Taking stock of National Bike Everywhere Month in Louisville on the cusp of Bike to Work Day

We’re entering the final stretch of National Bike Everywhere Month, and May’s signature event is upon us tomorrow, Friday, May 20: National Bike to Work Day. Are you pedaling in? Or at least pedaling in part way with one of the city’s three park-and-ride events launching from parks around town (details below)? Besides Bike to Work Day, there’s still a lot planned this month from the city’s Bike Louisville department and the nonprofit Bicycling for Louisville. Let’s check in with biking in Louisville going on all this month.

A scene from Louisville's 2010 Bike to Work Day celebration at 4th Street Live! (Courtesy Metro Louisville)
A scene from Louisville’s 2010 Bike to Work Day celebration at 4th Street Live! (Courtesy Metro Louisville)

As we said, Friday’s Bike to Work Day is the city’s big event, and Mayor Greg Fischer and Councilman Bill Hollander, among others, have already pledged to ride. As usual, an annual celebration will again be held at 4th Street Live! from 11:30a.m. through 1:00p.m. Officials will be on hand to discuss bike commuting in Louisville and distribute the city’s newest bike maps, vendors will have booths set up in the street, and prizes will be given away.

04-bike-month-louisvilleYou can, of course, bike alone or with friends from anywhere in Louisville, but the city if offering four ride launches from local parks for those interested. Those are scheduled from Seneca Park, Shawnee Park, Iroquois Park, and from Jeffersonville, Indiana’s Big Four Station Park at the foot of the Big Four Bridge. Cyclists of all skill levels are invited to meet up and ride together in a larger group captained by experts from Bicycling for Louisville.

This is great for those who live way out in the county, those who’d like a little extra support from a biking community, or those who prefer a more social ride. Here are details on each ride (also don’t forget to register for a ride here for a chance to win a fully-loaded Giant Momentum commuting bike from Louisville’s Parkside Bikes).

  • Seneca Park —Meet at the basketball court parking lot, just west of the tennis courts at 7:00a.m. View a PDF route map here.
  • Shawnee Park —Meet at the Southwestern Parkway and Broadway entrance at 7:00a.m. View a PDF route map here.
  • Iroquois Park —Meet at the Amphitheater parking lot at 7:00a.m. View a PDF route map here.
  • Big Four Station Park —Meet at the bottom of the new ramp on the Indiana side of the Big Four Bridge at 7:30a.m. No route map available.

All group rides will offer a ride back to the starting point from 4th Street Live! at 5:15p.m. Friday. A bike helmet is mandatory to participate in the city’s group rides (despite tenuous links to actually promoting real bike safety). But if you take your helmet into a Heine Bros. or Vint Coffee store on Friday, you will get a dollar off your purchase.

As an aside: While Louisville has made great strides in becoming a more bike friendly city, increasing its bike infrastructure and garnering praise from the League of American Cyclists, what’s it say that the Courier-Journal can’t properly spell pedal to work in its very pithy coverage of tomorrow’s Bike to Work event? “People who work in Louisville are encouraged to use peddle (sic) power for their commute on Bike to Work Day,” the paper’s un-bylined blurb reads to this day. There’s certainly a lot of room left for for improvement.

03-bike-month-louisvilleBesides Friday’s Bike to Work Day, B4L has a variety of additional events lined up as part of its Bike Everywhere Weekend.

On Saturday, May 21, the first specific event targeted around that group’s “Streets for People” initiative will partner with the Civic Data Alliance to conduct an on-street parking inventory of Downtown Louisville. “While downtown Louisville is flush with surface parking lots, it restricts many areas for on-street parking,” B4L wrote of the event, “which can be a great, simple tool for traffic calming that makes the street more walkable.” The data set will then be shared with the city.

If you’d like to participate, meet at the corner of Sixth Street and Jefferson Street in Jefferson Square Park at 10:00a.m. Please RSVP for the free event here.

On Sunday, May 22, B4L will host the second leg of its Spring Ride Series, the Beargrass Creek Trail Bike & Paddle. The popular event is free for B4L members or $25 (plus ticket fee) for others. Membership information can be found on their website. The ride launches from Rugby Field on the Scenic Loop in Cherokee Park at 12:00p.m. and the group will ride along the Middle Fork of Beargrass Creek before locking up and transferring into canoes with help from River City Paddlesports for a new perspective of the creek (no paddling experience is necessary). You can RSVP for the event here.

Later on Sunday, May 29, another B4L ride will explore the Neighborways of West Louisville. “West Louisville is a great place to bike,” B4L wrote of the event. “With flat terrain and gridded, numbered streets, it’s easy to get just about anywhere on low-speed, low-volume, low-stress streets. From Shively to Portland, downtown to Shawnee Park, there’s a whole network of streets in West Louisville that make biking a simple pleasure.” Chris Glasser, the group’s executive director, will lead the tour, launching at 10:00a.m. from Jefferson Square Park. RSVP here.

And finally, on Sunday, June 5, another tour titled “Historical Transportation Alternatives” will take a look back in time at transportation choices of the past, including “horses, trains, streetcars, trolleys and a variety of other modes prior to the heyday of the car in Louisville.” The bike would certainly fall into that category as well. The ride launches at 1:00p.m. at Louisville’s historic Union Station, 1000 West Broadway, that’s today the headquarters of TARC. RSVP here.

[Top image of an artsy bike rack in Downtown Louisville by Paul Joseph / Flickr.]

