Pith: KC Linear Core

000

Figure 2.2.01

kc linear core

In vascular plants, the linear core of the plant, also known as the pith, is the central spongy cylinder of the stem that stores and transports nutrients from the roots to the leaves and back again. The once lively and active “stem” of downtown Kansas City has been fragmented producing “hollowness” in some areas of the city. More specifically, the lack of investment and spatial disconnect occurring in the Crossroads Art District and at multiple scales spanning north and south through Kansas City’s downtown core is a result of several different factors. Interstate and railroad barriers, uninviting streetscapes, pockets of under used and under maintained development, and lack of neighborhood continuity and civic space have caused urban blight in this area resulting in under used parks and civic attractions.

The goal of this project is to draw people into downtown Kansas City and encourage growth within the Crossroads Art District by implementing a central spine to support the existing amenities and civic attractions. By reconnecting the Downtown Loop to Union Station by a pedestrian corridor and hybrid rail network, the hollow core of the city can grow and begin to rejuvenate itself to once again become a cohesive, functioning entity.

Figure 2.2.02

barriers

Figure 2.2.03

revitalization potential

Figure 2.2.04

bus route concentration

River

Railroad

Hwys 70 & 35 Figure 2.2.05

railroad barrier

Figure 2.2.06

highway barrier

Figure 2.2.07

revitalization opportunity

Hwy 670

Railroad

Major Land Barriers Water Barrier Minor Land Barriers Potential Linkage

Barriers to overcome in the Kansas City Downtown area are the Missouri River, railroads, and highway systems. These barriers split the site into three different sections, which stops potential growth across the barrier. Highways and railroad systems make it hard to cross for pedestrians. Providing a linear transportation system across these barriers along Main Street can make a more pedestrian accessible city.

000

Pith: KC Linear Core | 2.2

Revitalization Potential-Buildings Revitalization Potential- Parking lots Hybrid Train Route

Using Google Maps as a reference, buildings within a block were chosen as a whole, and were based upon their physical condition, which takes into account their age, material, window, and maintenance.

If the majority of the block is in poor physical condition it is marked in orange. If a building is under maintained, yet surrounded by a majority of buildings in great physical shape it was not marked. Parking lot revitalization opportunities are areas identified of having excessive parking spaces within a lot and is marked in blue.

4+ Bus Routes 2-3 Bus Routes 1 Bus Route Grand Street

A Street with a high number of bus traffic (4 or more routes) is marked in light blue. A Street with a moderate amount of bus traffic (2-3 routes) is marked in orange. Streets with only one bus route running along it are marked in brown. Using this map, KC Linear Core came to the conclusion that developing a pedestrian friendly street would be best along Main Street, because it does not have as much bus traffic as Grand Blvd.

000

Figure 2.2.08

linking attractions

Hybrid Train Route Redeveloped Street

By creating a pedestrian and hybrid rail system along Main Street, attractions were able to be linked. With a hybrid train running along Main Street, the River Market, Downtown Loop, Crossroads, and the Hospital Hill areas are linked. The hybrid rail system makes stops that will give pedestrians easy access to the Power & Light district, the Convention Center, and the Sprint Center in the Downtown Loop. The newly constructed Performing Arts Center, First Fridays (Art District), the Kansas City Star, and Grinder’s Restaurant and Concert Venue will become more accessible in the Crossroads District. The hybrid rail system will also make a stop at the Union Station, which is in proximity

000

Pith: KC Linear Core | 2.2

Figure 2.2.09

traffic diversion

Figure 2.2.11

sprint center and kc star

Figure 2.2.12

art district

Figure 2.2.13

grinder’s concert venue

Highest Traffic Density Moderate Traffic Density Light Traffic Density

to the Liberty Memorial and Crown Center. Figure 2.2.09 indicates the change in traffic circulation after the close of the Main Street corridor from Pershing Avenue to 10th Street. The majority of Regional travelers from the south will be diverted onto Southwest Boulevard/Baltimore and Grand Boulevard. At each intersection where the pedestrian only traffic begins traffic will be spread out laterally to existing north/south streets at one and two blocks away from Main Street. Since the majority of the north/south streets are two-way, detours to avoid Main Street would be fairly practical, since one would still have access within one block by automobile traffic.

Figure 2.2.10

crossroads character

000

Figure 2.2.14

linear core strategy

Figure 2.2.15

Crossroads Development Closed to Vehicles Hybrid Train Route Redeveloped Street Hybrid Rail Stop

000

Pith: KC Linear Core | 2.2

activity within the pedestrian corridor

The proposed strategy for revitalizing the downtown core can be divided into three parts.

