Vision Study for the Redevelopment of the Riverfront in Kansas City, Kansas pt. 2

THE KANSAS RIVER

RIVER ANALYSIS As one of the largest physical elements within the site scope, the Kansas River forms the collective backbone of the entire site area and helps link together the different nodes of the project. While the river is one of the main contributing factors to the major disconnections in the site, it also has the potential to become a strong unifier throughout the area. Currently, the characteristics of the river itself vary greatly from place to place. The studio‘s analysis of the river helped identify these differing characteristics, noting important elements

such as open green space, population density, and traffic volume. In the assembly of the diagram below, the studio recognized that most areas along the river required widely different design interventions, as each area possessed a unique set of issues that needed to be addressed. Along with these characteristics, the physical and visual connections along the river stretch were also incorporated into the analysis. The adjacent maps and sections helped identify areas in need of densification and improvement.

Visual Extensions

Physical Extensions

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River Basin Reservoir Tributary Dam Site Scope

KANSAS RIVER BASIN Like most major rivers in the central United States, the Kansas River is fed by a large number of tributaries, or smaller bodies of water like streams and creeks that drain into the main river. When the Kansas River reaches the site area in Kansas City, it receives water

from nearly every part of northern Kansas, as well as some from Colorado and Nebraska. The scale of the river basin means that anything occurring upstream, such as pollution or agricultural runoff, will eventually make its way to the site area.

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High Flow Speed

Levee Wall

Low Flow Speed

Levee Berm

Central Industrial District 11 ft Barrier

Armourdale 10 ft Barrier

Flow Speed

Structures

Levee System

Shallow Riverbed

Areas of Opportunity Outfalls Levee Floodwalls

River Barriers

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River Depth

RIVER HYDROLOGY One of the most interesting physical attributes of the Kansas River is the amount of water level fluctuation that occurs throughout the year. Depending on the month, the river can range between 5 to 10 feet up to 40 feet high. This great fluctuation often depends on the amount of snow and rain received upriver in Kansas.

Another unique attribute of the river is the hydrology or flow speed. The Kansas River has a very slow and even flow speed, especially when compared to the fast, often dangerous pace of the Missouri. This makes the Kansas

River very well suited for recreational activities such as boating and swimming. Unfortunately, a number of obstacles, both physical and environmental, prevent people from utilizing the river. First, the extensive levee system, although very necessary for flood mitigation, blocks most access to the water. Secondly, a number of sewage outfalls pollute the water, contaminating the entire river stretch and making it unhealthy to be in the river.

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Available Green Space High Tree Canopy

Population Density

Minority Population

Kaw Point

I-70

High

Level of Poverty High

West of River

Industrial/No Residential

Low

Kaw Point

High

I-70

James Street

Central Ave

I-670

Kansas Ave

7th Street

East of River

12th Street

Adjacent Demographics

James Street

Central Ave

7th Street

Kansas Ave

Outfalls

I-670

Low

East of River

12th Street

Environmental Health

West of River

Local Traffic Continuous Urban Fabric

High

West of River

Low

Kaw Point

High

I-70

James Street

Central Ave

I-670

Kansas Ave

7th Street

East of River

12th Street

Adjacent Development and Traffic

New Development

RIVER RELATIONSHIPS The diagram above breaks down each important area within the studio’s site scope and examines the relationships between elements such as environmental health, demographics, and development and traffic.

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The relationships and overlapping issues revealed in this study identified the areas where design intervention would be most appropriate to solving these problems.

RIVER CONCEPT

Zones Existing Connections

Links

Zones vs. Links

Existing Connections

Public Realm

Public Realm

Loop Connections

Loop Connections

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Existing Pedestrian Trails and Pathways

River Stretch

River Loop Connections

Existing Trail

Existing Bridges

Trail Crossings

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Pedestrian Trails and Pathways

Complete Trail System

KCK Views KCMO Views

Complete Trail System with Viewsheds

The entirety of the river concept centers around linking the four nodes together via a large pedestrian trail system. The studio’s design of this trail system establishes the river as a cohesive, unified whole, utilizing the existing levee service roads and adding multiple river

crossings to create different ways to experience the river edge. This new trail system will physically connect people to the river while also providing stopping points with views to downtown KCK and KCMO, helping to visually connect people to their surrounding context.

