RECLAIMING THE RIVERFRONT VISION STUDY FOR THE REDEVELOPMENT OF THE INDUSTRIAL RIVERFRONT IN KANSAS CITY, KANSAS
The mission of the Kansas City Design Center is made possible by the generous support of the Hall Family Foundation. This project was made possible by the funding support of HNTB and the Kansas City, Kansas Department of Urban Planning and Design. This publication documents the processes and findings of the Kansas City, Kansas Riverfront Vision Study, occuring during the academic semesters of Fall 2020 and Spring 2021. This publication was written by Lauren Dufresne, Kent Bentley, and Taylor Slusher under the counsel of the Kansas City Design Center. This publication cannot be sold, duplicated, or published electronically or otherwise, without the express written consent of the KCDC. The purpose of this publication is academic in nature and is intended to showcase the research, scholarship, and design work of the students of the KCDC. All quotes presented in this book are written by KCDC students.
KCDC Kansas City Design Center
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CONTENTS 01 Introduction
12 Project Information 16 History of the Site
02 Analytical Findings Framework
28 Causes & Effects 29 Causes of Disconnection 34 Effects of Disconnection 52 Assessing the Potential 54 Areas of Potential
03 Conceptual Framework
58 Connections 62 Project Concept 64 Vision, Mission, & Goals
04 Kansas River
68 River Analysis 73 River Concept
05 North Area
84 North Kansas River 86 Trails 98 I-70 & Kaw Point 128 James Street & CID
06 South Area
182 Armourdale 186 Kansas Avenue 232 7th Street & Armourdale
07 Conclusion 3
FOREWORD In a spontaneous sequel to the previous KCDC vision study for the East Bottoms area, the vision study presented in this book focused on the Kansas City, Kansas Riverfront continues the look into the same geographical zone translated further west and made more complex by the confluence of the two rivers and more intense presence of the interstate and road infrastructure. Regardless of the state line that separates the two sites, similar themes of conflict between geography, nature, the city, and the will to engineer our presence into a place remain constant -- producing its corollary effect of disconnectedness. In the case of Kansas City, Kansas such a condition was further exacerbated by the utilitarian appropriation of the found landscape where the path of least topographical resistance has been claimed by the rail infrastructure only to be followed by the highway road infrastructure, which, through its own means of propagating vectorial movement, has overwritten geographical differentiation of the land condemning to abandonment all the low lying territory outside of its trajectorial regimes bound to the high grounds. Consequently, the river and the flood plains have been converted into an amnesic domain surrendered to the privatized industrial use and the latent sense of trespass for anybody who ventures into it further disconnecting the city from its very place of origin. The paradox of this condition is that the imprint of the river on the form of the city has become its negative instance, a hollow mark of an x-ray which, though present, is simultaneously invisible and only manifested through its figural pull that requires circumnavigation. The true challenge of the project was how to uncover and resurrect that lost dimension of the city and find a way to incorporate it back into the city’s ordering structure as its essential and identity giving element. Central to this was the imperative of creating a strategy for interfacing incompatible urban conditions of residual infrastructural spaces, desolate industrial land, eviscerated native river domain, and formal ordering mechanisms of the city in order to discover unprecedented opportunities to stake public realm and invent new urban paradigms that can infuse life back into the abandoned city territory. In doing so, the vision study was primarily focused on the possibility of the creation of a continuous public realm that, in part, reorders and recenters the city along the length of the Kansas River and acts as a catalyst for the civic rejuvenation. In his book The Architecture of the City Aldo Rossi argues that the “city is a collective work of art,” that “grows upon itself and acquires conscience” and that even if in a city we always, in some part, experience its history and its past, we are ultimately drawn to the perspective of the future of what it can become. To that extent our vision study was drawn to reading the possibilities of repurposing and reordering what was already present in the part of the city subject to our study and finding in its eventual obsolescence the possibility of new without eradication. We did so not out of historic nostalgia, but the belief in the raw vitality of the found industrial landscapes and the draw of the river as its dormant counterpart whose urban narrative was yet to be discovered. This was further coupled with an understanding of the need to address issues of environmental sustainability which have been duly studied and 4
