Downtown Streetscape Master Plan; Lexington, Kentucky

August 26, 2008

Downtown Streetscape Master Plan Lexington, Kentucky

Lexington-Fayette Urban County Government (LFUCG) Kinzelman Kline Gossman Strand Associates 2nd Globe Brownstone Design Preston Osborne

Kinzelman Kline Gossman, Strand Associates, 2nd Globe, Brownstone Design and Preston Osborne would like to express our appreciation to those individuals who gave their time, knowledge and assistance in the development of this Downtown Streetscape Master Plan.

Mayor Honorable Jim Newberry

Acknowledgements

LFUCG Project Management Mike Webb, Project Manager Harold Tate, LDDA President/Executive Director Diane Bonfert, LDDA Program & Services Director City Council Jim Gray, Vice Mayor Linda Gorton, At-Large Chuck Ellinger, At-Large Andrea James, 1st District Tom Blues, 2nd District Dick DeCamp, 3rd District Julian Beard, 4th District David Stevens, 5th District Kevin Stinnett, 6th District K.C. Crosbie, 7th District George Myers, 8th District Jay McChord, 9th District Don Blevins, 10th District Peggy Henson, 11th District Ed Lane, 12th District

Sidewalk Advisory Committee, Consultant Selection Committee and the Review Committee Steve Austin, Tony Barrett, Bob Bayert, Kevin Bennett, Brent Bruner, Bruce Burris, Rod Chervus, Jim Clark, Tim Clark, Max Conyers, David Cozart, Steve Cummins, Cindy Deitz, Penny Ebel, Kenzie Gleason, Jim Gray, Bill Henkel, Phil Holoubek, Renee Jackson, Andrea James, Dan Kiser, David Lord, Keith Lovan, Brian Marcum, Gary Means, Charlie Milward, Jeff Neal, Tim Queary, Marwan Rayan, Harold Tate, Mike Webb, Kevin Wente, Wayne Wilson, Jim Woods and Anthony Wright Consultant Team Kinzelman Kline Gossman Strand Associates 2nd Globe Brownstone Design Preston Osborne Stakeholder Participants Survey Respondents Special thanks to all citizens, area property owners and design workshop participants.

Downtown Streetscape Master Plan, Lexington, Kentucky

Downtown Streetscape Master Plan, Lexington, Kentucky

Table of Contents Acknowledgements Table of Contents

Introduction + + + + + +

Community Context “Complete Streets” Sustainability and “Green” Infrastructure Purpose and Intent of the Plan Public Engagement Goals and Objectives

Existing Conditions Assessment + + + + + + +

Street Configuration Downtown Image and Identity Gateways and Open Space Streetscape Elements Site Furnishings Street Conversion Issues Bicycle Mobility

Redevelopment and Enhancement Opportunities + Public Event and Gathering Space Enhancements / Project Opportunities + Gateway and Development Opportunities + Wayfinding, Placemaking and Signage

Street Typologies and Design Standards + + + + +

Sustainable Design Recommendations Street Typologies Streetscape Design Standards Standard Intersections Streetscape Construction Details

Phasing and Implementation + + + +

Funding Strategy Public Funding Sources Preliminary Development Budget Recommended Implementation Priorities

Appendix 111808

Downtown Streetscape Master Plan, Lexington, Kentucky

Downtown Streetscape Master Plan, Lexington, Kentucky

Introduction

Community Context Lexington’s romantic, rural landscape association with the thoroughbred industry and strong conservation mindset are already well known and admired across the country and around the world. The region’s reputation as the “Horse Capital of the World” has been consciously protected through land conservation, planning and development controls which recognize the importance of the unique rural landscape to both the region’s economy and its quality of life.

Introduction

at improving the sense of place, environmental quality and economic potential of the Downtown. The Downtown Streetscape Master Plan follows the completion of previous planning initiatives which have proposed substantial changes to the fabric and function of the Downtown street network and its physical characteristics.

The 2006 “Downtown Master Plan” provides the overall framework for the desired future character of the Downtown Area. That plan cited several recommendations pertaining to the development of a more pedestrianoriented, vibrant streetscape environment. This Downtown Streetscape Master Plan is intended to build upon its findings and result in the development of streetscape design guidelines and standards that enhance the public realm, redefine the pedestrian right-of-way, instill a stronger sense of place and promote a higher quality of life; all in a more environmentally sustainable manner.

The design guidelines can be applied over time as part of a phased implementation strategy which aligns redevelopment priorities with available funding. The first

Located in the heart of the Bluegrass Region, Lexington is known as the “Horse Capital of the World”.

In order to protect the rural landscape and be more competitive in the World economy, the City has invested in a wide array of programs and initiatives which are aimed

Horses graze the rolling hills of Lexington, which are protected by land conservation planning efforts.

Lexington will become the first American city to host the World Equestrian Games, in the fall of 2010.

Downtown Streetscape Master Plan, Lexington, Kentucky

Introduction

phase of implementation can begin immediately upon the adoption of this plan in preparation for the 2010 Alltech FEI World Equestrian Games.

In September and October of 2010, the Equestrian Games will focus world-wide attention and draw over 500,000 visitors, to the City. This event will mark the first time that the games have been held outside of Europe and over 60 countries are expected to be represented.

World expositions and sporting events provide a once-ina-life time opportunity for cities to reinvest, re-invent and showcase themselves on the world stage. Forest Park in St. Louis, Centennial Olympic Park in Atlanta and Sydney Olympic Park in Australia are examples of the tremendous legacies that world-wide events and expositions can have on the cities which host them. Centennial Olympic Park was funded with $75 million in private funding which transformed a neglected area of the city into a vibrant center of arts and culture. Sydney proclaims that 6.5 million visitors come to Sydney Olympic Park every year.

Centennial Olympic Park in Atlanta, GA was transformed from a neglected area into a vibrant center of arts and culture.

Lexington may never have a better opportunity to attract human capital and financial investment from outside its boundaries. What visitors encounter and experience in Downtown will leave a lasting impression on those discovering Lexington for the first time.

As is the case in major metropolitan areas around the world, Lexington’s national and world identity is strongly linked to the image and identity of Downtown.

The region’s economic health is closely tied to the combined employment base of the institutions and businesses (including The University of Kentucky and Transylvania University) which are located within a onemile radius of Main and Limestone. Today’s investments in corridor redevelopment, streetscape enhancements and event destinations can create a renewed sense of pride and optimism for those that are here today and pay dividends for generations to come through the retention and attraction of new businesses, residents and professionals.

Olympic Park Plaza, developed for the 2000 Summer games in Sydney, Australia, provided space for temporary seating, signage and booths. Today, the plaza continues to provide opportunities for festivals & various social events.

Downtown Streetscape Master Plan, Lexington, Kentucky

Built in 1909 with proceeds from the 1904 World’s Fair, this open air shelter has been one of Forest Park’s most popular and impressive attractions and provides a unique setting for social events, receptions and festivals; Forest Park, MO.

Introduction

“Complete Streets” What are “Complete Streets”? The National Complete Streets Coalition characterizes “Complete Streets” as streets that are designed and operated to provide safe, attractive and comfortable access for all users. Streets built utilizing “Complete Street” principles encourage social interaction, provide a unique sense of place and have a positive influence on adjacent land values. The community’s desire to reclaim and ‘complete’ Lexington’s streets became evident during recent planning initiatives including the Comprehensive Plan, Downtown Master Plan and Regional Bicycle and Pedestrian Master Plan.

Right-of-ways and roadway corridors that expanded to carry more cars and higher volumes of traffic in the late 1950s through the 1970s did an excellent job of moving cars in to and out of America’s downtowns. Unfortunately the net effect of that strategy contributed significantly to the exodus of the downtown shopper and night-life. The widening of pavement sections and the addition of travel lanes caused a gradual and progressive decline in the quality of downtown streetscapes and the public realm.

Stores, restaurants and entertainment venues lost patrons to suburban shopping centers and districts that offered the ambiance, safety and convenience that downtown had lost.

Wide Right-of-Ways and fast moving traffic create an uninviting pedestrian image along Vine Street.

Vibrant signing and generous landscaping provide a high quality pedestrian experience along this wide sidewalk in Crystal City, VA.

While there are no regimented guidelines for design, “complete street” policies are outcome-driven and work to create street environments where all people feel safe and comfortable using the roadway. “Complete street” policies begin with the understanding that one third of the US population does not drive and that non-drivers and drivers alike have the right to expect that all streets provide safe and convenient travel, offer mass transit options, provide access for pedestrians, cyclists, and those with physical, hearing and sight impairments.

These ideas are not new and were evident in Lexington’s Downtown environment before the advent of the two-car garage and 30 minute morning commute.

Fortunately, cities have realized the mistakes of the past and are taking steps to correct them. The revitalization of Downtown Lexington’s public realm and streetscape environment will require some value judgments and progressive yet practical design approaches that favor quality-of-life issues over traditional methods and measures of initial cost.

Decorative lighting brings energy to the 16th Street Mall in Denver, CO.

Downtown Streetscape Master Plan, Lexington, Kentucky

Introduction

Sustainability and “Green” Infrastructure Lexington-Fayette County’s strong land conservation ethic and concern for quality-of-life has led to a new way of looking at planning and design for the built environment.

“Sustainability” has become a catch-phrase for practices that meet ecological, economic and social needs without compromising the ability of future generations to meet their own needs.

that requires consideration of impacts (from capital improvement projects) on the natural environment and quality of life. Green infrastructure systems that utilize high-performance best management practices result in the following benefits: + Better compliance with environmental laws and policies. + Greater resource efficiency, reduced carbon emissions and reduced energy consumption. + Healthier ecosystems. + Improved performance and lifecycle of infrastructure resulting in real economic benefits from cost savings over time. + A healthier resident population. + Long-term economic savings of healthcare costs, improved air and better water quality.

This plan has been developed with a commitment to considering the sustainability of the design of every element of the Downtown street network and the public spaces that enliven and define it. These considerations extend to choices about environmental impacts, the selection of “green” materials, the distance they must travel from point of manufacture and the installation methods that affect the lifecycle maintenance and replacement cost.

Artist’s rendering showing use of rain gardens as sustainable design alternates for future development.

Lexington-Fayette Urban County Government’s (LFUCG) 2007 Comprehensive Plan Update introduced a “green infrastructure” policy which builds upon the concept of sustainability by viewing the management of landscapes and natural resources as a basic necessity of the infrastructure network. The ethics of sustainability call for an integrated approach to planning and design

The Streetscape Elements and Sustainable Design and Construction Practices sections of the Master Plan provide recommendations for the specific integration of green infrastructure and sustainable practices in the design and construction of streets and sidewalks. While the criteria will evolve as more detailed engineering and design is completed, the principles of sustainability have applications in each of the following elements of the Downtown streetscape environment: + More appealing, “walkable”, pedestrian-focused streets. + Improved bicycle and mass transit facilities (less reliance on cars, lower carbon emissions). + A healthier urban forest (through the use of larger planting areas and improved planter systems).

Downtown Streetscape Master Plan, Lexington, Kentucky

+ Bioengineering techniques for stormwater management and water quality. + Rain water retention and recycling. + More water and energy-efficient irrigation systems and maintenance practices. + More energy-efficient lighting. + The use of locally available, more durable, renewable and recycled construction materials. + Planned and coordinated phasing and management of construction waste.

Purpose and Intent of the Plan

The recommendations of this initiative are guided by the knowledge and opinions of LFUCG staff, outside agencies and a wide range of public and private stakeholders.

The plan is intended to be used as an instrument of the community’s on-going economic development and marketing strategy and as a guide for future capital budgeting. In addition, the plan is intended to achieve the following objectives: + Build upon the findings and recommendations of previous plans. + Develop a more cohesive, aesthetically pleasing, vibrant and pedestrian-friendly Downtown streetscape. + Address the poor condition of sidewalks and lack of compliance with the Americans with Disabilities Act (ADA). + Develop more cost effective, sustainable and efficient standards and technologies. + Prepare for the 2010 Alltech FEI World Equestrian Games. + Support and bolster significant private-sector investments into Downtown.

Vibrant, walkable public places such as The Crown Fountain and Millennium Park in Chicago, IL.

Alternative transit options (such as streetcars or rubber tire trolleys) are an important component of high quality Downtown districts.

Introduction

Public Engagement The Inventory and Analysis phase of the Downtown Streetscape Master Plan began in December of 2007 and concluded with the first public meeting summarized below. The schematic design phase of the plan began in late February 2008 following an extensive stakeholder engagement process.

Over the past six months representatives of the consulting team conducted weekly stakeholder meetings. A listing of stakeholder meeting to date is included below: Stakeholder Meetings to date: Bicycle Pedestrian Advisory Committee Columbia Gas of Kentucky Commissioner of Environmental Quality Corridors Committee Representatives Courthouse Area Design Review Board Representatives Distillery District Representatives Downtown Lexington Corporation Downtown Streetscape Review Committee Entran Gratz Park Neighborhood Association Greenebaum, Doll & McDonald, Attorneys Greenspace Commission Insight Communications Kentucky-American Water Company Kentucky Transportation Cabinet Kentucky Utilities Company LexArts Lexington Area Metropolitan Planning Organization (MPO) Lexington Convention and Visitors Bureau Lexington Downtown Development Authority Lexington Farmer’s Market Lexington Herald-Leader Lexington Parking Authority Lexington Police Department Lexington Tree Board LexTran Transit Authority of Lexington LFUCG Mayor, Vice Mayor and Senior Advisor for Management LFUCG Division of Engineering LFUCG Division of Planning

LFUCG Division of Traffic LFUCG Special Events Coordinator for Mayor’s Office Mayor’s Bike Task Force Triangle Foundation Town Branch Trail Inc. University of Kentucky Urban County Council (Streetscape Workshop) Western Suburbs Neighborhood Association (at their request)

Public Meeting #1 – Analysis Findings (February 23, 2008)

The consulting team conducted a public open house and presentation of findings to date. Presentation exhibits were organized around the following headings in separate stations within the Government Center Ballroom: + Inventory Mapping (Ground Floor Uses, District Identities, Existing Street Typologies, Historic Districts, Overhead Utilities) + Elements of Great Cities + Gateway and Wayfinding Opportunities + Traffic and Street Conversion Issues + Sustainable Design Practices

Neighborhood Association Meeting (February 21, 2008) Representatives of the following groups were invited to attend a stakeholder meeting to express insight and input of their concerns, needs and desires: Alysford Place Neighborhood Association Bell Court Neighborhood Association Goodloe Neighborhood Association Gratz Park Neighborhood Association Groosvenor/Woolfork Neighborhood Association Historic South Hill Neighborhood Association Martin Luther King Neighborhood Association Northside Neighborhood Association North Upper Neighborhood Association Race Street Neighborhood Association Western Suburbs Neighborhood Association Windstream Communications Woodward Heights Neighborhood Association Over the course of this same period there have been several staff reviews, two Council work sessions and two public workshops.

Stakeholders and community members participate in a presnetaion and dialogue about initial findings at the first public meeting.

A one-hour slide presentation summarized findings to date and highlighted alternatives and examples of what cities around the world have done to develop great streets and public spaces. Specific opportunities for the enhancement of Downtown gateways, open spaces, and event destinations were identified during the presentation. A question and answer session, as well as a survey handout were used to gather input, thoughts and opinions from residents, business owners, and community stakeholders.

Over 50 visitors attended the first public meeting held Analysis Findings Display held in the Government Center Ballroom.

Downtown Streetscape Master Plan, Lexington, Kentucky

Introduction

Public Meeting #2 – Gateway and Public Art Workshop (March 14-15, 2008)

Survey Results The survey used at each public meeting and during the July 4th Festival focused on questions relating to the appearance, appeal, and amenities of the Downtown.

The Consulting Team, Advisory Committee Members and various LFUCG staff met for a day-long design workshop.

Several focus group meetings were attended by both LFUCG and external stakeholders on the following topics: + + + + +

Streets Conversion Issues Bikeway and Sidewalk Standards Green Infrastructure Public Art and Gateways Wayfinding, Signing and Entertainment District Issues

Survey responses indicated broad support in the following areas:

The public workshop and open house on the weekend of March 14 and 15, 2008 provided an opportunity for stakeholders to provide input on initial planning and design concepts.

­ ublic Meeting #3 – P Preliminary Streetscape Master Plan (April 18, 2008) In conjunction with the Friday night Gallery Hop, the preliminary streetscape plan was on view at the Government Center. Over 200 people stopped in to review the latest findings & recommendations. Representatives of the advisory committee & consulting team were on hand to take comments & answer questions.

Vistors at the second public meeting visit displays of Public Art Workshop.

Over the course of the day, the consulting team presented preliminary and working design concepts and developed new ideas in response to input from the various stakeholders. Work to date was presented during a two-hour pin-up session that evening. A compendium of exhibits and summary report was presented during the conclusion of a two-hour open house the following morning. The survey handout was again used to gather input from the community.

Downtown Streetscape Master Plan, Lexington, Kentucky

+ 93% cited the importance of providing improved public open space + 90% cited the importance of creating more attractive gateways + 70% said it is very important to improve the condition of Downtown sidewalks + 70% said it is very important to use sustainable design and construction practices + 66% of respondents cited importance of converting neighborhood streets from one-way to two-way

Introduction

Goals and Objectives In response to comments from the various stakeholders, the following goals and objectives were identified: + Enhance Downtown Lexington’s regional and world identity + Create a more vibrant pedestrian-oriented downtown environment - unique to the City of Lexington. + Build excitement for the Alltech FEI 2010 World Equestrian Games through short-term improvement initiatives that address important event demands and accomplish longer range enhancement objectives. + Make Downtown’s infrastructure and amenities more sustainable (both environmentally and economically) + Maximize the attraction and functional potential of existing public parks and open spaces. + Establish a stronger “Sense of Place” through the incorporation of place-based “Branding” and “Wayfinding” elements. + Establish standards appropriate to the character, function, and tenanting of each respective subdistrict of the Downtown area. + Establish a standard palette of durable street furnishings and materials in order to ensure a cohesive identity and minimize life-cycle maintenance and replacement expenses. + Establish on-street pedestrian spaces that support outdoor dining, entertainment and cultural activities. + Utilize, where appropriate, common design elements from the current streetscape in order to maintain continuity, to create a “Sense of Place” and to keep cost down. + Create great, connected, urban spaces + Support future “organic” / phased development.

Build strategies that recognize funding limitations and the reality that this Master Plan will not be implemented in wholesale fashion but rather as a series of phased implementation projects that would likely coincide with private redevelopment initiatives.

