Design Proposition: Beardsley Rd.-Third St. Corridor
Beardsley Rd. + Third St. Overlooked for generations, both Beardsley Road and Third Street provide an opportunity to revitalize two continuous streets for Downtown residents, improving the livability and walkability. Beardsley Road-Third Street, demonstrates how to implement an active transportation corridor with adjacent designed intervention spaces that reflect the surrounding context. The southern terminus of Beardsley Road touches the Westside District, a residential area with an adjacent school. Beardsley, wedged between two sections of the city, the Downtown Loop and the West Bottoms, falls into a forgotten gap. The road has a strong accidental identity, seemingly outside the city bounded by nature. The road widths are expansive and the adjacent right-of-way allows design flexibility. Third Street moves through a vastly different context. The street is enclosed on both sides by medium size buildings frequented by parking lots. The newly revitalized area has a moderate population and mixed use development. The district encompassing Third St. is a major feature of Downtown, although bare of non-motorized infrastructure.
181
182 Design Proposition: Beardsley Rd.-Third St. Corridor
Paseo Boulevard
Troost Avenue
Charlotte Street
Grand Boulevard
Main Street
eet 3rd Str
12th Street
Beard
sley R
oad
12th Street
17th Street
tP Wes e rrac
Te way enn
18th Street 20th Street
During the corridor selection process, Beardsley Road-Third Street was initially noted for having street continuity, expansive street widths, “good grades” for walking and cycling, and the connection between the five Downtown districts: West-
ard lev
ou st B
side,
e thw
Sou
31st Street
West
Bottoms,
Downtown
Loop, River Market, and Columbus
NETWORK OF CORRIDORS + SELECTED DESIGN DEVELOPMENT CORRIDOR Park.
Design Proposition: Beardsley Rd.-Third St. Corridor
Urban Concept
The Beardsley Road-Third Street Urban Concept Diagram shows how the designed corridor (blue line) fits into an overall network of connections and the proposed network of Corridors (orange dashed lines). The blue circles identify destination points along the corridor and the orange dots represent major intersecting points to the network of connections.
NETWORK OF CORRIDORS + BEARDSLEY-THIRD CORRIDOR CONCEPT
183
184 Design Proposition: Beardsley Rd.-Third St. Corridor
Berkley Riverfront Redevelopment Plan
Columbus Square Residents
City Market
Columbus Square Retail
Lower Portion of 12th Viaduct
Only Motorized Access Pedestrian Access
Westside Residents
NODES ALONG BEARDSLEY-THIRD CORRIDOR
CONNECTIONS FROM CORRIDOR
The major intention of the Beardsley-Third Street Corridor is to physically reconnect the Westside, West Bottoms, Downtown Loop, River Market, and Columbus Park districts. To do this, the strategy involves classifying the spaces along the corridor into two spaces: supporting destinations or circulation spaces. By improving the pedestrian mobility, accessibility, and aesthetics, the public is empowered to use the public space. Both strategies, destination and circulation, seek to facilitate active transportation by improving the pedestrian and cycling environment.
Design Proposition: Beardsley Rd.-Third St. Corridor
Corridor Intention
Beardsley Rd.-Third St. Corridor’s Intention Diagram synthesizes the nodes and major pedestrian connections, showing the main intention of the Beardsley Rd.-Third St. Corridor.
MAJOR CONNECTIONS + NODES ON CORRIDOR
185
186 Design Proposition: Beardsley Rd.-Third St. Corridor
PROPOSED WEST BOTTOMS TRAILS + EXISTING TRAIL SYSTEM + BEARDSLEY-THIRD CORRIDOR
“Good conditions for bicycling also create good conditions for pedestrians. And what makes the streets safer for bikes, also make them safer for motorists.” 35
Design Proposition: Beardsley Rd.-Third St. Corridor
Improving trail system Over the course of studying the trails and parks system, the realization was made that Kansas City’s downtown is lacking non-motorized commuter infrastructure and is unfriendly to pedestrians and cyclists. “All Americans are better off because biking and walking foster improved public health (and savings in health care expenditures for households, businesses, and government), stronger communities and local economies, less congestion, safer streets, lower energy use, and a cleaner, safer environment.”36 Improving non-motorized transportation within the downtown will attract residents and enhance the quality of life. PROPOSED TYPOLOGY
EXISTING TYPOLOGY Transportation
Environment
Health
Active Transportation
Quality of Life
Economics
187
188
The Parks and Recreation Department is overburdened by the maintenance demands of the vast amount of parks space for which they are responsible. Taking into consideration such limitations, the Corridors will utilize solely public land, either rightof-way land or existing park space.
In doing so, Beardsley Rd.-Third St. design exists exclusively in public land. However, the corridor breaks from this condition twice. The point where the corridor encroaches on private land is the connection point between Beardsley Rd. and Third St. In order to make a more safe, direct connection, easements were redefined to extend Third St. to Beardsley Rd. to make a non-motorized pathway. Secondly, a destination space was designed in a for-sale lot in CoPUBLIC VS. PRIVATE LAND
lumbus Park.
Design Proposition: Beardsley Rd.-Third St. Corridor
ron
erf
Riv
ge
rtia
e tH
edes Ma
eet P in Str
Grand Boulevard Complete Street
Main Street - Street Car Route
West Bottoms Trails
12th Street Viaduct
The Beardsley Rd.-Third St. Corridor will connect to all proposed and on-
route or are in close proximity to the corridor.
y wa nn Pe et st t We Stre men ve pro Im
going projects which intersect the
l
i Tra
North
B trian
ridge
Kansa
s City
Bike Tr
ail
Tie to existing context
CITY PROJECTS CONNECTING TO BEARDSLEY-THIRD CORRIDOR
189
190 Design Proposition: Beardsley Rd.-Third St. Corridor
TRAFFIC FREQUENCY
CRASH REPORT 2006-2010
Construction of roads require vast amounts of land, time, and effort; this next capacity sits empty for a majority of the time. “A mile of new urban highway costs $46-100 million, according to former House of Representatives Transportation chairman, Jim Oberstar, while a mile of 12-foot-wide bikeway costs $125,000.�37 For the cost of a single mile of urban highway, a city could place over 368 miles of 12-foot-wide bikeway.
Design Proposition: Beardsley Rd.-Third St. Corridor
Favorable Characteristics
The maps at left demonstrate the overall safety of the Beardsley Rd.Third St. Corridor, an ideal characteristic for cycling. The corridor has a low traffic volume and low traffic crash count.
The map on the right identifies bikeable routes (blue), the corridor (orange), and the amount of stops (stop signs or traffic lights). Beardsley Rd.Third St. has only four stops in its three-mile stretch, demonstrating an ideal commuter stretch.
BIKEABLE ROUTES + STOPS (TRAFFIC LIGHTS + STOP SIGNS)
191
192 Design Proposition: Beardsley Rd.-Third St. Corridor
GRADE + DISTANCE OF ROUTES
The map on the left represents various bikeable routes from one point (orange dot) to another point. The lines above show the topography along those points and the distance traveled to reach the second point.
The Beardsley Rd.-Third St. Corridor (orange line) demonstrates an ideal cycling route, which has a low slope and is a more direct route between destinations. TOPOGRAPHY + BIKEABLE ROUTES
Design Proposition: Beardsley Rd.-Third St. Corridor
ROUTE Grade
The map at right indicate the Corridor’s location within the topography of the city and the section below cuts through the route longitudinally. CORRIDOR ROUTE +TOPOGRAPHY
193
194 Design Proposition: Beardsley Rd.-Third St. Corridor
EXISTING TRAIL SYSTEM
CONNECTING TRANSIT SYSTEM
BIKEABLE STREETS
INTERSECTING STREETS
TRAFFIC CONFLICT ZONES
POSSIBLE TRUCK ROUTE
Design Proposition: Beardsley Rd.-Third St. Corridor
Existing Motorized Traffic
The three maps on the top left page represent the connection to existing systems that will support the success of the corridor.
The lower three maps analyze existing traffic conditions that might prohibit the success of the corridor. PHASES OF HIGHWAY+ WEST TERRACE PARK
Over time, Kessler’s parks and boulevards system has been transformed to accommodate the development of trafficways and highways. Specifically with West Terrace Park, the installation of Interstate 35 in 1970 fragmented the park and removed Kersey Coates Drive. After 1970, the expansion of Interstate 670 provided a visual barrier along Beardsley Rd. In the aftermath, Beardsley Rd. remained the only continuous street along the bluff.
195
196 Design Proposition: Beardsley Rd.-Third St. Corridor
SENSE OF ENCLOSURE ALONG CORRIDOR
Design Proposition: Beardsley Rd.-Third St. Corridor
Affected Areas
The two maps on the left page indicate important viewshed points and views. These views were capitalized on by creating or enhancing outlooks
The map on the right shows portions of the city that would be directly affected by the corridor design. By acknowledging the most affected areas, intervention and design strategies inform how to address each location.