As Planning Commission takes up street name change, we now know who was Warnock

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This section of East Warnock Street will keep its name under the proposal. (Courtesy Google)
This section of East Warnock Street will keep its name under the proposal. (Courtesy Google)

Today at 1:00p.m., the Louisville Metro Planning Commission is scheduled to discuss a proposal from the University of Louisville Foundation to rename a section of Warnock Street to University Boulevard near the school’s Belknap Campus. (The meeting takes place in the Old Jail Auditorium, 514 West Liberty Street, if you’d like to attend.)

We previously covered that proposal in detail here, where we explored the evolution of street names in the area and wondered, exactly, who was Warnock in the first place? Well, a diligent reader did some research and shared with us exactly who Warnock Street was named for. Let’s dig in.

This section of Warnock Street would be renamed University Boulevard. (Branden Klayko / Broken Sidewalk)
This section of Warnock Street would be renamed University Boulevard. (Branden Klayko / Broken Sidewalk)

Broken Sidewalk reader Deborah Andrew found several newspaper clippings dating to World War I that reveal veteran Roy S. Warnock is the street’s namesake. According to a Courier-Journal note published May 16, 1922, “Louisville’s sons who fell during the World War probably will be honored by having their names given to streets.”

Warnock was among the names recommended, and his street stretched from what was G Street east to Flat Rock Road (now Crittenden Drive). Past Crittenden today, East Warnock Street doglegs and turns into the St. Joseph neighborhood. This one-block stretch, pictured at top, would not change names under the UL Foundation proposal.

The proposed extent of University Boulevard, showing Warnock Street at right. (Courtesy UL Foundation)
The proposed extent of University Boulevard, showing Warnock Street at right. (Courtesy UL Foundation)

The move to rename streets around the city was due to some 188 streets and alleys across the city that carried duplicate names, not to mention continued growth on the outskirts of town. According to news reports at the time, the changes were slow to be enacted due to the volume of streets and concerned citizens not wanting to change address. Many soldiers who died in the war were also not able to be honored because existing streets already bore their family names.

Other veterans honored with street names at the time of Warnock included Lester Armes, Pierce Butler Atwood, M. Eigelbach, Robert E. Fleming, E.L. Garrett, Howard Gatewood, J.M.F. Humler, Thomas Netherton, P.S. Page, H.K. & R.E. Rethwick, Franklin Saunders, Miss Hazel Weller, Robert E. Winkler, and A.P. Humphrey, according to an August 1, 1922 Courier-Journal clipping. Many of those names can also be found in the same area today.

This section of Warnock Street would be renamed University Boulevard. (Branden Klayko / Broken Sidewalk)
This section of Warnock Street would be renamed University Boulevard. (Branden Klayko / Broken Sidewalk)

According to an obituary dated October 13, 1919 in the Courier-Journal, Private Warnock died at age 33 after serving overseas for nearly two years. He served with the Canadian Forces’ Royal Engineers and the Second Canadian Division and was wounded four times in that span, including being “riddled with machine gun bullets.”

Warnock received honors from two different countries for his bravery, including the French Croix de Guerre, the British Military Medal, and the King George Medal. He served with the Canadian forces after attempting to join the Illinois National Guard in Chicago, where he was turned down for active duty.

He died of heart disease due to gas exposure during the war at the home of his parents, Mr. & Mrs. William S. Henry, at 607 South 38th Street in Louisville’s Shawnee neighborhood. His funeral was overseen by soldiers from Louisville’s Camp Zachary Taylor. Warnock is buried in Cave Hill Cemetery.

“I am not related to Private Warnock,” Andrew wrote to Broken Sidewalk, “but the more I get to ‘know’ about him, the more I want to see him continued to be honored by having the street named for him.” She lamented that his history would be partially forgotten by the street name change.

What do you think? Should most of Warnock Street be renamed to University Boulevard? Should we continue to honor the name of Roy S. Warnock instead? Share your opinion in the poll and comments below. Following today’s Planning Commission meeting, the Metro Council will make the final decision on renaming the street.

[total-poll id=28735]

Four major TARC routes to see service changes beginning June 5

(Courtesy TARC)
(Courtesy TARC)

TARC, the Transit Authority of River City, is rolling out a number of service changes along key routes. The changes are scheduled to take effect in just a few weeks on Sunday, June 5, so here’s what you need to know to stay on track.

  • Route #4 — Fourth Street — The route will extend three blocks west on Main and Market streets downtown, traveling south on Ninth Street instead of Sixth Street. The stop at Fourth and Main streets will remain for northbound trips. New stops will be on Main Street at Fifth, Sixth and Seventh streets. The southbound stop now on Sixth Street near Market will move to the shelter across the street on Market. Weekday bus arrival frequency will change from every 12.5 minutes to every 13 minutes throughout the day. Saturday frequency will remain at 25 minutes.
  • Route #6 — Sixth Street — The trip leaving Iroquois Park at 12:21a.m. for Fifth Street at Broadway will leave five minutes later.
  • Route #18 — Dixie & Preston Highway — Bus arrival times will change by one or two minutes to reflect a recent relocation of a bus turnaround to Upper Hunters Trace which added time to the route.
  • Route #71 — Jeffersonville, Louisville, New Albany — Service to and from River Ridge Commerce Park and the Amazon Fulfillment Center will be adjusted slightly on weekdays and service will be added on Saturdays and Sundays to accommodate work shifts. A new westbound morning trip will leave Amazon between 5:17a.m.–5:20a.m. daily. On Saturday and Sunday new trips will arrive at 6:40 a.m. and 5:46 p.m. These trips will leave Amazon at 6:44 a.m. and 6:12 p.m. The last morning and first afternoon trip now on weekday schedules will be eliminated.