organically incorporated in the design considerations as their organic part. We realize that some of those ideas may not be fully aligned with the current project for the levee betterment but are hopeful that they can seed the consideration of alternatives that can open the possibilities for a more public use of the Kansas River in the future development of the riverfront. We remain indebted to the Kansas City, Kansas Mayor David Alvey for the extended opportunity and trust to carry out the vision study project, as well as Gunnar Hand, the Director of Planning and Urban Design Department. Our hope is that the vision study was able to offer viable considerations and a compelling vision for reconnecting Kansas City, Kansas to the Kansas River and, in that, can serve as a platform for the exploration of the implementation possibilities that can significantly enhance public realm, its quality-of-life relevance to the community, and the identity of the city as a whole. This project would not have been possible without professional collaborative support of Ryan Gedney, National Director of Design at HNTB and his team; and Kimberly Portillo, Long Range Planner, KCK Planning and Urban Design Department. We also had a privilege to, in later parts of the project, work in parallel and cross collaborate with Port Architecture who were engaged on the generation of the professional master plan for the Armourdale area and who provided invaluable interaction with our academic team to the great benefit of our students. Though the ongoing Covid-19 situation has provided serious challenge for our in person public engagement on the project we remain deeply indebted to the KCK stakeholder community who were willing to work with us through alternative means and provided invaluable input. Finally, this project would not have happened without a dedicated and talented group of KCDC students who have labored through still existing challenges of the Covid-19 studio mode operations to generate a compelling urban design vision presented in this publication. I remain humbled by their perseverance and dedication. This book in its entirety was envisioned, designed, and produced by the KCDC graduates Lauren Dufresne, Kent Bentley, and Taylor Slusher. I am particularly indebted to Lauren who was a steady mind and hand seeing this book through. I and the entire studio owe her and her team partners a debt of gratitude for generating such a compelling and comprehensive representation of their collective work. The debt of gratitude also goes to Mariah Randell, KCDC Project Coordinator for providing oversight for the generation of this publication. My sincere thank you to all project protagonists. Vladimir Krstic 5
ACKNOWLEDGMENTS The guidance provided by our advisory council and professional reviewers throughout the project proved to be invaluable as the studio contended with numerous complex problems, both within and outside of the project scope. The studio would like to thank the following individuals, as well as students and faculty, for their unwavering support during these unprecedented and unusual times.
The studio would also like to thank the many individuals and organizations which helped bring this project to life, particularly Ryan Gedney of HNTB, BNIM, PORT, Kansas City, Kansas Mayor Alvey, and the Unified Government of Wyandotte County. The feedback and professional support provided by these organizations, as well as the guidance of KCDC faculty and staff, allowed the studio to fully explore and develop the many possibilities presented in this project.
ADVISORY COUNCIL
STUDENTS
Troy Shaw, Project Engineer, UG Public Works Monica Mendez, Executive Director, Armourdale Renewal Association Angel Obert, Assistant Director, UG Parks & Rec Bill Wilhite, Premier Investments Rick Behrens, Levee Trail Coordinator Bruce Holloway, Historic West Bottoms Scott Mensing, Army Corps of Engineers Tom Jacobs, Environmental Programs Director, MARC Edgar Galicia, Executive Director, Central Ave Betterment Association Juliann VanLiew, Director, UG Health Department Gunnar Hand, Director, UG Planning Department Katherine Catarr, UG Economic Development Kim Portillo, Planner, UG Planning Department Scott Brown, Historic West Bottoms Blake Hensley, UG Health Department Tom Meyer, UG Wyandotte County Planning Department
Kent Bentley, Architecture, KSU Erin Bongard, Architecture, KSU Lauren Dufresne, Architecture, KSU Amoz Eckerson, Architecture, KSU Eduardo Granillo, Architecture, KSU Tyler Irwin, Architecture, KSU Micaela Lindemann, Architecture, KSU Sam Milone, Architecture, KSU Monserrat Rios-Lucia, Interior Architecture, KSU Nallely Saavedra, Architecture, KSU Sloan Satterlee, Interior Architecture, KSU Braden Schultz, Architecture, KSU Taylor Slusher, Architecture, KSU Kat Townsend, Auditing Braydn Voorhees, Architecture, KSU Brooke Welle, Architecture, KSU
FACULTY & KCDC STAFF Vladimir Krstic, KCDC Academic Programs Director Mariah Randell, Project Coordinator
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INTRODUCTION
Strawberry Hill
I-70 Underpass
Southern Armourdale
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Kaw Point Park
Central Avenue
7th Street Bridge
Levee Infrastructure
Industrial Use
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PROJECT INFORMATION OVERVIEW KCDC’s 2020-2021 academic project, titled Reclaiming the Riverfront, is a large-scale urban design project centered around the Kansas River, Kansas City, Kansas, and Kansas City, Missouri. Spanning both the fall and spring academic semesters, this project focuses on rethinking the relationship between the urban environment of Kansas City and the natural environment of the Kansas River. Through extensive research, analysis, and design proposals, the KCDC studio sought to establish a vision plan for the area that would help inspire meaningful changes and improvements to the city’s public realm that would greatly benefit the local community.