AREAS AFFECTED BY CORRIDOR
197
198 Design Proposition: Beardsley Rd.-Third St. Corridor
Right-Of-Way
At-Grade Railroad Crossing
Railroad
Owned
Dense Vegetation Owned
No Sidewalks
Railroad
Dense Vegetation
No Sidewalks
Dense Vegetation
Dense Vegetation
Lydia
Ave
At-Grade At-Grade Railroad Railroad Crossing Crossing
otte
Ave
Guin
Sparce Vegetation
Right-of-Way
1st Street
trial
NE Indus
Dense Vegetation
Traffic
way Dense Vegetation
Dense Vegetation
Dense Vegetation
Bridge Open View of Railroad Tracks
Open View of Railroad Tracks
Road Maintenance
Dense Vegetation
Sidew
Vegetation
No
Dense
alks
No
Sidewalk
s
Dense Vegetation
Space: Utilized Line Under Rail Former Steep
Slopes
Currently
Private
Drive
Dense Vegetation
Flat Area
Steeper
Road
ast Industr
Grade
Northe Street
Dense Vegetation
Gillis
Vegetation
Street
Trail Dense
Friendly No Sidewalks Not Pedestrian
Dense Vegetation
Steep Slope
Existing Sycamore Trees
Walking
Dense
Currently ay ial Trafficw No Sidewalks
Vegetation Steep
Slopes
Gillis
Space: Utilized Line Under Rail Former
Existing
Steep Slope Surface Parking Lot
Dense
No Sidewalks
Surface Parking Lot
Vegetation
Narrow Trail
Dense
9 Overhead in Poles Sidewalks + Powerline Parking Lamp NarrowOn-Street
On-Street
Sidewalks
Bus Stop Transit Stop
No On-Street
Sidewalks Parking
Surface Parking Lot
Uneven
dswe
Surface Parking Lot
Multiple Safety Issue Regarding Traffic + Trail Transition
Poles + Powerline Parking On-Street
in the
Way Currently
Not Bicycle
Parking On-StreetSidewalks Narrow
Fire Lane
Sidewalks Sidewalks Narrow Parking Narrow On-Street
On-Street
On-Street
Not Bicycle
and Pedestrian
Wyand
Currently
Parking
Friendly
Surface Parking Lot
Narrow Street Width On-Street Parking Narrow Sidewalk
Loading
ard Boulev
4th Street Surface Parking Lot
Only
Area Pedestrian
Only
Area
Boulevard Grand Streetscaping
Dense Vegetation
Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
t Area: Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
Street
ell Street
t Area: Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
Cherry
Campb
NE INDUSTRIAL TRAFFICWAY THIRD STREET: COLUMBUS PARK 4th Street
Plan Street Grand Lane Bike
4th Street
Docks
3rd Street No Sidewalks
4th Street
Right-of-Way: Green Currently Lawn
Surface Parking Lot
Right-of-Way: Green Currently Lawn
Surface Parking Lot
Pedestrian
No Sidewalks
Surface Parking Lot + Loading Area Surface Parking Lot
Surface Parking Lot
City Market
ParkingParking
Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
Surface Parking Lot
Surface Parking Lot
Heritage
Trail:
Current
Location
Surface Parking Lot
4th Street
Existing Vacant Lot
Alley
Surface Parking Lot
Alley
4th Street
On-Street Parking Existing Sidewalk
Dense Vegetation
Surface Parking Lot
Riverfront
4th 4th Street
Heritage
Trail:
Current
Location
Street
Surface Parking Lot
Surface Parking Lot
toms Tru
reet g
Trail:
City Market:
+ Dining Seating Area
Parking
New Construction
Existing Sidewalk On-Street Parking
Alley
g Parkin
West Bot
On-St Parkin
on
Parking Location On-Street Sidewalks
On-Street
ck Acc ess
Open Space
ge Herita
Trail
End
On-St
Current
Parking
Friendly
ess y Acc hwa Hig
reet
Herita (Trail t Locati ge Ends)
Surface Parking Lot
Bike Rack
3rd Street
Friendly
Conditions Parking Sidewalk On-Street
On-Street On-Street 3rd Street t Area:
and Pedestrian
Viewshed to Downtown Kansas City
Riverfront
ay Broadw
Narrow Sidewalk On-Street Parking
Overhead: Broadway Street Bridge
4th Street
Open Space
Currennt
Parking On-Street
Surface Parking Lot
Parking
Sidewalks
Parking
No Sidewalks
Viewshed
On-Street
Angled City Market Entrance
and Pedestrian
Utilized Under Underpass
Not Bicycle
Graffiti Wall
Viewshed to Missouri River
Rivrfro
Narrow
Friendly
Surface Parking Lot
Park: Park: City Market City Market Not Designed/ Not Designed/ Utlized Utlized Under Under
Sidewalks
Condition Poor Sidewalks: Powerlines Narrow Overhead Parking Parking On-Street
3rd Street Parking
Street
Not Bicycle
Currently
Equipment Storage
Viewshed to Broadway Bridge
Viewshed to Railroads
Parking On-Street Sidewalks Narrow
3rd Street
Narrow Sidewalk
No Sidewalk
Surface Parking Lot
Not Pedestrian + Bicycle Friendly
Narrow
Along
and Pedestrian
Powerlines
Trail: Street 3rd Heritage
Friendly
otte
Lot
Wyand
Parking
Parking Structure
A Highway ccess
Overhead
Street
Tree Grates
Not Bicycle
otte
Trail: Heritage Riverfront Location Current
3rd Street
Surface
3rd Street
Open Space
and Pedestrian
re
Lamp
Delawa
Surface Parking Lot
Sidewalks
Viewshed Missouri River
Along
Currently
Riverfront
ther
Gradual Slope
Tree Grates
Way
No Sidewalks
On-Street Dead End
Woo
in the
Grand
Walnut
Location Current Trail: Heritage
Street
Riverfront
Main
Uneven
Poles + Powerline Parking Lamp On-Street
3rd Street
Bike Rack No On-Street
Intersection: Friendly AwkwardPedestrian + Not
Wide
Surface Parking Lot
Bike Rack
Parking
Existing Parking Garage
Under Utilized Lot
Surface Parking Lot Surface Parking Lot
Street Street Oak Oak
Fragmented
Unmaintained Surface Parking Lot
Street Main Bridge Pedstrian Surface Parking Lot
Surface Parking Lot
Currently
Street
Dog ‘Park’ Parking
On-Street
Locust
Existing
the Way
Condition
t Area:
Narrow + Powerline
Holmes
Highway Powerlines Overhead Parking On-Street
2nd Street
Poor
No Sidewalks Surface Parking Lot
Powerlines Parking Overhead On-Street Sidewalks in the Way Poles
Lamp
Street
Surface Parking Lot
Surface Parking Lot
Sidewalks:
Vegetation
Under Utilized Lots: For Sale
Poor
Regional Bus Stop
te Street Charlot
Walking
City Kansas North Connection Bike Trail
Existing
Oak Street
Open Space
ront
Riverf
Existing Riverbluff Park + Portion of Heritage Trail
Right-of-Way Lawn
Shallow Slope
Beardsley Underpass
Open to Railroad Below
Right-of-Way Lawn
Right-of-Way Unmanicured Dense Vegetation
Right-of-Way Unmanicured Dense Vegetation
THIRD STREET: RIVERMARKET
Metal Railing
Viewshed to West Bottoms/Railroads
Ramp to Broadway
Existing
Sidewalk
Limited Access
Pedestr
ian
I-35 Above
s Truck West
Bottom
Access
I-35 Above
Dense Vegetation
Slope
No Sidewalks Wall
Major
Water Management Concretee Retaining Issue-Flood Wall
Prone
Limited
Pedestrian
Access
Dense Vegetation
Steep
Dense Vegetation
No Sidewalks
Major Water
Management
Issue-Flood
Prone
Dense Vegetation
Limestone
Retaining
Dense Vegetation
12th Street Viaduct Renovation West Bottoms 12th Street
Viewshed to West Bottoms and
Railroad
Viaduct Access
Viewshed to West Bottoms and
Railroad
Cow Path
Vacant Parcel
Limestone Retaining Wall
Dense Vegetation
Steep
Slope
Flat Area
to Beardsley Adjacent Gap
Existing
Sidewalk
Cow
Path
Dense Vegetation
Open Area: Viewsheds to West Bottoms
Dense Vegetation Low Vegetation
Sidewalk Existing
Adjacent
hy
hy on Grade
Gap
to Beardsley Gap Adjacent
to Beardsley
Steep
Topograp
Steep
Topograp
Open Area: Viewsheds to West Bottoms
Beardsley
Not
Drop-off Under 670 Bridge
Overhead 670
Exposed Limestone Due to Above Roadway
Bridge
hy to Beardsley Adjacent Gap
Existing
Sidewalk
Beardsley
Not
on Grade
Steep
Topograp
Open Area: Viewsheds to West Bottoms
Low Vegetation
Open Area: Viewsheds to West Bottoms
Existing
Sidewalk
Viewshed to West Bottoms/Railroads
Existing Playground
Dense Vegetation
Dense Vegetation
Existing Baseball Diamond
17th & Summit Retail Access
West n Projec Desig t
Residential Access
ay
Pennw
BEARDSLEY ROAD
EXISTING CONDITIONS
Design Proposition: Beardsley Rd.-Third St. Corridor
SITE SPECIFIC ANALYSIS
g Bike
Bike Lanes
Existin
Add
Path
Possible Expansion
Add Native Vegetation
Add Pedestrian
Add Native + Remove Invasive Species
/ Cycling Bridge
Add Native + Remove Invasive Species
Opportunity
Add Native + Remove Invasive Species
Add Native + Remove Invasive Species
Bridge / Cycling Add
Lanes Add
Cycling
Add Add Native + Remove Invasive Species
Bridge Open View of Railroad Tracks
Add Native + Remove Invasive Species
Bridge Cycling
Pedestria
Add Native + Remove Invasive Species
Open View of Railroad Tracks
g
Add Native + Remove Invasive Species
g Only Pedes
trian
/ Cyclin
Add
Lightin
Add Native + Remove Invasive Species
n/
Pedestrian
Expand Walking Trail Add Native
Vegetation
+ Remove
Invasive
Corridor
Existing
Walking
Transportation
Keep Dense Vegetation: Remove Invasive Species + Add Native
Trail
Make Add Sidewalks
Remove Invasive + Add Native Species
Dense
Keep + Add Sycamore Trees
Vegetation
Steeper
Road
ast Industr
Grade
ay ial Trafficw Sidewalks
Non-Motorized
Add Native
Vegetation
+ Remove
Invasive
Add
Northe
Gillis
Transition Space between Corridor + Walking Trail
Connection between Lot + Trail
Street
Keep Dense Vegetation: Remove Invasive Species + Add Native
Trail
Street
Walking
Gillis
Continue
Existing
Corridor Steep Slope around
Connection between Skate Park+ Trail
Increase
Dense
NonSidewalks + Add Lighting Widen Increase
Route
Entrance Design to Point Bridge Pedestrian Redesign
Parking Make
On-Street
Parking/
Poles
Make
Redesign
ard Boulev
Remove
4th Street
Park: City Market + Urban Design Agriculture
Lanes Add Bike Sidewalks Widen
Boulevard Grand Streetscaping
Parking
+ Add
Sidewalks
On-Street
Lanes
Street Oak Oak Street
Sidewalks
On-Street
t Area: Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
Parking
3rd Street t Area: Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
te Street
Parking
Charlot
On-Street
Sidewalks
Poles
ell Street
Lanes
Street
Add Bike t Area: Redevelopmen 3 Guinotte Phase to Gillis Cherry to 5th + 3rd
Holmes
Highway
Keep Dense Vegetation
t Area:
Widen + Powerline Lighting Lamp Redesign
for
Street
Corridor Add Sidewalks around
NE INDUSTRIAL TRAFFICWAY THIRD STREET: COLUMBUS PARK 4th Street
Space Green Utilize Dog Park for
Remove
Transportation
Vegetation
Campb
Sidewalks
Cherry
Parking
Add Bike
+ Add
Locust
4th Street
Area/Possibly
Wyand
Sidewalks
Species
3rd Street
Bike Lane
Loading
Park: City Market + Urban Designed Agriculture
re
Locations
Remove
3rd Street
Sidewalks
otte
Some
Locations
Bike Rack
Lighting
Lane Add Bike Add Sidewalks Lot Improve
Wyand
3rd Street
Poles
Safety + Increase RedesignIntersection in
Bike Rack
otte
3rd Street
Widen + Native Sidewalks Parking Widen Infrastructure Green On-Street Remaining Redesign Redesign
Remove
Only)
Add Bike Lane Add Wide Sidewalks
Delawa
Redesign
Improve Traffic Patterns + Pedestrian/Cyclist Safety
Extention to 3rd Street (Pedestrian
Bike Lane
Widen
Increasing
Lot
Capitalize on Viewshed
Truck
Add Lighting On-Street + Redesign
Remove
Sidewalk
Parking
for Not Cars!
Access
Streetscaping
ther
Utilize
Allow
Redesign
dswe
+ Widen
On-Street
3rd Street Pedestrians
Plan Street Grand Lane Bike
Main
Truck
Woo
Redesign
Entrance Design to Point City Market
Grand
Walnut Street
cted
Redire
Streetscaping
Lighting
3rd Street
Widen
Street
Widen Add Streetscaping On-Street
Bus Stop Transit Stop
Improve
Utilize Lot
Redesign
Widen
Improve
Bike Kiosk
Improve
Underpass Park Utilized Skate
Improve
Parking
Lighting
Add Sidewalks
Lane 3rd Street Add Bike
Motorized
Increase
Transition Space between Corridor + Bike Trail
for
9 Overhead
Underpass Utilize Park Skate
On-Street Improve
Add Lighting Parking On-Street + Redesign
Lanes Add Bike Sidewalks + Add
City Kansas North Connection Bike Trail
Walking Existing Corridor Keep Tie into Trail +
Oak Street
2nd Street
Vegetation
Vegetation
Street
4th Street
Lane Add Bike Sidewalks
3rd Street
Widen
Utilize Viewshed
Str eet
Add Bike Lane Add Wide Sidewalks
3rd
Add Lighting
Ext ent
ion
to
4th Street Possibly Utilize Vacant Lot
Utilize Land for Pedestrian Use
4th Street Viewshed to Missouri River
Widen Sidewalk Remove + Redesign On-Street
Widen Sidewalk
Parking
4th Street
ay Broadw
Keep Graffiti Wall
Viewshed to Broadway Bridge
4th Street 4th Street Redesign Park
Add
Bike
Lane
Opportunity
Opportunity
Add
Bike
Lane
Redesign Riverbluff Park + Better Interaction with Corridor
Opportunity
THIRD STREET: RIVERMARKET
Lighting
Opportunity
Opportunity
Opportunity
Metal Railing
trian Take
Out
Lane:
Use
for
Pedes
Improve Pedestrian + Cyclist Safety by Structuring Circulation
g Train
Watchin
Address On + Off Ramp Safety
Space
to Expand
Corridor
Space
to
Expand
Corridor
Potential Outlook Point to West Bottoms
Remove Invasive Vegetation & Add Native Plant Species
Major Water
Management
Technique
Pedestrian
& Cycling Only
Trail Head
Defined Entry Point + Possible Look Out
Keep Dense Vegetation + Remove Invasive Species
Water
Management
Techniques
Keep Dense Vegetation + Remove Invasive Species
Remove Invasive Species + Add Native Plants
Remove Invasive Species + Add Native Plants
Establish Look Out Point
Pedestrian Only Access
Possible Amphitheater
Establish Look Out Point
Subsequent to the initial overall analysis, the corridor was divided into site specific parts. Upon determining the conditions, design strategies were established for each area. Once compiled, the design strategies began to shape a framework for potential intervention spaces and circulation typologies.
