Rails to Revitalization Final Proposal by Tom Wortman

The Rails To Revitalization

Getting Brodhead on the Right track

LA 975 Design Studio VII | Department of Landscape Architecture | College of Agriculture | University of Kentucky | Spring 2013

r epo rt ov erv i ew design team

Who we are

Project brief

Will Coleman Charles Hawley Jared Kaelin Jan-Michael Lambdin Justin Menke Chad Riddle Tom Wortman

The team that prepared this report is a group of seven undergraduate students enrolled in the LA 975 landscape architecture studio within the Department of Landscape Architecture, College of Agriculture, at the University of Kentucky. The LA 975 class is a fifth-year senior studio that lasts for a single semester. This capstone studio utilizes previously learned studentâ&#x20AC;&#x2122;s knowledge, theories, abilities, skills, and talents and cohesively applies them into a comprehensive booklet and series of posters designed to facilitate potential development and growth for a local community in Kentucky.

Within this booklet, design and planning solutions are provided for the Brodhead community that specifically address the issues and needs that community members identified, as well as some that we discovered through our own research and analysis. The design team organized the solutions into four different categories. Each dealt with individual issues and needs while also working to achieve our over-arching goals of bicycling infrastructure, festival tourism, downtown redevelopment, and land-use proposals to create a congruency throughout the final designs.

faculty Jayoung Koo Jordan Sebatian

acknowledgements Jane McClure - Brodhead Downtown, General Manager Michael McClure - Brodhead Downtown, Organization Chair Mark Buras - Town of Brodhead, Commissioner Walter Cash - Town of Brodhead, Mayor Ramona Fry - Element Design Michael Slagle - EHI Consultants Samantha Castro - Urban Collage Figure 0.1: From left to right: Charles Hawley, Jared Kaelin, Tom Wortman, Will Coleman, Jan-Michael Lambdin, Justin Menke, Chad Riddle

disclaimer The University of Kentucky in no way guarantees the work performed by students participating in this studio course and makes no warranties, expressed or implied, regarding the quality of any product produced. The community sponsor agrees to indemnify and hold harmless the University against any claims arising out of the sponsorâ&#x20AC;&#x2122;s utilization, sale, or transfer of materials developed in the whole or in part by students in the Landscape Architecture Program. Efforts were made to ensure a quality product but it is important to recognize that the final documents are student work for academic purposes.

c o n t en ts 1 Introduction and Site Visit 2 Inventory and Analysis

1 2

Demographics

Economics and Planning

History and Culture

Tourism

Landscape Analysis

Community Needs, Issues, and Goals

SWOT Analysis

Design Proposals

Land Use Recommendations

Trails and Trail Connections

Downtown Revitalization

Festival Tourism

4 References

I n t ro d u ct i o n The town of Brodhead, Kentucky is located within Rockcastle County. It sits seven miles north of the county seat Mt. Vernon, along the headwaters of the Dix River. Brodhead is a small community with a population of nearly 1,200 located within its circular 2.2 square mile town boundary. Regardless of its size, Brodhead is a resilient and tight knit community that has stood the test of time and weathered events such as a horrible fire in 1924 and the decline of the railroad industry beginning in the 1970s. Regionally, Brodhead is famous for their annual week long Little World’s Fair celebration, which is a foundation of community pride and joy dating back to the 1920s. Through the middle of the 20th century Brodhead was a frequent host to country music artists, assuming its roll as part of the regional birthplace of country music in Kentucky. Since the decline of the railroad, Brodhead has struggled to maintain industry and promote future economic development. However, suggestions, and guidance, the community members and officials have the power to incite change throughout the community and layout the path for success.

Our goal is to provide design assistance to the community of Brodhead to help achieve their goal of restoring the economy, bringing visitors and new residents back into town, and solidifying their regional presence as a place with a rich history and a bright future.

site visit The site visit to Brodhead, KY consisted of a meeting/luncheon with town officials, where students asked questions and were oriented with town of Brodhead, a tour of the town, and their proposed bicycle trails. We learned that the community has a need for street scape improvement, increased infrastructure with the bicycle trails, increased access and connectivity for pedestrians, improved public spaces to hold festivals and outdoor recreation activities, and areas to help draw in tourism.

Figure 1.1: View down S. Main Street

Figure 1.2: Dix River

Figure 1.3: View down N. Main Street

Figure 1.4: Foundation of historic train station

Main Street exhibits a need for increased pedestrian pathways, and bicycling facilities. Improvements made to Brodhead’s Main Street can help promote economic activity and better experiences for tourists flocking to Brodhead for various reasons. Much can be improved, and with the Highway 150 bypass, Main Street may now be closed off to automobiles in order to open up the opportunity for festivals and other pedestrian related experiences that otherwise would not happen on a highway. The Dix River serves as a natural resource that can enhance the proposed park’s design (figure 1.2). As a possible major attraction, the Dix River could serve as a means to increase recreational activities around the proposed park space. The foundation of the old train depot and train tracks ran through the town during its railroad heyday (figure 1.4) This foundation and area of the old tracks can serve as a means to pull tourism opportunities into the town of Brodhead.

Introduction and Site Visit

Coleman/Hawley

Rails to Revitalization: Getting Brodhead on the Right Track

B ro d h ea d i n v en to ry a n d a n a lys i s

Low Population Density Moderate Population Density

Figure 2.1: Population density map of Brodhead, Kentucky

High Population Density

Source: Kentucky Geography Network, Menke

Demographics

Menke/Wortman

Rails to Revitalization: Getting Brodhead on the Right Track

Age -Rockcastle Housing -Brodhead Under 18

Housing -Rockcastle Housing -Brodhead Housing -Kentucky

20-34 35-64 65 & Renter-occupied over Owner-occupied

12%

15%

Owner-occupied Renter-occupied

Vacant Owner-occupied

Renter-occupied Owner-occupied Vacant

Vacant Renter-occupied

Vacant Owner-occupied

11%

12%

d em o g r a p h i cs

Housing -Kentucky Renter-occupied

Vacant

11%

24%

21%

47%

17%

41%

A high rate of home ownership is a desirable quality in towns; it represents a healthy economy. Brodhead could increase their rate of home ownership by infusing their economy with income generated by tourism.

47% 28%

28%

61%

41%

61%

67%

Figure 2.2: The percentages of owner-occupied, renter occupied, and vacant housing units in Brodhead compared with Rockcastle county and the state of Kentucky (US Census Bureau, 2010)

Age -Brodhead Age -RockcastleAge -Kentucky

Age -Brodhead Under 18

20-34

35-64

65 & over

Under 18

18 20-34 Under 35-64

20-34 35-64 65 & over Under 18

21%

24%

Housing -Rockcastle Age -Kentucky 65 & over

Under 18

14%

15% 21%

65 & over 35-64 20-34

16%

12%

24%

44% 39%

Vacant The

24%

Brodhead lacks racial diversity. Given the intimate nature of small rural towns, this is not surprising. However, the predominately white population could be intimidating to minority members, thus potentially discouraging them from visiting or taking up residence.

17%

42%

The age of Brodheadâ&#x20AC;&#x2122;s population is at a normal level for a small rural town. However, a trend towards an older population is a warning sign of a staling economy. population by race is almost exclusively white (98 percent). One individual identified as African American, two as Asian, and three as American Indian; three claimed other, and 15 identified with two or more races. Only two percent of Brodhead identifies as other than white, compared to 12.2 percent for the state (US Census, 2010).

21%

16%

The population has a male/female split of 48/52 percent, respectively. 24 percent of the population is under the age of 18, which is identical to the state and the county percentages; however the population over the age of 65 is 7 percentage points higher than the state average and 6 percentage points higher than the county average. The mid-range age groups are consistent to the state and the county averages. This suggests that Brodhead has an older population than the state and the county averages, but only slightly (US Census, 2010).

Owner-occupied Renter-occupied 20-34 35-64 65 & over

14% 24%

24%

The total population of Brodhead city is 1,211. The population occupies a total of 480 housing units and an additional 64 units lie vacant (for a total of 544 units in Brodhead). About 47 percent of the units are owner-occupied. This is lower than the state average of owner-occupied units by 14 percentage points and the county average by 20 percentage points, meaning that Brodhead has a much lower percentage of owner-occupied units and a much higher percentage of renteroccupied units (US Census, 2010).

20% 42%

20%

67%

39%

Figure 2.3: The age brackets of Brodhead residents compared with those of Rockcastle county and the state of Kentucky (US Census Bureau, 2010)

Rails to Revitalization: Getting Brodhead on the Right Track

Menke

Demographics

ec o n o m i cs

p la n n i n g

In the City of Brodhead, Kentucky there is little development outside of the local bank, restaurants, pharmacy, and single gas station. Most development has been relocated or removed from Brodhead to larger cities. Within city limits there are two restaurants, Citizens Bank, a medical supply store, Marvin E. Owens Home for Funerals, Brodhead Pharmacy, a dog groomer, Dollar General, and Brodhead Tobacco and Tanning. Mark’s Hardware and Sporting Goods is a well-established business offering hardware, lumber, and wide array of sporting goods including the outdoor sports and hunting activities.

Collecting inventory is one of the first steps to starting a development project, before being able to build something new you must first know what exists. One of the key aspects to consider while planning development in a town, city, or county are zoning and planning regulations. These documents will ultimately depict what and where you can develop. Even though these documents do help future growth these types of regulations have been associated with bad connotation and stigma.

Just outside the city limits are EST Tool and Machine, a full service tooling and machine shop offering services to customers in aviation/aerospace, automotive, forging, plastics, railroad companies in milling, drilling, grinding, welding as well as other capabilities. Inside city limits, the Brodhead Fire Department is a volunteer fire department located on Main Street, and is connected to City Hall. Put on in conjunction with city hall, the Little World’s Fair’s precedes all go to the fire department. In Brodhead there are many entrepreneurs with businesses of their own. These businesses range from carpentry, roofing, auto mechanics, painting, and cabinetwork. There is an opportunity for a Brodhead Farmer’s Market and may possibly reconvene in March. The Farmer’s Market sells local produce from around the city and surrounding farms.

Small towns and cities such as Brodhead, Ky do not like the idea of being told what to do and how to do it. The lack of zoning and planning regulations have both positives and negatives. Brodhead has found that having no zoning nor planning in place actually attracts a small cluster of people to the area. These people find solace in being able to live a slower life style while maintaining the developing freedom they enjoy. However with the positive comes the negative, some members of the Brodhead community have expressed concern with the single family homes that are quickly being replaced with trailer properties within the existing single family housing developments (figure 2.8, 2.9). Planning guidelines alleviate many future development issues and keep towns organized and out of unhealthy situations. A good example of how planning regulations effect small rural towns in positive manner is that of Falmouth, Kentucky. Falmouth is a small city that resides in Pendleton county with a population of about 2,000 people. Due to the abstinence of planning and zoning the majority of Falmouth was developed with a 100 year flood plan. This issue later lead to flooding problems around much of the town including a larger flood that almost destroyed the entire city of Falmouth. After almost losing their home, Falmouth determined that development guideline was a necessity. A guideline book was created for Falmouth including a commercial, single family residential, multifamily residential and industrial (Kaelin et. al., 2012).

Details: Materials, Lighting, and Signage

Figure 2.4: Mark’s Hardware and Sporting Goods is a thriving business in town

Figure 2.7: Previous businesses in Brodhead include the old rail depot and hotel that serviced L&N passenger trains.

Figure 2.8: House and trailer home on the same street with no separation causes Source: Google Street View

a. Materials should be of a high quality, appropriate to the surroundings, and consistent within a development i. Accessory materials that are not appropriate include: 1. Plywood, particle board, or other lower grade engineered wood product a. (visible from the outdoors) 2. Chain link fencing, with or without slats a. Except for the gate on enclosures (with slats) 3. Asphalt paving for driveways or pedestrian use ii. Building materials that are not appropriate include: 1. Highly reflective metal 2. Unpainted concrete block 3. Plywood, particle board, or other lower grade engineered wood product a. (visible from the outdoors) iii. Materials shall not change on the outside corner of a building undulation or on the same plane 1. Material change shall occur on the inside corner of an undulation

b. Lighting should be evenly balanced, appropriate, and serve a specific function i. Pedestrian scale lighting shall: 1. Be no taller than 14 feet in height 2. Provide at least 8 feet of clearance 3. Illuminate to the following levels: a. 1.0 foot-candles for bicycle ways, b. 2.0 foot-candles for pedestrian ways, c. 1.5 foot-candles for plaza areas, d. 5.0 foot-candles for stairways, and e. 5.0 foot-candles for building entrances ii. Vehicular scale lighting shall: 1. Be no taller than 24 feet in height 2. Provide at least 18 feet of clearance a. iii. improper and proper material change on building corner 3. Illuminate to the following levels: a. 1.5 foot-candles for roadways b. 5.0 foot-candles for underpasses iii. Lighting should provide consistent levels of illumination 1. Avoid contrasting pools of light and dark a. i. 2. chain link fencing with and without slats

c. No signage of any kind shall be permitted in the front yard or visible from the street i. Including all commercial and political advertisements ii. One exception includes temporary signs from lawn treatment companies 1. Must be removed within 36 hours d. Street address numbers shall be displayed at each residence entrance i. And be clearly visible from the street d. clearly visible street address number

Figure 2.5: Many of the local businesses can be seen advertised on the baseball field outfield fence

Figure 2.6: Sample of 2012 Falmouth, Kentucky design guidelines booklet Source: Menke 2012

Economics and Planning

Kaelin/Riddle

Figure 2.9: House and trailer homes mixed haphazardly throughout town

Rails to Revitalization: Getting Brodhead on the Right Track

b ro d h ea d h i sto ry a n d c u lt u r e Establishment and Early History The early years of Brodhead, Kentucky began as a spot along the Wilderness Road leading to Crab Orchard for travelers, hunters, and trappers. These adventures encountered many Native American tribes. The most notable tribe was the Shawnee, a tribe known for its detestation of European settlers moving out west; this hatred lead to small skirmishes in the central Kentucky Region. As a result of the danger on the trail through Brodhead, a military station was founded as Stiggal’s Station. George W. Stigal captained this station to protect European travelers from Native American attacks. In 1796, Kentucky gained her statehood, and Stiggal’s Station transformed from a place for protection into a place of commerce. By 1816 Stiggal’s Station became a place for cattle to be bought, sold, and housed (Cash & Wyatt, 2013). Figure 2.10: Historic Train Depot Source: www.brodheadfire.com

Figure 2.11: Existing Fire Station Source: www.brodheadfire.com

The station evolved; and by 1861 a tavern, schoolhouse, church, and other sets of buildings were built to accommodate the influx of settlers to the area. John E. Woodyard (a son of a military family at the station) and his family became founders of the city of Brodhead, with the purchase of land from them by the Louisville and Nashville Railroad in 1867. In 1868, a post office was established at the new railroad depot. The town was given its namesake after an L & N contractor (John C. Brodhead) and L & N executive (Richard Brodhead) gave their names to the town’s post office (Cash & Wyatt, 2013). By 1890, the settlement grew as influxes of settlers moved into the area. Hotels, places to eat, and newer schoolhouses were built to accommodate the people of Brodhead. The village flourished as a place for railroad employees and passengers to stop, get food, and board. Business was good, and a lady named Ms. Mary “Candy” Albright capitalized on this economy by founding another hotel and livery. John Woodyard donated land for a Masonic Hall and two churches with cemeteries, increasing the town’s size. Well into the 20th century, Brodhead increased in its size and economy with the establishment of general stores, a bank, and restaurants, courtesy of T. S. Frith, Thomas Cherry, and J. H. Hilton respectively. As the railroad became a larger establishment in the town, more restaurants, barbers, doctors, dentists, drug store, factories, and a movie theatre were all built (Cash & Wyatt, 2013).

proponents as to how the town’s culture has changed over the years from a railroad town. On October 15, 1924 a fire swept through the town of Brodhead and disfigured the downtown’s physical history. With the help of the Brodhead Volunteer Fire Department, the town changed its physical character after the fire (Cash & Wyatt, 2013).

Volunteer Fire Department, and the community to the present The BVFD (Brodhead Volunteer Fire Department) is involved in nearly every public event or festival in town, and are the proprietors of the over 100 year old Little World’s Fair. This event is the largest annually and takes place in Brodhead over a week’s time in the summer. The community of Brodhead is supportive of the festival and proud to be the home of such a tradition. The festival has attracted performances such as Roy Orbison, Dolly Parton, and other big names in rock and roll and country music over the years. However, this has been less true in recent decades (Cash & Wyatt, 2013). In the 1970’s Brodhead began to fall into the pattern of economic decline as rail travel lost popularity. This decline halted the further development of the town physically and economically. Over the following decades population gradually decreased and all forms of industry moved out or closed down. In 2013 the highway 150 bypass was constructed which could prove to impact the future of Brodhead either negatively or positively as they move into the future (Cash & Wyatt, 2013). Brodhead is a tight knit community that exhibits a deep connection to their history as a prosperous railroad town. While this connection is not made very apparent physically, when speaking with town members there is a sense of pride that comes through in their voices when discussing their towns history. One of the most unique qualities of Brodhead is that, despite the economic decline that followed that of the railroad, the citizens still exhibit a strong community bond and commitment to continuing life in Brodhead instead of moving out. In addition to their resilience as a community, the people of Brodhead expresses the desire to bring new and innovative strategies into their future physical planning. In this regard community members show a passion for innovation and an openness toward new design and planning solutions.

