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A vision plan for the future of the Kansas City Metropolitan area.
Citation preview
RE ONNE T
2030K C
THANKS...
Jason BrodyAssociate Professor of Landscape Architecture/Regional and Community Planning, Kansas State University
John KellerProfessor of Landscape Architecture/Regional and Community Planning, Kansas State University
Leland SpeirsGraduate Student, Regional and Community Planning, Kansas State University
Jay LeipzigDirector of Community Planning & Developmnt, City of Belton, MO
Jim CadoretDirector of Community Planning & Developmnt, City of Raymore, MO
Steve BessermanDirector of Public Works, City of Lake Winnebago, MO
Clifford McDonaldDirector of Building and Zoning, City of Greenwood, MO
Robert McKayDirector of Planning & Development, City of Lee’s Summit, MO
Linda BohnsackCity Planner, City of De Soto, KS
Roger KrohDirector of Community Development, City of Lenexa, KS
Tony AdamsonBuilding Official, City of Oak Grove, MO
Gary BradleyCity Administrator, City of Gain Valley, MO
Scott AllenDirector of Community Development, City of Blue Springs, MO
Stuart BordersSenior Planner, City of Independence, MO
Steve AndersonDirector of Planning & Development, City of Liberty, MO
Dave RhodesPresident, Clearview City, Inc.
KC Metro GIS CommitteeMid-America Regional Council
Rail Transit Design StudioUniversity of Arkansas Community Design Center
Team N.I.C.H.E.KC Urban Design Studio, Kansas State University
The Arial Black FontAdobe Suite
This report could not have been produced without the contributions of time, expertise, resources, and talent of the following people, communities, and organizations:
THANKS...
Jason BrodyAssociate Professor of Landscape Architecture/Regional and Community Planning, Kansas State University
John KellerProfessor of Landscape Architecture/Regional and Community Planning, Kansas State University
Leland SpeirsGraduate Student, Regional and Community Planning, Kansas State University
Jay LeipzigDirector of Community Planning & Developmnt, City of Belton, MO
Jim CadoretDirector of Community Planning & Developmnt, City of Raymore, MO
Steve BessermanDirector of Public Works, City of Lake Winnebago, MO
Clifford McDonaldDirector of Building and Zoning, City of Greenwood, MO
Robert McKayDirector of Planning & Development, City of Lee’s Summit, MO
Linda BohnsackCity Planner, City of De Soto, KS
Roger KrohDirector of Community Development, City of Lenexa, KS
Tony AdamsonBuilding Official, City of Oak Grove, MO
Gary BradleyCity Administrator, City of Gain Valley, MO
Scott AllenDirector of Community Development, City of Blue Springs, MO
Stuart BordersSenior Planner, City of Independence, MO
Steve AndersonDirector of Planning & Development, City of Liberty, MO
Dave RhodesPresident, Clearview City, Inc.
KC Metro GIS CommitteeMid-America Regional Council
Rail Transit Design StudioUniversity of Arkansas Community Design Center
Team N.I.C.H.E.KC Urban Design Studio, Kansas State University
The Arial Black FontAdobe Suite
This report could not have been produced without the contributions of time, expertise, resources, and talent of the following people, communities, and organizations:
Adam Runner
Christine Salisbury
Sara Wilbur
Geoffrey Van de Riet
Steven Lachky
Kathryn Sergeant
Eric Wildhaber
Regional & Community Planning
Regional & Community Planning
Landscape Architecture
Environmental Design Studies
Architecture
Regional & Community Planning
Landscape Architecture
Understanding Kansas City _ _ _ _ _ _ _ _ _ _ _ _ _
The Catalyst _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ A Plan for the Future _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Identifying Natural Resources _ _ _ _ _ _ _ _ _ _ _
Developing KC: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Changing the Scale _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Conclusion _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
TAble oF CoNTeNTS
11
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61
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95
23
1T E A MOBJECTIVES
TRANSIT
RESOURCES
CONNECTIVITY
MISSIONresearch, analysis
and ultimately a solution
to provide objective
to reconnect
communities within the
KC region
develop a regional transportation network that connects various
forms of mobility
identify natural resources and develop a plan that both preserves
and enhances their impact qualities
...to responsibly manage the future growth of the Kansas City Metropolitan Region projected to gain 500,000 people by 2030.
connect regional live, work and play centers
23
1T E A MOBJECTIVES
TRANSIT
RESOURCES
CONNECTIVITY
MISSIONresearch, analysis
and ultimately a solution
to provide objective
to reconnect
communities within the
KC region
develop a regional transportation network that connects various
forms of mobility
identify natural resources and develop a plan that both preserves
and enhances their impact qualities
...to responsibly manage the future growth of the Kansas City Metropolitan Region projected to gain 500,000 people by 2030.
connect regional live, work and play centers
exeCUTIveSUmmARy
ansas City is a region of just over
2 million people covering approximately
584 square miles of land area and
stretching over 15 counties between the
states of Kansas and Missouri. In terms of
developmental history, the region was the
first in the nation to begin construction of
highway systems in accordance with the
Federal Aid Highway Act of 1956. Today,
Kansas City leads the nation in highway
miles per capita by 27%. Encouraged
by this extensive roadway network, the
development trend in the Kansas City
region is one of low-density, high-impact,
and high disconnect, more commonly
known as sprawl. The Kansas City region is
expected to gain 500,000 in population by
2030. How will the region accommodate
this influx? This is the fundamental question
with which we, the Pheonix Design Team,
and this document, are concernerned.
We firmly believe that envisioning is
a powerful and evocative process. As
such, this volume is an attempt to convey
our vision of a redefined Kansas City
region. One of a cohesive, complete, and
sustainable Kansas City region. Simply
put, our mission is to provide objective
research, analysis, and ultimately a solution
to reconnect the communities within
the Kansas City region. Specifically, our
objectives are:
1) To develop a regional transportation
network that connects the various forms
of mobility
2) To identify natural resources and
develop a plan that both preserves and
enhances their impact qualities
3) To connect regional live, work, and
play centers
K
This vision of the Kansas City region is the
manifestation of five months of research
and analysis. Principal to the lessons we
have learned as a design team, however,
is understanding the inherent complexity
of the Kansas City region. This is clearly
indicated by our defined study area,
which is composed of 104 autonomous
municipalities. Understanding this
complexity is a valuable asset to our
design team. We can admit, for example,
that we know our team has not explored
all avenues of research and analysis to
provide the necessary details to implement
a project of this scale. Thus, we present
this document not as a guidebook for
redevelopment, but as a tool for advocacy.
We recognize our unique position as outside
observers unbeholden to a constituency
or municipality, and in the vein of Daniel
Burnham, we offer no small plans for the
Kansas City region.