PURPOSE AND INTENT The main purpose of this project is to generate a comprehensive vision plan for creating a pedestrianoriented continuous public realm that connects the areas of Kansas City, Kansas and the West Bottoms areas of Kansas City, Missouri to each other via connections to and along the Kansas River. The project will first document the fundamental issues related to the industrial river valley of southeast Kansas City, Kansas, and explore potential design opportunities to reorganize the region into a cohesive unifying element between two currently disconnected cities. In order to understand the fundamental issues related to the site, the first phase of research documented the physical characteristics of the site including geography, topography, morphological elements, visual, spatial, and experiential qualities, as well as current land use and zoning. Environmental factors studied include air pollution, heat islands, smells, water 12
pollution, brownfield contamination, and flood risks, as well as the dynamics of the Kansas River: fluctuating height, flow rates, and ecological qualities. Extensive demographic data was analyzed to provide insight into the existing population, travel patterns, racial composition, economics, and other social and cultural factors. Not only were the present conditions assessed, but historical data was also obtained for a majority of the categories listed above. This data was analyzed using a process of crossmapping whereby data layers were combined in numerous iterations to explore potential relationships between elements to demonstrate the interrelated and complex nature of the existing conditions. These conditions were organized into a matrix of causes and effects, which defined potential areas of opportunity. The results of this process laid the groundwork for synthesizing the vision, mission, and goals for the project. The final phase of the project involved a conceptual framework for exploring the areas of opportunity defined as a result of the previous phase. These areas were examined systematically to determine potential interventions that would establish new connections between disjointed areas, enhance the quality of the urban fabric, provide visual coherence, and address environmental and ecological challenges. Paralleling this project, existing plans and initiatives were examined to provide insight into previous related studies of the region. Case studies and investigations into comparative cities provided valuable examples of previously implemented concepts. A selection of articles on the theory of urban design helped inform and guide the process.
SITE SCOPE The area of focus for this project centers around the Kansas River Valley, situated between downtown Kansas City, Missouri and Kansas City, Kansas. The site stretches from historic Strawberry Hill on the west to the bluff on the eastern side of the river valley, and extends from Kaw Point in the north to the southern neighborhood of Armourdale. The overarching goals for the research and design proposals for this project are to re-establish the connection between the Kansas River and the city, examine the various disconnections in the area, understand the socio-cultural environment of the communities within the site, as well as implement sustainable and resilient design concepts that create a catalyst for urban growth in the area. Three main site scales were created in order to examine the collected data at varying levels of detail within the site. The first scale focused on the riverfront and the many neighborhoods that border the section of the Kansas River running from Kaw Point down to Armourdale. The next scale looked at the large area of land in the river valley between the KCMO bluff and the KCK bluff, which detailed the importance of the river valley region and the topographical challenges that are present there. The last scale focused on the specific site and important nodes within the site area, mainly looking at the Central Industrial District and Kansas Avenue, as well as their context across the river. Additional focus sites or nodes also included the I-70 underpass node and the 7th Street Armourdale node. 14
STRAWBERRY HILL
KANSAS CITY KANSAS, KCK
CENTRAL INDUSTRIAL DISTRICT, CID
ARMOURDALE
KANSAS CITY MISSOURI, KCMO
River Scale
STRAWBERRY HILL
KANSAS CITY KANSAS, KCK
CENTRAL INDUSTRIAL DISTRICT, CID
ARMOURDALE
KANSAS CITY MISSOURI, KCMO
CID Scale
STRAWBERRY HILL
KANSAS CITY KANSAS, KCK
CENTRAL INDUSTRIAL DISTRICT, CID
ARMOURDALE
Full Site Scale
KANSAS CITY MISSOURI, KCMO
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HISTORY OF THE SITE The history of the site began in some of the earliest days of settlement in the region. In the early 1800s, the modern-day West Bottoms and the Central Industrial District consisted mostly of undeveloped land. Known as the French Bottoms at this time, this area west of downtown Kansas City, Missouri was primarily a trading post for French trappers and local Native tribes. As the city grew, the flat land of this area became a natural place for the development of the railroads. By the late 1800s, Kansas City had been firmly established as a central hub for rail traffic and related industries. Both the West Bottoms and the neighboring Central Industrial District (CID) quickly became the city’s industrial centers, housing the famous livestock trade and large-scale meat packing plants. Utilizing both the Kansas River and the railroads for the transportation of goods, these industries dominated the area for several decades, eventually giving way to other manufacturing plants and industrial infrastructure. To this day, the CID remains an industrial area, occupied almost entirely by large warehouses and industries just as it has been for over a century. To the west of the CID is the neighborhood of Strawberry Hill. Gaining its name from the wild strawberries that grew in the area, Strawberry Hill was established in the early 1900s after a major flood pushed residents from the riverfront of the Kansas River to higher ground. Using what little debris they could salvage, the residents built new houses on small lots, creating a tightly woven community with a unique neighborhood culture. With a population of mostly Eastern European and Slavic immigrants, Strawberry Hill has remained relatively untouched since it was established, and many of the original homes still stand today. 16
At the southernmost bend of the Kansas River lies the neighborhood known as Armourdale. As one of the first Hispanic communities established in Kansas City in 1886, Armourdale has long had ties both to the railroads and industries in the area. Situated along the river in the flat land of the river valley, the residents of Armourdale were often employed by the many railroad companies that held land in the area, helping them expand their enterprises. Over time, as the prominence of the railroads faded, Armourdale became home to many other industries and manufacturing companies, but still maintains its identity as a predominantly Hispanic neighborhood.