Fire, Fair, and Disappearance of the Railroad

Figure 2.12: Newspaper clipping honoring Brodhead fire department

A Rockcastle Fair Association was established in 1895, and by 1920 the “Brodhead Fair” was a major attraction for the area. The Fair was so successful that the L & N Railroad Company added train cars to their #23 passenger train, in order to accommodate the fair season’s passengers. The “Brodhead Fair”, later became known as the “Brodhead Little World’s Fair”, and is still a major attraction for the town; the Brodhead Volunteer Fire Department sponsors the fair. The Little World’s Fair and Volunteer Fire Department are intertwined as major

Source: www.brodheadfire.com

Rails to Revitalization: Getting Brodhead on the Right Track

Coleman/Hawley

History and Culture

to u r i s m Existing tourism opportunities within the city of Brodhead are very limited. The listed attractions on the Brodhead Alliance website include the Brodhead City Park, the Dix River Festival, the city farmers market, horse shows, little league baseball, and the Little World’s fair. While much of the list is considered “attractions”, the real tourism generator for the city of Brodhead is the Little World’s Fair. The Little World’s Fair is not only an incredibly important tourism opportunity for Brodhead, it also helps the city establish an identity. In 2012 the fair was moved from the county fairgrounds to Main Street, because the Brodhead bypass project of Highway 150 gave the city the opportunity to host the fair downtown. The fair is popular in the area and attracts a large amount of people to Brodhead. The attractions offered by the Little World’s Fair include agriculture exhibits, home interior/crafts, livestock shows, youth exhibits, horse show, demolition derby, truck pull, mud sling, garden tractor pull, and monster truck exhibits. Tourism opportunities are limited within the city of Brodhead, but a greater number of diverse opportunities exist within a short distance of Brodhead inside Rockcastle County. The largest tourism draw to the area is the Kentucky Music Hall of Fame and Museum located 9.2 miles and 18 minutes from Brodhead in nearby Renfro Valley, Kentucky. The Kentucky Music Hall of Fame honors Kentucky performers, songwriters, publishers, promoters, managers, broadcasters, comedians, musicians and other professionals who have made significant contributions to the music industry in Kentucky and around the world. The Kentucky Music Hall of Fame also offers the Kentucky Music Heritage Center, museum exhibits, gift shop, and educational tour opportunities. Funding for the Kentucky Music Hall of Fame is made available through The Kentucky Arts Council, The National Endowment for the Arts, and the American Recovery and Reinvestment Act. The Renfro Valley Entertainment Center is another large tourist draw to the area. The entertainment center attracts visitors by offering dancing and access to local country music talent and professional country music artists. (http://www.renfrovalley.com/) The Renfro Valley area not only hosts the Kentucky Music Hall of fame, but also offers shopping, dining at the Village Shops of Renfro Valley, and lodging at one of many hotels or the award winning Renfro Valley RV Park. The close proximity of Brodhead to these major tourism entities of the region creates opportunities to bring visitors into Brodhead as visitors to the area seek to diversify their tourism expirience.

Tourism opportunities existing elsewhere in Rockcastle County include Anglin Falls located 21 miles northeast of Brodhead, Lake Linville located six miles east of Brodhead, The Great Saltpetre Cave located 18 miles from Brodhead, Cedar Rapids Golf Course which is three miles or six minutes from Brodhead, and a host of bicycle, motorcycle, horse, hiking, and canoe trails promoted by the county tourism initiative. Opportunities could be made available for Brodhead to tie into these trails and become a destination along the routes.

Festivals and Fairs: • • • • • • • • • •

Brodhead Dix River Festival - Brodhead, Ky. - May Bluegrass Festival - Renfro Valley, Ky. – June Blast in the Valley -Renfro, Ky. - July Brodhead Little World’s Fair – Brodhead, Ky. - July/August Livingston Homecoming - Livingston, Ky. - September Bittersweet Festival – Mount Vernon, Ky. - October Harvest Festival – Lexington, Ky. - October Halloween on Main - Brodhead, Ky. - October Cruise in the Valley Car Show –Hudson Valley, Ky. - November Christmas in the Valley – Renfro Valley, Ky. - November & December

Figure 2.13: The Kentucky Music Hall of Fame and Museum, 9.2 miles from Brodhead

Figure 2.14:

The Kentucky Music Hall of Fame and Museum in Renfro Valley

Figure 2.15: The Brodhead fairgrounds, which hosts the Little World’s Fair

Tourism and Festivals

Lambdin

Rails to Revitalization: Getting Brodhead on the Right Track

BATTLEFIE LD MEMO RIA

I-75

MT VERNON RD

20mi

N WIL DERN ESS R D

BIG

HIL L

Anglin Falls -42 US 1

10mi

US HIG HW AY 1

5mi US G HI AY HW

3mi KOA Campground

I-75 N

1mi

D MON RICH NC

0 15

Figure 2.16: The Renfro Valley area is about 15 minutes outside Brodhead

I-75 S

Lake Linville

KY. Music Hall of Fame Renfro Valley Barn Dance

Bittersweet Cabins Cedar Rapids Country Club

HE NEW BROD

AD RD

US HIG

Great Saltpetre Cave

Mt. Vernon

HW AY 2

5 S

W IL DE RN ES S

Livingston Wildcat Mountain Civil War Battlefield

Figure 2.17: The Renfro Valley area has established itself as an attractive tourism destination Sinking Valley Winery

NU SH IG

HW AY 2

S I-7 5 N I-7 5

Figure 2.18: The Little Worldâ&#x20AC;&#x2122;s Fair has been a great success; signs for the event can be seen around town

Rails to Revitalization: Getting Brodhead on the Right Track

Figure 2.19: Existing Rockcastle county tourism destinations

Lambdin

Tourism and Festivals Miles

la n d s ca p e a n a lys i s hydrology

building restrictions from soil data

land use

100 year floodplain

Unrestricted for building

Residential

Open Space/Recreation

Stream/River

Moderately Restricted for building

Commercial

Stream/River

Abandoned Railroad Line

Very Restricted for building

Civic/Public

Abandoned Railroad Line

Figure 2.20: Hydrology map showing the 100-year floodplain boundary.

Figure 2.21: Soils map showing restrictions for building infrastructure.

Figure 2.22: Existing land-use map.

Source: Kentucky Geography Network, Wortman

Source: Kentucky Geography Network, Menke

Source: Kentucky Geography Network, Wortman

Brodhead has succeeded in keeping development away from the 100year floodplain with most of their residences being placed in the flat area on the west side of the city. Future development should also avoid the floodplain. An area between the abandoned railroad and Negro Creek can be infilled with commercial uses because this smalll area is outside of the floodplain. The commercial development that exists on Main Street can be revitalized and reused because it lies in the floodplain.

The soils in Brodhead consist primarily of silt loams, which is typical to central Kentucky. According to the United States Department of Agriculture, Natural Resource Conservation Serviceâ&#x20AC;&#x2122;s Web Soil Survey, the soil types include (listed in descending order of prevalence): silt loam, channery silt loam, silty clay loam, gravelly silt loam, fine sandy loam, and loam. The variety in soil types (including the additional divisions within the soil types listed above) is primarily due to topography, with the silt loams typically on the flatter areas, and the clay and gravelly loams on steep areas. (Note that the Web Soil Survey is an approximation of the soil characteristicsâ&#x20AC;&#x201D;on site testing would be required to gather more accurate data). Using the information from the survey, the map above outlines the areas that are most and least restrictive for building.

Brodhead, Kentucky is mostly a residential town. However, there are a few commercial and public/civic areas scattered throughout the city. There is an opportunity for future development to be planned to create a denser commercial area adjacent to the abandoned railroad line, which can be related to the core commercial area already in existence on Main Street. The residential areas can become more dense overtime by filling in the already very large lots on the west and east sides of the city.

Landscape Analysis

Menke/Wortman

Rails to Revitalization: Getting Brodhead on the Right Track

c o m m u n i ty i ss u es, n eed s, a n d g oa ls city focal points

The community of Brodhead desires to develop and grow as a community based on tourism and recreation. The issues and needs of the community are derived from this goal. The small population and limited number of businesses in Brodhead create very little economic activity. This limited economic activity leads to very little economic opportunity on the behalf of residents and visitors. Residents are severely limited in their ability to make money within the community and visitors have little options when spending money within the community. Another community issue is the replacement of older, more intricate, and historical houses with trailers. As the older houses in the community are deemed â&#x20AC;&#x153;undesirableâ&#x20AC;? they are removed and replaced with trailer units instead of similar or improved permanent housing. Funding is another issue for the community. As mentioned previously with a small population and limited economic activity, the tax base for the community is not very large. This should be taken into account when proposing design solutions ensuring that the proposals will be economically sustainable for the community. The community has also attempted to establish bike trails within the city which spur out into the county. These trails need structure, improvement, and alternate routes in order to become successful.

cemetery christian church dari delite & hog pen city hall firestation

elementary school hardware store dollar store

baptist church future youth center

children's park

future park

city owned 10 acres

city owned 10 acres fairgrounds

Focal Point

Figure 2.24: The abandoned rail-line could make a great pedestrian and bicycle trail

Stream/River Abandoned Railroad Line Figure 2.23: Inventory map showing important spots within Brodhead. Source: Kentucky Geography Network, Wortman

Above shows many points of interest in Brodhead, Kentucky. Although there is a small commercial development strip on Main Street, the rest of the businesses in Brodhead are spread elsewhere in the city. This can cause economic problems due to the lack of dense commercial areas. There is an opportunity to redevelop Main Street to create more dense commercial areas within Brodhead. This area would be directly relatable to the future park site and would allow people to navigate to and from the park and commercial area easily. More information about Main Streetâ&#x20AC;&#x2122;s redevelopment opportunities can be seen in the Downtown Revitalization section of this booklet.

The need to create and highlight tourism opportunities and attractions are the most vital needs for this community. Needs identified by the community include the creation of an adult park, kids park, improved and more connected trail system, increased walkability, development guidelines, and the creation of tourism opportunities or attractions. The separation of adult and kid park is proposed by the community to provide separate areas for passive and active recreational activities. Improved and better connected trail systems are needed by the community to assist them in their goal of creating a tourism based economy. Increased walkability will benefit the community by creating a more intimate feel for residents by creating a more organized and attractive area for visitors and businesses. If the community is to succeed in achieving their tourism-based economy goals, then a reason for tourist to spend time and money here will be necessary.

Figure 2.25: Construction for the train depot is underway in the adult park

Rails to Revitalization: Getting Brodhead on the Right Track

Wortman

Landscape Analysis 10

swot a n a lys i s ov erv i ew S.W.O.T is a planning strategy that acquires beneficial information in relation to the strengths, weaknesses, opportunities, and threats of a project. The S.W.O.T analysis method defines primary goals for a project; thusly the analysis also defines internal and external issues that hinder or emphasize development towards these primary goals. As these issues become apparent, project goals are deemed feasible or infeasible. In regards to infeasibility issues, assessment and a restructuring of goals are to be agreed upon; this restructuring will in-turn reignite progress to achieve the newly restructured goals (UKLA, 2010).

swot a n a lys i s r es u lts What were the results of the S.W.O.T. analysis?

Strengths

The results of the S.W.O.T analysis are presented as groups of the four information categories: strengths, weaknesses, opportunities, and threats. Each information category is defined using bullet points, with each bullet expressing a different key component.

• • • • • • • • • • • • •

Defining Information for a Project •

Strengths: Project components that support progress towards the set of primary goals.

•

Weaknesses: Project components that hinder progress towards the set of primary goals.

•

Opportunities: Project components that could provide support towards the set of primary goals.

•

Threats: Project components that could hinder progress towards the set of primary goals.

• • • • • • • •

S.W.O.T. Synthesis and Integration To synthesize and integrate the S.W.O.T. analysis results, a project team will compare the defined information, and then detail the next plan of action. Firstly, a team must utilize the relevant and beneficial opportunities related to the project at hand. Secondly, a team needs to overcome a project’s weaknesses to pursue its opportunities. Thirdly, a team will utilize a project’s strengths to counteract perceived threats before these hinder project development and progress. Finally, a team should develop defensive strategies to impede a projects weaknesses and threats, allowing for ease of project integration.

Community support Open-mindedness of community Concern for safety of community residents Experience with acquiring grant money Railroad history Historic Volunteer Fire Department Access to Interstate 75 Potential for regional trail connections Potential for enhancement of currently established trails Economic benefit from increasing infrastructure of trails and trail heads Willingness to create shared bike lanes Centralized location to surrounding towns and cities Strong base of local festivals in surrounding area (Little World’s Fair, Dix River, Halloween on Main, etc.) Little World’s Fair is a defining historical characteristic of the community Willingness to create a park near the center of town Economic benefit from creating a stylized railroad park for the community Areas for park development along the Dix River The Dix River Rural attractiveness Potential for agritourism opportunities Highway bypass pulls large semi-trucks away from the towns main street and allows for the potential to close Main Street for events

How was a S.W.O.T. analysis used for the City of Brodhead's development? The S.W.O.T analysis was utilized as students integrated research and academic journals into programing elements developed for the city of Brodhead. Relevant information from each case study was synthesized with information gathered from the analysis of Brodhead. The synthesized information was then used to explain project elements, such as development opportunities, revitalization opportunities, trails/trail-head opportunities, and festival opportunities.

Figure 2.26: The Dix River is an asset to Brodhead

SWOT Analysis

Hawley

Figure 2.27: The surrounding scenic rural landscape is an asset to Brodhead

Rails to Revitalization: Getting Brodhead on the Right Track

Weaknesses

Opportunities

Threats

• • • • • • • • • • • • • • •

• • • • • • • •

• • • • • •

Lack of funding for the city Concern for future zoning practices Rural seclusion of the town Lack of connections to the greater Kentucky region Mobile homes infringing on the center of town Lack of accommodation for tourists Lack of businesses for the city Lack of public transit Lack of consistent building character Lack of housing for tourists Absence of long-term planning Poor visibility from the closest highway Aging demographic Lack of signage and wayfinding aids Lack of contact with city officials, and major role players

Figure 2.28: Unresticted development has allowed manufacured homes to exist haphazardly within town

Rails to Revitalization: Getting Brodhead on the Right Track

• • • •

Potential support from their city council Brodhead Volunteer Fire Department is a key community member Local elementary school location Connection to the Trans America Bike Trail Connection to Renfro Valley tourism area Connection to an Amish community in Crab Orchard Ability to emphasize entrance to downtown with park, streetscape, and infill Regional proximity to Nashville, Knoxville, Lexington, Louisville, Charleston, and Cincinnati Walkable community Connection to US-75 Reinforce the gesture of the abandoned rail line Potential opportunity for festival economy

Figure 2.29: Renfro Valley has established a successful tourism economy

Hawley

Narrow roads and lack of shoulder and visibility Conflict with community for bike lane proposal Lack of city owned property for public spaces Negative perception of zoning Brodhead does not own Fairgrounds property Areas of downtown in the floodplain

Figure 2.30: Much of downtown is owned by one individual, leaving less freedom to re-develop

SWOT Analysis 12

la n d u s e r ec o m m en dat i o n s

i n t ro d u ct i o n

La n d s ca p e a n a lys i s

One of Brodhead’s greatest resource is its rural landscape. Much of the town’s charm stems from the picturesque nature of the surrounding rural farmland. The city itself also has the characteristic charm of a tight-knit rural town. In order to preserve the appeal of these two different uses—the rural town and the rural landscape—Brodhead should attempt to keep these uses separate. Future built development should occur near town, thus preserving the farmland.

development restrictions

land use recommendations

This design proposal demonstrates how future land use development could most efficiently occur, while maintaining Brodhead’s rural charm. Ideas to stimulate tourism, by capturing and highlighting the rural landscape, are also demonstrated. A case study is presented to prove the value and economic potential of agritourism (agricultural based tourism).

100 year Floodplain - no building development is recommended

Existing Development - maintain or increase density

Steep Slope - no building development is recommended

Ideal for Future Development - adjacent to existing development

Figure 3.2: Map of areas restricted for development Source: Kentucky Geography Network, Menke

Indicated in Figure 3.2 are areas restricted for development. The blue areas show the hundred year floodplain. The red areas indicate a steep slope. Neither should be developed with buildings or other significant structures. These restrictions are based on natural features of the area. Other, more subjective restrictions should be considered as well. The desire to preserve the scenic nature of Brodhead could further restrict certain areas, such as atop the knolls and along the river.

Figure 3.1: A farm just outside Brodhead city limits

15 Land Use Recommendations

Figure 3.3: The Dix River is an asset to Brodhead, but it is also a potentially hazardous force of nature

Menke

Secondary for Future Development - preserve scenic nature Figure 3.4: Map of areas with recommended land uses Source: Kentucky Geography Network, Menke

Figure 3.4 shows how Brodhead could develop in order to best utilize existing infrastructure and preserve surrounding farmland. The grey area shows areas of established development. These areas should maintain or increase their current building densities. The green areas show ideal locations for future development. They are located near existing development, and therefore near existing infrastructure. This makes them the most economically logical locations for future development, requiring the least amount of additional infrastructure. The orange areas show secondary locations for future development. They are not adjacent to existing development and therefore would be less economical to develop. These orange areas could be utilized for tourist activities. They are largely open farmland and are scenic—situated atop knolls with dramatic views of Brodhead. Brodhead should take advantage of their identity as a scenic rural town, and should attempt to preserve the farmland which surrounds the city. Rails to Revitalization: Getting Brodhead on the Right Track

d ev elo p m en t r ec o m m en dat i o n s

Figure 3.5: View of the designed garden beds.

development opportunities

Agritourism

The city of Brodhead is situated within a picturesque landscape. It lies in a lush valley along the Dix River surrounded by several knolls, some of which rise over 200 feet above the city below. These knolls are largely undeveloped. The sides are too steep for practically built development and have therefore remained largely forested while the top of the knolls level off enough to be utilized as farmland. Atop the largest knoll (southeast of Brodhead), is a substantial area which has been cleared for pasture and cropland—approximately 45 acres of which are within the city limits. This area provides a great opportunity for the city to develop in the future. At 240 feet high, the knoll-top provides a unique panoramic perspective off the city.