First, our design team proposes a central spine to be developed through Kansas City’s downtown core along Main Street extending from 10th Street to Pershing Avenue. The revitalized corridor will be linked to Union Station and include a hybrid rail network. This corridor will be for pedestrian traffic only, diverting automobile and bicycle flows to adjacent streets, primarily Grand Boulevard. The second major intervention is the redevelopment of Union

Station and the surrounding infrastructure into a multimodal transit hub that increases pedestrian access and visual appeal on multiple sides.

Finally, catalyst development along Main Street and around Union Station including high density residential, mixed use, and live-work businesses will be implemented to set the standard for future development in the Crossroads district.

This design move includes design ideas for new building construction along Main Street and the renovation of streetscapes along Wyanadotte Street and Grand Boulevard.

000

Figure 2.2.16

optimal slope for hybrid rail on main street

Main Street was chosen as the linear corridor for several reasons. Figure 2.2.04 refers to the existing bus routes and concentrations in the downtown area. While Main Street accommodates a couple of bus routes, Grand Boulevard is the major north/south corridor for bus traffic. To avoid rerouting a significant amount of bus transit and yet still use a major north/south line, Main Street is a better option than Grand Boulevard for a pedestrian and hybrid rail core. Main Street is large enough and includes optimal infrastructure and dimensions for the proposed design. The street is also desirable for a pedestrian and hybrid rail core

Grand Boulevard

Pedestrian and Hybrid Rail Traffic Only Main Street

River Market

10th Street

Pershing Avenue

Crossroads Revitalization

Union Station

N

520

260

Wyandotte Street

due to its axis and adjacency to Union Station, the Power and Light District, and the River Market. Finally, Figure 2.2.16 shows the slope analysis for Main Street and two major streets to the east and west: Grand Boulevard and Wyandotte Street. By comparing these three streets, Main Street is slightly more appealing specifically for hybrid rail development due to a shallower profile. Light rail and street car systems generally have a maximum percent slope limit. Therefore it is important to look for the least steep scenario for the hybrid rail location. The diagram also shows each rail stop, and where Main Street will be closed to automobile traffic.

130

0

0

150

300

600

Hybrid Rail Stop

000

Pith: KC Linear Core | 2.2

000

Kansas City International Airport Distance = 13.6 miles Total Stop Time (2 stops) = 7 min.

Total Run Time = 14 min.

Total One-way Time = 21 min.

Max Speed = 60 mph

Kansas City International Airport

Gladstone

Parkville

Gladstone Distance = 5.5 miles Total Stop Time (2 stops) = 3 min.

Total Run Time = 6 min.

Total One-way Time = 9 min.

Max Speed = 50 mph

Riverside

The River Front

The River Front

Kansas City Downtown

Distance = 1.75 miles Total Stop Time (6 stops) = 3 min.

Total Run Time = 3 min.

Total One-way Time = 6 min.

Max Speed = 30 mph

Union Station

Union Station Distance = 3 miles Total Stop Time (4 stops) = 5 min.

Total Run Time = 4.5 min.

Total One-way Time = 9.5 min.

Max Speed = 45 mph

Country Club Plaza

Country Club Plaza Potential Expansion to Southern Suburbs

Figure 2.2.17

000

hybrid rail system

Pith: KC Linear Core | 2.2

Figure 2.2.18

main street hybrid rail stop

At both regional and local scale, Hybrid Light/ Streetcar system is proposed to function as a new and viable mode of transportation for downtown pedestrians, commuters, and incoming passengers from Kansas City International Airport (KCI). The line would extend from KCI down through the northern suburbs of Kansas City, through the downtown loop, past the historic Union Station and south to the Country Club Plaza. Standard streetcar systems include vehicles that stop frequently and can be combined with existing street infrastructure.

Common light rail systems are regionally focused and travel at greater speeds with less frequent stops than a streetcar. The proposed system would combine characteristics of both a streetcar and a light rail into one hybrid arrangement. The line would include 14 stops from the Country Club Plaza to KCI, 45 minutes of total travel time and a minimum wait time of 9 minutes at each stop. This schedule could be accomplished by 10 hybrid rail trains circulating the line at evenly spaced intervals. The trains would include two vehicles per unit, each with

a maximum capacity of 200 passengers. The hybrid trains would have a maximum speed of 60 miles per hour. The fees for the line could be based on a 75 cents per hour standard and would include one, two, four, eight, and twenty-four hour passes along with various long term transit plans. To enforce passenger ticket purchasing there would periodic ticket checks along the line with a 200 dollar fine for absent or invalid tickets. The Hybrid System would create another means of access to the city and increase circulation within the downtown area.

