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.
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
“The public realm, which includes streetscapes and public spaces, is the setting for street life and community activities. Public realm elements, including pavement, street furnishings, and public art, should reflect the community identity, evoke civic pride, support daily activities, and foster civic life in the community.” (Fairfax County Board of Supervisors, et. al., 2018, Volume II, Chapter 5, 5A)
An element of the public realm is something that is foundational to place, and which can be translated to several other places. It can make or break the hospitality of that place. It can be implemented in a variety of different ways. Some examples of elements of the public realm include street furniture, lighting, paths and sidewalks, walls, or entrances.
One thing people may not think of as an element, however, is parking. However, it is necessary, especially in this day and age, to consider it and how it affects our ability to place-make. Accomplished urban designers and theorists have already written about the different types of parking and their implications. One among them, Christopher Alexander, developed a theory of auto parking which largely focuses on reigning in the runaway parking development that began in the 20th century and continues today.
Alexander’s criteria for parking mainly concern making parking lots small: “make parking lots small, serving no more than five to seven cars…”, reducing the percentage of parking in a given area: “do not allow more than nine per cent of the land in any given area to be used for parking…”, and shielding that parking from view: “put all large parking lots, or parking garages, behind some kind of natural wall, so that the cars and parking structures cannot be seen from outside.” (Alexander et al., 1977).
A small lot type at 3rd Street and Broadway Blvd.
These and more of Alexander’s theory went into my considerations for parking in the North Loop area of Kansas City, Missouri’s downtown. Developing my own theory, though, I developed six different core types of this element for study. They are:
Street parking
Angle parking
Parking garages
Parking lots
Micromobility parking
Guerilla/informal parking
Street parking is one of the older, more common, and more intuitive forms of parking. One simply drives to their destination, stops their vehicle on the edge of the street, and leaves it on foot. There are certain advantages to this form of parking. It is relatively unobtrusive to street design, at most requiring slightly more right of way width for the street. It allows for direct travel to a destination, but only if there is unoccupied parking space nearby. In a city or region where people heavily depend on cars for travel, this form of parking can run out quickly. It can have people circling blocks, adding to air pollution and increasing the likelihood of collisions.
Harrison Street & Missouri Avenue – looking west on Missouri.
The location I chose to demonstrate this type is in the Columbus Park neighborhood, at Harrison Street and Missouri Avenue – looking west on Missouri. This area is an historic development with a mix of single-family homes, small apartments, and neighborhood commercial. Parked cars are rarely a nuisance here and finding parking is usually not difficult.
Another form of street parking is angle parking, although this type can also be seen in surface lots. Historically, these have been “head-in” spaces where cars pull forward into the space. As design standards have changed, however, back-in angle parking has started to become more popular. The advantage to this specific type of parking is its relationship to safety for cyclists and pedestrians. Instead of backing into blindly into traffic and hitting cyclists (as in the case of head-in angle parking) drivers now have better visibility when leaving the space.
“Dozens of cities across the country have solved the problem simply reversing the angles. Cars now pull just past the parking space and then back into it. It is like parallel parking, but much easier. To pull out of the space, motorists look left for approaching traffic and then pull forward.” (BikeWalkKC).
The example of angle parking below, at 401 Deleware Street, looking south, shows just this. Cars proceed one way down Deleware Street, then back in to angle parking spaces. This is especially important for deleware, considering cars share that stretch of it with the streetcar. This design helps prevent collisions.
401 Delaware Street – looking south on Delaware.
Parking Garages seem to solve some of the issues of street parking too. They allow for denser concentration of parked cars, meaning people may be able to access their destination relatively close to where they park, while maintaining the urban environment. However, when not controlled, they can become more common in an area than actual buildings for humans. Not to mention too, they are costly to build, especially when building underground. Here are some estimates for reference:
A surface lot is $1,500-$10,000 per space (economical).
An above ground garage is $25,000-$35,000 per space (balanced).
