targeted and thoughtful approach to neighborhood development. Active community engagement is crucial for garnering support for new development projects. Involving residents in the decision-making process and valuing their input allows for tailored development efforts that meet their needs and aspirations. Furthermore, the integration of sustainable practices enhances the overall wellbeing, cohesion, and resilience of the community. Through context-sensitive development, new developments can integrate harmoniously with neighboring communities, enhancing the quality of life for all residents while respecting the neighborhood's identity and built characteristics.

DESIGN POLICY #4 ACTION ITEM

1. Create guidelines for massing and design.

DESIGN POLICY #4 PLACEBUILDER CRITERIA

• A-DS4-1: A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary

uses should be provided.

• A-DS4-2: New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

DESIGN POLICY #5

PROVIDE PEDESTRIAN - FRIENDLY STREET PATTERNS & WALKABLE BLOCKS TO CREATE INVITING STREETSCAPES.

Prior to the Covid-19 pandemic, the 2018 Comprehensive Plan had already addressed the correlation between walkable communities and public health. The pandemic has further emphasized the significance of astute space and street design. Creating a welcoming and secure neighborhood environment is of importance, fostering the freedom for individuals to move effortlessly between different locations on foot. Studies have demonstrated that walkable streets not only facilitate movement, but also promote exercise, contributing to the overall health of the community. To accomplish this walkable transportation network, Dangerous by Design, a 2016 report from Smart Growth America, suggests that when designing street facilities, developers should, “consider how to keep people walking separate from people driving vehicles; keep traffic speeds low; ensure sidewalks and curb ramps are accessible to people with disabilities; and clarify where each road user should be expected to travel.”

Traffic speeds have a profound impact on both the actual and perceived safety of pedestrians, as well as the overall quality of life in communities. The same 2016 publication indicates that pedestrians struck by a motor vehicle traveling at 40 miles per hour face a staggering fatality rate of 65 percent. However, when vehicle speeds are reduced to 30 mph, the risk of death decreases to 18 percent. Moreover, the fatality rate further drops to just 6 percent when vehicles are traveling at 20 mph.

Given these findings, it is crucial to prioritize the reduction of vehicle speeds in areas with high pedestrian activity, such as neighborhoods, commercial areas, schools, and parks. According to the 2021 Annual Traffic Report released by the Lexington Police Department, there were 168 collisions involving pedestrians, resulting in 7 fatalities. This represents an increase from the previous year's statistics, which reported 149 collisions and 8 fatalities. These figures align with the national trend highlighted in the updated Dangerous by Design report indicating a concerning surge in pedestrian fatalities. In 2020 alone, over 6,500 individuals lost their lives in pedestrian accidents—an average of

nearly 18 fatalities per day, representing a 4.5 percent increase compared to 2019.

This alarming trend persists because our nation's streets are designed in a manner that prioritizes the quick movement of cars, often at the expense of pedestrian safety. Even with reduced driving during the pandemic, the year 2020 witnessed a significant rise in overall traffic fatalities, highlighting the dangerous nature of our street designs.

Vehicle speeds are heavily influenced by roadway design, regardless of the posted speed limit. Narrow, curvilinear streets with on-street parking and street trees help to slow traffic and create a pedestrian-friendly atmosphere. Bicycle lanes and sidewalks should be physically separated from vehicle traffic by trees, bollards, buffers, parked cars, or curbs wherever possible. Research has shown that physically separated bike lanes yield the greatest safety gains for cyclists and, as a highly visible piece of infrastructure, even have the potential to attract new cyclists. The Environmental Protection Agency’s (EPA) Green Streets Handbook from 2021 also states that vegetated buffers can further protect cyclists from harmful air pollution and should be incorporated whenever possible. Residential streets that are overly wide and straight and lack a vertical edge, such as trees or buildings, enable fastmoving traffic. It is also important to consider land uses and their relationship to the streets within the neighborhood. Thoughtful attention should be given to ensuring there is a people-first building orientation, and pedestrian-oriented uses activating the ground level.

Placemaking and walkability are important to the success of Lexington and its neighborhoods. A variety of best-practice reviews show that property values tend to be higher in more walkable neighborhoods that contain a mix of nearby destinations connected by pedestrian friendly streets.

To ensure accessibility for all members of the community, including those with mobility limitations, public spaces should be designed with careful consideration of how people interact with them. Combining pedestrianoriented design with affordable housing can also maximize the benefits of this approach by providing accessible destinations for low-income households.

DESIGN POLICY #5 ACTION ITEMS

1. Conduct a pedestrian accessibility audit.

DESIGN POLICY #5 PLACEBUILDER CRITERIA

• A-DS5-1: Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

• A-DS5-2: Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

• A-DS5-3: Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

• A-DS5-4: Development should provide a pedestrian-oriented and activated streetscape.

Images comparing the effects related to the presence or absence of a vegetative buffer along similarlysized/traffickedroadsinLexington.

Above:ClaysMillRoad2013

Below:ClaysMill2023

DESIGN POLICY #6.

ADHERE TO THE RECOMMENDATIONS OF THE LEXINGTON AREA MPO BIKE/ PEDESTRIAN MASTER PLAN , ADOPTED IN 2018.

The 2018 Bike/Pedestrian Plan, called ConnectLex, envisions “a network of high quality walkways and bikeways that connects communities and fosters economic growth and regional collaboration. People of all ages and abilities will have access to comfortable and convenient walking and biking routes, resulting in true mobility choice, improved economic opportunity, and healthier lifestyles. Across the region, a culture of safety and respect is cultivated for people traveling by foot or bike, whether for transportation or recreation.” The plan identifies a multitude of bicycle and pedestrian projects that should be addressed throughout the duration of this Comprehensive Plan.

To enhance connectivity, ConnectLex aims to create a comprehensive network of streets that prioritize walkability and bicycle-friendliness, catering to individuals of all ages and abilities, thus ensuring their safe and convenient access to various destinations. By recognizing the economic benefits associated with communities that encourage walking and cycling, Lexington can leverage the potential rise in property values and redevelopment opportunities. Moreover, the initiative places a strong emphasis on promoting fairness and inclusivity by focusing on providing walking and biking infrastructure in areas with the greatest need, thus fostering accessibility and equity in these modes of transportation. ConnectLex strives to improve public health by expanding the availability of active transportation options and outdoor recreational spaces, thereby contributing to the overall wellbeing of individuals. Additionally, addressing the safety concerns of the most vulnerable users remains a top priority, as Lexington aims to achieve zero fatalities and serious injuries among pedestrians and cyclists. Ultimately, by enhancing mobility, Lexington can offer a diverse range of active transportation choices that facilitate the creation of healthy, safe, and walkable/bikeable neighborhoods, irrespective of whether they are situated in rural, urban, or suburban settings.

DESIGN POLICY #7.

DESIGN CAR PARKING LOTS AND VEHICULAR USE AREAS TO ENHANCE WALKABILITY AND BIKABILITY.

Regardless of whether a development is commercial or residential, larger, more expansive surface parking areas should be kept to a minimum. When a

larger capacity is required, several smaller lots that help break up the mass of the parking surface are preferable to one large lot. Multiple smaller lots are advantageous because they are more readily incorporated into sites with significant grade changes, provide easier access to the buildings they serve, and minimizes stormwater runoff.

These discrete parking lots within larger developments should be connected via access easements and vehicular use areas that substantively address Lexington’s Complete Streets policies and where possible, public street standards for sidewalk widths and the provision of bicycle infrastructure. When access easements are utilized in lieu of a public street, there should be no degradation of access or safety for pedestrians or bike riders.

DESIGN POLICY #7 PLACEBUILDER CRITERIA

• A-DS7-1 – Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

DESIGN POLICY #8.

PROVIDE VARIED HOUSING CHOICE.

To cater to the diverse needs of modern households, it is important to have a variety of housing options available. This is an essential element of any intelligent growth strategy that strives to provide quality housing for people at all income levels. When there is an increase in the overall supply of housing and access to affordable options within a neighborhood, residents have greater flexibility in choosing where to live. Factors such as access to transportation, job opportunities, schools, affordability, and housing type all contribute to the overall housing choice.

It is crucial to diversify the housing stock to meet the needs of people from different income levels, abilities, ages, and lifestyles, including those who require supportive services such as people experiencing housing insecurity. Creating diverse neighborhoods that offer a mix of housing types such as townhomes, apartments, condominiums, duplexes, and single-family homes can foster personal interactions and enhance security. The increased population from higher-density residential development can also promote neighborhood-serving commercial development with a larger, built-in customer base. Adding housing can be an economic stimulus for commercial centers that are vibrant during the workday but suffer from a lack of foot traffic and consumers during evenings or weekends.

DESIGN POLICY #8 PLACEBUILDER CRITERIA

• A-DS8-1: Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

DESIGN POLICY #9

PROVIDE NEIGHBORHOOD - FOCUSED OPEN SPACES OR PARKS WITHIN WALKING DISTANCE OF RESIDENTIAL USES.

Access to active and engaging neighborhood-focused open spaces, such as parks or other intentionally designed outdoor gathering places, are crucial for the wellbeing of individuals and communities. Well-designed and easily accessible open spaces within neighborhoods promote frequent physical activity, such as walking and biking, which can reduce the risk of chronic diseases like heart disease and hypertension, improve mental health, and combat social isolation. Additionally, numerous studies have shown the economic advantages of neighborhood-focused open spaces, ranging from direct job creation to increased property values. When companies decide where to locate, quality of life factors, such as the availability of open spaces, are often considered.

Neighborhood open spaces can also offer key environmental benefits, especially when designed to integrate natural features such as tree preservation areas and stream corridors with amenities for active and passive recreation. Environmental benefits can include reduced heat island effect, improved air quality, and better stormwater infiltration. In addition, locating open spaces within walking distance of homes reduces vehicle traffic, leading to fewer vehicle miles traveled and lower greenhouse gas emissions.

Residents of Lexington are aware of these benefits and have expressed a desire for more walkable, neighborhood-focused open spaces. In the 2022 On the Table survey data, the most discussed topic was “walking, biking, and access,” and the sixth most popular topic was “urban greenspaces.” A survey conducted as part of the 2018 Parks and Recreation Master Plan also highlighted the community’s desire for improved walking and biking trails that connect urban areas, emphasizing the need for more accessible open spaces and amenities.

However, in many Lexington neighborhoods, residents lack access to appropriately located, sized, and designed open spaces that meet their needs. Even when such spaces are within walking distance, barriers such as busy road crossings, lack of pedestrian infrastructure, undefined entrance points,

lack of engaging amenities, or poor visibility (such as open spaces located behind private homes) hinder or prevent use.

In the 2018 Parks Master Plan, Lexington’s Division of Parks and Recreation set a goal of increasing the population served within a ten-minute walk of a neighborhood park. In 2021, Lexington further committed to this goal by joining the Trust for Public Land’s national 10-Minute Walk Campaign, aiming to ensure that everyone in the city can reach a park or neighborhood-focused open space within a ten-minute walk by 2050. As Lexington continues to grow, the inclusion of neighborhood-focused open spaces in new residential developments will be essential to meet the city’s goal.

To address this issue, Lexington should conduct a comprehensive review and update of plans, regulations, and policies, with the aim of establishing consistent level of service standards for neighborhood-focused open spaces and parks. In areas where these open spaces are currently lacking, it is imperative that they are incorporated into new development projects. These developments should adhere to level of service standards regarding size, location, access, and amenities for the neighborhood-focused open spaces.

Furthermore, as residential developments are planned, connections to other public space projects such as parks, shared-use trails, and greenways should be provided to seamlessly link neighborhoods to the larger network of regional open spaces. Providing guidance and consistency on these strategic connections during development will require a coordinated and comprehensive green infrastructure plan (see Theme B Restoration Policy 2) that addresses connectivity between all open space assets. This approach will promote an active and sustainable lifestyle that benefits new and existing neighborhoods throughout all of Lexington.

DESIGN POLICY #9 ACTION ITEMS

1. Review and update plans, regulations, and policies to establish consistent level of service standards for neighborhood-focused open spaces and parks.

2. Develop resources to promote the development of affordable housing with parks, greenspaces, and equitable transportation options.

DESIGN POLICY #9 PLACEBUILDER CRITERIA

• A-DS9-1: Development should provide active and engaging amenities within neighborhood focused open spaces.

• A-DS9-2: Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

DESIGN POLICY #10

REINVEST IN NEIGHBORHOODS TO POSITIVELY IMPACT LEXINGTONIANS THROUGH THE ESTABLISHMENT OF COMMUNITY ANCHORS

The promotion of sustainable and smart growth can greatly benefit from the active involvement of community anchors, which encompass the social, economic, and physical dimensions of neighborhoods. Community anchors can take various forms, ranging from sites of historical and cultural significance to everyday locations like local grocery stores or community centers. Regardless of their nature, these anchors provide essential goods and services while supporting the unique identities of neighborhoods. The synergy among designated community anchors ensures that investments made in one anchor have a broader impact, benefiting a larger portion of the population. This approach includes initiatives such as complete streets, safer intersections, revitalized public spaces, and other enhancements that improve mobility and the overall public realm.

In addition to physical improvements, community anchors focus on promoting various modes of transportation, including biking, walking, public transit, and other multi-modal options. By investing in transportation infrastructure, the initiative enhances neighborhood aesthetics and emphasizes the historical and cultural value of the community. Complementing these investments, the adoption of an infill housing strategy ensures that neighborhoods surrounding community anchors offer housing options that meet the preferences and demands of residents, while maintaining the character of residential development.

In Lexington, potential community anchors include The Cornerstone on UK Campus, Greyline Station on N. Limestone and Loudon and the Bread Box on the corner of Jefferson and 6th Street. The Cornerstone serves as an innovation hub, connecting the University with the City and offering flexible, technology-rich spaces for collaboration. Greyline Station, the historic Greyhound bus station, has been restored and now houses various retail, office, dining, and event spaces, along with a public market managed by the NoLi CDC. The Bread Box is a mixed used development that was originally a bakery for over 100 years. This building has been reinvented to house a variety of tenants, each working to make Lexington a better place.

A compelling illustration of this can be found in Memphis, where the Memphis 3.0 Community Anchors initiative has showcased the transformative influence of these anchors. In the revitalization of neighborhoods, community anchors assume a critical role by addressing the social, economic, and

physical aspects. By fostering collaboration between city planners and local community members through initiatives such as Small Area Plans, effective planning and optimal utilization of public investments can be achieved. Through empowering neighboring communities and reinforcing their unique identities, community anchors contribute to the creation of walkable environments and ultimately enhance the overall quality of life for residents.

In addition to the anchor facilities themselves, programming is also an essential component in cultivating a vibrant civic commons and fostering a sense of community. Community anchors recognize the significance of providing inclusive programming that promotes a sense of belonging, ensuring that everyone feels embraced and actively involved. This approach not only encourages individuals to explore novel opportunities but also creates lasting and meaningful experiences. This exemplifies the comprehensive approach to community development, which furthers sustainable and intelligent progress, benefiting both local neighborhoods and the wider community. According to the principles outlined in “Anchoring Inclusive Economic and Community Development,” community anchors can serve as catalysts for driving sustainable and intelligent growth by implementing strategies that encompass various aspects, including social, economic, and physical dimensions of neighborhoods.

DESIGN POLICY #10 ACTION ITEMS

1. Conduct a city wide study to identify opportunities for community anchors.

DESIGN POLICY #10 PLACEBUILDER CRITERIA

• A-DS10-1: New developments should incorporate clear and dedicated connections to nearby community anchors.

DESIGN POLICY #11

STREET LAYOUTS SHOULD ESTABLISH CLEAR PUBLIC ACCESS TO NEIGHBORHOOD OPEN SPACE AND GREENSPACE.

Most residential areas include some degree of open space and greenspace which serves as a common resource for the community. These spaces could be active or passive in their uses and could include greenways, conservation areas, floodplains, parks, or other shared outdoor gathering places.

Open spaces and greenspaces within a neighborhood should be easily accessible to meet the needs of the community. In order to ensure that these

areas are safe, inviting, and beneficial to the maximum number of residents, it is essential that they have clear and visible access from the public right-ofway. Visibility and accessibility from the public right-of-way is also important for safety, maintenance access, and emergency medical access, if needed.

One way to achieve this is to allow for a significant amount of open space to have frontage on a public street. This type of street layout, where buildings or structures are situated on one side of the road, while the opposite side features a contiguous stretch of greenspace or open area, deliberately positions buildings to face the open space, creating both active and vibrant streetscapes and adjacent open spaces.

Some effective ways to further activate open spaces along streets are to include wider sidewalks, interpretive signage, street furniture, wider planting strips with street trees, and pedestrian scale lighting. By doing so, these spaces become more visually appealing and inviting, and provide a safe and comfortable environment for residents to enjoy the outdoors.

Open spaces and greenspaces are an essential component of healthy urban neighborhoods, but their effectiveness depends on their accessibility and visibility. Lexington should review and update regulations to ensure that neighborhood street layouts actively promote the benefits of clear, visible access to open and greenspaces.

DESIGN POLICY #11 PLACEBUILDER CRITERIA

• A-DS11-1: Street layouts should provide clear, visible access to neighborhood-focused open space and greenspaces.

DESIGN POLICY #12

SUPPORT NEIGHBORHOOD - LEVEL COMMERCIAL AREAS.

Repositioning Declining Shopping Centers in Philadelphia (2020) delves into the issue of declining shopping centers in Philadelphia, originally designed for convenient car-based shopping but now suffering from underutilization and deterioration. Online shopping has posed challenges for stores that rely on quick transactions, necessitating a strategic approach to rejuvenate these centers and restore them as vibrant community focal points. This approach should carefully consider the specific needs of the community, local market conditions, and the distinctive characteristics of each commercial center.

To adapt to changing consumer preferences, the retail industry is embracing technology and reimagining store interiors to prioritize experiential elements

over sheer inventory. Some stores are incorporating lockers for efficient package pickups, while others are reducing their store numbers and sizes. Moreover, shopping and strip centers can enhance the shopping experience by integrating public amenities such as well-designed pathways, comfortable seating areas, proper lighting, and appealing landscaping and community events. Additionally, these centers play a crucial role in catering to the needs of low and moderate-income residents who rely on physical stores due to limited broadband access or lack of transportation. Therefore, it is imperative to ensure that these centers are inclusive and accessible to consumers of all income levels and mobility limitations, by providing safe pedestrian walkways and reliable transit connections.

Certain shopping centers are undergoing a transformation into lively “lifestyle centers” that resemble bustling town squares. These centers integrate a mix of functions such as offices, housing, hotels, civic buildings, and public amenities. It is crucial for planners, developers, and policymakers to carefully assess the changing nature of these centers and ensure they are well-connected to the surrounding neighborhoods and the transit network. To minimize displacement of existing businesses during the revitalization process, targeted programs should be implemented to support local community-serving establishments within the shopping centers. Moreover, as the demand for smaller logistics warehouses in urban areas grows alongside the rise of e-commerce, shopping centers can serve as suitable locations for such facilities. However, the transportation implications of these uses must be taken into careful consideration.

To encourage economic investment, the government can proactively rezone these shopping center sites from Neighborhood Business (B-1) to Commercial Center Zone (B-6P), allowing for increased residential density and commercial activity. Additionally, providing incentives for businesses to establish themselves in these commercial centers and developing a robust marketing strategy to promote them within the local community can further bolster their revitalization efforts. By implementing these proactive measures, shopping centers can reclaim their role as vibrant and essential community spaces. The activation of neighborhood-level commercial centers can address the community’s desire for more local business opportunities, including street vending, as highlighted in the Neighborhood Activation Study conducted by the Safe Places Active Spaces initiative in 2019.

DESIGN POLICY #12 ACTION ITEMS

1. Amend the Zoning Ordinance to encourage greater residential opportunities within existing neighborhood-serving business districts.

DESIGN POLICY #12 PLACEBUILDER CRITERIA:

• A-DS12-1: Development should be located nearest to neighborhood serving commercial areas.

DESIGN POLICY #13

DEVELOPMENT SHOULD CONNECT TO ADJACENT STUB STREETS & MAXIMIZE THE STREET NETWORK.

A well-connected street network offers direct, uninterrupted routes and multiple options for travel. By incorporating interconnected roads, traffic is

distributed evenly and efficiently, utilizing smaller and slower interconnected roads to avoid congestion points. This approach adds resilience to the road network, enabling efficient dispersal of traffic in case of incidents or construction. The result is reduced response times for public safety vehicles and enhanced accessibility and efficiency for public transit, school buses, service vehicles, and waste management. Creating a robust street system with multiple routes to neighborhood destinations is widely recognized as a best practice in urban planning. By distributing traffic across numerous collector and local streets, every street in a neighborhood becomes desirable without becoming overly burdened.

In February of 2022, the Urban County Council adopted key changes to the Subdivision Regulations to address some of Lexington’s connectivity issues. The maximum block length was reduced from 1,600 feet to 1,000 ft, the minimum block length was abolished, cul-de-sac standards were improved, street connections required into adjacent developments in every direction, and single-loaded streets were required for the majority of frontage on public facilities. These regulations took effect in February of 2023.

To further address connectivity within Lexington’s regulations, it is recommended that Lexington adopt the connectivity index approach recommended by the Kentucky Transportation Cabinet for new developments, requiring them to achieve a minimum score on a "connectivity index.” The Sustainable Development Code organization calculates the connectivity index by dividing the number of street links by the sum of intersections and culsde-sac also referred to as nodes. In cases where culs-de-sac are necessary, the creation of pedestrian and bicycle connections between culs-de-sac and/ or public right of way should be mandatory to ensure a level of connectivity for pedestrians and bicyclists, thus mitigating negative impacts on walkability.

In addition to measuring street connectivity using the connectivity index, it is advisable to incorporate explicit statements of purpose in ordinances to promote walkability. Additional regulations can do more to address the length of dead-end streets, and establish guidelines for traffic circulation that consider vehicles, bicycles, and pedestrians alike. As part of these measures, planning staff should revise subdivision regulations to mandate signage at all stub streets, informing neighborhood residents about future roadway connections and providing a means for discussion with staff regarding timing and impacts.

PILLAR II DENSITY

Throughout Imagine Lexington 2045’s Goals and Objectives extensive public outreach effort, it was clear that the overwhelming opinion of the community is to maintain a strong Urban Service Boundary and continue to pursue strategies for infill and redevelopment. Even though the Urban County Council adopted Goals and Objectives with an expansion of 2,700 – 5,000 acres, no amount of new land for growth will change the market for housing in Lexington’s already developed urban core. The implication is that development within the Urban Service Boundary must continue to become more compact and efficient even as Lexington grows into new areas. With roughly 90% of the area within the current boundary developed, Lexington must make the most of the remaining 10%, as well as maximize redevelopment efforts.

In the 2012 article "Smart Growth and Economic Success: Benefits for Real Estate Developers, Investors, Businesses, And Local Governments", it is highlighted that compact development patterns offer a wide range of benefits that extend beyond preserving agricultural land. These benefits include reduced environmental impact, enhanced economic vitality, and improved public health outcomes. Compact development promotes sustainable and livable communities by optimizing land use, lowering transportation costs, and fostering better public health. Additionally, high-density development attracts businesses and residents, stimulating the local economy and increasing property values. The article emphasizes the importance of preserving natural habitats and open spaces through efficient land use practices, recommending targeted redevelopment and infill efforts in commercial corridors, downtown areas, and transitional zones while respecting stable single-family neighborhoods. By adhering to these principles and practices, Lexington can create a more complet and more sustainable environment for its residents. Compact development brings economic advantages to real estate developers, investors, businesses, and local governments. It maximizes land usage, reduces project costs, and minimizes expenses for public amenities. Compact development also boosts economic productivity and investment, lowers building and infrastructure costs, enhances emergency services, increases tax revenue through higher property values, and promotes alternative modes of transportation. Additionally, it stimulates local economic activity, job creation, and improved access to goods and services through vibrant mixeduse neighborhoods. Imagine Lexington 2045 embraces compact development and the density and intensity it brings.

A complete community is one that meets people’s needs for everyday living, to include a mix of housing (with regard to type and affordability), local services, community infrastructure, jobs, schools, and recreation/open space for the residents. Complete communities are often designed with sustainability in

mind, incorporating green spaces, energy-efficient buildings, and alternative transportation options to reduce the community's carbon footprint and promote a healthy lifestyle. The goal is to create a vibrant, resilient community that can adapt to changing needs and circumstances over time. Complete streets, efficiency of land use, livability and sustainability are its main characteristics. A complete community is, in effect, a mixed-use development on a community-wide scale that helps to create a sense of place.

Research has shown that, in the future projected population increase, the largest demographics represented will be young professionals and the aging population. It is important to note that national data suggests that these two age groups prefer housing options that are walkable and require minimal maintenance. Providing developments that support these land use patterns will ensure Lexington remains responsive to the future needs of these populations.

It is crucial for the Lexington community to recognize the importance of implementing compact development, particularly in the wake of the first expansion of the Urban Service Area in 27 years. While infill development may face opposition from some residents, it is important for the community to consider the long-term benefits of such development, including reduced urban sprawl, preservation of natural areas, and improved access to services and amenities. Through thoughtful design and community engagement, infill development can enhance existing neighborhoods and help to create a more sustainable and livable city.

DENSITY POLICY #1

LOCATE HIGH DENSITY AREAS OF DEVELOPMENT ALONG HIGHER CAPACITY ROADWAYS (MINOR ARTERIAL, COLLECTOR), MAJOR CORRIDORS & DOWNTOWN TO FACILITATE FUTURE TRANSIT ENHANCEMENTS.

Given Lexington’s historically increasing population, the community’s expressed desire to create exciting walkable places, and the goal of preserving valuable agricultural land, the importance of density cannot be overstated. By reducing dependence on vehicles, Lexington can actively contribute to the global fight against climate change. Additionally, by reducing the number of car trips on local streets, not only does the city promote sustainability, but it also lowers the costs associated with maintaining infrastructure. To ensure optimal access to community gathering places such as parks and schools, higher density units, which may have limited private open spaces, should be

strategically positioned along collector streets and minor arterials. However, high density development is not appropriate in every context. As stressed within the “Design” vision and policies, density should address the context of its surroundings.

In 2009, the Environmental Protection Agency (EPA), the U.S. Department of Housing and Urban Development (HUD), and the U.S. Department of Transportation (DOT) established the Partnership for Sustainable Communities with the objective of assisting communities in improving access to affordable housing, offering diverse transportation options, and reducing transportation costs. It was inspired by a vision of building economically competitive, environmentally sustainable, and opportunity-rich communities. The partnership works to ensure that development, housing, energy, and transportation policies are interconnected. The partnership's "Livability Principles" were subsequently adopted by the Transportation Policy Committee in 2011, with the Metropolitan Transportation Plan (MTP) 2045 upholding a commitment to these principles, and this comprehensive plan supports them as well. Imagine Lexington 2045 recommends concentrating the highest density/intensity development along major corridors and in the downtown area to facilitate transit-oriented development, which would pave the way for Bus Rapid Transit opportunities.

Studies such as Imagine Nicholasville Road and Imagine New Circle Road have concluded that increasing the intensity of land use along these corridors, particularly for residential purposes, is necessary to accommodate population growth through more efficient land utilization. Doing so also ensures that the bulk of the highest density residential development occurs outside of existing thriving neighborhoods. Similarly, in cases where high density apartment development takes place beyond these areas, it should primarily focus on minor arterials and collectors for easier access to future transit services. Where corridor development and thriving neighborhoods merge, transitions and step-downs should mitigate intrusion. Corridor development should also include multimodal connections to adjacent developments and neighborhoods, incorporating them into the context of the neighborhood.

DENSITY POLICY #1 PLACEBUILDER CRITERIA

• A-DN1-1 - High density residential development (HR) should be located on corridors and downtown.

DENSITY POLICY #2

INFILL RESIDENTIAL CAN & SHOULD AIM TO INCREASE DENSITY WHILE ENHANCING EXISTING NEIGHBORHOODS THROUGH CONTEXT SENSITIVE DESIGN.

In areas where the preservation of existing neighborhood design characteristics is of high importance, infill residential should apply the recurring building patterns of the area. It is wholly possible to add residential units while matching the consistent rhythm of existing development, so that the new blends respectfully with the old. Significant contrasts in scale, massing and design should be minimized while attempting to not impact the density of a proposed development.

DENSITY POLICY #2 PLACEBUILDER CRITERIA

• A-DN2-1 - Infill residential should aim to increase density.

• A-DN2-2 - Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

DENSITY POLICY #3

PROVIDE OPPORTUNITIES TO RETROFIT INCOMPLETE SUBURBAN DEVELOPMENTS WITH SERVICES AND AMENITIES TO IMPROVE QUALITY OF LIFE AND MEET CLIMATE GOALS.

For decades, Lexington has embraced a form of zoning that was targeted at separating different land uses categories (commercial, residential) and isolating incompatible land uses (industrial, warehousing). While the essential purpose of such separation was to limit the negative impact of more intense land uses on lesser intense land uses, what evolved was a highly segmented built environment. One that was drastically different than the way cities were intertwined historically. While this separation of land uses had positive effects, ensuring that industrial development did not expose residents to the toxic effects of production and manufacturing, it also created a stratified community and disparaged denser development or different forms of housing than single family detached structures. Mixed residential development that included a blend of townhomes, duplexes, single family detached dwellings, and low-level multi-family structures, which allow for aging in place and access to more affordable housing for first time owners, were harder to construct. The incorporation of neighborhood businesses, like a corner store, grocery, or restaurant, was also harder to establish, pushing them to the larger regional development and arterial roadways.

Over the course of the last twenty years, and as represented by the comments made during the public outreach, the market has seen a significant shift in residential consumer preferences, to which Lexington must respond and address with more modern zoning regulations. Primarily, Lexington’s economy, like the national economy, has shifted away from many of the most incompatible land uses (heavy industrial land uses), while at the same time, there has been a boom in the services and retail sectors. Today, people are seeking to live in areas where they can get all their needs met without being forced to drive as far, or in some cases, at all. A complete neighborhood should contain residential, employment, commercial, recreational and civic uses that serve the overall needs of the area, are within a walkable distance, and serve as neighborhood focal points. Improving our neighborhoods to include everything people need for their daily lives reduces their required vehicular trips and will be a key way for Lexington to meet its lofty carbon neutrality goals. Where these community needs do not exist within existing neighborhoods and developments, Imagine Lexington 2045 advocates for complementary infill and development to meet those needs. New

neighborhoods and developments should incorporate these from the outset to avoid having to retrofit them after the fact.

DENSITY POLICY #3 PLACEBUILDER CRITERIA

• A-DN3-1: Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

• A-DN3-2: Development should incorporate residential units in commercial centers

DENSITY POLICY #4

ALLOW & ENCOURAGE NEW COMPACT SINGLE FAMILY HOUSING TYPES.

The market demand for new single-family housing is often in opposition with

Total Incremental Units Required in 2025

the efficient use of Lexington’s finite and expensive land. However, there are numerous zoning reforms that are allowing emerging single family housing types to be developed in other cities. According to an April 2023 report from the Mercatus Center at George Mason University, in the late 1990s, the City of Houston made significant changes to their minimum lot size restriction that resulted in tens of thousands of new single family residential homes. While the rest of the United States has seen significant increases in home prices, Houston has grown ever more affordable due to the steady addition of new, desirable homes.

Lexington needs more housing of all types as its population continues to grow. The 2017 Housing Demand Study indicated that single-family residential options continue to be popular and will be for the foreseeable future. However, the paradigm for providing these single-family homes is shifting from the larger suburban model lots to a more compact and urban form of singlefamily home, such as townhomes, fourplexes, and others.

One way to provide for this type of development would be amending the regulations to allow group residential developments that include singlefamily housing. This compact type of development allows for shared common space and reduced maintenance, which are ideal for the senior and young professional populations. Compact lots mean less time and money for maintenance, more opportunities for social interactions in shared open spaces, more economic efficiency for infrastructure services, and safer neighborhoods. Other innovative solutions such as cottage housing courts and cohousing developments that incorporate efficiently designed singlefamily housing as a component of an overall development should be explored as well.

DENSITY POLICY #4 ACTION ITEMS

1. Update Zoning Ordinance to allow for compact housing types.

DENSITY POLICY #4 PLACEBUILDER CRITERIA

• A-DN4-1 - Provide new compact single-family housing types.

PILLAR III EQUITY

Equity and equality sound similar but are very different concepts. Equality means sameness, while equity refers to access and opportunity. It is not the goal of the Comprehensive Plan to provide equality in housing, such that all residents would have the same size house or purchase a home instead of renting. However, the Comprehensive Plan recognizes that housing insecurity is a serious issue, and that public policy can help to address this gap for those who are underprivileged in Lexington. It is important to acknowledge that the private market may not always accommodate that need, unless incentivized or regulated. Inequity in communities exists for numerous reasons, many of which are outside of Planning’s regulatory sphere. There is much that can be done, however, through day-to-day review of zoning applications, if equity is given as much weight as design and density. Equitable development and housing can help to reduce disparities and improve outcomes for low-income communities.

Lexington is currently facing a severe affordable housing crisis, as highlighted in the National Low Income Housing Coalition's 2021 Out of Reach report for Kentucky. The report reveals that the fair market rent for a two-bedroom apartment requires a household to earn $17.50 per hour, which is more than double the state's minimum wage of $7.25 per hour. Consequently, many families in Lexington are struggling to meet their basic needs due to the exorbitant cost of housing. Moreover, the city's housing supply is predominantly comprised of single-family detached homes, 58.7%, which are the most expensive housing option available, further exacerbating the issue of housing insecurity. Racial disparities in homeownership rates are

also evident, with significantly lower rates for Black (35.3%) and Hispanic (16.3%) residents compared to their White (59.4%) counterparts. To address these challenges, it is crucial for Lexington to prioritize the implementation of policies and incentives that promote affordable housing and homeownership among marginalized communities.

To tackle the affordable housing crisis, an equitable housing policy is essential to provide safe, affordable, and stable housing for all residents in Lexington. This policy should focus on creating a regulatory framework that ensures an adequate supply of affordable housing units in all parts of the city, mitigating the effects of market-driven gentrification. Additionally, in 2018, the city established a "Neighborhoods in Transition" task force to address the impacts of neighborhood redevelopment on existing residents. This task force worked towards minimizing the negative consequences of such transformations and promoting a more inclusive approach to neighborhood development. By implementing these measures, Lexington can begin to address the housing crisis, reduce disparities, and create a more equitable and accessible housing market for its residents.

Lexington’s proportion of single-family detached homes relative to the overall mix of housing is larger than in other urbanized cities of similar size. In these areas, the suburbs outside of the city limits have absorbed more and more of the single-family detached homes, and the city itself has provided less new housing of this type relative to the overall mix. This is not unlike the single-family developments appearing in Jessamine, Scott, and Lexington’s other adjacent counties. Fayette County’s proportion of overall residential building permits has remained consistent over the years, yet the proportion of single-family building permits has decreased. This trend is expected to continue, as Lexington is just beginning to see increased densification of its urban core and arterials. It is important to note that this does not indicate a cessation in the production of single-family detached housing, but rather there has been a deliberate focus on constructing alternative housing options as the city undergoes densification. To foster balanced growth in Lexington, it is crucial for the city to offer a diverse range of housing types, expand its housing inventory, and increase the number of available units. This approach will contribute to enhanced affordability and provide choices for both present and future residents.

Providing this mix of housing types, diversifying housing stock, and producing more units will result in greater housing affordability across the board as Lexington evolves and matures as a city. This will require that townhouses, condominiums, and multi-family dwelling units replace single-family detached units as the primary housing type of new construction. This shift signifies

a responsible stance towards urbanization, accommodating the evolving needs of the city while encouraging a more sustainable development pattern. Furthermore, addressing the requirements of those facing housing insecurity should be a top priority for Lexington, necessitating investment in programs that furnish secure and stable housing solutions. By formulating policies that uphold fairness and cater to the needs of all residents, Lexington can ensure its continued growth and prosperity in a manner that is sustainable, inclusive, and equitable. Lexington’s urbanization is the sign of a vibrant, attractive city that is growing responsibly and in a manner that the local government can afford to provide adequate public infrastructure. Providing options for residents, both current and future, will address equity in Lexington and ensure it continues to grow and prosper.

The aim of equity policies extends beyond housing and encompasses transit and code enforcement as well. These policy areas have the potential to generate significant impact through public investment. Equity also includes the ability of the community to provide at-risk citizens with access to the services they need such as essential community facilities, age-friendly residential options, and walkable commercial areas. Unfortunately, many

residents are unable to enjoy these everyday community assets that others take for granted. It is essential for planning policies to address these issues whenever possible. In other cases, where groups like the Community Land Trust and Office of Homelessness are better equipped to make a meaningful impact, this plan seeks to create policies that will support and call attention to their respective missions.

To truly prioritize equity, it is necessary for Lexington to adopt additional measures that establish a comprehensive, well-funded, and sustainable framework for documenting, tracking, and monitoring equity initiatives. It is crucial to establish a centralized authority responsible for overseeing all equity-related efforts within the community. This authority would coordinate the implementation of programs, promote community advocacy, disseminate information, and foster collaboration with relevant departments and partners. By taking these steps, Lexington can ensure that equity is at the forefront of its planning and development endeavors.

EQUITY POLICY #1

ENSURE EQUITABLE DEVELOPMENT AND ADDRESS LEXINGTON’S SEGREGATION RESULTING FROM HISTORIC PLANNING PRACTICES AND POLICIES: RECTIFY THE IMPACT OF REDLINING AND DISCRIMINATION BASED ON RACE AND SOCIOECONOMIC STATUS.

Kenneth T. Jackson defined Redlining as a discriminatory practice in financial and insurance markets based on location, race, and socioeconomic status, often associated with historical maps created by federal agencies like the Federal Housing Administration (FHA) and Home Owners' Loan Corporation (HOLC) during the Great Depression. These maps color-coded neighborhoods, assigning red to those deemed the highest credit risk. Despite the implementation of the Community Reinvestment Act (CRA) in 1977 to combat Redlining, neighborhoods labeled as "declining" or "hazardous" in the 1930s still face enduring economic challenges, perpetuating racial and socioeconomic disparities. While the CRA encourages lending to lowerincome borrowers, a 2019 Penn Institute for Urban Research article suggests there is no significant difference in the market share of CRA-regulated lenders in lower-income neighborhoods, and they actually lag behind the market in historically redlined areas. In Lexington, the impact of redlining is evident through an interactive map showcasing redlined neighborhoods based on a 1940 map, highlighting the systematic exclusion of historically Black neighborhoods that have disproportionately borne the brunt of gentrification.

The Housing and Gentrification Subcommittee of the Commission for Racial Justice and Equality in 2020 defined gentrification as a process where wealthier, primarily white individuals move into marginalized communities, displacing long-standing, predominantly lower-income, minority residents, as evidenced by Lexington’s East End. After the Civil War, the East End experienced segregation and economic decline, rendering it susceptible to gentrification. The lack of investments in these areas over time has contributed to their deterioration, ultimately facilitating the influx of wealthier newcomers. A significant indicator of gentrification is the decline in long-term residents, who often face forced displacement due to escalating living costs and changes in employment prospects. Historical factors, such as discriminatory lending practices during the Jim Crow era, have further exacerbated property devaluation in redlined neighborhoods. As recommended by the Housing and Gentrification Subcommittee, the city should allocate financial resources to gentrifying and at-risk neighborhoods, particularly those affected by disinvestment and displacement, and the City should implement a program encouraging minority business inclusion in the gentrifying neighborhoods in the city.

Adopting the recommendations put forth by the Housing and Gentrification Subcommittee is crucial for promoting equitable development and addressing the historical segregation in Lexington resulting from planning practices and policies. These recommendations aim to rectify the impacts of redlining, race, and socioeconomic status. Notable recommendations from the report include:

1. Recommendation #1 calls for the establishment of an Office of the Housing Advocate, supported by an ordinance and permanent funding. This Office was established by the City as the Department of Housing Advocacy & Community Development in early 2022 as an implementation of the Report.

2. Recommendation #2 emphasizes the need for changes in the Division of Code Enforcement, particularly the revision of Lexington's housing code. The focus should shift towards prioritizing health and safety rather than aesthetics and revenue generation. The current housing code, largely based on the International Property Maintenance Code of 1998, aims to protect public health, safety, and welfare without increasing construction costs or favoring specific materials or methods.

3. Recommendation #3 highlights the importance of implementing mechanisms to maintain housing affordability. Historic zoning practices have artificially separated residents based on race, class,

and income, resulting in neighborhoods with concentrated poverty or affluence and limited racial and economic integration. The report calls for adjusting zoning requirements that discourage density and affordability, and looking at existing single-family R-1 zones for possible conversion to R-3 zones, which allow single-family detached homes, but also include other housing types.

4. Recommendation #8 calls for actions to be taken to curb predatory investors in the city's housing market.

It is crucial for Lexingtonians to be educated about the history of redlining and its lasting effects. The impact of redlining is evident in the systematic exclusion and disproportionate burden faced by historically black neighborhoods that have experienced gentrification. Gentrification further exacerbates the displacement of long-standing residents and reinforces property devaluation in Redlined areas.

Furthermore, it is imperative to ensure that the planning process includes the participation and input of all community members, especially those who have been historically marginalized, in order to foster a truly inclusive and representative approach to equitable development in Lexington. By adopting the recommendations put forth by the Commission for Racial Justice and Equality, which aim to rectify the impacts of redlining and gentrification, and promote equitable development, the city can work towards addressing the historical segregation resulting from planning practices and policies. Educating the community about this history and its consequences is an essential step in fostering understanding, promoting inclusivity, and implementing effective strategies to create a more equitable and integrated Lexington.

EQUITY POLICY #1 ACTION ITEMS

1. Educate the public, rectify historical discrimination, and ensure equitable development through workshops, education campaigns, zoning policies, affordable housing initiatives, and community engagement.

2. Work with communities, local partners, and policymakers to research and develop community benefit and anti-displacement strategies in existing neighborhoods.

EQUITY POLICY #2

PROVIDE AN ONGOING AND CONTEXTUALIZED EDUCATIONAL CURRICULUM ON HISTORICAL PLANNING PRACTICES AND POLICIES ACKNOWLEDGING THEIR IMPACT ON MARGINALIZED NEIGHBORHOODS IN LEXINGTON.

The decisions made by the community through urban and regional planning can have both immediate and long-lasting impacts. The location and the provision of housing, employment, and services are guided by the Comprehensive Plan and regulated by the Zoning Ordinance. While these documents receive significant interest during updates or when there is a zone change in a neighborhood, there is often a lack of engagement or knowledge regarding planning policies or the responsibilities of the Division of Planning as a whole. To ensure enhanced comprehension of Lexington's planning practices and policies, the Division of Planning must provide ongoing public outreach and expanded educational opportunities, accessible both in-person and online.

Additionally, while the goal of urban and regional planning is to ensure that the health, safety, and welfare of all community members is protected and enhanced, the history of the field and the impact on the community indicates that some members of the community have been disregarded. The implementation of urban planning practices and policies are representative of the civic and social perspectives of those who guide change from the government (Council members, Planning Commissioners, Planning Staff, etc.), as well as those who are allowed to engage in or are typically heard from during the planning process. The voices heard during the planning process are traditionally White, wealthy, and older in age. The limited input combined with established planning practices that preference separated land uses and sprawl have advantaged certain members of Lexington’s community more than others. This has resulted in the development of communities that have disparate resources and exclude some from entry. While there are broader structural impacts that marginalize communities in Lexington, the field of urban planning must be reflective of the negative impacts that have been promoted and seek to change those practices and policies to create a more equitable and just community. These changes must be done in collaboration with and support from the broader community.

To do so, the Division of Planning, in cooperation with other divisions and civic organizations, should continue to produce better educational documentation regarding the historic and current urban planning practices. In addition to the creation of greater published information, there must also be an increase in

virtual and in-person engagement with community members of all ages. While the Uncommon Commons digital outreach initiative of Imagine Lexington 2018 laid the groundwork for this outreach through the production of educational materials accessible to all levels of comprehension and ages, the Division of Planning should build upon this foundation to create a greater knowledge base and a more diverse curriculum that meets the needs of Lexingtonians.

EQUITY POLICY #2 ACTION ITEMS

1. Create an ongoing educational curriculum on historical planning practices and policies' impact on marginalized neighborhoods in Lexington

EQUITY POLICY #3

MEET THE DEMAND FOR HOUSING ACROSS ALL INCOME LEVELS.

This Comprehensive Plan does not seek to be antagonistic toward growth and new residential development; on the contrary, continued growth is vitally important and Lexington should encourage intense (re)development in the most appropriate areas to provide housing for all. In Public/Private Partnerships

Are Crucial To Meet The Demand For Affordable Housing,

Shimon Shkury recognizes the pressing requirement for additional housing, particularly affordable housing. The Comprehensive Plan acknowledges that the collaboration of various stakeholders is crucial in creating and preserving

affordable housing. It emphasizes the importance of coordinating efforts and providing incentives and benefits from all sides. Both the city and state levels of government, along with their respective economic policies, play a critical role in competing for and retaining private capital for affordable housing.

There are numerous steps Lexington must take to improve overall housing

affordability. A significant portion of households, as indicated by the 2022 State of the Nation's Housing Report, currently face "unaffordable" rent or mortgage payments exceeding 30% of their monthly income. The community also perceives the availability of affordable housing as a major concern. The Comprehensive Plan recognizes that housing affordability can be achieved through an increased supply of new construction that puts a downward pressure on rents of existing units.

To overcome the housing shortage, an urgent response is necessary. A multitude of labor and materials constraints at the national level have led to years of insufficient construction that have resulted in a record shortage of homes for sale and a scarcity of affordable rentals across the country. A Pew Research Center article, Key Facts About Housing Affordability in the U.S., discusses the surge in home buying during the COVID-19 pandemic, driven by historically low mortgage interest rates and speculation by investors, has further exacerbated the available supply of home for purchase and the rise in rents. The 2022 State of the Nation’s Housing Report states that addressing this shortage requires a concerted effort to improve local zoning codes, allowing for a greater diversity of housing types and enabling the supply to meet demand. Innovative approaches such as "gentle density" zoning, which permits the construction of small-scale housing units like duplexes, triplexes, and accessory dwelling units, show promise.

Imagine Lexington 2045 implementation calls for a top-down review of the Zoning Ordinance and Subdivision Regulations in an attempt to create new housing opportunities, as well as to streamline permitting and review processes. This process began in 2017 with the amendments to the Commercial Center (B-6P) zone, as well as changes to how Final Record Plats are reviewed.

EQUITY POLICY #3 ACTION ITEMS

1. Review regulatory changes and incentives to produce affordable housing.

EQUITY POLICY #4

PROVIDE AFFORDABLE HOUSING ACROSS ALL AREAS, AFFIRMATIVELY FURTHERING FAIR HOUSING, COMPLYING WITH HUD GUIDANCE.

Over the course of changing federal administrations there have been various modification in policy recommendations. One modification, which directly changed how fair housing and regulations regarding housing were perceived, was the replacement of the Affirmatively Furthering Fair Housing (AFFH)

$300,000

rule with the Preservice Community and Neighborhood Choice (PCNC) rule in 2020. Following concerns and disappointment raised by numerous business groups, like the National Association of Realtors and non-profit organizations, the PCNC rules were rescinded in 2021 and replaced with an interim rule that reestablished the AFFH model. The interim AFFH rule is in the process of review and is anticipated to be adopted within the year.

According to the Department of Housing and Urban Development, the interim Affirmatively Furthering Fair Housing (AFFH) is a legal requirement that federal agencies and federal grantees further the purposes of the Fair Housing Act. HUD's interim AFFH rule provides an effective planning approach to aid program participants in taking meaningful actions to overcome historic patterns of segregation, promote fair housing choice, and foster inclusive communities that are free from discrimination.

Specifically, affirmatively furthering fair housing means taking meaningful actions that, taken together, address significant disparities in housing needs and in access to opportunity, replacing segregated living patterns with truly integrated and balanced living patterns, transforming racially and ethnically concentrated areas of poverty into areas of opportunity, and fostering and maintaining compliance with civil rights and fair housing laws. The duty to affirmatively further fair housing extends to all housing and urban development activities and programs.

Specifically, Lexington will seek to promote affordable housing throughout the community. Access to safe, affordable housing should exist in all neighborhoods. However, this plan shall also continue to support significant investment in existing low-income areas so as not to shut out distressed areas from further public investment or speed up the economic displacement of low-income residents due to traditional market forces.

EQUITY POLICY #5

ADD RESIDENTIAL OPPORTUNITIES BY PROACTIVELY UP - ZONING AREAS NEAR TRANSIT FOR POPULATIONS WHO RELY SOLELY ON PUBLIC TRANSPORTATION.

In the late 1990s and early 2000s, residents of Lexington’s oldest areas were concerned with the impacts of off-campus student housing and how the modification of buildings was changing the character of these areas. In response to these concerns, the City enacted various regulation changes, established historic overlays, and down-zoned certain portions of Lexington. During those periods of down-zoning, the intent of the City was to review other areas for potential up-zonings, which could provide a greater access to transit,

and goods for larger populations. Those up-zoning efforts never came to fruition, yet the University of Kentucky’s enrollment continued to grow without adequate changes in zoning capacity to meet that need. At

the same time, downtown residential has become more desirable and the space between what has been traditionally considered the urban core and the university has shrunk so as to be almost indistinguishable. There is a critical need to complete the task started in the 1990s by up-zoning areas throughout the City, while also allowing greater flexibility in the regulations, which have restricted the construction of different types of housing and have limited density.

In transit opportunity areas identified in current and future corridor studies (Imagine Nicholasville Road, Imagine New Circle Road), the government should consider up-zoning properties to allow and encourage more intense uses that support transit, allow for various housing options, and allow for the inclusion of neighborhood-serving commercial opportunities. Where neighborhoods already exist along these corridors, appropriate transitions and step-downs should be used, but should not otherwise deter development of additional housing. To avoid adverse effects on low and medium density neighborhoods, transit-oriented development should be accommodated as much as possible on commercially zoned land along major arterials. Commercial Center (B-6P) zoning should be considered along major arterials.

EQUITY POLICY #5 PLACEBUILDER CRITERIA

• A-EQ5-1: Development should create context sensitive transitions between intense corridor development and existing neighborhoods. (Shifted from A-EQ3-1)

• A-EQ5-2: Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3) (Shifted from A-EQ3-2)

EQUITY POLICY #6

PRESERVE & ENHANCE EXISTING AFFORDABLE HOUSING THROUGH THE LAND BANK, COMMUNITY LAND TRUST & VACANT LAND COMMISSION.

Previous Comprehensive Plans laid the groundwork for the currently existing program infrastructure to serve our affordable housing needs. Subsequent steps need to address the ongoing funding and identify methods for making sure these programs reach the critical mass of assets needed to become self-sufficient.

The development of affordable housing within the City is a central focus of the Comprehensive Plan. When reviewing the mechanisms for affordable housing, there are regulatory changes that can allow or incentivize affordable options.

However, more active and long-standing solutions are available through the development, utilization, and expansion of land banks, community land trusts, and a vacant land commission. Each of these entities can provide potential options for the development and maintenance of affordable housing options throughout Lexington.

EQUITY POLICY #7

PROTECT AFFORDABLE HOUSING TENANTS THROUGH IMPROVED CODE ENFORCEMENT POLICIES.

Streamlining communications and automating interactions between city agencies and housing providers in an efficient manner plays a crucial role in cultivating a vibrant rental housing industry that benefits the community. A rental property registration program to proactively address substandard housing conditions would help alleviate the current culture where residents are wary of contacting Code Enforcement to report violations for fear that they may lose the roof over their head. Louisville, Covington, and Erlanger have all taken this proactive approach to this serious issue.

The goal of this approach is to establish a licensing program that creates a procedure for the enforcement of codes and regulations. The registration will identify problem properties and utilize random inspections to keep landlords from delaying maintenance or poorly managing their units. Cities both large and small across the country use rental registration programs and their tangible successes are well documented. As Lexington moves towards becoming a larger metropolitan city, it is incumbent upon the government to ensure all residents are afforded the opportunity to live in safe, code compliant homes. A comprehensive, equitable housing policy must address existing housing as well as new construction. Scott McGill, in the article Everyone & Why We Need Them, discusses how rental registry also offers housing providers the means to update important emergency information such as property manager and owner contact information, access their government-issued notices and forms, report rental vacancy rates, and pay fees online. There are additional benefits on the landlord/property owner side as well. In preliminary meetings with housing stakeholders, developers with a proven track record of strong property management indicated that the most important factor in their decision to make a purchase in a given area was the upkeep and maintenance of that neighborhood by other landlords. They felt it was impossible to overcome the inertia of neighborhood decline without other good faith actors. A proactive approach to code enforcement, driven by random inspections, will ensure that it is possible to invest in all areas where

a return can be achieved by making all neighborhoods more desirable.

Lexington has the opportunity to establish an effective landlord/rental registration program by adopting and incorporating key features from other cities like the Louisville’s Rental Registry and the Baltimore County Government. The program should include elements like a publicly accessible landlord registry with information on evictions, code enforcement violations, and tenant complaints. It should also consider mandating annual inspections for rental properties and establishing a mandatory registration process for all rental units, including short-term rentals. Non-compliance with the registration requirements could result in penalties, such as license denial, suspension, revocation, or non-renewal, along with civil fines for violations and failure to comply with correction notices. Additionally, provisions should be included that benefit those who have consistently demonstrated compliance over time, by relaxing inspection and fee requirements for these “good actors”. By implementing these measures, Lexington can more effectively track property ownership, enforce tenant protections, and improve rental conditions throughout the city. To ensure ease of use for the public, a userfriendly registration account should be developed to offer comprehensive information and instructions regarding the registration requirements, ensuring accessibility for all stakeholders.

EQUITY POLICY #8

IMPROVE ACCESS TO AND PROMOTE ACCESSORY DWELLING UNITS AS A MORE AFFORDABLE HOUSING OPTION IN LEXINGTON.

The 2018 Comprehensive Plan called for the creation and adoption of an Accessory Dwelling Unit (ADU) ordinance to reintroduce a historic housing option that had been made illegal over time. After working extensively with the Senior Services Commission and the American Association of Retired Persons (AARP) for over 2 years, in October of 2021 the Urban County Council adopted Lexington’s first modern ADU ordinance. In early 2022, Lexington and Louisville planning staff worked together to host a statewide ADU virtual conference with over 500 attendees that focused on educating builders, real estate agents, appraisers, and lending agents on national trends and practices on ADU construction.

Cultivating a successful ADU program requires ongoing efforts to make these units easier and more affordable to build. Education and awareness in the various building trades and industries that are part of the building and financing process is just one aspect. Further changes to the regulations, as

well as the creation of incentives, are vital next steps to improving access to ADUs. For the typical homeowner ADU applicant, streamlining the permit process and reducing the administrative cost in order to make ADUs an attractive housing option for homeowners should be addressed. Further, in order to provide more equitable access to ADUs, some cities like Chicago, Illinois or Salem, Massachusetts provide grants or low interest financing options to assist in design or construction costs for some applicants.

EQUITY POLICY #9

COMMUNITY FACILITIES SHOULD BE WELL INTEGRATED INTO THEIR RESPECTIVE NEIGHBORHOODS.

EDUCATION

To foster stronger communities, it is vital to design school sites that are appropriately sized and integrated within the community, rather than isolated and inaccessible. Ensuring neighborhood access to these facilities is crucial, as they can serve as catalysts for community-building. Schools should be viewed as valuable community assets, and it is essential to prioritize their suitability and safety for hosting diverse community events. This recognition and prioritization can contribute to the development of a culture of community engagement and participation.

Expanding successful after-school programs across schools in Lexington is another crucial step in building stronger communities. Noteworthy initiatives such as the Extended School Program (ESP) and the Recreation Enrichment and Learning Program (REAL) offer affordable, high-quality childcare services. While ESP caters to elementary school students, REAL is designed for middle school students. These programs, developed through collaboration between Lexington Parks & Recreation and the Fayette County Public School system, are currently operational in select schools. Expanding the reach of these programs would allow more students and families to benefit from the valuable services they provide, thereby positively impacting community wellbeing.

Lexington should consider implementing a program that offers a complimentary Student Bus Pass to all students enrolled in High Schools, Middle Schools, and Community Colleges within the city. This initiative aims to alleviate the financial burdens faced by low-income and diverse communities, enabling young individuals from across Fayette County to access its resources and opportunities equitably. Additionally, it fosters a culture of early exposure to public transportation and makes bus travel a common practice from a young age. Moreover, designating specific weekend destinations can further enhance community involvement in local events and venues, such as parks and libraries.

Additionally, exploring the integration of public healthcare facilities within school buildings can yield significant advantages. This integration would enhance accessibility and convenience in accessing healthcare services for students and the wider community. By transforming schools into multifunctional spaces that encompass education, community events, and healthcare, the overall well-being and development of the community can be greatly enhanced. This comprehensive approach recognizes the interconnectivity of various community needs and contributes to holistic community development.

LIBRARIES

Libraries have transformed into much more than just a place to borrow books. They have become vital civic infrastructures, serving as centers for productivity, connectivity, and research. In response to the digital age and the effects of the COVID-19 pandemic, libraries have adapted by providing digital content and services, attracting patrons who value convenience. As remote work becomes increasingly prevalent in the post-pandemic world, libraries can further appeal to a wider audience by offering diverse spaces to accommodate different working styles. By championing sustainability and

embracing change, libraries can continue to play a leadership role in their communities.

In Kalev Hannes Leetaru's article Libraries Looking Across Languages: Seeing the World Through Mass Translation, he envisions a world where language ceases to be a barrier to accessing information in real time. Through seamless translation into various languages, everyone would have equal access to information, transcending linguistic limitations. While technologies like the internet have broken down geographical barriers, linguistic obstacles still prevent many voices from being heard. Libraries, particularly those in multilingual communities, have taken steps to make their resources more accessible by employing bilingual staff and volunteers. However, providing assistance in another language is only one part of the solution; the information itself must also be available in a language that patrons can understand. Some libraries have begun translating their catalogs into the most commonly spoken languages, often relying on machine translation and volunteers for manual corrections. Although imperfect, this is a step in the right direction. To truly create a welcoming environment for all members of the community, libraries should collaborate with professional translation services experienced in translating literary works and other library materials. By making even a few popular works accessible to a wider audience, libraries can fulfill their purpose of providing equal and comprehensive access to information.

Libraries also play a crucial role in supporting creative aging and fostering community enrichment. As the older adult demographic becomes the dominant group in the United States by 2030, libraries are adapting to meet their needs for meaningful engagement and accessible learning. For lower-income communities and communities of color, libraries hold special significance as community anchors. They serve as places for acquiring job skills, exploring new technologies, and accessing services that cater to their specific needs. Libraries have a longstanding commitment to serving the poor, as recognized by The American Library Association's Policy #61, which aims to enable the participation of economically disadvantaged individuals in society. While libraries cannot single-handedly address the complex issue of homelessness, they strive to provide support and resources to unhoused individuals, including access to library cards and non-judgmental assistance.

Public libraries are essential institutions that act as vital links in diverse communities. A University of Pennsylvania study highlights their importance as socially responsive establishments that offer crucial support to vulnerable individuals. Libraries serve as hubs of diversity, reaching out to the people experiencing homelessness, individuals with mental illness or substance use disorders, recent immigrants, and those affected by trauma. Recognizing the potential of libraries, policymakers and government officials should incorporate them into budgetary plans to maximize their impact. Libraries have the capacity to improve population health, empower civic engagement, and foster active participation in local and global communities. As they continue to evolve and expand their roles, libraries are poised to become even stronger community anchors.

HEALTHCARE, SOCIAL SERVICES

Community-based healthcare facilities are essential in providing access to healthcare and social services, especially in areas with low levels of automobile ownership. These facilities must also prioritize being good neighbors to the communities they serve. This involves recognizing the unique needs and characteristics of each community and delivering services in a respectful and supportive manner.

Examples of community-based healthcare facilities that embody this approach include the San Francisco Community Health Center, which serves low-income and immigrant populations with culturally sensitive care, and the Montefiore School Health Program in New York City, which partners with local schools to provide comprehensive healthcare services to students. A local example is the UK HealthCare Community Engagement Program, which provides healthcare services and resources to communities in Kentucky.

To ensure that these facilities continue to be accessible and provide quality care, it is crucial that the city, service providers, and neighborhoods work together collaboratively. This includes developing and implementing effective transportation options for patients, as well as conducting regular evaluations of public safety concerns. By working together, Lexington can create a more equitable healthcare system that provides support to all members of the community and ensures that everyone has access to the care they need to thrive.

GREENSPACE, FOCAL POINTS ETC.

Providing access to parks, greenspace, and neighborhood focal points is a critical component of establishing a strong and healthy community. However, it is imperative to strive to make these amenities available to all community members, regardless of their housing circumstances. Ensuring equitable access to parks and other communal areas is an essential step towards guaranteeing that every member of the community, including those experiencing housing insecurity, have the opportunity to reap the benefits of these vital resources.

Recognizing the significance of these spaces, actions to guarantee that they are accessible to all community members must be taken. This involves taking measures to ensure adequate access during the development of new sites, as well as exploring opportunities to retrofit existing locations with improved access. Additionally, Lexington must prioritize the unique needs of those experiencing housing insecurity when designing and maintaining these public spaces. This can foster welcoming and inclusive communities where everyone can enjoy the advantages of nature and social connections.

EQUITY POLICY #9 ACTION ITEMS

1. Support expansion of ESP and REAL programs to more schools.

2. Collaborate with libraries to improve access to additional community services and engagement.

3. Develop resources to promote the development of affordable housing with parks, greenspaces, and equitable transportation options.

EQUITY POLICY #9 PLACEBUILDER CRITERIA

• A-EQ9-1: School sites should be appropriately sized.

• A-EQ9-2: Shared open spaces should be easily accessible and clearly delineated from private open spaces.

Equitable Use

Flexibility in Use

Simple & Intuitive Use

Perceptible Information

Tolerance for Error

Low Physical Effort

Size & Space for Approach & Use

EQUITY POLICY #10

Universal Design Principles

The design is useful & marketable to people with diverse abilities

The design accomodates a wide range of individual preferences & abilities

Use of the design is easy to understand, regardless of the user's experience, knowledge, language skills, or current concentration level

The design communicates necessary information effectively to the user, regardless of ambient conditions or the user's sensory abilities

The design minimizes potential hazards & the adverse consequences of accidental or unitended conditions

The design can be used effiently & comfortably & with a minimum of fatigue

Appropriate size & space is provided for approach, reach, manipulation, & use regardless of user's body size, posture, or mobility

HOUSING DEVELOPMENTS SHOULD IMPLEMENT UNIVERSAL DESIGN PRINCIPLES ON A PORTION OF THEIR UNITS.

Universal design is design that’s usable by all people, to the greatest extent possible, without the need for adaptation or specialized design, as stated by Ron Mace, who is best known for coining the term universal design and for his work advocating for people with disabilities. While public spaces such as parks, plazas, streets, and gardens typically meet the legal requirements of the Americans with Disabilities Act (ADA), it's important to recognize that these standards represent a minimum level of accessibility. However, due to their emphasis on technical aspects rather than experiential quality, ADA standards often result in spaces that remain challenging for people with disabilities to access, leading to a sense of physical and mental disconnection from public.

To address this issue, Lexington should consider surpassing the minimum requirements set by the ADA standards. The American Society of Landscape Architects (ASLA) recommends that with the preference of older Americans to age-in-place rather than relocate to retirement communities, neighborhoods must be designed to accommodate individuals of all ages and mobility levels. To support aging in place and recognize the increasing senior housing need, universal design principles should be incorporated into neighborhood

developments where possible. Usability for all People recommends guidelines to establishing universal design as the foundation, suggesting it becomes easier and more cost-effective to incorporate specialized features as needed, catering to those with significant functional needs.

It's important to recognize that everyone interacts with the built environment differently, with abilities changing over the course of a person's lifetime. Given the substantial global population of individuals with physical, auditory, or visual disabilities, autism or neurodevelopmental and/or intellectual disabilities, or neuro-cognitive disorders, it is of growing importance to extensively implement universal design principles in order to address and alleviate these challenges. Additionally, the creation of an age friendly development plan should be explored to address inequities in both public and private facilities and to raise awareness about the opportunities to improve. The city of Pittsburgh has developed a model program that Lexington should look to emulate.

EQUITY POLICY #11

ENSURE STABLE HOUSING., EMPOWER INDIVIDUALS THROUGH SHELTER, AND PROVIDE HOUSING SECURITY THROUGH PERMANENT RESIDENCES AND COMPREHENSIVE ASSISTANCE PROGRAMS.

The availability of existing affordable housing for both rental and ownership

purposes is on the decline, and the construction of new affordable units is failing to keep pace with the growing demand. It is imperative to prioritize concerted efforts towards enhancing housing affordability and security. Specifically, special attention should be given to addressing the housing needs of vulnerable groups, including, but not limited to, groups such as the aging population, individuals with disabilities, and those with incarceration histories. Achieving this objective requires effective coordination at the local and regional levels, leveraging data-driven solutions.