Agritourism has a duel appeal. Not only would it maintain the existing use as farmland, but it would also draw people into town. According to Chesky “the USDA estimated that between 2000 and 2001, over 82 million Americans visited a farm” (2009). If Brodhead could capitalize on this growing tourism trend, they could help struggling farmers in the area, while also contributing to the economy of the town as a whole. Visitors to Agritourism farms in and around Brodhead would likely visit the city—where they would patronize the shops and restaurants. Visitors to the farms atop the knolls would be presented with a panoramic view of the city, piquing their interest in visiting the city.

Though the knoll provides a dramatic opportunity for future development, there is also opportunity for future development down in the valley, closer to existing development. This land, mostly flat and with—or near—existing infrastructure, would be a higher priority for future built development. New homes, stores, and offices would ideally be located within these areas.

Agritourism farms appropriate for Brodhead could include “farm demonstrations, pick-your own crop harvests, bed-and-breakfasts, farmers’ markets, Community Supported Agriculture (CSA), harvest festivals, farm dinners, [and] farm tours” (Chesky, 2009). Ideally, Brodhead would practice a type of farming that would provide it with a unique identity. This would help to “brand” Brodhead with a specific appeal. Perhaps, people from all over the country would travel to Brodhead for their unique miniture pony farms—“the miniture horse capital of the world” (referring facetiously to nearby Lexington being the “horse capital of the world”).

Careful consideration should be given to keep new development out of the floodplain and to utilize the floodplain areas creatively. Park space and other recreation uses would be ideal for the floodplain; occasional flooding is not as costly for a green space as it would be for a building.

Table 3.1: Summary of development suggestions based on land type

Land Type Figure 3.6: Agritourism could be developed on the existing farmland atop the knolls

Valley Knolls Floodplain

Location Adjacent to existing development Surrounding the city Along Dix River and Negro Creek

Suggested Use Future development (residential, commercial) Agricultural/rural (farmland, agritourism) Public greenspace (parks, trails)

Kentucky has a growing agritourism industry, and is working to establish tools to aid individuals interested in this pursuit. The Kentucky Cooperative Extension Service has published extensive literature on the subject and offers educational programs free of charge. The Kentucky Tourism website (www.kentuckytourism. com) provides a directory of agritourism farms to help connect potential visitors with farms in their area (figure 3.8). The Kentucky Department of Agriculture has established the Kentucky Agritourism Working Group which has defined goals and recommendations for growing the agritourism industry in Kentucky. Their website, www.kentuckyfarmsarefun.com, provides resources for both the producer (farmer) and consumer (tourist); it also has a directory—currently with over 300 farm operators.

Alternative Land Uses for the knolls The knolls around Brodhead (especially the southeast knoll) provide a unique opportunity for the city, given their scenic nature. The knolls could be utilized by some public function. This function would be something that all residents and visitors could enjoy. They could be utilized as park and recreation land, with trails through the woods areas connecting down into town. Or they could be used for agritourism, which would essentially maintain their current use as farmland. Figure 3.8: Kentucky Agritourism regions map

Figure 3.7: Pubic parks could capitalize on the scenic nature of the Dix River

Rails to Revitalization: Getting Brodhead on the Right Track

Source: www.kentuckyfarmsarefun.com

Menke

Land Use Recommendations 16

cas e st u dy | t h e flow er fi eld s at ca r ls ba d Project Name: the flower fields at carlsbad

Introduction

Location: carlsbad, california (san Diego county)

Tourism generated by agriculture is known as agritourism or agrotourism. Agritourism can have significant economic benefits for farmers and rural communities. It represents an opportunity to provide supplemental income to struggling agricultural businesses. The additional income often allows farms to stay viable, and even thrive, as in the case of the Flower Fields in Carlsbad, California (Goldman et al., 1999).

Size: 50 acres Project start: open to public 1993 annual visitation: 200,000 people

Context The Flower Fields is a 50 acre working farm for the production of ranunculus bulbs in Carlsbad, California. Carlsbad is located in San Diego County, the second most populous county (2.8 million residents) and the third largest tourist destination in California (Goldman et al., 1999). Agriculture industry generates over a billion dollars in direct sales and an estimated 4.12 billion dollars for the county’s economy (Goldman et al., 1999). Despite agriculture’s prominence in the county, increased urbanization is driving land prices upward, forcing farmers outward. To respond to this trend, the agriculture industry has diversified by including supplemental forms of income—such as agritourism. This dynamic is evident in the case of the Flower Fields at Carlsbad (Goldman et al., 1999).

Figure 3.11: View of the designed garden beds. Source: http://www.panoramio.com/photo/2381114

Background and History

Figure 3.9: Aerial of the Flower Fields, with property boundaries designated, and entrance circled. Source: Google Earth

In the 1920s an early settler of the Oceanside, California area named Luther Gage began cultivating ranunculus bulbs. His farm was adjacent to the farm of the future founder of the Flower Fields, Frank Frazee. Frank soon began cultivating bulbs of his own. His son, Edwin Frazee, quit school at 16 to work on the new bulb farm. Edwin would continue to grow the bulb business throughout his life, innovating and leaving his competition behind. Edwin moved the farm operation several times before settling in Carlsbad in 1965. This new location was right off of the highway and closer to densely populated areas; therefore the farm was easily accessible for tourists, and it attracted a growing number of visitors each blooming season (at this time, they were unpaid admission). In 1993, Edwin retired, and Paul Ecke, Jr. took over the business. Paul looked to agritourism to diversify the farm’s income (The Flower Fields, 2013). This agritourism concept proved to be successful; in 1998 the farm received over 150,000 paid admissions (Goldman et al., 1999).

Figure 3.12: The garden center. Source: http://www.panoramio.com/photo/52002197?source=wapi&referrer=kh.google.com

Program elements

Figure 3.10: Bird’s eye view of the bulb fields. Source: http://www.panoramio.com/photo/2285875

17 Land Use Recommendations

The main function of the farm is to propagate and farm ranunculus bulbs for commercial wholesale. For this purpose the farm has 50 acres of fields. However, to accommodate and capitalize on the influx of visitors in the blooming season, the farm has implemented a variety of activities for these tourists . The primary activity for tourists is to view the flower fields. Therefore, the farm has designed their flower beds, updating them from a purely functional layout to a more visually appealing layout. They also have more intricate bed designs, such as a large American flag (The Flower Fields, 2013). Menke

Figure 3.13: Looking out from the entrance, through a gazebo. Source: Hoàng Khai Nhan

Rails to Revitalization: Getting Brodhead on the Right Track

The farm has implemented many other elements for tourists including: an orchid greenhouse, a sweet pea maze, a playground, a recreated old mining company, a garden center, a gift shop, tractor wagon rides, workshop lectures, and special event days (The Flower Fields, 2013). This wide assortment of elements creates an environment where visitors are likely to stay longer and come back more often.

cas e st u dy | eva n's o rc h a r d a n d c i d er m i ll Project Name: evan's orchard and cider mill

Context

Location: georgetown, kentucky

Evan’s Orchard and Cider Mill is a 175 acre farm in Georgetown, Kentucky. The farm is three miles east of Georgetown on Paris Pike and eight miles north of I-75 on Newtown Pike.

Size: 175 acres (15 orchard acres) Project start: early 1990 s

Significance

Background and History

The significance of agritourim can be demonstrated in real-world numbers. Goldman et al. conducted a survey of visitors to the Flower Fields at Carlsbad during a two week period in April, 1998. Using an economic model called IMPLAN they were able to calculate the economic benefits generated by the agritourism—not only to the Flower Fields but to the surrounding community as well. Their findings show that the Flower Fields attract over 200,000 people during the 10-week blooming season. Visitors traveled an average of 132 miles each way and spent an average of eight hours in Carlsbad. 70 percent of visitors were repeat visitors (Goldman et al., 1999). This data shows that the Flower Fields represent a significant attraction—many visitors travel great distances, stay for extended periods of time, and revisit yearly. The visitors spent 2,363,853 dollars in the city of Carlsbad (about 12 dollars a person). These expenditures included (in decreasing order of prevalence): recreation, food and drink, gasoline and automobile related, overnight lodging, groceries and toiletries, and other. In terms of dollar amounts, lodging was the highest expense, followed by groceries and toiletries and then food and drink. Another important benefit was the 69 jobs created in Carlsbad as a result of the economic boost created by the visitors (Goldman et al., 1999). The revenue attributed directly to the Flower Fields was 600,000 dollars from the 150,000 paid admissions (Goldman et al., 1999). This is not including other revenue generated by the gift shops, garden center, and sales of food and drink. The overall impact of agritourism is enough to keep the Flower Fields a viable and even thriving farm.

Before it was an agritourism orchard, the Evans’ family farm produced tobacco. Kevan Evans, the current owner, made the transition out of necessity— tobacco production declined dramatically due to quota reductions in the late 1990s. Scott County, location of Evans’ farm, was hit especially hard, with tobacco receipts dropping from over $22 million in 1997 to $9 million in 2002 (Ernst, 2005).

conclusion Coordination among farmers is essential to the success of agritourism in a region. The community as a whole has to embrace the idea of agritourism and then work to promote it. A culture of agritourim would create a more significant tourism draw than a single farm would. Agritourism requires farmers to develop entrepreneurial skills including an understanding of market trends and consumer behavior. The farmer’s mindset must transition from producing a product to producing both a product and a service (Goldman et al., 1999). As successful as the Flower Fields at Carlsbad has been, the agritourism market in the United States remains largely untapped. This provides an important opportunity for farmers to diversity their income—which could be enough to allow some struggling farmers to keep their farms. And could also be enough to stimulate the economy of entire rural communities. Rails to Revitalization: Getting Brodhead on the Right Track

Program Elements Apple, pear, & Peach Orchard

processing and retail building Visitor Orientation Playground parking

maze petting zoo

parking Figure 3.14: Map of Evans Orchad with program areas demarcated Source: Google Earth

Evans Orchard has facilitated their growth over the years by adding a variety of activities to attract visitors to the farm. They have 15 acres of U-pick apples and pears, with different varieties for visitors to choose from. They also have a large play area with unique obstacles, slides, games, and climbing structures. They have retrofitted the existing barn to be the processing center, as well as a retail center—selling farm products and produce. They also operate a farmers’ market, feature musical acts, and have seasonal festivals, such as the Sweet Corn Festival (Evans Orchard, 2013). A large portion of their income comes from processing apples (from over 10 farms in the area) into apple cider and selling it wholesale. They have also found success in selling cut flowers and fall ornamentals. The Evans’ describe their business as not only selling a product, but also an experience associated with the product’s purchase (Ernst, 2005).

Significance The Evans’ family farm could not exist as it had for generations; it was at a crisis point. The transition into an agritourism operation essentially saved the farm— and allowed it to thrive. The operation had grown 30% annually from 2000 to 2005 (Ernst, 2005). The Evans’ have managed to diversify their income, stabilizing the farm operation.

Conclusion

Figure 3.15: The barn which houses the processing plant and retail front Source: http://www.evansorchard.com/

Menke

The opportunity exists for struggling farmers in Kentucky to utilize agritourism as a means of additional income for their operations. Brodhead has a central location between many major cities, but the distance visitors would have to travel is greater than in the case of Evans Orchard. Therefore, the draw must be greater. Farmers in and around Brodhead could create a collective culture of agritourism, where visitors might come to visit several farms in a weekend; or may visit one farm and discover another. The basic infrastructure for agritourism is already in place for Brodhead—the opportunity is ripe. Land Use Recommendations 18

Ag r i to u r i s m D ev elo p m en t On the southeast knoll

Program Elements

The perspective (Figure 3.24) demonstrates how the southeast knoll might be developed within the concepts of agritourism and other tourism. The entire knoll is utilized with a variety of different program elements. While the various elements on this particular site could be programmed together as shown, the larger purpose of the drawing is to show the multitude of possibilities. It is up to the farmers and residents of Brodhead to ultimately determine how they would like to “brand” themselves and what activities they would like to promote.

Table 3.2: Potential program elements in and around Brodhead.

Given the agricultural nature of the area around Brodhead, it is easy to imagine how agritourism could be successfully implemented—the core infrastructure is already in place. Though, in order to attract a substantial amount of tourists to Brodhead, there would have to be a substantial draw. It would take a concerted effort by the community of farmers in and around Brodhead. Many farms working together (though each can have a different identity) could potentially be that draw. The design for the knoll shows a few creative, but realistic options (table 3.2). A bed and breakfast set within the picturesque landscape (Figure 3.16) could appeal to out-of-towners looking to get away for the weekend. A simple turf landing strip (Figure 3.21) could draw in the personal aircraft community. Accompany the landing strip with a flight club hanger and the draw is increased—potentially enough to provide flight lovers with the incentive to take up residence in Brodhead. An alpine slide meandering down the hillside (Figure 3.22) would surely be a hit with the youth, drawing in people from miles around for such a unique experience. The existing cropland and pastureland could be marketed as a recreational opportunity. There could be petting zoos, horse riding, sheep herding demonstrations, you-pick orchards (Figure 3.17), Christmas tree farms, or countless other agricultural activities. An amphitheater (Figure 3.20) could work in conjunction with a concept for a music festival town—or could be used for theater. Woodland trails (Figure 3.19) could connect the town with these activities, while providing tourists (and current residents) with an enjoyable way to get exercise. The possibilities are many, and the rewards of successful implementation are potentially great.

Program element

Minimum Required Size

Landscape type

Site features

Suggested location

Local Example

Agritourism

1-50 acres (varies)

Agricultural or pasture land

Visitor center and storage barns; parking

Existing surrounding farmland

Evans Orchard and Cider Mill, Georgetown, KY

Woodland Trails

15 acres (for 1/2 mile trail)

Woodlands; varying topography

Overlook or other destination point; parking

Steep slopes on hillsides

Tom Dorman State Nature Perserve, Lancaster, KY

Level ground; cleared land

Visual prominence from above; hanger; parking

Cleared knoll-top or other flat land

Mueller Farm Airport, Verona, KY

Views of surrounding landscape

Opportunities for recreation; parking

Existing surrounding farmland

Singing Hills Inn, Mount Vernon, KY

Turf Runway

Bed and Breakfast

5 acres (1200 ft by 75 ft runway) 5 acres (usually 6 bedroom house)

Amphitheater

1/4 acre (approx. 100' x 100')

Hillside or natural "bowl"

Terraced seating; stage; parking

Knoll-side with overlook view of city

In the Pines Amphitheater, Paintsville, KY

Alpine Slide

approx. 1/4 mile length

Hillside; cleared or cleared buffer from woods

Slide; parking; return transportation

Knoll-side ending in park

Kentucky Action Park, Cave City, KY

Figure 3.17: Visitors at a U-pick blueberry farm

Figure 3.19: A woodland trail in Lancaster, Kentucky

Figure 3.21: A plane landing on a turf runway

Source: http://familyfuninmdandbeyond.blogspot.com/2011/06/butlers-orchard-germantown

Source: http://www.markspearmanphotography.com/Airplanes/WACO/WACO-Airplanes/

Figure 3.16: A working Bed and Breakfast in Burlington, Kentucky

Figure 3.18: The rural landscape is ideal for a Bed and Breakfast

Figure 3.20: An amphitheater at McConnell Springs in Lexington, KY

Figure 3.22: An alpine slide meandering down a hillside

Source: http://www.burligrave.com/img/home-6.jpg

Source: http://www.kylandsales.com/WakeRobin/IMG5643.jpg

Source: http://commons.wikimedia.org/wiki/File:McConnell_S prings,_amphitheater.jpg

Source: http://dailyphotosbychristie.blogspot.com/2010/08/

19 Land Use Recommendations

Menke

Rails to Revitalization: Getting Brodhead on the Right Track

design perspective

Figure 3.23: Viewpoint of the southeast knoll perspective Source: Kentucky Geography Network, Menke

Figure 3.24: Perspective of the southeast knoll. Exploded pieces above highlight the various program elements

Rails to Revitalization: Getting Brodhead on the Right Track

Menke

Land Use Recommendations 20

t r a i ls a n d t r a i l c o n n ect i o n s

I-75 S NC

JO Y HW

I-75 N

S SIM HN

Harrodsburg

i n t ro d u ct i o n

U S HIG HWAY 150 E

Lancaster

HIG

HW AY

15 0

Berea

O RD HA RC

ERNESS N WILD

RD ND RICHMO

Brodhead 15 US 0

23 Trails and Trail Connections

150

AB CR

The existing bike trails in Brodhead take advantage of the rolling topography and natural beauty of the area. However, in many cases the topography creates unsafe situations and trails which would be too difficult for most bicyclist. Unsafe situations are created by a lack of signage (both signs and road markings) indicating the routes as bike routes and warning motorists of bicyclists presence. The aggresive terrain of much of the trails also creates routes which may be intimidating or unusable by the average rider. Opportunities for the trail exist in that signage can be added, trails can be altered, and trail connections can be made to tourist destinations surrounding Brodhead and to the Trans-America Bike Trail.

HIG HW AY

0 15 AY HW

We propose infrastructure improvements to promote townsfolk to ride bikes more often, and proposals for connections to larger trails, in order to branch out to a wider community of cyclists. A proposal for a connection to the Trans American Bicycle Trail is a good way to link up to a wider community and will bring tourists into the town of Brodhead. Utilizing the old rail line to make a bike trail for cyclists to use off of the roads away from automobiles is another way to promote bicycling around Brodhead. Safety is another concern because the current trails have little to no bicyclist designated spaces. Signage and ample riding space for bicyclists is important, because without these motorists rule the road. Trail heads are important to have, especially when promoting the trails in and around Brodhead. Starting places that have maps and information about sites to on the trails is necessary for effective and fun bicycling experiences. Proposals for a Safe Routes to School Program for children will help instill lifestyle will help facilitate growth and usage by the townâ&#x20AC;&#x2122;s people of Brodhead. These proposals will help create Brodhead into a bicycle tourist destination in the United States.