+ Get proposed improvements funded through partnerships with Downtown stakeholders, the state and federal government, other agencies, philanthropic organizations, corporate citizens, and the private sector. + Leverage excitement for the Master Plan into “Built Projects” by conducting a strategic public relations and fundraising campaign.

Informative kiosks in Centennial Plaza, Atlanta, GA create a lasting legacy of the summer Olympic Games held there in 1996.

Spanning the Sacramento River, Sundial Bridge at Turtle Bay provides an iconic image and unique identity for the city of Redding, CA.

This Farmer’s Market in Seattle, WA offers a vibrant, social gathering space.

Green sidewalk infrastructure, such as this raingarden in Portland, OR, can be integrated as a means to create a more appealing and earth-friendly Downtown environment.

Downtown Streetscape Master Plan, Lexington, Kentucky

Introduction

Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Street Configuration There are significant differences in the function and physical characteristics of streets that make up the Downtown environment. While some of these differences will go away as the proposed Downtown Master Plan evolves, others will remain as a result of differences in right of way width, traffic volumes and lane configuration, current land use and ground floor tenant potential.

Existing Conditions Assessment

Over the course of the planning effort’s first 4 months, the consulting team conducted multiple site visits to photo-inventory and categorize the findings, issues, and opportunities which impact the functional and aesthetic qualities of the Downtown environment. As part of this work, the team prepared detailed crosssections documenting the typical configurations of each of the major streets within the core planning area. These cross sections were used to evaluate a range of issues relating to the potential for the conversion of one-way streets, pedestrian and bicycle accessibility, overhead utility relocation and parking accommodation. A series of alternative cross-sections were developed to study the potential impact of differing lane configurations aimed at balancing the need to accommodate efficient traffic movement (in either one-way or two-way scenarios) with the desire to provide improved bicycle mobility and a more pedestrian-friendly streetscape. These alternative sections were presented to LFUCG planning and engineering staff in order to generate feedback and identify the potential for future improvements to the Downtown street network. Representatives of the Kentucky Department of Transportation, LFUCG staff and the consulting team participated in “pin-up” presentation and discussion of the various alternatives during the second public workshop. A summary of the findings and recommendations is provided under “Street Conversion Issues”. A compendium of the cross-sections which were presented is attached within the appendix.

Example of two-way traffic pattern at Limestone.

In order to highlight the substantial differences between the different sub-districts and streets of the Downtown area, the design team prepared a preliminary “Street Typology Map” which classifies the Downtown according to six distinct typologies (or sub-districts). Findings and recommendations specific to each particular sub-district are presented under the categories of the “Street Typologies”.

Findings and observations pertaining the spatial identity of Downtown’s significant gateways and public spaces are presented under “Current gateways and Open Spaces”. General findings and observations pertaining to the various components of the Downtown streetscape are summarized under the heading of “Streetscape Elements” below.

Triangle Park and Rupp Arena in Downtown Lexington.

Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Downtown Image and Identity The development of a more memorable, inviting, and vibrant Downtown identity begins along the corridors and gateways that lead into the city. As part of the plan’s public engagement initiative, the consulting team presented case study examples of how cities in the U.S. and around the world have developed public streets and open spaces in order to create unique, memorable Downtown districts and city centers. The recommendations presented in this plan have been inspired by those examples and have been crafted to respond to the unique context and opportunities which exist in Lexington.

As in many of the case study examples that were cited, public parks, event and gathering spaces define the identity of the commercial districts and neighborhoods which surround them. In preparation for the first public meeting the consulting team prepared a ground floor inventory of tenanting throughout the downtown core in order to identify the types of uses which are found today.

That inventory informed the development of an existing “District Map” which was presented over the course of the first two public meetings as a means to survey stakeholders regarding their impressions of the spaces which exist today.

Gateways and Open Spaces Lexington’s major gateways and entry corridors offer a “mixed bag” of experiences from the stunning beauty of the Horse Country to the mundane look of tired and aging commercial thoroughfares. LFUCG is currently in the process of conducting studies aimed at improving the performance and physical condition of many of the City’s major gateway corridors. The following gateways, corridors, and open spaces have a dramatic influence on the quality and character of the Downtown environment.

While all of the spaces and properties that define them are not necessarily part of the public right-of-way, they are none-the-less an integral component of the public realm and a significant influence on the perception of the City.

Newtown Pike Gateway Newtown Pike serves as one of the most important gateways to Downtown and the primary route between Downtown, I-75 (north), and the Kentucky Horse Park.

While the aesthetic character of the roadside between Interstate 75 and New Circle Road maintains much of the appeal of the rural countryside, the segment between New Circle Road and Main Street suffers from a lack of continuity, the blemishes inherent to current and former industrial sites and the decline of some of the adjacent commercial and residential properties. Limited sidewalk width, narrow curb lawns, high-mast roadway lighting and a lack of pedestrian amenities limit pedestrian appeal and present an uninviting appearance. Bike lanes along the roadside straddle the edge of the concrete gutter and create a hazardous cycling condition.

Existing Newtown Pike gateway into Downtown Lexington.

Distinctive pedestrian walkway “Art Walk,” Downtown Washington D.C.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

In recognition of the long-term approach which will be needed to reposition both the physical and aesthetic qualities of adjoining parcels, immediate priority should be given to improving the aesthetic appeal of the median. Wayfinding and “Placemaking” elements should be introduced to provide better orientation and a more vibrant, inviting sense of arrival. Theses elements should be integrated with landscape enhancements to maximize the cumulative effect and impact. Since Newtown Pike offers many visitors their first impression of the Downtown area, consideration should be given to creating both temporary and permanent landscape buffers which enhance the roadside and mitigate views to un-buffered parking fields, service yards and industrial sites. Other near-term enhancement opportunities include the following:

Freeway below “The Cap” in Columbus, OH. Retail development known as “The Cap” at North. High Street, in Columbus, OH creates a connection between neighborhoods by bridging over the freeway below.

The Downtown Master Plan proposes the development of mixed-use buildings which would bring buildings up to the right-of-way at Third and Fourth Streets and provide a more pedestrian-friendly scale and sense of connection to the adjacent neighborhoods.

With so much of the roadway offering a parkway quality and with much of the adjoining right-of-way under institutional or public ownership (Lexmark, University of Kentucky, State Hospital, State Highway Department and County Government) there appears to be excellent potential to completely re-invent the North Gateway into Downtown. Inspiration for the reinvention of the gateway could come from the Champs-Elysees in Paris, Columbus Circle in New York City and the current rural roadside along Newtown and Iron Horse Pike.

+ Development of a separated, multi-purpose trail. linkage between Main Street and the new Legacy Trail. + Removal of under utilized parking fields / clearing of derelict or vacant commercial and industrial sites. + Removal or replacement of deteriorated fencing. + Installation of mounding and/or buffer plantings. + Installation of more pedestrian-oriented lighting. + Curb and sidewalk replacement and intersection enhancements. + Introduction of wayfinding and placemaking enhancements.

Expansive parking lot could be transformed into Lexington’s grand park.

Columbus Circle on the edge of Central Park in New York, NY.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Main Street Gateway Corridor The approach to Downtown features a variety of scales and architectural quality. The north side of Main from Newtown to Jefferson comprises of a rich collection of historic residential structures set near the street right-ofway. Buildings along the south side have larger setbacks.

Much of the frontage has been given over to poorly buffered surface parking resulting in a character that looks more suburban than urban, and is unflattering for an approach to one of the region’s most important cities.

Future streetscape improvements should work in concert with targeted redevelopment efforts in order to reinforce the streetwall along the south side and create a more dynamic approach to Triangle Park.

Triangle Park The Vine Street yoke at Lexington Center provides an excellent, potential canvas for the development of a dramatic gateway feature. This feature should announce Triangle Park and should be supported by a family of placemaking elements which celebrate the events that take place within the district. The concrete wall at the rear of the signature fountain, along the north side of Vine, lacks aesthetic appeal and creates a barrier between Lexington Center and the park. Future improvements should enliven the back of the fountain through banners and lighting.

Skywalks can be used as an important feature in creating a sense of place and give unique identity to the districts in which they are located. Future improvements to skywalks should strengthen the architectural impact and appeal of the feature in the public realm. Long term improvement strategies should be aimed at creating a more flexible staging area with accommodations for performance and cultural events, café tables and concessions.

Skywalks such as this example from Providence, RI should be treated as important architectural and artistic features that create a unique sense of place within the districts in which they reside.

Limestone/Collegetown Corridor Limestone Avenue features a series of grand public open spaces extending from the University of Kentucky campus north to Transylvannia University. The commercial district between Maxwell and Avenue of Champions is expected to redevelop with mixed-use buildings moving up their setbacks to the right-of-way as envisioned in the 2002 Collegetown Plan. Future improvements should increase pedestrian and bike access and reduce potential vehicular conflicts, stemming from parking areas located in what were once front yards along buildings at the west side of the street. These parking spaces could be replaced with a combination of on and off-street parking. The district south of Third Street provides a terrific array of dining and retail destinations in a pedestrian-friendly environment. Better (more liberal) storefront signing and series of wayfinding and placemaking features should be created to establish a stronger brand identity and visual linkage to Downtown.

While the programming of activities is also a critical component and consideration, these strategies have been successful in transforming Cincinnati’s Fountain Square into a dynamic public event space and anchor for a revitalization of the downtown hotel, dining and entertainment district.

Unbuffered surface parking and non-contributing building styles impart an unflattering suburban character at the west gateway into Downtown. The Salvation Army and Monument Company parcels should be considered as part of the long term strategy to create a more compelling sense of arrival to the city center.

The skywalk and yoke at the front of Lexington Center could be reinvented as a stronger downtown landmark through the use of applied architectural elements and graphics.

The intersection of Fourth and Limestone should be accentuated as the northernmost gateway to the collegetown corridor through Downtown.

The skywalk at the Artsgarden provides a striking landmark within the Downtown Indianapolis public realm.

Future infill development at the south side of Main Street should follow the pattern of historically significant residential structures and more recent in-fill buildings which follow the right-of-way and conceal parking within rear yards.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Overhead utilities near the intersection of Limestone and Maxwell detract from the aesthetic quality of an important pedestrian link between Downtown and UK. Future enhancements to Triangle Park could follow the model of Cincinnati’s Fountain Square where private investment has transformed one of the city’s most hallowed public spaces into a much more dynamic event and gathering space.

Existing Conditions Assessment

Courthouse Square District Courthouse Square will become the center of International attention as the staging area for remedaling ceremonies during the 2010 Alltech FEI World Equestrian Games. Future Improvements to the area should celebrate the legacy of the games and reinforce the park’s attraction as a cultural destination and identity as a unique Downtown event and gathering space.

Exciting graphic banner for Temporary and permanent the 1996 Atlanta Olympics in icons should be established Centennial Olympic Park. near the intersections of Short and Main Streets to announce the identity of the park. These icons could range from temporary towers and/or scaffolding which support large scale banners to permanent architectural piers and interpretive features which identify the Collegetown Corridor and celebrate the history and culture of both the games and places along the corridor.

Cheapside/OldCourthouse Square District Existing dining and entertainment venues which are clustered in the areas along Mill and Cheapside have already established a unique sense of place. The development of expanded outdoor gathering and event spaces along Old Courthouse Square would establish this district as one of the most memorable and appealing entertainment districts in the entire region. Wayfinding and interpretive elements should be developed as a means to create a stronger linkage to the rich history of Cheapside and the Main Street Corridor. Improved lighting and an expanded sidewalk cafĂŠ area could bridge across Cheapside provided that emergency vehicle access is maintained.

Thoroughbred Park Area Thoroughbred Park provides a strong landmark and open space at the eastern gateway to Downtown.

Future streetscape enhancements should create stronger pedestrian linkages along the Vine, Midland, and Main Street right-of-ways. Future redevelopment should follow the recommendations of the Downtown Master Plan and create a stronger architectural identity and edge to the park.

Cheapside Park, currently an occasional event venue, could be strengthened with additional pedestrian amenities and programming.

Decorative lighting enhances this pedestrian oriented entertainment district in Copenhagen, Denmark.

Thoroughbred Park, dedicated to racing champions, serves as the City’s eastern gateway.

Courthouse Square has the opportunity to be a great civic space with the capacity to hold large public events.

Cheapside Park could be developed as a pedestrian oriented entertainment district for a unique gathering experience.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Streetscape Elements The following findings and observations are based on field investigation and photographic inventories of the planning area. Recommendations and design guidelines for future improvements are included in under “Redevelopment and Enhancement Opportunities” and “Street Typologies and Design Standards”. General findings and observations are as follows: Right of Way Configuration Current right of way width varies along the length of nearly every Downtown street. Due to significant expenses for right of way acquisition and street development, proposed streetscape design solutions should work within current street rights of way wherever possible.

Lane Width 12 foot wide lanes prevalent throughout much of Downtown promote higher speeds which are undesirable in “Main Street” environments. While more detailed study should be devoted to addressing the feasibility of changes in lane configuration, we believe that lane widths should be reduced to 11 feet wide in order to slow the pace of traffic and create a more pedestrian-oriented atmosphere and facilitate the introduction of bike lanes along desired routes. On lower volume streets, 10 foot wide lanes provide ample width.

Wide lanes and relatively few pedestrian crossings contribute to high speeds and poor pedestrian environment along Vine Street.

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On-Street Parking On-street parking provides a direct benefit to retailers and creates a more sheltered and appealing pedestrian environment along retail street frontages. Assuming that lane widths can be reduced, we believe it would be desirable to maintain, if not increase, on-street parallel parking on one or both sides of Main and Vine Streets while incorporating a continuous bike lane. Many cities (including Louisville and Cincinnati) employ the use of non-peak parking lanes as a means to increase the supply of parking in mixed-use districts. These lanes are signed as through-lanes during peak-hour drive times but given over to mid-day and night-time parking which supports the patronage of retail, dining, and entertainment destinations. On-street parking lessens the demand on off-street parking and provides an important source of public revenue which is frequently used by municipalities to support ongoing development and maintenance activities.

in direct revenue. If non-peak parking were introduced along Main and Vine Streets, the available inventory could be increased by as much as 173 spaces. Direct revenue from the increased inventory in the Downtown Core could grow by over $120,000 per year.

Indirect revenues associated with the potential increased patronage of Downtown businesses provide a compelling reason to maximize the available on-street parking inventory. If every parked car generated ten dollars in consumer spending per trip, each parking space in the Downtown core would generate $7000 per year in taxable revenues.(Republic Parking, July 2008) The indirect revenue potential of 173 additional parking spaces would thereby exceed $1.2 Million.

On-Street Service, Loading and Maintenance Conditions Service and loading functions must be controlled through practical ordinances and code enforcement.

Future streetscape improvement initiatives provide an opportunity to work with property owners to improve service and loading operations and facilitate better functional; relationships between retail and restaurant tenant spaces which tend to generate the highest proportion of deliveries, curb-side loading, and pickup. Guidelines for curbside pick-up should ensure that private trash and recycling containers do not remain on the street beyond a reasonable period of time. In most areas, pick up hours should be restricted to non-peak traffic periods and early morning hours when sidewalk traffic is lowest.

On-street parking provides a direct benefit to retailers and creates a more sheltered and appealing pedestrian environment along retail street frontages.

Many cities set on-street meter fees at a rate which is designed to maintain a reasonable supply of revolving inventory (approximately 15%) and discourage use by downtown residents and office workers. (see “The High Cost of Free Parking,”, Donald Shoup, American Planning Association, 2005) The Lexington Downtown Parking Authority (Lexpark) is currently in the process of raising parking fees in the Downtown area from twenty five cents to one dollar per hour. Republic Parking (Lexpark Contractor) estimates that the proposed rate increase would generate an additional $425 per space per year

Downtown Streetscape Master Plan, Lexington, Kentucky

In recognition of the fact that traditional coin-operated single space meters are relatively inconvenient and expensive to operate, Lexpark is in the process of adopting the use of less maintenance intensive single space meters (which accept debit or credit cards) and pay stations which can be used along blocks where six to ten spaces are continuously aligned. Hundreds of dollars in individual parking meter usage are gained each year. More importantly, each meter has the potential to generate thousands of dollars in business activity for downtown merchants as well as provide tax proceeds for LFUCG. Consequently, each meter has a real economic value, both in direct revenue as well as in economic development.

Central parking boxes, or SmartMeters in Portland, OR are solar-powered, multi-space parking meters that accept coins and credit or debit cards.

Existing Conditions Assessment

Curb and Sidewalk Utility Infrastructure Storm drains, water mains, telecommunication, and electrical services bring a relatively high degree of uncertainty to streetscape redevelopment and replacement budgeting due to the varying age, location, and condition of both private and public underground services. Structural slabs which span underground service vaults should be inspected during the project implementation phase to ensure that each location is structurally sound. Switch gear, manholes, valves, inlets and service covers are typically maintained in place due to the tremendous expense of utility relocation. Where conflicts with curb ramps occur it may be necessary to relocate services to provide safe pedestrian access.

Future standards for structures and appurtenances should meet desired specifications for sustainability and accommodate goals for the development of a “greener” Downtown infrastructure network.

Overhead Utilities Overhead utilities are a significant cost consideration and aesthetic concern along many of the Downtown streets. Utilities along most of Main and Vine Streets have already been placed below grade however short sections remain along the east and west ends of Main Street.

Kentucky Utilities has provided a budgetary estimate of $2.5 Million per mile of roadway to place primary electric services below grade. Burial of secondary services would be much less. All burial costs will vary dependant upon the size of services, the condition of other line services (such as telecommunications and cable TV), available right-of-way and the degree to which burials can be coordinated with curb and sidewalk replacement initiatives. The budgetary allowance does not include the costs for the reconfiguration of private electric hook-ups which must follow along with taking public electric service from overhead to underground routing. The majority of stakeholders who have commented on the issue have voiced a strong preference to have overhead electric services buried throughout the Downtown core.

Existing downtown drainage systems and infrastructure could be retrofitted to meet water quality attainment goals and provide a higher quality appearance.

Existing overhead utilities on Church Street.

Street Lights Existing decorative street lamps contribute to the quality of the streetscape environment and should be used as the on-going standard throughout most of the downtown core. These post lamps promote a safe nighttime environment, create a strong pedestrian orientation and comply with accepted standards for roadway illumination along mixed-use streets. While storefront illumination is a desirable by-product of non-directed fixtures, consideration should be given to the selection of post-top fixtures which minimize the inefficient “spillage” of light in areas where storefront illumination is not desirable.

