Theme D: Improving a Desirable Community by ImagineLex

THEME D

IMPROVING A DESIRABLE COMMUNITY

INTRO Building an even more desirable community requires policies to exceed all that Lexington has done in the past. It requires constantly raising the bar on both the public and private sector to deliver ever better outcomes. Lexington residents have come to expect a community that is continually seeking to raise their standard of living through planning policy. That is the both the burden and the benefit of having been a progressive leader in urban planning since the 1950’s. How Lexington chooses to raise the bar is an important statement about the values of the community. Through numerous public input processes, the public has made it clear that they want more places and ways to connect with each other - more areas for social interaction. As the global retail economy shifts and spaces are being reconceived, it is vital that Lexington

assure those community preferences are considered and addressed. Building a community that continues to attract new residents is critical to sustained economic growth. As the population of Lexington continues its steady growth, policies must also assure the economy does not leave lower income residents behind. Lexington has long grown in ways that more greatly benefit single-occupancy vehicle drivers because there was no overriding need to do otherwise. However, in the intervening years, Lexington’s citizens have demonstrated time and again that suburban expansion is not something they are interested in pursuing, that Lexington’s natural and environmental resources are too important to consume for just more of the same. That conscious policy choice has a great impact on the policy needs of the future.

“[I IMAGINE LEXINGTON AS] A SAFE PLACE WITH A SENSE OF COMMUNITY.” -LEXINGTON RESIDENT 151

THEME D

WHERE ARE WE NOW? The path to a desirable community is never ending. Lexington is continually looking to improve the quality of life for its residents. Many cities do not have the same environmental and natural constraints as Lexington, and feel more empowered to continue the onward march of suburban expansion. This is not the reality of a city with rich soil and heritage to uphold, and in some respects, this is constraining; however, the very qualities that make Lexington a planning and public policy challenge are what make it unique and special. Those challenges and constraints are opportunities for innovation. They lend urgency to the need to be progressive and innovative in our solutions, and call for leadership and vision by appointed and elected officials to implement those solutions. Connecting people by creating opportunities for Lexingtonâ&#x20AC;&#x2122;s citizens to interact with each other through better transportation infrastructure is a fundamental way

to improve the overall community. A great effort has been expended so far to build out a robust trail systems for pedestrians and bicyclists. The dividends are realized through national attention and rankings in various livability categories; however, that effort has not reached into all areas yet. That type of economic investment must be continued, expanded and enhanced to serve all Lexington residents. Significant projects are in the works and on the horizon to continue to improve this important aspect. For example, Lexington has committed itself to various public investment projects that create unique spaces for people to enjoy. Over the coming years, the Town Branch Trail will serve as an economic engine based on attracting activity downtown, whether it be individuals or businesses. Connecting all of Lexington to the Town Branch Trail will be critical to its success and a tremendous statement about Lexingtonâ&#x20AC;&#x2122;s commitment to equity.

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VISION FOR COMMUNITY

connectivity

placemaking

support

PILLARS

POLICIES

PILLAR I

CONNECTIVITY Designing a connected street system is about improving the livability of a city on a number of fronts. While many residents feel that traffic is a concern, Lexington commute times are over 20% lower than the national average, according to the U.S. Census Bureau. Lexington’s relatively low commute times have not been by accident. Lexington's high quality of life has been achieved through a consistent land use planning framework focused on connectivity and policies focused on containing sprawl. Imagine Lexington organizes the connectivity pillar around two central ideas: First, that appropriate transportation infrastructure

should be dependent upon what place-type is desired, and the intended uses and users; and second, that the design of the public realm include all users and modes of transit, resulting in the creation of safe, efficient streets. The Linkage between Land Use & Transportation Infrastructure Land development patterns have largely been reactive to transportation trends over the years. Early on, it was out of necessity that people lived in close proximity to their places of employment and centers of commerce, due to a lack of efficient and affordable transportation options. This resulted in the creation of dense

city centers and central business districts designed for, and centered around, people. The development of the streetcar began to increase the distance people could live from their jobs, and ultimately the wide affordability and availability of the automobile really began to shape modern development. Typical post-World War II street design and development site layouts have been planned primarily with cars in mind, and little to no thought given to the people using the space. Imagine Lexington hopes to depart from this model and utilize a more multimodal approach, design for all users, and incorporate people-first design. To accomplish this, the undeniable

“EVALUATE, DESIGN & CONSTRUCT MORE MULTIMODAL CORRIDORS CONNECTING OUR DOWNTOWN & PERIMETER. THIS IS A DYNAMIC ENVIRONMENTAL MOVEMENT, TURNING MOTORIZED, OFTEN INSULAR TRANSPORT INTO HEALTH- &

link between transportation and land use must be acknowledged. Good street design begets desirable land uses and active, vibrant spaces that add to quality of life. Well-designed streets become desirable spaces that provide better travel experiences for motorists, walkers, and bicyclists. Elements including street trees, landscaping, shade, lighting, building scale, building orientation, setbacks, and buffers from traffic contribute to that design quality. Streets designed for cars alone do not create an environment conducive to walkable spaces due to high design speeds, destinations that are too far removed from any pedestrian access points by parking

WELLNESS-PROMOTING INTERACTION AMONG CITIZENS.” -LEXINGTON RESIDENT 155

THEME D

IMAGINE LEXINGTON

judgment. However, the elements described below highlight key complete street elements judgment. However,along the elements describedcomplete below highlight complete street elements that should be considered recommended streetkey projects. that should be considered along recommended complete street projects.

Adopt a Vision Zero Strategy

Bikeway Network

There are many elements that make a street complete and it’s not always a one size fits all approach. Rather, complete street principals are context sensitive and require engineering 2 the2elements described below highlight key complete street elements judgment. However, that should be considered along recommended complete street projects.

Differentiating Streets & Roads Streets are fundamentally different from roads. “Streets” should be designed to be part of the public realm, and when that is accomplished, they attract a variety of diverse uses and people. They are places with gravity to them, an attractiveness that draws people 1 to explore, to spend time, and even money. Unique cities are often defined by their streets, as they are focal points for culture, development, and activity.

Create Safe Walkways and Bikeways

Adopt aVision Vision Zero Strategy Safe Walkways in Construction Zonesand Bikeways 2 Zero is the concept that no loss of life 4 Create in Construction Zones 5 Vision Zero is the concept no loss of life is acceptable on ourthat roadways. Jurisdictions Walkways in construction zones should

acrosson the nation and across the world are is acceptable our roadways. Jurisdictions be routed on the same side of the street, Walkways in construction zones should adopting Zero policies to eliminate across the nationVision and across the world are1 run on or to the closed sidewalk, onparallel the same side of the street, 3 be routed deaths. adoptingpreventable Vision Zerotraffic policies to eliminate must comply the Americans run and on or parallel towith the closed sidewalk, with Disabilities Act and the Manual preventable traffic deaths. and must comply with the Americans on Traffic Control Devices. Land use and Development Codes Adopt Vision Zero Strategy 2 aUpdate Create Safe Walkways and Bikeways withUniform Disabilities Act and the Manual on 4

Zones Local codes that that encourage orlife require shortin Construction Vision Zero is the concept no loss of Uniform Traffic Control Devices.Policies Update Land use and Development Codes 5 Establish Speed Reduction block mixed use developments withWalkways in construction zones should is acceptable onlengths, our roadways. Jurisdictions Traffic speed disproportionately Local thatand encourage require street-fronting retail, and a connected acrosscodes the nation across theor world are shortnetwork 5 Establish Speed be routed onthreatens the same side of Reduction the street,andPolicies people walking biking so block lengths, mixed use developments withform the adopting Vision Zero policies to eliminate of streets with high-quality sidewalks run on orTraffic parallel to the closed sidewalk, speed disproportionately speed should be managed through speed street-fronting retail, andcommunities. a connected network and must comply preventable traffic deaths. bedrock of livable the Americans threatens people walking and biking limitwith enforcement and traffic calmingso of streets with high-quality sidewalks form the with Disabilities Act and the Manual on speed should be managed through speed where appropriate. bedrock of livable communities. Uniform Traffic Control Devices. Update Land use and Development Codes

limit enforcement and traffic calming

Complete Streets

Conversely, “roads” are designed 1 for vehicle efficiency and expedience. Roads are really only2 appropriate on major arterials or limited access highways. Road design is relatively simple, as it serves a very basic well-defined purpose of moving automobile traffic. Street design is profoundly 2 more complex, since streets must be designed to account for form, space, and order with a 3 particular consideration paid to the surrounding context and land use.

ParkingorRequirements a Complete Street Policy 3 Rethink 6 Adopt Local codes that encourage require short 5 Establish where appropriate. Speed Reduction Policies block lengths, mixed use reform developments with Parking policy includes better complete street policy asserts that all Traffic speedAdisproportionately street-fronting retail,Requirements and connected network Rethink Parking management of aexisting parking, pricing threatens Complete Street Policy new a street projects should 6 Adopt people walking and biking so accommodate of streetsthat withreflects high-quality sidewalks formparking the demand, lowering all who use the street, whether speed should bepeople managed through speed Parking reform includes better A complete street policy asserts that all bedrock policy of livable communities. requirements for commercial and residential traveling on foot, bike, transit, or car. limit enforcement and traffic calming management of existing parking, pricing new street projects should accommodate development, and bike parking minimums. where appropriate. Lexington Area MPO Bicycle & Pedestrian Master Plan

that reflects demand, lowering parking all people who use the street, whether Rethink Parking Requirements Complete 3 requirements for commercial and residential6 Adopt atraveling onStreet foot, Policy bike, transit, or car. COMMUNITY | 156 Parking policy reform includes better A complete street policy asserts that all development, and bike parking minimums. ions

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4 4

Trails& Pedestrian Network

Policies to Support Complete Streets

lots, a lack of crossing locations at viable distances, lighting that is out of scale with pedestrians, etc. The type of development designed for is the type of development that can be expected.

In the recent past, transportation planning has not made the distinction between these two very different types of facilities. Streets that would be better served with lower speeds, were designed at the outset with many wide lanes and few visual cues to alert the drivers to slow down. If these streets were designed from the start for the desired travel speed, it would encourage drivers to obey the speed limit, thus reducing injuries and fatalities for vehicular and non-vehicular users. Employing techniques such as narrow streets, medians, street trees, and reduced building setbacks eliminates the need for costly traffic calming

retrofits after the fact. Pedestrian and bike usage of rights-of-way are not problems to be solved. They should be equal partners included in the design and construction of the public realm. At the most fundamental level, streets are public rights-of-way, and therefore are public spaces just like parks. They belong to everyone, not just automobile users. Significant improvements are not expensive or time consuming. The responsibility for those improvements does not just fall on private development, but also on LFUCG to target and identify the areas most in need of improvements.