An underground garage is $35,000-$50,000 per space (expensive from excavation).
(Dcparkinglot, 2024).
MARC Garage (left), former Hilton Inn Garage (bottom right), and State Street Bank and Trust Garage (top right) – 7th and Washington Streets (as viewed from 5th and Washington – looking south).
The parking garages in the pictures above consist of the MARC garage to the left, the former Hilton Inn garage on the bottom right, and the State Street Bank and Trust garage in the top right. These all cluster around 7th and Washington Streets. This area is relatively dead, even during large events downtown. Partly, this is due to vacancy (the Hilton Inn was closed and demolished in 2002 and the State Street Bank building has sat vacant for some time too). But I have to imagine that even when these were operational, the area was not much more invigorated. Parking does not directly precipitate human activity (except perhaps road rage over a stolen space). It must be carefully crafted to invite a means for people to get to their destination without destroying the place those same people want to arrive at. To quote Jeff Speck:
“the twin gods of Smooth Traffic and Ample Parking—have turned our downtowns into places that are easy to get to but not worth arriving at.” (Speck et al., 2022).
In my study of North Loop parking, I used Kansas City Parcel Viewer to get an estimate of how much of the area was surface lots. I paired this with a study of the highway surface area. The results were as follows:
The study area measured in at around 11.5 million feet2
Parking lots took up around 1.2 million feet2
The highway (or MODOT right of way) equaled approximately 4.3 million feet2
Converting these to percentages, surface parking lots alone took up about 10% of the land area, while highways took up about 30%. These numbers don’t account for parking garages, however, nor do they fully count the highway’s area, because they can’t capture landscaping on either side of the highway lanes. Accounting for these errors, we count intuit that between these twin gods (smooth traffic and ample parking) they account for nearly 50% of the study area.
Parking lots share some of the same issues as garages, but many of them are inverse. While cheaper to build, they can take up far more surface area than garages past a certain number of spaces.
The area chosen to showcase this type is depicted below and consists of four parking lots on all corners of 7th and Main Streets. The photo was taken from the top of the Flashcube Apartments facing north/northeast. The pattern of lots actually continues out in several directions from these, creating vast swaths of underutilized, inhospitable land. This paired with the freeway (the other twin god) makes for an ocean of disconnectivity between the CBD and the River Market neighborhood.
Parking lots on corners of 7th and Main Streets as viewed from the rooftop of Flashcube Apartments (looking north/northeast).
Micromobility parking, while perhaps not conventional, is still a form of parking, and can be a way to mitigate some of the issues with parking for automobiles. Micromobility refers to bicycles, scooters, and the like, and parking for them is much the same as parking for cars, only it takes up more less space.
5th and Delaware Streets – looking west on 5th.
As shown above, this area of 5th Street near the intersection with Deleware is reserved for parking scooters and bikes. Racks are included, along with flexible delineators and street paint. This mitigates the issue of scooters and bikeshares often being left strewn haphazardly on sidewalks and streets, while also helping to slow traffic by reducing the width of the right of way for part of the street. This issue of haphazard placement is part of another form of parking I’ve termed “Guerilla Parking”
Guerilla Parking (or informal parking) is what happens when there is nowhere (or nowhere convenient) to park legitimately. In the case of the scooter shown below at the corner of 6th and Washington Streets, there were likely no other better options for the individual who was riding it.
Corner of 6th and Washington Streets – looking north.
Guerilla parking can come in many different shapes an sizes, though. Below is a picture of the parking for the Chiefs’ victory parade in 2024 taken at the corner of 26th and Jefferson Streets, looking south. This is by far an extreme case, but it just goes to show that parking will never be able to accommodate everyone if everyone must drive a car to get where they need to go.
Chiefs Parade Parking, 2024. Photo taken from 26th and Jefferson Streets, looking South.
