Shelby Street Beautification & Community Style Guide

Shelby Street Beautification and Community Style Guide A guide for lighting, architecture, public art, and streetscaping

SoIndy Quality of Life Plan

Action Step 14.2.1

7.13.2018

Master of Urban Design 2018

Abstract The Shelby Street corridor represents 3.5 miles of roadway that run through Fountain Square, Garfield Park, and University Heights in Indianapolis. The corridor has been historically auto-dominated, but with the future transit options of the Red Line Bus Rapid Transit, the street is projected to see high growth in the upcoming years. Development along the corridor is expected to grow in the upcoming years, especially along Garfield Park. Developments will need to establish design practices to ensure a consistency in style throughout the multiple neighborhoods.

The Shelby Street Beautification and Community Style Guide is a component of the SoIndy Quality of Life Plan, referred to as Action Step 14.2.1. The guide will create a consistent vision for the street through design standards on architecture, lighting, public art, and streetscape. 

Acknowledgments The Shelby Street Beautification and Community Style Guide was done through Ball State Universities Master of Urban Design program located in downtown Indianapolis. The MUD program is in the College of Architecture and Planning and regularly provides student lead projects in Indianapolis.

Key Terms

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Bus Rapid Transit (BRT)

Transit Oriented Development (TOD)

a bus-based public transport system designed to improve capacity and reliability relative to a conventional bus system.

Transit-oriented development, or TOD, is a type of community development that includes a mixture of housing, office, retail and/or other amenities integrated into a walkable neighborhood and located within a half-mile of quality public transportation

Forward

Contents Introduction 4 Architecture 6 Lighting 12 Public Art 18 Streetscape 22 Conclusion 26

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Introduction History of Garfield Park, Shelby Street, University of Indianapolis, and Transit

Shelby Street runs primarily through three neighborhoods in the southern portion of Indianapolis. From north to south, it runs through Fountain Square, Garfield Park, and University Heights before ending at I-465 (see Figure 3). The primary focus of this will be on the Garfield Park area, which is in close proximity to Fountain Square and will hold future connected transit opportunities through the Red Line BRT. Garfield Park is also significant because it was the first established park in the city of Indianapolis. The park was conceived in 1876 and was given its name after the recent assassination of the late President James A. Garfield. The park location was set over three miles from the city center to provide Indianapolis residents with a clean, rural landscape which differed from the industrial, urban environment of that time. However, this distance made access to the park difficult and the park struggled to receive consistent attendance in its early years1. In the late 1880s, a bridge was constructed over Pleasant Run Creek which allowed a streetcar route to cross into the south side of Indianapolis (see Figure 2). This new route brought people into Garfield Park, increasing annual attendance, and spurring residential growth in the neighborhood. This new neighborhood was uniquely focused on both access to park space and quality public transit. In addition to the streetcar, the Pleasant Run Trail was built around 1910. This trail was a component of George Kessler’s Park and Boulevard Plan enacted in 1909, which linked Garfield Park with all of the other 1 2 3 4 5 6

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existing and future parks within the city2.

Things seemed to be going well for Garfield Park until transit methods fundamentally changed from the 1900s to 1940s. After the average resident began to rely primarily on the personal automobile, reliance on other forms of transit began to dwindle.

Dependency on the streetcar was lessened, leading to its demise in 19413. More residents driving meant more roads needed to be built, but the addition of new roadways complicated the livability of the park and surrounding SoIndy neighborhoods.

The park suffered as did many urban neighborhoods in Indianapolis during the 1950s and 1960s as residents left the urban core to move into suburban neighborhoods. In 1958, travel to the west of the neighborhood became difficult after the Madison Avenue Expressway was built. In 1975, I-65 was built, making travel to the east difficult, especially for pedestrians4. The population of Garfield Park shifted from roughly 9,801 in 1950 to around 5’698 as of 20155. In recent years, however Indianapolis has experienced increasing growth within the downtown district, which stretches just to the edges of the Garfield Park Neighborhood. According to polling done by Realtor.com, Indianapolis was the 2nd most resurgent downtown in the nation, with home prices increasing 20% and population increasing by 10% since 20126. As the demand for more downtown housing increases within Indianapolis, Garfield Park as well as other SoIndy neighborhoods become increasingly optimistic neighborhoods for development.