Example of chicane as a traffic calming element. Urban Street Design Guide nacto.org

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Finally, it is important to remember that every person is, was, or will be a pedestrian. Not everyone is a driver. The cyclist is a pedestrian. The transit user is a pedestrian. The right-of-way elements need to create a street that serves all users. These are not â&#x20AC;&#x2DC;additional or â&#x20AC;&#x2DC;specialâ&#x20AC;&#x2122; design features, but are critical infrastructure to a community similar to pavement and curb inlets. Shifting public thought processes about multimodal infrastructure starts at the highest conceptual levels. No transportation element should be finalized without considering the full context of its application.

COMING FULL CIRCLE Implementing a fully integrated street network is more than just connecting the streets. While that may be one critical element, it is much more. It requires a total commitment to connecting land use, desired place-types, the built environment, and all users with a complete transportation system. Imagine Lexington intends to direct policy in such a way that, over time, this approach becomes a natural and intuitive process. There are significant implementation steps required to get there that will take community, development industry and political support to achieve.

Example of curb extension used to increase pedestrian viability & safety. Urban Street Design Guide nacto.org

IMAGINE LEXINGTON

• • Use access management and speed reduction tools to achieve desired motor vehicle volumes and speeds.

• Local • Commercial Main Street

• Works best on streets with speeds of 30 mph or lower. May be used on streets up to 35 mph • Minimum placement of shared lane marking is 11 feet from curb where on-street parking is present (4 feet from edge of curb with no parking)

• Shared lane markings pair well with Bikes May Use Full Lane (R4-11) signs. • Modifications to signal timing help induce a bicycle-friendly travel speed for all users

On-Street Bike Lane

• Local • Collector • Commercial Main Street

• 6’- 7’ preferred bike lane width • 5’ minimum bike lane width (when adjacent to parking)

• Lane narrowing • Travel lane reconfiguration • Parking lane reconfiguration

Buffered Bike Lane

• Collector • Commercial Main Street • Arterial

• 5’ minimum bicycle travel area • 18” minimum buffer area

• Lane narrowing • Travel lane reconfiguration • Parking lane reconfiguration

One-Way Separated Bike Lane

• Collector • Commercial Main Street • Arterial

• 7’ travel area • 3’ or wider buffer • 18” minimum buffer adjacent to travel lanes • 3’ minimum buffer adjacent to parking lanes

• Lane narrowing • Travel lane reconfiguration • Parking lane reconfiguration • Curb reconstruction

Two-Way Separated Bike Lane

• Collector • Commercial Main Street • Arterial

• 12’ preferred operating width • 10’ minimum travel width (8’ width in constrained conditions) • 3’ minimum buffer adjacent to parking lanes

• Lane narrowing • Travel lane reconfiguration • Parking lane reconfiguration • Curb reconstruction

Bicycle Boulevard

Shared Roadway

Bikeway Network

• • Identification signage and pavement markings • 85th percentile speed <25 mph • ADT <3000 • Crossing treatments at local streets, avenues and boulevards

• Local • Residential collector

Pedestrian Network

Street type/ Implementation Speed/ Design specifications strategies Volume

Complete Streets

Bikeway facility type

LEXINGTON AREA MPO BICYCLE & PEDESTRIAN MASTER PLAN

DIVISION OF PLANNING

5-7

Intersections

CONTEXT SENSITIVE APPROACH

Context Sensitive Approach

COMMUNITY

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CONNECTIVITY

POLICY #1

STREET DESIGN SHOULD REFLECT & PROMOTE THE DESIRED PLACETYPE. Designers of the built street environment must work to address the functionality of the space to ensure compatibility with surrounding land uses as well as transportation network connections. True multimodal street designs must acknowledge how adjacent land uses and building forms influence user perceptions, needs, and safety. Understanding these contextual relationships leads to improved street design. When designing or modifying a street, it is crucial to consider the current and potential future adjacent land uses for the site and block. Different land uses generate varying amounts of vehicular traffic and onstreet parking, and have different frontage and multimodal needs. The land uses adjoining a street are integral to predicting the volume of multimodal demand and the best allocation of right-of-way to support those needs. Consideration should be given to both existing

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and potential future land uses. Although many neighborhoods and corridors currently have auto-oriented land use patterns and site designs, the development of multimodal street networks is intended to change the cityâ&#x20AC;&#x2122;s transportation system and travel patterns over time. That focus on multimodal transportation is designed to work in conjunction with infill and redevelopment efforts that emphasize a greater mix of uses, walkabilty, transit-oriented development and community centers with proximity to destinations. As neighborhoods and corridors evolve over time, emphasis should be placed on creating opportunities for walkability, even in areas where the full potential has yet to be realized. Streets should be not be singularly designed for automobile efficiency, but should give due consideration to the surrounding context, and the goals for the place-type where it is located. They should add to an areaâ&#x20AC;&#x2122;s sense of place and promote desired development patterns, rather than discourage them with designs that are out of scale and counterproductive to the preferred result.

ACTION ITEM

AMEND SUBDIVISION REGULATIONS STREET STANDARDS

Old Wilmington Road Revitalization Plan, Campbell Terrace Phase 1 Fayetteville, SC (Lord Aeck Sargent)

IMAGINE LEXINGTON

CONNECTIVITY

POLICY #2

CREATE MULTIMODAL STREETS THAT SATISFY ALL USER NEEDS. A safe, fully-connected multimodal transportation system is not about moving vehicles, but about moving people and supporting the community by improving the quality of life for everyone. Achieving this goal requires all modes of transportation be considered equally during the design of rights-of-way. From the

earliest stages of development, it should be acknowledged that bicyclists, pedestrians, transit users and automobile drivers are all entitled to safe and accessible transportation options. Since 2009, the Centers for Disease Control has strongly advocated for improved multimodal infrastructure, due to the over 100 studies that have shown the strong connection between obesity and automobile dependence. It is not the goal of Imagine Lexington to end car culture, but is absolutely a goal that Lexington become known

for its abundant transportation options that encourage safe, healthy behaviors. Changing behaviors does not happen simply because people know there is a healthier alternative. When each new development incorporates safe and convenient transportation options, and as needed retrofits are completed, the multimodal network becomes more robust and alternative forms of transportation become more attractive. Providing convenient transit options and alternatives makes individual neighborhoods

more desirableâ&#x20AC;&#x201D;and creating neighborhoods that are more desirable makes Lexington more attractive to employers and employees alike.

ACTION ITEM

IMPLEMENT PROJECTS FROM THE LEXINGTON AREA MPO BIKE & PEDESTRIAN MASTER PLAN

Lexington Area MPO

DIVISION OF PLANNING

COMMUNITY

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CONNECTIVITY

POLICY #3

PROVIDE EQUITABLE MULTIMODAL ACCESS FOR THOSE WHO DO NOT DRIVE DUE TO AGE, DISABILITY, EXPENSE, OR CHOICE. Mobility, social interaction, and physical activity enhance the quality of life of children, the aging population, persons with disabilities and the economically disadvantaged. The removal of barriers to independent travel reduces the need for more costly alternatives such as paratransit, private transportation services, and ‘hazard’ busing for school students. Accessibility to transportation options is an equity issue; designing streets for only one user group assumes that everyone has access to that mode of transportation. A multimodal approach is preferable, because it allows people of all means and abilities to have viable and connected transportation opportunities. A successful transportation network connects people to places. Some areas still lack sufficient connections between public streets and building entrances. This inadequacy in

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THEME D

meeting Americans with Disabilities Act requirements can affect the ability of some residents to be independent. All new developments and modifications to existing facilities should be designed with these users in mind.

should be proportioned to the pedestrian when designing streets. • The 2018 Bicycle and Pedestrian Master Plan has a design matrix to

help with establishing the minimum starting point to inform the decision making process on necessary transportation infrastructure.

Some important considerations in addressing equity: • Streets should be designed such that they are safe, enjoyable, accessible and comfortable for ages 8-80 and those with limited mobility. • Incorporate design elements that enhance walkability, which include sidewalks wide enough for two people to walk side-by-side, shade from street trees, and short, direct, connected routes. • Commercial and mixed-use areas should incorporate narrower streets lined with buildings that have little to no setback, frequent and safe crossings, pleasing furnishings, store fronts, pedestrian scale lighting, and buildings oriented toward and adjacent to the street and sidewalk. • Horizontal and vertical scale

ACCORDING TO THE NATIONAL COMPLETE STREETS COALITION...

50% 65% more than

of older Americans who do not drive stay home on a given day because they lack transportation options. fewer trips are made to visit family, friends, or go to church by seniors who no longer drive; many report they do not like to ask for rides. IMAGINE LEXINGTON

CONNECTIVITY

POLICY #4

DESIGN STREET NETWORKS THAT PROVIDE ALTERNATIVE ROUTE OPTIONS, WHICH REDUCES TRAFFIC CONGESTION. Public surveys consistently identify traffic congestion as a major perceived concern in Lexington. In general, there is insufficient understanding by the public on how a more connected street network could help alleviate traffic congestion. Within disconnected street networks, traffic is concentrated

along major roads because there are not alternative route options for commuters. Alternatively, well-connected streets provide direct, continuous routes and multiple route options, and this has proven to effectively reduce roadway congestion. Connectivity also reduces response times for emergency vehicles and improves access and efficiency for transit, school buses, and service vehicles, including solid waste trucks and street sweepers. When traffic is concentrated to fewer roads, these roads are widened and additional lanes are added to accommodate the large volumes of traffic. Wider streets encourage faster speeds,

making them more dangerous to travel as a pedestrian or bicyclist, and crossing a wider street is difficultâ&#x20AC;&#x201D;especially for children, the elderly, and the disabled. Of pedestrians killed in 2007 and 2008, more than 50% died on wide roadways (Earnst & Shoup, 2009). Instead of wider streets with multiple lanes, roadway capacity should be in-creased by providing multiple, smaller parallel streets. With a more connected street network, traffic will be dispersed along alternative routes, and the demand for wider streets will lessen. For the above reasons, and in order to lessen traffic congestion

RADIAL STREET NETWORK

GRID STREET NETWORK

B VS.

