THE PLACEBUILDER
PLACE - TYPES
Low density residential
Medium density residential
Medium-high density residential
High density residential
Low density nonresidential/ mixed-use
Medium density nonresidential/ mixed-use
High density non-residential/ mixed-use
DOWNTOWN:
• Add CN Zone
• Remove MU-2, MU-3
Industrial & production non-residential
2ND TIER URBAN:
• Add CN Zone
• Remove the Form Based flag on B-1
• Remove MU zones (B-1 changes for MU-1, CN inclusion changes for MU-2 and 3)
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 midrise 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.
LOPMENT LO PM EN T TY PE S ed midr dense d of ssed as a shared d a
T S UI TA BL E
REGIONAL CENTER:
• Add B-3, CN zone
• Remove B-1, MU-2, MU-3
2ND TIER URBAN IS...
2 ND I S... TI ER URB redevelo ere infi ities exist core. While not expected to be ile not expec eloped as the downt precl not prec context-sensiti are context-sensiti th for developm should be towards hould toward
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.
A REGIONAL CENTER IS...
A vibrant hub of commerce, employment, diverse housing opportunities, and entertainment. They include larger buildings with active ground levels, intentional open spaces, and walkable transportation networks, all to provide the user/resident with a unique experience. They are often located at major intersections & along primary corridors.
MOST SUITABLE DEVELOPMENT TYPES:
MOST SUITABLE DEVELOPMENT TYPES:
ECOMME E CO MM E
RECOMMENDED ZONES
RECOMMENDED ZONES
CORRIDOR:
• Add B-3
• Add CN
• Remove MU-2, MU-3
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.
NEW COMPLETE NEIGHBORHOOD:
• Add Low Residential (LR) to Development Types
• Add the 2 page development criteria for LR from Enhanced Neighborhood
• LR Development Criteria changes for New Complete:
• Remove A-DN2-1
• Remove MU-1, MU-2
• Add R-2, R-5
• Remove the Form Based B-1, leaving full B-1 and option for Form Based
ENHANCED NEIGHBORHOOD:
• Remove R-3, MU-1
• Add R-2
• Remove MU-2
INDUSTRIAL & PRODUCTION CENTER:
• No change
ENH ANC ED NEI GHB
Tspace, ace, ultimodal dal o ivity.
MOST SUITABLE
TYPES: A NEW COMPLETE NEIGHBORHOOD IS...
Undeveloped areas designed to provide housing in a sustainable format. These areas should include neighborhood-serving retail, services, & employment options, as well as town centers. Accessible greenspace, neighborhood focal points, & a multimodal transportation network should be provided to add a sense of place & connectivity.
O PM EN T TY PE S:
enha isting residential a with additional ame retail orhood-ser D option should be context-sensitive be areas and should add to t areas multimoda m suc eighborhood su
An existing residential area to be enhanced with additional amenities, housing types, and neighborhood-serving retail, services, and employment options. Development should be context-sensitive to surrounding areas and should add to the sense of place. Incorporating multimodal connections is crucial to neighborhood success and viability.
Where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate efficient and affordable shipping and transportation of goods throughout the region. Developments should minimize negative impacts on adjoining lower intensity uses.
MOST SUITABLE DEVELOPMENT TYPES AN INDUSTRY & PRODUCTION CENTER IS...
RECOMMENDED ZONES
SPECIALIZED F OCUS AREAS
2024 URBAN GROWTH MASTER PLAN MASTER PLAN
INTRODUCTION
The 2024 Urban Growth Master Plan identified key criteria for the growth of Lexington’s urban environment. The policies within the Plan promote walkable and sustainable development that preferences Lexington’s need for housing to support the Urban County’s growing population. The development criteria included in this section of the Placebuilder are meant to ensure that the policies of the Urban Growth Master Plan are addressed as new development occurs. These development criteria build upon the established Place-Types, Development Types, and Development Criteria described in the primary section of the Placebuilder.