Defined Entry Point
Possible Expansion Space Remove Invasive Species + Add Native Plants
Possible
Area
for Rock
Remove Invasive Species + Add Native Species
nt
Remove Invasive Species + Add Native Species
Water
Manageme
Space
to Expand or Lower Corridor Level
Climbling
Capitalize on Viewshed to West Bottoms + 12th Street Viaduct
nt
Remove Invasive Vegetation & Add Native Plant Species
Space
to Expand
Corridor
Water
Manageme
nt Water
Manageme
Accent Lighting Along Limestone
Utilize Open Area: Viewsheds to West Bottoms
Remove Invasive Vegetation & Add Native Plant Species
Space
to Expand
Corridor
Utilize Open Area: Viewsheds to West Bottoms
Potential Outlook Point to West Bottoms
By organizing the site in such a way, constraints and opportunities shaped design development for each segment of the overall corridor. The three parts, Beardsley Road, River Market and Columbus Park were each addressed appropriately.
Playground Access
Learning Landscape Remove Invasive Vegetation & Add Native Plant Species
Jarobe Park/School Access
Defined Entry Point
BEARDSLEY ROAD
DESIGN STRATEGIES
199
200 Design Proposition: Beardsley Rd.-Third St. Corridor
r Man agem ent Issue
cent Adja
Gap
Majo r Wate
Gap
on Gra de
670
Exposed Limestone Due to Above Roadway
Open Area: Viewsheds to West Bottoms
Brid
ge
Dense Vegetation
Major Water
Lime
walk
Open Area: Viewsheds to West Bottoms
Dense Vegetation
Existing
Side
I-
Managem ent Issue-Flo
stone Reta
rhead
od Prone
Ove
ining
Beardsl ey
Viewshed to West Bottoms/Railroads
Wall
Not
Drop-off Under 670 Bridge
-Floo d Pron e
y to Bea
rdsle
Adja cent to
Cow
Path
Beardsl ey
BEARDSLEY ROAD
ogr aph y
Low Vegetation
Railroad
g Sid
Viewshed to West Bottoms and
on Gra de
stin
Viaduct Access
Viewshed to West Bottoms and
Exi
Ste
West Bottoms 12th Street
ew alk
12th Street Viaduct Renovation
ep Top
Existing Playground
Railroad
ck
Not
Ac cess
Vacant Parcel
We
st Bo
tto
Cow Path
walk s No Side
pe Slo ep Ste
ss Acce
ey
e
Dense Vegetation
rdsl
Dense Vegetation
strian
Bea
walk
Pede
nt to
Limited
Side
Adjace Gap
Existing
17th & Summit Retail Access
p Slop
Ste
Dense Vegetation
Dense Vegetation
Stee
ogr aph y ep Top
walk s
ep Top
Flat Area
Ste
Low Vegetation Existing Baseball Diamond
No Side
ogr aph y
walk Side
Open Area: Viewsheds to West Bottoms
Gap
Existing
Limestone Retaining Wall
Beardsl ey
Dense Vegetation
Adja cent to
Dense Vegetation
ms
Tru
Beardsl ey
Dense Vegetation
y De wa nn
t Pe
es W
walk Side ting
Dense Vegetation
Conc
retee
Reta
ining
Wall
Exis
t
Residential Access
ojec n Pr sig
Open Area: Viewsheds to West Bottoms
OUTLOOK
JARBOE PARK
12TH ST. VIADUCT
EXISTIING CONDITIONS
Capitalize on Viewshed to West Bottoms + 12th Street Viaduct
Spa
Major Water
men t
Remove Invasive Species + Add Native Plants
age
Remove Invasive Species + Add Native Plants
T
Remove Invasive Species + Add Native Species
for Roc Area
Potential Outlook Point to West Bottoms
or
Establish Look Out Point Keep Dense Vegetation + Remove Invasive Species
Wat er Man
age men t
Space
to
Keep Dense Vegetation + Remove Invasive Species
and
Possible Amphitheater
Establish Look Out Point
Co
rrid
Pedestrian Only Access
Spa
Playground Access
Possibl e
ce to Exp or Low and Cor er Lev rido r el
k Clim
blin
g
Wat er Man
Utilize Open Area: Viewsheds to West Bottoms
Exp
ce to
Technique
Accent Lighting Along Limestone
Remove Invasive Vegetation & Add Native Plant Species
Management
Expand
Potential Outlook Point to West Bottoms
Wate
Corrido
r
r Man
agem
ent Tech
niqu
es
Defined Entry Point + Possible Look Out
Learning Landscape
Remove Invasive Vegetation & Add Native Plant Species
Remove Invasive Vegetation & Add Native Plant Species
Defined Entry Point
and
Cor
rido
r
Possible Expansion Space Exp
Remove Invasive Species + Add Native Plants
ce to
Remove Invasive Species + Add Native Species
Spa
Wat er Man
age
men t
Jarobe Park/School Access
Remove Invasiv Vegetation & Ad Native Plant Spec
Corrido
r
Defined Entry Point
Spa ce to
Expand
Trail Head
Pedestrian
& Cycling Only
Utilize Open Area: Viewsheds to West Bottoms
JARBOE PARK
DESIGN STRATEGIES
OUTLOOK
12TH ST. VIADUCT
Design strategies are places where opportunities, or strategies to combat constraints, were found.
201
Design Proposition: Beardsley Rd.-Third St. Corridor
THIRD STREET in rk Pa et -S tre
Surface Parking Lot
On
vr fro Cu nt rre He (T nt Lo ritag ra il En ca e Tr ds tion ail: )
Open Space
Ri
Viewshed to Railroads
g
Viewshed Missouri River
Ramp to Broadway
I-35 Above Gradual Slope
Existing Riverbluff Park + Portion of Heritage Trail
Surface Parking Lot
Equipment Storage
Viewshed to Broadway Bridge
Narrow Sidewalk On-Street Parking Narrow Street Width On-Street Parking Narrow Sidewalk
Viewshed to Missouri River
Alley
Lim Ac ited cess Pe de
str
ian
4th Street Right-of-Way Lawn
Shallow Slope
Dead End
Woo ds
wet he
Dense Vegetation
r
ew alk
Surface Parking Lot
West Bot
toms Truck Access
ce
Surfa
Lot Parking
alks w Sidew Narro
On
-S tre
et
ess y Acc hwa Hig Open Space
Parking alks On-Street w Sidew Narro
dly
Frien
Lamp
Parking
Dense Vegetation
Narrow Sidewalk
No Sidewalk
Not Pedestrian + Bicycle Friendly
en Tree Unev
in the
Way ntly Not
le and
Bicyc
strian
Pede
River
Surface Parking Lot
River
front
Heritage
Trail:
Surface Parking Lot
tion nt Loca
Curre
strian
Pede
Graffiti Wall
Alley
Alley
Surface Parking Lot
Broad
Overhead: Broadway Street Bridge
4th Street Surface Parking Lot
way
New Construction
Existing Sidewalk On-Street Parking
On-Street Parking Existing Sidewalk
River
front
Heritage
Trail:
tion nt Loca
Curre
Surface Parking Lot
eet 4th Str
eet 4th Str
eet 4th Str
RIVERBLUFF PARK
Ex
te
nti o
n
to
3rd
Str ee
t
Add Bike Lane Add Wide Sidewalks
Utilize Land for Pedestrian Use
ing
Viewshed to Broadway Bridge
4th Street
Opportunity Viewshed to Missouri River
ne
Tra
in Wa tch
Redesign Riverbluff Park + Better Interaction with Corridor
Parking
rected
Redi
ute
k Ro
Truc
Widen Sidewalk
Ad d Bi ke
La
Woo ds
wet he
r
Potential Outlook Point to West Bottoms Redesign Park
Exp and
Co
rrid
or
Lighting
Rede
Opportunity
alks n Sidew
d Bi
Exp ce to
On-Street
Lanes Add Bike alks n Sidew Wide
eet 3rd Str
Utilize Viewshed
Wide
eet 3rd Str
Only)
Add Bike Lane Add Wide Sidewalks
Spa
ve Some Remo
ng
Parki ing Add Lightsign On-Street ve + Rede Remo
sign Poles
Rede
eet 3rd Str
do Wyan
Extention to 3rd Street (Pedestrian
and
Cor
Ad
rido
r
ke
Lane Add Bike alks n Sidew
Wide
e Spec + Nativ
tte
La
ne
alks n Sidew Parking Wide On-Street
tructure n Infras sign Gree Remaining Rede sign Rede Parking/
tte
ies
Opportunity
Metal Railing
ian
Improve Pedestrian + Cyclist Safety by Structuring Circulation Add Lighting
Opportunity
str
Remove Invasive Vegetation & Add Native Plant Species
ne
: Us
e fo
r Pe
de
Possibly Utilize Vacant Lot
ke
Ou
t La
Keep Graffiti Wall
way
Ta
4th Street
eet 4th Str
Broad
& Cycling Only
Address On + Off Ramp Safety
edestrian
eet 4th Str
RIVERBLUFF PARK
ing
tscap
sign Stree
Opportunity
eet 4th Str
Locations
Bike Lane alks n Sidew
Make Wide
are Delaw
Space
to
Improve Traffic Patterns + Pedestrian/Cyclist Safety Opportunity
do Wyan
Trail Head
Widen Sidewalk Remove + Redesign On-Street
f
alks w Sidew Narro
Existing Vacant Lot
Viewshed to West Bottoms/Railroads
t
g Stree
s Alon
Grate
dly
Frien
Curre
Parking On-StreetSidewalks w Narro
eet 3rd Str
Viewshed to Downtown Kansas City
e Tr ail ag Rive
rfr on t He
rit
Open Space
Poles rline + Powe Parking On-Street
Parking Structure
alks w Sidew Narro
eet 3rd Str
Surface Parking Lot
alks Sidew
En
d
strian
Pede
do Wyan
eet 3rd Str
Metal Railing
On-Street
alks w Sidew ng Narro Parki On-Street
Pa
rk
ing
A Highway ccess
le and
Bicyc
are Delaw
Surface Parking Lot
Right-of-Way Unmanicured Dense Vegetation
ntly Not
Curre
Parking
On-Street
tte
We
st Bo
tto
ms
Tru
Open Space
do Wyan
Surface Parking Lot
Right-of-Way Unmanicured Dense Vegetation
Surface Parking Lot
tte
stin Exi
Ac cess
Right-of-Way Lawn
ck
Open to Railroad Below
Trail: Heritage front Location River nt Curre
Multiple Safety Issue Regarding Traffic + Trail Transition
Fire Lane
g Sid
Surface Parking Lot Beardsley Underpass
I-35 Above
Onl
202 Design Proposition: Beardsley Rd.-Third St. Corridor
e: ed Spac r Utiliz Unde er Rail Line Form
eet Oak Str
e: ed Spac r Utiliz Unde er Rail Line Form
Regional Bus Stop
Dense Vegetation
Existing
Trail Walking
tation
e Vege
Dens
eet 2nd Str
Existing
Walking
Flat Area
Trail
Steep Slope Surface Parking Lot
Dense Vegetation tation
e Vege
Dens
s City Kansa North Connection Bike Trail
Dens
eet 3rd Str
Surface Parking Lot
et Park: City Mark ned/ d Not Desig r Utlize Unde
On-Street
ntly Not
et
City Mark
eet 4th Str
le and
Bicyc
Pede
Curre
Parking
alks Sidew
alks No Sidew
ay: -of-W n Right ntly Gree Curre Lawn
Lamp
ntly Not
Pede
On-Street
alks: Poor w Sidew Narro
ition
Cond
alks No Sidew
Parking
Curre
ed r Utiliz Unde rpass Unde
eet 3rd Str
Surface Parking Lot
le and
Bicyc
dly
Frien
eet es Str
’ Dog ‘Park Parking
On-Street
ented
Fragm
strian
Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
On-Street
Parking
eet Parking 3rd StrOn-Street : Area ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
t
t
Existing
Way in the Poles rline alks + Powe Sidew Parking Lamp NarrowOn-Street
alks Way w Sidew in the Narro Poles rline + Powe
Parking
eet bell Str
g
+ Dinin Seating Area
Surface Parking Lot
dly
Frien
On-Street
Surface Parking Lot + Loading Area
Camp
Bike Rack
strian
alk Cond Sidew
ee otte Str
Parking On-Street alks Sidew
eet 3rd Str
Surface Parking Lot
Viewshed
itions
rlines Powe ng Overheadtreet Parki On-S
Holm