We have created two scenarios for
development in the Kansas City region
presented in juxtaposition. Scenario
One represents the Kansas City region in
2030 as formed by the continuation of the
existing auto-oriented development trends
in the Kansas City region. Scenario Two
represents the Kansas City region in 2030
as influenced by the integration of multi-
modal transit and the development of a
natural resources inventory. Furthermore,
we provide discussion of these scenarios
in both regional and local scale. It is our
hope that these development scenarios
provide our audience with the impetus
to inact change. It is our wish that
these development scenarios clearly
illustrate the case for change. It is our
duty, however, to use these development
scenarios to provide the vision of change.
With that, we present to you, reKonneCt
2030.
UNDeRSTANDINg KANSAS CITy
“Revisiting the past to plan for the future”
ThebegINNINg
ohn McCoy, a Baptist missionary
from Indiana, established Westport in
1833. West Port was located along the
Santa Fe Trail and three miles from the
Missouri River. McCoy also established
West Port Landing at the bend of the
Missouri River to serve as a landing
point for West Port. In 1850, the area
of West Port Landing was incorporated
as the Town of Kansas by a group of
investors. This location was important to
the westward expansion of the country
because the three major wagon trails
(Santa Fe, Oregon, and California)
originated in Jackson County, Missouri
making the Town of Kansas an important
center for westward bound travelers to stock
supplies before continuing on their journey.
Kansas City was officially incorporated on
March 28th of 1853. The Civil war soon
approached and the City of Kansas became
a battle ground. It wasn’t until after the
Civil War that Kansas City saw significant
growth in population. The building of the
Hannibal and St. Joseph railroad bridge
over the Missouri River in Leavenworth,
Kansas brought about a population boom
that prompted the change of the name of the
city from “The City of Kansas” to “Kansas
City” in 1869. As Kansas City extended its
boundaries to the south and east, West Port
officially became part of the city in 1897.
J
Above: Birds Eye view
of Kansas City circa
1869, drawn by A.
Ruger, Merchants Lith.
Co.
Right: 1908 post card
showing the Hannibal
bridge.
The
evolUTIoNINDUSTRIAl RevolUTIoN - PoST wwII
and services within the city limits. These
types of developments were called
“streetcar suburbs.”
Post WWII in Kansas City was
similar to many other cities across the
nation. People moved out of the cities
leaving those who could not afford move
away and had little money to maintain
their homes behind. This event lead to
the development of slum and blighted
areas within the core of the city.
1940 to 1970 brought about
the doubling of the physical size of
Kansas city and its Metropolitan area
due to the annexation of 122 sq. miles
of land in 1964 and the expansion of
the rural water districts throughout the
1960’s. During this time, however, the
population of the area only grew by
about 75,000.
F
The
evolUTIoNINDUSTRIAl RevolUTIoN - PoST wwII
urther growth came to the city when JC
Nichols developed the Country Club Plaza
district in 1925. The Country Club Plaza
was the first shopping center in the United
States that was designed to accommodate
the automobile. The district was developed
to be on the outer edges of Kansas City to
appeal to those who could afford to live
outside of the city limits, which is how it
was established a nd remains as an upscale
housing district. At this time the Automobile
was gaining in popularity as it was a new
technology that allowed individuals to go
further at faster speeds than horse and buggy.
travel.
Along with the invention and growing
popularity of the automobile came the
development of the streetcar and streetcar
lines in Kansas City. Electric streetcars
allowed people to move further out of the
city and still maintain a job or utilize goods
The
evolUTIoNINDUSTRIAl RevolUTIoN - PoST wwII
AveRAge CoST
RoADwAy mIleS PeR 1,000 PeRSoNS
22.9 mIN
5.5
mIle0.51
12
6
39AveRAge CommUTe
$To DRIveRS
AveRAge DAIlyPeRSoN28.65 vehICle mIleS
TRAveleD
TheSITUATIoN
oday, the Kansas City Metropolitan
Region is a thriving area that is home to
roughly 2 million people. However, the
spatial distribution of these people in the
Kansas City Region is extremely diffuse,
and aided by an extensive roadway
network. Although the region has a history
of public transit systems including the
extensive streetcar routes that ran from the
late 1800’s until 1857, the region reflects
an automobile - dominated sprawling
suburb development pattern. This trend is
illustrated by building permits issued within
the city limits as compared to the region in
2005 - 2,300 residential building permits
were issued within the metropolitan core
as compared to the 7,300 permits that were
issued within the 10-county fringe area of
the Metropolitan Statistical Area.
T
goveRNSTRUCTURe& DeCISIoN - mAKINg
D uring our design team’s visit to Kansas City, we
examined how many of the municipalities within the
region operate under a mayor-council-city manager form of
government. The mayor and council members are elected
by the citizens and perform legislative duties for the city,
and the city manager helps with day-to-day operations
as well as implementing policies set by the governing
body (mayor and city council). The city council and mayor
typically meet once a month and the council might have
several committees representing different goals and
areas for the city. Most of the cities within the region have
community development departments that develop and
implement codes, regulations, and growth management
plans; they typically report these to their city managers.
No single entity is responsible for the daily operation
of Kansas City; it requires multiple organizations and
political forces. Members of the community, area
businesses, neighborhood developers, community
organizations, city agencies, appointed boards, city
councils, city managers, and mayors of the region’s
various municipalities all contribute to running Kansas
City.
meNT
The streetcar lines were a staple in Kansas
City from the late 1800’s until 1957. They
were owned and operated by Kansas City
Public Service. After 1941, Kansas City
acquired 184 PCC streetcars that were
operated on 25 lines throughout the city.
Operations ceased by 1957. One of the most
famous of these lines, the 56-Country Club
or “The Club” ran on an old steam rail right-
of-way and shared its tracks with electric
freight trains. The majority of infrastructure
and lines have since disappeared.
TRANSPoRTATIoNPATTeRN
The highway system in Kansas City is focused on the junction of two major interstates, I-70 that runs east to St. Louis and West to Denver and I-35 that runs north to Minneapolis and south to Dallas. I-435 runs a in a loop around the metropolitan region to allow for faster travel when going to the Kansas City International Airport or to the southern suburbs of Overland Park, Olathe, or Lee’s Summit. The system came about due to the Federal Aid Highway Act of 1956. This piece of legislator allocated federal funding for the building of the interstate system. The systems are now owned and maintained by State agencies.