DEVELOPMENT CRITERIA
SECTION 1. REGULATING PLANS
1A. REGULATING PLAN COMPLIANCE
ment. xington’s ncluded in ster Plan are ster are ed ed Pla ebuilder. ebuilder
1B.
i. Developments should incorporate the following in the locations shown in the Regulating Plans:
a. Village center land uses (see Sec. 1C)
b. Town center land uses (see Sec. 1C)
c. Boulevards, avenues, trails, and shared-use paths (see Sec. 3A)
d. Future road connections (see Sec. 3C)
tions Plan ns shown in the Plan (see Sec. 3A)
wing sho in to their area s
ii. Developments should incorporate the following in proportion to their area shown in the Regulating Plans:
a. Low density land uses
b. Medium density land uses
c. High density land uses
Any of the above may be converted to a denser land use, except flex space.
UGMP LAND USES
ted fl ted to a denser land use, except
Developments should only contain the following land uses and in accordance with the listed standards in Chapter 5 - Land Use & Transportation Regulating Plans.
ain use ain the land nd Transporta nd Use & Transpor
1C. VILLAGE AND TOWN CENTER LOCATION ADJUSTMENTS
N ADJUSTM
bea be a
i. Village centers. A village center may be adjusted from the location shown in a Regulating Plan, provided it is still at least 10 acres in size and:
a. Contains or abuts a boulevard, avenue, or existing arterial; or
b. Is within one quarter-mile of the center of a public park that is at least 3,000 square feet in area (measured in a straight line) and immediately abutting a boulevard.
ii. Town centers. A town center may be adjusted from the location shown in a Regulating Plan,
provided it is still at least 20 acres in size and contains or abuts a boulevard or existing arterial.
1D. RURAL SERVICE AREA SETBACK
DRAFT
Where development is adjacent to an active farming operation of 40 acres or greater in the Rural Service area, a buffer of 100 feet should be maintained, subject to the following:
i. The buffer depth should be measured parallel
ii. No principal or accessory building, parking, signage, or driveways should occupy the buffer.
iii. Streets, shared-use paths, and vegetated open space should be allowed in the buffer.
iv. If the buffer is used to meet open space requirements, it should remain open space unless its loss would not render the development nonconforming with regard to open space requirements.
arming op o uld be maintain m ed ed ing, drive open space and open space sh space i meet open space i r r the
SECTION 2. DEVELOPMENT DENSITY AND USE
MENT T D EN SI TY A
COMMERCIAL CONCURRENCY ONCURRE
2A. RESIDENTIAL/COMMERCIAL CONCURRENCY
The following should apply within a given village or town center and all areas within one-quarter mile of it (measured in a straight line):
ng within given villa g should within a vil asured ed in a straight
No more than 20% of the total num ore than of the total nu occupa issued a certificate of occupa been issued a certificate of oc a
i. No more than 20% of the total number of proposed single-family detached dwelling units should be issued a certificate of occupancy until at least 4,000 square feet of commercial floor area has been issued a certificate of occupancy.
ii. No more than 80,000 square feet of commercial floor area should be issued a certificate of occupancy until at least 50% of the proposed number of dwelling units have been issued a certificate of occupancy.
ii sq No more than 80,00 l f occupancy until at occupa certificate of occupa
2B. RETAIL-READY AND LIVE-WORK
RETAIL READY
“Retail-r
an
Sec. 5A. for th
“Retail-ready” and live-work units should be considered “commercial” for concurrency purposes. See Sec. 5A. for the definition of “retail-ready.”
2C. RESIDENTIAL MIX
RESIDEN
The f ne
The following are intended to provide a distributed mix of dwelling types that serve diverse housing needs:
i. Dwelling distribution. No more than five contiguous lots with frontage along the same street should contain single-family detached dwellings.
ii. Large-lot single-family limits. No more than 20% of single-family detached dwelling lots should exceed 5,000 square feet in size. Overall residential density standards for the development should still apply.
iii. Dwelling concurrency. Where there is a mixture of dwelling types, no more than 25% of single family detached dwellings should be constructed before the construction of other housing types.