Preserving affordable rental units in Lexington poses significant challenges due to various factors. These include owners choosing not to accept housing vouchers, converting properties into higher-priced rentals, escalating rents resulting in tenant displacement, and an overall shortage of affordable alternatives. To tackle these issues, it is crucial to adopt equitable development methods rooted in transparency and community engagement. This entails implementing measures like tenant protections, tax incentives, and housing counseling. Additionally, it is important to address discriminatory practices based on income source, eviction status, credit score, and immigration status, among other factors.

To promote housing stability and advance racial equity, it is essential to undertake efforts to increase homeownership assistance. Racial equity should be embedded into all housing and community development strategies and plans, becoming an institutionalized principle. Removing barriers to funded housing assistance and supporting strategies that facilitate stable housing transitions are of paramount importance. Moreover, rent regulations should strike a delicate balance that considers the needs of both property owners and the overall housing supply.

By implementing these measures, Lexington can actively work towards achieving housing stability and equity for all its residents.

EQUITY POLICY #11 ACTION ITEMS

1. Collaborate with government agencies to develop comprehensive assistance programs.

THEME B. PROTECTING THE ENVIRONMENT.

INTRO

A healthy environment is essential for human wellbeing, providing access to clean air, water, and soil, as well as thriving natural areas for recreation, relaxation, and environmental resiliency. This section of the Comprehensive Plan outlines the commitment to developing and implementing effective strategies, policies, and plans that promote environmental sustainability and resiliency in line with the vision for a thriving community. The following policies outline specific actions that will be taken to achieve these goals and maintain a healthy and sustainable environment for all. By taking action today, both present and future generations can continue to enjoy a high quality of life.

Following the 2018 Comprehensive Plan, concrete steps have been taken toward incorporating green infrastructure principles into planning activities, increasing transit and non-motorized transportation options, prioritizing greenspace conservation and access, and managing water quality through various programs and grants in Lexington. These efforts have resulted in the creation of tree protection areas, community gardens, multi-use trails, and naturalized riparian areas, all while accommodating new development within the Urban Service Area.

As climate change continues to have negative consequences and climate research suggests the approaching point of no return, it has become imperative to prioritize efforts to reduce Lexington’s regional greenhouse gas emissions. Lexington must also work toward a more just, equitable, and livable city, addressing historic patterns of investment and disinvestment in urban greenspaces that have left some neighborhoods more vulnerable to climate impacts and negative health consequences such as urban heat, air and water pollution. Discussions around environmental sustainability and resiliency must therefore center on the critical issue of Environmental Justice.

This section of Imagine Lexington presents an overview of the impacts of development on the environment and recommends policies and practices to minimize and mitigate negative environmental impacts of land use, transportation, and energy consumption. The policies focus on protecting valuable natural resources, taking a sustainable approach to development activities and land use patterns, building environmental equity, and restoring resiliency across Lexington’s urban and rural areas.

WHERE ARE WE NOW?

Lexington has the potential to create a mutually beneficial relationship between people, the built environment, and nature, but to do so, careful land planning and development policies are essential. Policies for new development and redevelopment must prioritize a sustainable built environment that supports positive climate action. A holistic approach to natural resource conservation, agricultural heritage, and equitable urban development is necessary to support broad-scale environmental resiliency and climate action.

Lexington’s rural areas feature limestone geology, rolling hills of bluegrass, and abundant headwater streams, which contribute to the city’s identity and support signature industries such as thoroughbred breeding and bourbon distilling. Within the urban area, parks, greenspaces, and tree canopy contribute to the city’s beauty and environmental resiliency. However, it is crucial to address the equitable distribution of these resources.

To create a thriving community that benefits both its residents and the environment, Lexington’s urban and rural lands must work together in a coordinated way. The following sections describe the current progress in environmental planning for natural systems and ecology, agriculture, the built environment, and climate planning.

NATURAL SYSTEMS AND ECOLOGY

Natural systems are composed of biotic (flora and fauna), and physical (land and water), systems. Landscapes in Fayette County range from natural to farmland, suburban to urban, and with varying amounts of greenspace and forest scattered throughout.

LAND AND SOILS

Lexington’s fertile soil is a valuable natural asset that has supported diverse crops and farming for centuries. Preserving fertile soils is vital for local food security, ecosystem health, and balanced carbon cycles. However, ongoing development is threatening the city’s land and soil resources. While the Urban Service Boundary protects rural land and significant soils, population growth in the Urban Service Area puts greenspace, floodplains, and forests at risk. Proper policies and controls are necessary to protect the urban environment during development.

According to the Rural Land Management Plan, approximately 30% of prime farmland and significant soils in Fayette County have been lost to development since pre-settlement times. To safeguard agricultural land, Lexington has implemented the Urban Service Boundary and Purchase of Development Rights program, which protects over 73,998 acres of prime farmland and 38,150 acres of soils of statewide significance. As of 2022, the PDR program has preserved over 30,000 acres of Fayette County’s agricultural land, with a goal of 50,000 acres to be preserved in total.

WATER RESOURCES

Fayette County lies within the Inner Bluegrass region, known for its karst geology featuring springs, caves, underground streams, and sinkholes. Creeks flow away from the city center and into surrounding counties, while the Kentucky River forms the southeastern border and serves as the county’s drinking water source. To protect water quality, the Kentucky Geological Survey recommends several practices for source water protection areas. The city of Georgetown, located in Scott County to the north of Lexington, obtains its drinking water from the Royal Spring Aquifer. Notably, 80% of the recharge

area for the aquifer is located within northern Fayette County.

Fayette County contains nine watersheds, with the Kentucky River and Boone Creek exclusively located in the rural area. Seven headwaters originate within the Urban Service Area, which experiences significant pollution from nutrients, pathogens, and sediment. Stream segments in all nine watersheds are assessed for designated uses, including recreation, fish consumption, drinking water, and aquatic habitat. Unfortunately, all streams do not fully support at least one use, although Town Branch has improved from nonsupport in 2008 to partial support in 2010.

Since 2011, the LFUCG Division of Water Quality has implemented the Capacity Assurance Program to monitor sewer capacity and integrated stormwater management into development technical discussions. The Municipal Separate Storm Sewer Systems (MS4) program monitors non-point source pollutants and identifies illegal point discharges, while Remedial Measures Projects provide sewer capacity and abate weather-related overflows.

URBAN FOREST

Urban trees provide numerous benefits, such as reducing electrical costs by providing cooling shade and decreasing the heat island effect, cleaning

the air by removing pollutants and absorbing carbon dioxide, controlling soil erosion by slowing and absorbing stormwater runoff, and providing habitat for wildlife. They also enhance the aesthetic appeal of neighborhoods and increase residential property values.

LFUCG Division of Environmental Services has made significant progress with the Urban Forestry Program, including tripling the budget, hiring a City Arborist and two new forestry crews led by certified arborists, and implementing street tree care and planting initiatives. Trees Lexington!, a grassroots non-profit organization, is also working on community planting projects with community support.

A 2022 Urban Tree Canopy Assessment revealed that tree canopy cover increased from 20% to 23% from 2012 to 2020 in the Urban Service Area, except for District 1, which experienced a decrease of eight acres. The assessment found that 33% of land within the Urban Service Area is suitable for planting. The 12,649 acres of tree canopy in Lexington generate over $6.5 million in economic, environmental, and social benefits annually, as well as $111 million in carbon storage.

Urban trees can also serve as a tool for equity in a community. A Tree Equity Score calculated by American Forests indicates that canopy cover gaps often

coincide with income and race, highlighting the need for diverse and equitable urban tree management.

BIODIVERSITY & NATURAL HABITAT

Biodiversity encompasses the variety of life on Earth, including different species, their genetic diversity, and the ecosystems in which they thrive. It has developed over billions of years through the intricate interactions between living organisms and their environment. Biodiversity is critical for providing essential ecosystem services that support human wellbeing, such as air and water purification, pollination, soil fertility, climate regulation, and food production. Additionally, biodiversity also contributes to the cultural, aesthetic, and recreational values that enhance the quality of life in cities.

The Kentucky River corridor and its tributaries remain the only significant forest cover in the area, providing habitat for a diverse array of plants and wildlife. Urban areas that support notable plant life or habitats include McConnell Springs Nature Park, the Arboretum on the University of Kentucky campus, Lexington Cemetery, Masterson Station Park, Jacobson Park, Veterans Park, and Kearney Hill Golf Links.

Protecting and enhancing biodiversity is vital for promoting sustainable development and resilience in the face of environmental challenges like climate change. It can be achieved through practices like preserving, restoring, and connecting natural habitats, using green infrastructure, promoting sustainable land use practices, and engaging local communities in conservation efforts. However, a comprehensive study of biodiversity assets and restoration planning in Lexington has yet to be conducted.

AGRICULTURE AND NATURAL RESOURCES

Fayette County’s rural land is primarily used for agriculture, with a variety of farms ranging from horse farms to crop and cattle production. The 2017 Rural Land Management Plan provides an update on various plans, regulations, studies, and reports since the 1999 Rural Service Area Land Management Plan. Protecting the rural area is crucial not only for environmental sustainability but also for the Agricultural Cluster, a major economic driver for Lexington, which generates about $2.3 billion in output and supports one out of every 12 jobs in Fayette County, according to a University of Kentucky study.

As the “Horse Capital of the World,” Lexington has a rich cultural landscape of horse farms and racing that is protected under various policies, including the Purchase of Development Rights (PDR) program. Recent initiatives aim

to connect the urban community with rural land, such as Horse Country Inc., which provides tours to horse farms, and programs like Blue Grass Farm to Table, Community Shared Agriculture (CSA), and farmers markets that bring local food and products to urban families, strengthening the rural-urban connection.

Climate change is affecting agriculture in central and eastern Kentucky by prolonging the frost-free growing seasons and increasing atmospheric carbon dioxide, which tends to increase crop yields. However, more frequent and severe droughts, spring and summer storms, and hot days may decrease crop success and yields, and have negative impacts on livestock health.

BUILT ENVIRONMENT

The built environment has a significant impact on environmental sustainability. The construction of buildings and infrastructure can result in habitat loss, disruption of natural waterways, and increased energy consumption. Poorly designed buildings and neighborhoods can also contribute to urban heat islands, which can lead to increased energy demand for cooling and lower air quality. However, incorporating sustainable design practices into the built environment can help mitigate these negative impacts. Buildings and infrastructure that are designed to be energy-efficient, use sustainable materials, and incorporate greenspaces can reduce their environmental footprint and promote sustainable living. Additionally, mixed-use neighborhoods with access to public transportation and walkable amenities can encourage alternative transportation methods and reduce reliance on cars, further reducing the impact on the environment.

ENERGY AND SUSTAINABILITY

Although LFUCG has an energy initiatives team that monitors the government’s energy usage, there is currently no community-wide monitoring or transparency on energy usage. Creating energy awareness is the community’s first step towards conserving energy. In 2012, a community-led voluntary plan called Empower Lexington was presented and supported by the Urban County Council, which made valuable recommendations for action plans, and major updates to this plan are currently underway.

Looking to local partners, the University of Kentucky supports a robust Sustainability Program, which not only supports academic research, but also provides services and management for campus operations. Fayette County Public Schools is also a local leader in sustainability initiatives. By implementing multiple programs within the school system, young supporters

are actively engaged in energy efficiency programs, with the hope that their effects will spread to their parents and families. Additionally, school building such as the net-zero energy Locust Trace AgriScience Center, are a showcase for energy and environment focused facility design.

GREEN INFRASTRUCTURE

Green infrastructure refers to the natural or semi-natural systems and features that provide a range of ecological, economic, and social benefits to people and the environment. It can include forests, wetlands, grasslands, parks, greenways, street trees, green roofs, green walls, permeable pavements, and other forms of vegetation or natural features that are integrated into the built environment. Green infrastructure is used to balance the built environment with natural systems, and to create more sustainable, resilient, and livable communities.

While green infrastructure provides significant ecological benefits, it also provides crucial social and physical wellness benefits to residents and visitors. To ensure effective planning and management of the green infrastructure network, the City has maintained various plans and resources, including the 1996 Greenspace Plan, 2002 Greenway Master Plan, 2018 Parks Masterplan, 2017 Urban Forestry Management Plan, 2017 Rural Land Management Plan, and the 2018 Bike and Pedestrian Master Plan. Additionally, the 2020 Stormwater Manual includes site-based green infrastructure best management practices to address stormwater runoff.

LFUCG currently manages over 500 acres of greenways that serve as stormwater management, water quality, environmental conservation, and recreation areas. Additionally, the city maintains just over 5,300 acres in 104 parks and golf courses across the county, and the 2018 Parks and Recreation Master Plan calls for more parks and open spaces to be reserved or provided during the development of new neighborhoods.

AIR QUALITY

The Clean Air Act Amendments of 1990 require all metropolitan areas to meet the National Ambient Air Quality Standards (NAAQS) established by the Environmental Protection Agency (EPA) for numerous criteria air pollutants, including ozone (O3), particulate matter, carbon monoxide (CO), nitrogen dioxide (NO2), and sulfur dioxide (SO2). Metropolitan areas that meet these standards are considered to be in attainment and are not required to establish control measures to improve air quality. The purpose of the NAAQS is to regulate criteria air pollutants that have been deemed a risk to public health.

The Lexington Metropolitan Area has previously been designated as nonattainment by the EPA due to concentrations of ground level ozone exceeding those considered acceptable under the NAAQS. The good news is that regional ozone concentrations have significantly decreased during the past 20 years primarily due to advances in fuel efficiency and emission reductions for motor vehicles and other internal combustion engines. As such, the Lexington Metropolitan Area is now considered in compliance with NAAQS standards for ozone.

However, recent research suggests that exposure to even modest levels of ground level ozone can have significant health consequences especially to the very young or old and to those with asthma or other lung diseases or those with cardiopulmonary diseases. Therefore, even though the region is in compliance with current EPA standards, the LFUCG has a public health

interest in maintaining or further lowering regional ground level ozone concentrations.

The other pollutant of interest are two classifications of particulate matter which when inhaled in significant quantities can lead to negative health consequences such as decreased lung function, aggravated asthma, irregular heartbeats, nonfatal heart attacks and premature death for persons with heart or lung disease. Particulate matter is regulated by the EPA for sizes of 10 micrometers or less (PM10) as well as those less than 2.5 micrometers (PM2.5). In addition to the health consequences, particulate matter also contributes to negative impacts such as the acidification of lakes and streams, depleting soil nutrients, damaging sensitive forests and farm crops and decreasing the biodiversity of ecosystems.

The Lexington Region has been classified as ‘attainment’ for both classifications of particulate matter and current region wide levels are well below EPA standards for concentrations under the NAAQS. Nevertheless, research suggests exposure to unhealthy concentrations of particulate matter can be possible in close proximity to features such as busy highways, railroad yards, certain industries, and certain types of surface mining as well as any open wood burning. Of particular concern for the Lexington Region are emissions from vehicles, especially from arterial roadways in close proximity to residential areas, which according to the U.S. Department of Transportation disproportionality impact low-income and minority communities. Diesel fuel, which is a primary fuel source for most large trucks, is a particularly significant source of particulate matter emissions.

CLIMATE CHANGE & RESILIENCY PLANNING

Kentucky’s climate is changing. Although the average temperature did not change much during the 20th century, most of the commonwealth has warmed in the last 20 years. Average annual rainfall is increasing, and a rising percentage of that rain is falling on the four wettest days of the year. In the coming decades, the changing climate is likely to reduce crop yields and threaten some aquatic ecosystems. Floods, such as those experienced in Eastern Kentucky in July of 2022, may be more frequent resulting in significant damage to property, disruption of travel and increasing threats to life. Ironically, droughts may also be longer and more severe, which would increase the difficulty of meeting the competing demands for water in the Ohio, Tennessee, and Cumberland rivers.

The climate is changing because the earth is warming. People have increased the amount of carbon dioxide in the air by 40 percent since the late 1700s.

Other heat-trapping greenhouse gases are also increasing. These gases have warmed the surface and lower atmosphere of the Earth about one degree (F) during the last 50 years. Evaporation increases as the atmosphere warms, which increases humidity, average rainfall, and the frequency of heavy rainstorms in many places—but contributes to drought in others. These changes are also influencing the magnitude and frequency of other extreme meteorological events, such as the windstorms of March 3, 2023, land falling hurricanes or winter weather events such as ice storms or extreme snowfall.

The warming climate is also accelerating the melting of polar ice-caps resulting in a significant rise of global sea level. This rise will not directly impact Lexington, being 1000 feet above sea level. However, many of the largest cities in the US, such as Miami, New Orleans, and New York, are already being impacted with many others to follow. This is resulting in the potential population displacement of tens or hundreds of thousands during the next several decades to other locations not being impacted. Lexington is potentially one such place of refuge.

Natural cycles and sulfates in the air prevented much of Kentucky from warming during the last century. Sulfates are air pollutants that reflect sunlight back into space. Now sulfate emissions are declining, and the factors that once prevented Kentucky from warming are unlikely to persist. By the end of the century, Lexington could have temperatures similar to Houston or New Orleans, according to researchers at the U.S. Geological Survey. High air temperatures can cause heat stroke and dehydration and affect people’s cardiovascular and nervous systems. Certain people are especially vulnerable, including children, the aging population, those with health conditions, and economically disadvantaged individuals. Hot days can also increase the frequency of dangerous concentrations of ground level ozone (see discussion regarding air quality).

To address the impacts of climate change, Lexington needs to conduct a twopronged approach:

1. Reduce regional greenhouse gas emissions by identifying and ultimately eliminating significant sources of emissions as well as implementing any opportunities to capture and sequester atmospheric carbon.

2. Implement projects, policies and strategies which allow Lexington to adapt to a changing climate and become more resilient.

Fortunately, many of the city’s ongoing initiatives such as increasing urban tree canopy coverage, protecting rural greenspaces, and focusing on compact,

walkable infill development are positive steps toward reducing urban heat island and greenhouse gas emissions. Additionally, through a grant from the US EPA, the LFUCG will be developing a Climate Pollution Reduction Plan in coordination with five surrounding counties for implementation in 2025 (Bourbon, Clark, Jessamine, Scott, and Woodford Counties). The intent of this plan is to identify and implement opportunities for the region to align with the federal goal of net zero greenhouse gas emissions by 2050.

“Environmental issues affect every part of our lives. And climate change will make it more important.” – Lexington Resident, 2022 OTT Response

VISION FOR THE ENVIRONMENT.

PILLARS & POLICIES

PILLAR I PROTECTION.

Kentucky’s own Wendell Berry wisely remarked that “the Earth is what we all have in common.” Likewise, the natural environment of Lexington is something that all members of the community share in common. It is incumbent upon each of us to protect it, and it is crucial that the Comprehensive Plan lay out actionable strategies for safeguarding the environmental resiliency that is key to the health and welfare of the community. As the city continues to grow and develop, it becomes even more important to be cognizant of the immediate and long-range effects land use decisions will have on the environment.

One of the vital components of environmental protection and a nationally recognized growth management strategy is Lexington’s Urban Service Boundary, which delineates the areas where urban growth can occur within the city. The public input gathered in 2022 through the community wide On the Table event includes broad support for maintaining the Urban Service Boundary. There are numerous environmental benefits gained by retaining a compact urban form, and emphasizing the protection of Lexington’s unique bluegrass landscape continues to be a priority for environmental protections. According to the 2017 Rural Land Management Plan (RLMP), the Rural Service Area (outside of the Urban Service Area, shown on the following map) is comprised of 88% prime farmland and soils of statewide significance. Additionally, the RLMP showed that just under 30% of the Rural Service Area are considered Environmentally Sensitive Areas (stream corridors, karst areas, steep slopes, wetlands, mature tree stands, etc.). These areas are important and are worth protecting.

Though there are numerous environmental protection considerations for the Rural Service Area, there are protections needed inside the Urban Service Boundary as well. In 2011, the City of Lexington entered a Consent Decree with the U.S. Environmental Protection Agency and the Commonwealth of Kentucky to resolve violations of the Clean Water Act associated with the sanitary sewer and storm sewer systems by the year 2026. A Remedial Measures Program has been established to evaluate the sanitary sewer system to identify a cost-effective, efficient improvement plan to address recurring sanitary sewer overflows. Additionally, a Capacity Assurance Program has been instituted as a way of managing access to the sanitary sewer system.

Growth and development are important to Lexington’s maturation as a city, but it must be done in a way that respects the natural environment. As urban development intensifies, the city must also intensify protections of the natural ecosystems within the Urban Service Boundary through conservation greenways. The 2002 Greenway Master Plan designates streams, floodplains, riparian vegetation, and associated environmentally sensitive or geologic hazard areas as conservation greenways to improve water quality, provide

wildlife habitat, and control flooding. Combining existing with recorded and future greenways, there is potential for 1,400 acres of LFUCG greenways, of which 1,000 acres could function as both conservation and trail greenways. The protection and proper utilization of these greenways should be a priority, and the development that occurs around them should be complementary and use them as an amenity for the entire community to enjoy. The Greenway Master Plan should be consulted and followed for all development that affects these sensitive areas of the community.

Greenways and other green and open spaces are valuable for their ecological benefits, but also for their impacts on livability and tourism. It is apparent from the 2017 Greenspace Survey that Lexington residents overwhelmingly appreciate and visit greenspace. Open land areas with lawn and trees, such as parks, dog parks, the arboretum, and school and church yards ranked the highest, with 95% of respondents indicating that have utilized one of these facilities. Additionally, 65% of respondents stated they visit a public greenspace once a week or more, utilizing greenspace most often to relax, socialize, picnic, exercise the dog, fly a kite, etc. (86%) or to appreciate nature (85%). The types of greenspaces rated highest in importance are open land (84%), nature parks or sanctuaries (83%), neighborhood and park trails (83%) and farms and scenic rural roads (80%). Interest is highest for participation in the rural area in nature recreation (76%), events and festivals (74%), farm, winery and botanical garden tours (74%), homegrown restaurants (73%) and biking, hiking and equestrian trails (73%).

Overall, it is evident that Lexington residents highly value their greenspaces of all types, and more greenspace opportunities to meet these public desires should be encouraged. These valuable greenspaces within Lexington should be protected, but it is also critical to optimize their effectiveness and encourage new and innovative spaces throughout the Urban Service Area. Imagine Lexington makes it clear throughout the plan that safeguarding greenspace for health, social and environmental benefits is paramount to the success and sustainability of the city.

GREEN INFRASTRUCTURE

Green infrastructure refers to the natural or semi-natural systems and features that provide a range of ecological, economic, and social benefits to people and the environment. It can include forests, wetlands, grasslands, parks, greenways, street trees, green roofs, green walls, permeable pavements, and other forms of vegetation or natural features that are integrated into the built environment. Green infrastructure is used to balance the built environment

with natural systems, and to create more sustainable, resilient, and livable communities.

While green infrastructure provides significant ecological benefits, it also provides crucial social and physical wellness benefits to residents and visitors. To ensure effective planning and management of the green infrastructure network, the City has maintained various plans and resources, including the 1996 Greenspace Plan, 2002 Greenway Master Plan, 2018 Parks Masterplan, 2017 Urban Forestry Management Plan, 2017 Rural Land Management Plan, and the 2018 Bike and Pedestrian Master Plan. Additionally, the 2020 Stormwater Manual includes site-based green infrastructure best management practices to address stormwater runoff.

PROTECTION POLICY #1

CONTINUE THE SANITARY SEWER CAPACITY ASSURANCE PROGRAM (CAP) AND ENCOURAGE THE STORMWATER INCENTIVE GRANT PROGRAM TO REDUCE IMPACTS OF DEVELOPMENT ON WATER QUALITY.

LFUCG Division of Water Quality oversees the storm sewer system of over 800 miles of underground pipelines; 50,000 structures; and over 1,000 wet ponds and detention basins; the sanitary sewer system of over 1,400 miles of underground pipelines; and 36,000 manholes, with 75 pumping stations conveying sewage throughout the Urban Service Area. Since 2015, over 70 million gallons of wet weather storage facilities have been constructed to prevent the release of raw sewage into waterways during rain events. There are two treatment plants capable of treating over 60 million gallons of sewage each day.

Since entering the consent decree with the U.S. Environmental Protection Agency (EPA) in 2011, the division continues to monitor impact of new development on sewer conveyance and treatment capacity and has been incorporated into the development plan review process with a required sign-off. The Government’s challenge is to provide sewer capacity when new development or redevelopment is proposed. All proposed new and redevelopment projects must submit an application to the Capacity Assurance Program (CAP), and the proposed connection to the sanitary sewer system before the development plan can be approved. The Consent Decree also required that a Remedial Measures Program be implemented to provide capacity to abate recurring sanitary sewer overflows while supporting the existing Urban Service Area full development projections published at that time. The Consent Decree required Capacity Assurance Plan (CAP) is now the mechanism for informing decision makers about available sanitary sewer

capacity when a conditional use or change of use is proposed, as well as at the time of a preliminary zone change. The process should be documented in zoning compliance letters.

In addition to requirements for new development, grant funding is available for retrofits and improvements to existing development. Stormwater Quality Projects Incentive Grant Program provides financial assistance to Neighborhood Associations, Homeowners Associations, Educational Institutions, and commercial entities for projects that improve water quality, reduce stormwater runoff and educate residents about stormwater quality issues in the community. Grants associated with development projects must be for water quality or runoff reduction in excess of regulatory requirements. Since 2011, the Division of Water Quality has managed the grant awards totaling between $1.2 and $1.7 million each fiscal year. Since 2011, a total of 227 grants have been awarded. Application to the grant is encouraged and should be promoted through community outreach and the development process.

LFUCG currently manages over 500 acres of greenways that serve as stormwater management, water quality, environmental conservation, and recreation areas. Additionally, the city maintains just over 5,300 acres in 104 parks and golf courses across the county, and the Parks and Recreation Master Plan calls for more parks and open spaces to be reserved or provided during the development of new neighborhoods.

PROTECTION POLICY #2

CONSERVE AND PROTECT ENVIRONMENTALLY SENSITIVE AREAS, INCLUDING SENSITIVE NATURAL HABITATS, GREENWAYS, WETLANDS AND WATER BODIES.

Conservation refers to the protection, preservation, and management of natural resources and ecosystems in order to maintain their ecological, social, and economic values. Conserving environmentally sensitive areas across Fayette County benefits local communities and the environment as a whole by promoting biodiversity, protecting critical habitats for endangered and threatened species, and providing essential ecosystem services. These services include air and water purification, flood and drought risk mitigation, and climate change impact reduction. Environmental conservation can also improve public physical and mental health by increasing access to greenspaces and providing opportunities for outdoor recreation.

In the Rural Service Area, Lexington has taken significant steps in protecting the land and soils of statewide significance through the Purchase of Development

Rights (PDR) Program. This program is the first Agricultural Conservation Easement program facilitated by a local government in Kentucky, and its primary goal is to preserve farmland, soils, and environmentally sensitive land in the Rural Service Area. As of 2022, more than 30,000 acres of Fayette County's agricultural land are now protected through the PDR program.

The 2017 Rural Land Management Plan (RLMP) is dedicated to the planning and management of land uses in the Rural Service Area. The RLMP calls out a large “Natural Area” located in the extreme southeastern part of the county as well as “Special Natural Protection Areas” which are dispersed across the Rural Service Area. The plan maps areas of high priority and slightly lower priority for preservation.

Inside the Urban Service Area, the need to protect environmentally sensitive

SPECIAL NATURAL PROTECTION AREAS

areas must be balanced with the need to develop land for Lexington’s growing population. As development occurs, care must be taken to ensure that environmentally sensitive areas are protected so that they may continue to provide the ecosystem benefits that are so valuable to communities. Policies and regulations that support a balance of land for buildings and infrastructure with areas of greenspace are needed to offset the negative environmental impacts of the built environment. The 2002 Greenway Master Plan identifies land for conservation within the Urban Service Area, and this plan is currently being updated to reflect current conditions and best practices.

For development applications inside the Urban Service Area, a process should be established to identify and quantify endangered species on a proposed development site. New developments are advised to avoid dividing floodplains into private ownership with flood insurance. Care should be taken during the development process to provide additional protection areas around floodplains and to incorporate them into accessible greenspace via greenways. When greenways are located in neighborhoods, single-loaded streets or highly visible pedestrian access points can provide more open accessibility for residents to access greenways and any associated trails.

Conservation easements can be used to establish greenways within floodplains or other environmentally sensitive areas. By working with developers and landowners, cities can use conservation easements to limit intrusive development and other activities, such as clear-cutting, that could harm the environment. By using conservation easements to protect floodplains as greenways, cities can create a network of interconnected natural areas that help support the health of the local ecosystem and provide valuable public amenities.

PROTECTION POLICY #2 ACTION ITEMS

1. Develop a county wide inventory of Special Natural Protection Areas.

2. Update land development regulations to include best practices for greenway access and implementation of conservation easements.

3. Update the 2002 Greenway Masterplan.

PROTECTION POLICY #2 PLACEBUILDER CRITERIA:

• B-PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

• B-PR2-2: Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

PROTECTION

POLICY #3

CONTINUE TO IMPLEMENT PDR PROGRAM TO SAFEGUARD LEXINGTON’S RURAL LAND.

As outlined in the 2017 Rural Land Management Plan, Lexington has had a long history of taking positive action to ensure the community’s rural landscapes are preserved from unmanaged growth. In 1958, the Urban Service Area Boundary was created to manage development and has become a pioneering landmark for planning across the nation. In 2000, continuing the tradition of long-term land use planning, the Purchase of Development Rights Ordinance was adopted.

Purchase of Development Rights, or PDR as it is more commonly known, is Kentucky's first Agricultural Conservation Easement program facilitated by a local government. The Rural Land Management Board governs the program and is the bridge between interested landowners and the federal, state, and local governments. The members of the Board are appointed by the Mayor and confirmed by the Urban County Council. Through the PDR program, the Rural Land Management Board purchases farm owners’ development rights (their right to ever develop the farm for urban uses), thereby preserving it as farmland forever.

The conservation efforts of the City are significant on two separate levels. First, the program protects and preserves Lexington’s significant soils from urbanized development. The protection of these soils is essential to the sustainability and resiliency of the region. In periods of potential natural disaster or economic instability, these properties are poised to produce the greatest amount of food for the area. Secondly, the preservation of the land provides funds to agricultural landowners to enhance agricultural operations onsite. The funds garnered by the PDR can allow for farms to modernize equipment and remain solvent. Historically, farming operations which sought to upgrade equipment or needed to weather periods of economic uncertainty were often forced to leverage the land. However, through the PDR Program property owners may sell future development to ensure solvency today.

Currently, there are 285 farms permanently protected by PDR, totaling nearly 31,066 acres, with 1,662 acres under contract. The goal of the PDR program is to conserve 50,000 acres of land (LFUCG PDR).

PROTECTION POLICY #3 PLACEBUILDER CRITERIA

• B-PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

PROTECTION POLICY #4

CONSERVE ACTIVE AGRICULTURE LAND IN THE RURAL SERVICE AREA WHILE PROMOTING SUSTAINABLE FOOD SYSTEMS.

In 2017, Fayette County had 622 farm operations on 114,624 acres, which represented approximately 63% of the total land within the county. This indicates a 13% decrease in active farm operations since 2012. However, the decrease in farm operations is misleading, as the total acreage of farm operations only decreased by 233 acres, or less than .2%. This loss of operations is representative of a greater consolidation of land within farming operations, rather than a major reduction in active agricultural production. The consolidation of farms into larger operations has been well documented

RURAL LAND USE CATEGORIES

Farms by Use

throughout the United States since the 1940s, and the expansion of mechanized agriculture (USDA Farming and Farm Income).

Despite the shifts in the lotting size of agricultural production, and Lexington’s focus on the equine industry, there is a growing focus within the region on agricultural and horticultural operations geared towards the development of more sustainable food systems. Sustainable food systems shift the predominant focus of production for economic gain to a system that is targeted at providing food security and nutrition for all through economically, socially, and environmentally sustainable practices. Economically and environmentally sustainable practices have been the intent of the City’s Community Supportive Agriculture (CSA) Program. CSA programs are beneficial to both growers and consumers, as they make direct connections between sellers and buyers, which limits seasonal risk for growers and provides a more affordable and transparent purchasing process for consumers. By collaborating with local farms, Lexington is supporting the local economy, while also providing healthy foods to employees, which can reduce health insurance costs across the board.

To establish sustainable food systems in the city, it's important to consider the diverse groups of people involved in horticulture and agriculture. Black Soil, a non-profit organization based in Lexington, seeks to reconnect Black Kentuckians with their legacy and heritage in agriculture in both the rural and urban contexts. Black Soil offers a variety of programming on agritourism,

education and outreach, event management, seed-to-shelf commitment, and strategic partnerships. It is also important to support the history and prevalence of Lexington’s Latino population in the agricultural industry. While Lexington’s Latino population only comprises approximately 7.4% percent of the population in 2021, greater than 60% of the H-2A visa program workers in the state of Kentucky have been based in Lexington. This suggests that a large amount of the agricultural labor in Lexington is being conducted by individuals of Latin American decent (USDA 2022: H-2A Employer Data Hub).

In addition to the inclusion of more sustainable agricultural/horticultural practices and a wider economic pool, a priority of sustainable food systems is the elimination of food insecurity and food waste. Within Kentucky, one in eight people face hunger. What is more concerning is that one in seven children face hunger and approximately 41% of families in Kentucky are reliant on the Supplemental Nutrition Assistance Program (SNAP) (Feeding America). While Lexington’s percentage of food insecure population is less than the State, 11.4%, this still means that approximately 36,600 people are food insecure, or lack access at times to enough food for an active, healthy life (Feeding America). Organizations like FoodChain and Glean Kentucky are focused on both providing produce and vegetables to those in need, which often supplement organizations like Gods Pantry and the Lexington Pride Center’s Food Pantry.

PROTECTION POLICY #5

PROMOTE AND CONNECT LOCAL FARMS WITH THE COMMUNITY THROUGH INTEGRATED PARTNERSHIPS.

As part of a sustainable food system, Lexington must continue to promote and connect local farms with the community through integrated partnerships. One of Lexington’s most prominent programs for City employees has been the Community Supported Agriculture (CSA) voucher program. This program allows employees to access healthy, local foods from surrounding farms like Elmwood Stock Farm, High Five Farm, HomeGrown Direct, Lazy Eight Stock Farm, Rolling Fork Organic Farm, or Sustainable Harvest Farm.

In addition to CSA programs, Lexington has four formalized farmers markets that serve the community five days a week. With locations at Tandy Centennial Park, Southland Drive, Maxwell and Broadway, and Greater Gardenside, local growers, artisans, and small businesses can sell directly to Lexingtonians and visitors. Currently, there are a total of 64 vendors who sell goods at the farmers markets, all of which are located within 50 miles of downtown Lexington.

There are significant benefits gained through the promotion of local farms within the community. By economically supporting locally owned farms, the community not only supports the preservation of a viable industry in the region but also benefits from economic stimulus. When money is spent on goods that are produced within the community, those dollars are more readably re-spent within the local community. This raises the local economic activity and builds a greater local tax base.

Furthermore, when goods are produced and distributed locally, there are dual benefits of reducing costs and the impact on the environment. Storing and shipping agricultural goods is a time sensitive and costly process. The average food item travels 1,500 miles, compared to the average locally-produced item, which travels only 56 miles. By promoting locally produced goods, growers can reduce spending on transportation and storage, and can pass savings along to consumers. Additionally, by reducing the distance food must travel from the farm to the consumer, there will be a reduction in the vehicular miles traveled, which will benefit the environment by reducing greenhouse gas emissions.

Lexington should also seek grants and incentives to expand CSA opportunities to contractors or other associated partners to increase participation in the program and support local farmers.

PROTECTION POLICY #6

PROMOTE CONTEXT - SENSITIVE AGRITOURISM IN THE RURAL SERVICE AREA.

The 2017 Rural Land Management Plan has a thorough summary of the recent tourism developments in the rural service area. Year after year, visitors surveyed by VisitLEX say that they come to the Bluegrass for the horses, landscape, and bourbon. The two major attractions, which draw more than a million visitors a year to the Rural Service Area, are the Kentucky Horse Park and Keeneland. There are numerous for-profit tour companies and Horse Country, a non-profit coalition of farms that provide visitors from all over the world with access to these destinations. In 2022, Horse Country had 35 member farms, clinics and a feed mill participating, with 23 of them offering tours, and had over 26,000 bookings. The community now has the opportunity to enjoy an authentic experience with horses, which further allows them to promote Lexington as a regional attraction.

In 2016, a text amendment was approved to allow agritourism and ecotourism as a conditional use in the Rural Service Area. Agritourism activities allowed in the Agricultural Rural (A-R) and Agricultural Natural Areas (A-N) zones include corn mazes, farm gift shops, educational classes related to agricultural products or skills, horse shows involving more than 70 participants and seasonal activities. For the Agricultural Buffer (A-B) zone, children’s rides are also listed. Other agritourism and equine-related activities, such as wineries, hayrides, petting zoos, youth camps, and bed and breakfast establishments were already principal, accessory or conditional uses in the agricultural zones (KRS 100). Racetracks and historic house museums are allowed as conditional uses in the A-R zone. Ecotourism allowed in the A-R zone includes equine trails, botanical gardens and nature preserves. In the A-B and A-N zones, ecotourism includes commercial hiking and bicycling trails, equine trails, tree canopy tours, canoeing and kayaking launch sites, botanical gardens, nature preserves, and recreational outfitters limited to equipment rental only. The A-B zone adds zip-line trails and removes recreational outfitters from the list.

Over the course of the last seven years, since the adoption of the agritourism text amendment, numerous activities have developed, which promote local assets. While the tourism industry and the local economy have benefited from the establishment of Horse County and wineries within the community, there still remains a connectivity barrier to access for some of these amenities. Connectivity to the rural community should be emphasized as roads and shared-use trails are being reviewed. The Kentucky Horse Park has benefited

from the connectivity of the Legacy Trail and Keeneland has also seen the benefit of transit operations during racing season. Lexington should evaluate opportunities to partner with LexTran and local companies to establish a program for linking urban areas with rural amenities.

PROTECTION POLICY #6 ACTION ITEMS

1. Review the Zoning Ordinance for new agritourism and ecotourism opportunities.

2. Work with local partners to establish a program linking public transit to experiences in Lexington's rural parks, natural areas, and agritourism offerings.

PROTECTION POLICY #7

PROTECT THE URBAN FOREST AND SIGNIFICANT TREE CANOPIES.

Protecting and preserving urban tree canopy is critical to maintaining the ecological, economic, and social health of urban areas. By incorporating tree protection and preservation policies and regulations into planning and development processes, cities can create more sustainable and livable communities that preserve natural resources for future generations.

The City of Lexington has post-development tree canopy requirements for each zoning category in Article 26 of the Zoning Ordinance. However, the current post-development canopy requirements fall short of achieving the citywide goals for increasing tree canopy, and further, the current regulations can result in a net-loss of tree canopy coverage during development. Higher canopy cover targets must be achieved to reach long-term goals.

The 2022 Urban Tree Canopy Assessment analyzed urban tree canopy change by the City’s zoning categories, which offered insight as to how development patterns have changed Lexington’s canopy over time. While individual canopy losses and gains occurred in all zoning classes, the overall canopy losses occurred in two zoning types: Industrial and Mixed Use. Industrial areas had the greatest reduction in canopy (-8 acres), and Mixed Use experienced the largest percent reduction in the canopy (-4% or -6 acres). Commercial (Downtown) and Commercial (Other) sustained a less than 1% gain. Agricultural and Office/ Professional both increased their canopy by 2% in eight years. Canopy in Residential areas experienced the largest increase with a 4% gain (1,570 acres). This data should be used to inform updates to the City’s zoning requirements.

Additionally, Lexington currently has limited protections in place for existing

trees on privately owned land. To protect the existing urban tree canopy on private property, Lexington should explore tree protection regulations to ensure there is no net-loss of tree canopy during the development process. Effective regulations will guide new development to prevent and mitigate tree loss, prioritize tree preservation, and propose alternatives when preservation is unfeasible due to development constraints. These regulations should encompass both tree preservation and replacement practices and address the conservation and replacement of both individual trees and forests. To determine the number of replacement trees for individual specimens, a formula based on size, species rating, and condition rating should be employed. Regarding forested areas, a ratio based on the area cleared should inform the replacement efforts. When replanting, the size of the new tree(s) should be specified as appropriate to offset the canopy loss as effectively as possible. These regulations could involve developing a fee-in-lieu process or another form of offsite mitigation.

Lexington should also continue to develop outreach programs and educational initiatives to inform and encourage private landowners and residents to preserve existing trees and plant new ones. Partnerships with local nonprofit organizations, neighborhood associations, and contractors can also be expanded to plant trees in low-canopy and underserved neighborhoods. Community-based organizations and individual champions can also be engaged to promote stewardship, and volunteer planting and maintenance events can increase awareness in the community. Even with these efforts in place, regulatory reform is needed to enhance and strengthen the current Planning processes and regulations to increase responsible development, protection and long-term management of urban trees on private property.

PROTECTION POLICY #7 ACTION ITEMS

1. Update Article 26 of the Zoning Ordinance.

PROTECTION POLICY #7 PLACEBUILDER CRITERIA

• B-PR7-1: Developments should be designed to minimize tree removal and to protect and preserve significant trees.

PROTECTION POLICY #8

PROTECT AND ENHANCE BIODIVERSITY IN BOTH THE URBAN AND RURAL SERVICE AREAS.

Lexington should take proactive measures to protect and enhance biodiversity—across both the urban and rural areas—to ensure the wellbeing of people and the natural environment. Biodiversity refers to the variety of life on Earth, including the number and abundance of different species, as well

as the genetic diversity within each species and the diversity of ecosystems and their functions. It is the result of billions of years of evolution and the interactions between living organisms and their environment.

Preserving biodiversity is crucial for maintaining healthy ecosystems, providing ecological services, and improving quality of life. It promotes social and environmental justice and supports local economies through ecotourism and green jobs. In the face of climate change, biodiversity conservation is essential for ecosystem resilience and adaptation.

Fayette County has undergone significant modification for agricultural and urban development, leading to the fragmentation of natural areas and a decline in biodiversity. The Kentucky River corridor and tributaries are the only significant forest cover in Fayette County, supporting a diversity of plants and wildlife. Rural areas with significant plant life and habitat include Hisle Park, Raven Run Nature Sanctuary, and Floracliff Nature Sanctuary. Urban areas of significant habitat include McConnell Springs Nature Park, the Arboretum on the University of Kentucky campus, Lexington Cemetery, Masterson Station Park, and Kearney Hill Golf Links. However, a comprehensive study of biodiversity assets and habitat in Lexington has yet to be completed.

The 2017 Rural Land Management Plan (RLMP) called out an area located in the southeastern part of Fayette County as a “Natural Area”. The Area, approximately 8,500 acres, included floodplains, riparian vegetation, steep

slopes, and forest, and was home to a wide variety of aquatic and terrestrial wildlife. The RLMP also listed “Special Natural Protection Areas”, which were dispersed across the Rural Service Area. The lists described mapped areas of priority for preservation, and included sites with rare species of plants, large blue ash trees, rare bird sites, river slopes, and natural bodies of water.

In addition to protecting biodiversity throughout the rural area, it is crucial to identify and protect biodiversity within the Urban Service Area. The 2002 Greenway Master Plan identifies land for conservation within the Urban Service Area, and this plan is currently being updated to reflect current conditions and best practices. As Lexington grows, a priority should be placed on protecting environmentally sensitive urban areas through smart planning, updating policies, and educating the public. Additionally, new regulations should be explored to increase biodiversity with native plantings and low impact landscaping (see Sustainability Policy 11).

Compiling a county-wide inventory of environmentally sensitive areas and areas of significant habitat will help build on the 2001 Greenway Master Plan and 2017 RLMP. With an updated biodiversity inventory, Lexington can make informed decisions on where and how new developments will directly or indirectly impact biodiversity—and ultimately help increase biodiversity across the county.

PROTECTION POLICY #8 ACTION ITEMS

1. Complete a county-wide biodiversity inventory and action plan.

PROTECTION POLICY #9

RESPECT THE GEOGRAPHIC CONTEXT OF NATURAL LAND, ENCOURAGE DEVELOPMENT TO PROTECT SOILS AND STEEP SLOPES, AND LOCATE BUILDING STRUCTURES TO REDUCE UNNECESSARY EARTH DISRUPTION.

Lexington’s Land Subdivision Regulations require that developers evaluate a site’s geographic and topographic characteristics, including steep slopes and sinkholes, as part of the development planning process. This is to ensure that development is done in a way that minimizes negative impacts on the environment and surrounding areas.

It has been demonstrated that extensive disturbance to the earth through man-made grading for building structures can lead to soil erosion, loss of vegetation, and damage to natural habitats. Furthermore, such practices may have a domino effect, resulting in adjacent areas being similarly intruded

upon. Therefore, prior to establishing a plan for a new development, a thorough analysis of the site's geographic context in terms of soils, contours, and watershed distributions should be conducted. This approach facilitates sustainable development that is sensitive to the area's natural topography, thereby reducing unnecessary disruption to the environment.

Soil plays a crucial role in providing various ecosystem services and addressing climate change, but it is often overlooked, degraded, and discarded during construction and urban development. It is essential to not only prevent further damage to these vital ecosystems but also to proactively plan and manage soil to achieve environmentally beneficial development. Construction practices that involve removing existing vegetation and topsoil lead to problems like poor stormwater management and hindered plant growth, which incur significant costs for remediation. Preserving and protecting onsite topsoil during construction can mitigate these issues and save money by reducing the need for soil importation later.

Collaboration between project teams, developers, and contractors is crucial to stockpiling and safeguarding the valuable topsoil, taking into account soil texture, moisture, and weather conditions to prevent compaction. Whenever possible, a balanced cut and fill approach should be pursued, avoiding drastic alterations to the original topography of the land. Best practices suggest that after construction, a minimum of four (4) inches of topsoil should be applied to disturbed areas, and compacted soils should be loosened as deeply as feasible. Incorporating compost-amended topsoil enhances long-term stormwater infiltration, supports plant health and growth, and optimizes the overall functionality of the property.

To ensure proper soil management, regulations should mandate consideration of soil functions, soil surveys, soil management plans, and construction method statements before commencing construction activities. By adopting these practices, Lexington can promote sustainable development while protecting and harnessing the potential of soil for the benefit of the environment and community.

Sustainable planning practices also stipulate that large developments should only be permitted on land areas with less than a 15% slope, in order to respect the natural topography and reduce any potential negative impacts on the environment. For modest development such as trails and pathways, slopes of up to 30% may be permissible in compliance with the Land Subdivision Regulations and the Zoning Ordinance.

The consideration of a site's geographic and topographic characteristics

is critical in the planning of new development in Lexington. This approach facilitates sustainable development that minimizes negative impacts on the environment, while preserving the natural beauty of the community for future generations

PROTECTION POLICY #9 ACTION ITEMS

1. Update regulations to include best practices for soil preservation and management during the construction process.

PROTECTION POLICY #9 PLACEBUILDER CRITERIA

• B-PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

PROTECTION POLICY #10

REDUCE LIGHT POLLUTION TO PROTECT DARK SKIES.

Light pollution is the overabundance or improper direction of outdoor lighting in urban areas and other built environments. It originates from various sources, including streetlights, advertising displays, and other forms of artificial illumination. It can disturb the natural light cycles in the environment and adversely affect both humans and wildlife.

Reducing light pollution is essential for several reasons. First, it can disrupt the natural sleep-wake cycle of people and animals by impeding the production of melatonin, a hormone that helps regulate sleep. Second, excessive lighting can negatively impact the behavior and reproduction of some species of plants and animals. Third, it can result in unnecessary energy consumption, which can contribute to increased greenhouse gas emissions.

The dark-sky movement is a global campaign that aims to reduce light pollution and preserve the natural night sky. The movement strives to promote increased visibility of stars at night, mitigate the environmental impacts of lighting, improve the safety, health, and well-being of both humans and wildlife, and study the effects of darkness on living organisms. The International Dark-Sky Association advocates for the use of fixtures that minimize upward light in public spaces and encourages communities to implement lighting regulations. Additionally, it recommends using fully shielded fixtures that minimize or eliminate upward light in public areas to reduce light pollution.

Lexington should minimize light pollution, promote energy efficiency, protect the well-being of the community and the environment, and develop a lighting

ordinance to achieve these goals.

PROTECTION POLICY #10 ACTION ITEMS

1. Development should avoid overlighting and upward directed lighting.

PROTECTION POLICY #10 PLACEBUILDER CRITERIA

• B-PR10-1 Development should not contribute to light pollution.

PILLAR II SUSTAINABILITY.

Sustainability has become an increasingly important issue in land use planning and development due to the negative impact that traditional development practices have had on the environment. Sustainable land use planning and development involve incorporating social, economic, and environmental considerations into decision-making processes, with the goal of creating communities that are resilient, equitable, and prosperous for both present and future generations. In order to ensure that future generations have access to clean water, air, and natural resources, it is crucial to incorporate sustainable practices in all aspects of land use planning and development.

SUSTAINABLE TRANSPORTATION OPTIONS

Sustainable land use planning starts with walkable, transit focused urban design. Walkable cities are designed to be easily navigable on foot, bike or via transit, with sidewalks, crosswalks, and other pedestrian-friendly features that connect housing to jobs, schools, goods, and services. This style of development encourages physical activity and helps to create a sense of community. Importantly, by prioritizing non-vehicular modes of transportation, communities can reduce vehicle miles traveled, which in turn reduces air pollution and greenhouse gas emissions.

Low Impact Development, Sustainable Landscaping, and Green Infrastructure

Low impact development (LID) is an approach to land use planning and development that aims to minimize the impact of development on the environment. LID includes sustainable landscaping practices, such as using native plants and trees, reducing water use, and promoting biodiversity.

Green infrastructure refers to the natural or semi-natural systems and features that provide a range of ecological, economic, and social benefits to people and the environment. It can include forests, wetlands, grasslands, parks, greenways, street trees, green roofs, green walls, permeable pavements, and other forms of vegetation or natural features that are integrated into the built environment. Green infrastructure is used to balance the built environment with natural systems, and to create more sustainable, resilient, and livable communities.

Green infrastructure stormwater best management practices are another important aspect of sustainable land use planning. This involves designing stormwater management systems that mimic natural processes, such as infiltration and evapotranspiration. These systems can help to reduce the impact of development on water quality, reduce flooding, and promote biodiversity.

GREEN BUILDING AND SITE DESIGN

Green building and site design is another important aspect of sustainable land use planning. This involves designing buildings and sites that are energy efficient, use renewable energy sources, and incorporate sustainable materials. The Leadership in Energy and Environmental Design (LEED) standards are widely used in green building and site design and provide a framework for achieving sustainable building practices.

LOCAL GOVERNMENT LEADERSHIP

Local governments play a critical role in promoting sustainable land use planning and development. They can take an active leadership role by setting goals, adopting policies, and implementing programs that promote sustainability. Collaboration across multiple divisions and departments, as well as with local agencies and organizations, is crucial to achieving sustainable land use planning.

COMMUNITY ENGAGEMENT AND EDUCATION

Engaging and educating communities on sustainable planning, development, and at-home behaviors is important because it helps to build a culture of sustainability, addresses complex challenges such as climate change and resource depletion, encourages behavioral change, and empowers communities. By involving residents in sustainable initiatives, providing them with information and motivation to adopt more sustainable behaviors, and empowering them to participate in decision-making processes, Lexington can create a more resilient, equitable, and livable future for all.

REACHING NET ZERO GREENHOUSE GAS EMISSIONS

Cities must play a role in reaching the global and federal commitment to reach net zero greenhouse gas emissions. This involves reducing greenhouse gas emissions from all sectors, including transportation, buildings, industry, and waste management. Sustainable land use planning and development can play a crucial role in achieving this goal, by reducing vehicle miles traveled, promoting sustainable building practices, and encouraging renewable energy sources.

SUSTAINABILITY POLICY #1

ESTABLISH A PLAN TO REDUCE COMMUNITY - WIDE GREENHOUSE GAS EMISSIONS TO NET ZERO BY 2050.

Since the 1800s, human activity has been the main driver of climate change, which is simply defined as long-term shifts in temperatures and weather patterns, primarily due to burning fossil fuels like coal, oil, and natural gas. Burning fossil fuels releases greenhouse gasses (GHGs), which increases temperatures and leads to more frequent and more severe natural disasters. To combat climate change, the United Nations Climate Change Conference established the Paris Agreement. The Paris Agreement calls for global GHG emissions to be halved by 2030 and reach net zero emissions by 2050 in order to avoid increasing Earth’s surface temperature by more than 1.5°C and to avoid the worst impacts of climate change.

The impacts of climate change are already evident in Kentucky, with the increased intensity of floods in the eastern part of the state and tornados during the winter months in the west. These impacts are costly for cities as they hinder basic services, destroy infrastructure and housing, and pose a risk to human livelihoods and health. This concerns many Fayette County residents. The Division of Planning, in partnership with CivicLex, hosted the On the Table (OTT) event to gather input specifically for the Comprehensive Plan update. The OTT event resulted in nearly 2,500 Lexingtonians participating in a community-wide interactive survey, which established environmental resiliency—and climate change—as one of residents’ top priorities.

Some cities, such as Burlington, Vermont and Ann Arbor, Michigan are on track to achieve community-wide net zero GHG emissions as soon as 2030. Others, including Cincinnati, Ohio and Louisville, Kentucky, have created goals and a comprehensive climate action plan to reach community-wide net zero by 2050 and 2040, respectively. The most current research suggests that over 400 cities across the United States have either committed to creating a climate action plan, are in the process of developing a climate action plan, or are currently implementing a plan. These efforts will be amplified by the upcoming historic investment created by recent federal legislation such as the Inflation Reduction Act.

The first step to creating a climate action plan is establishing the community’s total GHG emissions by completing a community-wide GHG emissions inventory. This will allow LFUCG and community partners to direct resources towards the heaviest emitters, and to identify opportunities for GHG negative activities to help tip the balance toward net zero. Net zero can be achieved

in a variety of ways, including reducing emissions as much as possible through measures such as energy efficiency, use of renewable energy, and transitioning to low-carbon technologies, and offsetting any remaining emissions by removing an equivalent amount of GHGs from the atmosphere through activities such as tree planting or carbon capture and storage.

A net-zero future is possible for Lexington largely due to a wide variety of federal funds. The Inflation Reduction Act (IRA) became law in 2022, providing $369 billion to address climate change. In Lexington, efforts are underway to effectively utilize the IRA funds by fostering collaboration among different departments and agencies, with a focus on planning strategies to reduce climate pollution. Efforts should also continue to actively explore opportunities to access IRA implementation funds, and tools like "Climate Action and the Inflation Reduction Act: A Guide for Local Government Leaders" can aid in this process.

A net zero city requires excellent planning, committed partners, and a continuous effort. In order to achieve net-zero, Lexington must adopt a climate action plan that addresses reducing emissions in all aspects of the community in a way that is equitable and inclusive.

SUSTAINABILITY POLICY #1 ACTION ITEMS

1. Explore opportunities for federal funding for climate solutions.

2. Develop a community-wide greenhouse gas emissions inventory.

3. Create a community-wide emissions reductions plan to achieve net zero by 2050 in Lexington-Fayette Urban County.

SUSTAINABILITY POLICY #2

ESTABLISH A PLAN TO REDUCE ALL LFUCG FACILITIES, OPERATIONS, AND FLEETS TO NET ZERO GREENHOUSE GAS EMISSIONS.

With the growing urgency to mitigate climate change, cities around the world are implementing plans to achieve net-zero greenhouse gas (GHG) emissions. As of October 2021, a bipartisan group of U.S. mayors representing more than 54 million Americans pledged to help the United States reach its goal to achieve net-zero by 2050 in alignment with the United Nations Paris Agreement.

Lexington’s peer cities have taken steps to move their government’s functions towards net zero. For example, Cincinnati’s 2023 Green Cincinnati Plan establishes goals of both operating the city government on 100% renewable energy and making all city facilities, fleets, and operations carbon neutral by

2035. Louisville Metro Council passed a resolution to support a 100% clean renewable electricity goal for Metro Government operations by 2030.

Louisville and Cincinnati began this process with an inventory of all government-produced greenhouse gas emissions in order to establish which functions were the most energy-intensive and released the most emissions. LFUCG should follow their lead, identifying the highest emitting government sources and then creating a plan to bring all LFUCG facilities, operations, and fleets to net zero.

This policy should work in tandem with Sustainability Policy #1, which calls for a community-wide plan for all of Lexington-Fayette County to reach net zero emissions by 2050. LFUCG must take the opportunity to lead by example and demonstrate to residents that a net zero future is possible.

SUSTAINABILITY POLICY #2 ACTION ITEMS

1. Conduct a detailed LFUCG greenhouse gas inventory and an emissions reductions plan.

2. Identify opportunities and commit funding for renewable energy generation (i.e. solar or wind).

3. Create an LFUCG Sustainability Policy and/or update LFUCG’s Policy on Energy Efficiency.

SUSTAINABILITY POLICY #3

REDUCE AIR POLLUTION AND GREENHOUSE GASSES THROUGH COMPACT DEVELOPMENT AND COMPLETE STREETS THAT ENCOURAGE MULTIMODAL TRANSPORTATION OPTIONS.

Emissions from motor vehicles are one of the more significant sources of EPA criteria pollutants such as particulate matter and ozone precursor chemicals as well as atmospheric carbon related to greenhouse gas emissions. Therefore, the most effective methods of reducing these emissions are through efforts to reduce travel by automobiles or trucks, especially those powered by fossil fuels. This is especially true for short trips, those which are 2 miles or less. These trips are more reasonably accomplished by modes such as walking or bicycling, which are inherently emission free, or public transit which has far fewer emissions per passenger mile of travel. The other issue is that modern gasoline and diesel engines produce far greater emissions during the cold start phase which occurs more frequently for several short trips than for fewer longer distance trips. In fact, it’s estimated that 70% of emissions during a typical commute occur during the first 60 seconds of vehicle operation.

The challenges in Lexington for bicycle, pedestrian and mass transit are twofold:

1. Many Lexington neighborhoods do not provide a full range of opportunities or services within a walk, bicycle or transit scale distance from residences. Whether its employment or education, services such as retail, medical or social services, or access to heathy food, in most cases access can only be reasonably accomplished through an automobile due to the trip distances involved.

2. Most Lexington roadways, especially those beyond New Circle Road, were designed primarily for travel by automobiles.

In order to specifically address the second challenge, the City of Lexington and the Lexington Area MPO have adopted complete street policies to identify methods to make all roadways safe and comfortable for all potential users of those facilities, including bicycles, pedestrians and transit services. Additionally, the Kentucky Transportation Cabinet has also adopted a policy and has updated their design guidance to address complete street principles for the state highway network.

While both challenges are not insurmountable for a sizeable portion of the Urban Service Area, it is important to note that many regional trips will likely continue to be made by automobile. Restoration Policy #4 discusses transitioning the regional vehicle fleet to electric or low/no emission fuels to address trips that will continue to be made by automobile. With that said, there are significant tradeoffs associated with low/no emission vehicles related to electric generation and producing fuels such as compressed natural gas (CNG) or hydrogen (see table below). The extent to which trips can be made through inherently zero or very low emission modes (bike, pedestrian, or mass transit) reduces the associated negative tradeoffs with continued automobile usage, regardless of fuel source. Prioritizing the development of walkable and transit supportive development patterns remains key to improving air quality and reducing emissions, especially in the near term.

SUSTAINABILITY POLICY #3 ACTION ITEMS

1. Identify opportunities to create complete neighborhoods that provide a full range of opportunities and services within a 15 minute walk, bicycle or transit ride.

2. Update LFUCG roadway design manuals to incorporate complete streets best practices for new roadways and design retrofits.

3. Conduct study to identify complete street deficient roadways and prioritize retrofit projects to address deficiencies.

4. Identify opportunities to close connectivity gaps in the bicycle and pedestrian facility network.

5. Conduct 25 year long-range plan for public transportation to identify service gaps and opportunities for increased service.

6. Develop an E-Bike cost share/subsidy program.

SUSTAINABLE POLICY #3 PLACEBUILDER CRITERIA

• B-SU3-1: Development should provide compact and/or mixed use development.

SUSTAINABILITY POLICY #4

REDUCE AND MITIGATE NEGATIVE ENVIRONMENTAL IMPACTS OF IMPERVIOUS SURFACES AND VEHICLE USE AREAS.

Impervious surfaces are a necessary component of urban areas, however there are various strategies available to minimize and alleviate their adverse environmental effects. Impervious hardscapes such as streets, parking lots, and driveways prevent stormwater from infiltrating the ground, which causes flooding, erosion, and sanitary sewer infiltration and overflows, which have historically been observed in Lexington. By reducing the amount of paved surfaces, stormwater runoff can be decreased and flood control efforts improved with less dedicated infrastructure. Additionally, minimizing impervious areas helps enhance water quality by reducing the amount of pollutants that are carried by stormwater runoff.

Along with parking lots, streets also have the potential to be designed to offset their negative environmental impacts. Narrower streets with median landscape areas containing trees and other plantings can act as a filter and first line of infiltration before stormwater enters Lexington’s waterways. Limiting the number of culs-de-sac, minimizing their diameter, and adding center landscape islands are just a few ways to modify neighborhood street design in order to improve water quality and reduce runoff. Lexington’s street design regulations and manuals should be reviewed for opportunities to reduce environmental impacts.

In 2022, Lexington performed an Urban Tree Canopy Assessment in order to map existing canopy and monitor changes since the last assessment in 2012. It reported that while Lexington has a 23% (up from 20% in 2012) Urban Tree Canopy, over 40% of the Urban Service Area was comprised of impervious area. The associated Urban Tree Canopy Report Cards break down, by Council District, not just tree canopy but also pervious and impervious land areas and its impact on stormwater runoff and heat mitigation. The report further discusses planting prioritization factors including tailoring efforts to address

low-income and minority areas where tree canopy is negatively correlated. Additional analysis is needed to advance the report recommendations and identify more specific priority areas for improving environmental equity through increased canopy and impervious area mitigation.

Lexington has also recently adopted significant improvements to its parking standards by allowing the number of spaces to be reduced, along with a significant increase in the amount of landscaping and tree canopy required, however, additional steps should be explored to encourage or require impervious pavement, bioretention, or other forms of parking lot green infrastructure Together, these provisions have the potential to address not only water quality and quantity related issues but also the worsening heat island effects of vast paved areas.

SUSTAINABILITY POLICY #4 ACTION ITEMS

1. Collaborate with LFUCG urban forestry to identify priority areas for improving environmental equity through increased canopy and impervious area mitigation.

2. Continue to refine street design, parking area, and vehicle use area standards to reduce impervious surfaces and minimize environmental impacts.

SUSTAINABILITY POLICY #4 PLACEBUILDER CRITERIA

• B-SU4-1: Development should minimize and/or mitigate impervious surfaces.

SUSTAINABILITY POLICY #5

EXPAND AND PROMOTE ENERGY EFFICIENCY, RENEWABLE ENERGY, AND ELECTRIFICATION INITIATIVES.

Lexington must prioritize sustainable and energy-efficient buildings and infrastructure, as well as renewable energy sources, to reduce the city's greenhouse gas emissions, decrease energy consumption and costs, and promote a more sustainable environment. Coordinated investment and commitment from both public and private sectors in sustainable buildings, infrastructure, and energy sources will help Lexington pave the way towards a greener future.

LFUCG established an Energy Management Plan in 2004 to promote conservation, reduce fuel and utilities consumption, and realize cost savings for city-owned properties and facilities. In 2009, LFUCG created the Energy Improvement Fund as a funding mechanism for energy efficiency and renewable energy initiatives. The Fund acts as a revolving loan where utility savings can be allocated to future public facility projects.

In the community, the city has partnered with the Kentucky Solar Energy Society to launch Solarize Lexington. This program helps property owners reduce their reliance on the electric grid by making it easier to install solar panels and includes a grant program to assist low-to-moderate income homeowners.

Empower Lexington, a community-led voluntary plan launched in 2012, targeted community-wide sustainability and energy efficiency. The plan, approved by the Urban County Council in 2012, allows for the implementation of its recommendations, with responsibilities for implementation varying between local government, non-profits, and public/private partnerships. Steps were taken to update the plan in 2022, led by staff from the Division of Environmental Services.

In 2018, the Council approved legislation that established an Energy Project Assessment District (EPAD) in Fayette County. This allows commercial, nonprofit, multi-family, agricultural, and industrial property owners to obtain special financing called PACE financing to fund energy-efficient upgrades and improvements. The PACE financing covers the full cost of upgrades, including solar panels, energy-efficient heating and cooling systems, water conservation, and LED lighting. The long-term loan is repaid through a voluntary assessment on the property owner's tax bill, with a fixed interest rate and no down payment required.