Directing light in area where it is not needed results in the wasteful expenditure of energy and a commensurate increase in operational costs. The International DarkSky Association (IDA) publishes a listing of approved manufactures which offer fixtures which minimize glare, reduce light trespass, and mitigate pollution of the night sky.

More contemporary alternatives to the current traditional post lamp could be considered as appropriate accents in entertainment districts (such as the Triangle Park area) where different fixtures support the cultivation of a stronger district identity and a more eclectic mix of architectural styles exists.

Kentucky Utilities (KU) provides the current model and offers a limited range of alternative fixture choices. KU should be consulted to determine the most cost effective, efficient, and Existing street light at environmentally responsible Government Square. standards for future lighting applications. Non-standard styles, where used, may need to be separately metered and maintained.

Sidewalks Current downtown sidewalk conditions do not consistently meet ADA requirements due to repair issues, height and slope variances, poor ramp alignments, outdated design standards and conflicts with tree pits and sidewalk infrastructure. Future sidewalk improvements should maintain consistent, unobstructed pathways. Future trees, signage and light poles should be placed within a tree lawn/amenity corridor along the back of curb. Curb ramps gradients and geometries are widely variable and most (if not all) ramps in the downtown area lack detectible warning pavers as required by the American with Disability Act (ADA) guidelines.

Narrow walkway with restricted clear zone on Church Street.

Repair issues at Main and Limestone Streets include; sinking, missing and uneven pavements.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Crosswalks and Signal Infrastructure Traffic infrastructure along Main and Vine Streets between Broadway and Midland Avenues has a very acceptable, high quality appearance with minimal sign clutter and excellent visibility. Pedestrian crossing signals provide illuminated graphics, numeric countdown, and audible chirp to assist sight-impaired individuals. Singlestanding walk signal poles are un-painted but otherwise compliment the painted traffic signal masts. With the exception of the Courthouse Square area, most of the remaining Downtown intersections have span-wire signals. Future upgrades to all signalized Downtown intersections should move toward the replacement of span-wire signals as funding permits as overhead wires tend to create a much less appealing intersection character. Current crosswalk striping standards with thermoplastic striping provides a very functional, easily maintainable, and appealing look.

All traffic is stopped at this intersection allowing pedestrians to cross in every direction at the same time. This system was first used in the 1940’s in Kansas City and has been used in Denver, New York, San Diego, Oakland, Tokyo, Japan, Dublin Ireland and elsewhere.

Sidewalk Café Spaces Sidewalk café spaces are a critical feature of successful mixed-use, Downtown districts. In recognition of the fact that sidewalks must accommodate safe and convenient access, the placement of sidewalk seating areas should be controlled to preclude potential conflicts with pedestrians at all hours. It is true that there will be some areas where it may be difficult or impossible to meet minimum clear zone requirements and accommodate sidewalk café spaces. In most areas where conflicts currently occur, however, it is possible to expand the width of walks, utilize less wide tables or shift the arrangement of table set-ups away from the face of buildings and into the amenity zone adjacent to the curb.

Traffic infrastructure along Main and Vine Streets between Broadway and Midland Avenues has a very acceptable, high quality appearance with minimal sign clutter and excellent visibility with exception of a few overhead utility wires.

In high traffic intersections near major event venues such as Lexington Center it may be desirable to employ a modified signal timing approach that stops vehicular movements in all directions and allows pedestrians to cross diagonally through intersections.

This practice has been employed in many larger cities and could be possibly be applied at Broadway where it intersects with Main and Vine Streets.

Signage at intersections informs pedestrians that crossing in any direction is “OK”, once all lanes of vehicular traffic are stopped.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Storefront Signing Current Downtown sign ordinances prohibit projecting signs. As a result, the current streetscape environment lacks the sense of vibrancy and ease of orientation typical of most traditional downtown districts.

Without projecting signage, it’s nearly Historic photos impossible to tell that restaurants exist of the Downtown along this block of Limestone Street. reveal a wide variety of sign types and applications dating back to before the era of the automobile. Flush-mounted and storefront window signs, mural- size painted signs, and a variety of illuminated sign types contributed to the richness of the Downtown streetscape environment.

Curb-side cafe seating maintains ADA-compliant clear zones.

Cafe spaces are sheltered within the amenity zone by cars and landscaped areas along this New Orleans, LA street.

Traditional storefront signage compliments traditional buildings styles as in this example from Indianapolis, IN.

Existing Conditions Assessment

Properly designed signing (controlled by appropriate design guidelines) provides storefront businesses and merchant necessary identity and visibility to patrons and adds to the vitality of the streetscape environment. Future guidelines and zoning controls should provide flexibility based on the architectural context of the district. For example, sign criteria for the Old Courthouse Review District should reflect the need to maintain a more traditional palate of materials, colors, and scale than areas that do not have such a rich collection of Historic Buildings. Conversely, Vine Street and the Triangle Park area should have a less restrictive set of criteria which encourages the development of a more vibrant facades and storefronts.

A comprehensive set of design criteria should be established to control the style, size, scale, color, proportion, and relationship of signing to building façades within Downtown. The National Trust Main Street Center publishes case studies within a document library that would be useful in relating how other cities have addressed concerns and developed guidelines and review controls that provide business and property owners with the flexibility to meet their respective goals.

The storefront signage in Downtown Nashville, TN uses projecting signing with a traditional palate of materials and colors to easily identify businesses while limiting clutter. Sign placement, composition and scale blend with the architectural and character of the historic buildings.

Sign ordinances for Broadway Street in Downtown Nashville permit the use of a more energetic palate of sign types and styles as a way to energize and support the theming of the live music and entertainment district.

Vibrant storefront signage in Louisville, KY.

A variety of signage enlivens “The Greene,� a retail development in Dayton, OH.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Public Art Public Art’s contribution to the personality, sense of history and cultural identity of urban places has long been recognized as a key component to the qualityof-experience in urban environments. The strategic value and benefit of public art is now becoming widely recognized as a key factor in the economic success of cities throughout the world. In much the same way that cultural attractions and events (like the World Equestrian Games) draw outside interest and economic benefits, public art (when properly integrated) can increase the patronage of public venues, create a heightened sense of identity and bring sustained economic benefit.

Leading up to and as part of the second public meeting, 2nd Globe prepared several alternative design concepts which illustrate how large scale public art could be integrated into the proposed Newtown Pike Gateway context. This concept is included under the “Redevelopment and Enhancement Opportunities” section. In addition, this Plan presents concepts for ways in which public art can be integrated into proposed placemaking and wayfinding features. These concepts are included under “Wayfinding, Placemaking and Signage” as well as in the appendix.

As public art projects present themselves in the future, collaboration with LexArts, greater Lexington’s premier cultural development, advocacy and fund raising organization, will be key in developing and implementing projects throughout the fabric of Downtown’s public realm. LexArts should be consulted regarding the integration of public art as individual streetscape projects move into implementation.

Public art should engage human interaction. The cloud gate in Millenium Park encourages visitors to touch its surface and walk under it. Its mirror like surface reflects the Chicago, IL skyline.

Life-size bronze racehorse sculptures sprint towards the finish line: Thoroughbred Park, Lexington, KY.

Public art in Madrid in the form of a series of murals.

During the course the first two public meetings the consulting team prepared a compendium of images that illustrate the ways in which public art can be utilized as an integral part of the downtown streetscape environment. The examples which were presented illustrated opportunities to improve the image and identity of significant public landmarks and gateways as these applications frequently require consideration of a scale and spacial parameters which extend beyond the existing right-of-way and individual property boundaries.

The Lexington Outdoor Mural Project (LOMP), a LexArts / LFUCG partnership, is a collaborative initiative between neighbhorhoods, business people, civic leaders and artists that proposes to enhance Downtown by transforming blank walls into public, outdoor murals. The mural depicted above has been selected for installment in 2008 at a site on east Vine Street (the back wall of the High Street YMCA ).

This large scale public art sculpture is located in the plaza between the Hamilton Municipal and Butler County Government Services buildings in Hamilton, OH.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Decorative Pavers Due to significant color variance, deterioration, maintenance requirements, cost and abundant repair and replacement requirements consideration should be given to minimizing the use of traditional brick. This could include giving preference to the use of brick sidewalks along Main Street and within the Old Courthouse Overlay District or perhaps the use of brick as an accent to more durable and cost sensitive standard concrete sidewalks.

Where brick pavers will be used, consider using reusable and more environmentally-sustainable permeable setting beds versus traditional mortared-down techniques.

Limestone Walls Lexington is known for some of the most beautiful and varied examples of limestone masonry in the country.

Consider the use of this style of material wherever masonry features or walls are desired.

Lexington’s rich tradition in limestone masonry could provide inspiration for the design of new placemaking and wayfinding features.

Variable tree pit configuration creates hazardous and maintenance intense conditions.

Concrete pavers are a viable alternate to traditional brick, as seen here in Grand Rapids, MI.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Site Furnishings Benches and Litter Receptacles Existing benches and litter receptacles provide a very acceptable standard for future use, particularly where a more traditional appearance and continuity is desired.

Opportunities to add recycling attachments or to include combination recycling/litter receptacles as a Downtown standard should be explored. There appear to be an adequate number of benches today to satisfy user demand.

durable and cost effective and easy to use. The design should continue to provide flexibility in parking spaces provided, with multiple units being installed in areas of high demand.

Media Boxes Media boxes along the downtown streets create a significant amount of visual clutter. Several cities within the region have established ordinances which limit the number of vending stands which can be displayed. Many have adopted the use of multi-door vending cabinets or “corrals� as an alternative or means to screen the unsightly view to brightly colored plastic and metal media stands. Corrals provide a flexible, lower-cost alternative to the cabinets. Over the past year an ad-hoc committee has been working with the Herald Leader and others to develop both an ordinance and acceptable future standards for placement and screening of media boxes with corrals.

Street Trees While there is tremendous potential to increase the amount of green space along Downtown streets and sidewalks, existing street trees frequently obstruct views to storefronts. Current tree pits intrude within the pedestrian clear zone.

Where pedestrian clear zones are met, tree pits should be elongated to support healthy tree growth.

Future standards should promote the clustering of trees along with potential rain gardens/bio-infiltration landscape areas. Many of the tree lawns outside of the core Downtown area are insufficiently wide to support long-term, healthy growth.

Traditional style benches and trash receptacles exist as a Downtown standard in Lexington.

Bike Racks The LFUCG currently has approximately 150 bike racks throughout the Downtown area.

Racks are located near the curb in areas that are convenient to building entrances.

LFUCG staff has noted that current Existing bike racks in Downtown. bike racks have not been as durable or cost-effective as desired and have quadrupled in cost since 2004. Further, bicyclists have suggested the current style is not as user-friendly as other potential designs. Future standards should be more

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Media boxes at Courthouse Square create visual clutter.

Downtown Streetscape Master Plan, Lexington, Kentucky

Planters Several planters/flower pots currently exist in the Downtown core. Seasonal plantings enliven the space and provide aesthetic relief from hard surface materials.

Colorful planters and the use of plants with winter interest should be considered to further enhance the streetscape.

Future planters which replace the current inventory should contribute to the unique identity of each of the various districts within Downtown.

Future planters, which replace the current inventory (shown above), should contribute to the unique identity of each of the various districts within Downtown.

Existing Conditions Assessment

Street Conversion Issues Future streetscape design standards must accommodate desired changes in Downtown land uses and tenanting and should create an enhanced sense of place within each of the various districts of the Downtown area.

more effectively linked to the Downtown street network, the University of Kentucky and Transylvania University.

Each of these plans promoted the development of improved sidewalks and bikeways. Furthermore, each of these planning studies suggested a phased conversion of ALL one-way streets within the Downtown.

The 2006 “Downtown Master Plan” and 2002 “College Town” plans stressed the importance of creating a more pedestrian-friendly environment where adjacent neighborhoods and significant public open spaces are

Many cities across the country are currently considering or actively implementing the conversion of one-way streets to two-way. Arguments in favor of two-way streets include the following:

Benefits of Two-Way Streets + Easier Orientation/Convenience/Choices + Slower Pace/Greater Perception of Safety + Improved Storefront Visibility and Patronage + Prioritizes Pedestrians + Emphasizes Traditional Values/Quality-of-life

14 with a resultant 48 full-movement intersections. This assumes the future elimination of the Vine Street Curve in front of Lexington Center.

A narrow pavement section and limited right-of-way reduce the practicality of standardized bike lane configurations.

One way streets often restrict movement and limit driver’s choice of route.

There is little argument among transportation planners that one-way streets can also be designed to be safe and have greater capacity to move large volumes of traffic.

There is also little argument that two-way streets provide easier orientation and improved visibility for storefront businesses. This increased visibility is frequently a determining factor in the success or failure of retail and restaurant establishments.

Existing Traffic Routing shows current one-way streets and restricted movement intersections. See appendix for full size document and phasing strategy.

Perhaps the strongest attribute of a two-way street network is its ability to allow drivers to find alternative pathways through the Downtown. The “Existing Traffic Routing” map depicts the location of restricted movement intersections (orange dots) resulting from the current one-way pair network (red lines). At the present time there are 48 restricted-movement intersections and 15 with unrestricted movement. Assuming that a phased conversion approach were adopted, whereby Second and Short, Limestone and Upper, and High and Maxwell Streets were incrementally converted to two-way streets, restricted movement intersections would decrease to only

There are several issues that must be considered as part of any conversion strategy. These include: + Driver disorientation during conversion + Inadequate pavement width or “Pinch Points” at certain intersections + Loss of needed on-street parking (to turn lanes) + Bus access/service and loading conditions + Cost of street widening and adjustment to infrastructure near intersections Any conversion strategy should be implemented in an incremental manner due to inherent costs, acclimation periods, and the need to build both a broad base of consensus and a case history of success.

In order to mitigate or negate the potential negative impacts of conversion, several possible solutions could be used in combination; these include: + Use of shorter stacking distances + Use of peak hour turn restrictions + Use of restricted peak-hour parking zones + Utilization of available off-street parking

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

The 2006 “Downtown Lexington Transportation Analysis” (prepared by Entran), analyzed the impact of the potential conversion of all one-way streets in comparison to scenarios in which “No Streets” and “Some Streets” were converted under a hypothetical 2030 travel demand forecast. The “Some Streets” conversion scenario assumed that one-way pairs at Main and Vine Streets and Limestone and Upper Streets would remain while High, Maxwell, Short, and Second Streets would be converted to two way traffic movement.

System-wide performance measures for the “No Streets” and “Some Streets” scenarios (see table below) indicated a relatively modest (11%) increase in travel time delay hours in the AM Peak Hour “Some Streets” conversion scenario. Similarly, average vehicle speeds were projected to drop by a relatively modest 7% in the “Some Street” conversion scenario.

The development of the Newtown Pike Extension will have a significant impact on future traffic patterns in the Downtown area. Coupled with an increasing emphasis being placed on non-automobile transportation, potential improvements that eliminate “pinch points”, and the proposed development of the Downtown circulator it is reasonable to believe that a successful conversion strategy could be employed provided that Main and Vine Streets remained as a one-way pair.

While no formal recommendations are presented in the prior transportation analysis, the Entran study clearly states that level of service reductions resulting from the conversion of the Main and Vine one-way system make it unlikely that a conversion scenario which includes these

two streets would be endorsed by the Transportation Cabinet. Furthermore, conversion of Main and Vine would present engineering and funding challenges which cast significant doubt on the likelihood that such an approach would be supported within the Lexington-Fayette Urban County Government.

Assuming that Main and Vine Streets are not converted, the 2006 Transportation Analysis concluded that there would be “no significant adverse impact” resulting from the conversion of Short and Second Streets. Discussions with the plan’s transportation consultants, Transportation Cabinet Representatives, Metropolitan Planning Organization (MPO) and LFUGC staff have indicated and that the conversion of Limestone and Upper and

The consulting team has completed inventories of the cross-sections of each of the one-way pairs and has found widely varying pavement sections, lane widths, and sidewalk conditions throughout the one-way street network. While there are arguably many ways to develop a stronger pedestrian orientation, these varying conditions present significant challenges that must be overcome in order to accomplish the goals of developing more “bike-friendly” streets. These challenges exist even if all of the one-way pairs remain one-way.

Any changes to the lane configuration of Main & Vine, Short & Second, High & Maxwell, or Limestone & Upper will require a permit from the Kentucky Department of Transportation since each of these streets either fall within, or impact the right-of-way, of one of many State Routes that traverse Downtown.

This table by American Consulting Engineers for the Downtown Lexington Transportation Analysis evaluates the effects of lane direction chanes on vehicular traffic.

Wide lanes and relatively few pedestrian crossings contribute to high speeds and a poor pedestrian environment along Vine Street.

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High and Maxwell could also be achieved assuming that the Newtown Pike Extension is completed, council supported the strategy, funding was available, and that a comprehensive engineering approach was utilized for each successive conversion.

Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Bicycle Mobility Options for improvements to bicycle mobility in Downtown Lexington are limited by the widely varied right-of-way and street widths which exist throughout the Downtown street network. In recognition of the fact that there is only limited opportunity for the widening of streets, a combination of traditional and non-traditional bike lane configurations will need to be employed to provide continuous and inter-connected bike routes.

share the same travel lane. This alternative is currently proposed as part of the University of Kentucky Bicycle Access Plan. New York, Los Angeles, Portland, Vancouver, and San Francisco have adopted Sharrow lanes as accepted practices for higher volume streets where dedicated bike lanes cannot be used because of demands for on-street parking or the number of travel lanes. Caltans (California Department of Transportation) has adopted Sharrows as an official marking. In January of this year the National Committee on Uniform Traffic Control Devices voted 350-3 to endorse the shared lane marking and forward it to Federal Highway Administration (FHWA) for potential inclusion in the next edition of the federal Manual on Uniform Traffic Control Devices (MUTCD).

One-way Bike Routes A one-way bike route has been employed along Main Street in Lexington since 2006. While one-way routes are not currently in use in other parts of the city they may provide the only viable means of creating a dedicated bike lane that would connect across the north and south axis of the Downtown core. Based on limitations of pavement width and right-of-way, Main and Vine (eastwest) and Upper and Limestone (north-south) provide the most logical routes for the development of one-way, dedicated bike lanes.

Floating Bike Lane with non-peak parking at the Embarcadero in San Francisco, CA.

An existing one-way bike lane along Main Street utilizes the limited right-of-way to provide a westbound bike route.