SECTION 3. SITE CIRCULATION
3A. STREET AND PATH DESIGN
i. Regulating Plan. Streets required by the Regulating Plans may be moved up to 200 feet from the locations shown in the Regulating Plan, provided the number of street intersections shown in the Regulating Plans is not reduced.
ii. Street design. The design of required or proposed streets should comply with the Complete Streets Manual.
iii. Path design. The design of shared-use paths should comply with the Lexington Bike/Ped Plan.
n Bike/Ped Plan. n Bike/Pe uld be at least 300 feet be at least 30
iv. Path crossings. Vehicular crossings of any individual shared-use path should be at least 300 feet apart.
v. Curb cuts. No more than one non-alley curb cut should be placed along a given block face.
3B. BLOCKS
ong a block face
d multiple o support route option
i. Block network. Blocks should interconnect and be arranged to support multiple route options for people walking, biking, and driving.
ii. Block sizes. Blocks should be sized to encourage walkability and should not exceed the maximum block perimeters for the specified land use (measured at the street centerline). See Sec. 1B.
iii. Ownership. Public and private streets may be used to satisfy this provided private streets are built to public standards with streetscape on both sides.
kability ity and should not exceed th ured at the street centerline). See at the street See sed to sed to satisfy this pr h sides.
iv. Gated streets. Streets used to satisfy block size standards should not be gated.
v. Cul-de-sacs. Cul-de-sac streets should not exceed 250 feet in length (measured from the centerline of the intersecting street to the furthest point of the cul-de-sac or dead-end street along the vehicular path of travel).
ock g ck size standards should not be g hould not exceed 250 feet in len not eet cu urthest of the cu el).
vi. Exceptions. Block perimeters and cul-de-sac lengths may be increased where land that would otherwise be developed includes environmentally sensitive areas or steep slopes over 15%, such that street construction would disrupt the environmentally sensitive area and/or be impractical to build.
3C. STREET CONNECTIVITY
rs b rs and cul-de-sac lengths may ncludes ncludes sensitive would disrupt the environment would the envir nections
Developments should provide street connections to adjacent sites in order to create an interconnected block network, as follows:
i. Along the Rural Service Area. One or more stub streets should be constructed up to the boundary of the Rural Service Area. A stub street should not be more than 2,000 feet (measured along the Rural Service Area boundary) from another stub street, except that, when the land along the boundary is used for industrial & production uses, the distance between stub streets should not exceed 3,000 feet.
ii. To existing stub streets. Developments that abut an existing stub street should construct an extension of the stub street and incorporate it into a practical and logical part of its circulation network.
where “i” e boundary th e bound ub street. street.
iv. Exceptions.
iii. All other situations. Along property lines where “i” or “ii” above does not apply, one or more stub streets should be constructed up to the boundary of the adjacent site. A stub street should not be more than 750 feet from another stub street.
a. Stub street standards should not apply to property along an exterior street.
b. Stub street spacing may be increased where land that would otherwise be developed includes environmentally sensitive areas or steep slopes over 15%, such that stub street construction would disrupt the environmentally sensitive area and/or be impractical to build.
hould not apply to property along hould not to a w may be increased where land that ensitive ove ensitive areas or steep ove he environmentally sensitive area e s
3D. SHARED-USE PATH CONNECTIVITY
CONNECTIVIT
Y existing, sh ed, or pro
DRAFT
Connections to existing, required, or proposed shared-use paths should be provided as follows:
i. Along shared-use paths. When a development contains or abuts a shared-use path (whether existing, required, or proposed), at least one non-vehicular connection should be provided for every 2,000 feet of path length. Such connection should extend from the path to either:
hared-use paths. When a develo ared-use When a deve ng, at lea required, or at lea ery 2,000 feet of length
a. The shared-use path network within the development; or
a. networ red-use networ
b. The street network within the development. The connection should have a right-of-way or easement at least 15 feet wide and a walkable surface at least 12 feet wide.