Other more common forms of Guerilla parking including parking payment delinquency or parking in fire lanes or other restricted areas. There are several strategies we might utilize to address these issues. One initial strategy might be to better enforce the rules we’ve created surrounding illegal or delinquent parking. We might make it more convenient to pay for parking with technology. And, from a more long-range perspective, we should be reducing our dependency on automobile transportation in favor of multi-modal accommodations like transit and micromobility. We should also be infilling our downtowns to make them more walkable, and, as we build out, doing so more incrementally and more densely.
Intervening in the study area, I chose to address the egregious surface lots near Flashcube Apartments at 7th and Main streets. Applying Alexander’s Small Lot theory, I simulated building massing on one of the lots, leaving a fraction of the lot for parking. This area of the lot, a row of spaces along the building edge of Flashcube, would allow for residents, workers, and visitors to still park if need be, but regular parking could be redirected elsewhere, such as underneath Flashcube where there exists an underground garage. Transit could also be fortified to reduce the need for parking. There is a streetcar stop just outside the building. Garden walls should be paired with trees and other plantings to mask the lot from view and soften the area.
Existing Context, 7th and Main Streets.
Plan View – Reprogramming of parking lot at 701 Main Street.
Axonometric – Reprogramming of parking lot at 701 Main Street.
There exist several other opportunities for reducing or changing parking in the North Loop. Parking is a necessary amenity, and can indirectly facilitate human interaction and economic growth in an area, but its implementation should be measured and planners should be firm in limiting its use.
Citations:
Alexander, C., Ishikawa, S., & Silverstein, M. (2010). A pattern language: Towns, buildings, construction. Oxford Univ. Pr.
Dcparkinglot. (2024, August 20). Cost of building a parking garage. D & C Parking Lot Maintenance. https://dcplm.com/blog/cost-of-building-a-parking-garage/
A stretch of limited-access highway over three-quarters of a century in the making, the North Loop runs through downtown Kansas City, MO where I-35 and I-70 meet at the Lewis and Clark Viaduct on top of bluffs overlooking the West Bottoms to I-29’s southernmost point underneath Independence Ave between Troost and Forest in the east. Part of the city’s wider expressway system serving citizens from River Market and Columbus Park to those in far-flung Platte County, it is an arguable fulcrum in the balancing act of regional economic interests. The North Loop’s role as such was spelled out as early as 1951 in a report by the Plan Commission1 and continuous engineering improvements have been made in furtherance of this role.
Its role as other things to other interested parties has been reinforced over time, too. Residents living in the backyard of the Downtown Loop have every right to interact with their public investment as a commuter, but not everyone is a commuter. While it remains to be seen whether the problems charged to running urban freeways through existing walkable neighborhoods can be engineered out of existence, attempts to wield walkability as a asset for economic development in the corridor will only hasten the day this alleged conflict comes to blows. For now, the North Loop will continue in both its intended role of controlling car access onto it and in its unintended role of controlling non-car access through it–from Quality Hill on one side to River Market on the other, then to Columbus Park and back again to the East Village and Paseo West–the degree of pedestrian permeability between neighborhoods remains constant despite any improvements made within them.
A visit to the site approximately bound by 4th and Walnut in the northwest, I-35/70 at Walnut in the southwest, I-35/70 at Cherry in the southeast, and 4th and Cherry in the northeast corners lends to this between/within disparity. The barrier provided by the North Loop interchange with MO State Highway 9 is psychological as well as it is physical; if not located at near-hairpin corners where the opposite side of the street is a retaining wall, it would seem neither the 531 Grand Apartments and Bridgeworks Lofts developments located at Independence & Oak and Missouri & Locust, nor their angled tenant street parking, would have been possible. If not already inside a surviving legacy block morphology–that is to say a block not demolished following the highway earthworks, the development opportunities of parcels abutting the highway in the aforementioned site boundaries have so far presented themselves as (dog) park, parking, and empty lot.
