reconnecting: part 2

COMPREHENSIVE VISION PLAN

Comprehensive Plan56

Comprehensive Plan 57

VISION PLAN INTENTIONSAnalysis of the existing conditions of the green and civic spaces in the downtown area and a study of existing urban development plans, identified a need to create a compre-hensive vision plan which integrates all of these elements into cohesive system of related and complementary parts.

The comprehensive vision plan proposes a three part sys-tem of Anchor Parks, Corridors, and Infill Parks. These three interrelated systems will provide Kansas City with a cohesive system of connected green and civic space which currently does not exist.

The Anchor Parks, Corridors, and Infill Parks will offer an implementable solution to the fragmentation of Kes-slers original park system and improve the connectivity of the entire downtown. This system will enhance the exist-ing parks and capitalize on the potential found in Kansas Citys natural features and the underutilized space within downtown.


GR

AN

D B

OU

LEVA

RD

MA

IN S

TRE

ET

12TH STREET

18TH STREET

OE

SAP

E

HT

31ST STREET

V

GR

AN

D B

OU

LEA

RD

MA

IN S

TRE

ET

GR

AN

D B

OU

LEVA

RD

MA

IN S

TRE

ET

ANCHOR PARKS CORRIDORS INFILL PARKS

Anchor Parks are iconic parks which have permanence and embody the identity of Kan-sas City. Corridors are a network of multi-modal transportation routes which act as linear public space. Infill Parks are temporary hybrid parks which link the Anchor Parks and Corridors, while improving the walkability and livability. Together, these three distinct elements form a cohesive system which will create significant public space within the Greater Downtown Area.


GR

AN

D B

OU

LEV

AR

D

MA

IN S

TRE

ET

ANCHOR PARKS

INFILL PARKS

CORRIDORS

Research + Analysis60 Research + Analysis60


ANCHOR PARkSAnchor Parks are iconic parks that embody the identity of Kansas City. They build on the existing parks which are essential elements in the character of Kansas City. Anchor Parks have permanence and the potential to connect the city to its place through its history, topography and natu-ral features. These parks primarily serve the city, but can also function as neighborhood parks or serve the region as a whole.

Enhancing the system of Anchor Parks will recognize their significance and further articulate their presence and mu-tual systemic relationships. As the first part of the three-layered system, these parks anchor the system of Corri-dors which connect people and destinations within the city and are linked together by the system of Infill Parks.


V

GR

AN

D B

OU

LEA

RD

MA

IN S

TRE

ET

PENN VALLEY PARK

WEST TERRACE PARK

BERKLEY RIVERFRONT PARK

RAIL PARK (PROPOSED)

THE PARADE PARK


THE PARAdE PARk

PAS

EO

E TRUMAN

WO

OD

LAN

D A

VE

NU

E

PAS

EO

BO

ULE

VAR

D

VIN

E S

TRE

ET

INTERSTATE-670

EAST TRUMAN ROAD

18TH STREET

SMALL BUSINESSES

RESIDENTIAL

MERCHANT SERVICESGEM THEATER

LINCOLN HIGH SCHOOL

BUSINESS DISTRICT

CAREERTECHNICAL

CENTER COMMUNITY CENTER

PUBLICLIBRARY

RESIDENTIAL

AMERICAN JAZZ MUSEUMNEGRO LEAGUES

BASEBALL MUSEUM

WO

OD

LAN

D A

VE

NU

E

PAS

EO

BO

ULE

VAR

D

VIN

E S

TRE

ET

INTERSTATE-670

EAST TRUMAN ROAD

18TH STREET

CHARACTERPROGRAMMING ACCESS

Founded in 1900, The Parade Park was meant to be a central point in provi-

sions for recreation and amusements. Today, the 21-acre park is home to a

ball diamond, playground, tennis courts, .30-mile asphalt track, and a commu-

nity and fitness center. As one of Kansas Citys most successful and well-used

parks, the park programming and amenities will remain with enhancement.

Recreation

Parking

Entry Point

Tree Line

Transitional Green Space

Existing Structure

Research + Analysis64

INTE

RS

TATE

-35

27TH STREET

EAST PERSHING ROAD

SO

UTH

WE

ST

TRA

FFIC

WA

Y

SU

MM

IT S

TRE

ET

BR

AO

DW

AY

BO

ULE

VAR

D

MA

IN S

TRE

ET

GR

AN

D B

OU

LEVA

RD

PE

NN

SY

LVA

NIA

AV

E

WE

ST

PE

NN

WA

Y S

TRE

ET

31ST STREET

INTE

RS

TATE

-35

31ST STREET

27TH STREET

SO

UTH

WE

ST

TRA

FFIC

WA

Y

SU

MM

IT S

TRE

ET

BR

AO

DW

AY

BO

ULE

VAR

D

MA

IN S

TRE

ET

GR

AN

D B

OU

LEVA

RD

PENN

DRI

VE

MEM

OR

IAL

DR

IVE

PIO

NEE

R D

RIV

EPE

NN V

ALLE

Y DR

IVE

PE

NN

SY

LVA

NIA

AV

E

RESIDENTIAL

CO

MM

ER

CIA

L

CO

MM

ER

CIA

L

PE

NN

VA

LLE

Y D

R

MA

IN

TI

MM

US

CHARACTERPROGRAMMING ACCESS

Sustainable Features

Recreation

View Overlook

Development

Entry PointTree Line


Existing Structure


INTE

RS

TATE

-35

27TH STREET

EAST PERSHING ROAD

SU

MM

IT S

TRE

ET

WE

ST

PE

NN

WA

Y S

TRE

ET

GR

AN

D B

OU

LEVA

RD

PENN

DRI

VE

MEM

OR

IAL

DR

IVE

PIO

NEE

R D

RIV

EPE

NN V

ALLE

Y DR

IVE

PE

NN

SY

LVA

NIA

AV

E

WE

ST

PE

NN

WA

Y S

TRE

ET

PENN

DRI

VE

PENN

VAL

LEY

DRIV

E

EAST PERSHING ROAD

MEM

OR

IAL

DR

IVE

EAST PERSHING ROADEAST PERSHING ROAD

INTE

RS

TATE

-35

27TH STREET

EAST PERSHING ROAD

WE

ST

PE

NN

WA

Y S

TRE

ET

GR

AN

D B

OU

LEVA

RD

PENN

DRI

VE

MEM

OR

IAL

DR

IVE

PIO

NEE

R D

RIV

EPE

NN V

ALLE

Y DR

IVE

PENN VALLEY PARk

VIEWS

Found to be a historic and charming area by the 1893 Report of the Park and

Boulevard Commissioners, Penn Valley Park was created in the heart of Kan-

sas City in the early 1900s. Today, the 176-acre park contains an off-leash dog

park, skate park, tennis courts, playground, picnic shelter, and ball diamonds.

Located within the northern half of Penn Valley Park, is the 47-acre Memorial

Hill, home of Liberty Memorial and The National World War 1 Museum. In order

to provide eyes on the park, development will be proposed for the South and

West edges of the park. This will also alleviate some of the parks maintenance

burden. Trees will line Penn Valley Drive to block out the traffic interference

and the low-lying area in the middle of the park will be devoted to sustainable

infrastructure.