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1 in = 8 miles
LegendMARC Planning Region
Limited Access
Highway
Collector Road
Freight Rail
Passenger Rail
Bus Route
Metro Green System Trail
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1 in = 8 miles
LegendMARC Planning Region
Limited Access
Highway
Collector Road
Freight Rail
Passenger Rail
Bus Route
Metro Green System Trail
INFRASTRUCTUReINveNToRy
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1 in = 8 miles
LegendMARC Planning Region
Limited Access
Highway
Collector Road
Freight Rail
Passenger Rail
Bus Route
Metro Green System Trail
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1 in = 8 miles
LegendMARC Planning Region
Limited Access
Highway
Collector Road
Freight Rail
Passenger Rail
Bus Route
Metro Green System Trail
DowNTowN
oveRlAND PARK / olAThe
live
live
office
office
retail
light rail
alley access
bus auto
main street
bus500’ typical block
INTegRATINgTRANSIT
live
live
live
office
retail
bus
heavy rail
auto150’ building
urrently, bus service through
the Kansas City Areat Transportation
Authority provides 76 routes
connecting various commercial,
entertainment, and residential districts
to each other. We feel that the current
fabric of the Kansas City region will
support an expansion of this system
and integration of other modes.
In an ideal model, collector roads will
service buses and auto traffic while alley
ways and other collector roads have the
capacity to service a light rail commuter
line. Additionally, current train tracks will
service a commuter heavy rail route to the
outlining cities connecting all line to Union
Station just south of Downtown Kansas
City, MO.
C
SCENARIO DEVELOPMENT EXTENTS
SCENARIO A: AUTO ORIENTED
SCENARIO B: BUS ORIENTED
SCENARIO C: LIGHT RAIL SYSTEM
SCENARIO D: MULTI-MODAL SYSTEM
MAJOR ROADWAY
DeveloPmeNTAlImPACTm
SCENARIO DEVELOPMENT EXTENTS
SCENARIO A: AUTO ORIENTED
SCENARIO B: BUS ORIENTED
SCENARIO C: LIGHT RAIL SYSTEM
SCENARIO D: MULTI-MODAL SYSTEM
MAJOR ROADWAY
odes of transit have differing
impacts on the developmetal pattern of
an area. Assuming Hypothetical City
“A” already has a high density urban
center, these conceptual diagrams
examine the relationship between
density and outward expansion by type
of transit oriented development (TOD)
based on several key assumptions:
1) Bus oriented development exhibits
focused areas of mid-to-high density
TOD’s around stops, but does not tend
to create corridors.
2) Light rail oriented development
creates high density TOD’s that includes
corridors, but has limited coverage
3) The development of major multi-
modal transit hubs allows for expanded
coverage and more high density
development.
LOW DENSITY DEVELOPMENT
MEDIUM DENSITY DEVELOPMENT
HIGH DENSITY DEVELOPMENT
ACTIVITY HUB
MAJOR ROADWAY
FIXED BUS ROUTE
MAJOR TRANSIT HUB
MINOR TRANSIT HUB
LIGHT RAIL LINE
AUTO ORIENTEDBUS ORIENTED
LIGHT RAIL SYSTEM MULTI MODAL SYSTEM
LOW DENSITY DEVELOPMENT
MEDIUM DENSITY DEVELOPMENT
HIGH DENSITY DEVELOPMENT
ACTIVITY HUB
MAJOR ROADWAY
FIXED BUS ROUTE
MAJOR TRANSIT HUB
MINOR TRANSIT HUB
LIGHT RAIL LINE
AUTO ORIENTEDBUS ORIENTED
LIGHT RAIL SYSTEM MULTI MODAL SYSTEM
LOW DENSITY DEVELOPMENT
MEDIUM DENSITY DEVELOPMENT
HIGH DENSITY DEVELOPMENT
ACTIVITY HUB
MAJOR ROADWAY
FIXED BUS ROUTE
MAJOR TRANSIT HUB
MINOR TRANSIT HUB
LIGHT RAIL LINE
AUTO ORIENTEDBUS ORIENTED
LIGHT RAIL SYSTEM MULTI MODAL SYSTEM
LOW DENSITY DEVELOPMENT
MEDIUM DENSITY DEVELOPMENT
HIGH DENSITY DEVELOPMENT
ACTIVITY HUB
MAJOR ROADWAY
FIXED BUS ROUTE
MAJOR TRANSIT HUB
MINOR TRANSIT HUB
LIGHT RAIL LINE
AUTO ORIENTEDBUS ORIENTED
LIGHT RAIL SYSTEM MULTI MODAL SYSTEM
LOW DENSITY DEVELOPMENT
MEDIUM DENSITY DEVELOPMENT
HIGH DENSITY DEVELOPMENT
ACTIVITY HUB
MAJOR ROADWAY
FIXED BUS ROUTE
MAJOR TRANSIT HUB
MINOR TRANSIT HUB
LIGHT RAIL LINE
AUTO ORIENTEDBUS ORIENTED
LIGHT RAIL SYSTEM MULTI MODAL SYSTEM
AUTo
lIghT RAIl mUlTI-moDAl
bUS
The CATAlyST +500,000
“A city is defined by the character of its citizens”
POPULATION
KCMET1950 1960 1970 1980 1990 2000 2010
1964
2000
2020 2030
r
population 2,400,000 by 2030
1960’s
1980’s
1840 1850 1860 1870 1880 1890 1900 1910 1920 1930 1940
Large Sewer District Expansions
1853
Northland Annexation (122 Sq. Miles)
KCMET population 1,900,000
Large Rural Water District Expansions
1925 JC Nichols Country Club Plaza
1869 Opening of the Hannibal / St. Joseph’s Railroad Bridge
1880 KCMET population 384,000
KC Incorporated
500,000
1,000,000
1,500,000
2,000,000
2,500,000
100,000
250,000
+500K
POPULATION
KCMET1950 1960 1970 1980 1990 2000 2010
1964
2000
2020 2030
r
population 2,400,000 by 2030
1960’s
1980’s
1840 1850 1860 1870 1880 1890 1900 1910 1920 1930 1940
Large Sewer District Expansions
1853
Northland Annexation (122 Sq. Miles)
KCMET population 1,900,000
Large Rural Water District Expansions
1925 JC Nichols Country Club Plaza
1869 Opening of the Hannibal / St. Joseph’s Railroad Bridge
1880 KCMET population 384,000
KC Incorporated
500,000
1,000,000
1,500,000
2,000,000
2,500,000
100,000
250,000
+500K
21.2
MIL
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2030
M F
85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14
5 - 90 - 4
15% 10% 5% 0% 5% 10% 15%
2000
M F
85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14
5 - 90 - 4
15% 10% 5% 0% 5% 10% 15%
ALL RACES
KCMET2000
50%100%
200%
400%
2005 2010 2015 2020 2025 2030
0 - 1920 - 3940 - 5960 - 7980+
Demographic ratios indicate that the total population of all races in the Kansas City Metropolitan region will have a slightly decreasing median age, and a slightly increasing gender ratio, pointing to a roughly 1% increase in the proportional share of the total male population.