View looking south from atop the grade of MO-9’s interchange with the North Loop near the Bridgeworks Lofts at Missouri Ave and Locust Ln. The partially obscured 531 Grand Apartments can be seen at the far right. Immediately to the left, the highway routing sign indicates the point at which the southbound MO-9 offramp, whose grading forms the hard eastern boundary between River Market and Columbus Park, forks into the North Loop’s westbound lanes to the right and the eastbound lanes to the left.
Looking south from the south side of the corner of Missouri Ave and Locust Ln near the northeast corner of the parcel on which KCFD Station 25 sits. The chainlink fence delineates the property line between the fire station and the public highway right of way. Beyond the fence is the wayfinding sign indicating the position of the same fork from the previous photo.
Looking east-southeast and down into the westbound lane of Exit 2F onto Independence and Grand from near the corner of Independence and Oak. This exit has maintained this alignment since its construction in the late 1950s.
East-northeast view of the North Loop with east & westbound traffic from the east side of the Grand Blvd bridge between Independence Ave & E 6th St. The flyover connecting southbound traffic exiting MO-9 feeds into westbound North Loop traffic under this bridge. Urban forests must be cut down to size to maintain lines of sight for highway ingress and egress.
Northwest view from E 6th St between Superior and Page Sts of I-70 including eastbound traffic and a car utilizing exit 2E to turn off onto the intersection with 6th and Page. The 531 Grand Apartments and Harry’s Country Club are in the background.
Northwest view of the 531 Grand apartments from where Exit 2E funnels eastbound traffic into the intersection at E 6th and Page Sts. The impermeable slab concrete island maintains the necessary clear line of sight between 6th itself and the merge onto 6th, pictured in the foreground. Behind this offramp is an urban forest where lines of sight can be reasonably sacrificed.
North-northwest view, on the south side of E 6th St between Page and Cherry Sts., looking toward the interchange between I-70 and MO-9. The southbound traffic of the latter leads into the foreground from the distance after having crossed the Heart of America Bridge to terminate at Admiral and Locust (not pictured), but not before consecutively passing over the interstate and then E 6th St. In the foreground, 6th passes under MO-9. Immediately due north, both the stacks of the Vicinity Energy plant and the “spire” of the Cold Storage Lofts can be seen rising in the background from obscurity behind the Bridgeworks Lofts and, for their height, may be used as informal points of reference for wayfinding.
View looking north where Cherry St meets Missouri Ave. The northbound approach toward the Heart of America Bridge encloses the viewshed up Cherry on the left but creates a hard border between Columbus Park to the east and River Market to the west.
View looking south from Cherry St and E Missouri Ave toward a northbound flyover ramp entrance to the Heart of America Bridge. This ramp commences where eastbound Exit 2E traffic merges with that on E 6th St to furnish access for both to MO-9.
1Kansas City Plan Commission. (1951). Expressways: greater Kansas City: an engineering report/prepared by City Plan Commission, Kansas City, Missouri; for the Missouri State Highway Department; and the Department of Commerce, Bureau of Public Roads. Retrieved from https://hdl.handle.net/2027/uiug.30112118728002 on April 3, 2025.
As a Kansas City native, I have oft-visited the area North of the Loop since I was a child, and especially more-so as it has again developed into a thriving commercial hub and residential community. However, my experiences have been largely limited to the river market. The study of the Columbus Park neighborhood, therefore, gave me the opportunity to explore an area I had virtually no previous contact with and no prior knowledge about.
One of the most striking aspects of this neighborhood is just how cut off it is from virtually every other area of downtown. On the west, it is walled off from the river market by the Heart of America Bridge, carrying traffic north on Missouri 9 Highway. To the South, it is bounded by Independence Avenue and the confluence of Interstates 35, 29, 70, and US-71. I-29 and US-71 continue to barricade the neighborhood to the east, and as one approaches the river, they’re met with a slew of industrial uses, rail-yards, and homeless encampments. These plus the discontinuous and often confusing road network create yet another boundary, truly making an island out of the neighborhood.
