The Placebuilder

THE PLACEBUILDER

WELCOME TO THE PLACEBUILDER WHAT IS IT?

BUILT WITH PUBLIC INPUT

The Placebuilder is a compilation of the urban planning best practices found in the policies throughout this Comprehensive Plan. It sorts these best practices into development criteria that are applicable to proposed developments seeking a zone change. In addressing the development criteria, applicants demonstrate that they are in agreement with the Comprehensive Plan, and that their individual developments work toward implementing the broader Goals and Objectives developed by the community.

The two and a half year Imagine Lexington process gathered input from over 10,000 people and almost 70 expert advisors. The Placebuilder portion of this public input was held from October 2018 to January 2019, and included one open house style meeting (Imagine Out Loud event), two 3-hour-long focus group sessions, and one panel discussion with Planning staff. This public input created an opportunity for detailed refinement to the Placebuilder, and ultimately a better end product. However, there were many questions and comments throughout this process that made it clear additional clarification was required. Several of these recurring questions are addressed below:

SINCE YOU ASKED...

WHY IS THE PLACEBUILDER SO LONG?

The Placebuilder simplifies the application process by summarizing the applicable policies for a development proposal into two pages. Rather than having to comb through the entire plan to find out what applies to a specific development, the discussion points are already highlighted for the benefit of the applicants, the Planning Commission, the staff, and the surrounding neighbors.

WHEN DOES IT APPLY? The Placebuilder applies to zone change applications.

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HOW WILL THE PLACEBUILDER DEAL WITH SMALL INFILL PARCELS? Neighborhood voices expressed a desire for more stringent restrictions on smaller parcels to protect against incompatible adjacent development, while development interests conveyed a concern that applying The Placebuilder to smaller sites would limit infill development feasibility. The Placebuilder is designed to be flexible and applicable to a wide range of parcels and contexts. Applicants will likely not be able to meet all development criteria on all sites – especially those with lot size restrictions or

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other similar constraints. Where development criteria are not feasible, it is up to the applicant to make the case that they do not apply.

IS IT A CHECKLIST? ARE APPLICANTS REQUIRED TO MEET EVERY SINGLE CRITERION? No, and no. Again, every site is different, each with their own opportunities, constraints, and challenges. The criteria within are meant to catalyze conversations about how proposals further the policies and concepts throughout the plan. It is not a mandatory list to be met on all developments. The

Placebuilder is meant to hone the salient issues for a site in order to facilitate development that meets the needs of the full community, as well as providing contextsensitive projects that enhance the surrounding neighborhood.

WILL APPLICANTS BE REQUIRED TO SUBMIT LENGTHY WRITTEN JUSTIFICATIONS FOR EVERY CRITERIA? No. The application of the concepts on the proposed plan is of primary concern. Some criteria can be addressed in batches in notes referring to specific portions of the development plan. The justifications

IMAGINE LEXINGTON

are most important when an applicant feels they are unable to meet a specific criterion.

WILL APPLICANTS BE REQUIRED TO SUBMIT DETAILED RENDERINGS OF PROPOSALS? No. The criteria in The Placebuilder are directed at site layout and design.

Staff will not require additional architectural or design renderings at the time of submission, though they are certainly permitted.

HOW WILL JUSTIFICATIONS & DEVELOPMENT PLANS CHANGE? Under previous Comprehensive Plans, justifications generally addressed broad Goals & Objectives, without much support from the remainder of the document. Under The Placebuilder, justifications and development plans will be reviewed in accordance with the policies of the plan, which provide more specific guidance on how to further the Goals & Objectives.

HOW WILL DEVELOPMENTS BE CLASSIFIED INTO PLACE-TYPES? Place-Type summary pages include descriptions, priorities, recommended zones, and example imagery. This is meant to provide guidance on which Place-Type to apply. It is possible that there may be some overlap between the types (Corridor & Regional Center for example), and it is up to the

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applicant to make the case for which they choose. The pre-application meeting with Planning staff can provide guidance on this front.

THE NEIGHBORHOODS THINK THE PLACEBUILDER IS NOT STRINGENT ENOUGH, AND THE DEVELOPMENT COMMUNITY THINKS IT’S TOO RESTRICTIVE! Lexington is a growing city, and development is important to provide housing, jobs, goods, and services for current and future residents. It is also important that this growth results in a cohesive community through enhancing the existing neighborhoods, and providing enriched quality of life for all. The Placebuilder creates transparency surrounding the policies and concepts found throughout the Comprehensive Plan on an individual plan level. This transparency is needed to create a middle ground, and an avenue for conversations among all stakeholders.

WHAT ABOUT THE ZONING ORDINANCE AND SUBDIVISION REGULATIONS? The Zoning Ordinance and Subdivision Regulations are the laws that must be followed regarding land use in Lexington. If sitespecific conflicts arise between The Placebuilder and these laws, the laws will prevail. Conflicts found between

the laws and the goals and aspirations of the Comprehensive Plan may be addressed through a public process to amend the laws to meet Imagine Lexington’s vision.

WHAT ABOUT SINGLE-FAMILY HOUSING? Single-family detached houses are an important part of Lexington’s neighborhoods and will continue to be. The Placebuilder does not prohibit single-family housing, even includes criteria that address and enhance it, but notes that as the city continues to urbanize, single-family housing may take on a different form and represent a smaller percentage of the new construction. Currently 61.2% of all units in Lexington are single-family detached, and another 6.3% are single-family attached.

WILL THIS MAKE THE ZONE CHANGE PROCESS MORE CONTENTIOUS? Proposed development always brings about concerns from nearby neighbors, and inevitably questions and issues will arise. The Placebuilder is designed to focus these conversations so they can be more productive and centered on furthering the Goals, Objectives, and policies of Imagine Lexington, reducing spurious or emotion-driven arguments on all sides.

IS THE PLACEBUILDER LEGAL? Yes. The Placebuilder is simply a summary of the elements permitted in state statute KRS 100, that provides additional clarity on what the Comprehensive Plan is trying to achieve. It is not mandatory, but an aspirational compilation of best practices. Further, it addresses Theme F, Goal 2, Objective C (“Develop criteria, based upon the goals and objectives, to guide zone map amendment decisions.”) that was unanimously approved by the Urban County Council in November 2017.

WILL THERE BE OPPORTUNITIES TO LEARN MORE? Absolutely! The Planning staff has committed to an “Action Item” in Theme F, Accountability Policy #3 that calls for a workshop and training for any interested parties on The Placebuilder, and ongoing community education on both the Comprehensive Plan and The Placebuilder.

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A BRIEF OVERVIEW...

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IMAGINE LEXINGTON

The Placebuilder is a set of development criteria to be addressed by applicants in their zone change application justifications. It is intended to provide transparency to applicants, stakeholders, the Planning Commission, and the Urban County Council in how development proposals are evaluated for their compliance with the Comprehensive Plan as required in KRS 100.

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Not all criteria may be applicable to every proposal, however every zone change justification should address each one, noting why certain criteria may or may not apply. No zone change application will satisfy every single criterion, and the Placebuilder is not a checklist. The applicability of criteria will be assessed through the development review process.

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PLACE-TYPES DOWNTOWN DOWNTOWN IS...

The urban epicenter of commerce and entertainment. The core should be anchored by high-rise structures with activated ground-levels. They are surrounded by mid-rise buildings that increasingly offer dense residential uses. A mix of uses and variety of transportation options should be prioritized, and parking should be addressed as a shared urban core asset.*

2ND TIER URBAN IS...

Where significant infill and redevelopment opportunities exist to complement the urban core. While not expected to be as intensely developed as the downtown core, high-rise opportunities are not precluded provided that they are context-sensitive. The forward trend for development in the 2nd tier urban areas should be towards increased walkability and intensity.*

pages 273-278

MOST SUITABLE DEVELOPMENT TYPES:

MR

B-2A

B-2

pages 291-302

MHR

MOST SUITABLE DEVELOPMENT TYPES:

HR

RECOMMENDED ZONES:

B-2B

A vibrant hub of commerce, employment, diverse housing opportunities, & entertainment. They include larger buildings with active ground levels, intentional open spaces, & walkable transportation networks, all to provide the user/resident with a unique experience. It is often located at major intersections & along primary corridors.*

MR

MNR HNR MU MU

HNR MU RECOMMENDED ZONES:

A REGIONAL CENTER IS...

pages 279-290

MOST SUITABLE DEVELOPMENT TYPES:

HR

B-1

MU-1

MU-3

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MU-3

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MHR

Lexington’s major roadways focused on commerce and transportation.