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RETHINKING THE RIVER

Edge Development

Edge Conditions

Riverfront Development

Green Space Programming

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Hard Edge Natural Edge Soft Edge River Cleaning System Green Space Programming Proposed Development

In order to establish a unified trail system and cohesive river stretch, the development of the river edge was given careful consideration. Protecting the natural environment along the river was of the utmost importance, so the river edge was programmed to be a soft or natural edge in most areas except where there

is development on both sides of the river. River cleaning elements and added green space also assist with the improvement of the natural realm along the river, creating a balance between the environment and the public realm.

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RIVER EDGE CONDITIONS As the studio studied the design of the public realm along the river and how the levee could be rethought as a more habitable, human-friendly space, a series of edge typologies were developed to help organize 78

the riverfront spaces. On the opposing levee side, housing developments help connect residents to the river itself. The levee embankment area possesses great opportunities to add public realm spaces. The levee

slope takes advantage of the natural topography to form interaction points and gathering spaces adjacent to the water. The flood zone is envisioned as a flexible space that can be used at different water levels. Finally,

the river edge itself is where direct river access and water cleaning technologies can take place, creating a cleaner and safer environment for the general public to utilize.

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Kaw Point / I-70 Goal: Increase public realm and water retention devices

Central Avenue Goal: Densify land off James Street and create connection to and across river from KCK and KCMO

Kansas Avenue Goal: Create an industrial/public realm interface and connect Armourdale to the river

7th Street/Armourdale Goal: Add water treatment/public realm opportunity to connect Armourdale core to river Public Realm Green Infrastructure Infill/Development

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NORTH AREA

NORTH KANSAS RIVER

Kaw Point

Downtown KCK

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Pedestrian Flow Connectors Increased Density Public Realm Park Space

OVERALL CONCEPT The overall concept for the North section of the Kansas River centers around the idea of connecting the surrounding site to the Kansas River. By establishing a strong pedestrian flow (noted in yellow) throughout the entire area in a continuous loop, the various design concepts along the river itself would have greater utilization. In terms of connectivity to the surrounding

area, the red symbolizes main paths of travel to the river’s edge. The points where these main paths touch the river began to influence where larger design moves could take place in the overall vision plan. Lastly, a strategic method of development and a natural public realm began to arise based on the previous studies of potential spaces.

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TRAILS

Kaw Point

Downtown KCK

Create ADA pedestrian and bike friendly path that links river interaction zones

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Pedestrian Flow Public Realm

TRAIL CONCEPT The first objective in the concept for the north section of the river involves connectivity. Due to the drastic changes in elevation, along with the division of the river itself, the site is currently unconnected and inaccessible.

By creating a continuous ADA accessible trail, better pedestrian connection to the river and the surrounding site can be achieved. This proposed improvement

also helped establish the studio’s idea for future river interaction zones and their connection to the larger river area. These river interaction zones (noted in green) can be accessed not only by the surrounding neighborhoods but also by other users of the overall river trail loop. This enhanced connection increases use and also spurs future possibilities of river development.

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Heritage Trail Bridge

Abandoned Railroad Bridge

Central Ave Bridge

Existing Conditions

Existing Bridges

Levee System

Proposed Trail

TRAIL SYSTEM After the concept of trail connectivity was established, the studio moved into feasibility studies. To make this continuous loop feasible, several conditions and challenges needed to be studied. Factors of topography, bridges, and levee began to inform how a trail can be thought of in this area of the site. Starting with the river, the studio utilized three existing bridges: the Heritage

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trail bridge (under I-70), the abandoned rail bridge in CID, and the existing Central Avenue bridge. Next, the team utilized the levee as a key navigational element that leads one around the site. Lastly, the existing rail infrastructure formed a disruptive cut through the site, causing the trail to bridge over the rail in one location, and sneak under it in another.