Fortress Columbus Park.
Despite this, Columbus Park is rich with history, human-scale development, enjoyable public spaces, and locally-recognized landmarks. Some of the most notable to me were Columbus Square Park, Holy Rosary Catholic Church, and Garozzo’s Downtown.
Landmark Assets
Columbus Square Park is an incredible example of a proverbial “lemonade-making”. The curve of Cherry street follows the Heart of America Bridge, which divides Columbus Park from the river market. While this is largely a detriment to both communities, the designers made good use of the landscaping to obscure much of the highway, and reduce noise. Additionally, this provides for park-goers a magnificent viewshed of the central business district, making the best out of a challenging situation.
The park also includes several amenities, including a bocce ball court, playground, and walking paths. It is otherwise surrounded by a mix of historic and modern infill residential development.
Independence Avenue and Charlotte Street looking southwest. Independence Avenue becomes Cherry Street as it wraps around the park (just to the right, out of view).
View from the center of Columbus Square Park looking south, towards the downtown CBD.
Two blocks east of the park, on Missouri Avenue, is Holy Rosary Catholic Church. Grand oak doors and Gothic architecture meet red brick and wire fencing to keep away birds in a blend of old world and new. Aside from its architectural idiosyncrasies, it has the almost magical ability to exist as both monument and human-scaled community asset. It is visible from multiple points in the neighborhood, but it doesn’t impede foot traffic, nor does it create an uninviting space up close. Across the street from it is Vietnam Cafe, and there are apartments and single family homes in each direction too. This creates a sort of square at the intersection of Missouri and Campbell.
Looking East on Missouri Avenue towards Holy Rosary Catholic Church.
Garozzo’s is at another one of these sorts of squares. Open for 32 years and counting and famous for its signature Chicken Spiedini, it is located just two more blocks east on Missouri Ave. More missing-middle housing hems this cultural touchstone of the North End’s Italian heritage.
Garozzo’s as it appears from the northeast corner of Missouri Avenue and Harrison Street.
Challenges and Opportunities
The most obvious challenge this site visit illuminated was finding ways to reconnect Columbus Park to the rest of Downtown, particularly the Paseo West neighborhood and the northeastern corner of the central business district. However, it also highlighted remnants of the urban fabric that used to connect these parts of town together.
Paseo West, while suffering from a great deal of vacancy, retains some historic architecture. It can also be said that vacancy creates opportunity. When I visited the area, some construction was being done in parts, suggesting there is interest in redeveloping the area.
Renovated historic housing stock – Paseo West (E 8th Street and Troost Avenue).
Furthermore, Columbus Park is proof that historic infrastructure can and should be preserved. Among the housing stock were not only historic homes and apartments, but also positive infill development. Many of these units faithfully follow the typology of their predecessors.
Historic duplexes on the southeast corner of Missouri and Troost Avenues.
An positive example of infill housing in Columbus Park (northwest corner of Missouri and Troost Avenues).
Along the Independence Avenue corridor, however, a blend of poor typology and hostile road infrastructure creates a marked shift in the quality of the neighborhood. Large, ranch and split-level homes (along with the Don Bosco Senior Center) abut the street. Their comparatively huge setbacks seem to make the structures retreat from the boulevard and the highway behind it.
Intersection of Independence and Troost Avenues, looking southwest. A modern “millenium mansion” on Harrison street appears to the right.
Looking across the highway, I realized that I could see some of Paseo West. Measuring the distance using Google Earth revealed that the Troost on-ramp to Independence and Forest Avenues was about 900 feet; just barely longer than the distance of my walk from the park to Garozzo’s. The hostility of Independence gave me pause, though, and I intuitively drove to Paseo West instead of walking.
Exiting Columbus Park via Troost Avenue. The on-ramp appears to the left, and the path to Independence Avenue to the right.
The view of Paseo West from the Troost on-ramp. Note the building in center frame; a duplex on Forest Avenue.