The overriding emphasis of Imagine Lexington is significantly overhauling the intensity of the major corridors.

The future of Lexington’s corridors lies in accommodating the shifting retail economic model by incorporating high density residential and offering substantial flexibility to available land uses.* pages 303-314

MOST SUITABLE DEVELOPMENT TYPES:

HR

RECOMMENDED ZONES:

MU-2

A CORRIDOR IS...

MR

MNR HNR MU MU B-6P

form-based project

MU-2

CORRIDOR

REGIONAL CENTER

2ND TIER URBAN

B-1

R-5

MU-3

HR

MNR HNR MU MU RECOMMENDED ZONES:

MU-2

B-6P

form-based project

R-4

MHR

B-1

MU-2

form-based project

MU-3

R-4

R-5

IMAGINE LEXINGTON

DEVELOPMENT TYPE KEY:

NEW COMPLETE NEIGHBORHOOD A NEW COMPLETE NEIGHBORHOOD IS...

Undeveloped areas designed to provide housing in a sustainable format. These areas should include neighborhoodserving retail, services, & employment options, as well as town centers.

Accessible greenspace, neighborhood focal points, & a multimodal transportation network should be provided to add a sense of place & connectivity.* pages 315-326

MOST SUITABLE DEVELOPMENT TYPES:

LR LNR MU

MHR

MR MNR MU

MU-2

R-4

B-1

AN ENHANCED NEIGHBORHOOD IS...

An existing residential area to be enhanced with additional amenities, housing types, and neighborhoodserving retail, services, and employment options. Development should be context-sensitive to surrounding areas and should add to the sense of place.

Incorporating multimodal connections is crucial to neighborhood success and viability.* pages 327-336

MOST SUITABLE DEVELOPMENT TYPES:

LR

MR

INDUSTRY & PRODUCTION CENTER

Where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate efficient and affordable shipping and transportation of goods throughout the region. Developments should minimize negative impacts on adjoining lower intensity uses.*

RECOMMENDED ZONES:

MU-1

B-1

R-3

MU-2

R-4

INR

B-1

RECOMMENDED ZONES:

MU-1

MR

medium density residential

I-1

I-2

MHR HR

medium-high density residential

high density residential

pages 337-339

MOST SUITABLE DEVELOPMENT TYPES:

MHR

low density residential

AN INDUSTRY & PRODUCTION CENTER IS...

LNR MU

RECOMMENDED ZONES:

R-3

ENHANCED NEIGHBORHOOD

LR

P-2

LNR MU

low density nonresidential/ mixed-use

MNR MU

medium density nonresidential/ mixed-use

HNR MU

high density nonresidential/ mixed-use

INR

industrial & production non-residential

form-based project

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DECODING THE PLACEBUILDER HOW THE CRITERIA CODE WORKS:

A-DS1-1 = (THEME A) - (DESIGN POLICY #1) - (CRITERIA #1) KEY FOR ALL PILLAR CODES: THEME A

THEME B

THEME C

GROWING SUCCESSFUL NEIGHBORHOODS

PROTECTING THE ENVIRONMENT

CREATING JOBS & PROSPERITY

DESIGN (DS)

PROTECTION (PR)

LIVABILITY (LI)

DENSITY (DN)

SUSTAINABILITY (SU)

DIVERSITY (DI)

EQUITY (EQ)

RESTORATION (RS)

PROSPERITY (PS)

THEME D

IMPROVING A DESIRABLE COMMUNITY

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THEME E

URBAN & RURAL BALANCE

CONNECTIVITY (CO)

ACCOUNTABILITY (AC)

PLACEMAKING (PL)

STEWARDSHIP (ST)

SUPPORT (SP)

GROWTH (GR)

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IMAGINE LEXINGTON

SPECIALIZED FOCUS AREAS SMALL AREA PLANS

east end

armstrong mill west

central sector s. nicholasville road

cardinal valley

winburn & russell cave

A fundamental goal of Imagine Lexington is to revitalize our city’s neighborhoods in ways that make them more sustainable and livable.

In some areas, achieving a neighborhood’s vision for improvement requires an informed, strategic approach scaled to that specific community. Responding to this need, a set of small area plans were adopted as elements of the 2007 and 2013 Comprehensive Plans and have since taken effect in six Lexington neighborhoods within the Urban Service Boundary.

Based on an extensive community engagement process, the small area plans identify community needs, opportunities, and other planning issues of their respective communities, which help to inform strategies for undertaking policy changes and project implementation. Further, the concepts and recommendations outlined in the plan are directly informed by the area’s defining characteristics, such as demographics, land use, development patterns, housing, health, mobility, etc. This provides a strong foundation comprised of the community’s existing assets and amenities from which to build.

Proposed developments within the boundaries of these small area plans should adhere to the recommendations therein to ensure the results are compatible with the stated vision for that neighborhood. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria.

EXPANSION AREA MASTER PLAN Adopted by the Planning Commission in 1996 as an element of the Comprehensive Plan, the Expansion Area Master Plan (EAMP) is a regulatory document that is intended to guide growth within the identified Expansion Areas along the periphery of the Urban Service Boundary. The EAMP sets up standards and criteria that act as land use regulations to control the character, location and magnitude of development within the designated land use categories. It achieves this by: • Encouraging innovative design and a range of uses which are integrated into the development.

• Promoting development which is sensitive to the topographic features and the unique rural character of the Bluegrass.

• Advising that new development within the Expansion Area should function as a “community”

with a mix of uses, housing types and land for economic development and community facilities, including parks, public facilities, and community centers.

The necessary regulations prescribed within the EAMP should influence any decisions made regarding place type, development type, and zoning preference for future development within these areas. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria.

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RURAL DEVELOPMENTS Development within the Rural Service Area (RSA) should consider the unique assets and opportunities offered

by Lexington’s agricultural landscape. For this reason, the 2017 Rural Land Management Plan (RLMP), in tandem with applicable policies from Imagine Lexington listed below, should act as the primary guide for all rural development endeavors and should be directly addressed in development proposals within the RSA. Due to the distinct difference between urban place-types and rural area considerations, the RLMP is better suited to guide the limited development within the RSA than the criteria set out in the Placebuilder. Additionally, the numerous policies, goals, and objectives within Imagine Lexington focusing on rural development link directly to the goals and objectives laid out by the RLMP These provide additional support for defining the intended nature of rural development and its impacts on the agricultural community.

IMAGINE LEXINGTON POLICIES FOR RURAL DEVELOPMENTS

• Design Policy #6:

Adhere to the recommendations of the Lexington Area MPO Bike/ Pedestrian Master Plan, adopted in 2018.

• Prosperity Policy #3:

Conserve environmentally sensitive areas, including significant natural habitats, wetlands and water bodies.

Continue to protect the Agricultural Cluster, horse industry, and support existing agricultural uses while promoting new innovative agricultural uses in the Rural Service Area.

• Protection Policy #2:

• Prosperity Policy #5:

Continue to raise awareness of farms and farm tours.

• Protection Policy #3:

Continue to implement PDR program to safeguard Lexington’s rural land.

• Prosperity Policy #6:

• Protection Policy #4:

Conserve active agriculture land in the Rural Service Area while promoting a creative food chain network.

Promote Kentucky Proud and local Lexington products using an identifying branding to be incorporated in: farm signage, distilleries, wineries, breweries, local destinations on tours, locally grown businesses, local produce, etc.

• Protection Policy #5:

Promote and connect local farms with the community through integrated partnerships.

• Protection Policy #6:

Promote context- sensitive agritourism in the Rural Service Area.

• Protection Policy #8:

Integrate the Greenspace Plan into urban and rural area.

• Protection Policy #10: Install iconic rural fencelines around major greenways and creeks to enhance their natural beauty.

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

• Placemaking Policy #14: Pursue a regional park system.

• Stewardship Policy #1: Update Lexington’s stone fence inventory, and pursue additional protections for this iconic and historic cultural asset.

• Sustainability Policy #7: Continue and expand energy efficiency initiatives, promote energy efficient buildings by supporting grants and public recognition.

• Stewardship Policy #3: Increase regional transportation cooperation and pursue multimodal transportation options including transit and bicycle connections to facilitate inter-county connectivity.

• Sustainability Policy #11: Require green infrastructure elements for new development, and require during redevelopment where appropriate.