Projected cohort growth as a percentage of the population models steady growth in all cohorts, with the largest total percentage increase in the 60 - 79 age cohort followed by the 20 - 39 primary working cohort. In addition, a large upturn in the percentage share of the 80+ population of all races appears in 2030.
20
00
20
3048.96%
19.17%68.13%
Youth Dependency RatioAged Dependency RatioTotal Dependancy Ratio
Masculinity RatioFeminity RatioGender Ratio
Male Median AgeFemale Median AgeTotal Median Age
48.80%51.20%95.30%
33.9236.2635.16
47.84%19.94%67.78%
49.73%50.27%98.92%
33.4934.5834.02
Population pyramids show the development of a cylinder in the 29 and younger cohorts, indicating decreasing fertility rates.
Population pyramids show an increase in the share of the elderly population as a percentage of the total population despite the slightly decreasing median age.
2030
M F
85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14
5 - 90 - 4
15% 10% 5% 0% 5% 10% 15%
2000
M F
85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14
5 - 90 - 4
15% 10% 5% 0% 5% 10% 15%
ALL RACES
KCMET2000
50%100%
200%
400%
2005 2010 2015 2020 2025 2030
0 - 1920 - 3940 - 5960 - 7980+
Demographic ratios indicate that the total population of all races in the Kansas City Metropolitan region will have a slightly decreasing median age, and a slightly increasing gender ratio, pointing to a roughly 1% increase in the proportional share of the total male population.
Projected cohort growth as a percentage of the population models steady growth in all cohorts, with the largest total percentage increase in the 60 - 79 age cohort followed by the 20 - 39 primary working cohort. In addition, a large upturn in the percentage share of the 80+ population of all races appears in 2030.
20
00
20
3048.96%
19.17%68.13%
Youth Dependency RatioAged Dependency RatioTotal Dependancy Ratio
Masculinity RatioFeminity RatioGender Ratio
Male Median AgeFemale Median AgeTotal Median Age
48.80%51.20%95.30%
33.9236.2635.16
47.84%19.94%67.78%
49.73%50.27%98.92%
33.4934.5834.02
Population pyramids show the development of a cylinder in the 29 and younger cohorts, indicating decreasing fertility rates.
Population pyramids show an increase in the share of the elderly population as a percentage of the total population despite the slightly decreasing median age.
23
1Projections indicate that the racial composi-tion of the Kansas City Metropolitan Region is not significantly different in 2030, and therefore will not result in any sort of change in development patterns. However, the structure of the growth in all races are occurring primarily in the 60-79 cohort--a cohort that tends contains what developers refer to as “the golden mix” of money and free time.
One of the largest development factors affected by population structure is diversity of housing. The structure of a region’s housing stock, it’s diversity of type, price, size, and location, are all market driven as a result of the populations’ wants and needs.
The types of communities developed, and the factors leading to their development are determined by the structure of the region’s population according to their wants and needs.
We feel these projections indicate that the Kansas City Metropolitan Region should expect a population in 2030 with an essentially even gender split, declining dependancy ratios, and a much larger percentage of 60+ residents. Given these changes, we feel the Kansas City Metropolitan Region will have sufficient need to begin providing a much more diverse housing mix. In addition, the region should expect a population much more interested in walkable, mixed use, and above all, connected communities with easy access to area amenities.
Amenities are playing an increasingly important role in American cities. Whether built, or ecological, the population of a region and its structure are among the largest determinants of what/how amenties are accessed, and what amenities developers provide.
ALL OTHER RACES
KCMET2000
50%100%
200%
400%
2005 2010 2015 2020 2025 2030
0 - 1920 - 3940 - 5960 - 7980+
RACIALCOMPOSITION
IMPACTSON DEVELOPMENT
81%
6% 13%
76%
8% 16%
WHITEBLACKALL OTHER
DIVERSITY
COMMUNITY
AMENITY
23
1Projections indicate that the racial composi-tion of the Kansas City Metropolitan Region is not significantly different in 2030, and therefore will not result in any sort of change in development patterns. However, the structure of the growth in all races are occurring primarily in the 60-79 cohort--a cohort that tends contains what developers refer to as “the golden mix” of money and free time.
One of the largest development factors affected by population structure is diversity of housing. The structure of a region’s housing stock, it’s diversity of type, price, size, and location, are all market driven as a result of the populations’ wants and needs.
The types of communities developed, and the factors leading to their development are determined by the structure of the region’s population according to their wants and needs.
We feel these projections indicate that the Kansas City Metropolitan Region should expect a population in 2030 with an essentially even gender split, declining dependancy ratios, and a much larger percentage of 60+ residents. Given these changes, we feel the Kansas City Metropolitan Region will have sufficient need to begin providing a much more diverse housing mix. In addition, the region should expect a population much more interested in walkable, mixed use, and above all, connected communities with easy access to area amenities.
Amenities are playing an increasingly important role in American cities. Whether built, or ecological, the population of a region and its structure are among the largest determinants of what/how amenties are accessed, and what amenities developers provide.
ALL OTHER RACES
KCMET2000
50%100%
200%
400%
2005 2010 2015 2020 2025 2030
0 - 1920 - 3940 - 5960 - 7980+
RACIALCOMPOSITION
IMPACTSON DEVELOPMENT
81%
6% 13%
76%
8% 16%
WHITEBLACKALL OTHER
DIVERSITY
COMMUNITY
AMENITY
n addition to the changing structure of
the population, current plans for deveopment
in the Kansas City region are inadequate.
Using site visit interviews and research, the
design team has identified that the individual
municipalities within the Kansas City region
have planned for a projected total increase
of population of 300,000 people by 2030,
not including unincorporated land.
Evaluating each city’s Comprehensive Plan
or Future Growth Plan revealed potential
residential developments suitable for the
success of the community. Residential
development including low-, med- and high-
density areas as well as future developable
areas synthesized from this research are
identified to the right.
Breaking down the 300,000 people, Kansas
City, MO is projecting an increase of 33,000;
Lenexa, KS is projecting 25,000; and Liberty,
MO is projecting 15,000. The highest
projected populations in the region are
Overland Park, KS with 43,000 followed by
Lee’s Summit, MO at 40,000.
This leaves an additional 200,000 people
locating within the region that cannot be
supported by currently planned development
projects.