HIG US

Brodhead, KY is a community that has a goal to increase their economy and tourism opportunities through the means of bike trails, and bike routes. Structured bike trails, bicycling infrastructure, and investment into this tourism opportunity is needed for this goal to be accomplished. There are many costs and benefits for creating bicycling infrastructure for a community like Brodhead, but the investments made for this infrastructure should pay off (Gotschi, 2011). Aside from infrastructure investments, there are factors that affect bicycling demand in a town like Brodhead. According to Dill et al., decisions that influence a personâ&#x20AC;&#x2122;s want to bicycle fall into three general categories; objective or environmental factors, subjective factors, and demographic factors (Dill, et al. 2007). Objective environmental factors can range anywhere from climate to bicycling infrastructure of a town. Subjective factors include factors related to people perceptions of bicycling like, safety perceptions, convenience, cost, time valuation, exercise valuation, habits, attitudes and values, and peer group acceptance (Dill, et al. 2007). Demographic factors can include anything from physical condition of a person, all the way to the sex and gender of a person.

Cedar Creek Lake

Lake Linville

Mt. Vernon

Legend Historic Renfro Valley Trail

Livingston

Historic State Shrine Trail Scenic Farmland Trail Major Roads Kentucky Roads Rockcastle County Line Active Rail KYTC Abandonned Rail KYTC Kentucky Lakes Kentucky Rivers and Streams

t 0

US 15

NEW BRO

1 inch =2,500 feet 1,750 3,500

7,000

10,500

5 Miles

Feet 14,000

Existing Transcontinental Bike Route

Proposed Transcontinental Bike Route Spurs

Figure 3.25: Existing bicycle trails in Brodhead, Ky. and trail issues.

DHEAD RD

HIG HW AY

ILDER NESS RD

Source: Kentucky Geography Network, Lambdin

Figure 3.28: Lack of Signage.

Figure 3.26: Automobile speed.

Figure 3.29: No Shoulder.

Source: Google Maps

Figure 3.27: Steep Grade.

Figure 3.30: Blind Curve.

Source: Google Maps

Hawley/Lambdin

Rails to Revitalization: Getting Brodhead on the Right Track

BATTLEFIEL D MEMORIA L HWY

I-75

I-75 NC

ST UT TN ES CH

C o n n ect i o n O p po rt u n i ty

N WILD ERNE SS RD

BIG

HIL L

Oregon Region; it can be applied to Brodhead’s community by giving them a better understanding of how to create tourism based on bicycling (Dill, et al. 2007) RD

Context

Anglin Falls 1 -42 US

As rates of obesity, heart disease, and similar health problems increase in the United States, emphasis on healthier lifestyles becomes a greater concern. Bicycling offers health benefits, and recreational outlets that could not be achieved by driving in automobiles. A 2001 Nationwide Household Travel Survey shows that, “more than 60% of all personal trips are 5 miles or less in length—a reasonable distance to ride a bike—and nearly 40% are 2 miles or less” (Dill, et al. 2007) This survey notes an astounding percentage that should be taken advantage of, especially in a small town like Brodhead, KY.

10mi

US HIG HW AY 1

5mi US HIG

3mi

AY HW

KOA Campground

I-75 N

1mi

MOND RICH NC

I-75 S

Lake Linville

US 0 15

KY. Music Hall of Fame Renfro Valley Barn Dance

Connectivity to Renfro Valley to the south and the Trans-America Bike Trail in the north should be a priority for success of the Brodhead trail system. Connecting to these area attractions would increase bicycle traffic through Brodhead and increase exploration of the bike trail by locals. The opportunity also exist to incorporate much of the abandoned rail line which runs through Brodhead into a pedestrian and bicycle path. An advantage to converting the rail line into a bike/pedestrian path is the increased safety and comfort users would feel by being removed from the highway, vehicle traffic, and blind curves. An additional advantage would be the existing shallow grade of the rail line which would create a path easily traversable by most pedestrians and bicyclists.

MT VERNON RD

20mi

Bittersweet Cabins

Harrodsburg

Cedar Rapids Country Club

NEW BRO

DHEAD RD

US HIG

Analysis

Great Saltpetre Cave

Mt. Vernon

HW AY 2

5 S

Harrodsburg

W IL DE RN ES S

Lancaster Livingston

Lancaster

Berea

Wildcat Mountain Civil War Battlefield

Berea Brodhead Sinking Valley Winery

NU SH IG

HW AY 2

Brodhead Mt. Vernon S 5 I-7 N I-7 5

Livingston

Mt. Vernon

Existing Transcontinental Bike Route

5 Miles

Figure 3.31: Proposed connections to Trans-America Bicycle trail. Source: Google Maps, Lambdin

Livingston

Suggested Bicycle/Pedestrian Route Bicycle Route Canoe Route Motorcycle Route

Proposed Transcontinental Bike Route Spurs

0 0.5 1

0 2

54 Miles

Miles 5 10

Existing Transcontinental Bike Route Proposed Transcontinental Bike Route Spurs

Figure 3.32: Existing Trails Throughout Rockcastle County

Source: Kentucky Geography Network, Lambdin

cas e st u dy | Facto rs a ffect i n g b i cyc li n g d em a n d Project Name: Portland Trail System Location: Portland, Oregon

Factors affect the rates of bicycling and fall into three broad categories, 1) objective or environmental, 2) subjective, and 3) demographic (Dill, et al. 2007). “Objective environmental factors include climate and topography, land use, and infrastructure” (Dill, et al. 2007) Infrastructure for bicycling generally includes bike lanes, paths, shared roads, parking, and support facilities (showers for bicyclists, racks on buses, etc.). It was found that in Portland, Oregon that higher levels of infrastructure do have an effect on bicycling around the city. Climate and topography have an effect on bicycling, and generally “cold and wet weather is considered a deterrent to bicycling” (Dill, et al. 2007). To a lesser extent topographic changes, like moderate hills and slopes have some effect on cycling, but this is generally negated by the infrastructure provided for bicyclists. “Subjective factors include safety perceptions, convenience, cost, time valuation, exercise valuation, habits, attitudes and values, and peer group acceptance” (Dill, et al. 2007) The study found that the most important subjective factor was that of safety perceptions. There is a perception that cycling is more dangerous than automobile usage, and “in 2001, bicyclists in the United States were 12 times more likely to get killed than car occupants per mile traveled” (Dill, et al. 2007) “Demographic factors can include physical condition, family circumstances, income, age, race, or ethnicity, immigration status, and sex, among others” (Dill, et al. 2007) According to Dill et al, race and gender do play a factor in bicycling habits. Hispanics were most likely to travel using bicycles, then whites, followed by other races, and then African Americans. The study also notes that in a 1995 Nationwide Personal Transportation Survey found that men were more likely to bicycle than women (Dill, et al. 2007).

Introduction Brodhead, Kentucky would like an economy based on tourism and bicycling around the town. Bicycling could serve as a means of bringing in tourists, generating healthy lifestyles, and stimulating growth in areas previously untapped by Brodhead’s economy. This study analyzes the factors that affect bicycling in the Portland, Rails to Revitalization: Getting Brodhead on the Right Track

Hawley/Lambdin

Trails and Trail Connections 24

cas e st u dy | Fi fty Y ea rs o f B i cyc li n g Po li cy i n Dav i s, Ca li fo r n i a Project Name: Davis, California "Bicycling Capitol of the Conclusion This case study examined a number of factors that lead to people bicycling. The study area was of the Portland, Oregon region of the United States. The survey looked at both utilitarian cycling and recreational cycling, and is aimed at filling in gaps between the relationship of people and potential cycling. Factors were categorized into three groups, objective environmental, subjective, and demographic. Objective environmental factors include things like climate, topography, land use and bicycling infrastructure. Subjective factors include things like safety perceptions, convenience, cost, tie valuation, exercise valuation, habits, attitudes and values, and peer group acceptance. Demographic factors include people’s physical condition, family circumstances, income, age, race, ethnicity, immigration status, and sex. The study concluded that men and younger adults (younger than 55) wanted to cycle more. School children who cycled to school are not more likely to cycle in their everyday lives outside of school. Connectivity and connectivity to bike lanes in bikable areas was a factor in leading to cycling on a daily basis. The final and most important factor that was found was that the majority of respondents surveyed wanted to cycle more. These respondents cited that lack of connectivity, safety concerns, and too much traffic were major factors in their decision to bike.

United States" Location: Davis, California project start: 1960's Introduction Since the 1960s Davis, California has strived to be the bicycling capitol of the world. This city is renowned for its bicycling infrastructure and bicycling support from its city council, public works department, University of Davis, community members, and other city officials. After implementation of its bicycling infrastructure, it has “boasted the highest bicycle per capita ratio, the highest bike-to-work commute mode share, and the highest proportion of bike lanes on city streets in the United States”(Buehler, 1997). As of 2005 it is the only city to receive the League of American Bicyclist “Platinum City” rating; this shows that Davis’ contribution to the national community of bicyclists is important and well renowned.

Context In the 1960s, Davis, California’s community of citizens lobbied for an increase of bike lanes and safer bike travel. After three years of lobbying and planning, Davis implemented its first bike lanes. A combination of the city’s Public Works Department, the University of Davis, and other city officials developed “innovative designs, and programs” that were then fine-tuned for the City of Davis’ specific needs. After the implementation of the bicycling infrastructural needs, the University and the city worked with community members to engineer, educate, enforce, and encourage them to utilize the newly constructed bicycling investments. As of today Davis has 50 mi of bike lanes (95% of arterial streets) and 50 mi of offstreet paths in its 10-square-mi city (Buehler, 1997).

History

Figure 3.33: Existing Trails Throughout Portland, Oregon. Source: http://bikeportland.org/wp-content/uploads/2009/09/tiger_nnemap.jpg

25 Trails and Trail Connections

Davis’ bicycling geneses began in the 1960s, and stemmed from an increase is the size of the campus and enrollment, and active community members who wanted an increase in bicycling friendly areas around Davis. The core campus of Davis closed itself from automobiles, in an attempt to fuel bicycling usage from students and teachers commuting to campus. The deprivation of automobiles on campus and its effect on the surrounding community was evident when city officials implemented a series of rules, and penalties that were associated with “errant riders” (Buehler, 1997). Bicyclists and automobiles naturally clashed in a fight for control over the roads around Davis and the city government had to step in to protect both automobilist, and bicyclists (Buehler, 1997). A professor at the University of Davis, named Frank Child, with support from a city council member Kathleen Green, and Child’s Citizens’ Bicycle Study Group helped stimulate the city’s need for bicycling lanes. Citizens from around the city

Hawley/Lambdin

also contributed to the infrastructure needs of the city, by petitioning for bicycling lanes on all arterial streets. The petition cited health, and economic benefits for bicycling, bicycling hazards, and traffic problems around the city (Buehler, 1997). As support for bicycling infrastructure became more prevalent around the city, and city government officials agreed on experimentation procedures for bike lanes around the city. The first implementations of bike lanes became very successful, because bicyclist enjoyed having their own designated lane, and motorist enjoyed having bicyclists out of their way (Buehler, 1997). In the 1990s bicycling around Davis began to decline. The city grew from a city of 20,000 to 40,000 and with bicycling firmly situated in the community of Davis, advocacy programs for bicycling disappeared. It was cited by citizens that this decline in bicycling was due in part to the fact that bicycling promotional programs had been disbanded because city officials felt that there was little need for them, seeing how bicycling was already successful. Other model cities have taken up the torch for advocacy towards bicycling investment, most notably Portland, Oregon, and Boulder, Colorado (Buehler, 1997). However even with the decline in bicycling, it is important to note that Davis is still a prime example of bicycling advocacy. Davis’ impact is relevant, and with strong advocacy coalitions, clearly identified sets of problems facing bicyclists, a political will, and the development of policy solutions, a city can succeed in creating a nationally renowned cyclist program (Buehler, 1997).

Program Elements The function of Davis’ bicycling infrastructure was to reduce automobile usage around the city, stimulate bicycling around the city, and address safety concerns associated with bicyclists and automobilists in the city of Davis. Advocacy groups, and governmental support are imperative to creating an environment for safe bicycling. Proper implementation, and education is needed in order for bicycling to become a major part of city like Davis. •Bike Lane Types 1. Bike lane between the moving traffic and parked cars 2. Bike lane between the parked cars and the curb 3. Bike path behind the parked cars and the curb 4. Two-way bike lan on one side of the street, behind concrete buttons 5. Reverse-flow bike lane on a one-way street •Student run Bike Barn-A place where bicyclists could access tools, instruction, and emotional support when repairing bicycles •Bicycling Only Roundabouts •Greenbelts •Bicycle Racks for Parking •Signage and Wayfinding Aids •Promotional/Advocacy Groups Figure 3.30: Blind Curve. •Educational Programs Source: Google Maps (Buehler, 1997). Rails to Revitalization: Getting Brodhead on the Right Track

synthesis Brodhead, Kentucky would like an economy based on tourism and bicycling around the town. Bicycling could serve as a means of bringing in tourists, generating healthy lifestyles, and stimulating growth in areas previously untapped by Brodhead’s economy. There are a number of factors that lead a community to utilize bicycling infrastructure. The study areas were of the Portland, Oregon region, and the Davis, California region of the United States. The Portland, Oregon study focused on factors that were categorized into three groups, objective environmental, subjective, and demographic. Objective environmental factors include things like climate, topography, land use and bicycling infrastructure. Subjective factors include things like safety perceptions, convenience, cost, tie valuation, exercise valuation, habits, attitudes and values, and peer group acceptance. Demographic factors include people’s physical condition, family circumstances, income, age, race, ethnicity, immigration status, and sex. Brodhead should utilize points from this study to help build their bicycling tourist economy. In order for Brodhead to increase their prowess in the national bicycling community, they need to understand the factors that affect bicycling in their community (Dill, et al. 2007). Like Portland, some factors could pose problems for the Brodhead community in their development for a bicycling economy. The changes in topography around Brodhead could be problematic for average or less experienced riders on the three Brodhead bike trails. Safety perceptions, convenience, habits, attitudes and values, and peer group acceptance are the biggest hurdles for the city of Brodhead. Given the cities rural nature, and current lack of bicycling infrastructure, Brodhead might have a hard time convincing the people of Brodhead to accept bicycling as an everyday practice. Regardless of its current status, Brodhead should focus efforts into creating a bicycling environment around its community via the installation of infrastructure likened to that of the Davis bicycling community (Buehler, 1997). The significance of Davis’ bicycling community is demonstrated in the sheer quantity, and quality of bicycling investment the city of Davis has made. General attitudes towards bicycling cited that lack of connectivity, safety concerns, and too much traffic were major factors in their decision to bike. In order for Brodhead to increase the bikeability of its community, it will need to start with creating a safe environment for cyclists. The first phase for infrastructural needs in Brodhead should include bike lanes or sharrows, bicycle racks, signage and wayfinding aids, promotional/advocacy groups, educational programs, and bicycling repair shops. The success of any bike-able city is the incorporation of signage and infrastructure, which creates a safe and welcoming place for bicyclists. Bike lane and sharrow indicators (both on the road and through signage) alert motorists to the presence of bicyclists and defines the lane of travel for those on bikes. The second phase should include infrastructural needs such as bicycling only roundabouts, greenbelts, traffic calming systems, and bike-boxes, along with other more advanced infrastructural aspects (Buehler, 1997). With the implementation of the right infrastructure and educational aspects, the city of Brodhead’s cyclists and surrounding community of cyclists will understand and utilize these worthwhile investments (Buehler, 1997). Rails to Revitalization: Getting Brodhead on the Right Track

Administration (FHWA). The Program was created by Section 1404 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users Act (SAFETEA-LU).   The national SRTS program is federally funded, but managed and administered by each State Department of Transportation. The Program makes funding available for a wide variety of programs and projects, from building safer street crossings to establishing programs that encourage children and their parents to walk and bicycle safely to school.  http://transportation.ky.gov/Local-Programs/Pages/Safe-Routes-to-School.aspx

Figure 3.34: 2. UC Davis Bike Loop Source: http://daviswiki.org/DavisB _ ike_Loop?action=Files&do=view&target=davisbikeloop-whole.jpg

Kentucky Coordinator Information - Jackie Jones Safe Routes to School Program Coordinator Office of Local Programs  Kentucky Transportation Cabinet 200 Mero Street 6th Floor East Frankfort, KY 40622 Phone Number: (502) 564-2060 x3048 Fax Number: (502) 696-5275 Email: jackie.jones@ky.gov

sa fe ro u t es to s c h o o l 1. Infrastructure — This includes, but is not limited to, sidewalk improvements; traffic calming and speed reduction improvements; pedestrian and bicycle crossing improvements; on-street bicycle facilities; off-street bicycle and pedestrian facilities; secure bicycle parking facilities; traffic diversion improvements in the vicinity of schools. 2. Non-infrastructure — This includes, but is not limited to, the creation and reproduction of promotional and educational materials; bicycle and pedestrian safety curricula, materials and trainers; training, including SRTS training workshops that target school- and community-level audiences; modest incentives for SRTS contests, and incentives that encourage more walking and bicycling over time; data gathering, analysis, and evaluation reporting at the local project level; equipment and training needed for establishing crossing guard programs. 3. Combined infrastructure and non-infrastructure — A project that combines infrastructure and non-infrastructure funding into a single award rather than making separate awards for each. These individual projects can include activities described in the Infrastructure and Non-infrastructure definitions listed above. 4. Planning/Start-up — This includes, but is not limited to, assistance developing a comprehensive SRTS action plan setting up a SRTS program. http://apps.saferoutesinfo.org/project_list/index.cfm The Safe Routes to School Program (SRTS) is designed to enable and encourage children, including those with disabilities, to walk and bicycle to school; to make bicycling and walking to school a safer and more appealing transportation alternative; and to facilitate the planning, development, and implementation of projects and activities that will improve safety and reduce traffic, fuel consumption and air pollution in the vicinity of schools.  The Safe Routes to School Program is a Federal-Aid program of the U.S. Department of Transportation’s Federal Highway Hawley/Lambdin

Trails and Trail Connections 26

r ec la m at i o n o f a ba n d o n ed r a i lroa d to t r a i l These images illustrate the abandoned rail line converted into a pedestrian and bicycle path. The creation of the â&#x20AC;&#x153;Rail Trailâ&#x20AC;? creates a safe, welcoming, and attractive area for tourists or local pedestrian/bicyclists while traveling through Brodhead.