On-Street
Wide
Surface Parking Lot
Surface Parking Lot
Poor rlines Powe ng Parki Overhead On-Street
t y Stree
ition
Cond
eet 3rd StrParking
Surface Parking Lot Surface Parking Lot
Under Utilized Lots: For Sale
Surface Parking Lot
Cherr
alks: Poor w Sidew Narro Parking On-Street
ing Dock
et: Load
City Mark
Bike Rack
rhead ay 9 Ove Highw
et City Mark nce Entra
Curre
alks No Sidew
alks No Sidew
Parking
ee Oak Str
section: dly Frien ard Inter Awkw Pedestrian + Not
Parking
treet No On-S
eet st Str
le
Bicyc
Angled
Bike Rack
Parking
Locu
ntly Not
dly
Frien
s
alks Sidew Parking On-Street
treet No On-S
eet Oak Str
Way
strian
and Pede
rd uleva
in the
Grate
Bus Stop Transit Stop
t Plan Stree Grand Lane Bike
Herit front
Poles rline + Powe Parking Lamp On-Street
Unmaintained Surface Parking Lot
rlines Powe Parking Overhead On-Street
t
g Stree
s Alon
d Bo Gran
Surface Parking Lot
River
t Stree Main
age Trail:
Curre
t Walnu
tion nt Loca
Under Utilized Lot
Surface Parking Lot en Tree Unev
tation
e Vege
Existing Parking Garage
Charl
t Stree Main Bridge Pedstrian
Surface Parking Lot ay: -of-W n Right ntly Gree Curre Lawn
eet 4th Str
strian
Pede
Only
Surface Parking Lot
Area
eet 4th Str
Surface Parking Lot
eet 4th Str
Surface Parking Lot
vard Boule Grand tscaping Stree
3RD-GRAND INTERSECTION
CITY MARKET PARK
HIGHWAY 9 RIGHT-OF-WAY SPACE
EXISTIING CONDITIONS
Expand Walking Trail
eet Oak Str
Continue
Walk Existing
Trail
tation
e Vege
Dens
Transition Space between Corridor + Walking Trail
Walking Existing Corridor Keep Tie into Trail +
eet 2nd Str
Walking
Existing
ing Trail
Keep Dense Vegetation: Remove Invasive Species + Add Native
Connection between Lot + Trail
rpass e Unde Utiliz Park Skate
for
Keep Dense Vegetation: Remove Invasive Species + Add Native
Connection between Skate Park+ Trail
tation
e Vege
Dens
dor
ing
t
t
Lanes
On-Street
Parking
eet 3rd Str Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
eet 4th Str
eet 4th Str
eet 4th Str
eet 4th Str
vard Boule Grand tscaping Stree
CITY MARKET PARK
DESIGN STRATEGIES
do
tation
ase Vege
Incre
Lanes Add Bike alks Sidew n + Add
Wide
eet otte Str
eet 3rd Str
Add Bike Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
3RD-GRAND INTERSECTION
HIGHWAY 9 RIGHT-OF-WAY SPACE
Design strategies are places where opportunities, or strategies to combat constraints, were found.
tion porta
Trans
eet bell Str
ve Stree Remo
for
rized
Moto
Charl
rpass ed Unde Park Utiliz Skate
e n Spac e Gree Utiliz Dog Park for
Parking
Poles
eet es Str
Lanes
On-Street
alks n Sidew
Wide rline
Holm
eet 3rd Str
Wide
Parking
Add Bike
Bike Kiosk
ing + Powe Light sign Lamp Improve Rede
t
On-Street
alks Sidew
Non-
Camp
Truck Allow
et Park: City Mark+ Urban n Desig ulture Agric
alks Sidew
n + Add
y Stree
n + Add
Wide ing tscap Parking On-Street
Add Stree
Access
eet 3rd Str
alks Sidew n + Add Lighting Wide ase Incre
Cherr
Bike Rack
Parking
ing
Light Improve
d Corri
aroun
ase Vege
Incre
Transition Space between Corridor + Bike Trail
alks Sidew Improve On-Street
rhead ay 9 Ove Highw
eet 3rd Str
ve bly Remo
Possi
ing Area/
ing
Light
Locu
On-Street
Bike Lane
asing
Incre
Lane Add Bike alks Add Sidew Lot Improve
eet Oak Str
Capitalize on Viewshed
Rede
Make
sign Load
Rede
y
rd uleva
alk n Sidew Wide sign + Parking
ing ng Add Light treet Parki sign On-S
ve + Rede Remo
ase Safet Incre sign + section in Inter
Rede
t Plan Stree Grand Lane Bike
nce n Entra Desig to Point e Bridg strian Pede
Locations
Rede
s
strian Pede e for Utiliz Not Cars!
d Bo Gran
t Stree Main sign Poles
nce n Entra Desig to Point et City Mark
eet st Str
Transit Stop
Lot Improve ing
tscap
sign Stree
Rede
Light Improve
Bike Rack
ee Oak Str
t Walnu
Bus Stop
tation
s City Kansa North Connection Bike Trail
Utilize Lot
aroun
d Corri
Design Proposition: Beardsley Rd.-Third St. Corridor
NORTHEAST INDUSTRIAL TRAFFICWAY Dense Vegetation
Dense Vegetation
Dense Vegetation
Dense Vegetation
At-Grade Railroad Crossing
tation
e Vege
Dens
Dense Vegetation
Bridge er Road
Open View of Railroad Tracks
Open View of Railroad Tracks
Grade
te Drive ntly Priva
Steep Slope
e e Av nott
Right-Of-Way
Gui
Sparce Vegetation
Curre way Trafficalks ustrial No Sidew
east Ind
Right-of-Way s
Slope
reet
Dense Vegetation
s
Steep
ew alk
t Stree Gillis
tation
e Vege
Dens
1st St
Sid
North
Dense Vegetation
Dense Vegetation
At-Grade Railroad Crossing
No
Dense Vegetation Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
Road
alks dly Frien No Sidew strian Pede ntly Not
Curre
alks No Sidew
eet 3rd Str No Sidewalks
tenance Main
s
Slope
Lydia
Gillis
Steep
Ave
Steep
t Stree
Existing Sycamore Trees
cway l Traffi stria
Own
Own
w alks
Dense Vegetation
alks No Sidew
du
NE In
ed
Railroad
Dense Vegetation ed
Railroad
No
alks No Sidew
Si
de
Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
Dense Vegetation At-Grade Railroad Crossing
Add Native + Remove Invasive Species
ge
ling
estrian
Add Add Native + Remove Invasive Species
Brid
/ Cyc
Add Native + Remove Invasive Species
Ped
Add Native + Remove Invasive Species
Opportunity Possible Expansion Remove Invasive + Add Native Species
Bridge
Open View of Railroad Tracks
e Pa th
Open View of Railroad Tracks
Grade
ing Bik
t Stree Gillis
es
e Lan
tatio
e Vege Add Nativ
d Bik
ive
ve Invas n + Remo
Ex ist
er Road
Steep
Ad
Keep + Add Sycamore Trees
or
dor
tion Corri porta
Steep Slope
alks Add Sidew
Make alks Add Sidew
eet 3rd StrAdd Bike Lanealks Add Sidew
Add Native + Remove Invasive Species
Trans
ive
tation
e Vege Add Nativ
ve Invas + Remo
Add Native Vegetation
east Ind
North
Add Native + Remove Invasive Species
Add Native + Remove Invasive Species
Add Native + Remove Invasive Species
ge
ling
estr
ing
Add
Ad d Lig
ht
es
ling
On ng / Cy cli
Ped
ian
/ Cyc
Brid
Add Native + Remove Invasive Species
e
ng Bridg
ian
Lan
/ Cycli
de str
Cyc
strian
ly
Add
Add Pede
Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
Pe
Area: ment velop Rede e 3 Guinotte Phas to Gillis Cherry to 5th + 3rd
rized
Moto
Non-
t Stree Gillis
Keep Dense Vegetation
way Traffic ustrial Add Sidewalks
203
204 Design Proposition: Beardsley Rd.-Third St. Corridor
Figure Ground Corridor
CONSTRAINTS
Roadway Barriers
Opportunities
Railroad Barriers
Corridor Circulation Route
OPPORTUNITIES
The majority of constraints along the Beardsley Road-Third Street corridor were physical barriers, such as highways, railroad lines, steep topography and building footprints. Opportunities were discovered where barriers did not exist and where constraints could be utilized as opportunities. These opportunities include public space underneath overpasses, viewsheds caused by bluffs, and railroad lines.
Design Proposition: Beardsley Rd.-Third St. Corridor
Segmenting Corridor
BEARSLEY ROAD SEGMENT
RIVER MARKET SEGMENT
COLUMBUS PARK SEGMENT
A master plan of the site was formulated after analyzing the corridor as a whole and also at a site specific scale. To integrate into the different areas of the site, the corridor was segmented into three portion. Each portion of the corridor was strategized differently in order to achieve specific intentions for the given areas. As a strategy for the given areas was determined, the site was again analyzed at a overall scale so that the corridor formed a cohesive whole.
205
206 Design Proposition: Beardsley Rd.-Third St. Corridor
HIGHWAY 9 OVERPASS: DOG PARK + SKATE PARK +BIKE KIOSK +URBAN AG.. 3RD-GRAND INTERSECTION: REDESIGN CITY MARKET PARK: URBAN AGRICULTURE
RIVERBLUFF PARK: REDESIGN
12TH STREET VIADUCT: EVENT SPACE SOUTH BEARDSLEY: OUTLOOK
JARBOE PARK: TRAIL HEAD + LEARNING LANDSCAPE + RECREATIONAL FIELD
Design Proposition: Beardsley Rd.-Third St. Corridor
Master Plan The corridor design was based on two circulation typologies, one wide pedestrian and non-motorized path, and in the urban context two bike lanes separate from sidewalks. In addition to circulation, destination spaces were also created to reflect the needs of the surrounding residents and visitors.
“Streets and their sidewalks, the main public space of a city, are its most vital organs. Think of a city and what comes to mind? Its streets. If a city's streets look interesting, the city looks interesting; if they look dull, the city looks dull.� 38
207
208 Design Proposition: Beardsley Rd.-Third St. Corridor
Park Negotiable Lot Commercial Destination Civic Residential Commercial Parking Garage
LAND USE FOR BEARDSLEY Figure Ground Corridor Roadway Barriers
STRATEGIES FOR BEARDSLEY ROAD
CONSTRAINTS FOR BEARDSLEY
Design Proposition: Beardsley Rd.-Third St. Corridor
Beardsley Road Conditions As one of the first continuous roads along the western bluff, Beardsley Road has been historically disconnected from Kansas City since its creation. The road has been forgotten, neglected, and eventually became an alternative route for truck and automobile traffic. The physical and social landscape matches the isolated location of Beardsley Road. The social isolation can be described through the “no dumping� signs, fresh graffiti, invasive plant species, people lost within and without the city, and high-speed automobile traffic. Currently. There are few amenities along the one mile stretch of Beardsley Road. Due to the length and distant between amenities on Beardsley Road, the design strategy focused on active cycling and passive pedestrian circulation. The main opportunity for Beardsley Road was to design a more pedestrian and bicycle-friendliness environment. The design improves existing pedestrian and bicycle paths, while adding amenities and improving natural aesthetics.