According to TARC, the service changes are meant to make pick-up times at bus stops more accurate based on real traffic flow conditions on the street. Other changes call for expanding routes or adding stops. For more information on the transit agency or to plan your trip, visit RideTARC.org.

Watch America’s 20th century highway building binge unfold in four minutes

Today, a lot of us are left scratching our heads about why previous generations decided to build Interstate Highways where we did—like along Louisville’s Ohio River waterfront—and why we decided to double down on those mistakes rather than look for new ideas about city building.

But ith the rise of cultural propaganda around car-based utopias early in the 20th century, a planning industry still in its infancy, and our tendency to ignore the needs of poorer communities, these highways were carefully placed and built in city cores. Not always with everyone’s best interest in mind.

Take a look at the history of America’s highway building binge dating back to the 1930s as rendered by Vox. It’s important to know the backstory before we can figure out how to move forward with new ideas on what to do with our built infrastructure.

Biggest ReSurfaced yet brings a civic heart to barren fields in Nulu, Phoenix Hill

Walk down Shelby Street south from the vibrant main drag of Nulu and it hits you pretty quick: once you’re past Nanny Goat Strut Alley, you’re pretty much in a no-man’s land. The street life dries up off East Market Street and past Jefferson Street, so do any buildings. The entire area is a wide expanse of barren lots creating a palpable chasm between Phoenix Hill, Nulu, and the Medical Center.

But this summer, City Collaborative is bringing ingenuity, shipping containers, and a healthy dose of tactical urbanism to the area with hopes of implanting a civic heart in the center of this otherwise challenging urban landscape. Meet ReSurfaced: The Liberty Build.

03-resurfaced-liberty-build-louisville-tactical-urbanismScheduled to last 18 months or more—the most ambitious ReSurfaced yet—the Liberty Build will be located on a three-quarter-acre lot on the northwest corner of Liberty Street and Shelby Street that has been vacant since 2003. The project is, above all, a public commons that aims to knit together the three neighborhoods and bring life—for at least three days a week—to a forgotten patch of grass.

“ReSurfaced has always been about exploring creative ways to activate underutilized space,” Patrick Piuma, director of City Collaborative and planner at the Louisville Downtown Partnership, told Broken Sidewalk. “As in past projects, the beer garden and music/art programming will be a part of the upcoming project. However, we wanted to build off of past experiences and look at new components that could not only provide amenities for the local neighborhoods, but also test ideas for other sites around the community.”

The Liberty Street site was chosen specifically for its design challenges as an opportunity to push the achievements of the ReSurfaced program further in terms of creating “a community activation space that fosters civic engagement and entrepreneurialism.” As a public commons, the site hopes to knit together various aspects of food and drink Louisville has come to love from past events with entrepreneurship and new ways of public engagement. That means everything from co-working spaces to makerspaces are on the table.

02-resurfaced-liberty-build-louisville-tactical-urbanismThe Liberty Build will be realized in two phases, the first a two-week session this summer running Thursdays through Saturdays from June 2 through June 11th focused on kickstarting a full rollout this September, also running Thursdays through Saturdays.

“Having the site for 18 months or more gives us the flexibility to create a framework or platform for civic-minded people to plug-in and explore with us,” Piuma said, “how we creatively utilize these dead spaces in our community.”

01-resurfaced-liberty-build-louisville-tactical-urbanismBecause of the complicated site limitations, designing and programming the Liberty Build is crucial. Previous iterations of ReSurfaced featured space-defining elements such as brick walls or sweeping vistas along the Ohio River, but the Liberty Build had to get down to the nitty-gritty of place making on a blank slate. To accomplish this, an armature of shipping containers, some stacked, will form an active perimeter that defines a plaza space.

002-resurfaced-liberty-build-louisville-tactical-urbanism“We have a master conceptual plan for the space that Jeff Rawlins of Architectural Artisans, Louis Johnson and Jared Kaelin of Gresham, Smith & Partners helped develop with us along with input from Jeremy Semones of Core Design and several others,” Piuma said of the Liberty Street site. “The design takes in many variables associated with the local context, the temporary nature of the project, and builds off of our experiences from how a space can become a place by utilizing containers to help define an amorphous lot as we did with ReSurfaced: Three Days at 10th Street event last fall.”

001-resurfaced-liberty-build-louisville-tactical-urbanismThe first phase will create a porous armature of shipping containers around site defining a central commons filled with picnic tables. These containers will provide new models of retail space that allow entrepreneurs to experiment with their goods and products, focused primarily on a beer garden concept with food.

53-resurfaced-liberty-build-louisville-tactical-urbanismThe second phase expands the site with a basketball-court-sized soccer pitch—called a Five-A-Side pitch—paved with artificial turf and framed by additional shipping containers (more on that soon). During this phase, an expanded program of co-working and studio space, retail, and a community workshop will also be explored.

003-resurfaced-liberty-build-louisville-tactical-urbanismCity Collaborative hopes to build off international connections it made last year with England’s De Montfort University to also include a studio space where students and staff from that school will focus on Education and Health & Wellness in Louisville.

54-resurfaced-liberty-build-louisville-tactical-urbanismReSurfaced: The Liberty Build will constantly be changing. Expect to see sustainability, new ideas about retail space, plentiful events, and lots of opportunities for art (Metro Louisville’s Committee on Public Art is a partner) abounding at ReSurfaced: The Liberty Build. Already planned are live-painting events, art installations, and kinetic art displays. Makerspaces LVL1 and FirstBuild will also tinker with how we use public space, helping ReSurfaced to evolve over its 18 month run.