Kansas City, Kansas 1930
RIVER One of the most integral parts of the establishment and development of Kansas City is the presence of the Kansas and Missouri Rivers. At their confluence, both rivers have provided ample transportation and resources in the early days of the city. However, as with many natural water sources, the rivers have proven to be dangerous and destructive at times. Throughout the area’s history, the battle between people and the rivers has helped shape the environment that can be seen today. 18
Much like the Missouri River, the Kansas River has changed shape over the course of its history, slowly carving away and changing its banks as it ebbed and flowed over time. Both it and the Missouri were vital to the infrastructure of the city in the age before widespread transportation, and still provide important functions for the region. In contrast with the functionality they provided, the rivers were also prone to destructive flooding. Since the 1800s, the rivers have flooded numerous times, often causing widespread damage.
1871
1888
1914
1957
Several of the most destructive floods occurred within just a couple years of one another, from 1902 to 1904. This series of floods, although very detrimental to the both industries and the residential neighborhoods located there, did not prompt any larger effort to establish flood-mitigation methods. The undervalued, industrial nature of the areas of CID and Armourdale would not be adequately protected until the 19680s.
1902
Another major flooding catastrophe struck in 1951, causing similar destruction to the floods earlier that century. While the extensive system of levees that can be seen today began construction in the 1940s, it was not complete enough to protect the many properties and infrastructure in the area. The current levee system was not completed until the 1980s, and since then no major flooding issues have occurred in the area.
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1871
1888
1914
1957
RAIL LINES As with many aspects of the area’s history, the development of the rail lines had a profound impact on the surrounding landscape that can be seen today. Beginning with a few rail lines added in the mid 1800s, Kansas City’s rail industry would soon see a period of rapid expansion. On the eve of the Civil War in 1860, the federal government approved plans for a privately owned transcontinental railroad running from St. Louis to the western territories, sparking a rail boom in Kansas City and the surrounding region. While the war stalled construction for several years, the Pacific Railroad line was completed in 1865. With the expansion of the railroad establishing Kansas City as a central hub for rail traffic, a period of extensive industrial development began. In 1871, the stockyards opened in the West Bottoms. Livestock from farms in
the surrounding region were brought into Kansas City by rail, sold via the livestock trade, and processed in large-scale meat packing plants. Within a few years, rail traffic had increased so much that a new train depot was needed to handle the amount of passenger trains coming into Kansas City. In 1878, Union Depot opened on the corner of Union Avenue and Santa Fe Street in the West Bottoms, but was soon overwhelmed by the amount of passenger traffic, prompting the need for the present-day Union Station which opened in 1914. Throughout the next few decades, the area continued to experience both industrial and rail development. This continuous development, while benefiting the many industries in the area, slowly increased the sense of disconnection across the city as the rails divided each neighborhood, often permanently.
Strawberry Hill, 1951
Armourdale, 1950 21
Stockyards and West Bottoms, 1930
STREETS & PARCELS Similar to most cities in the United States, Kansas City was founded on an orthographic grid system that only changed orientation and size for natural elements such as topographic changes or bodies of water. In the early days of the city’s development, this grid can be clearly seen in pictures and maps. As time went on, however, the grid was disrupted by the addition of the interstate system, new and larger parcel sizes, and changes in the needs of manufacturing facilities. All of these changes resulted in a disjointed and sometimes indiscernible grid system.
In the 1950s, the construction of the new interstate and highway system in Kansas City was seen by some as the advent of a new age of personal transportation. While the system would allow vehicular traffic to move much more easily throughout the region, as well as the country, many citizens were concerned about the potential drawbacks of such large byways intersecting the city. These people were right to be concerned. As the interstates were implemented, hundreds of blocks of Kansas City, Missouri and Kansas City, Kansas were destroyed, segmenting large portions of the city and the neighborhoods within.