A DIVISION OF PLANNING

and make Lexingtonâ&#x20AC;&#x2122;s street network safer for all modes of transportation, deadend streets and cul-de-sacs should be discouraged except where connections are not topographically or environmentally feasible. In places where connections are not feasible for topographic reasons, safe non-vehicular access should still be provided. As stressed in Theme A, roadway connections are imperative, and should be pursued wherever possible.

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CONNECTIVITY

POLICY #5

STREETS SHOULD BE DESIGNED FOR THE DESIRED SPEED, USING BUILT-IN TRAFFIC CALMING MEASURES SUCH AS ROUNDABOUTS, NARROWER STREET WIDTHS, CHICANES, MEDIANS, ETC. In Lexington, speeding is a common complaint on wider streets, particularly those classified as collectors. These streets, which are wider by design, create faster vehicle speeds, regardless of the posted speed limit, due to the driver’s perception of a wide open space. In contrast, streets should be designed such that bicyclists, pedestrians, and mass transit riders feel comfortable and encouraged to freely share the space with automobiles. This can be accomplished through the appropriate use of traffic calming features such as roundabouts, medians, street trees, chicanes, reduced building setbacks, shorter block lengths, and narrower street widths.

and fatalities for both vehicular and non-vehicular users alike. Employing traffic calming techniques such as those listed above increases motorists’ attentiveness to the surrounding context, and if considered early in the design process, they carry the additional benefit of eliminating the need for costly traffic calming retrofits. Studies have shown that each 1-mph reduction in average traffic speed reduces vehicle collision rates by 3 to 6 percent. Additionally, studies have shown that 80 percent of pedestrians struck by a car going 40 mph will suffer a fatality, while at 30 mph, the likelihood of death is reduced to 40 percent. At 20 mph, that figure drops to just 5 percent, illustrating the importance vehicle speed plays in pedestrian safety. The likelihood of a pedestrian collision occurring at lower speeds is also reduced due to shorter braking distances. Rather than addressing Lexington’s roadways after the fact, designs should be initiated at the development and planning phase to create the appropriate street width to restrict vehicle speed.

“[I IMAGINE LEXINGTON TO BE] BEAUTIFUL & SAFE WITH LANDSCAPING & ACCESS TO GREENSPACE, ADEQUATE PUBLIC SAFETY, SIDEWALKS, BIKE LANES, TRAFFIC CONTROL, & NEARBY AMENITIES.”

-LEXINGTON RESIDENT

Safety Benefits SPEED + SURVIVABILITY IN CRASHES A pedestrian hit by a vehicle traveling at

THEME D

10 SURVIVABILIT Y

has an

20 50

10 0

89%

has a

chance of survival

45 MPH 20

50 SURVIVABILIT Y

68%

SURVIVABILIT Y

has a

chance of survival

35%

chance of survival

Source: Rosén, E., & Sander, U. (2009). Pedestrian fatality risk as a function of car impact speed. Accident Analysis & Prevention, 41(3), 536-542.

DISTRIBUTION OF INJURIES & FATALITIES BASED ON INCREASING MEAN VEHICLE SPEED Install sidewalk to avoid walking

65-89 KRÖYER, H. R.along (2015). IS 30 KM/HA ‘SAFE’SPEED? INJURY SEVERITY OF PEDESTRIANS STRUCK roadway BY A VEHICLE AND THE RELATION TO TRAVEL SPEED AND AGE. IATSS RESEARCH, 39(1)

A pedestrian hit by a vehicle traveling at

35 MPH

25 MPH

Reductions in vehicle speed significantly decrease injuries

163

A pedestrian hit by a vehicle traveling at

Increase enforcement to reduce speed

Install pedestrian refuge islands

Provide bike lanes

Add exclusive pedestrian phasing to signalized intersection

DECREASE IN CRASHES

CRASH REDUCTION FACTORS Source: Federal Highway Administration. (2008). “Desktop reference for crash reduction factors.”

IMAGINE LEXINGTON

EXAMPLES OF TRAFFIC CALMING DEVICES:

CHICANES: CURB EXTENSIONS THAT ADD CURVE IN THE ROAD; PROVIDE MORE PUBLIC SPACE & SLOW DOWN TRAFFIC

GATEWAY: CURB EXTENSION AT THE ENTRANCE OF A LOW SPEED STREET THAT HELPS INDICATE TRANSITION TO INCOMING CARS

NARROWER LANES: PROVIDE TRAFFIC CALMING EFFECT & ALLOW FOR SPACE FOR ALL USER NEEDS (BIKE LANES, SIDEWALK, ETC.)

SPEED HUMP: SLOW SPEEDS ON LOW VOLUME, LOW SPEED ROADS. REDUCE SPEEDS TO 15-20 MPH. Source: Urban Street Design Guide, National Association of City Transportation Officials

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COMMUNITY

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CONNECTIVITY

SAFETY The safety of all users is a priority, whether they use a car, bus, bicycle, wheelchair, stroller, cane, or walk.

access for all, complete streets enable greater freedom of travel for people who do not drive due to age, disability, expense, or choice.

TAKE A HOLISTIC APPROACH TO DESIGNING CONTEXT-SENSITIVE STREETS, ADDRESSING THEM WITHIN THE FRAMEWORK OF THE COUNTYWIDE NETWORK, LAND USE CONTEXT & THE NEEDS OF ALL USERS.

CHOICE Whether used to commute to work or school, to run errands, to visit friends, to go to a park, or to recreate and exercise close to home, streets must be designed with all users in mind. Connected streets provide multiple route options and continuous, convenient facilities without gaps, while reducing delays and congestionâ&#x20AC;&#x201D;creating a more efficient network.

ECONOMY Connected multimodal streets save individuals money on direct transportation costs by making less costly alternatives to the automobile more readily available, including biking, walking, and transit. Increased physical activity from biking or walking may also save individuals on health-related costs.

POLICY #6

The benefits of context-sensitive multimodal street design are many, but all encompass the responsibilities that designers ensure the health, safety and welfare of the people who will use this public space. These benefits include:

EQUITY Improved accessibility and independence. By improving

Governments and communities save money with the implementation of complete streets. With more travel options and a more connected network, public vehicles may travel fewer miles and reduce

backtracking along discontinuous routes. Allowing more people to walk and bike can reduce health costs paid by the government. Less traffic, less pavement, and more street trees reduce the costs associated with cleaning polluted air and water. Dispersed traffic lessens the need for expensive road widening. Less pavement saves in maintenance costs. Connectivity saves infrastructure costs. Smart growth development practices generally require less initial cost to construct and maintain, as they are more compact and require fewer public services annually. Connected multimodal streets save developers money, as shorter blocks and narrower streets generally result in less pavement.

REALIZING THE FULL BENEFITS OF CONTEXT SENSITIVE STREETS SMART GROWTH AMERICA, NATIONAL COMPLETE STREETS COALITION

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IMAGINE LEXINGTON

Accessibility to businesses on foot or by bike can increase patronage from passersby. Creating a sense of place and livability attracts new business and helps retain existing business. Transportation cost savings for businesses allows for reallocating or increasing profit. PUBLIC HEALTH & RECREATION Connected multimodal streets create an environment that fosters walking and biking, resulting in more daily activity and more healthy lifestyles. This can help combat the rising rates of obesity, asthma, and stress. Less pavement leaves more land available for additional development or greenspace, which provide additional opportunities for physical activity. ENVIRONMENT & ENERGY By dispersing traffic, providing efficient route options, and encouraging alternative modes of transportation, a network of multimodal streets reduces congestion and trip lengthsâ&#x20AC;&#x201D;and therefore noise pollution, energy consumption, and emissions. Multimodal streets generally require less pavement, which reduces stormwater runoff and the heat island effect. They can also improve water quality,, through the use of green stormwater

DIVISION OF PLANNING

practices within the right-of-way. MORE EFFICIENT PUBLIC SERVICES Connected multimodal streets provide direct, continuous routes and multiple route options. This reduces response times for emergency vehicles and improves access and efficiency for transit, school buses, and service vehicles, including solid waste trucks and street sweepers. Appropriately-sized streets can accommodate large service vehicles while promoting safe driving speeds without the use of speed humps that can slow emergency response time. LIVABILITY & HIGHER QUALITY OF PLACE A safe, attractive, and welcoming street is crucial to encouraging residents to walk and bike. Using surrounding land use and context to inform their design, complete streets satisfy user needs and street functions in a context-sensitive manner. Well-designed streets become quality places that provide better travel experiences for motorists, walkers, and bicyclists. Elements including street trees, landscaping, shade, lighting, building scale, building orientation, setbacks, and buffers from traffic contribute to design quality.

COMMUNITY

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PILLAR II

PLACEMAKING Imagine Lexington is the evolution, an iteration, of Lexington’s policybased Comprehensive Plan, eschewing the traditional land use map in order to focus on creating quality places and sustaining them. The 2013 Comprehensive Plan fell short of fully laying out how to achieve the goals and objectives that drive the plan. With Imagine Lexington, the goal is to turn the concept of placemaking into a fully fleshed-out policybased set of principles that will clearly define future growth. Realizing these principles starts with understanding that this is a fundamental shift in the way development is conceived and implemented. Despite objections to the contrary, Placemaking does not rely on a ‘sense’ of place. A place is more than an emotional feeling of whether a particular space is enjoyable. It can be defined, it can be replicated. If formulas and algorithms can be created to predict how people will shop and

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vote, then defining a formula for creating places that people use and interact with is well within the collective ability of policymakers. The always stiff competition for jobs and workers has cities around the world addressing what they can do to attract residents. People unquestionably choose to live in cities with high quality places that they can afford; this is especially true of talented workers. Communities with quality places are an asset to businesses looking to locate in an area. From an economic development standpoint, developing quality places is critical to future growth. Big demographic shifts are driving the need for placemaking, as younger workers are seeking active urban centers with good transit, while the aging population is looking for easy access to amenities that include activities. Quality places rarely happen accidentally, though they can develop over time organically as a result of dozens of small,

PRINCIPLES FOR SHAPING PUBLIC SPACES INTO QUALITY PLACES 1. The community is the expert.

7. Form supports function.

2. You are creating a place, not a design.

8. Triangulate.

3. You can't do it alone. 4. They'll always say, "It can't be done." 5. You can see a lot just by observing. 6. Develop a vision.

9. Start with the petunias. 10. Money is not the issue. 11. You are never finished For more information, visit: www.pps. org/reference/11steps.

Source: Content from the Michigan Sense of Place Council. Figure by the Land Policy Institute, Michigan State University, 2014.