To further promote these activities across Lexington, in 2016 LFUCG launched the Green Check Program, which recognizes businesses for their green initiatives and helps them expand their sustainability efforts. As of January 2023, 53 businesses have become certified. More recognition and awards programs should be explored, such as green neighborhood awards or green business operation pilot programs.

SUSTAINABILITY POLICY #5 ACTION ITEMS

1. Establish Government/Community Targets For Renewable Energy.

SUSTAINABILITY POLICY #5 PLACEBUILDER CRITERIA

• B-SU5-1: Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

SUSTAINABILITY POLICY #6

APPLY FOR LEED FOR CITIES CERTIFICATION TO TRACK PROGRESS TOWARD SUSTAINABILITY, GREENHOUSE GAS EMISSIONS REDUCTION, AND ENVIRONMENTAL EQUITY OBJECTIVES.

The U.S. Green Building Council (USGBC) is a non-profit organization that is dedicated to promoting sustainability in the building and construction industry. It is best known for developing and administering the Leadership in Energy and Environmental Design (LEED) certification program for green buildings, and recently has added a LEED certification program for cities and communities.

LEED for Cities assesses the sustainability performance of cities and provides a framework for cities to improve their sustainability efforts. The program looks at a variety of factors that contribute to the sustainability of a city, including energy and water use, waste management, transportation, access to greenspace, and overall quality of life. Cities are scored based on a set of metrics and can earn certification at different levels, including Certified, Silver, Gold, and Platinum.

The program is designed to help cities identify areas for improvement and establish goals for sustainability, as well as track progress and demonstrate their commitment to sustainability community-wide for residents, businesses, and visitors. It is intended to be adaptable to cities of all sizes and locations, and the program has been implemented in cities around the world.

Lexington should pursue LEED for Cities certification to take full advantage of the resources and support USGBC provides for cities to implement

sustainability initiatives and to access the network of shared best practices with other cities. As a first step toward this goal, community-led working groups have reframed and updated a draft of Lexington’s 2012 Empower Lexington: A Plan for a Resilient Community guided by the LEED for Cities framework.

SUSTAINABILITY POLICY #6 ACTION ITEMS

1. Update the Empower Lexington Plan guided by the LEED for Cities framework Apply for LEED for Cities certification.

SUSTAINABILITY POLICY #7

DEVELOP AND PROACTIVELY SHARE EDUCATIONAL MATERIALS AND PROGRAMS TO INCREASE PUBLIC AWARENESS OF ENERGY EFFICIENCY BENEFITS AND SERVICES.

Energy efficiency is a critical issue for modern cities, which face a range of environmental and economic challenges related to energy consumption. To address these challenges, Lexington should develop and proactively share educational materials and programs to increase public awareness of energy efficiency benefits and services. By doing so, they can empower residents with the knowledge and skills they need to make informed decisions about energy use and conservation, while also reducing their greenhouse gas emissions and saving money on energy bills.

One key benefit of developing and sharing educational materials and programs is that it can help to foster a culture of energy efficiency within a city. When residents are educated about the benefits of using energy more efficiently, they are more likely to adopt sustainable practices in their daily lives. This can lead to a wide range of positive outcomes, including reduced greenhouse gas emissions, improved air quality, and lower energy costs for households and businesses.

Another key benefit of educational initiatives is that they can help to increase access to energy efficiency services and programs. Many cities offer a range of services and incentives to help residents reduce their energy consumption, but these resources are often underutilized. By providing clear, accessible information about these services and programs, cities can help to ensure that more residents take advantage of them.

Materials should provide a consistent message about sustainable practices and be tailored to each individual audience’s needs. This is especially important for property owners with tenants who may be disproportionately impacted by high utility bills. Lexington must also work to educate renters about the benefits of energy efficiency and how to reduce their energy consumption. This can involve providing information on simple energy-saving measures like turning off lights and electronics when not in use, as well as offering more comprehensive energy audits to identify areas where energy efficiency upgrades could have the biggest impact. Equity is therefore a key consideration when it comes to energy efficiency, and cities must ensure that their initiatives are designed with the needs of all residents in mind.

Increasing awareness and education about energy efficiency and conservation programs can lead to higher implementation rates. To achieve this, the City should launch marketing campaigns that highlight the benefits of energy efficiency, including reduced energy consumption and real cost savings for business owners, home owners, renters, and tenants. The campaign should use various media platforms such as print, television, and social media to communicate these benefits effectively. Programs should also encourage the use of LEED buildings, appliances, and mechanical systems to further promote energy efficiency.

SUSTAINABILITY POLICY #7 ACTION ITEMS

1. Develop and proactively share educational materials and programs to increase public awareness of energy efficiency benefits and services.

SUSTAINABILITY POLICY #8

ENHANCE LEXINGTON’S RECYCLING, COMPOSTING, AND WASTE MANAGEMENT PROGRAMS.

Lexington residents and property owners are offered urban services such as refuse collection, streetlights, and street cleaning based on their location within a specific tax district. This publicly controlled waste management system consists of residential curbside collection of landfill-bound waste, which is placed in green roll-carts for weekly collection. Residential bulky items are placed curbside for regular collection days. Recycling is done through blue roll-carts or drop-off centers, and yard waste is collected in gray roll-carts or paper yard waste bags and sent to the City’s composting facility. Downtown businesses may choose to use roll-carts for solid waste and recycling collection or a privately managed dumpster service. The City does not lease dumpsters, however all dumpsters require an LFUCG permit before placement.

Lexington also has a privately managed waste system for those residing outside of an urban service tax district, with multiple private haulers providing waste and recycling services for a fee. However, this parallel public-private system means more trucks on the road, resulting in increased vehicle miles traveled and greenhouse gas emissions. Efforts should be made to study this duplicate system and identify opportunities to enhance efficiency and reduce environmental impacts.

Another opportunity to create a more sustainable waste system comes from diverting food waste from landfills. The EPA’s Inventory of U.S. Greenhouse Gas Emissions and Sinks shows that food waste in the United States is causing double the amount of greenhouse gas emissions as commercial aviation, making it a major contributor to climate change. To combat this issue, an increasing number of states and cities have implemented regulations to keep food out of landfills, with most requiring residents or businesses to compost.

Composting releases significantly less methane compared to food waste that ends up in landfills. The reason for this is that composting is an oxygenrequiring, or aerobic process, which inhibits the activity of methane-producing microbes. Conversely, when food waste is disposed of in a landfill, it lacks the necessary oxygen supply, which leads to the growth of anaerobic microbes that generate methane while breaking down the food waste.

Accordingly, one area where Lexington has the potential to make a substantial positive environmental impact is by decreasing and redirecting food waste.

According to the 2018 draft report on Organics Feasibility, Lexington has the opportunity to expand their organics collection program, by adding food waste collection to the existing leaf and yard waste program. The report states that a fully implemented, comprehensive food scrap recovery program in Lexington has the potential to divert 30,000 tons a year from landfill. However, more information is needed to determine the net benefits of curbside compost pickup, as additional roll-carts could require additional trucks to run each route.

The City holds many special events throughout the year to assist residents in waste disposal and other needs, such as compost workshops with subsidized composters, household hazardous waste collection, paper shredding, the “Gobble Grease Toss” and mulch giveaways—the mulch being a product of a composting program for residential yard waste. Such events promote community engagement and education in addition to their environmental benefits. These programs should be continued and expanded.

SUSTAINABILITY POLICY # 8 ACTION ITEMS

1. Coordinate with LFUCG waste management, LiveGreenLex, and community partners to expand residential and commercial composting opportunities.

2. Develop and implement a program to track and publicize landfill diversion efforts.

SUSTAINABILITY POLICY #9

INCENTIVIZE GREEN STORMWATER INFRASTRUCTURE BEYOND REGULATORY REQUIREMENTS.

Green Stormwater Infrastructure (GSI) refers to a set of sustainable urban development practices that aim to reduce the impacts of stormwater runoff on the environment and improve water quality. These practices involve using natural elements, such as vegetation, soils, and permeable surfaces, to capture, treat, and store rainwater and snowmelt. Since 2016, the LFUCG Stormwater Manual has required development projects to use green infrastructure for stormwater management for both volume and water quality control.

Some examples of GSI practices include green roofs, rain gardens, bioswales, permeable pavement, and wetlands. These features help to slow down the flow of stormwater runoff, allowing it to infiltrate into the ground and recharge groundwater supplies. They also filter out pollutants from the runoff, such as sediment, heavy metals, and nutrients, which would otherwise flow into streams, rivers, and lakes, causing water quality problems.

In addition to improving water quality, GSI offers many other benefits to cities and communities, such as:

1. Flood Control: GSI practices can reduce the risk of flooding by reducing the volume and velocity of stormwater runoff

2. Climate Resilience: GSI can help cities adapt to the impacts of climate change by mitigating the effects of extreme weather events, such as flooding and drought

3. Improved Air Quality: Vegetation in GSI practices can help to reduce air pollution and improve air quality by filtering and absorbing pollutants, reducing temperature, and producing oxygen

4. Aesthetic and Recreational Benefits: GSI practices can enhance the aesthetic quality of urban landscapes and provide spaces for outdoor recreation and community gathering

5. Economic Benefits: GSI can help to create jobs and stimulate local economies by providing opportunities for green infrastructure design, installation, and maintenance

GSI is an effective approach to improving the sustainability of urban development practices, as it offers a range of benefits to both the environment

URBAN GREEN INFRASTRUCTURE

and the community. Lexington should take steps to continue to incentivize GSI that goes above and beyond baseline requirements to create an even greener, more environmentally resilient city by updating land development regulations to further incentivize GSI during development.

SUSTAINABILITY POLICY #9 ACTION ITEMS

1. Update the zoning ordinance to incentivize green stormwater infrastructure elements during development

SUSTAINABILITY POLICY #9 PLACEBUILDER CRITERIA

• B-SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development. (E-GR3)

SUSTAINABILITY POLICY #10

DEVELOP INCENTIVES FOR GREEN BUILDING PRACTICES AND SUSTAINABLE SITE DESIGN.

Globally, building operations make up 27% and building construction makes up 6% of all greenhouse gas emissions. Contributing 33% of all emissions makes buildings a significant contributor to climate change. Fortunately, implementing green building practices and design principles can significantly reduce these emissions.

Green building involves creating environmentally responsible and resourceefficient structures and processes throughout a building's life cycle. This includes everything from site design to construction, operation, maintenance, renovation, and deconstruction. When it comes to building sustainably, the most viable options are often adaptive reuse of existing structures or creative infill development of vacant or underutilized lots. Green building design should consider all aspects of a site, including building mechanicals, positioning of the building to optimize future renewable energy, use of sustainable materials, inclusion of green infrastructure on-site, preservation of existing trees, and provision of smaller and bike-centric parking lots.

Lexington offers several programs and incentives for green design including zoning incentives for adaptive reuse projects. The Stormwater Quality Projects Incentive Grant Program provides financial aid for green building and infrastructure projects that improve water quality and reduce stormwater runoff. The newly launched Solarize Lexington program connects participants with solar installers and offers discounted rates and funds for low-tomoderate income households. Additionally, Lexington has PACE financing for commercial developments that use voluntary assessments to finance energy efficiency projects.

Even with these existing programs, additional incentives should be explored to encourage new development or redevelopment to achieve more advanced green building standards. For example, Cincinnati offers a 15-year LEED property tax abatement. LEED, or Leadership in Energy and Environmental Design, is a rating system created by the U.S. Green Building Council that provides certification for buildings, site designs, operations, communities, and cities that save money, improve efficiency, lower greenhouse gas emissions, and create healthier places for people. This incentive has been successful in Cincinnati, resulting in the development of nearly 1,250 LEED projects in the region, and the construction of the nation's first net zero energy police station. Moreover, Cincinnati requires all new municipal facilities to be built to a LEED Silver standard or higher.

SUSTAINABILITY

POLICY

#10 ACTION ITEMS

1. Explore permitting and zoning incentives for green building design.

2. Explore tax abatements for LEED Certified Green Building Design.

3. Explore opportunities to work with Kentucky building codes to incorporate green building principles.

SUSTAINABILITY POLICY #11

REQUIRE LOW IMPACT LANDSCAPING AND NATIVE PLANTS SPECIES.

With an estimated coverage of over 40 million acres, lawns represent the largest cultivated crop in America, accounting for about 2% of the country's land. Lawns require a significant amount of time and money in their maintenance, but their maintenance also results in indirect environmental harm. For instance, mowing and leaf blowing contribute to greenhouse gas emissions, fertilizers cause algal blooms, pesticides pollute, and watering lawns strains freshwater resources. To combat climate change and prevent the extinction of species, Lexington should revise regulations to encourage the replacement of traditional lawns with native plantings and low impact landscapes.

An increasing number of communities are now planting with a purpose, aiming to help endangered wildlife, such as monarch butterflies, bees, songbirds, and to reconnect their cities to the local ecosystem. Low impact landscaping is a term that refers to this approach to designing and maintaining gardens and landscapes in a way that generates environmental and wildlife benefits. Policy changes at the local level can advance low impact landscaping, including passing native plant ordinances, updating weed and vegetation control ordinances, and designating no mow zones.

Passing native plant ordinances can make a big difference for wildlife, as they rely on native plant communities for habitat. Cities, counties, and homeowners associations can control what plants are installed in landscaping, parks, medians, and other open spaces. In 2018, both Westchester County, NY and New Castle, DE signed executive orders mandating that all county parks and landscaping around county buildings include 100% native plants. The Township of Lower Makefield, PA passed an amendment to their Subdivision and Land Development provisions mandating 100 percent use of native plants used in new developments. Lexington has made a commitment to protecting, creating, and preserving Monarch Butterfly habitat throughout the community by supporting the Mayor's Monarch Pledge and other initiatives, and passing a native plant ordinance will help progress toward this commitment.

Updating weed and vegetation control ordinances is necessary to support wildlife-friendly landscaping while ensuring public safety. Most cities and counties have rules in place to ensure homeowners and businesses maintain their landscapes, but these ordinances are typically designed to enforce a conventional landscape aesthetic of close-cropped lawn and ornamental plantings that provide no wildlife habitat. Lexington’s Code of Ordinances regulate vegetation maintenance in a similar way, however an exception has been added for native plantings for the purpose of intentional naturalization, see Section 12-2(b) of the Code. Additionally, Lexington residents can also apply for a Riparian Buffer Permit to establish no-mow or native vegetation along streams. Lexington should promote and expand upon this work. The City of Minneapolis has an excellent model that supports wildlife-friendly landscaping while ensuring public safety which could serve as a guide.

Designating “no mow zones” can make a big difference for wildlife. Creating and managing no mow zones in appropriate places across cities allows native plants to grow and wildlife to flourish, while reducing maintenance costs. The National Wildlife Federation encourages cities with no mow zones to post signage and educate the public about the benefits to both wildlife and people. Greeley, CO, and Pinellas County, FL are examples of cities that communicate their "no mow" policy to residents, providing details about the timing of mowing and which areas are on reduced mowing schedules. In Lexington, the Bring Back the Bluegrass program aims to brings similar naturalization efforts to parks.

SUSTAINABILITY POLICY #11 ACTION ITEMS

1. Require that plantings for publicly owned property include at least 75% native species and decrease the area of mowed grass and irrigated land.

2. Update codes, ordinances, plans, and manuals to require current

best practices for low impact landscaping.

3. Implement the Mayor's Monarch Pledge.

4. Work with the Urban County Council and community partners to establish and promote “No Mow May” as a city wide initiative.

PILLAR III RESTORATION

Environmental protection, sustainability, and restoration are interrelated concepts that all contribute to creating a healthier and more sustainable environment. The first pillar of Theme B is environmental protection, which involves preventing harm to the environment and reducing negative impacts on natural resources and ecosystems. Examples of policies and actions that support environmental protection include regulating pollution, conserving natural resources, and protecting biodiversity and wildlife habitats.

The second pillar of sustainability aims to balance economic, social, and environmental considerations to meet the needs of the present without compromising the ability of future generations to meet their own needs. This involves creating a more sustainable and resilient society. And the final pillar of environmental restoration involves repairing, rehabilitating, and restoring damaged or degraded ecosystems, habitats, and natural resources to their original or desired state. Environmental restoration can also play a critical role in addressing environmental justice and equity by providing communities that have been disproportionately affected by environmental degradation with access to clean air, water, and healthy ecosystems.

It is essential for a city to focus on all three pillars of environmental protection, sustainability, and restoration because they are mutually reinforcing. Environmental protection is necessary to prevent further degradation of the environment, sustainability ensures equitable use of natural resources, and restoration repairs and rehabilitates damaged ecosystems and resources. By focusing on all three pillars, Lexington can create a more resilient and sustainable environment that benefits both present and future generations. This can lead to an improved quality of life for residents, economic opportunities, and a healthier planet overall.

To restore natural resources within the urban service area, the City’s Urban Forestry Management Plan should be implemented to grow Lexington's urban forest. This can help improve air quality and create a healthier environment for residents. Community gardens and urban agriculture should be supported as these initiatives can help to increase access to fresh, locally-grown produce while also promoting biodiversity and ecosystem health.

To enhance and grow Lexington's green infrastructure network, it is important to identify opportunities to strategically link parks, trails, complete streets, greenways, and natural areas across the urban and rural areas. Having a wellconnected green infrastructure network is critical for increasing biodiversity and ecosystem services. Creating corridors that link natural areas improves the health of local ecosystems and supports a greater diversity of species, while also creating greater recreational opportunities.

To improve air quality, steps should be taken to reduce emissions of EPAregulated pollutants. This can be achieved through a range of actions, such as promoting alternative transportation methods and supporting renewable energy sources. Additionally, waterway quality should also be improved through various measures such as reducing runoff and addressing pollution sources, and coordination efforts should be made to address litter abatement and ensure that the community is working together to keep Lexington clean and litter-free.

Finally, ensuring environmental justice must be a top priority for all environmental restoration efforts. There is a clear link between environmental restoration and justice, especially in addressing the disproportionate impact of environmental degradation and pollution on marginalized communities. Low-income communities and communities of color are often hit the hardest by environmental degradation, resulting in health problems, reduced quality of life, and economic difficulties. To promote greater equity, it is crucial to prioritize and involve these communities in the planning and implementation of environmental restoration projects. This approach can lead to greater social and environmental justice by promoting the equitable distribution of environmental benefits and reducing the burden of environmental harms.

RESTORATION POLICY #1

IMPLEMENT THE LFUCG URBAN FORESTRY MANAGEMENT PLAN TO RESTORE AND GROW LEXINGTON’S URBAN FOREST.

The City of Lexington has a rich history of recognizing and valuing the importance of trees. As early as 1931, the city's Comprehensive Plan encouraged the planting of street trees, recognizing them as a valuable asset for the community. Today, the city continues to prioritize the preservation and maintenance of its urban forest through its Urban Forestry Master Plan, which includes regular assessments of the city's tree canopy to ensure its long-term health.

Lexington relies on data to identify areas where existing tree canopy should be preserved, opportunities to expand the canopy cover, and areas that would benefit most from investment in the urban forest. This type of data was first collected in 2012 and more recently through Lexington’s 2022 Tree Canopy Assessment Report.

The Urban Tree Canopy Assessment found that within the Urban Service Area, Lexington’s tree canopy cover changed from 20% to 23% from 2012 to 2020. Canopy cover increased within all of Lexington’s 12 city council districts

except for District 1 which lost eight acres of canopy between 2012 and 2020. The analysis found 33% of land area within the Urban Service Area is a possible planting area. The 12,649 acres of tree canopy in Lexington provide a multitude of economic, environmental, and social benefits, valued at just over $6.5 million annually, as well as $111 million in carbon storage.

The City and its stakeholders can use the urban tree canopy change data to identify areas to prioritize canopy expansion, focusing on planting the right tree in the right place and planting large-species trees where appropriate. Recommendations from the assessment include:

1. Planting trees near impervious surfaces to offset the urban heat island effect, stormwater runoff, and energy consumption. (See Sustainability Policy #6 for more information on recent zoning regulation changes to support this goal.)

2. Developing a proactive street tree maintenance program to plant and manage street trees and ensure equitable distribution.

3. Preserving trees during development by evaluating codes to increase tree preservation and creating space for existing and new trees on private property and public right-of-way.

Urban trees can also serve as a tool for equity in a community. Lexington’s Tree Equity Score, calculated by American Forests, indicates that canopy cover gaps often coincide with income and race, highlighting the need for equitable urban tree management. These findings are echoed by Lexington’s Urban Tree Canopy Assessment and its associated TreePlotter web application. The TreePlotter application shows urban tree canopy and NatureScore Priority Indexes (NPI) by Census Block Group. Areas with high NPI scores are more likely to have poor health, urban heat islands, poor air quality, low income, and currently don’t benefit from the many co-benefits natural elements such as the urban forest can provide.

The map shows that in Lexington, the areas with the highest priority for additional tree canopy correlate with areas of persistent poverty and historically disadvantaged communities. Additional effort and analysis is needed to advance Lexington’s Urban Tree Canopy Assessment recommendations and identify specific actions for improving environmental equity through increased urban tree canopy.

RESTORATION POLICY #1 ACTION ITEMS

1. Implement recommendations from the Urban Forestry Management Plan.

2. Strategically plant new trees to create walkable streetscapes.

3. Update the Planting Manual and Land Subdivision Regulations to reflect best practices on street tree planting, placement, and maintenance.

4. Develop a program to implement and track progress on canopy coverage goals from the 2022 Urban Tree Canopy Assessment.

RESTORATION POLICY #1 PLACEBUILDER CRITERIA

• B-RE1-1: Developments should improve the tree canopy

RESTORATION POLICY #2

IDENTIFY OPPORTUNITIES TO STRATEGICALLY LINK PARKS, TRAILS, COMPLETE STREETS, GREENWAYS, AND NATURAL AREAS TO ADVANCE LEXINGTON’S GREEN INFRASTRUCTURE NETWORK.

Green infrastructure refers to the natural or semi-natural systems and features that provide a range of ecological, economic, and social benefits to people and the environment. It can include forests, wetlands, grasslands, parks, greenways, street trees, green roofs, green walls, permeable pavements, and other forms of vegetation or natural features that are integrated into the built environment. Green infrastructure is used to balance the built environment with natural systems, and to create more sustainable, resilient, and livable communities.

To ensure effective planning and management of the green infrastructure network, the City has maintained various plans and resources, including the 1996 Greenspace Plan, 2002 Greenway Master Plan, 2018 Parks Masterplan, 2017 Urban Forestry Management Plan, 2017 Rural Land Management Plan, and the 2018 Bike and Pedestrian Master Plan. Additionally, the 2020 Stormwater Manual includes site-based green infrastructure best management practices to address stormwater runoff. However, there is a need to enhance coordination across City Departments and Divisions to identify and make recommendations for comprehensive green infrastructure planning across all of Lexington.

The City of Lexington currently manages over 500 acres of greenways that serve as stormwater management, water quality, environmental conservation, and recreation areas. Additionally, the City maintains just over 5,300 acres in 104 parks and golf courses across the county, and the Parks and Recreation Master Plan calls for more parks and open spaces to be reserved or provided during the development of new neighborhoods.

In 2021, Lexington joined the national 10-Minute Walk Campaign, which aims to ensure that 100% of residents have access to a park or greenspace within a 10-minute walk by 2050. This underscores Lexington's commitment to expand safe and equitable access to parks and greenspaces. An efficient way to achieve this goal is to inventory the City's existing open space and greenspace assets and identify strategic opportunities to increase their usability and connectivity. Providing physical connections between greenspaces through intentionally conserved greenways, tree protection areas, and stream corridors increases neighborhood access to nature and amplifies the ecological benefits crucial for ensuring a sustainable future in Fayette County and beyond. And ensuring

that there is a plan in place to properly activate, manage, and/or conserve all of Lexington’s greenspace assets ensures the wise use of land and efficient use of tax dollars.

Green infrastructure planning must also address environmental justice and equitable access to greenspace by considering the needs and priorities of all communities within the city, particularly those that are historically underserved or marginalized. This requires identifying neighborhoods or communities with a shortage of greenspace and prioritizing engagement with those communities to understand their unique needs, values, and priorities. To that end, green infrastructure planning should also involve creating programs and initiatives that promote equitable access to greenspaces, such as providing transportation to underserved areas or offering programming that reflects the diverse needs and interests of local communities.

The benefits of a robust green infrastructure network extend far beyond aesthetics and recreation. It contributes to a healthier, happier, and more sustainable city, while also addressing issues of environmental justice and equitable access to nature. With ongoing efforts to enhance coordination and strategic planning, Lexington is poised to expand its green infrastructure network and ensure that all residents are served by these vital resources.

RESTORATION POLICY #2 ACTION ITEMS

1. Coordinate across LFUCG to develop a comprehensive planning and implementation document for a community-wide green infrastructure network.

RESTORATION #2 PLACEBUILDER CRITERIA

• B-RE2-1: Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

RESTORATION POLICY #3

SUPPORT COMMUNITY GARDENS AND URBAN AGRICULTURE TO RESTORE NATURAL RESOURCES WITHIN THE URBAN SERVICE AREA.

Despite growing populations and the less advantageous soil structure, urban farming has become popular in many cities in the United States. With the growing market demand for organic locally grown food and the potential for economic gains, residents of urban localities have sought to develop small planting or farming operations. New opportunities including rooftop farming or living walls have added space for the cultivation of goods that

can be harvested for personal consumption or sold at markets. Lexington has a community base for organic locally grown agriculture, in which new development and open spaces could play a major role.

While the potential for economic growth from local urbanized farming operations is attainable, urban agriculture and community gardens are likely more important to supplement personal diet and/or provide for a social or community development activity. Organizations in Lexington like Seedleaf have been on the forefront of public education and development of community gardens. Seedleaf was founded in 2007 with a mission to nourish communities by growing and sharing food in Lexington. The nonprofit grew three gardens in 2008 and have expanded to 10 gardens in 2022, which provide resources in areas of food insecurity in Lexington. They have also focused on increasing their education opportunities and outreach over the last 15 years. While neighbors come together to produce local food and improve social connections, the process also restores natural resources within the urban area, leaving ecological benefits for the environment.

In an effort to help promote civic development and restoration of the environment, Lexington currently has a program for residents to apply to build and maintain community gardens on public property, including parks and greenways. Further development of community gardens on public property

can foster community engagement, while providing resources or amenities. Additional education materials on the benefits of community gardening should be developed in cooperation with LFUCG Parks and Recreation, Division of Environmental Services, the Fayette County Extension Office, Seedleaf, and the University of Kentucky, Department of Horticulture.

RESTORATION POLICY #3 ACTION ITEMS

1. Promote and develop public education and outreach materials supporting urban agriculture, native plants and pollinatorfriendly community gardens.

RESTORATION POLICY #4

IMPROVE PUBLIC HEALTH AND REDUCE VEHICLE GREENHOUSE GAS EMISSIONS THROUGH THE USE OF ALTERNATIVE FUEL VEHICLES.

Reducing vehicle emissions is essential for restoring air quality and protecting public health. Emissions from motor vehicles are one of the more

significant sources of particulate matter, ozone precursor chemicals as well as atmospheric carbon. Exposure to these pollutants can cause respiratory problems, exacerbate asthma symptoms, and increase the risk of heart disease and lung cancer. Furthermore, these pollutants disproportionately affect low-income communities and communities of color, which often live closer to highways and experience higher levels of traffic.

As discussed in Sustainability Policy #5, the most effective methods of reducing these emissions are any efforts to reduce travel by automobiles or trucks, especially those powered by fossil fuels. However, many areas within Lexington are currently accessible only by automobile and the automobile will likely remain the mode of choice for many Lexingtonians. Thus, migrating vehicle power source from fossil fuels to either Battery Electric or some other alternative fuel is imperative in order to remain in compliance with EPA standards regarding criteria pollutants or for the region to meet the federal goal of net zero greenhouse gas emissions by 2050.

As of 2023, most vehicle manufacturers have announced significant investments in the development of battery electric vehicles (BEVs) to address the impact fossil fuel engines are having on human induced climate change. Some automakers such as Volvo and General Motors have gone so far as to announce the discontinuation of gasoline powered vehicle sales in favor of electric-powered cars by 2030 and 2035 respectively. There are 2 big advantages with BEVs: 1. BEVs result in significantly fewer emissions of both greenhouse gases and EPA regulated pollutants (see air quality discussion) and 2. BEVs have far fewer moving parts than their internal combustion engine cousins resulting in much lower maintenance costs. One important note, however, is that the level of reduced emissions varies depending upon how the electricity is generated for a community (see Sustainability Policy #5).

Vehicle battery technology has advanced significantly in the last 5 to 7 years such that the largest barrier to feasible operations, battery range, has to a large extent been overcome, with ranges varying between 150 to 400 miles depending upon the vehicle. Considering that the average personal vehicle weekly travels between 200 and 250 miles, a single overnight charge can now permit continuous vehicle operation for an entire week.

The remaining challenge with widespread acceptance of BEVs as a personal vehicle is the speed at which these vehicles recharge. While level 3 chargers can provide a full charge in as little as 30 minutes, rapid recharging also significantly reduces the life of the battery and is generally used only to accomplish long distance travel (i.e. Lexington to Chicago). Most BEVs

currently recharge using level 2 chargers which provide a full charge in approximately 10 hours. As a result, it is anticipated that most BEV recharging will occur either at the owners place of residence or employment and not through a gas station concept.

Regarding heavy duty trucks, such as those used for freight delivery, BEVs are not currently a viable option as the size and weight of the battery needed would appreciably reduce the payload and even with rapid recharging the recharge time is too long to travel any significant distance. Compressed Natural Gas (CNG) or Hydrogen power, however, provides sufficient energy for propulsion of heavy loads with acceptable ranges, permits rapid refueling similar to diesel and results in reduced greenhouse gas emissions especially for renewable natural gas or RNG. These fuels are also one of the options available for funding under the USDOT Discretionary Grant Program for Charging and Fueling Infrastructure. Additionally, CNG or Hydrogen vehicles, due to their low or no emission status, provide benefits to reducing pollutants related to ground level ozone and particulate matter. With that said, both fuels have certain disadvantages which need to be considered in coordination with efforts being conducted on a statewide basis by KYTC (See Alternative Fuels Tradeoff Table in Sustainability Policy #5).

RESTORATION POLICY #3 ACTION ITEMS

1. Update regulations to require installation of Level 2 electric vehicle charging stations.

2. Identify appropriate locations and funding opportunities for the installation of Level 3 electric vehicle charging stations.

3. Conduct a study to identify appropriate refueling locations for freight vehicles utilizing alternative fuels.

RESTORATION POLICY #5

IMPROVE WATERSHED MANAGEMENT AND WATERWAY QUALITY.

A watershed is an area of land that drains into a particular body of water, such as a river, lake, or ocean. Watershed planning is the process of developing a comprehensive plan for managing the natural resources and land use within a particular watershed or drainage area with the goal of protecting and improving the quality of the water within the watershed. This process involves working with various stakeholders to identify and address potential sources of pollution, such as urban runoff, agricultural runoff (examples of non-point source pollution) and industrial discharges (point-source pollution).

Like other cities of similar size, Lexington’s watersheds and waterbodies

face major pollutants, including nutrients, pathogens, and sediment. Stream segments in all nine of Lexington’s watersheds have been assessed to determine if they support designated uses for recreational contact, fish consumption, drinking water, and aquatic habitat. Unfortunately, all nine watersheds have streams that do not meet full support for at least one use, although Town Branch has improved from non-support in 2008 to partial support in 2010.

Lexington has several ongoing waterway improvement activities with a goal of improving impaired waterbodies throughout Fayette County. These include government activities such as stream restoration projects at Coldstream Park, West Hickman Creek at Veterans Park, and ReForest the Bluegrass— an annual event to engage the public in expanding the riparian buffers on local waterways. Additionally, LFUCG Division of Environmental Services is implementing the recently approved Watershed Management Plan for West Hickman Creek. There are also existing approved Watershed Management Plans for the Cane Run and Wolf Run watersheds.

The City currently has numerous ordinances, regulations, and activities in place to protect and improve water quality. These include Chapter 16 of the Code of Ordinances, which regulate stormwater discharges, erosion and sediment control, discharges to the sanitary sewer system, and maintenance requirements for stormwater control devices; the Subdivision Regulations,

which incorporate the Engineering Manuals by reference; and the Zoning Ordinance, which contains provisions for floodplain conservation and protection. These documents should be continuously reviewed and updated as needed to incorporate national best practices, especially as climate change accelerates changes to local weather patterns. Additionally, the City of Georgetown sources its drinking water from the Royal Spring Aquifer, of which 80% recharges in Fayette County. For this reason, Lexington developments within the Royal Springs Aquifer are requested to consult with the Royal Springs Water Supply Protection Committee prior to filing.

To further protect water quality from point-source pollution, the Division of Water Quality maintains an active Illicit Discharge Detection and Elimination (IDDE) program to respond to complaints of potential illegal discharges to the stormwater system, determine the source of the discharge, and conduct enforcement activities against the source of the discharge(s). The Division also oversees an active pretreatment program for industrial sanitary sewer users to ensure industrial discharges to the sanitary sewer system do not contain constituents which may cause the treatment plants to exceed permitted discharge limits. Furthermore, the Division is interested in the creation of a stormwater payment in lieu of program that, based on specific criteria, could allow developers flexibility with on-site stormwater management in exchange for additional funding for stream restoration projects.

There are several volunteer groups and activities that residents with an interest in watershed and waterway quality can join. For example, several of Lexington's watersheds have volunteer groups, including Friends of Wolf Run, Hickman Creek Conservancy, Neighbors United for South Elkhorn, and Cane Run Watershed. Lexington works to coordinate and communicate with these groups and others via the Stormwater Stakeholder Advisory Committee which meets on a quarterly basis. You can learn more about these groups, organized stream clean ups, and find out what watershed you live in by visiting www.lexingtonky.gov/livegreen.

Significant efforts have been made in Lexington to improve watershed management and waterway quality. However, there is still work to be done. Local impacts of climate change, such as increased storm intensity and rainfall followed by periods of drought and heatwaves, necessitate the need to ensure that Lexington’s watersheds and waterways are resilient and able to withstand these pressures. Continued investment in improving waterway quality is essential to protect local ecosystems, support the economy, and safeguard public health now and into the future.

RESTORATION POLICY #5 ACTION ITEMS

1. Update ordinances and regulations to reflect national best practices on floodplain protections.

2. Update regulations to refer to the Royal Springs Aquifer requirements.

RESTORATION POLICY #5 PLACEBUILDER CRITERIA

• B-RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

• B-RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

• B-RE5-3: Developments within the Royal Springs Aquifer should consult with the Royal Springs Aquifer Supply Protection Committee.

RESTORATION POLICY #6

COORDINATE TO ADDRESS LITTER ABATEMENT.

Cities have a responsibility to provide their residents with a clean and healthy living environment. However, litter, which encompasses trash, debris, and other waste, can negatively impact a city's aesthetics, create health hazards,

and harm the environment and wildlife. Litter clean-up was a frequentlycited concern in the On the Table survey, indicating that it is at the forefront of many Lexington residents' minds.

Addressing the litter problem requires a coordinated approach that brings together diverse stakeholders, including community groups, local businesses, and government agencies, to achieve the common goal of maintaining a clean city. A recent example, the Corridors Commission and Greenspace Trust have established the Joint Work Group on Litter to evaluate the extent of litter on major and minor arterial roads, review current ordinances and enforcement efforts, and develop proactive measures to prevent littering.

To encourage residents, property owners, and businesses to take responsibility for reducing litter, Lexington should continue to develop educational programs and media campaigns that raise awareness and provide incentives for taking action against litter. A strategy should also be developed to increase recycling and the use of sustainable materials, with specific goals and initiatives focused on reducing single-use plastics, plastic recycling, and upcycling. By eliminating single-use plastic bags, the amount of plastic going to landfills can be reduced significantly. Americans throw away approximately 100 billion bags each year, which is equivalent to dumping almost 12 million barrels of crude oil. Some states and cities around the U.S. have banned or restricted the use of plastic shopping bags or implemented a fee on their use. Switching to reusable shopping bags can help eliminate this waste.

Many groups, including contracted crews, non-profits, volunteers, and city workers, are working to clean up trash, and their efforts should be recognized and encouraged. Groups such as Keep Lexington Beautiful host events such as the Great American Cleanup, and the City hosts Creek Sweep events to protect local creeks through neighborhood, backyard and park litter cleanups.

Finally, Lexington should study the potential need for additional trash and recycling receptacles in high-traffic areas. However, merely installing these receptacles is insufficient. To ensure proper waste management, it's crucial to incorporate a scheduled pickup routine at a frequency that matches the level of traffic and typical trash quantities generated.

RESTORATION POLICY #6 ACTION ITEMS

1. Coordinate with LFUCG Waste Management, Environmental Services, and other community partners to expand outreach on litter prevention and abatement.

RESTORATION POLICY #7

SUPPORT ENVIRONMENTAL JUSTICE AND EQUITY.

Environmental Justice (EJ) is a social movement that seeks to address the disproportionate negative environmental impacts experienced by communities with lower incomes or predominantly composed of people of color or marginalized ethnicities. EJ recognizes that past and current policies have resulted in significant environmental, health, and economic harm to these communities and aims to correct these injustices through equitable and inclusive policy-making processes.

By prioritizing community engagement, EJ initiatives aim to ensure that affected communities have a voice in decision-making and that their concerns are heard and addressed. Simultaneously, these initiatives strive to improve the standard of living and quality of life for these communities while minimizing the risk of displacement or gentrification. This is achieved through sustainable and equitable development that considers the needs of all residents, particularly those historically excluded from decision-making processes.

An essential principle of Environmental Justice (EJ) is that no group of people should bear a disproportionate share of negative environmental consequences resulting from industrial, governmental, and commercial operations or policies. However, evidence of historic practices such as redlining and subsequent neighborhood disinvestment based on race and class is still apparent in Lexington and many other U.S. cities. This can result in measurable differences in environmental quality, such as unequal tree canopy coverage in Lexington, as described more fully in Restoration Policy 1. This unequal coverage impacts urban heat island, air quality, and other environmental factors that affect public health.

The physical environment is closely linked to public health, with up to 84% of overall health outcomes influenced by factors such as socioeconomic status, health behaviors, and the built environment in which someone lives. This highlights the importance of equitable access to nature, public spaces, and community amenities that offer opportunities for people to exercise, learn, and establish strong social connections. These are all crucial in promoting longer and healthier lives, underscoring the importance of promoting equity in access to these resources.

To identify communities most likely to be impacted by environmental justice concerns, the EPA has eleven indexes that can help guide EJ planning.

Creating a countywide map and documenting these communities can serve as a starting point for proposing plans to tackle environmental equity concerns.

Effective EJ planning can lead to numerous benefits for underserved communities, such as more affordable and mixed-income housing, better access to greenspaces and parks, strategic tree planting, and reliable infrastructure that can improve quality of life and reduce environmental burdens. However, it's crucial to involve impacted communities in policymaking processes that directly affect them to avoid repeating the inequitable decisions of the past. By centering the voices of these communities, Lexington can ensure that EJ policies are not only effective but also equitable and just.

RESTORATION POLICY # 7 ACTION ITEMS

1. Develop education and outreach tools to link those most impacted by environmental inequity to the decision making process.

2. Work with communities, local partners, and policymakers to research and develop community benefit and anti-displacement strategies in existing neighborhoods.

3. Develop resources to promote the development of affordable housing with parks, greenspaces, and equitable transportation options.

4. Monitor environmental inequity and collaborate with and support community members within affected areas.

THEME C. CREATING JOBS & PROSPERITY.

INTRO

Lexington is well-established as the Horse Capital of the World, and that title plays a large part in creating jobs and prosperity. There is a storied past, a thriving present, and a promising future associated with the many horse farms that call Lexington home. Many people choose to live in or visit Lexington because of the beautiful greenbelt of farms and the equine-related entertainment, yet there are also a myriad of other draws like the University of Kentucky, Bourbon and Brewgrass Trails, wineries, restaurants, healthcare, schools, and so many other attractions that bring residents and visitors to the area. Many businesses also choose to locate in Lexington for these same livability reasons, and Imagine Lexington seeks to capitalize on opportunities to build on these existing strengths. Lexington is a city with a diverse economy, providing many employment options. That diverse economy is led by the Healthcare and Social Assistance industry, which accounts for the largest quantity of jobs and provides the most payroll tax revenue.

The Retail Trade and the Accommodations and Food Services industries follow with the second and third most jobs, while the Professional, Scientific, and Technical Services and the Construction industries provide the second and third highest payroll tax revenue (County Business Patterns 2020). Maintaining that diversity in industries and occupations, while increasing opportunities for higher wages, will help provide long-term sustainability as markets and the global economy change. Continuing to recruit employers, especially industries with higher paying jobs, will be beneficial to Lexington’s revenue flow and should provide upward mobility opportunities for employees in industries with lesser paying jobs. Lexington continues to appear on “top-ranked city” lists for everything from, “Best City to Buy a House” to “Best City for New College Grads.” It is important for Lexington to leverage this momentum and take the city to the next level as far as desirability is concerned.

During a series of Commerce Lexington community roundtable discussions, local business and industry stakeholders highlighted several economic development challenges as Lexington emerged from the COVID-19 pandemic, the foremost concern being the attraction and retention of skilled employees. Many local employers found it difficult to attract a competitive in-person workforce against larger national companies willing to offer work-from-home policies. Employment woes were compounded by a large number of employees retiring or exiting the workforce due to demographic shifts. Other factors, such as the rapidly increasing cost and reduced availability of childcare, is further constraining the pool of available labor.

In November of 2021, Amazon opened a new 141,000 square-foot fulfillment center on Newtown Pike, hiring around 500 full and part-time employees. Clearly the evidence points toward Lexington being poised to take the next step in creating an even more desirable place to live, work, and visit. As more employers look to livability and quality of workforce in their locational criteria, this city will continue to be an attractive option to bring businesses of all sizes and industries to the area.

WHERE ARE WE NOW?

AGRICULTURE

Fayette County’s Rural Service Area (RSA) makes up 200 square miles of the 285.5 square mile county. In the Rural Land Use Inventory, Fayette County, Kentucky report (June 6, 2017), by Lynn Roche Phillips, PhD., AICP, and Priyanka Ghosh, PhD., University of Kentucky, Department of Geography, roughly 86% of Fayette County’s rural lands are used for agriculture and more than 50%, or 101.43 square miles, are dedicated to equine-only operations (59.2 sq. mi.), and combined equine and crop operations (42.23 sq. mi.). This 2017 inventory resulted in a total of 108,248 acres being utilized for agricultural uses within the RSA.

By land mass, agriculture is the dominant land use in Lexington; it embodies local heritage and provides a world-renowned sense of place, but it is also a key component in the Lexington economy. According to the May 2017 report, The Influence of the Agricultural Cluster on the Fayette County Economy, by Alison Davis, PhD., and Simona Balazs, MS, with the Community and Economic Development Initiative of Kentucky, College of Agriculture, Food, and Environment, University of Kentucky:

“1 out of every 12 jobs [in Fayette County] is directly or indirectly associated with the Ag Cluster.”

“… the Ag Cluster contributes approximately $8.5 million to the local tax base through the 2.25% occupational tax rate.”

“the Ag Cluster generates approximately $2.3 billion in output annually and $1.3 billion dollars in additional income, profits, and dividends.”

The “Ag Cluster,” as defined in this report, includes standard agricultural production impacts, as well as a variety of supporting operations such as feed mills, breweries, private riding schools, tourism, etc. Each of these are vital components of the Cluster and play a role in Lexington’s overall economy. The report provides a comprehensive look at the impacts of this portion of the economy. Another key resource in inventorying and discussing the rural area is the Rural Land Management Plan, completed in 2017, as an element of the 2013 Comprehensive Plan, and carried over to Imagine Lexington. With the adoption of the 2023 Goals and Objectives, the Urban County Council expanded the Urban Service Area between 2,700 and 5,000 acres. Policies within this theme will seek to continue to promote the economic vitality of the community, while preserving Lexington’s signature industry and significant soils.

Nearly everyone equates Lexington with horses, and while horses are not the only thing that define this city, they are a critical component of the economy and a primary driver of why many choose to live in and visit Lexington. Lexington’s picturesque farmland adds to the livability factor that attracts people and businesses to the city. Every effort should be made to ensure continued support of the equine industry.

As important as the agricultural economy is, it is also particularly vulnerable to volatility related to climate change. Agricultural industries will have to adapt as more frequent climate extremes, flooding, drought, and increased temperatures occur, and bring with it reduced production and quality, and more pest and weed problems. The Fourth National Climate Assessment (NCA4) in its chapter on “Agriculture and Rural Communities” finds that as climate change continues in the future, it is expected that there will be reduced agricultural productivity, degradation of soil and water resources, and health challenges to rural populations and livestock. It is ultimately in the best interest of the agricultural community to address and mitigate the land use and transportation factors that lead to climate change, and recommendations for doing so are found throughout Imagine Lexington 2045.

TOURISM

The success and identity of the horse farms and natural beauty of Lexington’s agricultural areas factor high in the burgeoning tourism industry. Equine events and racing, tours of all kinds including: horse farms, pumpkins and corn mazes, the Bourbon Trail, hotels, and restaurants are some, but not all, of the ways agriculture is connected to tourism and the overall Lexington economy. In particular, the horse farm tours are increasing; one company, Horse Country Inc., has many tours to choose from, including horse farms and equine related facilities, such as an equine hospital. In the past, many had remarked about the general public’s lack of accessibility to the iconic horse farms. Whether real or perceived, it was a barrier to drawing tourists and locals alike to experience the inner workings of these operations, and contributed to an atmosphere of inaccessibility and disconnect between urban Lexington and the rural area. New endeavors such as Horse Country have come online recently to bridge the gap, and have made huge strides.

In addition to the increased access to horse farms, tourism has been boosted by both bourbon distilleries and craft breweries that have been growing in both number and popularity. These have manufacturing, agricultural, retail, and entertainment components, and have proven to be a big draw to both Lexington and the Bluegrass Region. The Bourbon and Brewgrass Trails take visitors through Lexington’s scenic roadways; many have said that it is as

much about the journey as it is the destination. Yet another reason protecting the Rural Service Area is important is for economic, as well as historic, and cultural purposes.

At the state level, the Kentucky Department of Agriculture’s Kentucky Proud program continues to innovate ways to promote local food production by supporting Farm to Fork events. These programs are charitable events intended to further showcase locally sourced and grown products and the larger overall Farm to Table initiatives.

EMPLOYERS & INDUSTRIES

The top 10 employers in Lexington each employ at least 1400 individuals, totaling 50,423 employed. Approximately 36.68% of Lexington’s labor force work for entities employing 250 or more. The University of Kentucky, combining the school and UK healthcare facilities, is the single largest employer in Fayette County. The medical industry, including Baptist Health and Shriners Hospital, provide the next largest pool of educated professionals within the Urban County. As a city that is tied to the educational and medical industries, Lexington has the advantageous position to draw a talented and educated workforce from outside the community, while also providing a young, homegrown employment pool.

Retaining, supporting, and growing large employers is essential to maintaining Lexington’s vibrant economy, but it is also imperative that Lexington be an incubator for small businesses in emerging sectors and allow those businesses to grow locally. The majority of the local workforce (63.32%) are employed by smaller businesses, which underscores the need to support these enterprises, and create an environment where entrepreneurs can thrive. Fifty percent of the small businesses with fewer than 250 employees in Fayette County have only one to four employees. Within Fayette County 93% of businesses have fewer than 50 employees. Many of these smaller businesses grow into larger businesses, and further contribute to the overall economy (County Business Patterns 2020).

While most of Lexington’s labor force work for businesses that employ fewer than 250 people, loss or layoff from one of the larger employers has a cascading impact on medium and small businesses, specifically those positions associated with retail and service industry. Greater than 26% of Lexington’s population work in the retail and service industry, which are often the most economically insecure occupations. These positions have also experienced a significant amount of insecurity due to shifts in the retail sales market and changes in social interaction, as a result of the COVID-19 pandemic. The symbiotic relationship between all sizes and types of businesses needs to be supported and proliferated so that Lexington can maintain a healthy economic balance, which can weather future economic insecurity.

REVENUE

Lexington City Council Members approved a $473 million budget for fiscal year 2022-2023, the largest in the city’s history. This was a significant budget increase of 18% over the previous fiscal year. Sustaining such a large budget as Lexington continues to grow requires a steady revenue. The City’s main source of revenue are Licenses and Permits, Ad Valorem Taxes and Services making up roughly 86% of the revenue from which the city uses to operate. This revenue generated is crucial for general operating expenses and fulfilling the project and programming needs of the city as it continues to improve overall quality of life.

The 2021 US Census Bureau’s County Business Patterns (CBP) shows Healthcare and Social Assistance to be both the leading payroll contributor and employment provider at 48,800 employees. The CBP categories do not include government employment at any level, UK Healthcare and the Veterans Hospital are also not counted, indicating an even larger impact on the local economy. In looking at the gains and losses in employment and payroll by industry in Fayette County from 2017 to 2021, Lexington has had a fairly

consistent payroll tax revenue stream with a noticeable dip coming during the COVID-19 pandemic. Lexington is almost back to the pre-pandemic levels in both payroll and employment numbers.

Lexington’s population and economy continue to grow, as evident from the new budget and the trends indicated on the CBP charts. With an increase in population, housing, and workforce, revenue is expected to go up, especially with the revenue collected from the 2.25% payroll withholding and Ad Valorem taxes, licenses and permits and service fees.

WORKFORCE CHARACTERISTICS

In comparing Fayette County to its surrounding counties, Woodford County has the highest median household income; while it is almost $24,000 higher than Fayette County, Fayette has almost 20% more people with a Bachelor’s degree or higher.

Fayette County has a very high educational attainment. The University of Kentucky, Bluegrass Community and Technical College, Transylvania University, and other colleges in Lexington confer around 10,000 degrees each year. According to Commerce Lexington, among cities over 300,000 in population, the U.S. Census Bureau ranks Lexington as the 11th most highly educated in the nation. Even more impressive, 19.3% of the population has a graduate or professional degree, ranking Lexington the 10th most highly

educated city.

In Lexington, the labor force participation rate is largely unchanged since 2016, proving stable through the pandemic. Longer term, as a larger share of our overall population retires, labor force participation is likely to continue a slow steady decline. Replacing our workforce with a younger generation will depend heavily on reducing barriers to employment, lowering childcare costs, and improving access to job training and education will become more important.

VISION FOR JOBS AND PROSPERITY.

livability diversity prosperity

PILLARS & POLICIES

PILLAR I LIVABILITY

There are a number of reasons why corporations may locate in a city, but according to findings in a 2022 study by the Ohio River Valley Institute, quality of life is strongly associated with higher employment, population growth and lower property rates. Locating in a livable place where their employees will want to reside is key to employee satisfaction; corporate decision-makers are also unlikely to select a location where would be unwilling to spend time. Additionally, recent trends have shown that millennials and young professionals specifically are choosing locations first, and then finding employment. Desirable places attract people.

Quality of life is synonymous with “livability.” The American Association of Retired Persons (AARP) has developed a Livability Index for people to measure how livable their community is. Lexington has an overall Livability Score of 57, just barely in the top half of all communities in the country. They consider livability through the lenses of housing, neighborhood, transportation, environment, health, engagement, and opportunity, and gauge access to opportunities in each of these categories.

HOUSING:

It is crucial to have the full spectrum of housing options available for those in all phases of life. This means pursuing more compact housing types that constitute the “missing middle” of the housing stock in Lexington, as well as senior housing options that might not already be available, such as accessory dwelling units.

NEIGHBORHOOD:

Complete neighborhoods include the full range of goods, services and uses within close proximity. AARP lists two important qualities of livable neighborhoods: access and convenience. They further state that, “Compact neighborhoods make it easier for residents to reach the things they need most.”

TRANSPORTATION:

A livable transportation system is all about equitable options. Providing opportunities for people to access their jobs, parks, grocery stores, healthcare, etc., via a variety of modes is key.

ENVIRONMENT:

Clean air and water, a robust tree canopy, green infrastructure components, and available open space are all crucial to a livable community.

HEALTH:

The welfare and health of Lexington is dependent on the environment and development patterns, as well as medical opportunities for all citizens. Preventative and as-needed healthcare opportunities need to be accessible to residents throughout the city.

ENGAGEMENT:

Opportunities for social interaction are crucial for a successful community. Parks and common spaces that facilitate this help to make Lexington a strong city. Communication is the primary way to break down barriers and build community.

OPPORTUNITY:

Equity is crucial in making sure that all citizens of Lexington have access to opportunities for quality employment, housing, entertainment, and all facets of the community.

All of the factors above contribute to the overall livability of the city. To the extent Lexington is able to improve in these areas, it will be increasingly successful in attracting world-class talent and employers to boost the economy.

LIVABILITY POLICY #1

ENCOURAGE ECONOMIC OPPORTUNITIES FOR A WIDE ARRAY OF AGRITOURISM WHILE PRESERVING THE BLUEGRASS IDENTITY.

Agritourism is an increasingly important part of Lexington tourism, with the growth of Horse Country, bourbon trail distilleries and Boone Creek Outdoors zip line canopy tours, as well as continued interest in wineries. With Lexington’s 2022 acquisition of 33 acres along the banks of the Kentucky River and another 30 acres in 2023 off of Paris Pike, there is greater opportunity than ever for the public to take part in expanded outdoor recreational activities. Continued efforts should be made to ensure that the local Fayette County extension office and the Kentucky USDA know about the agritourism uses allowed in Lexington’s rural service area, so farmers are aware of the options they may have for additional revenue streams. These opportunities have the potential to supplement farmers’ primary business operations and may allow some farms to remain viable, where it might otherwise be difficult.

However, these opportunities should be monitored and conditional uses closely scrutinized, using the Rural Land Management Plan (RLMP) as a guide. It is important that tourism uses for the agricultural land do not have a negative impact on the farming practices that are vital to the Lexington economy. It is possible to have a thriving agritourism industry while maintaining the integrity of the agricultural area, and it should be encouraged as a primary component of Lexington’s tourism strategy.

LIVABILITY POLICY #2

EMPHASIZE THE PRESERVATION, PROTECTION, & PROMOTION OF THE ICONIC BLUEGRASS LANDSCAPE ALONG RURAL GATEWAYS & ROADWAYS SERVING AS PRIMARY TOURIST ROUTES.

Visitors to Lexington frequently comment on the scenic beauty observed while driving through the rural service area on the way to a destination. Trips to horse farms, distilleries, breweries, outdoor recreation, or any of the other tourist hot spots within Fayette County become as much about the journey as the destination. The experience draws people in, and, in some cases, influences visitors’ decisions to locate themselves or their businesses in Lexington permanently.

The map above from the 2017 Rural Land Management Plan (RLMP) shows historic turnpikes, State Designated Scenic Byways, turnpikes and byways,

and other scenic roads, as well as scenic view sheds and the Paris Pike Overlay area. The detailed lists of these roads are on pages 82 and 83 of the RLMP.

Gateways identified by the RLMP are shown below, and the recommendations described in pages 87 through 90 of the RLMP should be followed. From the RLMP:

“First impressions for those entering the Rural Service Area should be favorable and lasting, whether arriving at the county line, Urban Service Boundary, interstate or airport. Gateway planning and design should reflect the values of the community to protect the beauty of the rural landscape while welcoming visitors.”

The Rural Land Management Board should continue their work with the Planning Commission to preserve areas of significance, while promoting advancements in agricultural technologies and agritourism that draw both business and tourism into our rural and urban service areas.

The zoning ordinance for the A-R Agricultural Rural, A-B Agricultural Buffer, and A-N Agricultural Natural Areas zones currently allow several accessory uses that are related to agritourism. Further, tourism-related conditional uses are currently listed as options in the A-R zone with Board of Adjustment approval; while some are permitted in the A-B and A-N zones, others require environmental approval.

RURAL GATEWAYS

LIVABILITY POLICY #3

PROMOTE SPORTS TOURISM THROUGH THE DEVELOPMENT OF ATHLETIC COMPLEXES & ENHANCE LEXINGTON’S EXISTING FACILITIES.

Over the course of the last two decades, sports tourism has become increasingly important economic driver for communities. In 2021, approximately $39.7 billion of direct spending has been documented from amateur and youth sports tourism in the United States, with a total economic impact of $91.8 billion (Sports Events and Tourism Association 2021). Lexington’s location at the intersection of two major interstates and the centralized location of the City is advantageous to the establishment of state and regional events. The City has already been the beneficiary of state amateur or youth sports tourism, with the Kentucky High School State Basketball Tournament being held annually at Rupp Arena, which has been a major economic contributor to the hotel and accommodation industries, as well as the other tourism offerings within the area.

While public fields and amenities are available within Lexington, privately operated sports tourism developments and public-private partnerships have become more commonplace due to high construction costs. Within Lexington, there are various privately operated facilities for local, state and regional events including the Lexington Tennis Academy, which includes 22 courts, and the newly constructed soccer complex off of Athens-Boonesboro Road, which includes 10 multi-use fields. Future inclusion of other sports or enhancement of existing local or privately owned facilities can foster sports tourism in Lexington and contribute to the economic gains of the community.

While Lexington has a robust network of parks, with associated public sports fields, there is a current absence of facilities located in the eastern portion of Lexington. Future public facilities should be planned and constructed to provide public amenities to those in this area, as recommended by the Expansion Area Master Plan and the Parks Master Plan. This area would also be advantageous for regional tournaments, as it is located within proximity to an interstate roadway and has access to numerous amenities, including retail, restaurants, hotels, and medical facilities.

LIVABILITY POLICY #4

PROMOTE ECONOMIC DEVELOPMENT THROUGH IMPROVING THE LIVABILITY OF DOWNTOWN TO SUPPORT MORE RESIDENTS AND COMMUNITY SERVING BUSINESSES.

For at least a decade, cities with economic and employment environments similar to Lexington have recognized that attracting new and growing businesses is increasingly dependent on providing high quality of life places to live for workers and customers. Compact, walkable urban cores attract businesses and new residents alike. Providing abundant workforce housing with better access to transit, a problem identified by business leaders in Commerce Lexington roundtable discussions, is critical to supporting the employment needs of businesses. As Lexington’s economic growth increasingly depends on producing and retaining an educated and skilled workforce, our land use policies and zoning regulations must be revised to respond to these critical needs.

For employers, a key driver of higher productivity and wages in large cities is the economic benefit that comes from the geographic clustering of workers and firms in similar industries and sectors. The increased interaction and physical proximity between workers in large cities facilitates the interchange of knowledge and the learning of new skills from each other, which boosts the productivity of local workers. A 2013 project by the EPA’s Office of Sustainable Communities documented, in great detail, the productivity and innovation benefits for businesses that locate within these types of communities.

However, for employees, the COVID-19 pandemic radically altered where and how people work. As a result, it has created new opportunities to reappropriate our urban space, adaptively reuse existing office buildings and steer new development in ways that can continue to attract businesses and employees in the key industrial sectors that will drive Lexington’s growth well beyond 2045. If a greater number of higher paid, higher skilled workers

are able to work remotely and choose where they live independent of where their company offices are located, it only further underscores the need to create desirable, amenity-rich areas for people to live.

As the City seeks to enhance the livability of the downtown core, there is a continued need to provide accessible services and facilities to community members and visitors. This includes the promotion and development of increased housing, private businesses, and public spaces, like Town Branch Park and Town Branch Commons. However, what is often overlooked is the provision of necessitates that are the base of livability. Public bathrooms with changing facilities, drinking water fountains, and shaded seating all pay a significant role in making downtowns feel comforting and welcoming to all.

LIVABILITY POLICY #4 PLACEBUILDER CRITERIA

• C-LI4-1: Development should contain a mixture of land uses, with a prioritization of residential.

LIVABILITY POLICY #5

ENHANCE PROGRAMS & ACTIVITIES BY LEXINGTON’S PARKS & RECREATION DEPARTMENT, & SUPPORT PUBLIC EVENT PLANNING, COMMUNITY EVENTS, & FESTIVALS.

Many of the festivals, parades, and events that Parks and Recreation hold are in the same location each year. Events, festivals, parades, and the like are important in celebrating holidays, cultures, and community celebrations. These activities add to the livability of the city, attract tourists, and provide entertainment options that appeal to people of all ages. Increasing the scope of these events, and even creating a citywide festival, should be considered. The special site needs for these annual events should be supported in planning complementary land uses, such as restaurants and hotels, as well as improving infrastructure such as roads, trail access, lighting, etc.

LIVABILITY POLICY #6

ATTRACT & RETAIN A VIBRANT WORKFORCE BY IMPROVING AFFORDABLE HOUSING OPPORTUNITIES, AMENITIES, & ENTERTAINMENT OPTIONS.

In 2022, Commerce Lexington hosted a series of business engagement roundtables in an effort to gather the perspective of the business community during the Goals & Objectives public input phase. Though each discussion was focused on a particular sector of the local economy, the topic of staffing issues was universal throughout them all. Employee attraction and retention was

top of mind for businesses large and small, citing difficulties with employees returning to the office after the COVID-19 pandemic, competing with large corporations based in other cities for employees that can work remote from anywhere, and university students who leave the market after graduation, among other issues. Further, the Urban County Council’s adoption of the Goals and Objectives established a need to identify strategies and methods to increase the quantity of affordable housing options within Lexington..

In order to attract and retain employees and employers, the city must continue to provide more housing options and remove barriers to constructing them. Rising housing costs are a concern for people in Lexington, as they are in cities all across the United States. Recently the Planning Commission and Urban County Council have worked to address some of these issues through revisions to the Zoning Ordinance, including increasing allowable floor area ratios in multi-family zones, eliminating parking minimums, adding multifamily housing as an option in the Commercial Center (B-6P) zone, and legalizing accessory dwelling units. Each of these are small pieces to a much larger housing puzzle, and city leaders should keep looking for ways to increase available supply.

An academic article, “Beyond the Jobs versus Amenities Debate: Understanding the Migration of Educated Workers and Implications for Planning”, by Marla Nelson and Renia Ehrenfeucht, delved into understanding why educated workers move to other places and how to retain talent. The study found that economic motivations extended beyond wage and employment differentials. Having meaningful and rewarding opportunities within a culturally rich community were more important, and where compactness of a city creates relatively affordable housing and more accessible amenities, the social networks facilitated from public socializing significantly helped retain talent.

The study also found that many relocated because they were able to find meaningful work, while some that left did so to advance their career because there were limited long-term opportunities in their respective locations. Some workers turned to entrepreneurship in order to remain in the cities that otherwise provided the benefits they wanted. It further indicated that having a diverse, robust economy can attract new workers and help retain talent, and that building on a place’s unique cultural amenities helps recruit and retain workers.

LIVABILITY POLICY #6 ACTION ITEMS

1. Prepare a report to the Urban County Council that identifies mechanisms that create, construct, and fund affordable housing. LIVABILITY POLICY #6 PLACEBUILDER CRITERIA

• C-LI6-1: ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development.

LIVABILITY POLICY

#7

CREATE A WALKABLE CITY WITH QUALITY TRANSIT THAT IS ATTRACTIVE TO NEW BUSINESSES AND RESIDENTS.

A key asset of cities is the relative ease with which people can access a wide range of jobs, goods, services and opportunities for social interaction. People and businesses value city locations for the accessibility they provide. Places that are walkable—that have a variety of services and destinations in close proximity to one another—are more convenient and lively. The resurgent interest in downtowns and in promoting mixed-use developments throughout metropolitan areas is, in part, driven by a recognition of the value of walkability.

Walkability is important for many reasons; walking to amenities, for errands, and to employment is good for the environment, public health, and personal budgets. Studies indicate that 63% of young professionals and 42% of older adults want in live in areas where they can walk or bike to work, restaurants, and retail. According to Smart Growth America’s “Foot Traffic Ahead: 2016,” the most walkable urban metros are also the most socially equitable, since better access to employment and lower transportation costs (no car expense) offset the higher costs of housing. That is important because walkable neighborhoods often command higher real estate values, in part, because demand far exceeds supply.

Walk Score is a website that scores neighborhoods based on a formula that assesses a neighborhood’s walkability, bike ability, and multimodal service on a scale from 1 to 100. In essence, Walk Score is a measure of the proximity of a range of typical goods, services, and activities to a particular household. In reviewing local Lexington scores, areas built prior to the automobile, in and surrounding downtown, scored much higher ranging from 85 to 95. Areas outside of downtown, but inside New Circle Rd, average between 50 and 75 in walk and bike scores. However, outside of New Circle Rd, Walk Scores generally drop to the range of 30 to 50. Outside of Man O War Blvd, walk and bike scores hover around 30 or less. These scores indicate our city has become more car-dependent as it has grown, and that many job sites, goods and services require a car to reach them.