“This project is very much a work in progress,” Piuma stressed, “but the intention is that we create an interesting space that serves as a test bed for our community to explore how we address underutilized space, both in the public and private realm. A place where people can come together with ideas and dialog to address problems and opportunities throughout Louisville.”

(References for the above gallery: Flickr; Flickr; Flickr; Flickr; Flickr; Envelope A+D.)

The scale and ambition of ReSurfaced: The Liberty Build deservedly put the initiative in the same realm of some of the top shipping-container focused pop-up urbanism projects including the former Dekalb Market in Brooklyn, Brixton Pop in England, and Proxy in San Francisco.

And while today the site surrounding ReSurfaced: The Liberty Build looks like it’s been cleared for urban renewal, the site will some day, years from now, be a vital stretch connecting south from Nulu, which is trying its hardest to break free from its linear commercial corridor past. The Rabbit Hole Distillery will help break that mold, as will Bill Weyland’s renovation of the Louisville Chemical Building and planned hotel over on Hancock Street.

The original master plan for Liberty Green called for a dense arrangement of mixed-use residential structures along Shelby Street. (Courtesy AU Associates)
The original master plan for Liberty Green called for a dense arrangement of mixed-use residential structures along Shelby Street. (Courtesy AU Associates)

But most significantly, the eastward, privately-developed expansion of Liberty Green will will the north-south Shelby corridor with large-scale apartment buildings, hopefully carefully designed with appropriate retail space and good urbanism that will help bring vitality back to the area.

In the meantime, the area is getting a temporary heart and we can’t wait to see how an infusion of activity here will help the entire area come back to life. See you at the Liberty Build!

Remembering Lakeland Asylum’s looming presence over Anchorage

(Editor’s Note: This article is part of a series we’re running on Broken Sidewalk in honor of National Preservation Month 2016. We’ll be looking at the histories of significant structures, some that are still with us and many that are gone, in an effort to better understand Louisville’s history and built environment.)

Google “Lakeland Asylum” and “Louisville” and you’ll find ghost stories, spooky photos of its remaining underground tunnel, and any number of the same facts and figures repeated over and over again. In May, which happens to be National Preservation Month as well as Mental Health Awareness Month, we acknowledge both to explore the history of a Lost Louisville landmark, the historic Central State Hospital, more commonly known as Lakeland Asylum.

(Courtesy UL Archives / Via Historic Louisville Weebly)
(UL Archives / Via Historic Louisville Weebly)

When it opened in 1873 with 50 residents in Anchorage, ten miles outside the city center, Lakeland wasn’t the first asylum in Kentucky. It wasn’t even the second. No, the fourth Kentucky asylum, called Central Kentucky Lunatic Asylum at the time, was formerly the State House of Reform for Juvenile Delinquents. Built around 1868 or 1869 on land sold to the state by the family of pioneer Isaac Hite, the House of Reform took in white male and female children between the ages of seven and sixteen. A report from the Journal of the Senate in 1869 stated that the children were “legally committed” as “vagrants, or on a conviction of any criminal offense less than murder.” It is unclear what happened to the children once the facility was converted into an asylum barely four years later.

The facility in 1921. (Courtesy UL Archives - Reference)
The facility in 1921. (Courtesy UL Archives – Reference)

According to its National Register of Historic Places application, the architect of Lakeland’s original hospital building is unknown. However, “John Andrewartha, a Louisville architect who designed City Hall, was consulted in 1874 on extensions and additions to the hospital.”

Designed loosely in a Kirkbride Plan, with long, multiple-story wings radiating from a central administrative tower, Central State was an imposing building of red brick, narrow arched windows, towers, turrets, and crenellations worthy of adorning a medieval castle. The wards were segregated by gender and race, but not all of the patients had mental illnesses. Some suffered from neurological disorders or were disabled. Sadly, others were just poor, elderly, or didn’t have any other family to take care of them.

View of the administration building in 1933. (Courtesy UL Archives - Reference)
View of the administration building in 1933. (Courtesy UL Archives – Reference)

At the time, doctors believed that pleasing architecture and picturesque landscapes were part of the cure for mental illness. Also, while a rural location limited exposure to pollutants and large groups of people, it may have endangered fewer people if residents escaped. An 1875 legislative document remarked “escapes are not always avoidable, even with the most careful surroundings and the most rigid surveillance.”

The surrounding land on the hospital grounds grew to over 500 acres by 1913. Eventually it “housed a power plant, a water treatment facility, a dairy barn and farm house area, botanical gardens, water tower storage, and many other facilities,” according to the History Hike information provided by E.P. “Tom” Sawyer State Park. A dedicated post office opened in 1887 and a train depot in 1892. Self-sufficiency was the goal, and residents at the hospital often worked on the farm or in other capacities. It was believed that participating in chores gave residents a sense of purpose and responsibility. An entertainment hall provided a safe, controlled environment for games and other recreational activities.

Dining room at Central State Hospital, circa 1933. (Courtesy UL Archives - Reference)
Dining room at Central State Hospital, circa 1933. (Courtesy UL Archives – Reference)

Newspaper reports as early as 1879 described crowded conditions—these overcrowding reports would continue for decades—and by 1895 the hospital’s population had grown enough to warrant construction of two new wards. More buildings were added over time. In 1900 the name changed to Central Kentucky Asylum for the Insane, with the final name change happening in 1912 to Central State Hospital. Major renovations in the 1950s changed the facades of the projecting wings on either side of the central administrative building.