• Stewardship Policy #5: Fully realize the development potential within Lexington’s Rural Activity Centers while avoiding negative impacts to surrounding agriculture, Rural Settlements, and viewsheds.

• Sustainability Policy #12: Sustainability Policy #12 - Encourage and explore incentives for green building practices for new development and redevelopment.

• Restoration Policy #2: Use green infrastructure to bridge gaps in the greenspace network.

• Stewardship Policy #9: Follow and implement the recommendations of the 2007 Study of Fayette County’s Small Rural Communities and the 2017 Rural Land Management plan to protect and preserve Lexington’s rural settlements.

• Livability Policy #1:

Encourage economic opportunities for a wide array of agritourism while preserving the Bluegrass identity.

• Growth Policy #3:

• Livability Policy #2:

Emphasize the preservation, protection, and promotion of the iconic Bluegrass landscape along rural gateways and roadways serving as primary tourist routes.

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Provide varied, abundant, and connected greenspaces throughout Lexington’s urban and rural areas.

IMAGINE LEXINGTON

ADDITIONAL PLANS & RESOURCES In addition to the 2018 Comprehensive Plan, there are various plans and studies that have been adopted in order to guide growth, land use management, and context-sensitive development in Lexington. Some of these plans are focused on specific areas within the county, while others are overarching and should be considered for all place-types.

These plans are intended to complement the goals, objectives, and policies within Imagine Lexington and should be used to further inform development proposals. These considerations should be in addition to, and not in place of, the Placebuilder process and criteria. Each of these is listed to the right.

Additionally, new developments should incorporate any applicable recommendations or requirements outlined in other ordinances approved by the Urban County Council.

This includes those specific to landscaping and development along Lexington’s major corridors.

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DOWNTOWN MASTER PLAN

DOWNTOWN STREETSCAPE MASTER PLAN

2018 BICYCLE & PEDESTRIAN MASTER PLAN

2007 STUDY OF FAYETTE CO. RURAL SETTLEMENTS

TOWN BRANCH COMMONS MASTER PLAN & DESIGN STANDARDS

YOUR PARKS, OUR FUTURE MASTER PLAN

1994 GREENSPACE PLAN

2018 URBAN FORESTRY MANAGEMENT PLAN

2007 GREENWAY MASTER PLAN

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DEVELOPMENT TYPE - RESIDENTIAL LR

low density residential

MR

medium density residential

density MHR medium-high residential

HR

high density residential

Primarily attached and detached singlefamily homes of varying formats, including accessory dwelling units.

Primarily attached and multi-family units.

Primarily multi-family units.

Primarily high-rise multi-family units.

Homogeneous neighborhoods that do not include a mix of housing types should be avoided.

Low density residential is only appropriate as a component of “Enhanced Neighborhoods” and “New Complete Neighborhoods”, and should be supplemented by a variety of uses and housing options to create sustainable places.

Multi-family units should complement and enhance existing development through quality design and connections.

Multi-family units should complement and enhance existing development through quality design and connections.

This type of development is generally reserved for the most intensely developed areas in Lexington, with the infrastructure to support it. Where these developments abut existing or historic neighborhoods, appropriate step-downs or contextsensitive elements should be used to minimize intrusion.

Multimodal network connections, including connected streets, are required to keep an efficient transportation network that provides viable options for all users.

Nearby commercial/employment uses and greenspaces should be easily accessible, and bicycle and pedestrian modes should be maximized to connect residents to destinations.

Access to these developments is typically through streets designated with the collector classification or above. Mass transit infrastructure should be provided along transit routes through collaboration with Lextran, and bicycle and pedestrian facilities should be plentiful to provide multimodal options.

Mass transit infrastructure should be provided along transit routes through collaboration with Lextran, and bicycle and pedestrian facilities should be plentiful to provide multimodal options. Parking should be minimized in favor of multimodal options, and where necessary, should be predominantly accommodated within garages.

These developments should include intentional open space designed to fit the needs of area residents, and be in walking distance of nearby neighborhood-serving Quality of Life Components commercial/employment uses.

These developments should include intentional open space designed to fit the needs of area residents, and a variety of neighborhood-serving commercial/ employment uses.

These developments should include intentional open space designed to fit the needs of area residents, and a variety of neighborhood-serving commercial/ employment uses.

Open space and greenspace opportunities should be adequate within the area to support the residents, or should be provided creatively on-site utilizing plazas, rooftop space, or other means that accomplish the goal, but still allow for high Floor Area Ratios.

Primary Land Use, Building Form, & Design

Transit Infrastructure & Connectivity

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IMAGINE LEXINGTON

DEVELOPMENT TYPE - NON-RESIDENTIAL/MIXED-USE LNR MU

MNR medium density nonMU residential / mixed-use

HNR high density nonMU residential / mixed-use

Primarily neighborhood-serving commercial uses, services, places of employment, and/or a mix of uses within low to midrise structures appropriately scaled to the Primary Land surrounding neighborhood.

Primarily community-serving commercial uses, services, places of employment, and/ or a mix of uses within mid-rise structures with a higher Floor Area Ratio.

Primarily regional-serving commercial uses, services, places of employment, and/or a mix of uses within high-rise structures with a high Floor Area Ratio.

Primarily employment land dedicated to the most intense types of employment-centric development. This is the only category where uses are inherently incompatible and are best separated from adjacent uses.

Mixed-use structures can include a mix of residential, commercial, services, and/or employment uses, and an activated and pedestrian-scale ground level should be provided. Developments with a residential component are generally non-residential on the ground-floor with units above, providing opportunities for live/work arrangements.

Mixed-use structures typically include more multi-family residential units and places of employment, and retail and commercial options generally draw from a larger geographic area. An activated and pedestrian-scale ground level should be provided.

Mixed-use structures typically include an abundance of multi-family residential units, places of employment, and entertainment options, and the retail and commercial options generally draw from a regional geographic area.

These uses are best suited in areas where they already exist, collocating to utilize industrial-scale infrastructure to serve the needs of the users. Environmental protection measures should be taken to minimize impacts.

The retail/service options typically include boutique-type establishments, neighborhood restaurants or pubs, and/ or neighborhood-serving services like dentists, daycares, etc., and the places of employment are small offices.

These developments may include more employment space for professional office and can include some larger entertainment spaces.

Screening and buffers should be provided to adjoining lower-density residential developments, however those adjoining neighborhoods should retain convenient access to the development.

Bicycle and pedestrian connections to adjoining neighborhoods, and buildings oriented to the street are required to ensure the non-residential enhances nearby Transit neighborhoods by creating a truly walkable Infrastructure & environment.

Though they draw more external users, they should still include multimodal connections allowing for easy neighborhood access.

Mass transit infrastructure is to be provided on par with that of other modes, and the higher-density housing types should be located in close proximity.

These developments are generally located along higher intensity roadways. Mass transit infrastructure, on par with that of other modes, should be provided, and bicycle and pedestrian connections to adjoining developments are required.

Internal multimodal connectivity throughout the development is critical.

Parking should be minimized and where necessary, located internally.

The buildings should be oriented to the street, and developments should avoid over-parking, with provided parking located internally.

Parking is generally provided in structures with activated ground levels.

Use, Building Form, & Design

low density nonresidential / mixed-use

Connectivity

Parking

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INR

industrial & production non-residential / mixed-use

These uses are also heavy employers and should incorporate mass transit infrastructure, on par with that of other modes, to connect residents to their jobs.

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DOWNTOWN IS...

DOWNTOWN MOST SUITABLE DEVELOPMENT TYPES

The urban epicenter of commerce and entertainment. The core should be anchored by high-rise structures with ground-level pedestrian engagement opportunities surrounded by mid-rise buildings increasingly offering dense residential uses. Lexington’s Downtown should continue to be notable for its mix of uses and variety of transportation options. Parking should be addressed as a shared urban core asset, eliminating dedicated surface parking lots in favor of structures.

SITE PRIORITIES • Dense residential options • Ground level pedestrian engagement • Economic development and job creation 273

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• Minimizing parking in favor of multimodal options • Appropriate transitions to 2nd tier urban and historic neighborhoods

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HR

HNR MU

high density residential

high density nonresidential/ mixed-use

RECOMMENDED ZONE(S)

B-2

B-2A

B-2B

Downtown Business Zone

Downtown Frame Business Zone

Lexington Center Business Zone

MU-2

MU-3

Neighborhood Corridor Zone

Mixed-Use Community Zone

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

IMAGINE LEXINGTON

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DOWNTOWN DEVELOPMENT CRITERIA

DOWNTOWN

HIGH DENSITY RESIDENTIAL SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

E-GR5-1

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DS7-3

Parking structures should activate the ground level.

