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Northside Reconnected: A Vision for the North Loop

The refined vision for the North Loop that I produced made some alterations to the original draft. Upon further investigation of certain sites, some ideas had to be scrapped or retooled, such as the rotaries connecting the east and west ends to the highway.

However, some ideas were expanded. In the Infill and Realignment map below, I showcase development opportunities were the North Loop to be covered and made into a transit corridor. These expand even as far as four blocks away from the loop, where parking lots and vacancies dominate the landscape.

Some parcels were given special attention instead of the entire block. Some easements were added or redrawn to allow for better use of space, such as between the 600-602 Parking Garage and the Holiday Inn, both fronting Admiral Blvd.

Thinking about land use, most of the development closest to the transit center (which I’ve positioned on top of the present-day Delaware St. Bridge) would be mixed-use, mid- to high-rise. This would match the form of much of the area, and act as a good transition to the neighborhoods outside the Central Business District.

Some outliers to this pattern can be seen in the parks places at the west end of the corridor and between Walnut and Grand, just north of Independence. Additionally, some areas would do better as just commercial or just residential, especially as that pattern of separation starts to naturally take place in areas like the River Market or Columbus Park. Some light industrial uses would all make sense in the far eastern part of the site, where that is already a pattern. However, the Paseo West district should not remain just light industry. That’s why I’ve suggested the introduction of small apartments and dense attached and detached single family homes in that area as well.

Phases for the project should be divided into four main parts. The first would begin construction of the highway cap over the transit center, and would close the loop to bus and truck traffic. The second would finish the western development and make a conclusive decision about how to redesign the I-70 gateway. The third portion would dismantle the MO-9 highway up to 3rd street, and the 4th would finally address the behemoth of the eastern cap. Additionally, each of the phases of this project would include an effort to spur growth on adjacent lots and blocks with potential (depicted in muted version of the same color as each phase).

Below is a picture of the transit center and some of the surrounding building massing, looking north. The station itself is loosely based on the Transportation Building by Louis Sullivan that was presented at the 1893 Chicago World’s Fair. In addition to that inspiration, it also calls up the design of the Denver Union Station transit hub, which connects passengers from the station at ground level to a busway that passes underneath going in perpendicular direction.

The Transportation Building, designed by architect Louis Sullivan – 1893 Chicago World’s Fair.

The above-ground portion of the station would have two drive lanes separated by medians on either side, flanked by two lanes for streetcar and buses. Trees, bushes, benches, and tables could fill the pedestrian plaza outside, but passengers could also take refuge under the roof of the transit center, even accessing shops, rest areas, and bathrooms indoors.

The transit center would be open-air to allow for pedestrians and vehicles to pass through it freely, but would include portions on either side that would be enclosed and air-conditioned. Additionally, it would have a vaulted skylight above.

Delaware Street looking north.
Same view as above, section diagram.

Overall, this project would be a massive undertaking, but in the words of one of Louis Sullivan’s contemporaries: “make no little plans”. Perhaps this or similar visions of the North Loop will not come to pass. Beginning big can have its upsides though, even if it means eventually arriving at something more realistic. It will take extraordinary revenue to make a return on this investment worth it, but that revenue itself requires extraordinary investment. So let us aim high in hope and in work, and build a new Northside; one worthy enough to carry on the legacy of the old.

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Development Opportunities in the North Loop

The North Loop presents a great many difficulties in terms of how it might be redeveloped. The highway trench varies in depth at different intervals. The burms that flank it also vary, not only in depth but in length. Were they to be turned into blocks, they would be obscenely short, probably only long enough to contain one building until reaching the highway right of way. Another issue is found in the connections to the east and west, where the new development would connect to the remaining highway. Most optimistically, however, this project presents several opportunities to increase the scope from just redeveloping the trench to reconnecting several disparate communities and spurring growth downtown at large.

Firstly, to tackle the problem of short blocks and uneven terrain in the trench, I resigned myself to capping the highway. While this would require considerable earth-moving and would probably count as the highest expense for this project, I believe it is the only way to maximize use of this space.

Larger blocks will allow for greater development and better connection between the communities of the River Market and the CBD. It would also help encourage developers to repurpose the vacant or underutilized sites adjacent to the loop, such as the parking lots near 7th and Main Streets.

The North Loop not only steals value from the land to the north and south, but to the east and west. To the east, to accommodate several diverging directions of traffic, more and more blocks had to be torn asunder over the years. The gash that remains creates a canyon even more massive than the difference in distance between 6th street and Independence Avenue. This radical destruction of a junction of historic neighborhoods requires a radical solution to repair it, and that means continuing the cap.

