reKonneCt 2030

RE ONNE T

2030K C

THANKS...

Jason BrodyAssociate Professor of Landscape Architecture/Regional and Community Planning, Kansas State University

John KellerProfessor of Landscape Architecture/Regional and Community Planning, Kansas State University

Leland SpeirsGraduate Student, Regional and Community Planning, Kansas State University

Jay LeipzigDirector of Community Planning & Developmnt, City of Belton, MO

Jim CadoretDirector of Community Planning & Developmnt, City of Raymore, MO

Steve BessermanDirector of Public Works, City of Lake Winnebago, MO

Clifford McDonaldDirector of Building and Zoning, City of Greenwood, MO

Robert McKayDirector of Planning & Development, City of Lee’s Summit, MO

Linda BohnsackCity Planner, City of De Soto, KS

Roger KrohDirector of Community Development, City of Lenexa, KS

Tony AdamsonBuilding Official, City of Oak Grove, MO

Gary BradleyCity Administrator, City of Gain Valley, MO

Scott AllenDirector of Community Development, City of Blue Springs, MO

Stuart BordersSenior Planner, City of Independence, MO

Steve AndersonDirector of Planning & Development, City of Liberty, MO

Dave RhodesPresident, Clearview City, Inc.

KC Metro GIS CommitteeMid-America Regional Council

Rail Transit Design StudioUniversity of Arkansas Community Design Center

Team N.I.C.H.E.KC Urban Design Studio, Kansas State University

The Arial Black FontAdobe Suite

This report could not have been produced without the contributions of time, expertise, resources, and talent of the following people, communities, and organizations:

Adam Runner

Christine Salisbury

Sara Wilbur

Geoffrey Van de Riet

Steven Lachky

Kathryn Sergeant

Eric Wildhaber

Regional & Community Planning


Landscape Architecture

Environmental Design Studies

Architecture


Landscape Architecture

Understanding Kansas City _ _ _ _ _ _ _ _ _ _ _ _ _

The Catalyst _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ A Plan for the Future _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Identifying Natural Resources _ _ _ _ _ _ _ _ _ _ _

Developing KC: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Changing the Scale _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Conclusion _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

TAble oF CoNTeNTS

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41

51

61

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23

1T E A MOBJECTIVES

TRANSIT

RESOURCES

CONNECTIVITY

MISSIONresearch, analysis

and ultimately a solution

to provide objective

to reconnect

communities within the

KC region

develop a regional transportation network that connects various

forms of mobility

identify natural resources and develop a plan that both preserves

and enhances their impact qualities

...to responsibly manage the future growth of the Kansas City Metropolitan Region projected to gain 500,000 people by 2030.

connect regional live, work and play centers

exeCUTIveSUmmARy

ansas City is a region of just over

2 million people covering approximately

584 square miles of land area and

stretching over 15 counties between the

states of Kansas and Missouri. In terms of

developmental history, the region was the

first in the nation to begin construction of

highway systems in accordance with the

Federal Aid Highway Act of 1956. Today,

Kansas City leads the nation in highway

miles per capita by 27%. Encouraged

by this extensive roadway network, the

development trend in the Kansas City

region is one of low-density, high-impact,

and high disconnect, more commonly

known as sprawl. The Kansas City region is

expected to gain 500,000 in population by

2030. How will the region accommodate

this influx? This is the fundamental question

with which we, the Pheonix Design Team,

and this document, are concernerned.

We firmly believe that envisioning is

a powerful and evocative process. As

such, this volume is an attempt to convey

our vision of a redefined Kansas City

region. One of a cohesive, complete, and

sustainable Kansas City region. Simply

put, our mission is to provide objective

research, analysis, and ultimately a solution

to reconnect the communities within

the Kansas City region. Specifically, our

objectives are:

1) To develop a regional transportation

network that connects the various forms

of mobility

2) To identify natural resources and

develop a plan that both preserves and

enhances their impact qualities

3) To connect regional live, work, and

play centers

K

This vision of the Kansas City region is the

manifestation of five months of research

and analysis. Principal to the lessons we

have learned as a design team, however,

is understanding the inherent complexity

of the Kansas City region. This is clearly

indicated by our defined study area,

which is composed of 104 autonomous

municipalities. Understanding this

complexity is a valuable asset to our

design team. We can admit, for example,

that we know our team has not explored

all avenues of research and analysis to

provide the necessary details to implement

a project of this scale. Thus, we present

this document not as a guidebook for

redevelopment, but as a tool for advocacy.

We recognize our unique position as outside

observers unbeholden to a constituency

or municipality, and in the vein of Daniel

Burnham, we offer no small plans for the

Kansas City region.