12th STREET

ACCESS

INTERSTATE-670

INTERSTATE-70

INTE

RS

TATE

-35

BE

AR

DS

LEY

RO

AD

WES

T PE

NN

WAY

STR

EET

BR

OA

DW

AY

STR

EE

T

7TH STREET

10TH STREET

12TH STREET

SU

MM

IT S

TRE

ET

17TH STREET

INTE

RS

TATE

-35

KESSLER: 1893 PLAN

INTERSTATE-670

INTERSTATE-70

INTE

RS

TATE

-35

BE

AR

DS

LEY

RO

AD

WES

T PE

NN

WAY

STR

EET

BR

OA

DW

AY

STR

EE

T

7TH STREET

10TH STREET

12TH STREET

SU

MM

IT S

TRE

ET

17TH STREET

INTE

RS

TATE

-35

CHARACTERPROGRAMMING

Sustainable Features Recreation

View Overlook Parking

Entry Point

Civic SpaceTree Line



INTERSTATE-670

INTERSTATE-70

INTE

RS

TATE

-35

BE

AR

DS

LEY

RO

AD

WES

T PE

NN

WAY

STR

EET

BR

OA

DW

AY

STR

EE

T

7TH STREET

10TH STREET

12TH STREET

SU

MM

IT S

TRE

ET

17TH STREET

INTE

RS

TATE

-35

2

2

2

2

2

3

3

4

5

6

7

7

8

9

5

1

1

1

INTERSTATE-670

INTERSTATE-70

INTE

RS

TATE

-35

BE

AR

DS

LEY

RO

AD

WES

T PE

NN

WAY

STR

EET

BR

OA

DW

AY

STR

EE

T

7TH STREET

10TH STREET

12TH STREET

SU

MM

IT S

TRE

ET

17TH STREET

INTE

RS

TATE

-35

INTE

RS

TATE

-35

INTERSTATE-670 INTERSTATE-670

INTERSTATE-70

BR

OA

DW

AY

STR

EE

T

7TH STREET

10TH STREET

12TH STREET

17TH STREET

INTERSTATE-670

WEST TERRACE PARk

VIEWS OWNERSHIP

Comprised of Mulkey Square and

Jarboe Park, West Terrace Park is

another of Kesslers original parks.

The 31-acre park stretches along the

West Bluffs, overlooking the Missouri

and Kansas Rivers. As this is one of

the parks major assets, the repro-

gramming of West Terrace will capi-

talize on these views. The connection

between the parks and to the River-

front Heritage Trail will be enhanced

to help create a cohesive system of

green space.


HW

Y 9

961 Y

WH

FRONT

GR

AN

D

Y

AW

DA

OR

B

ACCESS

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

ILTR

AIL

TRA

IL

TRAI

LTRAILTRAIL

RIVERFR

ONT

TRAIL

HERITAGEFRONT

RIVER

RIVERFRONT HERITAGE TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRAIL

TRA

ILFLO

OD

WA

LLTRAIL

FLOO

DWALL

TRAILFLO

ODW

ALLTRAIL

FLOO

DWALL

TRAILFLO

ODW

ALLTR

AIL

FLOO

DW

ALL

TRA

ILFLO

OD

TRA

ILFLOOD

WA

LL

WALL TRAIL FLOOD WALL TRAIL FL

OODWAL

L

EAST THIR

D STREET

GR

AN

D B

LVD

CH

AR

LOTT

E S

TRE

ET

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

RIVER

FRON

T HER

ITAGE

TRAIL

HERITA

GETR

AIL

RIVER

FRON

T HER

ITAGE

TRAIL

FRONT

STREET

BERKLEY PARK & REDI



View Overlook

Development

Entry Point

Civic Space

Tree Line


Existing Structure


RIGHT-OF-WAY

BERkLEY RIVERfRONT PARk

HW

Y 9

961 Y

WH

FRONT

GR

AN

D

Y

AW

DA

OR

B

Owned by the Port Authority of Kansas City, Rich-

ard L. Berkley Riverfront Park was opened to the

Public in March of 1999. The 17-acre park located

along the Missouri River between the Kit Bond

Bridge and Heart of America Bridge, features a

small natural amphitheater and mile-long espla-

nade which ties into the Riverfront Heritage Trail.

The programming for Berkley Riverfront Park will

align with the Riverfront Development Plan, by en-

couraging mixed-use development in the empty

lots to the south of the current park. The parks

connections to the trail system will be enhanced

and sustainable infrastructure will be implemented.


RAIL PARk (PROPOSEd)The proposed Rail Park is the only Anchor Park which does not currently exist as a park in Kansas City. Due to its loca-tion, character, and underutilized conditions, the site has the potential to become a significant public space within the downtown. The Rail Park site is currently a string of surface parking lots abutting the railroad. The site begins on the east side with a parking garage between Central and Wyandotte and extends behind the Freight House and under the Main Street Bridge. The park then continues underneath Grand Boulevard between existing lofts and encompasses a vast amount of surface parking lots until terminating at Charlotte Street.

This site was once rich with industrial activity but has become undefined and lost its connection to its place. Although the area still retains its industrial character, it now serves as wasted in-between space. The Rail Park site would serve the city better as an infrastructural park which reconnects Crown Center to the Crossroads and the downtown Loop, encourages growth and investment in the area, and mitigates stress on the city sewer system by utilizing water management strategies through exist-ing infrastructural elements.


MA

IN

GR

AN

D

McG

EE O

AK

W P

ENN

WAY

SE

ML

OH

ACCESS

INTE

RS

TATE

-35

BR

OA

DW

AY

STR

EE

T

MA

IN S

TRE

ET

GR

AN

D B

OU

LEVA

RD

OA

K S

TRE

ET

HO

LME

S S

TRE

ET

SOUT

HWES

T BOU

LEVA

RD

19TH STREET

22ND STREET

EAST PERSHING ROAD



Recreation

Parking

Entry Point



INTE

RS

TATE

-35

BR

OA

DW

AY

STR

EE

T

MA

IN S

TRE

ET

GR

AN

D B

OU

LEVA

RD

OA

K S

TRE

ET

HO

LME

S S

TRE

ET

SOUT

HWES

T BOU

LEVA

RD

19TH STREET

22ND STREET

EAST PERSHING ROAD

1

2

2

2

2

3 4 5

6

7

6

6

6

6

6

1

11

8

6

6

99

10

11

12

12

12

12

12

13

14

15

15

16

16

16

1718

18

19

20

21

2122

23

24

25

26

2728

29

30

31

31

32

33

33

34

35

36

37

3838

39

OWNERSHIPVIEWS

MA

IN

GR

AN

D

McG

EE O

AK

W P

ENN

WAY

SE

ML

OH

RAIL PARk (PROPOSEd)


CORRIdORSAs one of the three elements of the vision plan, Corridors use linear public space as multi-modal transportation routes. The network of Corridors repurpose the existing urban street grid, allocating routes that prioritize non-motorized transportation. Public and underutilized land adjacent to the circulation spine is designed to enhance urban fabric and add pedestrian amenities. These adja-cent destination spaces support the vitality of the corri-dor, spurring investment and connecting districts.