Cities like Corvalis, Oregon, Montreal, Canada, San Francisco, California and New York, New York have led the way among North American Cities in developing strategies and techniques which retro-fit existing roadways to provide continuous bike routes along pre-developed urban street networks. Non-traditional practices such as buffered (sheltered) bike lanes, one-way routes, and share-the-road or “Sharrow” lanes have been used with success over the past several years.

Example of sharrow lane in Vancouver, Canada

Sharrow Lanes Sharrows (such as the one from Vancouver pictured at right) are short-hand for “shared lane pavement markings” that indicate that motorists and cyclists

This photo of a New York City one-way street shows design innovation aimed at providing bike mobility along streets with limited pavement area. Striping separates the bike and traffic lanes while maintaining on-street parking, standing and loading areas.

Parked cars and bollards deliniate this two-way bike lane from traffic lanes. This example from Montreal also includes a tree lawn to separate bike lanes from pedestrian traffic.

Sheltered (Buffered) Bike Lanes In Sheltered or “Buffered” bike lanes bicyclists are separated from traffic and segregated from the vehicular carriageway onto “bicycle tracks” or “cycle paths” by a median or other grade-separating device. The model has been used extensively in Europe where it has been successful at promoting bicycle commuting among novice cyclists. Cities currently using sheltered bike lanes include Copenhagen, Montreal, Paris, Pittsburg and New York.

Floating Bike Lanes – San Francisco, California has employed the use of a “Floating Bike Lane” along the Embarcadero – a roadway which varies from 4 to 6 lanes and carries 40,000 to 50,000 vehicles per day. Floating Bike lanes accommodate the use of non-peak parking in tandem with a bike lane which shifts from the passenger side of the parking lane to the shoulder or curbside during peak hours. While the configuration is reputed to be confusing to first-time users it has met with acceptance by the San Francisco biking community and warrants consideration due to similarities with conditions along Main and Vine Streets.

The same area as above shown during peak hour drive time.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

A derivative of the Floating Bike Lane concept is also being utilized in Baltimore, Maryland, however, in the Baltimore application the cyclists utilize a Sharrow Lane during Peak hours.

It is important to recognize that the formal designation of bike routes carries with it the understanding that the responsible agencies encourage and support the designation in promoting safe and accessible passage.

In order to provide continuous bike routes through the Downtown core, this plan recommends consideration of employing the use of one-way pairs of bike lanes on Main and Vine and Limestone and Upper Streets. Due to existing street width limitations, it is recommended that the one-way pair bike lane arrangement be utilized with either the existing one-way or proposed future two-way conversion of Limestone and Upper Streets.

greatest potential economic through direct parking fees and associated business revenues.

Due to the current and projected volume of traffic served

by Main and Vine, and in recognition of the desire to engender support within the Transportation Cabinet, there is general agreement among the advisory committee that vehicular lane widths should be maintained at 11 feet where possible. More work and discussion with LFUCG and Transportation Cabinet Staff must be done (during the subsequent engineering phase) to determine the most appropriate application for Downtown.

However, as in other cities which have developed new approaches, it may be possible that any given strategy could be tested over a defined period of time since paint and lane striping are relatively inexpensive to modify.

There are currently three lane configuration options that are being studied along Main and Vine. Each of these options is intended to maintain a continuous one-way bike lane either adjacent-to or separated from a nonpeak parking lane. The benefits and issues associated with the application of the various alternatives are listed within the Matrix on the following page.

Any strategy for the integration of bike lanes should recognize the desirability of providing on-street parking which is critical to the success of Downtown merchants and provides a significant traffic-calming effect.

Strategies should also recognize and balance the desire for consistency across the street network in order to minimize confusion among both drives and cyclists.

Attendess at the July 24th, 2008 Bike Task Force meeting were asked to review the three lane configuration aternatives presented herein. Respondents cited strong objections to Alternative #2 due to a lack of visibility and the higher potential for vehicle passenger door/ cyclist collisions. Furthermore, attendees expressed a preference for the Floating Bike Lane (Alternate #3) due the the position of the Bike lane on the (more customary) right side of the street. This option also provides the highest yield of on-street parking spaces and offers the

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Downtown Streetscape Master Plan, Lexington, Kentucky

Bike Lanes Design Alternatives Matrix

Existing Conditions Assessment

Vine Street

Main Street

Existing conditions on Vine Street.

Existing conditions on Main Street.

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

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Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Bike Lane Configuration - Vine Street Alternate 1

Plan View Scale 1:60

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Bike Lane Configuration - Vine Street Alternate 2

Plan View Scale 1:60

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Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Bike Lane Configuration - Vine Street Alternate 3

Plan View Scale 1:60

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Bike Lane Configuration - Main Street Alternate 1

Plan View Scale 1:60

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Downtown Streetscape Master Plan, Lexington, Kentucky

Existing Conditions Assessment

Bike Lane Configuration - Main Street Alternate 2

Plan View Scale 1:60

Downtown Streetscape Master Plan, Lexington, Kentucky

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Existing Conditions Assessment

Bike Lane Configuration - Main Street Alternate 3

Plan View Scale 1:60

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Downtown Streetscape Master Plan, Lexington, Kentucky

Redevelopment and Enhancement Opportunities

Public Event and Gathering Space Enhancements / Project Opportunities

Redevelopment and Enhancement Opportunities

The following enhancement concepts are intended to both add-to and build upon the unique qualities and assets of the public spaces, nodes, and gateways which define the character, quality and appeal of Lexington’s public realm. The concepts include recommendations which are designed to cultivate a unique personality and aesthetic quality within the various districts of the Downtown Area. The recommendations extend to all aspects of the streetscape environment and include suggested modifications both within and beyond the public right-of-way.

Gateway and Development Opportunities On the following page, a locator map of the most prominent Gateway and Open Space Opportunities can be found along with brief narratives describing the following opportunities: + + + + + + + + +

Newtown Pike Gateway/Newtown Pike Town Branch Basin Jefferson Street Redevelopment Triangle Park Entertainment District Courthouse Square District Vine Street Linear Park Limestone / Collegetown Corridor Cheapside / Old Courthouse Square District Thoroughbred Park

Downtown Streetscape Master Plan, Lexington, Kentucky

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Redevelopment and Enhancement Opportunities

Gateway and Development Opportunities Locator Map

1. Newtown Pike Gateway

The rural qualities of the Newtown Pike Corridor and it’s proximity to the Kentucky Horse Park provide a strong sense of connection to the region’s reputation as the “Horse Capital of the World”. Future gateway and placemaking enhancements should reinforce this identity and create a stronger sense of arrival to the Downtown core. The intersection of Main and Newtown could be developed into a dramatic new Downtown Gateway to compliment Thoroughbred Park to the east.

Columbus Circle along New York’s Central Park is a potential gateway model.

2. Town Branch Basin

Future development of the area between Newtown Pike, Lexington Center, Main Street and Manchester Street should define new public event and park spaces and create more pedestrianoriented streetscapes. Potential models for redevelopment include the Indianapolis Canal Way and Chicago’s Millennium Park.

3. Jefferson Street Redevelopment

Future development of the Jefferson Street overpass could feature mixed-use buildings built above parking structures at either side of Jefferson. These new structures could facilitate the re-alignment of Manchester St. to create a new street linkage between Lexington Center, High Street and Newtown Pike.

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Downtown Streetscape Master Plan, Lexington, Kentucky

4. Triangle Park Entertainment District

Enhancements to the Triangle Park area should reinforce the park’s flexibility and identity as a unique entertainment, event and gathering space.

Cincinnati’s privately-funded Fountain Square redevelopment is a potential model.

5. Courthouse Square District

Courthouse Square will become the center of international attention as the staging area for remedaling ceremonies during the 2010 Alltech FEI World Equestrian Games. Future Improvements to the area should celebrate the legacy of the games, reinforce the park’s attraction as a cultural destination and identify it as a unique Downtown event and gathering space.

6. Vine Street Linear Park

The area between Vine Street and Water Streets has potential to become Downtown Lexington’s next great event/gathering space and serve as a catalyst for private investment in adjacent Downtown living commercial spaces.

7. Limestone/Collegetown Corridor Limestone Avenue serves as both the physical and cultural linkage between Downtown, Transylvania and the University of Kentucky. Streetscape enhancements should strengthen the identity of the corridor and provide improved pedestrian amenities including better bicycle mobility.

8. Cheapside/Old Courthouse

Square District Existing dining and entertainment venues clustered in the areas along Mill and Cheapside Streets have already established a unique sense of place. The development of expanded outdoor gathering and event spaces along Old Courthouse Square would establish this district as one of the most memorable and appealing entertainment districts in the region.

9. Thoroughbred Park

Thoroughbred Park serves as a strong gateway along the Midland and Main Street corridors. Future streetscape enhancements should reinforce the park’s unique identity as a passive recreation and intimate social gathering space.

Redevelopment and Enhancement Opportunities

Project Opportunities Newtown Pike Newtown Pike is the primary route between Interstate 75 and the Kentucky Horse Park.. Future improvements should preserve the rural aesthetic between I-75 and New Circle Road. Enhanced landscaping and “placemaking� features should be introduced within the center median as a means to focus attention and visual cues away from the more cluttered and disjointed roadside character south of New Circle Road. Stone fences would be employed in combination with landscape berms as a means to screen undesireable view sheds and create a sense of containment within urbanized stretches of the corridor. An off-road bike trail should be considered as a potential connection between the Town Branch and Legacy Trails. Enhanced pedestrian scale lighting and a series of banners would reinforce a more-pedestrianfriendly character along the corridor.

Newtown Pike Corridor

Key Map Newtown Pike Corridor

Newtown Pike Conceptual Enhancements

Existing Newtown Pike entrance into downtown Lexington.

Newtown Pike Gateway Enhancements with bike / trail option for novice cyclists.

Legend 1 Temporary Mounding 2 Landscaped Median 3 Replica of Historic Wall 4 Multi Purpose Trail

Typical Sidewalk Plan

Optional Swale

Downtown Streetscape Master Plan, Lexington, Kentucky

35

Redevelopment and Enhancement Opportunities

Newtown Pike Gateway The proposed Newtown Pike Gateway would remake the intersection of Main Street and Newtown Pike into a dramatic new Downtown gateway. Columbus Circle along New York’s Central Park provides the inspiration for the development of a modern roundabout which features a monumental landmark symbolizing Lexington’s proud past and unlimited future. A dynamic garden and water feature would frame the central landmark. The landmark could draw inspiration from the Henry Clay Monument; visible to the north or could be developed as a dramatic, monumental artwork. The modern roundabout would be constructed after the 2010 equestrian Games following the completion of the first phase of the Newtown Pike Extension.

The Gateway Horse could be lit with LED lighting with computer designed purpose to allow lighting color change. An environmentally conscious product, LED lights use limited amounts of electricity and last many years, decreasing maintance and usage expense.

Using solar powered lighting may also be a possibility.

Photovoltaic cells are small and can be placed throughout the horse to illuminate the structure and the internal webbing, hanging wind elements or wire frame.

The horse and lighting technology would emphasize energy and spirit and lend users more than a familiar exterior appearance.

Newtown Pike Gateway

Existing intersection at Main Street and Newtown Pike.

Key Map Newtown Pike Gateway

During the second public workshop, 2nd Globe developed alterative concepts which considered how public art might be integrated as part of the Newtown Pike Gateway. The “Gateway Horse” concept below depicts how monumental public art might look if used as the central landmark of the roundabout/gateway.

The Gateway Horse would utilize contemporary technology much like the Eiffel Tower and St. Louis Arch did in their times. The choice of a horse may seem too obvious, but a large horse bridges the universally known tradition of horses in Lexington with the new direction the city’s commerce is taking in technology, the bio-sciences and other more sustainable modern industries.

Columbus Circle in New York City provides inspiration for Lexington Circle. Modern Roundabouts can increase traffic flow, reduce traffic injuries and can help the environment by reducing fuel consumption and carbon emissions.

The steel armature and limestone base blend traditional materials into a 3-dimesional form which would feature dramatic lighting effects.

The proposed redevelopment concept for the Newtown Pike Gateway depicts the potential to create a dramatic new landmark at the west gateway to Downtown. Future redevelopment of adjacent privately-held parcels could facilitate the establishment of a new civic park and event spaces along the path of Town Branch. The sketch above shows how a new market house for the Farmer’s Market could anchor future infill development along a public commons which links the Distillery District and Lexington Center.

36

Downtown Streetscape Master Plan, Lexington, Kentucky

Democracy Monument in Bangkok, Thailand has become an important civic gathering space and symbol of the city.

Redevelopment and Enhancement Opportunities

Town Branch Basin and Jefferson Street Redevelopment 1. Create a grand entrance into Downtown Lexington.

Build anticipation by incorporating a green parkway buffer along Newtown Pike and by providing visual clues and way-finding, signifying arrival is near.

2. Establish a world class gateway to the City. Create iconic feature to grab and direct attention towards the downtown. Incorporate the proposed Newtown Pike Extension bridge as part of the comprehensive gateway system.

3. Establish a dramatic new park and event space at the front door to downtown. Develop Town Branch as Lexington’s version of the San Antonio Riverwalk or the Indianapolis Canalway.

4. Establish a new home for the Farmers’ Market; include restaurants, retail, entertainment and urban housing.

Take advantage of existing topography with underground parking, at-grade retail and roof-top gardens; create Lexington’s new “front door”.

5. Iconic new gateway buildings enframe new civic event space.

6. Connect the Town Branch Basin Development with

Lexington Center through a new promenade and linear park. Provide retail and restaurant opportunities at street level, promoting pedestrian activity and vibrancy.

7. Activate Jefferson Street with mixed use development and vertical connectivity. Reconnect Manchester Street for better accessibility and linkages between Newtown Pike and the Downtown.

8. Strengthen Triangle Park as a Downtown event

destination. Activate the space with restaurant and retail

storefronts along existing Lexington Center. Improve connection between Lexington Center and Triangle Park.

9. Develop new graphic identity at water tower.

10. Proposed infill buildings could define stronger sense of transition / gateway to UK and Downtown.

11. Connect Town Branch Trail (paved route for pedestrians and bicyclists) through the park system and into the downtown.

West Gateway Town Branch Basin & Jefferson St. Redevelopment

Key Map West Gateway, Town Branch Basin and Jefferson St. Redevelopment

Downtown Streetscape Master Plan, Lexington, Kentucky

37

Westbound Lane

8

Streetscape Opportunity Main Street Triangle Park Entertainment District

Eastbound Lane

Overall Concept

Eastbound Lane

1 Parking Lane Sawyer’s Lane near On-street Parking Option 2 Bike Bar & Grill

rth No

Detail C

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Reference Details A, B, and C for specific pecific ecific elements of streetscape design.

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Radisson Hotel

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Northbound Through Lane Northbound Sharrow

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Victorian Square Shops

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The backside of the fountain wall could be enlivened with a system of vertical armatures with banners which build anticipation for sporting and cultural events.

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Con Spec Spec Spec Ligh Boll Mas Bike Tras New Lime Fou

Westbound Lane

Eastbound Left Turn Lane

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Westbound Lane

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Downtown Streetscape Master Plan, Lexington, Kentucky

Starbucks Sawyer’s Bar & Grill

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Eastbound Right Turn Lane

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Stre Tria

Inters

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Thumbnail concept sketch showing bridging of the fountain wall, creating direct access between Lexington Center and Triangle Park.

Triangle Park Entertainment District

Key Map Downtown Mainstreets Typology Specialty Area: Triangle Park Entertainment District

8

Northbound Through Lane Northbound Sharrow

Broadway Street

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Triangle Park

Reference Details A, B, and C for specific pecific ecific elements of streetscape design.

Radisson Hotel Northbound Through Lane Northbound Sharrow

Detail A

Broadway Street

5

1 Near-term improvements could include the addition 2 8 of a valet drop-off area which serves the dual role of Westbound Lane providing access by trolley or bus. A coveredVictorian event Sawyer’s Westbound Lane Street Main Bar & Grill pavilion and / or café and restaurant kiosks could Square Eastbound Lane be programmed in association with major events Shopsat Eastbound Lane Lexington Center as a means to activate the space and enliven the entire district. A more colorful palate 3 7 of streetscape elements, vibrant lighting display, 4 6 placemaking elements, and special paving treatments 1 8 8 5 are proposed to differentiate the district as2the focal Westbound Lane point of the City’s hospitality, sports, and entertainment DetailWestbound B Detail A Lanes Westbound Lane Street activities. The existing back side of the fountainMain could be Lane Eastbound enlivened through the addition of a system of vertical Triangle Lane Eastbound armatures with banners which build anticipation for Park sporting and cultural events.

0’ 10’ 20’ orth Triangle Park N 7 Entertainment District 4 The possibility of bridging or bisecting the fountain Conceptual Plan 6 Radisson should be explored as a means to create stronger 5 Date:Hotel 04.09.08 sightlines and direct access to Lexington Center. While Detail B Detail A Detail C structural modifications may seem drastic at first blush, 90 miles to the north, the re-arrangement of Cincinnati’s Fountain Square has transformed thatTriangle City’s most recognizable public space, resulting inPark the 8 re-birth of their Hospitality and Entertainment District.

Outdoor7 Dining Future Structure 6 Valet Kiosk Fountain Limestone Pylon Light Pole 8

3 4 5 3 Detail B 6 7 8

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Victorian Square 4 Shops

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Triangle Park Entertainment District Future improvements to Triangle Park should build upon its identity as one of the city’s most recognizable public spaces while emphasizing improved pedestrian access and greater utility for events and social functions.

Broadway Street

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Westbound Lane

FT

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1 Parking Lane 2 Bike Lane near On-street Parking Option 3 3 Outdoor Dining Future Structure 84 2 5 Valet Kiosk 6 Fountain Lanes Westbound 7 Limestone Pylon 8 Light Pole

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Redevelopment and Enhancement Opportunities 1

streetscape

Overall Concept

Shops

Redevelopment and Enhancement Opportunities

Vine Street/Water Street Promenade Vine Street enhancement concepts propose several improvements that create a stronger pedestrian orientation and set the stage for the development of new ground floor retail, restaurant and commercial uses. In recognition of the reality that Vine and Main Street will remain one-way for the foreseeable future, the enhancement plans propose the reduction of lane widths and the use of non-peak-hour parking lanes.

The use of the non-peak parking lanes eliminates the need for a separated parking bay, reduces the total pavement section and provides additional space for the development of rain gardens and bio-retention areas.