Kitchen at Central State Hospital, circa 1933. (Courtesy UL Archives - Reference)
Kitchen at Central State Hospital, circa 1933. (Courtesy UL Archives – Reference)

A history document produced by the Central State Hospital system describes how the approach to mental illness changed over time. “By the mid 1930s, the facility offered an array of treatment, including hydrotherapy, insulin shock treatment, sedative tubs, electroshock-convulsive therapy, and lobotomies,” similar to other mental hospitals at the time. “In the 1950s, antipsychotic medications and tranquilizers were developed and replaced the earlier, more primitive methods of calming and stabilizing patients.” The Community Mental Health Centers Acts of 1963 and 1965 “resulted in a new approach to treatment, which emphasized de-institutionalizing patients by treating them in the least restrictive environment in which they could effectively function.”

The main hospital grounds in 1993, a few years before demolition. (Courtesy Google)
The main hospital grounds in 1993, a few years before demolition. (Courtesy Google)

After Medicaid was adopted in 1965, the de-institutionalization of state-run mental hospitals accelerated. Then in the 1970s, the state donated 400 acres of land for the creation of E.P. “Tom” Sawyer State Park. The hospital’s main administrative building was listed on the National Register of Historic Places in 1983, but three years later, patients were transferred from the historic hospital building to a new location on La Grange Road. After languishing empty for nearly a decade while discussion on possible future use took place, the state ultimately demolished the hospital in 1996.

The same area in 2016. The building currently present is the Sawyer Hayes Community Center, an event venue built in 2009. (Courtesy Google)
The same area in 2016. The building currently present is the Sawyer Hayes Community Center, an event venue built in 2009. (Courtesy Google)

When pulling up to the former location of the hospital on a gray day this past February, this writer could almost feel her mother’s shudder from across the car. As a student nurse in the 1970s on her psych rotation, she remembers feeling terrified to work there, to be locked in a ward with the other nurses and patients. I asked, “So the building was there, looming there on that hill?” She paused and said, “Yes, looming was a good word for it.”

The former Central State Hospital was located on the far ridge; it was demolished in 1996. The driveways have been repaved, but are original to the hospital grounds. (Courtesy Jessica McCarron, Feb. 2016)
The former Central State Hospital was located on the far ridge; it was demolished in 1996. The driveways have been repaved, but are original to the hospital grounds. (Jessica McCarron, Feb. 2016)

For more information: The Recreation Office at E.P. “Tom” Sawyer State Park maintains a collection of papers, photos, and other information on the hospital, as well as offering a History Hike through the grounds. There is an interpretive marker near the site with a few faded photos, and several relics found on the hospital grounds during demolition are displayed in cases in the recreation building. Also, Samuel W. Thomas’ book The Village of Anchorage has an entire chapter on the Lunatic Asylum at Lakeland. Additional photos can be viewed here.

[Top image of an early postcard view of Lakeland courtesy UL Archives – Reference.]

Preservation in Transition: Louisville poised to rejuvenate its preservation movement

It’s once again Preservation Month across the country—and it’s a big one. This year’s celebration of the built environment marks the 50th anniversary of the National Historic Preservation Act and the founding of the Kentucky Heritage Council, the state agency that keeps track of historic and archaeological sites and oversees listing structures on the National Register of Historic Places.

While in Louisville warmer spring weather typically means the demolition schedule kicks into full swing with new wrecking permits filed in higher numbers (over two dozen have been issued since April), our local preservation outlook is in many ways very good. There’s change in the air that has the potential to redefine what preservation means and how it’s practiced—and that’s exciting. Let’s check in with where we stand across the city.

Preservation in Louisville in 2016 is certainly at a turning point. One year ago, the city was embroiled in a heated debate over the razing of several historic buildings on the site of the under-construction Omni Louisville Hotel, most prominently the former Water Company Headquarters. While most of that structure is at the landfill, a portion of its facade is currently disassembled in storage awaiting a reuse proposal (along with several other facades of demolished buildings from around the city).

(Courtesy Louisville Water Company)
A portion of the old Louisville Water Company headquarters facade is in storage. (Courtesy Louisville Water Company)

The public process relating to preservation at the Omni block, like most of the city’s big preservation battles, is best described as reactionary. It always seems like a game of catch-up and that can come off in the public sphere as being obstructionist. But that doesn’t mean preservation is not a critical and worthwhile endeavor. It’s just a symptom of a system that doesn’t really understand how preservation fits into the bigger picture—and we’re figuring out now how to fix that.

Preservation works best when it gets out in front of the game, can work with all the players early on in the conception of a project, and find solutions that don’t feel like fights. Preservation—and preservationists—certainly don’t want to stymie development outright even though that’s sometimes how the media portrays these groups. The bigger picture is a better Louisville, and creative thinking on economic development, place, and how our existing resources fit in will make us more competitive nationally.

Preservation Task Force

Detail of Louisville City Hall. (elycefeliz / Flickr)
Detail of Louisville City Hall. (elycefeliz / Flickr)

So there’s good reason to believe that we’re making progress. On May 2, Mayor Greg Fischer announced the creation of an Historic Preservation Advisory Task Force that will recommend policies around planning and preservation.

“With the creation of this task force,” the mayor said in a press release, “we as a city will now have a better, proactive way to catalog our historic resources and identify best practices for adaptive reuse.”