We have created two scenarios for

development in the Kansas City region

presented in juxtaposition. Scenario

One represents the Kansas City region in

2030 as formed by the continuation of the

existing auto-oriented development trends

in the Kansas City region. Scenario Two

represents the Kansas City region in 2030

as influenced by the integration of multi-

modal transit and the development of a

natural resources inventory. Furthermore,

we provide discussion of these scenarios

in both regional and local scale. It is our

hope that these development scenarios

provide our audience with the impetus

to inact change. It is our wish that

these development scenarios clearly

illustrate the case for change. It is our

duty, however, to use these development

scenarios to provide the vision of change.

With that, we present to you, reKonneCt

2030.

UNDeRSTANDINg KANSAS CITy

“Revisiting the past to plan for the future”

ThebegINNINg

ohn McCoy, a Baptist missionary

from Indiana, established Westport in

1833. West Port was located along the

Santa Fe Trail and three miles from the

Missouri River. McCoy also established

West Port Landing at the bend of the

Missouri River to serve as a landing

point for West Port. In 1850, the area

of West Port Landing was incorporated

as the Town of Kansas by a group of

investors. This location was important to

the westward expansion of the country

because the three major wagon trails

(Santa Fe, Oregon, and California)

originated in Jackson County, Missouri

making the Town of Kansas an important

center for westward bound travelers to stock

supplies before continuing on their journey.

Kansas City was officially incorporated on

March 28th of 1853. The Civil war soon

approached and the City of Kansas became

a battle ground. It wasn’t until after the

Civil War that Kansas City saw significant

growth in population. The building of the

Hannibal and St. Joseph railroad bridge

over the Missouri River in Leavenworth,

Kansas brought about a population boom

that prompted the change of the name of the

city from “The City of Kansas” to “Kansas

City” in 1869. As Kansas City extended its

boundaries to the south and east, West Port

officially became part of the city in 1897.

J

Above: Birds Eye view

of Kansas City circa

1869, drawn by A.

Ruger, Merchants Lith.

Co.

Right: 1908 post card

showing the Hannibal

bridge.

The

evolUTIoNINDUSTRIAl RevolUTIoN - PoST wwII

and services within the city limits. These

types of developments were called

“streetcar suburbs.”

Post WWII in Kansas City was

similar to many other cities across the

nation. People moved out of the cities

leaving those who could not afford move

away and had little money to maintain

their homes behind. This event lead to

the development of slum and blighted

areas within the core of the city.

1940 to 1970 brought about

the doubling of the physical size of

Kansas city and its Metropolitan area

due to the annexation of 122 sq. miles

of land in 1964 and the expansion of

the rural water districts throughout the

1960’s. During this time, however, the

population of the area only grew by

about 75,000.

F

The


urther growth came to the city when JC

Nichols developed the Country Club Plaza

district in 1925. The Country Club Plaza

was the first shopping center in the United

States that was designed to accommodate

the automobile. The district was developed

to be on the outer edges of Kansas City to

appeal to those who could afford to live

outside of the city limits, which is how it

was established a nd remains as an upscale

housing district. At this time the Automobile

was gaining in popularity as it was a new

technology that allowed individuals to go

further at faster speeds than horse and buggy.

travel.

Along with the invention and growing

popularity of the automobile came the

development of the streetcar and streetcar

lines in Kansas City. Electric streetcars

allowed people to move further out of the

city and still maintain a job or utilize goods

The


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TRAveleD

TheSITUATIoN

oday, the Kansas City Metropolitan

Region is a thriving area that is home to

roughly 2 million people. However, the

spatial distribution of these people in the

Kansas City Region is extremely diffuse,

and aided by an extensive roadway

network. Although the region has a history

of public transit systems including the

extensive streetcar routes that ran from the

late 1800’s until 1857, the region reflects

an automobile - dominated sprawling

suburb development pattern. This trend is

illustrated by building permits issued within

the city limits as compared to the region in

2005 - 2,300 residential building permits

were issued within the metropolitan core

as compared to the 7,300 permits that were

issued within the 10-county fringe area of

the Metropolitan Statistical Area.

T

goveRNSTRUCTURe& DeCISIoN - mAKINg

D uring our design team’s visit to Kansas City, we

examined how many of the municipalities within the

region operate under a mayor-council-city manager form of

government. The mayor and council members are elected

by the citizens and perform legislative duties for the city,

and the city manager helps with day-to-day operations

as well as implementing policies set by the governing

body (mayor and city council). The city council and mayor

typically meet once a month and the council might have

several committees representing different goals and

areas for the city. Most of the cities within the region have

community development departments that develop and

implement codes, regulations, and growth management

plans; they typically report these to their city managers.

No single entity is responsible for the daily operation

of Kansas City; it requires multiple organizations and

political forces. Members of the community, area

businesses, neighborhood developers, community

organizations, city agencies, appointed boards, city

councils, city managers, and mayors of the region’s

various municipalities all contribute to running Kansas

City.