CURReNTPlANSI
Developed Area
Low Density
Medium Density
High Density
Future Developable Area
A PlAN FoR The FUTURe Re-eNvISIoN KC
A PlAN FoR The FUTURe Re-eNvISIoN KC
“Reconnecting communities across the region”
Denver-Boulder
Los Angeles
Wichita
Lawrence
Dallas-Fort Worth
Saint Louis
Spring�eld
OmahaChicago
New York
Re-Think Kansas City...recognizing Kansas City as an employment center, destination center, education center, the lower cost of living, the characteristics and attitude of the Mid-West and a growing metropolitan area
Denver-Boulder
Los Angeles
Wichita
Lawrence
Dallas-Fort Worth
Saint Louis
Spring�eld
OmahaChicago
New York
Re-Think Kansas City...recognizing Kansas City as an employment center, destination center, education center, the lower cost of living, the characteristics and attitude of the Mid-West and a growing metropolitan area
WE AREKANSAS CITY!
Re-Envision Kansas City...from a collection of autonomous cities and municipalities to a well-connected, interdependent region, serving various travel markets (e.g. commuters, tourists, traveling business class, students). Accessible public tranist means that each city can cooperatively develop a niche service at the scale of the region.
We AreKCMO!
We AreBonner Springs!
We AreLee’s Summit!
We AreGrain Valley!We Are
Overland Park! We AreGrandview!
We AreRaymore!We Are
Belton!
We AreOlathe!
We AreLenexa!
We AreShawnee!
We AreEdwardsville!
We AreLeawood!
We AreKCKS!
We AreGladstone!
We AreSmithville!
We AreNorth KCMO! We Are
Liberty!
We AreBlue Springs!
We AreIndependence!
WE AREKANSAS CITY!
Re-Envision Kansas City...from a collection of autonomous cities and municipalities to a well-connected, interdependent region, serving various travel markets (e.g. commuters, tourists, traveling business class, students). Accessible public tranist means that each city can cooperatively develop a niche service at the scale of the region.
We AreKCMO!
We AreBonner Springs!
We AreLee’s Summit!
We AreGrain Valley!We Are
Overland Park! We AreGrandview!
We AreRaymore!We Are
Belton!
We AreOlathe!
We AreLenexa!
We AreShawnee!
We AreEdwardsville!
We AreLeawood!
We AreKCKS!
We AreGladstone!
We AreSmithville!
We AreNorth KCMO! We Are
Liberty!
We AreBlue Springs!
We AreIndependence!
RR
Re-Tool Kansas City...integrating transportation systems before leap-frogging them with new systems. Redundancy will amplify e�ciencies in each mode of transportation
To Chicago
To Saint Louis
Kansas City1900Rail
To Dodge City
Kansas City1960
Highway
Kansas City1960
Interstate
Kansas CityFUTURE
Integrated Transportation
RR
Re-Tool Kansas City...integrating transportation systems before leap-frogging them with new systems. Redundancy will amplify e�ciencies in each mode of transportation
To Chicago
To Saint Louis
Kansas City1900Rail
To Dodge City
Kansas City1960
Highway
Kansas City1960
Interstate
Kansas CityFUTURE
Integrated Transportation
METRICSStreets/Public Space
P
TODPLANNINGTOD requires pedestrian-friendly street networks with both high connectivity and proximity among destinations. Well-designed pedestrian facilities and civic spaces are important anchors in creating desirable public environments around transit stations.
BlocksBlock sizes lose their capacity to support pedestrian activity above 500 feet, or seven acres, and ideally should be less than three acres or approximately 400’X300’.
ParkingSince parking is often the largest land use, urban parking strategies attentive to foot-print, street frontage, and location, must balance parking needs with the creation of a desirable pedestrian-oriented environment.
Employment CentersResidential and employment land uses are significant determinats in creating ridership. Substantial ridership increases occur once employment centers concentrate 125 employees per acre in TOD neighborhoods.
Commercial/RetailAccording to the Urban Land Institute, the primary role of retail and service functions in TOD districts is their “amenity contribu-tion” in the creation of great places for living and working. Outside of large retail agglomerations like malls and big box power centers, retail on its own will not generate notable ridership...”retail follows rooftops.”
Transit StationCommercial uses, housing, employment centers and civic centers should be within walking distance (half-mile) of transit stops. Transit stations may become activity centers within TOD districts rather than single-use constructions relegated to district margins.
HousingAll market grades of housing with a mix of type, density, and cost should be devel-oped in TOD districts to create social and economic viability.
1/2m
ilera
dius 1/4
milera
dius
RecommendedF.A.R
. >1.0
RecommendedF.A.R
. >2 .0
Rail Corrid
or
Detached Housing
Attached Housing
Stacked Housing
Pocket Parks
Squares
Boulevard
City Park
Public Space Nodes
Building Transect
Tr
ansit S
hed
accessibility enhances walkability among land uses through mixed-use development, higher densities, and pedestrian-scaled street networks
planning within the transit shed should support “accessible” development patterns
METRICSStreets/Public Space
P
TODPLANNINGTOD requires pedestrian-friendly street networks with both high connectivity and proximity among destinations. Well-designed pedestrian facilities and civic spaces are important anchors in creating desirable public environments around transit stations.
BlocksBlock sizes lose their capacity to support pedestrian activity above 500 feet, or seven acres, and ideally should be less than three acres or approximately 400’X300’.
ParkingSince parking is often the largest land use, urban parking strategies attentive to foot-print, street frontage, and location, must balance parking needs with the creation of a desirable pedestrian-oriented environment.
Employment CentersResidential and employment land uses are significant determinats in creating ridership. Substantial ridership increases occur once employment centers concentrate 125 employees per acre in TOD neighborhoods.
Commercial/RetailAccording to the Urban Land Institute, the primary role of retail and service functions in TOD districts is their “amenity contribu-tion” in the creation of great places for living and working. Outside of large retail agglomerations like malls and big box power centers, retail on its own will not generate notable ridership...”retail follows rooftops.”
Transit StationCommercial uses, housing, employment centers and civic centers should be within walking distance (half-mile) of transit stops. Transit stations may become activity centers within TOD districts rather than single-use constructions relegated to district margins.
HousingAll market grades of housing with a mix of type, density, and cost should be devel-oped in TOD districts to create social and economic viability.
1/2m
ilera
dius 1/4
milera
dius
RecommendedF.A.R
. >1.0
RecommendedF.A.R
. >2 .0
Rail Corrid
or
Detached Housing
Attached Housing
Stacked Housing
Pocket Parks
Squares
Boulevard
City Park
Public Space Nodes
Building Transect
Tr
ansit S
hed
accessibility enhances walkability among land uses through mixed-use development, higher densities, and pedestrian-scaled street networks
planning within the transit shed should support “accessible” development patterns
“Planning for a sustainable future”
IDeNTIFyINg NATURAl ReSoURCeS
ince 1982, the Kansas City
metropolitan area population has
increased by 17 percent, to nearly 1.8
million1. During the same time period,
developed land area increased by
approximately 37 percent, more than
twice the population growth. Like many
other cities across the nation, the Kansas
City area needs to focus on conserving its
natural resources and educate its citizens
about the negative qualities with the loss
of green space and the many benefits
they draw from nature.