Underpass Park

St. John’s Park Strawberry Hill

Kaw Point

Floodable Park

West Bank

East Bank

Pedestrian Trail Park Space

Kaw Point

Heritage Bridge

Central Ave Bridge

Strawberry Hill

Kaw Point

850 825 800 775 750 725 700 0mi

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PORTS

As the studio began to think about the interconnected trail loop and river interaction points, a system of trail enclosures followed. PORTS, which stands for pavilion, observation, recreation, and tower system, gives trail users places to pause along the river trail. This modular system uses the same language of interchangeable parts as a basis to create viewing towers, picnic enclosures, and a variety of other trail components. The team also devised a color system based on the Kansas City, Kansas color scheme that corresponds to the site that each PORT is located in.

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Degrees of Enclosure

Pedestrian bridge over I-70 and railroad Lookout point 98’ above river average

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RIVER INTERACTION ZONES As the team studied the other river interaction zones at Strawberry Hill, Floodable Park, and the Central Ave River Loop, each was evaluated conceptually, and an important question was asked: how do these areas affect the trail system and greater area as a whole? Each area’s vision plan then stemmed from unique qualities in that zone. In Strawberry Hill, ramps and bridges were used to highlight that region’s unique elevation.

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In the Floodable Park, the flooding and water heights were highlighted with a system of walkways and trails that changed at differing water heights. Lastly, at the Central Avenue River Loop, a double sided river interaction zone utilizing the existing central avenue bridge was developed that focused on higher public use and activity.

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“The Kansas River is a place that houses countless opportunities for the area around it and sits as a catalyst waiting to be awakened. The question that we as designers must tackle is how. How do you design in a way that is timeless, and causes the river to sit in the city as the Kansas River and not just any other river. The answer lies in designing from the river and not against it.”

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I-70 UNDERPASS

Kaw Point

Downtown KCK

Serve as public realm interface between connectors tying into area and bringing the city to the river

Create connection to Downtown KCK

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Increased Density Public Realm Park Space

AREA CONCEPT Following the design of the overall trail system, the team began to think about individual parts and pieces in the north area as a whole. The first of these studies is an area we call underpass park. This is located at the upper portion of the site adjacent to the entrance to downtown Kansas City, Kansas and I-70. This piece of the site is not only dealing with the underpass, but also aims to strengthen the edge of Downtown KCK, link existing connectors into the area, and serve as water retention for the surrounding site.

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Linking Disconnected Parks

Traffic Restrictions

Rerouting Existing Traffic

AREA ANALYSIS One of the main issues that stood out to the studio in this location is the loss of public realm space due to heavy traffic flow north and south of the area. Even though there are existing green spaces and even a pre-established park in the northern portion, they are not utilized due to the poor nature of the spaces.

As the team studied these issues, several opportunities arose. First, the studio noticed the large potential of the green area under the overpass and it’s opportunity to be used in the future. Next, it was revealed that there was also the potential to connect this space and the existing park (St. John’s Park) to create a larger, interconnected public realm that formed a better “border” to Kansas City, Kansas and the Strawberry Hill area. This vision started to inform how the team thought about traffic rerouting and linkage to create a concept for a larger public realm vision.

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Proposed Continuous Public Realm

Fairfax Trafficway 11,765 Cars Per Day State Avenue 2,950 Cars Per Day Minnesota Avenue 5,545 Cars Per Day

James Street 4,450 Cars Per Day

Greatest Traffic Speed

Central Avenue 3,285 Cars Per Day

Medium Traffic Speed Slowest Traffic Speed

James Street to Central Avenue 2,675 Cars Per Day

Central Avenue 7,205 Cars Per Day

Existing Urban Edge

7th Street 10,800 Cars Per Day

Existing Overhead Movement

Existing Ground Movement

Existing Unused Parks and Green Space

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I-70 UNDERPASS

Existing Urban Edge

Next, the studio began to analyze how a public realm design in this area would interact with the border of downtown Kansas City, Kansas. Along with rerouting traffic, a “gateway” building was proposed to intertwine community use and activity with the new public realm under I-70. This new public realm could then be thought of in terms of how it related to the existing St. John’s Park. An interesting correlation between these new and proposed spaces was the juxtaposition of “over” and “under.”