Freeland, HI Mailbag: The Garfield Park Area.

NPS, George Edward Kessler and the Park System.

Hillman, Interurbans: The Golden Age of Indy Mass Transit, 36.

Garfield Park Neighbors Association, Indy’s Oldest Park.

Social Explorer, Population 1950.

Pan, Top 10 Cities Where Downtown is Making a Comeback.

Figure 1 A map of Indianapolis in 1895 by highlighting the streetcar route over Pleasant Run Creek and into Garfield Park.

Garfield Park Population 1940 1950 1960 1970 1980 1990 2000 2010 2016

6,657 9,801 9,317 8,169 6,987 6,650 6,296 6,103 6,286

Figure 2 The historic population of Garfield Park shows the max population of the area was reached in 1960, and hasn’t grown until as recent as 2016.

Background

Fountain Square

.7 Miles

Garfield Park

1.3 Miles

University Heights

1.5 Miles

Figure 3 Map of Shelby Street comparing neighborhoods comparing neighborhoods length bordering Shelby Street.

The projected growth along Garfield Park, Fountain Square, and University Heights is also expected to increase after the implementation of the Red Line, which is the first phase of the city’s longterm bus rapid transit (BRT) network. The Red Line will connect many Indianapolis neighborhoods along a north-south axis which will run from as far north as Broad Ripple, to as far south as the University of Indianapolis. The Red Line will run directly through Garfield Park along Shelby Street and will bring many changes to how residents move about Indianapolis, and conversely, how Indianapolis moves into Garfield Park. These changes lead to

Figures 4 The Pagoda built in 1903.

concern for long-term Garfield Park and SoIndy neighborhoods about traffic congestion, density, and new developments not preserving the architectural history of the neighborhood. Garfield Park, and all of the SoIndy neighborhoods, will need to ensure that new neighborhood developments along Shelby Street follow consistent style guidelines which will address lighting, architecture, public art, and streetscaping for current and future forms of transit.

The Shelby Street Beautification and Community Style Guide aims at addressing each of these aspects.

Figures 5 A group of kids playing on a slide in Garfield Park in 1932.

Figures 6 Historic photos of the Garfield Park Conservatory in 1950.

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Architecture Buildings throughout Garfield Park consist primarily of 1 and 2 story single-family homes. A handful of uptown buildings along Shelby street near the south-east corner of the park are in deteriorating conditions. However, with expected growth along Shelby Street from the Red Line, there will be a chance to rebuild the uptown areas, such as the existing one along Shelby Street. This will give the corridor a chance to establish new building heights and setback requirements. New buildings will need to honor the historic character along Shelby Street and reflect the designs of structures within the park as well. They should reflect the architectural style of buildings such as the Garfield Park Conservatory (see Figure 5) or various structures in Fountain Square (see Figure 6). The following style guidelines will address building height, scale, setback, facades, awnings, and signage.

Height

New building heights will be between 2-5 stories, with taller buildings preferred. Higher buildings will provide more ground floor real estate to promote more businesses and more destinations from BRT stations. Building characteristics should consider styles such as art deco to compliment the conservat, or turn-of-the century structures to compliment buildings in Fountain Square.

Figure 7 The furthest building to the north along Shelby Street is the Fountain Square Theater Building located at the intersection of Virgina Ave, Prospect Street, and Shelby Street.