209
210 Design Proposition: Beardsley Rd.-Third St. Corridor
Outlook Point Rail Lines
Rail Lines Interstate 35 Interstate 70 Rail Lines
Interstate 35
Interstate 35 Case Park Forester Road Interstate 35 Rail Lines Interstate 35 Rail Lines Interstate 35
Rail Lines Interstate 35 Rail Lines
Rail Lines
Rail Lines
Rail Lines Interstate 670 Rail Lines
Rail Lines
School Grounds
Transverse sections of Beardsley Rail Lines School Grounds
Road investigated the vertical constraints along the site. The sections
Rail Lines
BEARDSLEY ROAD
revealed where opportunities for connection to the Downtown Loop
SECTIONAL ENCLOSURE STUDY OF BEARDSLEY ROAD
and West Bottoms were possible.
Design Proposition: Beardsley Rd.-Third St. Corridor
211
212
Research + Analysis
Research + Analysis
213
214 BEARDSLEY ROAD
LEARNING LANDSCAPE
PAVILION
TRAIL HEAD
RECREATIONAL FIELD
OUTLOOK
The design for Jarboe Park incorporates the West Pennway Plan, while creating additional amenities further
PLAN OF JARBOE PARK
along Beardsley Road.
Design Proposition: Beardsley Rd.-Third St. Corridor
Jarboe Park Jarboe Park is located in Westside district, a racially and age diverse neighborhood with small commercial center. Since Jarboe Park site is adjacent to Primitivo Garcia Elementary School and a residential area, the design provides a field, pavilion, and learning landscape where kids can reconnect with nature. As a destination, the trail head provides a pedestrian amenity and educational opportunity for visitors. The trail head and learning landscape incorporate the remaining road bed of Kersey Coates Drive. Once a component of West Terrace Park, the only trace of the road is located at 17th and Beardsley. The design utilized the altered topography, creating inhabitable space for the community.
CONNECTION TO TRAIL SYSTEM
215
216 Design Proposition: Beardsley Rd.-Third St. Corridor
BEARDSLEY ROAD ADJACENT TO JARBOE PARK
Objectives of Beardsley Road were to connect Westside, West Bottoms, Downtown Loop, and River Market districts; revitalize right-of-way and public land; create amenities between existing amenities; utilize native plants and stormwater management; improve mobility, accessibility, and aesthetics for pedestrians and cyclists; reduce cutthrough truck traffic; and clarify circulations zones.
Design Proposition: Beardsley Rd.-Third St. Corridor
Southern Beardsley Road
BEARDSLEY ROAD
MULKEY SQUARE PARK
217
218
BEARDLSEY ROAD
12TH VIADUCT + WEST BOTTOMS VIEWSHED
OUTLOOK
PLAN OF OUTLOOK
Design Proposition: Beardsley Rd.-Third St. Corridor
MODEL OF BEARDSLEY ROAD PASSING UNDER INTERSTATE 670
219
220 Design Proposition: Beardsley Rd.-Third St. Corridor
Slightly north of Interstate 670, appears a view of the entire 12th Street Viaduct and West Bottoms district. The proposed outlook accentuates the visual connection with a cantilever structure. VIEW FROM OUTLOOK
To reduce speed on Beardsley, the design proposed a dedicated 12’ pedestrian and cycling lane with vegetation buffer and narrower automobile lanes. By lowering vehicle speeds non-motorized can enjoy views and freedom of movement. The design would also address erosion by replacing non-native plants with native plant species.
Design Proposition: Beardsley Rd.-Third St. Corridor
Beardsley Outlook
BEARDSLEY ROAD
MULKEY SQUARE PARK
221
222
Research + Analysis
Research + Analysis
223
224 BEARDLSEY ROAD
VIADUCT (MID-DECK: NON-MOTORIZED)
EVENT SPACE
12TH STREET
MULKEY SQUARE PARK
Design Proposition: Beardsley Rd.-Third St. Corridor
12th Street Viaduct The 12th Viaduct is one of the few connection points between the Downtown Loop, the commercial core of Kansas City, and the West Bottoms, a district consisting of old railroads and manufacturing buildings and few residents. The objective for the 12th Street Viaduct is to add a bridge between the mid-deck and top of the viaduct to improve pedestrian mobility and accessibility, create an event space between the mid-deck and top of the viaduct, permitting only non-motorized transportation along the middeck, and connect the West Bottoms to the Downtown Loop.
LOCATION OF VIADUCT
225
226
Design Proposition: Beardsley Rd.-Third St. Corridor
The bridge structure that spans over Beardsley Road at the mid-deck is nestled into the bluff, connecting to the viaducts’s upper deck. From the 12th Street mid-deck entrance at Beardsley Road, the cathedral-like structure provides a picturesque outdoor atmosphere and isolated location. The design will improve pedestrian mobility and accessibility, create an event space between the two levels, permit only non-motorized transportation along the mid-deck, and connect the West Bottoms to the Downtown Loop. The added event space would be able to host weddings, markets, art exhibits, lectures, and similar events.
227
228 Design Proposition: Beardsley Rd.-Third St. Corridor
THREE LEVELS OF VIADUCT
12TH VIADUCT FACING WEST
SECTION THROUGH 12TH STREET VIADUCT
12TH VIADUCT FACING EAST
Design Proposition: Beardsley Rd.-Third St. Corridor
The bridge connecting the mid-deck to the top deck also connects to the hiking trail in Mulkey Square Park. This connection creates a loop with the existing Heritage Trail and proposed Beardsley Road corridor. TRAIL CONNECTIONS
BEARDSLEY ROAD
EVENT SPACE
229
230 Design Proposition: Beardsley Rd.-Third St. Corridor
To reduce speed on Beardsley, the design proposed a dedicated 12’ pedestrian and cycling lane with vegetation buffer and narrower automobile lanes. By lowering vehicle speeds non-motorized can enjoy views and freedom of movement. The design would also address erosion by replacing non-native plants with native plant species.
SECTION THROUGH BEARDSLEY ROAD
BEARDSLEY ROAD
Design Proposition: Beardsley Rd.-Third St. Corridor
Northern Beardsley Road
INTERSTATE 35
CASE PARK
231
232
MISSOURI RIVER VIEWSHED
OUTLOOK
WEST BOTTOMS VIEWSHED OUTLOOK
DOWNTOWN SKYLINE VIEWSHED
PLAN FOR RIVERBLUFF PARK
Design Proposition: Beardsley Rd.-Third St. Corridor
Riverbluff Park The intent for redesigning Riverbluff Park is to improve the views to the West Bottoms, train tracks, the confluence of the Missouri and Kansas Rivers, and the Downtown skyline; improve the pedestrian aesthetics; and lower the maintenance for Kansas City Parks and Recreation. The design consists of improving outlook points with elevated platforms that are unobstructed by plants and fencing. Additionally, the design incorporates shade trees for comfort, native plant species and bioswales for lower maintenance, and a picnic area.
233
234 Design Proposition: Beardsley Rd.-Third St. Corridor
Park Negotiable Lot Commercial Destination Civic Residential Commercial Parking Garage
LAND USE FOR RIVER MARKET
Figure Ground Corridor Roadway Barriers
STRATEGIES FOR RIVER MARKET
CONSTRAINTS FOR RIVER MARKET
Design Proposition: Beardsley Rd.-Third St. Corridor
THIRD STREET: RIVER MARKET The River Market district is home to the historic City Market, Kansas City’s farmers’ market. The area is moderately populated with mostly young white singles. Many small businesses are also located here. River Market has high pedestrian mobility and accessibility, although Third Street remains uncomfortable for pedestrians and cyclist. The moderate population density and built-environment of River Market yields an ideal location for corridor success. Aspects that the district lacks are clear circulation for both motorized and non-motorized traffic, and successful designed destination areas. The objectives for Third Street are to improve the connection between River Market and Columbus Park; reduce cut-through traffic; enhance “Spirit of Kansas City” scenic byway; balance regional identity and history; increase investment; increase pedestrian traffic; increase population; and improve aesthetics for pedestrians and cyclist.
235
236
Research + Analysis
Research + Analysis
237
238
PLAZA
URBAN AGRICULTURE
PLAN FOR CITY MARKET PARK
SECTION FOR CITY MARKET PARK
CITY MARKET
Design Proposition: Beardsley Rd.-Third St. Corridor
City Market Park The City Market Park currently functions as an informal dog park. The park’s perimeter is enclosed by trees, leaving an empty lawn in the interior. The objective to redesigning City Market Park is to add a complementary use to the adjacent City Market, enhance pedestrian accessibility for local River Market residents. By adding an urban agriculture area as a pedestrian amenity, residents of River Market will have an agriculture area that does not currently exist. The north portion of City Market Park will contain an enlarge plaza space for City Market visitors. Lastly, stakeholders requested leaving a small area for dogs.
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PARKING GARAGE
CAFE
CITY MARKET
PLAN FOR THIRD-GRAND INTERSECTION
GRAND BOULEVARD
Design Proposition: Beardsley Rd.-Third St. Corridor
Third + Grand Intersection The intersection of Third Street and Grand Boulevard is a confusing point for both motorized and non-motorized traffic. The intersection is expansive with no clear definition. Each corner of the intersection contains parking lots, amplifying the undefined boundaries. The site presently stations bus stops for city and regional buses. The northeastern parking lot is slated to be a Bikeshare location. Moreover, the parking lot is a proposed site for a streetcar stop and a possible park garage for Park and Ride. The design intention are to improve communication between motorize and non-motorized transportation, enhance pedestrian accessibility and aesthetics. To do so, the design includes a cafe for public transportation users, along with an eating area and plaza, defined circulation and destination zones, and improved transit waiting areas.
SECTION AT THIRD-GRAND INTERSECTION
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242 Design Proposition: Beardsley Rd.-Third St. Corridor
Design Proposition: Beardsley Rd.-Third St. Corridor
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244 Design Proposition: Beardsley Rd.-Third St. Corridor
Park Negotiable Lot Commercial Destination Civic Residential Commercial Parking Garage
LAND USE FOR COLUMBUS
Figure Ground Corridor Roadway Barriers
STRATEGIES FOR COLUMBUS PARK
CONSTRAINTS FOR COLUMBUS
Design Proposition: Beardsley Rd.-Third St. Corridor
COLUMBUS PARK Columbus Park district is a mostly residential area mixed with small businesses. The population is both racially and age diverse. The majority of housing is single family or small multi-family housing. The district in recent years began to be gentrified, although there are still many more opportunities to reinvest in the neighborhood. One site within Columbus Park and adjacent to the corridor street is slated to be redeveloped in the near future. The development project, Phase 3 Development, will bring residences and commercial properties to an eight block site. An additional redevelopment project for the district is in the northern portion of the district. The Port Authority, sectioned off a portion of Berkley Riverfront Park to be redeveloped into a mixed use development, as well. Both redevelopment projects are in their infancy, therefore strategizing the corridor to meet the needs of the area became more challenging. This portion of the site design became less specific, although some main design ideas were suggested, the circulation route.
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246 WALKING TRAIL
URBAN AGRICULTURE
SKATE PARK BIKE KIOSK + CAFE
DOG PARK
Design Proposition: Beardsley Rd.-Third St. Corridor
Highway 9 Intervention The site is existing right-of-way space that surrounds Highway 9. The land to the west of Highway 9 is divided by an unusable street connection to 4th Street; while the right-of-way underneath Highway 9 overpass is nothing more than dirt separating two districts; to the east an overgrown for-sale lot. Two major assets cross these three sites, a bike trail connecting to North Kansas City and a walking trail on former Second Street. The design intention is to repurpose public space adjacent to the highway, complement the existing bike route to North Kansas City, connect to the existing pedestrian trail Cold Storage Lofts, add a cafe as a pedestrian amenity to Columbus Park district.
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248 Design Proposition: Beardsley Rd.-Third St. Corridor
The design for the western portion of the site is to close the former Fourth Street connection and reallocate City Market Park’s informal dog park to a fenced in off-lease dog park. Utilizing the under-utilized public space underneath Highway 9 to become a skate park for loft renters and adolescents in River Market and Columbus Park.