Development Opportunity

Final Spatial Mold Analysis Proposed Development

Font Facade of Highway Infrastructure First Spatial Mold Analysis

Second Spatial Mold Analysis

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Underside of Highway Infrastructure

Space of Interest Roadway Disconnection

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WATERSHEDS As the team studied these issues, several opportunities arose. First, the studio noticed the large potential of the green area under the overpass and it’s opportunity to be used in the future. Next, it was revealed that there was also the potential to connect this space and the existing park (St. John’s Park) to create a larger, interconnected public realm that formed a better “border” to Kansas City, Kansas and the Strawberry Hill area. This vision started to inform how the team thought about traffic rerouting and linkage to create a concept for a larger public realm vision.

Wetlands - Orientation of Watersheds

Wetlands Connected to Overhead Infrastructure

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Wetlands Connected to Existing Storm Network

Impervious Land from the Bluff

Watershed vs. Impervious Surface

Watershed vs. Storm Network

Storm Network vs. Highway Infrastructure Impervious Surface

Highway Infrastructure

Removal of Impervious Surfaces

Storm Network

Watershed

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SHADOW STUDY Now that the overall concept and watershed issues had been addressed, the design for the site moved forward into studies about habitable public realm opportunities. One of the major opportunities in this area had already been identified as the varying spaces created underneath the overhead planes. Another effect created by these planes was light quality. As the sun was studied moving over the area during summer and winter months, overlapping areas of light and shadow were apparent. The team began to think about the overhead planes of the interstate and how

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they could shape public realm design in this area. First, what spots of overlap could inform larger areas of gathering? Second, how could movement across these planes of space be routed so that experience changed drastically based on where the pedestrian was in the area? These factors cause the public realm design to become intrinsically connected to the site, environment, and existing structures around it. This gives the area a unique character and causes the public realm to have greater meaning and effect.

Winter Light

Summer Shade

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CONNECTING THE THREE PRIMARY NODES Given the areas of overlapping summer and winter light, along with the knowledge of where the overhead planes were occurring, zones and a common path between them were established. The larger purple zones were strategically placed according to the overlap of large areas of light, as well as proximity to important spots in the area like main trail connection and site borders.

The path then serves to create a connection between these zones, while taking advantage of varying heights made by overhead planes. This gives the traveler an experience that highlights different spatial qualities, as well as differing regions of light and shadow that play across the path. These zones and paths together began to form the basis of public realm thinking.

Three Primary Nodes

Connecting Entry Plaza, Amphitheater, and Gateway Center

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Amphitheater and Kansas River Overlook

Influence of Overhead Plane

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Pedestrian Travel Highway (Above) Designed Public Realm Premium Summer Shade Premium Winter Light Overlap of Light + Shadow Designed Trail Expansions

PUBLIC PATHWAY EXPANSION From the conceptual basis of zones and connection, the team brought back the studies of light, shadow, and planes to begin to think about smaller spaces along the path of connection. These spaces were shaped by the overlap between summer shade and winter light as spots along the trail that could be flex spaces or stopping points in the large public realm design.

The stopping points take advantage of qualities like light and shadow that make a space desirable, while 110

also considering proximity to green infrastructure, the presence of support columns for the road above, and sightlines to and from other spaces in the design scheme. These qualities inform possible uses for the flex “pods’’ as well as how they are shaped and inhabited.

The design of these pods concludes the major concept for the space and adds a finishing touch to an area that is designed according to its surrounding environment.