E-GR10-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

E-GR10-2

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3

A-DN2-1

Infill residential should aim to increase density.

Shared common space in commercial developments should be provided to encourage experiential retail programming.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

A-EQ7-1

School sites should be appropriately sized.

A-DS1-1

B-SU5-1

Vehicle-oriented development, such as drive-through businesses, should not locate in the downtown area.

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DS4-1

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-EQ3-2

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

D-PL9-1

Historically significant structures should be preserved.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

DOWNTOWN

DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL B-RE2-1

Green infrastructure should be used to connect the greenspace network.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

E-GR3-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

New focal points should emphasize geographic features unique to the site.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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276

DOWNTOWN

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

DOWNTOWN DEVELOPMENT CRITERIA

DOWNTOWN

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION

C-PS10-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-3

Parking structures should activate the ground level.

D-SP3-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-4

A-DN2-1

Infill residential should aim to increase density.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN2-2

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

(D-PL9, E-GR6)

E-GR10-1

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

A-DS4-2

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-EQ7-1

School sites should be appropriately sized.

B-SU5-1

Vehicle-oriented development, such as drive-through businesses, should not locate in the downtown area.

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DS1-1

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

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

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

C-PS9-2

Modify current office space to include complementary uses.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

DOWNTOWN

DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-1

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-PR7-3

Developments should improve the tree canopy.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-CO2-2

D-SP2-1

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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278

DOWNTOWN

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

2ND TIER URBAN

2ND TIER URBAN IS...

MOST SUITABLE DEVELOPMENT TYPES

Where significant infill and redevelopment opportunities exist in order to complement the urban core, generally situated within the established Infill and Redevelopment Boundary. While not expected to be as intensely developed as the downtown core, high-rise opportunities are not precluded provided that measures are taken to address the adjacent context. The forward trend for development in the 2nd tier urban areas should be towards more walkability, intensity, and appropriate stewardship of the available opportunities that will accommodate Lexington’s future growth, first and foremost.

SITE PRIORITIES • Medium, medium/high and high density residential

• Minimizing parking in favor of multimodal options

• Mix of uses

• Relation to surrounding historic context

• Walkability • Economic development and job creation

MR

MHR

HR

medium density residential

medium-high density residential

high density residential

MNR MU

HNR MU

medium density nonresidential / mixed-use

high density nonresidential / mixed-use

RECOMMENDED ZONE(S)

B-1

MU-1

MU-2

Neighborhood Business Zone

Neighborhood Node Zone

Mixed-Use Corridor Zone

MU-3

R-4

R-5

Mixed-Use Community Zone

High Density Apartment

High-Rise Apartment

(form-based project)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

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THE PLACEBUILDER

IMAGINE LEXINGTON

DIVISION OF PLANNING

THE PLACEBUILDER

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280

2ND TIER URBAN DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL

2ND TIER URBAN

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI7-1

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-SP3-1

A-DS7-3

Parking structures should activate the ground level.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP9-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-DN2-1

Infill residential should aim to increase density.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN6-1

Allow and encourage new compact single-family housing types.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

2ND TIER URBAN DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL GREENSPACE & ENVIRONMENTAL HEALTH

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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282

2ND TIER URBAN

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

2ND TIER URBAN DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL

2ND TIER URBAN

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-3

Parking structures should activate the ground level.

D-SP3-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

D-SP3-2

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-DN2-1

Infill residential should aim to increase density.

E-GR5-1

A-DN2-2

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

(D-PL9, E-GR6)

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN4-1

Medium–high density development should be located nearest to neighborhood focal points.

A-DS1-1

A-EQ3-1

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

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-EQ7-1

School sites should be appropriately sized.

A-DS4-1

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

2ND TIER URBAN DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL B-PR2-3

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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284

2ND TIER URBAN

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

2ND TIER URBAN DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL

2ND TIER URBAN

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

A-DS5-4

Historically significant structures should be preserved.

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

Activate the streetscape by designating public art easements in prominent locations.

D-SP3-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS7-3

Parking structures should activate the ground level.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

E-GR5-1

A-DN2-1

Infill residential should aim to increase density.

E-GR9-4

A-DN2-2

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

(D-PL9, E-GR6)

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-1

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

2ND TIER URBAN DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.) A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-2

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-EQ7-3

2ND TIER URBAN DEVELOPMENT CRITERIA

2ND TIER URBAN

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-LI7-1

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS9-2

Modify current office space to include complementary uses.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS7-3

Parking structures should activate the ground level.

D-PL2-1

Developments should aim to provide a neighborhood-serving use that does not already exist in the vicinity, or that fills a specific need.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Activate the streetscape by designating public art easements in prominent locations.

D-SP3-1

A-DN2-1

Infill residential should aim to increase density.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DN2-2

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

(D-PL9, E-GR6)

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

D-SP9-1

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-EQ7-1

School sites should be appropriately sized.

E-GR9-1

Live/work units should be incorporated into residential developments.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR9-2

Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

2ND TIER URBAN DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION (CONT.) Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

A-EQ7-2

B-PR7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-SU4-1

B-PR7-3

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-SP2-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

Active and passive recreation opportunities should be provided on school sites.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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E-GR9-3

D-CO4-2

2ND TIER URBAN DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE

2ND TIER URBAN

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS9-2

Modify current office space to include complementary uses.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-3

Parking structures should activate the ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-1

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

D-SP3-2

A-DN2-1

Infill residential should aim to increase density.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

E-GR10-1

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

A-EQ7-1

School sites should be appropriately sized.

E-GR10-3

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

Shared common space in commercial developments should be provided to encourage experiential retail programming.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

A-DS1-1

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

2ND TIER URBAN DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE GREENSPACE & ENVIRONMENTAL HEALTH

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

REGIONAL CENTER A REGIONAL CENTER IS...

A vibrant hub of commerce, employment, housing opportunities, and entertainment. These are places that include larger buildings with human-scale active ground levels, intentional open spaces and plazas, and walkable transportation networks, all to provide the user/resident with a unique experience. A mix of uses is required to cultivate a sustainable center that is adaptable to future conditions, and they should increasingly include higher-density residential options.

They are most often located at the intersection of major roadways and along primary corridors.

MOST SUITABLE DEVELOPMENT TYPES

MR

MHR

HR

medium density residential

medium-high density residential

high density residential

MNR MU

HNR MU

medium density nonresidential / mixed-use

high density nonresidential / mixed-use

RECOMMENDED ZONE(S) SITE PRIORITIES • Placemaking • Internal connectivity

• Proper design/orientation of buildings and streets

• Walkability

• Minimizing parking in favor of multimodal options

• Creating jobs where people live

• Relation to surrounding neighborhood context.

B-6P

B-1

Commercial Center Zone

Neighborhood Business Zone

(form-based project)

MU-2

MU-3

Neighborhood Corridor Zone

Mixed-Use Community Zone

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

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IMAGINE LEXINGTON

DIVISION OF PLANNING

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REGIONAL CENTER DEVELOPMENT CRITERIA

REGIONAL CENTER

MEDIUM DENSITY RESIDENTIAL SITE DESIGN, BUILDING FORM, & LOCATION

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Activate the streetscape by designating public art easements in prominent locations.

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS7-3

Parking structures should activate the ground level.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP9-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-DN2-1

Infill residential should aim to increase density.

E-GR5-1

A-DN2-2

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

(D-PL9, E-GR6)

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-4

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN6-1

Allow and encourage new compact single-family housing types.

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-DS1-1

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

A-EQ7-1

School sites should be appropriately sized.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

REGIONAL CENTER DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL GREENSPACE & ENVIRONMENTAL HEALTH

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

REGIONAL CENTER DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL

REGIONAL CENTER

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-PS10-2

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DS7-3

Parking structures should activate the ground level.

Activate the streetscape by designating public art easements in prominent locations.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DN2-1

Infill residential should aim to increase density.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN4-1

Medium–high density development should be located nearest to neighborhood focal points.

A-EQ3-1

"Development should create context sensitive transitions between intense corridor development and existing neighborhoods."

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (EGR3)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

REGIONAL CENTER DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.) A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

Flexible parking and shared parking arrangements should be utilized.