WALKING TRAIL
Design Proposition: Beardsley Rd.-Third St. Corridor
The for sale lot east of Highway 9 has the potential to survive cyclist traveling to North Kansas City and Columbus Park residents. The developing the for sale site would provide a bike kiosk, to repair bicycles; urban agriculture area for Columbus Park; and a cafe. These design interventions will reconnect River Market and Columbus Park districts by providing better pedestrian and cyclists mobility and lessening district barriers
SKATE PARK
THIRD STREET
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250
Research + Analysis
Design Proposition: Infill Parks
Selected infill Sites Infill Parks will repurpose underutilized surface parking lots to serve as public space. As a new hybrid park typology, these spaces will be flexible and serve multiple functions. They will shift the perception of public space by increasing the amount of green and civic space downtown without eliminating each space’s primary function of parking. The Infill Parks will function as a public place intended for spontaneous pedestrian inhabitation, which not only encourages walkability in downtown, but improves its sense of place as a public domain. They serve as interstitial connectors to the major parks bordering the city’s perimeter and to the major corridors that run through the city’s core. Each small scale space will contribute to improving the city individually, while the network of spaces provides cohesion to the order of the city.
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252 Design Proposition: Infill Parks
Infill Parks have the potential to serve as catalytic elements for future development within the downtown. They aim to initiate public/private partnerships which will benefit the city as a whole. Even if an infill space is under private ownership, it is public in nature as it contributes to the character and experience of the city. By re-appropriating and improving these private underutilized lots for public benefit, the surrounding areas will become more appealing, encouraging inhabitation. In conjunction with this idea, there is an understanding that the re-appropriation of these underutilized lots for the purpose of public space may in some cases be temporary. As the area around the Infill Park improves and the city continues to densify, there may come a time at which the infill space will better serve the city as a developed lot.
“Understanding that long term implementation may depend on short term initiatives to change public perceptions and to generate political will, public works practices set out preliminary smaller scale events and installations that require few resources" 39
Design Proposition: Infill Parks
253
254 Design Proposition: Infill Parks
Infill Park sites were selected to be developed in further detail after determining which sites within the downtown had the most need for intervention. This need was determined by each site’s distance from other park locations and analytical THREE INFILL SITES WITH CONNECTION PATHS
maps showing adjacent conditions.
Design Proposition: Infill Parks
Urban Concept The selection process for the Infill Parks creates an ordering system that contributes to the overall organization of the city. The Infill Park system serves as a new urban space typology within the city that provides potential public space. Each site is different in terms of its surroundings, users, and function. These individually unique vacant and underutilized lots that form the Infill Park system create new spaces that are a mixture of sustainable amenities, civic spaces, and public hybrid parks. The concept of hybrid public spaces examines how existing infrastructural aspects and programmatic functions can be retrofitted in a way that enables each space to serve as part of the public realm. The creation of these new spaces provides crucial infrastructural elements while simultaneously allowing for the incorporation of existing programmatic functions that the city still requires. As each Infill Park acts as an element for catalytic development, every park or civic space will become an iconic space that speaks directly about the amenable and structural order of public spaces within the city. To encourage improvements, Infill Parks look at establishing public-private partnerships.
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Cherry Street
Grand Blvd
Walnut Street
Wyandotte Street
Washington Street
Cherry Street
Walnut Street
Grand Blvd
Wyandotte Street
Washington Street
256 Design Proposition: Infill Parks
9th Street 9th Street
10th Street 10th Street
17th Street
17th Street
18th Street
18th Street 19th Street
19th Street
NETWORK OF SEVEN INFILL PARKS
THREE INFILL PARKS WITH DESIGN INTERVENTIONS
A total of seven underutilized lots were selected for design interventions. Out of these, three were fully developed; including sites at 17th Street and Grand Boulevard, 10th Street and Cherry Street, and 9th Street and Wyandotte Street. These three sites illustrate a network of new public hybrid green spaces throughout the Downtown.
Design Proposition: Infill Parks
After determining the seven most crucial sites, three sites were selected for further design development. The three parks selected examine three different conditions for the urban typology concept; a parking lot, a civic space, and a hybrid of parking lot and civic space.
The map on the right shows the three selected sites at a city scale and the connections between the sites.
THREE INFILL PARKS WITH CONNECTION PATHS
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258
Research + Analysis
Design Proposition: Infill Parks
17th st. + grand boulevard 17th St. and Grand Blvd. represents one of the two examples of the prototypical ideas and design for the Infill Park presented in this publication. The site currently exists as a parking lot at the intersection of two major districts in the Greater Downtown Area, the Crossroads District and the Loop. Identified as an underutilized lot, 17th St. and Grand Blvd. serves as a parking lot for the employees of the Kansas City Star, which is directly adjacent to the lot site. Because of its proximity to the above districts, the site has the potential to become a public hybrid park. The space will allow for public gathering without removing the need for vehicular parking. The design intention for the space is for the Kansas City Star employees to continue using the lot as parking during work hours; however, after work hours, and on weekends, the space becomes a public civic/green space. The potential of this site to become a catalytic urban typology within downtown is strengthened by extending the Grand Boulevard Improvement Project. It also acts as an extended event space for the Crossroads district and the Loop.
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260 Design Proposition: Infill Parks
17TH ST. + GRAND BLVD. WITHIN THE INFILL NETWORK
17TH ST. + GRAND BLVD. INFILL PARK SITE
Design Proposition: Infill Parks
17TH ST. + GRAND BLVD. INFILL PARK SITE AS IT CURRENTLY EXISTS
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262 Design Proposition: Infill Parks
MARCH
JUNE
SEPTEMBER
DECEMBER
9:00 AM
12:00 PM
3:00 PM
6:00 PM
EXISTING SOLAR EXPOSURE CONDITION FOR 17TH STREET + GRAND BOULEVARD
Design Proposition: Infill Parks
SOLAR EXPOSURE + ViewS
SOUTHEAST VIEWS OUT
SOUTHWEST VIEWS OUT
NORTHEAST VIEWS OUT
NORTHWEST VIEWS OUT
ALL VIEWS OUT OF THE SITE
ALL VIEWS INTO THE SITE
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264 Design Proposition: Infill Parks MARCH
JUNE
SEPTEMBER
DECEMBER
SOLAR EXPOSURE ABSTRACTS: EXISTING CONDITIONS
SOLAR EXPOSURE ABSTRACTS: DESIGNED CONDITIONS
Design Proposition: Infill Parks
ALTERED SOLAR EXPOSURE Once each Infill Park was selected, a set of studies illustrate solar exposure on the existing site. The studies were taken during consistent times on the summer and winter solstice and the spring and fall equinox. Once the solar exposure levels had been analyzed it was determined if the Infill Park’s microclimate needed to be manipulated through design strategies. The same solar exposure studies were completed on the proposed design model to illustrate improvements made to the microclimate. Along with the solar exposure studies, views into and out of the site were studied. These views helped determine the aesthetic perception of each existing site and the potential visual quality each Infill Park will have. 17th St. and Grand Blvd. solar exposure studies indicated a need for positive improvements to the microclimate for the public users. Specifically, the studies showed a lack of shading from existing context during the hotter months of the year. To accommodate pedestrian users, elevated cooling and shading green wall structures were placed strategically on the site. The structures ease microclimate comfort and mark pedestrian circulation and movement through the site, and at a larger scale through out the city.
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266 Design Proposition: Infill Parks
The Grand Blvd. Improvement Project widens Grand Blvd. next to this lot, making room for a bike lane and a widened sidewalk. A canopy structure with strategically placed solar panels on top which relate this canopy to the wind chimney structure will cover this widened sidewalk. Located around the wind chimney structures, parking spaces will be lightly outlined by pavers which tie into a larger paving design. Tree canopies wrap the site, making the entire Infill 17TH STREET + GRAND BOULEVARD SITE PLAN
Park an extension of Grand Blvd.
Design Proposition: Infill Parks
Designed to be a multi-functional civic space, this site will easily allow for pedestrian use. A unique pavement pattern will be used to define the different spaces within the site. Pedestrian pathways under the elevated green wall structures also help define the spaces within the site. Urban furniture will line the pedestrian paths giving users multiple ways to use the space. Along with pedestrian paths dividing the site, tree canopies and shrubs further define the edges of the space.
17TH STREET + GRAND BOULEVARD GROUND PLAN
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268 Design Proposition: Infill Parks
PEDESTRIAN CIRCULATION DIAGRAM
VEHICULAR CIRCULATION DIAGRAM
Circulation will be an important design factor for any improvements made to this site. Vehicular circulation is one directional and has limited entry onto the site. Unlike cars, pedestrians have full access and movement within the space. Structures will line the primary paths through the site and direct users to important areas.
Design Proposition: Infill Parks
PROGRAMMING DIAGRAM: ART SHOW
PROGRAMMING DIAGRAM: FESTIVAL
269
PROGRAMMING DIAGRAM: PROGRAMMING DIAGRAM: FOOD TRUCK EVENT MOVIE SCREENING
Dividing the lot into sections through the use of structures, paving patterns, and tree canopies allows for the individual spaces to be used in multiple ways. Shade wings will act as billboards to the city, but will be used for movie screening as well. The openness of the individual spaces will allow for various events to occur in the space.
270 Design Proposition: Infill Parks
Design Proposition: Infill Parks
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272 Design Proposition: Infill Parks
Design Proposition: Infill Parks
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274 Design Proposition: Infill Parks
In a typical Kansas City rainfall, 192,000 gallons of stormwater drains into the sewer system. 40
The large bioswale, located at the southern low point of the site, will not only collect stormwater runoff, but will also act as a focal point for the space. An elevated green wall structure, or wind chimney, with a pedestrian pathway below will draw users to this portion of the site. Mini bridges extend the pedestrian path over the bioswale ensuring users will experience the bioswale fully. A variety of trees and native plants will inhabit the bioswale.
BIOSWALE SECTION
Design Proposition: Infill Parks
Sustainability The natural topography of 17th St. and Grand Blvd., combined with the impervious paving surface of the existing parking lot, makes stormwater runoff a major issue for the site. To help alleviate the amount of water runoff the site produces, three mini bioswales will be incorporated into the design. They will be placed near the elevated green wall structures, and used to cleanse the stormwater as it moves down the site. Detention tanks placed underground, beneath each bioswale, will cleanse and recirculate the water to irrigate the green walls. In conjunction with these mini bioswales, one large bioswale will be placed at the southern low point of the site. This bioswale will collect the remaining runoff from the site. The existing parking lot’s pavement will be replaced with a more pervious surface material. This design strategy will reduce the runoff the site produces. Detention and retention basins will collect and store stormwater, which alleviate the demand placed on the city’s sewers system. These water management elements, combined with the use of bioswales, reduce the overburdened sewers and create a self-sustaining green civic space. BIOSWALE PLAN
275
276 Design Proposition: Infill Parks
Solar powered LED lights will create a lighting event within the space at night. Placed along the Grand Blvd. structure and horizontally on the green walls the space will light the city above the pedestrian scale. Users within the site will be guided by lighting placed along each tree and along each structural frame member lining the pedestrian pathways. All of the energy being used will be produced on-site.
Stormwater
runoff
management
for this site is will be a huge design obstacle to overcome. To alleviate the overburdened city sewer systems, bioswales have been placed throughout the site to help collect, store, and filter the stormwater. Detention tanks, placed below the parking stalls, will collect the water, temporarily store and cleanse the water, then pump it up to the elevated green walls for on-site irrigation.
Design Proposition: Infill Parks
277
278 Design Proposition: Infill Parks
Design Proposition: Infill Parks
279
280 Design Proposition: Infill Parks
SURFACE TREATMENT
URBAN FURNITURE
BUILT STRUCTURE
TREE CANOPY
The kit of parts includes pervious pavement, urban furniture, solar panels, cooling and shading structures, tree canopies, and stormwater manSHADE STRUCTURE
WATER MANAGEMENT
agement strategies.