Scale

Trends in Indianapolis have been pushing for larger developments which occupy most or all of a city block. Of the city’s most recent apartment units, including Axis, Lockerbie Lofts, Pulliam Square, Artistry, and Circa, all have built over more than ¾ of a city block. Historically, structures occupied much smaller building footprints and were constructed taller in height in major urban areas. Historic building blocks, which feature a wide variety of architectural types, grew in slow and organic methods. In just a short walk down Mass Ave, one can enjoy the architectural character of dozens of individual buildings because of the narrow nature of the storefront. This method gives unique characteristic and charm to neighborhoods. Each city block should contain a wide variety of shops and amenities, which promoted walkability and a diverse economic center. Newer developments should try to match these characteristics when possible, which will mean giving priority to multiple developers along a city block rather than one large structure. However, when this can’t be done, developments should try their best to incorporate a wide variety of ground floor tenants and give many options of customization to each respective tenant. Refer to Figure 10 and Figure 11 to see a case study of how to break up a large building.

2-6’

300’

Building cap elevations should provide a variation of 2 to 6 feet if at the same level to provide visual distinction between each building.

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Plan view of structure with no setback variation along a city block.

Architecture

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1.6 Figure 9 Corner storefront of The College Corner in Charleston, South Carolina Figure 8 The golden ratio of building facades orients a portrait style facade which provides multiple users along a short city block.

Façade

Each new construction along Shelby Street will need a façade change every 30 to 60 feet. Buildings which do not follow this rule tend to provide minimal active space along the ground floor.

A dynamic façade with a wide variety of materials, setbacks, unique windows, masonry work, and paint, can create an active and engaging façade across multiple buildings along a city block.

The golden ratio is a consideration when determining layouts of building footprints or of ground floor plans. The golden ratio would suggest for every 1 units of ground floor width, the building should be roughly 1.6 units tall.

Figure 10 Awnings from storefronts in both Westerville, OH and Depot Town, MI

Figure 11 Historic downtown of Atlanta, Georgia.

30-60’ Plan view of structure divided into more narrow lots.

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Setback

Building setbacks along Shelby Street should match those proposed by the 2015 Red Line Strategic Plan1. Due to the Red Line’s route along Shelby Street, setbacks will need to be between 6 to 8 feet from the sidewalk. Setbacks from building to building can vary and are encouraged to vary slightly to provide a more visually engaging street wall.

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Red Line Strategic Plan, 2015.

Figure 12 Historic downtown of Depot Town in Michigan with bright facades, unique awnings and windows.

0-12’

Setbacks can vary from 0 to 12 feet and should vary from building to building.

Figure 13 A downtown scene of Westerville, Ohio with multiple awnings and storefronts reaching out onto the sidewalk.

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Architecture

Awnings and Signage Awnings are an easy way to engage pedestrians from the sidewalk and come in a wide variety of sizes, color, shapes, and styles.

These are the first opportunities to provide signage and create a brand identity for whatever use the building has. Signs need some cohesiveness throughout a corridor, or they run the risk of being random and chaotic. A balance between uniqueness and uniformity should be found by establishing palettes of color and materials, and best practices for height and placement. Signs exist to attract visitors to businesses. Visitors travel in multiple ways included walking, biking, and driving, and signage should be designed to for each respective means. Below is comprehensive guide to signage styles for a district. Buildings can contain a combination of signage styles, but they should contain similar fonts, colors, and/or materials.

Figure 14 Development along Shelby Street with minimal faรงade changes and monotonous storefronts.

Figure 15 Development along Shelby Street with frequent faรงade changes and unique awnings and windows along the ground floor.

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Sign Typologies 1.

Grand Projecting Sign

2.

Marquee Sign

3.

Grand Wall Sign

4.

Wall Signs

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Blade Sign

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Projecting Sign

7.

Awning Face Sign

8.

Awning Valance Sign

9.

Awning Side Sign

10. Above Awning Sign 11.

Under Awning Sign

12. Canopy Fascia Sign 13. Above Canopy Sign 14. Under Canopy Sign 15. Recessed Entry Sign 16. Window Sign 17. Building I.D. Canopy Fascia Sign 18. Building I.D. Wall Sign 19. Building I.D. Window Sign 20. Temporary Window Sign 21. Temporary Wall Sign

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Architecture

Figure 16 Modified from Redwood City’s Downtown Precise Plan, 2011 .