District fragmentation, as a result of the highways, low population density, and underutilized land, has exacerbat-ed socio-economic and cultural differences. To address the fragmented parks and boulevards system, Corridors seek to revive the current park system for pedestrian and

cyclists. The corridor approach to public space uses streets to establish a dia-logue between districts. The negative or in-significant relationship between parks and walking for transportation exposes the dissonance between the built environment and societal values. 13


PASEO WESTTHE LOOP

RIVERMARKET COLUMBUS PARK

CROSSROADS

18TH & VINE

BEACON HILLUNION HILL

WESTSIDE

WEST BOTTOMS

HARLEM


dOWNTOWN dISTRICTS

AGE DEMOGRAPHICS

RACE DEMOGRAPHICS

To address the lack of park use and programming, Down-town Kansas City was divided into the established districts in order to understand the local context surrounding the parks. In addition, the districts were analyzed using vari-ous factors to gain an understanding before selecting the Corridors.

The district analysis provided strategies for each dis-trict. Factors such as age, race, population, employment, schools, property values, and recent investment projects of the Downtown Council provided an understanding of the needs of each district. The analysis found each district is culturally and demographically unique, district frag-mentation continues to exacerbate socioeconomic and cultural differences, and current public space is separated from commercial areas. The analysis provided the founda-tion to reinvest in the disinvested and fragmented districts through linear parks. The use of the right-of-way as parks will address the historic, multi-generational disinvestment within the districts. The linear parks, or Corridors, will connect districts and provide parkland adjacent to com-mercial areas.


BEACON HILL COLUMBUS PARK18TH & VINE CROSSROADS

COMMERCIAL

VEGETATION

AGE DEMOGRAPHICS

RACE DEMOGRAPHICS


THE LOOP WEST BOTTOMS WESTSIDEUNION HILLRIVERMARKETPASEO WEST

Research + Analysis 81


COMMERCIAL + RESIDENTIAL NODES RESIDENTIAL NODES

COMMERCIAL NODES


district nodes

The network of Corridors connects

already established district nodes

through pedestrian friendly routes

and provides public amenities in ad-

jacent support spaces. ABSTRACT COMMERCIAL + RESIDENTIAL NODES


The obvious remedies for boundary-making, some of these remedies simple, others technologically advanced. The simple solution is pedestrianization... 14

The map at left shows the current

fragmentation surrounding the pro-

posed Corridors. Lighter areas are

pedestrian barriers, while darker are

strong commercial areas. Corridors

pass through both in order to lessen

existing barriers.


Framework oF connectionsReconnection would provide pedestrian accessibility to diverse residential areas while connecting commercial nodes. Communication between various downtown loca-tions would break boundaries once established by highway systems and residential segregation. The network of Corri-dors will improve the pedestrian and cycling environment to encourage active transportation. Active transportation includes any method of travel that is human-powered, but most commonly refers to walking and bicycling.15 To do this, public space must address the mobility and ac-cessibility for both pedestrians and cyclists. Mobility is the ability to move between different activity [or amenity] locations.16 Adapting public space to improve movement will encourage pedestrian mobility and cycling along the corridor. Accessibility is the number of opportunities or activity [or amenity] locations within a certain distance.17Public space also adds pedestrian and cycling amenities to accommodate the existing built and natural environ-ment. Like boulevards, Corridors use a transportation cor-ridor to encourage future investment. Similar to Kesslers concept for boulevards as a passage,18 Corridors move people between commercial areas with supporting desti-nations along the way.


FIGURE GROUNDFIGURE GROUND STREET WIDTHSTREET WIDTH TRAFFIC FREQUENCY


site selectionThe map on the far left shows the The map on the far left shows the The map on the far left shows the The map on the far left shows the figure ground surround each selectfigure ground surround each selectfigure ground surround each selectfigure ground surround each select-

ed corridor. The middle map reveals ed corridor. The middle map reveals ed corridor. The middle map reveals ed corridor. The middle map reveals

the street widths. The right map on the street widths. The right map on the street widths. The right map on the street widths. The right map on

the left page show traffic frequency the left page show traffic frequency the left page show traffic frequency the left page show traffic frequency

within the downtown area. The map within the downtown area. The map within the downtown area. The map within the downtown area. The map

to the right shows topography along to the right shows topography along to the right shows topography along to the right shows topography along

corridor routes, while the sections corridor routes, while the sections corridor routes, while the sections corridor routes, while the sections

cut through each route longitudicut through each route longitudi-

nally.

EIGHTEENTH STREET

SOUTHWEST BOULEVARD

BEARDSLEY-THIRD STREET

TWELFTH STREET

PASEO BOULEVARD


TRAILS + NETWORK OF CORRIDORS TRAFFIC STOPS + NETWORK OF CORRIDORS

In the visioning phase, streets were selected using various factors, including: grade changes, adjacent land use, available intervention space, street continuity, proximity to commercial areas, accessibility and safety for cyclists through the NACTO Urban Bike-way Design Guide, ability to spur investment, street widths, and street design through the Boulevards & Parkway Standards of Kansas City, Missouri. Catalytic projects were a major factor in the final selection of the Corridors.


selected corridors

The seven selected Corridors are 12th The seven selected Corridors are 12th

Street, 18th Street, Beardsley / 3rd Street, 18th Street, Beardsley / 3rd

Street, Charlotte, Southwest BouleStreet, Charlotte, Southwest Boule-

vard, 31st Street, and The Paseo.

First Priority

Second Priority

Third Priority


adjacent spaces

POTENTIAL DESTINATION SPACESPOTENTIAL DESTINATION SPACES

The map to the left indicates land

use adjacent to the corridor, based

on site visits. The map to the right

combines all available underutilized

land, public, and parkland along each

corridor, revealing possible design

intervention locations.

Park

Negotiable Lot

Commercial Destination

Civic

Residential

Commercial

Industrial

Parking Garage


18TH STREET18TH + VINE JAZZ DISTRICTPASEO BOULEVARD

To align with the GDAP goals, the Corridors aim to create a walkable downtown, help double the population, help increase employment, connect the culturally-rich districts, and use active transportation as a sustainable travel option. Building bike infrastructure provides citizens a choice of how to move within the city. To ensure that the physical environment is utilized, a city must have policies in place that encourage alternative transportation use.


inFill parksHybrid infill parks and public spaces can be envisioned by rethinking the use of parking lots. These infill spaces will provide residents and employees of downtown with need-ed green space. Each infill intervention will re-purpose under-utilized surface lots so they serve the city on many levels, one of which is the public realm. The intention be-hind each Infill Park is to rethink the current situation of the city and the public realm, and to create a new urban space prototype including the possibility of public spaces.

While the public realm should function as a meaningful space where people gather, it should also provide those fundamental systems that benefit the health of the envi-ronment and the health of the citys inhabitants. Under-standing that long term implementation will depend on short term initiatives to change public perceptions, Infill Parks will aim to examine existing infrastructural aspects and programmatic functions to see how they can be ret-rofitted to serve the public realm. The idea of new hybrid spaces will look at creating an urban typology within the city that provides potential public space while simultane-ously providing important infrastructural elements and programmatic functions the city still requires.