The task force is charged with four primary goals:

  • To define a system to inventory and prioritize the city’s heritage urban fabric.
  • To identify key structures from endangered lists and develop a treatment plan to achieve the best outcomes.
  • To recommend financial or policy incentives that support redevelopment and historic preservation.
  • To suggest best practices in redevelopment and historic preservation which can inform Louisville’s coming Comprehensive Plan update.
Historic houses in Old Louisville. (Ian Freimuth / Flickr)
Historic houses in Old Louisville. (Ian Freimuth / Flickr)

The task force, according to the city’s announcement, will be comprised of the mayor or his representative, a Metro Council member appointed by the council president, and 14 to 21 citizen members appointed by the mayor. The committee is filled with landmarks commissioners, developers, and representatives from the Kentucky Heritage Council, the Louisville Downtown Partnership, Samuel Plato Academy, and Institute of Healthy Air, Water, and Soil. Metro Louisville’s Historic Preservation Officer and its economic development department Louisville Forward will provide staff support.

“The task force is an outgrowth of what went on last summer,” Keith Runyon, co-chair of the group and former Courier-Journal editor, told Broken Sidewalk. He noted that an ongoing partnership between Louisville and the National Trust for Historic Preservation’s Preservation Green Lab (PGL) helped the task force take shape over the past year. We interviewed PGL’s Jim Lindberg in Denver’s beautifully restored downtown train station last year to learn more about the group and its efforts in Louisville.

“Jim Lindberg was involved over the past year in discussions with the mayor and others about how to form a more effective and less combative paradigm for future issues,” Runyon said. “And there will be future issues. It’s built into the system that there will be. I think there are ways we can do so less confrontationally than last summer turned out to be.”

And a task force looking at the issues with a fresh face isn’t a bad way to start.

Preservation Louisville

pres_lou_logo_01Meanwhile, the city’s top preservation nonprofit, Preservation Louisville, is undergoing an evolution of sorts. That group’s founding executive director, Marianne Zickuhr, quietly stepped down at the beginning of 2016, taking a full-time position at the growing ArtxFM radio station.

To fill the void, Runyon, an active voice in last year’s Omni v. Louisville Water Company debate, has filled the role of Preservation Louisville’s interim spokesperson and coordinator. A search for a new director is in the works, but no timeline exists for filling that position. “I never really wanted to be executive director of anything, especially after I retired,” Runyon said.

Preservation Louisville operated out of the Brennan House on Fifth Street. (Courtesy Brennan House)
Preservation Louisville operated out of the Brennan House on Fifth Street. (Courtesy Brennan House)

Runyon said he is coordinating Preservation Louisville’s annual Ten Preservation Success Stories list, featuring cameos of good work taking shape around the city, and the corresponding Ten Most Endangered Building list, highlighting particularly vulnerable properties. Both are traditionally released in May, and Runyon said this year should be no different.

Preservation Louisville’s board or directors is also evolving. In late 2015, attorney Thomas Woodcock assumed the role of board chairman and president from urban planner Charles Cash, who will a keep a seat with the body.

“We’re optimistic,” Woodcock told Broken Sidewalk. “We’re excited to see a diverse board, the mayor’s task force. This will help refocus some of Metro Louisville’s attention on preservation—on what’s authentic about Louisville.”

Cash agreed. “We’re in a transition period,” he said of Preservation Louisville, “and I think everyone will be pleased with the outcome.” But for now, details are being guarded.

Big plans at Save Our Shotguns

Neither Cash nor Woodcock would give specifics on what’s planned at Preservation Louisville, but we suspect they could be major. “We have a number of things in store,” Woodcock said. “We’re going to have a big announcement coming up about our Save Our Shotguns (SOS) campaign.”

Will these five shotgun houses be donated to Preservation Louisville's Save our Shotguns (SOS) campaign? Time will tell. (Courtesy Google)
Will these five shotgun houses be donated to Preservation Louisville’s Save our Shotguns (SOS) campaign? Time will tell. (Courtesy Google)

That reminded us of a tidbit that came to light last month when developer Edwards Companies announced it would, after all, move forward with two major residential projects along East Broadway. We’ve known for a long time that a series of five shotgun houses that sit on the western edge of the Phoenix Hill Apartments site would be saved, but in April Edwards Companies revealed that those houses would be donated to a local preservation nonprofit. We’d bet that’s Preservation Louisville. Woodcock would neither confirm nor deny that the two are related.

Historic Precedent

Fourth Street looking south from Liberty Street showing the Will Sales building circa 1939. (Courtesy UL Archives - Reference)
Fourth Street looking south from Liberty Street showing the Will Sales building circa 1939. (Courtesy UL Archives – Reference)

With so much change coming to Louisville’s preservation community, it’s important not to ignore a historic precedent about a very similar story that went a very different direction. Runyon explained the rise and fall of an older nonprofit, Preservation Alliance, and how we’ve learned from the mistakes of decades past.

(Image references: One, two, three, four, five. Reference for Luckett below: one.)

Runyon recalled the heyday and downfall of Louisville’s former heritage group, Preservation Alliance, which had no small task of defending the built environment of the city in the difficult period of the 1970s and ’80s. The battles that group faced—and the landmarks they were fighting over—make our modern-day efforts pale in comparison, even though they’re no less important. Preservation Alliance helped to defend the giants of Louisville’s architectural heritage. Sometimes they won and sometimes they lost.

“Preservation Alliance was formed in that yeasty era in the early ’70s after urban renewal had destroyed so much of the urban environment in a way the public had been completely uninvolved in,” Runyon explained. “It was a very effective and high-profile organization in the late ’70s.” He added that membership within the organization carried with it a certain cachet and its ranks included many big names. “In my day it was an organization you wanted to belong to, he said. “They made it interesting.”