In addition to walkability, quality transit service is also important to businesses,

particularly those that rely on workers, who rely on transit. Frequent transit service, and short transit travel times, are key to increasing transit ridership and accessibility to jobs. Likewise, providing a mix of land uses and residential housing where it can easily be served by transit, allows residents

and workers broader access to jobs, essential services and our community at large. Thus, the Comprehensive Plan seeks to encourage transit-oriented development patterns along our major corridors. This will be studied through comprehensive corridor studies executed through a partnership between Long-Range Planning and the Metropolitan Planning Organization (MPO). To date, plans have been completed for Nicholasville Road and Northeast New Circle Road.

LIVABILITY POLICY #7 PLACEBUILDER CRITERIA

• C-LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

LIVABILITY POLICY #8

PROMOTE QUALITY OF LIFE ASPECTS, INCLUDING INVESTMENT IN PUBLIC SPACE, AS AN ATTRACTION TO NEW BUSINESSES & RESIDENTS.

Well-designed public spaces, such as parks, plazas, streetscapes, and trail systems attract visitors, spur business development, and create jobs, ultimately promoting economic growth. By creating a vibrant public realm, cities can attract and retain talent, as well as encourage new businesses to establish themselves in the area. Great public spaces also provide opportunities for cultural and artistic expression, which can attract tourists and further promote economic development. Investing in public space can be a powerful tool for fostering economic vitality, improving quality of life, and enhancing the overall livability of communities.

Many new businesses and residents factor the quality of a city’s public spaces when making their company and home location decisions. Well-designed and well-connected regional trail systems are largely well-received by current and prospective residents of Lexington. Lexington’s Legacy Trail system is one such example of a public space that has made major contributions to the quality of life Lexington has to offer. The Legacy Trail is a shared-use greenway trail that connects downtown Lexington with area neighborhoods, small businesses, parks, and historic sites. The 12-mile trail begins at the Isaac Murphy Memorial Garden and winds north to the Kentucky Horse Park.

Another example of Lexington’s strategic investment in public space is the Town Branch Commons, a park and trail system that follows the historic Town Branch Creek through downtown. It consists of continuous bike and walking paths, green spaces, and stormwater-managing green infrastructure,

connecting downtown to the rural landscape. The project aims to preserve history, connect neighborhoods, and promote sustainability and healthy lifestyles. It is a world-class park with diverse recreational, educational, arts, and environmental programming and is a centerpiece of the community. The comprehensive system is made possible through a public-private partnership between the City of Lexington and the Town Branch Fund.

In addition to its recreational and environmental benefits, Town Branch Commons serves as a transportation network and a huge step forward for the community's public space. The project links the city's two major trails, the Town Branch Trail and the Legacy Trail, providing 22 miles of uninterrupted trail for residents and visitors. Town Branch Commons is a transformative project that combines history, connectivity, and sustainability, making it an essential part of Lexington's urban infrastructure.

LIVABILITY POLICY #8 PLACEBUILDER CRITERIA

• C-LI8-1: Development should enhance a well-connected and activated public realm.

LIVABILITY POLICY #9

PROMOTE ECONOMIC DEVELOPMENT THROUGH THE PRESERVATION OF STRATEGICALLY & APPROPRIATELY LOCATED INDUSTRIAL & PRODUCTION ZONED LAND.

The creation and recent modification of adaptive reuse regulations was an acknowledgment that many of Lexington’s older industrial zoned sites were no longer suited for modern economic development purposes. As those properties became vacant and dilapidated, it presented opportunities to support the urban core with businesses and residential options better suited for their urban environment. However, it is still critical to provide a base of industrial zoned land, in strategic locations well served by appropriately scaled infrastructure and available transit service. Where sites have existing historically significant structures that can be reused or updated, all care should be taken to do so.

Like the other major economic hubs in the region, Lexington has experienced a significant growth in the industrial and flex space market. Due to the advantageous location of the Urban County at the confluence of two major interstates, Lexington’s 32.2 million square foot industrial market continues to grow. Accounting for demolition and deliveries, net industrial space in Lexington has increased by 3% since 2010. New construction has recently increased, with 474,000 square feet developed across 14 buildings since 2019. Two substantial new tenancies include GE Appliance’s 2021 occupancy of 170,000 square feet and Amazon’s 2022 delivery of 143,000 square feet in their second fulfillment center in Lexington. In addition to those areas that have been constructed, several new projects have approved plans, located near the intersection of Newtown Pike and Interstate 64/75. As new space is added to the market, it has been quickly absorbed by tenant demand. The market has maintained a vacancy rate below 5% since 2013. Increased demand has put upward pressure on rents, which have grown at a CAGR of 3% from $4.66 per square foot in 2010 to $6.85 per square foot in 2022 (Imagine New Circle Road).

While Imagine Lexington is in large part focused on designing places that can accommodate a wide mix of uses, industrial and production land stands out uniquely in that there should be little encroachment by residential land on these areas, and vice versa. Just as important as preserving the industrial land is closely monitoring the adjacent land use development patterns. Appropriate buffering and transitions should be applied so that there can be minimal use restrictions applied on these industrial properties. It is important

that production land remain flexible and wideranging in the uses allowed. The vast majority of heavier industrial and production uses are not suited to be within close proximity to residential and retail areas.

Other common themes of Imagine Lexington are still very much a factor in future industrial and production growth. These areas should pay special attention to their design features as well as potential impacts on the surrounding environment. In meeting and discussing issues with industrial business owners, transportation for their workforce was identified as a serious hurdle they have to find unique ways to overcome. Many of the problems identified have their origins in the initial site design and location of the industrial corridor in which they are located. While multi-modal transit infrastructure is not typically associated with industrial development, it is important to consider how employees might get to industrial and production developments. Full multi-modal infrastructure is an important consideration of new development.

All new development and redevelopment proposals should consider other design elements so that all industrial land can be as efficiently used as possible, thus ensuring there is growth potential for the future. Minimizing parking, appropriate landscaping and providing ample connectivity are all a part of taking a strategic approach to economic development areas.

LIVABILITY POLICY #9 PLACEBUILDER CRITERIA

• C-LI9-2: Industrial development should be strategically located along freight networks and/or adjacent to established industrial.

PILLAR II DIVERSITY

There is strength in diversity, and Lexington is experiencing an increase in diversity within both the population and the workforce. This is evidenced by a growing share of people of color, more women entering the labor force, and greater participation and visibility of LGBTQ+ individuals in the economy. As a result, companies that adopt and promote diversity are gaining a stronger position in the marketplace relative to their counterparts.

Diversity in Lexington's employment opportunities and industry types can provide economic resilience to the community. This is similar to the concept of a diversified investment portfolio, where the overall performance can meet expectations even if one investment should falter. If the economy were solely focused on one industry, it would lack this resiliency, making it vulnerable to economic downturns. By having a diverse range of industries and employment opportunities, Lexington can reduce economic risk and ensure greater stability in the long term.

To this end, Lexington has 36 companies with over 250 employees, yet 63% of the city's workforce is employed by smaller businesses. This means that Lexington has diversity in industry type but also in company size. Large employers like the University of Kentucky are crucial in providing a stable foundation for the economy, given that they employ 15% of Lexington's workforce. However, it's equally important for Lexington to continue fostering a variety of smaller businesses that offer different employment options. When small businesses are nurtured and encouraged, they have the potential to grow and become the foundation for larger corporations in the future.

A variety of business sizes and models leads to a diversity of occupations, providing individuals with more opportunities to pursue their desired career paths and promoting equitable access to upward mobility. With a range of available jobs, people from all backgrounds and demographics can gain new skills and progress towards economic success. This can help reduce economic inequality by providing pathways for advancement to those who have been previously excluded from certain fields. Facilitating this upward mobility requires providing training and education opportunities, especially for vulnerable populations who may have grown up in poverty, have disabilities, or are returning to the workforce after rehabilitation or incarceration.

Moreover, a diverse range of occupations fosters healthy competition among employers, encouraging them to offer better wages, benefits, and career advancement opportunities. This can benefit employees across different occupations, particularly those in lower-paying jobs who may have been historically excluded from upward mobility. As a result, a diversity of occupations can lead to more equitable access to upward mobility, helping to

create a more just and inclusive society.

While a diversity of occupations can provide the foundation for upward mobility, workplace Diversity, Equity, and Inclusion (DEI) practices can help to build upon this foundation by promoting a more inclusive and equitable work environment that fosters growth, innovation, and career advancement opportunities for all employees. By embracing diversity in the workplace and creating inclusive cultures, employers can attract and retain a diverse range of talent, which can lead to a diversity of ideas and perspectives. This, in turn, can lead to greater innovation and productivity, ultimately driving business growth and success.

Increased diversity, in the population and workforce, is not only desirable, but it is essential to the economic strength of a city. The benefits of workplace and workforce diversity are undeniable, as it fosters innovation, increases consumer demand, provides access to a wider talent pool, promotes greater cultural exchange and understanding, and leads to the economic advancement of historically marginalized groups. Therefore, it's critical for cities like Lexington to prioritize diversity and inclusion in all aspects of their community, including the workplace, to ensure long-term economic success and growth.

DIVERSITY POLICY #1

CREATE OPPORTUNITIES FOR INCUBATORS. SEEK INCENTIVES FOR OWNERS OF VACANT OFFICE/LABORATORY SPACE, & FOR DEVELOPERS WHO BUILD INCUBATOR SPACE FOR STARTUPS & FOR GROWING BUSINESSES.

Lexington needs additional space to encourage more startup businesses, as well as for startups who have outgrown their original space. As new ventures, there are barriers that these young companies must overcome, such as a lack of credit and a need for mid-level space of about 1,000 square feet or larger. Some companies engaging in research and development may require more specialized and larger (around 5,000 square feet) spaces with water, hoods, etc., while some only require Wi-Fi and a small space to occupy. New modern co-working spaces like Base 110 in downtown Lexington provide flexible office space with shared common areas for like-minded professionals to work and collaborate. Additional similar creative working spaces should be pursued to encourage entrepreneurs and new small businesses.

University of Kentucky’s on-campus business incubator, Advanced Science

& Technology Commercialization Center (ASTeCC), houses new and rising technology based companies located within the engineering complex. ASTeCC has 80,000 square feet and was funded by the Economic Development Administration and Small Business Administration. It currently has about 25 companies, two-thirds of which are owned by UK faculty; the rest are from out of state. Sixty-two companies have ‘graduated’ from ASTeCC since it began in 1994. The companies have access to other shared-use facilities on University of Kentucky’s campus, such as the Electron Microscopy Center, Center for Nanoscale Science and Engineering, and Mass Spectrometry Facility.

The Bluegrass Small Business Development Center (SBDC) serves Fayette and 14 other counties in the region. The Bluegrass SBDC helps make dream businesses come true by providing business consultants to assist with strategic market research, access to capital and loan packaging assistance, business and strategic plan development, and analysis and start-up assistance, among other services. The consulting is free of charge. Commerce Lexington assists in placing businesses, not only on new sites, but also in all types of existing buildings.

Commerce Lexington keeps an inventory of available locations and works with businesses and other agencies to place businesses looking for space to rent. Landlords of large professional office spaces may be hesitant to divide up those spaces to accommodate a business looking for smaller footprints. However, there is an abundance of vacant office options of many sizes throughout Lexington.

DIVERSITY POLICY #2

ENCOURAGE A DIVERSE ECONOMIC BASE TO PROVIDE A VARIETY OF JOB OPPORTUNITIES, ALLOWING UPWARD MOBILITY FOR LOWER INCOME RESIDENTS OF FAYETTE COUNTY.

When looking at the mix of employment in Lexington, excluding government jobs, the top three industries with the most employment were Healthcare and Social Assistance, Retail Trade, and Accommodation and Food Services. The average employee income for Healthcare and Social Assistance was just below the median level income at $56,929; whereas the average income for Retail Trade was $28,109; and the average income for Accommodations and Food Services was $15,460, which were both well below the City median level income. While there are opportunities within each of these industries to advance to higher paying jobs, individuals within these industries have a more difficult time achieving economic security. The impact of having an economy

that is heavily skewed toward lower paying positions is that individuals and families are forced to choose between necessities like housing, food, or medicine. This is not only a problem for the employees and their families. but can result in the City needing to be more involved in the social services sector. Lexington should focus on providing a livable wage for everyone. (CBP 2020)

Additionally, while unemployment remains low in Lexington, it disproportionately impacts minority populations. Lexington’s workforce development efforts located in the Charles Young Center in the city’s East End are focused on providing job training, and connecting people with local employers. Expansion of these programs to additional disadvantaged communities in Lexington is planned over the next few years.

Funding and support for research and development campuses should continue to be a priority, as they attract high-paying jobs and new talent, help retain local talent, and create spaces for incubator businesses. Collaboration should continue between the City, the University of Kentucky, and Commerce Lexington to seek capital investment in this sector.

DIVERSITY POLICY #3

SUPPORT FULL FUNDING & ADEQUATE STAFF FOR THE MINORITY BUSINESS ENTERPRISE PROGRAM (MBEP) WHICH INCREASES DIVERSIFICATION OF CITY VENDORS THROUGH PROMOTING AN INCREASE IN MINORITY, VETERAN, & WOMEN - OWNED COMPANIES DOING BUSINESS WITH THE CITY.

Minority, women, and veteran owned businesses are underrepresented in Lexington, and the MBEP, as well as other agencies, are making efforts to help lessen this disproportion. The Minority Business Enterprise Program is in place to help minority, women, and veteran owned businesses participate in the city’s procurement process. The success of diverse businesses is vital to the community because they contribute to the overall success and economic viability of Lexington.” Lexington’s Central Purchasing division processes millions of dollars of purchasing contracts for the city of Lexington. The city has established a combined “Ten Percent Goal Plan” to increase the number of minority and women owned businesses, and a “Three Percent Goal Plan” for veteran owned businesses in the Diverse Business Management System powered by B2GNow. In addition, the MBEP offers a long list of services to assist minority, women and veteran-owned businesses including, but not limited to, events for networking, classes on the procurement process, assistance with certification, training programs, communications about bid opportunities, and individual appointments.

In 2020, Urban County Council approved funds to conduct the first Disparity and Availability Study. The disparity study is a result of recommendation #2, from the Economic Opportunity Subcommittee from the Mayor’s Commission on Racial Justice & Equality report in 2020, “issue a disparity study to determine if there is disparity between the availability and utilization of MBE firms.”

The purpose of the study was to analyze the availability of DBE’s, minority and woman-owned businesses in the Lexington –Fayette County area, and to assess whether DBEs and minority- and woman-owned businesses face any barriers as part of LFUCG’s contracting processes.

Information from the study will help LFUCG assess its efforts to encourage DBEs and minority- and woman-owned businesses to bid on the agency’s contracts and help inform what, if any, improvements are needed to optimize LFUCG’s contracting processes and the MBE Program. The study was conducted by BBC Research and Consulting, LLC (BBC) and completed in 2022.

As part of the disparity study report, BBC presented 10 recommendations to remedy observed disparities, refine the City’s procurement processes, and enhance the Minority Business Enterprise Program. To access and view the full report, visit the City’s disparity study webpage, Disparity study | City of Lexington (lexingtonky.gov).

DIVERSITY POLICY #4

ENCOURAGE TRAINING, PROGRAMS, ACCESS, & INCLUSION TO EMPLOYMENT OPPORTUNITIES.

Access to employment and a livable wage is a necessity for any resident of Lexington. Whereas many of the industries that are established within Lexington seek to draw individuals from the well-known post-secondary

institutions (UK, BCTC), there are a growing number of programs that are focused on providing training and access to those who might benefit from different educational and training opportunities. While ensuring access to opportunity for everyone in Lexington is important, ensuring those who are experiencing challenges with or barriers to employment due to illness, addiction, or prior conviction should be promoted. Those who experience challenges to employment are more likely to face periods of instability, including relapsing, homelessness, or lack of necessary health care. Preventing such situations is important not only from a humanistic/moral perspective, but also a social and financial perspective.

The Opportunity for Work & Learning (OWL) is a non-profit organization that has helped over 26,000 people since 1961 to overcome mental and physical disabilities or prior incarceration to achieve growth in their personal, as well as professional lives. OWL offers individualized support and programming, including practical occupational training, such as customer service and fork lift certifications. Their services extend to eleven counties. OWL also owns the for-profit Lexington Manufacturing Center (LMC); many of the participants in the OWL program are hired by LMC.

The Workforce Recruitment Program for College Students with Disabilities (WRP) is a free resource that connects private businesses and federal agencies nationwide with qualified job candidates for temporary or permanent positions in a variety of fields. Applicants are highly motivated postsecondary students and recent graduates with disabilities who are eager to prove their abilities in the workforce. Through WRP jobs, private employers interested in gaining access to these individuals can post permanent and temporary positions. WRP participants can then search and apply for these positions using an employer's standard application processes.

Another company helping to remove barriers to second-entry employment is DV8 Kitchen, a ‘fast-casual restaurant and bakery’ started by the owners of the Saul Good restaurants in Lexington. The company provides fresh, natural food designed to “change your life.” According to Rob Perez, one of the owners of DV8 Kitchen, there are barriers to people trying to make a second-entry into the workforce after addiction or incarceration. Some of the employers do not want to pay for training for what they think will be short term employment, they worry about provision liability for workman’s compensation coverage (even though it is already figured into liability insurance), and they have practicality issues. Mr. Perez believes an employee certification program would alleviate many of these barriers by providing such things as required weekly drug tests, counseling, 12-step programs, etc. He also indicated a need for government incentives to educate employers about providing opportunities for jobs for

these members of society, as opposed to precluding them from employment entirely. The DV8 Kitchen’s goal is for one-third of their staff to be secondchance employees. Imagine Lexington advocates for encouraging employers to provide job opportunities, returning hope to members of society who are struggling to recover from past circumstances.

Additionally, to help remove barriers to employment from felony records, the 2016 General Assembly passed House Bill 40, which provides for a process that permits application to have a Class D felony conviction expunged. Clean Slate Kentucky has resources to help people expunge their criminal records, both misdemeanors and Class-D felonies. Every opportunity to spread the word about this program and increase participation should continue to be explored and expanded.

Lexington has sought to be a leader in helping individuals expunge past misdemeanors and non-violent felony convictions during the Clean Slate Expungement Clinic and Job Fair. In the spring of 2023, Lexington held the second annual clinic, which provides free legal help through Legal Aid of the Bluegrass and private lawyers. During the first clinic, held in April 2022, greater than 400 individuals attended and approximately 200 individuals were able to have the records expunged. Individuals who have gone through the expungement process are better able to shed the stigma associated with prior convictions and can have greater opportunities to the job market.

DIVERSITY POLICY #5

MAXIMIZE CONTEXT SENSITIVE EMPLOYMENT OPPORTUNITIES WITHIN THE OPPORTUNITY ZONE TRACTS, PROVIDING EQUITABLE COMMUNITY DEVELOPMENT, & PRIORITIZING LOCAL RESIDENTS FOR ADVANCEMENT OPPORTUNITIES.

Established by Congress in 2017, the Opportunity Zones program allows investors in certain communities to qualify for preferential tax treatment. The primary goal of Opportunity Zones is to drive economic development, as they have the potential to catalyze growth in the local economy and the job market resulting from the influx of investor funds. By encouraging investment from people both in and outside of the target area, Opportunity Zones create positive growth and development that can aid in elevating distressed and historically marginalized neighborhoods, while simultaneously promoting community-wide connectivity and partnership. For more information on Opportunity Zones, individuals should look to Treasury.gov and IRS.gov.

U.S. TREASURY DEPARTMENT

CERTIFIED OPPORTUNITY ZONE TRACTS IN FAYETTE COUNTY

Lexington’s Opportunity Zones are located in some of Lexington’s older areas within New Circle Road. The placement of Opportunity Zones has been criticized for being situated in areas that have been historically marginalized by governmental, banking, and investment entities and not focusing investment on those individuals who are long standing residents in those areas. To

allow for the greatest economic impact on Lexington’s local economy, the government should partner with banking institutions and development groups to promote local investment in Opportunity Zones, specifically focused on promoting business creation and expansion opportunities to those who have been historically rooted in Opportunity Zones. Supporting and coordinating different tax incentive programs can add to the vitality of financial support for these programs.

Within the Opportunity Zones there are some small to medium vacant properties, but the majority of the development potential will be the adaptive reuse of existing buildings. This should provide opportunities for creative place making that will enhance the existing neighborhood while respecting the historical context of a neighborhood. The location of the Opportunity zones within Lexington are also advantages as they allow the opportunity to provide new employment prospects within areas that are denser and more walkable, bikeable, or are located along a transit route.

Whereas Adaptive Reuse Projects within the Urban County are largely associated with industrial land uses, the Division of Planning should work with community members, the Historic Preservation Office, and the administration to review landmark status for socially important structures, which can be adaptively reused for mixed-use development.

DIVERSITY POLICY #6

INCREASE FLEXIBILITY ON TYPES OF HOME OCCUPATIONS ALLOWED.

The advances in communication and information technology, especially the impact of home computers and the internet, allow for more mobile businesses and working from home. Eliminating the commute to work, avoiding the cost of leasing or owning space for a business, and being near loved ones are among the reasons that make working from home attractive.

As documented by the U.S. Census Bureau’s report, Working at Home is on the Rise, the number of home-based workers increased by 4.2 million between 1997 and 2010. This first big boom in work from home occupations was spurred by the disruptive shifts in technology, as well as the growth of infrastructure that allowed workers to access daily activities without the commute. Work from home situations were further solidified by the emergence of COVID-19, which forced companies and employees to change the way business was done and the traditional office setting. The 2021 American Community Survey, by the U.S. Census Bureau, shows that, between 2019 and 2021, the number of home-based workers tripled from 5.7%, or roughly 9 million people, to 17.9%,

or 27.6 million people, in the United States. In Fayette County, home-based workers increased from 4.4% of county working population in 2019 to 13.7% in 2021. This growth of home-based workers has also impacted surrounding counties, including Madison County, which experienced an increase from 4.5% in 2019 to 8.4% in 2021.

While the shift to home-based work environments can have positive effects on the environment, lessening emissions and decreasing single occupancy vehicular miles traveled, there are adverse effects on localized economies, specifically downtowns, where the greatest concentration of offices in Lexington are located. The shift to home-based work environments also necessitates the greater review of the at home needs of a working population. Ensuring adequate infrastructure, mitigating adverse impacts on residential environments, and ensuring the legal framework is available for greater utilization of residences.

Lexington‘s Zoning Ordinance allows home occupations as an accessory use in its agriculture zones, as a conditional use in other zones, and home offices as an accessory use in many zones. Technology, services, and products are continually changing, so reviewing and updating the Zoning Ordinance,

especially the definitions for home office and home occupation, would be advantageous for Lexington’s economic development to ensure as many types of home offices and home occupations may be incorporated as can be suitable and compatible.

Despite the endemic shift of COVID-19 and policies focused on getting employees back into office settings, many of the shifts to work from home, either full-time or part-time are here to stay. Lexington must be ready for the next 20 years of change.

PILLAR III PROSPERITY

Thriving communities achieve prosperous economies in a number of ways, including attracting new businesses, taking care of existing companies, developing a highly-skilled local workforce, being imaginative and creative with existing land and facilities, finding available land for new economic development activity, and attracting a young and enthusiastic workforce. A multifaceted approach is necessary because local economies are complex, with many moving pieces that each require different levels of attention, and specifically tailored solutions.

ATTRACTING NEW BUSINESSES:

In addition to the livability factors mentioned earlier that are increasingly important for bringing in new businesses, incentives also play a role. It is important, especially in a progressively more competitive market, to provide the “icing on the cake” that may eventually win Lexington the deal. Incentives are not normally a primary factor for a business deciding to locate into a particular market, but they certainly can be a separator in a very close competition. Any federal, state or local incentives that can be leveraged should be, as studies have shown that economic development land use has a much higher dollar per dollar return on investment than residential land uses that consume more services and pay less tax.

TAKING CARE OF EXISTING COMPANIES:

Retaining an existing corporation is clearly not as flashy and does not grab the headlines quite like landing a big new business, but economic development professionals will tell you that is a huge part of their job. Lexington cannot take for granted the investment these existing companies already have in the community and the City needs to do whatever they can within reason to ensure they are prospering and getting what they need.

DEVELOPING A HIGHLY - SKILLED WORKFORCE:

This is of critical importance for both of the headers above. The number one reason listed for why companies choose to locate in a specific area is because of the presence of a highly-skilled workforce. It is also vitally important for the existing companies to be able to fill the open positions they have. Efforts to match college and vocational school students’ curriculum to specific local employment needs would be mutually beneficial for the students, the employers, and the City. Concerted efforts should also be made to train lesser-skilled employees and vulnerable populations to allow them to achieve more financial stability.

BEING IMAGINATIVE AND CREATIVE WITH EXISTING LAND AND FACILITIES:

As Lexington continues to urbanize and develop, it is becoming more of an infill and redevelopment community. There are many opportunities to utilize existing space for economic development purposes, whether that be adaptive reuse, flexible parking arrangement, shared office space, or redevelopment of underutilized property. It is important that these always be the first options when looking to accommodate a new or expanded business.

FINDING AVAILABLE LAND FOR NEW ECONOMIC DEVELOPMENT:

Economic development professionals often say there is a lack of inventory for larger clients who may want to locate to Lexington. The creative 250acre land swap between UK and the City of Lexington should help to alleviate this issue and allow prime development land to be controlled by the city. The Coldstream campus (“Coldstream”) is home to the 200-acre Legacy Business Park as well as the 50-acre business development site, both located at the junction of I-75 and I-64. The Master Plan for Legacy Business Park contains approximately 135 acres of developable land across 13 parcels ranging from 8 to 21 acres in size. Parcel boundaries are intended to be flexible, and can accommodate a wide range of uses. A total of 45 acres are dedicated to open space that connects to the existing 22-mile connected bike and pedestrian trail, and the final 20 acres are dedicated to infrastructure for the project. Infrastructure improvements are currently underway, and the City is actively marketing the property.

Additionally, the master plan that will be finalized per the adopted Goals and Objectives will identify future land for economic development. This new land that will be added to the Urban Service Area must be appropriately located and meet the need for higher paying jobs for Lexingtonians.

ATTRACTING AND RETAINING A VIBRANT WORKFORCE:

Creating a livable city is an important part of attracting a vibrant workforce. Lexington has a unique culture that can be expanded through branding opportunities. The beauty of the horse farms and the juxtaposition of urban and rural are attractors that ought to be protected and valued. They play a large part in creating a prosperous Lexington.

PROSPERITY FOR ALL:

As Lexington seeks to improve the overall economy and attract high-paying

jobs, it is critical to provide opportunities for everyone to succeed. Economic mobility should be improved, and health and socio-economic issues addressed. Increased opportunities for workforce development, breaking down barriers to home-ownership, addressing food deserts, and improving access to quality social services will all serve to increase prosperity and equity throughout Lexington.

PROSPERITY POLICY #1

PROMOTE HIRING LOCAL RESIDENTS, & RECRUIT EMPLOYEES LIVING IN AREAS OF CONSTRUCTION PROJECTS.

Hiring workers that live in the vicinity of a construction project builds a sense of ownership and empowerment in community development. It also allows some workers to walk or bike to work. If there is a lack of training, working with local agencies and training programs to get workers trained before construction begins would increase economic sustainability of the area and its residents. Projects involving special financing, such as Tax Increment Financing(TIF), have to meet certain conditions to qualify for the financing; those conditions include 40% of the households being of low-income.

The Building Industry Association of Central KY has started a Building Institute of Central Kentucky to train workers in certified Trades programs in HVAC, Plumbing, and Electrical. Students completing their program are eligible to take state licensure tests.

PROSPERITY POLICY #2

SUPPORT CONTINUED FUNDING FOR ECONOMIC DEVELOPMENT.

The cost of development across the county has been a limiting factor in the development of new jobs. Not only are the costs of materials for construction of new facilities increasing, but the need to pay employees livable wages has forced businesses to either slow growth or remain small. In efforts to alleviate the cost of development, provide public amenities, and ensure a livable wage, Lexington provides various incentives for new and current businesses.

One such opportunity is the Economic Development Grant to help with “funding projects that will positively impact economic and workforce development in the City of Lexington.” The funding will be used for training/ retraining, entrepreneurial support, employment re-entry, work-based learning and/or skills certification scholarships, and/or potentially other services related to economic development. The economic development grant is in its fifth year of funding.

Another incentive provided by the Lexington-Fayette Urban County Government is the Jobs Fund, for which businesses may apply in return for a commitment to creating and retaining a minimum number of jobs for a particular time period. Priority is given to those businesses involved in advanced manufacturing, technology, professional shared service operations, or healthcare. Industrial revenue bonds are also available for application through the Economic Development office for the City of Lexington. Currently, 29 companies are taking part in the program, which promotes a minimum average salary of $24 per hour.

Additionally, the City established the Lexington Public Infrastructure Program in 2022, with a kick-off of the incentive program in January 2023. The program is meant to assist in the development of infill and redevelopment projects within the Lexington Urban Service Boundary that lead to long-term job creation. The Program specifically targets projects that are redeveloping underutilized sites, infilling vacant properties, providing a mix of land uses, or are directly providing jobs. The program provides 0% interest loans for a term not to exceed 10 years, to assist applicants in ensuring the public infrastructure portion of the overall development project is completed for the

public benefit and would not have occurred “but for” the program funding. The maximum amount of individual project funding will not exceed the lesser of $500,000 or 10% of total project costs including private and public costs.

Finally, in 2018 Lexington established an Energy Project Assessment District (EPAD) which allows applicants to access financing for energy saving projects. The EPAD authorizes local governments to establish programs to advance the conservation and efficient use of energy and water resources within their jurisdictions, by allowing for energy projects to be financed by voluntary assessments imposed upon the real property being improved through energy projects. The associated PACE financing covers 100% of hard and soft costs of an energy project for either commercial or residential projects. The financing of projects alleviates some of the costs to applicants, while also promoting more sustainable development within Lexington.

PROSPERITY POLICY #3

CONTINUE TO PROTECT THE AGRICULTURAL CLUSTER & EQUINE INDUSTRY, & SUPPORT EXISTING AGRICULTURAL USES, WHILE PROMOTING NEW INNOVATIVE AGRICULTURAL USES IN THE RURAL SERVICE AREA.

Before the beginning of the 21st century, with world-renowned soils and the risk of losing farmland to large lot residential and other development, Lexington started a Purchase of Development Rights (PDR) program. The program has been in existence for nearly 20 years, with PDR easements protecting farmland for food security and for conservation of environmentally sensitive lands. Currently, 25% of the Rural Service Area (33,157 acres) is protected by PDR easements, with a stated end goal of 50,000 total acres, or 39% of the Rural Service Area, to be protected. Fayette County has committed millions to pay for PDR easements, which protects soils for the future. According to Beth Overman, Director of the PDR Program, most of the PDR easements are equine farms. These famous soils in the Rural Service Area, with many acres protected by PDR, provide nutrients that grow vigorous crops, as well as healthy, strong horses, cattle, and other livestock.

Bluegrass soil produces quality racehorses, which result in big purchase prices. Keeneland sales in 2022 were just under $700 million and the strongest since before the 2008 recession. While sales dipped in 2020 during the Covid-19 pandemic, total sales since 2018 remained strong, indicating a continued interest in the racing and breeding sectors of the equine industry. Continued interest in the equine industry is also reflected in the expansion of

tours hosted by Horse County and the expansion of activities at the Kentucky Horse Park.

Another driver of the agricultural economy in Lexington is The Bluegrass Stockyards, founded in 1946. The Bluegrass Stockyards’ Lexington facility, located on Iron Works Pike, was built after the company’s original Lisle Industrial Avenue facility was destroyed by an accidental fire in January 2016. Bluegrass Stockyards employs about 50 people at the Lexington location; the company also currently operates seven live sale locations and an internet sale system, with a total employment of over 200.

The Lexington market “will handle $200-$250 million in business annually,” and sells 100,000- 125,000 heads of cattle a year, with the entire network of seven live sale locations and internet sales selling about 500,000 heads of

cattle annually, collectively. The Bluegrass Stockyards will handle over $600 million in transactions overall, with a customer base from 90 counties in Kentucky and eight surrounding states. Hogs, goats, and sheep are sold at other locations outside of Lexington.

The Kentucky Commissioner of Agriculture, Ryan Quarles, supports expanding Kentucky’s diverse agricultural portfolio to include industrial hemp, hops, and other crops. Kentucky Department of Agriculture has an Industrial Hemp Licensing Program, which is authorized by state and federal law. The Agriculture Improvement Act of 2018 (2018 Farm Bill) authorized the production of hemp and removed hemp and hemp seeds from the Drug Enforcement Administration’s (DEA) schedule of Controlled Substances. Individuals and businesses that wished to be considered to join the Hemp program to grow, handle, process, or market hemp were required to apply for a license by established deadlines. In 2021, 140 processors/ handlers obtained licenses in the KDA Hemp Program, which began in 2014. In 2021, there were 1,800 acres planted, with 1,700 acres harvested. While hemp production spiked sharply in 2019, it just as quickly saw a swift decline as 48 states passed legislation regulating the crop as a consumer product. The national rush on hemp products far outpaced demand and as analysis by UK’s Center for Business and Economic Research indicates, hemp is likely to remain only a minor factor in Kentucky’s overall agricultural economy.

PROSPERITY POLICY #3 PLACEBUILDER CRITERIA

• C-PS3-1 Development potential in the Rural Activity Centers should be maximized.

PROSPERITY POLICY #4

ENCOURAGE INSTALLATION OF FIBER - OPTIC BROADBAND

INFRASTRUCTURE FOR HIGH - TECH & OTHER INDUSTRIES.

Nearly every aspect of modern society is becoming increasingly webdependent, and like the Interstate highway system connects communities, digital broadband infrastructure is essential for any 21st century community to thrive in areas of commerce, health, education, entertainment, and government. Broadband fiber, also known as fiber optic cables, transmit huge amounts of data, literally at the speed of light.

KyWired, a public-private partnership, is positioning Kentucky to be a national leader in high-capacity internet service connections and is in the process of providing the backbone of the service lines to all 120 counties. Improved internet service will promote economic development, enhance

education and research capabilities, ensure public safety, improve healthcare delivery, and augment connectivity for libraries and communities across the Commonwealth. KyWired’s work is still in progress in Fayette County.

At the national level, the Infrastructure Investment and Jobs Act (IIJA), also known as the Bipartisan Infrastructure Law, represents a historic step forward toward the goal of providing broadband access to the entire country. The IIJA sets forth a $65 billion investment into broadband, with an emphasis on unserved and underserved areas, as well as community anchor institutions including schools and libraries.

Lexington has quietly been building a fiber-optic network over the last 30 years to service its traffic operations and signal timing system, and that longterm investment has positioned the city to be ready for the next wave of smart technologies, generally referred to as the Intelligent Transportation Systems (ITS). As cities become smarter, and with a future of connected vehicles and self-driving cars, the digital infrastructure will allow streets to function more efficiently, such as traffic signals that adapt in real time to amount of congestion on the street. This is just the beginning of the potential benefits that high speed digital infrastructure will bring to Lexington.

MetroNet has a franchise agreement with the City to install fiber-optic network inside the Urban Service Area boundary, making gigabit speeds available to nearly all residences and businesses. Gigabit speeds move data at 1,000 megabits per second. MetroNet began its construction in Lexington in January of 2018 in the northeastern part of the city, and began providing service to its first customers in late summer of 2018. While the majority of the buildout has been completed, it is still imperative for the continued build out and potential expansion outside of the Urban Service Area. The needed shift to a more technologically connected community only became more apparent during the COVID-19 pandemic and will become more important as we seek to have a more robust and efficient agricultural industry.

PROSPERITY POLICY #5

CONTINUE TO RAISE AWARENESS OF FARMS & FARM TOURS.

VisitLex’s 2018 Visitors Guide and the VisitLex website are packed with information about attractions, accommodations, dining, tours, events, and maps showing the locations of area horse farms. The VisitLex website includes horse farms in both Fayette and other counties, which is beneficial for regional tourism. Lexington benefits when visitors stop in from other destinations, and is generally the home base for people exploring the central Kentucky region,

meaning the bulk of the travel dollars are spent in Lexington’s local economy. Horse Country, Inc. horse farm and horse business tours are getting very popular.

Marketing and advertising for horse farm tourism in Fayette County should be maximized and prioritized. With 59.2 square miles of equine farm land in the Rural Service Area, and another 42.23 square miles of farms with an equine and crop mix, that is a total of 101.4 square miles. In future printed visitor guides, adding more about the individual horse farm tours, corn mazes, etc. on farms located in Fayette County could help raise awareness of farms in Lexington. Additional partnerships between farms and VisitLex should be considered.

PROSPERITY POLICY #6

PROMOTE KENTUCKY PROUD & LOCAL LEXINGTON PRODUCTS USING UNIFIED BRANDING.

The Kentucky Department of Agriculture’s Kentucky Proud program is funded by the 1998 Tobacco Settlement. Registered members receive marketing

assistance, promotional materials at cost, grants opportunities, no-cost meat grading, international marketing materials, cost-share for wineries, veterans program, and restaurant reimbursements for using Kentucky Proud foods. The logo is wide-spread and has become quite recognizable throughout the Commonwealth.

Lexington/Fayette County should consider a logo program to identify locally grown/produced products and experiences. This logo could help identify products and tours specifically from Lexington.

PROSPERITY POLICY #7

SUPPORT & INCREASE NETWORKING OPPORTUNITIES FOR CAREER RELATED INSTITUTIONS, ORGANIZATIONS, & AGENCIES.

As part of the Imagine Lexington process, staff met with representatives from many of the agency-types listed above to help inform the Plan’s recommendations. At the time, multiple stakeholders indicated that they would like to have regular meetings together to network, discuss, and brainstorm.

There was a concern that career path introductions need to be incorporated

into the high school education to help students understand the demand for employment and the day-to-day demands of full-time employment. An unmet demand for skilled trade/industrial maintenance jobs that usually require a vocational trade certificate/licensure or associate degree was also pointed out. Additionally, there was a concern that high school students felt they only had a binary choice of attending college or not, and that vocational trade and technical career paths were not considered. Education and outreach efforts should be increased to publicize the demand for technical positions and the pay for those jobs. Meetings between Planning, Commerce Lexington, LFUCG Economic Development and Purchasing, VisitLex, educational and training providers, and small business development agencies will continue to be beneficial for business recruitment, workforce development, and economic sustainability as Lexington’s economy grows.

PROSPERITY POLICY #8

PROVIDE EMPLOYMENT OPPORTUNITIES THAT MATCH THE GRADUATING MAJORS FROM LOCAL COLLEGES & VOCATIONAL TRAINING INSTITUTIONS.

Lexington has both public and private education institutions awarding thousands of degrees, diplomas and certificates each year. The four-year plus degrees conferred from University of Kentucky and Transylvania University from 2018 to 2022 total to over thirty-nine thousand college degrees. Furthermore, people got associate degrees offered by BCTC and degrees from other local colleges. Fayette County Public Schools reported a graduation rate of 89% which translated to about forty thousand students a year. Fayette County Public Schools also offers Career and Technical Education (CTE) programs at three centers, Eastside Technical Center, Locust

Trace AgriScience Center and Southside Technical Center. All these academic achievements provided for a significant number of new skilled and qualified people entering the workforce annually.

With such a large number of qualified people entering the workforce, Lexington had only an increase of 16,454 jobs over that same time span. Some of those graduates found jobs in their career fields in Lexington, others were lured away for various reasons. The reasons for leaving Lexington for other job markets included: few job openings in their fields, the degrees do not match the job demand, and competitive compensation rates. According to the Bureau of Labor Statistics, of the twenty-three major occupational groups, Lexington ties or ranks better than the national average in only twelve categories. The pay gap followed the same trend, Lexington workers had an average hourly wage of about 14% below the national average with only one category, production, better than the national average.

The academic institutions are working on recruiting students and talent from across the state, nation and even the world. A good example of this is The James W. Stuckert Career Center at University of Kentucky. It has a main office and three satellite offices: Engineering College, Business School, and College of Agriculture, Food, and Environment. The career center is making efforts to recruit college students during junior and senior years of high school. It offers students advise to help them pick a major and finish a degree in a timely manner; provide student internships and co-op opportunities; and hold several large job fairs in the fall, plus several smaller ones throughout the year.

Working closely with academic institutions to match trends in college degrees to the job market trends reveals insights into the jobs that are available. These industries should be promoted to encourage more college graduates to remain in Lexington. In 2022, Forbes’ ranked The University of Kentucky fifth on the "Best Employers for New Graduates" list. As the largest employer in Lexington, collaborating with UK to work on ways to retain new graduates can expand the labor market that will have a positive overall effect on Fayette County.

PROSPERITY POLICY #9

RECRUIT PROFESSIONAL SERVICES THAT UTILIZE VACANT OFFICE SPACE.

Several industry professionals in Lexington have indicated a surplus of vacant professional office space. Reviewing NAI Isaac’s 2022 Market Report,

the vacancy rate for office space in Lexington is around 12%. Lexington has approximately 12.1 million square feet of office space, with almost 1.5 million square feet of available space throughout the urban service area. In addition to the existing office spaces, new construction of office space has slowed down. Only 343,000 square feet developed overall since 2017, including roughly 30,000 square feet delivered since the start of the pandemic in 2020. The pandemic emptied offices not just in Lexington but around the world. Many more office spaces will remain empty as more employees demand to work from home.

“For the past four years, we have seen a steady decline in the demand for office spaces, aggravated by Covid-19, and this trend is ongoing. While office vacancy rates started to rise before the pandemic, remote and hybrid work, layoffs, and higher interest rates further increased office space availability in the market. Overall, the office vacancy rate has risen by 3% since 2019 (NationalAssociationofRealtors).”

Despite the pandemic’s impacts on office usage, the citywide office vacancy rate has remained relatively stable over the course of the last five years, and office rents have decreased only slightly at a CAGR of -5% from $17.50 per square foot in 2019 to $14.89 per square foot in 2022 (Imagine New Circle).

Utilizing these available office spaces will require moving away from the traditional ways we view office space, which will involve reviewing and updating the zoning ordinances. These spaces can be transformed or

repurposed to more vibrant and welcoming spaces. Lexington should look to find new types of smart uses for these spaces that are both updated and competitive to boost the economy and workforce. Vacant offices can be programed as shared spaces, reimagined as community or recreational spaces, or the square footage could be modified to other uses that might be complementary to the existing businesses. The options are endless and can be successfully accomplished by approaching the use of available space from a long-range plan and avoiding knee jerk reactions to the recent trends.

PROSPERITY POLICY #9 PLACEBUILDER CRITERIA

• C-PS9-1: Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

PROSPERITY POLICY #10

ENCOURAGE FLEXIBLE PARKING & SHARED PARKING ARRANGEMENTS.

Parking demands operate on a peak and off-peak schedule depending on related land use. While the recently adopted regulatory changes mitigate many of the environmental impacts of parking, next steps include making better use of the abundance of parking that is currently available. Shared parking is a development strategy that optimizes parking capacity by allowing complementary land uses to share spaces, rather than producing separate spaces for separate uses. By taking advantage of distinct but complementary land use patterns, such as office uses which do not traditionally utilize parking lots in the evenings and on weekends, and residential land uses, which are generally utilize parking during the evenings, Lexington can better satisfy the needs of residents and commuters without increasing parking supply.

Shared or flexible parking with adjacent users may offer opportunities to better streamline maintenance costs, provided that the operational challenges of sharing such a critical resource can be alleviated. Future changes in mobility decisions, including driverless cars and mass transit, may alleviate this problem altogether; but for now, shared and flexible parking should be encouraged. Continued development of autonomous vehicle policies throughout the next few years should lead to further zoning ordinance text changes to reflect the evolving market for that technology.

PROSPERITY POLICY #10 PLACEBUILDER CRITERIA

• C-PS10-1: Flexible parking and shared parking arrangements should be utilized.

• C-PS10-2: Over-parking of new developments should be avoided.

PROSPERITY POLICY #11

EXPAND JOB OPPORTUNITIES THROUGH EDUCATION & TRAINING TO RETAIN EXISTING BUSINESSES & ATTRACT NEW ONES.

One of Bluegrass Community and Technical College’s (BCTC) 53 programs of study is an Advanced Manufacturing Technician program, which prepares students for high-wage, high-demand manufacturing maintenance technician jobs. These students work part-time for their sponsoring employers, taking classes two days a week in mechanics, robotics, electricity, fabrication, and fluid power. Upon completion, they graduate with an Associate in Applied Science degree in less than two years. BCTC also has a Computerized Manufacturing and Machining program.

Some students may qualify for completely free tuition in the Work Ready Scholarship program, where they can receive training for a higher paying, indemand job in four months or less, tuition-free. The Kentucky Community and Technical College System has over 80 such programs, and BCTC has Work Ready programs in Advanced Manufacturing (39 programs), Business and IT (31 programs), Construction (21 programs), Healthcare (22 programs), and Transportation and Logistics (3 programs), available for qualifying students. Educational and training opportunities like these should be expanded upon to maximize their impact. New programs and ideas should be developed to continue to grow the talented workforce so many employers are seeking.

PROSPERITY POLICY #12

IMPLEMENT THE LEGACY BUSINESS PARK MASTER PLAN FOR THE 250 ACRES OF PUBLICLY - CONTROLLED ECONOMIC DEVELOPMENT LAND AT COLDSTREAM RESEARCH CAMPUS.

Ownership of the 200 acre Legacy Business Park site was transferred from the University of Kentucky (UK) to the LFUCG in July 2022 in accordance with a Memorandum of Understanding that provided a total of 250 acres of land to the City for economic development purposes. The site, located southeast of the intersection of I-64 and Georgetown Road, has been rezoned to a restricted I-1 zone and will support approximately 1 million square feet of industrial uses that will create more than 2,000 jobs. The master plan for Legacy Business Park is complete, and provides significant open space amenities and connections to the Legacy Trail, with approximately 135 net acres for industrial development. The City has invested $9.5 million in ARPA funds towards Phase I infrastructure installation, which is currently in the

design phase. Groundbreaking for Phase I improvements is expected in late fall of 2023.

PROSPERITY POLICY #13

PROMOTE INCREASING THE SUPPLY OF FARM WORKERS, & THE AVAILABILITY & AFFORDABILITY OF USING AGRICULTURAL TECHNOLOGY, & AGRICULTURAL EQUIPMENT.

According to a 2017 report by Lynn Roche Phillips, PhD., AICP, and Priyanka Ghosh, PhD., University of Kentucky, Department of Geography, titled “Rural Land Use Inventory, Fayette County, Kentucky,” Lexington is utilizing 108,248 acres, or 86% of its Rural Service Area for agriculture. Having adequately trained farm labor is crucial to continuing the success of this important part of Lexington’s overall economy. Nationwide there are two jobs in agriculture for every new agriculture job seeker. Hiring has become increasingly difficult, and while there is increasing reliance on new agricultural technology, there is both a need for skilled, trained workers to operate the equipment, and a need

for skilled farm workers conducting manual farm labor. Larger operations are more likely to use agricultural technology due to the cost of the equipment, whereas smaller or specialized operations rely more on skilled manual farm labor.

Examples of efforts to increase the supply of farm workers that could be done locally (some presently undertaken), would be to recruit and retain seasonal/ temporary farmworkers from students enrolled or graduating from Locust Trace AgriScience Center, UK College of Agriculture, KYSU College of Agriculture, and other agriculture related education and training programs throughout the United States. The proximity of Kentucky’s land grant institutions, the University of Kentucky and Kentucky State University, provides the area with well trained and educated potential employees that can increase Lexington’s agricultural productivity.

Another possible source may be second-entry workers trying to re-establish their lives during or following rehabilitation from addiction. There are also farm therapy programs for military veterans who have struggled with posttraumatic stress disorder from their service. Examples of such programs are the West Virginia Veterans and Heroes to Agriculture program through the

WV state agriculture department, where veterans learn about Ag practices to harvest crops and grow food. Such a program in Lexington would be a positive, as it is the location of one of the two Veteran Centers in Kentucky.

Additionally, though not universally applicable due to costs, agricultural technology and equipment could be an answer to a shortage of farm workers for some types of farms. Programs and agencies that provide financial assistance to farms in acquiring technology and equipment should be promoted. Coordination with the Fayette County Extension Office, as well as various local non-profits, can introduce and train farmworkers in emerging agricultural technology and agricultural equipment which can increase productivity and provide for a more sustainable and resilient local food network.

In collaboration with and taking advantage of the trained professionals from Kentucky’s nearby Land Grant Universities, the City should look at ways to promote the continued development of agricultural technology, or Agritech, to become a hub or leader for both the State and the Country. Agritech is the use of technology in agriculture with the aim of improving yield, efficiency and profitability. It includes products, services, and applications that improve various input/output processes. It is innovations related to software/hardware, robotics, sensors, precision agriculture, big data, artificial intelligence, stateof-the-art equipment and related technologies that support the farms of the future. Creating a designated program for the research and development of Agritech will put Lexington on the cutting edge and can further support local agricultural industry.

PROSPERITY POLICY #14

ENABLE EXISTING AND NEW NEIGHBORHOODS TO FLOURISH THROUGH IMPROVED REGULATION, EXPANDED OPPORTUNITIES FOR NEIGHBORHOOD CHARACTER PRESERVATION, AND PUBLIC COMMITMENT TO EXPAND OPTIONS FOR MIXED - USE AND MIXED - TYPE HOUSING THROUGHOUT LEXINGTON - FAYETTE COUNTY.

Homeownership within the United States has long been the gold standard of accessing intergenerational wealth, as well as access to safety and security over the course of an individual’s life. Multiyear research indicates that there is a correlation between homeownership and increased graduation rates, economic stability, and overall health benefits (Yun & Evangelou 2016). Over the course of the last five years, there has been a tremendous shift in the cost of home ownership, as well as rental housing throughout the United States

and, more specifically, in Fayette County. Since 2018, the average median sale price of a home in Fayette County has increased by approximately $96,000 (Redfin 2023), and the monthly median gross rent between 2017 and 2021 increased by $196. The dual increases in cost have both burdened Lexington’s population, which has not experienced the same increase in wages. Additionally, the increase in rent prices make saving for homeownership difficult, while the simultaneous increase in median sales price can disqualify many from entering into the market all together.

The cost of housing has resulted in discussion and an oft utilized talking point that those who cannot find housing opportunities in Lexington, due to the high cost of purchasing a home in Fayette County, will seek opportunities in nearby neighboring counties. Whereas that might have been true in the past, the data does not fully support such assumptions currently. The five year average median sale price for housing in neighboring Scott County and Woodford County are greater than that of Fayette County, and the median sale price for Jessamine County is less than 2% of the cost of housing in Fayette County (Redfin 2023). For those working in Fayette County and owning in neighboring counties, the annual transportation costs (fuel, maintenance, etc.) quickly diminishes many of the cost savings that would be gained from moving to surrounding communities.

The realities of the rental and ownership market, which are the result of governmental and private restrictions on the market, the cost of construction and materials, and the lack of government oversight, results in the need to include new forms of housing, that offer smaller square footages and differing models of ownership. While the historical process of homeownership typically began with the purchase of small, single family detached homes, the competition for small residences is at an all-time high as those who have retired and have already secured equity are looking to downsize. The market competition. coupled with the builder focus on larger homes, so to maximize profit during a turbulent construction market, forces new buyers to either over-burden themselves or stay out of the market. Through the inclusion of new housing types, like cottage houses and garden apartments, and the promotion of new ownership regimes, like land trusts and community ownership agreements, the costs for construction can be lessened and the land ownership costs can be relieved. Any addition of new housing types and ownership regimes will also take education and inclusion of the banking industry or other financial institutions.

Additionally, it is not enough to promote the development of new housing types and ownership regimes, it is also essential to review the restrictive regulations within Fayette County. Without modification of the regulations

within Lexington, change will not be achievable. It is illegal to build anything other than single family detached homes in greater than 57% of the Urban Service Area. The impact of this regulatory restriction is that those who are making less than $61,000 dollars are often unable to enter the housing market without being burdened and needing to make cuts to other essentials. Changes to the regulations should include review of the current ADU ordinance, increased opportunities for missing middle housing, modification of lot sizes and setbacks, and density bonuses for affordable housing across all zones. In addition to local regulation changes, Lexington, in association with surrounding communities and development advocates, should advocate for a review of the state building codes to allow for more efficient construction methods and variable housing types.

PROSPERITY POLICY #15

COLLABORATE WITH DEVELOPERS, COMMERCIAL ENTITIES, AND NON - PROFITS TO ELIMINATE FOOD DESERTS THROUGHOUT THE COUNTY AND ENSURE THAT ALL RESIDENTS HAVE EASY ACCESS TO AFFORDABLE AND NUTRITIOUS FOOD.

With the unanimous passing of the Market Garden ZOTA by the LFUCG City Council, it is now easier for community gardens to sell their produce on site. This has been a positive step towards combating food deserts. According

to the USDA, food deserts are areas where people have limited access to a variety of healthy and affordable food. The issue of food deserts arises from the lack of grocery stores, farmers’ markets, and healthy food providers in certain areas. Lexington is not immune to growing populations suffering from food deserts. The U.S. Department of Agriculture’s website titled Food Access Research Atlas displays the food deserts.

Following a recommendation made in late 2020 by the Mayor’s Commission for Racial Justice and Equality, Fayette County has placed more emphasis on improving food access and healthy food options. As policymakers consider interventions to increase food access, it is important to understand the characteristics associated with these areas, such as income, vehicle availability, and access to public transportation.

Ongoing strategies to eliminate food deserts in Lexington is a collective effort. Different organizations are taking different approaches to this issue. Seedleaf is a nonprofit organization that serves its neighborhoods by developing a network of community gardens throughout Lexington especially in food deserts. Seedleaf is reconnecting people with their food, the soil, and each other. Currently Seedleaf's biggest garden is London Ferrill Community Garden located on Third Street. This space features both free u-pick areas and individual plots. Utilizing long term vacant lots for food is an idea that is easy to adopt as a policy.

God’s Pantry Food Bank has opened a pantry inside the Northside Branch of the Lexington Public Library, where people can look around and take home the food that they need. The food bank is open to the public Monday through Friday. According to God’s Pantry, one in six people in central and eastern Kentucky don’t know where their next meal will come from. Public buildings are considered community assets and setting up spaces like God’s Pantry did can expand this program to further reduce the distance to fresh food. This same idea can apply to parking lots on weekend or after hours.

In Louisville, The Kroger Company's "Zero Hunger Mobile Market" aims to make a difference for people who live in some Louisville neighborhoods. The Zero Hunger Mobile Market is a single-aisle grocery store on wheels. The Mobile Market visits neighborhoods that have limited or no access to fresh fruits, vegetables, and other nutritious foods. For the fiscal year 20222023, the mayor allotted $260,000 for a new mobile food grocery store for neighborhoods that have limited access to food. This is an example of how incentive programs for eligible groups to partner with other groups, including farmers’ markets, community-supported agriculture programs, or retail food stores participating in SNAP can help.

As Lexington’s population grows, finding smart ways to tackle food deserts should be a priority, including the creation of incentives, and infrastructure investments to connect neighborhoods to these necessities. As this is worked out, there are locations that can be used to set up farmers markets, community gardens, or mobile markets. Guidelines and incentives on how to make these feasible should be considered for the long-term benefits.

PROSPERITY POLICY #15 PLACEBUILDER CRITERIA

• C-PS15-1: Improve options for affordable and nutritious food where not currently available.

PROSPERITY POLICY #16

CREATE A CENTRAL COORDINATING FUNCTION FOR ALL SOCIAL SERVICES IN THE COUNTY, INCLUDING NON - PROFIT, FAITH - BASED, AND GOVERNMENTAL SERVICES.

Recent economic, food, and housing insecurity has forced many communities throughout the United States to acknowledge a long history of social and economic inequities. Social strife has an impact across all of Lexington and it is the responsibility of the City to plan the most for those with the least. Lexington’s Department of Housing Advocacy and Community Development has worked to establish programs and assistance for residents throughout the community. Housed within this Department are the Divisions of Affordable Housing, Community and Resident Services, and Homelessness Prevention and Intervention. Each of these Divisions works to provide services to the community for those in need.

In addition to the programs housed within the Urban County Government, there are numerous non-profit and faith-based services picking up where the government is unable. These organizations range in the target population and can be more direct in the aid that they provide at a person to person level. While the government and the non-governmental organizations overlap in the approach and interact routinely, for a robust response to the needs of community members, a central coordination of social services in the county can be beneficial.

THEME D. IMPROVING A DESIRABLE COMMUNITY.

INTRO

Developing a more desirable community for current and future residents requires new policies and continued efforts that build upon the work that Lexington has done in the past. It requires raising the bar on both the public and private sector to deliver ever better and more equitable outcomes. Lexington residents have come to expect a community that continually seeks to raise the standard of living, through comprehensive planning policies that address community wants and needs. That is both the burden and the benefit of being a progressive leader in urban planning since the 1950’s.

How Lexington chooses to raise the bar is an important statement about the values of the community. Through numerous public input processes, Lexingtonians have made it clear that they want more places and ways to connect with each other. They seek more areas for social interaction that acknowledge the history of the City, while also setting a tone for the creation of new places that embrace what Lexington can be. As the global retail economy and workplace environment shift, and spaces are being reassessed and reconfigured, it is vital that the City ensures community preferences are considered and addressed. Through the implementation of the following pillars and policies, Lexington will continue to build a community that meets the needs and expectations of residents and attracts new residents, which is critical to the sustained economic growth that the City has experienced over the course of the last 65 years.

As the population of Lexington continues to grow, policies must ensure that historically marginalized and vulnerable residents are not left behind. Lexington, like many cities throughout the United States, has long grown in ways that more greatly benefit those with economic means, as represented by the prevalence of single-family residential zoning and disconnected areas that require a single-occupancy vehicle to access jobs, services, and necessities. Public input clearly indicates a need to move away from traditional suburban expansion that plans for the movement of cars rather than people, and shift to a model that supports more connectivity and human-scale development. The following pillars, Connectivity, Placemaking, and Support, provide the framework for public facilities that form the foundation for the development of a desirable community.

WHERE ARE WE NOW?

The path to a desirable community is and will always be an ongoing endeavor. Lexington is continually looking to improve the quality of life for its residents. While there are best practices that apply across communities, Lexington’s unique environmental, natural, and cultural constraints, restrict the traditional onward march of suburban expansion that other cities enact. These very qualities that make Lexington a planning and public policy challenge, are also what make it a unique and special place, one that enhances the lives of current residents and draws visitors and potential future residents. Those challenges and constraints are also opportunities for innovation. They lend urgency to the need to be progressive and innovative in our solutions, and call for leadership and vision by appointed and elected officials to implement those solutions.

Connecting people by creating opportunities for Lexington’s citizens to interact with each other through better transportation infrastructure is a fundamental way to improve the overall community. A great effort has already

been expended to build robust trail systems for pedestrians and bicyclists. The dividends are realized through national attention and rankings in various livability categories. Since the adoption of the 2018 Comprehensive Plan, the City completed the Legacy Trail, and completed significant portions of the Town Branch Trail. These portions include the Town Branch Commons, a linear park that extends from Rupp Arena to the Isaac Murphy Burns Memorial Art Garden, located intersection of the Legacy Trail located, E. Third Street and Midland Avenue / Winchester Road. Despite the establishment of these trails, greater connectivity is needed to ensure that we are providing a robust transportation system that provides options and serve all Lexington residents.

In addition to the enhancement of the transportation network, Lexington has been focused on providing meaningful and economically viable places. While social interaction, the base of placemaking, was hindered during the COVID-19 pandemic, the City, businesses, and neighborhoods made it a priority to make safe space for social interaction. During the period of uncertainty, the City and local businesses turned their attention to the outdoor realm. Parking lots were no longer just places to store vehicles, but became outdoor cafes and restaurants. The relaxing of regulations for the provision of parking and the utilization of the public streetscape allowed for the community to realize that mobility, access, and interaction can occur outside of cars, stores, and restaurants. This realization lead to regulation changes to the City’s Code of Ordinances to allow outdoor dining and retail, as well as the modification of the Zoning Ordinance to eliminate parking minimums. The elimination of parking minimums can have a tremendous impact by allowing for new businesses and residential opportunities in the community with a people first orientation, while also mitigating the negative impacts of large parking lots.

The concentration on people and the support for all members of the Lexington community was also a policy emphasis over the last five years. During periods of social, political, and economic uncertainty, those who are the most vulnerable bear the brunt of that uncertainty. Since the adoption of the 2018 Comprehensive Plan, the City was forced to reflect and act to protect the most vulnerable members of the community and continue to create a desirable community for all. School systems needed to innovate new ways of learning, the City was forced to acknowledge historical racial bias and seek new solutions, and the needs of economically uncertain populations were acknowledged and reforms to supportive systems were modified to provide a more comprehensive safety net for Lexington’s most vulnerable.

The following pillars, Connectivity, Placemaking, and Support, as well as the associated policies, will guide the next twenty years of change within Lexington to continue to create a more desirable community.

VISION FOR COMMUNITY.

connectivity placemaking support

PILLARS & POLICIES

PILLAR I CONNECTIVITY

Designing a connected street system is essential to improving the livability of a city on a number of fronts. While many residents feel that traffic is a concern, Lexington commute times are over 20% lower than the national average, according to the U.S. Census Bureau. Lexington’s relatively low commute times have not been by accident. Lexington's high quality of life has been achieved through a land use planning framework, focused on connectivity and policies that contain sprawl. Despite the compact design of the community and an emphasis on best practice solutions, Lexington has averaged 32 traffic fatalities, with another 153 serious or life-threatening injuries, each year since 2012. Residents and policymakers alike have agreed that anything greater than zero is unacceptable and have expressed frustration over the lack of progress on significantly reducing these numbers. As such, Imagine Lexington organizes the connectivity pillar around three central ideas:

1. Appropriate transportation infrastructure should be dependent upon what place-type is desired, and the intended uses and users.

2. The public realm should be designed so that all potential users can access important regional destinations comfortably and in a reasonable amount of time.

3. The transportation network should be created in ways that eliminate traffic related fatalities and serious injuries by the year 2050.

The linkage between land use and transportation infrastructure has largely been reactive to shifts in transportation trends over the years. During early periods of development, a mixture of land uses was born out of necessity due to a lack of efficient and affordable transportation options. People needed to live in close proximity to places of employment and centers of commerce because it allowed them to a complete life within walking distance. This resulted in the creation of dense city centers and central business districts designed for, and centered around, people. The development of the streetcar began to increase the distance people could live from their jobs. The streetcar led to the creation of many of Lexington’s oldest suburban neighborhoods, like Penmoken Park and Southern Heights. While there were other smaller shifts in mobility patterns within urban environments, ultimately, the wide affordability and availability of the automobile dramatically changed how people moved, and shaped modern development.

The typical street design and development site layouts have largely been unchanged since the periods following World War II. Transportation networks and developments have been planned primarily with cars in mind, and little to no thought given to the people using the space. Imagine Lexington plans

POLICIES TO SUPPORT COMPLETE STREETS

to depart from this model and utilize a more multi-modal approach, which utilizes a design for all users, and incorporates a people-first perspective. To accomplish this realignment of priorities, the undeniable link between transportation and land use must be acknowledged. Good street design begets desirable land uses and active, vibrant spaces that add to quality of life. Well-designed streets become desirable spaces that provide better travel experiences for motorists, walkers, bicyclists and transit users. Elements, including street trees, landscaping, shade, lighting, building scale, building orientation, setbacks, and buffers from traffic, contribute to that design quality.

Adopt a Vision Zero Strategy

Bicycle Boulevard

Bikeway Facility Type

Context Sensitive Approach

Street type/Speed/Volume

• Local

• Residential collector

Shared Roadway

On-Street Bike Lane

• Local

• Commercial Main Street

• Identification signage and pavement markings

• 85th percentile speed <25 mph

• ADT <3000

• Crossing treatments at local streets, avenues and boulevards

• Works best on streets with speeds of 30 mph or lower. May be used on streets up to 35 mph

• Minimum placement of shared lane marking is 11 feet from curb where on-street parking is present (4 feet from edge of curb with no parking)

• Use access management and speed reduction tools to achieve desired motor vehicle volumes and speeds.

• Local

• Collector

• Commercial Main Street

• 6’- 7’ preferred bike lane width

• 5’ minimum bike lane width (when adjacent to parking)

• Shared lane markings pair well with Bikes May Use Full Lane (R4-11) signs.

• Modifications to signal timing help induce a bicyclefriendly travel speed for all users

Buffered Bike Lane

One-Way Separated Bike Lane

Two-Way Separated Bike Lane

• Collector

• Commercial Main Street

• Arterial

• 5’ minimum bicycle travel area

• 18” minimum buffer area

• Lane narrowing

• Travel lane reconfiguration

• Parking lane reconfiguration

• Lane narrowing

• Travel lane reconfiguration

• Parking lane reconfiguration

• Collector

• Commercial Main Street

• Arterial

• 7’ travel area

• 3’ or wider buffer

• 18” minimum buffer adjacent to travel lanes

• 3’ minimum buffer adjacent to parking lanes

• 12’ preferred operating width

• Collector

• Commercial Main Street

• Arterial

• 10’ minimum travel width (8’ width in constrained conditions)

• 3’ minimum buffer adjacent to parking lanes

• Lane narrowing

• Travel lane reconfiguration

• Parking lane reconfiguration

• Curb reconstruction

• Lane narrowing

• Travel lane reconfiguration

• Parking lane reconfiguration

• Curb reconstruction

Streets designed for cars alone do not create an environment conducive to other users. Roadways are designed for higher speeds, destinations are too far removed from any pedestrian access points, accesses to buildings are blocked by parking lots, crossing locations are often too spread out, and lighting is typically out of scale with pedestrians. Without a realignment of who is utilizing different spaces, the type of development will continue to be focused on the car.