FIVE MINUTE WALKING GRID

A modified five-minute walking radi-

us, which accounts for the citys dra-

matic topography, ensured the even

dispersal of infill sites throughout the

downtown.


selection processInfill Parks will serve as interstitial connectors to major parks bordering the citys perimeter and to major corri-dors that run through the citys core. To select what con-stitutes an Infill Park, the physical relationship of under-utilized surface lots were compared with adjacent urban population uses. This process identified which lots had the best potential to become usable public space. The three primary population land uses considered in the selection process were where people live, where people work, and where people go for recreation in the Greater Downtown Area. By overlaying these three maps on top of one anoth-er, several lots were illustrated that had strong adjacent relationships to where people are in the downtown area; therefore, also revealing the areas with the highest need for public space.

A five-minute walking grid was modified to account for Kansas CItys dramatic topography. The walking grid was used to compare the walkable relationship between the lots identified in the population overlay process. Using the walking radius helped ensure an even dispersal of inter-stitial green and public spaces that were identified in the overall Infill Park network throughout downtown.


RESIDENTIAL OVERLAY BUSINESS OVERLAY


COMMERCIAL OVERLAY POPULATION USE + PARKING LOT OVERLAY


CONNECTION VOID

UNIQUEEXISTINGEach selected lot needed to meet a standard set of physical attributes to qualify as a potential Infill Park. The lots needed to be able to connect certain parts of the city, while currently existing as under-utilized lots. The majority of the spaces identified in the over-lay process were void surface lots with unique surrounding context and characteristics.

11

SELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITESSELECTED INFILL SITES

1

109

876

54

3

2

14

13

12

1817

1615

19

1. City Market Park2. Columbus Park3. I-704. 9th + Wyandotte St.5. 8th + Oak St.6. 9th + Washington St.7. Ilus W. Davis Park8. 10th + Cherry St.9. Kansas City Plaza10. Barney Allis Plaza11. 12th + Walnut St.12. 12th + Locust St.13. 14th + Wyandotte St.14. 17th + Grand Blvd. 15. PAC Parking Green Roof16. 18th + Broadway Blvd.17. 18th + Cherry St.18. 19th + Main St. 19. 21st + Wyandotte St.


Infill Parks will be defined by the use of sustainable features. To determine the significant sustainable elements needed for each park, a study of each Infill Park was done to iden-tify what the individual parks could contain. Stormwater management will be a design issue for a majority of the citys infill, so once each site was clearly identified for a par-ticular sustainable use it was overlaid with the citys sewer system.

ENERGY CONSERVATION STORMWATER MANAGEMENTEnergy Conservation

Solar Power Generation

Wind Power Generation

Infill Park

Water Capture + Retention

Water Filtration


potential inFill parks

A key feature of the Infill Parks is

their connectivity, which will pro-

mote walkability within the down-

town. The map at right shows early

potential infill sites and the direct

route between them.


10TH

CHER

RY

01

02

03 04

0506

07

07

08

07

09

10

1011

12

13

14

15

02

03

14

16

17

18

19

20

14

21

2121

21 21

22

23 240314

14

25

14

MAIN

BALTIMORE

14TH

0115

15 03

03

03

04

05

03

04

060708

08

0910

0804

04

04

04

04

11

041111

12 13

14

16

04

12

12

02

04

01

01

02

03

0304

05

06

07

080303

23141112

13

1015

16

1718

20

18

2120

19

22

09

09

2419

25

26

27

01

2829

30

31323334

3435

35

36

35

3536373636

36

38

38

3639

40 41

42

364344

38

44

4545

46

46

01

04

47 41

01

48

01

01

01490450

51

5152

53

54545449

01

49

49

55

01

56

57

58

57

0701

02 03

04

05

06

01

08

09

09

11

10

09

11

11

11

1213

12

14

1617

16

18

192021212121

2222

23

24

2526

2728

15

293031

29

32

3334

35

36

3738

39 40

39

41

42

4344

43

25

45

08

48

48

48

49

5051

52

53

35

54

55

55

55

56

57

58

54

06

05

03

04

05

01

02

02

03

07

0809

03

1011

12

12

12

04

13131414

14

15

13

13

15

15

16

17 18

19

15

15

15

2021

21

21

2222232324

25

23

26

27

28

29

21

30

303131

32

33

34

35

15

010203

04 05

06

07

01 08

09

08

1011

12

04

13

04

14

15

16

17

02

13

18

19

13

13

13

20 20

22 22

21 23

24

25

26

27

2802

04

06

CURRENTOCCUPANCY

OWNERSHIP

LAND USE

ZONING

9TH ST. +WASHINGTON ST.

9TH ST. +WYANDOTTE ST.

10TH ST. +CHERRY ST.

14TH ST. +WYANDOTTE ST.

17TH ST. +GRAND BLVD.

18TH ST.+CHERRY ST.


42

42

44

45

42

46

4747

48

42

47474747

46

47

01

0102

0104

05

06

07 08

09

09

10

06

1112

13

14

1514

1617

1818

19

20

21

28

2909

30

33

3432

3731

38

09

39

36

40

35

40

41

41

40

43

495050

45

51

52

53

53

54

55

535657

5853

58

58

6060

61

6263

09

64 54

63

65

66

6767

66

67676768

7045

45

71

72

73

74

70

73

SOUTHW

EST BLVD

WYANDOTTE

20TH

0125

0203

03 03

2504

05

06

07

08 09 1011

12

1111

1314

11

11

15

111617

11

11

11

18

19

1817

2021

22232426

27

18

28

29

18

30

31

30

18

18

32

18

18

18

18

33

1903

0303

34 35

36

37

3839

01

020304

05060207

04

08

04

09

10

11

12

13

14

51

32

151515

15

1718

18

19

20 21

2223 24

262527

20

28

29

30

31

8TH

OAK

01

07

04

08

09

04 10

11

12

04

04

13

0101

15 16

15

11

17

18

12

1212

1920

12

2121222324

25

0404

01

11

26

Barney Allis

WYA

NDOTT

E

12TH

I-70

DELAW

ARE

WYA

NDOTT

E

WALN

UT

GRA

ND

01. Tower Properties Company02. The Gas Station Corporation03. Delofts LLC04. 300 Delaware Investments05. Mallin Gibson Family06. All Nations Flag Com Inc07. Crawford Architects LLC08. 311 Delaware LLC09. Richards & Canover Loft LLC

11. Colonial Patterns Inc12. EDC Loans13. River View Central LLC14. Noor Mohammad15. City of Kansas City16. Old Town Partners III LP17. Brickhouse Properties18. WNB Properties19. Juul Florence20. Juul Marcella

