Pith: KC Linear Core

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

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

Figure 2.2.01 kc linear core

Pith: KC Linear Core | 2.2000 000

River

Railroad

Hwys 70 & 35

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Railroad

Using Google Maps as a reference, buildings within a block were chosen as a whole, and were based upon their physical condition, which takes into account their age, material, window, and maintenance. If the majority of the block is in poor physical condition it is marked in orange. If a building is under maintained, yet surrounded by a majority of buildings in great physical shape it was not marked. Parking lot revitalization opportunities are areas identified of having excessive parking spaces within a lot and is marked in blue.

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

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

Figure 2.2.02 barriers Figure 2.2.03 revitalization potential Figure 2.2.04 bus route concentration

Figure 2.2.05 railroad barrier

Major Land Barriers

Water Barrier

Minor Land Barriers

Potential Linkage

Revitalization Potential-BuildingsRevitalization Potential- Parking lots

Hybrid Train Route

4+ Bus Routes2-3 Bus Routes

1 Bus Route

Grand Street

Figure 2.2.06 highway barrier

Figure 2.2.07 revitalization opportunity


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

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

Figure 2.2.08 linking attractions Figure 2.2.09 traffic diversion

Hybrid Train Route

Redeveloped Street

Highest Traffic DensityModerate Traffic Density

Light Traffic Density

Figure 2.2.11 sprint center and kc star

Figure 2.2.12 art district

Figure 2.2.13 grinder’s concert venueFigure 2.2.10 crossroads character


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

Station and the surrounding infrastructure into a multimodal transit hub that increases pedestrian access and visual appeal on multiple sides. Finally, catalyst development along Main Street and around Union Station including high density residential, mixed use, and live-work businesses will be implemented to set the standard for future development in the Crossroads district. This design move includes design ideas for new building construction along Main Street and the renovation of streetscapes along Wyanadotte Street and Grand Boulevard.

Figure 2.2.14

linear core strategy

Figure 2.2.15 activity within the pedestrian corridor

Crossroads Development

Closed to Vehicles

Hybrid Train Route

Redeveloped Street

Hybrid Rail Stop


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

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

Figure 2.2.16 optimal slope for hybrid rail on main street

Pedestrian and Hybrid Rail Traffic Only

Main Street

Grand Boulevard

Wyandotte Street

Union Station

Pershing Avenue10th Street

Hybrid Rail Stop

Crossroads RevitalizationRiver Market


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

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

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

Kansas City International Airport

Distance = 13.6 milesTotal Stop Time (2 stops) = 7 min.Total Run Time = 14 min.Total One-way Time = 21 min.Max Speed = 60 mph

Gladstone


The River Front


Union Station

Distance = 3 milesTotal Stop Time (4 stops) = 5 min.Total Run Time = 4.5 min.Total One-way Time = 9.5 min.Max Speed = 45 mph

Country Club Plaza

Kansas City International

Airport

Parkville

Riverside

Gladstone

Kansas City Downtown

Union Station

The River Front

Country Club Plaza

Potential Expansion to

Southern Suburbs

Figure 2.2.17 hybrid rail system

Figure 2.2.18 main street hybrid rail stop


KC Linear Core | 2.2

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

15’ 30’ 15’15’15’

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Figure 2.2.19 main street

10’ 5’ 7’ 10’

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Figure 2.2.21 grand boulevard

Figure 2.2.20 wyandotte street

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

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

Figure 2.2.22 main street development potential

Figure 2.2.23 main street proposed development

Mural Park

Station Stop

Station Stop

Entertainment Center

Mixed-Use Business District Entertainment and Retail

Mixed-Use

Main Street

Wyandotte Street

Grand Blvd.

Business District

Union Station Park

High-Commerical Development

Park and Open Space

Mixed-Use Development

Low-Med. Commercial Development

Hybrid Rail Stop

Proposed Building Massing

Potential Parking Lot Development

Potential Redevelopment

Potential Building Renovation


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

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

Figure 2.2.24 reimagining union station

Documents

Pith: KC Linear Core