At the most fundamental level, streets are public rights-of-way, and therefore are public spaces just like Lexington’s parks. They belong to everyone, not just automobile users, and must be made inviting to all users. Significant improvements can be made inexpensively and can be done in a timely manner. The responsibility for those improvements does not just fall on private development, but also on LFUCG to target and identify the parts of Lexington that are most in need of improvements. Large public projects that add sidewalks, incorporate trails, and connect our community for all should be prioritized.

Finally, it is important to remember that almost every person is, was, or will be a pedestrian. Not everyone is a driver. The cyclist is a pedestrian. The transit user is a pedestrian. The right-of-way elements need to create a street that serves all users. These are not additional or special design features, but are critical infrastructure to a community similar to pavement and curb inlets. Shifting the public thought processes about multi-modal infrastructure starts at the highest conceptual levels. No transportation element should be finalized without considering the full context of its application.

COMING FULL CIRCLE

Implementing a fully integrated street network is more than just connecting the streets. While that may be one critical element, it is much more. It requires a total commitment to connecting land use, desired place-types, the built environment, and all users with a complete transportation system. Imagine Lexington intends to direct policy in such a way that, over time, this approach becomes a natural and intuitive process. There are significant implementation steps required to get there that will take community, development industry, and political support to achieve.

CONNECTIVITY POLICY #1

STREET DESIGN SHOULD REFLECT & PROMOTE THE DESIRED PLACETYPE.

The recent changes to the Comprehensive Plan continue to build upon the policies developed in previous iterations, which incorporate a more dynamic and equitable outlook on urban planning. The shift away from a land use map represented a modern approach that allows for dynamic change that is in context to a place. This approach also acknowledges the historic structures of inequality that form the basis of land use maps, and allows innovation and infill associated with smart growth principles. The context of place necessitates a review of the urban form, including the street environment, the surrounding land uses, and current and potential transportation networks. By understanding the built context and incorporating the public wants, which overwhelmingly focused on safe and visible multi-modal streets, the City will be able to develop a more desirable community that meets the needs of all residents.

When designing or modifying a street, it is crucial to consider the current and potential future adjacent land uses for the site and block. Streets should not be singularly designed for automobile efficiency, but should give due consideration to the surrounding context, and the goals for the place-type where it is located. They should add to an area’s sense of place and promote the desired development patterns, rather than discourage them with designs that are out of scale and counterproductive to the preferred result. The health and safety of all users should always be considered.

Different land uses and development types generate varying amounts of vehicular traffic, onstreet parking, pedestrian traffic, and have different frontage and multi-modal needs. The land uses adjoining a street are integral to predicting the volume of multi-modal demand and the best allocation of right-of-way to support those needs. Consideration should be given to both existing and potential future land uses when reviewing development. Although many neighborhoods and corridors currently have auto-oriented land use patterns and site designs, the development of greater flexibility in mobility through the incorporation of multi-modal options in Lexington’s transportation system is intended to diversify access to housing, jobs, goods, and services over time. The focus on multi-modal transportation is designed to work in conjunction with infill and redevelopment efforts that emphasize a greater mix of uses, walkabilty, and transit-oriented development. As older and unimproved neighborhoods and corridors evolve over time, there must be a greater emphasis on creating opportunities for walkability, even in areas where the development of facilities is added piece by piece.

CONNECTIVITY POLICY #2

CREATE MULTI - MODAL STREETS THAT SATISFY ALL USER NEEDS AND PROVIDE EQUITABLE MULTI - MODAL ACCESS FOR THOSE WHO DO NOT DRIVE DUE TO AGE, DISABILITY, EXPENSE, OR CHOICE.

A safe, fully-connected multi-modal transportation system is not only about moving vehicles, but about moving people and goods, which supports the community by improving the quality of life for everyone. Achieving this goal requires all modes of transportation be considered equally during the design of rights-of-way. From the earliest stages of development, it should be acknowledged that all potential users of public roadways are entitled to safe and accessible transportation options, whether that be a bicyclist, a pedestrian, a transit user, a freight delivery vehicle, an automobile driver or some other user of that right-of-way.

Additionally, mobility, social interaction, and physical activity enhance the quality of life of children, the aging population, persons with disabilities, and low-income populations. The removal of barriers to independent travel reduces the need for more costly alternatives, such as paratransit, private transportation services, and ‘hazard’ busing for school students who live within a mile of schools, but do not have access to safe walking or biking routes. Accessibility to transportation options is an equity issue; designing streets for only one user group assumes that everyone has access to that specific mode of transportation. According to statistics from the American

Automobile Association, the average annual cost of owning and operating an automobile was $10,729 in 2022. Considering that the 2021 ACS Census Poverty Threshold estimate for a family of four in 2022 was $29,960, owning and operating one automobile minimally constitutes 36% of income for a family in poverty. As approximately 14% of Lexingtonians live at or below the Census defined poverty level, providing affordable transportation options is critical for this portion of our community to access essential services, as well as educational and employment opportunities. As a result, a multimodal approach to regional mobility is essential to the creation of a desirable community, because it allows people of all means and abilities to access viable and connected transportation opportunities.

A successful transportation network connects people to places. Many areas lack sufficient connections between public streets and building entrances. This inadequacy of development is contrary to the requirements of the Americans with Disabilities Act and can affect the ability of some residents’ independence. All new developments and modifications to existing facilities should be designed with these users in mind.

Some important considerations in addressing equity:

1. Streets should be designed in a manner that is safe, enjoyable, accessible and comfortable for ages 8-80 and those with limited mobility.

2. Design elements should be incorporated that enhance walkability and accessibility, which include sidewalks wide enough for two wheelchairs to pass each other, shade from street trees, and short, direct, connected routes.

3. Commercial and mixed-use areas should incorporate narrower streets lined with buildings that have little to no setback, frequent and safe crossings, pleasing furnishings, store fronts, pedestrian scale lighting, and buildings oriented toward and adjacent to the street and sidewalk.

4. Commercial, mixed-use and higher density residential areas should be connected to public transportation routes via ADA accessible facilities that lead to transit stops with appropriate shelter from the weather.

5. Horizontal and vertical scale should be proportioned to the pedestrian when designing streets.

Multimodal street scenario. Image courtesy of Alta Planning + Design.

6. The 2018 Bicycle and Pedestrian Master Plan should be utilized as a minimum starting point to inform the decision-making process on necessary transportation infrastructure.

In addition to equity considerations, the Centers for Disease Control has strongly advocated for improved multi-modal infrastructure, due to the over 100 studies that have shown the strong connection between obesity and automobile dependence. It is not the goal of Imagine Lexington to end car culture, but it is absolutely a goal that Lexington become known for its abundant transportation options that encourage safe, and healthy behaviors.

Changing behaviors does not happen simply because people know there is a healthier alternative. When each new development incorporates safe and convenient transportation options, and as-needed retrofits are completed, the multi-modal network becomes more robust and alternative forms of transportation become more attractive and viable. Providing convenient transit options and alternatives makes individual neighborhoods more desirable— and creating neighborhoods that are more desirable makes Lexington more attractive to employers and employees alike.

CONNECTIVITY POLICY #2 ACTION ITEMS

1. Implement Projects from the Lexington Area MPO Bike and Pedestrian Master Plan.

2. Implement Lexington’s Complete Street Policy.

CONNECTIVITY POLICY #2 PLACEBUILDER CRITERIA

• D-CO2-1: Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

• D-CO2-2: Development should comply with Lexington's Complete Streets Policy.

CONNECTIVITY POLICY #3

ENCOURAGE TRANSIT - ORIENTED DEVELOPMENT, INCREASE DENSITY ALONG MAJOR CORRIDORS, AND SUPPORT TRANSIT RIDERSHIP, THUS REDUCING VEHICLE MILES TRAVELED (VMT).

Transit-Oriented Development (TOD) refers to areas with high quality public transit services, good walkability, and compact, mixed land use. This type of development allows people to choose the best option for each trip: walking and cycling for local errands, convenient and comfortable public transit for travel along major urban corridors, and automobile travel to more dispersed destinations. People who live and work in such communities tend to own fewer vehicles, drive less, and rely more on alternative modes. According

to various different studies, TOD provides multiple health and environment benefits:

REDUCE TRAFFIC CONGESTION AND VEHICLE RELATED EMISSION:

People who live or work within TOD options drive 20-40% less and reduce greenhouse gas emissions by 2.5 to 3.7 tons annually per household.

REDUCE IMPERVIOUS SURFACE OCCUPIED FOR ROADWAY AND PARKING FACILITIES: TOD promotes a dense and walkable built environment that dissuades the expansion of roadway facilities and reduces the need for large portions of land dedicated to parking infrastructure.

CONSERVE ENERGY AND REDUCE ENERGY - GENERATING EMISSION: Compact design that integrates mixed-use development can reduce overall energy consumption and driving by up to 85%.

STRENGTHEN TRANSIT SYSTEM: Neighborhood patterns and transportation go hand in hand. TOD with well-designed developments that blend land uses and promote alternative infrastructure will encourage residents to use mass transit and stabilize transit ridership, thus reducing transportation cost to families and negative impacts on the environment.

SUPPORT HEALTHY LIFESTYLES: Transit users are 3.5 times more likely to achieve and exceed the target amount of walking per day, as opposed to people who do not use transit on a particular day.

IMPROVE SAFETY: Residents within proximity to TOD have about a quarter of the per-capita traffic fatality rate compared to residents of automobile dependent sprawl, taking into account all traffic deaths, including pedestrians and transit passengers.

There are also many other neighborhood, community and economic benefits of TOD, which are explored in the other related Themes and Policies of Imagine Lexington. While this is particularly true along our corridors, it is also important to realize the cascading benefits of locating TOD within the Infill and Development area.

CONNECTIVITY POLICY #3 PLACEBUILDER CRITERIA

• D-CO3-1: Development should increase density and access to transit.

CONNECTIVITY POLICY #4

DESIGN STREET NETWORKS THAT PROVIDE ALTERNATIVE ROUTE OPTIONS AND REDUCE TRAFFIC CONGESTION.

Public surveys consistently identify traffic congestion as a major perceived concern in Lexington. While there are periods of slower traffic within the community, these are typical within economically vibrant city during peak hours of travel. Additionally, there is often insufficient understanding by the public regarding the function of roadways and how a more connected street network could help alleviate traffic congestion throughout the community.

Within disconnected street networks, traffic is concentrated along major roads because there are no alternative routes for commuters. Additionally, the lack of internal circulation between or within many developments forces drivers onto busy arterial intersections to travel short distances. Alternatively, well-connected streets provide direct, continuous routes and multiple route options, which are proven to effectively reduce roadway congestion. Connectivity also reduces response times for emergency vehicles and improves access and efficiency for transit, school buses, and service vehicles, including solid waste trucks and street sweepers.

When traffic is concentrated to fewer roads, the typical strategy for alleviating congestion is to widen the roadway and add lanes to accommodate the greater volumes of traffic. Wider streets encourage faster speeds, especially outside of the morning and evening peak travel periods. There is a direct correlation between increased road widths and increased speeds and collisions. Wider and faster roadways are more dangerous for all users, especially for pedestrians or bicyclists, as crossing a wider street can be difficult. According to Earnst and Shoup more than 50% of pedestrians killed in 2007 and 2008 were on wide roadways.

Instead of wider streets with multiple lanes, roadway capacity should be increased by providing multiple, smaller parallel streets. With a more connected street network, traffic will be dispersed along alternative routes, and the demand for wider streets will lessen. This will also promote safer solutions for all users and reduce collisions.

For the above reasons, and in order to lessen traffic congestion and make Lexington’s street network safer for all modes of transportation, dead-end streets and culs-de-sac should be discouraged except where connections are not topographically or environmentally feasible. In places where connections are not feasible for topographic reasons, safe non-vehicular access should still be provided.

CONNECTIVITY POLICY#4 ACTION ITEMS

1. Review the use and regulation of access easements.

CONNECTIVITY POLICY #4 PLACEBUILDER CRITERIA

• D-CO4-1: Dead-end streets and cul-de-sacs should be discouraged.

• D-CO4-2: Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

• D-CO4-3: Street pattern and design should consider site topography and minimize grading where possible.

EXAMPLES OF TRAFFIC CALMING DEVICES:

Source:UrbanStreetDesignGuide,NationalAssociationofCityTransportationOfficials

Chicanes: curb extensions that add curve in the road; provide more public space & slow down traffic

Narrower lanes: provide traffic calming effect & allow for space for all user needs (bike lanes, sidewalk, etc.)

Gateway: curb extension at the entrance of a low speed street that helps indicate transition to incoming cars

Speed hump: slow speeds on low volume, low speed roads. Reduce speeds to 15-20 mph.

CONNECTIVITY POLICY #5

STREETS SHOULD BE DESIGNED FOR THE DESIRED SPEED, USING BUILT - IN TRAFFIC CALMING MEASURES SUCH AS ROUNDABOUTS, NARROWER STREET WIDTHS, CHICANES, MEDIANS, ETC.

In Lexington, speeding is a common complaint, particularly for those streets classified as arterials or collectors. These roadways, which are wider by design to address perceived congestion during the peak hours of traffic in the mornings and evenings, create faster vehicle speeds during other times of the day. These greater speeds occur regardless of the posted speed limit due to the driver’s perception of a wide open space. The perception of congestion notwithstanding, a publication by Rosén and Sander indicates that the most efficient speed to move the greatest volume of vehicles in urban environments is between 25 and 35 miles per hour (mph). However, nearly all arterial streets within Lexington have a posted speed limit of at least 35 mph, with many posted at 55 mph.

Reductions in vehicle speed significantly decrease injuries and fatalities for both vehicular and non-vehicular users alike. A study developed by Kröyer indicates that each 1-mph reduction in average traffic speed reduces vehicle collision rates by 3 to 6 percent. Additionally, studies have shown that 80 percent of pedestrians struck by a car going 40 mph will suffer a fatality, while at 30 mph, the likelihood of death is reduced to 40 percent. At 20 mph, that figure drops to just 5 percent, illustrating the importance vehicle speed plays in pedestrian safety. The likelihood of a pedestrian collision occurring at lower speeds is also reduced due to shorter braking distances.

In contrast to what has been built in the past, streets should be designed so that bicyclists, pedestrians, mass transit riders and other users feel comfortable and encouraged to freely utilize Lexington’s transportation network. This can be accomplished through lessening speeds and the appropriate use of traffic calming features, such as roundabouts, medians, street trees, chicanes, reduced building setbacks, shorter block lengths, and narrower street widths. Rather than addressing Lexington’s roadways after the fact, designs should be initiated at the development and planning phase to create the appropriate street width to restrict vehicle speed. Employing traffic calming techniques, such as those previously mentioned, increases motorists’ attentiveness to the surrounding context, and, if considered early in the design process, they carry the additional benefit of eliminating the need for costly traffic calming retrofits.

CONNECTIVITY POLICY #5 PLACEBUILDER CRITERIA

• D-CO5-1: Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

CONNECTIVITY POLICY #6

DEVELOP A MULTI - MODAL TRANSPORTATION NETWORK AND INFRASTRUCTURE; SEEK COLLABORATION WITH REGIONAL TRANSIT PARTNERS FOR THE COMMUTING PUBLIC.

When people decide how to get from one point to another, it is very important to provide them safe and competitive options. According to walkscore.com, Lexington has an average walk score of 34, indicating a community that is car-dependent, where most errands require a car; a transit score of 27, demonstrating that only a few nearby public transportation options exist; and a bike score of 46, which falls within the lowest range, meaning Lexington is only somewhat bikeable, with minimal bike infrastructure.

Vehicles (or mobile sources) are also a significant contributor to urban air pollution. Technology in the form of cleaner vehicles and cleaner fuels will continue to reduce vehicle pollution, but more people living in an area

generally equates to more vehicles on the road. Recent national trends show a decrease in personal vehicle miles of travel per person, and it is likely that this trend will continue. However, the population is also increasing, and the economy is entering a period of growth. Thus, it is anticipated that overall travel demand will continue to grow. If the community does not meet this increased demand in an efficient and multimodal manner, additional congestion may ensue, potentially compromising air quality.

From the public input analysis of the Lexington Area Bicycle and Pedestrian Master Plan, results show more than 60% of Lexington residents are interested in biking, but are concerned about using bicycles in the urban area. People report that biking seems difficult and dangerous, due to driver behaviors, such as speeding, inattention, failure to yield at intersections, etc. Most people think biking is important for transportation and recreation, and they praised projects like Legacy Trail and the Town Branch Trail.

Mass transit options should be competitive in terms of economic value, comfort level and time consumption. Transit parking facilities, development within walking distance and pedestrian accessibility to transit stops are some of the tools to encourage people to take advantage of the mass transit option for commuting.

Regional commuting tools have great potential to expand those options, and additional organizations to collaborate on regional commuting should be explored. Lexington is a major employment hub for the Bluegrass area. Estimates from the 2023 Kentucky Commuting Patterns Report indicate that 51% of Lexington workers live outside of Fayette County and commute into Lexington every day, while 49% are employed and live in Lexington. Commutes into and out of Fayette County primarily take place along the major arterial roadways. As population and employment growth continues into the future, these major arterials will continue to serve these commuting patterns at the regional level. Recent data shows Lexington workers still rely highly on single-occupant vehicle driving. The infrastructure for multi-modal commuting is in the MPO plan of the 2040 Metropolitan Transportation Plan.

Developers and employers should explore options to provide priority parking spaces for car-share vehicles, design for safe and easy ingress/ egress during peak hours, and provide shuttles for residents to and from transit stops. New transit stop shelters should be designed with improved user comfort, such as clean, durable and comfortable seating, weather protection, and police signs to avoid illegal behaviors.

CONNECTIVITY POLICY #7

PLAN FOR THE LONG - TERM LAND USE AND TRANSPORTATION IMPACTS OF CONNECTED AND AUTONOMOUS VEHICLES (CAV).

Automakers are continuing to advance efforts to automate various aspects of the operations of motor vehicles. As of 2023, vehicles with certain aspects of automation are available through the marketplace, such as parallel parking or adaptive cruise control, but these vehicles still require most operations to be performed by the human driver. Fully autonomous vehicles, while still many years from being available within the marketplace, are nevertheless advancing rapidly and may be deployed in significant numbers by the 2045 planning horizon for Imagine Lexington.

There are a number of reasons why CAVs would be of significant benefit to Lexingtonians:

1. Safety - CAVs are expected to have a much lower crash history due to nearly instantaneous reaction times, a 100% compliance rate with traffic laws and no potential for distracted or impaired operations. As one of the central ideas of this pillar is to eliminate traffic related fatalities and serious injuries by 2050, CAVs could play a pivotal role in accomplishing this goal.

2. Enhanced Mobility and Accessibility - CAVs can provide new mobility options for the approximately 1/3rd of Lexingtonians that either cannot operate a motor vehicle due to legal reasons or physical limitations (i.e. blindness) or have chosen not to operate a motor vehicle by personal choice.

3. CAVs have the potential to improve traffic flow and reduce congestion. With their ability to communicate with each other and infrastructure, CAVs can optimize routes, adjust speeds, and coordinate movements, leading to more efficient and smooth traffic patterns. This can result in reduced travel times, fewer bottlenecks, and improved overall traffic management.

4. Parking Efficiency - CAVs can optimize parking with the ability to drop off passengers and park in less central locations. This can reduce the need for large parking lots in urban areas, freeing up land for other uses or green spaces.

5. Emergency Response - CAVs can enhance emergency response by enabling faster and more efficient routing of emergency vehicles. Through communication with traffic management systems, CAVs can be alerted to emergency vehicles approaching and make way

for them, helping to reduce response times and improve overall emergency services.

CAVs, however, have the potential to disrupt many aspects of transportation, land use and society in general. Below are some of the more significant disruptions which Lexington may need to consider:

1. Job Displacement – The introduction of CAVs may lead to job displacement in certain sectors, such as truck driving, taxi services, and delivery services. Autonomous vehicles could replace human drivers, impacting employment opportunities for many individuals. Lexington may need to consider strategies for retraining and workforce transition to mitigate the social and economic impacts of job displacement.

2. Equity and Accessibility – While CAVs have the potential to improve transportation accessibility, there is a risk of exacerbating existing inequities. Lexington should ensure that CAV deployment strategies prioritize equitable access for all communities, including underserved populations, people with disabilities, and low-income households. Addressing issues such as affordability and serving vulnerable populations should be a priority.

3. Economic Impacts – The introduction of CAVs can have broader economic impacts beyond job displacement. Lexington should consider the potential economic shifts and disruptions in various industries, such as parking and public transportation, and develop strategies to support businesses, promote innovation, and address potential economic inequalities.

Parking – While CAVs may be able to optimize parking, especially in areas with high demand, CAVs, since they will not operate continuously, will nevertheless require parking somewhere. Lexington will need to consider and collaborate with stakeholders regarding appropriate locations and facilities for these vehicles.

PILLAR II PLACEMAKING

Imagine Lexington is the evolution of Lexington’s policy based Comprehensive Plan, which eschews the traditional land use map, that is rooted in historic structures of inequality, in order to focus on creating quality places that are sustainable and accessible to all. The goal of Imagine Lexington is to turn the concept of placemaking into a fully fleshed-out set of principles that will clearly define future growth. Realizing these principles start with understanding that this concept is a fundamental shift in the way that development is conceived and implemented.

The concept of placemaking, or the process of creating quality places that people want to interact with for all facets of their lives, is not new. In many cases it came out of unguided development of communities in urban landscapes, but as the field of urban planning began to establish itself, an organized process of placemaking took root. These planning practices sought to create areas of activity with safe connections, a variety of uses, and different housing options. However, over time the process of creating places for people went out of fashion. From the mid-1940s through the 1990s, planners became less focused on people and became more focused on ensuring cars could access space with the least restriction on movement, as indicated by Thomas Sugrue’s work. This shift concentrated on the start and end points of vehicular travel, without much attention to everything inbetween. Practices often neglected to take into account people who were not able to access vehicles or were barred from areas that received the greatest attention of planners and lawmakers. This concentration on the start and end points of travel often resulted in the demolition of historical land uses and neighborhoods to make way for vehicular movement.

Over the course of the public outreach from the last two Comprehensive Plans in Lexington, there has been a demand to refocus efforts to provide equal consideration for a variety of forms of mobility, including the addition of more walkable pedestrian facilities, multi-use trails and pathways, and a safer vehicular system. Tied to comments made during the public outreach, and representative of a transition back to a more people-first urban form, is the need to create places that people can use and benefit from. However, when considering these changes and the reemergence of placemaking, the impact must not only target Lexington’s newest developments, but help reimagine our current landscape by reevaluating the policies and regulations that limit the creation of these desired places.

The process of placemaking does not simply rely on a ‘sense’ of place or an emotional response to a specific space. It has elements that can be defined and promoted through intentional design. Accessibility, visibility, and activation all act together to create a strong foundation for placemaking. Combined with

active community input and integration into the natural, social, and historical environments, we can create authentic places that are open to those who live in the community and are inviting to those visiting or seeking to move here.

The stiff competition for jobs and workers has cities around the world addressing what they can do to attract new residents and retain those already within the community. Those with the ability to choose where they live and work unquestionably elect to live in cities with high quality places that

they can afford. This is especially true of talented and in-demand individuals. Communities with quality places are an asset to businesses looking to locate in an area. From an economic development standpoint, developing quality places is critical to future economic growth and retention of a skilled workforce. Big demographic shifts drive the need for placemaking, as younger workers seek active urban centers with effective transit, while the aging population is looking for easy access to amenities that include activities.

While the basics of placemaking are well known, quality places rarely happen by accident. They often develop over time organically, as a result of numerous small, seemingly inconsequential decisions by residents and policymakers. Imagine Lexington seeks to accelerate that time-frame, and replicate the outcomes, through a carefully implemented placemaking process. The outcomes of this process are quality public and private spaces that complement each other in order to provide opportunities for social interaction.

As Lexington continues to develop places for people, recognition of the different types of placemaking is essential to creating inviting and interesting places. These types of placemaking were initially categorized by Ann Markusen and Anne Gadwa in the publication for the National Endowment for the Arts. Since the publication of this important document, practices have been expanded and implemented throughout the United States.

1. STANDARD PLACEMAKING

This is the catch-all term that covers the other three more specialized areas. Each type of placemaking requires projects and activities. It is the scope type of both of those keys that define the other types of placemaking.

2. TACTICAL PLACEMAKING

This type of placemaking involves a short-term commitment that can begin almost immediately by focusing on a public space. It includes a number of small, low cost projects that are used to build a constituency for more substantive placemaking projects.

3. CREATIVE PLACEMAKING

This type of placemaking is when different participants from the public, private, nonprofit, and community sectors strategically shape the physical and social character of an area around the arts and cultural activities. The focus of Creative Placemaking is to incorporate a more diverse group of people to collaborate and spark a dialogue regarding space. This iterative process can result in places that celebrate communities, and inspire future populations. This form of placemaking attempts to provide sustaining activity in underutilized public spaces.

4. STRATEGIC PLACEMAKING

This type of placemaking includes a comparatively small range of specialized projects and activities that must be pursued by the public, nonprofit, and private sectors for a period of 5 to 15 years. These are large projects targeted in downtowns and key nodes along major corridors. These projects are key to attracting talented workers over the long term and result in job retention and creation in the near term. Recent projects like the Town Branch Commons or the Town Branch Park are an example of strategic placemaking.

For any of the different types of placemaking to occur, the inclusion of and collaboration with the public at the earlier stages of project development will help create places that people will actually use. All forms of successful placemaking depend on broad citizen support and engagement in the design of projects and activities. The public should be at the forefront of developing quality places in their community, with their ideas and visions incorporated into the development plans or studies that will drive implementation by the private sector.

Intentional strategies in the creation of places for people have direct economic impacts on communities as well. There are countless examples of cities, including Lexington, that have shown the economic benefits that placemaking has within communities. It is clear that knowledge and creative-based jobs

follow talented workers. Highly-skilled and in-demand employees have the ability to pick where they want to live and then create new opportunities, which can attract new employers to the area. These studies also find that both people and jobs are attracted to natural and cultural amenities. The creation of places that reflect a community and allow them to grow are helpful at attracting new and retaining established populations.

While Lexington should always be looking to attract a wide array of employment opportunities, shifts in where people live compared to where people work have changed how cities must market themselves. While working remotely was already a trend, the COVID-19 pandemic accelerated the prevalence of working from home. This puts a greater emphasis on the need to develop more attractive and unique places. Cookie cutter designs or references to layouts that work in other cities are no longer what people are attracted to. Through the development of distinctive places focused on the local community and embracing people from different walks of life, Lexington will be better able to retain and attract its talented population.

PLACEMAKING POLICY #1

CREATE DEVELOPMENT STANDARDS AND BEST PRACTICES FOR LAND ADJACENT TO SHARED USE TRAILS AND TRAIL CORRIDORS.

Since the 2018 Comprehensive Plan, Lexington has consistently pursued the planning and construction of shared-use trail connections, aiming to improve connectivity and foster a strong sense of place throughout the community. A standout example of these efforts is the Town Branch Commons, a publicprivate park and trail system that traces the historic Town Branch Creek through downtown Lexington.

The Town Branch Commons corridor system offers uninterrupted bike and walking paths, native plantings, water quality bioswales, and convenient connections to both new and existing parks—including the future Town Branch Park. It effectively connects two of the city's major trails, the Town Branch Trail and the Legacy Trail, resulting in an impressive 22-mile stretch of continuous pathway that seamlessly integrates downtown with Lexington’s internationally renowned rural landscape.

Other notable trail projects underway include the Brighton Rail Trail connection from East Lexington into Downtown. This project will link the Brighton Trail in Hamburg to the Isaac Murphy Memorial Art Garden Trailhead in downtown Lexington, where the Town Branch and Legacy Trails meet. This project is currently in the research phase, continuing the city's efforts to address gaps

and create a trail network across Lexington.

In order to safeguard and prioritize Lexington's trail corridors as the overarching focal point of the community, it is essential to protect and promote the following critical elements, especially as future development takes place along these vibrant public spaces:

ZONING AND LAND USE REGULATIONS: Implementing zoning and land use regulations that promote mixed-use development and higher density along shared-use paths and trail corridors can encourage businesses, residential properties, and public amenities to locate in these areas. This approach allows for easier access and increased activity along the trails.

PLACEMAKING AND URBAN DESIGN: Establish development standards for existing and future development adjacent to trail corridors with attention to aesthetics, safety, and usability. Adjacent development should enhance trails by incorporating landscaping, public art, seating areas, and lighting. Development standards should include pedestrian entrances and active facades that face the trail, avoiding structures that turn their backs to it; define appropriate and inappropriate uses along the corridor, including guidelines for the location of back-of-house areas, dumpsters, and drivethrough facilities; and ensure access to surrounding open space and trail systems.

ACTIVE TRANSPORTATION INFRASTRUCTURE: Provide supporting infrastructure along the shared-use paths and trail corridors, such as bike racks, bike-sharing stations, and pedestrian-friendly amenities. These additions make the area more accessible and convenient, attracting both residents and visitors.

ACCESS MANAGEMENT: Vehicular crossings should be limited to maintain the safety and aesthetics of the trail.

TRANSIT INTEGRATION: Integrate shared-use paths and trail corridors with the public transportation systems. Providing convenient connections between trails and transit stops encourages more people to use both modes of transportation, making the areas surrounding the paths more attractive for development.

ECONOMIC DEVELOPMENT: Offer economic incentives to businesses and developers interested in locating along shared-use paths and trail corridors. This can include tax breaks, grants, or streamlined permitting processes to encourage investment and development. Study the direct economic impact of current and potential redevelopment along primary trail corridors, as well as the potential social and economic impact to the surrounding neighborhoods and downtown as a whole. This study should also explore incentive feasibility and policy changes that may assist and guide future development along corridors.

GREEN INFRASTRUCTURE: As trail corridors often follow streams, continue to make design and development decisions that work to improve the overall water quality and urban ecology of the surrounding properties. This is especially important for the Town Branch Commons water quality green infrastructure to help to maintain the performative landscape established in the Town Branch Commons Master Plan.

HISTORY & EDUCATION: Enhance the experience of trail corridors through ongoing way-finding and educational signage that highlights history along the trails as well as the surrounding neighborhoods, people, and public spaces.

MARKETING AND PROMOTION: Develop marketing campaigns to highlight the benefits of the shared-use paths and trail corridors, showcasing the opportunities for businesses and residents. Emphasize the connectivity, health benefits, and recreational opportunities that these pathways offer.

PLACEMAKING POLICY #1 ACTION ITEMS

1. Update the Zoning Ordinance and Land Subdivision Regulations to create development standards for land adjacent to shared-use trails and trail corridors.

PLACEMAKING POLICY #2

ACTIVATE BUILT AND NATURAL ENVIRONMENTS TO PROMOTE ECONOMIC DEVELOPMENT AND CREATE SAFER SPACES.

Part of a complete streets policy is to activate the ground floor of the built environment along public streets. This activation often slows vehicles, forces drivers to focus on the act of driving, and promotes a sense of walkability by creating inviting and interesting places. The sense of place that is created can promote economic development through development of different commercial opportunities, while also adding safety measures for pedestrians through natural surveillance or “eyes on the street.” While historically, the concept of eyes on the street safety was questioned and empirical studies were lacking, several recent studies by the University of Pennsylvania and the University of Illinois show the reduction of crime, specifically violent crime and theft, for areas that include active street frontages.

The same principles of street activation that are applied to the built environment must also be applied to our parks, greenways, and other natural areas. Many of these more naturalized environments have been disregarded or placed to the rear of properties in areas that have little to no accessibility and activity. The historical placement of these spaces creates two different issues. First, if a park or open space is situated to the rear of properties, access is often limited or there is a feeling that it is part of someone else’s property and a potential user is trespassing. This minimizes the utilization of community spaces and can ultimately result in property owners expanding into and coopting these public spaces, which can also negatively impact environmentally sensitive areas. Next, without public activity within community spaces, there is a higher potential for the degradation of these spaces, as well as the potential of crime or unsafe activities. The eyes on the street principles still apply when reviewing the development of parks, greenways, and naturalized areas.

In addition to visibility into and activity within parks, greenways, and other more natural areas, inclusion of focal points into these areas can add to the sense of place. Whether that is through the inclusion of playgrounds, public art, or interpretive signage (signs for species of plants, trees, etc.), the use of an active landscape can create more attractive spaces, while promoting public engagement and dissuading inappropriate activities. There are numerous

examples of parks and trails that utilize public art to activate these spaces and create a destination. Partnerships with the public and non-profit organization like LexArts and the Public Arts Commission can help integrate local artists in the placemaking processes for our built and naturalized environments.

PLACEMAKING POLICY #2 PLACEBUILDER CRITERIA

• D-PL2-1: Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

PLACEMAKING POLICY #3

ESTABLISH DESIGN STANDARDS FOR PLACEMAKING.

Having thoughtful design standards that are flexible and responsive to the diverse conditions of Lexington is an essential component of moving toward a community filled with inviting and interesting places that are memorable. Such standards are needed for the benefit of government projects involving public spaces, as well as for private entities striving to build quality developments on adjoining private lands. Without comprehensive standards that address both the public and private realms, even hard work and the best intentions will frequently not result in the high level of quality placemaking that the community expects and deserves.

Creating vibrant and inclusive public spaces requires the consideration of various design elements that promote diversity, equity, and accessibility. This involves designing accessible streets and walkways, fairly distributed green spaces, and stormwater management practices that benefit everyone. Additionally, fostering a diverse street life and art scene, celebrating cultural heritage and diversity through events and festivals, and providing accessible transportation options are crucial. In the private realm, designing buildings that cater to diverse communities, integrating mixed-use spaces, and promoting equitable access to housing and amenities are also essential for creating thriving and resilient communities. To achieve the best outcomes for public spaces, it is important for both public and private entities to work collaboratively towards common goals. Through public-private partnerships, diverse perspectives and expertise can be integrated to develop and maintain public spaces that serve the needs of all community members.

Historically, government regulations and policies relating to development have been fairly rigid and not responsive to diverse conditions. Also, in many instances there are conflicting goals between different arms of government that ultimately discourage, rather than encourage, the creation of unique

places. This discontinuity must change and regulations must be updated. These elements of change, which will likely require amendments to the Zoning Ordinance and Land Subdivision Regulations (and related regulations and policies), should be pursued with a high expectation of what needs to be accomplished as both public and private lands are developed.

While regulations must be modified to allow for placemaking to occur, without guidance on best practice, the development of desired places can be hampered. Having thoughtful and flexible design standards is essential to creating inviting and memorable public spaces that promote diversity, equity, and accessibility. Without comprehensive standards that address both public and private realms, even the best efforts and intentions may not result in the high-quality placemaking that communities expect and deserve. Collaboration between public and private entities is crucial to achieving the best outcomes for public spaces, and government regulations and policies need to be responsive to diverse conditions and goals. As both public and private lands are developed, amendments to the Zoning Ordinance and Land Subdivision Regulations should be pursued with a high expectation of creating thriving and resilient communities that serve the needs of all community members. By working together towards common goals, Lexington can create vibrant and inclusive public spaces that promote the wellbeing of all.

PLACEMAKING POLICY #4

CREATE QUALITY & USABLE OPEN SPACE FOR ALL DEVELOPMENTS.

Whether a commercial development, place of employment, or residential neighborhood, well-designed open spaces provide the physical setting for people to gather and create a sense of community. Access to safe and welcoming open spaces fosters better health through outdoor activity, and open green space is key to addressing access to nature, improved air quality, stormwater mitigation, and reduction of heat island impacts.

Following a directive from the 2018 Comprehensive Plan, a Zoning Ordinance text amendment was created to address Lexington’s outdated zoning regulations related to open space. After over two years of research and community and stakeholder outreach, the new open space regulations were unanimously passed by the Planning Commission and unanimously adopted by Council in January 2023.

The new open space regulations (Article 20 of the Zoning Ordinance) require small-scale, developer-provided and maintained open spaces to be located within a ten minute walk of new development that provides 25 or greater dwelling units or for commercial or industrial projects over three acres. The requirements ensure common open spaces are safe, visible, and usable by people—not the patch of lawn behind the dumpster or inaccessible greenspace behind a row of houses. The new regulations also include requirements for vegetated areas, with developer incentives for innovative green infrastructure, like green roofs and rain gardens. It should be noted, however, that the Article 20 regulations do not currently apply to any of the 1996 Expansion Area Master Plan zoning categories.

To build upon this work, steps should be taken to enhance the usability of common areas through the provision of programmatic elements and amenities. Such elements can be play areas, active recreation areas, pedestrian scale lighting, water features, integrated community-serving commercial uses, or other creative designs that create highly useful, visible, and accessible open spaces with a sense of place and community. Additionally, modification to the Expansion Area zones should be reviewed to allow for greater activation of open spaces and to bring the zones in line with modern practices.

PLACEMAKING POLICY #4 PLACEBUILDER CRITERIA

• D-PL4-1: Enhance open space through the provision of programmatic elements and amenities.

PLACEMAKING POLICY #5

REVIEW ZONING ORDINANCE & SUBDIVISION REGULATIONS TO CREATE MORE WALKABLE PLACES.

The act of placemaking is intrinsic to the development of desirable neighborhoods (see Theme A). Neighborhoods are meant to be inviting, walkable, and accessible to neighborhood services and facilities. A focus on creating pedestrian-friendly streets and walkable blocks that make traversing through neighborhoods on foot a desirable activity is essential. By reducing setbacks and shortening block lengths, the walking experience will be easier for people to get around their neighborhoods and access to public and private amenities will be more attainable and attractive.

In order to promote more walkable places, it is necessary to revise the Zoning Ordinance and Subdivision Regulations. The development of excellent neighborhoods should prioritize the creation of streets and blocks that are friendly to pedestrians and easy to traverse on foot. While Theme A underscores the need for developers to submit plans addressing this issue, Planning and other divisions should also address regulations that could impede pedestrianfriendly development. This requires a multidisciplinary approach that involves

planning, design, and policymaking to create well-designed public spaces, pedestrian-friendly streets, and mixed-use development. While cars may be accommodated in walkable neighborhoods, they should not dictate the scale or urban form.

To create the most walking-friendly places and streets possible, it is essential to consider five key elements of walking-friendly street design. These include ensuring enough space for walking, creating a safe environment, designing streets to be attractive for pedestrians, connecting streets and places to the rest of the city for pedestrians, and prioritizing pedestrian-friendly policies and practices. By prioritizing pedestrian-friendly design and policies, Lexington can create more accessible, attractive, and livable communities for everyone.

It is worth noting that humans are wired to focus on what is in front of them, which means that the street-level experience is crucial to a building's accessibility and appeal. As such, a building's height is less important than creating a rich and accessible street-level experience that includes great ground floors, flexible retail spaces, and residential stoops.

PLACEMAKING POLICY #5 ACTION ITEMS

1. Update the business zones to create more walkable commercial opportunities.

PLACEMAKING POLICY

#6

PROMOTE A MORE RESILIENT POWER GRID WHILE MAINTAINING URBAN CANOPY AND ENHANCING THE VISIBLE CHARACTERISTICS OF LEXINGTON.

Over the course of the last 20 years there have been numerous storm events that resulted in major power outages, the most recent of which occurred in March of 2023. The anticipated increase in frequency and intensity of storms caused by climate change puts a greater onus on the need to promote a more reliable and resilient grid system. While the extreme cost of replacing above ground electric and internet lines has been an oft quoted rationale for keeping lines where they are, the cost for not burying facilities can also result in major costs for users over time. The March wind storm knocked out power for approximately 380,000 customers, with many losing power for five days. The lack of power impacts community members’ ability to live and work, and can result in major damage to properties. The Environmental Quality and Public Works Committee have been presented with information from providers regarding making our grid more resilient, including the burying power lines,

vegetation management, overhead hardening (stronger poles, wider crossarms, larger covered lines, etc.), and distribution automation.

While vegetation management has been a recent focus of providers within Lexington and elsewhere, there is a growing concern that the impacts of vegetation management can negatively impact Lexington’s tree canopy. The concerns regarding the topping of trees or the destruction or clearcutting of trees within the public right-of-way and on private property raises issues regarding removing one important piece of infrastructure, tree canopy, to promote another piece of infrastructure. Retaining trees within Lexington is imperative in reducing the heat island effect, which has a complementary impact by reducing the drain on our power grid during summer months. The City must continue to work with providers to provide a vegetation management program that protects our valuable infrastructure and habitat.

In addition to developing a more resilient city in the face of major storm systems, there is also the negative visual impact that overhead power and internet lines have within the city. There are many examples throughout Lexington of wires that hang down within the right-of-way, of doubled electric poles, and electric poles that are not serving a purpose, but are still within the public right-of-way. Additionally, alternative overhead hardening practices promoted by providers can distract from neighborhoods rather than promote the built and environmental context. The City must work with the providers to eliminate issues that negatively impact the public right-of-way and distract from the beauty of Lexington.

PLACEMAKING POLICY #7

CULTIVATE A MORE COLLABORATIVE PREDEVELOPMENT PROCESS BY IMPLEMENTING THE RECOMMENDATIONS OF THE PUBLIC ENGAGEMENT TOOLKIT.

In 2020, the Planning Commission created the Public Engagement Toolkit, a resource guide that outlines best practices for improving communication and outcomes in the development process. Often when developers submit proposed developments, affected communities hear about them for the first time when they receive the required public notice. Though some developers do communicate in advance, it does not always result in a productive conversation. By utilizing the strategies outlined within the Public Engagement Toolkit, developers can ensure community awareness and build support from the outset of a project. The results of engagement that is started early and continued throughout the process can save considerable time and reduce

expenses from all facets of the development process.

From the very beginning, applicants should clearly lay out the physical limitations and economic realities of their property, and neighbors should express the needs and desires of their community. Going forward, there is an expectation that applicants and neighborhoods will engage in good faith in a visioning process regarding how the needs of the developer, surrounding neighborhoods, and the community as a whole can be met.

The first steps in the creation of a more collaborative system have been developed by the Planning Commission via The Placebuilder page 261 and the Urban County Government via AgencyCounter (lexingtonky.agencycounter. com). A key purpose of The Placebuilder is to start the conversation between developers, neighbors, and Planning Staff by strongly encouraging engagement at the beginning of the process and providing guidance for development justifications. AgencyCounter is an online application that allows anyone with an account to track and review development activity throughout Fayette County. The application allows users to create alerts regarding development in their area and provides an efficient way to track the status of projects from Development Plan submittal to Certificate of Occupancy. In addition to these tools, Planning Staff is always be available in a support role to explain process, the Zoning Ordinance, and agreement with the Comprehensive Plan.

In 2022, an online One Stop Shop was established to assist the public by providing easy to find information regarding zoning, the development process, and permitting fees and procedures.

There are numerous remaining action items from the Public Engagement Toolkit that should be further considered and implemented. Community feedback has indicated that the Planning Commission and Staff should look at ways to make meetings more accessible to a broader audience by looking at when meetings are held and in what format. Meetings held during the COVID-19 Pandemic were online and took community input in that fashion as well. Exploring ways of allowing a combination of in-person and online meetings or hearings has logistical and legal issues, but is something the community supports.

Additional efforts should also be made to improve and evolve how information regarding ongoing development activities is shared. It is imperative that further analysis be conducted and potential new solutions implemented to best provide public notice regarding ongoing development activities and government-led initiatives. Utilizing community groups like CivicLex to partner in enhancing public notice, as well as soliciting input and feedback

would significantly improve upon the statutory requirements and greatly exceed the outcomes that local government could achieve on its own.

PLACEMAKING POLICY #7 PLACEBUILDER CRITERIA

• D-PL7-1: Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

PLACEMAKING

POLICY

#8

DEVELOP A TACTICAL PLACEMAKING PROGRAM WITHIN THE DIVISION OF PLANNING TO WORK WITH INTERESTED NEIGHBORHOODS & AID IN THE ORGANIZATION OF ACTIVITIES.

According to Placemaking as an Economic Development Tool by Michigan State University, “tactical placemaking” is a process of creating quality places that uses a deliberate, often phased approach to physical change or new activation of space. The process begins with a short-term commitment and realistic expectations that can start quickly (and often at low cost). It targets public spaces (right of way, plazas, etc.) that are low risk, with the possibility of high rewards. It can be used continuously in neighborhoods, with the involvement of many stakeholders. It includes a mix of small projects and short-term activities, which over a long period of time can become part of

the space, and those tactical placemaking projects can transform an area. Positive impacts may be slow to materialize, but they often come at a much lower cost. This form of placemaking can also be used to build consistent demand for more substantive or long-term standard, creative, or strategic placemaking projects or activities.

The NoLi CDC’s Night Market is an example of tactical placemaking that has moved beyond the lower investment high impact process to become an established part of the community. The initial program activated an underutilized public space, created a buzz around an area of Lexington, and then was instilled in a more formalized space with the creation of the Julietta Market within the Greyline Station Adaptive Reuse Project. The essence of the Night Market is still being acted upon with monthly “Clock Parties,” which expands the Juliette Market onto the sidewalks surrounding the development and promotes local artisans and craftspeople.

The recent changes to Lexington’s parking minimums and the development of the street café ordinance can allow for more of tactical placemaking projects to occur and can help revitalize areas of development that were previously underutilized. Interested neighborhoods and business owners are encouraged to initiate similar activities.

To increase communication between the Division of Planning and neighborhoods, Planning should create an internal tactical placemaking program. This program will require additional staff and a budget for materials, but that investment will improve sense of place for neighborhoods, create community-building opportunities, and increase awareness of planning issues in neighborhoods through educational materials and interaction. Initiating low-cost neighborhood pilot projects that can lead to permanent installations and grant opportunities should yield a high return on the investment.

PLACEMAKING POLICY #9

HONOR LEXINGTON’S HISTORY BY REQUIRING NEW DEVELOPMENT & REDEVELOPMENTS TO ENHANCE THE CULTURAL, PHYSICAL, & NATURAL RESOURCES THAT HAVE SHAPED THE COMMUNITY.

Lexington’s history can be told in many ways, but none better than to look around and see the cultural places, the significant structures, and the natural landscapes that helped shape this community. In order for the community to continue to move forward, there must be recognition of the importance of the past, while promoting and enhance the area to ensure that it lives on for future generations.

Lexington has a rich and diverse cultural history that began before statehood. This heritage is evidenced in the natural environment of the County’s rural landscape and the built urban environments of its urban areas. The cultural landscape includes agricultural and horse farms, landscape features, barns, outbuildings, fences, and archaeological sites. Historic and architecturally significant buildings are important in that they create a unique place to live and work. A well planned community incorporates both the new and the historic; a balance that attracts businesses, residents, and tourists who seek a unique environment. Historic properties and sites are resources that provide citizens not only with places to experience and enjoy, but also economic development and tourism opportunities.

The preservation of historic buildings, neighborhoods, landscapes and other cultural resources provide benefits to the citizens that in many ways cannot be measured. These benefits include:

1. Sense of Place provides a visible symbol of our heritage, a connection to the past, and a source of pride. Historic buildings, neighborhoods, significant rural landscapes and other places have unique characteristics, define the community, and have qualities

that are, in many cases, indefinable. These buildings, neighborhoods, rural landscapes and other places are resources that are important to protect and preserve.

2. Cultural Tourism, which includes historic, cultural, and preserved sites, is one of the major reasons that people travel to selected destinations. The rich historic and cultural heritage of Lexington includes a variety of sites making it a prime destination for cultural tourism.

3. Economic Benefits from historic preservation accrue in a variety of ways. Federal and State Historic Tax Credits may be available as an incentive for historic restoration and to offset some of the costs. Preserved buildings can be put to use as economic generators, for both public and private use, as the renovated Courthouse Square demonstrates.

4. Community Pride & Accomplishment are byproducts of preservation efforts as citizens of the community become involved in projects that protect or enhance important symbols of their heritage.

Lexington has protected assets through National Register designation of historic districts (26), landmarks (3), and individually listed properties. Numerous other structures throughout the community have been voluntarily preserved, and recognized by the Blue Grass Trust for Historic Preservation, a local non-profit organization that strives to protect, revitalize and promote the special historic places in our community in order to enhance the quality of life for future generations.

Lexington designated its first local historic district in 1958, with the protection of Gratz Park, a small near-downtown neighborhood between West Second and West Third Streets. Since that time, 15 districts and two landmarks have been so designated, and are under the jurisdiction of the Board of Architectural Review. The districts are as follows: Ashland Park, Aylesford, Bell Court, Cadentown, Constitution, Elsmere Park, Fayette Park, Gratz Park, Mulberry Hill, Northside, Penmoken Park, Seven Parks, South Ashland/ Central Avenue, South Hill, Western Suburb, and Woodward Heights. The two locally protected landmarks are Helm Place in the Rural Service Area and St. Paul A.M.E Church located on N. Upper Street near West Third Street. The community has continued to designate local historic districts at the pace of about two per decade, and in recent years, even expanded the Western Suburb local historic district. Although local historic district designation is one way to protect historic structures and the neighborhoods that surround them, the

community should continue to work to encourage preservation of structures that have value within the community, and to support adaptive reuse or incorporation of such structures into redevelopment projects. Consideration should also be given to existing historic neighborhoods that are adjacent to proposed development. Infill and redevelopment projects should take extra care to acknowledge the architectural character, materials, height and mass, scale and connectivity of historic neighborhoods, and create developments that enhance these areas.

A number of roadways throughout the community have been recognized for their cultural and scenic value. Such designation includes scenic byways, historic turnpikes, scenic roadways and corridors, and rural scenic roads. These corridors are a critical asset to the community’s aesthetic and branding as the Horse Capital of the World, and should continue to be protected through building setbacks, maintenance of stone fences and preservation of tree canopy, all of which add to the quality of these roadways and corridors.

Stone fences continue to be a resource along rural corridors, and even within the farms around the community. These limestone fences were built by hand, many by enslaved peoples, and have been used in new developments to create a connection to the past. Such fences are often on state rights-of-way and

are expensive to maintain; however, stone fences have also been found within central Kentucky farms, and such fences should be identified and preserved because they are an important asset to the cultural history of the community.

While Lexington should continue to promote the preservation of our historic districts and structures, there must also be a focus on helping owners and renters with the costs of preservation activities. While the establishment of historic districts typically increases the value of a home, there are implications on the cost of materials for homeowners when there are needed repairs. The financial impact of repairs can result in properties either falling into disrepair or forcing owners to sell. The Federal and State governments have recognized the potential insecurity that these programs can have on households and, in an effort to maintain important historic areas, have provided resources that can help owners with costs of repairs (tax credits, grants, low interest loans, etc.). These programs should be promoted and the City should work with households and landlords to couple these funding sources with other funding opportunities like Low Income Housing Tax Credits (LIHTC), which would promote economic diversity within historic neighborhoods.

PLACEMAKING POLICY #10

COORDINATE WITH NON - PROFIT ORGANIZATIONS TO DESIGNATE PUBLIC ART EASEMENTS ON NEW DEVELOPMENT.

The creation of the adaptive reuse ordinance in 2008 was the first time the Zoning Ordinance considered any provision for public art on private property. Since that time, public art in Lexington has become a substantial part of the urban fabric. The installation of numerous pieces of art, including the Stand statute along the Town Branch Commons, the painting of Sweet Evening Breeze on North Limestone, and the Horse Mania event are examples of how art activates spaces, created interest in the community, and celebrates the stories of Lexingtonians. Having the non-profits work with HOAs, neighborhood groups, or businesses to designate locations in existing development, as well as rotate public art installations for display, would assist those groups that are interested in supporting the arts, but are not sure where to begin. Further engagement with the LexArts or other entities to curate areas designated on development plans for public art would allow for the promotion of new artists in the community and keep those spaces fresh and popular for visitors.

PLACEMAKING POLICY #10 ACTION ITEMS

1. Initiate discussions with the public art partners about potential ordinance revisions to increase public art opportunities.

PLACEMAKING POLICY #10 PLACEBUILDER CRITERIA 2045:

• D-PL10-1: Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

PLACEMAKING POLICY #11

UPDATE THE ADAPTIVE REUSE ORDINANCE.

The creation of the adaptive reuse provisions in the Wholesale/Warehouse and Industrial zones was a boon to Lexington’s economy. Adaptive reuse projects are typically located in areas of industrial development where the original land uses are no longer appropriate due to the lack of proximity to major freight corridors. While most modern zoning seeks to separate residential and industrial land uses, many of these older industrial sites are located very close to well established neighborhoods, because, historically, it allowed employees to easily walk to their job. Over time, some of these places were long forgotten by the public and written off as “old industrial areas”, or worse, perceived to be vacant brownfields or blighted areas that residents feared to drive through. However, there were others in the community who had a vision for renovation and reinvigoration of these areas, but were hampered by strict zoning requirements.

In 2008, Lexington adopted the ordinance to create specialized Adaptive Reuse Projects , which allowed underutilized areas to find new life as retail, residential and commercial space, softening the blow to the local economy by relatively quickly returning that land to productive and desirable land uses. The creation of the Distillery District, the West Sixth Brewery, and the National Avenue Warehouse District were all the direct result of this ordinance change. Each of these projects foster entrepreneurial development and support local businesses that blend the production of goods with neighborhood supporting and entertainment land uses. However, as Lexington grew and new opportunities arose, the ordinance needed to be amended again to allow for increased opportunities, correct deficiencies, and promote the enhancement of neighboring properties.

In 2021, the City updated the Zoning Ordinance to modernize the Adaptive Reuse Project and added the Industrial Reuse Project. The modification of the Adaptive Reuse Project was specifically tied to the unintended consequences of the development of these sites, including a greater focus on pedestrian connectivity, preventing the expansion of project areas to non-contributing properties, and increasing amenities associated with the projects. Additionally, whereas the Adaptive Reuse Projects allowed for the reuse of structures and sites within the defined Infill and Redevelopment Area, the Industrial Reuse

Projects was added to allow greater utilization of Lexington’s industrial sites that are outside of our oldest areas of town, but are no longer appropriate due to their location.

While there is still the need to continue the work to create vibrant places of activity by converting the less operable industrial spaces to community and entertainment serving land uses, it is also time to look at Lexington’s older, yet still viable, structures in other zones. The next potential spaces to review for adaptive reuse are our historic commercial and community serving structures (churches, offices, etc.). There are numerous buildings throughout the urban service area that are viable, but are less desirable due to the cost of conversion and the cost of a zone change to allow for greater land use flexibility. By eliminating the zone change process and the inherent cost for projects, developers can focus their efforts on the development of the site itself. This has an added benefit for the developer, from a cost perspective, while also being a benefit for the community. The reuse of these structures allows for the maintenance of the built context within neighborhoods and is more sustainable, as the greenest building is often the structure that is already there.

PLACEMAKING POLICY #11 ACTION ITEMS

1. Review Adaptive Reuse Ordinance to consider additional zones.

PLACEMAKING

POLICY #12

ANALYZE UNDERUTILIZED COMMERCIAL PROPERTY THROUGH CORRIDOR LAND USE & TRANSPORTATION STUDIES.

The goals and objectives of Imagine Lexington very plainly call for an intensification of the major corridors. Other proposed policies throughout the document have taken aim at the regulatory side of the equation. Another critical aspect of this policy framework is to engage the public along these corridors about these issues and what forms these intensifications may take. The Division of Planning has already begun meeting with various commercial landowners, developers and property managers about their visions for their sites and how they can take advantage of the already modified zoning tools.

Since the adoption of the 2018 Comprehensive Plan, corridor plans have been an ongoing partnership between the Division of Planning, the Metropolitan Planning Organization, the Kentucky Department of Transportation and the respective corridor’s numerous stakeholders about future land uses and transportation needs.

In May of 2021, the Imagine Nicholasville Road corridor plan was adopted as an element of the Comprehensive Plan. The plan set forth a number a recommendations to prepare for redevelopment and transportation investment. Implementation began in 2023 with a next step feasibility project to analyze options for the establishment of Bus Rapid Transit (BRT) along the corridor. The future of Nicholasville Road does not include additional driving lanes, but instead a focus on how to move additional people more sustainably and efficiently. Additional implementation projects that focus on land use and zoning will be vital to realizing the vision laid out in the plan as well.

In June of 2023, the Imagine New Circle Road corridor study was also adopted as an element of the Comprehensive Plan. The plan identifies needed roadway improvements, establishes corridor design guidelines, and recommends specific zoning regulation changes. The study also creates mechanisms for better integration with adjacent residential neighborhoods, which have historically been separated from the corridor.

Continuing public involvement will be critical to cultivating buy-in, just as it has been on every previous small area plan. Of the utmost importance will be setting milestones to achieve a level of commercial and residential intensity to support mass transit along these corridors. The goal will be to think big and for the long-term, while allowing policymakers to act incrementally. These studies will very likely continue over the next 10 to 15 years, with implementation lasting even longer. However, the guidance of these studies will be long lasting for LexTran and the property owners in how they plan their future growth and development.

PLACEMAKING POLICY #13

UPDATE THE DOWNTOWN MASTER PLAN.

Lexington's existing Downtown Master Plan was finalized in 2007, which means it has been over fifteen years since its adoption. The plan primarily concentrated on outlining specific projects and suggesting infill locations. However, many of the identified projects have either been completed or abandoned due to various reasons. Moreover, the plan's broad emphasis on identifying infill lots offered limited guidance on the desired development approach for those properties. As a result, there is a pressing need for a more refined approach that considers land use and architectural form, as well as a thorough examination of how infill projects can seamlessly integrate with and enhance surrounding areas.

Creating an up-to-date downtown master plan offers several key benefits,

and should be a priority for Lexington. First and foremost, the master plan provides an updated, clear vision and direction for Lexington’s downtown area and serves as a roadmap for future growth and transformation. It provides a framework for land use, zoning, and urban design, ensuring that new developments align with the city's vision and contribute to a cohesive, vibrant downtown. This strategic approach helps attract investment and stimulate economic development. It creates a positive environment for businesses, developers, and entrepreneurs by providing certainty and clarity about the city's expectations and development objectives.

Furthermore, an updated master plan can integrate principles of resilience and sustainability into downtown development. It can address environmental considerations, energy efficiency, green spaces, and climate adaptation, creating a more sustainable and resilient downtown. An up-to-date master plan also facilitates coordination and collaboration among various stakeholders. It promotes a unified approach to downtown development and encourages partnerships for successful implementation.

Without an updated plan to guide the development, infrastructure, and services needed to support downtown growth, Lexington risks missing out on opportunities for sustainable development, economic vitality, and

improved quality of life. Therefore, it is crucial for Lexington to prioritize the creation of an up-to-date downtown master plan. This plan should not only address the immediate needs but also establish a timeline for future reviews and updates to ensure its ongoing relevance. By doing so, Lexington can better reflect the evolving needs and aspirations of the community, providing a strategic framework for future development and guaranteeing a dynamic, thriving downtown for years to come.

PLACEMAKING POLICY #14

DEVELOP A NEW CITYWIDE FESTIVAL TO ENTICE VISITORS & PROVIDE ADDITIONAL DRAW DURING THE TOURISM OFF - SEASON.

The 2023 Kentucky Festival Guide lists thirty-nine festivals in Lexington, with only one festival, the Land Rover Kentucky Three-Day Event, making the top twenty festivals in Kentucky. In comparison, Louisville has the world-renowned Kentucky Derby, which has been a staple since 1875, with an economic impact of about $400 million and an average attendance of over 150 thousand. Moreover, less than an hour north of Lexington, Cincinnati hosts the Blink festival, which attracts over two million visitors from all over the world, with an economic impact of about $126 million.

In Lexington, festivals like Railbird Music Festival, Roots and Heritage, Festival Latino de Lexington, St. Patrick's Day Parade and Festival, Pride, and Woodland Art Fair draw thousands of attendees. Lexington can build on or collaborate with these festivals to develop a major citywide festival. As many communities worldwide have unique festivals that draw visitors from around the globe, Lexington can determine the focus of the festival based on its internationally recognized quantities in the horse and bourbon industries. Thus, Lexington can provide a unique and authentic experience for its visitors.

It's crucial to note that diversity is a critical aspect of any community celebration or festival. Lexington's cultural festivals like Roots and Heritage, Festival Latino de Lexington and Pride exemplify the City's diversity by celebrating and honoring the different cultures and identities that make up the community. Incorporating diverse elements into a festival, such as food, music, art, and other cultural expressions, can make the event a celebration of not only the community's unique identity, but also of the broader human experience.

To create an inclusive and engaging festival, it's essential to ensure that all members of the community feel welcome and included. Through

diverse programming and outreach efforts, Lexington can celebrate its rich cultural heritage and diverse population, while attracting visitors from all around the world. With a large marketing effort, Lexington can follow through with a world-class festival that could have widespread national and international appeal.

PLACEMAKING POLICY #15

REDUCE / DISCOURAGE VEHICLE - ORIENTED DEVELOPMENT PATTERNS, SUCH AS DRIVE - THROUGH BUSINESS AND GAS STATIONS, WITHIN NEIGHBORHOODS AND THE URBAN CORE.

Over the course of the last five years, the City has amended regulations to promote more walkable development. Regulations now discourages large swaths of parking with little buffering, encourage pedestrian and bike connectivity, and promote greater connections to transit facilities. Continued review of land uses in terms of walkability and the promotion of Place-Types must also be reviewed, including but not limited to discouraging vehicle oriented development patterns, drive through businesses and gas stations, in areas that are meant to be pedestrian focused.

Over the last 20 years, there has been a trend in the retail and restaurant

industry towards drive-through facilities. Whether it is the parent seeking to grab food for the family between work, afterschool programs, or other community engagements, or someone trying to grab a coffee while taking a road trip, the drive-through facility provides people quick and convenient options. The shift to this model of consumption was only heightened during the COVID-19 pandemic, as people were seeking to grab food or goods on the go, without the need for social or physical interaction. While the shift to this model of consumption is and will be part of the commercial landscape, the negative impact on the community caused by the proliferation of such land uses must be reviewed.

The negative impacts caused by drive-through facilities can be boiled down to three primary concerns: air pollution, congestion/access management, and pedestrian/cyclist safety. Recent studies have shown that there are significant environmental impacts caused by drive-through facilities. Vehicle idling for greater than 10 seconds uses more fuel and produces more CO2 compared to turning off the vehicle and restarting the engine. The negative impacts of idling have continued to climb, as individuals are willing to wait up to 13 minutes for goods in drive-through and pick up lanes. The air pollution caused by idling has led to the development of new technologies that control fuel consumption when a vehicle has been idling for greater than 30 seconds; however, this advancement in technology does not mitigate the effects of long idle times. Avoiding unnecessary idling is a universal approach to reduce the environmental impact of vehicles.

Additionally, drive-through facilities can have extensive negative impacts on the surrounding transportation networks. Recent studies have proven that the quantity of commercial access points on urban roadways increases crash rates. This is largely tied to two factors. First, any unregulated access points onto roadways creates potential points of conflict (vehicle to vehicle, vehicle to pedestrian, vehicle to cyclist). Access management is key. By funneling all access from commercial development to predictable points of access/ egress, there is a greater awareness of potential conflicts by drivers. Next, drive-through facilities have historically been designed solely for vehicular use, which is reflected in motorist behavior. The creation of space for vehicles only often causes conflicts with pedestrians who are walking on sidewalks, as well as those who have parked in the businesses parking lot to go to the business. Design can mitigate some of the complacency caused by drivethrough facilities (i.e. location to the rear of buildings, clear separation between public and private spaces, calming devices, etc.), but proper location of the land use is equally important.

Similar to drive-through facilities, gas stations are an essential part of infrastructure within our community, but can result in negative impacts to both the environment and the adjacent transportation network. While there has been an increasing reliance on convenience stores and associated

restaurants, which both often utilize drive-through facilities, the servicing and refueling of vehicles is the primary purpose. In additional to the air pollution caused by the cycling and fueling of vehicles, there is also an emerging noise impact caused by bright video screens and amplified outdoor speakers in newly constructed and remodeled gas and convenience stations. This new technology has been causing issues where theses land uses are adjacent to lesser intense land uses.

Creating and promoting walkable spaces in neighborhoods and Lexington’s urban core requires a thorough reconsideration of allowable land uses within those areas, including drive-through facilities and fueling stations. The City must better define the conditions and locations where vehicle oriented development is appropriate so that it can be successfully and safely incorporated, without negatively impacting pedestrian infrastructure and neighboring development.