22. Zarda Helen23. Slaughter Donna24. Cromwell Lofts25. City Diner Real Estate LLC26. Pisciotta John27. W & S Investors28. Luchen Marurice29. Belger Realty Co Inc30. Phillips Humar Building31. Smith Yachiyo32. Kay See Dental33. CHKR LLC34. Winslow Susan 35. Calc LLC36. Boatsman First National Bank37. Land Trust of Jackson County38. Sam Properties LLC39. 523 Grand Properties LP40. Nigro Maxine41. Bridgeworks Home LLC42. Rudd Clutch & Supply Corp43. Orr Dwight Wayne44. Unique City Investments LLC45. Frandsen Peter46. Williams Billie47. Defeo Nicholas48. Mandacina Joseph49. Heartland Food Investment50. 4th & Locust LLC51. Wendl Donald

0101

02

03

04

05

04

0607

08

08

08

09

1009

1011

1213

14

03

15

16

1713

15

08

1718

15

15

15

192021

22 23

2324

04

04

15

15

25

26

27

28

23

23

23

29

30

30

3132

333435

3637

3838

15

39

4038 41

41

42

43

44

45

4647

43

48

48

48

49

50

50

51

52. Sacco Joseph53. JC Auto Park Inc54. SSHSBC LLC55. 404 Building LLC

57. Zeinfeld Seymour58. 220 Admiral LLC59. WU Building Investors60. Danguard Inc61. Bunch HE

52

5354 55 56

5453 57

5853

53 53

59

60

6159

59

59

01

I-70

9TH

PASEO

11TH

01

08

09

03

03

10

08

030607

11

03

03

1213

13

1415

15

17

18

18

19

19

2018 21

22

2302 04

05

24

05 25 26 25

24 2728 29

30

31

32

18TH ST. + MAIN ST.

21ST ST. +WYANDOTTE ST.

ADMIRAL PLAZA

BARNEY ALLIS PLAZA

INTERSTATE 70 OVERPASS KANSAS CITY PLAZA

potential parks analYsis


MULTI-FUNCTIONAL CIVIC SPACE

MULTI-LEVEL DOG PARK + CIVIC SPACE

The park programming for each infill space will be determined according to the sur-rounding population uses and context. Infrastructural functions will be present in each site. Sustainable design solutions will be applicable to all sites, however designs will be retrofitted to best suite each space, aesthetically and functionally. Some of these fea-tures will include bioswales, tree canopies, solar collection, and stormwater collection.


In the United States, there are at least 105 million and up to 2 billion parking spaces, a third of which are in surface parking

lots.19 In almost every city, zoning and building codes require a certain percentage or number of parking stalls per building. Much of the time, a large amount of that required space is un-occupied, which creates wasteful space and encourages an in-dividual mind-set counteractive to the collective whole.

As stated by Lewis Mumford half a century ago, The right to have access to every building in the city by private motorcar in an age when everyone possesses such a vehicle is the right to

destroy the city.20 Cities have become weaker due to this sup-posed right. The relationship of land to the built environment has become undefined, with a large percentage of available space serving the people as nothing but a convenient storage space for automobiles. Our urban environments have become littered with waste landscape.

Waste landscape can be viewed in different ways: as actual waste, such as municipal solid waste or sewage, as wasted places, like abandoned or contaminated sites, or wasteful plac-es, serving as surface parking lots or topographically undesir-able open space.21 These wasted spaces are not occupiable, but instead function as barriers that fragment cities. They are pri-marily places that people overlook, passing through without stopping to recognize the potential of the place.

connecting the citY


However, they must become more than that to unite the urban fabric and make todays cities stronger. Adaptively reusing this waste landscape figures to be one of the twenty-first centurys great infrastructural challenges as these sites are potentially transformable into new productive uses such as permanent

open landscapes or infill developments.22 A public piece of land that only serves one purpose or audience should not be the standard anymore while attempting to reconstruct uni-fied cities. Open urban sites should have a multifunctional use. By increasing the value of the wasted space within the urban fabric, we can begin to transform the city into a prosperous, connected whole. Future infill and growth depend on salvag-ing and reimagining the collective body of in-between land-

scapes.23

Rather than continue with the haphazard development method currently employed in America, there should be an evaluation of how land use could be made stronger to create a denser city. Waste landscapes within the urban environment, specifically surface parking lots, should be transformed into multifunction-al public spaces to connect the city to its place and promote investment and development. Planned with greater intent, parking lots could actually become significant public spaces, contributing as much to their communities as great boulevards,

parks or plazas.24 Leaving surface parking as it exists today, singularly used, abundant, and cheap, will have negative im-pacts on the societal minds of America. It allows for each per-son to be comfortable using personal vehicles on a daily basis, wasting precious land and resources, without understanding how these spaces could better our cities.


The adverse influence surface parking has on a city begs the question of how it can become an asset to the city. Wasteful lots within the urban core should be examined to understand whether parking is necessary in that area and how much land could be freed for transformative public functions. There would have to be consideration given to applicability of different func-tions, given the variance of population density and ecological conditions. Surface parking lots have caused havoc on the envi-ronmental systems within a city, and sustainable practices need to be integrated into these sites. Surface parking lots impact the regions air and water quality, and increase stormwater run-off and the risk of flooding.25 The Urban Heat Island effect is especially predominant in areas where surface parking is abun-dant, destroying the health of cities.

Surface parking should be looked at as an opportunity to serve as ecologically beneficial infrastructural landscapes that serve the public. The more significant traditional urban landscapes possess the capacity to function as important ecological ves-sels and pathways, as hydrological and stormwater systems, or greenway corridors that infiltrate [air and water]. These kinds of infrastructural landscapes will surely continue to be impor-tant to the overall health and well-being of urban populations.26 Capitalizing on the opportunities to use the land in a creative way that can serve the city in multiple ways is essential. Existing lots could reclaim land for restorative landscapes, utilize solar and wind energy collection, create spaces for urban agriculture, and repurpose existing infrastructure. When designing parking, it should be standard for the designer to consider how to revi-talize an area while combating the ecological damage.


Americans spend more time in parking lots than most other public spaces. However, we tend not to think of them as public spaces but simply as blank pavement to park automobiles. In order to make cities stronger, the mindset of the typical Ameri-can has to be shifted about parking lots. What if a parking lot was only used for automobiles on an as-necessary basis, and the majority of the time it was available for events, public show-

ings, and other uses?

The definition of an urban public space has to change to make our cities denser, and it should not be focused around pasto-ral strips of nature or sheets of asphalt. Redefined parking lots should serve a social function and encourage the interaction of people in public spaces. Policies should be implemented that promote food and craft markets, food trucks, art displays, pub-lic events and rallies, and other social functions in transitional lots. For something that occupies such a vast amount of land and is used on a daily basis by so many people, the parking lot

should receive more attention than it has.27

Kansas City is one city that is struggling with the overabun-dance of surface parking. Large masses of unoccupied parking

are left unused for days, weeks or even months.28 According to research done by the local organization Mid-American Regional Council, approximately 10 to 15 percent of an urban area is ded-icated to parking, meaning Kansas City could have up to 126

square miles of parking.29 The majority of parking in that figure is in surface parking lots because it is cheaper to construct than garage parking.