Public Pathway Expansion

Natural Forms vs. Geometric Forms

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MASTER PLAN In conclusion to the concept for the underpass area, the team began to visualize a future plan for both St. John’s park, the gateway building, underpass park, and the connection between them that provided an understanding of what an underpass area can be, as well as what methods Kansas City, Kansas could utilize around this site. The completed public realm design 112

highlights unique qualities of the underpass area of I-70, connects the existing Riverfront Heritage Trail, and provides better interaction between downtown Kansas City, Kansas and the Kansas River. It also allows for better flow of city traffic, accommodation of water run off, and community activity spaces tailored to user’s needs in the surrounding area.

AMPHITHEATER The experiential amphitheater space lies near the northern border of the site and aims to dampen noise from the interstate above, and act as an educational opportunity with signage detailing the green infrastructure system of underpass park. While providing an educational component, the system also draws and stores water runoff due to the site’s minimal slope, highlighting the amphitheater’s function as working landscape. Lastly, the large illuminated canopy serves to light the space and functions as a way-finding element for the park, its occupants, and the drivers above.

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Important Zone at Northern Edge

Framing Park at Northern Edge

Large Pocket within Infrastructure

Available Light within Space

Connection to Public Realm

Green Infrastructure and Amphitheater

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“The urban river can be thought of as a singular, multi-use piece of public realm infrastructure that shapes and activates the city around it. Factors like urbanization and environmental issues now become opportunities that are addressed side by side through the public realm on the water’s edge. The river’s natural aspects like flooding and geography turn from issues the city moves away from to placemaking opportunities that give a city place.”

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Overlook Plan

KANSAS RIVER OVERLOOK The next major space is the overlook. This point in the site allows views to the Kansas River below, and also frames the eastern border of the public realm. Since this space is also viewed from all other points in underpass park, it acts as a “static stage” to the area and could serve as a place for temporary art installations and performances. The natural slope of the topography down to this point automatically leads viewer’s eyes to the overlook and the framed view of the river beyond.

This space along with the amphitheater give a place for active and static stages in the park, highlighting informal and formal gatherings by the community.

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Overlook Viewsheds

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1. VIEW 2. CLIMB 3. GATHER 4. SWEAT 5. PLAY + GATHER 6. PLAY

PUBLIC SPACE SERIES Lastly, focus was shifted towards the individual flex pods along the path and the opportunities for differing uses. As the team studied the qualities of each area, attention was given to where overlap of winter light and summer shade was occurring, what spatial quality the 120

area had, and where it’s proximity was to larger zones in the overall scheme. This set the stage for the studio to envision what these pods could become based on the unique qualities each one had a chance to highlight.

Overlook Plaza

Open to sky

Heritage Bike Trail under old I-70

VIEW

Directly off the primary access of travel potential to connect

With the VIEW space, an occupiable viewing tower and seating was placed where summer shade and winter light overlapped. The seating was also oriented to accommodate views to the overlook plaza in the background. The viewing tower function also correlated

directly to adjacency to the riverfront heritage trail, and open space between the overhead planes above.

The tower could serve to break viewers through the overhead planes, as well as offer organic signage to drivers above that a public realm space lies below.

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Overlook Plaza

Entry Plaza

Heritage trail primary access

PLAY In the PLAY pod, users can enter directly from the main trail to a space that fosters discovery and younger age themed exercise. Seating for the parents is based on spots in the shade, while play areas are in spots that have access to year round light. The higher ceilings 122

and multiple columns here as well allow an exploratory structure that winds throughout its environment. This space is also oriented so that parents can see the entry plaza and overlook plaza. It also allows children to be supervised easily from multiple areas of the site.

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“…the public realm of the river must be reimagined in a way that addresses the environmental and urbanization effects of the past.

Design thinking needs to create spaces of not only usable public realm to reformat urbanization and bring activity, but also sustainable public realm that mitigates environmental impacts in the river as a whole.”