B-RE1-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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C-PS10-1

REGIONAL CENTER DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL

REGIONAL CENTER

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-PS10-2

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-3

Parking structures should activate the ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-1

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DN2-1

Infill residential should aim to increase density.

A-DN2-2

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

(D-PL9, E-GR6)

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-4

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-1

A-EQ7-1

School sites should be appropriately sized.

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

E-GR10-3

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

Shared common space in commercial developments should be provided to encourage experiential retail programming.

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

REGIONAL CENTER DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

D-SP1-3

REGIONAL CENTER DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE

REGIONAL CENTER

SITE DESIGN, BUILDING FORM, & LOCATION

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

C-LI7-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS9-2

Modify current office space to include complementary uses.

A-DS7-3

Parking structures should activate the ground level.

C-PS10-2

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DN2-1

Infill residential should aim to increase density.

Activate the streetscape by designating public art easements in prominent locations.

A-DN2-2

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

(D-PL9, E-GR6)

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

D-SP3-2

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-EQ7-1

School sites should be appropriately sized.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

E-GR9-1

Live/work units should be incorporated into residential developments.

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

REGIONAL CENTER DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION (CONT.)

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

D-CO5-1

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

TRANSPORTATION & PEDESTRIAN CONNECTIVITY Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes. (A-EQ7).

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

A-DS5-1

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-EQ7-3

A-DS5-2

Community open spaces should be easily accessible and clearly delineated from private open spaces.

Roadways should provide a vertical edge, such as trees and buildings.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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300

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A-DS1-1

REGIONAL CENTER DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE

REGIONAL CENTER

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

C-LI7-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS9-2

Modify current office space to include complementary uses.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS7-3

Parking structures should activate the ground level.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

Activate the streetscape by designating public art easements in prominent locations.

D-SP3-1

A-DN2-1

Infill residential should aim to increase density.

A-DN2-2

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

(D-PL9, E-GR6)

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-EQ7-1

School sites should be appropriately sized.

E-GR9-4

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-1

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

C-LI2-1

The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

REGIONAL CENTER DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR2-3

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-PR7-2

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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302

REGIONAL CENTER

A-DS5-1

CORRIDOR

A CORRIDOR IS...

MOST SUITABLE DEVELOPMENT TYPES

Lexington’s major roadways focused on commerce and transportation. The overriding emphasis of Imagine Lexington is significantly overhauling the intensity of the major corridors. The future of Lexington’s corridors lies in accommodating the shifting retail economic model by incorporating high density residential and offering substantial flexibility to available land uses. Adding a mix of land uses to support the existing retail will provide a built-in customer base, create a more desirable retail experience, and allow a greater return on investment for landholders. Additional focus is on increasing the viability of enhanced mass transit, thereby reducing the reliance on single-occupancy vehicles and improving Lexington’s overall transportation efficiency.

SITE PRIORITIES • Transit Oriented Development

• Community gathering spaces

• High density residential

• Redevelopment of underutilized property

MR

MHR

HR

medium density residential

medium-high density residential

high density residential

MNR MU

HNR MU

medium density nonresidential / mixed-use

high density nonresidential / mixed-use

RECOMMENDED ZONE(S)

B-6P

B-1

MU-2

Commercial Center Zone

Neighborhood Business Zone

Mixed-Use Corridor Zone

MU-3

R-4

R-5

Mixed-Use Community Zone

High Density Apartment

High-Rise Apartment

(form-based project)

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

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IMAGINE LEXINGTON

DIVISION OF PLANNING

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304

CORRIDOR DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL

CORRIDOR

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-SP3-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS7-3

Parking structures should activate the ground level.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

A-DN2-1

Infill residential should aim to increase density.

Structures with demonstrated historic significance should be preserved or adapted.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN6-1

Allow and encourage new compact single-family housing types.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1 C-LI6-1

A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

Green infrastructure should be implemented in new development. (E-GR3)

A-DS5-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY

THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

CORRIDOR

DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

B-PR2-2

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3) Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-RE1-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

*Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

**Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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306

CORRIDOR

B-SU4-1

CORRIDOR DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL

CORRIDOR

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI7-1

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-SP3-1

A-DS7-3

Parking structures should activate the ground level.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-2

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

A-DN2-1

Infill residential should aim to increase density.

E-GR5-1

A-DN2-2

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

(D-PL9, E-GR6)

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN4-1

Medium–high density development should be located nearest to neighborhood focal points.

A-EQ3-1

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-EQ7-1

School sites should be appropriately sized.

A-DS4-1

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

CORRIDOR

DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL B-PR2-2

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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308

CORRIDOR

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

CORRIDOR DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL

CORRIDOR

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities."

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-PS10-2

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DS7-3

Parking structures should activate the ground level.

Activate the streetscape by designating public art easements in prominent locations.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-1

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DN2-1

Infill residential should aim to increase density.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

E-GR9-4

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-1

A-EQ7-1

School sites should be appropriately sized.

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

CORRIDOR

DEVELOPMENT CRITERIA

HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-DS10-2

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

New focal points should be designed with multimodal connections to the neighborhood.

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-DS13-1

Stub streets should be connected. (D-CO4)

B-PR2-3

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

Developments should incorporate street trees to create a walkable streetscape.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

E-GR3-1

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

Physical and visual connections should be provided to existing greenway networks.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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310

CORRIDOR

A-DS4-3

CORRIDOR DEVELOPMENT CRITERIA

CORRIDOR

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-LI2-4

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

C-LI6-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI7-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS7-3

Parking structures should activate the ground level.

C-PS9-2

Modify current office space to include complementary uses.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

D-PL9-1

Historically significant structures should be preserved.

A-DN2-1

Infill residential should aim to increase density.

D-PL10-1

A-DN2-2

Activate the streetscape by designating public art easements in prominent locations.

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

(D-PL9, E-GR6)

D-SP3-1

A-DN3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

D-SP3-2

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-EQ7-1

School sites should be appropriately sized.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

E-GR9-1

Live/work units should be incorporated into residential developments.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

CORRIDOR

DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION (CONT.) E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

TRANSPORTATION & PEDESTRIAN CONNECTIVITY Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes. (A-EQ7).

A-DS1-2

Direct pedestrian linkages to transit should be provided.

GREENSPACE & ENVIRONMENTAL HEALTH

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-DS13-1 Stub streets should be connected. (D-CO4)

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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312

CORRIDOR

A-DS1-1

CORRIDOR DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE

CORRIDOR

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

C-LI7-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

C-PS9-2

Modify current office space to include complementary uses.

C-PS10-2

A-DS7-3

Parking structures should activate the ground level.

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

A-DN2-1

Infill residential should aim to increase density.

Activate the streetscape by designating public art easements in prominent locations.

A-DN2-2

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

(D-PL9, E-GR6)

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR9-4

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

E-GR10-1

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

C-LI2-1

The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

CORRIDOR

DEVELOPMENT CRITERIA

HIGH DENSITY NON-RESIDENTIAL / MIXED-USE TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1 A-DS5-2

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

Roadways should provide a vertical edge, such as trees and buildings.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-DS13-1 Stub streets should be connected. (D-CO4) A-EQ3-2

E-ST3-1

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3) Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-1

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-PR7-3

Developments should improve the tree canopy.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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314

CORRIDOR

A-EQ7-2

NEW COMPLETE NEIGHBORHOOD

A NEW COMPLETE NEIGHBORHOOD IS...

Currently undeveloped areas designed to provide housing within a sustainable format. Including a mix of uses such as neighborhood-serving retail, services, and employment options, as well as larger town centers, will allow citizens to fully realize their day-to-day needs without having to leave their immediate area. Providing a wider variety of housing options rather than large homogeneous sections dedicated to a single type, will ensure that residents of all income levels can afford a home. Intentional greenspaces and neighborhood focal points accessible to all residents should also be provided to add to the sense of place and community. A well-connected multimodal transportation network is also a key component of a New Complete Neighborhood’s success.

SITE PRIORITIES • Neighborhood-serving retail, • Well integrated public services, and employment facilities • Mixed housing types • Shared, accessible greenspace and parks

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• Multimodal integration with sufficient linkages to higher levels of transit

THE PLACEBUILDER

MOST SUITABLE DEVELOPMENT TYPES

LR

MR

MHR

low density residential

medium density residential

medium-high density residential

LNR MU

MNR MU

medium density nonresidential / mixed-use

high density nonresidential / mixed-use

RECOMMENDED ZONE(S)

R-3

R-4

MU-1

Planned Neighborhood Residential

High Density Apartment

Neighborhood Node Zone

MU-2

B-1

B-1

Neighborhood Corridor Zone

Neighborhood Business Zone

Neighborhood Business Zone

(form-based project) Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

IMAGINE LEXINGTON

DIVISION OF PLANNING

THE PLACEBUILDER

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316

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY RESIDENTIAL

NEW COMPLETE NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

D-SP9-1

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

A-DN2-1

Infill residential should aim to increase density.

