Imagine Lexington 2045: Theme D, "Improving a Desirable Community"

Theme D

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.

Summary of Changes:

• Updates information on building a desirable community for all.

• Adds reference to public input and historical development of 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.

Summary of Changes:

• Updates include information regarding completed projects since the 2018 Comprehensive Plan

• Reviews regulatory changes since the 2018 Comprehensive Plan

• Discusses impacts of COVID-19 and the community response.

4 Imagine Lexington 2045’s Recommended Updates to Theme D – Improving a Desirable Community

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:

• Appropriate transportation infrastructure should be dependent upon what place-type is desired, and the intended uses and users.

• The public realm should be designed so that all potential users can access important regional destinations comfortably and in a reasonable amount of time

• 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 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. 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, access to buildings are blocked by

5 Imagine Lexington 2045’s Recommended Updates to Theme D – Improving a Desirable Community

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.

Summary of Changes:

• Updates information and provides historical context.

6 Imagine Lexington 2045’s Recommended Updates to Theme D – Improving a Desirable Community

CONNECTIVITY POLICY #1

STREET DESIGN SHOULD REFLECT & PROMOTE THE DESIRED PLACE-TYPE.

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 the 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 multimodal 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-ofway 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 autooriented 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.

Summary of Changes:

• Describes the importance regarding shift from a land use map to a policy plan.

• Updates language.

CONNECTIVITY POLICY #2

CREATE MULTI-MODAL STREETS THAT SATISFY ALL USER NEEDS AND PROVIDE EQUITABLE MULTIMODAL 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 multi-modal 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:

• Streets should be designed in a manner that is safe, enjoyable, accessible and comfortable for ages 8-80 and those with limited mobility.

• 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.

• 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.

• 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.

• Horizontal and vertical scale should be proportioned to the pedestrian when designing streets.

• 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.

Summary of Changes:

• Combines Connectivity Policy #2 with Connectivity Policy #3, and incorporates the information from Sustainability Policy #2 for a more succinct policy

• Included reference to 2002 Greenway Master Plan, greenway conservation easements

• Previous policy title: Conserve environmentally sensitive areas, including significant natural habitats, wetlands and water bodies.

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.

Summary of Changes:

• Updated to include most recent numbers and publications.

CONNECTIVITY POLICY #4 DESIGN STREET NETWORKS THAT PROVIDE ALTERNATIVE ROUTE OPTIONS, WHICH REDUCES 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 on 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.

Summary of Changes:

• Clarifies data and impact of roadways

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 nonvehicular 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.

Summary of Changes:

• Clarified policy and added references.

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,

Recommended Updates to Theme D – Improving a Desirable Community

such as clean, durable and comfortable seating, weather protection, and police signs to avoid illegal behaviors.

Summary of Changes:

• Replaced with Theme B, Sustainability Policy #1.

• Information was redundant with other Policies in Theme B and Theme D.

• Updates data

14 Imagine Lexington 2045’s Recommended Updates to Theme D – Improving a Desirable Community

CONNECTIVITY POLICY #7 (NEW)

BEGIN EFFORTS TO STUDY AND ANTICIPATE 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:

• 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.

• 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.

• 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.

• 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.

• 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:

• 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.

• 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.

• 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.

Summary of Changes:

• New Policy

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 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 in-between. 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 initial 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 put into practice 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.

Summary of Changes:

• Updates policy data

• Reviews changes to community since previous Comprehensive Plan and the impacts of the COVID-19 Pandemic

PLACEMAKING POLICY #1 CREATE DEVELOPMENT STANDARDS AND BEST PRACTICES FOR LAND ADJACENT TO SHARED USE TRAILS AND TRAIL CORRIDORS. (NEW)

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 netwo rk 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 drive-through 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 shareduse paths and trail corridors, showcasing the opportunities for businesses and residents. Emphasize the connectivity, health benefits, and recreational opportunities that these pathways offer.

Summary of Changes:

• New policy focused on the integration of development adjacent to trails and greenways

• Previous Policy Title: Implement the Town Branch Commons Strategic Master Plan (Appendix B) As an Element of the Comprehensive Plan (Completed).

PLACEMAKING POLICY #2 ACTIVIATE BUILT AND NATURAL ENVIRONMENTS TO PROMOTE ECONOMIC DEVELOPMENT AND CREATE SAFER SPACES (NEW)

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.

Summary of Changes:

• New policy focused activation of built and naturalized environments.

• Previous policy title: Retrofit Incomplete Suburban Developments, Incorporating Elements that Create Complete Neighborhoods (Moved to Theme A – Neighborhoods)

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.

Summary of Changes:

• Updates information regarding best practices for the implementation of design standards and the integration of regulations.

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, developerprovided 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 as 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.

Summary of Changes:

• Updated per Division of Environmental Services Energy Section review.