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PEDESTRIAN TRAIL DETAILS As the vision for the underpass park comes to its conclusion, several details can be imagined that tie into the existing uses. The team began to visualize how drainage from the interstate could be achieved and how it tied into the working landscape. Also, detailing of the “pods” and their seating was visualized to better understand how seating could orient each space in a certain direction. Lastly, the pod spaces were visualized with how each one interacted with the green infrastructure and the elevated trail.

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CID / James Street

Pedestrian Flow Connectors

Kaw Point Downtown KCK

Increased Density Public Realm Park Space

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Connect Central Ave as a pedestrian pathway to the river and new development

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AREA CONCEPT For the CID concept, the studio wanted to use the existing Central Avenue Bridge to establish a connection between KCK and KCMO and re-center the urban area away from its current underutilized industrial position on the water’s edge. This linkage is also situated along a path of existing developments on both banks and has the opportunity to serve as a

missing link that brings urban activity to the river. This area of the river is largely vacant and possesses many existing opportunities like the underside of the Central Avenue Bridge and the green space in front of the levee.

Heavy industrial usage and physical infrastructural barriers have turned this site away from the river and caused it to become a gap in the urban fabric of the

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James Street Development Central Avenue Development

West Bottoms Development KCMO Development

surrounding city. The first priority in the design was to examine how we can further improve the pedestrian connection to the river. This started with reimagining the Central Avenue Bridge as a major connector which can help restore the original urban connection that was lost 130

Pedestrian Flow

Public Realm

Connectors

Park Space

Increased Density

Surrounding Development

due to the industrial takeover of the waterfront. Further focus on redesigning the pedestrian link is also a good way to connect people to local events that take place along the river, such as the current Dia de los Muertos Parade.

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CENTRAL AVENUE BRIDGE The studio set out to address the pedestrian access under Central Avenue and the two pinch points that exist there currently. The bridge ends at an abrupt point going right into James Street. Unfortunately, the underside of the bridge is mainly used by semi trucks

and is not pedestrian friendly. However, the studio’s proposed reroute would remove these negative factors and move industrial traffic away from the underside of the bridge and bring the off ramp of Central Avenue right into the south end of the design scheme.

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Floodable Area Lack of Access Topography Barrier Highway Barrier Brownfields Outfalls Rail Barrier Levee Floodwall

WEST BANK Now looking into the West Bank, the group wanted to use the existing vacant low land as a green infrastructure opportunity that could be paired with recreational use that the area is currently lacking. This area is prone to flooding because of its topography and is heavily separated from KCK by rail traffic. With the redesign on the Central Avenue Bridge, we seek to reconnect a site that has been disconnected by infrastructure and topography. Additionally, there is potential for green infrastructure to manage water runoff and flooding.

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Topography Extrusion

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Levee Berm Study

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West Bank Campsite Sections

Because of the land constraint feasibility of this area, a recreational public park could be developed to complement river usage in this section of land. The studio first studied the site in section to understand its relationship to the context. The idea was to separate the site from the rail by infill. In order to do so, the

group had to understand how the topography could be shaped to visually and physically separate the area from the infrastructure near the site. Starting with the current condition of the topography on the site, infill was added to the area in order to create a physical barrier from the rail.

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WATER RETENTION The design of the site is purposefully shaped to direct water runoff to retention ponds for collection and cleaning while also creating terraces that have intimate green space for activities. By using a terracing strategy, the water retention can reside on gradually terraced land and be cleaned as it moves to the main pond at the bottom. A pedestrian walkway is integrated with

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the wet terraces, connecting to recreational courts that are placed above the water retention pond. Ascending higher on the infilled land there are semi-public green spaces that can serve as places for outside activity and provide views towards the river and developments along it.

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“Instead of viewing [riverfront cleaning] as a disadvantage or space that must be completely inaccessible, we can reframe our ideas [and] use these spaces as smaller public realm opportunities that employ the natural environment as the program itself and allow the visitor to be completely engrossed in the nature of the river around them.”