When communities construct buildings,
sidewalks, and paved parking lots, the
lost vegetation and covered soil can no
longer mitigate and convey stormwater
naturally and without the system to
convey and absorb the rainwater,
flooding will occur. The conventional
solution is to use more concrete to
divert runoff to storm drains, where it
concentrates and eventually discharges
into rivers and streams, along with all
the pollutants, chemicals and debris that
flowed into the storm drain. These massive
discharges into natural streams cause bank
erosion, channel cutting and flooding
downstream, all the while producing
a general disruption in the ecological
function. Development patterns are altering
the habitats of the natural ecosystems. In
some communities only small remnants of
open or green space remain. When green
space is present, it is seldom connected to
other vegetated areas in ways that would
allow people or animals to migrate from
one green area to another. The many social
amenities that open or green space, trees,
wildlife and vegetation can provide are
lacking where most people live and work.
NATURAl ReSoURCeSINveNToRy
S
To make a change, communities
can no longer rely on implementing
conventional approaches and expect
results. Communities have always
understood the need for infrastructure,
the need for power lines, water lines,
sewer lines and road and highway
networks. What communities need to
recognize now is the need for ‘green
infrastructure’, or planned, managed,
interconnected network of open space
corridors, like waterways, wetlands,
forests, grasslands, woodlands;
conservation lands like parks; and
adjacent, working lands like farms
and ranches. Green infrastructure
provides functional assets that cleanse
and improve air and water quality,
stabilize streams and waterways, reduce
flood risks, protect wildlife habitat
and ultimately provide the framework
for developing sustainable urban
communities that are connected to
nature.
NATURAl ReSoURCeSINveNToRy
One way to begin implementing green
infrastructure systems is to build a Natural
Resource Inventory (NRI) - a catalog of
existing (and/or planned) natural resources
(i.e., wetlands, grasslands, woodlands,
forests, etc.). Within the Kansas City region,
the Mid-America Regional Council in 2003,
began analyzing the natural resources in
the Kansas City metro area. Their inventory
found that 22 percent of the metropolitan
region retains conditions that may harbor
good and, in many locations, high-
quality vegetative communities worthy
of conservation2. An NRI map provides
information about the community’s natural
resources, such as wetlands, forests, streams,
woodlands and grasslands. With these NRI
maps community’s can plan effectively
for future development that coincides
with nature and also for creating a green
infrastructure network like the MetroGreen
trail.
Upland Resources consists of Forests, Woodlands, Grasslands, and Cultural or Sparsely vegetated lands:
ForestsMostly closed canopy, deciduous, juniper and evergreen trees, often
mature, includes former savannahs on south to west facing slopes
Woodlands More open than closed canopy deciduous trees, often immature
Grasslands Often containing native wild plants, may include Conservation
Resource Planning plantings
Cultural Grasslands Grasslands planted as domesticated grasses or formerly cultivated
land reverting to grassland and/or brush
Agricultural Lands Used as farmland (Specific to Jackson/Johnson counties)
Steep Slopes Areas of land with slopes greater than 25 percent
NATURAl ReSoURCeSUPlANDS
0 6 12 183Miles
1 in = 8 miles
LegendMARC Planning Region
County Boundary
Upland Resource Compilation
Upland Resource Compilation
MARC Planning Region
NATURAl ReSoURCeSUPlANDS
Lowland Resources consists of Hardwood Forests, Wetlands, Open Water, Open Water and Flood Zones:
Hardwood ForestsOpen to closed forest canopy in wooded or wetland areas
Wetlands Wetlands without a closed canopy; includes brush and scattered trees
Open Water Standing water for a significant part of the year
Flood Zones Areas that within the 100 and 500-year flood zone as determined by
Federal Emergency Management Agency.
NATURAl ReSoURCeSlowlANDS
0 5 10 152.5Miles
1 in = 8 miles
LegendMARC Planning Region
County Boundary
Lowland Resource Compilation
Lowland Resource Compilation
MARC Planning Region
NATURAl ReSoURCeSlowlANDS
NATURAl ReSoURCeSCombINeD
Combining the Upland and Lowland resources compilations on a single map results in the white space representing areas that are not included in the natural resources inventory. Theoretically, this means that the white space represents land that is suitable for development within the region.
Ultimately, a natural resources inventory is a tool that:
1) Helps us mitigate our impacts on natural land
2) Helps us plan for and provide appropriate accessibility to natural lands
As natural, undeveloped land becomes an increasingly scarce amenity, planning for the protection and preservation of what’s remaining is becoming increasingly necessary.
LegendMARC Planning Region
Metro Green System Trail
Park Boundary
Upland Resource Compilation
Lowland Resource Compilation
0 5 10 152.5Miles
1 in = 8 miles
Lowland Resource Compilation
Park Boundary
Upland Resource Compilation
MARC Planning Region
Metro Green System Trail
NATURAl ReSoURCeSCombINeD
DeveloPINg KANSAS CITy
“factors combining in complex ways to create surprising futures“
Eighty-percent of the built environment projected to exist by the year 2050 has not yet been constructed...now is the time to shape the future of the Kansas City region2009 Kansas City Metro
2030 Sprawl Growth Scenario
rail
urban in�ll
2030 Smart Growth Scenario
Automobile DependentTRAFFIC CONGESTIONIncreased Land ConsumptionDecrease in natural open spaceDecreased air qualityDis-connected communities
or
Pedestrian-friendly communitiesIncreased housing optionsReduced Transportation costsCONNECTED, HEALTHY COMMUNITIESIncreased choice of transit options
Eighty-percent of the built environment projected to exist by the year 2050 has not yet been constructed...now is the time to shape the future of the Kansas City region2009 Kansas City Metro
2030 Sprawl Growth Scenario
rail
urban in�ll
2030 Smart Growth Scenario
Automobile DependentTRAFFIC CONGESTIONIncreased Land ConsumptionDecrease in natural open spaceDecreased air qualityDis-connected communities
or
Pedestrian-friendly communitiesIncreased housing optionsReduced Transportation costsCONNECTED, HEALTHY COMMUNITIESIncreased choice of transit options
cenario one represents a low
density development strategy. In
quantitative terms, this is a development
density of approximately 1-5 dwelling
units per acre. This development scenario
is characterized by an extensive roadway
network linking large neighborhood
developments. The physical environment
within these zones is purely auto-
oriented. Drive-thru’s, surface paking, gas
stations, auto shops, buildings with large
set-backs, and busy streets dominate the
landscape. Buildings typically range
from 1 or 2 stories up to a maximum of
4. Additionally, the distances between
developments and noticeable lack
of public gathering places indicates
that walkability is an afterthought.