A-DS1-1

A-DN6-1

Allow and encourage new compact single-family housing types.

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

A-EQ7-1

School sites should be appropriately sized.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A-DS4-1

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS13-1 Stub streets should be connected. (D-CO4)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

B-SU4-1

D-PL9-1

Historically significant structures should be preserved.

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (A-EQ7)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-SP1-2

An open and inviting school campus/locale should utilize frontage on single-loaded streets (also true for other support facilities, like parks, community centers, social services, healthcare).

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.) D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

GREENSPACE & ENVIRONMENTAL HEALTH Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

NEW COMPLETE NEIGHBORHOOD

A-DS4-3

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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318

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL

NEW COMPLETE NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI7-1

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-SP3-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS7-3

Parking structures should activate the ground level.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR5-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

A-DN2-1

Infill residential should aim to increase density.

E-GR9-3

A-DN2-2

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

(D-PL9, E-GR6)

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN6-1

Allow and encourage new compact single-family housing types.

A-EQ7-1

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

School sites should be appropriately sized.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A-DS4-1

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

B-PR2-3

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

A-DS13-1 Stub streets should be connected. (D-CO4) B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

E-GR3-1

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

NEW COMPLETE NEIGHBORHOOD

D-CO4-1

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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320

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL

NEW COMPLETE NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI7-1

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-SP3-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS7-3

Parking structures should activate the ground level.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR5-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR5-1

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

A-DN2-1

Infill residential should aim to increase density.

E-GR9-3

A-DN2-2

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

(D-PL9, E-GR6)

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN4-1

Medium–high density development should be located nearest to neighborhood focal points.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1 C-LI6-1

A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

Green infrastructure should be implemented in new development. (E-GR3)

A-DS5-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY

THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

B-PR2-3

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

A-DS13-1 Stub streets should be connected. (D-CO4) B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9) Flexible parking and shared parking arrangements should be utilized.

B-RE1-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-SP2-1

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

NEW COMPLETE NEIGHBORHOOD

C-PS10-1

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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322

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

NEW COMPLETE NEIGHBORHOOD

LOW DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

D-PL2-1

Developments should aim to provide a neighborhood-serving use that does not already exist in the vicinity, or that fills a specific need.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (A-EQ7)

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-SP1-2

An open and inviting school campus/locale should utilize frontage on single-loaded streets (also true for other support facilities, like parks, community centers, social services, healthcare).

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-1

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

A-DN2-1

Infill residential should aim to increase density.

D-SP9-1

A-DN2-2

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

(D-PL9, E-GR6)

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR5-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

A-DN3-1 A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY NON-RESIDENTIAL / MIXED-USE GREENSPACE & ENVIRONMENTAL HEALTH

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4) B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

New focal points should emphasize geographic features unique to the site.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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324

NEW COMPLETE NEIGHBORHOOD

TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE

NEW COMPLETE NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL2-1

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

Developments should aim to provide a neighborhood-serving use that does not already exist in the vicinity, or that fills a specific need.

D-PL7-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-3

Parking structures should activate the ground level.

D-SP3-1

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-DN2-1

Infill residential should aim to increase density.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

A-EQ7-1

School sites should be appropriately sized.

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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THE PLACEBUILDER

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

NEW COMPLETE NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY NON-RESIDENTIAL / MIXED-USE TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

A-DS13-1 Stub streets should be connected. (D-CO4)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-PR7-3

Developments should improve the tree canopy.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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NEW COMPLETE NEIGHBORHOOD

B-PR2-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ3-2

ENHANCED NEIGHBORHOOD

AN ENHANCED NEIGHBORHOOD IS...

An existing residential area that could be enhanced with additional amenities, housing types, and neighborhood-serving retail, services, and employment options that contribute to a sustainable neighborhood. Vibrant neighborhoods include a range of uses. The development that occurs in this place-type should be context-sensitive to the surrounding area and implemented in a way that adds to the sense of place. Multimodal connections from new elements within enhanced neighborhoods are crucial to their success and long-term viability.

SITE PRIORITIES • Neighborhood-serving retail, • Connected multimodal services, and employment network • Mixed housing types • Context-sensitive development

• Well integrated public facilities and greenspaces

MOST SUITABLE DEVELOPMENT TYPES

LR

MR

LNR MU

MHR

low density residential

medium density residential

medium density nonresidential / mixed-use

medium-high density residential

RECOMMENDED ZONE(S)

R-3

R-4

MU-1

Planned Neighborhood Residential

High Density Apartment

Neighborhood Node Zone

MU-2

B-1

Neighborhood Corridor Zone

Neighborhood Business Zone

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

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DIVISION OF PLANNING

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ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY RESIDENTIAL

ENHANCED NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

A-DN2-1

Infill residential should aim to increase density.

A-DN6-1

Allow and encourage new compact single-family housing types.

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

Green infrastructure should be implemented in new development. (E-GR3)

A-DS1-1

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

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

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

D-PL9-1

Historically significant structures should be preserved.

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (AEQ7)

D-SP1-2

An open and inviting school campus/locale should utilize frontage on single-loaded streets (also true for other support facilities, like parks, community centers, social services, healthcare).

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4) B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

GREENSPACE & ENVIRONMENTAL HEALTH Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

ENHANCED NEIGHBORHOOD

A-DS4-3

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL

ENHANCED NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

D-PL9-1

Historically significant structures should be preserved.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-SP3-1

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

D-SP3-2

A-DS7-3

Parking structures should activate the ground level.

A-DS8-1

At the individual street level, medium density housing types should be interspersed with single-family detached units and should be context sensitive.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

A-DN2-1

Infill residential should aim to increase density.

Structures with demonstrated historic significance should be preserved or adapted.

A-DN2-2

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

(D-PL9, E-GR6)

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-3

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR9-4

A-DN6-1

Allow and encourage new compact single-family housing types.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-EQ7-1

School sites should be appropriately sized.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.) A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

A-DS13-1 Stub streets should be connected. (D-CO4)

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

New focal points should emphasize geographic features unique to the site.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

ENHANCED NEIGHBORHOOD

B-SU4-1

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

*Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

**Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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332

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL

ENHANCED NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

C-LI7-1

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL9-1

Historically significant structures should be preserved.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-SP3-1

A-DS7-3

Parking structures should activate the ground level.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-SP3-2

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

Structures with demonstrated historic significance should be preserved or adapted.

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

E-GR5-1

A-DN2-1

Infill residential should aim to increase density.

E-GR9-4

A-DN2-2

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

(D-PL9, E-GR6)

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DN4-1

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

Medium–high density development should be located nearest to neighborhood focal points.

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-EQ7-1

School sites should be appropriately sized.

A-DS4-1

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

C-LI6-1

Developments should incorporate multi-family housing and walkable commercial uses into development along arterials/corridors.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

MEDIUM-HIGH DENSITY RESIDENTIAL TRANSPORTATION & PEDESTRIAN CONNECTIVITY (CONT.)

B-PR2-2

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

B-PR7-3

Developments should improve the tree canopy.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

A-DS13-1 Stub streets should be connected. (D-CO4) B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

ENHANCED NEIGHBORHOOD

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

"Development should work with the existing landscape to the greatest extent possible, preserving key natural features. "

A-EQ7-3

"Community open spaces should be easily accessible and clearly delineated from private open spaces. "

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

DIVISION OF PLANNING

Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

THE PLACEBUILDER

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334

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION

ENHANCED NEIGHBORHOOD

A-DS4-2

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

C-PS9-2

Modify current office space to include complementary uses.

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

D-PL2-1

Developments should aim to provide a neighborhood-serving use that does not already exist in the vicinity, or that fills a specific need.

A-DS7-1

Parking should be oriented to the interior or rear of the property for nonresidential or multi-family developments.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

D-PL9-1

Historically significant structures should be preserved.

A-DS10-1

Residential units should be within reasonable walking distance to a focal point.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

A-DS11-1

Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (AEQ7)

A-DS12-1

Medium–high density development should be located nearest to neighborhood-serving commercial areas.