Renderings of the Louisville Galleria. (Courtesy John O'Dowd)
Renderings of the Louisville Galleria. (Courtesy John O’Dowd)

It was during the early days of Preservation Alliance in the 1970s when Louisville’s Landmarks Commission, one of the first such groups in the country, was established to review preservation cases in the city.

And while Preservation Alliance was doing good work all around the community, eventually a big enough development project—scaled perhaps similarly to the Omni—eventually presented a major fight for the organization. We’re talking here about plans to build the Louisville Galleria from the ashes of the failed River City Mall, which had opened Fourth Street as a pedestrian mall. We all know what happened to the Galleria.

By the ’80s, “Preservation Alliance had gotten a black eye,” Runyon recalled. “They tried to incorporate historic buildings into the Galleria.” The group pushed for including full buildings and then building facades of many gorgeous, large structures around the failed Fourth Street shopping mall. “I think if they had been able to do that, 4th Street Live! would be a much more exciting place,” he said.

The Will Sales Building, formerly the Courier-Journal Building, which anchored the corner of Fourth and Liberty streets was ultimately demolished in 1979. Following the fight, “a lot of business community thought an organization like this was not useful,” Runyon said. “What happened to it was, I think, what was about to happen to Preservation Louisville.”

“Because of the incredible battle that occurred over the building of the Galleria and the demolition of buildings on Fourth and Liberty,” Runyon said. “And before that the construction of the Convention Center.”

“Preservation Louisville is the successor to Preservation Alliance,” Runyon continued. “It came along in the late ’90s.” He thinks the group is resilient enough to withstand the recent storm surrounding last year’s Omni Louisville Hotel decisions. And certainly that group has had its fair share of high profile victories including helping to save the high-profile Whiskey Row Block, among others.

Plus, the city and Preservation Louisville have a few modern tricks up their sleeves, namely in a partnership with the National Trust’s Preservation Green Lab (PGL), which explores new data-driven discussions in which to frame preservation, including sustainability and economic development.

The Right Direction

West Main Street. (LuAnn Snawder Photography / Flickr)
West Main Street. (LuAnn Snawder Photography / Flickr)

We’re excited about change coming to preservation in Louisville—and so are many who are at the front lines of the movement. As a word, preservation is about to take on a whole new meaning. One that can fundamentally change how we treat our built environment. And we’re hoping we can get it right.

“I think the idea of having a community discussion about preservation and its role in urban development is a very good thing—probably long overdue,” Cash told Broken Sidewalk. “I’m hopeful there will be more proactive results that come out of it.”

And that’s hopefully exactly what will happen between the efforts of the Preservation Green Lab, the formation of the mayor’s task force, changes coming to Preservation Louisville, and speculation over what might happen along East Broadway.

“I’m hopeful one of the things this task force takes a look at is what matters to people,” Cash said, noting how large crowds are attracted to Downtown and Old Louisville events not just for the activity, but also for the heritage surroundings. “That’s a discussion that we have never really had.”

“I think we’ve always had more of an academic approach to what is eligible for the National Register,” Cash added, describing Louisville’s difficult relationship with the words “historic” and “old.” “That’s a different discussion for what matters to the community and what’s important for the future.” Cash noted that a lot of preservation work in the future will involve buildings that are old, but not traditionally considered historic. It’s those kinds of buildings, like the series of East Main Street structures being converted into the Butcher Block, that are vital for rebuilding Louisville and creating economic development opportunities.

Jane Says

A 1961 Random House advertisement for Death & Life of Great American Cities. (pdxcityscape / Flickr)
A 1961 Random House advertisement for Death & Life of Great American Cities. (pdxcityscape / Flickr)

And we’ve known this for a long time—since all the way back in the 1950s and ’60s. Jane Jacobs is often quoted as a pioneer in recognizing the value of old buildings beyond the typical notions of preservation.

“Cities need old buildings so badly it is probably impossible for vigorous streets and districts to grow without them,” Jacobs wrote in her pivotal book, Death & Life of Great American Cities, in a chapter titled “The Need for Old Buildings.” She continues:

By old buildings I mean not museum-piece old buildings, not old buildings in an excellent and expensive state of rehabilitation–although these make fine ingredients–but also a good lot of plain, ordinary, low-value old buildings, including some rundown old buildings.

If a city area has only new buildings, the enterprises that can exist there are automatically limited to those that can support the high costs of new construction.

Perhaps more significant, hundreds of ordinary enterprises, necessary to the safety and public life of streets and neighborhoods, and appreciated for their convenience and personal quality, can make out successfully in old buildings, but are inexorably slain by the high overhead of new construction.

As for really new ideas of any kind—no matter how ultimately profitable or otherwise successful some of them might prove to be—there is no leeway for such chancy trial, error and experimentation in the high-overhead economy of new construction.

“Old ideas can sometimes use new buildings. New ideas must use old buildings,” Jacobs famously concluded. And we’re seeing that these words are as true today as when Death & Life was published 55 years ago in 1961.

[Top image of West Main Street courtesy jpellgen / Flickr.]

How Portland, Oregon, used tactical urbanism to test how bike lanes and crosswalks are good for business

A floating bus stop trial at NE 16th and Broadway, Portland, Oregon. (Courtesy PeopleForBikes)
A floating bus stop trial at NE 16th and Broadway, Portland, Oregon. (Courtesy PeopleForBikes)

(Editor’s Note: This is a case study from Portland, Oregon. For one week this month, several groups in that city transformed a one-way speedway using tactical urbanism to test out design changes to make the street safer and better for business. This is an example of one tool Louisville could use to help design better streets for people and business here at home. Here’s how the Portland project went.)