The duplex at 613 Forest Ave, from the other side of the highway.
To the West, in the area I’ve classified as the Northeast CBD, while there are some older buildings, the vast majority of land uses are relegated to hotels, high-rise apartments, and parking lots. Attempting to observe Columbus Park from this area was difficult too; not only because of the highway, but also due to the presence of a large electrical substation at the corner of Charlotte Street and Admiral Boulevard.
Charlotte Street and Admiral Boulevard, looking northwest. The electrical substation appears to the right behind its facade.
This area will require a great deal of comprehensive redevelopment for housing and commercial uses, both at the human scale. Though some have already been made, more improvements to the right of way should be considered during this process, in order to better accommodate pedestrians, cyclists, and transit.
What is perhaps most ironic is that these areas outside of Columbus Park will require more of the heavy lifting to make a re-connection successful. Columbus Park is comparatively rich in community assets and infrastructure, and while there are improvements to be made, it has much it can build on.
The issued request for proposals for the Bi-state Sustainable Reinvestment Corridor (BSRC) has the potential to fully revitalize communities in the heart of the Kansas City metropolitan area. Kansas City, KS, Kansas City, MO, and Independence, MO, will all benefit from this focus on modern green infrastructure, economic development, and community safety. The BSRC reflects targeted development that can maximize potential. Regional cooperation is essential in transforming everyday life, and this RFP emphasizes the need for participation from all stakeholders in the corridor.
Figure 1. Project location map defining the BSRC (MARC, 2023).
I must also recognize the current context in which the BSRC exists. Recent infrastructure laws championed by the Biden administration–namely, the 2021 Infrastructure Investment and Jobs Act and 2022 Inflation Reduction Act–have enabled a wave of sustainable, climate-focused infrastructure developments across the United States. This RFP targets sustainability as the driving factor behind this development, aligning itself with these federal goals. Political support from the administration and local congressional offices will determine how far the BSRC plans will go.
I appreciate the Mid-America Regional Council and its partners for committing to implement numerous existing plans. A pattern exists in the planning world where money and effort get put into development plans that now collect dust. The BSRC RFP affirms that extensive work regarding transportation, climate, trails and bikeways, and economic development has already happened (MARC, 2023, p. 6). All plans should include this history to ensure efficient progress occurs.
Figure 2. Kansas City Regional Climate Action Plan priorities and strategies listed in its executive summary (MARC and Climate Action KC, 2021).
The Kansas City Regional Climate Action Plan is a part of this project’s history (p. 6). I view the BSRC as a direct implementation process of the 2021 action plan developed by MARC and Climate Action KC. The CAP lists recommendations for transportation investments, building efficiency standards, greenhouse gas emissions reductions, and more–all elements listed in the RFP. The CAP should be a reference for every major infrastructure project in the Kansas City region.
It is encouraging to see how intertwined these two plans are. This project will provide a great look into this exciting corridor.
References
Mid-America Regional Council and Climate Action KC. (2021). KC Regional Climate Action PlanExecutive Summary. https://kcmetroclimateplan.org/
Mid-America Regional Council and Climate Action KC. (2021). KC Regional Climate Action Plan. https://kcmetroclimateplan.org/
Transportation around UMKC campus feels limited for UMKC being a commuter campus. Most students park their cars in lots or parking garages and walk to their classes from their parking spots. It is not feasible to drive to every class on campus so providing other realms of transportation like electric bikes.
I chose to take one of the electric bikes for a ride on campus to see the logistics of riding on campus and how effective it can be instead of walking to classes. UMKC’s campus consists of different contours that can be more difficult to walk and bikes could really come in handy. Below is a map of the route I took.
I started by downloading the BikeKC app on my phone and going to the bike charging station near Whole Foods. I parked in the School of Education parking lot so I knew I wanted to bike from Whole Foods to there.