b. The street network within t fe easement at
ii. Exceptions. Non-vehicular connection spacing may be increased where land that would otherwise be developed includes environmentally sensitive areas or steep slopes over 15%, such that connection construction would disrupt the environmentally sensitive area.
ii. . Non-vehicu xceptions. Non-vehic be developed includ be includ connection constr cons
3E. ACCESS MANAGEMENT
MANAGE
i. Shared dr
i. Shared driveways. Driveways should be shared by adjacent lots.
ii. Intereracc
ii. Inter-parcel access. Lots with 10 or more parking spaces should provide at least one vehicular access connection to each abutting lot. Alleys may be used to satisfy this standard.
iii.
iii. Exceptions. Inter-parcel access requirements may be reduced or eliminated when:
a. The adjacent lot is developed and contains fewer than 10 parking spaces.
b. The adjacent lot is undeveloped and will be developed for single-family or townhouse dwellings. c. Land that would otherwise be developed includes environmentally sensitive areas or steep slopes over 15%, such that vehicular access construction would disrupt the environmentally sensitive area and/or be impractical to build.
3F. ALLEYS AND GARAGES
Developments should incorporate alleys in order to reduce pedestrian-vehicular conflicts, support walking, reduce the number of curb cuts, and reduce the aesthetic and traffic operational impacts of
vehicular areas, as follows:
i. Residential alleys. Single-family and townhouse dwellings should not have vehicular access directly from or across an arterial, collector, boulevard, or shared-use path right-of-way, unless from an alley that is shared by multiple lots.
ii. Village and town centers. Vehicular access should only be from alleys in village and town center land uses.
iii. Garage location. Garages should only be located in rear yards.
3G. BICYCLE PARKING AND STORAGE
Bicycle facilities and bicycle parking should be integrated into the design of a site, with practical organization, ease of access, and priority given to pedestrians and bicyclists, as follows:
with a site, with pr , as follows: as follow
i. Along shared-use paths. Non-residential lots fully or partially within 300 feet of a shared-use path should provide bicycle parking that is visible and accessible from the shared-use path.
ii. Minimum bicycle parking. In addition to the current minimum bike parking requirements, at least one bicycle parking space per 1,000 square feet of floor area should be provided for principal uses, subject to the following:
a. Bicycle parking is not required for single-family-dwellings.
hin 300 feet of a shared-use 0 feet of a shar m the shared-use p leas bike at be for principal u hould be provided for u dwellings. are recommended, at least 25% o ecommended, at least 25% o o the nearest whole number of sp o the nearest whole number
b. When more than 20 bicycle parking spaces are recommended, at least 25% of the spaces provided after the 20th space (rounded up to the nearest whole number of spaces) should be shaded and/or covered.
s s should count as covered bicycl e accessible from streets or share or
c. Bicycle parking spaces inside buildings should count as covered bicycle parking.
d. All bicycle parking spaces should be accessible from streets or shared-use paths without the use of steps.
3H. LOADING AND UNLOADING AREAS
Loading and unloading areas should be provided as follows:
i. On-street loading. Required on-street loading spaces may be satisfied in part or in full by:
a. Permanent on-street loading spaces within 300 feet of the lot.
b. Temporary on-street loading spaces within 300 feet of the lot, such as on-street parking spaces marked with signage restricting their use to loading/unloading at certain times.
ould ould be as follows: red red on-street spaces may fee spaces within 3 ading 30 spaces within ge restricting their ge thei
s may not b s may not b na n a
ii. Location. Off-street loading spaces may not be in a front yard.
iii. Screening. Off-street loading spaces in a side yard should be screened from view from front lot lines such that loading and unloading equipment and activities cannot be seen from a front yard.
3I. STREET TREES
i. General. Street trees should be planted along existing and new streets.
ii. Placement. Street trees should be located between the street and the sidewalks, except when the design speed of the adjacent street renders this unfeasible.