According to the 2000 Census, the
average household size in the Kansas City
Metropolitan Statistical Area was 2.53
persons. Developing in the 1-5 Dwelling
Units per acre range for 500,000
SCeNARIo oNeAUTo-oRIeNTeD
persons therefore represents anywhere
from 39,500 - 198,000 acres. Using
this assumed amount of land area, the
light red area on the following diagram
approximates the new land developed
in the Kansas City region as of 2030.
Furthermore, as this diagram illustates,
this scenario cannot feasibly provide for
protecting identified natural resources
in light of the acreage necessary to
accomodate 500,000 new people.
In addition to the obvious environmental
impacts, a second drawback to
this development scenario’s lack of
connectivity is the likely political
impacts of the further fragmentation of
the Kansas City region’s people. This
dispersion of the population is likely to
further complicate the decision-making
environment and reduce efficiency in the
region.
S
SCeNARIo oNeAUTo-oRIeNTeD
This represents a typical commercial development in an auto-oriented development scenario: one-to-two stories and clustered in large areas of single use. There is a clear priority of providing surface parking and minimal concessions for pedestrian traffic outside travel between stores.
This represents a typical residential development in an auto-oriented development scenario: one-to-two story single-family homes disperesed throughout plotted subdivisions. Similar to the typical commercial development, these homes are lumped into large areas of single uses. Note the prevalence of private lawns and the absence of alleyways, front porches, and public green space.
SCeNARIo Two mUlTI-moDAl
our second development scenario
is multi-modal transit based and focuses
on three major components. The first
component of our second development
scenario is an emphasis on higher density
development, ranging from 6-21 units/
acre. The benefits of this are clearly
represented by surface area required. A
higher development standard will greatly
reduce the amount of land required
for the additional project growth for
Kansas City of 500,000 with this density
range consuming only 9,500 - 33,000
acres. The second component of this
development strategy is a focus on
urban infill. Many areas of the Kansas
City region are run down, abandoned
and have massive parking lots which
are not needed and typically empty. In
addition, this infill will act to revitalize
the Kansas City region’s core and attract
more central development. The third
component of the this development
scenario is an emphasis on connectivity.
This particular system will consist of a
bus rapid transportation system which
will mainly route between major nodes
such as communities and public spaces.
commuter rail will serve residents
residing in the exisitng lower densities
surrounding the downtown core and
provide a superior option to driving. The
core will also feature a light rail system to
provide urban-level service transit in the
core.
SCeNARIo Two mUlTI-moDAl
The last key component of the second development scenario is the identification and preservation of natural resources. Using the results of the natural resource inventory, this development scenario is conscious of the regions natural resources and develops with respect to protecting and preserving these amenities while still providing access where it is safe and prudent to allow for it. Using transit to encourage connectivity provides residents with convenience and amenity in a high-density housing. It is crucial to maintain this level of service to support and perpetuate development at higher densities and subsequently limit the consumption of undeveloped land.
SCeNARIo Two mUlTI-moDAl
Legend
MARC Planning Region
Metro Green System Trail
Park Boundary
Upland Resource Compilation
Lowland Resource Compilation
0 5 10 152.5Miles
1 in = 8 miles
Urban Core Station
Urban Neighborhood Station
Lowland Resource Compilation
Park Boundary
Urban Core Station
Urban Neighborhood Station
Upland Resource Compilation
MARC Planning Region
Metro Green System Trail
SCeNARIo Two mUlTI-moDAl
wAlKAbIlITy
NNeCTIvITyCo
wAlKAbIlITy
NNeCTIvITyCo
mIxeD USe
hIghDeNSITy
“enhancing community potential and identity”
ChANgINg The SCAle
lee’S SUmmITmISSoURI
lIbeRTy mISSoURI
CRoSSRoADSKC, mISSoURI
lee’S SUmmITmISSoURI
Lee’s Summit and Liberty, Missouri represent a typical community in the Kansas City region. These case studies examine how our identified development scenarios manifest themsevles within the context of this typical suburban community.
Crossroads in Kansas City, Missouri represents the typical urbanized community of the Kansas City region and is rife with urban infill opportunity. This case study examines how our development scenarios fit within the context of urban infill opportunities.
STREET NETWORK
FOLLOWS HOMES
EXISTING HOUSING, EQUAL SPACING
AND NO HIERARCHY
HOUSING NOT IN USE OR
ABANDONED
SEGMENTED GREEN SPACE CORRIDORS
This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.
What should happen in an auto oriented development pattern in the next 30 years is the decrease in density and occupied housing. As places in massive neighborhood are built people will move in while housing is cheap and as prices increase move farther out leaving many houses for sale and not in use. Also as houses deteriorate people will abandon them and leave for other areas of cheap housing creating an even low density pattern. As the top image shows the human foot print is huge as heavy segmented green areas are left from the wake of development.
lee’S SUmmITexISTINg DeveloPmeNT
lee’S SUmmIT AUTo DeveloPmeNT
STREET NETWORK
FOLLOWS HOMES
EXISTING HOUSING, EQUAL SPACING
AND NO HIERARCHY
HOUSING NOT IN USE OR
ABANDONED
SEGMENTED GREEN SPACE CORRIDORS
This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.
What should happen in an auto oriented development pattern in the next 30 years is the decrease in density and occupied housing. As places in massive neighborhood are built people will move in while housing is cheap and as prices increase move farther out leaving many houses for sale and not in use. Also as houses deteriorate people will abandon them and leave for other areas of cheap housing creating an even low density pattern. As the top image shows the human foot print is huge as heavy segmented green areas are left from the wake of development.
lee’S SUmmITexISTINg DeveloPmeNT
lee’S SUmmIT AUTo DeveloPmeNT
HIGH DENSITYZONE
APARTMENT CONDOS
ROW HOUSES
PUBLIC GREENSPACES
SINGLE FAMILY DETACHED
MED. DENSITYZONE
GRID STREET NETWORK
STREET NETWORK
FOLLOWS HOMES
EXISTING HOUSING, EQUAL SPACING
AND NO HIERARCHY LOW DENSITY
ZONE
This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.