Proposing not only to cap the North Loop, but to continue the cap across to the Paseo West neighborhood is not an easy ask, but ultimately if we are to revive these once-cherished places, we have to heal the wound that brought them low. The proposed cap on the east side would go as far North as Independence Avenue and far south as 10th Street, producing between fifteen and twenty new blocks of housing, commercial development, parks, light industry, office space, and small business incubators. While the upfront cost to build this infrastructure would indeed be staggering, the long-term return on investment could be massive.

However, this cap has the potential to interrupt highway traffic, so how might it handle that? To the north, where Independence meets Troost, a rotary could be installed that allows southbound traffic to exit into downtown. This rotary could also allow for downtown traffic to use the freeway by building a flyover across it that connects going northbound. A tight half-diamond interchange at 10th street would allow northbound highway traffic to exit into downtown, and for downtown traffic to enter going south.

Example of a tight diamond interchange. Red highlights the half that 10th street interchange would use.

To the west, connecting to I-70, another rotary could be placed beneath the existing flyovers. Some realignment of highway exits would be necessary to accomplish this redesign, but ultimately traffic would be able to freely flow in all directions but into the tunnel underneath the new highway cap.

This right of way would be restricted to buses and truck traffic to accommodate the necessary flow of bus rapid transit system, which would have a station underneath the former Delaware street bridge.

In addition to these major changes to the loop, others could include: realigning Oak Street as it approaches the former Heart of America Bridge, bringing MO-9 Highway to grade (and reusing the earth for part of the infill of the loop), and adding two connections to the west bottoms via the streetcar and a funicular.

The trends and momentum of the South Loop project, the KC Streetcar, and the Bi-State Sustainable Redevelopment Corridor support this development. The success of the streetcar alone has shown the immense power of infrastructure and transit investments to spur economic growth downtown.

In the past twenty years, combined land and improvement values (measured in constant dollars) has skyrocketed in the south part of the loop. The “streetcar tax” that patrons of downtown businesses pay, has resulted in the service being free to use for everyone. Cordish has also made waves building luxury apartment properties in the form of One, Two, and Three Light. Clearly there is money to be made downtown for those willing to invest in it.

Among the new blocks produced by capping the North Loop and those vacant or underutilized parcels nearby, I envision primarily mixed-use housing, commercial, and office space, with housing taking priority. These could take the form of the contemporary platform development (five-over-ones) or they could be high-rises. As new development approaches the river market, however, massing should gradually diminish to match the scale of those buildings. The uses can still be mixed, but buildings should be no more than four or five floors tall.

Towards the east the same should be true. Closer to the government district and the east village buildings should take a greater size, but as they fan out in the directions of the Paseo West and Columbus Park neighborhoods, they should become smaller while remaining densely packed. Those neighborhoods could also see some greater separation of uses, particularly in terms of residential development. Single family detached homes, townhouses, small apartments such as four and sixplexes should dominate those neighborhoods, with compliment from neighborhood commercial.

These would give residents several different options for housing accommodations, while still all being within a few miles of the amenities provided by downtown. With luck, this would create a snowball effect of further and further development, funded by further and further habitation downtown, but in order to begin that trend, we must first make the North Loop someplace people want to live.

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North Loop Pedestrianized Transit Hub- Final Project

Creating something out of nothing is a hard task when taking into consideration the needs of the neighborhood, city, and metro areas. That is why I propose the idea of Pedestrianizing the North Loop of Kansas City and making it into a metro wide transit hub.

The amount of development that can be used within the grounds of the North Loop could generate more tax revenue, connect the neighborhoods back together, and create a safer environment for those around. The Existing Land use is purely to buffer the interstate from other pedestrians. Converting the North Loop into development means creating an extended downtown mix use development, adding green space within and densifying the residential community to the East. By doing this we would have to create one lane going east and west for BRT transit or regular bus lines to converge in the center picking up people to go all over the city. This leaves cars to use the South Loop and be granted access through Independence Ave.

To start this decades long project, we would start by building the transit hub that would house multiple passengers and multiple bus routes a day along with creating High to medium density housing to the east. It is far enough from the Loop to not worry about unpleasant noise, but still close enough to walk to the transit hub. After the transit hub is completed, we would then start constructing development around the hub. Small businesses, restaurants, necessities, etc. creating this atmosphere of belonging inspired by the San Antonio Riverwalk. Development will utilize the flat land already made from the highway, but still offering a unique placemaking experience with the 30 degree hill incline.

The Loop itself will consist of a main level providing shade, a shelter from the elements, and rideshare information with another small building mainly for streetcar information. The 2nd level with elevators or stairs leading up to the bridges where other main bus lines or the streetcar pass. In between the 2 buildings there will be greenspace for pedestrians to sit or stand while waiting for their next form of transit. The bus lines that go throughout the metro will meet at this transit station. Going as far north as the KCI airport to south Johnson-Quivira. Other rapid transit bus lines should fill in throughout the day to deal with rush hour traffic as well.