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Master of Urban Design 2018

Lighting Lighting throughout a corridor is vitally important to the success of a corridor because lighting provides safety, security, and ambiance. Different types of lighting should be used for the different forms of transit.

There is not a one size fits all lighting approach to neighborhoods, and lighting which is too generic in style is often an ineffective solution to promoting quality urban areas. Cars and buses traveling down a road will need taller, overhanging lamps for security. Pedestrians walking down a street benefit from more personable lighting solutions, such as lamp posts at street corners, or rope lighting around storefronts. Cyclists and joggers appreciate bollard lighting to accentuate pathways and provide security down trails and off of main roads in the evening hours. The following solutions are a handful of selectively chosen lighting options for each category of lighting.

Lamp Posts

Lamp posts are usually the more personable lighting styles. People can walk by and take the time to enjoy the details of a well-designed lamp post. Lamp post designs vary from between 6-9 feet in height, all the way to 30 feet in height based upon the size and scale of the street in which they are placed. Shelby Street will benefit from a combination of taller, 20 foot posts, for auto traffic, combined with smaller, 9-12-foot posts along sidewalks. Spacing for the taller posts will be best between 100 to 120 feet. Shorter lamp posts should be spaced between 50 to 60 feet.

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Figure 17 Various lamp post options from Indianapolis and other cities.

[1] Large street lamp post in Chicago’s Greektown [2] Lamp posts lining the Indianapolis Canal Walk [3] Lamp posts at the Garfield Park Conservatory in Chicago [4] Lamp posts at the Garfield Park Sunken Garden in Indianapolis [5] Lamp post with banner and hanging planters in San Diego

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Lighting

Wall Lighting

Wall lighting is as effective as street lighting and can be implemented at lower costs. Wall lighting should be considered to: brighten paths along buildings, accentuate buildings, and display signage and storefronts. Wall lighting should be placed on either side of a doorway to a storefront, and on corners when possible.

Bollards

Bollard lighting is lighting in vertical structures from 3 to 4 feet in height which helps to define edges of paths and walkways.

Use bollard lighting systems which have a recessed bulb or a protected casing around the bulb so that they are not frequently damaged. Bollard lighting should be considered around the many pedestrian walkways through the park and could unite pathways from the park to the sidewalk along Shelby Street.

Figure 19 Multiple bollard options with protected bulbs.

Figure 18 A Parisian style lantern suspended from a wall mount.

Accent Lighting

Accent lighting works to accentuate features of a building to the street. This is often done by up lighting along primary walls, but can also include a variety of landscape lighting, and down lighting to display features such as awnings and signage.

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Figure 20 Rope lights detailing roof edges in Nevada City, Nevada.

Party (String) Lights and Rope Lights

Lighting has the special ability to make a place memorable. Party lighting (sometimes called string lighting) and rope lighting is one of the easiest and more versatile lighting styles to quickly illuminate a street. Party lights are great ways to accent walkways, making the space underneath the lighting a little bit magical.

Rope lights are effective ways to detail the form of a building and can be placed around the roof lines and columns of structures.

These lighting styles allow urban areas to provide uses at all hours and are a cheap solution to entice more liveliness into a block.

Figure 21 Christmas lighting in Savannah, Georgia.

Figure 22 String lights over Chapel Street in Butcher Hill Baltimore

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Lighting

Placement and Patterns

A combination of short lamp posts, tall lamp posts, and street trees should accompany each of the developed blocks throughout Shelby Street. Small lamp posts create personable lighting to accentuate storefronts and create safe, ambient lighting as people walk through a block. Large, overhanging lights provide safety so that cars, cyclists, and bicycles are highly visible as they drive throughout the neighborhood. Finally, street trees in between provide a balance of lighting and greenery. The appropriate distance for this patterning will be roughly 20’ for each respective component. Taller lamp posts should be given priority at corners so that intersections are highly visible. Placement should match architectural features of the building such as aligning with structural columns. Wall mounted lanterns can then be added as needed on either side of a storefront entry or on building corners.