Places like Lee Summit that currently have the population to support correctly planned developments which can make ideal places to live with an urban neighborhood feel. In this diagram a light rail and bus system lines are introduced. The street system has been reworked to create a clear hierarchy of arterial roads and private roads, keeping people that don't live in certain areas off of inner roads. The highest density development will occur along transit lines where people will want to walk to their destinations. Although there is still an opportunity to give people a choice from row homes to single family while increasing density. Green spaces are less fragmented and are public spaces. This site alone would more than double in the number of housing from around 200 to around 500 residents. Development like this can occur on new sites as well as more in-fill situations for existing sites to mitigate sprawl.
lee’S SUmmITexISTINg DeveloPmeNT
lee’S SUmmIT mUlTI-moDAl DeveloPmeNT
HIGH DENSITYZONE
APARTMENT CONDOS
ROW HOUSES
PUBLIC GREENSPACES
SINGLE FAMILY DETACHED
MED. DENSITYZONE
GRID STREET NETWORK
STREET NETWORK
FOLLOWS HOMES
EXISTING HOUSING, EQUAL SPACING
AND NO HIERARCHY LOW DENSITY
ZONE
This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.
Places like Lee Summit that currently have the population to support correctly planned developments which can make ideal places to live with an urban neighborhood feel. In this diagram a light rail and bus system lines are introduced. The street system has been reworked to create a clear hierarchy of arterial roads and private roads, keeping people that don't live in certain areas off of inner roads. The highest density development will occur along transit lines where people will want to walk to their destinations. Although there is still an opportunity to give people a choice from row homes to single family while increasing density. Green spaces are less fragmented and are public spaces. This site alone would more than double in the number of housing from around 200 to around 500 residents. Development like this can occur on new sites as well as more in-fill situations for existing sites to mitigate sprawl.
lee’S SUmmITexISTINg DeveloPmeNT
lee’S SUmmIT mUlTI-moDAl DeveloPmeNT
Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.
If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.
lIbeRTyexISTINg DeveloPmeNT
lIbeRTyAUTo DeveloPmeNT
Existing Parking
Existing Single Family Housing
Existing Road Network
Existing Commercial
Buildings
Expansion of Parking Lot Surfaces
Expansion of Low Density (non-cluster) Commercial Buildings
Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.
If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.
lIbeRTyexISTINg DeveloPmeNT
lIbeRTyAUTo DeveloPmeNT
Existing Parking
Existing Single Family Housing
Existing Road Network
Existing Commercial
Buildings
Expansion of Parking Lot Surfaces
Expansion of Low Density (non-cluster) Commercial Buildings
Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.
If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.
lIbeRTyexISTINg DeveloPmeNT
lIbeRTymUlTI-moDAl DeveloPmeNT
Existing Parking
Existing Single Family Housing
Existing Road Network
Existing Commercial
Buildings
Medium Density Row Homes Lining Streets
Purposed Clustered Park and
Ride Parking Commuter Rail Hub
Commuter Rail Line
Clustered Future Commercial Around
Transit Node
Additional Streets in
Core
Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.
If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.
lIbeRTyexISTINg DeveloPmeNT
lIbeRTymUlTI-moDAl DeveloPmeNT
Existing Parking
Existing Single Family Housing
Existing Road Network
Existing Commercial
Buildings
Medium Density Row Homes Lining Streets
Purposed Clustered Park and
Ride Parking Commuter Rail Hub
Commuter Rail Line
Clustered Future Commercial Around
Transit Node
Additional Streets in
Core
The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental
and a lack of green spacesdue to the excess of pavedsurfaces.
exISTINgDeveloPmeNTCRoSSRoADS
If an auto oriented urbandesign is continued in the future a few things will
is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with surrounding quality of living causing people to move out of the.urban area. Buildings will become vacant and decrease the economic value of the area. Second it will add to the square feetof impervious surfaces within the city causing
AUToDeveloPmeNTCRoSSRoADS
ExistingCommercial
Buildings
ExistingRoads
ExistingRoads
ExistingBuildings
Reduction of Buildings from Sprawl
The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental
and a lack of green spacesdue to the excess of pavedsurfaces.
exISTINgDeveloPmeNTCRoSSRoADS
If an auto oriented urbandesign is continued in the future a few things will
is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with surrounding quality of living causing people to move out of the.urban area. Buildings will become vacant and decrease the economic value of the area. Second it will add to the square feetof impervious surfaces within the city causing
AUToDeveloPmeNTCRoSSRoADS
ExistingCommercial
Buildings
ExistingRoads
ExistingRoads
ExistingBuildings
Reduction of Buildings from Sprawl
ExistingCommercial
Buildings
The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental
and a lack of green spacesdue to the excess of pavedsurfaces.
exISTINgDeveloPmeNTCRoSSRoADS
ExistingRoads
If an multi-modal scenariodesign is implemented in the future a few things will
is a hierarchy of the builtenvironment and with theaddition to a intensivetransportation system. Second, high-rise buildings of commercial and mixed-use development can be implemented in existing spaces that would otherwisebe used for automobile parking. This will increasethe built environment to approximately 70% buildingmass. Development will also preserve the historic feel and strengthen the arts characteristicts of the district.
DmUlTI-moDAl eveloPmeNTCRoSSRoADS
ExistingRoads
ExistingBuildings
Purposed Buildings
High RiseBuildings
ResidentialBuildings
Transit Corridor
BusNetwork
Bus and Light RailNetwork
ExistingCommercial
Buildings
The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental
and a lack of green spacesdue to the excess of pavedsurfaces.
exISTINgDeveloPmeNTCRoSSRoADS
ExistingRoads
If an multi-modal scenariodesign is implemented in the future a few things will
is a hierarchy of the builtenvironment and with theaddition to a intensivetransportation system. Second, high-rise buildings of commercial and mixed-use development can be implemented in existing spaces that would otherwisebe used for automobile parking. This will increasethe built environment to approximately 70% buildingmass. Development will also preserve the historic feel and strengthen the arts characteristicts of the district.
DmUlTI-moDAl eveloPmeNTCRoSSRoADS
ExistingRoads
ExistingBuildings
Purposed Buildings
High RiseBuildings
ResidentialBuildings
Transit Corridor
BusNetwork
Bus and Light RailNetwork
“make no small plans”
CoNClUSIoN
The Kansas City region is rapidly approaching a breaking point. The two futures for the Kansas City region presented in this volume represent two drastically different development patterns. Above all, this analysis indicates that failing to alter current developmental trends threatens to undermine the Kansas City region. Now is the time to shape the future of the Kansas City region, and a cohesive, connected, and sustainable future is not out of reach. As Daniel Burnham so famously said, “Make no small plans.” We believe the Kansas City region has the capacity for big plans, and we hope that the vision of reKonneCt 2030 is the stepping stone for the expansion of much grander plans.