Design Proposition: Infill Parks
Kit of Parts Each Infill Park will have sustainable design strategies and elements that makes the space unique to the Greater Downtown Area. The kit of parts includes programmatic elements that improve the microclimate of each park and unite all of the infill spaces in the area. The concept behind the kit of parts is to include the same principles and design elements at each Infill Park so they become a recognizable system. Whether the design will address a civic space, a park, or a hybrid green space, the sustainable features can be applied to the design. The design features will be applied to each park as a series of layers that create a cohesive whole. Each of these layers will relate to one another in such a way that their relationship creates a meaningful order to the city. If the public realm and the urban fabric of the city are not seamlessly integrated, the city becomes a series of disconnected structures and residual spaces.
281
282 Design Proposition: Infill Parks
EXPLODED AXONOMETRIC OF WIND CHIMNEY
Design Proposition: Infill Parks
WIND CHIMNEY
DIAGRAM OF WIND CHIMNEY
WIND CHIMNEY
One of the major design elements from the kit of parts will be the cooling and shading green wall structures, or wind chimneys. These elevated structures cool the site’s environment through shading and heat removal. As air moves over the top of the structure, a negative pressure forces air from the ground up through the chimney, where it is cooled by the green wall vegetation. The air exits the top of the structure and recirculates over the site, which keeps users comfortable at the pedestrian scale. Solar panels are placed on top of the structures to help store energy for the site’s uses. Shading wings also help cool the site and act as billboards to the city.
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284 Design Proposition: Infill Parks
EXPLODED AXONOMETRIC OF URBAN FURNITURE
EXPLODED AXONOMETRIC OF URBAN FURNITURE
Design Proposition: Infill Parks
Urban Furniture Another design element from the kit of parts will be the urban furniture. Similar to the wind chimney design feature, this element will be used at multiple Infill Parks to help organize them as a complete system. At first glance the benches seem simple, but upon closer examination each piece of furniture becomes an important design strategy for every space. Wood paneling and a steel frame unite each furniture piece together; however, no two benches will be alike. The versatility in each allows users to sit, recline, or lie completely flat. The differing shapes and capabilities of each bench will allow them to be arranged in several configurations, making each Infill Park’s furniture unique to that site. Varying heights will give the user a different experience of the park while sitting on each piece. The steel frame relates the furniture to the wind chimney’s steel frame, while the wood paneling mimics the natural feel of each Infill Park’s tree canopy.
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286
Research + Analysis
Design Proposition: Infill Parks
10th street + cherry street 10th St. and Cherry St. is the second of the two prototypical Infill Park examples presented in this publication. The site currently exists as an under-utilized block in the Federal District of the downtown area, split between a grass lot and a heavily used parking lot. The parking lot portion of the site is used regularly by courthouse visitors, but because of its distance from the courthouse pedestrians are forced to cut across the site through the grass lot. Very few buildings surround 10th St. and Cherry St., making the southwestern corner a prime location for activity. A bus stops routinely at the intersection, while pedestrians travel on foot across the street to the courthouse. The design intention for this highly used parking lot and underutilized grass lot will be to create an ideal public hybrid park. Mimicking the design concept for 17th St. and Grand Blvd., the parking lot will remain as a parking lot during work hours but will transform into a public civic space after hours and on weekends. The civic space’s functions will extend into a terraced green space. This portion of the park will make the journey from the car more enjoyable by foot. Pedestrian traffic will be directed towards a newly designed bus structure.
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288 Design Proposition: Infill Parks
10TH ST. + CHERRY ST. WITHIN THE INFILL NETWORK
10TH ST. + CHERRY ST. INFILL PARK SITE
"Across a diverse spectrum of cultural positions landscape has emerged as the most relevant medium through which to construct a meaningful and viable public realm in North American cities". 41
Design Proposition: Infill Parks
10TH ST. + CHERRY ST. INFILL PARK SITE AS IT CURRENTLY EXISTS
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290 Design Proposition: Infill Parks
MARCH
JUNE
SEPTEMBER
9:00 AM
12:00 PM
3:00 PM
6:00 PM
EXISTING SOLAR EXPOSURE STUDY FOR 10TH STREET + CHERRY STREET
DECEMBER
Design Proposition: Infill Parks
sOLAR EXPOSURE + VieWs
SOUTHEAST VIEWS OUT
SOUTHWEST VIEWS OUT
NORTHEAST VIEWS OUT
NORTHWEST VIEWS OUT
ALL VIEWS OUT OF THE SITE
ALL VIEWS INTO THE SITE
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292 Design Proposition: Infill Parks MARCH
JUNE
SEPTEMBER
DECEMBER
SOLAR EXPOSURE ABSTRACTS: EXISTING CONDITIONS
SOLAR EXPOSURE ABSTRACTS: DESIGNED CONDITIONS
Design Proposition: Infill Parks
ALTERED SOLAR EXPOSURE As mentioned previously, a series of solar exposure studies were conducted for each site. 10th St. and Cherry St. solar exposure studies indicate a need for microclimate changes. The open lot provides no shade for the users, especially during the hotter months of the year. The view studies into and out of the site reveal three exposed sides of the site due to a lack of building context. This creates a need for a designed urban edge and contributes to the over exposure to the elements. To alleviate the extreme heat, provide shading, and create an urban edge for the block, cooling and shading green wall structures will be incorporated into the Infill Park design for this site. A series of tree canopies will be added to the terraced green space as well. The solar exposure studies conducted with the designed built model reveal an improvement in the microclimate, which makes the user continuously comfortable while transitioning from one side of the hybrid green space to the other.
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294 Design Proposition: Infill Parks
10th St. and Cherry St. incorporates a paved civic space, that will secondarily act as a parking lot, and a terraced green space. A canopy structure and a bus structure not only shade the site, but will create an urban edge that is currently missing. This site will be a public hybrid green space where the pavement will blur the line between the civic space and the green terraces. Large terraces will be paved allowing for an easier transition through the site. Tree canopies wrap around the site creating an urban edge and enclosing the site 10TH STREET + CHERRY STREET SITE PLAN
from exposure to the highway.
Design Proposition: Infill Parks
As trees define the edge of the site, an edible tree canopy is dispersed through the terraced green space. A series of terraces, both grass and paved, will lead pedestrians to different parts of the space. A pedestrian pathway will bridge over the bioswale leading to a newly designed bus structure. Urban furniture is strategically placed and will allow for multiple users to inhabit the space at different times. Shallow stairs and ramps will direct pedestrians through the site and to different terrace levels.
10TH STREET + CHERRY STREET GROUND PLAN
295
296 Design Proposition: Infill Parks
PEDESTRIAN CIRCULATION DIAGRAM
VEHICULAR CIRCULATION DIAGRAM
Design Proposition: Infill Parks
10th St. and Cherry St. has heavy vehicular and pedestrian traffic at any given point in the day. To accommodate the city’s need for a parking lot, one half of the site allows for vehicular movement. The design concept emphasizes movement through the entire site at a pedestrian scale and not a vehicular scale. A pedestrian can wander through both sides of the Infill Park, while the car can only manage half of the site. Entrances onto the site are limited and strategically placed to make pedestrians feel safe and comfortable journeying through both sides. Even though it can be used as a parking lot, the space is defined as a civic space and can be home to several event types.
297
298 Design Proposition: Infill Parks
Design Proposition: Infill Parks
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300 Design Proposition: Infill Parks
Design Proposition: Infill Parks
301
302 Design Proposition: Infill Parks
BIOSWALE SECTION
Design Proposition: Infill Parks
SUSTAINABILITY 10th St. and Cherry St. has a naturally drastic slope to the topography with the lowest point in the southeast corner, on the existing parking lot half of the site. Several steps will be taken to reduce the amount of stormwater runoff produced by the site alone and the surrounding area. As part of the site acts as a paved civic space and parking lot, mimicking 17th St. and Grand Blvd., two mini bioswales will be placed near the elevated green wall structures. They will collect stormwater and store it temporarily in detention basins kept underground. The basins will help filter and cleanse the water and then recirculate it for on-site irrigation.
BIOSWALE PLAN
The second half of the site will be a mixture of grass and pervious paving allowing most of the site’s stormwater to be absorbed. The strategic design of the grass terraces directs remaining stormwater towards a large bioswale at the lowest point of the site. This bioswale will collect all runoff not being collected, absorbed, or used as irrigation anywhere on the site. The large bioswale becomes a main design feature of site as a pedestrian bridge crosses over it and directs the user to the newly designed bus structure.
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304 Design Proposition: Infill Parks Because of the site’s exposure to the highway, 10th St. and Cherry St. has the potential to be seen at night with lighting. Solar powered LED lights will line the bus structure, canopy structure, and the elevated green wall structures. All of the tree canopies will be lit from below to encourage pedestrians to use the site beyond daytime hours.
Stormwater
is
collected,
stored,
and filtered through mini bioswales placed under the parking stalls on the site. Detention tanks will recirculate water for on-site irrigation. Grass and pervious pavement help absorb stormwater as well.
Design Proposition: Infill Parks
305
306 Closing Thoughts
Closing Thoughts
CLOSING THOUGHTS This publication is not only an exhaustive record of the Comprehensive Vision Plan for Green and Civic Spaces in the Downtown KCMO, but also an attempt to, in its organization and content, reflect on the results of the project from the perspective of possibilities of implantation of its ideas, both in planning and design sense. In addition to that, we also hope that we have been able to develop an integrated urban design strategy for approaching critical issues that define this project and contribute to the dialogue on design thinking. In relation to that we would like to offer following reflections and recommendations: 1. The most important result of the project is the overall vision plan. It offers a conceptually strong and meaningful idea of a system of green and civic spaces that are functionally and hierarchically organized into a three-part structure: Anchor Parks, Corridors and Infill Parks. Each of these park/civic space categories is further developed and defined as a typology relative to its functional, contextual and relational meaning and purpose. The vision plan is both comprehensive and flexible. It takes into account all relevant planning documents and related urban improvement projects and initiatives and incorporates them into, and builds on them its systemic structure. At the same time, since it is conceived as a system it provides an organizational matrix for future generation and inclusion of the new improvement plans and projects into its ordering structure. In short it is a conceptual blueprint that defines a viable urban idea, which currently doesn’t exist, and on the basis of which strategic development of green and civic spaces could be carried forward towards significantly enhancing quality of urban environment in the downtown area. As is, the overall vision plan could be retained as an internal working document that would help guide strategic decisions on the subject within Parks and Recreation Department, or, with a minimal investment and professional expertize it could be developed into a working professional planning document that complements Greater Downtown Area Plan.
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308 Closing Thoughts 2. In terms of strategic urban design studies, Washington Square Park and the proposed Rail Park extension represent the most significant urban design idea. While the significance and urban potential of the Washington Square Park is a long standing question that was a subject of previous design studies, the design vision proposed in the project is casting a more comprehensive urban idea which is not localized to the park site only but is trying to consider the broader contextual consideration of the entire downtown area. In that regard Washington Square Park is conceived as one of the most important urban nodes of the entire downtown area and potentially one of its most important civic spaces. Its design has a catalytic significance that can transform the entire perception of the city. Though the overall design vision of the park complex is highly speculative at this point, its guiding conceptual principles are true for all three potential completion stages and need to be maintained consistently regardless of the eventual scale of the design execution. To the north the park needs to be grounded in the sweeping panorama of the downtown area which should be framed by it and incorporated into its spatial order; and to the south the park needs to create a spatial and functional continuum with the Crown Center Plaza and Pershing Square, and by extension Liberty Memorial and Penn Valley Park which together would form an integrated public space realm that defines southern edge of the downtown area. Consequently Washington Square Park constitutes a critical interface between two different and dramatic contextual conditions and its design cannot be relegated to the piecemeal programmatic interventions but has to be brought forth in an integrated civic-minded vision for the whole space. The urban design vision presented in this publication articulates constructively the main guiding ideas that should be used to generate the next phase of urban design iterations. That phase should look with a greater depth into space programming ideas as well as iterate and study urban design ideas at an architectural scale. Given the contextual dynamic of the development of the Street Car project and the Grand Avenue improvement project which are still in their evolving stages, and are hence creating somewhat speculative circumstances for the advancement of the Washington Square Park design, KCDC urban design studio would be ideally positioned to carry out the next level of the project design study and create an advanced visioning development phase in preparation for acquiring professional design services.