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1888
1957
1991
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1871
1914
1871
1888
1902
1914
1957
1991
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ANALYTICAL FINDINGS FRAMEWORK
CAUSES AND EFFECTS
In order to properly understand the physical and environmental makeup of the site, a series of analyses were conducted to pull apart and examine the characteristics of the area. These analyses quickly revealed the disconnected nature of the site, as well as many other major issues that would need to be
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addressed by the studio’s later design proposals. In this section, the most significant issues have been brought to the forefront, presenting not only an overview of the site itself but also providing an introduction to the often complex problems that plague the area.
CAUSES OF DISCONNECTION TOPOGRAPHY In examining the topography of the Kansas River Valley, the natural formation of the two bluffs, which now are home to the cities of Kansas City, Kansas and Kansas City, Missouri, became very clear. Over the centuries, the river carved its way into the bluffs, eventually separating them completely and leaving a large area
of relatively flat land around the river known as the river valley. This process created the steep topographical changes that can be seen in the area today and made the land suitable for rail development and industrial use starting in the 1800s.
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RIVER The analysis of the Kansas River revealed numerous issues that contribute to its disconnection from the neighboring cities. Firstly, the low-lying land in the area makes much of the site vulnerable to flooding, even with the levee infrastructure. Secondly, the largely
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industrial use of the land directly adjacent to the river has prevented the general public from utilizing or accessing the water, and there are many “missing teeth” or gaps in the urban fabric surrounding the river which contribute to its disconnection.
Jersey Creek Watershed Turkey Creek Watershed Armourdale Basin Muncie Bluff Basin Splelog Basin Earthen Levee Floodwall Flood Hazard High Flood Hazard
Watersheds
Missing Urban Fabric
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INDUSTRY The land use and zoning analysis of the site found several interesting relationships between certain morphological layers, providing some clues as to how the land use patterns seen today came to be. In the areas of the CID and Armourdale, the historic presence of the
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rail lines established these areas as primarily industrial early on in their history and continued this pattern of use into modern times. This long-term industrial use has resulted in the presence of many brownfields, or areas of contaminated land, throughout the site.
RAILS AND ROADS The area’s first rail lines were constructed in the mid 1800s and expanded rapidly over the course of about sixty years. Utilizing the flat land of the river valley to avoid the steep inclines of the bluffs, the rails criss-crossed over the West Bottoms, the CID, and Armourdale, dividing much of the site and creating areas of restricted development. Today, many of these lines are no longer used and sit abandoned, while others still see a fairly large amount of rail traffic each day.
Similarly to the disconnections created by the rail lines, the system of highways and interstates also cross over the site, forming a similar pattern of segmented areas. Originally intended to connect the two bluffs of Kansas City, Kansas and Kansas City, Missouri, the highways have had an opposite effect, prompting more people to simply pass over the area of the river valley and contribute to the overall sense of disconnection.
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EFFECTS OF DISCONNECTION SITE STRATIFICATION One very important aspect of understanding the physical nature of the site was the examination of the viewsheds, or views into the site. This analysis very quickly revealed some of the major elements that block views from certain areas and continue to foster the sense of disconnection. When situated on the western bluff of Kansas City, Kansas, one can view the entire river valley
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all the way to the opposite eastern bluff. However, this view, like many others, is segmented by the massive amount of infrastructure that weaves through the site. Many other views within the river valley itself present similar problems, with major, potentially powerful views blocked by some infrastructure or industrial element.
KCK Bluff Section
Levee Section
River Section
At Kaw Point, the unique space offers one of the best views down the Missouri River to downtown Kansas City. This viewshed exemplifies the visually interesting aspect of the confluence of both rivers, as well as the view of both bluffs from within the river valley. 35
The static view from St. John’s Park atop the western bluff offers an extensive view of the West Bottoms and the eastern bluff. Unfortunately, both infrastructure and overgrown foliage block views down to the river valley, as the viewer is eye-level with the interstate. 36
The massive amount of infrastructure underneath the I-70 overpass blocks most of the views of the site, but also allows for certain “windows” or small glimpses of the surrounding context which are quite unique and have the potential to be very interesting.
The view from on top of the levee possesses a similar issue to the river view, with the majority of views out to the site blocked by buildings and foliage. However, this viewshed allows for the potential for greater visibility, as the levees themselves have a unique vantage point.