IMAGINE LEXINGTON

seemingly inconsequential decisions by policymakers and citizens. Imagine Lexington seeks to accelerate that time-frame, and replicate the outcomes, through a careful implementation process called Placemaking. The outcomes of this process are quality public and private spaces that complement each other in order to provide opportunities for social interaction. The private sector builds and operates the private spaces, while the public sector is involved in the design and operation of the public spaces, which provide access to private spaces. Quite simply defined, placemaking is the process of creating quality places where people want to live, work, play, shop, learn, and visit. There are four types of placemaking: 1. STANDARD PLACEMAKING This is the catch-all term that covers the other three more specialized areas. Each type of placemaking requires BOTH projects AND activities. It is the scope type of both of those keys that define the other types of placemaking. Land Policy Institute, Michigan State University, 2014.

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2. TACTICAL PLACEMAKING This type of placemaking involves a short-term commitment that can begin almost immediately by focusing on a public space. It includes a number of small, low cost projects that are used to build a constituency for more substantive placemaking projects. 3. CREATIVE PLACEMAKING According to the ‘Creative Placemaking’, written for the National Endowment for the Arts and the Mayor’s Institute on City Design in 2010, this type of placemaking is defined as “partners from public, private, nonprofit, and community sectors strategically shaping the physical and social character of an area around arts and cultural activities.” The focus of Creative Placemaking is to “bring diverse people together to celebrate, inspire and be inspired.” This form of placemaking attempts to provide sustaining activity in underutilized public spaces. 4. STRATEGIC PLACEMAKING This type of placemaking includes a comparatively small range of specialized projects and activities that must be pursued by the public, nonprofit, and private sectors of 5 to 15 years. These

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are large projects targeted in downtowns and key nodes along major corridors. These projects are the keys to attracting talented workers over the long term and result in job retention and creation in the near term. IMPROVING THE DEVELOPMENT PROCESS The necessity of creating quality spaces requires that the development process include the public at an earlier stage and collaborate on the types of spaces that people will utilize. All forms of successful placemaking depend on broad citizen support and engagements in the design of projects and activities. The public should be at the forefront of developing quality places in their community, with their ideas and vision incorporated into the development plans or studies that will drive implementation by the private sector.

companies to the area. The study also finds that both people and jobs are attracted to natural and cultural amenities. The reason ranks highly on so many ‘best of’ lists is because publications use a 2002 index created by Richard Florida called the Bohemian Index that measures the ratio of knowledge and creative professionals to the overall population. There is no question that Lexington has long been attractive to these workers, largely due to the University of Kentucky. The very strong correlation of high Bohemian Index Score to Urban Growth makes it crystal clear that continuing to capitalize on Lexington’s natural and cultural advantages will produce significant economic development gains for the community.

“PROVIDE VARIED

PLACE-MAKING ATTRACTIONS & ACTIVITIES FOR ALL AGES: ARTS,

ENTERTAINMENT VENUES, BREWPUBS, & RESTAURANTS, WITH A DISTINCTIVE CHARACTER OR BRAND.” -LEXINGTON RESIDENT

PLACEMAKING AS ECONOMIC DEVELOPMENT According to a study published in 2017, knowledge and creative based jobs follow talented workers. Highly skilled and talented people have the ability to pick where they want to live and then create new businesses and attract new

IMAGINE LEXINGTON

PLACEMAKING

POLICY #1

IMPLEMENT THE TOWN BRANCH COMMONS STRATEGIC MASTER PLAN (APPENDIX B) AS AN ELEMENT OF THE COMPREHENSIVE PLAN. Town Branch Commons will be a strip of Bluegrass running through downtown Lexington, roughly following the path of Town Branch, Lexington’s first water source. It will link the city's two major trails, Town Branch Trail and the Legacy Trail, to provide 22 miles of uninterrupted trail connecting downtown to the rural landscape. The Town Branch Commons is allinclusive of the Town Branch Park, Town Branch Trail, immediately adjacent parks, pedestrian spaces, and connections to other downtown parks/plazas/etc. To establish Town Branch Commons as the centerpiece of the community, the following critical pieces need to be ensured and safeguarded, particularly as future development occurs along the trail: ACCESS MANAGEMENT: Limit the number of access

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points to maintain the safety and aesthetics of the multi-use trail, and ensure the fewest potential conflict points between vehicles and pedestrians or cyclists. DESIGN GUIDELINES: Establish design guidelines for existing and future development adjacent to the corridor that strengthen the City’s zoning and further lay out key elements, such as: encouraging pedestrian entrances and facades that face rather than turn their backs to the multi-use trail system; defining appropriate and inappropriate uses along the corridor (e.g. back of house or dumpster locations, drive-thrus, etc.); and ensuring access to surrounding open space and trail systems.

GREEN INFRASTRUCTURE: Continue to make design and development decisions that work to improve the overall water quality and urban ecology of the surrounding properties which directly feed into the Town Branch Commons infrastructure and help to maintain the performative landscape established in the Master Plan.

ACTION ITEMS ESTABLISH LAND USE & TRANSPORTATION DESIGN GUIDELINES FOR DEVELOPMENT ADJACENT TO TOWN BRANCH COMMONS

PERFORM A STUDY TO DETERMINE THE ECONOMIC & SOCIAL IMPACTS OF TOWN BRANCH COMMONS

HISTORY & EDUCATION: Enhance the experience of Town Branch Commons through ongoing way-finding and educational signage that highlights not only the history of Town Branch itself but the surrounding neighborhoods, people, and public spaces.

ECONOMIC DEVELOPMENT: Perform a study to determine the direct economic impact of potential redevelopment along the entire corridor, as well as the potential social and economic impact to the surrounding neighborhoods and downtown as a whole. This study should also explore incentive feasibility and policy changes that may assist and guide future development along the corridor. TOWN BRANCH COMMONS STRATEGIC MASTER PLAN & DESIGN STANDARDS

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POLICY #2

RETROFIT INCOMPLETE SUBURBAN DEVELOPMENTS, INCORPORATING ELEMENTS THAT CREATE COMPLETE NEIGHBORHOODS. For decades, Lexington embraced strong Euclidian zoning as a way to protect residential uses from the negative externalities of incompatible land uses. However, the market has seen a significant shift in residential consumer preferences, to which Lexington must respond and address with more modern zoning regulations. Primarily, Lexingtonâ&#x20AC;&#x2122;s economy, like the national economy, has shifted away from many of the most incompatible land uses, while at the same time, there has been a boom in the services and retail sectors. Today, people are also seeking to live in areas where they can get all their needs met without being forced to drive as far, or in some cases, at all. A complete neighborhood should contain residential, employment, commercial, recreational and civic uses that serve the overall needs of the area. Where these do not exist, Imagine Lexington advocates for complementary infill and development to meet those needs.

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Library in the Bethany area of Washington County, in the Portland metropolitan area, Oregon. It is located in the ground floor of a three-story mixeduse building, with apartments above, in the Bethany Village development (by Steve Morgan).

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POLICY #3

ESTABLISH DESIGN STANDARDS FOR PLACEMAKING. Having thoughtful design standards that are both flexible and responsive to diverse conditions is an essential component of moving toward a community filled with special places that are inviting and memorable. Such standards are needed for the benefit of government projects involving public spaces, as well as for private entities striving to build quality developments on adjoining private lands. Without comprehensive standards that address both the public and private realms, even hard work and the best intentions will frequently not result in the high level of quality â&#x20AC;&#x153;placemakingâ&#x20AC;? that the community expects and deserves. Within the public realm, street and sidewalk design, landscaping and progressive storm water management, usable and calming pockets of greenspace, street life and art, festivals, celebrations and other special events, and transportation connections and destinations are all important. In the private realm, there is an equally long list of design issues that must be addressed, including building mass

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and height, building orientation toward public spaces, provision of usable open space, design of streetscape features, location and orientation of garages and off-street parking, integration of mixed uses and diverse housing choices, and relationships to adjoining and/ or surrounding land uses. For both public and private land development, accommodating the needs of bikers and pedestrians in addition to vehicles is an increasingly important challenge. Historically, government regulations and policies relating to development have been fairly rigid and not responsive to diverse conditions. That needs to change. Also, in many instances there are conflicting goals between different arms of government that ultimately discourage rather than encourage the creation of special places. That also needs to change. These elements of change, which will likely require amendments to the Zoning Ordinance and Land Subdivision Regulations (and related regulations and policies), should be pursued with a high expectation of what needs to be accomplished as both public and private lands are developed.

Hitch Homes, Savannah, GA (Lord Aeck Sargent

ACTION ITEM

AMEND THE ZONING ORDINANCE TO INCLUDE PLACEMAKING ELEMENTS 79 West Paces Ferry Road, Atlanta, GA (Lord Aeck Sargent)

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POLICY #4

CREATE QUALITY & USABLE OPEN SPACE FOR ALL DEVELOPMENTS OVER ONE ACRE. Open space is key for livable, sustainable communities. Whether a commercial development or residential neighborhood, how people will interact and move within a space needs to be considered. Successful, usable open space requires both private and public open space areas, designed and incorporated intentionally into the fabric of all development. Currently, “usable” open space

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is subjective, and there needs to be a diligent effort to establish criteria to define such a space. In practice, any non-paved/ built area is permitted to be considered open space. Truly usable open space needs to be appropriately sized and needs to address different users’ demands through design. A public open space within an assisted living facility is not necessarily the same type of open space that is most suitable for a mixed-use development. During the design of a property’s development, the best open space design needs to be considered for the projected user. Ordinance-based text needs to be updated in order to ensure implementation of usable open

space. The current definition for open space is lacking emphasis on its importance, and because of this, open space is not always implemented in the most purposeful way. A definition that emphasizes the many benefits and necessary characteristics of open space is needed. These benefits and characteristics include social interaction, recreation and leisure, health, safety, education, natural or cultural resource protection, sense of place and economic vitality. These benefits and characteristics will vary by user group and will need to be assessed and personalized for each development.

definition is key, but more regulations would provide staff, developers and community members guidance as to what to expect for the provision and design of open space. These regulations should address size requirements, the provision of both public and private open space, and user-tailored design, as well as restrictions, exclusions and exceptions to a development’s provision of open space. Providing a more clear vision for what constitutes usable open space will result in a livable, sustainable community that serves the needs of all people.