Triple Globe Mounted Triple Globe Mounted

Figure 23 Small street lamp placement, street trees, and road lamps mixed at roughly 20’ spacing between each.

Pedestrian Lamp Post Between 6-9 feet tall and should be a personable style

Street Trees

Selected trees between 12 to 22 feet in height.

Trees should create a canopy of 7 feet or remain linear in nature.

Pedestrian Lamp PostPost Transit Lamp Between 20 Between to 22 feet 6-9 in feet tall and should be a height, and should personable provide safety for travel style in the street.

Street Trees

Selected trees between 12 to 22 feet in height.

Trees should create a canopy of 7 feet or remain linear in nature.

Transit Lamp Post

Between 20 to 22 feet in height, and should provide safety for travel in the street.

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Lighting Typologies 1.

Classical Mounted

2.

Globe Mounted

3.

Double Classical Mounted

4.

Double Hanging Globe

5.

Triple Classical Mounted

6.

Triple Globe Mounted

7.

Classical Mounted w/ Banner

8.

Classical Mounted w/ Banner and Hanging Basket

9.

Accent Up/Down Lighting

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10. Accent Up Lighting 11.

Accent Gooseneck

12. Street Overhang Double 13. Street Overhang Single 14. Street Overhang w/ Banner 15. Street Overhang w/ Double Banner 16. Wall Mounted Classical 17. Bracket Suspended Classical 18. Cove Ceiling Lighting 19. Bollard w/ Protected Casing 20. Architectural Bollard w/ Covered Bulb 21. Classical Lantern on Masonry and Landscape Features 22. Classical Lantern on Pole

Figure 24 Comprehensive lighting guide options for the Shelby Street corridor.

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Lighting

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10

15

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Public Art Public art is what makes neighborhoods memorable. People make connections and have interactions with other people and the built environment around the spaces in which public art exists. Garfield Park has already made good progress establishing itself as an arts district with help from Big Car and the Garfield Park Arts Center. The following are a few guidelines for new public art implemented around Shelby Street.

Murals

A gateway mural currently sits at the entry to Garfield Park nearby Raymond Street and this has been an effective means of branding the district. Future murals could be spaced throughout Garfield Park along Shelby Street to unite a theme of murals. Murals should feature historical characters of the Garfield Park region or could abstractly remember some of its rich history, such as the importance of the street car line in the neighborhood. A gateway mural to the south could re-embrace the mural to the north and creative a noticeable entry.

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3 Figure 25 Murals from Indianapolis and Pittsburgh. Top left is Kurt Vonnegut on Mass Ave, upper right features the rich jazz history of Indiana Ave, and the bottom image is an inspirational graphic in downtown Pittsburgh.

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Public Art

Sculptures

Sculptures can be introduced along Shelby Street at selected locations. Sculptures tell stories and reflect the creative spirit of those living in the neighborhood. Sculptures tell a story of the history of a place, both the good and bad. Currently, Garfield Park contains two statues: The Confederate Soldiers and Sailors Monument and the statue of Major General Henry W Lawton. New sculptures will work as focal points in development along Shelby Street and should be positioned to create courtyards and plazas (see Figure 18 and Figure 22).

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Figure 26 [1] Looking Through Windows by Michael Kuschnir on Indiana Ave [2] Large Arch by Henry Moore in Columbus, IN [3] Sundial at Crown Hill Cemetery in Indianapolis

Installations

Installations can be both long term and short-term structures. Installation art is great for placemaking and during seasonal festivities and events. Optimize sidewalk corners and locations where more people will be able to see and interact with the art. Every installation should be interactive to some degree, whether people are walking underneath it, or sitting, climbing, or touching it. Installations are best when they are photo-worthy destinations. A great example of this is the I-Indy signs seen around town (see Figure 20). These are an Instagram favored locations and photos of people interacting with the art can be found all over the internet.