The total cost of this project would be around $75 to $200 million dollars if we included everything from pedestrian improvements, development, and other infrastructure.

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Development Opportunities Blog – North Loop

Most of the transit oriented development opportunities I chose to entertain as a priority for the North Loop Redevelopment Project find themselves located adjacent to the planned Transit Hub location I chose, Which is sandwiched between 6th St and Independence Ave on the Main-Delaware Bridge where there’s already KC Streetcar infrastructure built. The primary reason I made this area the focal point of my development opportunities is to ensure usage of the Transit Hub through its close proximity to high density housing developments. I also plan on implementing space housing along the proposed BRT route within the North Loop Corridor but this will act as secondary priority for the project as a whole.

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Final presentation blog – North Loop

This project has addressed many of the past generational planning errors that have negatively impacted Downtown Kansas City, and aims to conceptualize and implement key transit oriented and connective infrastructure improvements in order to revitalized the Bi-state corridor as defined my MARC.

Key Project Features/Goals:

  • Facilitate circulation of multiple types and examine connectivity and use by transportation mode.
  • Provide a reasonable timeline and design guide for a potential Transit Hub development while repurposing existing North Loop Infrastructure.
  • Design spaces that appeal to people utilizing form-defined space at a human scale.
  • Selectively increase/decrease development at key moments facilitating mass transit connectivity and non-motorized modes of transportation.

North Loop Site Plan and Regional BRT Alignment

Transit Hub Site Plan and Surrounding Development Design

Project Phasing and Cost Analysis

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Final Presentation

The North Loop in Kansas City, Missouri is between the Downtown area and River Market. The Downtown Loop was built in the early 50’s with a vision of creating fast transportation around the city. In doing so, River Market, Columbus Park, and Downtown were separated and no longer safe for pedestrian and bike accessibility. The vision for the highway quickly turned into a safety hazard and an obstacle for pedestrianism.

My final proposal for the redevelopment of the North Loop is to build onto the existing infrastructure and pedestrianize most of the area that is currently taken up by the highway. Instead of demolishing the highway in its entirety, I will be proposing that the highway transitions into a transit hub with pedestrian walkways and bike paths on either side. See Figure I and II. The hilly green space would transition into park space as well as be developed into housing and mixed-use commercial development. I have reconnected Independence Avenue to be used as an arterial street, therefore allowing for two pedestrian/bike bridges, Wyandotte Street and Walnut Street, to be used as a safe connector for residents of the area. See Figure III. In order for the pedestrianized area to be activated during the year, my proposal implements canopies and lighting over the walkways, as well as heated benches for the Winter months.

Figure I.

Figure II.

Figure III.

                  Development in the transit hub area would include about 500 units of housing. To combat prices and allow for accessible housing, I am proposing a Mandatory Inclusionary Housing policy. This policy ensures that any new development must include a portion of permanently income-restricted affordable housing units. The policy would apply directly to development on either side of the North Loop Corridor. All development would be accessible from both sides of the building at differing heights, the pedestrian walkway as well as Independence Avenue. Residential buildings would be no more than 4-stories and most likely implemented as row houses to buy and/or rent. Mixed-use residential and commercial development would be no more than 4-stories and provide goods and services as well as apartments and condos to buy and/or rent. See Figure IV.

Figure IV.

The North and South side of the North Loop are in Community Improvement Districts; however, the loop itself is not part of this tool. My proposal includes extending the Community Improvement Districts to cover each side of the North Loop; therefore, development could be partially funded by sales tax revenue. For developers to break ground, they would need to apply for a Request for Proposal. This ensures the community is on board with the project and allows for city and federal funding grants or loans to be awarded for development. Phasing would include three phases: reconnecting the arterial streets, redevelopment of I-70 and I-35 into a transit hub and pedestrian walkway, and finally, the development of residential and commercial space. See Figure V. The total costs of the redevelopment of the North Loop would be  ~$350 million. This cost is based on Public-Private-Partnerships with the city, demolition costs, building material, and land value. To keep costs minimal, my proposal uses as much of the existing infrastructure as possible.

Figure V.

                  In conclusion, the Redevelopment of the North Loop into a transit hub is feasible in many ways. A pedestrianized version of a transit hub allows for connectivity among neighborhoods, accessibility, and an active space that will last generations. Although costly, the land is valuable and desirable for developers. The implementation of the Community Improvement District, Request for Proposal, Public-Private-Partnership, and Mandatory Inclusionary Housing, all ensure that the residents are not enduring any extra cost burden. The space has large potential and will continue to expand the economic success through the city.

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Development Opportunities

The redesign of the North Loop into a transit hub raises many questions regarding the feasibility of the project as well as the intentions of the redesign. In my proposal I am responding to the issue of pedestrian right of ways and usage of the space outside of a transit hub. The North Loop is well-known for minimizing the pedestrian experience, therefore I am proposing the pedestrianization of the North Loop, as well as the transition into a transit hub.