The app was easy to work and I was riding shortly after getting to the charging station. The bikes can be intimidating at first because of the speed, but luckily I chose a route with smooth sidewalks.
The first mental note I made was that the sidewalks were actually in good condition. They felt a little narrow to ride an E-bike on when there were other people walking on the sidewalks, but they were still in good shape. Protected bike lanes on campus eventually could be a good addition. The intersection at 52nd and Cherry felt a little steep and dangerous because its a large intersection, but again, I felt safe because I had the sidewalk to ride on. I do wish there was a crosswalk at this intersection.
Riding down Oak St. to 52nd street felt boring aesthetically and a little unsafe. Oak street keeps pretty busy in terms of the traffic flow and the sidewalk is again narrow.
I ended at the Education Building parking lot at the end of my ride. There was nowhere to return my bike at a charging station in the near area, so this was not convenient.
Overall, I think the addition of BikeKC to campus could be a great one with more charging stations and bikes available. I also believe adding bike lanes on main streets of campus and cross walks at all intersections will keep those safe who are riding bikes.
When thinking about UMKC campus and its interface connection to the city as it stands, one word I have to describe it is disconnected. Campus is integrated into the heart of KCMO. Minutes from the Plaza, Westport, and so much more, UMKC’s campus has the potential to be involved in the city and provide amenities to those on campus but also in surrounding neighborhoods.
Integrating campus into the community is a great way to get a better connection between the two. I chose Oak st. because the possibilities are endless.
Encouraging Oak St. Corridor to become a pedestrian friendly street opens up opportunities for community/public engagement and creates a good interface connection. Being minutes from KC assets like the Nelson Atkins Museum is a great motivator for a pedestrian friendly street. Those traveling down Oak on foot get a sense of campus community when approaching the redeveloped stairs of Oak St./The entrance of campus.
Promoting Oak as a walkable, pedestrian activated street creates a connection to other parts of the city as well as the Trolley Track Trail additions.
Elements of the public realm are public elements existing within communities. These elements can be things like plazas, courtyards, public streets or parking. Elements of the public realm should embody ideas of circulation and easy access.
Parking is a very important element to the public, especially on university campuses. For this blog, we will be taking a look at University of Missouri – Kansas City’s current parking situation.
UMKC is a commuter campus, meaning more students live off campus than on campus. Many of these students drive their own personal vehicles which are then needed to be parked on UMKC’s campus or surrounding areas while students are in class. Figure 1.0 shows UMKC’s current parking map displayed on their website.
Figure 1.0 There is a mix between metered parking, student parking (those who have parking permits), and faculty/staff parking. There is also some off campus street parking, but not much in comparison to the amount of assigned parking for UMKC’s campus. Figure 2.0
Figure 2.0 above gives a map of campus with all of the parking shown in blue. Some are parking lots, like the Katz Hall lot, and some are parking garages or the public street parking on campus.
When doing research about how far people will walk from their parking spot to their destination, I wanted to put theories to the test on campus.
I believed that there was enough parking for UMKC Campus students, but that the parking just is not in great areas. I know that when I pay a lot of money for a parking pass, I would really like to be within a five to seven minute walk of my classes. Shown in Figure 3.0 is a map showing the parking locations radius’ in regards to campus and its amenities. The distance is about .2 miles or about a five minute walk.
Figure 3.0 As you can see, campus parking is actually all within a 5-7 minute walk of campus and its amenities. I was surprised to find this information out. I also wanted to show some sketches of a campus parking garage on Cherry St. and the Katz Hall small lot that most of us park in currently when attending classes on campus in the UPD Program.
Overall, I think it is important to note that campus has a lot of parking and it is all relatively close to classes and other places students need to get to on campus. What a more prevalent issue may be is how to make campus feel more walkable so those 5-7 minutes feel like 2-3 and the walk is smoother to class than it currently is. This could be solved through topographic interventions and other related resources.