The streetcar lines were a staple in Kansas

City from the late 1800’s until 1957. They

were owned and operated by Kansas City

Public Service. After 1941, Kansas City

acquired 184 PCC streetcars that were

operated on 25 lines throughout the city.

Operations ceased by 1957. One of the most

famous of these lines, the 56-Country Club

or “The Club” ran on an old steam rail right-

of-way and shared its tracks with electric

freight trains. The majority of infrastructure

and lines have since disappeared.

TRANSPoRTATIoNPATTeRN

The highway system in Kansas City is focused on the junction of two major interstates, I-70 that runs east to St. Louis and West to Denver and I-35 that runs north to Minneapolis and south to Dallas. I-435 runs a in a loop around the metropolitan region to allow for faster travel when going to the Kansas City International Airport or to the southern suburbs of Overland Park, Olathe, or Lee’s Summit. The system came about due to the Federal Aid Highway Act of 1956. This piece of legislator allocated federal funding for the building of the interstate system. The systems are now owned and maintained by State agencies.

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oveRlAND PARK / olAThe

live

live

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office

retail

light rail

alley access

bus auto

main street

bus500’ typical block

INTegRATINgTRANSIT

live

live

live

office

retail

bus

heavy rail

auto150’ building

urrently, bus service through

the Kansas City Areat Transportation

Authority provides 76 routes

connecting various commercial,

entertainment, and residential districts

to each other. We feel that the current

fabric of the Kansas City region will

support an expansion of this system

and integration of other modes.

In an ideal model, collector roads will

service buses and auto traffic while alley

ways and other collector roads have the

capacity to service a light rail commuter

line. Additionally, current train tracks will

service a commuter heavy rail route to the

outlining cities connecting all line to Union

Station just south of Downtown Kansas

City, MO.

C

SCENARIO DEVELOPMENT EXTENTS

SCENARIO A: AUTO ORIENTED

SCENARIO B: BUS ORIENTED

SCENARIO C: LIGHT RAIL SYSTEM

SCENARIO D: MULTI-MODAL SYSTEM

MAJOR ROADWAY

DeveloPmeNTAlImPACTm

SCENARIO DEVELOPMENT EXTENTS

SCENARIO A: AUTO ORIENTED

SCENARIO B: BUS ORIENTED

SCENARIO C: LIGHT RAIL SYSTEM

SCENARIO D: MULTI-MODAL SYSTEM

MAJOR ROADWAY

odes of transit have differing

impacts on the developmetal pattern of

an area. Assuming Hypothetical City

“A” already has a high density urban

center, these conceptual diagrams

examine the relationship between

density and outward expansion by type

of transit oriented development (TOD)

based on several key assumptions:

1) Bus oriented development exhibits

focused areas of mid-to-high density

TOD’s around stops, but does not tend

to create corridors.

2) Light rail oriented development

creates high density TOD’s that includes

corridors, but has limited coverage

3) The development of major multi-

modal transit hubs allows for expanded

coverage and more high density

development.

LOW DENSITY DEVELOPMENT

MEDIUM DENSITY DEVELOPMENT

HIGH DENSITY DEVELOPMENT

ACTIVITY HUB

MAJOR ROADWAY

FIXED BUS ROUTE

MAJOR TRANSIT HUB

MINOR TRANSIT HUB

LIGHT RAIL LINE

AUTO ORIENTEDBUS ORIENTED

LIGHT RAIL SYSTEM MULTI MODAL SYSTEM




ACTIVITY HUB

MAJOR ROADWAY

FIXED BUS ROUTE

MAJOR TRANSIT HUB

MINOR TRANSIT HUB

LIGHT RAIL LINE






ACTIVITY HUB

MAJOR ROADWAY

FIXED BUS ROUTE

MAJOR TRANSIT HUB

MINOR TRANSIT HUB

LIGHT RAIL LINE






ACTIVITY HUB

MAJOR ROADWAY

FIXED BUS ROUTE

MAJOR TRANSIT HUB

MINOR TRANSIT HUB

LIGHT RAIL LINE






ACTIVITY HUB

MAJOR ROADWAY

FIXED BUS ROUTE

MAJOR TRANSIT HUB

MINOR TRANSIT HUB

LIGHT RAIL LINE



AUTo

lIghT RAIl mUlTI-moDAl

bUS

The CATAlyST +500,000

“A city is defined by the character of its citizens”

POPULATION

KCMET1950 1960 1970 1980 1990 2000 2010

1964

2000

2020 2030

r

population 2,400,000 by 2030

1960’s

1980’s

1840 1850 1860 1870 1880 1890 1900 1910 1920 1930 1940

Large Sewer District Expansions

1853

Northland Annexation (122 Sq. Miles)