When it comes to reviewing development, an updated

IMAGINE LEXINGTON

PLACEMAKING

POLICY #5

REVIEW ZONING ORDINANCE & SUBDIVISION REGULATIONS TO CREATE MORE WALKABLE PLACES. As was prominently discussed in Theme A, from a standpoint of developing great neighborhoods, there should be a focus on creating pedestrian-friendly streets and walkable blocks that make traversing them on foot a desirable activity. Reducing setbacks and shortening block lengths will make it easier for people to get around their neighborhoods and access the public and private amenities close to them. The full argument for implementing these principles is laid out clearly in Theme A. While the policy in that chapter places the impetus on the developer to submit plans that address the issue, this policy is for Planning and other divisions to address the underlying regulations that may hold back pedestrian-friendly development. It is important to ensure that revising and updating regulations be done with a purpose and a sharp focus on solving a problem. A full review of the Zoning Ordinance and Subdivision Regulations are needed with an aim to answer a singular question: Will a change make it easier or harder for people to connect pedestrians to destinations?

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POLICY #6

AMEND THE EXPANSION AREA MASTER PLAN TO UPDATE THE REMAINING RESIDENTIAL AREA TO REFLECT THE 2018 COMPREHENSIVE PLANâ&#x20AC;&#x2122;S GOALS & OBJECTIVES. The adoption of the Expansion Area Master Plan (EAMP) in 1996 created a framework for zoning and public infrastructure that was entirely new to Lexington. However, there has been a significant shift in development patterns and land costs since that plan was adopted. Four comprehensive plans later, with all of Expansion Area 1 still to be developed, there is still time to reopen the EAMP and examine that area with fresh eyes against the needs of Lexington today. Providing for a more appropriate mix of housing options, creating a complete community (see Placemaking Policy #2) as well as taking a fresh look at the transportation infrastructure needs of the entire area would be the primary goals of the plan.

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Similarly, this would give Lexington the ability to reevaluate the exaction fee program as it relates to the Economic Development (ED) zone. As laid out in previous chapters, jobs land generates a significantly higher tax return per acre than residential growth, which makes finding methods to incentivize development of ED land a priority of this plan. The 2013 Comprehensive Plan called for a workgroup to look at the broader ED issue, and while that work did result in a zoning ordinance text amendment, it was clear that further work must be done on the cost side to address the issue more fully.

ACTION ITEM UPDATE THE EXPANSION AREA MASTER PLAN

PLACEMAKING

POLICY #7

CULTIVATE A MORE COLLABORATIVE PREDEVELOPMENT PROCESS, INCORPORATING COMMUNITY FEEDBACK BEFORE DEVELOPMENT IS FORMALLY SUBMITTED FOR REVIEW. When developers submit proposed developments, affected communities often hear about them for the first time through required public notice. Though some developers do communicate in advance, it does not always result in a productive conversation. With additional efforts put forth to ensure community awareness and support from the outset, considerable time and expense may be cut from all facets of the development process. From the very beginning, applicants should clearly lay out the economic realities of their property, and neighbors should express the needs of their community. Going forward, there is an expectation that applicants will engage in good faith with neighborhoods in a

visioning process about how the needs of the developer and the community can be met together. The first steps in creating this collaborative system have been taken by the Division of Planning via The Placebuilder (p 261) and Buildingeye (lexingtonky. buildingeye.com). A key purpose of The Placebuilder is to start the conversation between developers, neighbors, and Staff by strongly encouraging engagement at the beginning of the process and providing guidance for development justifications. Buildingeye is an online application that allows anyone with an account to track and review development activity throughout Fayette County. The application allows users to create alerts regarding development in their area and provides an efficient way to track the status of projects from Development Plan submittal to Certificate of Occupancy. In addition to these tools, Planning Staff should always be available in a support role to explain process, the Zoning Ordinance, and adherence to the Comprehensive Plan.

IMAGINE LEXINGTON

PLACEMAKING

POLICY #8

DEVELOP A TACTICAL PLACEMAKING PROGRAM WITHIN THE DIVISION OF PLANNING TO WORK WITH INTERESTED NEIGHBORHOODS & AID IN THE ORGANIZATION OF ACTIVITIES. According to Placemaking as an Economic Development Tool by Michigan State University in 2015, “Tactical placemaking” is a process

DIVISION OF PLANNING

of creating quality places that uses a deliberate, often phased approach to physical change or new activation of space that begins with a short-term commitment and realistic expectations that can start quickly (and often at low cost). It targets public spaces (right of way, plazas, etc.) that are low risk, with the possibility of high rewards. It can be used continuously in neighborhoods, with many stakeholders. It includes a mix of small projects and shortterm activities; over a long period of time, tactical placemaking projects can transform an area.

Positive impacts may be slow to materialize, but they often come at a much lower cost. This form of placemaking can also be used to build consistent demand for more substantive or long-term standard, creative, or strategic placemaking projects or activities. In Lexington, the NoLi CDC’s Night Market is a good example of placemaking to activate an underused public space. Over the past few years, the Night Market has grown into a bigger space, with more vendors, more attendees, and more vibrant

programs, with the community’s support. Interested neighborhoods are encouraged to initiate similar activities, which will be supported by Division of Planning. Further, the Division is looking to encourage tactical placemaking activities and be an active partner with interested neighborhoods.

ACTION ITEM

WORK WITH COUNCIL TO INCREASE STAFFING TO DEVELOP A TACTICAL PLACEMAKING PROGRAM WITH THE DIVISION

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POLICY #9

HONOR LEXINGTON’S HISTORY BY REQUIRING NEW DEVELOPMENT & REDEVELOPMENTS TO ENHANCE THE CULTURAL, PHYSICAL, & NATURAL RESOURCES THAT HAVE SHAPED THE COMMUNITY. Lexington’s history can be told in many ways, but none better than to look around and see the cultural places, the important structures, and the natural landscapes that created this community. In order for the community to continue to move forward, there must be recognition of the importance of the past, ensuring that it lives on for future generations. Lexington and rural Fayette County have a rich and diverse cultural history that began before statehood. This heritage is evidenced in the natural environment of the County’s rural landscape and the built environment of its urban areas. The cultural landscape includes agricultural and horse farms, landscape features, barns, outbuildings, fences, and archaeological sites.

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Historic and architecturally significant buildings are important in that they create a unique place to live and work. A wellplanned community incorporates both the new and the historic; a balance that attracts businesses, residents, and tourists who seek a unique environment. Historic properties and sites are resources that provide citizens not only with places to experience and enjoy, but also economic development and tourism opportunities. The preservation of historic buildings, neighborhoods, landscapes and other cultural resources provide benefits to the citizens that in many ways cannot be measured. These benefits include: • Sense of Place provides a visible symbol of our heritage, a connection to the past, and a source of pride. Historic buildings, neighborhoods, significant rural landscapes and other places have unique characteristics, define the community, and have qualities that are, in many cases, indefinable. These buildings, neighborhoods, rural landscapes and other places are resources that are important to protect and preserve.

• Cultural Tourism, which includes historic, cultural, and preserved sites, is one of the major reasons that people travel to selected destinations. The rich historic and cultural heritage of Lexington includes a variety of sites making it a prime destination for cultural tourism. • Economic Benefits from historic preservation accrue in a variety of ways. Federal and State Historic Tax Credits may be available as an incentive for historic restoration and to offset some of the costs. Preserved buildings can be put to use as economic generators, for both public and private use, as the renovated Courthouse Square demonstrates. • Community Pride & Accomplishment are byproducts of preservation efforts as citizens of the community become involved in projects that protect or enhance important symbols of their heritage. Lexington has protected assets through National Register designation of historic districts (25), landmarks (3) and individually listed properties. Numerous

other structures throughout the community have been voluntarily preserved, and recognized by the Blue Grass Trust for Historic Preservation, a local non-profit organization that strives to protect, revitalize and promote the special historic places in our community in order to enhance the quality of life for future generations. Lexington designated its first local historic district in 1958, with the protection of Gratz Park, a small near-downtown neighborhood between West Second and West Third Streets. Since that time, 15 districts and two landmarks have been so designated, and are under the jurisdiction of the Board of Architectural Review. The districts are as follows: Ashland Park, Aylesford, Bell Court, Cadentown, Constitution, Elsmere Park, Fayette Park, Gratz Park, Mulberry Hill, Northside, Seven Parks, South Ashland/Central Avenue, South Hill, Western Suburb, Woodward Heights. The two locally protected landmarks are Helm Place in the Rural Service Area and St. Paul A.M.E Church located on N. Upper Street near West Third Street. The community has continued to designate local historic districts at the pace of about two per decade,

IMAGINE LEXINGTON

Stone fences continue to be a resource along rural corridors, and even within the farms around the community. These limestone fences were built by hand, many by slaves, and have been used in new developments to create a connection to the past. Such fences are often on state

and in recent years, even expanded the Western Suburb local historic district. Although local historic district designation is one way to protect historic structures and the neighborhoods that surround them, the community should continue to work to encourage preservation of structures that have value within the community, and to support adaptive reuse or incorporation of such structures into redevelopment projects. Consideration should also be given to existing historic neighborhoods that are adjacent to proposed development. Infill and redevelopment projects should take extra care to acknowledge the architectural character, materials, height and mass, scale and connectivity

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rights-of-way and are expensive to maintain; however, stone fences have also been found within central Kentucky farms, and such fences should be identified and preserved because they are an important asset to the cultural history of the community.

of historic neighborhoods, and create developments that enhance these areas. A number of roadways throughout the community have been recognized for their cultural and scenic value. Such designation includes scenic byways, historic turnpikes, scenic roadways and corridors, and rural scenic roads. These corridors are a critical asset to the communityâ&#x20AC;&#x2122;s aesthetic and branding as the Horse Capital of the World, and should continue to be protected through building setbacks, maintenance of stone fences and preservation of tree canopy, all of which add to the quality of these roadways and corridors.

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POLICY #10

COORDINATE WITH THE PUBLIC ART COMMISSION TO DESIGNATE PUBLIC ART EASEMENTS ON NEW DEVELOPMENT THAT WOULD BE CURATED BY THE COMMISSION. The creation of the adaptive reuse ordinance in 2008 was the first time the Zoning Ordinance considered any provision for public art on private property. Since that time, public art in Lexington has become a substantial part of the urban fabric. Having the public art commission work with HOAs or neighborhood groups to designate locations in existing development, as well as rotate public art installations for display, would assist those groups that are interested in supporting the arts but are not sure where to begin. Further engagement with the Public Arts Commission to curate areas designated on development plans for public art would allow for the promotion of new artists in the community and keep those spaces fresh and popular for visitors.