PLACEMAKING POLICY #15 ACTION ITEMS

1. Update Zoning Ordinance regulations for business zones.

PLACEMAKING POLICY #15 PLACEBUILDER CRITERIA

• D-PL15-1: Drive through facilities and gas stations should not be within neighborhoods or the urban core.

PILLAR III SUPPORT

Traditional comprehensive plans focus on how different public facilities provide the infrastructural backbone on which development occurs. While these obvious improvements are often apparent to the casual observer and create a more desirable space (trail networks, stormwater improvements, safer roadways), there are also many other policies that can provide the less visible, but equally important supportive facilities, which are targeted at providing opportunities and protecting those with the least. Within the first two pillars of Theme D, Imagine Lexington discusses some of the needed facilities or crucial infrastructure that creates the base for building a desirable community. Within the Support Pillar, Imagine Lexington discusses the supportive services that truly make a livable and desirable community for all. Education, healthcare, public safety, and social services are among the facets of a community that can truly determine Lexington’s success, long-term viability, and ability to retain and attract residents, visitors, and employees.

To ensure a desirable and just community, which recognizes the ongoing social and geographic inequalities, Lexington must advance support policies that can have a positive impact on all members of the community. Acknowledging some of the harmful implications of historic planning policies (redlining, active/passive displacement, infrastructural disregard, etc.), the City must make intentional and tangible policy changes that can provide a more desirable community for all. However, it is imperative to not separate the policies or consider each of them a cure-all for incredibly complex issues. Support policies are intersecting elements, which must be viewed in context.

Early in Lexington’s formative years, this city earned the reputation as the “Athens of the West” for its advanced culture and educational offerings, illustrating that the City has always placed a priority on providing a quality education. As more people came to the region, different educational facilities were established and, beginning in 1949, educational opportunities in Lexington were available to a more diverse population. While times and educational methods have changed over the years, schools still play a pivotal role, not only in imparting knowledge to young students, but also as centers of activity and neighborhood cornerstones.

As Lexington continues to grow, additional school facilities will be required to educate the growing population of school-aged children. It is projected that Lexington’s K through 12 grade population will increase by greater than 7,000 students by 2045. New schools to support these students will be places of instruction, recreation, after school activities, and community gathering spaces, and must be accessible, with connections to the neighborhoods. Access and transportation is key for connecting students and families to

schools and other services. Alternative modes of transportation should be encouraged via walking and biking for those living nearby. To ensure these new concepts are effective, the sites must be designed appropriately with pedestrian accessibility as a priority.

Site design is fundamental to the integration of new or expanded school sites into a neighborhoods. The integration of those facilities must be harmonious with the surroundings, promote the protection and safety of students, and provide an engaging and calming space that fosters learning. Continued acts of violence directed at children within United States demands that Lexington ensure the security of its facilities. Fayette County Public Schools have been very sensitive to issues of school safety, resulting in different county and state safety plans. These plans enable quick response by local first responders to crises. While there are different physical designs for safer schools, it is critical to avoid walling schools off entirely from the community where they reside. Schools should continue to be welcoming spaces conducive to learning and should avoid becoming cold institutional spaces. Additionally, the incorporation of natural components into new school designs is important, as they provide relief from an often bustling urban area and foster calming effects that support mental health for students.

As the City provides educational and community resources to our developing populations, Lexington must also consider the needed resources that support aging adults, our largest population segment. The demographic trends show that seniors will continue to be the fastest-growing sector of the population. In anticipation of the growing aging population in Lexington, the City plans to add a new community facility targeted at providing services and activities on the south side of town in Shillito Park. New and dynamic support services for the aging population will only become more important as Lexington continues to grow.

In addition to ensuring Lexington’s youngest and oldest populations are provided with safe and accessible resources, it is imperative to make certain that Lexington’s other vulnerable populations are a priority, and needed social services are accessible and available. Domestic violence, abuse of prescription and illegal drugs, physical and mental health struggles, and homelessness continue to be real issues in Lexington, and should be recognized and addressed head-on. The City and a number of non-profit and faith-based organizations are offering quality services in a variety of ways, but there are improvements that can be made, as the issues are often overlapping and become exacerbated over time. It is crucial to treat the root problems and not only address the symptoms. Without a more robust and

integrated approach, many individuals will relapse, be reliant on the system, or be left in unsafe situations. Programs are needed that provide permanent housing solutions, transitional housing, temporary housing, substance use prevention, and harm reduction strategies that promote healthy and safe outcomes.

While more services are needed, ensuring access to social services to the populations that need them is critical. A great many of the individuals requiring services for substance abuse, homelessness, etc., rely on public transit or alternative means of transportation. It is imperative to ensure services are adequately served with transit, as it has been reported that there are marked increases in customers for supportive services after scheduled Lextran dropoff times nearby. It is also important to provide extra care and thought into the pedestrian accommodations surrounding these sites and the destinations to which they might connect. It is incumbent upon the city to provide safety for this clientele that is more likely to utilize these other modes of transportation.

Another strong support element for Lexington is access to the healthcare industry. This sector of Lexington’s economy has continued to see strong growth in both the public and private realm since the 2018 Comprehensive Plan. Over the course of the past five years there has been extensive construction of medical facilities throughout Lexington. The Lexington Clinic completed several new buildings on their campus, with two new structures planned for over the next three years. In 2020, Baptist health started construction of a new campus located on Polo Club Boulevard that will include an emergency room, cancer center, outpatient surgery center, and diagnostic imaging and physician offices and is anticipated to open in 2024. Similarly, the University of Kentucky Heath Care is planning a $2.4 billion expansion of facilities to serve both local and regional patients. The UK Health Care expansion will include the expansion of Chandler Hospital, and the Kentucky Children’s Hospital, as well as new facilities located in underserved areas, including a large facilities located on Polo Club Boulevard. The expansion of health services across many areas of Lexington is important in improving access to healthcare in general.

While physical access to support services is essential, over the course of the COVID-19 pandemic, digital access to services became equally essential. The provision of high-speed and high-quality internet became an imperative element for everyday life including work, school, and entertainment. In 2017, LFUCG announced that a new internet service provider, MetroNet, planned to build out a city-wide fiber optic network, which would provide additional competition to the city’s traditional single provider model. While the provision of the fiber optic network has reached the whole of the urbanized area,

establishing adequate infrastructure for our rural area is essential to ensure Lexington is a resilient community.

The final element of support that must be discussed are the services surrounding our changing climate. Lexington has already experienced some of these changes including increased storm intensity, and dramatic shifts in temperature. The US Environmental Protection Agency reported that the impacts of climate change will impact everyone, regardless of socioeconomic status. However, a growing amount of data and literature shows that socially vulnerable groups (low income, minority, and aging populations) disproportionately experience the risks that are caused by climate change. New services that reduce the risk of the effects of climate change must be incorporated not only into emergency management plans, but all of Lexington’s plans and ordinances, as they will become a regular part of life over the course of the next 20 years.

SUPPORT POLICY #1

ENSURE SCHOOL SITES ARE DESIGNED TO INTEGRATE WELL INTO THE SURROUNDING NEIGHBORHOOD.

Theme A (Growing Successful Neighborhoods) highlights the large role that design plays in successful neighborhoods, whether it be on a large or a small scale, and Lexington’s schools are no exception. The design and integration of schools into the surrounding neighborhood is as important to the desirability of an area as is the design, layout and architecture of the streets and residences.

The school property itself, as well as its location within and relationship to the surrounding neighborhood, is crucial. Schools should be developed by connecting to and continuing established street and trail networks so that they are both physically and visually accessible. Elementary and middle schools should locate in residential neighborhoods on local streets with provisions for safe pedestrian and bicycle accessibility. This will minimize walking distances and reduce traffic congestion in these areas. High schools and small higher education campuses, which produce a higher volume of school generated traffic, should locate along collector streets. Schools with frontage along single-loaded streets, whether local or collector, are strongly encouraged, as they provide better public access, improved visibility, and a means for buffering adjacent residential properties. The site design of each school should facilitate all modes of transport to and from the school property and should include sidewalks, shared-use paths, and roadways that

can accommodate the bus and vehicle traffic associated with the site.

Site design for publicly owned properties, whether they be government properties, utilities or public schools, require a Public Facility Review (PFR) to determine compliance with the Comprehensive Plan. Typically, an applicant, such as Fayette County Public Schools (FCPS), Bluegrass Field (airport) or other public entity, provides a site plan, along with a detailed description of the project, for the Planning staff to review as it relates to the current Comprehensive Plan’s goals and objectives, as well as text. At this stage in the process, the staff reviews the general land use and the site design. FCPS and Planning staff always communicate during the Public Facility Review process; however, prior to the submission of materials, input by the Planning staff into the site design would help to ensure compliance with the Comprehensive Plan on multiple levels – not just with regard to the use of the land as a public school. Imagine Lexington calls for building upon existing collaboration between FCPS and Planning, and engaging earlier in the process to continue to serve the needs of Lexington’s students, neighborhoods, and community.

SUPPORT POLICY #1 PLACEBUILDER CRITERIA 2045:

• D-SP1-1: Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (A-EQ7)

• D-SP1-2: School design should prioritize a high percentage of open and accessible street frontage.

SUPPORT POLICY #2

INCORPORATE NATURAL COMPONENTS INTO SCHOOL SITE DESIGN TO FURTHER THE GOALS OF THEME B (PROTECTING THE ENVIRONMENT), BUT ALSO TO PROVIDE CALMING ELEMENTS THAT REDUCE STUDENT STRESS & ANXIETY.

With many Fayette County schools due for expansion and/or renovations in the coming year(s) and the additional group of new schools slated for construction, consideration must be given to the significance of site design that extends beyond the building and into the natural landscape that immediately surrounds the property. While emphasis must be placed on creating classroom spaces with layouts and technology that support students’ intellectual growth, it is just as important to consider the influence of the natural landscape in creating an ecosystem where students can foster growth and resilience.

It has become increasingly apparent that a fast-paced, urban environment

test scores at the end of class activity & class break

D.Li,w.C.Sullivan/landscapeandurbanplanning148(2016)149–158

PHYSIOLOGICAL STRESS RATING AT THE END OF CLASS

Physiological stress rating at the end of class activity & class break

D.Li,w.C.Sullivan/landscapeandurbanplanning148(2016)149–158

can have significant effects on students’ mental health. With children spending a greater amount of time indoors and in front of electronic screens – both at home and at school – there has been a marked increase in levels of stress, anxiety, and mental fatigue. If those concerns are left unmitigated, students may not be able to maintain the stamina, motivation, and attitude that is necessary for them to achieve a productive school day. The relatively cost-effective and surface-level solution of incorporating visible and usable greenspace on schools’ property has shown to foster a deep impact on student attitude and performance.

Studies have shown that classroom views and experiences with nearby nature may have a causal relationship to students’ mental wellness, cognitive performance, and overall resiliency to stress and anxiety. The United States Forest Service published a research summary that synergized the findings of multiple studies for the purpose of effectively communicating the health benefits of both urban trees and greenspace. While much of the findings therein apply to people of all ages, particularly the linkages between natural areas, active living, and physical health, the relationship between children and nature was a topic of targeted investigation. The significant outcomes in multiple studies alluded to nature access as a potential vehicle for the improvement of cognitive function and stress recovery, specifically within the school setting.

One study, conducted by researchers at the University of Illinois, found that classroom views of green landscapes can promote attention restoration and stress recovery. The results were obtained by placing students in different classrooms, without windows or with windows, which revealed either a build space or a green space. They were then subjected to various conditions that simulated classroom tasks and activities and completed questionnaires and attention tests to assess attention restoration and stress recovery. The study by Dongying and Sullivan found that students with a green window view scored “significantly higher on tests of attentional functioning and recovered significantly faster for a stressful experience than their peers who were assigned to rooms without view to green spaces.” Such results indicate a major impact on the importance of thinking quite literally outside of the box when it comes to school design.

Qualitative studies have highlighted these effects as well by narrating the positive mental impacts of schoolyard nature play through the lens of student experiences. Recent research from the University of Colorado and the National Institute of Health utilizes direct observations and interviews with students in different age groups to emphasize how the natural components surrounding their schools helped them find havens from stress, increase competence, and

form healthy social interactions with their peers. For this reason, a balance of both active and passive recreation opportunities that involve interaction with nature within the schoolyard can yield measurable benefits.

In tuning into the implications presented by research in this area, Imagine Lexington gives weighted consideration of how greenery in the urban landscape, and the multi-faceted benefits it provides, plays an important role in shaping our future generations. There is great opportunity for renovation and expansion of Lexington’s centers of learning to further reflect environments that are conducive to the intellectual growth and emotional well-being of the students who learn and play in these spaces each day. Equal importance should be placed on creating and maintaining both built and natural components that inspire young minds.

SUPPORT POLICY #2 PLACEBUILDER CRITERIA

• D-SP2-1: Visible, usable greenspace and other natural components should be incorporated into school sites.

SUPPORT POLICY #3

SUPPORT THE MAINTENANCE & EXPANSION OF A ROBUST WIRELESS COMMUNICATIONS NETWORK CREATING RELIABLE SERVICE THROUGHOUT LEXINGTON’S URBAN & RURAL AREAS.

In previous Comprehensive Plans, as well as in the adopted Rural Land Management Plan, the importance of wireless communication has been recognized as integral to the safety and welfare of the community. The prevalence of wireless devices and the increased reliance on wireless data has changed how Lexington considers this form of critical infrastructure. Access to such services are now considered equivalent to how the community views water, gas or electricity. Beyond the daily use for community members and businesses, the construction and maintenance of a robust and reliable wireless system throughout the urban and rural areas is essential to the operation of Lexington’s emergency services. The e911 system can only exist if a reliable wireless service system is in place for all areas, so that first responders can receive the most accurate information and respond in the shortest amount of time.

While wireless communication infrastructure is incredibly important as noted above, it is also crucial to minimize the intrusion and negative aesthetic impacts it can have on the community. Cell towers come in many shapes and sizes, but the technology to camouflage them through stealth concealments has existed for many years. When new public or private applications come

in for new towers, applicants should include buffering and seek to reduce the visual impact of the facility. Every situation will be different, but every application should illustrate how the tower will either blend into the existing surroundings through context sensitive camouflaging, or how it can function as a piece of public art that will complement the surrounding area. Given how prevalent these facilities have become, it is vital they do not detract from the landscape, but enhance it or have zero impact. If an applicant does not feel they can utilize these stealth techniques, they must be able to demonstrate a compelling and legitimate reason, other than strictly financial, that they are unable to do so. Design elements should be considered with any type of development in Lexington, including cell towers.

In addition to the typical uses of wireless communication, the growth of 5G technologies and the potential impact on our transportation system cannot be overlooked. As the advancement of automated or “driverless” vehicles continues, one of the fundamental needs for the development of such technologies is a seamless 5G network. This network allows vehicles to recognize where they are and react to both mapped and real-time aspects of the transportation network. For Lexington to stay in the forefront of technological advancement, the 5G network and future advancements must be integrated to our transportation network.

SUPPORT POLICY #3 PLACEBUILDER CRITERIA

• D-SP3-1: Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

• D-SP3-2: Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

SUPPORT POLICY #4

PROVIDE EQUITABLE HEALTHCARE OPPORTUNITIES THROUGHOUT LEXINGTON TO ALLOW FOR THE WIDE RANGE OF MEDICAL NEEDS OF EVERYONE.

The 2021 Census indicates that the healthcare industry is one of Lexington’s primary economic drivers, comprising 29% of jobs within the City and drawing patients from throughout the state and region. Lexington is a hub for medical services of all levels, ranging from small clinics and doctor’s offices to

hospitals and the regional trauma center at Chandler Medical Center. While there are numerous facilities throughout Lexington, many in the community are unable to access the healthcare that they need to live a full and healthy life. Currently, 7.3% of Lexington’s population does not have health insurance coverage, and with increases in the cost of healthcare, housing, and everyday goods, more individuals are having to make hard decisions regarding what they spend their money on. A greater understanding of the existing barriers to healthcare will help develop a healthier community.

While there are concerns regarding the cost of and access to healthcare for some members of our community, Lexington is a healthy community in general. According the County Health Rankings and Roadmaps, provided by the University of Wisconsin Population Health Institute, Fayette County is ranked 8th in the state for health outcomes, which includes length of life and quality of life factors, and 4th in the state for health factors, which includes those things we modify to improve the length of life like health behaviors, clinical care, social and economic factors, and the physical environment. The access to a robust trail system, a connected public park system, and an activated public realm are very important to promoting a healthy community. Each of which are aspects described within this Theme.

A HEALTHY COMMUNITY HAS THREE BASIC ELEMENTS:

1. It starts with a healthy environment in which to live and work; one with clean air and water, opportunities for physical exercise and open space for citizens to enjoy and relax. On a national level, public health officials and planners have been working to develop tools and information to help plan communities to support physical activity.

2. A healthy community also includes preventive health, which means that citizens seek healthcare throughout their lives in order to stay healthy. Preventive health initiatives will ensure our citizens attain high-quality, longer lives free of preventable disease, disability, injury, and premature death.

3. Lastly, a healthy community includes healthcare services of various types, to address various needs. Lexington does have a range of healthcare services that have recently been expanded or are in the process of expanding, which will help to achieve health equity, eliminate disparities, and improve the health of all groups.

A partnership with the Lexington Fayette County Health Department should be forged to develop planning initiatives that will improve the community’s public health.

SUPPORT POLICY #4 ACTION ITEMS

1. A partnership with the Lexington Fayette County Health Department should be forged to develop planning initiatives.

SUPPORT POLICY #5

PROVIDE EQUITY IN SOCIAL SERVICES BY ENSURING THOSE IN NEED ARE SERVED BY SOCIAL SERVICE COMMUNITY FACILITIES THAT ADDRESS HOMELESSNESS, SUBSTANCE ABUSE, MENTAL HEALTH, & OTHER SIGNIFICANT ISSUES.

The typical community facilities that serve Lexington, including libraries, schools, fire and police stations, sanitary sewers and stormwater facilities, have been addressed in planning documents and discussed over the course of many decades in great detail. The social service community facilities that address homelessness, substance abuse, mental health and other significant issues that plague communities have not been given the same consideration. Recent community focus on the need to expand social service facilities within Lexington led to the creation of the Department of Housing Advocacy and Community Development, which currently houses the Divisions of Affordable Housing, Community and Resident Services, and Homelessness Prevention and Intervention. The consolidation of these divisions under one department allows greater collaboration to address overlapping issues and provide integrated services for those in need.

The complexity of homelessness, substance abuse, mental health, and other interrelated issues also necessitates the collaboration between governmental, quasi-governmental, and non-profit organizations. Without the support of non-profit organizations like the Hope Center, the Community Action Council, or the Nest, Lexington would not be able to provide the full support necessary to ensure the health, safety, and welfare of all residents. Greater documentation of the non-governmental organizations and integration of those organizations should be organized to create a more robust approach to meet the needs of Lexingtonians. Centralized and streamlined efforts for affordable housing has already been created by the government. By submitting a “common application” an individual or family could apply for housing by different agencies, but not have to jump through numerous hoops to get housing. Reducing barriers in the process is essential to helping as many people as possible, while also reducing wasted time and effort.

As Lexington’s social service providers seek to meet the social and physical needs of community members, they must also be located in areas where people can easily access the services. The distances people must travel

to get to social service agencies, such as the Lexington-Fayette County Health Department or the Social Security Administration office, impacts whether individuals will use these services or remain in unhealthy or unsafe situations. It has been proven that if services are not centrally located or within proximity to adequate transit, users will be less able or likely to seek help. While historically, this has meant the location of services are found almost entirely in downtown or near downtown areas, there is a growing amount of suburban poverty and drug addiction within communities across the United States. Further research is necessary to determine where gaps exist and how such services should be distributed to promote the overall health and wellbeing of all residents. Where gaps do exist, Lexington should review options for removing barriers to providing social services.

SUPPORT POLICY #6

ENSURE ALL SOCIAL SERVICE & COMMUNITY FACILITIES ARE SAFELY ACCESSIBLE VIA MASS TRANSIT, BICYCLE, & PEDESTRIAN TRANSPORTATION MODES.

Whereas the location of facilities and the need to remove barriers are fundamental to adequate support for social services and community facilities, it is equally important to provide access or connections to those facilities. While connectivity and accessibility are important for all places within the

community, they are especially vital for the places that provide services. Many individuals and families who are seeking social services rely on alternative forms of transportation aside from single-occupancy vehicles. The Census indicates that in 2021 approximately 8% of Lexingtonians do not own a vehicle. While there is a growing population of urban dwellers in Lexington that make the choice not to own a vehicle, for the majority of those who do not own a car it is the result of economic hardship or physically limitations that prevent driving a vehicle. As of 2022, the annual cost of owning a car in the United States is over $10,000, which can significantly limit an individual or family’s ability to pay for necessitates.

As such, all community and social service facilities should be accessible via sidewalks and should be within walking distance (½ mile) of a transit stop or shelter. Development should also include adequate “end-of-trip” facilities, such as bike lockers or racks. Lexington’s community service providers should seek to improve their sites and facilities to allow for greater access, and new locations should incorporate these standards into their plans. If a transit line does not serve these sites, discussions with LexTran should be initiated to ensure safe access and added infrastructure including enhanced stops (benches, shelters, etc.). All properties that are owned by the City and are providing services should be improved in this manner.

Additionally, programs to alleviate the cost of transit should also be pursued. Currently, LexTran runs a programs specifically focused on alleviating the economic impact that transit has on the aging population, who are generally restricted by a fixed income. Half priced fare should also be considered for other demographics, including school aged children who are more likely to take transit where safe and adequate infrastructure is put into place.

SUPPORT POLICY #6 PLACEBUILDER CRITERIA

• D-SP6-1: Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

SUPPORT POLICY #7

PROTECT AND PROMOTE SOCIAL SERVICES AND TAKE ACTIVE MEASURES TO REDUCE HOMELESSNESS.

In 2021, Lexington published the Five-Year Strategic Plan to Enhance Affordable Housing and Reduce and Effectively End Homelessness in Fayette County. This document develops a comprehensive community plan to end homelessness and enhance affordable housing options in Lexington. This plan

stresses the need for collaboration with non-profit organizations, who “know the needs of the people they serve” and are necessary if Lexington hopes to help the City’s unhoused population. The Strategic Plan was developed by the administration and was supported by Council, both in spirit with the adoption of Resolution No. 312-2021, and with the continued support of the activities of the Affordable Housing Fund and the Innovative Sustainable Solutions to Homelessness Fund (Ord. No. 103-2014). The success of the Strategic Plan, the Affordable Housing Fund, and the Innovative Sustainable Solutions to Homelessness Fund are heavily reliant on the non-profit and not-for-profit sectors within the community to provide services to those in need. By incentivizing the production of more affordable housing and by reducing or eliminating barriers for community partners to establish facilities throughout Lexington, the City can meet the goals of these plans and better serve Lexingtonians in need.

While those experiencing homelessness span racial and ethnic lines, the racial composition of homelessness and income insecurity in the United States, which is reflective of Lexington, is heavily weighted to people of color. Specifically, those individuals who identify as Black or African American are more likely to suffer periods of homelessness or income insecurity. As of 2021, 24% of those experiencing homelessness in Lexington identified as Black or African American. This is a particularly striking number, as those who identify as Black or African American comprise 14.6% of Lexington’s population. Adding new social services that are focused on helping people find housing, obtain food, and get into safe spaces can drastically impact the Black or African American population.

Furthermore, recent studies show that approximately 24% of individuals who experience chronic homelessness, are homeless for at least a year, or experienced at least four periods of homelessness adding up to twelve months in a three year period, possess a disability. Disabled individuals suffer a higher risk of homelessness due to high cost of care, inaccessible housing, and unaffordable housing. For those who are able to obtain housing or social services, like those provided by community centers and adult daycare facilities, the costs of necessitates, like food or medicine can be reduced to help make other parts of life easier. The inclusion of such facilities in neighborhoods or where people live is essential, as difficulties in mobility, access to vehicles, and costs inhibit access (Support Policy #6).

Reducing barriers to community-serving facilities that disproportionally impact people of color and those who are protected under the Americans with Disabilities Act (ADA) would ensure that the City is protecting the health, safety, and welfare of the community. Additionally, by promoting equitable

solutions to housing affordability, the City will be available to receive increased funding from the Federal Government through new programs that promote the reducing or removing barriers for the creation of housing. By promoting and protecting supportive uses for some of Lexington’s most vulnerable community members, the City can ensure a more equitable and just community.

SUPPORT POLICY #8

BUILD UPON THE SUCCESS OF THE SENIOR CITIZENS’ CENTER TO PROVIDE IMPROVED QUALITY OF LIFE OPPORTUNITIES FOR THE LARGEST GROWING POPULATION DEMOGRAPHIC.

As Lexington’s population demographic shift continues and those aging workers leave the workforce, the need for meaningful social interaction opportunities for seniors will be increasingly important. The Lexington Senior Center and its three satellite sites (Charles Young Center, Bell House, and Eldercrafters at the Black and Williams Center) serve residents of Fayette

County 60 years and older. Each center is unique in its specific offerings, but all provide a safe and inviting environment for senior adults to spend their leisure time enjoying recreation, social, art and educational opportunities in a place that preserves their dignity and values each as individuals.

The expansion of services and programs that serve people as they age, and those of all ages with disabilities, will be important for the community. To that end, included in the 2023 proposed budget, funding is established for the design of an additional satellite location in the Shillito area. This location will fill a needed programming and activity gap in this portion of Lexington for seniors. This new planned facility is expected to have roughly 20,000 square feet dedicated to therapeutic recreation targeted for those with disabilities of all ages. It will also provide additional fitness programming opportunities, and employ 7-8 new staff. The next satellite center is expected to open in the 2025-2026 timeframe.

Finally, Lexington’s actions and inclusion in the AARP Age Friendly Communities network should be supported throughout planning and in all projects. Additionally, development throughout the city should include agefriendly amenities and development patterns that provide opportunities to improve the quality of life for Lexington citizens at all stages of their lives.

SUPPORT POLICY #9

IMPLEMENT ADDITIONAL CREATIVE COHOUSING OPPORTUNITIES THAT ARE BOTH ACCESSIBLE & AFFORDABLE FOR SENIORS & PEOPLE WITH DISABILITIES.

The 2015 Housing Market Demand Study projected that one of the greatest housing needs facing Lexington was to address the growth of the aging population with housing products more suitable to their needs. Since the adoption of Imagine Lexington, the Senior Services Commission has been a vocal advocate of addressing the needs of both the aging population and peoples with disabilities, with a specific focus on expanding housing choice. Their work on and support for Accessory Dwelling Units (ADUs) was instrumental to the approval of this housing option throughout the community.

ADUs were only a first and small component of beginning to address varied housing options and the need to support Lexington’s aging population. ADUs often, though not always, fall into the realm of what is called cohousing.

Cohousing is defined broadly as clustered residential units that share community space. These neighborhoods are collaboratively planned, with managed activities to create a uniquely tight-knit shared living experience. In a cohousing development, every unit is fully self-sustainable and includes every aspect of a traditional dwelling unit, including its own kitchen. Typical cohousing developments fall in the 30-40 unit range with an intentionally designed layout that supports shared common spaces and resident interaction. Often this involves additional facilities for regular daily use like a common house that provides amenities like a shared kitchen, guest quarters, as well as flexible community gathering and meeting spaces.

As seniors continue to face rapidly rising costs for traditional managed care at senior or assisted living facilities, the desire for a housing option where close relationships with nearby residents that can meet the same needs becomes a much more attractive and affordable housing option. Just as ADUs allow seniors the option to age-in-place, in the neighborhoods they’ve known and lived in for years, cohousing provides new options where aging-in-place may not be available. Cohousing is not defined as an entirely senior development type, in fact it is widely seen as a way for multigenerational living where the community provides basic supportive services to their neighbors. It is this

facet that makes cohousing a particularly attractive option for those that need that support.

None of these housing types are intended to be a panacea for addressing affordable housing needs, however creating numerous, zoning supported housing options can have a meaningful impact on meeting Lexington’s demand.

SUPPORT POLICY #9 ACTION ITEMS

1. Update the Zoning Ordinance to allow for greater diversity in housing type.

SUPPORT POLICY #9 PLACEBUILDER CRITERIA

• D-SP9-1: Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

SUPPORT POLICY #10

INCORPORATE STREET TREES AS ESSENTIAL INFRASTRUCTURE.

Street trees are often appreciated for their aesthetic appeal, but their true value as infrastructure is often overlooked. Like all investments in infrastructure, there are upfront and ongoing costs associated with planting and maintaining street trees. However, municipalities rarely consider the multitude of benefits that street trees can provide. A holistic perspective on street trees as essential infrastructure highlights the numerous advantages they offer, and Lexington should develop new policies and practices to ensure these benefits are fully realized.

MICROCLIMATE COOLING AND CLIMATE RESILIENCE: Street trees provide natural shade, reducing heat absorption by surrounding surfaces and lowering air temperatures underneath their canopy. Transpiration, a tree's cooling mechanism, can reduce air temperature by up to 10 degrees Fahrenheit, making a significant difference in human comfort that can lead to more people choosing to walk over drive.

STORMWATER MITIGATION: With the increase in extreme precipitation events in Lexington, street trees can play a crucial role in managing stormwater. The impacts of stormwater runoff can be minimized by increasing tree canopy over paved roadway surfaces to increase interception of rainfall. A single tree can capture hundreds of gallons of rainwater, reducing the volume and flow of

stormwater that can flow off of roadways and enter stormwater management systems. When roadside bioswales are included, street trees can also absorb harmful chemicals from road runoff, transforming them into less harmful substances and improving water quality.

POLLUTION REDUCTION AND HEALTH BENEFITS: Street trees contribute to air pollution reduction by filtering dust and absorbing volatile organic compounds from roadways. They mitigate light pollution by shielding vehicular lighting and alleviate noise pollution by blocking and attenuating sound. Neighborhoods with street trees improve human health by reducing stress and encouraging physical activity, leading to improved overall well-being.

TRANSPORTATION AND ROAD

DESIGN:

Contrary to traditional beliefs, street trees can enhance safety outcomes by reducing crash rates and fatalities. The assumption that wider clear zones devoid of trees are safer does not always hold true in urban settings. Street trees encourage slower and more attentive driving, making roads safer for pedestrians and promoting alternative modes of transportation. Additionally, shaded asphalt pavement lasts longer and requires less maintenance due to reduced exposure to sunlight.

To fully appreciate street trees as infrastructure, decision-makers must undergo a shift in thinking. Steps must be taken to educate road agencies, engineers, utilities, planners, and developers on the full benefits of street trees. Various groups must come to the table, including arborists, tree advocacy groups, and proponents of walkability, to prioritize the inclusion of street trees early in roadway designs and infrastructure layouts. Street trees support a range of benefits from environmental and transportation equity to fiscal responsibility, and they are essential to the long term sustainability of Lexington’s future.

A wealth of research, advocacy, and guidance on valuing trees as infrastructure already exists. Proven design approaches and engineered products facilitate the growth of urban trees without causing negative impacts on other surrounding infrastructure. The National Association of City Transportation Officials (NACTO) published The Urban Street Design Guide, which offers recommendations for spacing based on tree species, property lines, and other roadside features. This guide takes an urban and multimodal approach, suggesting the inclusion of street trees in all but the most extreme cases. Lexington can benefit from adopting these resources and proactive embedding the value of street trees into routine design, operations, and investment decisions.

SUPPORT POLICY #10 PLACEBUILDER CRITERIA

• D-SP10-1: Prioritize street trees in the planting strip.

SUPPORT POLICY #11

DEVELOP A CLIMATE ADAPTATION PLAN.

Through the adoption of the Goals and Objectives, Lexington has made a commitment to community wide net zero greenhouse gas emissions by 2050. This action is a starting point to the development of a more resilient community in the face of dramatic shifts in our climate, which will change how Lexington grows. Climate change is a global problem that is affecting every region of the world. Cities, including Lexington, are particularly vulnerable to the impacts of climate change due to their high population densities, reliance on complex infrastructure systems, and concentration of economic and cultural assets. Within cities, certain populations, such as low-income communities, the elderly, and marginalized groups, are particularly susceptible to the adverse effects of climate change due to factors, such as limited access to resources and inadequate infrastructure.

Rising global temperatures increase the number of extreme weather events such as floods, droughts and storms—which Lexington and the surrounding region are already experiencing. These impacts of climate change can have costly impacts on cities' basic services, infrastructure, housing, human livelihoods and health. However, by planning for climate adaptation, Lexington can reduce the risks posed by climate-related events and ensure that they are able to continue functioning in the face of these challenges. A climate adaptation plan serves as a strategic blueprint for cities and communities to effectively prepare for, withstand, and recover from the increasingly frequent and severe impacts of extreme weather and climate-related events. These plans not only help save lives but also mitigate the economic costs associated with extreme weather events. For instance, investing in resilient infrastructure designed to withstand floods or storms can significantly reduce the risks of damage to facilities and disruption of service. Furthermore, developing contingency plans and emergency response systems enables cities to respond swiftly and efficiently during climate-related emergencies.

Beyond the immediate benefits, climate adaptation planning also fosters long-term sustainability. By identifying and addressing vulnerabilities to climate change, Lexington can enhance overall resilience, allowing residents to thrive in a rapidly changing world. However, an equitable approach is vital to ensure that the benefits of adaptation efforts are accessible to all.

By integrating equity into climate planning, Lexington can prioritize the needs of marginalized communities, ensuring that resources and strategies are allocated in a fair and inclusive manner. This means taking into account the specific vulnerabilities and challenges faced by low-income groups, the elderly, and other marginalized populations. By promoting fairness and inclusivity, climate planning can help reduce disparities and empower these communities to adapt and thrive in the face of climate change.

“Invest in infrastructure to mitigate the effects of climate change, such as storm and flood preparations, enhancing the power grid to handle heat waves and ice storms, and providing shelters for those without AC or heat in times of severe weather.” – Lexington Resident, 2022 OTT Community Survey

SUPPORT POLICY #11 ACTION ITEMS

• Develop a Climate Action Plan.

SUPPORT POLICY #12

SUPPORT PROGRAMS THAT PROTECT THE RIGHTS OF TENANTS DURING THE EVICTION PROCESS

As housing throughout the United States has grown more expensive and access to a livable wage for families is harder to come by, many within Lexington have been forced to make difficult decisions about how to spend a limited income. Unreliable income, late payments, increased rental rates, or a host of other reasons has resulted in an increase of evictions within the City. The results of the eviction process are not only jarring to families, as it leaves them without housing, it has a continual impact that creates further barriers to housing for individuals and families. Currently, landlords and property management companies are able to consider previous evictions to justify rejecting applicants for housing, creating a cycle of displacement.

The reverberations of this displacement extend beyond the loss of housing, but can also have an impact on other aspects of life and more dramatically impact specific populations. A recent study in Wisconsin showed that workers who experience eviction or an involuntary move are 20% more likely to lose their jobs. Evictions also have a more dramatic impact on minority populations, children, peoples with disabilities, and our aging population. Research indicates that approximately one in every five Black and Latino children have experienced an eviction by the age of 15, women experience eviction 16% more than men, and Black women are experiencing eviction two times more than White women. This uncertainty negatively impacts health, education, employment, and community ties.

Due to the magnifying issues caused by evictions, it is important and beneficial that landlords, property managers, and tenants understand their rights and the legal processes. However, recent research shows that the legal understanding and representation is currently one sided. Despite the fact that legal representation for tenants facing eviction has proven effective at preventing evictions, a review of 28 cities and states found that only 3% of tenants are represented in eviction cases. This small percentage is even more problematic compared to the representation by landlords, which was over 80%. Often, renters are unaware that representation can aid in a solution for their situation, while access to financial resources is also typically far less of an issue for individuals who own property.

To combat the inherent disparities in the representation of tenants and promote security for vulnerable populations, many cities have developed a right or access to counsel program. Lexington recently established a pilot program that will provide access to counsel for tenants during the eviction process. The program has been funded with $1.9 million in one-time federal funds meant to expand services for tenants facing eviction and is operated in partnership with Legal Aid of the Bluegrass and Kentucky Equal Justice Center. These services include mediation with landlords, and access to legal counsel. Lexington should monitor the program and seek further revenue that will protect the rights of tenants during the eviction process and promote more equitable solutions in the rental market.

SUPPORT POLICY #12 ACTION ITEMS

1. Work with Department of Housing to enhance tenant protection programs.

THEME E. URBAN AND RURAL BALANCE.

INTRO

At the heart of every discussion regarding Lexington’s future is the balance between urban growth and rural protection and preservation. The earliest negotiation of this balance resulted in the establishment of the Urban Service Area in 1958, which proved essential to creation of the vibrant community that the City has become. Continued smart growth policies that uphold the Urban Service Area concept are prevalent throughout the Goals, Objectives, and Policies of Imagine Lexington. The balance between the growth of the urban landscape and the preservation of Lexington’s agricultural assets continues to be necessary, as both play an important role in the health and welfare of the whole of the community. By growing intelligently through compact, fiscally responsible development patterns, the foundation of the nation’s first Urban Service Area will continue to allow the city to prosper.

The development types promoted by Imagine Lexington 2045 reduce infrastructure costs, promote desirable placemaking opportunities, enhance multi-modal transportation options and connectivity, create healthier communities, encourage vibrant neighborhood-serving businesses, and preserve irreplaceable farmland. Smart growth patterns and rural preservation go hand in hand; therefore, growth is not inherently a bad thing. In fact, when accommodated in this way, growth can be a boon to the economy, the environment, and society at large. Vibrant cities have growing economies, competitive housing markets with a diverse housing stock, and amenities that improve the lives of current community members and entice new ones. Declining cities are often representative of struggling economies, insufficient housing options, and limited amenities. Lexington continues to be a vibrant city, but that does not mean the City should not strive for more and better.

During the Urban County Council’s review of the Goals and Objectives, councilmembers determined there was a need to expand the urban service area, citing concerns regarding increased housing costs, low housing stock, needed land for job development, and a deep concern with housing affordability. Whereas the cost of housing in surrounding counties is similar to Lexington, the need for a variety of housing options and a specific focus on providing housing for all community members is essential to the development of an equitable community. By focusing on affordability and the need to provide different housing options, the Council reiterated their support for smart growth that prioritizes socially, fiscally, and environmentally responsible principles and policies.

To achieve the Goals and Objectives adopted by the Council, it is essential that Lexington take a modern approach to jobs, housing, and affordability. These approaches must include transit oriented development (TOD), interspersed housing types, integrated neighborhood businesses, and targeted budgets that promote the development of privately and publicly operated affordable housing. Traditional single family detached housing, which has historically been the primary housing type in Lexington, cannot be the primary housing type for future expansion areas. Single family detached should be developed along with townhouses, duplexes, fourplexes, condos, and apartments.

While the prominent focus of the Council discussion regarding the Goals and Objectives was on the expansion of the Urban Service Area, community members, the Planning Commission, and the Urban County Council continued to stress the need for active infill and redevelopment. Despite the continued support for infill and redevelopment, there remains a myriad of concerns regarding how new development can coexist with and complement existing neighborhoods and historic assets. Some of these concerns are addressed through contextually appropriate development; however, there are often misunderstandings or misrepresentations regarding the goals and benefits of new development and their effect on the community. The Division of Planning must increase education and outreach efforts; elected and appointed officials must uphold the vision of this document, even when highly

At the heart of every discussion regarding Lexington’s future is the balance between urban growth and rural protection and preservation. The earliest negotiation of this balance resulted in the establishment of the Urban Service Area in 1958, which proved essential to creation of the vibrant community that the City has become. Continued smart growth policies that uphold the Urban Service Area concept are prevalent throughout the Goals, Objectives, and Policies of Imagine Lexington. The balance between the growth of the urban landscape and the preservation of Lexington’s agricultural assets continues to be necessary, as both play an important role in the health and welfare of the whole of the community. By growing intelligently through compact, fiscally responsible development patterns, the foundation of the nation’s first Urban Service Area will continue to allow the city to prosper.

The development types promoted by Imagine Lexington 2045 reduce infrastructure costs, promote desirable placemaking opportunities, enhance multi-modal transportation options and connectivity, create healthier communities, encourage vibrant neighborhood-serving businesses, and preserve irreplaceable farmland. Smart growth patterns and rural preservation go hand in hand; therefore, growth is not inherently a bad thing. In fact, when accommodated in this way, growth can be a boon to the economy, the environment, and society at large. Vibrant cities have growing economies, competitive housing markets with a diverse housing stock, and amenities that improve the lives of current community members and entice new ones. Declining cities are often representative of struggling economies, insufficient housing options, and limited amenities. Lexington continues to be a vibrant city, but that does not mean the City should not strive for more and better.

During the Urban County Council’s review of the Goals and Objectives, councilmembers determined there was a need to expand the urban service area, citing concerns regarding increased housing costs, low housing stock, needed land for job development, and a deep concern with housing affordability. Whereas the cost of housing in surrounding counties is similar to Lexington, the need for a variety of housing options and a specific focus on providing housing for all community members is essential to the development of an equitable community. By focusing on affordability and the need to provide different housing options, the Council reiterated their support for smart growth that prioritizes socially, fiscally, and environmentally responsible principles and policies.

To achieve the Goals and Objectives adopted by the Council, it is essential that Lexington take a modern approach to jobs, housing, and affordability. These approaches must include transit oriented development (TOD), interspersed housing types, integrated neighborhood businesses, and targeted budgets

that promote the development of privately and publicly operated affordable housing. Traditional single family detached housing, which has historically been the primary housing type in Lexington, cannot be the primary housing type for future expansion areas. Single family detached should be developed along with townhouses, duplexes, fourplexes, condos, and apartments.

While the prominent focus of the Council discussion regarding the Goals and Objectives was on the expansion of the Urban Service Area, community members, the Planning Commission, and the Urban County Council continued to stress the need for active infill and redevelopment. Despite the continued support for infill and redevelopment, there remains a myriad of concerns regarding how new development can coexist with and complement existing neighborhoods and historic assets. Some of these concerns are addressed through contextually appropriate development; however, there are often misunderstandings or misrepresentations regarding the goals and benefits of new development and their effect on the community. The Division of Planning must increase education and outreach efforts; elected and appointed officials must uphold the vision of this document, even when highly organized, but narrowly focused interests are advocating for a different future. Imagine Lexington calls for the government to be held accountable for upholding the vision, be good stewards of Lexington’s precious agricultural, historic, environmental, economic and cultural resources, and allow the city to grow and evolve.

WHERE ARE WE NOW?

Since the adoption of the 2018 Comprehensive Plan, Lexington, like many of America’s largest cities, experienced a slight drop in overall population. The Census Bureau reported that, between 2020 and 2021, over half of the United States’ 88 largest cities, which includes Lexington, experienced a drop in population. However, as the impacts of the pandemic begin to subside and the broader national, state, and local economies stabilize, current research suggests that the population within Lexington is likely to rebound and previously anticipated growth trends will continue. To prepare for the continued growth of Lexington, the City must remain committed to the development of a desirable community that supports the current population and attracts future populations.

Part of what makes Lexington a unique and desirable community are

the progressive planning practices that have balanced the urban built environment and the protection of the surrounding rural lands. Through the establishment of the Urban Service Area and progressive steps to promote infill and redevelopment, the City has been able to establish policies that are meant to promote environmentally, socially, and fiscally responsible development strategies. These strategies also protect the irreplaceable soils that are located within much of the rural areas, while also promoting the equine and tourist industries. Lexington has received international recognition for its horse industry, and a growing following of visitors who are drawn to the beautiful scenery, historic resources and the variety of amenities and entertainment options. Lexington is a city deeply rooted in history, with a thoughtful, consistent planning strategy.

Lexington’s long history is showcased in the many historic properties throughout the city. From Boone Station State Historic Site, where Daniel Boone and his family lived for 10 years in the rural area near Athens, to the historic Lexington Courthouse in the middle of downtown, there are historically significant assets throughout the city. These important assets must be protected as the community continues to grow. Proactively and comprehensively identifying these icons and historically contributing buildings, sites, and districts should be an integral part of the planning process before development applications are proposed. New development should be required to enhance and supplement them, writing the next chapter in Lexington’s storied history.

While the adoption of the Goals and Objectives for Imagine Lexington has set a new direction for growth through the expansion of the Urban Service Area, there is still a need to be progressive with development practices through the City. The previous Comprehensive Plan was explicit regarding the need to promote the removal of exclusionary restrictions, allow for infill and redevelopment, and ensure new development meets the policies of all Themes of the Comprehensive Plan. Infill and redevelopment must continue to be the foremost development strategy for Lexington. Many new developments throughout the urban area can attest to the success of that strategy. Whether through the development of new housing options that allow aging in place or the creation of new commercial opportunities or services which allow residents the ability to walk to amenities in their neighborhood, Lexington has enjoyed the success of infill and redevelopment policies and practices.

The city of Lexington is comprised of 285.5 square miles, 85 squares miles of which are currently included in the Urban Service Area. That means that Lexington’s urban development must generally take place within 30% of the

city’s land. With the proposed maximum modification of the Urban Service Area, the total area of urban development will be approximately 33% of the city’s land. While the expansion is planned, this boundary will continue to keep development patterns relatively compact and minimize sprawling suburban developments that that are common throughout the United States.

Roughly 25% of Lexington’s 200 square miles of the current Rural Service Area are protected through the Purchase of Development Rights (PDR) program. This program protects farmland for food security and helps conserve environmentally sensitive lands. Eventually the city hopes to conserve 50,000 acres, or almost 40% of the current Rural Service Area. These protections have largely contributed to the City’s identity as Horse Capital of the World and the relatively fiscally responsible development patterns.

The amount of vacant land available for infill projects throughout the city is roughly 5,509 acres of the Urban Service Area. This indicates that there are development opportunities of all types within the current Urban Service Area, though some are perhaps more complicated than others. To promote such development, the Division of Planning, Planning Commission, and Urban County Council have sought to reduce barriers to development, while also providing aid and incentives to the development of projects. There are also significant redevelopment opportunities, primarily on underutilized property concentrated on the city’s major arterial corridors. While Lexington’s commercial and retail sales market has been bolstered by shoppers from surrounding counties, the consumer trends have shifted within the commercial and retail landscape to online sales and deliveries. This has resulted in the reduction in large scale anchor tenants, which were once more prominent along major corridors. This has been a loss for many communities but can be turned into an advantage for cities that are willing to implement smart growth strategies.

There are vacant and/or underutilized sites on almost every major roadway within Lexington that are surrounded by large swaths of parking. These areas can benefit from the inclusion of new uses and substantial increases in floor area. These increases would allow for better utilization of the City’s current land for residential, retail, professional office, and other mixeduse developments. By coupling the redevelopment of these properties with greater transportation options, the City would not only be more efficient, but also more environmentally sustainable and equitable. Utilizing transportation corridors in this way would also promote a broader shift towards transit oriented development and create opportunities for Lexingtonians to live in more accessible spaces.

Overall, Lexington is a growing and vibrant community that has historically provided a very healthy balance between urban development and rural interests. The result is a desirable community with a much more fiscally responsible development pattern than is typical of other Kentucky counties and suburban areas throughout the United States.

VISION FOR BALANCE.

PILLARS & POLICIES

PILLAR I ACCOUNTABILITY

Imagine Lexington is a product of and for the people of Lexington. The implementation of this plan must reflect the best interests of those same community members. Ensuring the outlined vision is followed is crucial to the success of Lexington, and placing safeguards and checks to make the needs and desires of Lexingtonians a reality is important to protecting the integrity of the Plan. The responsibility of upholding the vision lies with the Division of Planning, the Planning Commission, and the Urban County Council. Imagine Lexington is designed to be transparent regarding the expectations of this policy-based plan. If followed, even when difficult decisions are necessary, the plan will result in a desirable and livable community that is progressive and sustainable.

The ultimate source of accountability for this plan is the citizens of Lexington, who should have an active role in its development. It is no secret that the City is rapidly growing and changing, and public participation is essential to help guide this change as this occurs. Creating a citizen advisory panel to provide input into its implementation, to contribute educated and informed opinions from diverse backgrounds, demographics, and geographies, is of the utmost importance. As an extension of the massive 2022 public input mechanism, On the Table, this panel will provide the input, buy-in, education, and advocates this city needs.

In addition to direct citizen involvement, increased accessibility of information and continued education regarding the planning process and practice is key to this Plan. The Imagine Lexington website serves as a clearinghouse for all information related to the comprehensive plan, growth and development metrics, public information and input opportunities, and all other data. It will provide a singular resource, for information on the planning process for citizens, developers, and public officials. This informational resource coupled with community outreach is meant to reduce barriers to involvement. This regularly updated resource should be easy to find, interpret, and use for all interested parties.

This information will be of great interest as development changes occur throughout the city, but also as the Division of Planning undertakes one of the more significant projects since the development of the nation’s first Urban Service Area in 1958 – the creation of a new process for determining long term land use decisions involving that boundary. Currently the statemandated comprehensive planning process, which takes place every five years, is heavily dominated by the question of whether or not to modify the existing growth boundary that has kept the city relatively compact in its development patterns. This current model is inefficient, unsustainable longterm, and short-sighted. A true long-range plan and process is required to

ensure future smart growth patterns, efficient infrastructure use, and the preservation of farmland. This is a bedrock policy of this comprehensive plan.

Another cornerstone of Imagine Lexington is the Placebuilder, which includes criteria for zone change applications to ensure compliance with all applicable portions of the comprehensive plan. Feedback from neighbors, the Planning Commission, and even Planning staff indicated that there was a need to more explicitly spell out what it means to be “in agreement with the adopted comprehensive plan,” as required by state statute. The criteria included in this plan focuses on building places, rather than separating land uses. Through context-sensitive design and appropriate placemaking, these standards will build upon the well-documented momentum that shows Lexington nationally trending as a desirable location. The Placebuilder, paired with intentional and incremental text amendments that set the regulatory boundaries for development, will further reflect the Imagine Lexington vision.

ACCOUNTABILITY POLICY #1

COMPLETE THE NEW PROCESS FOR DETERMINING LONG TERM LAND USE DECISIONS INVOLVING THE URBAN SERVICE AREA AND RURAL ACTIVITY CENTERS.

The Urban Service Area concept, while instrumental in retaining Lexington’s compact form and preserving farmland, is not without its drawbacks. Throughout the years, there have been many contentious debates about the size and location of the boundary. The same conversations have been occurring for years, with development interests insisting there is not enough land to develop, while others advocate for preserving farmland and halting suburban sprawl. In fact, the debate begins anew every five years with the state statute-required update to the Comprehensive Plan. Increasingly, these deliberations dominate the proceedings, and, though vitally important, they distract from many of the other crucial issues that face a city with steady growth and trending desirability. The conversations turn from how Lexington should grow, to whether or not the Urban Service Area should be modified, with each interested property owner in the Rural Service Area making their individual pitch. The resulting plans are not as robust as they could otherwise be if additional time were dedicated to other important topics and issues. It also increases the overall time required to spend on the update. Now, staff spends roughly two years updating the plan, leaving only three years to implement.

Additional difficulties exist with expanding the Urban Service Area through the current five-year structure. There is uncertainty on all sides of the issue,

and therefore a heightened sense of anxiety and concern. Also, given that several major landholdings within the Urban Service Area are currently held by a few large developers, some of the development interests believe that expanding the Urban Service Area could provide additional opportunities for the smaller developers or builders to work. However, there is no indication that simply adding new land to the Urban Service Area would alleviate this concern, as many of the same large landholders would have the means to acquire those properties as well.

However, the primary issue with the current system of determining whether or not to modify the Urban Service Area is the unsustainability of the method long-term. This system will eventually lead to consuming all land in Lexington for development, even if that is decades or centuries in the future. It is crucial to create a long-range plan now; if Lexington continues to make ad hoc decisions about whether or not to alter the boundary without such a plan in place, city leaders and citizens might not realize the potential negative impacts of additional development until it is too late. Instead, a controlled release of smaller amounts of land as truly needed to meet the Comprehensive Plan goals and objectives, understanding ahead of time which land can be used and which land is off limits, will create a much more intentional development pattern. Infrastructure can be more efficiently planned, and everyone will understand what the future of Lexington development is to look like.

In 1958, Lexington created the nation’s first Urban Service Area. Throughout the years, this boundary has seen many evolutions; it has been expanded, it has been contracted, and it has been effectively maintained for decades at a time. The American Planning Association designated the Urban Service Area as a “National Planning Landmark” in 1991, an award for projects at least 25 years old that are “historically significant, initiated a new direction in planning or impacted American planning, cities or regions over a broad range of time or space.” Fewer than 100 of these landmark awards have been granted nationwide, illustrating the significance of the boundary and the impact it has had nationwide, as well as locally.

The Urban Service Area has served Lexington well and has provided a number of benefits over the years. Most people immediately recognize the role it has played in preserving the signature horse farmland for which Lexington is internationally known; however, it has, first and foremost, provided for more compact development patterns that reduced suburban sprawl, created infrastructure efficiencies and budgetary savings, and resulted in more sustainable development overall. For these reasons, this mechanism has been replicated in areas all over the United States and is one of the urban planning profession’s standard growth management tools. Improving how Lexington addresses such a critical part of what defines the community is one of the most important policy goals of Imagine Lexington.

The 2018 Goals & Objectives for Imagine Lexington called for creating a new process for determining the when, where, why, and how of future Urban Service Area modifications. This advocacy for a new way of looking at the Urban Service Area is the cornerstone of this Comprehensive Plan, and is intended to be the next evolution of the nation’s first Urban Service Area. It should be a revolutionary take on the concept, which could create a nationally replicable model. It should also separate the question of whether or not to modify the Urban Service Area from the Comprehensive Plan, and will create a long-term plan for Lexington’s sustainability.

Work began in December 2019 with the Mayor’s Sustainable Growth Task Force producing a set of annually replicable ongoing growth trends to assist in future land use decisions. It further produced a draft evaluation framework to help identify methods and criteria for expansion decisions by developing multiple growth scenarios to consider. While this product was not formally adopted by either the Planning Commission of the Urban County Council, it did inform a follow up project.

In June of 2022, Vice Mayor Steve Kay convened a workgroup to build upon the work of the Sustainable Growth Task Force by developing a set of

recommendations to complete the rest of the identified tasks in Theme E, Goal 4 of the 2018 Comprehensive Plan Goals and Objectives. This Goal 4 Workgroup specifically set about to establish the procedures for how future expansion land is identified, where land is to be permanently preserved, and how decisions will be made for including newly identified land intended to meet specified growth needs. The recommendations included in the final report were presented to the Urban County Council and Planning Commission with no formal action to implement taken.

With the adoption of the Imagine Lexington 2045 Goals and Objectives, the Council once again affirmed a commitment to the Planning Commission adopting a new process for making future expansion decisions by setting a new completion date of August 1, 2026. This will require building on the work of both previous efforts while also continuing to build needed consensus with a broad coalition of community stakeholders.

ACCOUNTABILITY POLICY #1 ACTION ITEMS

1. Complete the new process for determining long-term land use decisions involving the Urban Service Area and Rural Activity Centers.

ACCOUNTABILITY POLICY #2

DEVELOP GROWTH BENCHMARKS AND DETERMINE BEST MEASURABLE METHODS TO MONITOR THEM AND REPORT PROGRESS ON A REGULAR BASIS.

Plans are only as good as their ability to gauge measurable results in a timely fashion. To know if a plan is reaching desired outcomes, it is imperative to track the successes and failures so future adjustments can be made and successes replicated. Imagine Lexington is crafted as a policy-based plan with very specific goals in mind. Basic metrics are included as a component of this comprehensive plan but should be supplemented by additional benchmarks identified in the process discussed in Accountability Policy #1.

The city of Denver Colorado has created a simple but insightful set of metrics called “Comprehensive Plan Measuring Success”, which emphasizes the careful and deliberate tracking of key indicators. Denver's plan encompasses six metrics that the city commits to measuring on an annual basis. These metrics are:

1. Equitable, Affordable, and Inclusive: This metric focuses on reducing the number of households burdened by high housing costs.

2. Strong and Authentic Neighborhoods: The aim is to increase the number of neighborhoods that have convenient access to transit, jobs, and retail, thereby fostering vibrant local communities.

3. Connected, Safe, and Accessible Places: This metric seeks to reduce the reliance on single-occupancy vehicle use, promoting alternative transportation options and enhancing safety and accessibility.

4. Economically Diverse and Vibrant: The goal is to increase the proportion of jobs that contribute to a diverse and innovative economy, ensuring economic vitality for the city.

5. Environmentally Resilient: This metric measures the city's progress in reducing its impact on climate change and fostering sustainability.

6. Healthy and Active: This metric aims to reduce health inequities across different neighborhoods within the city.

While each metric alone may not capture the entirety of a specific vision element, collectively they form a helpful framework for evaluating progress over time. By utilizing the annual data and trends analysis from the ongoing Sustainable Growth Task Force as well as developing a set of similar metrics based on the priorities set forth in Imagine Lexington 2045, Lexington can gain a yearly snapshot of its implementation progress and determine whether it aligns with the goals outlined in the Imagine Lexington 2045 visions.

ACCOUNTABILITY POLICY #2 ACTION ITEMS 2045:

1. Develop a series of Comprehensive Plan metrics.

ACCOUNTABILITY POLICY #3

IMPLEMENT THE PLACEBUILDER TO ENSURE DEVELOPMENT COMPLIANCE WITH THE GOALS, OBJECTIVES, AND POLICIES OF THE COMPREHENSIVE PLAN.

While traditional comprehensive plans set the stage for the location of land uses within the community, there is often little to no discussion as to how a proposed development will meet the Goals, Objectives, and Policies that provide the framework for the needs and desires of a community. Lexington’s shift to a policy-based plan allowed for greater flexibility in the zone change process, and it alleviated some of the issues surrounding historical roots of segregation inherent in a land use map.

The addition of the Placebuilder element to the Comprehensive Plan in 2018 provided greater transparency and guidance during the planning process to ensure adjacent property owners and community stakeholders were aware

THE PLACEBUILDER

of which policies were being considered for a particular application, and what types of development they could expect. The Placebuilder is a primary component of Imagine Lexington. It was designed to initiate conversations regarding how proposals further urban planning best practices and meet the needs and desires of community members. In essence, the Placebuilder provides a transparent process by which an applicant can show the community, the Planning Commission, and the Urban County Council that they are “in agreement with the adopted comprehensive plan,” per state statute.

As a distillation of the Goals, Objectives, and Policies of the plan, The Placebuilder illustrates the types of development that are appropriate in various contexts. The element offers a menu of Place-Type options that are meant to describe the context of the area of proposed development, while recommending suitable Development Types that fit that context. This differs from a traditional land use map because the goal is no longer focused on the separation of land uses, but instead the building of integrated and complementary places. Each type of development has associated criteria that represent the generalized needs and desires of community members and relate back to specific Themes and Policies. These criteria should be addressed or shown to be inapplicable, to illustrate how proposals will meet the Comprehensive Plan. Imagine Lexington acknowledges that different parts of the City have their own unique contexts. Every site has its own unique opportunities, constraints, and challenges, and not every criterion will be applicable. The Placebuilder element is not a checklist for developers to satisfy, rather it provides guidance and a process to ensure conversations occur regarding the policies present throughout Imagine Lexington.

Since the adoption of the 2018 Comprehensive Plan, the Placebuilder element has been an essential tool to enhance public engagement, clarify the zone change process, modernize regulations, and streamline discussions regarding future development. The majority of discussions regarding development within Lexington since the inclusion of the Placebuilder have become more focused on the development of places that are in context, which in turn leads to greater agreement with the Comprehensive Plan. This update to the Comprehensive Plan is reflective of the current context of the City, incorporates the changing perspectives of the public, and promotes modern planning solutions.

ACCOUNTABILITY POLICY #3 ACTION ITEMS 2045:

1. Continue a public outreach program for ongoing community education on Imagine Lexington and the Placebuilder.

ACCOUNTABILITY POLICY #4

MODERNIZE THE ZONING ORDINANCE TO REFLECT THE DIRECTION OF THE 2045 COMPREHENSIVE PLAN.

Since the adoption of the 2018 Comprehensive Plan, it has been the Goal of the Division of Planning and the Planning Commission to modernize the Zoning Ordinance. The last major overhaul of Lexington’s Zoning Ordinance was in 1983, which also included significant revisions to the Land Subdivision Regulations. Despite various changes that have been made since 1983, the Zoning Ordinance is still reflective of many of the best practices and philosophies from the 1980s. Future changes to the Ordinance must be reflective of a much larger city with different needs, while raising the bar for future development and ensuring that public infrastructure will be built to standards that address modern public health and safety.

Imagine Lexington 2045 is continuing a significant shift in Lexington’s planning direction. These are steps that promote facilitating urban growth, enhancing existing places, and creating new desirable spaces. Realizing these goals will require updating regulations within the Zoning Ordinance to make new projects feasible. Creating abundant new opportunities for varied housing types in order to attract new residents and businesses is critical and will require a top to bottom review of every section of the Ordinance. Many of the past iterations need to be evaluated for efficacy, as well as reviewing the Ordinance considering Imagine Lexington’s emphasis on equity and affordability.

Additionally, over the last 30 years, changes to the Zoning Ordinance have taken

on a more design-based approach, which raises the bar for future growth. Residents are increasingly more concerned with the quality of the place where they live. Revisions to the Zoning Ordinance will focus on creating great new places for people to live, work and experience. These text amendments are called for throughout the adopted 2045 Comprehensive Plan. To facilitate the comprehensive and imposing effort required to amend these ordinances in a meaningful way over the coming years, text amendments emanating from Imagine Lexington will first be presented for formal consideration at the Planning Commission committees. The text amendments will follow the remainder of the process as directed by KRS 100 and the Zoning Ordinance, including mailed notice, a public hearing with the Planning Commission, and final adoption by the Urban County Council.

Whereas the 2018 Comprehensive Plan stressed the need for consistent incremental change, the adoption of Goals and Objectives that expand the Urban Service Area necessitates that the modernization of the Zoning Ordinance be prioritized. Whereas previous changes were focused on the right sizing of the Ordinance, while removing restrictive or exclusionary elements, many of the changes resulting from the 2045 Comprehensive Plan must be reactive to the existing Urban Service Area, while ensuring best practices for the future areas of expansion. The Division of Planning staff, Planning Commission, and Urban County Council must work to create an Ordinance that ensures transit oriented development, prioritizes higher density developments and a mixture of housing types, incentivizes affordable housing, and promotes employment opportunities.

ACCOUNTABILITY POLICY #4 ACTION ITEMS

1. Modernize the Zoning Ordinance to reflect Imagine Lexington priorities.

ACCOUNTABILITY POLICY #5

REDESIGN AND RETROFIT THE LEXINGTON ROADWAY NETWORK TO SAFELY AND COMFORTABLY ACCOMMODATE ALL USERS SO AS TO ENCOURAGE WALKING, BICYCLING AND TRANSIT USAGE.

Since World War II, most transportation infrastructure has been designed to encourage the use of single-occupancy vehicles. This resulted in abundant wide lanes of pavement to address peak hour congestion, but made walking, bicycling and transit usage undesirable and potentially unsafe. In some areas choices made to promote automotive movement eliminated other modes of transportation altogether. Additionally, these wide highways are underutilized during off-peak periods, encouraging excessive speeds and aggressive

driving, which further decreases walking, bicycling and transit use even when sidewalks or bike lanes are present. Despite the historic decisions, an increasing number of people utilize these streets in different ways. Some users make the personal choice to step outside of cars, but many others have no other choice due to the of car ownership or a restriction that bars them from physically operating a motor vehicle.

The Lexington Area MPO has estimated that approximately 1/3rd of Lexingtonians do not operate an automobile either due to age, physical limitations, cost, legal reasons or personal choice. The Lexington Area Bicycle & Pedestrian Master Plan 2018 showed that 30% of all car trips could be easily covered by a 10-minute bike ride or a 30-minute walk. In addition, nearly the entire population within the Urban Service Area resides within the Federal Transit Administration’s (FTA) defined walking distance of the Lextran bus route. As a result, a combined effort to construct new roadways along with a comprehensive effort to retrofit the existing roadway network to meet complete streets design standards would provide mobility equity to all Lexington residents regardless of their income, age or abilities. Additionally, since the best design practices for complete streets incorporate the ‘Safe Systems Approach’, as promoted by the Federal Highway Administration, this

effort to redesign and retrofit Lexington’s roadways would be an important part of accomplishing the Lexington Area MPO goal of working towards zero traffic fatalities and serious injuries by the year 2050.

ACCOUNTABILITY POLICY #5 ACTION ITEMS

1. Work with the Division of Traffic Engineering and neighborhoods to develop prototype street retrofit and traffic calming projects.

ACCOUNTABILITY

POLICY #6

PARTNER WITH OTHER AGENCIES AND ORGANIZATIONS TO CREATE PUBLIC EDUCATION AND OUTREACH OPPORTUNITIES.

Comprehensive planning plays a significant role in shaping the community and impacts various aspects of daily life. Given the broad scope of its impact, it is crucial to recognize the importance of including diverse perspectives in the planning process. Engaging as many voices as possible is essential to ensure that the resulting plans truly reflect the needs, aspirations, and concerns of the entire community.