KCMET population 1,900,000

Large Rural Water District Expansions

1925 JC Nichols Country Club Plaza

1869 Opening of the Hannibal / St. Joseph’s Railroad Bridge

1880 KCMET population 384,000

KC Incorporated

500,000

1,000,000

1,500,000

2,000,000

2,500,000

100,000

250,000

+500K

21.2

MIL

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4.1 M

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3.9 M

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3.0 M

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3.0 M

IL

2.6 M

IL

2.6 M

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1.9 M

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2030

M F

85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14

5 - 90 - 4

15% 10% 5% 0% 5% 10% 15%

2000

M F

85+80 - 8475 - 7970 - 7465 - 6960 - 6455 - 5950 - 5445 - 4940 - 4435 - 3930 - 3425 - 2920 - 2415 - 1910 - 14

5 - 90 - 4

15% 10% 5% 0% 5% 10% 15%

ALL RACES

KCMET2000

50%100%

200%

400%

2005 2010 2015 2020 2025 2030

0 - 1920 - 3940 - 5960 - 7980+

Demographic ratios indicate that the total population of all races in the Kansas City Metropolitan region will have a slightly decreasing median age, and a slightly increasing gender ratio, pointing to a roughly 1% increase in the proportional share of the total male population.

Projected cohort growth as a percentage of the population models steady growth in all cohorts, with the largest total percentage increase in the 60 - 79 age cohort followed by the 20 - 39 primary working cohort. In addition, a large upturn in the percentage share of the 80+ population of all races appears in 2030.

20

00

20

3048.96%

19.17%68.13%

Youth Dependency RatioAged Dependency RatioTotal Dependancy Ratio

Masculinity RatioFeminity RatioGender Ratio

Male Median AgeFemale Median AgeTotal Median Age

48.80%51.20%95.30%

33.9236.2635.16

47.84%19.94%67.78%

49.73%50.27%98.92%

33.4934.5834.02

Population pyramids show the development of a cylinder in the 29 and younger cohorts, indicating decreasing fertility rates.

Population pyramids show an increase in the share of the elderly population as a percentage of the total population despite the slightly decreasing median age.

23

1Projections indicate that the racial composi-tion of the Kansas City Metropolitan Region is not significantly different in 2030, and therefore will not result in any sort of change in development patterns. However, the structure of the growth in all races are occurring primarily in the 60-79 cohort--a cohort that tends contains what developers refer to as “the golden mix” of money and free time.

One of the largest development factors affected by population structure is diversity of housing. The structure of a region’s housing stock, it’s diversity of type, price, size, and location, are all market driven as a result of the populations’ wants and needs.

The types of communities developed, and the factors leading to their development are determined by the structure of the region’s population according to their wants and needs.

We feel these projections indicate that the Kansas City Metropolitan Region should expect a population in 2030 with an essentially even gender split, declining dependancy ratios, and a much larger percentage of 60+ residents. Given these changes, we feel the Kansas City Metropolitan Region will have sufficient need to begin providing a much more diverse housing mix. In addition, the region should expect a population much more interested in walkable, mixed use, and above all, connected communities with easy access to area amenities.

Amenities are playing an increasingly important role in American cities. Whether built, or ecological, the population of a region and its structure are among the largest determinants of what/how amenties are accessed, and what amenities developers provide.

ALL OTHER RACES

KCMET2000

50%100%

200%

400%

2005 2010 2015 2020 2025 2030

0 - 1920 - 3940 - 5960 - 7980+

RACIALCOMPOSITION

IMPACTSON DEVELOPMENT

81%

6% 13%

76%

8% 16%

WHITEBLACKALL OTHER

DIVERSITY

COMMUNITY

AMENITY

n addition to the changing structure of

the population, current plans for deveopment

in the Kansas City region are inadequate.

Using site visit interviews and research, the

design team has identified that the individual

municipalities within the Kansas City region

have planned for a projected total increase

of population of 300,000 people by 2030,

not including unincorporated land.

Evaluating each city’s Comprehensive Plan

or Future Growth Plan revealed potential

residential developments suitable for the

success of the community. Residential

development including low-, med- and high-

density areas as well as future developable

areas synthesized from this research are

identified to the right.

Breaking down the 300,000 people, Kansas

City, MO is projecting an increase of 33,000;

Lenexa, KS is projecting 25,000; and Liberty,

MO is projecting 15,000. The highest

projected populations in the region are

Overland Park, KS with 43,000 followed by

Lee’s Summit, MO at 40,000.

This leaves an additional 200,000 people

locating within the region that cannot be

supported by currently planned development

projects.