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“BOATVANA” On the West Bank, attention is called to the development by capitalizing on the view sheds from the surrounding highways and newly created trail loop. First, the group started with the base condition of the levee wall, then introduced a massing that abuts directly up to the wall, creating breakthrough points within the massing. Then, a vertical element is introduced. The studio referred 140

to this tower as “Boatvana,” as it would serve as storage for Kayaks and dinghies while also serving as a rock climbing wall. The boatvana is situated close in proximity to the highway, allowing the structure to function as a billboard, creating a visual connection between passersby and the west bank development.

The west bank as a whole is influenced by a desire to connect to the Central Avenue Bridge, the need for water retention, and a recreational area that connects directly to the river that is currently lacking in the core of KCK. With this new development, the West Bank becomes a focal point that encloses the new Central Avenue experience across the river. The highway above and the river below helps make the space dynamic and unique to the area, providing a large area of usable public realm.

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The West Bank facilitates pedestrian use of Central Avenue by bringing recreational functions to the river and making use of unused industrial land.

The ‘Boatvana’ acts as a billboard to the stretches of highway above, while also acting as storage for major recreational uses such as kayaking and boating.

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CENTRAL AVENUE RIVERFRONT With integrated river platforms and a kayak launch that allows for river access no matter the water height, the West Bank of the river is designed for recreational use, while the East Bank has a larger promenade and public pool directly on the river that provides a large area for public use. Overall, the Central Avenue river loop weaves these two sides into one cohesive whole that connects to the river and the surrounding area of KCK and KCMO. When the river loop is activated with amenities and public spaces, the connection of both sides of the river can be fully achieved.

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Kaw Point Downtown KCK

Create an urban edge on James Street

Jam es

Remediate pollution on brownfield for future development

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JAMES STREET In the proposed design of the area west of James Street, the studio attempted to bring residential and retail uses to the area. This area falls directly in the middle of other nearby developments, which would be an ideal context to consider for redevelopment since it is a direct link between both sides of the river and can be a space for the two sides of Kansas City to come together. Overall, the group focused more heavily on establishing new development in the area in order to create an urban edge along James Street and the river, while also remediating the brownfield on site and connecting the area to other nearby developments.

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Use connectors of 9th Street and Central Avenue to connect area to other developments nearby

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1. Traffic Routes

2. Connection to KCMO and KCK

3. Zoning

7. Inhabitable Riverfront

8. Brownfield Issue

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4. Feasibility Based On Land Use

5. River As A Catalyst

10. Proposed Parcel Acquisition

11. Connection

6. Inward Focus

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SITE BUILDUP The overall concept for CID is to use James Street and Central Avenue as major connections into the newly activated area. The proposed three zones allow a community of residents to live and work here, along with mixed use retail, restaurants, and a public 152

greenhouse and public plaza that can serve the entire development. Due to the presence of the existing brownfield, the site needs to be remediated through a permeable soil cap process which would allow for the land to be immediately habitable and developable.

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1. The area is mixed with industrial uses, brownfields, and vacant land, therefore making the existing environment difficult to maintain.

2. Immediate site development was researched and a majority of business and land uses were wiped clean to allow for a fresh canvas.

5. The site is raised to 13ft and slopes east towards one of the main traffic corridors.

6. Parking is integrated within the raised landscape, allowing for the entire proposed community to park underground.

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3. The highlighted boundary showcases the current brownfield that is on site.

4. The brownfield will be treated and the land will be raised to allow for the site to be immediately habitable and buildable.

7. At the North-end is a park system that integrates the housing complex into the proposed river trail system into other river-edge parks.

8. A secondary connection throughout the blocks is introduced as a pedestrian linkage, allowing for a safer community environment.