Raised pools of water bounded by limestone seatwalls would trace the path of the Town Branch Stream Corridor and provide an enticing amenity for sidewalk cafés and gathering spaces. Recycled or porous pavements could be used along the path of the “Water Street Promenade”. The Promenade would extend along Vine from Broadway Street until the terminus at Main Street and along Water Street. The development of Retail and Restaurant spaces would be promoted along the rear of properties along Main Street and as tenant spaces.

Legend 1. Water Street Promenade 2. Water Feature with Seat Wall 3. Phoenix Building 4. Pavement Pattern Commemorative of Town Branch Crossings 5. Trolley Stop 6. Raingarden Planter 7. Sidewalk Cafe 8. Newsrack 9. Graphic Panel at Face of Electric Sub-station 10. Striped Intersection 11. Existing Sculpture 12. Existing Light Fixture 13. Entry Drive 14. Auto Court forValet Drop-Off 15. Bike Lane 16. On-Street Parking

Vine/Water Street Promenade

Before: Existing Conditions Looking East on Vine Near Limestone.

Vine / Water Street Opportunities

Key Map Downtown Mainstreets Typology Specialty Area: Vine Street / Water Street Promenade

After: Perspective View of Vine / Water Street Enhancements

Downtown Streetscape Master Plan, Lexington, Kentucky

39

Redevelopment and Enhancement Opportunities

Vine Street Linear Park The proposed Vine Street Linear Park would transform an area currently used for parking, service and loading functions into Downtown Lexington’s next great event and gathering space and serve as a catalyst for private investment in adjacent downtown living and commercial spaces. The proposed redevelopment concept calls for the development of a series of water features, plantings and lawn panels which tell the story of Lexington’s historic growth and development. The area along Water Street would provide parking, service and loading access during weekdays but would be transformed into outdoor café spaces and a potential new home for the Farmer’s Market during off-peak hours and weekends.

The Martin Luther King overpass would be re-invented with the addition a dynamic architectural veneer which provides pedestrian access to and from Vine Street by means of a new stairway and elevator tower. A midblock pedestrian crossing would feature a textured pavement which stretches across Vine Street below the existing bridge deck.

Legend 1. Future development of Water Street could feature ground level retail and dining destinations along a “Water Street Promenade”.

2. Water features and reflecting pools trace the former pathway of the Town Branch Stream.

3. Not Used 4. Not Used 5. Special pavement or striping should be studied as a means to create possible mid-block crossings.

6. Enhanced pavements, lighting and signing encourage pedestrian access below the MLK overpass.

7. Access to parking at rear of Main Library 8. Proposed Bike Lane 9. Not Used 10. Proposed elevator tower 11. Potential future LFUCG Government Center 12. Tree Bosque

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Vine Street Linear Park

Before: Existing Conditions at MLK Bridge

Vine Street Linear Park Opportunities, Plan View

Downtown Streetscape Master Plan, Lexington, Kentucky

After: MLK Bridge Enhancements

Key Map Downtown Mainstreets Typology Specialty Area: Vine Street Linear Park

Redevelopment and Enhancement Opportunities

Vine Street Linear Park (Continued)

Vine Street Linear Park

Key Map Downtown Mainstreets Typology Specialty Area: Vine Street Linear Park

Perspective View of Proposed Linear Park and Promenade, Looking East from the Phoenix Building

Existing Conditions East of Phoenix Building

Downtown Streetscape Master Plan, Lexington, Kentucky

41

Redevelopment and Enhancement Opportunities

Limestone/Collegetown Corridor Limestone Street is envisioned to serve as the primary campus connector. While the pavement section varies greatly from block to block, bike access, enhanced lighting, better wayfinding and more consistent sidewalk treatments would become a common thread along the “Collegetown” corridor. Six foot wide sidewalks along residential areas would become 12 feet wide (average) sidewalks along mixed-use areas near downtown and the UK campus. Intersection enhancements could include specialty pavements. In mixed use areas, street trees are to be strategically located to avoid interfering with street level views to and from retain storefronts. In non-commercial areas, street trees would be spaced in regular intervals.

Limestone Intersection Design Stan 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Future Infill Building

2 13 7

Concrete Pavers Specialty Pavers (Brick) Specialty Pavers (Rumble Strips in ADA Compliant Ram Curb Light Pole with banner and hanging basket Limestone Pylon Mast Arm Traffic Signal Crosswalk Striped Intersection Planters Bike Racks Newspaper Rack Key Map Outdoor Dining Campus/Neighborhood Trash Cans Connector Typology Inlaid Custom Paver (See Detail tail Below)

FT

Limestone Street

Concept

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12 See Alternate A

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Inlaid Custom Paver Detail

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Future Infill Building

Northbound Through Lane

Northbound Through Lane

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Limestone piers & illuminated beacons could provide a strong identity marker for the Limestone/Collegetown Corridor district.

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Downtown Streetscape Master Plan, Lexington, Kentucky

4

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Downtown Aylesford

Northbound Through Lane and Bike Lane

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Future Infill Building

Legend 1 Concrete Pavers 2 Specialty Pavers (Brick) 3 Specialty Pavers (Rumble Strips in ADA Compliant Ramp 4 Curb 5 Light Pole with banner and hanging basket 6 Limestone Pylon 7 Mast Arm Traffic Signal 8 Crosswalk 9 Striped Intersection 10 Planters 11 Bike Racks 12 Newspaper Rack 13 Outdoor Dining 14 Trash Cans 15 Inlaid Custom Paver (See Detail)

South Hill

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University of Kentucky

Maxwell Street

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Specialty Area: Limestone Corridor

Inlaid Paver

Redevelopment and Enhancement Opportunities

Main Street Core As with Vine street, future improvements to Main Street should provide additional space for the development of generous landscape areas, rain gardens, and pedestrian enhancements. The use of non-peak parking lanes would free up space given over to parking bays for use as additional sidewalk café spaces in areas adjacent to retail and dining establishments. Future sidewalk amenities would feature a variable width (minimum 3-foot wide) brick paver strip within the amenity zone along the curb. Street trees would be clustered into larger and more sustainable planting areas and strategically located as not to interfere with street level views to and from retail storefronts.

Freestanding planters and hanging baskets are recommended in place of street trees in front of such retail storefronts. Limestone pylons, inlay markers or other “placemaking” features could be placed at regular intervals (such as every furlong or mile) in order to promote fitness walking and emphasize the unique history or cultural legacy of the Old Courthouse district.

21 Ft. Wide Sidewalk Parking along Curb; (Shown West of Limestone)

Concept A:

Streetscape Opportunity - Main Street Sidewalk Concept A

18’-0” (Varies)

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Concrete Pavers Specialty Pavers (Brick) Curb Rain Garden Standard Light Pole with Banners and Hanging Baskets Limestone Pylon Identity Element (Located every Furlong) Bollards Outdoor Cafe Area Rain Garden Curb Inlet

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Main Main Street KeyDesign Map Standards Conce Concept A1Typology and B Mainstreets

Concept A1: 21 Ft. Wide Sidewalk with Permanent Fence at Cafe Space Bike Lane along Curb

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1 Conc 2 Speci 3 Curb Curb 4 Bike L Rain Garden 5 Rain G Standard Acorn Light Pole with Banners/Baskets 6 Light Identity Element (Located every Furlong) 7 Limes Bollards with Railing 8 Mast Outdoor Cafe Area 15’-0” 9 Cross Rain Garden Curb(Varies) Inlet 10 Stripe Bike Lane

3 4 5 6 7 8 9 10 11 Buffer Strip

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Concept A1: 21 Ft. Wide Sidewalk with Permanent Fence at Cafe Space Bike Lane along Curb Date: 03.28.08 Concept B: Main Street Design Standards

Concept A1: 21 Ft. Wide Sidewalk with Permanent Fence at Cafe Space Bike Lane along Curb

Concept A1 and B 1 2 3 4 5 6 7 8 9 10 11

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7 Examples of curbside cafe seating, Covington, KY

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Concrete Pavers Specialty Pavers (Brick) Curb Rain Garden Standard Acorn Light Pole with Banners/Baskets Identity Element (Located every Furlong) Bollards with Railing Outdoor Cafe Area 3 Rain Garden Curb Inlet Bike Lane Buffer Strip

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Concrete Pavers Specialty Pavers (Brick) Curb Rain Garden Standard Acorn Light Pole with Banners/Baskets Identity Element (Located every Furlong) 1 Bollards with Railing Outdoor Cafe Area 8 Rain Garden Curb Inlet Bike Lane 2 Buffer Strip

Concept

rth No

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1 Concrete Pavers 2 Specialty Pavers (Brick) 3 Curb 4 Bike Lane 5 Rain Garden 6 Light Pole with Banners 7 Limestone Pylon 8 Mast Arm Traffic Signal 9 Crosswalk 20’ rth Striped Intersection 10 10’ No

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Intersection Detail Concept

Date: 03.28.08

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Main 6 St. Intersection 10Design Standard 5

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Conceptual Plan Alternatives 18 Ft. Wide Sidewalk with Buffered Bike Lane

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18 Ft. Wide Sidewalk with Buffered Bike Lane

Concept B:

Concept B:

Main Street Design Standards

Main Street Concept A1 and B Lane Bike 18 Ft. Wide Sidewalk with Buffered

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Westbound Through Lane

CHEAPSIDE

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Downtown Streetscape Master Plan, Lexington, Kentucky

43

Redevelopment and Enhancement Opportunities

Main Street Design Standards Concept A

Cheapside/Old Courthouse District Cheapside and Mill Streets offer several unique dining and entertainment venues at the center of Lexington’s historic Downtown core. No other Downtown district offers the same sense of connection to the City’s rich architectural and cultural legacy.

1

W. Short Street

Concrete Pavers Specialty Pavers (Brick) Curb Rain Garden Standard Acon Post Light Pole with Banners/Baskets Identity Element (Located every Furlong) Bollards Outdoor Cafe Area Rain Garden Curb Inlet

Old Courthouse

Upper Street

Cheapside Park

Cheapside District

FT

Cheapside Ct.

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Mill Street

RA

W. Main Street

D

Mill Street Sidewalk seating opportunities are currently limited by a narrow sidewalk along Mill, although the street can be transformed into a continuous outdoor plaza during evening and weekends by the temporary or permanent closing of the street between Short and Main. Future improvements to Mill should include the development of a stronger identity at the two intersections, improved pedestrian accessibility and more vibrant lighting and storefront displays.

1 2 3 4 5 6 7 8 9

Existing Conditions

Cheapside The Old Courthouse building and square provides tremendous opportunity for transformation of the Cheapside area into a much more flexible venue for entertainment and social gathering. Local property owners have petitioned the city to permanently close the street and expand outdoor dining and entertainment space into the existing carriageway. The adjoining Old Courthouse lawn could be developed into either a transient or fixed outdoor performance and/or seating area. The blank facade of the parking garage directly across the Street on Main can be screened with a video monitor or “jumbotron” similar to what has been done with Vine Street along Cincinnati’s Fountain Square.

Conceptual Plan Date: 03.28.08

0’

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Key Map Minor Street Typology Specialty Area: Cheapside Plaza and Park

Future enhancements should consider the addition of a festive lighting approach such as string lights or projected building displays. New wayfinding and placemaking elements should reinforce the district’s identity and “brand”.

Conceptual View

44

Downtown Streetscape Master Plan, Lexington, Kentucky

This image of the William Street pedestrian courtyard in Ottawa, Canada envisions a potential experience that could be created on Mill Street with consideration for temporary or permanent closing to through traffic. Storefront visibility is promoted while limited drive access is maintained for service and loading vehicles.

Redevelopment and Enhancement Opportunities

Courthouse Square District Short-term improvements to the Courthouse Square area should reinforce the district’s brand identity and sense of place. Monumental piers or tower elements could be developed at the intersection of Limestone and Short Street as a means to introduce a sense of grandeur and importance. These elements could display the “Courthouse Square” name and serve as both icons and legacies of the 2010 Alltech FEI World Equestrian Games. Long-term redevelopment along the west side of Limestone should recognize the importance of the street frontage as an element of the park. Storefronts and outdoor café spaces should face onto the square.

Courthouse Square will host medal ceremonies during the 2010 Alltech World Equestrian Games. Legacy icons, both temporary and long-term should be developed to commemorate the games.

Supersized graphics adorn temporary structures to create a monumental presence for temporary venues.

Temporary graphics and staging, Centennial Olympic Park, Atlanta, GA.

With a blend of historic and new elements, Piazza Castello in Turin, Italy served as ‘Medal Ceremony Plaza’ during the 2006 Torino Olympics.

Temporary graphics/kiosks; Tall Stacks Festival, Cincinnati, OH.

Science Pavilion Sculpture; built for Seattle’s World Fair of 1962.

Downtown Streetscape Master Plan, Lexington, Kentucky

45

Redevelopment and Enhancement Opportunities

Wayfinding, Placemaking and Signage Wayfinding The Regional Branding Committee of the Lexington Convention and Visitors Bureau has been working to develop a regional mark (logo) to be used within the wayfinding system that will soon be implemented throughout Lexington and the Downtown Area.

Examples of the types of wayfinding signs which have been proposed are included on this page. As of August 2008, a “Blue Horse” icon appears to be the mark which will replace the landscape icons which are depicted atop directional and orientation signing depicted here.

In order to highlight and provide a stronger sense of orientation, consideration should be given to employing the use of a pedestrian-scaled signing element that can be easily modified as tenanting evolves throughout the downtown area. These elements could be similar to the pedestrian system which has been employed in Downtown Louisville. Future consideration should be also be given to including the identity of the resident district (I.E: “Cheapside” or “Old Courthouse Square”) on signing within the Downtown core.

Pedestrian Directory Sign as proposed by the LFUCG system.

Pedestrian Directional Sign recommended by the LFUCG system.

Downtown Roadway Vehicular Directional Signage as proposed by the LFUCG Wayfinding Sign System Development Program.

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The Lexington Convention and Visitors Bureau has been working to develop a graphic icon which will be employed as part of the regional wayfinding system.

Downtown Streetscape Master Plan, Lexington, Kentucky

Like Main Street in Lexington, Peachtree Street in Atlanta is the proverbial and literal heart of the City. The wayfinding sign depicted above incorporates the identity of this district within the directional and orientation signing used there.

Enlargement of a pedestrian wayfinding kiosk in Louisville, KY.

Redevelopment and Enhancement Opportunities

Placemaking When properly executed, a comprehensive system of wayfinding elements can do more than simply provide orientation to a particular street or destination. Complete wayfinding systems contribute to a sense of arrival, lend visual excitement, and communicate upcoming events and program dates.

Placemaking elements are features which are complimentary to a wayfinding system but are focused at developing or re-inforcing the brand identity or “genius-loci” of a place. Lexington’s tradition as the “Horse Capital of the World” provides more than ample inspiration for a variety of images Entrance gateway icon, Wyndham that speak to the Park, Victoria, Australia. region’s connection to the rural landscape and horse industry. These images extend beyond the horse to the silks which represent both the jockeys and the farms.

Blank building walls provide opportunities for both permanent and temporary graphics and artwork, that tell the story of Lexington’s cultural history and/or events.

Placemaking and identity feature in Atlanta, GA.

Jockey silk patterning could lend a sense of color & vibrancy to Downtown.

The widespread and varied use of limestone as a building material (and the mineral’s importance to the physiology of the thoroughbred) provide the inspiration for the development of a series of limestone piers, markers, and gateway features which could provide a canvas for interpretive displays that tell the larger story of the people, places, and history within the various districts of the Downtown area. The appendix contains a compendium of additional concepts which depict the various ways that piers, pylons and banners could be added within the context of a comprehensive streetscape and wayfinding program.

Limestone piers & illuminated beacons could provide a strong identity marker for the various districts within Downtown.

Lining the Riverwalk, storytelling signage and placemaking elements describe Newport KY’s riverfront development history.

Placemaking and identity example in Atlanta, GA .

Downtown Streetscape Master Plan, Lexington, Kentucky

47

Redevelopment and Enhancement Opportunities

Historic District Signing

Traditional painted window graphics are a simple and appropriate option to provide business identity.

Original signage at a blacksmith shop in Metamora, IL.

Traditional style signage.

A mural on this restaurant in the O’Bryonville Business District in Cincinnati, OH provides identity and liveliness and uses earthtone colors to blend with the architectural period and historic style of the district.

48

Simple, projecting signs compliment the small scale and character of this downtown mixed-use district in Portland, OR.

Downtown Streetscape Master Plan, Lexington, Kentucky

Riverside Pub in London, England.

Historic style signage at the Greene in Dayton, OH.

Redevelopment and Enhancement Opportunities

Entertainment District Signing

“Broadway & Second”, Nashville, TN.

Short North District, Columbus, OH.

Back Stage District, Cincinnati, OH.

Fourth Street Live, Louisville, KY.

Downtown Streetscape Master Plan, Lexington, Kentucky

49

Redevelopment and Enhancement Opportunities

50

Downtown Streetscape Master Plan, Lexington, Kentucky

Street Typologies and Design Standards

Sustainable Design Recommendations

Street Typologies and Design Guidelines

Building a more sustainable urban ecology begins with creating a street network that promotes the use of more sustainable modes of transportation. The reduction of carbon emissions and improvement of urban air quality can be dramatically improved through reductions in the frequency of automobile trips. More pedestrian-friendly, attractive streets and sidewalks encourage residents, business patrons, and downtown office workers to walk to destinations that may seem more remote along an un-inviting street. Operational policies can also make a significant contribution to the greening of the Downtown Environment. New York City’s Department of Transportation has recently adopted policies which encourage their employees to serve as role models by avoiding single occupant vehicle trips in favor of walking, cycling or the use of mass transit options. Chicago has committed to a green building initiative that provides grants for sustainable projects in the private sector and requires the utilization of green building practices in all future municipal buildings. Cincinnati has established tax credits for projects which meet green building criteria.

The following Sustainable Best Management Practices should be employed where feasible throughout the Downtown Street Network. Furthermore, future streetscape development initiatives should be coordinated with LFUCG’s Department of Environmental Quality and Engineering Division to ensure that a comprehensive approach to the development of sustainable infrastructure is employed.

Pavement Design There are a variety of applications where sustainable pavement design can be employed within the Downtown street and sidewalk system to reduce greenhouse gas emissions provide a positive influence storm water management, promote ground water recharge, and reduce the urban heat island effect.

Hydrograph comparison showing how porous pavement reduces peak flow and total volume of runoff.