D-SP1-2

A-DN2-1

Infill residential should aim to increase density.

An open and inviting school campus/locale should utilize frontage on single-loaded streets (also true for other support facilities, like parks, community centers, social services, healthcare).

A-DN2-2

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

(D-PL9, E-GR6)

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

D-SP3-2

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

D-SP9-1

A-EQ7-1

School sites should be appropriately sized.

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

E-GR9-1

C-DI5-1

Live/work units should be incorporated into residential developments.

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

E-GR9-2

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

IMAGINE LEXINGTON

ENHANCED NEIGHBORHOOD DEVELOPMENT CRITERIA

LOW DENSITY NON-RESIDENTIAL / MIXED-USE SITE DESIGN, BUILDING FORM, & LOCATION (CONT.)

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

E-GR9-4

Development should intensify underutilized properties and develop vacant and underutilized gaps within neighborhoods. (E-GR6)

D-CO5-1

E-GR10-2

Developments should provide walkable service and amenity-oriented commercial spaces.

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

D-SP1-3

E-GR10-3

Shared common space in commercial developments should be provided to encourage experiential retail programming.

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

D-SP6-1

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

TRANSPORTATION & PEDESTRIAN CONNECTIVITY A-DS1-1

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

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

GREENSPACE & ENVIRONMENTAL HEALTH A-DS4-3

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-DS13-1 Stub streets should be connected. (D-CO4)

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-PR7-3

Developments should improve the tree canopy.

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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ENHANCED NEIGHBORHOOD

B-PR7-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

B-SU4-1

INDUSTRY & PRODUCTION CENTER AN INDUSTRY & PRODUCTION CENTER IS...

MOST SUITABLE DEVELOPMENT TYPES

Where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate efficient and affordable shipping and transportation of goods throughout the region while minimizing the impact on the traffic infrastructure throughout the rest of the community. Special care should be taken to address the environmental impact of these places as well as their impact on residents.

INR industry & production non-residential

RECOMMENDED ZONE(S) SITE PRIORITIES • Economic Development and job creation • Intense industrial uses • Substantial buffers from residential uses

• Environmental protection • Locational priority on major shipping transportation corridors

I-1

I-2

P-2

Light Industrial Zone

Heavy Industrial Zone

University Research Campus Zone

Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.

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INDUSTRY & PRODUCTION CENTER DEVELOPMENT CRITERIA

INDUSTRIAL & PRODUCTION NON-RESIDENTIAL

ENHANCED NEIGHBORHOOD

SITE DESIGN, BUILDING FORM, & LOCATION

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

D-CO4-3

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context.

Street pattern and design should consider site topography and minimize grading where possible.

D-CO5-1

C-PS3-1

Development potential in the Rural Activity Centers should be maximized.

(E-ST5)

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

E-ST3-1

C-PS8-1

Opportunities for industry and special trade employment should be increased.

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

C-PS10-3

GREENSPACE & ENVIRONMENTAL HEALTH

Over-parking of new developments should be avoided. (B-SU5)

A-DS4-3

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-EQ7-3

D-PL9-1

Historically significant structures should be preserved.

Community open spaces should be easily accessible and clearly delineated from private open spaces.

D-SP3-1

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

B-PR2-1

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

D-SP3-2

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping should be used to improve the visual impact from the roadway and residential areas.

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

B-PR7-1

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

Connections to greenways, tree stands, and stream corridors should be provided.

B-PR7-2

Trees should be incorporated into development plans, prioritize grouping of trees to increase survivability.

TRANSPORTATION & PEDESTRIAN CONNECTIVITY

B-PR7-3

Developments should improve the tree canopy.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

B-RE1-1

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

Developments should incorporate street trees to create a walkable streetscape.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

E-ST5-1

Increased intensity in the Rural Activity Centers should not negatively impact surrounding rural areas.

D-CO2-2

Development should create and/or expand a safe, connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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GLOSSARY & FULL LIST OF CRITERIA

DEFINITIONS FOR THE PLACEBUILDER Activate/activated: To activate a space means to intentionally provide and

arrange engaging amenities for a specific user group or the broader community.

Spaces are activated through built form, planned uses, and community engagement. For example, activated environments are designed and built to garner a sense of civic pride, planned uses such as retail located on the first floor of a building or parking structure attract people, and permanent or temporary community collaboration measures, varying from art installations to pop-up markets, provide engagement.

Adaptive reuse: The process of adapting abandoned, vacant or underutilized buildings and structures for new purposes, which amounts to a change in the structure’s primary purpose, a significant change in the way in which the structure is incorporated into and operates within the exterior environment, or which incorporates a nontraditional yet compatible combination of purposes or uses within the site plan. The adaptive reuse should incorporate changes that rejuvenate and/or increase the sustainability of the site and/or neighborhood while retaining historic features of the original building(s) and/or structure(s).

LFUCG Zoning Ordinance; Article 1 (Amended through September, 2018)

Context Sensitive Development (CSD): Context Sensitive Development (CSD) is a collaborative, interdisciplinary approach to developing projects that involve the public and affected agencies early and continuously to ensure that projects meet the needs of the users, the neighboring communities, and the environment. CSD integrates projects into the context or setting in a sensitive manner through careful planning, consideration of different perspectives, and tailoring designs to particular project circumstances. This could include, among other considerations, compatibility with scale, massing, and height step-downs between existing and proposed buildings, but does not necessarily infer replicating adjacent development characteristics.

Environmentally sensitive areas: Any area which, due to its natural or

physical setting, may have environmental problems with regard to development.

Areas included are (but are not limited to) areas of steep slope (over 15%), floodplains, sinkholes, areas of poor soil, improper fills, wetlands, any significant tree or significant tree stands, aquifer recharge areas, and similar areas. LFUCG Land Subdivision Regulations; Article 1 (updated March 2017)

DIVISION OF PLANNING

Experiential Retail (ER): Experiential Retail (ER) is a type of marketing that

shifts focus from the “functional features-and-benefits” of products to a focus on customer experiences. ER takes into account shifting trends due to the rise of online retail shopping. By creating a more immersive retail experience, where services, activities, and ambiance are offered in addition to merchandise, ER attracts people to stores and ensures they leave not just with products but also memories.

Green infrastructure: Infrastructure and stormwater control design

approaches and technologies that mimic the natural hydrologic cycle processes of rainfall infiltration, evapotranspiration and reuse. LFUCG Land Subdivision Regulations; Article 1 (updated March 2017)

Neighborhood Focal Point: A Neighborhood Focal Point is a hub-like

setting that is accessible to a large number of people in a geographical area.

In urban areas, they often function as compact, easily walkable nodes for eating, drinking, socializing, and the selling of goods and services. School sites, parks, libraries, and other types of community centers are also examples of Neighborhood Focal Points.

Screen/screened: The use of landscaping and vegetation or structures such as walls and berms to conceal or reduce the potentially adverse visual and aural impacts of certain land uses or activities of adjoining, dissimilar land uses.

Single-Loaded Street: A single-loaded street is a roadway that provides

access to private property on one side and public access to an amenity, such as a park or school site, on the other side.

Stub street: Stub streets are local or collector, closed-end streets that are

only acceptable as a temporary street condition. Stubs are similar to cul-desacs except that they provide no turnaround circle at their closed end. Stub streets shall only be used when a future continuation is planned. LFUCG Land Subdivision Regulations; Article 1 (updated March 2017) Vertical edge: In roadway design, a vertical edge is a visual traffic calming device which may include street trees, buildings, or other vertical design elements within drivers’ field of vision along roadways.

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FULL LIST OF DEVELOPMENT CRITERIA ARRANGED BY THEME THEME A

GROWING SUCCESSFUL NEIGHBORHOODS DESIGN (DS)

DENSITY (DN)

EQUITY (EQ)

A-DN2-2

Development should minimize significant contrasts in scale, massing and design, particularly along the edges of historic areas and neighborhoods. (D-PL9, E-GR6)

A-DN3-1

Pedestrian-oriented commercial opportunities should be incorporated within residential neighborhoods.

A-DS1-1

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

A-DN3-2

Development should incorporate residential units in commercial centers with context sensitive design.

A-DS1-2

Direct pedestrian linkages to transit should be provided.

A-DN4-1

Medium–high density development should be located nearest to neighborhood focal points.

A-DS3-1

Multi-family residential developments should comply with the Multi-family Design Standards in Appendix 1.

A-DN6-1

Allow and encourage new compact single-family housing types.