ACTION ITEM

INITIATE DISCUSSIONS WITH THE PUBLIC ART COMMISSION ABOUT POTENTIAL ORDINANCE REVISIONS TO INCREASE PUBLIC ART OPPORTUNITIES

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"OUR PUBLIC ART NEEDS TO BE INCREASED TO DEMONSTRATE MORE OF OUR DIVERSITY IN OUR HISTORY. THIS SHOULD INCLUDE A CITY-WIDE EVALUATION OF THE CONTENT & POSITIONING OF ARTWORK." IMAGINE LEXINGTON

PLACEMAKING

POLICY #11 UPDATE THE ADAPTIVE REUSE ORDINANCE.

The creation of the Adaptive Reuse provisions in the Wholesale Warehouse (B-4) and Light Industrial (I-1) zones was a boon to Lexington’s economy. Adaptive reuse projects were typically located in areas where the original land uses were no longer desirable because of their lack of proximity to major travel corridors. Many of these older industrial areas are also located very close to well established neighborhoods, because housing within walking distance of these major employers was highly desirable. Over time,

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some of these places were long forgotten by the public and written off as “old industrial areas”, or worse, perceived to be vacant brownfields or blighted areas that residents feared to drive through. However, there were others who had a vision for renovation and reinvigoration, but they were hampered by the zoning requirements at the time, especially because of onerous suburban parking provisions that would otherwise have led to the demolition of existing buildings simply to provide for more surface parking. The Adaptive Reuse provisions have allowed underutilized areas to find new life as retail, residential and commercial space, softening the blow to the local economy by relatively quickly returning that land to productive and desirable land uses.

The Zoning Ordinance was modified in 2006 to permit industrial mixed-use projects to implement a concept and recommendation of the Newtown Pike Extension Corridor Plan, which was adopted by the Planning Commission in 2002. The adaptive reuse provisions were later adopted in 2008, as a logical progression of that concept, which allowed for the creation of the Distillery District and, later, the West Sixth Brewery. Both projects sparked a redevelopment along their respective corridors that continues today. While the enabling ordinance for these projects has clearly been successful, some adaptive reuse projects have also created unintended consequences that are not being adequately addressed

through the development plan process, specifically nuisance issues for neighboring properties and a lack of quality pedestrian improvements in the corridors to encourage alternatives for people to access these popular areas. Like any good regulating document, the Ordinance should be periodically reviewed to ensure that the community’s desired outcomes are being met. The Zoning Ordinance--specifically the locational and project criteria, the list of permitted uses, and the parking requirements--should be reviewed and updated to account for the subsequent policy shifts of the last two comprehensive plans.

ACTION ITEM UPDATE THE ADAPTIVE REUSE ORDINANCE

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POLICY #12

ANALYZE UNDERUTILIZED COMMERCIAL PROPERTY THROUGH CORRIDOR LAND USE & TRANSPORTATION STUDIES. The goals and objectives of this comprehensive plan very plainly call for an intensification of the major corridors. Other proposed policies throughout the document have taken aim at the regulatory side of the equation. Another critical aspect of this policy framework is to engage the public along these corridors about these issues and what forms these intensifications may take. Long Range Planning has already begun meeting with various commercial landowners, developers and property managers about their visions for their sites and how they can take advantage of the already modified zoning tools.

The public involvement will be critical to cultivating buy-in, just as it has been on every previous small area plan. Of the utmost importance will be setting milestones to achieve a level of commercial and residential intensity to support mass transit along these corridors. The goal will be to think big and for the long term, while allowing policymakers to act incrementally. These studies will very likely continue over the next 10 to 15 years, with implementation lasting even longer. However, the guidance of these studies will be long lasting for LexTran and the property owners in how they plan their future growth and development.

ACTION ITEM PERFORM CORRIDOR STUDIES ALONG ARTERIAL ROADWAYS THAT EXAMINE LAND USE & TRANSPORTATION ELEMENTS

Corridor studies will be a partnership between the Division of Planning, the Metropolitan Planning Organization and the respective corridorâ&#x20AC;&#x2122;s commercial stakeholders about future land uses and transportation needs.

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IMAGINE LEXINGTON

PLACEMAKING

POLICY #13 UPDATE THE DOWNTOWN MASTER PLAN.

DOWNTOWN LE XINGTON MASTERPL AN Envisioning the Future... Prepared by

Ayers / Saint / Gross ARCHITECTS + PLANNERS

The current Downtown Master Plan focused largely on specified projects and proposed infill locations. Since its adoption, the identified projects have largely either been completed or jettisoned for one reason or another. Further, the broad focus on infill lot identification did little to provide guidance on how those properties should develop. A more refined approach to look at use and form is overdue, as is a deep dive on how infill projects will fit in and enhance their surrounding areas.

ACTION ITEM

UPDATE DOWNTOWN MASTER PLAN

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POLICY #14 PURSUE A REGIONAL PARK SYSTEM.

Regional parks can provide multiple community-wide benefits relating to public health, recreation and environmental protection. They serve the city as a whole, in comparison to smaller parks, which meet local needs. Such parks are typically fairly large in terms of acreage, and often include significant environmental features such as waterbodies, floodplains, forests or sensitive natural habitats. According to Your Parks, Our Future, Regional Parks and Nature Parks tend to be located regionally, while serving citywide needs. The LFUCG Division of Parks and Recreation currently operates five (5) Regional Parks: Coldstream, Jacobson, Masterson Station, Shillito, and Veterans. Although these parks are well distributed, gaps exist in the northeastern and western portions of Lexington. The city also has three Nature Parks (four counting The Arboretum), which are also distributed throughout the county, but none are located in the north

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or west. Raven Run and McConnell Springs experience heavy use, which could lead to negative impact on the character of the sites and user experiences. More natural areas and more nature parks like Raven Run in other parts of the county are requested among the Parks Master Plan citizen surveys. Your Parks, Our Future also recommends proposed regional and nature parks, and identifies four new or expanded parks in Lexington that would help to meet the needs of the growing population of the city. These improvements represent the development of one existing park, one private park, and two long-term acquisition areas. Although the need for the development of the new parks is long-term, the acquisition of the land of these potential parks should be considered before the necessary land is no longer available or becomes cost-prohibitive. Lexington should investigate opportunities for the acquisition of land for a future Regional Park in the northeast portion of Fayette County to meet the needs of a growing and underserved area. The city should similarly explore potential acquisition of land for a new Nature Park (or preserve) to be located to the west of the Urban Service

Boundary to meet expanding regional demand and to prevent overuse of existing natural areas. Expansion of Cardinal Run to a Regional Park would address the gap in service for Regional Parks in the western portion of Lexington. The City of Lexington and the Division of Parks and Recreation also continue on the efforts for proposed Town Branch Park, with public and private partnership. This park would provide a muchneeded regional recreational attraction in downtown Lexington. Other parks could be integrated into the expanding system of public greenways and trails scattered throughout the county, and located to complement those private rural lands that are being preserved through the Purchase of Development Rights (PDR) program. While a thorough study and analysis of potentially available priority land will ultimately be needed, certain areas that include prominent creek watersheds immediately come to mind as possibly offering excellent opportunities, such as Boone Creek, North and South Elkhorn Creeks and Town Branch Creek. Funding for a regional park system will be a major challenge,

but that alone should not serve as a defining deterrent. Many determined communities across the country have responded to funding needs in creative and progressive ways. Through a combination of local government investment, support from the development review and approval process, and citizen/corporate contributions via establishment of private foundations, an outstanding array of parks at a regional scale can be created.

ACTION ITEM

IMPLEMENT THE RECOMMENDATION FROM THE PARKS MASTER PLAN, YOUR PARKS, OUR FUTURE

â&#x20AC;&#x153;LEXINGTON SHOULD WORK TO BETTER INTERCONNECT WITH

SURROUNDING COUNTIES, HOPEFULLY LEADING TO MORE

REGIONAL PLANNING IN THE FUTURE.â&#x20AC;? -LEXINGTON RESIDENT

IMAGINE LEXINGTON

PROPOSED REGIONAL & NATURE PARKS LEXINGTON PARKS & RECREATION MASTER PLAN YOUR PARKS, OUR FUTURE

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POLICY #15

DEVELOP A NEW CITYWIDE FESTIVAL TO ENTICE VISITORS & PROVIDE ADDITIONAL DRAW DURING THE TOURISM OFF-SEASON. In late 2017, VisitLex shared their Destination Development Plan with the Council at a work session, and recommended the creation of a major festival. Many communities around the United States and the world have unique festivals that draw visitors from around the globe. Examples like the Jazz & Heritage festival in New Orleans, the Sundance Film Festival in Park City Utah, and the more obscure Ostrich Festival in Chandler, Arizona, show that there is a lot of latitude when determining the focus of the festival. However, Lexington is fortunate to already have internationally recognized quantities in the horse and bourbon industries, and would not need to reinvent the wheel for a unique and authentic experience. Festivals draw in visitors from all around, but also pull the community together through a shared experience and celebration of culture. There is a massive amount of potential to follow through with a world-class festival that, through a large marketing effort, could have widespread national and international appeal.