1 3 Figure 3.35: 1. New Rail Trail Bridge

6 4

Figure 3.38: 2. Refurbished Rail Trail Bridge

A C 5

2 Figure 3.50: Context Map Source: Kentucky Geography Network, Lambdin

Figure 3.36: 3. Rail Trail Highway Underpass

Figure 3.39: 4. Wooded Area of Rail Trail

Figure 3.30: Blind Curve. Source: MapsHead Structure Example. Figure Google 3.51: Trail Figure 3.37: 5. Open Area of Rail Trail

27 Trails and Trail Connections

Figure 3.40: 6. Seperated Use of Rail Trail

Hawley/Lambdin

Source: http://www.ohiopyletradingpost.com/images/train_s tationo_ hiopyle.jpg

Rails to Revitalization: Getting Brodhead on the Right Track

i m p rov i n g i n fr ast ru ct u r e An important factor in the success of any bike-able city is the incorporation of signage and infrastructure which creates a safe and welcoming place for bicyclists. The incorporation of bike lane and sharrow indicators (both on the road and through signage) alerts motorists to the presence of bicyclists and defines the lane of travel for those on bikes.

Figure 3.52: A Illustration of proper street layout for sharrow, vehicle lane, and on-street parking.

Figure 3.53: B Illustration of proper street layout for sharrow on twolane road.

Figure 3.55: Bicycle Repair Station.

Figure 3.57: Signage Example

Source: http://4.bp.blogspot.com/-tq9ueBPZCZ8/TdfIe4221PI/AAAAAAAAN-A/44M9oTzM0ek/ s1600/bike+repair+station.jpg

Source: http://www.internetigloo.com/mobike/images/spineroutes/IMG_0622.jpg

Figure 3.56: Sharrow Example

Figure 3.58: Bike Rack Examples.

Source: Lambdin

Figure 3.54: C Illustration of proper street layout for on-street parking, bike lane, and vehicle lane.

Rails to Revitalization: Getting Brodhead on the Right Track

Source: http://nctcog.org/trans/images/other/biksignex9.jpg

Hawley/Lambdin

Source: http://s3files.core77.com/blog/images/0bikeracks24.jpg

Trails and Trail Connections 28

d ow n tow n r ev i ta li zat i o n

i n t ro d u ct i o n Towns with rich historical backgrounds have potential to create meaningful spaces that can bring people of Brodhead together and also revitalize a desperate economy. With Brodhead, Kentuckyâ&#x20AC;&#x2122;s downtown district being rich in history with the abandoned railroad and rail depot, there is potential to create a revitalized district saturated with historic meaning. It is important to recognize that designing the park and downtown improvements together will make for a more cohesive downtown plan. The real opportunity of the downtown area is to create a more dense and active district. Creating a downtown district by connecting the pieces already in existence will stimulate the economy. Figure 3.59 shows the extent of the project boundaries. The downtown revitalization plan began by researching and creating multiple case studies. These case studies examine successful landscapes with strong historical backgrounds, parks with industrial ruins that have been restored, streetscape projects, and community connectivity . The findings were used to inform design decisions and provide valid precedent to the downtown revitalization project. Next, inventory and analysis was performed to find places of interest, existing infrastructure that could be taken advantage of, and possible linkages between all parts of the project. A SWOT analysis was performed to find strengths, weaknesses, opportunities, and threats within all of Brodhead. This analysis aided in the formation of the abandoned rail systems as a conceptual component as well as other opportunities that informed design decisions. Multiple plan alternatives allowed for a wide range of design ideas and forms to be tested. Ideas and forms from some of the alternatives were chosen and further developed to form the downtown revitalization plan. Brodheadâ&#x20AC;&#x2122;s downtown has potential for future social and economic growth. With the park acting as a new gateway to the town, connecting physically to the existing commercial district via an infill area, the makings of a revitalized downtown has formed. Images for the vision of the revitalized downtown can be seen in figures 3.75-3.82.

S i t e c o n t ext

Figure 3.60: Downtown building facades and area of Zone 1 improvements.

Zone 1

Zone 3

Zone 2

Downtown Revitalization Project Boundary

Figure 3.59: Downtown revitalization context map. Source: Kentucky Geography Network, Wortman

Brodheadâ&#x20AC;&#x2122;s downtown revitalization area lies directly in the center of their city boundary. It is adjacent to Negro Creek and is split by the abandoned railroad line. Design in this area consists of three zones. The first zone is in the existing commercial area and will consist of streetscape, parking improvements, and recommended future infill near the firehouse, city hall, and Dari Delite. The second zone acts as an important connection between the park and the first zone and will include recommended future infill and parking improvements. The third and southern most zone will consist of a community park design.

Figure 3.61: Downtown residential buildings and area of Zone 2 improvements.

Figure 3.62: Community park site and area of Zone 3 improvements.

31 Downtown Revitalization

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Rails to Revitalization: Getting Brodhead on the Right Track

s i t e A n a lys i s Possible Trail Connection

Needs Pedestrian Connection Reuse Existing Infrastructure Possible Infill Needs Pedestrian Connection Opportunity for Multi-Use Space Streetscape Improvements Needed Important Pedestrian Connection Turn into Pocket Park to Highlight Mural Possible Infill Structure Parking Opportunity to Collect Runoff From Parking

Brodhead, Kentucky’s downtown consists of a lot of history and lies adjacent to Main Street. The community park will act as the gateway to downtown Brodhead and will need to be designed as such. There is existing infrastructure along the river including a brick pump house, concrete plinths and walls that can be taken advantage of to create dynamic gathering or resting places (figure 3.75 and 3.76). Using existing infrastructure will be crucial in the development of the historic railroad town concept and will add character to the designed spaces. For example, the old train depot site lies adjacent to the park site and the foundation of this building is still existing. This foundation can be used to rebuild the depot (figure 3.78). The path of the old railroad line also stretches through the site. Although the rail infrastructure no longer exists, this “Railroad Heritage Path” can be used conceptually and rail can be added to strengthen the railroad concept. Three small buildings (houses and storage) exist in the future infill area and could be zoned out over time to make room for future infill buildings (figure 3.79). There is opportunity on the north side of downtown to add density through infill which will spur economic growth (figure 3.82). More opportunities include trail heads on both ends of the “Railroad Heritage Path” and highlighting interesting existing infrastructure (figure 3.64 and 3.65).

Possible Infill Possible Public Space Next to Train Depot Reconstruct Train Depot as Welcome Center Possible Infill Possible Park Parking Opportunity to Collect Runoff From Parking Central Green Space to Keep Park Active Reinforce Old Rail Line with Pedestrian Path Clean Up Edge Vegetation Perimeter Path to Provide Views of River Figure 3.64: The american flag mural can be highlighted by creating a public space adjacent to it.

Reuse Existing Wall and Concrete Plinth Clean Up Edge Vegetation

Reuse Existing Terraces (Possible Gathering Space)

0’

50’

100’

200’

300’

Possible Trail Connection

Figure 3.63: Downtown revitalization analysis diagram.

Figure 3.65: This old barn can be re-used for concessions, farmers markets, and flea markets.

Source: Bing Maps, Wortman

Rails to Revitalization: Getting Brodhead on the Right Track

Riddle/Wortman

Downtown Revitalization 32

5’

22’

5’

Sidewalk

Bioswale

12’

Two Way Road

9’

Bioswale

8’

Sidewalk

22’

Sidewalk

Parking

8’

Two Way Road

9’

Parking

Sidewalk

st r eets ca p e P la n a lt er n at i v es

12’

Figure 3.66: Alternative 1 Minimal Change allows to the at least of change while providing adequate

Figure 3.68: Alternative 2 Eco-Friendly provides a 5’ buffer in between the vehicular and pedestrian

space for pedestrians and vehicular traffic while maintaining a vegetated buffer between the two.

circulation in the form of a bioswale. This bioswale will collect runoff from the sidewalk and roadway.

The streetscape alternatives for Brodhead, Kentucky are based on principles of improving the experience and safety for the pedestrians and drivers on Main Street (Harris & Dines,1998). Currently there is a two lane road, on-street parking on both sides of the road and a small sidewalk for the members of the community to use while in the downtown area. The propose of the four streetscape alternatives are to provide different ways to enhance the experience for both vehicular and pedestrian traffic.

Alternative 1: Minimal Changes This option provide space for both, vehicular circulation and on-street parking. The sidewalk is expanded to accommodate a larger amount of people. Tree grates are provided to allow for vegetation in the area while maintaining the larger circulation space.

Alternative 2: Eco-friendly The first option eliminates all on-street parking to provide the maximum amount of sidewalk and green space while keeping vehicular circulation intact. The planting strips could double as rain gardens for the storm water runoff around the downtown area. Trees would be planted on both sides of the street in an alternating pattern.

Alternative 3: Shared Street This option provides space for vehicular circulation, a small planting strip on either side of the street, and a larger sidewalk. However this option also includes bicycle circulation as a alternative to driving.

9’

4’

11’

6’

11’

Sidewalk

9’

Bicycle Lane

4’

Roadway

Sidewalk

4’

Planting Strip

22’

Roadway

Bicycle Lane

4’

Bicycle Lane

Two Way Road

4’

Sidewalk

Bicycle Lane

9’

Planting Strip

Sidewalk

Alternative 4: Planted boulevard

4’

9’

Figure 3.67: Alternative 3 Shared Street allows for bicycle and pedestrian traffic to share the roadway

Figure 3.69: Alternative 4 Planted Boulevard brings the maximum amount of change to the streetscape.

while maintaining safety among both forms of circulation.

It provides adequate space for pedestrians and bicyclist. A planting strip is provided in between the

This option is much different than any of its predecessors. A smaller sidewalk is provided for pedestrian circulation to allot space for a bicycle lane of either side of the road. A planting strip in the middle of the vehicular circulation path is provide to slow traffic down while providing a different feel for people that are both walking and driving. Among the alternatives, the Eco-Friendly streetscpae was chosen to move forward. It provides the most opportunities for green space and outdoor experiences along main street. The newly widen sidewalk allows for pedestrians to circulate easily while others are enjoying a cup of coffee or lunch during a summer afternoon at the outdoor cafes.

driving lanes, slowing down traffic and allowing for a safer environment for pedestrians and vehicles.

33 Downtown Revitalization

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Rails to Revitalization: Getting Brodhead on the Right Track

Visitor Center

Main Street Path

Pa r k P la n a lt er n at i v es

Main Street Terraces

Train Depot Parking

Parking Train Depot Overlook

Open Space

Old Rails

Shelter

Wetland

Shelter

Bench

Shelter

Seatwalls

Overlook

Figure 3.70: Plan alternative 1.

Figure 3.72: Plan alternative 2.

Main Street

Main Street Train Depot

Shuffleboard

Rail Feature

Train Depot

Parking

Bosque

Open Space

Shelter

Infill Development

Tennis

Overlook Seatwall Overlook Open Space

Overlook

Plan alternatives 3 and 4 were chosen to develop in more detail. The spatial qualities and diverse experiences that are possible in alternative 3 are combined with the recreational and activity aspects of alternative 4 to create a community park that can be used by everyone in the area. The concept of the railroad will be designed more in depth and will enhance the parks historical meaning. Displaying public history exhibits, monuments, statues, and artifacts can create narratives that allow groups of people to form a common bond. This common bond can lead to great benefits for a given community. Celebrating the railroad in Brodhead can strengthen the bond between community members and give meaning to the spaces created.

Shelter

Figure 3.71: Plan alternative 3.

Figure 3.73: Plan alternative 4.

Rails to Revitalization: Getting Brodhead on the Right Track

The plan alternatives for Brodhead’s community park are structured on the conceptual reformation of the abandoned railroad line in the form of a path and the reconstruction of the Train Depot. This railroad stop was a large part of Brodhead’s history and needs to be celebrated. There is also a great opportunity for this railroad path to continue north and connect to the downtown commercial area. This would create a useful connection between downtown shops and restaurants to and from the park and would bring life to this area of the town. Each plan has meandering paths that provide connections through the site as a whole. These paths lead to “lookout” areas that will provide nice places to sit and fish or relax and enjoy the view of the beautiful creek. The south most “lookout” areas reuse concrete remnants that lay adjacent to the water. Shelters were placed to create a variety of experiences while using them. Plan alternative 2 is a good example of this where one shelter is placed in a bosque of trees, adjacent to the creek, to create a feeling of seclusion from the rest of the park. The other shelter in this plan is placed on a raised grassy platform to provide a good view of the water and allow for more activities around it. Different recreational activities were explored through the alternatives as well. In plan alternative 4, shuffleboard courts as well as tennis courts were used to create a park that emphasizes a healthy lifestyle. Equipment could be checked out at the Train Depot that is recommended to be rebuilt.

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Downtown Revitalization 34

d ow n tow n r ed ev elo p m en t p la n Design elements

Railroad Trail Trailhead

Good downtown development addresses problems and provides solutions. Great downtown development address problems, provides solutions for the problems and include seamless connections between different designs within the project boundaries. Brodhead, Kentucky’s existing infrastructure has a lot of potential, given the right guidance Brodhead could once again become a thriving city. The Downtown Redevelopment Plan addresses a number of potential projects: streetscape, park/recreational space, and infill possibilities. Streetscape revitalization is very important to any downtown area. More members of the community are willing to come and stay downtown is the area is safe and comfortable. The redesigned streetscape offers enlarged sidewalks along Main Street to accommodate large groups of people during festivals and events. Bioswales are provided in between the pedestrian and vehicular circulation to collect runoff, soften edges, and maintain the highest level of safety (Figure 3.80) A multi-use space was created that can be used for parking or a variety of other uses. Behind the building layer lies opportunities for addition events space. The Hog Pen offers a great social gathering space while the older storage building adjacent to the Hog Pen can serve as a cafe or outdoor eatery during events.

Community Space Adaptive Reuse Commercial Alleyway Multi-Use Space Railroad Heritage Path

Mural Garden

Parking Railroad Heritage Path Train Cafe & Patio

Within the proposed event space there are two key connections to other projects. One is a trail connection along the Railroad Heritage Path, and the other is across Boone Way moving toward the proposed infill and newly design park space. While walking through the pedestrian only park gateway, there are proposed infill opportunities that would spark growth for the Brodhead’s economy. The Train Cafe would also aid in the growth of the economy while providing visitors with social opportunities while paying respect to Brodhead’s historic character. The newly designed Town Welcome Center will be placed on top of the original site for the historic train depot.

Rebuilt Train Depot/Welcome Center Community Gardens Parking Bioswales Reclaimed Railroad Shelter Open Space Shelter Boardwalk Wetland Seating Wetland

Sustainability will be a key aspect that is used inside and outside the park. Bioswales are used not only in the streetscape design but along the Railroad heritage Path that leads into the park. These bioswales will collect and filter the stormwater runoff from both the parking lot and surrounding sidewalks. The park has several notable amenities including the walking path that weaves through different landscapes and provides visitors with a variety of experiences. Two overlooks are located along the walking trail to offer gathering spaces with views of the creek (Figure 3.75 and 3.76). A portion of the trail turns into a boardwalk and takes visitors across a wetland area. Toward the south edge of the park is another trail connection, while the bridge doubles as a trail head and fishing pier (Figure 3.75)

Wetland Gathering Space Shuffleboard Shelter Proposed Infill Buildings

Seat Walls

Existing Buildings

Overlook 0’

50’

100’

200’

300’

Woodland Trail

Figure 3.74: Downtown Redevelopment Plan with New Streetscape, Parking, and Community Park Source: Bing Maps, Wortman

35 Section Title

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Rails to Revitalization: Getting Brodhead on the Right Track

Figure 3.75: Bridge connection to woodland trails

Figure 3.76: Wetland gathering space

Figure 3.77: Naturalistic park

The Overlook creates an active space that has multiple uses (figure 3.75). Once the wild vegetation is cleaned up, terracing with stone allows people to sit as close to the river as they would like, creating a fishing area and social gathering space. Erosion potential in this area will be minimized due to this terracing. A bridge spans the river and connects the Railroad Heritage Path to the Woodland Trails proposed in the Land Use Recommendations section. This connection allows for a trail that goes from the fairgrounds, to the southeast knoll, through downtown, and up to Crab Orchard via the abandoned rail line.

The Wetland Gathering Space takes advantage of an existing wall and concrete plinth to create a structured gathering area (figure 3.76). While in this area, one is surrounded by lush, native vegetation. Trees create areas of sunlight and shade, allowing users to choose their preferred experience. The path runs all the way to an existing concrete plinth along the river giving users a space to sit near the water. A new habitat is created for animals in the wetland area that will bring another form of life to the city.

The naturalistic landscape of the community park allows users to have multiple different environmental experiences within the city (figure 3.77). One can walk along the perimeter path that weaves in and out of dense trees, traverses through the wetland area, and travels through a bosque of trees with seat walls under the canopy. A large central open space allows for sport activities, picnics, and large gatherings. Shelters are places throughout the park to give users a space to gather under a roof.