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HOUSING DEVELOPMENT The first steps in designing the housing development and general form of buildings stemmed from the undulating massing that creates two voids of space on either side for various green spaces. One space is more enclosed, courtyard-like, and private, while the other is more open and engaged with its surroundings. Looking at these forms in plan helped the group explore the organization of the massings that would eventually define the movement and transition from one side of

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the development to the other. This initial arrangement helped avoid the feeling of segmentation within the development. From there the studio began to flip, turn, mirror, and cut the massings in ways that created the most optimal voids of space, while also allowing for new streets and pedestrian circulation to move through the development. This influenced the spatial experience of passing under and through the buildings and voids.

The housing development holds a total of 1,050 individual units, with a mixture of 700 one bedroom units, 300 two bedroom units, and 80 three bedroom units.

The pricing study revealed a mixture of income-based units was the most viable option, with almost 50% of them being priced at affordable housing rates, 40% market rate, and the remaining 14% priced as high-end units.

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Building Arangement

Division and Circulation

10 Stories 6 Stories 3 Stories

Circulation and Voids

Building Heights

Lastly, the heights of the buildings were raised and lowered in order to capture the most optimal views of the surrounding river and cityscape. For example, along James Street the buildings are lowered so they can have a better street presence and relationship to

the surrounding context and existing buildings. The proposed green spaces and pedestrian circulation are also directly related to the primary pedestrian spine and the secondary public corridor one block east from James Street.

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1. Massing of Form

2. Cutouts of Form

3. Divison of Form

4. Addition of Green Spaces

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“As the population increases and development begins to make its way along the riverfront region of both Kansas City, Kansas and Kansas City, Missouri, proper housing must be established. The main issue being how to incorporate housing developments that cater to both the equity and equality of the people in the region, with the best solution being mixed income living communities.”

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JAMES STREET DEVELOPMENT For the outer edge of James Street, all of the existing buildings were identified and examined to see which ones could remain and which needed to be removed.

The remaining buildings that would be renovated or repurposed are typically brick buildings with more architectural integrity and unique characteristics. Next, density was added to the outer block by strategically 164

infilling new buildings in order to create a stronger urban edge, all while ensuring that the new construction would blend with the existing buildings. Having a consistent maximum and minimum height for the new infill allowed the new and old developments to coexist and blend together, while also providing programmatic use for office and retail spaces.

This study begins to showcase the existing conditions report on materials and building heights, trying to understand what to keep and what can be phased out.

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Stepping one block inward, the buildings along the new corridor have been designed with carefully placed voids that help create a mixture of open public spaces in between the buildings as one moves down the street.

The southern gateway is defined with a unique landmark building that, along with the colonnade on the underside of the Central Avenue Bridge, marks the entrance to the plaza. The entrance to the northern gateway functions as an open park that draws pedestrians in.

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The function of this pedestrian street is envisioned as a mix of commercial/retail on the outer edge, mixing in some residential as you move inward toward the market and greenhouses on the southern end.

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GREEN HOUSE The green house located on the southern end of the development not only brings in much needed permanent occupation to the river’s edge, but also serves to combat the lack of healthy food options in the area as well as provide employment opportunities. This vertical farm concept is designed to capture sunlight and views from passing traffic along Central Avenue.

An additional sun shade study was completed to ensure that the plants and produce could be accommodated

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for all types of sunlight conditions. The vertical farms can be moved via vertical rotating trays, allowing all of the plants to get equal sunlight and allow for easy access to the produce from the market side of the greenhouse. The building also serves as a public face for the James Street development, providing educational and informative functions to an area longdevoid of healthier, sustainable food options.

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The organization and orientation of the greenhouse concept stemmed from optimal sun angles, and access from both sides of the building. The vertical farms are designed in such a way that maximizes space of glass that can be exposed to the sun. The farms touch the ground on the market side to allow the fresh produce up top to be conveyed below directly to the open colonnade of the market. On the residential facing side, access is limited from the ground level, but an orchard directly adjacent brings the farming use of this area to the ground. Overall, the vertical farms and orchard provide an immediate supply of fresh food and also jobs to the James Street area.

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