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IMAGINE LEXINGTON

"HORSE FESTIVAL! TO EXPAND UPON OUR 'HORSE CAPITAL OF THE WORLD' BRAND. " -LEXINGTON RESIDENT

PILLAR III

SUPPORT Desirable communities are not that way by accident, and there are many very tangible and obvious aspects of communities that are apparent to the casual observer that create this desirability; however, there are many other components that provide the less visible foundation. These “support” services and crucial infrastructure for a community create a base for desirable communities to thrive. Education, healthcare, public safety, and social services are among these facets of a community that can truly determine its success, long-term viability, and ability to retain and attract residents, visitors, and employees. Early in its formative years, Lexington was coined the “Athens of the West” for its advanced culture and educational offerings, illustrating that the city has always placed a priority on providing a quality education. Times and educational methods have changed over the years, but schools still play a pivotal role,

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not only in imparting knowledge to young students, but also as community centers of activity and neighborhood cornerstones. As Lexington continues to grow, additional school facilities will be required to educate the 13,000+ new school-aged children expected in the next twenty years. These new schools will be places of instruction, recreation, after school activities, and community gathering spaces, and must be accessibly designed with connections to the neighborhoods. Transportation is key for connecting students and families to schools and other services. Alternative modes of transportation should be encouraged via walking and biking for those living nearby, but also through variations on that, through concepts like walking school buses that promote pedestrian activity though walking in groups with adult chaperones. In order for these new concepts to be effective, the sites must be designed appropriately with pedestrian

accessibility as a priority. Site design is fundamentally important to integrating a school site into a neighborhood, but with a disheartening and upsetting rash of recent mass school shootings, including one in Marshall County, KY, schools must continue to find ways to accomplish this while ensuring the security of its facilities. Fayette County Public Schools have been very sensitive to this and proactively assembled a task force to make recommendations to address these issues of school

safety, resulting in a 10-Point Safety Investment Plan. In addition to these important points, it is critical to avoid walling schools off entirely from the community where they reside. Schools should continue to be welcoming spaces conducive to learning and should avoid becoming cold institutional spaces. This is a delicate balance, but in the redevelopment of the Sandy Hook Elementary School in Newtown, Connecticut, in the wake of a deadly shooting the community, the architects and the school decided to rebuild

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with a sense of openness that provides both the security of daylight, and eyes on the campus, but also an inviting space. In addition to building with openness, Sandy Hook also incorporated natural components in their new design to allow the building to seamlessly fit into the surroundings. Another benefit of this design to students is the calming effects of the natural components, as mental health becomes another issue that has risen to the forefront of discussion. There are numerous studies that extol the benefits of trees and nature on both physical and mental health, and where schools can incorporate these features, they should. Taking care of the most vulnerable populations in Lexington is also a

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priority, and ensuring the needed social services are accessible and available to these citizens is key. The opioid epidemic, abuse of other substances, and homelessness are real issues

in Lexington, and should be recognized and addressed headon. The City of Lexington and a number of non-profit organizations are offering quality services in a variety of ways, but there are

LEXINGTON OVERDOSE DEATHS BY YEAR CITY OF LEXINGTON OFFICE OF SUBSTANCE ABUSE & VIOLENCE INTERVENTION

improvements that can be made as the issues become more critical and exacerbated. It is crucial to treat the root problems and not only address the symptoms. Programs are needed that provide permanent housing solutions, transitional housing, temporary housing, substance use prevention, and harm reduction strategies that minimize the harmful effects of substance abuse while use continues. Building on the â&#x20AC;&#x153;Connectivityâ&#x20AC;? pillar, ensuring access to social services to the populations that need them is the critical issue. A great many of the individuals requiring services for substance abuse, homelessness, etc., rely on public transit or alternative means of transportation, as they do not

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have access to an automobile. It is imperative to ensure these facilities are adequately served with transit, as it has been reported that there are marked increases in customers for these services after scheduled Lextran drop-off times nearby. It is also important to provide extra care and thought into the pedestrian accommodations surrounding these sites and the destinations to which they might connect. It is incumbent upon the city to provide safety for this clientele that is more likely than most to utilize these other modes of transportation. Another strong support element for Lexington on a number of levels is the healthcare industry, which has continued to see strong growth in both the public and private realm since the 2013 Comprehensive Plan. The

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University of Kentucky has a $265 million research facility expected to open in 2018, according to UK Healthcareâ&#x20AC;&#x2122;s 2017 Annual report. In 2015, Baptist Health Lexington opened a $240 million expansion to serve the needs of Lexington and surrounding communities. In 2016, HealthFirst Bluegrass opened a 34,000 square-foot facility on Southland Drive in order to better serve the at-risk population that does not live in the downtown area. The expansion of health services across many areas of Lexington is important in improving access to healthcare in general. The demographic trends show, and it has been repeated in multiple themes in Imagine Lexington, that seniors will continue to be the fastest-growing sector of the population. In 2016, in

anticipation of this, and due to an outdated facility on Nicholasville Road, LFUCG opened a brandnew Senior Citizens Center in Idle Hour Park. This has seen a tremendous increase in usage, thanks to its substantially more accessible location and ability to host many more programs, while being physically much larger to accommodate larger classes. Support services for the aging population will only become more important as Lexington continues to grow. This growth also comes with the need for improved infrastructure. More and more, the provision of high-speed and high-quality internet is considered essential infrastructure, as technology continues to rapidly evolve and is integrated into all aspects of daily life. In 2013, the Comprehensive

Plan discussed the concept of municipal fiber optic broadband as a way to bring lower-cost and higher-speed internet access to businesses and low income residents. In 2017, LFUCG announced that a new internet service provider, MetroNet, planned build out a city-wide fiber optic network to provide additional competition to the cityâ&#x20AC;&#x2122;s traditional single provider model. Build-out began in 2018 and will continue through 2021. Support is a broad term and encompasses a great many services and components of the community; and, though they may not all be physically visible at all times, they are vitally important to the success of a desirable community.

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SUPPORT POLICY #1 ENSURE SCHOOL SITES ARE DESIGNED TO INTEGRATE WELL INTO THE SURROUNDING NEIGHBORHOOD. Theme A (Growing Successful Neighborhoods) highlights the large role that design plays in successful neighborhoods, whether it be on a large or a small scale, and Lexington’s schools are no exception. The design and integration of schools into the surrounding neighborhood is as important to the desirability of an area as is the design, layout and architecture of the streets and residences. The school property itself, as well as its location within and its relationship to the surrounding neighborhood, is crucial and should be accessible, visually as well as physically. Elementary and middle

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schools should locate in residential neighborhoods on local streets with provisions for safe pedestrian and bicycle accessibility. This will minimize walking distances and reduce traffic congestion in these areas. High schools and small higher education campuses, which produce a higher volume of schoolgenerated traffic, should locate along collector streets. Schools with frontage along single-loaded streets, whether local or collector, are strongly encouraged, as they provide better public access, improved visibility, and a means for buffering adjacent residential properties. The site design of each school should facilitate all modes of transport to and from the school property and should include sidewalks, shared-use paths, and roadways that can accommodate the bus and vehicle traffic associated with the site. Site design for publicly owned properties, whether they be government properties, utilities or public schools, require

a Public Facility Review to determine compliance with the Comprehensive Plan. Typically, an applicant, such as Fayette County Public Schools (FCPS), Bluegrass Field (airport) or some other public entity, provides a site plan, along with a detailed description of the project, for the Planning staff to review as it relates to the current Comprehensive Plan’s goals and objectives, as well as text. At this stage in the process, the staff reacts to the general land use and the site design. FCPS and Planning staff always communicate during the Public Facility Review process; prior to that, however, input by the Planning staff into the site design would help to ensure compliance with the Comprehensive Plan on multiple levels – not just with regard to the use of the land as a public school. Imagine Lexington calls for building upon existing collaboration between FCPS and Planning, and engaging earlier in the process to continue to serve the needs of Lexington’s students, neighborhoods, and community.

“ENCOURAGE FULL

INTEGRATION OF PEOPLE & PLACES; LOCAL PARKS & GREENSPACE,

NEIGHBORHOOD SCHOOLS, & INTERACTION AMONG NEIGHBORS.”

-LEXINGTON RESIDENT ACTION ITEM

ENGAGE WITH FAYETTE COUNTY PUBLIC SCHOOLS TO ALIGN PRIORITIES IN SITE SELECTION & DESIGN

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SUPPORT POLICY #2 INCORPORATE NATURAL COMPONENTS INTO SCHOOL SITE DESIGN TO FURTHER THE GOALS OF THEME B (PROTECTING THE ENVIRONMENT), BUT ALSO TO PROVIDE CALMING ELEMENTS THAT REDUCE STUDENT STRESS & ANXIETY.

must be given to the significance of site design that extends beyond the building and into the natural landscape that immediately surrounds the property. While emphasis must be placed on creating classroom spaces with layouts and technology that support students’ intellectual growth, it is just as important to consider the influence of the natural landscape in creating an ecosystem where students can foster growth and resilience.

With many Fayette County schools due for expansion and/or renovations in the coming year(s) and the additional group of new schools slated for construction, consideration

It has become increasingly apparent that a fast-paced, urban environment can have significant effects on students’ mental health. With children spending a greater amount

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of time indoors and in front of electronic screens – both at home and at school – there has been a marked increase in levels of stress, anxiety, and mental fatigue. If those concerns are left unmitigated, students may not be able to maintain the vigor, motivation, and attitude that is necessary for them to achieve a productive school day. The relatively costeffective and surface-level solution of incorporating visible and usable greenspace on schools’ property has shown to foster a deep impact on student attitude and performance. Studies have shown that classroom views and experiences with nearby

nature may have a causal relationship to students’ mental wellness, cognitive performance, and overall resiliency to stress and anxiety. In February of 2018, the United States Forest Service published a research summary that synergized the findings of multiple studies for the purpose of effectively communicating the health benefits of both urban trees and greenspace. While much of the findings therein apply to people of all ages, particularly the linkages between natural areas, active living, and physical health, the relationship between children and nature was a topic of targeted investigation. The significant outcomes in multiple studies alluded to nature access

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ATTENTION TEST SCORES AT THE END OF CLASS ACTIVITY & CLASS BREAK

D. Li, W.C. Sullivan / Landscape and Urban Planning 148 (2016) 149–158

PHYSIOLOGICAL STRESS RATING AT THE END OF CLASS ACTIVITY & CLASS BREAK D. Li, W.C. Sullivan / Landscape and Urban Planning 148 (2016) 149–158

as a potential vehicle for the improvement of cognitive function and stress recovery, specifically within the school setting. One study, conducted by researchers at the University of Illinois Department of Landscape Architecture, found that classroom views of green landscapes can promote attention restoration and stress recovery. The results were obtained by placing students in different classrooms, without windows or with windows, which revealed either a build space or a green space. They were then subjected to various conditions that simulated classroom tasks

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and activities and completed questionnaires and attention tests to assess attention restoration and stress recovery. The study found that students with a green window view scored “significantly higher on tests of attentional functioning and recovered significantly faster for a stressful experience than their peers who were assigned to rooms without view to green spaces.” Such results have major impact on the importance of thinking quite literally outside of the box when it comes to school design. Qualitative studies have highlighted these effects as well by narrating the positive mental impacts of

schoolyard nature play through the lens of student experiences. In 2014, a study out of the University of Colorado used direct observations and interviews with students in different age groups to emphasize how the natural components surrounding their schools helped them find havens from stress, increase competence, and form healthy social interactions with their peers. For this reason, a balance of both active and passive recreation opportunities that involve interaction with nature within the schoolyard can yield measurable benefits.

Imagine Lexington gives weighted consideration of how greenery in the urban landscape, and the multi-faceted benefits it provides, plays an important role in shaping our future generations. There is great opportunity for renovation and expansion of Lexington’s centers of learning to further reflect environments that are conducive to the intellectual growth and emotional well-being of the students who learn and play in these spaces each day. Equal importance should be placed on creating and maintaining both built and natural components that inspire young minds.