Rails to Revitalization: Getting Brodhead on the Right Track

Kaelin/Wortman

Downtown Revitalization 36

Figure 3.78: Rebuilt train depot

Figure 3.79: Commercial infill adjacent to park

Figure 3.80: Downtown streetscape

Rebuilding the historic train depot on top of the existing foundation will provide a welcome center for the not only the park, but the whole city of Brodhead, Ky (figure 3.78). This building could be used to inform visitors of Brodheadâ&#x20AC;&#x2122;s historic significance and can be used to educate existing community members as well. Bioswales adjacent to the parking area and Railroad Heritage Trail will filter the run-off and allow it to infiltrate into the soil. Along the Railroad Heritage Trail will be commercial infill that will provide economic and social growth within the community (figure 3.79).

Commercial infill along the Railroad Heritage trail will not only have a positive effect on Brodheadâ&#x20AC;&#x2122;s economy, but also create a social corridor for members of the community along with visitors to Brodhead (figure xx). The community garden element will provide people will space to plant fresh fruits and vegetables.

Modifications to the streetscape will attract members and visitors of the community to spend more time within the downtown area (figure 3.80). Street trees will provide shade and create a buffer between traffic and pedestrians, allowing for a safe and comfortable pedestrian space . Bioswales will provide a habitat for low maintenance native vegetation and will collect and filter water run-off from the sidewalks and streets, allowing water time to infiltrate into the soil. Improvements to the building facades will further enhance the aesthetic beauty.

37 Downtown Revitalization

Riddle

Rails to Revitalization: Getting Brodhead on the Right Track

Figure 3.81: Multi-use space within downtown

Figure 3.82: Pedestrian alleyway in downtown

Figure 3.83: Downtown revitalization phasing map Source: Bing Maps, Wortman

This multi-use space can be used for vehicular parking or a wide array of events to take place within downtown Brodhead (figure 3.81). Farmers markets, vendor tents, or simply informational tables can be assembled along the pedestrian path. The walkway eventually leads to an old barn which could be utilized for concessions and eateries for events or a show at the Hog Pen (figure 3.103).

Rails to Revitalization: Getting Brodhead on the Right Track

Commercial infill in the downtown area will create safe and interesting pedestrian spaces (figure 3.82). In this situation a building is placed to allow for a pedestrian alleyway with shops and restaurants on each side. Vegetation is placed in the middle of the alleyway to create a comfortable area on hot days. There is potential for the infill buildings to have commercial uses on the first floor and housing units on the second floor. New businesses and housing units will create monetary benefits not only for the new stores and restaurants but all of the business surrounding the area. Riddle/Wortman

The downtown revitalization plan can be phased as funding becomes available. The community park, garden, and train depot is recommended for phase one due to its low cost and easy attainability. The creation of the park will motivate the community to complete phase two which includes the downtown infill and streetscape improvements. This will improve the beauty of downtown and will boost the economy enough to complete phase three. Phase three includes the infill area that will complete the connection between the Community Park and downtown as properties become available. Downtown Revitalization 38

cas e st u dy | Lac led e's La n d i n g Project Name: Laclede's Landing

Introduction

Significance

Location: St. Louis, Missouri

Paying homage to a site’s history can provide economic and social benefits. It can create or restore a sense of pride within a community by calling attention to their unique heritage. Communities across the United States have succeeded in creating stable economic and social networks by conducting historic tours, designing buildings and parks around historical narratives, and seeking official historic recognition (Hurley, 2006.). Laclede’s Landing in St. Louis, Missouri is a great example of using history to create a sense of place and a thriving tourism economy.

Designing around a strong historical concept can create a powerful sense of place for a community and can strengthen social relationships of the people that live in the area. Creating a strong community is the first step in creating a thriving community. History can also become a starting point for economic development. Museums can be established to explain a community’s history in more depth, while café’s and shops can be placed in historic buildings and can use historic themes to attract visitors. New buildings can also be constructed to keep with the historic aesthetic to create a cohesiveness between structures. By using history as a design concept, we engage communities as a whole and can create vibrant social spaces. These vibrant social spaces can benefit an economy greatly by bringing a diverse set of individuals to a small area.

Size: 22 acres Project start: 1960

Context

Edward Jones Dome

Laclede’s Landing is a 22 acre waterfront district in downtown St. Louis, Missouri. It consists of buildings dating back to 1800s that were saved in order to create a historic narrative. These buildings were once used as warehouses, saloons, markets, and factories. Now they house shops, offices, and residential units.

Laclede’s Landing

History

St. Louis Arch Busch Stadium

0 Figure 3.84: Laclede’s Landing context map Source: Google Earth

850

1700

2550

St. Louis started its existence as a large port city. Pierre Laclede Liguest had control of all trade along the Missouri River. In 1763, Laclede left New Orleans to search for a trading post. Originally, he planned to build his post near the mouth of the Missouri River, but the land frequently flooded and was deemed too saturated. Downstream, Laclede and his crew found a bluff that rose high above the water level. They went to explore the area and found a forest of huge trees. They also saw, from atop the bluff, an adjacent large prairie with more streams to navigate. Laclede decided to build his port here. He named his settlement St. Louis to commemorate King Louis IX of France (Laclede’s Landing Merchant’s Association, 2013). Laclede’s Landing was settled in 1764. The original village was comprised of merchants, families and industries (Landing Merchant’s Association, 2013). In the 1960s, the preservation and development project to create Laclede’s Landing began. Developers believed that creating a district that emphasized the historical significance of St. Louis would create a sense of place and add meaning to the site’s adjacency to the river. In 1965, the completion of the adjacent Jefferson National Expansion Memorial and the Gateway Arch added to the realization of the concept of recognizing the sites history. Today, Laclede’s Landing sees many tourists, and is a great economic asset to downtown St. Louis (Hurley, 2006).

Conclusion Through revitalizing an area where strangers can interact with their environment through shopping and exploring restored historic infrastructure, Laclede’s Landing aimed to increase consumer spending. By recreating a piece of history within Laclede’s Landing, the sense of place that was created made the development immediately recognizable as a significant area. The development of Laclede’s Landing as a historically significant neighborhood created a vibrant community where an abundance of social activity created a thriving economy (Hurley, 2006). Brodhead, Kentucky has the opportunity to do something similar in their downtown district. Combining redevelopment with infill that uses the towns rich railroad history will create a sense of place. Creating a strong sense of place is the first step to creating a strong economy.

Program Elements

Figure 3.85: View of St. Louis Arch from Laclede’s Landing Source: http://lacledeslanding.com/wp-content/uploads/gal-01-Clamorgan-Alley.jpg

39 Downtown Revitalization

Historical attractions include 17 buildings built in 1905 or before, carriage rides down Laclede’s Landing’s cobblestone streets, Riverboat cruises, theaters, trails, and museums. Laclede’s Landing provides many dining options, historical attractions, and holds multiple events. Events include the Big Muddy Blues Festival, the Eads Bridge Duathlon, ROCKtoberfest, and an Independence Day music celebration. The Big Muddy Blues Festival brings in close to 60,000 people annually (Laclede’s Landing Merchant’s Association, 2013). Wortman

Figure 3.86: Old Judge Coffee Building – 1884 (710 N. Second Street) Source: http://lacledeslanding.com/wp-content/uploads/Architecture-Old-Judge-Coffee-Building-003.jpg

Rails to Revitalization: Getting Brodhead on the Right Track

4/19/13

Google Maps

cas e st u dy | H a r p er's Fer ry N at i o n a l H i sto r i ca l Pa r k Project Name: Harper's Ferry National Historical Park

Introduction

Location: Harper's Ferry, West Virginia

All communities have a past. Whether or not it is told through the landscape is a different story. After the industrial revolution, there has been a pattern of decaying communities with abandoned factories, historical buildings, and other site artifacts. The celebration and remembrance of this history can become a very important selling point of any given community. Harper’s Ferry National Historical Park was built and designed around the history of the area. The park today has restored and rebuilt multiple buildings that tell a story about the past. Visitors to the park today can become a part of this history by exploring these stabilized industrial buildings.

Size: About 3,600 Acres Visitors: 255,348 in 2011

Context Harper’s Ferry National Historical Park is a 3,600 acre plot of land located in Harper’s Ferry, West Virginia. The site lies adjacent to the confluence of the Potomac and Shenandoah rivers. A map of the area can be seen in figure 3.87. The National Park Service manages the park and all new historical interpretations.

History

Figure 3.87: Harper’s Ferry National Historical Park context map Source: Google Maps

https://maps.google.com/maps?ll=39.318761,-77.736168&spn=0.111023,0.264187&t=m&z=13&vpsrc=0&pw=2

Harper’s Ferry has experienced heavy industrialization with the introduction of the National Armory in 1801. It was also a part of the first successful American railroad, it witnessed John Brown’s heroic attempt to end slavery, it held one of the earliest integrated schools, and it was the site of the largest Federal troop surrender during the civil war (National park service, 2013). In 1794, President Washington started construction of one of the two national armories in Harper’s Ferry. This led to the development of a small town that was comprised of craft, industry, and service business that supported the staff at the armory. Business continued to increase up until the Civil War. After the war, the Federal Government decided to refrain from rebuilding the armory and the industry of the area was never resurrected (Shackel et. al., 2006). In the mid-1950s, the National Park Service gained control of Harper’s Ferry. The original objective of the park was to celebrate John Brown’s capture of the armory in 1859 and the town’s role in the Civil War. More recently, the park expanded its concept to include all of the nineteenth century. This led to the opening of an exhibit that aimed to explain African-American lifestyles in Harper’s Ferry. The park today now celebrates Black History Month, the Niagara Movement meeting, Civil War events, and the town’s industrial past (Shackel et. al., 2006). 1/1

Program Elements

Figure 3.88: John Brown’s restored fort today Source: http://upload.wikimedia.org/wikipedia/commons/1/1d/JohnBrownFort2007.jpg

Rails to Revitalization: Getting Brodhead on the Right Track

to explore. Now, the cotton mill is a focal point within the park and draws many visitors per year (Shackel et. al., 2006). Other industrial ruins weren’t completely restored for specific reasons. A building that served as a thread mill in the 1840s lies near a river in the park. Later in its history, a fire overcame the mill and the owner of the building decided not to reconstruct. These ruins were not completely restored to tell a story of the natural environment eventually overtaking the built environment, if allowed to do so. Creating strong narratives can play a large role in the interest that a park can bring to the public (Shackel et. al., 2006). Other industrial elements found on site include John Brown’s Fort (figure 3.88), bridges with beautiful brick arches that were restored, multiple other historical buildings, and a historic railroad.

Significance Physical elements found within a landscape can recreate history for the public and can bring communities together. Displaying public history exhibits, monuments, statues, artifacts, and designing national historic parks can create narratives that allow groups of people to form a common bond. This common bond can lead to great benefits for a given community. It can strengthen the social connections between community members by giving them a common entity to believe in. It can strengthen a community economically by encouraging tourists to visit and explore their town’s historical significance (Shackel et. al., 2006).

Conclusion History gives people something to believe in and represents knowledge that we can gain. Designing a park around significant historical artifacts found on site adds character and meaning to the design. It adds interest and can cause a great amount of tourism in some situations. Visitors come from all over the country to visit Harper’s Ferry National Historical Park. With effective management and a strong concept, Harper’s Ferry National Historic Park has been a success. Brodhead, Kentucky has a great opportunity to create a community park that calls upon their strong railroad history. This park would bring people downtown and educate them, through design features, about the towns past. By using industrial remnants, the park site can transform from a forgotten landscape to an old train stop with open space, cafes, and shops. By showing people the towns history through physical pieces of the railroad and train depot, a great sense of place would be created and people will want to spend their time exploring it.

Financing of the park was focused on restoring and rebuilding industrial ruins of the area. Signage is used to explain, in more detail, the significance of each of the ruins. The most prominent of these industrial ruins is a cotton factory. This cotton factory was established in the 1840s and was converted to a flour mill in the 1860s. The National Park Service stabilized the cotton factory to make it safe for the public Wortman

Downtown Revitalization 40

cas e st u dy | Cast I ro n Faca d e, W est M a i n D i st r i ct Project Name: Louisville Downtown Development Plan

Introduction

Location: Louisville, Kentucky

The majority of people are pedestrians at some point each day, and for some of us, walking is a primary mode of transportation. Whether you walk several miles a day or simply walk across the parking lot from our car to the grocery store, everybody has a use for well-designed and properly functioning pedestrian facilities. When referring to a city’s streetscape, you are including much more than the road, you must also consider the adjoining buildings, street furniture, any vegetation and any open spaces that connects to the space. All of these aspects come together and add to a street’s character (Melendrez Design Partners, 2009). Streetscape can be a big contributing factor in whether a place of business succeeds or fails. If people do not feel comfortable commuting to your establishment they will be less likely to return.

Project start: 1990s

Context City of Louisville, Kentucky has a population of 597,337 (United States Census Bureau, 2012). The West Main Street District is located in downtown Louisville, bounded by 2nd street to the east, 9th street to the west, Market street on the south and the Ohio River to the north for the West Main Street District project boundaries (figure 3.91) (Louisville Landmarks Commission Design Guidelines, n.d.).

Source: http://www.louisvilleky.gov/NR/rdonlyres/9B578902-F9F0-4793-858B-B2DE417B9C74/0/WestmainNG.pdf

Figure 3.91: West Main Street District project boundaries Source: http://www.louisvilleky.gov/NR/rdonlyres/9B578902-F9F0-4793-858B-B2DE417B9C74/0/WestmainNG.pdf

Background/History

Source: Melendrez Design Partners, 2009

41 Downtown Revitalization

Program Elements The Louisville Downtown Development Plan has an extensive program that dealt with issues to enhance areas of interest, improve circulation, and create a set of design guidelines. The West Main Street District was still a historic district, therefore keeping true to materials used on and off the building facades was very important. Principles and guidelines that were developed for the Main-Market District were applied to the West Main Street District (Louisville Landmarks Commission Design Guidelines, n.d.). These principles considered the uses of buildings to minimize alterations, reducing the right-of-way to provide more sidewalk space, and materials of the surrounding buildings were carry through elements of the streetscape such as cast-iron tree grates, benches, and bicycles racks (Melendrez Design Partners, 2009). These efforts were able to turn this once desolate area of Louisville back into a vibrant district.

Impacts

Figure 3.89: The thriving West Main Street commercial district post-Civil War

Figure 3.90: West Main Street District present day

alternative uses. Throughout 1970s and 1980s members of the community and city officials made several efforts to address the downtown's deteriorating condition, but it was in 1990 when the revitalization of the West Main Street District was finally put into motion. The city adopted the Louisville Downtown Development Plan and began to transform the district into a pedestrian and transit friendly area. Today the West Main Street contains a mix of professional offices, galleries, cultural centers, and retail facilities (Louisville Landmarks Commission Design Guidelines, n.d.).

During the 1970s, the West Main Street District was designated as a local and national historic district, in respect to its importance to Louisville's economy and the quality of the architecture. The district contained a larger amount of nineteenthcentury cast-iron commercial buildings. The West Main Street District is no stranger to disturbances. Through the years this historic district has survived two fires, a tornado, and several flooding events. During the mid twentieth century the West Main Street District began to decline due to the development of commercial facilities that were seen in the suburbs during the 1940s and 1950s. By the 1960s most of the buildings located within the district had been abounded or renovated and adapted for Riddle

The West Main Street District revitalization project had major impacts on both the city of Louisville and tourism to the city of Louisville. Soon after completion, visitors began to complement the uniqueness qualities that the West Main Street District possessed. It quickly became known as Museum Row due to the seven museums that all resided within the historic district. One of the most popular places to visit is The Louisville Science Center. This hands on interactive learning center host more that 500,000 people a year. More students in Kentucky take field trips to the science center than to any other destination (Litwin, 2012). West Main Street District is also known to be the second largest collection of cast-iron facades, next to New York’s SoHo district (Louisville Landmarks Commission Design Guidelines, n.d.).

Conclusion Today the West Main Street District is a major attraction for both members and visitors to the city of Louisville. It provides people with history and allows for culture to live and thrive within this area of Louisville, Kentucky. Having historic districts within these larger cities really ground the ideas and visions that brought these dense urban areas to life and continuing the restoration of these historic districts will only bring more character, economic and social growth to the area (Louisville Landmarks Commission Design Guidelines, n.d.). Rails to Revitalization: Getting Brodhead on the Right Track

cas e st u dy | EPA S M a rt G rowt h Project Name: Our Lady Gate of Heaven flood reduction and

Introduction

Impacts

beautification

The Center for Neighborhood Technology, Our Lady Gate of Heaven Parish and the U.S. EPA are demonstrating how the Calumet region both reduced flooding and created beautiful landscape. This project is designed to provide engineers and regulators performance data on green infrastructure. By introducing Green Infrastructure, Our Lady Gate of Heaven has significantly reduced its flooding problem and improved quality of life among the community (Center for Neighborhood Technology, 2013).

Monitoring began in October 2007. Observations by church staff indicate that the swale is effective at reducing flooding in the parking lot. In a major storm on August 23, 2007 that deposited 2.15 inches of rain, the swale limited flooding of the parking lot to approximately 25% of the area that was inundated prior to the swaleâ&#x20AC;&#x2122;s construction, with water draining off within two days. (The swale was not constructed in the lowest portion of the parking lot, but was located where the area of pavement draining into it was appropriate to the area of the swale (roughly a 10:1 ratio). The total cost of materials, labor and plants for this swale was $22,781. Approximately $7,000 of this cost was due to the presence of the slag beneath the site. The project also incurred additional design and engineering costs of $7,500. (Center for Neighborhood Technology, 2013).