SECTION 4. OPEN SPACE
4A. PROXIMITY TO DWELLING UNITS
DRAFT
dis d d/or shared-use shar lot line of the park o lot line of th
Each residential building should be within a walking distance of 1,500 feet from a park or open space (measured along continuous sidewalks and/or shared-use paths from the closest pedestrian entrance of the residential building to the closest lot line of the park or open space).
SECTION 5. BUILDING DESIGN
5A. ACTIVE DEPTHS
Buildings in village or town centers, or along boulevards, avenues, and collector streets, should provide active depths, subject to the following:
i. Applicability. Active depth should apply as follows:
a. Active depth standards should apply to the portions of a building along a street.
b. On boulevards and avenues, active depth should apply to all stories of a building.
c. Single-family and townhouse dwellings do not have to meet active depth requirements.
d. Industrial uses do not have to meet active depth requirements.
ii. Standards. Active depth should meet all the following requirements:
wn boulevards wn centers, or boulevards ubject bject to the followin tive follows epth should app epth th should a oulevards dep oulevards and avenues, active ngle-family and townhouse dwellin e-family and townhouse dwelli Industrial uses do not have to me ustrial uses not to me m dards. Active should m
a. Applicable portions of a building should provide an active depth of at least 20 feet, unless otherwise specified for the use or zoning district.
a. portions b e of a b otherwise specifie
b. No more than 20% of the floor area of the required active depth should be used for inactive spaces such storage, hallways, stairwells, elevators, and equipment rooms.
b. No more than 20% o more 20% stora spaces such stora
c. Vehicle parking Vehicle the active de the active
c. Vehicle parking, loading docks, drop-off zones, and other vehicular uses should not occupy the active depth. This should not apply to approved driveways passing perpendicular through the active depth.
5.B DRIVE-THROUGHS
DRIVE DRI VE-THROU TH
Drive-thro -thro are com lands sta
Drive-throughs should only be built if they are completely inside a multi-level parking structure or are completely screened from the view of any street by active depth areas. On corner lots a wall and landscaping at least 3 feet in height may be provided to screen the drive-through and associated stacking along one street.
SECTION 6. UGMP USE STANDARDS
SE CT
6a.
USE RESTRICTIONS
Within the UGMP area, specified uses should be restricted as follows:
i. Except in industrial districts, computer and data processing centers should be restricted as specified in iii., below. See also Sec. 7A.
ii. Except in industrial districts, commercial self-storage uses should be restricted as specified in iii., below. See also Sec. 7B.
Fig1. Active Depth
iii. Computer and data processing centers and commercial self-storage uses should meet the following:
a. No more than 50% of the total floor area in a development should be used for any combination of computer and data processing centers and commercial self-storage.
b. Active depth should be provided along all abutting streets.
n mmercial been issued een
c. No certificate of occupancy for computer and data processing centers and/or commercial self-storage should be issued until such time as a certificate of occupancy has been issued for all required active depth in the associated building.
d. No certificate of occupancy for computer and data processing centers or commercial selfstorage should be issued until such time as a certificate of occupancy has been issued for an equal or greater floor area of any other permitted use.