My detailed area study is located near the central part of campus while encompassing some of the South-Western part of campus. Figure 1. Below shows my assigned blocks for the detailed area study. Figure 1. www.googlemaps.com
I had 51st to 54th street and Grand Ave. to Holmes St. for my assigned area.
Many UMKC resources and facilities are located in the areas of 51st to 54th streets and Grand to Holmes from the East to West as well as non-university development. My area includes the UMKC School of Education, UMKC School of Law, the Linda Hall Library, and the Henry W. Bloch School of Management. These are all active facilities used by UMKC students in the present day and are considered assets of the campus. Another notable structure in my assigned area is the Epperson House located at 5200 Cherry Street. A photo of the Epperson House is shown below in Figure 2. The Epperson House was given to UMKC as a gift in 1940. While it still stands today, it is not currently being used. Epperson House is a great historic asset. I would love to see it repurposed on campus and be used for classes or maybe a study center.
Another important asset to not only campus but also Kansas City, is the Henry W. Bloch school at 5128 Cherry St. Shown below in figure 3 is the Bloch Management School. Mr. Bloch, whom donated the money to build the facility and is also the namesake, is the co-founder of H&R Block Tax Services. (https://bloch.umkc.edu/about-us/) His ability to produce the Bloch Management School gives an opportunity for students to give back to the environment they attended school in due to the degree they were able to obtain at the Bloch school. It benefits the economy this way.
Another important asset to UMKC campus and students specifically is the Whole Foods located on the bottom floor of Brookside 51 which are apartments located directly east of Brookside Blvd. which is just a short distance from the Student Union. These apartments are in a great location for students to live off campus but they are pretty expensive. They range from $1,455 a month to almost $3,500 and being a student myself, I know this is not affordable. The Whole Foods is valuable because it serves the student housing population as their grocery story without having to travel far or even drive. It is within walking distance to the dorms.
Along my assigned area is also the Trolley Track Trail to the West of my assigned blocks. This trail sees moderate activity.
During the first weeks of class, I learned that many students commute to UMKC. Few students actually live on campus in dorms. The amount of parking lots at UMKC lock-in this theory that UMKC is a commuter campus/school. In order to help UMKC become a full-encompassed school with many more students living on campus, the student housing options must be improved first. I believe more affordable student housing, even if it isn’t dormitories, would draw students to live closer to campus, therefore being able to walk to campus instead of commuting. UMKC’s sidewalks are in good shape which is important for walkability on campus. They could improve on signage. I have a hard time identifying buildings on campus because some of them you really only catch glimpses of driving by or you see the backside and the name of the building is only on the front.
On many of my assigned streets there are no bicycle lanes. As a city moving towards environmental sustainability, more students may be inclined to ride bikes on campus or motorized d scooters. Bike lanes would be beneficial. Below in figure 4 is a two-way bike lane at UC Berkley. This allows for some car traffic, foot traffic and bicycle traffic in an organized fashion. I picture this Cherry street, in front of the Student Union shown below in figure 5. Figure 4.
Figure 5. Implementation of a bike lane on Cherry St.
Another aspect that makes me feel like some parts of UMKC are “closed off” from the campus are fences and setbacks. Some buildings like the Education building feel setback far from the street and not super inviting, in my opinion. The entrance to this building also feels cold and uninviting. Linda Hall library contains a fence around the building. To me, this signifies the building and land are fenced off and it is lengthy to search for the ONE entrance to the library. I would prefer an entrance like the Miller Nichols Learning Center where the doors are visible from the road.
All in all, UMKC is definitely a commuter campus. Adding more affordable student housing and dorms along with intricate shared roadways for cars, bikes, and pedestrians would make students feel more willing to embrace the walkability that a campus should have and feel.
Figure 1. 
at 5128 Cherry St. Shown below in figure 3 is the Bloch Management School. Mr. Bloch, whom donated the money to build the facility and is also the namesake, is the co-founder of H&R Block Tax Services. (
Figure 4. 