• Included updated references to Solarize Lexington, EPAD/PACE Financing, Green Check Program, and the Empower Lexington Plan

• Previous policy title: Continue and expand energy efficiency initiatives, promote energy efficient buildings by supporting grants and public recognition.

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 pedestrian-friendly 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.

Summary of Changes:

• Updated to make connections to Theme A.

• Expanded to include greater detail regarding what elements should be enhanced in the Zoning Ordinance and Subdivision Regulations.

PLACEMAKING POLICY #6 PROMOTE A MORE RESILIANT POWER GRID WHILE MAINTAINING URBAN CANOPY AND ENHANCING THE VISIBLE CHARACTERISTICS OF LEXINGTON (NEW)

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 ice 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 cross-arms, 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.

Summary of Changes:

• New policy focused on power grid hardening and visual elements.

• Previous Policy moved to Theme A, Density Policy: Amend the Expansion Area Master Plan to Update the Remaining Residential Area to Reflect the 2018 Comprehensive Plan’s Goals and Objectives.

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 ###) 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.

Summary of Changes:

• Updated to include updated resources including the Public Engagement Toolkit, the Development Handbook, AgencyCounter, etc.

• Describes new resources to development community to aid outreach efforts.

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 communitybuilding 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.

Summary of changes:

• Updated with current shifts in tactical placemaking projects

• Included future potential programing for greater development of city led tactical placemaking program.

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:

• 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.

• 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.

• 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.

• 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.

Summary of changes:

• Updated with recent additions to historic inventory.

• Inclusion of information regarding funding sources to support affordability.

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.

Summary of Changes:

• Updated with references to art projects in Lexington.

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.

Summary of Changes:

• Updated with references to adaptive reuse successes and modification of the regulations.

• Inclusion of future potential adaptive reuse within Lexington.

Recommended Updates to Theme D – Improving a Desirable Community 35 Imagine Lexington 2045’s Recommended Updates to Theme D – Improving a Desirable Community

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 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.

Summary of Changes:

• Addition of the adopted Imagine Nicholasville Road Corridor Study.

• Addition of the adoption of Imagine New Circle Road Corridor Study.

• Reference to future studies and the need to promote corridor 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.

Summary of Changes:

• Addition of greater information regarding the importance of the Downtown Master Plan update.

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.

Summary of Changes:

• Review of current festivals and potential expansions.

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 drivethrough 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 drive-through 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 convenient 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.

Summary of Changes:

• Refocused Policy on Neighborhoods and the Downtown Core.

• Specifically described potential impacts of drive-through facilities and vehicle oriented development patterns on walkable environments.

• Shifted from Theme B, Sustainability Policy 5: Reduce / Discourage Vehicle-Oriented Development Patterns, Such as Drive-Through Businesses within the Urban Service Boundary, Especially in the Urban Core Areas, Reduce Parking Footprints.

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 drop-off 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.

Summary of changes:

• Rewrote to reflect the shifts in Lexington over the course of the last 5 years.

• Reflects greater focus on Imagine Lexington to support all members of the community.

• Promotes an integrated approach to support that acknowledges the complexity of the urban context.

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.

Summary of Changes:

• Limited rewording.

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 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.

Summary of Changes:

• No Significant Change.

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.

Summary of Changes:

• Updated previous text

• Included additional information regarding the expansion of 5G network

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 of described within this Theme.

A HEALTHY COMMUNITY HAS THREE BASIC ELEMENTS:

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.

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.

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.

Summary of changes:

• Updated information regarding healthcare in Lexington.

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 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.

Summary of Changes:

• Updated information regarding the support services that are offered by LFUCG.

• Added information regarding the need for integrated approach to healthcare

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 the 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 fair 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.

Summary of Changes:

• Updated data regarding car ownership

• Increased discussion regarding aging population.

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.

Summary of Changes:

• New policy bringing attention to the need for social services and incorporation of City’s plan to reduce homelessness.

• Former policy was redundant with Theme C Policies. Former Policy: Continue to Support the Provision of High Speed Internet Services Throughout Lexington

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 age-friendly amenities and development patterns that provide opportunities to improve the quality of life for Lexington citizens at all stages of their lives.

Summary of Changes:

• Inclusion of new satellite Senior Center

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 the 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 selfsustainable 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.

Summary of Changes:

• Update to include information regarding the Housing Demand Study.

• Additional information regarding cohousing and affordability options for aging population.

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.

Summary of Changes:

• New Policy

SUPPORT POLICY #11 DEVELOP A CLIMATE ADAPTATION PLAN.

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

Summary of Changes:

• New policy to encourage climate adaptation planning to prepare for, withstand, and recover from the impacts of extreme weather and climate-related events.

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 are 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.

Summary of Changes:

• New policy to promote greater services to renters within Lexington.