commercial self- comme s been issued for an s is
2024 URBAN GROWTH MASTER PLAN - AREA 1
LAND USE LEGEND
LAND USEDENSITY (DU/AC)
PLACE TYPE: REGIONAL CENTER
Medium Density13-25
High Density25-30
PLACE TYPE: NEW COMPLETE NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
PLACE TYPE: ENHANCED NEIGHBORHOOD
Low Density8-12
Medium Density13-25
REGULATING PLAN
2024 URBAN GROWTH MASTER PLAN - AREA 2
LAND USE LEGEND
LAND
USEDENSITY
(DU/AC)
PLACE TYPE: REGIONAL CENTER
Medium Density13-25
High Density25-30
Town Center30-40
PLACE TYPE: NEW COMPLETE NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
PLACE TYPE: ENHANCED NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
REGULATING PLAN
DRAFT
2024 URBAN GROWTH MASTER PLAN - AREA 3
LAND USE LEGEND
LAND USEDENSITY
(DU/AC)
PLACE TYPE: REGIONAL CENTER
Medium Density13-25
High Density25-30
Town Center30-40
PLACE TYPE: NEW COMPLETE NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
PLACE TYPE: ENHANCED NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
REGULATING PLAN
DRAFT
2024 URBAN GROWTH MASTER PLAN - AREA 4
LAND USE LEGEND
LAND USEDENSITY
(DU/AC)
PLACE TYPE: REGIONAL CENTER
Medium Density13-25
High Density25-30
Town Center30-40
PLACE TYPE: NEW COMPLETE NEIGHBORHOOD
Low Density8-12
Medium Density13-25
Village Center20-30
PLACE TYPE: INDUSTRIAL & PRODUCTION CENTER
Flex space/industrial
REGULATING PLAN
DRAFT
2024 URBAN GROWTH MASTER PLAN - AREA 5
LAND USE LEGEND
LAND USEDENSITY (DU/AC)
PLACE TYPE: REGIONAL CENTER
Medium Density13-25
High Density25-30
Entertainment CenterTBD
PLACE TYPE: INDUSTRIAL & PRODUCTION CENTER
Flex space/industrial
REGULATING PLAN
DOWNTOWN
Downtown is the urban epicenter of commerce and entertainment. The core should be anchored by high-rise structures with ground-level pedestrian engagement opportunities surrounded by mid-rise buildings increasingly offering dense residential uses. Lexington’s Downtown should continue to be notable for its mix of uses and variety of transportation options. Parking should be addressed as a shared urban core asset, eliminating dedicated surface parking lots in favor of structures.
SITE PRIORITIES
• Dense residential options
• Ground level pedestrian engagement
• Economic development and job creation
• Minimizing parking in favor of multimodal options
• Appropriate transitions to 2nd tier urban and historic neighborhoods
MOST SUITABLE DEVELOPMENT TYPES
RECOMMENDED ZONE(S)
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
2ND TIER URBAN
2nd Tier Urban is where significant infill and redevelopment opportunities exist to complement the urban core. While not expected to be as intensely developed as the downtown core, high-rise opportunities are not precluded provided that they are context-sensitive. The forward trend for development in the 2nd tier urban areas should be towards increased walkability and intensity.
SITE PRIORITIES
• Medium, medium/high and high density residential
• Mix of uses
• Walkability
• Economic development and job creation
• Minimizing parking in favor of multimodal options
• Relation to surrounding historic context
MOST SUITABLE DEVELOPMENT TYPES
RECOMMENDED ZONE(S)
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
REGIONAL CENTER
A Regional Center is a vibrant hub of commerce, employment, diverse housing opportunities, & entertainment. They include larger buildings with active ground levels, intentional open spaces, & walkable transportation networks, all to provide the user/resident with a unique experience. They are often located at major intersections and along primary corridors.
SITE PRIORITIES
• Placemaking
• Internal connectivity
• Walkability
• Creating jobs where people live
• Proper design/orientation of buildings and streets
• Minimizing parking in favor of multimodal options
• Relation to surrounding neighborhood context
MOST SUITABLE DEVELOPMENT TYPES
RECOMMENDED ZONE(S)
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
CORRIDOR
Corridors are Lexington’s major roadways focused on commerce and transportation. The overriding emphasis of Imagine Lexington 2045 is significantly overhauling the intensity of the major corridors. The future of Lexington’s corridors lies in accommodating the shifting retail economic model by incorporating high density residential and offering substantial flexibility to available land uses.
SITE PRIORITIES
• Transit Oriented Development
• High density residential
• Community gathering spaces
• Redevelopment of underutilized property
MOST SUITABLE DEVELOPMENT TYPES
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
NEW COMPLETE NEIGHBORHOOD
New Complete Neighborhoods are undeveloped areas designed to provide housing in a sustainable format. These areas should include neighborhood-serving retail, services, & employment options, as well as town centers. Accessible greenspace, neighborhood focal points, & a multimodal transportation network should be provided to add a sense of place & connectivity.