Location: Calumet, Chicago Project start: 2007

Background/History

Figure 3.92: Constructed bioswale located in the Our Lady Gate of Heaven parking lot Source: Center for Neighborhood Technology, 2013

Our Lady Gate of Heaven Parish is located in Chicago's South Side Calumet region. Before the Calumet region of Chicago and its suburbs were settled in during the mid 19th century, it was home to 22,000 acres of wetlands and wildlife habitat. During the years leading up to the Civil War, the region was radically changed by railroads. Urban development began to introduce Steel Companies around the area including plants by Republic Steel, Acme Steel, Wisconsin Steel, and Southworks (part of United States Steel). Local steel industries are contributors of the drainage problems by filling nearby wetland with slag, increasing the flooding issues within the area. Slag refers to a waste product of smelting iron ore before it is alloyed with carbon to produce steel (Merriam-Webster 2013). This product was used to fill in the wetlands and blocked natural drainage patterns which are still causing issues in the present day. Drainage conditions became so poor that elevated sidewalks and streets were constructed in many areas so that people could get around without traveling through standing water. Our Lady Gate of Heaven would have up to two feet of standing water collected in its parking lot and many nearby streets due to the worsening drainage conditions. Because the church shares its space with a public school, both parishioners and students were burdened (Center for Neighborhood Technology, 2013).

Program Elements

Figure 3.93: Our Lady Gate of Heaven bioswale filtering water during a rain event Source: Center for Neighborhood Technology, 2013

Rails to Revitalization: Getting Brodhead on the Right Track

A vegetated swale at Our Lady Gate of Heaven Parish is designed to act as a typical bioswale. To promote infiltration, the swale contains a series of soil layers to a depth of 43 inches. The first layer of material that was placed into the trench is four inches of sand, two inches of which is mixed into the sub-grade soil, followed by 12 inches of open-graded aggregate base (3/4-inch crushed limestone), a layer of filter fabric, a minimum of 12 inches of amended soil, and two inches of mulch. The amended soil layer slopes to within four inches of the pavement, yielding a maximum soil depth of 27 inches. The plants selected for the bioswale were based on several criteria: they must represent the plant communities in the Calumet region prior to development; they must sustain in the parking lot environment; and they must be distinctive enough for maintenance crews who are not experts to identify (Center for Neighborhood Technology, 2013). Riddle

Conclusions CNT has began to work with the Southeast Environmental Task Force, church parishioners, and Banner Academy staff and students to utilize the bioswale as a cornerstone for a public involvement program. The program will bring the community closer to the natural features of the Calumet region and will demonstrate opportunities for improving their community through reductions in flooding and enrichment of biodiversity (Center for Neighborhood Technology, 2013).

Additional Information The term bioswale and rain garden are seen as interchangeable terminology. In reality they each have their own role to play within the landscape. Bioswales are elements that are designed to remove silt and pollution from surface runoff water while directing the water. Bioswales are typically planted with native grasses, forbs and on occanion have stone features. The main purpose of a bioswale is to filtrate, slow down, cool and cleanse run-off while directing water to the nearest storm water sewer system (Kelly Michelle, 2009). Rain gardens are placed to collect run-off water with a flat, low area that is vegetated with plants that are chosen due to their ability to thrive is swamp like conditions and is some case their ability to remove contaminants. Unlike bioswales, rain gardens do not direct water to existing systems, but instead encourage infiltration through the storm to be used by plants in the area (Kelly Michelle, 2009).

Additional Resources H2O Capture, (2013). H2O Capture. Retrived from http://www.h2ocapture.com/ en.aspx Kelly, Michelle, (2009). Greening Parks with Rain Garden and Bioswales. Retrieved from http://www.uplanddesign.com/wp-content/uploads/Rain-Gardens- Bioswales.pdf

Downtown Revitalization 42

fest i va l To u r i s m

i n t ro d u ct i o n

Indiana

Along with prior festival facilitation experience, the community of Brodhead has some existing festival and event infrastructure, such as the current fairgrounds. Although the current fairgrounds layout lacks adequate physical planning, it West Virginia Cincinnati provides ample space for events that can be utilized immediately. Another existing Madison Scottown infrastructural opportunity for Brodhead comes with the recent completion of the Charleston Highway 150 bypass. Due to this, public officials now have the ability to shut down Louisville Main Street to automotive traffic. This is a great opportunity for Main Street to be Lexington utilized as multi use infrastructure, providing a large gathering space for pedestrian Richmond Danville Lancaster Berea McKee 1 hr driving time Standford Virginia events. focused Renfro Valley Mount Vernon Kentucky Annville Waynesburg Brodhead In addition to these infrastructual opportunities that can be utilized Eubank East Bernstadt London Somerset immediately, we recognized a number of other spaces through out town that, with some planning and design improvements, can be utilized in the future. Some of these spaces include: agricultural land during times of no production, floodplain zones Johnson City Nashville that prohibit any new built environment, as well as new spaces proposed within the North Carolina Knoxville Asheville Tennessee previous sections of this book. Manchester One of the other aspects we considered a positive opportunity for the community of Brodhead are the numerous open dates for future festival planning. Through looking to the calendar of events for Rockcastle County, we identified many opportune dates to hold festivals and events that will not over lap any annual Alabama Georgia South Carolina events that currently take place in other parts of the county. (figure 3.96) We also Figure 3.95 Surrounding locations and events Source: Kaelin recognized opportune dates for coordinating events with neighboring . W I N T E as p ects to t h e fest i va l p ro po sa l

Community members of Brodhead, Kentucky have expressed a need for planning and design solutions that will help to spur economic development and Illinois draw regional attention to Brodhead. Members of the population realize the value in preserving their small community and the usefulness of attracting others from surrounding areas and beyond to generate traffic, profit, and potential residents. Included within this section of the proposal are planning and design strategies that focus on utilizing festival and event tourism as a means of generating new opportunities for economic development and regional recognition. These strategies are formatted to equip Brodehad with the infrastructural and planning capabilities necessary in order to successfully facilitate new festival and event tourism.

A n a lys i s

Missouri

In looking to the research that has been gathered, we have come to recognize the centrality of Brodhead’s location (figure 3.95). One of the community members has described Brodhead saying, “we are centrally located in the middle of nowhere.” While this has been seen as a hindrance for the community in the past, we see it as an opportunity to take advantage of their centrality. Brodhead has the potential to play host to festivals of a variety of sizes, themes, and time lines. While typically one may think of festivals as strictly outlets for music or arts, there isMississippi in fact an array of different rolls a festival can take on. Brodhead currently hosts the regionally renowned Little World’s Fair (figure 3.94), a successful annual festival that attracts a wide range of tourists. This prior success is evidence that community of Brodhead has the ability to organize and facilitate successful festivals.

Pennsylvania

Ohio Columbus

4 hr driving time

Indianapolis

Existing Rockcastle County Festivals

Dix River Festival May 24 - 26 Bluegrass Festival June 20 - 22 Blast in the Valley July 4th Little World’s Fair Aug 4 -11 Gospel Music Celebration Aug 1-3 Homecoming Sept. 1-3 Bittersweet Festival Oct 4 - 5 Harvest Festival Oct 4 - 6 Halloween on Main Oct 31 Cruise in the Valley Car Show Nov 5th Christmas in the Valley Dec 15 -21

F A L

S P R

Brodhead Renfro Valley Renfro Valley Brodhead Renfro Valley Livingston Mt. Vernon Renfro Valley Brodhead Renfro Valley Renfro Valley

current festival days : 33 open weekends : 39

S U M

Figure 3.96: Festival calendar

Source: Design copyright Pulse247 design agency

45 Festival Tourism

Coleman/Kaelin

Figure 3.94: Little Worlds Fair

To best accomplish our goal of economic stimulation and cultural promotion though festival tourism, we developed a series of planning and design strategies that deal with issues on a variety of scales. These strategies are presented within the 3 aspects to this festival proposal. Each aspect to this proposal pertains to a different scale of focus, ranging from a regional scale to a site specific scale. The first aspect to this proposal is approached from a regional perspective. This aspect focuses on connecting Brodhead to surrounding communities through coordinated event planning and introducing new transportation opportunities. Focusing in on a local perspective, the second section to this proposal features planning strategies for the improvement and creation of festival infrastructure. This planning effort is in order to increase the physical capacity and enhance the functionality of Brodhead’s festival and event infrastructure. Ensuring that as the festival tourism industry grows, the community can facilitate that growth. The final aspect to this proposal gives site specific design recommendations for the existing fairgrounds located right off Main Street. Through improving the existing site circulation patterns, aesthetic value, and environmental health, the fairgrounds can become an inviting centerpiece for festival and event tourism activity.

Rails to Revitalization: Getting Brodhead on the Right Track

N ei g h b o r i n g c o m m u n i ty Ev en t c o o r d i n at i o n One of our main goals within this proposal is to utilize festival tourism as a means of promoting culture, economic activity, and solidifying Brodhead as a tourist destination on a regional scale. Although Brodhead is a small community, there is a large opportunity for outreach since centrality of its geographic location is fractal. Meaning that Brodhead is centrally located in relation to surrounding communities when viewed from multiple scales. In order to take advantage of Brodheadâ&#x20AC;&#x2122;s centrality, we have developed a strategy that works to connect neighboring communities through festival coordination along with the introduction of new transportation opportunities. The idea driving this strategy is the creation of a unique festival model. In this model Brodhead and itâ&#x20AC;&#x2122;s neighboring communities simultaneously play host to festival events and activities, as tourists travel via shuttle from one location to the next (figure 3.97). Seeing as Brodhead is located about 7 miles from each surrounding town or attraction, it would serve as the hub for such a festival event. A potential route developed for the festival shuttle carries visitors to 5 different locations (figure 3.99). These locations include: Crab Orchard (figure 3.98), Brodhead, MT. Vernon, Renfro Valley (figure 3.101), and Lake Linville (figure 3.100). Through providing visitors with the opportunity to explore not only Brodhead but the surrounding communities as well, this type of festival could be economically beneficial on a regional scale.

Brodhead

Crab Orchard

Mt. Vernon Lake Linville

US 1 5

Renfro Valley

scenic route

US 1 5

Brodhead

Crab Orchard

Brodhead

Mt. Vernon

Renfro Valley

Festival Shuttle Bus

Distance Between Destinations: Brodhead to/from Crab Orchard. . . . . . . . . 7 mi to/from Mt. Vernon . . . . . . . . . . . 7 mi to/from Renfro Valley . . . . . . . . . . 7.5mi

Figure 3.97: Shuttle Bus

Figure 3.99: Festival Shuttle Route Source: Bing Maps

Figure 3.98: Downtown Crab Orchard

Figure 3.100: Lake LInville

Figure 3.101: Renfro Valley

Source: Valerie J. Thompson

Source: Christopher Mack

Source: www.renfrovalley.com

Rails to Revitalization: Getting Brodhead on the Right Track

Coleman

Festival Tourism 46

b en efi ts o f fest i va l to u r i s m There are many ways that festival tourism can be used as a tool to foster economic growth within communities, as well as entire counties. For many small festival towns, the impact of utilizing of festival tourism as a primary economic driver can be seen year round. Over the past decade especially, numerous rural communities across the country have found success in adapting festival tourism into their current tourism planning. Saayman, M., & Saayman, A. (2005), describe the current climate of festival tourism in the US saying, â&#x20AC;&#x153;In recent years, festivals and special events have become one of the fastest growing types of tourism attractions.â&#x20AC;? With festival tourism currently growing at such a rapid rate, the community of Brodhead has the opportunity to capitalize on this growing trend. While the potential for economic stimulation is a large positive effect of festival tourism, it is certainly not the only way festival tourism can positively impact a community. One other positive impact of festival tourism is the promotion of local culture and potential for strengthening the community identity in the minds of tourists who could become repeat visitors. Regardless the theme or structure of a festival or event, the inherent character of the host community can provide a unique backdrop that works to create a one-of-a-kind festival atmosphere. Creating a dynamic and cultural atmosphere can help to establish and reaffirm the identity of Brodhead to tourists. This is an important aspect to festival tourism that can encourage return visitors, as well as assist the community gain exposure and renown as a tourist destination. This type of phenomenon can already be seen playing out in Brodhead on a regional scale through hosting the historic Little Worldâ&#x20AC;&#x2122;s Fair.

o p po rt u n i t i es fo r fest i va l i n fr ast ru ct u r e In order for the community of Brodhead to be able to adequately facilitate festival and event tourism activity, they first need the proper infrastructure. Some elements of festival infrastructure include spaces for events, opportunities for lodging, and large areas for parking. While there is some existing festival infrastructure, the team worked to further identify spaces around town that could serve the need for further infrastructure in the future (figure 3.102). Through suggesting new uses for these existing spaces, the community of Brodhead can better plan for festival and event activity. One of the first opportune spaces we identified is the agricultural land that lies just west of downtown. This space has the potential to be used as temporary parking during times when the land is not in use for agricultural production. The location provides a pedestrian connection to the existing fairgrounds as well as downtown. Another large space that we saw as an opportunity is the floodplain area located north of Main Street. Due to the restrictions of building within a flood plain, we envisioned this space being used as a camp ground. This would not only take advantage of the unused space, but would provide a needed lodging opportunity for tourists.

47 Festival Tourisim

Figure 3.102: Festival infrastructure opportunities map Source: Kentucky Geography Network, Kaelin Photos:1) http://static.guim.co.uk/sys-images/Environment/Pix/columnists/2011/6/20/1308582267008/Leo-Blog--Some-of-the-tho-006.jpg 2) http://www.blogcdn.com/www.dailyfinance.com/media/2012/06/camping-festival-1040cs062612.jpg 3) http://www.townandcountryeventrentals.com/sites/default/files/017-FestivalT_ents.jpg 4) http://assets.byways.org/asset_files/000/007/345/0016H _ ayrideAtBaumanFarm.JPG 5) http://www.campbyastream.co.uk/images/campsite2.jpg

Coleman/Kaelin

Rails to Revitalization: Getting Brodhead on the Right Track

Figure 3.103: The Hog Pen featuring a concert

Figure 3.104 Main Street vision featuring festival activities

Figure 3.105: Fairgrounds great lawn (top) Tractor pull at 2012 Little Worlds Fair (bottom) Source: https://www.facebook.com/littleworldsfair/photos_s tream

The Hog pen is already a known local hangout featuring local music on warm Friday evenings and taking advantage of the stage could present a good opportunity for use in festival activities. Different activities could take place within the stage such as music event, talent shows, auctions, craft booths, and beauty competitions.

Rails to Revitalization: Getting Brodhead on the Right Track

With the recent completion of the Highway 150 bypass, the community of Brodhead now has the ability to close Main Street to automotive traffic. This creates a new opportunity for the streetscape to be utilized as a linear activity space where pedestrians can congregate, as well as comfortably move through town. This opportunity can also encourage the future relocation of festival events to the downtown area. In doing so, this strategy could work to connect the fairgrounds to the downtown and encourage visitors to explore downtown Brodhead.

Coleman/ Kaelin

The existing fairgrounds property exhibits multiple spaces within that cater to a variety of different events and activities. The historic Little Worlds Fair is held on these grounds each year. The large open lawn space on site provides a space for carnival rides and booths to set up during festivals and events (figure 3.105). Another multi use space on site is the fenced arena and grandstands which see a variety of uses. In addition to these multi-use spaces, there are some other notable spaces on site that cater to more specific activities such as two baseball fields and three horse stable shelters.

Festival Tourisim 48

Fa i rg ro u n d s r ed es i g n The county fairgrounds are an important public space to the community of Brodhead. Many of the current events and festivals that take place annually in Brodhead are held in this location. Some of the current site amenities include a horse arena with grandstands, permanent horse stalls, a stage with covered patio, rest room facilities, 2 baseball fields and a large lawn. The existing fairgrounds exhibits some issues as well as some opportunities to enhance the over all quality of the site. Some of these issues include the lack of designated pedestrian and automotive circulation within the site, the low aesthetic value of site features, and the 9 foot barbed wire fence that isolates the site. A few of the opportunities we identified include the potential for a pedestrian path encircling the fairgrounds, the solidification of set parking spaces, and the creating of public gathering spaces through out the site. One unique issue and opportunity on site is the small creek that runs through the northwest corner of the site. This stream exhibits severely degraded banks and a poor stream bed. We see this as an opportunity to not only restore the health and stability of this section of creek, but to make it a distinguished and enjoyable site feature for fairgrounds visitors. The bank and stream bed stabilization are accomplished through a dense native planting design and grading improvements. In order to address these issues and opportunities, we have developed 2 different redesign scenarios. Both of these scenarios includes many of the same design elements while providing different circulation patterns and layout scenarios. Through developing these scenarios, the community of Brodhead draw on each for inspiration as to how to enhance the fairgrounds space. Relocated Kitchen Bldg.

Strictly Pedestrian Path

Perimeter Pathway Bridge Over Creek

Lawn Space

Service Entrance

Gathering Space

Revised Entryway & Parking Layout

Horse Stall Entrance

Figure 3.107: Fairgrounds Redesign Scenario A Source: Coleman

Automobile Staging Area

Service Entrance

Figure 3.106 Fairgrounds Redesign Scenario B

49 Festival Tourism

Figure 3.108: Existing Fairgrounds Stream

Figure 3.109: Fairgrounds Stream and Riparian Zone Rehabilitation

Source: Austin Taphorn

Source: Kaelin

Coleman/Kaelin

Rails to Revitalization: Getting Brodhead on the Right Track

cas e st u dy | 3 5 D en to n Project Name: 35 denton

Introduction

History

Location: denton, texas

On the brink of a very technologically advanced nation, small towns come and go across the United States without regard to the people who live in those communities. Population is subsided, maybe because of lack of industry, lack of exposure, or lack of attraction. However, there are some small towns that refuse to die and innovate their community into prosperous destinations for their own satisfaction and the out-of-towners. Local festivals can inspire people and bring in business to turn around a rural communities decline in economy and community. In a sense, towns use these festivals as tools to better benefit the lifestyle of the community. Some of these festivals include but are not limited to music and art. One such example is 35 Denton, in Denton, Texas, a local music festival featuring local and non-local acts bringing in revenue, helping save and revitalize Dentonâ&#x20AC;&#x2122;s downtown area.