CURReNTPlANSI

Developed Area

Low Density

Medium Density

High Density

Future Developable Area

A PlAN FoR The FUTURe Re-eNvISIoN KC

A PlAN FoR The FUTURe Re-eNvISIoN KC

“Reconnecting communities across the region”

Denver-Boulder

Los Angeles

Wichita

Lawrence

Dallas-Fort Worth

Saint Louis

Spring�eld

OmahaChicago

New York

Re-Think Kansas City...recognizing Kansas City as an employment center, destination center, education center, the lower cost of living, the characteristics and attitude of the Mid-West and a growing metropolitan area

WE AREKANSAS CITY!

Re-Envision Kansas City...from a collection of autonomous cities and municipalities to a well-connected, interdependent region, serving various travel markets (e.g. commuters, tourists, traveling business class, students). Accessible public tranist means that each city can cooperatively develop a niche service at the scale of the region.

We AreKCMO!

We AreBonner Springs!

We AreLee’s Summit!

We AreGrain Valley!We Are

Overland Park! We AreGrandview!

We AreRaymore!We Are

Belton!

We AreOlathe!

We AreLenexa!

We AreShawnee!

We AreEdwardsville!

We AreLeawood!

We AreKCKS!

We AreGladstone!

We AreSmithville!

We AreNorth KCMO! We Are

Liberty!

We AreBlue Springs!

We AreIndependence!

RR

Re-Tool Kansas City...integrating transportation systems before leap-frogging them with new systems. Redundancy will amplify e�ciencies in each mode of transportation

To Chicago

To Saint Louis

Kansas City1900Rail

To Dodge City

Kansas City1960

Highway

Kansas City1960

Interstate

Kansas CityFUTURE

Integrated Transportation

METRICSStreets/Public Space

P

TODPLANNINGTOD requires pedestrian-friendly street networks with both high connectivity and proximity among destinations. Well-designed pedestrian facilities and civic spaces are important anchors in creating desirable public environments around transit stations.

BlocksBlock sizes lose their capacity to support pedestrian activity above 500 feet, or seven acres, and ideally should be less than three acres or approximately 400’X300’.

ParkingSince parking is often the largest land use, urban parking strategies attentive to foot-print, street frontage, and location, must balance parking needs with the creation of a desirable pedestrian-oriented environment.

Employment CentersResidential and employment land uses are significant determinats in creating ridership. Substantial ridership increases occur once employment centers concentrate 125 employees per acre in TOD neighborhoods.

Commercial/RetailAccording to the Urban Land Institute, the primary role of retail and service functions in TOD districts is their “amenity contribu-tion” in the creation of great places for living and working. Outside of large retail agglomerations like malls and big box power centers, retail on its own will not generate notable ridership...”retail follows rooftops.”

Transit StationCommercial uses, housing, employment centers and civic centers should be within walking distance (half-mile) of transit stops. Transit stations may become activity centers within TOD districts rather than single-use constructions relegated to district margins.

HousingAll market grades of housing with a mix of type, density, and cost should be devel-oped in TOD districts to create social and economic viability.

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Stacked Housing

Pocket Parks

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City Park

Public Space Nodes

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ansit S

hed

accessibility enhances walkability among land uses through mixed-use development, higher densities, and pedestrian-scaled street networks

planning within the transit shed should support “accessible” development patterns

“Planning for a sustainable future”

IDeNTIFyINg NATURAl ReSoURCeS

ince 1982, the Kansas City

metropolitan area population has

increased by 17 percent, to nearly 1.8

million1. During the same time period,

developed land area increased by

approximately 37 percent, more than

twice the population growth. Like many

other cities across the nation, the Kansas

City area needs to focus on conserving its

natural resources and educate its citizens

about the negative qualities with the loss

of green space and the many benefits

they draw from nature.

When communities construct buildings,

sidewalks, and paved parking lots, the

lost vegetation and covered soil can no

longer mitigate and convey stormwater

naturally and without the system to

convey and absorb the rainwater,

flooding will occur. The conventional

solution is to use more concrete to

divert runoff to storm drains, where it

concentrates and eventually discharges

into rivers and streams, along with all

the pollutants, chemicals and debris that

flowed into the storm drain. These massive

discharges into natural streams cause bank

erosion, channel cutting and flooding

downstream, all the while producing

a general disruption in the ecological

function. Development patterns are altering

the habitats of the natural ecosystems. In

some communities only small remnants of

open or green space remain. When green

space is present, it is seldom connected to

other vegetated areas in ways that would

allow people or animals to migrate from

one green area to another. The many social

amenities that open or green space, trees,

wildlife and vegetation can provide are

lacking where most people live and work.

NATURAl ReSoURCeSINveNToRy

S

To make a change, communities

can no longer rely on implementing

conventional approaches and expect

results. Communities have always

understood the need for infrastructure,

the need for power lines, water lines,

sewer lines and road and highway

networks. What communities need to

recognize now is the need for ‘green

infrastructure’, or planned, managed,

interconnected network of open space

corridors, like waterways, wetlands,

forests, grasslands, woodlands;

conservation lands like parks; and

adjacent, working lands like farms

and ranches. Green infrastructure

provides functional assets that cleanse

and improve air and water quality,

stabilize streams and waterways, reduce

flood risks, protect wildlife habitat

and ultimately provide the framework

for developing sustainable urban

communities that are connected to

nature.