The viewshed from the river itself outlines some of the major issues regarding access and disconnection, with most views blocked by foliage, buildings, and other infrastructural elements, often confining the view to just the river. 37
Dynamic viewsheds, which are views taken while moving in a vehicle, were used to examine the extent of the views from the many elevated highways that cross over the site. These highways offer some of the most extensive views of the site, often extending from bluff to bluff. Within the viewsheds, several of the largest and
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most identifiable buildings and pieces of infrastructure stood out among the other scenery. Since so much of the site is experienced via driving or riding in a car, these viewshed studies proved to be very important to understanding the dynamic views that help define much of the site experience.
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DISCONNECTED CITY Some of the main unique elements and characteristics of each neighborhood were diagrammed in order to assist in understanding their attributes. Strawberry Hill is characterized by many narrow houses situated on small, tightly packed lots. A clear grid is present here, as well as a steep topographical change from the flat river valley. The CID is characterized mostly by large industrial buildings and infrastructure, which make the grid hard to discern in some places. Armourdale is a unique combination of both residential and industrial uses, with some areas having a clearly defined grid while others do not.
ARMOURDALE
CID
STRAWBERRY HILL
Both the social and cultural attributes of each neighborhood proved to be essential in fully understanding the daily life of the people who live in and around the site, as well as informing how future design decisions will impact them. The study of the identities of each of the three main neighborhoods, Strawberry Hill, the CID, and Armourdale, revealed how each possessed unique characteristics as well as many similarities. Unfortunately, the segmented nature of the site often prevents these neighborhoods from establishing connections with one another, as each area is disconnected by one or several physical characteristics.
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The spatial mold studies of the I-70 underpass, Central Avenue, and the area north of the Rock Island Bridge helped the studio form an understanding of the complexities of these spaces. Each of the three areas possess both unique volumetric characteristics and many opportunities for spatial improvements.
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DISCONNECTED RIVER & LACK OF PUBLIC REALM
Walkability
With the countless roads and highways that weave through the site, an abundance of traffic and a lack of pedestrian access are understandably two major problems in the area. The walkability map shows the levels of pedestrian accessibility in the area, with the darker pink areas noting high levels of walkability and the lighter areas being less walkable. As expected, the industrial areas around the river are far less walkable than other areas like neighborhoods or commercial corridors. This creates a significant disconnection between the two sides of the river, as people cannot safely walk across to the other side. Bike accessibility is also an issue, as there are very few bike lanes or paths that allow for pedestrian travel through the site.
Dead End Streets Public Levee Access Public Water Access Most Walkable Least Walkable
Bike Trails and Paths
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Bike Lane
Park
Marked Bike Route
Green Space
Marked Share the Road
Levee
Shared Use Path
Informal Levee Access
ECOLOGICAL IMPACT The widely industrial nature of the site has unfortunately resulted in a number of significant ecological and environmental impacts. A lack of tree and grass coverage, especially in the areas of the CID and Armourdale, has resulted in land that is devoid of greenery and has almost no shade. This has contributed greatly to the heat island effect, or the phenomenon where urban and developed areas absorb and release more heat than vegetated areas due to their lack of
High Urban Heat
Low Urban Heat
Heat Island Effects
Greatest Tree Coverage
No Tree Coverage
naturally-cooling elements. Even along the riverbank, which possesses some of the least developed areas of the site, there is a stark lack of tree coverage and shade. Environmental smells were also examined within the site area. As expected, many smells are related to the industrial manufacturing in the area, while few are more pleasant smells from restaurants or natural green spaces.
Water Treatment
Freshly Cut Grass
Restaurants
Manufacturing
Coffee Shop
Dust
Smell Map
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Due to the nature of the site and the heavy industry in the area, it was important to analyze air pollution in both Kansas City, Kansas and in the Central Industrial District. According to the Environmental Protection Agency or EPA, ozone air pollution for the site sits in the 60th to 70th percentile in residential and industrial zones, peaking in the 80th to 90th percentile in Kaw Point and near the Charles Wheeler Airport. Particulate matter pollution primarily impacts the site, most likely due to the industries in the CID and Armourdale near the Kansas River. It was noted by the EPA that in the areas of Riverview and Armourdale, there are high risks of residents with respiratory health issues as a result of those industries and pollutants present. As noted previously, the EPA is in charge of regulating air pollution and pollutants discharged by heavy industries to ensure that air quality does not continue to impact the residents and the environment.