To ensure a comprehensive and inclusive approach to planning, Lexington should actively partner with other agencies, community organizations, and leaders to facilitate public education, outreach, and engagement opportunities. By doing so, the following objectives can be achieved:

1. REPRESENT DIVERSE VOICES: It is essential to ensure that input is heard from voices that are representative of the city's population at large, rather than solely relying on highly organized interests. Collaborating with community organizations and leaders can help reach a broader range of individuals and groups, ensuring a more inclusive and equitable planning process.

2. DEVELOP FUTURE NEIGHBORHOOD LEADERS: Partnering with agencies and organizations provides an opportunity to develop and nurture future neighborhood leaders. By offering educational programs and mentorship initiatives, the city can empower individuals to actively participate in the planning process, fostering a sense of ownership and stewardship within their neighborhoods.

3. IMPROVE CIVIC DISCOURSE: Through collaborative efforts, the city can improve the level of civic discourse by creating platforms and spaces for constructive dialogue and engagement. Encouraging

respectful and informed discussions about community issues and planning decisions contributes to a more vibrant and informed public discourse.

4. PROVIDE EDUCATIONAL OPPORTUNITIES: Partnering with agencies and organizations allows for the provision of educational opportunities to enhance public understanding and knowledge about planning-related topics. This empowers residents to provide informed input and contribute to the planning process effectively.

A successful example of community engagement that achieved these goals was the On the Table (OTT) event. OTT was a city-wide conversation that facilitated community members getting to know each other better and discussing what is and isn't working in Lexington. OTT was the primary public input source for the 2018 and 2045 Comprehensive Plans. During the 2022 weeklong event, thousands of residents across Lexington gathered in homes, businesses, libraries, and parks to discuss the present and future of the city. Participants not only engaged in conversations but also completed a survey about the future of Lexington and its growth and changes. The data collected through this process played a crucial role in shaping the 2045 Comprehensive Plan, with over 15,000 usable question responses guiding the plan's update.

ACCOUNTABILITY POLICY #6 ACTION ITEMS

1. Partner with other agencies, community organizations, and leaders to facilitate public education, outreach, and engagement opportunities.

ACCOUNTABILITY POLICY #7 (NEW)

ESTABLISH A COORDINATING OFFICE TO ADVANCE CLIMATE ACTION AND SUSTAINABILITY PLANNING EFFORTS.

All cities, including Lexington, face significant challenges due to climate change, pollution, resource depletion, and population growth. These issues require long-term planning and coordinated efforts to address the anticipated impacts. Establishing a city agency focused on sustainability demonstrates a commitment to advancing sustainable development goals, encompassing environmental, social, and economic factors.

An office of sustainability serves as a central hub for developing and implementing policies, programs, and initiatives that promote sustainable practices across all sectors of the City. This includes efforts to reduce greenhouse gas emissions, improve energy efficiency, promote renewable energy, minimize waste, enhance transportation systems, and implement sustainable land use planning. Through collaboration with city departments, community organizations, businesses, and residents, an office of sustainability can foster a resilient and equitable city, improving the overall quality of life.

By coordinating and prioritizing sustainability efforts among different departments and initiatives, a sustainability office enables more efficient use of resources, facilitates communication and collaboration among stakeholders, and acts as a single point of contact for residents and businesses seeking information and support for sustainable practices. The engagement of the community helps foster a culture of sustainability throughout the City and can draw more engaged individuals into discussions.

Developing an office of sustainability is also crucial to enhancing competitiveness in securing state and federal funding. Dedicated staff can establish partnerships with agencies and seek technical assistance from experts, leveraging existing and future funding programs. Additionally, having dedicated staff enables the collection and utilization of data to measure and report the progress of initiatives, demonstrating their effectiveness and impact to funders.

Furthermore, it is essential to allocate adequate time and resources to ensure that climate action and sustainable development decisions are accompanied by comprehensive equity and inclusivity practices. Equity should be integrated into all decision-making processes, from policy development to program implementation. An equity focus amplifies the voices of marginalized and vulnerable communities and address their concerns. An office of sustainability

should regularly track progress towards equity and environmental justice goals and make necessary adjustments along the way.

In 2022, Lexington hired its first Sustainability Program Manager. To effectively meet the challenges and opportunities ahead, the city should continue investing in and advancing these efforts by expanding staffing and allocating more resources to coordinate and advance climate action and sustainability planning.

ACCOUNTABILITY POLICY #7 ACTION ITEMS

1. Establish a coordinating office to advance climate action and sustainability planning efforts.

ACCOUNTABILITY POLICY #8

ESTABLISH A COORDINATING OFFICE TO IMPLEMENT RECOMMENDATIONS OF THE MAYOR’S COMMISSION FOR RACIAL JUSTICE AND EQUALITY.

In June 2020, the Mayor's Commission for Racial Justice & Equality was established and it engaged a diverse range of community members in dialogue and collaborative efforts aimed at dismantling systemic racism. The commission's comprehensive report examined how systematic racism impacted different segments of Lexington, including its history, education and economic opportunities, housing and gentrification, health disparities, law enforcement, justice and accountability, and racial equality. Anchored in the principle of equity, Lexington endeavors to ensure fair and unbiased treatment for all individuals, particularly those from historically marginalized communities. The city should actively embrace and celebrate diversity, encompassing various communities, races, ethnicities, abilities, backgrounds, cultures, nationalities, and beliefs, recognizing the multitude of benefits derived from a diverse population. Committing to fostering a just and inclusive society, Lexington should strive for fairness, civil rights, racial justice, and equal opportunities across all levels of its government structure. Lexington should strive to create a thriving community that uplifts and serves all its residents by cultivating a diverse workforce that appreciates and harnesses the talents and skills of employees from different backgrounds.

State and local governments are increasingly creating offices with a focus on equity, aiming to give priority to equity in government policies and procedures, as well as to support equity initiatives within their communities. It is important for Lexington to acknowledge comprehensive and sustainable equity measures and strive to implement a well-funded framework that can efficiently document, track, and monitor equity initiatives. The Broward County

(Florida) Racial Equity Task Force, led by the Senior Advisor for Innovation and Performance and situated within the Mayor's Office, is tasked with identifying and addressing systemic racial inequities through policy recommendations to eradicate racism and foster racial equity. Miami-Dade County in Florida has the Office of Equity and Inclusion, comprising members appointed by County Commissioners for 2-year terms, dedicated to fostering equity and inclusion in the government and beyond. The Office of Diversity and Equity in Multnomah County, Oregon, was created by a county ordinance and is overseen by the Diversity and Equity Manager, who reports directly to the chair of the County Board of Commissioners. Olympia, Washington houses an eleven-member Social Justice and Equity Commission whose mission is to eliminate racism and unlawful discrimination while promoting human rights for all residents through a fair and equitable approach. Lexington should implement comprehensive policy reforms and enhance existing ones to create a well-funded framework to establish a centralized authority within the government that can effectively address equity issues and strive towards building a community that is fair and equitable for all its residents.

Lexington’s Commission For Racial Justice And Equality Housing And Gentrification Subcommittee report had eight recommendations on how to deal with the housing issues in Lexington. Recommendation #1 was for

Lexington to create an Office of the Housing Advocate, by ordinance and with permanent funding, to centralize and provide oversight of the full spectrum of housing needs in our community. This office has been helpful to the community as a centralized place for the community to go to for their housing needs. This is an example of how the government can approach issues on equality and diversity. To truly prioritize equity, it is necessary for Lexington to adopt additional measures that establish a comprehensive, well-funded, and sustainable framework for documenting, tracking, and monitoring equity initiatives. It is crucial to establish a centralized office responsible for overseeing all equity related efforts within the community. This office would coordinate the implementation of programs, promote community advocacy, circulate information, and foster collaboration with relevant departments and partners. By taking these steps, Lexington can ensure that equity is at the forefront of its planning and development endeavors. The office should employ knowledgeable staff who can contribute to key policy speeches, articles, essays, and presentations aiding the mayor and other City officials. By establishing measurable benchmarks based on leading policies and practices, Lexington ensures the effectiveness of its diversity and equity initiatives, cultivating a transparent and equitable environment that values and leverages the strengths of a diverse workforce.

ACCOUNTABILITY POLICY #8 ACTION ITEMS

1. Establish a coordinating office to implement recommendations of the Mayor’s Commission for Racial Justice and Equality.

ACCOUNTABILITY POLICY #9

ENHANCE DIVERSITY IN LEXINGTON'S BOARDS AND COMMISSIONS.

Local boards and commissions play a vital role in shaping policies, making decisions, and advising the City of Lexington on various matters. The Lexington Boards and Commissions website provides information on 68 boards and commissions, covering crucial areas like land use planning, parks, environment, public safety, and public health. As of June 2023, across all boards and commissions, occupied seats were 20% African American, 2% Asian, 3% Hispanic, and 71% White.

While the overall membership generally reflects Lexington's population demographics, it is essential to ensure that each individual board and commission has a diverse membership that truly represents the community they serve. Diversity encompasses more than just race; it includes factors such as age, income, education level, housing tenure, gender, and more. By fostering diversity within boards and commissions, the City of Lexington can

incorporate a wide range of perspectives, experiences, and expertise into the decision-making process. This leads to more equitable and inclusive outcomes that benefit all residents.

Board and commission members are entrusted with important responsibilities, including attending regular meetings, actively participating in committee work, reviewing materials, and staying informed about relevant industry developments. Their dedication and time commitment come with opportunity costs as they may forgo other professional or personal pursuits.

Attracting highly qualified candidates to these demanding positions can be challenging. To foster a diverse pool of candidates, it is essential to consider incentives, such as fair compensation. Offering fair compensation recognizes the value of individuals' time, effort, and expertise, making these roles more appealing and accessible to a wide range of qualified candidates.

By providing equitable compensation, Lexington can help remove barriers and create an environment that encourages individuals from diverse backgrounds, particularly those from marginalized communities, to actively participate and contribute their unique perspectives. Fair compensation also addresses potential financial burdens that may limit participation, ensuring that these positions are more accessible and inclusive. This, in turn, leads to more inclusive decision-making processes and ensures that boards and commissions truly reflect the diversity of the community they serve.

PILLAR II STEWARDSHIP

Lexington was founded in 1775, meaning there has been almost 250 years of rich history that laid the foundation for the current inhabitants of the City. Each generation of Lexingtonians is tasked with ensuring the prosperity of the community and being good stewards of the available resources. Lexington has a long history of proactive planning, from the first comprehensive plan in 1931 (Imagine Lexington 2045 is the 92-year update), to the nation’s first Urban Service Area in 1958. The thoughtfulness that went into the forwardthinking policies of the past should continue as this generation plans for the future.

Sustainable development is perhaps the best way to discuss the stewardship of Lexington’s land and resources. The Goals and Objectives of this Plan call for all future development to be sustainable from an economic, environmental, and social perspective. This means the Lexington must provide for the needs of current community members without compromising the needs of future generations. Development that is economically sustainable promotes fiscally responsible development patterns that do not negatively impact current taxpayers, while also providing various employment opportunities.

Environmentally sustainable development uses the available natural and built environment responsibly and prioritizes compact and sensitive design. It is vital that Lexington ensure the continued availability of clean air, water, and soils, so that we are not depleting our environment for immediate gains.

The third leg of the sustainability stool is social sustainability, which requires the implementation of equitable land use policies. Ensuring opportunities exist so that all Lexingtonians can thrive is critical to the long-term success of the community. Incentivizing socially responsible development that promotes affordability is necessary to promote an inclusive community that embraces individuals from a wide range of backgrounds.

It is also essential to consider the potential unintended consequences of different policies and land use decisions. The City and development partners should always be evaluating the underlying thought-process or roots of land use decisions and regulations. Exposing unintentional or intentional bias against low income and historically marginalized people will lead to the development of equitable solutions that promote a diverse, sustainable, and resilient community.

While it is easier to promote the development of greenfield sites, infill and redevelopment opportunities are typically the most sustainable locations for future growth. Lexington’s arterial or corridor roadways offer some of the best opportunities for sustainable and equitable development. To ensure that

these areas are developed to their fullest and to promote economic vibrancy, Imagine Lexington recommends the revitalization of corridors through thoughtfully designed transit oriented development (TOD). An emphasis on density, increased connectivity, and a mix of land uses, all within proximity, will help the City utilize the precious land available for development, while also enhancing opportunities for individuals and families to obtain greater access to housing, goods and service.

While much of the Comprehensive Plan is focused on developing a livable community within the Urban Service Area, an equally important element is the preservation of Lexington’s quality agricultural soils and the promotion of the region’s historic farming culture. The rural areas play a significant role in the City’s economy, identity, quality of life, and international acclaim. While this plan has identified a need for expansion, it is important that any expansion be carefully master planned, diligently deliberated, and include robust public input. Steadfast stewardship of Lexington’s rural landscape through compact, efficient, and fiscally responsible growth patterns is one of the key components of this Plan.

Another tool in preserving precious agricultural assets is to make full use of the existing Rural Activity Centers, rural areas that are already slated

for urban uses and have defined boundaries. These should be seen as opportunities to accommodate growth in the community. As the Rural Land Management Plan states, the City should “maximize employment potential within the existing boundaries of the Rural Activity Centers while avoiding impacts to surrounding agriculture, Rural Settlements and viewsheds.” Developing these sites fully could relieve development pressure on rural properties, similar to the focus on infill and redevelopment within the Urban Service Area.

In addition to the impacts of growth on a local level, regional planning is important to ensure that Lexington grows with the surrounding communities. Such collaboration can result in improved land stewardship on a larger scale. Collaboration across county lines has been extensively discussed but has not produced long-term execution and tangible results. Recently, Bluegrass Tomorrow has made progress towards connecting the Bluegrass Region’s counties through a shared set of goals, but there is still a lot of work to be done.

STEWARDSHIP POLICY #1

UPHOLD AND MODERNIZE THE URBAN SERVICE AREA CONCEPT.

In Lexington, the natural boundaries that separated urban and rural land uses remained relatively stable until the period following World War II. Emerging employment opportunities, coupled with the government’s investment into housing and large federal projects, like US highways, allowed people greater freedom to move throughout the country. Lexington, like many other cities, was the beneficiary of such development. Between 1940 and 1950, Lexington’s population grew from 78,809 to 100,746.

Community leadership saw the problematic trends in the unrestricted growth of the community. Specifically, City officials were concerned with “leapfrog development”, where parcels of land were being skipped over. This practice resulted in large swaths of undeveloped lands separating pockets of development and creating inefficiencies in the construction and supply of sewer infrastructure and utilities. The inefficiencies of irregular development patterns and unregulated growth also resulted in a greater financial burden on the government and the established populations, who were being taxed at a greater level to pay for the expansion of services (police, sewers, fire, schools, etc.). Finally, leapfrog development and unregulated expansion produced continued pressure on the rural land uses that remained vital to the sustainability of the community.

In 1958, Lexington acknowledged the detrimental impacts of unregulated expansion and established the nation’s first Urban Service Area, effectively changing how development occurred and leading the way for many other communities throughout the United States. This growth management strategy codified the two broad forms of land use and located the areas either within the Urban Service Area or within the Rural Service Area. As with any innovation that impacts private property, the Urban Service Area in Lexington has been tested and modified to ensure that it was legally sound and practically applicable. The establishment of the Urban Service Area was instrumental to Lexington’s growth and continued viability.

Since 1958, the Urban Service Area has expanded and contracted to meet the needs of the community. The boundary of the Urban Service Area has been modified a total of eight times (1962, 1964, 1967, 1973, 1980, 1996, 1998, and 2001), resulting in an increase of just over 17 square miles of urban land uses. With each modification, it has been the responsibility of the Planning Commission to identify the need and appropriate locations of urbanized land uses, which were as elements of the Comprehensive Plan. While Lexington’s built environment has changed dramatically and the City has grown in population by over 190,000 individuals over the course of the last 65 years, the Urban Service Area concept remains a necessary tool to help build a more sustainable, resilient, and viable community. Following the adoption of this Comprehensive Plan, it will again be the duty of the Planning Commission to identify between 2,700 and 5,000 acres for future urban development.

While the Urban Service Area concept remains critical to Lexington’s success, and the previous modifications of the Urban Service Area in Lexington have generally been a success, the process of determining when and where to expand has not changed since the establishment of the Urban Service Area in 1958. It has led to hard conversations that often polarized the community and minimized other elements of the Comprehensive Plan that are equally important. Following the adoption of a master plan for the future areas of expansion, as called for by the Urban County Government, the Planning Commission and staff must continue efforts to modernize how Lexington modifies the boundaries of the Urban Service Area and where it is appropriate to expand to in the future.

STEWARDSHIP POLICY #1 ACTION ITEMS:

1. Educate the public regarding the Urban Service Area concept and the process for managing urban growth.

STEWARDSHIP POLICY #2

CAPITALIZE ON THE DIVERSE ECONOMIC DEVELOPMENT, HOUSING, AND TOURISM OPPORTUNITIES THROUGHOUT THE BLUEGRASS REGION AND ENGAGE IN DISCUSSIONS TO FURTHER CONNECT REGIONAL ECONOMIC HUBS.

As Lexington’s economic and social capital grows, there will be impacts on surrounding counties and cities. The latent effects of these successes can change neighboring communities in a variety of ways, including their economies, housing stock, and industrial development. In an effort to produce a regional vision for the future which allows all communities to benefit, a policy of collaboration should be developed with Lexington’s neighboring cities. The initial step toward the development of a comprehensive regional planning initiative can be done by first connecting economic hubs or centers of economic activity, which are generally located in the downtowns of communities.

Connecting economic hubs can be done on two separate levels: economically, through principles of business cooperation and coordination, and physically, through the establishment of transit that provides multimodal opportunities for citizens to move between communities (see Stewardship Policy #3). By linking Lexington with the nearby economic hubs or the downtowns of surrounding communities, the city will be able to better tie the economic interests of the Bluegrass Region and develop a collaborative planning process. Regional perspective has already been initiated within the tourist industry (see Stewardship Policy #4) and through Commerce Lexington’s regional marketing, but there is still room for improvement through additional promotion of other opportunities and industries.

Through partnerships with organizations like the Bluegrass Area Development District and their Bluegrass Regional Planning Council, as well as direct collaboration with surrounding economic hubs like Nicholasville, Paris, Winchester, Versailles and Georgetown, Lexington can begin to develop lasting planning relationships that benefit the region. The development of an inter-city summit, focused on fostering dialogue between communities, can be the first step in such a relationship. The establishment of downtown collaboration between Lexington and surrounding communities can also lead to additional economic development, planning, and infrastructure cooperation in the future.

Furthermore, by connecting business opportunities, the Bluegrass Region can begin to increase levels of economic security through a diverse economic

base, reducing instability caused during periods of downturn. While it is imperative to have a diversity of industries within Lexington, collaborating with surrounding communities can also entice diverse industries that link the communities and utilize the full advantages of the region. By nurturing regionally inclusive initiatives, Lexington and the surrounding communities can also seek to avoid population dislocation and dispersal out of the region through the provision of superior employment opportunities across all skill and education levels.

A regionally comprehensive mass transit system holds immense potential in both inter-county mobility and the ongoing battle against climate change. A successful public transport system is necessary for an effective emissions reduction strategy in the transportation sector. To ensure success, planning for the future of mass transit requires partnerships. Public transit agencies can partner with transportation network companies to enhance service availability, leverage technology, and improve mobility choices. Additionally, expanding the mass transit network to neighboring jurisdictions, such as Georgetown, Danville, Nicholasville, and Frankfort, through cooperation with organizations like Blue Grass Ultra-Transit Service, which is operated by the Blue Grass Community Action Partnership (BGCAP), would create

an interconnected regional transportation system that promotes efficiency and sustainability. The key to a thriving public transport network lies in providing high-quality services that are reliable, frequent, fast, comfortable, accessible, convenient, affordable, and safe, catering to demand-driven routes. Establishing scheduled and dependable connections between public transit systems can bolster a regional vision.

By outlining a well-defined program for future transit investments, cities can rally political support, coordinate various stakeholders involved in planning and implementation, and secure funding from government and private sources. Enhancing the bus transit experience through reliable and user-friendly services and establishing an attractive identity for the public transport system, while embracing new technologies and apps, will contribute to a sustainable and efficient public transport ecosystem.

STEWARDSHIP POLICY #2 ACTION ITEMS

1. Collaborate with surrounding counties to connect transit between economic hubs.

STEWARDSHIP POLICY #3

INCREASE REGIONAL TRANSPORTATION COOPERATION AND PURSUE MULTIMODAL TRANSPORTATION OPTIONS TO FACILITATE INTERCOUNTY CONNECTIVITY.

A regional transportation network provides for the movement of goods and people though a multimodal system, which includes aviation, trains, trucks, buses, cars, bikes, and pedestrian options. As of 2020, approximately half of the city’s labor force commutes from outside of Fayette County, a trend that is expected to continue as populations in Clark, Scott, Madison, Jessamine and Woodford Counties grow. As this regional population grows, a connected transportation network providing accessible alternatives becomes important for not just residents and commuters, but also to ensure regional connections to state, national and international networks. This includes complete streets that give consideration to bicycle and pedestrian traffic in addition to cars, trucks, buses, and ride sharing options while utilizing the latest innovative advancements in technology.

As interaction between Lexington and neighboring counties & regions increases, planning coordination on key transportation corridors and facilities should be encouraged along with collaboration with KYTC. This includes services and facilities such as intercity bus services and the growth and development of Bluegrass Airport.

Committed Short Range Projects

STEWARDSHIP POLICY #4

COORDINATE WITH SURROUNDING COUNTIES TO CAPITALIZE ON THE INHERENT TOURISM DRAWS OF THE BLUEGRASS REGION.

The Bluegrass Region, including Lexington and its surrounding counties, is a treasure trove of natural beauty and historical significance that attracts tourists from far and wide. While Lexington is often hailed as the Horse Capital of the World, the neighboring counties have their own distinct cultural and historic attractions that add to the region's allure. From the scenic bluegrass landscape and horse farm tours to the renowned Bourbon Trail and Brewgrass Trail, these attractions transcend county boundaries and create a cohesive regional experience that sets the Bluegrass Region apart. To maximize their impact, it is crucial to market and promote these attractions collectively.

Visit Lex already incorporates regional highlights into their marketing materials, showcasing the diverse charms of various counties. The counties bordering Lexington and beyond present a rich variety of experiences and attractions that truly capture the essence of the heart of the Bluegrass Region.

Woodford County embodies the essence of Kentucky with its top-tier bourbon distilleries, vineyards, horse farms, breathtaking countryside, and warm communities. Georgetown/Scott County captivates visitors with its picturesque Victorian era downtown, adorned with American flags and hanging flower baskets. This charming community is a true embodiment of small-town America. Bourbon County presents a genuine Kentucky encounter through its picturesque landscapes and equestrian estates. Visitors, whether on day trips or weekend retreats, are captivated by the region's renowned thoroughbred farms and artisanal bourbon distilleries. A substantial portion of the historic corn and grain cultivated in Bourbon County contributes to the production of local whiskies, notably the distinctive blend that eventually became synonymous with the county's name.

Frankfort, a small yet vibrant city, perfectly encapsulates the unique qualities of the state, combining natural beauty, renowned bourbon, a historic state capitol, and warm southern hospitality in one captivating destination. Nicholasville and Wilmore in Jessamine County call out to nature lovers with their breathtaking beauty, and entice connoisseurs with Kentucky wines. Visitors can explore the first commercial vineyard in the US at First Vineyard, cross the Kentucky River on the historic High Bridge, and pay tribute to brave African-American Civil War soldiers at Camp Nelson National Monument. Madison County, one of Kentucky's fastest-growing areas, boasts a rich heritage and history. With the two incorporated cities of Richmond and Berea,

this county offers a unique blend of urban, suburban, and rural environments, attracting both residential and industrial growth.

Visitors, particularly those arriving through Bluegrass airport who are drawn to Lexington's urban offerings and desire to explore nearby counties, contribute to the mutual benefits of both Lexington and the surrounding areas. Those traveling for attractions in outlying counties will probably stay and spend a good portion of their tourism money in the City. Additionally, the added visibility and attractiveness of the region creates enhanced livability and amenities for employers in all counties.

STEWARDSHIP POLICY #5

FULLY REALIZE THE DEVELOPMENT POTENTIAL WITHIN LEXINGTON’S RURAL ACTIVITY CENTERS WHILE AVOIDING NEGATIVE IMPACTS TO SURROUNDING AGRICULTURE, RURAL SETTLEMENTS, AND SCENIC RESOURCES.

The 2017 Rural Land Management Plan promotes the full development of the Rural Activity Centers (RACs) located within the Rural Service Area. The concept of the Rural Activity Center was initially developed in the 1980 Comprehensive Plan. The four RACs; Blue Sky, Avon (Blue Grass Station), Spindletop, and the Airport, were areas of existing employment that were located outside the Urban Service Area and were in operation or had zoning/ development commitments prior to the comprehensive rezoning of the City and County in 1969 and the merger of the City and County Governments in 1974.

The 1980 Comprehensive Plan stressed that these areas were planned for non-residential development and were meant for commercial, warehousing, manufacturing, or office land uses. Each RAC was further outlined in the 1999 Rural Service Area Land Management Plan and again within the 2017 Rural Land Management Plan (RLMP). The 2017 RLMP recommends that the City seek to maximize the potential for jobs within each of the RACs while maintaining their boundaries and minimizing impacts to the rural area. The RLMP recommends the protection of the scenic resources along roadways that were identified in the Corridor Enhancement Study.

The Blue Sky Industrial Park is the lone privately owned and operated RAC and has been identified as an underutilized site, with much of its area occupied by surface car lots. Its recommended uses are primarily for warehousing, light industrial, and interstate commercial development due to the proximity to the I-75 corridor. There are significant opportunities to more fully realize the

potential of this area, and a small area plan should be undertaken for more specific recommendations.

The Avon RAC is 271 acres and is primarily under the ownership of the Commonwealth of Kentucky, with the exception of 79 acres which are privately owned. This RAC includes several tenants, including Lockheed Martin, which contracts for the U.S. Department of Defense.

Spindletop’s Research Campus is an office park owned by the Commonwealth of Kentucky and includes tenants such as the Council of State Governments and the Asphalt Institute. This RAC is zoned for professional office land uses. While the area is limited and contains no privately owned parcels, there are opportunities for additional professional office developments, which would be well suited for corporate headquarters. Economic development opportunities should be pursued though amendments to the City’s agreement with the Commonwealth of Kentucky regarding the provision of sanitary sewer which would be required.

The Blue Grass Airport is largest of the RACs, containing 707 acres. This RAC includes warehousing and office uses to support the airport facilities, as well as a shooting range for Lexington Police. As the airport has added new facilities, they have acquired new land surrounding the established RAC. The Airport Board acquired 314 acres outside the RAC and constructed an additional runway that allowed expansion of service. However, to avoid complications that could arise through future property sales, the boundary was not expanded.

While the RACs make up a relatively small percentage of the RSA, they still provide significant opportunities for economic growth and development, primarily in Lexington’s job-creating industries. Opportunities for industrial and professional office growth are available, and the city should explore creative opportunities to promote the development of employment opportunities. These opportunities should be pursued, but with thorough consideration given to the integrity of the Rural Service Area and the recommendations of the Rural Land Management Plan.

STEWARDSHIP POLICY #5 ACTION ITEMS

1. Conduct a Blue Sky Small Area Plan.

2. Explore the development of comprehensive scenic resource analysis with VisitLex and the Corridors Commission.

STEWARDSHIP POLICY #6

IDENTIFY NEW COMPATIBLE RURAL LAND USES THAT WOULD ENHANCE LEXINGTON’S ECONOMY AND PROVIDE ADDITIONAL INCOME - GENERATING POSSIBILITIES FOR LOCAL FARMERS.

The 2017 Agritourism Zoning Ordinance text amendment was important in further establishing protections for the agricultural industries, including the equine industry. The impact of that text amendment should continue to be monitored to identify opportunities to add further complementary uses that expand tourism options without negatively affecting existing industries. There remains considerable rural land that is geographically and topographically unsuitable for standard agricultural uses that should be considered for additional agritourism uses. While the community was not prepared during the last text amendment to make those changes, Imagine Lexington envisions a future where those opportunities will become more acceptable, when coupled with sufficient protections to the rest of the agricultural area.

In addition to the tourism elements of rural communities, there is a need to identify new compatible uses attributed to the ag-tech industry. Ag-tech is defined as any innovation used across the value chain to improve efficiency, profitability and/or sustainability of the agricultural industry. Over the course of the last 20 years, there have been significant advancements in hardware and software, business models, new technologies and new applications targeted at increasing yield, efficiency, and profitability of agricultural operations. Kentucky and, in particular, the Bluegrass Region, is poised to attract, develop, and sustain ag-tech companies over the coming decades. It is imperative to promote these advancements to enhance Lexington’s economy and provide additional income-generating possibilities for local farmers.

STEWARDSHIP POLICY #6 ACTION ITEMS

1. Update the Zoning Ordinance provisions for Agritourism and Agtech.

STEWARDSHIP POLICY #7

ENHANCE REGIONAL COLLABORATION FOR COORDINATED PLANNING EFFORTS.

Lexington recognizes the importance of regional collaboration to achieve collective goals and ensure a sustainable and prosperous future for the entire Lexington-Fayette Metropolitan Statistical Area (MSA). The MSA comprises the six counties of Fayette, Bourbon, Clark, Jessamine, Scott, and Woodford Counties. By working together with the planning departments of these

adjacent counties, Lexington should foster a unified approach to planning that maximizes resource efficiency, enhances coordination, and promotes the well-being of the region as a whole.

To achieve a coordinated planning approach, Lexington and adjacent counties should work collaboratively to develop and implement coordinated plans, policies, guidelines, and strategies. These efforts will encompass various areas, including land use planning, transportation infrastructure, environmental protection, resource management, and other relevant aspects of planning. Through coordinated policy implementation, the region can achieve consistency, avoid duplication of efforts, and maximize the effectiveness of planning initiatives.

Furthermore, as the largest municipality in the region, Lexington should actively explore opportunities for resource sharing, including the exchange of data, best practices, expertise, and technical resources, with adjacent counties. This collaborative approach will enhance the planning capacities of Lexington and adjacent counties, enabling them to achieve more impactful outcomes. Additionally, Lexington should proactively seek state and federal funding opportunities that support collaborative regional planning efforts, aiming to leverage additional resources for the region's planning initiatives.

For instance, in 2023, Lexington took the initiative to assume a leadership role within the Lexington-Fayette Metropolitan Statistical Area (MSA). By garnering support from other jurisdictions, Lexington became the lead organization and opted-in to participate in the EPA Climate Pollution Reduction Grant program. This program will provide funding to develop and implement plans aimed at reducing greenhouse gas emissions and mitigating other harmful air pollutants in the region.

To facilitate effective regional collaboration, Lexington should encourage and participate in regular communication, coordination, and information sharing among the planning departments of adjacent counties. This collaborative framework can serve as a platform for shared decision-making, policy development, and the implementation of coordinated planning efforts. By identifying shared priorities, Lexington and adjacent counties can develop a cohesive vision and a unified planning approach that transcends jurisdictional boundaries.

STEWARDSHIP POLICY #7 ACTION ITEMS

1. Work with adjacent communities’ planning departments to foster a unified approach to planning that maximizes resource efficiency, enhances coordination, and promotes the well-being

of the region as a whole.

2. Develop and implement plans aimed at reducing greenhouse gas emissions and mitigating other harmful air pollutants in the region.

STEWARDSHIP POLICY #8

ENSURE

FUTURE DEVELOPMENT IS ECONOMICALLY, ENVIRONMENTALLY, AND SOCIALLY SUSTAINABLE.

Lexington recognizes the importance of sustainable development for the well-being of its residents, the environment, and the local economy. Sustainable development refers to a holistic approach that seeks to raise the standard of living for current residents while ensuring the same opportunity for future generations. . Sustainability hinges on the City requiring all future development to prioritize connecting people to places and each other through compact and well-designed development. This ensures the long-term balance between growth, conservation, and community well-being.

In terms of economic sustainability, reducing the fiscal impact of growth is a key consideration. Lexington must promote and implement policies and regulations that yield development patterns aimed at saving taxpayer dollars. This involves strategies such as encouraging infill development, promoting compact and mixed-use development, and prioritizing the efficient use of existing infrastructure. Economically sustainable development must also ensure that goods and services are equitably distributed and that there are sufficient job opportunities to support the provision of government services. By focusing on cost-effective development practices and job creation, the city can optimize resources, enhance fiscal resilience, and ensure the long-term financial sustainability of the community.

Lexington is also committed to environmentally sustainable land development patterns that support the goal of reaching net zero greenhouse gas emissions by 2050. Recognizing the crucial role of land use in carbon reduction, Lexington must prioritize strategies that require compact, encourage infill development, and prioritize the efficient use of existing infrastructure. Compact development is characterized by higher density buildings that contain a mix of uses, which utilizes the least amount of land for development and enables walkability. Greenfield development in new development areas will have to incorporate sustainable design principles, such as energy-efficient building practices, green infrastructure, and the preservation of natural areas, to contribute to the city's sustainability goals. By integrating these practices, the city aims to ensure that future development minimizes its environmental impact and

advances the overall sustainability objectives of the community.

Lexington also recognizes that social sustainability is vital in creating equitable and inclusive communities. Building upon the principles of Imagine Lexington, the city prioritizes the development of land use policies that promote access to social and economic resources for all residents. This includes addressing public transportation needs, implementing initiatives to support the homeless population, ensuring access to healthcare and mental wellness programs, and promoting inclusivity through additional zone change criteria. A commitment to sustainability requires both the private sector and the government to rethink their approaches to community issues, understanding the interconnectedness between policies and actions and their broader impact. By fostering social sustainability, the city aims to create a community that supports the well-being and quality of life for all residents, embracing diversity and meaningful community engagement.

Achieving sustainable development requires partnerships and collaborations with stakeholders, including developers, community organizations, educational institutions, and other government agencies. It also involves updating zoning and land use regulations to align with sustainable development principles, creating area master plans, conducting impact assessments for major projects, and establishing metrics and benchmarks to track progress towards sustainability goals. The Division of Planning should explore opportunities

and expanded staffing to monitor progress and ensure transparency and accountability in the implementation of sustainable development practices.

STEWARDSHIP POLICY #8 PLACEBUILDER CRITERIA

1. E-ST8-1: Development should be high density and contain a mix of uses.

2. E-ST8-2: Development should provide community oriented places and services.

STEWARDSHIP POLICY #9

FOLLOW AND IMPLEMENT THE RECOMMENDATIONS OF THE 2007 STUDY OF FAYETTE COUNTY’S SMALL RURAL COMMUNITIES AND THE 2017 RURAL LAND MANAGEMENT PLAN TO PROTECT AND PRESERVE LEXINGTON’S RURAL SETTLEMENTS.

Lexington has 19 rural settlements that are essential to the history and fabric of the rural community. Three of the historic settlements, Bracktown, Cadentown, and Jonestown, have been absorbed into the Urban Service Area, while 16 reside in the Rural Service Area, totaling 505 acres.

The majority of the rural settlements were settled by free African Americans following the Civil War. Many descendants of those who first settled these communities still remain on the same land today and operate small farms and businesses. The rural settlements also comprise a significant portion of the African American homeownership in Fayette County.

A three-year study of Fayette County’s rural settlements documented the context and history of the different areas and gave policy recommendations to protect each of their unique identities. The study with the recommendations were adopted as part of the 2007 Comprehensive Plan. While some actions have been taken as a result of these policy recommendations, many of these small rural settlements remain threatened. Threats include urban expansion, population decline, gentrification, and loss of identity.

To protect and preserve Lexington’s rural settlements:

1. The current lotting patterns should be maintained, unless the action taken would restore the parcel’s historic condition;

2. New housing opportunities on vacant lots should be promoted to ensure the longevity of the rural settlements;

3. An ND-1 or H-1 overlay, tailored to the needs of these individual communities, should be considered;

4. Infrastructure measures that both improve the quality of life for residents of the rural settlements and are compatible with the Rural Service Area should be explored, including transportation and public transit, tourism, and internet/ Wi-Fi connection;

5. Consider adjusting the PDR program’s evaluative point system so applications which include farmland adjacent to rural settlements are awarded additional points;

6. Identify local land use advocacy groups to partner as stakeholders in the development of policy and education/outreach efforts within rural settlements;

7. The policy recommendations for rural settlements from the 2007 Study of Fayette County’s Small Rural Communities and the 2017 Rural Land Management Plan should be implemented.

The City has recently launched “A Sense of Place’ campaign to further document the rural hamlets of Lexington. The project will seek to document rural Black hamlets but also to preserve and educate the community about those hamlets. Future recommendations produced by the steering committee should be reviewed by the Planning Commission for inclusion in the Comprehensive Plan.

STEWARDSHIP POLICY #9 ACTION ITEMS

1. Review buffering requirements for the Rural Service Area.

PILLAR III GROWTH

There are many challenges and opportunities related to urban growth in Lexington, but ultimately growth is inevitable, encouraged, and invited, as it is an indicator of a vibrant and desirable community. Imagine Lexington has made mention of Lexington’s well-documented and consistent growth in numerous locations throughout the plan, realizing that many approach this fact with trepidation; however, if proper planning and implementation are executed, it should enhance the community on the macro and micro levels. Neighborhoods can become more complete with a mix of uses and amenities to provide for quality of life for all citizens throughout all seasons of their lives; development patterns can be fiscally responsible with taxpayer dollars; overall community health can improve with multimodal options; and, through these practices, Lexington can protect its signature farmland.

Through an inclusive and comprehensive public engagement process, the Urban County Council has recognized a crucial need to acquire more land within the Urban Service Area to cater to housing and job creation. While the 2045 Comprehensive Plan upholds the Urban Service Area concept, it also bears the responsibility of addressing current demands and planning for future expansion to meet the needs of the people of Lexington until 2045. On June 1st, 2023, the Urban County Council officially sanctioned the enlargement of the Urban Service Area. Subsequently, the Planning Commission was tasked with evaluating potential new land for inclusion, and by December 1st, 2024, an Expansion Area Master Plan is expected to be adopted. This Master Plan endeavors to ensure responsible development while considering the preservation of agricultural land and meeting the evident requirements for additional acreage to facilitate housing and economic progress in Lexington.

It is important to acknowledge that this expansion will not immediately resolve the housing shortage, particularly the lack of affordable housing that Lexington currently faces. There is still a pressing demand for housing development within the existing Urban Service Area, necessitating a more efficient and compact approach due to the consistent growth experienced by Lexington. With approximately 90% of the area within the boundary already developed, Lexington must optimize the remaining 10% and prioritize redevelopment efforts to their fullest potential.

To maximize the potential for development, Lexington must take a holistic approach to infill and redevelopment across the whole of the Urban Service Area. While initially recommended through the 2013 Comprehensive Plan, Imagine Lexington continues this approach, realizing that the community’s land use policies make all development within the community vitally important, and that every development must achieve community goals. Unfortunately, many of the ordinances and regulations setting the parameters

for development throughout the city are outdated, reflecting a more suburban model that does not fit with current realities and vision. It is important to revise these as expeditiously as possible, to ensure the desired development is possible throughout Lexington.

As all growth and urban development can be exciting and is important to the success of Lexington, it is also necessary to remember that quality open space is a basic human need. This was highlighted during the Covid-19 pandemic when these spaces were safe respites from uncertain futures. The public input for this comprehensive plan very clearly indicated that the incorporation of quality open space was a priority for community members of the City and were draws for businesses seeking to establish themselves in the city. It is key to ensure that the open space and parks provided by new developments is designed so as to maximize the utility and visibility of the space. Making open space and greenspace provision a primary objective of developments, and not simply an afterthought, is crucial to making the most of the land within the Urban Service Area.

No statement on growth within Imagine Lexington would be complete without discussing the importance of the major corridors to the overall development strategy. This Plan calls for the continued study of Lexington’s major arterial corridors, to identify opportunities for redevelopment that will support mass transit initiatives and account for the changing reality of the retail industry. The City has taken the first steps with the review of Nicholasville Road and New Circle Road. However, these studies cannot languish, and the other studies must move forward. As more and more retail dollars go to online shopping, and consumers become increasingly interested in finding unique experiences at their brick-and-mortar stores, it is incumbent upon the City to take a proactive look at the future of these sites. This means reaching out to property owners and managers, initiating comprehensive studies of the areas, and embarking upon government-initiated zone changes to spur redevelopment activity. If there is a desired outcome for the city, every effort should be taken to proactively clear hurdles to that outcome.

With all the changes anticipated in the next 20 years, including the expansion of 2,700 to 5,000 acres, the opportunities for Lexington are immense. Preemptive planning through the vision outlined in Imagine Lexington will continue to guide the City along a path that builds on past successes, acknowledges historic biases, and embraces a future for all Lexingtonians.

GROWTH POLICY #1

MODERNIZE REGULATIONS THAT SUPPORT INFILL AND REDEVELOPMENT.

In the late 1990s and early 2000s, the City acknowledged the historical development patterns of Lexington’s oldest portions of town and sought to promote the infill and redevelopment of properties that did not and could not meet the modern zoning ordinance. In 2001, the Planning Commission adopted the Infill and Redevelopment Area Boundary as part of the 2001 Comprehensive Plan. The I/R Area boundary is based on the 1934 urbanized area of Lexington and its surroundings, which was primarily developed in traditional patterns prior to the adoption of the Zoning Ordinance. The special provisions in the Zoning Ordinance for this defined area are designed to complement those historical patterns, by allowing and promoting opportunities for compatible growth in older neighborhoods. The changes were intended to promote development that enhances the livability of the neighborhood, add appropriate density, and promote affordable housing, all while adding value to areas of town that were previously overlooked because the primarily suburban Zoning Ordinance provisions were out of place in these neighborhoods.

Since the establishment of the I/R Area and the subsequent modifications to the Zoning Ordinance, Lexington has sought to better implement infill and redevelopment practices throughout the Urban Service Area. The need to enhance the livability of the neighborhoods, add appropriate density, and promote affordable housing throughout Lexington is essential to creating a sustainable and resilient community for everyone. The public comment process gathered during Comprehensive Plan process makes clear that Lexingtonians would like to live and work in places are walkable, allow a mixture of uses in neighborhoods, and allow the growth of the community without substantial loss of the surrounding rural service area. To do so, Lexington must modernize the Zoning Ordinance to reduce barriers to new housing, allow for neighborhood businesses within areas dominated by exclusive zoning, and promote a mixture of housing options within the established context.

In addition to the Zoning Ordinance, it is important to review the various departmental policies and manuals that impact how the City is built and functions. These policies and practices can be in conflict with the development of compact and mixed-use communities. The City should evaluate the effectiveness of current policies surrounding the provision of services and how it affects the built.

GROWTH POLICY #1 ACTION ITEMS

1. Update the Zoning Ordinance to implement Imagine Lexington’s infill policies.

2. Evaluate the effectiveness of current policies surrounding the provision of services and how it affects the built environment.

GROWTH POLICY #2

IDENTIFY AND ENHANCE OPPORTUNITIES FOR INFILL

AND REDEVELOPMENT IN DOWNTOWN

AREAS.

Lexington’s downtown area is defined by specific landmarks, stretching from the Isaac Murphy Memorial Art Garden to forthcoming Town Branch Park. Prominent recent projects, including Town Branch Commons, the LexLive entertainment complex, the Lexington Convention Center, and the recently approved High Street Redevelopment project, exemplify the momentum behind developments in the downtown area. Therefore, as Imagine Lexington 2045 takes shape, it should actively explore ways to incentivize and support these types of projects.

To maintain the ongoing revitalization of the urban core, it is important to establish a new Downtown Master Plan (Theme D, Placemaking Policy 13) that specifically focuses on identifying opportunities for redevelopment along with supported strategies. A revised plan will hopefully be a catalyst for attracting new development, while also meeting the needs of existing downtown interests. Furthermore, it is essential to set a regular update to the master plan and explore the possibility of expanding the boundaries of downtown to accommodate the continuous growth occurring in the surrounding areas, which is steadily pushing against the current boundaries.

Downtown residents have repeatedly expressed a desire for more neighborhood-serving commercial development. Turning those wishes into reality requires working with Lexington’s urban neighborhoods to address the provision of additional housing to support further commercial opportunities. With the substantial private investment in student housing in the near-campus areas, Lexington has seen commensurate development of new commercial options intended to serve residents. The redevelopment of the Euclid Kroger and the construction of the five/six story mixed-use Hub developments on Pine Street/Upper Street and Virginia Avenue/South Limestone Street indicate that providing substantial housing opportunities does attract further economic development.

The growth in the university population, in this case, is having a positive impact

in attracting businesses that students and neighborhood residents need, and that increase their quality of life. Acknowledging the need to provide additional future student housing in the near-campus area is critically important, in that it serves to relieve housing pressures from adjacent neighborhoods. However, part of the process of identifying new opportunities will be analyzing existing areas that have already seen substantial irreversible change and may be in need of full redevelopment.

To bolster the vitality of new and existing small businesses in the area, it is beneficial to concentrate efforts on enhancing Jefferson, High, Main, Broadway, and Limestone streets. Limestone Street already serves as a thriving hub for small businesses. The Rupp Arena Arts & Entertainment District Masterplan proposed the extension of safe streets throughout downtown, connecting the University of Kentucky and Transylvania campuses to the heart of the city, and promoting a wider array of mixed-use activities. Additionally, Lexington’s one-way streets should be evaluated within the context of a new Downtown Master Plan (Theme D, Placemaking Policy #13), in light of the numerous changes of the last decade (Oliver Lewis, complete streets policy, Town Branch Commons, Covid-19 commuter/land use changes) and the expected development for the next five years (Rupp District, Town Branch Park, Midland Fayette County Schools). By revitalizing public spaces and attracting more people, Lexington's central business district (CBD) can undergo transformative changes.

GROWTH POLICY #3

IMPLEMENT THE RECOMMENDATIONS OF THE 2018 YOUR PARKS, OUR FUTURE MASTER PLAN.

Lexington's Division of Parks and Recreation currently meets residents’ and visitors’ needs with a diverse recreation portfolio comprising more than 105 parks, seven community centers, five golf courses, and seven plaza spaces. Furthering the implementation of Lexington’s 2018 Parks and Recreation Master Plan is crucial for maintaining and enhancing the overall quality of life for Lexington’s residents, especially as the city continues to grow.

As noted in the Parks and Recreation Master Plan, the spatial distribution of parks throughout Lexington is a critical factor, as residents are more likely to utilize facilities that are near their homes, especially those who rely on walking or public transportation. To plan accordingly, the Parks and Recreation Master Plan provides differing metrics for neighborhood, community, or regional/ nature parks, with each type fulfilling an essential role in the overall park system.

Neighborhood parks, typically ranging from 2.5 to 15 acres, serve residents within a 10-minute walk service area. At present, neighborhood park service areas in older parts of Lexington (inside New Circle Road) exceed newer areas of development. As of 2018, approximately 40% of Lexington residents inside the Urban Service Area lived within a 10-minute walk of a neighborhood park. The Parks and Recreation Master Plan identifies the need for walkable access to neighborhood parks in the rapidly developing residential areas outside of existing neighborhood park service areas. These areas include northwestern neighborhoods outside of walking distance to Masterson Station Park, the Hamburg Area, east of Jacobson Park, the Polo Club area east of I-75, and any future growth areas along the current Urban Service Area.

For community parks, which are typically over 16 acres (often exceeding 40 acres), the Parks and Recreation Master Plan recommends that residents have access within a five-minute drive or a 10-15 minute bike ride of their home. Most land within the current Urban Service Area falls within an existing community park service area, except for central sector neighborhoods near Picadome, east sector neighborhoods in the Hamburg area, southwest sector neighborhoods east of Veteran's Park, and the rapidly developing Polo Club Area.

Regional parks and nature parks, which are usually over 100 acres in size, offer a wide array of amenities and attract visitors willing to travel greater

distances. Since most regional parks in Lexington exceed 200 acres, they are typically located in suburban and rural areas where land is available. Approximately 60% of Lexington residents live within a 10-minute drive of a Regional Park. The Parks and Recreation Master Plan suggests the addition of new regional and nature parks. It identifies four new or expanded parks in Lexington, including the development of one existing park (Cardinal Run North, currently underway), one private park (Town Branch Park, currently underway), and two new future acquisition areas in the northwest and northeast rural areas.

As Lexington’s population continues to grow and new residential subdivisions are developed both within and beyond the current Urban Service Area, the demand for additional parks will continue to increase. Most new developments in Lexington are situated beyond the service areas of existing parks, so it is essential to establish new parks in these growing areas. This ensures that new residents have comparable access to the facilities and proximity to open spaces that current residents enjoy while maintaining a consistent level of service for residents across Lexington. The Parks and Recreation Master Plan considers parks and open spaces as vital infrastructure for new residential developments and emphasizes that land for new parks should be set aside during the development process.

The Parks and Recreation Master Plan outlines strategies to facilitate

collaboration between the City and developers to ensure sufficient park services in future residential developments. These strategies involve acquiring land in projected residential growth areas for neighborhood and community-scale parks and natural areas using developer fees. Another approach is to encourage the dedication and development of parkland as part of the residential development process. According to the Parks and Recreation Master Plan, the ownership and operation of these future parks and recreational features do not necessarily need to be assumed by the city or the Division of Parks and Recreation. In many cases, particularly for smaller parks, ownership and operation by non-governmental organizations may be preferred.

Implementing these strategies will require collaboration across the Divisions of Planning and Parks and Recreation to identify potential locations for future parks. The Divisions of Planning and Parks and Recreation must also coordinate on policy and regulation updates that ensure new park acquisition and development maintains and enhances access to meet the recreational needs of the relevant neighborhood(s).

GROWTH POLICY #3 ACTION ITEMS

1. Amend regulations to establish a Park Dedication Ordinance.

GROWTH POLICY #3 PLACEBUILDER CRITERIA

• E-GR3-1: Development should meet recreational needs by following the recommendations of the Parks Master Plan

GROWTH POLICY #4

PROMOTE THE ADAPTIVE REUSE OF EXISTING STRUCTURES.

Structures often outlive the function that they were built to serve, and there is nothing new about stabilizing and rehabbing an old structure; however, under modern Zoning Ordinance provisions, refitting an old building for a new use is often problematic, particularly given the existing suburban parking requirements. The most drastic examples of this in Lexington were in the older industrial areas located within the defined Infill and Redevelopment Area.

Historically, major employers wanted to be near railroad access and housing that would allow their employees to walk to work, which contrasts with more recent suburban-style priorities of having easy highway access and separation from residential properties. Many older industrial buildings nationally have become highly underutilized, due to the need for most new

industrial uses to locate in large buildings that are more cost-effective when built new, with better access to transportation corridors. Several small users could utilize the abundant vacant square footage, but a common problem was that the combined parking requirements of several small users could rarely be met onsite, or even in the general vicinity, without major demolition to provide new surface parking lots.

In 2012, the city partnered with the developers of the Distillery District and National Avenue to pass a first-of-its-kind Zoning Ordinance provision that would allow flexible uses and lower parking standards, providing a type of redevelopment flexibility second only to the core downtown zones. From inception, the adaptive reuse provisions of the Zoning Ordinance were designed to further the Goals and Objectives of the Comprehensive Plan, promoting the sustainable practice of reusing existing buildings, minimizing the need, in some cases, for new construction. The provisions were written with large-scale redevelopment in mind, allowing phasing of the development to occur, recognizing that large scale redevelopment projects rarely happen overnight. In 2021, the Planning Commission and Urban County Council adopted an update to the Adaptive Reuse regulations to modernize the project requirements. These modifications were specifically targeted at correcting some of the unintended negative consequences of the earliest projects, while also raising the bar to create better development. In addition to the update to the Adaptive Reuse Projects, the Planning Commission and Council modified the Flex Space Project to the Industrial Reuse project to allow for the reuse of industrial buildings located outside of the defined Infill and Redevelopment Area.

In addition to those older structures located on industrially zoned land, Lexington must now turn its attention to other zones and potential structures. Lexington has a diverse construction history, which includes large office structures and project sites located along collector roadways. The ability to adaptively reuse structures that are currently vacant will allow for in context development, which can revitalize areas and be more environmentally sustainable.

GROWTH

POLICY

#4 ACTION ITEMS

1. Review additional zoning categories for adaptive reuse projects.

GROWTH POLICY #4 PLACEBUILDER CRITERIA

• E-GR4-1: Developments should incorporate reuse of viable existing structures.

GROWTH POLICY #5

IDENTIFY AND PRESERVE LEXINGTON’S HISTORIC ASSETS, WHILE MINIMIZING UNSUBSTANTIATED CALLS FOR PRESERVATION THAT CAN HINDER THE CITY’S FUTURE GROWTH.

With any future development of Lexington, reverence and critical review of the city’s history is imperative. Through the utilization of existing preservation policies, specifically through the Division of Historic Preservation, and through partnership with organizations like the Blue Grass Trust for Historic Preservation and the National Register of Historic Places, Lexington can protect, preserve, and enhance its stock of historic properties and structures, which act as a bridge between present day and Lexington’s 243-year history.

While the preservation of Lexington’s historic properties is important, it is equally critical to distinguish between properties that contribute to the historical record, and those that are less significant historically. During the development process, the age of properties is frequently utilized as a guideline for preservation in opposition to new construction. However, the 50-year test, which is often referred to as the test of longevity, must be corroborated with levels of historic significance. Historical significance of a site considers the impact on or importance to American history, architecture,

archeology, engineering, and/or culture, and can be attributed to districts, sites, buildings, structures, and/or objects.

The significance of the property can generally be broken down into four primary criteria of influence: an area of important events, association with significant persons, a unique or distinctive type, or the potential to yield important information. Furthermore, the property must possess high levels of integrity regarding location, design, setting, materials, workmanship, feeling, and association. These criteria for preservation and/ or enhancement of a structure should be employed to analyze the importance to the history and character of Lexington.

Through this crucial evaluation process, properties and districts that contribute to the historical record, as well as representative samples of architectural stylings, will be preserved for future generations to experience. However, without a critical review of a property’s contribution, Lexington will see a proliferation of unsubstantiated calls for preservation that can hinder the growth and densification within the Urban Service Area.

Additionally, a proactive and comprehensive inventory of historic assets should be undertaken by the Department of Planning, Preservation, and Development to identify architecturally and historically significant properties. This should result in the initiation of additional H-1 Districts, as appropriate, to supplement the 15 existing districts that fundamentally contribute to Lexington’s urban fabric. Ideally, this assessment should be completed prior to development proposals to eliminate confusion as potential developments are evaluated.

One historical asset that should be both documented and preserved is Lexington’s iconic stone fences. They play a unique role in the region’s identity and contribute to the scenic views, rural corridors and rolling hills. Despite the role stone fences play in defining the sense of place within the Inner Bluegrass Region, they are in critical danger of being lost to development and neglect.

Stone fences are made of Kentucky Limestone collected from fields, streams, or quarries and demonstrate sustainable farming practices from the 1800s. The 1990 Stone Fences of Fayette County study estimated that 90% of the stone fences in the region are gone. The development of adjacent properties has been the primary reason for their demise since 1950. The 1994 Stone Fence Ordinance protects those stone fences located in the public right-ofway from demolition. However, as the 2017 Rural Land Management Plan finds, “the fate of stone fences remains in peril.”

The stone fence inventory should be updated to catalogue their condition and reflect their current status. Advancements in technology should be utilized to digitally map the stone fences through Geographic Information System (GIS). Other issues concerning stone fences identified by the 2017 Rural Land Management Plan should be considered when updating current policies and regulations protecting limestone fences.

GROWTH POLICY #5 PLACEBUILDER CRITERIA

• E-GR5-1: Structures with demonstrated historic significance should be preserved or adapted.

GROWTH POLICY #6

ADDRESS NEW DEVELOPMENT CONTEXT ALONG THE BOUNDARIES OF EXISTING HISTORIC DISTRICTS WHILE ENCOURAGING INFILL AND REDEVELOPMENT.

Traditionally, the application of zoning has been almost universally about softening the edges of varying land uses against each other. Shifts in industrial production in the United States have resulted in less need for stepdown zoning that was pervasive from the 1930s through the 1990s. Modern planners are less likely to need to address mitigating the impacts of manufacturing and industrial uses on less intense areas directly adjacent but are now focused on how to integrate different land uses within neighborhoods and developments. However, as preservation efforts of the last few decades have increased, there has also been an increased desire to mitigate issues of different contexts between old and new development. Lexington’s local economy has undergone a similar transformation over the last few decades. While the tobacco industry has waned, the city’s service and healthcare industries have grown significantly. The more urban land uses of the new economy are increasingly complementary to existing residential land use patterns. Greater consideration to site design can make those transitions even more complementary and of greater benefit to neighborhoods.

Redevelopment of older industrial sites near historic areas creates an opportunity to enhance those spaces. Historic preservation efforts have succeeded in making some areas attractive for new growth around them, which is a testament to their success. However, creating a market for new projects is not without its own issues to monitor. Imagine Lexington supports the preservation of existing historic districts, while encouraging new infill and redevelopment projects both within these areas and around them.

Development criteria within Imagine Lexington seek to address some of these

contextual issues to better provide guidance to historic property owners and developers regarding what to expect along the boundaries of historic zones. The primary goal will be to enhance the historic areas by creating new dynamic places where people will want to live, work and visit. These new developments must not attempt to mimic or recreate the past. They should be contextual to their surroundings, but also be distinct from historic developments. In the urban core and surrounding second tier urban locations, increases in land use intensity are to be expected. However, that intensity should still enhance the aesthetics and established built environment of directly adjacent historic areas.

GROWTH POLICY #7

ENSURE STORMWATER AND SANITARY SEWER INFRASTRUCTURE IS PLACED IN THE MOST EFFICIENT AND EFFECTIVE LOCATION TO SERVE ITS INTENDED PURPOSE.

Development significantly affects the hydrological functioning of an area in two primary ways: first, development usually increases impervious surfaces, resulting in a higher volume of stormwater runoff; and second, by necessitating the installation of sanitary sewers. As a result, stormwater and sanitary sewer systems must be installed. These sewer systems operate most efficiently when their physical layout mimics the topography of their service area. Following the service area topography allows the pipelines and channels to flow by gravity at minimum depths below the ground surface, saving money by minimizing the need for pumping and the cost of deep excavations.

Service areas for stormwater and sanitary sewer systems are most efficiently defined by catchments, which are areas of land where rainwater collects when it rains. Catchments are defined by elevation contours, not property lines or geopolitical boundaries. A service area boundary should never be defined by a stream or channel, leaving one side of the catchment served and the other side unserved. Instead, it should cross a stream or channel so that the downstream service point serves the entirety of every upstream subcatchment. Figure A illustrates this concept, with the black lines delineating topographical service areas—the catchments—with points 1 and 2 showing drainage convergence points and the main drainage outlet in red.

In the case of sanitary sewers, it is crucial that all sanitary liquid waste undergo treatment before being discharged into the environment. To achieve this, the lowest elevation point in the system must be a treatment plant or a pumping station that directs the waste to a treatment facility. Efficient layouts

for sanitary sewer infrastructure minimize the number of pumping stations and treatment plants by defining the catchment service area upstream of convergence points where streams and natural drainage channels meet. Figure A provides a visual representation of this approach, where a treatment plant or pump station located at point 1 would effectively serve all the land upstream from that point, while point 2 would handle the land draining into both points 1 and 2. The "outlet" serves the entire catchment.

As urban development progresses, the unavoidable increase in impervious surfaces within catchments significantly impacts the conveyance of stormwater. Efficient stormwater conveyance systems work to minimize the negative impacts of impervious areas by utilizing a system of green infrastructure and detention basins to control the increase in peak stormwater flow rates and durations. The peak flow control infrastructure is throughout the catchment being served, working to limit increased flow and cumulative impacts at points 1 and 2 and at the outlet shown in Figure A.

To effectively address these requirements, it is necessary to review and update Lexington's codes, policies, and ordinances regarding the placement of stormwater and sanitary sewer infrastructure. This will help ensure that the placement of infrastructure is optimized to serve its intended purpose in the most efficient and effective manner. It is also important to review its placement relative to the Urban Service Area, to anticipate and accommodate

future growth needs in the area, as appropriate, and avoid unintended development pressure in areas designated for long-term rural preservation. It is the intention of this policy to minimize the impact of infrastructure cost on taxpayers throughout Lexington. It is not the intention of this policy for infrastructure investment to impact short-term growth and Urban Service Area decisions, but to plan for long-term infrastructure needs, timing, and efficiency.

Over the past decade, this community has invested nearly $400 million in improving stormwater and wastewater management systems. Undertaking this review and update would enable the city to continue upholding high standards for stormwater and wastewater management while minimizing the economic and environmental impacts associated with these systems.

GROWTH POLICY #8

IDENTIFY CATALYTIC REDEVELOPMENT OPPORTUNITIES TO PROACTIVELY REZONE PROPERTIES, CLEAR REGULATORY HURDLES, AND EXPEDITE REDEVELOPMENT.

Previous small area plans, which contained future land use recommendations, have been critical to facilitating future development in those locations. Recommendations in the South Nicholasville Road Small Area Plan led the way for The Summit at Fritz Farm, an area that had been the subject of numerous failed zone change attempts in the past. While in the Winburn-Russell Cave Small Area Plan, specific recommendations for public improvements were immediately implemented through Urban County Council action, approving funds for constructing the completion of Winburn Drive to Citation Boulevard.

Looking forward, as the planned corridor studies that are a major component of Imagine Lexington are completed, property owners interested in implementing the recommendations should be afforded an opportunity to take part in a Planning Commission initiated Zone Map Amendment. Leveraging the partnerships forged during the study period, a government sponsored zone change that reflects the recommendations would expedite the land use changes needed along the respective corridors. If the City has a desired outcome in these areas, proactive measures should be taken to lay the groundwork for their implementation.

Taking steps to clear the path for future development can signal to the development community that there is substantial buy-in on the planned path forward, minimizing both the risk and cost associated with redevelopment projects. Part of the corridor study process would include engagement with

the associated Urban County Councilmembers and property owners once again to ensure a broad overall desire to implement the plans.

Recently completed corridor studies for Nicholasville Road and North New Circle Road both have identified a handful of catalyst site locations that could benefit from a zone change to prepare for future redevelopment and to assist with needed infrastructure improvements.

GROWTH POLICY #8 ACTION ITEMS

1. Work with the Planning Commission and Council to proactively pursue government-initiated zone changes recommended by corridor studies.

GROWTH POLICY #9

SUPPORT MISSING MIDDLE HOUSING TYPES THROUGHOUT LEXINGTON.

Lexington, like nearly every city in America, was historically built with neighborhoods that included a mix of housing types such as single-family homes, small fourplexes, carriage houses, stacked duplexes, courtyard apartments, and larger apartment clusters, all with fewer off-street parking spaces in walkable neighborhoods that were the fundamental building blocks of the city. As many overt forms of racial housing discrimination were made illegal, zoning stepped in to fill the same role as cities implemented zoning reforms to make many of these types of mixed housing neighborhoods became non-conforming. Mixed housing neighborhoods disappeared, replaced with newly created single-family zoning categories designed to separate people along racial, class, and socio-economic lines.

Today, those remaining mixed housing neighborhoods, such as Chevy Chase and Kenwick, which were developed during periods where racial covenants served the purpose that zoning would later supplant, are highly sought after, due to their ability to provide amenities like walkability and achieving a higher density without the perception of overcrowding. As this type of housing in these and other neighborhoods becomes more popular, there will be additional opportunities to provide compatible housing, new uses such as live-work units, and walk-to businesses to support the residents. The low intensity business uses need to be integrated with the existing neighborhood, and should favor mixed-use corridors, such as Jefferson Street or Loudon Avenue, where they add neighborhood character and become focal points for neighborhood gatherings.

Missing middle housing types often have some of the same regulatory and provision of service issues that were identified in Theme E, Growth Policy

#1. Lexington should evaluate and address the regulations and policies that make missing middle housing difficult to develop and serve.

GROWTH POLICY #9 ACTION ITEMS

1. Evaluate and address the regulations and policies that make missing middle housing difficult to develop and serve.

GROWTH POLICY #9 PLACEBUILDER CRITERIA

• E-GR9-1: Live/work units should be incorporated into residential developments.

• E-GR9-2: Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

• E-GR9-3: Less intense multi-family residence types should be incorporated into primarily single-family detached areas.

GROWTH POLICY #10

ESTABLISH TRANSIT ORIENTED DEVELOPMENT (TOD) FOR NEW DEVELOPMENT AND INFILL ALONG MAJOR CORRIDORS.

The adoption of the Goals and Objectives by the Urban County Council instructed the Planning Commission to identify land for the expansion of the Urban Service Area. Within Goal #3, Objectives a and b, the Council provided

recommendations regarding the location of future development, specifically indicating that properties with existing frontage along corridors, arterials and collector roadways be given priority.