Portland, Oregon, is full of thriving retail corridors: 23rd Avenue, Alberta Street, Belmont Street, and more. But nearly all of them have something in common: no more than two travel lanes.

Auto traffic on those streets moves slowly—and those streets are frequently packed with people walking, talking and shopping.

Inner Northeast Broadway isn’t like that. At least, it hasn’t been since July 10, 1960, when the city converted the street to three one-way travel lanes west of 24th Avenue. The extra passing lanes were intended to funnel traffic off the newly completed freeway into the city center. They did, transforming the former streetcar corridor and letting cars zoom through the longtime business district.

NE Broadway in Portland, Oregon. (Courtesy Google)
NE Broadway in Portland, Oregon. (Courtesy Google)

But a freeway-style Broadway hasn’t turned out to be great for business in the 21st century, some business owners say.

“We would really love to see the city address the pedestrian safety in our corridor, where it is three lanes of traffic that are pretty much going faster than the speed limit,” said Janet Takayama, general manager of Furever Pets at 1902 NE Broadway. “It’s hard for cars coming from the side streets to turn onto Broadway, even.”

So for a full week this month, a coalition of businesses and residents is testing what it might look like to change the street again. Two community groups, the Broadway-Weidler Alliance and Northeast Broadway Business Association, teamed up with Better Block PDX for a one-week test that redesigned nearly a mile of the street with marked crosswalks, a handbuilt floating bus stop and extra sidewalk space for cafe seating. On the block with the bus stop, the design included a parking-protected bike lane.

https://www.instagram.com/p/BFN45TqJnka/

 

The crosswalks were sponsored by AARP Oregon. A Chinese restaurant, a taco bar and a credit union bought sponsorships for temporary bike parking racks. Volunteers were still working through the week to tweak the designs, which were reviewed and approved by the city transportation bureau. City engineers, meanwhile, installed traffic-count tubes and travel-time detectors to collect data on the test.

Mike Chronister, vice president of the Northeast Broadway Business Association and manager of the Kitchen Kaboodle store at 1520 NE Broadway, said he welcomed the chance to see in real life what was possible on the street.

Mike Chronister of Kitchen Kaboodle and the Northeast Broadway Business Association. (Courtesy PeopleForBikes)
Mike Chronister of Kitchen Kaboodle and the Northeast Broadway Business Association. (Courtesy PeopleForBikes)

“It’s exciting to see a change,” he said. “It’s really hard to visualize when someone is showing you a piece of paper.”

Chronister said that though it wouldn’t be good for Broadway to become “a parking lot,” he’d rather have slower-moving cars if that made the crosswalks more welcoming. It might also get more people to consider stopping their cars to patronize businesses instead of just cruising past.

“I think slowing down traffic is a good thing, because it gets people to see more,” Chronister said.

[Editor’s Note: This article has been cross-published from PeopleForBikes’s Green Lane Project blog. It originally appeared as part of that group’s National Protected Bike Lane Week. Follow along with PeopleForBikes on Facebook and Twitter. Top image courtesy Green Lane Project.]

The feds just made it a lot easier for cities to design walkable, bikeable streets

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The federal government threw out 11 rules that prevented cities from building walkable streets. (Photo of a street in Hoboken courtesy NJbikeped.org)
The federal government threw out 11 rules that prevented cities from building walkable streets. (Photo of a street in Hoboken courtesy NJbikeped.org)

We probably haven’t seen the last of engineers who insist on designing local streets like surface highways. But at least now they can’t claim their hands are tied by federal regulations.

This month, the Federal Highway Administration struck 11 of the 13 design rules for “national highways” — a 230,000-mile network of roads that includes many urban streets.

The rule change eliminates a major obstacle to safe street design around the country. The old rules applied highways design standards — wide lanes, no trees — to streets that function more like main streets, with terrible consequences for safety and walkability.

In October, FHWA proposed eliminating all but two of the old standards on streets designed for speeds under 50 mph, citing a lack of evidence that the rules improve safety. Now, those changes are official.

Ian Lockwood, a consultant with the Toole Design Group and formerly the transportation director for West Palm Beach, Florida, said the changes are important. The new rules open the door to treatments like road diets, bike lanes, and street trees — the kind of street designs that lead to a safe pedestrian environment, not high-speed traffic.

“This allows the designs to better support the place and not so much how fast people can drive through it,” he said.

In his career, Lockwood has often worked with residents who want their streets “to facilitate exchange, social exchange, economic exchange,” only to run up against what he calls “technical brushoff” from other engineers. “The big one was ‘Federal Highways won’t let us do that,’” he said. “Now we have a lot more freedom to do cool stuff.”

Prior to the change, if local agencies decided to make car lanes that were narrower than what the feds prescribed, they would have to go through the expensive and time-consuming process of applying for an exemption. New Haven, Connecticut, for example, had to apply for more than half a dozen exemptions when it designed a surface boulevard to replace a grade-separated section of Route 34.

After the new regulations were first proposed in October, the FHWA received 2,327 public comments. The feedback was overwhelmingly supportive, the agency says, with only seven people opposed.

Lockwood thinks the update is a good sign about the direction FHWA is steering federal transportation policy. “What used to be a very, very highway-oriented group are now trying to help,” he said.

[Editor’s Note: This article has been cross-posted from Streetsblog USA. Top image courtesy NJbikeped.org.]