More parking stalls than ever are demanded by the single users, who store their vehicles in surface lots for approximately eight hours or less. That means the parking lots primarily go unused in the urban environment. Alternate transportation is also not considered a viable option in Kansas City. In 2008, only 2 per-cent traveled to work by transit, and the rate of walking and bi-cycling is half of the national average. Driving is the promoted method of transportation, and Kansas City accommodates its users.31 The urban core will continue its descent into insignifi-cance if its wasteful fields of parking are not made less acces-sible and transformed into multifunctional public space.

Strategically infilling and transitioning parking lots in Kansas City will help improve the quality of the downtown core. This can be achieved in a variety of methods, from updating surface parking lots to accommodate multifunctional uses, temporar-ily infilling parking lots as parks that could become prime for development, or reallocating large areas of surface parking to create a necessary urban park. The city has much to benefit from if this plan is implemented. In the past decade, over $6 bil-lion has been invested in the downtown, with $1.3 billion still to

come.32 The downtown has made changes to better its center, but policies that encourage surface parking continue to be a large problem. If spaces are made to have more than one func-tion, especially in the central core, they could increase usage and help the urban center be more active. Providing parking for automobiles is a necessity in todays society, but it should not come at the cost of the city. Instead, locating the strategic areas to transform wasteful surface parking lots in downtown could serve as an economic benefit to the city.


Kansas City has reinvented its downtown area over the past de-cade. It has recognized the problems created by the loose city fabric and is attempting to combat that. The Greater Downtown Area Plan, finalized in 2011 in collaboration with the Downtown Council, serves as a master plan to reinvent the downtown. An economically sustainable Downtown is the end goal. In order for Downtown to work at its best, we will focus on building the numbers of people who live, work, play, attend conferences and grow creative businesses in the neighborhoods of Down-town. Population and employee density are the keys to making

Downtown work at its most efficient.33 A large portion of real-izing that goal is transforming waste landscape into multifunc-tional, vibrant areas. Regardless of whether the urban center reaches its goals, we have to reevaluate the way we see at and design waste landscape.

DESIGN PROPOSITIONS

Design Propositions120

ANCHOR PARKS CORRIDORS INFILL PARKS

WASHINGTON SQ. + RAIL PARK BEARDSLEY RD.-THIRD ST. THREE INFILL PARKS

Design Propositions 121

Out of the six Anchor Parks estab-

lished in the comprehensive vision

plan, Washington Square Park and

the proposed Rail Park were select-

ed to be developed in further detail.

The Beardsley Road and Third Street

Corridor represents one corridor

from the comprehensive network of

Corridors. And three Infill Parks were

selected, 17th and Grand., 10th and

Cherry St., and 10th and Wyandotte

St., which each represent a different

type of infill site.

Design Proposition: Washington Sq. + Rail Park 123

WaShINGTON Sq. + RaIl PaRkOut of the six Anchor Parks established in the compre-hensive vision plan, the proposed Rail Park, in conjunction with the existing Washington Square Park, was selected to be developed in further detail.

Each park has its own unique potential which will be re-flected in its design. Together, Washington Square Park and the Rail Park will form an integral system and provide a unique urban amenity for the city. The combined park will define the southern edge of the downtown, resolve a complex situation of fragmented urban land, encourage growth and investment in the area, and add to the charac-ter of the city.

Washington Square Park will be redesigned to become an iconic, multi-purpose destination space. The Rail Park will reappropriate undefined and under-utilized land and transform it into an infrastructural park.

Design Proposition: Washington Sq. + Rail Park124

Rail Park

Washington Square Park

WASHINGTON SQ. + RAIL PARK DIVIDED CITY

Currently the rail lines create a major separation between Washington Square Park and rest of downtown. The Rail Park has the potential to establish the southern edge of downtown where this division occurs. By extending Washington Square Park across the rail lines and capitalizing on the proposed streetcar and Grand Boulevard improvement projects, Washington Square Park will serve as an urban node and act to reconnect Crown Center to the Crossroads and the Loop.


West Side

18th & Vine

Crown Center

ine18th & ineine18th & 18th & VVine18th & 18th &

GR

AN

D B

OU

LEVA

RD

MA

IN S

TRE

ET

Rivermarket

The Loop

CrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadsCrossroadso

URbaN CONCEPT

RECONNECT DOWNTOWN


CONNECT TO DOWNTOWN

CONNECT TO EXISTINGPUBLICSPACES

AREAS OF INFLUENCE

Washington Square Park will serve as a transportation hub and destination space. The northern half of the park will embody a strong connection to the downtown, while the civic southern portion will flow into Pershing St. and the adjacent public functions; Crown Center, Union Station, and Liberty Memorial.


While Washington Square Park and the Rail Park will func-tion together to reconnect the downtown, each park will have its own distinct character and functions.

The Rail Park will serve an infrastructural purpose and act as more of a local park. It will attract users from the art galleries, restaurants, and residences within the Cross-roads District.

PRIORITy CONNECTIONS

PRIORITY CONNECTIONSRestaurants + Art Galleries

Civic Destinations


STR

EE

TCA

R

GR

AN

D B

LVD

20TH ST

TRIANGLE PARK

JACKSON CO. COMMUTER CORRIDOR

The Rail Park will capitalize on the

20th Street Plan, while Washington

Square Park will serve as a transpor-

tation hub by connecting to the Am-

track Station and capitalizing on the

Streetcar project and Grand Boule-

vard Improvement Project.CONNECTION TO PROPOSED AND ONGOING PROJECTS


Washington Square and the Rail Park

will connect to the existing and pro-

posed trails within the downtown

and help to create a more solid sys-

tem. By providing direct, pedestrian

only routes, the park will improve the

walkability of the area. CONNECTION TO EXISTING AND PROPOSED TRAILS


EXISTING CONDITIONS

EXISTING CONDITIONS

The majority of the proposed Rail Park site is currently under-utilized surface parking lots which produce large amounts of stormwater runoff and contribute to the ur-ban heat island effect. As it currently exists, Washington Square Park possesses a valuable asset in its location and surrounding context. However, it lacks order and a rela-tionship with the street and this significant context. Its de-sign does not adequately produce a sense of place which promotes inhabitation. The current park is not providing the city the amenity which it is capable of providing. By capitalizing on its location and views, Washington Square Park has the potential to exist as the premier Anchor Park in downtown.

The photographs at left show the

proposed Rail Park site and Wash-

ington Square Park as it currently ex-

ists overlaid with the proposed park-

land, trails, and infill development.

These provided the first sense of the

extent of the park boundaries and

the character the parks will possess.

132

ART + DINING

RESIDENTIAL

PARKING

INDUSTRIAL

SERVICES

RETAIL

EXISTING LAND USE

Examining the current land uses and

identifying the vacant buildings with-

in the Crossroads District and areas

adjacent to Washington Square Park,

guided the proposal of infill develop-

ment, parking strategies, and park

programming.


An analysis of the streets and fig-

ure ground identified the prominent

gaps in the urban fabric of the area.

In addition to the proposed park-

land, infill development will help to

re-stitch this fabric and contribute to

the cohesive feel of the city.