Source: Cahill Associates Via PaveGreen

Porous/Permeable Pavements - Porous pavement systems are hard surface pervious pavement materials, equal in strength and durability to conventional pavements; that allow stormwater runoff to percolate through the pavement into the ground thus reducing and surface water pollution. Gravel base courses lying underneath the porous pavement surface serve as a ‘reservoir’ to temporarily store the percolated stormwater, thereby lengthening the infiltration period into the underlying soil. + Porous asphalt + Porous concrete + Permeable paving systems Recycled Pavements - Pavements made from recycled sources ultimately save resources and energy. Recycled asphalt unit pavers provide a very appealing alternative to traditional brick and concrete unit pavers. Recycled asphalt pavement reduces polloution, waste and fossil fuel (petroleum) consumption associated with the manufacture and transportation asphaltic pavement materials.

Specifying recycled asphalt in roadway construction and resurfacing projects should be considered as a means to reduce LFUCG’s contribution to greenhouse gas emissions.

Downtown Streetscape Master Plan, Lexington, Kentucky

51

Street Typologies and Design Standards

Application: While porous asphalt and concrete may be too coarse in appearance for use in the Downtown setting – the use of permeable paving units deserves serious consideration. More work must be done to determine the feasibility of using permeable pavers and porous subbase materials as current industry standards call for the use of somewhat unsightly and maintenance intensive coarse aggregates to maintain porous drainage spaces between paving units.

Structural Soil for Street Tree Health A healthy urban forest is an integral component of an appealing streetscape environment. Establishing and maintaining healthy street trees within the urban environment is a major challenge for municipalities.

Trees in pavements typically are confined to small areas of soil often lacking in water, nutrients, oxygen and adequate room for proper root growth. Soils under sidewalks are highly compacted to meet engineering standards required to support pavements; therefore, trees in this environment live a stunted and shortened life, generally living only 7-10 years. With better soil conditions, life expectancy can be greatly increased to upwards of 60 years. CU-Structural Soil and Silva Cells are two options that both support pavements and encourage deep root growth. The investment in

soil for a healthy tree is paid back by fulfilling the functions for which it was planted. These functions may include shade, beauty, noise reduction, wind abatement, pollution reduction, wildlife habitat and the creation of civic identity (Heisler, 1974, LATIS 2002).

which have not yet exceeded their useful lifespan. Even under the best circumstances, the useful lifecycle of street trees is not usually expected to exceed 20 years due to the inherent stresses and confined spaces of urban streetscape environments. The useful life will vary by species and location. It is important to note that not all streets have sidewalk spaces which are wide enough to accommodate street tree plantings in part or whole. In these areas the best opportunity to introduce street trees is in front yards, screens and buffers associated with parking areas and private properties. The planting of ornamental trees which do not grow tall enough to interfere with overhead utilities is recommended to provide the most cohesive streetscape appearance possible.

Tree Roots as grown in a in Structural Soil Medium.

Application: Structural soils have been successfully employed for many years and are easily integrated into streetscape applications and budgets. Silva cells are a newer, more expensive and less tested technology that shows greater promise for long-term tree health and development.

Many cultivars of trees have been developed and designed with street trees in mind. Tree selection type should consider strong leaders and crotch angles, disease resistant foliage, upright/compact forms, heat & drought tolerance and seedless varieties to reduce tree litter.

Tree roots as grown in a structural cell with soil.

Construction photo showing placement of subsurface integrated tree and stormwater system (Silva Cell by Deeproot).

52

Future Street Tree Plantings Recommendations for future plantings along the Downtown streets consider the presence of overhead utilities and available planting zone width and reflect opportunities to create continuity with existing plantings

Downtown Streetscape Master Plan, Lexington, Kentucky

As per Chapter 17B of the Code of Ordinances, the City of Lexington administers various forestry programs.

C o n t i n u a l investment in forestry has made the City a Tree City USA community since 1989. Street trees are maintained by the property owners though species type and planting are regulated by the City. All trees to be planted within the public right-of-way shall be approved by the City of Lexington.

Some of the street tree planting requirements include:

+ Free permit must be obtained, + Desired species must be listed on the approved tree list or approved by the Urban Forestry Program. * Please see the “Street Tree Selection and Care” brochure for more information.

Tree Pits and Tree Lawns Planting pits for new street trees should be installed in conformance with the “Tree Pit Detail” (TBD) wherever new sidewalks are installed. The installation of “Structural Soil”, as found in the Master Plan Opportunities chapter, has been proven to extend the useful life and overall health of street tree plantings without compromising the strength and durability of sidewalk installations. Street tree plantings in tree (curb) lawns that meet the minimum recommended width do not require the installation of structural soils provided that planting areas at least 18” to 24” of clean, organic topsoil.

Rain Gardens, Bio-retention Cells and Storm Water Planters Rain Gardens, Bio-retention Cells and Storm Water Planters utilize a series of landscaped or turf covered catchment areas designed to capture, cool, cleanse and infiltrate stormwater runoff from urban streets.

These systems are an effective method of integrating landscaping and stormwater management into the urban area. During rainfall events, stormwater runoff is directed into the catchment area, is allowed to collect, and then infiltrate into the soil. With intense rainfall

Rain garden example from Seattle incorporates grake allowing water to move from street to planter while maintaining the walking surface. Due to safety considerations, it may be desirable to use some type of barrier on the storefront side and/or planter ends.

See example of planter grate containment in Streetscape Typologies and Design Standards section.

Street Typologies and Design Standards

events, the remaining excess water will either flow back to the street gutter, entering the next downstream catchment in the series, or can be diverted to underground storage chambers. After traveling throughout the entire series, any remaining stormwater is directed to the storm sewer system or directed into swales or stream channels.

Application: Generous Sidewalk widths along Main and Vine Streets provide excellent potential for the integration of various types of bio-retention and catchment areas.

Green (Vegetated) Roofs Vegetated or ‘green’ roofs provide excellent results for a variety of sustainable building retrofit strategies including improved rate, quantity and quality of stormwater runoff; reduced energy requirements for heating and cooling of the building; improved neighborhood environmental affects resulting from reduced thermal absorption of roofing surfaces; improved noise reduction to building occupants; and extended roof membrane protection from the affects of ultraviolet radiation and puncture damage.

Application: Vegetated roofs are least expensive when designed into projects from the beginning as retro-fitting can lead to extensive structural reinforcement and an escalation of cost.

Green roof provide energy savings, improve environment conditions and create an aesthetically pleasing space for pedestrians, building users and tenants.

Downtown Streetscape Master Plan, Lexington, Kentucky

53

Street Typologies and Design Standards

Proposed Street Typology Map

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Downtown Streetscape Master Plan, Lexington, Kentucky

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Study Area Gateway Corridors (See District Map) Gateway Development Opportunity Study Area Downtown “Main Street” Gateway Development Opportunity Campus/Neighborhood Connector Street Downtown “Main Street” Downtown Thoroughfare Streets Campus/Neighborhood Connector Street Service Streets Downtown Thoroughfare Streets Minor Streets Service Streets

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Fourth

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Land Uses Linkages & Connectivity Geometry Traffic Volume Pedestrian Accommodation

Proposed Typology Designations:

Fourth

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Twenty two different streets lie within the Downtown Streetscape Master Plan study area. These streets comprise nearly seven miles of roadway with widely varying land uses, pavement widths, and functional characteristics.

In order to create a more cohesive appearance and function through future improvements this plan proposes that each of the 22 streets be organized under five separate classifications or “Typologies”. The typologies are segregated according to the following functional and aesthetic variables:

ProposedLegend Street Typology Map

Mill St

Street Typologies

Euclid

Street Typologies and Design Standards

Street TypologyDowntown Mainstreets This typology has the highest concentration of mixeduse buildings within the Downtown core and includes Broadway, Main, Vine and High streets. Based on recommendations from the existing Downtown Master Plan, this classification includes High Street as over time, it is expected that surface parking lots and garages along High will be developed into mixed-use buildings with greater emphasis on pedestrian amenities.

Overhead utilities on High Street should be buried as funding permits.

Sidewalk widths within this typology vary. Standards accommodate both pedestrian and vehicular wayfinding systems, pedestrian scale lighting, landscaping and site furniture. On-street parking, dedicated bike lanes or sharrow lanes and transit stops would be integrated along each “Mainstreet” in order to provide the highest possible range of mobility and pedestrian convenience.

Street trees and furnishings are to be strategically located where demand requires and should not interfere with driveways and building entrances.

Summary of Streets Included in Typology + Broadway (Specialty Area)

- Triangle Park Entertainment District + Main Street (Standard Typology & Specialty Area)

- Standard Typology: Newtown Pike to W. Vine

- Specialty Areas: - W. Vine to Broadway (Triangle Park District) - Broadway to Midland (Main Street Core) + Vine Street (Specialty Area)

- Vine Street / Water Street Promenade + High Street (Standard Typology Only) Specialty Areas within the Typology Many areas within this typology have been designated as “Specialty Areas” whose design standards can be found on the Streetscape Project Opportunity pages.

General + See Streetscape Design Standards for recommended materials, products, furnishings and tree selections.

Sidewalk Standards + 10 foot wide average between curb and buildings at commercial and retail areas. + 5 foot wide average in residential areas. + 3 foot wide specialty edge treatment (clay brick unit pavers) between curb and concrete sidewalk. + 6 foot wide minimum Pedestrian Thoroughfare Zone at 10’ sidewalks (5’ wide at sidewalks between 7-10’; 3’ wide at sidewalks 5’ or less in residential areas only). + 4 foot wide Furnishing / Utility Zone at 10 foot sidewalks; (2 foot wide at less than 10 foot sidewalks). + No tree lawns are proposed. + No street trees in tree pits are permitted in sidewalks less than 10 feet wide in commercial areas or less than 4’ wide in residential areas.

Suggested Sidewalk Materials + Standard concrete with broom finish and saw cut joints. + Clay brick unit paver edge treatment at Main Street only.

Trees and Landscaping + Tree type: upright columnar deciduous tree. + Tree placement is dependant upon distance between cross streets, curb cuts and adjacent uses + 4 foot wide x 6 foot long minimum tree pit in pavement adjacent to curb within Furnishing / Utility Zone. + Underplantings include perennials and ground covers. + Utilize structural soil below tree pit to extend the life and overall health of the trees. Extend structural soil 5 feet into and under adjacent sidewalk installations. + Planters (flower pots) to be used within 4’ wide Furnishing / Utility Zones. + Hanging floral baskets on light pole planter arms.

Street Lighting & Furniture + 12 foot high decorative light poles. + 70’ approximate distance between light poles.

Lighting Plan necessary to verify dimension. + Benches, litter & recycling receptacles, bike racks, located where demand requires.

Building line at commercial/retail areas

Tree Pit

Building line at residential areas

Parking Lane

Key Map Downtown Mainstreets Standard Typology

Walk Typical Sidewalk Section

Building Face Typical

1 4

5

3

2

Roadway

Typical Sidewalk Plan (Non-Residential Areas)

Private Walk

1

4 2

3

5

Legend 1 Concrete Sidewalk 2 Curb 3 Light Pole 4 Tree Pit with Under Planting 5 Clay Brick Unit Pavers

at Main Street only,

concrete or other pavement at High Street

Roadway

Typical Sidewalk Plan (Residential Areas)

Downtown Streetscape Master Plan, Lexington, Kentucky

55

Street Typologies and Design Standards

Street TypologyCampus/Neighborhood Connector The Campus/Neighborhood Connector Typology design concept proposes the development of street standards that create stronger linkages between Downtown, adjacent neighborhoods, and the campuses of the University of Kentucky and Transylvania University.

Sidewalk widths vary within this typology. Narrow sidewalks with separated tree lawns will transition to wider walks with tree pits in mixed-use areas within the Downtown and near the University of Kentucky Campus on MLK. The proposed standard design section recommends a consistent Furnishing / Utility Zone, along the curb for the placement of underground utilities and street furniture such as bike racks, litter and recycling receptacles and cafe tables. Street trees should be strategically located to avoid interference with driveways, building entrances and retail storefront street level views in mixed-use areas. Freestanding planters and hanging baskets are recommended in lieu of street trees in front of such retail storefronts, provided minimum Pedestrian Thoroughfare Zones are maintained. On-street parking and dedicated bike lanes will be integrated along Limestone and Upper.

Summary of Streets Included in Typology + Mill Street (Standard Typology) + Upper Street (Standard Typology) + Limestone Street (Specialty Area) + Martin Luther King Blvd. (Standard Typology) + Elm Tree/Rose (Standard Typology) Specialty Area within the Typology The Limestone Corridor serves as the primary campus connector and has been designated as a “Specialty Area” within this typology. Design standards for this specialty area include wayfinding elements and banners focused on the Collegetown Identity. Additional information can be found on the Streetscape Project Opportunity pages.

56

General + See Streetscape Design Standards for recommended materials, products, furnishings and tree selections. + Overhead Utilities to be buried if funding permits.

Sidewalk Standards / Suggested Materials + 8-12 foot wide between curb and buildings at commercial and southern residential areas within study limits. + 5 foot wide average between tree lawn and front yards in northern residential areas within study limits. + 6 foot wide minimum Pedestrian Thoroughfare Zone at 8-12’ walks. 5 foot wide minimum Pedestrian Thoroughfare in residential areas at 7-10’ walks; 3 foot wide when no tree lawn is present. + 4 foot wide Furnishing / Utility Zone at 10-12 foot sidewalks; (2 foot wide at narrower sidewalks).

4 foot wide minimum tree lawns / utility corridor are proposed in no residential areas. + No street trees in tree pits are permitted in sidewalks less than 10 feet wide. + Standard concrete; broom finish & saw cut joints.

Trees and Landscaping + Tree type: upright columnar deciduous tree. + Tree placement is dependant upon distance between cross streets, curb cuts and adjacent uses + 4 foot wide x 6 foot long minimum tree pit in pavement adjacent to curb within Furnishing / Utility Zone, install underplantings. + Underplantings include perennials and ground covers. + Utilize structural soil below tree pit to extend the life and overall health of the trees. Extend structural soil 5 feet into and under adjacent sidewalk installations. + Ground planters and hanging floral baskets are encouraged if funding allows. Priority for these items should be given to the Typologies “Specialty Area” --Limestone Corridor.

Street Lighting & Furniture + 12 foot high decorative light poles. + 70’ approximate distance between light poles.

Lighting Plan necessary to verify dimension. + Benches, litter/recycling receptacles, bike racks, to be located where demand requires.

Downtown Streetscape Master Plan, Lexington, Kentucky

Traffic Lane

Walk Lawn

Key Map Campus/Neighborhood Connector Standard Typology

Typical Sidewalk Section with Tree Lawn

4

Legend 1 Concrete Sidewalk 2 Curb 3 Light Pole 4 Tree Pit with Under Planting 6 Planting

Strip

1

3

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Traffic Lane

Walk

Typical Sidewalk Plan (at sidewalks less than

Typical Sidewalk Section

10’ wide), with on-street parking

without Tree Lawn

Private Walk

4 1

4

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3

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Roadway

Typical Sidewalk Plan

Typical Sidewalk Plan

(at 10 foot wide or greater sidewalks)

(Northern Residential Areas)

3

Street Typologies and Design Standards

Street TypologyDowntown Thoroughfare Streets Short is the only street included in this typology; within the study area. In its current condition, High Street can be considered a Downtown Thoroughfare street, however, based on the Downtown Master Plan recommendations, High Street will act as a “Downtown Mainstreet” in the future.

Short Street is a primarily vehicular-oriented downtown core street providing access to parking areas and small businesses. Sidewalk widths within this typology vary. Sidewalks provide linkages between parking areas to major office and institutional destinations nearby. Standards call for more consistent sidewalk widths and ADA compliant Pedestrian Thoroughfare Zones; however, there is minimal retail activity that would demand wider walks or seating areas. Enhanced wayfinding and improved lighting will promote greater vehicular and pedestrian orientation.

The proposed Standard Typology design section includes travel lanes and non-peak on-street parking at mid-block situations. Litter and recycling receptacles and street trees will be strategically placed when minimum tree pit and minimum Pedestrian Thoroughfare Zones can be met.

General + See Streetscape Design Standards for recommended materials, products, furnishings and tree selections. + Overhead Utilities to be buried if funding permits.

Sidewalk Standards + 10 foot wide average sidewalk between curb and buildings at commercial and retail areas. + 6 foot wide min. Pedestrian Thoroughfare Zone. + 4 foot wide Furnishing / Utility Zone along curb at 10 foot sidewalks; (2 foot wide at sidewalks less than 10 feet wide). + No tree lawns are proposed. + No street trees in tree pits are permitted in sidewalks less than 10 feet wide.

Key Map Downtown Thoroughfare Standard Typology

Suggested Sidewalk Materials + Standard concrete with broom finish and saw cut joints.

Trees and Landscaping + Tree type: upright columnar deciduous tree. + Tree placement is dependant upon distance between cross streets, curb cuts and adjacent uses + 4 foot wide x 6 foot long minimum tree pit in pavement adjacent to curb within Furnishing / Utility Zone, install underplantings. + Underplantings include perennials and ground covers. + Utilize Structural Soil below tree pit to extend the life and overall health of the trees. Extend Structural Soil 5 feet into and under adjacent sidewalk installations. + Planters (flower pots) can be used within 4’ wide Furnishing / Utility Zones. + Hanging floral baskets on light pole planter arms where funding permits.

Street Lighting & Furniture + 12 foot high decorative light poles where funding permits. + 70’ approximate distance between light poles.

Lighting Plan necessary to verify dimension. + Benches, litter & recycling receptacles and bike racks will be located where demand requires.

4

4’ Tree Pit

Building

Varies

7’ Parking Lane

1

3

2

Typical Sidewalk Section Typical Sidewalk Plan (at sidewalks less than 10’ wide), with on-street parking

Legend 1 Concrete Sidewalk 2 Curb 3 Light Pole 4 Tree Pit with Under Planting

4

1

2

3

Typical Sidewalk Plan (at 10 foot wide or greater sidewalks)

Downtown Streetscape Master Plan, Lexington, Kentucky

57

Street Typologies and Design Standards

Street TypologyService Streets Service streets are primarily vehicular-oriented within the Downtown core and provide access to parking areas.

Sidewalks provide linkages to and from parking areas and office / institutional destinations nearby. Standards call for more consistent sidewalk widths and ADA compliant Pedestrian Thoroughfare Zones. Standards need to accommodate both a pedestrian and vehicular wayfinding systems and improved lighting to promote better orientation.

Suggested Sidewalk Materials + Standard concrete with broom finish and saw cut joints.

Street Lighting & Furniture + 12 foot high decorative light poles where funding permits. + 70’ approximate distance between light poles.