SITE PRIORITIES
• Neighborhood-serving retail, services, and employment
• Mixed housing types
• Shared, accessible greenspace and parks
• Well integrated public facilities
• Multimodal integration with sufficient linkages to higher levels of transit
MOST SUITABLE DEVELOPMENT TYPES
RECOMMENDED ZONE(S)
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
NEW COMPLETE NEIGHBORHOOD
NEW COMPLETE NEIGHBORHOOD - LOW DENSITY RESIDENTIAL
LAND USE
A - DN4-1 Provide new compact single-family housing types.
B - SU3-1 Development should provide compact and/or mixed use development.
C - LI6-1 ADUs and/or affordable housing options should be incorporated into existing and new single-family residential development.
C - LI7-1 Developments should create mixed-use neighborhoods with safe access to community facilities, greenspace, employment, businesses, shopping, and entertainment.
C - PS15-2 Improve options for affordable and nutritious food where not currently available
D - PL7-1 Stakeholders should be consulted to discuss site opportunities and constraints prior to submitting an application.
D - SP1-1 Elementary and middle schools should be located within residential neighborhoods, and high schools primarily along collector streets.
D - SP9-1 Encourage co-housing, shared housing environments, planned communities and accessory dwelling units for flexibility and affordability for senior adults and people with disabilities.
E - ST8-2 Development should provide community oriented places and services.
E - GR3-1 Development should meet recreational needs by following the recommendations of the Parks Master Plan
E - GR9-1 Live/work units should be incorporated into residential developments.
E - GR9-3 Less intense multi-family residence types should be incorporated into primarily single-family detached areas.
TRANSPORTATIO N, CONNECTIVITY, AND WALKABILITY
A - DS1-1 Mass transit infrastructure such as seating and shelters should be provided/enhanced along transit routes.
A - DS1-2 Accessible pedestrian linkages to transit should be provided.
A - DS4-1 A plan for a connected multi-modal network to adjacent neighborhoods, greenspaces, developments and complementary uses should be provided.
A - DS5-1 Safe multi-modal facilities should be provided to ensure vehicular separation from bicycles, pedestrians and other modes of transport.
NEW COMPLETE NEIGHBORHOOD - LOW DENSITY RESIDENTIAL
A - DS5-2 Developments should incorporate vertical elements, such as street trees and buildings, to create a walkable streetscape.
A - DS10-1 New developments should incorporate clear and dedicated connections to nearby community anchors.
A - DS11-1 Street layouts should provide clear, visible access to neighborhoodfocused open space and greenspaces
A - DS13-1 Stub streets should be connected.
C - PS10-1 Flexible parking and shared parking arrangements should be utilized.
D - CO1-1 Rights-of-way and multimodal facilities should be designed to reflect and promote the desired place-type.
D - CO2-1 Development should create and/or expand a connected multimodal transportation network that satisfies all users’ needs.
D - CO2-2 Development should comply with Lexington's Complete Streets Policy.
D - CO4-1 Dead-end streets and cul-de-sacs should be discouraged.
D - CO4-2 Provide multiple route options (grid type structure) to alleviate congestion in lieu of additional lanes upon existing roadways.
D - CO4-3 Street pattern and design should consider site topography and minimize grading where possible.
D - CO5-1 Streets should be designed with shorter block lengths, narrower widths, and traffic calming features.
ENVIRONMENTAL SUSTAINABILITY AND RESILIENCY
B - PR2-1 Impact on environmentally sensitive areas should be minimized within and adjacent to the proposed development site.
B - PR2-2 Development should include regularly spaced access with an adequate width to the greenway network and conservation areas.
B - PR3-1 Minimize impact of development adjacent to land conservation properties through buffering.
B - PR7-1 Developments should be designed to minimize tree removal and to protect and preserve existing significant trees.
B - PR9-1 Minimize grading and topsoil disturbance by utilizing the existing topography to the greatest extent possible and preserving key natural features.