STREETS

FIGURE GROUND

REVERSE FIGURE GROUND


SITE SECTIONS

Sections taken every 100 through the site examine the relationship between

Washington Square Park and the Rail Park and the combined parks relation-

ship to rest of downtown.


With the implementation of the

Streetcar on Main St., the Grand

Blvd. Project, and the Blue Cross/

Blue Shield Bikeshare program,

Washington Square and the Rail Park

will become a significant urban node.

The Rail Park will connect the Cross-

roads to Washington Square, which

will serve as a park-and-ride location

and public transit hub with a direct

connection to the Downtown Loop.ACCESS FROM DOWNTOWN


WA

SH

ING

TON

ST

CE

NTR

AL

ST

WYA

ND

OTT

E S

T

BA

LTIM

OR

E A

VE

WA

LNU

T S

T

CH

ER

RY

ST

HO

LME

S S

T

18TH ST

19TH ST

20TH ST

WEST PENNWAY ST22N

D ST

SOUT

HWES

T BLV

D

I-35

BR

OA

DW

AY

ST

MA

IN S

T

GR

AN

D B

LVD

OA

K S

T

LOC

US

T S

T

CH

AR

LOTT

E S

T

CA

MP

BE

LL S

T

22ND ST

23RD ST

PERSHING ST

24TH ST

25TH ST

aCCESS

WASHINGTON SQUARE PARK ACCESS

RAIL PARK ACCESS

With its major connections to down-

town, Union Station, and Crown

Center, Washington Square Park is

accessible by the more heavily traf-

ficked streets; Main St., Grand Blvd.,

and Pershing St.

The major access roads into the

Rail Park are Wyandotte St., Walnut

St., and 20th St., as it is a local park

which primarily serves the Cross-

roads District.


708279

142

317

140

95721

9

48 36

The existing surface parking lots

within the Rail Park boundary con-

tain 2,442 spaces. Many of these

spaces sit vacant a majority of the

time. The Rail Park will transform

these under-utilized parking lots into

an infrastructural amenity. The con-

solidation of under-used parking and

removal of surface parking lots will

help to solidify the fragmented ur-

ban fabric of the area.

EXISTING PARKING

ON-STREET PARKING Parking on One Side of Street Parking on Both Sides of Street


PaRkING + INFIll STRaTEGIES

Existing parking currently in use will

be reallocated to new parking ga-

rages within the proposed infill de-

velopment. A walking grid was used

to establish the location of the new

garages. There will be garage park-

ing within each two-block square for

public use and on-street parking will

remain available. Garage parking for

housing will be located on the same

block as the residence.

PROPOSED INFILL

PROPOSED PARKING


Perceived space studies were com-

pleted to establish the Rail Park

boundary and plan infill development

that would create distinct edges and

best solidify the urban fabric.INFILL DEVELOPMENT

CIRCULATION

AVAILABLE PARKLAND

ART + DINING

RESIDENTIAL

PARKING

INDUSTRIAL

SERVICES

RETAIL

PROPOSED LAND USE

The majority of the proposed infill

will be heavily mixed-use with retail

on the first floor to create an active

street front and residential above to

provide sustained users for the park.


MASTER PLANWashington Square Park and the Rail Park will create a unique and unprecedented urban space which will capi-talize on its location and dramatic visual and functional connection to the downtown. The parks will serve as a meaningful and useful green and civic space which will provide public amenities and hold an identity as a place. As a destination space, the park will function as a trans-portation hub and the southern gateway to downtown.

Washington Square Park will connect the areas to its north and south which are currently divided by the railroad lines, while the Rail Park establishes a major public East/West connection which does not currently exist. These two parks will act as one in reconnecting the entire downtown area. They will draw visitors from outside of the city but will also serve those living and working downtown. As the preeminent Anchor Park, Washington Square Park and the Rail Park will embody the identity of Kansas City.


PHASE THREE

PHASE TWO

PHASE ONE


PROPOSED PHASINGThe proposed park is designed to be implemented in the separate phases:

PHASE ONE: The redesign of Washington Square Park

PHASE TWO: The capping of the existing Blue Cross/Blue Shield parking lot and extension of Washington Square Park over the rail lines to connect to the new Walnut Street Plaza

PHASE THREE: The creation of the infrastructural Rail Park


PHASE ONEThe redesign of Washington Square Park will define a vi-sual relationship with the downtown and create a sense of place. Replacing the current stone railing along the northern edge of the park with a partial sculpted wall, will define this edge of the park and frame the views of the city. This wall will change height, shape, and function as it relates to the views out of the park and eliminates the undesirable sight of the parking lot below. In conjunction with the sculpted wall, a large frame will serve as a focal point of the park and align with the most powerful views of the downtown, looking north down Walnut.

Phase one will also focus on creating a strong relationship with the street and public transit. A large pavilion located along Main Street, adjacent to the proposed streetcar ter-minus, containing the bikeshare hub and casual dining will increase permeability. Infill development containing pub-lic uses will establish an edge along Grand Boulevard and provide eyes on the park. Seating, overhead structures, and an interactive billboard feature placed on the South-eastern corner of the site will attract visitors from Crown Center. Adding hardscaped plaza will make the space more flexible for recreational use and events.


A pavilion, located adjacent to the streetcar terminus, will

provide seating and cover a building containing the bike

share hub and casual dining. This will define the western

edge of the park and serve as a permeable interface be-

tween the park and the street.


PHASE TWOThe extension of Washington Square Park will create a significant public space unmatched by anything that cur-rently exists in Kansas City. The sculpted wall along the northern edge of the park and view frame will be replaced by a grass-lawn amphitheater which will serve as the new focal point and act to divide the park into two major spac-es. The northern half of the park will still provide dramatic views of the downtown but the focus of the civic southern portion will shift inward.

Phase two will begin with the capping of the Blue Cross/ Blue Shield surface parking lot to the north of the current park. This will create a three-story parking garage with a pedestrian link along the front which will extend to the west to connect to Union Station. The parking garage will have several exits into Washington Square Park, the major of which will be demarcated by the amphitheater struc-ture, which will also house retail and public services. At 20th Street, Walnut Street will be terminated and the cur-rent road will be transformed into a pedestrian only plaza and major park entrance. The promenade established in phase one will be extended over the rail lines and end as a grand stair in this plaza.


connectionto amtrak

retail


A flexible grass-lawn amphitheater structure will serve as

the focal point of Washington Square while demarcat-

ing a grand entrance from the parking garage below and

housing retail and public services. The amphitheater will

also divide the park into two major spaces; the northern

half, with an outward focus and connection to downtown,

and the southern portion, characterized by its civic con-

nection to the adjacent public space and functions.

Design Proposition: Washington Sq. + Rail Park160 Park Boundaries Only! >

Park Boundaries Only! >

Amphitheater

Gathering Area


Amphitheater

Restaurants & Community Functions

Gathering Area

Multimedia Billboard

Permanent Food Stall


Fitness Class

Art & Craft Stalls

The programming of Washington

Square Park will allow it be used for a

variety of events. Ample seating and

dining options will make the park

an ideal location for those working

downtown to spend their lunch hour.