Lighting Plan necessary to verify dimension. + Litter receptacles outside of Pedestrian Thoroughfare Zone.

Sidewalk widths within this typology currently vary from a minimum of approximately 4 feet. Proposed sidewalk standards call for an increase in consistent width; however, a minimum 4’ Pedestrian Thoroughfare zone should currently be maintained on all sidewalks for accessibility. Pedestrian Thoroughfare Zone and proposed standard sidewalk widths are proposed to increase with new infill development.

Key Map Service Street Standard Typology

Summary of Streets Included in Typology + Church/Barr + Water Street

4

General + See Streetscape Design Standards for recommended materials and products. + Overhead Utilities to be buried if funding permits.

Typical Sidewalk Plan (at sidewalks less than 10’ wide), with on-street parking Legend 1 Concrete Sidewalk 2 Curb 3 Light Pole 4 Tree Pit with Under Planting 4

Recommended Clearance 2’ Utility Zone Sidewalk Varies Typical Sidewalk Section

58

3

2

Sidewalk Standards + 8 foot wide sidewalk proposed at infill projects. + 6 foot wide min. Pedestrian Thoroughfare Zone at infill projects, 4’ min at existing sidewalks. + 2 foot wide Furnishing / Utility Zone along curb. + No tree lawns are proposed. + No street trees in tree pits are permitted due to narrow sidewalks.

Landscaping Buffer + 6 foot minimum landscape buffer or stone/brick wall proposed when sidewalks are adjacent to parking lots.

1

Downtown Streetscape Master Plan, Lexington, Kentucky

Traffic Lane

1

2

3

Typical Sidewalk Plan (at 10 foot wide or greater sidewalks)

Street Typologies and Design Standards

Street TypologyMinor Street Minor streets primarily provide local (mainly northsouth) access between Downtown’s major east-west streets. Esplanade and Cheapside streets offer excellent opportunities for the integration of sidewalk café and event space. The balance of the streets within this category offer limited potential for social activities.

Design standards call for the maintenance of ADA compliant Pedestrian Thoroughfare Zones and ramp conditions. Signage and wayfinding should promote better orientation between district destinations and public parking facilities. Wayfinding elements should reinforce and enhance the identity of district destinations such as Cheapside Park and Old Courthouse Square.

Summary of Streets Included in Typology + Beck + Cheapside + Deweese + Esplanade + Market + Morton Alley + Quality + Wrenn Specialty Area within the Typology Additional information can be found on the Streetscape Project Opportunity pages for Cheapside.

General + See Streetscape Design Standards for recommended materials and products. + Overhead Utilities to be buried if funding permits.

Sidewalk Standards + 8 foot wide sidewalk proposed at infill projects. + 6 foot wide min. Pedestrian Thoroughfare Zone at infill projects, 4’ min at existing sidewalks. + 2 foot wide Furnishing / Utility Zone along curb. + No tree lawns are proposed. + No street trees in tree pits are permitted in sidewalks less than 10 feet wide.

Landscaping Buffer + 6 foot minimum landscape buffer or stone/brick wall proposed when sidewalks are adjacent to parking lots.

Key Map Minor Streets Standard Typology

Suggested Sidewalk Materials + Standard concrete with broom finish and saw cut joints.

Street Lighting & Furniture + 12 foot high decorative light poles where funding permits. + 70’ approximate distance between light poles.

Lighting Plan necessary to verify dimension. + Litter receptacles and bike racks located near intersections provided minimum Pedestrian Thoroughfare Zone is met.

4

1

3

2

Typical Sidewalk Plan (at sidewalks less than 10’ wide), with on-street parking Legend 1 Concrete Sidewalk 2 Curb 3 Light Pole 4 Tree Pit with Under Planting 4

1

2

3

Typical Sidewalk Plan (at 10 foot wide or greater sidewalks)

Downtown Streetscape Master Plan, Lexington, Kentucky

59

Street Typologies and Design Standards

Streetscape Design Standards: Pavements Clay Pavers (Brick):

Recycled Asphalt Block Pavers:

Use Area: Main Street (Newtown Pike to West Vine & Broadway to Midland) High Street (Broadway to Rose)

Use Area: Triangle Park Entertainment District Broadway Street (Church to High) Main Street (W. Vine to Broadway) Potential use between Triangle Park Fountain Wall and Lexington Center (if Vine Street changes from roadway to a pedestrian mall in the future)

Suggested Manufacturers Belden Brick Company: Color-Admiral Red www.beldenbrick.com, (330) 456-0031 Pine Hall Brick Company: Color-Pathway Red www.pinehallbrick.com, (800) 334-8689 Boral Bricks, Inc.: Color-Red www.boralbricks.com, (800) 748-8888

Suggested Manufacturer: Hanover Architectural Products Color: #37 (Red) 94.0% Recycled Color: #12 (Multi-dark) 24.0% Recycled Color: #13 (Multi-light) 22.6% Recycled www.hanoverpavers.com, (717) 637-0500

Concrete Pavers: Use Area: Limestone Corridor Intersections Vine Street / Water Street Promenade Suggested Manufacturer: Unilock, Series: 3000, Colors: Coral Gem, Crystal Rose & Black Granite, www.unilock.com, (800)-UNILOCK

A - Coral Gem

B - Black Granite

D - #37

E - #12

F - #13

Limestone Pavers: Use Area: Limestone Corridor Intersections (Wayfinding Element) Vine Street / Water Street Promenade (Crossings Pattern)

C - Crystal Rose

60

Downtown Streetscape Master Plan, Lexington, Kentucky

Suggested Manufacturer: Indiana Limestone Company www.indianalimestonecompany.com, (800) 457-4026

Street Typologies and Design Standards

Streetscape Design Standards: Accessories ADA Detectable Warning Pavers:

Planter Containment:

Use Area: Curb intersections at crosswalks or per conceptual drawings.

Use Area: Vine Street / Water Street Promenade Main Street

Various Manufacturers: Paver Color: To differ from adjacent materials; to be determined during Design Development Phase.

Suggested Manufacturer: Forms + Surfaces (Custom Design Department) www.forms-surfaces.com, (800) 451-0410 Images shown at right designed by Forms + Surfaces Custom Design for Lexington to be completed in Design Development Phase and to relate to other features.

Downtown Streetscape Master Plan, Lexington, Kentucky

61

Street Typologies and Design Standards

Streetscape Design Standards: Site Furniture Benches-Typical:

Litter Receptacle (also with Integrated Recycling):

Use Area: Downtown Standard to match existing

Use Area: Downtown Standard to match existing

Manufacturer: Victor Stanley: Backed Model # CR10-6 foot, Color-RAL#6009

Backless Model # CR7-6 foot, Color-RAL#6009 www.victorstanley.com, (800) 368-2573

Manufacturer (letter receptacle): Victor Stanley: Series: Ironsite, Model #S-42, Color-RAL#6009 Image at right shows existing Lexington Standard #S-42 www.victorstanley.com, (800) 368-2573

Benches-Specialty: Use Area: Triangle Park Entertainment District Cheapside Park and Plaza Suggested Manufacturer: Forms + Surfaces: Series: Ratio, Color: Stainless Steel Backed Model #: SBRAT-72BSS, Backless Model #: SBRAT-72NSS www.forms-surfaces.com, (800) 451-0410

Image at far right shows receptacle with integrated recycling Forms + Surfaces: Model: Urban Renaissance with custom grill Suggested Manufacturer(recycling): www.forms-surfaces.com, (800) 451-0410

Bike Racks: Use Area: Downtown Standard (existing hitching post type will no longer be used due to limited durability / City maintenance issues)

Use Area: Occassional use, locations in specialty areas to be determined.

Suggested Manufacturer: Custom Design Scuptural Bike Racks or Manufacturer Image shown at far right is Forms+Surfaces (design in progress). www.forms-surfaces.com, (800) 451-0410

Suggested Manufacturer: Custom Designed by local artists Images shown are examples of art benches in other cities.

Creative Pipe, Inc. Image shown at right is Model #HS 2-F-SS www.creativepipe.com, (800) 644-8467

Benches-Artistic:

News Rack Corrals: Use Area: Downtown Standard (see locator map for specific locations) Suggested Manufacturer: Forms + Surfaces (Custom Design Department) www.forms-surfaces.com, (800) 451-0410 Image shown at right custom designed by Forms + Surfaces Image shown at far right is potential design concept for Lexington www.forms-surfaces.com, (800) 451-0410

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Downtown Streetscape Master Plan, Lexington, Kentucky

Street Typologies and Design Standards

Streetscape Design Standards: Site Furniture and Lighting Decorative Street Lighting - Typical:

Decorative Street and Site Lighting - Specialty:

Use Area: Downtown Standard to match existing

Use Area: Triangle Park Entertainment District

Manufacturer: Holophane Luminaire: GranVille Series Color RAL - 6009 Cast Aluminum Post: Wadsworth Series, Model # W12F5/17-CA with fluted shaft color RAL-6009 with weatherproof receptacle RS/G-FI/WPIL Crossarms for double luminaire poles: Annapolis Series ACA/2 color RAL-6009 www.holophane.com, (614) 349-4160 * Verify model #’s with supplier: Kentucky Utilities

Suggested Manufacturers: Option 1 Se’lux Lighting, Model Saturn Series, Saturn 1 Finish black Option 2 Se’lux Lighting, Model Ritorno, Finish black www.selux.com (800) 735-8927 Option 3 Forms + Surfaces, Light Column Pedestrian # LPCOL_612

Decorative Street Lighting - Typical with Accessories: Use Area: Downtown Standard to match existing at specialty areas: Main Street, Vine Street/Water Street Promenade, Limestone Corridor, Cheapside Park and Plaza Manufacturer: Holophane Banner Arms: Bolt on mounting with ball end cap Banner Model #BA18B/1/BO color RAL 6009* Banner Model #BA24B/1/BO color RAL 6009* * Banner size to be determined during the Design Development Phase.

Planter Arm: OS Series Model # OSPA/BO/CA/RAL6009 www.holophane.com, (614) 349-4160 * Verify model #’s with supplier: Kentucky Utilities

Planters: Use Area: Limestone Corridor, Vine Street/Water Street Promenade Main Street Triangle Park Entertainment District Suggested Manufacturer: Dura Art Stone Model: Biltmore 3’ diameter x +/- 17 “ High Color to be determined during Design Development Phase. www.duraartstone.com, (800) 232-0332

Accent Lighting: Use Area: Triangle Park Entertainment District Suggested Manufacturer: Forms + Surfaces Light Column Series w/ custom shield or as shown Light Column Bollard Model #- LBCOL-604 5” Diameter www.forms-surfaces.com, (800) 451-0410 * Also available in 11” high pedestrian light pole

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Street Typologies and Design Standards

Streetscape Design Standards: Traffic Infrastructure Transit Shelter:

Mast Arm: Use Area: Downtown standard at major intersections.

Suggested Manufacturer: Union Metal www.unionmetal.com, (330) 456-7653

Use Area: Downtown standard at the following locations, per LexTran recommendations.

145 East Main Street across the street from the Police Station Main Street at Cheapside in front of the Court House.

333 W Main Street 200 W Vine Street in front of PNC Bank Manufacturer: Custom Designed by local artists Images shown are examples of art shelters in other cities.

Parking Pay Station : Use Area: Main Street Vine Street Corridor Suggested Manufacturer: Parkeon, Model Strata Color to be determined During Design Development phase.

Solar powered machine to accept cash, credit, and coin. One parking pay station will service from 6-12 spaces. www.parkeon.com, (856) 234-8000

Parking Meter: Use Area: Main Street Vine Street Corridor Suggested Manufacturer as Recommended by LexPark: POM Incorporated Model APM-N Machine accepts coin only. www.pom.com, (800) 331-7275 Alternate Suggested Manufacturer: IPS Group, Inc., Single Space Parking Meter or equivalent.

Machine to accept cash, credit, and coin. www.ipsgroupinc.com, (858) 764-4226

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Downtown Streetscape Master Plan, Lexington, Kentucky

Audible Crossing Systems: Use Area: Downtown standard at intersections. Prioritize by highest use and greatest need intersections.

Suggested Manufacturer: To be determined Suggested Review: www.walkinginfo.org Optional features may include: Tones, speech messages, vibrating surface, audible beaconing, tactile arrow, auto volume adjustment, alert tone, actuation indicator, clearance interval tones, etc.

Street Typologies and Design Standards

Standard Intersection - Triangle Park Entertainment District Typical Design for Intersections at: + + + +

Broadway & Short Broadway & Main Broadway & Vine Broadway & High

Typical Design for Sidewalks along: + Both sides of Broadway from 60’ to 75’ north of Short to +/- 25’ to 30’ south of High. + North side of Main Street between Algonquin and Broadway. New south side sidewalk is proposed along Main just east of W. Vine loop to Broadway. + Potential drop-off, south side of Main between W. Vine and Broadway (includes 6 bollards). + Potential plaza between Triangle Park Fountain Wall and Lexington Center (in lieu of Vine Street).

Key Map Downtown Mainstreets Typology Specialty Area: Triangle Park Entertainment District

Notes: 1. Furnishing Zone to be located as shown. If current sidewalks are less than 10’ wide, Furnishing Zone will be reduced to allow for minimum Pedestrian Thoroughfare Zone until desired conditions can be established.

2. Pedestrian Thoroughfare Zone to be an unobstructed path from curb ramp to curb ramp.

3. At shared curb ramp, strategically place planters and bollards to direct pedestrian movement toward crosswalks while leaving ramp sides and landings clear.

4. See Streetscape Design Standards for street furniture information (i.e. News rack Corrals, Litter Receptacles, Light Poles, Hanging Baskets, Bike Racks, Planters, Street Trees with Structural Soil, Asphalt Pavers, Inlaid Paver Design).

5. Spacing of street trees to be field determined based on door/window locations.

6. Typical sidewalk design to be continuous.

Sidewalk materials to be used at driveways & entrances (vehicular strength).

7. Placement of Limestone paver wayfinding element to be specified in Design Development Phase. * See News Rack Corral Location Map for proposed corral locations.

(T) Transition curb from flush grade to full height.

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Street Typologies and Design Standards

Standard Intersection - Main Street Core (Broadway to Midland) Typical Design for Intersections at: + + + + + + + + +

Main & Mill Main & Cheapside Main & Upper Main & Limestone Main & MLK Main & Esplanade Main & Deweese Main & Elm Tree Main & Midland/East Vine

Notes: 1. Furnishing Zone to be located as shown. If current sidewalks are less than 10’ wide, Furnishing Zone will be reduced to allow for minimum Pedestrian Thoroughfare Zone until desired conditions can be established.

2. Pedestrian Thoroughfare Zone to be an unobstructed path from curb ramp to curb ramp.

3. See Streetscape Design Standards for street furniture information (i.e. News rack Corrals, Litter Receptacles, Light Poles, Hanging Baskets, Bike Racks, Planters/Flower Pots, Street Trees with Structural Soil, Clay Pavers.

4. Spacing of street trees to be field determined based on door/window locations.

5. Typical sidewalk design to be continuous.

Sidewalk materials to be used at driveways (vehicular strength).

6. Placement of Limestone paver wayfinding element to be specified in Design Development Phase. * See News Rack Corral Location Map for proposed corral locations.

(T) Transition curb from flush grade to full height.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Key Map Downtown Mainstreets Typology Specialty Area: Main Street Core

Street Typologies and Design Standards

Standard Intersection - Vine Street / Water Street Promenade

Key Map Downtown Mainstreets Typology Specialty Area: Vine Street / Water Street Promenade

Typical Design for Intersections at: + + + +

Vine & Mill Vine & Upper Vine & Limestone Vine & Rose

Notes: 1. Furnishing Zone to be located as shown. If current sidewalks are less than 10’ wide, Furnishing Zone will be reduced to allow for minimum Pedestrian Thoroughfare Zone until desired conditions can be established.

2. Pedestrian Thoroughfare Zone to be an unobstructed path from curb ramp to curb ramp.

3. ADA curb ramp to be a continuous depressed curb when in specialty pavement promenade.

Typical ADA ramp to be used in North/South crossing direction.

4. See Streetscape Design Standards for street furniture information (i.e. Newsrack Corrals, Litter Receptacles, Light Poles, Hanging Baskets, Bike Racks, Planters/Flower Pots, Street Trees with Structural Soil, Concrete and Limestone Pavers.

5. Spacing of street trees to be field determined based on door/window locations.

6. Typical sidewalk design to be continuous.

Sidewalk materials to be used at driveways (vehicular strength). * See News Rack Corral Location Map for proposed corral locations.

(T) Transition curb from flush grade to full height.

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Street Typologies and Design Standards

Standard Intersection - Limestone Corridor (Fourth to Avenue of Champions) Typical Design for Intersections at: + + + + + + + +

Limestone & Fourth Limestone & Third Limestone & Second Limestone & Church/Barr Limestone & Short Limestone & High Limestone & Maxwell Limestone & Avenue of Champions

Notes: 1. Furnishing Zone to be located as shown. If current sidewalks are less than 10’ wide, Furnishing Zone will be reduced to allow for minimum Pedestrian Thoroughfare Zone until desired conditions can be established.

2. Pedestrian Thoroughfare Zone to be an unobstructed path from curb ramp to curb ramp.

3. At shared curb ramps strategically place planters to direct pedestrian movement toward crosswalks while leaving ramp sides and landings clear.

4. See Streetscape Design Standards for street furniture information (i.e. Newsrack Corrals, Litter Receptacles, Light Poles, Hanging Baskets, Bike Racks, Planters/Flower Pots, Street Trees with Structural Soil, Concrete Pavers, Inlaid Paver Design).

5. Spacing of street trees to be field determined based on door/window locations.

6. Typical sidewalk design to be continuous.

Sidewalk materials to be used at driveways (vehicular strength). * See News Rack Corral Location Map for proposed corral locations.