In tuning into the implications presented by research in this area,

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SUPPORT POLICY #3 SUPPORT THE MAINTENANCE & EXPANSION OF A ROBUST WIRELESS COMMUNICATIONS NETWORK CREATING RELIABLE SERVICE THROUGHOUT LEXINGTON’S URBAN & RURAL AREAS. In the last several Comprehensive Plans, as well as in the Rural Land Management Plan, the importance of wireless communication has been recognized as integral to the safety and welfare of the community – in both the Urban Service Area and the Rural Service Area. Having become a critical form of infrastructure in the last several years (as much as water, gas or electricity), it is important to be able to provide wireless service for use by residents, commercial entities, and emergency services. It has been stated in multiple articles regarding e911 as it relates to wireless service that a reliable e911 system can only exist if a reliable wireless service system is in place. This supports (and is supported by) the current as well as past Comprehensive Plans. While wireless communication infrastructure is incredibly important as noted above, it is also crucial to minimize the intrusion and negative aesthetic impacts they can bring.

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Cell towers come in many shapes and sizes, but the technology to camouflage them through stealth concealments has existed for many years. When new public or private applications come in for new towers the applicants need to show how they propose to camouflage the facility. Every situation will be different, but every application should illustrate how the tower will either blend into the existing surroundings through contextsensitive camouflaging, or how it can function as a piece of public art that will complement the surrounding area. Given how prevalent these facilities have become, it is vital they do not detract from the landscape, but enhance it or have zero impact. If an applicant does not feel they can utilize these camouflaging techniques, they must be able to demonstrate a compelling and legitimate reason, other than strictly financial, that they are unable to do so. Design elements should be considered with any type of development in Lexington, including cell towers.

SUPPORT POLICY #4 PROVIDE EQUITABLE HEALTHCARE OPPORTUNITIES THROUGHOUT LEXINGTON TO ALLOW FOR THE WIDE RANGE OF MEDICAL NEEDS OF ALL POPULATIONS. The healthcare industry is one of Lexington’s primary economic drivers, because it is a hub for medical services of all levels – from clinics and doctor’s offices to hospitals and the regional trauma center at Chandler Medical Center. Providing healthcare to all citizens should be an easy task to accomplish as these facilities seem to be available, but there are broader issues that prevent access to healthcare, all of which cannot be address through the Comprehensive Plan. A greater understanding of the existing barriers to healthcare will help develop a healthier community. According the County Health Rankings and Roadmaps, provided by the University of Wisconsin Population Health Institute, Fayette County is ranked 8th in the state for health outcomes (length and quality of life) and 11th in the state for health factors (health behaviors, clinical care, social and economic factors, and the physical environment). This demonstrates that there is still room for improvement.

A HEALTHY COMMUNITY HAS THREE BASIC ELEMENTS: It starts with a healthy environment in which to live and work; one with clean air and water, opportunities for physical exercise and open space for citizens to enjoy and relax. On a national level, public health officials and planners have been working to develop tools and information to help plan communities to support physical activity. A healthy community also includes preventive health, which means that citizens seek healthcare throughout their lives in order to stay healthy. Preventive health initiatives will ensure our citizens attain high-quality, longer lives free of preventable disease, disability, injury, and premature death. Lastly, a healthy community includes healthcare services of various types, to address various needs. Lexington does have a range of healthcare services that have recently been expanded or are in the process of expanding, which will help to achieve health equity, eliminate disparities, and improve the health of all groups. A partnership with the LexingtonFayette County Health Department should be forged to develop planning initiatives that will improve the community’s public health.

IMAGINE LEXINGTON

SUPPORT POLICY #5 PROVIDE EQUITY IN SOCIAL SERVICES BY ENSURING THOSE IN NEED ARE SERVED BY SOCIAL SERVICE COMMUNITY FACILITIES THAT ADDRESS HOMELESSNESS, SUBSTANCE ABUSE, MENTAL HEALTH, & OTHER SIGNIFICANT ISSUES. The typical community facilities that serve Lexington-Fayette County, including libraries, schools, fire and police stations, sanitary sewers and stormwater facilities, have been addressed in planned documents and discussed over the course of many decades. The social service community facilities addressing homelessness, substance abuse, mental health and other significant issues have not been addressed in the same manner. Although the Division of Social Services exists,

DIVISION OF PLANNING

its interaction with the Planning Commission and the Division of Planning has been minimal over this same time period. However, the social needs and their physical locations within the community must be addressed to ensure a high quality of life for all citizens. The distances people must travel to get to social service agencies such as the Lexington-Fayette County Health Department or the Social Security Administration office, and the concentration of such services in certain areas has been a concern for residents and providers for many years. Further research is necessary to determine where gaps exist and how such services should be distributed in an equitable manner that improves the overall health and well-being of the citizens. Where gaps do exist, barriers to providing social services should be removed.

SUPPORT POLICY #6 ENSURE ALL SOCIAL SERVICE & COMMUNITY FACILITIES ARE SAFELY ACCESSIBLE VIA MASS TRANSIT, BICYCLE, & PEDESTRIAN TRANSPORTATION MODES. While connectivity and accessibility are important for all places within the community, they are especially vital for the places that provide services to our more vulnerable populations. A great many people that require social services rely on alternative forms of transportation aside from single-occupancy vehicles.. The connections between those modes of transportation and the services and facilities themselves can make receiving services easier for these populations.

All community and social service facilities should be accessible via sidewalks and should be within easy walking distance of a transit stop or shelter. For cyclists, they should also include adequate “end-of-trip” facilities such as lockers and racks. Lexington’s community service providers should labor to improve their sites and facilities, and new locations should incorporate these standards into their plans. If a transit line does not serve these sites, discussions with LexTran should be initiated to ensure safe access. Properties owned by the city should all be improved in this manner. In addition to on-site improvements, the linkages to other common destinations should also be considered.

“WE NEED MORE INVESTMENTS IN PUBLIC HOUSING & SOCIAL SERVICES NEAR THE URBAN CORE WOULD IMPROVE ACCESS TO THOSE CURRENTLY UNDERSERVED AS WELL AS PROVIDE FOR A RICHER & MORE DIVERSE URBAN EXPERIENCE.” -LEXINGTON RESIDENT COMMUNITY

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SUPPORT POLICY #7 CONTINUE TO SUPPORT THE PROVISION OF HIGH SPEED INTERNET SERVICES THROUGHOUT LEXINGTON. Quality and dependable high speed internet is vital to top-tier businesses, small entrepreneurs, and private personal device users alike. As of late 2017, the Council voted to approve a 10-year franchise agreement to MetroNet, a company new to the Lexington market, to provide gigabit speed internet service. This would drastically increase speeds available to Lexington citizens and should help with retaining and attracting businesses. Construction began in early 2018 on the southeastern portion of Lexington, and will continue at no up-front cost to the City. Planning should continue to facilitate upgrades to Lexingtonâ&#x20AC;&#x2122;s internet infrastructure.

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METRONET CONSTRUCTION MAP LEGEND

CONSTRUCTION COMPLETE UNDER CONSTRUCTION FUTURE CONSTRUCTION

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SUPPORT POLICY #8 BUILD UPON THE SUCCESS OF THE SENIOR CITIZENS’ CENTER TO PROVIDE IMPROVED QUALITY OF LIFE OPPORTUNITIES FOR THE LARGEST GROWING POPULATION DEMOGRAPHIC. As increasing numbers of “Baby Boomers” choose to the leave the workforce, the need for meaningful social interaction opportunities for seniors will be increasingly important. The Lexington Senior Center and its three satellite sites (Charles Young Center, Bell House, and Eldercrafters at the Black and Williams Center) serve residents of Fayette County 60 years and older. Each center is unique in its specific offerings, but all provide a safe and inviting environment for senior adults to spend their leisure time enjoying recreation, social, art and educational opportunities in a place that preserves their dignity and values each as individuals. The expansion of services and programs that serve people as they age, and those of all

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ages with disabilities, will be important for the community. Lexington’s actions and inclusion in the AARP Age Friendly Communities network should be supported throughout planning and in all projects. Additionally, development throughout the city should include age-friendly amenities and development patterns that provide opportunities to improve the quality of life for Lexington citizens at all stages of their lives.

"AGE-FRIENDLY OR LIVABLE

COMMUNITIES

HAVE WALKABLE STREETS, HOUSING, & TRANSPORTATION OPTIONS, ACCESS TO KEY SERVICES &

OPPORTUNITIES FOR RESIDENTS TO PARTICIPATE IN COMMUNITY ACTIVITIES."

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SUPPORT POLICY #9 IMPLEMENT CREATIVE HOUSING OPPORTUNITIES THAT ARE BOTH ACCESSIBLE & AFFORDABLE FOR SENIORS & PEOPLE WITH DISABILITIES. The “baby boom” generation has historically not conformed to status quo; instead, this group has been trailblazers for the types of social change that tend to give the individual more autonomy in all things. For instance, this group changed the way childbirth was perceived. Prior to the “baby

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boomers” coming of age, childbirth was seen as a medical condition and husbands and families were excluded from the birthing process. This did not sit well with the “boomers” who demanded changes to this archaic practice, instead viewed childbirth as an inclusive family celebration. This is just one of many impacts this generation has contributed to society. The disability movement as well as the creation of the Rehabilitation Act and ADA, were also largely driven by “boomers” who demanded equality. As trailblazers who have routinely bucked previous trends these “baby boomers” want and need a variety of options as they begin considering

their future housing needs. There are good examples of creative housing models elsewhere that are appealing and need to be employed so that Lexington may accommodate the growing senior population and individuals with disabilities. Lexington policy-makers and developers should embrace alternatives to homogeneous detached singlefamily home development patterns in favor of communities with a variety of housing and living arrangement options. These could include co-housing, shared housing environments, planned communities for persons of a certain age, and accessory dwelling units to provide flexibility and affordability.

It is routinely noted that “baby boomers” and “millennials” share many of the same traits and preferences, so investing in options to serve the seniors and disabled persons of today will support the needs of future populations in this demographic. Providing developments that age well is important to make aging-inplace a possibility. It is important for Lexington to provide ample housing that is accessible, provides barrier free access, connection to services, wider doorways and hallways, and restrooms and sinks accessible to citizens with limited abilities. Lexington should be an age-friendly and ability-friendly community in all respects.

IMAGINE LEXINGTON

"HOW CAN WE BRING MILLENNIALS & BABY BOOMERS TOGETHER?" -LEXINGTON RESIDENT