On weekends the grass lawn could

hold a fitness class while the plaza is

set up for an art fair. The space will

also have the ability to function as a

grand outdoor concert venue.

PEDESTRIAN SITE CIRCULATION

MOVEMENT VS. REST

WEEKDAY USAGE WEEKEND USAGE EVENT USAGE


PROGRAM + USE DIAGRAM

PARKING GARAGE LEVEL ONE PARKING GARAGE LEVEL TWO PARKING GARAGE LEVEL THREE

RETAIL PLAN

Capping the Blue Cross/ Blue Shield

parking lot will allow a three-story

parking garage to be constructed

which will accommodate over 2,000

spaces. Along the front of the ga-

rage a pedestrian link will connect to

Union Station. This will allow Wash-

ington Square Park to serve as a

park-and-ride hub for the streetcar

and Amtrak. Retail

Parking Garage Connection


The new Walnut Plaza will provide a flexible public space

and connect Washington Square Park to the Rail Park

and the rest of downtown.


PHASE THREEThe infrastructural Rail Park focuses more on the adjacent context and the Crossroads residents. It integrates the artistic, industrial, and rail aspects which make the area one of the most unique in Kansas City. This part of the city is often overlooked but by connecting to Washington Square Park, the Rail Park can help to reconnect the entire downtown.

Based on the idea of movement and rest, the Rail Park features a hardscaped, linear plaza and narrower, wooden boardwalk surrounded by native plantings to offer users paths of various ambiances. Along each path there are spaces which provide views of the rail and the parks na-tive vegetation. At the paths major intersections, there are plazas which provide gathering spaces and act as nodes connecting to surrounding activities.

Phase three of the master plan also includes the construc-tion of residential, retail, and commercial development along the northern edge of the Rail Park. This mixed-use development is intended to draw users into the park with an active storefront and provide sustained users in the residences above.


The rail park will retain the industrial feel of the area

which makes the site so unique and feature child-friendly

play areas.


Water management

STORMWATER ON SITE

Located above the former Turkey Creek, the Rail Park site is the lowest topographic point in Kansas City and is cur-rently problematic for the citys combined sewer. The pri-mary function of the Rail Park is to provide the area with water management strategies which will help to mitigate the stress on the city sewer system. The Rail Park will serve as a break from the impervious surface of the city.

The average rainfall event in the Kansas City Metropolitan Area is 1.37 inches, which means the Rail Park site collects 1,123,000 gallons of water within its boundaries each aver-age rainfall.34 That does not include the additional water flowing from as far up as the downtown Loop onto the Rail Park site due to the topographic conditions.


LP

HP

HPHP

LP

18TH STT

18TH STT

Relieving some of the burden on the

inadequate sewer system through

natural strategies allows the land to

serve a greater purpose than remain-

ing as under-utilized surface parking.WATER FLOW

SEWER SYSTEM


By capturing the rainfall within the

park through a designed urban de-

tention pond, flooding issues have

the potential to be alleviated and wa-

ter quality will be improved.

WATER RUNOFF ROUTE

WATER MANAGEMENT ELEMENTS


RAIL PARK EAST WING PLAN

The water management strategies used throughout the Rail Park create an urban wet-land which mimics the natural ecology of the site. Within the East Wing of the Rail Park metal dividers create a terraced system which will capture and cleanse rainwater and runoff. As the water flows through the dividers it is filtered in stages so that when it reaches the detention pond located at the lowest point in the Rail Park it is safe to be used for on-site irrigation and water features.


rail l

ines

RAIL

PARK

nat

ive g

rass

es

over

look

linea

r plaz

a

rail y

ard

EAST PLAZA SECTIONEAST PLAZA SECTIONEAST PLAZA SECTION

RAIL

PARK

boar

dwalk

dete

ntio

nov

erlo

ok

rail l

ines

rain

gar

den

linea

r plaz

a

rail l

ines

RAIL

PARK

inte

ract

ive w

all

linea

r plaz

a

dete

ntio

n

RAIL

PARK

rain

gar

den

boar

dwalk

plaz

a

wat

er w

all

RAIL YARD SECTIONRAIL YARD SECTIONRAIL YARD SECTION

BOARDWALK SECTION

WEST PLAZA SECTION

Sections taken throughout the Rail

Park show how the spaces of various

functions will exist with the infra-

structural elements: the east plaza,

the rail yard, the boardwalk and lin-

ear plaza, and west plaza.


In the West Wing of the Rail Park, there will be an interac-

tive stone aquifer leading to a child-friendly plaza. Capi-

talizing on the existing pedestrian bridge will complete

the circulation route and strengthen the parks relation-

ship to Union Station.


By implementing water management strategies, such as

bioswales, forebays, rain gardens, and dry and wet deten-

tion basins, the Rail Park will capture rainfall and storm-

water runoff, cleanse it, and allow it to be used on site.


RECONNECTING Part 2RECONNECTING Part 1 53RECONNECTING Part 1 54RECONNECTING Part 1 55RECONNECTING Part 1 56RECONNECTING Part 1 57RECONNECTING Part 1 58RECONNECTING Part 1 59RECONNECTING Part 1 60RECONNECTING Part 1 61RECONNECTING Part 1 62RECONNECTING Part 1 63RECONNECTING Part 1 64RECONNECTING Part 1 65RECONNECTING Part 1 66RECONNECTING Part 1 67RECONNECTING Part 1 68RECONNECTING Part 1 69RECONNECTING Part 1 70RECONNECTING Part 1 71RECONNECTING Part 1 72RECONNECTING Part 1 73RECONNECTING Part 1 74RECONNECTING Part 1 75RECONNECTING Part 1 76RECONNECTING Part 1 77RECONNECTING Part 1 78RECONNECTING Part 1 79RECONNECTING Part 1 80RECONNECTING Part 1 81RECONNECTING Part 1 82RECONNECTING Part 1 83RECONNECTING Part 1 84RECONNECTING Part 1 85RECONNECTING Part 1 86RECONNECTING Part 1 87RECONNECTING Part 1 88RECONNECTING Part 1 89RECONNECTING Part 1 90RECONNECTING Part 1 91RECONNECTING Part 1 92RECONNECTING Part 1 93RECONNECTING Part 1 94RECONNECTING Part 1 95RECONNECTING Part 1 96RECONNECTING Part 1 97RECONNECTING Part 1 98RECONNECTING Part 1 99RECONNECTING Part 1 100RECONNECTING Part 1 101RECONNECTING Part 1 102RECONNECTING Part 1 103RECONNECTING Part 1 104RECONNECTING Part 1 105RECONNECTING Part 1 106RECONNECTING Part 1 107RECONNECTING Part 1 108RECONNECTING Part 1 109RECONNECTING Part 1 110RECONNECTING Part 1 111RECONNECTING Part 1 112RECONNECTING Part 1 113RECONNECTING Part 1 114RECONNECTING Part 1 115

RECONNECTING Part 3

reconnecting: part 2

Documents

system of anchor parks

existing parks

system of infill parks

iconic parks

neighborhood parks

anchor parksanchor parks

temporary hybrid parks

system of corri