Existing/infill corridors are typically served by transit and often include underutilized land such as large parking lots and commercial land uses that are prone to evolve and change over time. Corridor-based growth provides an opportunity to locate new housing in these areas, close to existing goods and services, and to support transportation needs through enhanced transit service. Additionally, as Lexington expands the Urban Service Area, it is important to ensure that development maximizes the available land and established infrastructure so to remain socially, economically, and environmentally sustainable and resilient.

One solution is to prioritize Transit-Oriented Development (TOD) along major corridors and new development. TOD refers to areas with high quality public transit services, good walkability, and compact, mixed land use. This type of development allows people to choose the best option for each trip: walking and cycling for local errands, convenient and comfortable public transit for travel along major urban corridors, and automobile travel to more dispersed destinations. People who live and work in such communities tend to own fewer vehicles, drive less, and rely more on alternative modes.

While TOD should be an important component of all new development, it should also be a major theme within all redevelopment, particularly along major corridors. As a city with a larger than average retail footprint, it is fair to assume Lexington will be disproportionately affected by changes in the retail market. In recent years, Lexington has already experienced the trickling effects brought on by shifting consumer habits and preferences, with the closure of several prominent national retailer locations. In response, Imagine Lexington brings to the forefront the flexibility and creativity needed to facilitate the reuse, revitalization, and/or enhancement of existing retail space, both utilized and underutilized.

This type of redevelopment can be mutually beneficial for the city, the future tenants, and the property owners. This additional development opportunity will allow the landowners greater return on their properties and should also bolster the success of the remaining retail entities on the site, building in a customer base within close, walkable proximity, as well as connecting other parts of the city to the development through enhanced transit. Existing retail developers interested in strengthening their customer base should consider the incorporation of not only residential uses, but less traditional retail services such as small groceries, pharmacies, gym/fitness centers,

and locations for medical and senior care. As mentioned throughout previous themes, a growing number of residents now prefer to live and spend time in areas that are walkable and well-incorporated.

Coordinating land use planning with appropriate transportation infrastructure and services is critical to achieving these outcomes. Thus, Lexington should continue to establish corridor-specific land use and transportation plans for each major arterial. Evaluation of future expansion areas must also closely consider how land use patterns and transportation infrastructure will be coordinated to reduce trip lengths for all modes, and make daily trips convenient via walking, bicycling and public transit.

GROWTH POLICY #10 ACTION ITEMS

1. Develop zoning regulations that ensure appropriately located Transit Oriented Development (TOD).

2. Develop Transit Oriented Development (TOD) resources.

GROWTH POLICY #10 PLACEBUILDER CRITERIA

• E-GR10-1: Transit oriented development (TOD) should be provided.

GROWTH POLICY #11

IMAGINE LEXINGTON 2045 ANTICIPATES A VARIETY OF LAND USE CHANGES WILL OCCUR THROUGHOUT THE URBAN SERVICE AREA AND RECOMMENDS THOSE THAT ARE IN AGREEMENT WITH THE GOALS, OBJECTIVES, AND POLICIES WITHIN THIS COMPREHENSIVE PLAN. LAND USE CHANGES ALONE IN AN AREA ARE NOT SUFFICIENT TO CONSTITUTE MAJOR CHANGES OF AN ECONOMIC, PHYSICAL, OR SOCIAL NATURE AS PROVIDED IN STATE STATUTE FOR THE APPROVAL OF A ZONE MAP AMENDMENT.

State statue provides direction on the findings necessary for proposed map amendments or zone changes. The primary threshold to clear is that the proposal must be in agreement with the adopted comprehensive plan. However, it also allows that, in the absence of such a finding, the Planning Commission can approve an application if there have been, “major changes of an economic, physical, or social nature within the area involved which were not anticipated in the adopted comprehensive plan and which have substantially altered the basic character of such an area.” Due to the adaptive and flexible nature of Imagine Lexington, this should be a very difficult argument to make successfully. Imagine Lexington not only anticipates land use changes throughout much of the urban service area, it calls for and

recommends them.

Applicants justifying a zone map amendment with language regarding unanticipated changes must do so with evidence outside of land use changes approved by the Planning Commission, which should speak to much larger economic, physical or social shifts from forces greater than local planning decisions.

Land use changes are expected to occur throughout Lexington as infill and redevelopment continues as the primary strategy. These changes will occur and be approved primarily based upon their ability to demonstrate compliance with the Goals and Objectives and associated policies, as well as the zone change criteria of Imagine Lexington.

GROWTH POLICY # 12

ADOPT A MASTER PLAN FOR THE EXPANSION OF THE URBAN SERVICE AREA THAT ADDRESSES LEXINGTON’S GROWTH NEEDS THROUGH SUSTAINABLE AND EQUITABLE DEVELOPMENT.

The Goals and Objectives for Imagine Lexington 2045 call for the identification of between 2,700 and 5,000 acres of land for inclusion to the Urban Service Area. Once this land is selected, the Planning Commission will begin a comprehensive master planning process for the defined areas. This master plan will guide future growth and development, with a focus on addressing a wide spectrum of community needs as well as the infrastructure and facilities necessary to support the sustainable and equitable development envisioned by Imagine Lexington 2045.

SUSTAINABLE DEVELOPMENT

Imagine Lexington 2045’s critically important goal of reaching net zero greenhouse gas emissions by the year 2050 will require a considerable shift in development practices in comparison to previous expansions. To meet this goal, the master plan will set forth rigorous standards for future development that at minimum should encompass:

1. EMISSIONS REDUCTIONS

Prioritize carbon-neutral development and building practices by including guidelines for reducing emissions and exploring carbonsink technologies such as reforestation.

2. NATURAL SYSTEMS

The identification, preservation, and conservation of environmentally sensitive areas such as streams, wetlands, floodplains and forests must be a key organizing principle of new development. These areas should be well-integrated into the fabric of the new growth area so that they are both protected from development but also serve as key focal points and passive recreation areas.

3. TRANSPORTATION

The master plan must promote a transportation network and land use patterns that support efficient transit, as this is integral to reducing emissions from personal vehicles. Off-road bicycle paths should be provided along all collector and arterial streets.

4. COMPLETE NEIGHBORHOODS

Neighborhoods should be designed so that residents are no more than a ten-minute walk to a neighborhood-serving retail area, elementary school, and a park or public space as described in the Placebuilder.

EQUITABLE DEVELOPMENT

Of equal importance, the master plan should ensure that new developments in these areas are accessible to all individuals who desire to reside or work there. It should also ensure that housing options catering to different income levels are available, providing a safe environment with convenient access to services and community facilities within walking distance. The master plan will propose mixed-use neighborhoods that incorporate commercial hubs, promoting a greater mix of differing housing types at the block level.

1. HOUSING AFFORDABILITY

Address the issue of housing affordability by implementing strategies that ensure a range of housing options are available to residents at various income levels. This includes exploring initiatives such as mixed-income developments, affordable housing subsidies, incentives, and/or requirements for developers to include affordable units.

2. HOUSING OPTIONS

Promote a diverse range of housing options to accommodate the varying needs and preferences of residents. This includes considering the development and mixing of different types of housing such as

single-family homes, townhouses, apartments, and accessory dwelling units (ADUs). The plan should encourage architectural diversity and innovative design approaches that cater to different household sizes, lifestyles, and stages of life, fostering a vibrant and inclusive community.

3. CLOSE TO JOBS

Prioritize the proximity of residential areas to job opportunities. By strategically locating housing developments near employment centers, the plan can reduce commuting distances and promote walkability, cycling, and the use of public transportation. This approach not only reduces traffic congestion and emissions but also enhances the work-life balance for residents, allowing them to spend more time with their families and participate in community activities.

4. SOCIAL INTERACTION

Emphasize the importance of social interaction and community engagement within the new growth area. It should encourage the development of public spaces, gathering areas, and community facilities that foster social connections and facilitate recreational activities. This can include the provision of parks, plazas, community centers, and other amenities that promote a sense of belonging, encourage social interactions among residents, and enhance the overall quality of life in the community.

While the master plan will guide private development, it will also identify additional regulation changes that will be needed for these projects to be legally constructed. A great deal of progress has been made since the completion of the 2018 Comprehensive Plan, but additional reform is needed to address inconsistencies across some residential and business zones. Establishing a business zone that is widely viewed by residents as complementary to a neighborhood and that also supports the inclusion of residential development is critical to addressing many of the goals, objectives and policies of Imagine Lexington 2045. Creating neighborhoods that are walkable and bikeable to employment, community facilities, and vibrant public spaces is not possible with many of the zoning tools Lexington currently possesses.

While the 2018 Comprehensive Plan called for a new approach to expansion decisions, it doesn't imply that pursuing expansion in Lexington, as historically done, cannot be accomplished with excellence. Some property owners may still choose not to develop, and timing issues could pose challenges in providing infrastructure, as seen before. However, Imagine Lexington 2045

sets the highest standard yet for future development in Lexington, and a master plan that sets out to implement this Comprehensive Plan will certainly set a new standard for future expansions to follow.

GROWTH POLICY #12 ACTION ITEMS

1. Adopt the Urban Growth Management Master Plan.

GROWTH

POLICY # 13

ESTABLISH MINIMUM RESIDENTIAL DENSITIES AND COMMERCIAL INTENSITIES FOR NEW GROWTH AREAS SO THAT DEVELOPMENT COVERS THE COST OF THE PROVISION OF INFRASTRUCTURE, COMMUNITY SERVICES, AND FACILITIES.

As Lexington grows, any new development must address how it will impact the current population, while also providing access to housing, goods and services for all income levels. The essential function of the Urban Service Area is to ensure that development is fiscally and environmentally sustainable. That same essential function must be applied to future greenfield expansion, so that the economic impact of new development does not burden current community members. Historically, Lexington has placed a greater focus on offsetting development costs through either increased tax burden on current residents or the use of developer exactions. The exaction program provided the opportunity for developers to build major infrastructure and earn credit against fees imposed on property for the funding of services.

Should a program like the exaction program not be part of future expansion, there must be a guarantee that current residents do not foot the bill for the construction of future development. There are opportunities that would allow for the offsetting of costs by new development, including impact fees. However, impact fees are not currently allowable for the Urban County and would necessitate State legislation. Until such legislation is passed, Lexington is left with limited options to offset costs beyond relying on the future density and development of expansion areas. Absent a fee/credit system to address this issue, it is imperative that all future development be constructed at a density that would cover the costs of services that development will produce. Additionally, any future expansion must not make the same mistakes from previous expansions. Affordability must be a primary component of growth, so that those who seek to move to new areas of Lexington are financially able to locate there.

GROWTH POLICY # 14

IDENTIFY AND PROVIDE MECHANISMS THAT PRODUCE AFFORDABLE HOUSING.

Over the course of the last 15 years, there has been a consistent housing strain throughout the United States. This strain was made worse during the Covid-19 pandemic, which highlighted the limited economic resources of many within our communities, as well as the economic burden of housing. While there is a typical assumption that 30% of a household’s income should be allocated to housing relating expenses, this reference number is outdated. First, the percentage does not consider the significant increase in non-housing related debt carried by most individuals. As of the first quarter of 2023, student debt was $1.3 trillion higher than it was in the same quarter of 2004. In comparison, credit card debt has only increased by $300 billion in the same time span.

Next, the 30% does not account for the slow growth of wages in comparison to the increased cost of other goods and services. For instance, the annual cost of new car ownership increased by over $1,000 between 2021 and 2022 to $10,728. Additionally, the monthly anticipated cost to feed a 1-year old child has increased by almost 23% over the course of the last five years.

While debt and the cost of non-housing related expenditures are higher, the cost of housing has also increased. These costs can also be increased by the restrictions or limitations on density, form, and function by the local government that act a barrier to adequate supply. While there are ways to promote the construction of greater housing options and greater affordability, Lexington must comprehensively review the mechanisms to promote affordability for all residents throughout the current and future Urban Service Area.

RENT

As described in the 2017 Housing Demand Study, greater than 50% of Lexington’s population is comprised of renters. This high rental population is representative of both being a larger city, as well as being the location of a large university. Since the adoption of the 2018 Comprehensive Plan, the rental rates have increased at rapid rate. Between 2017 and 2021 the monthly median gross rent increased by $196. This has caused residents to either compete for a limited amount of housing in their price range or make hard choices regarding daily needs. The high demand for rental housing within Lexington, coupled with a low inventory, is the primary reason for the increase in rental costs. However, additional factors have limited the supply of available rental

housing within Lexington. According to short-term rental tracking platform AirDNA, there are currently 1,170 whole dwelling units that are being operated as short-term rentals. While these amenities do play a role in the tourism market, they take away needed housing for local residents.

To promote the development of affordable housing, there must be an underlying focus on promoting more housing in general. The 2017 Housing Study stressed the need for denser housing types, with a particular focus on multi-family residential dwelling units. Some of the best ways to promote multi-family is to remove the stigmas associated with the housing type. While Lexington started to fill the housing gaps through the addition of attached single-family dwelling types and larger multi-family residential opportunities, the middle level of housing (four-plexes, six-plexes, eight-plexes), which is often at the same scale as a detached single family dwelling unit, is still missing.

While adding housing to the community can start to slow the increase in the rental rates, the mechanisms to produce more truly affordable housing must also be explored. Through collaboration with public and private affordable housing operators, Lexington can seek to incentivize the production of affordable rental opportunities. Density bonuses, monetary support, or dedicated land for the development of truly affordable rental opportunities should be considered as part of any expansion to the Urban Service Area.

HOME OWNERSHIP

Since the 1940s, the typical introductory housing type has been a smaller single-family detached dwelling unit. Affordable land costs, standardization of construction techniques, and accessible and low-cost materials boosted the construction of new housing throughout the United States following World War II. Coupled with the GI Bill and an industrialized post-war United States, many white lower income and middle income populations were able to purchase homes for the first time. The expansion of home ownership had the added effect of producing generational wealth for families. Recent studies show that land and home ownership is a major contributor to continuous wealth between generations, and is also representative of the inequities that have developed over time.

While the single-family detached dwelling unit was historically a starter home, that history is no longer a reality or possibility for many young households. Increased values for land, increased costs for materials, and greater competition for smaller sized properties have priced out many first-time homeowners. Whereas in the 1980s, the majority of first time home buyers were in their 20s, recent data shows that the median age for

a first time homeowner is 36 years of age. Data shows that increased nonhousing costs (college debt), coupled with increased competition from older populations who are more financially stable, as well as lagging construction, has precluded many from entering the housing market for the first time.

To boost the access to home ownership, Lexington must acknowledge that first time ownership may not be in the form of a traditional single family detached structure. Other more affordable housing options like single family attached dwelling units (commonly referred to as duplexes and townhomes) or condos allow for individuals to access housing without the underlying land value cost. Minimizing the land value impact can be accomplished through the decrease or elimination of minimum lot sizes, the promotion of varying housing types, density bonuses where true affordable housing is offered, and/or expanding Lexington’s land trusts.

GOVERNMENT

In addition to reviewing legislation and funding opportunities to help the production of affordable housing, Lexington must also explore the historic roots of concentrating different housing options and people. Due to the exclusionary impact of historical single family residential zoning, the ability to be part of different neighborhoods or to age in place is greatly limited. While the adoption of the accessory dwelling unit (ADU) ordinance has promoted the development of new options, there is considerably more work that must be done to allow for new populations to access areas that were barred to them historically. Access to a neighborhood can mean better schools, better services, and better futures. Exclusion as a practice was wrong historically, and the continuation of such practices would be abhorrent.

GROWTH POLICY #14 ACTION ITEMS

1. Provide recommendations to the Planning Commission and Urban County Council, which identify mechanisms to fund and build affordable housing.

THEME F. IMPLEMENTATION

IMPLEMENTATION TABLE: ACTION ITEMS

Also listed throughout the policies of Imagine Lexington 2045, the following implementation items stand as short- and long-term tasks for the Planning Division once Imagine Lexington is put into action. Progress on these items will be tracked and actively updated to promote public awareness of our progress.

THEME A - DESIGN

DESIGN 2 Conduct a comprehensive road connectivity assessment. MPO, Planning

DESIGN 3 Update the Zoning Ordinance to adopt elements of the Multi-Family Design Standards.

DESIGN 4 Create guidelines for massing and design.

DESIGN 5 Conduct a pedestrian accessibility audit.

DESIGN 9 Review and update plans, regulations, and policies to establish consistent level of service standards for neighborhood-focused open spaces and parks.

DESIGN 9 Develop resources to promote the development of affordable housing with parks, greenspaces, and equitable transportation options.

DESIGN 10 Conduct a city wide study to identify opportunities for community anchors.

Neighborhood Associations

Local Developers, Neighborhood Associations, AIA Local Chapter

MPO, Planning, Traffic Engineering Bicycle and Pedestrian Advisory Committee, Access Lexington Commission

Planning, Parks and Recreation Parks Advisory Board, Neighborhood Associations

Planning, Parks and Recreation, Housing and Community Development Lextran, Advocacy Groups, Developers Long-Term

FCPS, Fayette County Public Library, Neighborhood Associations, Nonprofit Organizations, Business Associations

DESIGN 12 Amend the Zoning Ordinance to encourage greater residential opportunities within existing neighborhood-serving business districts.

THEME A - DENSITY

DENSITY 3 Perform gap analysis of existing neighborhoods to identify enhancement opportunities for new supportive uses.

DENSITY 4 Update Zoning Ordinance to allow for compact housing types.

Housing and Community Development

THEME A - EQUITY

EQUITY 1 Educate the public, rectify historical discrimination, and ensure equitable development through workshops, education campaigns, zoning policies, affordable housing initiatives, and community engagement.

EQUITY 1 Work with communities, local partners, and policymakers to research and develop community benefit and antidisplacement strategies in existing neighborhoods.

EQUITY 2 Create an ongoing educational curriculum on historical planning practices and policies' impact on marginalized neighborhoods in Lexington.

EQUITY 3 Review regulatory changes and incentives to produce affordable housing.

EQUITY 9 Support expansion of ESP and REAL programs to more schools.

EQUITY 9 Collaborate with libraries to improve access to additional community services and engagement.

EQUITY 9 Develop resources to promote the development of affordable housing with parks, greenspaces, and equitable transportation options.

EQUITY 10 Collaborate with government agencies to develop comprehensive assistance programs.

Planning, Housing and Community Development

Mayor's Racial Justice and Equality Commission, FCPS, Fayette County Public Library, Neighborhood Associations, Non-profit Organizations

Planning, Housing and Community Development

Planning, Housing and Community Development

Mayor's Racial Justice and Equality Commission, FCPS, Fayette County Public Library, Neighborhood Associations, Non-profit Organizations

Mayor's Racial Justice and Equality Commission, FCPS, Fayette County Public Library, Neighborhood Associations, Non-profit Organizations

Planning, Housing and Community Development Affordable Housing Developers, Developers

and Recreation

Housing and Community Development Fayette County Public Library

Planning, Parks and Recreation Lextran Near-Term

Planning, Housing and Community Development

Mayor's Racial Justice and Equality Commission, FCPS, Fayette County Public Library, Neighborhood Associations, Non-profit Organizations

2 Update land development regulations to include best practices for greenway access and implementation of conservation easements. Planning, Environmental Services Greenspace Trust, Conservation Organizations

PROTECTION 2 Update the 2002 Greenway Masterplan.

PROTECTION 6 Review the Zoning Ordinance for new agritourism and ecotourism opportunities.

PROTECTION 6 Work with local partners to establish a program linking public transit to experiences in Lexington's rural parks, natural areas, and agritourism offerings.

PROTECTION 7 Update Article 26 of the Zoning Ordinance.

PROTECTION 8 Complete a county-wide biodiversity inventory and action plan.

PROTECTION 9 Update regulations to include best practices for soil preservation and management during the construction process.

PROTECTION 10 Develop a lighting ordinance that regulates the type and intensity of lighting used in outdoor spaces.

Environmental Services Kentucky Dept. of Fish and Wildlife Resources, Kentucky Conservation Committee, Rural Land Management Board

Develop a community-wide greenhouse gas emissions inventory.

SUSTAINABILITY 1 Create a community-wide emissions reductions plan to achieve net zero by 2050 in Lexington-Fayette Urban County. Planning, MPO, Environmental Services

Conduct a detailed LFUCG greenhouse gas inventory and an emissions reductions plan.

Identify opportunities and commit funding for renewable energy generation (i.e. solar or wind).

2 Create an LFUCG Sustainability Policy and/or update LFUCG’s Policy on Energy Efficiency.

SUSTAINABILITY 3 Identify opportunities to create complete neighborhoods that provide a full range of opportunities and services within a 15 minute walk, bicycle or transit ride.

Planning, MPO Lextran, Bicycle and Pedestrian Advisory Committee, Neighborhood Associations

THEME B - SUSTAINABILITY

SUSTAINABILITY 3 Update LFUCG roadway design manuals to incorporate complete streets best practices for new roadways and design retrofits. Planning, MPO, Traffic Engineering

SUSTAINABILITY 3 Conduct a study to identify complete street deficient roadways and prioritize retrofit projects to address deficiencies.

SUSTAINABILITY 3 Identify opportunities to close connectivity gaps in the bicycle and pedestrian facility network.

SUSTAINABILITY 3 Conduct 25 year long-range plan for public transportation to identify service gaps and opportunities for increased service.

SUSTAINABILITY 3 Develop an E-Bike cost share/subsidy program. MPO

SUSTAINABILITY 4 Collaborate with LFUCG urban forestry to identify priority areas for improving environmental equity through increased canopy and impervious area mitigation.

SUSTAINABILITY 4 Continue to refine street design, parking area, and vehicle use area standards to reduce impervious surfaces and minimize environmental impacts.

SUSTAINABILITY 5 Establish Government/Community Targets For Renewable Energy.

SUSTAINABILITY 6 Update the Empower Lexington Plan guided by the LEED for Cities framework and apply for LEED for Cities certification.

SUSTAINABILITY 7 Develop and proactively share educational materials and programs to increase public awareness of energy efficiency benefits and services.

SUSTAINABILITY 8 Coordinate with LFUCG waste management, LiveGreenLex, and community partners to expand residential and commercial composting opportunities.

SUSTAINABILITY 8 Develop and implement a program to track and publicize landfill diversion efforts.

SUSTAINABILITY 9 Update the zoning ordinance to incentivize green stormwater infrastructure elements during development.

SUSTAINABILITY 10 Explore permitting and zoning incentives for green building design.

SUSTAINABILITY 10 Explore tax abatements for LEED Certified Green Building Design.

and

Advisory Committee

Environmental Services

Environmental Services, Traffic Engineering

Stakeholder Advisory Committee, Business Associations

Water Quality

Building Inspection

Organizations Ongoing

Advisory Committee

Chapter

Green Building Council, AIA Local Chapter

SUSTAINABILITY 10 Explore opportunities to work with Kentucky building codes to incorporate green building principles.

SUSTAINABILITY 11 Require that plantings for publicly owned property include at least 75% native species and decrease the area of mowed grass and irrigated land.

SUSTAINABILITY 11 Update codes, ordinances, plans, and manuals to require current best practices for low impact landscaping.

SUSTAINABILITY 11 Implement the Mayor's Monarch Pledge.

Planning, Building Inspection US Green Building Council, AIA Local Chapter Long-Term

Planning, Environmental Services, Parks and Recreation Ongoing

Environmental Services Ongoing

Services, Parks and Recreation

SUSTAINABILITY 11 Work with the Urban County Council and community partners to establish and promote “No Mow May” as a city wide initiative. Planning, Environmental Services, Parks and Recreation

THEME B - RESTORATION

1 Implement recommendations from the Urban Forestry Management Plan.

1 Strategically plant new trees to create walkable streetscapes.

RESTORATION 1 Update the Planting Manual and Land Subdivision Regulations to reflect best practices on street tree planting, placement, and maintenance.

RESTORATION 1 Develop a program to implement and track progress on canopy coverage goals from the 2022 Urban Tree Canopy Assessment.

RESTORATION 2 Coordinate across LFUCG to develop a comprehensive planning and implementation document for a community-wide green infrastructure network.

RESTORATION 3 Promote and develop public education and outreach materials supporting urban agriculture, native plants, and pollinator-friendly community gardens.

4 Update regulations to require installation of Level 2 electric vehicle charging stations.

4 Identify appropriate locations and funding opportunities for the installation of Level 3 electric vehicle charging stations.

4 Conduct a study to identify appropriate refueling locations for freight vehicles utilizing alternative fuels.

Environmental Services

Environmental Services, Parks and Recreation

RESTORATION 5 Update ordinances and regulations to reflect national best practices on floodplain protections. Planning, Environmental Services

Advisory Committee

THEME B - RESTORATION

RESTORATION 5 Update regulations to refer to the Royal Springs Aquifer requirements. Planning, Environmental Services

RESTORATION 6 Coordinate with LFUCG Waste Management, Environmental Services, and other community partners to expand outreach on litter prevention and abatement.

RESTORATION 7 Develop education and outreach tools to link those most impacted by environmental inequity to the decision-making process.

RESTORATION 7 Develop a plan to address environmental inequity and collaborate with and support community members within affected areas.

THEME C - LIVABILITY

Environmental

Planning, Environmental Services, Parks and Recreation

Planning, Environmental Services, Parks and Recreation

Advisory Committee

Corridors Commission, Advocacy Organizations

Racial Justice and Equality Commission, Advocacy Organizations

Racial Justice and Equality Commission, Advocacy Organizations

THEME D - PLACEMAKING

PLACEMAKING 1 Update the Zoning Ordinance and Land Subdivision Regulations to create development standards for land adjacent to shared-use paths and trail corridors. Planning, MPO, Parks and Recreation, Environmental Services

PLACEMAKING 3 Amend the Zoning Ordinance to include placemaking elements.

PLACEMAKING 5 Update the business zones to create more walkable commercial opportunities.

PLACEMAKING 7 Host workshops with development and neighborhood interests to create a collaborative pre-development process.

PLACEMAKING 8 Work with Council to increase staffing to develop a tactical placemaking program within the Division of Planning.

PLACEMAKING 10 Initiate discussions with public art partners about potential ordinance revisions to increase public art opportunities.

and Pedestrian Advisory Committee

THEME D - SUPPORT

THEME E - ACCOUNTABILITY

ACCOUNTABILITY 1 Complete the new process for determining longterm land use decisions involving the Urban Service Area and Rural Activity Centers.

ACCOUNTABILITY 2 Develop a series of Comprehensive Plan metrics.

ACCOUNTABILITY 3 Continue a public outreach program for ongoing community education on Imagine Lexington and the Placebuilder.

ACCOUNTABILITY 4 Modernize the Zoning Ordinance to reflect Imagine Lexington priorities.

ACCOUNTABILITY 5 Work with the Division of Traffic Engineering and neighborhoods to develop prototype street retrofit and traffic calming projects.

ACCOUNTABILITY 6 Partner with other agencies, community organizations, and leaders to facilitate public education, outreach, and engagement opportunities

ACCOUNTABILITY 7 Establish a coordinating office to advance climate action and sustainability planning efforts.

ACCOUNTABILITY 8 Establish a coordinating office to implement recommendations of the Mayor’s Commission for Racial Justice and Equality.

THEME E - STEWARDSHIP

1 Educate the public regarding the Urban Service Area concept and the process for managing urban growth.

2 Collaborate with surrounding counties to connect transit between economic hubs.

5 Conduct a Blue Sky Small Area Plan.

STEWARDSHIP 5 Explore the development of comprehensive scenic resource analysis with VisitLex and the Corridors Commission.

STEWARDSHIP 6 Update the Zoning Ordinance provisions for Agritourism and Ag-tech.

STEWARDSHIP 7 Work with adjacent communities' planning departments to foster a unified approach to planning that maximizes resource efficiency, enhances coordination, and promotes the well-being of the region as a whole.

of Racial Justice and Equality

Corridors Commission

Rural Land Management Board

STEWARDSHIP 7 Develop and implement plans aimed at reducing greenhouse gas emissions and mitigating other harmful air pollutants in the region. Planning, Environmental Services

STEWARDSHIP 9 Review buffering requirements for the Rural Service Area. Planning, Rural Land Management Board

THEME E - GROWTH

GROWTH 1 Update the Zoning Ordinance to implement Imagine Lexington’s infill policies.

GROWTH 1 Evaluate the effectiveness of current policies surrounding the provision of services and how it affects the built environment.

GROWTH 3 Amend regulations to establish a Park Dedication Ordinance.

GROWTH 8 Work with the Planning Commission and Council to proactively pursue government-initiated zone changes recommended by corridor studies.

GROWTH 9 Evaluate and address the regulations and policies that make missing middle housing difficult to develop and serve.

GROWTH 10 Develop zoning regulations that ensure appropriately located Transit Oriented Development (TOD).

Traffic Engineering

Parks and Recreation

Planning, MPO, Planning Commission, Urban County Council Near-Term

GROWTH 10 Develop Transit Oriented Development (TOD) resources. Planning

GROWTH 12 Adopt the Urban Growth Management Master Plan.

GROWTH 14 Provide recommendations to the Planning Commission and Urban County Council, which identify mechanisms to fund and build affordable housing.

Planning, Housing and Community Development Non-profit Organizations, Affordable Housing Developers Ongoing

THE PLACEBUILDER

TABLE OF CONTENTS

WELCOME TO THE PLACEBUILDER

WHAT IS IT?

The Placebuilder element of Imagine Lexington 2045 is a compilation of the urban planning best practices that distills the policies of this Comprehensive Plan. It sorts these best practices into development criteria that are applicable to proposed developments seeking a zone change. In addressing the development criteria, applicants demonstrate that they are in agreement with the Comprehensive Plan, and that their individual developments work toward implementing the broader Goals and Objectives developed by the community.

Under previous Comprehensive Plans, justifications generally addressed broad Goals and Objectives, without much support from the remainder of the document. Imagine Lexington differs from many comprehensive plans in that it eschews the traditional future land use map in favor of a policy based document. Under The Placebuilder, justifications and development plans will be reviewed in accordance with the policies of the plan, which provide more specific guidance on how to further the Goals and Objectives.

A BRIEF OVERVIEW...

1. ENGAGEMENT

Imagine Lexington strongly encourages meaningful engagement between applicants and stakeholders for design and visioning of a development before the process begins.

3. THE DEVELOPMENT TYPE

Determine whether your proposal will adequately address one of the most suitable Development Types.

Review the criteria for that Development Type.

2. THE PLACE - TYPE

Consider your site, community feedback, and surrounding context. This includes whether or not your site falls within the Adopted Small Area Plans or Expansion Area Master Plan.

Review the Place Types and determine whether the development you are seeking enhances the existing place or sets a new Place-Type standard for the location.

Verify that your development will address the stated priorities of that Place Type.

The Placebuilder is a set of development criteria to be addressed by applicants in their zone change application justifications. Its purpose is to provide transparency to applicants, stakeholders, the Planning Commission, and the Urban County Council in how development proposals are evaluated. This framework outlines the process by which development proposals are evaluated to ensure they adhere to the requirements set forth in KRS 100, which preferences compliance with the Comprehensive Plan. Not all criteria may be applicable to every proposal, however every zone change justification should address each one, noting why certain criteria may or may not apply. No zone change application will satisfy every single criterion, and the Placebuilder is not a checklist. The applicability of criteria will be assessed through the development review process.

5. APPLICATION

Address each of the criteria in your application/development plan, showing how your proposed development meets each of the requirements

4. ZONE

Review recommended zones. Determine the appropriate zone for the suitable Development Type you are seeking. Schedule your preapplication meeting with planning stuff to highlight Comprehensive Plan and zoning ordinance related issues that may require variances or waivers, and to review community feedback thus far.

6. REVIEW & PUBLIC INPUT

Once an applicant has submitted a complete development application addressing all steps, it will undergo planning staff evaluation and enter the zone change process.

Details on zone change process can be found at Imaginlexington.com/mar

PLACE - TYPES

The urban epicenter of commerce and entertainment. The core should be anchored by high-rise structures with activated groundlevels. They are surrounded by mid-rise buildings that increasingly offer dense residential uses. A mix of uses and variety of transportation options should be prioritized, and parking should be addressed as a shared urban core asset.*

Where significant infill and redevelopment opportunities exist to complement the urban core. While not expected to be as intensely developed as the downtown core, high-rise opportunities are not precluded provided that they are context-sensitive. The forward trend for development in the 2nd tier urban areas should be towards increased walkability and intensity.*

MOST SUITABLE DEVELOPMENT TYPES:

A vibrant hub of commerce, employment, diverse housing opportunities, & entertainment. They include larger buildings with active ground levels, intentional open spaces, & walkable transportation networks, all to provide the user/resident with a unique experience. It is often located at major intersections & along primary corridors.*

MOST SUITABLE DEVELOPMENT TYPES:

COMPLETE NEIGHBORHOOD

INDUSTRY & PRODUCTION CENTER

AN INDUSTRY & PRODUCTION CENTER IS...

Lexington’s major roadways focused on commerce and transportation. The overriding emphasis of Imagine Lexington is significantly overhauling the intensity of the major corridors. The future of Lexington’s corridors lies in accommodating the shifting retail economic model by incorporating high density residential and offering substantial flexibility to available land uses.*

Undeveloped areas designed to provide housing in a sustainable format. These areas should include neighborhood-serving retail, services, & employment options, as well as town centers. Accessible greenspace, neighborhood focal points, & a multimodal transportation network should be provided to add a sense of place & connectivity.*

An existing residential area to be enhanced with additional amenities, housing types, and neighborhood-serving retail, services, and employment options. Development should be context-sensitive to surrounding areas and should add to the sense of place. Incorporating multimodal connections is crucial to neighborhood success and viability.*

Where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate efficient and affordable shipping and transportation of goods throughout the region. Developments should minimize negative impacts on adjoining lower intensity uses.*

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TYPES

DEVELOPMENT TYPE - RESIDENTIAL

LR MR

A mix of attached and detached single family homes, of varying formats, and low density multi-family dwelling units.

Homogeneous neighborhoods that do not include a mix of housing types should be avoided. Low density residential is only appropriate as a component of “Enhanced Neighborhoods” and “New Complete Neighborhoods”, and should be supplemented by a variety of uses and housing options to create sustainable places.

Primarily attached and multi-family units, with interspersed single-family detached dwellings.

Multi-family units should complement and enhance existing development through quality design and connections.

MHR

Primarily multi-family units.

Multi-family units should complement and enhance existing development through quality design and connections.

Primarily high-rise multi-family units.

This type of development is generally reserved for the most intensely developed areas in Lexington, with the infrastructure to support it. Where these developments abut existing or historic neighborhoods, appropriate step-downs or context sensitive elements should be used to minimize intrusion.

Multimodal network connections, including connected streets, are required to keep an efficient transportation network that provides viable options for all users.

Nearby commercial/employment uses and greenspace should be easily accessible, and bicycle and pedestrian modes should be maximized to connect residents to destinations.

Access to these developments is typically through streets designated with the collector classification or above. Mass transit infrastructure should be provided along transit routes through collaboration with Lextran, and bicycle and pedestrian facilities should be plentiful to provide multimodal options.

These developments should include intentional open space designed to fit the needs of area residents, and be in walking distance of nearby neighborhood-serving commercial/employment uses.

These developments should include intentional open space designed to fit the needs of area residents, and a variety of neighborhood-serving commercial/ employment uses.

These developments should include intentional open space designed to fit the needs of area residents, and a variety of neighborhood-serving commercial/ employment uses.

Mass transit infrastructure should be provided along transit routes through collaboration with Lextran, and bicycle and pedestrian facilities should be plentiful to provide multimodal options. Parking should be minimized in favor of multimodal options, and where necessary, should be predominantly accommodated within garages.

Open space and greenspace opportunities should be adequate within the area to support the residents, or should be provided creatively on-site utilizing plazas, rooftop space, or other means that accomplish the goal, but still allow for high Floor Area Ratios.

DEVELOPMENT TYPE - NON

- RESIDENTIAL/MIXED - USE

LOW DENSITY NONRESIDENTIAL / MIXED - USE

LNR MU MNR MU

Primarily neighborhood-serving commercial uses, services, places of employment, and/ or a mix of uses within low to mid-rise structures appropriately scaled to the surrounding neighborhood.

Mixed-use structures can include a mix of residential, commercial, services, and/ or employment uses, and an activated and pedestrian-scale ground level should be provided. Developments with a residential component are generally non-residential on the ground floor with units above, providing opportunities for live/work arrangements.

The retail/service options typically include boutique-type establishments, neighborhood restaurants or pubs, and/ or neighborhood-serving services like dentists, daycares, etc., and the places of employment are small offices.

MEDIUM DENSITY

NON - RESIDENTIAL/ MIXED - USE

Primarily community-serving commercial uses, services, places of employment, and/ or a mix of uses within mid-rise structures with a higher Floor Area Ratio.

Mixed-use structures typically include more multi-family residential units and places of employment, and retail and commercial options generally draw from a larger geographic area. An activated and pedestrian-scale ground level should be provided.

These developments may include more employment space for professional office and can include some larger entertainment spaces.

HIGH DENSITY

NON - RESIDENTIAL/ MIXED - USE

Primarily regional-serving commercial uses, services, places of employment, and/ or a mix of uses within high-rise structures with a high Floor Area Ratio.

Mixed-use structures typically include an abundance of multi-family residential units, places of employment, and entertainment options, and the retail and commercial options generally draw from a regional geographic area.

Screening and buffers should be provided to adjoining lower-density residential developments, however those adjoining neighborhoods should retain convenient access to the development.

INDUSTRIAL & PRODUCTION

NON - RESIDENTIAL/ MIXED - USE

Primarily employment land dedicated to the most intense types of employment-centric development. This is the only category where uses are inherently incompatible and are best separated from adjacent uses.

These uses are best suited in areas where they already exist, collocating to utilize industrial-scale infrastructure to serve the needs of the users. Environmental protection measures should be taken to minimize impacts.

Bicycle and pedestrian connections to adjoining neighborhoods, and buildings oriented to the street are required to ensure the non-residential enhances nearby neighborhoods by creating a truly walkable environment.

Though they draw more external users, they should still include multimodal connections allowing for easy neighborhood access. Mass transit infrastructure is to be provided on par with that of other modes, and the higher-density housing types should be located in close proximity.

These developments are generally located along higher intensity roadways. Mass transit infrastructure, on par with that of other modes, should be provided, and bicycle and pedestrian connections to adjoining developments are required. Internal multimodal connectivity throughout the development is critical.

Parking should be minimized and, where necessary, located internally.

The buildings should be oriented to the street, and developments should avoid over-parking, with provided parking located internally.

Parking is generally provided in structures with activated ground levels.

These uses are also heavy employers and should incorporate mass transit infrastructure, on par with that of other modes, to connect residents to their jobs.

RURAL DEVELOPMENTS

Development within the Rural Service Area (RSA) should consider the unique assets and opportunities offered by Lexington’s agricultural landscape. For this reason, the 2017 Rural Land Management Plan (RLMP), in tandem with applicable policies from Imagine Lexington listed below, should act as the primary guide for all rural development endeavors and should be directly addressed in development proposals within the RSA. Due to the distinct difference between urban place-types and rural area considerations, the RLMP is better suited to guide the limited development within the RSA than the criteria set out in the Placebuilder. Additionally, the numerous policies, goals, and objectives within Imagine Lexington focusing on rural development link directly to the goals and objectives laid out by the RLMP. These provide additional support for defining the intended nature of rural development and its impacts on the agricultural community.

IMAGINE LEXINGTON POLICIES FOR RURAL DEVELOPMENT

• Design Policy #6 Adhere to the recommendations of the Lexington area MPO Bike/ Pedestrian Master Plan, adopted in 2018.

• Protection Policy #2 Conserve and protect environmentally sensitive areas, including sensitive natural habitats, greenways, wetlands and water bodies.

• Protection Policy #3 Continue to implement PDR program to safeguard Lexington’s rural land.

• Protection Policy #4 Conserve active agriculture land in the rural service area while promoting sustainable food systems.

• Protection Policy #5 Promote and connect local farms with the community through integrated partnerships.

• Protection Policy #6 Promote context-sensitive agritourism in the Rural Service Area.

• Protection Policy #8 Protect and enhance biodiversity in both the urban and rural service areas.

• Protection Policy #10 Reduce light pollution to protect dark skies.

• Sustainability Policy #11 Incentivize green stormwater infrastructure beyond regulatory requirements

• Sustainability Policy #12 Develop incentives for green building practices and sustainable site design.

• Restoration Policy #2 Identify opportunities to strategically link parks, trails, complete streets, greenways, and natural areas to advance Lexington’s green infrastructure network.

• Livability Policy #1 Encourage economic opportunities for a wide array of agritourism while preserving the bluegrass identity.

• Livability Policy #2 Emphasize the preservation, protection, & promotion of the iconic bluegrass landscape along rural gateways & roadways serving as primary tourist routes.

IMAGINE LEXINGTON POLICIES FOR RURAL DEVELOPMENT

• Prosperity Policy #3 Continue to protect the agricultural cluster & equine industry, & support existing agricultural uses, while promoting new innovative agricultural uses in the rural service area.

• Prosperity Policy #5 Continue to raise awareness of farms & farm tours.

• Prosperity Policy #6 Promote Kentucky Proud & local Lexington products using unified branding.

• Placemaking Policy #9 Honor Lexington’s history by requiring new development & redevelopments to enhance the cultural, physical, & natural resources that have shaped the community.

• Stewardship Policy #1 Uphold and modernize the Urban Service Area concept.

• Stewardship Policy #3 Increase regional transportation cooperation and pursue multimodal transportation options to facilitate inter-county connectivity.

• Stewardship Policy #4 Coordinate with surrounding counties to capitalize on the inherent tourism draws of the Bluegrass region.

• Stewardship Policy #5 Fully realize the development potential within Lexington’s rural activity centers while avoiding negative impacts to surrounding agriculture, rural settlements, and view sheds.

• Stewardship Policy #6 Identify new compatible rural land uses that would enhance Lexington’s economy and provide additional income-generating possibilities for local farmers.

• Stewardship Policy #8 Ensure future development is economically, environmentally, and socially sustainable.

• Stewardship Policy #9 Follow and implement the recommendations of the 2007 study of Fayette County’s Small Rural Communities and the 2017 Rural Land Management Plan to protect and preserve Lexington’s rural settlements.

• Growth Policy #3 Implement the recommendations of the 2018 Your Parks, Our Future Master Plan.

SPECIALIZED FOCUS AREAS

SMALL AREA PLANS

A fundamental goal of Imagine Lexington is to revitalize our city’s neighborhoods in ways that make them more sustainable and livable. In some areas, achieving a neighborhood’s vision for improvement requires an informed, strategic approach scaled to that specific community. Responding to this need, a set of small area plans were adopted as elements of the 2007, 2013, and 2018 Comprehensive Plans and have since taken effect in six Lexington neighborhoods within the Urban Service Boundary.

Based on an extensive community engagement process, the small area plans identify community needs, opportunities, and other planning issues of their respective communities, which help to inform strategies for undertaking policy changes and project implementation. Further, the concepts and recommendations outlined in the plan are directly informed by the area’s defining characteristics, such as demographics, land use, development patterns, housing, health, mobility, etc. This provides a strong foundation comprised of the community’s existing assets and amenities from which to build.

Proposed developments within the boundaries of these small area plans should adhere to the recommendations therein to ensure the results are compatible with the stated vision for that neighborhood. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria.

1996 EXPANSION AREA MASTER PLAN

Adopted by the Planning Commission in 1996 as an element of the Comprehensive Plan, the Expansion Area Master Plan (EAMP) is a regulatory document that is intended to guide growth within the identified Expansion Areas along the periphery of the Urban Service Boundary. The EAMP sets up standards and criteria that act as land use regulations to control the character, location and magnitude of development within the designated land use categories.

Advising that new development within the Expansion Area should function as a “community” with a mix of uses, housing types and land for economic development and community facilities, including parks, public facilities, and community centers.

The necessary regulations prescribed within the EAMP should influence any decisions made regarding place type, development type, and zoning preference for future development within these areas. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria.

ACTIVE SMALL AREA PLANS

EAST END

CENTRAL SECTOR

ARMSTRONG MILL WEST

EXPANSION AREA

CARDINAL VALLEY

WINBURN & RUSSELL CAVE

S. NICHOLASVILLE ROAD

ADDITIONAL PLANS & RESOURCES

In addition to the 2023 Comprehensive Plan, there are various plans and studies that have been adopted in order to guide growth, land use management, and context-sensitive development in Lexington. Some of these plans are focused on specific areas within the county, while others are overarching and should be considered for all place-types. These plans are intended to complement the goals, objectives, and policies within Imagine Lexington and should be used to further inform development proposals. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria. Each of these is listed to the right.

Additionally, new developments should incorporate any applicable recommendations or requirements outlined in other ordinances approved by the Urban County Council. This includes those specific to landscaping and development along Lexington’s major corridors.

DECODING THE PLACEBUILDER

DECODING THE PLACEBUILDER

- DS1-1 = (THEME A ) - ( D E S IGN POLICY # 1 ) - (CRITERIA

KEY FOR ALL PILLAR CODES:

THEME A

GROWING SUCCESSFUL NEIGHBORHOODS

DESIGN (DS)

DENSITY (DN)

THEME B

PROTECTING THE ENVIRONMENT

PROTECTION (PR)

SUSTAINABILITY (SU)

EQUITY (EQ)

RESTORATION (RS)

THEME D

IMPROVING A DESIRABLE COMMUNITY

CONNECTIVITY (CO)

PLACEMAKING (PL)

SUPPORT (SP)

THEME C LIVABILITY (LI)

CREATING JOBS & PROSPERITY

DIVERSITY (DI)

PROSPERITY (PS)

THEME E

URBAN & RURAL BALANCE

ACCOUNTABILITY (AC)

STEWARDSHIP (ST)

GROWTH (GR)

DOWNTOWN

Downtown is the urban epicenter of commerce and entertainment. The core should be anchored by high-rise structures with ground-level pedestrian engagement opportunities surrounded by mid-rise buildings increasingly offering dense residential uses. Lexington’s Downtown should continue to be notable for its mix of uses and variety of transportation options. Parking should be addressed as a shared urban core asset, eliminating dedicated surface parking lots in favor of structures.

SITE PRIORITIES

• Dense residential options

• Ground level pedestrian engagement

• Economic development and job creation

• Minimizing parking in favor of multimodal options

• Appropriate transitions to 2nd tier urban and historic neighborhoods

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

DOWNTOWN MIXED USE

With combination of businesses, offices, theaters, hotels and high-density residential.

DOWNTOWN

DOWNTOWN - HIGH DENSITY RESIDENTIAL

LAND USE

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI4-1 Development should contain a mixture of land uses, with a prioritization of residential.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND

WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A-DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A-DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A-DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

C-PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

DOWNTOWN - HIGH DENSITY RESIDENTIAL

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

DOWNTOWN

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI4-1 Development should contain a mixture of land uses, with a prioritization of residential.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington’s Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

2ND TIER URBAN

2nd Tier Urban is where significant infill and redevelopment opportunities exist to complement the urban core. While not expected to be as intensely developed as the downtown core, high-rise opportunities are not precluded provided that they are context-sensitive. The forward trend for development in the 2nd tier urban areas should be towards increased walkability and intensity.

SITE PRIORITIES

• Medium, medium/high and high density residential

• Mix of uses

• Walkability

• Economic development and job creation

• Minimizing parking in favor of multimodal options

• Relation to surrounding historic context

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

2ND TIER URBAN

With combination of businesses, offices, theaters, hotels and medium density residential.

2ND TIER URBAN

2ND TIER URBAN - MEDIUM DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

2ND TIER URBAN - MEDIUM DENSITY RESIDENTIAL

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip.

2ND TIER URBAN - MEDIUM DENSITY RESIDENTIAL

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

2ND TIER URBAN - MEDIUM DENSITY RESIDENTIAL

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

2ND TIER URBAN

2ND TIER URBAN - MEDIUM-HIGH DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

2ND TIER URBAN - MEDIUM-HIGH DENSITY RESIDENTIAL

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

2ND TIER URBAN - MEDIUM-HIGH DENSITY RESIDENTIAL

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

2ND TIER URBAN - MEDIUM-HIGH DENSITY RESIDENTIAL

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

2ND TIER URBAN

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

2ND TIER URBAN - HIGH DENSITY RESIDENTIAL

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip

2ND TIER URBAN - HIGH DENSITY RESIDENTIAL

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

2ND TIER URBAN - HIGH DENSITY RESIDENTIAL

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

2ND TIER URBAN

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

E - ST8-2 Development should provide community oriented places and services.

E - GR9-2 Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

2ND TIER URBAN - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

2ND TIER URBAN - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

BUILDING FORM

A - DS3-1

A - DS4-2

A - DS5-3

A - DN2-2

A - EQ5-1

D - PL2-1

E - GR4-1

E - GR5-1

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

2ND TIER URBAN

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

2ND TIER URBAN - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

D - SP10-1 Prioritize street trees in the planting strip

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

2ND TIER URBAN - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

REGIONAL CENTER

A Regional Center is a vibrant hub of commerce, employment, diverse housing opportunities, & entertainment. They include larger buildings with active ground levels, intentional open spaces, & walkable transportation networks, all to provide the user/resident with a unique experience. It is often located at major intersections and along primary corridors.

SITE PRIORITIES

• Placemaking

• Internal connectivity

• Walkability

• Creating jobs where people live

• Proper design/orientation of buildings and streets

• Minimizing parking in favor of multimodal options

• Relation to surrounding neighborhood context

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

MIXED USE COMMUNITY

Provide diverse uses withing walking distance: share parking spaces during different times

REGIONAL CENTER

REGIONAL CENTER - MEDIUM DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND

WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

REGIONAL CENTER - MEDIUM DENSITY RESIDENTIAL

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

REGIONAL CENTER - MEDIUM DENSITY RESIDENTIAL

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

REGIONAL CENTER

REGIONAL CENTER - MEDIUM-HIGH DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND

WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

REGIONAL CENTER - MEDIUM-HIGH DENSITY RESIDENTIAL

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

REGIONAL CENTER - MEDIUM-HIGH DENSITY RESIDENTIAL

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided. (B-SU5)

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities

REGIONAL CENTER - MEDIUM-HIGH DENSITY RESIDENTIAL

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1

A - DS4-2

A - DS5-3

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

REGIONAL CENTER

REGIONAL CENTER - HIGH DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION,

CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

REGIONAL CENTER - HIGH DENSITY RESIDENTIAL

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

REGIONAL CENTER - HIGH DENSITY RESIDENTIAL

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

REGIONAL CENTER - HIGH DENSITY RESIDENTIAL

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1

Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2

A - DS5-3

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

REGIONAL CENTER

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

REGIONAL CENTER - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington’s Complete Streets Policy.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

REGIONAL CENTER

REGIONAL CENTER - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

REGIONAL CENTER - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL

SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-1 The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

REGIONAL CENTER - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

CORRIDOR

Corridors are Lexington’s major roadways focused on commerce and transportation. The overriding emphasis of Imagine Lexington 2045 is significantly overhauling the intensity of the major corridors. The future of Lexington’s corridors lies in accommodating the shifting retail economic model by incorporating high density residential and offering substantial flexibility to available land uses.

SITE PRIORITIES

• Transit Oriented Development

• High density residential

• Community gathering spaces

• Redevelopment of underutilized property

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

MIXED HOUSING TYPES

Provide different options for diverse residents and opportunity to shared amenities nearby.

CORRIDOR

CORRIDOR - MEDIUM-HIGH DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS15-2 Improve options for affordable and nutritious food where not currently available

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

CORRIDOR - MEDIUM-HIGH DENSITY RESIDENTIAL

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

CORRIDOR - MEDIUM-HIGH DENSITY RESIDENTIAL

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

CORRIDOR - MEDIUM-HIGH DENSITY RESIDENTIAL

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

CORRIDOR

CORRIDOR - HIGH DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

CORRIDOR - HIGH DENSITY RESIDENTIAL

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1

D - CO1-1

Flexible parking and shared parking arrangements should be utilized.

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

CORRIDOR - HIGH DENSITY RESIDENTIAL

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

CORRIDOR - HIGH DENSITY RESIDENTIAL

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

CORRIDOR

CORRIDOR - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

CORRIDOR - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington’s Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

CORRIDOR - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

CORRIDOR

CORRIDOR - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A - DN3-2 Development should incorporate residential units in commercial centers.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - CO3-1 Development should increase density and intensity adjacent to transit.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-1 Development should be high density and contain a mixture of uses.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR10-1 Transit oriented development (TOD) should be provided.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

CORRIDOR - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

A - EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-1 The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

CORRIDOR - HIGH DENSITY NON-RESIDENTIAL/MIXED USE

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1

A - DS4-2

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A - EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1

E - GR5-1

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

NEW COMPLETE NEIGHBORHOOD

New Complete Neighborhoods are undeveloped areas designed to provide housing in a sustainable format. These areas should include neighborhood-serving retail, services, & employment options, as well as town centers. Accessible greenspace, neighborhood focal points, & a multimodal transportation network should be provided to add a sense of place & connectivity.

SITE PRIORITIES

• Neighborhood-serving retail, services, and employment

• Mixed housing types

• Shared, accessible greenspace and parks

• Well integrated public facilities

• Multimodal integration with sufficient linkages to higher levels of transit

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

MIXED HOUSING TYPES

Provide different options for diverse residents and opportunity to shared amenities nearby.

NEW COMPLETE NEIGHBORHOOD

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

NEW COMPLETE NEIGHBORHOOD - MEDIUM DENSITY RESIDENTIAL

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL

SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

NEW COMPLETE NEIGHBORHOOD - MEDIUM DENSITY RESIDENTIAL

D - SP3-1

D - SP3-2

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1

A - DS4-2

A - DS5-3

A - DS8-1

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

NEW COMPLETE NEIGHBORHOOD

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION, CONNECTIVITY,

AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

NEW COMPLETE NEIGHBORHOOD - MEDIUM-HIGH DENSITY RESIDENTIAL

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

NEW COMPLETE NEIGHBORHOOD - MEDIUM-HIGH DENSITY RESIDENTIAL

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

NEW COMPLETE NEIGHBORHOOD

NEW COMPLETE NEIGHBORHOOD - LOW DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR9-1 Live/work units should be incorporated into residential developments.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

NEW COMPLETE NEIGHBORHOOD - LOW DENSITY NON-RESIDENTIAL/MIXED USE

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1

Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

NEW

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

NEW COMPLETE NEIGHBORHOOD

NEW COMPLETE NEIGHBORHOOD - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1

NEW COMPLETE NEIGHBORHOOD - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI-8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

NEW COMPLETE NEIGHBORHOOD - MEDIUM DENSITY NON-RESIDENTIAL/MIXED USE

D - PL4-1

Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D - SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DS8-1 Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

ENHANCED NEIGHBORHOOD

An Enhanced Neighborhood is an existing residential area to be enhanced with additional amenities, housing types, and neighborhood-serving retail, services, and employment options. Development should be context-sensitive to surrounding areas and should add to the sense of place. Incorporating multimodal connections is crucial to neighborhood success and viability.

SITE PRIORITIES

• Neighborhood-serving retail, services, and employment

• Mixed housing types

• Context-sensitive development

• Connected multimodal network

• Well integrated public facilities and greenspaces

MOST SUITABLE DEVELOPMENT TYPES

RECOMMENDED ZONE(S)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

MIXED HOUSE TYPES

Provide different options for diverse residents and opportunity to shared amenities nearby.

ENHANCED NEIGHBORHOOD

ENHANCED NEIGHBORHOOD - LOW DENSITY RESIDENTIAL

LAND USE

A - DN2-1 Infill residential should aim to increase density.

A - DN4-1 Provide new compact single-family housing types.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI6-1 ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (A-EQ7)

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan

E - GR9-1 Live/work units should be incorporated into residential developments.

E - GR9-3 Less intense multi-family residence types should be incorporated into primarily single-family detached areas.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

ENHANCED NEIGHBORHOOD - LOW DENSITY RESIDENTIAL

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

ENHANCED NEIGHBORHOOD - LOW DENSITY RESIDENTIAL

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species

B - RE1-1 Developments should improve the tree canopy. 3)

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip

SITE DESIGN

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

ENHANCED

NEIGHBORHOOD - LOW DENSITY RESIDENTIAL

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1

D - SP1-2

Enhance open space through the provision of programmatic elements and amenities

School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D - SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1

A - DS5-3

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DS8-1 Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

E - GR4-1

E - GR5-1

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

ENHANCED NEIGHBORHOOD

ENHANCED NEIGHBORHOOD - MEDIUM DENSITY RESIDENTIAL

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

ENHANCED NEIGHBORHOOD - MEDIUM DENSITY RESIDENTIAL

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY

AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2

ENHANCED NEIGHBORHOOD - MEDIUM DENSITY RESIDENTIAL

Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D - SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

BUILDING FORM

A - DS3-1

A - DS4-2

A - DS5-3

A - DS8-1

Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

A - DN2-2

D - PL2-1

E - GR4-1

E - GR5-1

Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

ENHANCED NEIGHBORHOOD

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION,

CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes. (A-EQ7).

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces.

A - DS13-1 Stub streets should be connected.

ENHANCED NEIGHBORHOOD - MEDIUM-HIGH DENSITY RESIDENTIAL

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

ENHANCED NEIGHBORHOOD - MEDIUM-HIGH DENSITY RESIDENTIAL

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2

A - DS5-3

A - DN2-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1

Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

ENHANCED NEIGHBORHOOD

ENHANCED NEIGHBORHOOD - LOW DENSITY NON-RESIDENTIAL/MIXED USE

LAND USE

A - DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A - DN2-1 Infill residential should aim to increase density.

A - DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

B - SU3-1 Development should provide compact and/or mixed use development.

C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C - PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C - PS15-2 Improve options for affordable and nutritious food where not currently available.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D - PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

E - GR9-2 Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

E - GR9-3 Less intense multi-family residence types should be incorporated into primarily single-family detached areas.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. ENHANCED

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D - SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

A - DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A - EQ9-1 School sites should be appropriately sized.

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

BUILDING FORM

A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.

A - DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A - DS8-1 Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

A - DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

D - PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

E - GR4-1 Developments should incorporate reuse of viable existing structures.

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.

INDUSTRY & PRODUCTION CENTER

An Industry & Production Center is where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate transportation of goods throughout the region. Developments should minimize negative impacts on adjoining lower intensity uses.

SITE PRIORITIES

• Economic Development and job creation

• Intense industrial uses

• Substantial buffers from residential uses

• Environmental protection

• Locational priority on major shipping transportation corridors

MOST SUITABLE DEVELOPMENT TYPES

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

INDUSTRY & PRODUCTION CENTER

INDUSTRIAL & PRODUCTION CENTER - INDUSTRIAL & PRODUCTION NON RESIDENTIAL

LAND USE

C - LI9-1 Development should be strategically located along freight networks and/or adjacent to established industrial.

C - PS3-1 Development potential in the Rural Activity Centers should be maximized.

C - PS8-1 Opportunities for industry and special trade employment should be increased.

D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

E - ST8-2 Development should provide community oriented places and services.

E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan.

TRANSPORTATION, CONNECTIVITY, AND WALKABILITY

A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A - DS1-2 Accessible pedestrian linkages to transit should be provided.

A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A - DS13-1 Stub streets should be connected.

C - PS10-1 Flexible parking and shared parking arrangements should be utilized.

D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D - CO2-2 Development should comply with Lexington's Complete Streets Policy.

D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

INDUSTRIAL & PRODUCTION CENTER - INDUSTRIAL & PRODUCTION NON RESIDENTIAL

D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

ENVIRONMENT

B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B - PR10-1 Development should avoid overlighting and upward directed lighting.

B - SU4-1 Development should minimize and/or mitigate impervious surfaces.

B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B - SU11-1 Development should incorporate low impact landscaping and native plant species.

B - RE1-1 Developments should improve the tree canopy.

B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

D - SP10-1 Prioritize street trees in the planting strip.

SITE DESIGN

E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted. INDUSTRIAL & PRODUCTION

A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

C - LI2-1 The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

C - LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C - LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C - LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C - LI8-1 Development should enhance a well-connected and activated public realm.

C - PS10-2 Over-parking of new developments should be avoided.

D - PL4-1 Enhance open space through the provision of programmatic elements and amenities.

D - PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

E - ST5-1 Increased intensity in the Rural Activity Centers should not negatively impact surrounding rural areas.

BUILDING FORM

E - GR4-1 Developments should incorporate reuse of viable existing structures.

FULL LIST OF CRITERIA

ABUILDING AND SUSTAINING SUCCESSFUL NEIGHBORHOODS

DESITGN (DS)

A-DS1-1

Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.

A-DS1-2 Accessible pedestrian linkages to transit should be provided.

A-DS3-1 Multi-family residential developments should comply with the Multi-family Design Standards in Appendix A.

A-DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.

A-DS4-2 New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context.

A-DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.

A-DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.

A-DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.

A-DS5-4 Development should provide a pedestrian-oriented and activated streetscapes.

A-DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

A-DS8-1 Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.

A-DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.

A-DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.

A-DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.

A-DS11-1 Street layouts should provide clear, visible access to neighborhood-focused open space and greenspaces.

A-DS12-1 Development should be located nearest to neighborhood serving commercial areas.

A-DS13-1 Stub streets should be connected.

DENSITY (DN)

A-DN2-1 Infill residential should aim to increase density.

A-DN2-2 Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods.

A-DN3-1 Pedestrian-oriented commercial opportunities and other services should be incorporated within residential neighborhoods.

A-DN3-2 Development should incorporate residential units in commercial centers.

A-DN4-1 Provide new compact single-family housing types.

EQUITY (EQ)

A-EQ5-1 Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-EQ5-2 Development should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities).

A-EQ9-1 School sites should be appropriately sized.

A-EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.

BPROTECTING THE ENVIRONMENT

PROTECTION (PR)

B-PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.

B-PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.

B-PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.

B-PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.

B-PR10-1 Development should avoid overlighting and upward directed lighting.

SUSTAINABILITY (SU)

B-SU3-1 Development should provide compact and/or mixed use development.

B-SU4-1 Development should minimize and/or mitigate impervious surfaces.

B-SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).

B-SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.

B-SU11-1 Development should incorporate low impact landscaping and native plant species.

RESTORATION (RS)

B-RE1-1 Developments should improve the tree canopy.

B-RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.

B-RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.

CCREATING

JOBS & PROSPER

LIVABILITY (LI)

C-LI2-1 The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

C-LI2-2 Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C-LI2-3 Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C-LI2-4 Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C-LI4-1 Development should contain a mixture of land uses, with a prioritization of residential.

CCREATING JOBS & PROSPER

C-LI6-1

C-LI7-1

C-LI8-1

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

Development should enhance a well-connected and activated public realm.

C-LI9-1 Development should be strategically located along freight networks and/or adjacent to established industrial.

PROSPERITY (PS)

C-PS3-1

Development potential in the Rural Activity Centers should be maximized.

C-PS8-1 Opportunities for industry and special trade employment should be increased.

C-PS9-1 Where possible, developments should modify current office space to include complementary uses, with a specific focus on the inclusion of residential.

C-PS10-1 Flexible parking and shared parking arrangements should be utilized.

C-PS10-2

Over-parking of new developments should be avoided.

C-PS15-2 Improve options for affordable and nutritious food where not currently available.

DIMPROVING A DESIRABLE COMMUNITY

CONNECTIVITY (CO)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.

D-CO2-2 Development should comply with Lexington's Complete Streets Policy.

D-CO3-1 Development should increase density and intensity adjacent to transit.

D-CO4-1 Dead-end streets and cul-de-sacs should be discouraged.

D-CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.

D-CO4-3 Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

PLACEMAKING

(PL)

D-PL2-1 Development should provide active first floor uses whenever adjacent to a street, pedestrian facility, or community focused open space.

D-PL4-1

Enhance open space through the provision of programmatic elements and amenities.

D-PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D-PL10-1 Activate the streetscape or publicly visible areas by designating public art easements in prominent locations.

D-PL15-1 Drive through facilities and gas stations should not be within neighborhoods or the urban core.

SUPPORT (SP)

DIMPROVING A DESIRABLE COMMUNITY

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.

D-SP1-2 School design should prioritize a high percentage of open and accessible street frontage.

D-SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

D-SP6-1 Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes.

D-SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

D-SP10-1

EIMPROVING A DESIRABLE COMMUNITY

Prioritize street trees in the planting strip.

STEWARDSHIP (ST)

E-ST5-1

E-ST8-1

Increased intensity in the Rural Activity Centers should not negatively impact surrounding rural areas.

Development should be high density and contain a mixture of uses.

E-ST8-2 Development should provide community oriented places and services.

GROWTH (GR)

E-GR3-1

E-GR4-1

E-GR5-1

Development should meet recreational needs by following the recommendations of the Parks Master Plan.

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1 Live/work units should be incorporated into residential developments.

E-GR9-2 Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

E-GR9-3 Less intense multi-family residence types should be incorporated into primarily single-family detached areas.

E-GR10-1 Transit oriented development (TOD) should be provided.