NATURAl ReSoURCeSINveNToRy

One way to begin implementing green

infrastructure systems is to build a Natural

Resource Inventory (NRI) - a catalog of

existing (and/or planned) natural resources

(i.e., wetlands, grasslands, woodlands,

forests, etc.). Within the Kansas City region,

the Mid-America Regional Council in 2003,

began analyzing the natural resources in

the Kansas City metro area. Their inventory

found that 22 percent of the metropolitan

region retains conditions that may harbor

good and, in many locations, high-

quality vegetative communities worthy

of conservation2. An NRI map provides

information about the community’s natural

resources, such as wetlands, forests, streams,

woodlands and grasslands. With these NRI

maps community’s can plan effectively

for future development that coincides

with nature and also for creating a green

infrastructure network like the MetroGreen

trail.

Upland Resources consists of Forests, Woodlands, Grasslands, and Cultural or Sparsely vegetated lands:

ForestsMostly closed canopy, deciduous, juniper and evergreen trees, often

mature, includes former savannahs on south to west facing slopes

Woodlands More open than closed canopy deciduous trees, often immature

Grasslands Often containing native wild plants, may include Conservation

Resource Planning plantings

Cultural Grasslands Grasslands planted as domesticated grasses or formerly cultivated

land reverting to grassland and/or brush

Agricultural Lands Used as farmland (Specific to Jackson/Johnson counties)

Steep Slopes Areas of land with slopes greater than 25 percent

NATURAl ReSoURCeSUPlANDS

0 6 12 183Miles

1 in = 8 miles


County Boundary

Upland Resource Compilation


MARC Planning Region

NATURAl ReSoURCeSUPlANDS

Lowland Resources consists of Hardwood Forests, Wetlands, Open Water, Open Water and Flood Zones:

Hardwood ForestsOpen to closed forest canopy in wooded or wetland areas

Wetlands Wetlands without a closed canopy; includes brush and scattered trees

Open Water Standing water for a significant part of the year

Flood Zones Areas that within the 100 and 500-year flood zone as determined by

Federal Emergency Management Agency.

NATURAl ReSoURCeSlowlANDS

0 5 10 152.5Miles

1 in = 8 miles


County Boundary

Lowland Resource Compilation



NATURAl ReSoURCeSlowlANDS

NATURAl ReSoURCeSCombINeD

Combining the Upland and Lowland resources compilations on a single map results in the white space representing areas that are not included in the natural resources inventory. Theoretically, this means that the white space represents land that is suitable for development within the region.

Ultimately, a natural resources inventory is a tool that:

1) Helps us mitigate our impacts on natural land

2) Helps us plan for and provide appropriate accessibility to natural lands

As natural, undeveloped land becomes an increasingly scarce amenity, planning for the protection and preservation of what’s remaining is becoming increasingly necessary.



Park Boundary



0 5 10 152.5Miles

1 in = 8 miles


Park Boundary




NATURAl ReSoURCeSCombINeD

DeveloPINg KANSAS CITy

“factors combining in complex ways to create surprising futures“

Eighty-percent of the built environment projected to exist by the year 2050 has not yet been constructed...now is the time to shape the future of the Kansas City region2009 Kansas City Metro

2030 Sprawl Growth Scenario

rail

urban in�ll

2030 Smart Growth Scenario

Automobile DependentTRAFFIC CONGESTIONIncreased Land ConsumptionDecrease in natural open spaceDecreased air qualityDis-connected communities

or

Pedestrian-friendly communitiesIncreased housing optionsReduced Transportation costsCONNECTED, HEALTHY COMMUNITIESIncreased choice of transit options

cenario one represents a low

density development strategy. In

quantitative terms, this is a development

density of approximately 1-5 dwelling

units per acre. This development scenario

is characterized by an extensive roadway

network linking large neighborhood

developments. The physical environment

within these zones is purely auto-

oriented. Drive-thru’s, surface paking, gas

stations, auto shops, buildings with large

set-backs, and busy streets dominate the

landscape. Buildings typically range

from 1 or 2 stories up to a maximum of

4. Additionally, the distances between

developments and noticeable lack

of public gathering places indicates

that walkability is an afterthought.

According to the 2000 Census, the

average household size in the Kansas City

Metropolitan Statistical Area was 2.53

persons. Developing in the 1-5 Dwelling

Units per acre range for 500,000

SCeNARIo oNeAUTo-oRIeNTeD

persons therefore represents anywhere

from 39,500 - 198,000 acres. Using

this assumed amount of land area, the

light red area on the following diagram

approximates the new land developed

in the Kansas City region as of 2030.