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Cancer Risk
Diesel Particle Matter
By analyzing the road, aviation, and rail noise pollution in both Kansas City, Kansas and Kansas City, Missouri, it was noted that the noise is consistent and corresponds to the major highways, the nearby Charles Wheeler Airport, and railroads. The close proximity to the highways causes average noise pollution of 60 decibels, about the level of a normal conversation, in
certain areas, while the airplanes flying over the Central Industrial District can cause the noise levels to rise above 100 decibels. Any sound above 85 decibels is considered harmful. This analysis shows that in the CID, there are damaging levels of noise pollution as a result of the airport to the north across the Missouri River as well as from the heavy rail traffic.
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The orange gradient shows the impact of sewage and waste overflow. Throughout the entire site, the river experiences the worst impact of sewer discharge.
UPSTREAM IMPACTS Sewer system overflows Sand and gravel mining Agriculture run off
EPA RIVER IMPAIRMENTS HIGH LEVELS OF BACTERIA - Escherichia Coli (E. coli) MURKY WATER - Total suspended solids NUTRIENT POLLUTION - Phosphorus DEGRADED AQUATIC LIFE - Reduced benthic macroinvertebrates
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The impacts of high levels of e. coli, murky water, phosphorus and degraded aquatic life are a result of upstream activities including sewage overflows, sand mining, gravel mining, and agricultural runoff.
In conjunction with the heat island effect, the lack of natural vegetation in the area has also negatively impacted wildlife. Since both the land and the rivers have been contaminated by widespread industrial use, local fish and bird species have found their habitat
increasingly threatened. Bald Eagles in particular typically nest atop large trees along the river. In recent years, however, many of these riverside trees have been cleared to make way for development, leaving fewer and fewer places for the eagles to nest. 49
DEMOGRAPHICS In examining the site’s demographics, data was collected regarding the commuter travel through and from the site. It was discovered that the majority of residents who live in the areas of Armourdale and Strawberry Hill commute towards the south and west, while workers who do not live in the area commute to the site from those same areas to the south and west. This revealed that there are less people who live and work in the same area and more people who commute from other parts of the city. The demographic analysis
Resident’s Travel Worker’s Travel Resident’s Work Worker’s Residence
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also examined life expectancy in the greater site area and found that many residents, particularly in Armourdale, have very low life expectancy rates when compared to the national average. Crime rates were also high in several areas, including downtown KCMO and KCK. Poverty rates among residents is also very high, especially in the KCK area north of Armourdale. As previously stated, many neighborhoods in KCK, including Armourdale and Strawberry Hill, have a large population of Hispanic and Latino residents.
Life Expectancy
Long Life Expectancy
Crime
High Crime Rate
Short Life Expectancy
Poverty
Impoverished Persons
Low Crime Rate
Race
Native American Hispanic/Latino
Hawaiian/Pacific Islander Black/African American
Asian White
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ASSESSING THE POTENTIAL Diving into the potential areas and developable space within our site, understanding the brownfields and vacant land within the area quickly became one of the most important aspects of this analysis. After highlighting areas of unused land, it was important to showcase the existing street grid with a particular focus on dead end streets. The dead end streets, unused spaces, and open green spaces were then overlapped within a combined plan that would help the studio identify areas where development would work best.
These areas would soon become known as the areas of potential due to the inactivity and lack of development present within them. To help better understand the potential for these areas, green infrastructure, public realm, and tree coverage were overlaid and highlighted to show additional information about each space. Overall, there is a sequence of spaces along the river and within the site that have similar characteristics and different spatial requirements that need to be addressed by the group.
Untouchable Most Suitable for Green Infrastructure
Least Suitable for Green Infrastructure
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Green Infrastructure / Public Realm / Tree Cover
Road Ending at Highway Road Ending at Rail Lines Road Ending at Dead End Vacant Brownfield
Aligned Street Grid
Vacant Lot
Misaligned Street Grid
Brownfield
Brownfields and Vacancy
Dead End Streets
Building Bridge Parking Lots Streets Under Highways Vacant Lots Green Space
Dead Ends/ Vacancy/ Informal Spaces
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AREAS OF POTENTIAL In order to further identify the specific potential of each of the four nodes, the studio developed a system for rating different parcels and areas according to both their green infrastructure potential and public realm potential. The green infrastructure potential of parcels had to do with their proximity to ecological and environmental issues, such as flooding or brownfield contamination. Darker colors indicate an increased potential, which can often be seen in parcels nearest the river. These parcels present a great opportunity to implement river cleaning elements to help lower the high levels of pollution in the water. Public realm potential indicates the level of opportunity
for implementing public realm infrastructure, such as parks, public plazas, and buildings. Again, the areas with the greatest potential lie along the river, both reinforcing and further inspiring the project’s efforts to connect the community back to the river. In overlaying the green infrastructure and public realm potential maps, a clear pattern emerged. The team noticed that in most cases, a cluster of potential parcels was located at a main intersection or along a main path. Segments of road in between these clusters also contained areas where design intervention was needed. This led to an intertwined system of connections all throughout the site, as well as along the river stretch.