Closing Thoughts
3. A significant part of the design effort on the project was invested into rethinking normative typologies of green and civic space and seek innovative solutions for their infrastructural capacity in improving the quality and livability of urban environment. The idea of Infill Parks offers a compelling strategy for considering surface parking and vacant lost as a potential green and civic space overlay which doesn’t compromise original parking function or private ownership but adds an infrastructural dimension that allows for the improvement of the site microclimate, self-sustaining site management and diverse functional capacity. This idea proposes a hybrid urban space typology that intersects private ownership with the public infrastructure. It is based on an argument that the city microclimate, sustainable capacity, infrastructural imperatives, and visual and experiential domain cannot be compartmentalized and are a part of its inhabitable functioning totality that needs to be formally recognized and made subject of urban design. If this idea were to be carried forward, the lack of functioning green space in the downtown area would be easily resolved without any need to create new park space while significantly increasing the amount of truly inhabitable public space. The infrastructure design itself has been thoroughly researched through a range of cutting age case study built projects existent in the world today, as well as vetted with the design experts in sustainable technology field. The design proposition is further grounded in the thorough site studies ranging form physical conditions to zoning, applicable building codes and parcel ownerships. As it stands the design is ready to be advanced to the infrastructure prototype development and implementation study level. The next logical step would be to create partnership Between KCDC urban design studio and KCMO City Manager’s Office and Parks and Recreation Department, as well as other related experts and expert institution in the field, and pursue funding possibilities for infrastructure and space prototype study development. In closing we consider the Comprehensive Vision Plan for Green and Civic Space in Downtown Area KCMO project an integrated idea which will best serve its purpose if considered and applied in its totality. However in the face of reality, further development and eventual implementation of any of the three outlined recommendations would be a significant step forward towards improving the quality of urban environment in KCMO downtown area and KCDC urban design studio remains committed to continue partnership and collaboration with the project stakeholders in pursuing such a goal.
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REFERENCES
312 References
The Main Street Streetcar will run along a two-mile corridor from the River Market in the north of downtown, through the Central Business District and the Crossroads areas, to Union Station and Crown Center in the south. The downtown corridor represents the best opportunity for developing a successful starter-line which could be a critical building block for more extensive regional transit system improvements. BNIM Architects aims to connect the River Market, Downtown, and Crown Center through the Grand Boulevard Improvement Project. The iconic streetscape project will transform Grand Boulevard into a complete street. Characteristics of the complete street include: decreasing the width of Grand Boulevard, creating wide pedestrianfriendly sidewalks, creating an active building edge, providing accessibility to public transit, and using vegetation to beautify the corridor.
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CITY PROJECTS El Dorado’s 20th Street Streetscape Plan offers a comprehensive design for improvements along the 20th Street right-of-way from Central Street to McGee Street. The plan aims to restore a balance between pedestrian and vehicular movement by putting 20th Street on a road diet and repurposing the right-of-way to be a multifunctional pedestrian and green space, including wide sidewalks and stormwater BMP’s. This will improve the walkability of the area and serve as a destination for the community. The West Pennway Project by El Dorado Architects, will improve West Pennway Street between 17th Street and 21st Street. Proposed design strategies include smaller lane widths to slow down traffic, generous bike lanes, and green solutions for stormwater management like stormwater swales, curb extensions, and green gutters. A few schemes show additional rows of street trees, apparent in many of Kessler’s original boulevard designs.
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1. Department of Landscape, University of Sheffield and the Bartlett School of Planning, University College London, 2004. The Value of Public Space: How high quality parks and public spaces create economic, social and environmental value. London: CABE. 2. Wilson, W. 1964. The City Beautiful Movement in Kansas City. Kansas City: Lowell Press, Inc. 3. Wilson, W. 1964. The City Beautiful Movement in Kansas City. Kansas City: Lowell Press, Inc. 4. City of Kansas City, Missouri. (2010). Greater Downtown Area Plan (p. 119). Kansas City, Missouri. 5. Simpson, John Andrew, and E. S. C. Weiner. The Oxford English Dictionary. Oxford: Clarendon, 2004. Print. 6. Simpson, John Andrew, and E. S. C. Weiner. The Oxford English Dictionary. Oxford: Clarendon, 2004. Print. 7. Riera, Ojeda Oscar. Sasaki: Intersection and Convergence. San Rafael, CA: Oro Editions, 2009. Print. 8. Jacobs, Jane Margaret. The Death and Life of Great American Cities. New York: Modern Library, 1993. Print. 9. “Kansas City, Missouri Clean Water Act Settlement.� EPA. Environmental Protection Agency. Web. 1 May 2012. 10. Project for Public Spaces. Benchmark: Discovery Green. Houston, TX. August 2011. Unknown Author. The Western City: Seven Urban Scenes. 11. Berger, Alan. Drosscape: Wasting Land in Urban America. New York, New York: Princeton Architectural Press. 2007.
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REFERENCES 12. Moudon, A.V., Lee, C., Cheadle, A.D., Garvin, C., Johnson, D., Schmid, T.L., Weathers, R.D., & Lin, L. (2006). Operational Definitions of Walkable Neighborhood: Theoretical and Empirical Insights. Journal of Physical Activity and Health 3(Suppl 1), S99-117. 13. Berger, Alan. Drosscape: Wasting Land in Urban America. New York, New York: Princeton Architectural Press. 2007. 14. Sennett, Richard. “Chapter 28 The Public Realm.” The Blackwell City Reader. By Gary Bridge and Sophie Watson. Malden, MA: Blackwell Pub., 2002. 261-72. Print. 15. Active Transportation: Regional Case Statement. Rep. Mid-America Regional Council, May 2008. Web. 01 Apr. 2012. <www.railstotrails. org/>. 16. Hanson, S., & Giuliano, G. (Eds.). (2004). The Geography of Urban Transportation (3rd ed.). New York, New York: The Guilford Press. 17. Hanson, S., & Giuliano, G. (Eds.). (2004). The Geography of Urban Transportation (3rd ed.). New York, New York: The Guilford Press. 18. Rolley, S. (1999). “Fading Green to Grey: George Kessler’s Impact at the Kansas-Missouri State Line,” Perspectives in Landscape History, pp 51-60, The Center for Studies in Landscape History, Pennsylvania State University Press. 19. Kimmelman, Michael. Taking Parking Lots Seriously, as Public Spaces. The New York Times. January 6, 2012. http://www.nytimes. com/2012/01/08/arts/design/taking-parking-lots-seriously-as-public-spaces.html?pagewanted=all
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316 References 20. Kimmelman, Michael. Taking Parking Lots Seriously, as Public Spaces. The New York Times. January 6, 2012. http://www.nytimes. com/2012/01/08/arts/design/taking-parking-lots-seriously-as-public-spaces.html?pagewanted=all 21. Berger, Alan. Drosscape: Wasting Land in Urban America. New York, New York: Princeton Architectural Press. 2007. 22. Berger, Alan. Drosscape: Wasting Land in Urban America. New York, New York: Princeton Architectural Press. 2007. 23. Berger, Alan. Drosscape: Wasting Land in Urban America. New York, New York: Princeton Architectural Press. 2007. 24. Ben-Joseph, Ben. When a Parking Lot is so Much More. The New York Times. March 25, 2012. http://www.nytimes.com/2012/03/26/ opinion/when-a-parking-lot-is-so-much-more.html 25. Mid-America Regional Council. Parking Lots to Parks: Concepts in Sustainable Parking-Lot Planning and Design. Sustainable Skylines Kansas City. 26. Corner, James. Terra Fluxus. An essay from The Landscape Urbanism Reader. 27. Ben-Joseph, Ben. When a Parking Lot is so Much More. The New York Times. March 25, 2012. http://www.nytimes.com/2012/03/26/ opinion/when-a-parking-lot-is-so-much-more.html 28. Mid-America Regional Council. Parking Lots to Parks: Concepts in Sustainable Parking-Lot Planning and Design. Sustainable Skylines Kansas City. 29. Mid-America Regional Council. Parking Lots to Parks: Concepts in Sustainable Parking-Lot Planning and Design. Sustainable Skylines Kansas City. 30. Mid-America Regional Council. Parking Lots to Parks: Concepts in Sustainable Parking-Lot Planning and Design. Sustainable Skylines Kansas City.
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31. Mid-America Regional Council. Parking Lots to Parks: Concepts in Sustainable Parking-Lot Planning and Design. Sustainable Skylines Kansas City. 32. Downtown Council. Downtown Council of Kansas City 2011 Annual Report. 33. Downtown Council. Downtown Council of Kansas City 2011 Annual Report. 34. Mid-America Regional Council and American Public Works Association. Manual of Best Management Practices for Stormwater Quality. February 2012. 35. Walljasper, Jay. “The Boom in Biking Benefits Everyone, Not Just Bicyclists.” Shareable. N.p., 2012. Web. 14 May 2012. <http://www. shareable.net/blog/the-boom-in-biking-benefits-everyone-not-justbicyclists>. 36. Walljasper, Jay. “The Boom in Biking Benefits Everyone, Not Just Bicyclists.” Shareable. N.p., 2012. Web. 14 May 2012. <http://www. shareable.net/blog/the-boom-in-biking-benefits-everyone-not-justbicyclists>. 37. Walljasper, Jay. “Why Cycling is More Patriotic Than Flag Waving.” Shareable. N.p., 06 July 2011. Web. 14 May 2012. <http://www.shareable.net/blog/why-cycling-is-more-patriotic-than-flag-waving>. 38. Jacobs, Jane Margaret. “Chapter 29 The Death and Life of Great American Cities.” The Blackwell City Reader. By Gary Bridge and Sophie Watson. Malden, MA: Blackwell Pub., 2002. 273-277. Print. 39. Waldheim, Charles, ed. The Landscape Urbanism Reader. New York: Princeton Architectural, 2006. Print. 40. “Average Weather for Kansas City, MO - Temperature and Precipitation.” National and Local Weather Forecast, Hurricane, Radar and Report. The Weather Channel, 2012. Web. 15 Apr. 2012. <http://www. weather.com/weather/wxclimatology/monthly/graph/ USMO0460>. 41. Waldheim, Charles, ed. The Landscape Urbanism Reader. New York: Princeton Architectural, 2006. Print.
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FIFTH-YEAR GRADUATE STUDENTS Jessica Brown
Architecture | Kansas State University
Tiffany Cartwright
Architecture | Kansas State University
Regina Corbin
Architecture | University of Kansas
Caitlin Husman
Architecture | Kansas State University
Nicole Kubas
Architecture | Kansas State University
James Lahue
Architecture | University of Kansas
Tim Michael
Architecture | Kansas State University
Zachary Seaman
Planning | Kansas State University
Sara Wilbur
Planning | Kansas State University
FOURTH-YEAR GRADUATE STUDENTS Maggie Bierschwal
Interior Architecture | Kansas State University
Lauren Kelly
Architecture | Kansas State University
Patrick Ptomey
Landscape Architecture | Kansas State University
Valerie Thomas
Landscape Architecture | Kansas State University
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ACKNOWLEDGEMENTS The Kansas City Design Center would like to recognize all of the individuals and organizations who were involved with our studio this year. Their participation greatly benefited this project and contributed to our professional experience. First and foremost we would like thank our stakeholders, whose generous contributions and support allowed us to address urban design issues in our community. We would like to extend a special thank you to Kansas City Parks and Recreation Department and the Kansas City Downtown Council Greenspace Committee for their involvement in our project. Our gratitude is extended to the KCDC Board of Directors, who represent our collaborating academic institutions, as well as the local civic and professional communities. A great debt is owed to Doug Stockman, Blake Belanger, and Jason Brody for acting as advisors to this project and contributing to this publication. Finally, the studio would like to thank Vladimir Krstic for enriching our lives and strengthening our design background. His selfless dedication to design and education has been a major contributor in the accomplishments of this studio. This project and publication would not have been possible without his patience, encouragement, and guidance.
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