000

main street

Buffer Zone

Sidewalk

The Main Street redesign will include two hybrid rail lanes that are being placed upon the existing street infrastructure. The hybrid rail lanes are being widened to 15 feet to allow more space between the pedestrian and the hybrid rail. A median will be implemented in the center of the street that will incorporate both hard and soft-scape. Soft-scape areas will introduce stormwater infiltration. The soft-scape will contain highly designed landforms and native plantings. Paved areas will hold seating and tables for pedestrians, while a central linear decking will allow people to walk on top of the stormwater system. Along Wyandotte Street a North bound bike lane will be introduced along with street tree buffer zone. The bike lane will be placed along an existing parking lane, while the existing parking lane opposite will be changed back into a driving lane. Grand Boulevard will incorporate a south bound bike lane and buffer zones. The bike lane will also take out an existing parking lane, while the parking lane on the opposite side will be changed back into a north bound driving lane.

wyandotte street

Bike Lane

Figure 2.2.20

Sidewalk

Figure 2.2.19

10’

5’

7’

10’

Figure 2.2.21

grand boulevard

000

Pith: KC Linear Core | 2.2

10’

5’

5’

7’

5’

Sidewalk

Buffer Zone

Sidewalk 15’

Buffer Zone

15’

Sidewalk

Hybrid Rail

Median 30’

Bike Lane

15’

Buffer Zone

15’

Hybrid Rail

Sidewalk

KC Linear Core | 2.2

10’

000

Figure 2.2.22

main street development potential Potential Parking Lot Development Potential Redevelopment Potential Building Renovation

Grand Blvd.

Main Street

Along Main Street several buildings and parking lots were highlighted to find their potential for development. Potential parking lot developments were highlighted based upon their size and proximity to buildings fronting the street. Potential building redevelopments were selected to be destroyed and redeveloped. The basis for redevelopment is upon the buildings physical quality or, age, material, and maintenance. Potential building renovations were chosen based upon the possibility to reuse and update the existing building infrastructure, and incorporating a future business into the site.

Wyandotte Street

Figure 2.2.23

main street proposed development

Mural Park

Mixed-Use

Station Stop

Entertainment Center

Business District

Station Stop

N 0

290

580

1160

High-Commerical Development Park and Open Space Mixed-Use Development Low-Med. Commercial Development Hybrid Rail Stop Proposed Building Massing Business District

Entertainment and Retail

Mixed-Use Union Station Park

000

Pith: KC Linear Core | 2.2

High-commercial development areas are to include big businesses. These higher-end businesses like law firms and insurance companies will be housed in taller buildings. Park and open spaces like Mural and Union Station Park will include a number of programs for people to enjoy the outdoors. Mixeduse development will include stores on the bottom floors and residential on the top floors. Stores will likely house retail such as, shoe stores, and offices. Parking garages and open spaces will be integrated into the overall development. Low-med. commercial development areas will likely include high quality restaurants and local entertainment businesses like BBQ, coffee shops, bowling, and rock climbing. Hybrid rail stops will be integrated into corner lots along intersections. The stops will be highly designed to include a pocket park.

Proposed building masses are based upon the highlighted potential development diagram shown above for the highest potential usage.

000

The redevelopment of Union Station involves implementing a highly designed multimodal transportation hub for the hybrid rail and capping a section of the existing railroad infrastructure with a park that marks the southern terminus of the pedestrian corridor. The proposal reconnects Union Station to the Downtown Loop and remembers the historic railroad industry. The project also serves as a catalyst for the implementation of green infrastructure and best management practices throughout the linear core of Kansas City.

Figure 2.2.24

000

reimagining union station

Pith: KC Linear Core | 2.2

Several other payoffs are anticipated as a result of the redevelopment of Union Station and the implementation of the pedestrian corridor. Firstly, the creation of a central spine in Kansas City’s downtown will provide organization for future development. Secondly, the design will attract more people from outside the city to live in or visit the downtown area which will increase inner city revenue. Thirdly, the Main Street pedestrian corridor will increase property values within the Crossroads Art District and ultimately draw high density business and residential development. Finally, the ease of circulation provided by the hybrid rail, both for travel to and within the city, will make it easier for visitors and residents to experience multiple attractions within the downtown area as well as the region of Kansas City.

000