(T) Transition curb from flush grade to full height.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Key Map Campus/

Street Typologies and Design Standards

Streetscape Construction Details

Paver Edge Treatment

Paver Installation (Vehicular Applications)

Use Area: Main Street (excluding Triangle Park Entertainment District) and High Street

Use Area: Downtown standard at drives and crosswalks at Triangle Park Entertainment District intersections

Paver Installation Use Area: Main Street, Vine Street/Water Street Promenade, Limestone Corridor, Triangle Park Entertainment District

Rain Garden/Bio-Retention Use Area: Vine Street/Water Street Promenade

Bench Installation Use Area: Downtown standard

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Street Typologies and Design Standards

Streetscape Construction Details

ADA Curb Ramp

Detectable Warning Pavers

Use Area: Downtown standard

Use Area: Downtown standard at intersections

MATERIAL VARIES PER MASTER PLAN

PAVERS

MATERIAL VARIES PER MASTER PLAN

4-1/2” (City Standard)

WIDTH OF WALK OR

Standard Driveway Apron at Adjacent Sidewalk Use Area: Downtown standard

SEE STANDARD DESIGN GUIDELINES SECTION FOR SUGGESTED MANUFACTURER AND PRODUCT

Litter/Recycling Receptacle Installation Use Area: Downtown standard

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Downtown Streetscape Master Plan, Lexington, Kentucky

#S-42

1-1/2”

Street Typologies and Design Standards

Streetscape Construction Details

Concrete Pavement

Mast Arm Pole Details

Use Area: Downtown standard sidewalk

Use Area: Downtown standard at major intersections

,,

4-1/2 CAST-IN-PLACE CONCRETE

Heavy Duty Concrete Pavement Use Area: Downtown standard at drive aprons and high vehicular traffic areas.

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Street Typologies and Design Standards

Streetscape Construction Details Tree Pit within Silva Cell (Alternative to Structural Soil)

Use Area: At all street trees in tree pits. Minimum tree pit opening is 4’ x 6’.

Use Area: At all street trees in tree pits. Minimum tree pit opening is 4’ x 6’.

1’-6”

Tree Pit within Structural Soil

Qwick Punch Sign Post Use Area: Downtown standard at sign posts

POST TO BE PAINTED KEENELAND GREEN

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Downtown Streetscape Master Plan, Lexington, Kentucky

MANUAL

Phasing and Implementation

Funding Strategy In order to capitalize on current interest and momentum; and in recognition of the limited availability of federal, state, and local government funds, this plan should be actively used in the recruitment of private-sector investors and funding partners. These potential partners should receive assistance in gaining an understanding of the benefits of public / private partnering.

Phasing and Implementation

Preston Osborne and the Downtown Development Authority are currently in the process of implementing a targeted public relations and fundraising campaign aimed an engaging the financial participation of individual property owners, businesses, foundations and philanthropic entities. Funding strategies and projects that reduce investor risk, enhance property values or increase business revenues are key to accelerating the redevelopment of the streetscape environment and public realm.

Tax Increment Financing (TIF) is one of the most common tools for the financing of public improvements associated with private development projects. LFUCG should carefully consider utilization of TIF as an accepted mechanism for funding as it has proven to stimulate private development / redevelopment initiatives leading to implementation of the Streetscape plan.

Note on BIDs and SIDs (Business Improvement District and Special Improvement District) BIDs, SIDs and Management Districts are special assessment districts which are created to serve specific geographic areas. These districts are created by engaging the participation of property owners toward the “self-assessment” of a pool of funding designed to direct revenues to a variety of supportive services including capital improvements, security, maintenance, marketing, economic development, parking, and special events.

Louisville and Cincinnati utilize improvement districts to fund “Clean & Safe” and “Downtown Ambassador” programs which emphasize services which cater to visitors and business patrons and help ensure that downtown patrons have a pleasant, safe, and enjoyable experience.

BIDs are excellent tools to develop funds for street cleaning, flower and banner programs, and landscape maintenance and can be used to fund staff positions such as administrative and marketing positions. Due to the magnitude of streetscape development costs BIDs are not always a practical means of generating capital funding for sidewalk replacement and enhancement. Additional information may be obtained from the International Downtown Association at www.ida-downtown.org.

Other Potential sources of streetscape development funding include the following Commercial Development Incentives: + New Market Tax Credits + Community Reinvestment Act (CRA) loans + Special Improvement (S.I.D), Business Improvement (B.I.D.) or Management Districts

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Phasing and Implementation

Public Funding Sources In addition to traditional municipal funding sources, potential sources of streetscape development funding include several state and federal funding programs. The following list is taken for the State of Kentucky Department for Local Government and “www.bikewalk.ky.gov”: Surface Transportation Program (STP) funds These funds can be used for bicycle and pedestrian facility construction or nonconstruction projects such as brochures, public service announcements, and route maps. The projects must be related to bicycle and pedestrian transportation and must be part of the Six-Year Highway Plan. The Metropolitan Planning Organization (MPO) or the Area Development (ADD) District in the Transportation Improvement Program (TIP) programs these funds.

Transit Enhancement Activity (TEA-21 funding) TEA-21 funding provides State-administered federal transit funding for trails, greenways, sidewalks, signage, bikeways, and safety education. There is a 20 percent (20%) match of local funds required. Federal grants are usually for construction only - not front-end costs of design, environmental review, engineering, land acquisition.

Local government pays up front and the federal share is reimbursed after satisfactory completion.

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Renaissance on Main formerly known as Renaissance Kentucky, rewards communities that take steps to revitalize and maintain vibrant, economically sound development in Kentucky’s downtown areas. Although the Governor’s Office for Local Development (GOLD) continues to administer program funding, the Renaissance on Main Alliance plays a critical role in the implementation of the program. The primary purpose of the Renaissance on Main program is to spur economic development through job creation in downtown communities. The purpose of the program is to reward and recognize Kentucky cities that proactively take steps to revitalize and maintain safe, vibrant and economically sound downtown communities.

Grants are available through the Renaissance on Main program to those cities established as “Certified” Renaissance on Main cities in the current year of eligibility.

Congestion Mitigation and Air Quality Improvement Program (CMAQ) Program An innovative program established by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA).

The ISTEA created flexible guidelines that allow the CMAQ Program to cut across traditional boundaries and encompass projects and programs dealing with highways, transit, and non-traditional areas, such as vehicle emission inspection and maintenance to name just a few. The CMAQ program was created to reduce congestion on local streets and improve air quality.

Funds are available to communities designated as “nonattainment” or “maintenance” areas for the National Ambient Air Quality Standards, as determined by the EPA. Funds are distributed to states based on population by county and the severity of air quality problems. A 20 percent local match is required.

Downtown Streetscape Master Plan, Lexington, Kentucky

Safe Routes to School Program (SRTS) The purpose of SRTS is to enable and encourage children, including those with disabilities to walk and bicycle to school.

The program also helps make walking and bicycling to school safe and appealing, and helps to facilitate the planning and implementation of projects that improve safety, reduce traffic, fuel consumption, and air pollution in the vicinity of schools.

Funds are available for school boards or local government agencies to implement infrastructure and non-infrastructure related activities. Eligible activities include sidewalk improvements, traffic-calming and speed reduction improvements, pedestrian and bicycle crossing improvements, on-street bicycle facilities, traffic diversion improvements within 2 miles of a school, and public awareness campaigns and educational materials Transportation and Community and System Preservation Pilot Program (TCSP) TCSP provides funding for a comprehensive initiative including planning grants, implementation grants, and research to investigate and address the relationships between transportation and community and system preservation and to identify private sector-based initiatives. The TCSP is a Federal Highway Administration program being jointly developed with the Federal Transit Administration, the Federal Rail Administration, the Office of the Secretary, the U. S. Department of Transportation, and the U. S. EPA. States, MPOs, and local governments are eligible to receive planning and implementation grants for projects that: reduce impacts of transportation on the environment, reduce the need for costly future infrastructure investments, and improve the efficiency of the transportation system. Projects involving partnerships among public and private sectors are given priority. See: http://www.fhwa.dot.gov/tea21/fedreg3.htm

Non Point Source Pollution Control Program Program grants are available for watershed-based plan development and implementation, protection of Special Use Waters with identified threats, as well as other nonpoint source (NPS) pollution control projects to help mitigate or prevent runoff pollution. Funds can be used to pay for 60 percent of the total cost for each project; a 40 percent nonfederal match is required. Priority consideration will be given to applications for watershed based plan development and implementation in 303(d) listed streams and protection of threatened Special Use Waters. Up to $2.7 million in federal financial assistance is available. The NPS grant provides an opportunity to put substantial resources into watershed remediation projects.

Additional Funding Ideas Although Federal monies provide the primary funding source for bikeways, state or local governments may also provide revenues from their general funds, special bond levies, transportation impact fees or system development charges. Cooperative projects with utility districts or companies can be funded to jointly build bridges across streams to carry both utility lines and bicycle traffic.

Phasing and Implementation

PRELIMINARY Preliminary Development Budget Construction Cost Projections: Preliminary estimates of probable construction costs have been created to guide budgeting for the phased implementation of all of the proposed Downtown Streetscape Improvements.

Future phasing will be contingent upon several factors including the availability of public funding, the sequencing of roadway and other improvement projects, the status of private development initiatives and private property owner participation. Any or all future phases could be separated or combined based upon coordination issues and the availability of funds.

All of the budget estimates are based upon the conceptual streetscape design standards proposed herein. The estimates have been conceived without the completion of more detailed engineering and the limitations of the available mapping. While these estimates are useful in establishing relative improvement budgets and in pursuing supplemental project funding, additional design will be necessary to predict specific project costs.

Lexington Downtown Streetscape Development Budget

Preliminary Opinion of Probable Construction Costs

Coded Notes from Preliminary Probable Construction Costs

August 6, 2008 20% A&E Fees @ Utility Relocation Contingency 7% (4) Allowance (5)

Utility Design Fees @ 10% (6)

Block Limits

Construction Budget (2)

1

Newtown Pike

Main to 4th

$2,050,000

$410,000

$143,500

2 3 4 5

Main Street

Newtown to Broadway (7) Broadway to Upper Upper to Quality Quality to Midland

$1,800,000 $1,200,000 $2,200,000 $690,000

$360,000 $240,000 $440,000 $138,000

$126,000 $84,000 $154,000 $48,300

6 7 8

Vine Street

Broadway to Upper Upper to Limestone Limestone to Midland

$3,090,000 $950,000 $2,600,000

$618,000 $190,000 $520,000

$216,300 $66,500 $182,000

9 10

Limestone

Fourth to Main Main to Ave of Champions

$1,600,000 $3,000,000

$320,000 $600,000

$112,000 $210,000

$1,100,000 $1,300,000

$110,000 $130,000

$3,242,000 $5,240,000

11

Broadway

Short to High

$1,800,000

$360,000

$126,000

$266,000

$26,600

$2,578,600

12

Mill Street

Short to High

$1,100,000

$220,000

$77,000

$240,000

$24,000

$1,661,000

13

Upper Street

Short to High

$1,000,000

$200,000

$70,000

$332,500

$33,250

$1,635,750

14 15 16 17

Martin Luther King

Barr to Main Main to Vine Vine to High High to Ave of Champions

$450,000 $330,000 $320,000 $1,500,000

$90,000 $66,000 $64,000 $300,000

$31,500 $23,100 $22,400 $105,000

$120,000

$12,000

$190,000

$19,000

$703,500 $419,100 $406,400 $2,114,000

18

Short Street

Broadway to Elm Tree

$2,430,000

$486,000

$170,100

$1,152,000

$115,200

$4,353,300

19

DeWeesee

Main to Vine

$324,000

$64,800

$22,680

20

Church/Barr Street

Broadway to Elm Tree

$1,700,000

$340,000

$119,000

21 22 23

Elm Tree / Rose

Short to Main Main to Vine Vine to High

$324,000 $292,000 $183,000

$64,800 $58,400 $36,600

$22,680 $20,440 $12,810

24 25 26

High Street

$725,000 $379,000 $1,530,000

$145,000 $75,800 $306,000

$33,567,000

$6,713,400

Broadway to Upper Upper to Limestone Limestone to Rose Street Development Totals:

Item

27 28 29 30

Project Area / Description

Newtown Pike Gateway Vine Street Linear Park Triangle Park Improvements Cheapside Entertainment District Improvements Project Development Totals:

Projected Budget (3)

$5,000,000 $5,000,000 $2,500,000 $1,500,000 $14,000,000

$137,750

$285,000

$28,500

$3,801,250 $1,524,000 $2,794,000 $1,189,800 $3,924,300 $1,206,500 $3,302,000

$411,480 $113,050

$3,402,550

$118,000

$11,800

$411,480 $370,840 $362,210

$50,750 $26,530 $107,100

$462,500

$46,250

$2,349,690

$8,074,000

$1,130,500

$807,400

20% A&E Fees @ Contingency 7% (4)

$1,000,000 $1,000,000 $500,000 $300,000 $2,800,000

Totals

$2,603,500 $1,377,500

$1,429,500 $481,330 $1,943,100 $51,511,490

Total Budget

$350,000 $350,000 $175,000 $105,000 $980,000

$6,350,000 $6,350,000 $3,175,000 $1,905,000 $17,780,000

Estimated Street Development Budget: Estimated Project Development Budget: Total Budget (1) :

of

1. All costs based on year 2008 values.

Street Name

Item

Opinion

2. All estimates are preliminarily based on Streetscape Master Plan concepts and “Basic” cost projections stated on “Construction Cost Allowances” Exhibit August 2008. Costs include typical curb and sidewalk replacement features, new street furnishings (i.e. news rack corrals, benches, litter receptacles, rain-garden/ bio-retention planters, trees and landscaping). An allowance for overhead electric utility relocation has been noted as stated in “Construction Cost Allowances” Exhibit, Aug. 2008.

Budget estimates are based upon existing available survey information. Cost exclusions comprise of but are not limited to the following: lane conversion, roadway resurfacing, traffic mast arms, storm and sanitary sewer improvements/relocations, unidentified utility relocations and secondary connections/ improvements, site and building specific architecture, wayfinding/signage/placemaking amenities outside of the right-of-way (unless otherwise noted), special insurance/bonds and annual maintenance.

3. Budget based on past experience with comparable projects, only.

4. Excludes construction administration expenses, 5. Overhead electric utility relocation and burial costs based on linear foot cost allowances stated on “Construction Cost Allowances” Exhibit, Aug. 2008.

6. Overhead electric utility design fees based on 10% allowance; actual fees to be determined.

$51,511,490 $17,780,000 $69,291,490

Notes: See Streetscape booklet for coded notes.

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Phasing and Implementation

Recommended Implementation Priorities

+ Complete Courthouse Square event staging, placemaking and sidewalk enhancements (especially at West side of Limestone).

Assemble Design Review Committee

+ Complete Newtown Pike Gateway enhancements (both temporary and permanent, excluding any that would jeopardize completion of the Newtown Pike Connector).

+ Assemble funding / accelerate completion of Newtown Pike Extension.

+ Improve the Triangle Park Yoke (develop Wayfinding and Identity Enhancements).

+ Begin design and construction of the Water Street Promenade and Vine Street Linear Park simultaneous with redevelopment of Annex Garage or adjacent properties.

+ Need for oversight committee is paramount to ensure compliance as the Downtown Streetscape Master Plan is adopted and implemented. Establishing this committee and empowering them to inform the public and enforce standards will be key in realization of the plan.

Short-Range Implementation Priorities (1-3 yrs.) + Conduct traffic study as needed to support proposed/ preferred design changes and secure Transportation Cabinet permits for Main and Vine Streets. + Conduct design studies as needed to begin overhead utility relocation at east and west ends of Main Street. + Improve Main Street sidewalks between Lexington Center and Elm Tree Street (incorporate rain gardens, bike lane, non-peak parking lane, wayfinding and placemaking enhancements). + Improve Vine Street sidewalks between Limestone and Lexington Center (incorporate rain gardens, bike lane, non-peak parking lanes, wayfinding and placemaking enhancements). + Convert Short and Second Streets from one-way to two-way traffic. + Conduct traffic study to determine feasibility and impacts of the potential conversion (two-way travel) of Limestone and Upper Streets.

+ Complete Downtown wayfinding & signing enhancements. + Develop Cheapside/Old Courthouse entertainment area as an improved festival and event venue.

Convert Cheapside Street to a pedestrian/event space connecting to the Old Courthouse lawn. + Establish design criteria, modify the zoning code and/or establish design overlay districts that allow projecting signs and provide more flexible, less restrictive criteria for storefront and building mounted signing. + Coordinate between the LFUCG Division of Planning and Engineering to ensure that new streetscape design standards and sustainable best management practices are integrated and / or referenced in design and construction manuals / specifications. + Coordinate between the LFUCG Division of Planning and Council to establish the most appropriate form of review authority and control over the application of Streetscape Standards. + Conduct coordinated fund-raising efforts with both public and private donors.

+ Conduct design studies as needed to determine overhead utility relocation requirements at Limestone and Upper Streets.

+ Establish / appoint non-profit administrator (and receiver) to facilitate ongoing maintenance of charitable donations.

+ Implement Limestone corridor streetscape, bike access, and wayfinding enhancements.

+ Work with LFUCG to determine the most appropriate entity to administer the on-going Streetscape funding and implementation strategy.

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Downtown Streetscape Master Plan, Lexington, Kentucky

Medium to Long Range Priorities (3+ years) + Build new gateway & modern roundabout at the Newtown Pike and Main Street intersection.

+ Implement Triangle Park Entertainment District streetscape improvements. + Proceed with subsequent “priority” and projectbased streetscape redevelopment according to implementation and funding strategy. + Conduct traffic study to determine feasibility and impacts of the potential conversion (two-way travel) of High Street and Maxwell Street. High Street has been evaluated with the potential of being another “Main Street” into the downtown core which would greatly benefit from this transition. + Develop Town Branch Basin into “Lexington’s Millennium Park”. Redevelop Jefferson Street with mixed-use development over parking garages.

Realign High Street to reconnect to Manchester Street. + Bury overhead utilities on secondary streets. + Build support with Transportation Cabinet staff, assemble funding, and complete necessary permit applications to complete implementation of street conversion strategy.

Appendix

Supplemental Exhibits + + + + + + + + + +

District Map First Floor Use Map Historic District Map Existing and Future Phased Traffic Routing One-Way Pair Alternatives News Rack Corral Location Map Visual Language Inspiration Secondary Gateway and Place Making Proposed Banner System Wayfinding Opportunities

Appendix

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Transit stops should be located in the Furnishing Zone where user demand is highest and frequent service is needed and will typically be located on the near side, prior to the bus going through the intersection. This allows passengers to board the bus closest to the crosswalk, eliminates double stopping (if the light is red and the bus stop is beyond the light) and minimizes traffic interference when traffic on the far side of the intersection is busy. Arguments for stops mid-block and far-side may be made in certain situations, based on site conditions or end user considerations. Site furnishings, cafÊ locations and infrastructure must all be thought out at transit stop locations. When shelters are planned at transit stops, design of the shelter should minimize obstructions to nearby storefronts. Coordination with LexTran (Lexington’s Transit Authority) on proposed and desired transit stop locations and shelter design is expected.

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