A-DS4-1

A plan for a connected multimodal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided. (A-DS2, A-DN1, B-SU1, B-SU2, C-LI7, E-AC5)

A-EQ3-1

Development should create context sensitive transitions between intense corridor development and existing neighborhoods.

A-EQ3-2

Development on corridors should be transit-oriented (dense & intense, internally walkable, connected to adjacent neighborhoods, providing transit infrastructure & facilities). (B-SU3)

A-EQ7-1

School sites should be appropriately sized.

A-EQ7-2

Multimodal transportation options for healthcare and social services facilities should be provided. (E-ST3)

A-EQ7-3

Community open spaces should be easily accessible and clearly delineated from private open spaces.

A-DS4-2

A-DS4-3

New construction should be at an appropriate scale to respect the context of neighboring structures; however, along major corridors, it should set the future context in accordance with other Imagine Lexington corridor policies and Placebuilder priorities.

Development should work with the existing landscape to the greatest extent possible, preserving key natural features.

A-DS5-1

Adequate multimodal infrastructure should be provided to ensure vehicular separation from other modes of transport.

A-DS5-2

Roadways should provide a vertical edge, such as trees and buildings.

A-DS5-3

Building orientation should maximize connections with the surrounding area and create a pedestrian-friendly atmosphere.

A-DS5-4

Development should provide a pedestrian-oriented and activated ground level.

B-PR2-1

A-DS7-1

Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.

Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.

B-PR2-2

Dividing floodplains into privately owned parcels with flood insurance should be avoided.

THEME B

PROTECTING THE ENVIRONMENT PROTECTION (PR)_

SUSTAINABILITY (SU)

RESTORATION (RE)

A-DS7-2

Any non-residential or multi-family parking not buffered by a building should be screened from the streetscape view and adjacent properties.

B-PR2-3

Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.

A-DS7-3

Parking structures should activate the ground level.

B-PR7-1

Connections to greenways, tree stands, and stream corridors should be provided.

A-DS8-1

At the individual street level, medium-density housing types should be interspersed with single-family detached units and should be context sensitive.

B-PR7-2

Trees should be incorporated into development plans; prioritize grouping of trees to increase survivability.

A-DS10-1 Residential units should be within a half mile of a focal point.

B-PR7-3

Developments should improve the tree canopy.

A-DS10-2 New focal points should be designed with multimodal connections to the neighborhood.

B-PR9-1

Minimize disturbances to environmentally sensitive areas by utilizing the existing topography to the greatest extent possible.

A-DS11-1 Common public uses that serve as neighborhood focal points, such as parks and schools, should be on single loaded streets.

B-SU4-1

Where greenspace/community centers are not located within walking distance of a new development, applicants should attempt to incorporate those amenities. (A-DS9)

A-DS12-1 Medium–high density development should be located nearest to neighborhoodserving commercial areas.

B-SU5-1

Vehicle-oriented development, such as drive-through businesses, should not locate in the downtown area.

A-DS13-1 Stub streets should be connected. (D-CO4)

B-SU11-1

Green infrastructure should be implemented in new development. (E-GR3)

A-DN1-1

High density residential development (HR) should be located on corridors and downtown.

B-RE1-1

Developments should incorporate street trees to create a walkable streetscape.

A-DN2-1

Infill residential should aim to increase density.

B-RE2-1

Green infrastructure should be used to connect the greenspace network.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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FULL LIST OF DEVELOPMENT CRITERIA ARRANGED BY THEME

THEME C

CREATING JOBS & PROSPERITY LIVABILITY (LI)

DIVERSITY (DI)

PROSPERITY (PS)

D-CO4-2

Roadway capacity should be increased by providing multiple parallel streets, which alleviate traffic and provide multiple route options, in lieu of additional lanes.

D-CO4-3

Street pattern and design should consider site topography and minimize grading where possible.

C-LI2-1

The design should not obstruct the view of the gateway features of the three existing gateways mapped in the Rural Land Management Plan (RLMP).

D-CO5-1

Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.

C-LI2-2

Non-agricultural uses at or near potential and existing gateways, as mapped in the Rural Land Management Plan, should be buffered.

D-PL2-1

Developments should aim to provide a neighborhood-serving use that does not already exist in the vicinity, or that fills a specific need.

C-LI2-3

Design should create a positive gateway character at existing and proposed gateways as identified in the Rural Land Management Plan.

D-PL7-1

Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.

C-LI2-4

Setbacks, signage, and screening should complement the iconic Bluegrass landscape along Historic Turnpikes, Scenic Byways, Turnpikes, and other scenic roads listed in the RLMP.

D-PL9-1

Historically significant structures should be preserved.

D-PL10-1

Activate the streetscape by designating public art easements in prominent locations.

C-LI6-1

Developments should incorporate multifamily housing and walkable commercial uses into development along arterials/corridors.

D-SP1-1

Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets. (A-EQ7)

C-LI6-2

ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development. (A-DN5)

D-SP1-2

C-LI7-1

Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.

An open and inviting school campus/locale should utilize frontage on single-loaded streets (also true for other support facilities, like parks, community centers, social services, healthcare).

D-SP1-3

C-DI1-1

Consider flexible zoning options that will allow for a wide range of jobs.

Developments should provide multimodal transportation infrastructure to school sites, including sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site.

C-DI5-1

In Opportunity Zones with a clearly defined local context, consider adaptive reuse to enhance the existing context is strongly recommended.

D-SP2-1

Visible, usable greenspace and other natural components should be incorporated into school sites.

C-PS3-1

Development potential in the Rural Activity Centers should be maximized. (E-ST5)

D-SP2-2

Active and passive recreation opportunities should be provided on school sites.

C-PS8-1

Opportunities for industry and special trade employment should be increased.

D-SP3-1

C-PS9-1

Where possible, developments should modify current office space to include complementary uses.

Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.

C-PS10-1

Flexible parking and shared parking arrangements should be utilized.

D-SP3-2

C-PS10-2

Developments should explore options for shared and flexible parking arrangements for currently underutilized parking lots.

Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.

D-SP6-1

C-PS10-3

Over-parking of new developments should be avoided. (B-SU5)

Social services and community facilities should be accessible via mass transit, bicycle and pedestrian transportation modes. (A-EQ7)

D-SP9-1

Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.

THEME D

IMPROVING A DESIRABLE COMMUNITY CONNECTIVITY (CO)

PLACEMAKING (PL)

SUPPORT (SP)

D-CO1-1

Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.

D-CO2-1

Safe facilities for all users and modes of transportation should be provided.

D-CO2-2

Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs, including those with disabilities.

D-CO4-1

Dead-end streets and Cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A, Design Pillar, Policy #1, Criteria #1: A-DS1-1. Full decoder on page ###

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Criteria that include additional policy items in parentheses refer to companion policies that will provide additional context to the related criteria.

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FULL LIST OF DEVELOPMENT CRITERIA ARRANGED BY THEME THEME E

URBAN & RURAL BALANCE ACCOUNTABILITY (AC)

STEWARDSHIP (ST)

GROWTH (GR)

E-ST3-1

Development along major corridors should provide for ride sharing pick up and drop off locations along with considerations for any needed or proposed park and ride functions of the area. (E-GR10, E-GR7)

E-ST5-1

Increased intensity in the Rural Activity Centers should not negatively impact surrounding rural areas.

E-GR3-1

Physical and visual connections should be provided to existing greenway networks.

E-GR3-2

New focal points should emphasize geographic features unique to the site.

E-GR4-1

Developments should incorporate reuse of viable existing structures.

E-GR5-1

Structures with demonstrated historic significance should be preserved or adapted.

E-GR9-1

Live/work units should be incorporated into residential developments.

E-GR9-2

Low-intensity business uses that will provide neighborhood amenities should be incorporated into existing neighborhoods.

E-GR9-3

Less intense multi-family residence types (duplexes, four-plexes, courtyard apartments, etc.) should be incorporated into primarily single-family areas.

E-GR9-4

Developments should incorporate reuse of viable existing structures.

E-GR10-1 Developments should include multi-family residential components in B-6P and other Mixed Use Zones.

E-GR10-2 Developments should provide walkable service and amenity-oriented commercial spaces.

E-GR10-3 Shared common space in commercial developments should be provided to encourage experiential retail programming.

Theme Letter - Pillar Abbreviation & Policy Number – Criteria Number Ex: from Theme A - Design Pillar & Policy #1 - Criteria #1 = A-DS1-1. Full decoder on page ###

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