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2 Figure 27 [1] I-Indy sign, photo by Visit Indy [2] Brick Head 3 by James Tyler [3] Bent house in Broad Ripple

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Street Painting

Street painting is as much of an art as it is a traffic calming device. Intersections in Indianapolis are notoriously lacking visible paint lines. This makes roads more dangerous in a handful of ways. Vehicles often do not know the location they should stop before a crosswalk; bike lanes become a blur between vehicular lanes, and cars can’t always see where the lane ends and where on street parking begins. An easy way to mitigate some of this risk is through the use of street painting. Street painting is a cognitive way to engage drivers along a road. They are more likely to drive slower. This also is a great way to get vehicles to take a notice to where they are at in relation to the neighborhood. Tips on road design include: paint with vibrant colors to ensure visibility, paint with patterns and colors that work together to create a moire effect and avoid too much text as to not be too distracting from the road.

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2 Figure 28 Crosswalks can be celebrated moments of art. These abstract concepts make crossing the road more memorable and provide bright visibility for cars.

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Public Art

1 Mural on Building Corner

Large Installation

3 Painted Intersections

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4 Placement of Public Art within New Developments Along Shelby Street

Figure 29 A guide for the four primary forms of art to be placed around Garfield Park.

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Streetscape Streetscaping refers to the placement of amenities throughout a street. Streetscaping is similar to placing pictures and trim in a house to give it that “finished” feel. Streetscapes include elements of trees, seating, outdoor dining, planters, and bicycle parking.

Street Trees

Street trees make the difference between a street being nice and being comfortable. Trees give the eye the perception of being back in nature. Greenery in an urban setting with asphalt, concrete, brick, and other hard materials makes the city feel a little softer.

Acceptable trees for the street include: ginkgo, thornless honeylocust, and London planetree1. Tree placement will be every 25 to 30 feet and will work in conjunction with street lamp placement as shown on Figure 16. Avoid trees with a low canopy or trees that cover building frontages excessively.

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Indiana’s Street Tree Distribution, 2009.

Figure 31 Appropriately sized street trees and walkways along similar corridors.

Figure 30 Appropriately sized street trees and walkways along similar corridors.

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Streetscape

Seating

Seating holds no true requirements, except for that it has to be designed for the neighborhood. Seating should reflect the style of Garfield Park and should not simply be selected from a catalog. Avoid street seating that is ultra-modern as to not be outlandish.

There are simple rules to follow to achieve better use of outdoor seating in public environments. In William Whyte’s video “The Social Life of Small Urban Spaces”, he identified that furniture is more likely to be used when it is movable1. There is no great explanation for this, but the idea suggests that people like to have customization of seating in public spaces. Priority seating should be given to café chairs, movable benches, and other maneuverable arrangements along Shelby Street. Bolting furniture to the ground should be avoided; instead heaver seating can be used if security is a concern.

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The Social Life of Small Urban Spaces, 1980.

Figure 32 Movable furniture which can be customized for various social engagements.

Figure 33 An evening view of Carnegie Mellon University’s Legacy Plaza.

Figure 34 A bench overlooking the sunken garden in Garfield Park.

Figure 35 Dining table setup inside of the Garfield Park Conservatory used for events and catering.

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Outdoor Dining

Outdoor dining is the chance for people to come together in a space and share an experience together. These experiences can foster friendships, better community, and active street engagement which leads to more emotional connection to a place.

Sidewalk cafes and outdoor dining options are wonderful options when sidewalks have appropriate setbacks (see Figures 7).

Avoid placing bulky fences around cafes and making navigation difficult for those outside the fence. Cafes can exist fine without harsh borders walls to keep others out. Spaces between buildings, and buildings with at least an 8 feet setback will be appropriate for outdoor dining.

Figure 36 Movable table and chairs sitting along a building setback separated from the sidewalk.

Figure 37 An evening scene of a dynamic food court which can create a great connection to other people and a neighborhood.