Furthermore, as this diagram illustates,

this scenario cannot feasibly provide for

protecting identified natural resources

in light of the acreage necessary to

accomodate 500,000 new people.

In addition to the obvious environmental

impacts, a second drawback to

this development scenario’s lack of

connectivity is the likely political

impacts of the further fragmentation of

the Kansas City region’s people. This

dispersion of the population is likely to

further complicate the decision-making

environment and reduce efficiency in the

region.

S

SCeNARIo oNeAUTo-oRIeNTeD

This represents a typical commercial development in an auto-oriented development scenario: one-to-two stories and clustered in large areas of single use. There is a clear priority of providing surface parking and minimal concessions for pedestrian traffic outside travel between stores.

This represents a typical residential development in an auto-oriented development scenario: one-to-two story single-family homes disperesed throughout plotted subdivisions. Similar to the typical commercial development, these homes are lumped into large areas of single uses. Note the prevalence of private lawns and the absence of alleyways, front porches, and public green space.

SCeNARIo Two mUlTI-moDAl

our second development scenario

is multi-modal transit based and focuses

on three major components. The first

component of our second development

scenario is an emphasis on higher density

development, ranging from 6-21 units/

acre. The benefits of this are clearly

represented by surface area required. A

higher development standard will greatly

reduce the amount of land required

for the additional project growth for

Kansas City of 500,000 with this density

range consuming only 9,500 - 33,000

acres. The second component of this

development strategy is a focus on

urban infill. Many areas of the Kansas

City region are run down, abandoned

and have massive parking lots which

are not needed and typically empty. In

addition, this infill will act to revitalize

the Kansas City region’s core and attract

more central development. The third

component of the this development

scenario is an emphasis on connectivity.

This particular system will consist of a

bus rapid transportation system which

will mainly route between major nodes

such as communities and public spaces.

commuter rail will serve residents

residing in the exisitng lower densities

surrounding the downtown core and

provide a superior option to driving. The

core will also feature a light rail system to

provide urban-level service transit in the

core.


The last key component of the second development scenario is the identification and preservation of natural resources. Using the results of the natural resource inventory, this development scenario is conscious of the regions natural resources and develops with respect to protecting and preserving these amenities while still providing access where it is safe and prudent to allow for it. Using transit to encourage connectivity provides residents with convenience and amenity in a high-density housing. It is crucial to maintain this level of service to support and perpetuate development at higher densities and subsequently limit the consumption of undeveloped land.


Legend



Park Boundary



0 5 10 152.5Miles

1 in = 8 miles

Urban Core Station

Urban Neighborhood Station


Park Boundary

Urban Core Station

Urban Neighborhood Station





wAlKAbIlITy

NNeCTIvITyCo

mIxeD USe

hIghDeNSITy

“enhancing community potential and identity”

ChANgINg The SCAle

lee’S SUmmITmISSoURI

lIbeRTy mISSoURI

CRoSSRoADSKC, mISSoURI

lee’S SUmmITmISSoURI

Lee’s Summit and Liberty, Missouri represent a typical community in the Kansas City region. These case studies examine how our identified development scenarios manifest themsevles within the context of this typical suburban community.

Crossroads in Kansas City, Missouri represents the typical urbanized community of the Kansas City region and is rife with urban infill opportunity. This case study examines how our development scenarios fit within the context of urban infill opportunities.

STREET NETWORK

FOLLOWS HOMES

EXISTING HOUSING, EQUAL SPACING

AND NO HIERARCHY

HOUSING NOT IN USE OR

ABANDONED

SEGMENTED GREEN SPACE CORRIDORS

This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.

What should happen in an auto oriented development pattern in the next 30 years is the decrease in density and occupied housing. As places in massive neighborhood are built people will move in while housing is cheap and as prices increase move farther out leaving many houses for sale and not in use. Also as houses deteriorate people will abandon them and leave for other areas of cheap housing creating an even low density pattern. As the top image shows the human foot print is huge as heavy segmented green areas are left from the wake of development.

lee’S SUmmITexISTINg DeveloPmeNT

lee’S SUmmIT AUTo DeveloPmeNT

HIGH DENSITYZONE

APARTMENT CONDOS

ROW HOUSES

PUBLIC GREENSPACES

SINGLE FAMILY DETACHED

MED. DENSITYZONE

GRID STREET NETWORK

STREET NETWORK

FOLLOWS HOMES

EXISTING HOUSING, EQUAL SPACING

AND NO HIERARCHY LOW DENSITY

ZONE

This diagram shows the existing conditions in Lee Summit a prime example of what could be an urban neighborhood. What happens in most suburbs around Kansas city is extensive single family housing in massive planned neighborhoods. The road structure follows the houses which is a problem because it does not offer any advantages to successful planning. It also puts a tremendous demand for energy as low density housing consumes the most energy compared to any other urban form. As you can see in the diagram every resident has their own driveway, backyard and plot of land.