B - PR10-1 Development should avoid overlighting and upward directed lighting.
B - SU4-1 Development should minimize and/or mitigate impervious surfaces.
B - SU5-1 Developments should incorporate energy efficient systems and renewable energy resources (i.e. wind, solar, etc.).
B - SU9-1 Green Stormwater Infrastructure (GSI) should be implemented in new development.
B - SU11-1 Development should incorporate low impact landscaping and native plant species
B - RE1-1 Developments should improve the tree canopy.
B - RE2-1 Lexington’s green infrastructure network, including parks, trails, greenways, or natural areas should be highly visible and accessible.
B - RE5-1 Dividing floodplains into privately owned parcels with flood insurance should be avoided.
B - RE5-2 Floodplains should be incorporated into accessible greenspace, and additional protection should be provided to areas around them.
B - RE5-3 Developments within the Royal Springs Aquifer should consult with the Royal Springs Water Supply Protection Committee.
D - SP10-1 Prioritize street trees in the planting strip
SITE DESIGN
A - DS7-1 Parking should be oriented to the interior or rear of the property for non-residential or multi-family developments.
A - DS9-1 Development should provide active and engaging amenities within neighborhood focused open spaces.
A - DS9-2 Where neighborhood open space or parks are not located within walking distance of a new development, applicants should incorporate these facilities.
A - EQ9-1 School sites should be appropriately sized.
A - EQ9-2 Shared open spaces should be easily accessible and clearly delineated from private open spaces.
C - LI8-1 Development should enhance a well-connected and activated public realm.
C - PS10-2 Over-parking of new developments should be avoided.
D - PL4-1 Enhance open space through the provision of programmatic elements and amenities
NEW COMPLETE NEIGHBORHOOD - LOW DENSITY RESIDENTIAL
D - SP1-2 School design should prioritize a high percentage of open and accessible street frontage.
D - SP2-1 Visible, usable greenspace and other natural components should be incorporated into school sites.
D - SP3-1 Adequate right-of-way, lease areas and easements for infrastructure, with emphasis on wireless communication networks should be provided to create reliable service throughout Lexington.
D - SP3-2 Cellular tower antennae should be located to minimize intrusion and negative aesthetic impacts, and stealth towers and landscaping used to improve the visual impact from the roadway and residential areas.
BUILDING FORM
A - DS3-1 Multi-family residential developments should comply with the Multifamily Design Standards in Appendix A.
A - DS5-3 Building orientation should maximize connections with the street and create a pedestrian-friendly atmosphere.
A - DS8-1 Where single family detached residential units are provided, a variety of other housing types should be regularly interspersed along the street frontage.
E - GR4-1 Developments should incorporate reuse of viable existing structures.
E - GR5-1 Structures with demonstrated historic significance should be preserved or adapted.
ENHANCED NEIGHBORHOOD
Enhanced Neighborhoods are existing residential areas to be enhanced with additional amenities, housing types, and neighborhood-serving retail, services, and employment options. Development should be context-sensitive to surrounding areas and should add to the sense of place. Incorporating multimodal connections is crucial to neighborhood success and viability.
SITE PRIORITIES
• Neighborhood-serving retail, services, and employment
• Mixed housing types
• Context-sensitive development
• Connected multimodal network
• Well integrated public facilities and greenspaces
MOST SUITABLE DEVELOPMENT TYPES
RECOMMENDED ZONE(S)
Zones for this place-type are not limited to the listed zones; other zones can be considered with proper justification.
INDUSTRY & PRODUCTION CENTER
Industry & Production Center are where Lexington’s most intense types of economic development and job creation occur. These places should be located near major corridors to facilitate transportation of goods throughout the region. Developments should minimize negative impacts on adjoining lower intensity uses.
SITE PRIORITIES
• Economic development and job creation
• Intense industrial uses
• Substantial buffers from residential uses
• Environmental protection
• Locational priority on major shipping transportation corridors
MOST SUITABLE DEVELOPMENT TYPES
Zones