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Planters

New planters will allow the greenery of Garfield Park to be brought to Shelby Street, uniting the two areas into a more cohesive district. Planters vary in sizes and styles greatly. Planters include fixed-raised, fixed-sub grade, movable, and vertical. A good practice would be to first implement trees and greenery in movable planters, so they can easily be moved if a tenant moves out or new buildings are placed in ways that don’t fit well with the trees. After five years or so when developments have made their mark along Shelby Street, the network can then implement a fixed or sub-grade system of planters throughout. Vertical planters and hanging baskets can be placed around the corridor organically to cover facades which are unused or underutilized.

Refer to Figure 27 for some good examples that would fit well along Shelby Street.

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Figure 38 [1] movable planter [2] fixed-raised planter [3] fixed below-grade [4] vertical planters

Streetscape

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Bicycle Parking

Garfield Park is highly accessible by cyclists thanks to both the Shelby Street dedicated lanes from Fountain Square along with the Pleasant Run Trail. The more cyclists using the roads, the less crowded roads are for vehicles. One of the easiest ways to promote more cycling throughout Shelby Street will be to implement quality bicycle parking. Bicycle parking should be placed near entrances to buildings. Bicycles take up very little space in relation to on street parking and can be effective ways to increase customer flow without the need of many parking lots. Garfield Park should consider developing its own branded bicycle parking which could display the parks logo or other branding elements.

Columbus, Indiana did a good job of this in their downtown (#4 of Figure 28).

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4 Figure 39

[1] Bicycle parking by Nine on Canal [2] Squared parking unit [3] Parking platform over a corner space in Fountain Square [4] Concept bike parking with Garfield Park brand.

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Conclusion With the future help of the Red Line BRT, the Shelby Street corridor will become an increasingly optimistic street for development. By implementing these styles of design, Shelby Street will become a great urban district which will unite University Heights and Garfield Park to Fountain Square and the rest of downtown. Garfield Park is well on its way to becoming one of Indy’s next best neighborhoods, and these beautification and community style guides will steer the corridor into being a model corridor for transit-oriented development and neighborhood identity.

Sources 1. Department of Natural Resources. 2009. Indiana’s Street Tree Species Distribution. Indianapolis: Indiana Department of Natural Resources. Accessed July 11, 2018. in.gov/dnr/forestry/files/fo-SpeciesDistribution.pdf.

6. Kevin M. Leyden, PhD. 2011. “Social Capital and the Built Environment: The Importance of Walkable Neighborhoods.” American Journal of Public Health (AJPH).

2. Freeland, Sharon Butsch. 2013. “HI Mailbag: The Garfield Park Area.” Historic Indianapolis. July 23.

Accessed May 29, 2018. historicindianapolis.com/ hi-mailbag-the-garfield-park-area/.

7. National Park Service. n.d. “George Edward Kessler and the Park System.” NPS.gov. Accessed July 3, 2018. nps.gov/nr/ travel/indianapolis/kessleressay.htm.

3. Garfield Park Neighbors Association. n.d. “Indy’s Oldest Park.” Garfield Park Neighbors. Accessed July 3, 2018. garfieldparkneighbors.com/history/.

4. Hillman, Meghan. n.d. “Interurbans: The Golden Age of Indy Mass Transit.” Discover Indiana. Accessed June 6, 2018. indyhist.iupui.edu/items/show/36.

5. Institute for Transportation & Development Policy. n.d. “What is BRT?” ITDP.org. Accessed July 3, 2018. itdp.org/library/standards-and-guides/ the-bus-rapid-transit-standard/what-is-brt/.

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8. Pan, Yuqing. 2017. “Top 10 Cities Where Downtown is Making a Comeback.” Realtor.com. March 20.

Accessed July 3, 2018. realtor.com/news/trends/ top-10-downtowns-that-have-made-a-comeback/.

9. Redwood City. 2011. “Downtown Precise Plan.” City Plan, Redwood City.

10. Social Explorer. 1950. Population. Indianapolis.

11. 1980. The Social Life of Small Urban Spaces. Directed by William H. Whyte

References

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Shelby Street Beautification and Community Style Guide