Places like Lee Summit that currently have the population to support correctly planned developments which can make ideal places to live with an urban neighborhood feel. In this diagram a light rail and bus system lines are introduced. The street system has been reworked to create a clear hierarchy of arterial roads and private roads, keeping people that don't live in certain areas off of inner roads. The highest density development will occur along transit lines where people will want to walk to their destinations. Although there is still an opportunity to give people a choice from row homes to single family while increasing density. Green spaces are less fragmented and are public spaces. This site alone would more than double in the number of housing from around 200 to around 500 residents. Development like this can occur on new sites as well as more in-fill situations for existing sites to mitigate sprawl.

lee’S SUmmITexISTINg DeveloPmeNT

lee’S SUmmIT mUlTI-moDAl DeveloPmeNT

Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.

If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.

lIbeRTyexISTINg DeveloPmeNT

lIbeRTyAUTo DeveloPmeNT

Existing Parking

Existing Single Family Housing

Existing Road Network

Existing Commercial

Buildings

Expansion of Parking Lot Surfaces

Expansion of Low Density (non-cluster) Commercial Buildings

Many small suburbs of Kansas City have an existing shape like the diagram shown here. A small commercial core which is surrounded by single family housing. Housing in this diagram showing Liberty, KC is fairly close to the street maximizing green space which is a success and will be preserved. However the parking which covers about half the surface area in the commercial core is unnecessarily forcing people to only purchase single family houses and then drive to their destination in the Kansas City core. Barely any of the lots in the Liberty commercial core are more than 1/4 full which shows a lack off need for existing parking lots.

If an auto oriented city design is continued in the future a few things will most likely occur. The first is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with current housing causing some homes to be torn down. Second it will add to the square feet of impervious surfaces within the city causing runoff mostly towards surrounding housing.

lIbeRTyexISTINg DeveloPmeNT

lIbeRTymUlTI-moDAl DeveloPmeNT

Existing Parking

Existing Single Family Housing

Existing Road Network

Existing Commercial

Buildings

Medium Density Row Homes Lining Streets

Purposed Clustered Park and

Ride Parking Commuter Rail Hub

Commuter Rail Line

Clustered Future Commercial Around

Transit Node

Additional Streets in

Core

The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental

and a lack of green spacesdue to the excess of pavedsurfaces.

exISTINgDeveloPmeNTCRoSSRoADS

If an auto oriented urbandesign is continued in the future a few things will

is the addition of commercial buildings at a low density development and a maximum number of parking lots. This will impede with surrounding quality of living causing people to move out of the.urban area. Buildings will become vacant and decrease the economic value of the area. Second it will add to the square feetof impervious surfaces within the city causing

AUToDeveloPmeNTCRoSSRoADS

ExistingCommercial

Buildings

ExistingRoads

ExistingRoads

ExistingBuildings

Reduction of Buildings from Sprawl

ExistingCommercial

Buildings

The urban area in Kansas City has an existing shape like the diagram shown here. A commercial arts district with almost 50% land area occupied by parking lots.Buildings in this diagram are fairly close to the street and fragmented with minimal green spaces.Multiple major arterial roads extend through the area connecting to major destinations. Environmental

and a lack of green spacesdue to the excess of pavedsurfaces.

exISTINgDeveloPmeNTCRoSSRoADS

ExistingRoads

If an multi-modal scenariodesign is implemented in the future a few things will

is a hierarchy of the builtenvironment and with theaddition to a intensivetransportation system. Second, high-rise buildings of commercial and mixed-use development can be implemented in existing spaces that would otherwisebe used for automobile parking. This will increasethe built environment to approximately 70% buildingmass. Development will also preserve the historic feel and strengthen the arts characteristicts of the district.

DmUlTI-moDAl eveloPmeNTCRoSSRoADS

ExistingRoads

ExistingBuildings

Purposed Buildings

High RiseBuildings

ResidentialBuildings

Transit Corridor

BusNetwork

Bus and Light RailNetwork

“make no small plans”

CoNClUSIoN

The Kansas City region is rapidly approaching a breaking point. The two futures for the Kansas City region presented in this volume represent two drastically different development patterns. Above all, this analysis indicates that failing to alter current developmental trends threatens to undermine the Kansas City region. Now is the time to shape the future of the Kansas City region, and a cohesive, connected, and sustainable future is not out of reach. As Daniel Burnham so famously said, “Make no small plans.” We believe the Kansas City region has the capacity for big plans, and we hope that the vision of reKonneCt 2030 is the stepping stone for the expansion of much grander plans.

reKonneCt 2030

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