Green Infrastructure Potential
Public Realm Potential
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Most Suitable for Public Realm
Least Suitable for Public Realm Most Suitable for Green Infrastructure
Least Suitable for Green Infrastructure
Green Infrastructure and Public Realm Potential
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CONCEPTUAL FRAMEWORK
CONNECTIONS
Main North-South Paths Connections Across River Pedestrian Paths
PATHS AND CORRIDORS In order to begin forming the conceptual framework of the project, an analysis was conducted of the major connecting elements within the site boundary. The main paths and corridors across the site helped form an understanding of the circulation and movement of 58
both cars and pedestrians. While the main connecting corridors offer north-to-south movement, movement from east-to-west is limited, with only two major connecting streets. This creates a major disconnection within the site between the east and the west.
Main Connecting Roads Non-Accessible Parks Green Spaces Most Suitable for Green Infrastructure
Least Suitable for Green Infrastructure
GREEN INFRASTRUCTURE Using the identified areas of potential for green infrastructure, an overlay of the major connectors revealed places of intersection and overlap. These places appeared to be the most suitable and in need of green infrastructure design strategies, providing a
basis for the identification of the major nodes, or areas for further design development and analysis. The major connectors, along with dead end roads, provided another layer of information to denote areas in need of further examination. 59
Minnesota Ave > Connection to KCK Stopping point > Cluster of potential
Central Ave > Connection to KCK
Kansas Ave > Connection to Armourdale
Central Ave > Connection to River Market James st. > 12th St KCMO connection > I-670 exit
Kansas Ave > To crossroads
Stopping point > Cluster of potential 7th St > 169 Hw
1. Developable Land
2. Stopping Points
3. Corridors and Developable Land
4. River Development
PUBLIC REALM In overlaying the main corridors and the areas of potential, several main areas or stopping points emerged. These points denote places where several issues and connections overlap, forming a solid argument for the improvement and development of 60
these places. The process of cross-mapping, as noted on the adjoining page, helped to reveal the potential of these areas even further, giving the studio a clear pathway for developing the conceptual framework.
Main North-South Paths Connections Across River Pedestrian Paths Most Suitable for Public Realm
Least Suitable for Public Realm Most Suitable for Green Infrastructure
Least Suitable for Green Infrastructure
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PROJECT CONCEPT In moving forward from the analytical phase into the design phase, the design concept began to arise in three unique scales. The concept for the design began at the stretch of river that linked the site from Kaw Point down to the 7th Street bridge in Armourdale. This allowed the studio to understand what overall design goals were needed along certain portions of the river: such as where the river could be crossed, what areas of the levee helped either to connect or separate people from the river, and where a levee trail could be placed. The design continued to reveal the ways in which the city on both sides of the river could be connected to the river’s edge and to each other.
Strawberry Hill
Central Industrial District
Armourdale
1. Overall Connection
Minnesota Ave
Central Ave/ North Of I-670
t
tral
es S Jam
Cen
I-70
Ave
Kansas Ave
Rock Island Bridge/ Kansas Ave
Armourdale/ 7th St
2. Connection Between Cities 62
3. Nodes of Opportunity
Strawberry Hill
Central Industrial District
Armourdale
4. Compiled Concept
Finally, the design was separated into the four unique nodes that had been identified along the river stretch: I-70, Central Avenue, Kansas Avenue, and 7th Street.
Each node was analyzed in more detail in order to set the studio up for informed design decisions in the spring semester. 63
VISION, MISSION, AND GOALS One of the most important elements of the conceptual framework was the development of the vision, mission, and goals for the project. The vision, mission, and goals were established early on in the project and helped guide the studio in the design development phase, as well as helped keep the team focused on the overarching issues that needed to be solved with the design proposal.
VISION
PUBLIC REALM GOALS
We seek to create an improved urban setting that reconnects the city to its geography, and establishes the industrial Kansas River as the defining element that re-organizes and strengthens the identity of the city.
Improve and expand public spaces and pedestrian movement both through and within the site, and create new amenities that are safe, inviting, inclusive, and meaningful.
MISSION
ENVIRONMENTAL GOALS
This project seeks to reevaluate the land use of the Kansas River Valley in order to reconnect people to the river, promote community engagement, and enhance the image of the city.
Understand and improve the overall existing ecology of the site and help foster environmental sustainability, resilience, and growth.
INDUSTRIAL GOALS
Explore and further develop the synergistic relationship between industrial infrastructure and public space.
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