The festival began in 2005 as a side show/day party at SXSW (South x Southwest), a popular film and music festival located in Austin, Texas. When popularity among the Denton college crowd grew, the festival was relocated to downtown Denton in 2009 as a four day music festival leading up to the music portion of SXSW. 35 Denton was formally known as NX35 and 35 Conferette (2009-2010). 35 Denton has always been organized and continues to be organized by volunteers at a local level. During 35 Dentonâ&#x20AC;&#x2122;s first years in Denton, the first acts played at a local floral boutique, Big Red Sun, where the beer was free. During the first year the festival was by invite only, to show what Denton was all about. Once enough hype was acquired throughout the area 35 Denton, then NX35 Music Conferette, this day party turned multi day festival showcased 120 acts in 2009. In 2010, 35 Denton showcased more than 250 acts and shuffling in around 20,000 people spectating the music festival. National headlining acts

Size: 56,288 acres (city wide) Project start: 2005 (relocated in 2009) Population: 113,000

Context The festival is currently located in Denton, Texas. This is 225 miles north of Austin, Texas, where the festival originally began. The festival is a combination of indoor and outdoor venues ranging from tents, open air stages, and indoor venues like coffee shops, concert halls, and personal homes/backyards.

Figure 3.113: 35 Denton concert displaying a closed down street of festival-goers Source: http://www.theatlanticcities.com/arts-and-lifestyle/2012/05/when-music-scene-leads-boom/2020/

Figure 3.110: 35 Denton logo Source: http://consequenceofsound.net/2012/11/35-denton-reveals-preliminary-2013-lineup/

Figure 3.111: 35 Denton back stage view of outdoor venue Source: http://www.theatlanticcities.com/arts-and-lifestyle/2012/05/when-music-scene-leads-boom/2020/

Rails to Revitalization: Getting Brodhead on the Right Track

Figure 3.112: 2012 - 35 Denton venue map of festivals current location in Denton, Texas

Figure 3.114: This photograph displays a crowd enjoying 35 Denton on the cities street infrastructure

Source: http://35denton.com/w/wp-content/uploads/2012/12/festmap.png

Source: http://www.theatlanticcities.com/arts-and-lifestyle/2012/05/when-music-scene-leads-boom/2020/

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Festival Tourism 50

cas e st u dy | B o n n a ro o are now regular performances at 35 Denton. Some of these performers include Big Boi, Mavis Staples, Dr. Dog, Reggie Watts, Japanther, and Damien Jurado (http://35denton.com/about-35/, 2012).

- Form a small, strong, determined committee who want to see local music get the attention and respect it deserves (Smith, 2012 a)

- Ask musicians and performers to play for free to help get the festival off the ground (Smith, 2012 a)

founded 35 Denton, states: â&#x20AC;&#x153;the festival would be an anchor that could spur a better economy here, maybe better jobs would show up and people would decide to start businesses here.â&#x20AC;? (Smith, 2012 b). In order for small towns to survive and be successful they must draw in some type of economy. There has to be a source of income for the town. When festivals are successful, there is a rippling effect for well developed entrepreneurs, both from the community and outsiders, to come in and essentially set up business and ultimately a national brand. 35 Denton is a grand example of this process. The income and support from local businesses help promote these festivals; these festivals then promote and push local business for improved economy.

- Have vendors available on site such as food trucks and local craft-makers

Conclusion

Program Elements

- Events should be continuously programmed for the duration of the festival

- Organize a good group of volunteers for service and clean up

- Indoor Venues with permanent infrastructure

- Outdoor venues and stages provided with temporary bathrooms

Significance

Project Name: Bonnaroo music and arts festival Location: Manchester, Tennessee Size: 700 acres Project start: annually since 2002 Temporary population flux: 90,000 - 100,000 over 5 days

This festival is a good example for small towns (such as Brodhead, Kentucky) looking to benefit tourism and economic status. In Denton, 35 Denton created jobs, new business, and active tourism activity. Increased economic benefits of the festival have put Denton in a position to make money and capitalize on tourism. On top of the success of the festival, 35 Denton has become a catalyst of a national branding tool at little cost to the city, an example of this advertising is seen in figure 3.116. The festival has brought in people for tourism purposes and placed Denton, Texas on the map. This is a great model to relate to considering Brodheadâ&#x20AC;&#x2122;s central location, ample space for accommodations, and will to harvest something new.

Denton, Texas had a chance to save their town by starting a festival of their own because of the regions support and music festival precedence. With interest of a festival from a younger generation, another factor helping the success and growth of 35 Denton were the two universities within Denton. Once the foundation was laid for the festival and proper backing was set in place, Chris Flemmons who

Figure 3.116: 35 Denton advertisement giving Denton local and regional recognition

Figure 3.117: Bonnaroo Gateway

Source: http://payload98.cargocollective.com/1/9/290044/4267135/662f2456deaae0be49166a4d06d80c45.jpg

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Program Elements

Introduction

Context

Over the past decade the public face of festival tourism in the US has taken on a new form with the rapid rise in popularity of annual, large scale, stationary, music and arts festivals. Many of these types of festivals take place in rural communities and have become serious economic drivers, the effects of which can be felt by the community year round and county wide. One of the best examples of success with this type of festival model is the Bonnaroo Music and Arts Festival held in the small town of Manchester, Tennessee. Bonnaroo was the original post 2000 model for large scale rural festival, and has been widely praised for its economic benefit to the community, sustainable practices, and promotion of local culture. According to Campbell (2011), “the sheer success of Bonnaroo has sprouted multiple other festivals to the degree that over 30 festivals exist in the summer months in the US alone.” In recognizing the success of the Bonnaroo festival model, the goal of this case study is to examine further the positive externalities this model provides for the surrounding community, as well as explore the potential for this model to be broken down and refined to fit other rural communities. To begin this study, contextual and historical information is presented to help introduce the characteristics of the festival and its surroundings. The programmatic elements of the festival will then be presented and the significance of this study in relation to Brodhead, KY will be discussed.

Bonnaroo Music and Art Festival has been held each June since 2002 just outside Manchester, Tennessee. Manchester is the county seat of Coffee County, with a population of 8,294 and a total city land area of 11 square miles. The two closest large cities to Manchester are Nashville, which lies 64 miles to the northwest, and Chattanooga, which lies 68 miles to the southeast. The Bonnaroo festival is held every year on the same local private 500-acre farm, which was bought by Bonnaroo in 2006. (Arik & Penn, 2005)

History In 1999 a traveling 3 day music festival called Itchycoo was held for the first time in Manchester, Tennessee. This festival brought along with it 47 total bands, including both local and internationally renowned artists. To most everyone’s surprise, the festival ended up drawing 80,000 visitors to Manchester for that hot summer weekend. Although there were some issues that arose toward the end of the festival, many considered it a great success due to the great music and local economic stimulation. From this experience the idea for Bonnaroo was conceived. Bonnaroo’s first year running was in mid June of 2002. It was held on a local 700 acre farm owned by a local man named Sam Mcallister. Since then Bonnaroo promoters have purchased a 500 acre portion of that land that now is no longer farm land. With regard to visitors, Bonnaroo has sold out every year since its first annual run in 2002 and now boasts yearly visitors in the 90,000 to 100,000s (Ray, 2013). Guests of Bonnaroo are traditionally a very diverse group of people from around the country as well as the world. According to Arik & Penn (2005), Bonnaroo has drawn strong praise in the national media, and has revolutionized the modern rock festival giving it a reputation as the one of, if not the single greatest festival of all time.

- An array of music, visual, and performing arts scheduled continuously.

- Affordable and free (with ticket) opportunities for lodging. (tent camping, RV parking, some hotel accommodations)

- Ample parking opportunities, both temporary and over night

- Well organized neighborhood camping areas.

- Shuttle bus 8 miles into town to town

- Semi radial physical pattern of parking and camping spaces radiating out from ‘Centeroo’ or the main festival area.

- Temporary bathroom and shower facilities

- Space for vendors, artists, and mall business owners both local and foreign to operate

- Security and medical services are provided for festival-goers and multiple stations for each are spread thought the festival grounds.

- Detailed site maps are provided to each festival tourist.

- Volunteer crews are assembled to clean the site post festival.

- Local automotive service companies are ‘on call’ for the duration of the festival in order to assist festival-goers with car trouble.

Significance

Figure 3.118: 2011 Bonnaroo site map

Figure 3.119: Bonnaroo aerial view

Source: www.bonnaroo.com

Rails to Revitalization: Getting Brodhead on the Right Track

Bonnaroo is a significant model for rural festival tourism for a number of reasons. One reason is due to its roll as the revolutionary festival model that has sparked a dramatic shift in the nature and success of US festival tourism over the past decade. In addition, Bonnaroo has become one of the largest economic drivers for the rural town of Manchester, as well as the greater Coffee County. As a town with a history of limited economic opportunities, Manchester now generates enough revenue during the week of Bonnaroo to dramatically impact economic conditions for the rest of the year (Arik & Penn, 2005). Bonnaroo not only acts as an economic driver, but also promotes cultural tourism through drawing visitors from all over the world and immersing them in the rural Tennessee landscape. The unique spatial qualities and environmental

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Festival Tourism 52

conditions visitors experience can work to ingrain within them a respect, appreciation, and love for the Tennessee landscape. This can help foster returning tourists to Manchester and the greater middle Tennessee area, many who otherwise may have never been drawn to that part of the country. In addition to this, many festival-goers will go back to their home towns, cities, or countries and tell all of their friends of the great experiences they had in Manchester, TN. This can work to further encourage new visitors and solidify the town of Manchester as a familiar place on the map within the minds of people who have never even been there (Felsenstein & Fleischer 2003).

Project Name: Appalachian Uprising

Introduction

Location: Scottown, OH

The Appalachian Uprising bluegrass festival is bluegrass for the next generation. This 150 acre music festival is held annually on Eden Valley Farm in Scottown, Ohio. Scottown is approximately 3 hours driving time from Brodhead, Kentucky. App Uprising claims to be the â&#x20AC;&#x2DC;fastest growing Bluegrass music festival in North America. It is also a great festival that is notably less expensive to attend, compared to larger festivals such as Telluride or Bonnaroo.

Size: 150 Acres Project start: annually since 2001

Context App Uprising is located in a small town of approximately 1,200 people. This is a rural community that has successfully implemented and hosts annually a Bluegrass and Americana music festival.

Conclusion In looking to the Bonnaroo Music and Arts Festival as a model, there are many good practices and strategies that can be applied from Bonnaroo to a local model for festival facilitation, growth, and promotion in Brodhead. While the scale of Bonnaroo has grown immensely over the years, many of these practices and strategies can be implemented on a much smaller scale. An example of these elements the Brodhead community should look to is the utilization of local pasture and agricultural land as temporary infrastructure for festival facilitation. Through infrastructural uses such as parking, camping, or event space, these agricultural areas can serve a greater purpose. This is especially true during the summer months or other times of year when the agricultural production on that land is finished for the season. Another good strategy for the Brodhead community to draw from is the manner in which they go about spatial planning, mapping, and enhancing wayfinding throughout the festival grounds. While the festivals held in Brodhead may not be to a scale that requires as extensive detail within these elements, they are important aspects to creating a user friendly festival environment that encourages visitors to explore the landscape. Many different practices and strategies, have worked to make Bonnaroo one of the most rapid growing and successful festivals in the world. If approached in an organized manner, the community of Brodhead can foster success within their own festivals through looking to the examples set by Bonnaroo and other successful festivals.

53 Festival Tourism

History

Figure 3.120: Appalachian Uprising Main Stage Source: Toril Lavender, For the Herald-Dispatch

App Uprising began in 2001 in order to host and bring life to the farm. Owners of the farm and family set out to create a vibrant and fun atmosphere to enjoy and listen to music, purely volunteer based. The farm is around 500 acres, but only about 100 to 150 acres are used for festival uses and camping. Since the first years of the festival, attendance has grown and almost doubled each year. The festival takes several months to plan and organize. During the first year of the festival, it is estimated around 200 people were in attendance. Sam Bush, a notable bluegrass legend, was a stable headliner at App Uprising. Now that the festival has grown, facilitators of the festival can market to larger well known bands such as Yonder Mountain String Band, the Punch Bros., the Avett Bros., and the Infamous String Dusters. The facilitators also like to encourage and invite up and coming bands that are not well known. In recent years, the festival can expect anywhere from 2000 to 6000 attendees, depending on the weather and varying acts.

Figure 3.121: Mountain Heart performing

Figure 3.122: Entry gate for Appalachian Uprising

Source: Tori Lavender, For the Herald-Dispatch

Coleman/Kaelin

Rails to Revitalization: Getting Brodhead on the Right Track

Program Elements

Significance

Appalachian Uprising is an outdoor event with temporary tents used as shelters from rain, sun, and other weather related elements. Campsites are on the farm property and Eden Valley Farm even provides free firewood. Bathrooms are also temporary structures. Parking is located on location in pasture fields next to campsites. Vendors are welcome and encouraged at the festival and include food or merchant vendors: - Food Vendors: $350 This price includes the spot, water hookup, 110 electrical hookup and FOUR (4) passes for your crew members. Passes will be mailed back to the vendors with the signed contracts. - Merchant Vendors: $225 This price includes your reserved spot, electric and passes for TWO (2) people. General Information for the festival includes the following: (http://www. appalachianuprising.net/indexpage.asp?id=3, 2013) -No unattended campfires. -ATV’s or UTV’s are PROHIBITTED on festival grounds. -Use only the designated free fire wood that is included with your ticket price. It will be located in the woods next to the barn. If unsure where its located, ask one of the volunteers in the barn. -ALL COOLERS AND VEHICLES SUBJECT TO SEARCH UPON ENTERING THE PREMISES. -Please keep pets on a leash at all times, and always under control. If you need a leash you may purchase one from our store in the barn. Individuals not heeding this rule will be escorted off festival grounds. NO EXCEPTIONS! -Please follow posted speed limit on road leading into Eden Valley Farm. Respect our neighbors who are gracious and supportive of our festival by keeping the noise and dust down. -Coolers are allowed in concert area. NO GLASS BOTTLES ARE PERMITTED. Always use a designated trash facility when you are done. We will have recycling containers again this year as well. -This is an outdoor event so plan accordingly. -Free firewood and primitive camping is included with your ticket price. -RV and bus type campers are welcome. There is no fee for your camper or RV. -We are completely primitive so plan accordingly. -Water spigots are available to fill your tanks. -Our portable toilet providers also offer wastewater pump out services on Sunday morning for a nominal fee. -And most importantly, HAVE FUN. Enjoy the atmosphere, the people and good vibes that resonate through the valley.

The economic impact of the festival has led to increased economic development and increase in spending during the week of the festival and days before and after the festival. App Uprising is located in a small and remote area with few local stores around for supplies with only a single store selling alcohol. However, the economic impact branches out to surrounding cities as well, like, Chesapeak, Ohio and Huntington, West Virginia. These cities are about 20 minutes driving time away from Scottown and offer a larger array of stores. The festival has given a name to Scottown, Ohio. Not many people knew about the small rural town before the festival, but now the festival has given recognition to the area and placed a brand on the farm. Now, the area is exposed to a wider demographic of people as opposed to those only living around the area. Another fun and unique draw to the festival is the added economic benefit seen by neighbors of the farm. Neighbors have begun setting up little shops and yard sales, taking advantage of the increased traffic through the area. Clay Crum, host family member, talks about the benefits he has seen in the festival: “Scottown is such a small rural area that many people had never heard of it. With the increased traffic into the area for the festival I would think that it would give it more recognition to a wider demographic of people other than those that just live in the surrounding communities. There have not been other events in the area that I am aware of. Various neighbors who live on the properties leading up to the farm have started to set up little “shops” or yard sales of sorts, during the weekend of the festival which is a pretty cool sight to see.” (C. Crum, personal communication, April 17, 2013).

Featured Artists The Punch Brothers Ricky Skaggs and Kentucky Thunder The Infamous Stringdusters Mountain Heart Don Rigsby and Midnight Call The Dave Mayfield Parade Jessica Lea Mayfield Melvin Goins and Windy Mountain Johnny Staats and The Delivery Boys

ConClusion

Figure 3.123: Appalachian Uprising campground Source: Tori Lavender, For the Herald-Dispatch

Rails to Revitalization: Getting Brodhead on the Right Track

Chris Jones and The Nightdrivers The Vespers Cumberland River Band Sasha Colette and The Magnolias Rumpke Mountain Boys Atomic Duo Billy Two Shoes Tyler Childers The Avett Brothers Del Mccoury Carolina Chocolate Drops Bluegrass Superjam Led By Ronnie Mccoury Mountain Heart Cornmeal Larry Keel And Natural Bridge Danny Paisley And Southern Grass Johnny Staats And The Delivery Boys Iron Horse Junior Sisk And Ramblers Choice Rambling Rooks Rock Island Plow Company Blue Moon Soup Detour Black Jake And The Carnies Bloodroots Barter Dirk Quinn Band Shady Grove Bing Brothers

Coleman/Kaelin

Appalachian Uprising is a great example of how a family can come together and host an event where people from all over come to enjoy the talent, sites, and character of the landscape. Through creating this event, the host family has inadvertently brought the community of Scottown together, and encouraged future festival tourism. This festival is an exemplary model of successful festival facilitation for the community of Brodhead to draw ideas from when developing future festival events. In looking to Appalachian Uprising, community members in Brodhead are able to see that facilitating this type of festival tourism is something that they can quite easily attain with a core group of dedicated individuals. In addition to this, App Uprising shows how fast an annual festival event can grow and develop into a highly praised event for the town as well as the region. This model of rapid growth and success communicates to the community members of Brodhead the potential for festival tourism to become very profitable over a short time period. Festival Tourism 54

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