My proposal utilizes the surrounding space as green space with the implementation of art, workspaces, and space for play. My proposal also includes a pedestrian and bike pathway along the transit hub and extending further past to allow for development on either side of the roadway. In addition to the pathway, pedestrian areas that do not align with the transit hub pedestrian access would be separated by a small stream with native plants, catching drainage as well as beautifying the space. By transitioning this space into a pedestrian experience, the North Loop would not only become a space for people to use transportation but would also become a destination space for people of all ages.

In pedestrianizing the area, my proposal also involves transitioning the Wyandotte Street and Walnut Street bridges into pedestrian only right of ways. See Figure I. In doing so, the bridges would act as connectors between River Market and Downtown and make the space overall much safer.

Figure I.

In addition to pedestrian right of ways, my proposal also includes development on either side of the newly designed transit hub. With the idea of transitioning the North Loop into a transit hub as well as a destination, most of the development would be mixed-use, residential and commercial, with a small section by Columbus Park reserved for residential only. As Kansas City continues to grow, we must support the industries that give Kansas City its identity. Therefore, the mixed-use development would include a grocery store, restaurants, coffee and beer roasters, etc.

In conclusion, Kansas City has a great deal to offer, and utilizing the current infrastructure to create beautiful spaces and support the connection of communities is vital in repurposing the North Loop area. The disconnect between Downtown and River Market continues to diminish the interest of the public eye, and reconnecting these communities through a pedestrian-approach would allow for a more energetic and active space.

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Elements of the Public Realm

Elements of the public realm refer to the physical environment within a public space that give the space identity and character. Examples of elements include landscape, signage, entrances, etc.

My element of study in this section was street furniture. Whether that be furniture to sit, lean, or lay down, there are all sorts of furniture in our public spaces that give the space identity. There are also differing types of street furniture when it comes to how the furniture is used in a space. In my analysis, I include six different types of street furniture as follows: moveable furniture, accessible furniture, stationary furniture, aesthetic furniture, furniture for conversing, furniture for resting, furniture for observing, and furniture for play. Figure I.

Figure I.

Analyzing these spaces in terms of elements is important in breaking down the public realm into the simplest of terms. How can we understand why public spaces are successful or unsuccessful without first understanding the basic elements of the space?

                  Through this analysis of the public realm of the North Loop,  I was able to conclude that areas to the North of the North Loop have successfully implemented strategic street furniture that adds to the enjoyment of the space. However, the South side of the North Loop has made small attempts to add street furniture, although the implementation cannot compare to other surrounding areas. The street furniture is mainly implemented in transit stops and outside of residential buildings. Due to this, the public realm faces hardships when it comes to the pedestrian experience.

                  A solution to this issue is to implement more street furniture that are outlined in Figure I. Implementing furniture for conversing, resting, observing, etc. allows the space to be utilized in ways other than transitioning from indoor space to the next indoor space. This simple implementation would spark the interest of pedestrians and bring more density to the area.

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Final Blog – Chris Morales

I wanted to show the proximity of the transit center in comparison to the city, Bi-State Corridor, and 9 counties defined by MARC. This supports the idea of redeveloping the North Loop to have a transit center. It’s located in the center of everything, connecting all the metro area. The North Loop is a hub for transit, Ride KC, bikeways and trails. Adding a transit center will improve and raise utilization for these modes of transportation.

My idea is to keep the highway or trench, which will be the main site of the transit center, capping it and developing on top of it while also infilling the north side of Downtown, Colombus Park, and the rest of River Market. I’m reconnecting Independence Ave and Missouri Ave while adding pedestrian crosswalks on Cherry Ave and Central St.

Exisiting Conditions and Site Plan Board FINALDownload

I was inspired by the Transbay Center in San Francisco when I was brainstorming about KC’s transit center. It’s similar in terms of shape and layout. The name or theme of it is The Connect – North Loop. This transit center will have 2 floors. The 1st floor will be in the trench, which will be the pickup and drop off location of buses. The 2nd floor will have services, and a ride share lot. As far as the 1st floor where the highway is, we will make it more accessible and safer for pedestrians and bikers. There will be road diets, there will not be highway entrances and exits in the north loop, reduce speed.

Transit CenterDownload

Implementation will be split into increments of 5 years from 2025 to 2045. Phase 1 will include the transit center and mobility hub, which will also be the most expensive. Phase 2 will focus on the outskirts of the transit center where most if not all the housing will be in. Phase 3 is the surrounding area of the Transit Center which will include commercial, and mix-use and phase 4 will be the right side of the transit center where most of the greenspace will be at.

Implementation StagesDownload
Potential Housing InfillDownload