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REINTEGRATING independence avenue urban vision study
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kansas city design center
urban studio 2012-2013
university of kansas
kansas state university
Independence Avenue urbAn vIsIon study 1
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This studio publication, generated during the 2012-2013 academic
year at the Kansas City Design Center (KCDC), was written and
designed by Nicholas Fratta with the support of Theron Bronson,
Keith Moore Jr, J.J. Nichols, and Tiffany Cartwright in
collaboration with Vladimir Krstic, Studio Director and
Instructor.
This publication cannot be sold, duplicated, or published
electronically or otherwise, without the express written consent of
the KCDC. The purpose of this publication is academic in nature and
is intended to showcase the research, scholarship, and design work
of the students of the KCDC.
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foreword
introduction
appendix
independence avenue
independence avenue analysis
urban vision
focus areaswest gateway
commercial corridor
productive infill
east gateway
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4forewordIndependence Avenue Urban Vision Study presented in
this publication is the third in a series of large
scope urban design explorations undertaken by the KCDC urban
design studio. The project was carried
out in collaboration with Mid America Regional Council as a part
of the HUD grant for sustainable places
planning study through which it was in part funded; and the KCMO
Planning Department who has
provided remaining project funding via KCMO City Managers
office.
The purpose of the project was to generate an urban vision study
for a 4-mile stretch of Independence
Avenue in the NE Kansas City including its extended urban
context, and by building on the existing
planning documents and redevelopment initiatives, render a more
tangible design proposition for
strategic transformation and urban improvement of the study
area. The most challenging question that
needed to be come to terms with was the issue of a disjointed
city: an urban scape made of the patches
of imposing historic structures, vacant and disused lots and
structures, ad hoc and colloquial street front
architecture, the forgotten geography of the city beautiful
imprint, and the reverberation of life of many
cultures that stake its place in it. It represents the
palimpsest of the many city incarnations written one
over another in the same place yet not quite overlapping and
leaving blank spaces in between marking
the vicissitudes of time and economy.
Grasping and analyzing this condition brought about the
realization that absent of the demand for high-
density development the state of progressive vacancy, disuse and
fragmentation of urban fabric will
continue to endure. So rather than dreaming up an idealized,
stereotypical complete city condition the
design focus shifted toward seeking to confront the unyielding
reality of the place, to devise strategies
to, while not necessarily erasing, convert the inherent
problematic conditions into positive and intentional
attributes and in that discover new possibilities for urban
transformation that is true to its circumstances.
Accordingly all design interventions have been conceived as
tactical and catalytic, associated with
critical locations and intent on reordering, or propelling the
reordering of the larger context.
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foreword
The second important realization in the course of the project
was the fact that urban transformation could
not be carried solely through architectural means but the
tactics for the activation of the vacant and
underutilized urban space short of building. This included
rethinking the urban space as an infrastructural
reserve, a productive agricultural territory and a hybrid of a
public domain where utility and communal
life cyclically exchange. But beyond rethinking urban design
paradigms, it was the conceptualization
and eventual design of the processes through which such a change
could be implemented that was the
biggest challenge and hopefully the illumination of the project.
This could not have been conceived and
attempted without the participation of the members of the
Northeast community whose determination,
involvement and the commitment to making a difference in
improving their urban environment was a
great guiding force. Students and myself remain indebted to them
for the inspiration and a great learning
opportunity. We hope that our work and this publication that
presents it will make their aspirations more
tangible and provide a fertile ground for acting and seeing the
changes through.
In closing I want to acknowledge an outstanding group of
students who have taken the challenge of the
project and done a remarkable work investing themselves in the
stakeholder community and forging an
impressive urban vision of their own making. In doing so they
have tested their own limits and advanced
their own learning to unsuspected levels and I am thankful to
have had a chance to work with them.
This book is solely conceived and produced by the KCDC students.
Nick Fratta was the soul and the
staying force that made this publication possible and all of us
owe him a debt of gratitude. He was
greatly helped in this endeavor by his colleagues Thereon
Bronson, Keith Moore Jr. and JJ Nichols, and
the KCDC Executive Assistant and Intern Tiffany Cartwright. I am
very thankful to all of them for their
commitment and hard work as well as to a number of their
classmates who assisted in proofreading and
editing of the final book draft.
Vladimir Krstic
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6
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introduction
7
Independence Avenue is the arterial core of Northeast Kansas
City, which is bounded
to the north by East Bottoms, the east by Highway I35, to the
south by the Kansas City
Terminal Railway, and to the west by Highway 70. The
Independence Avenue Urban
Vision Study examines Independence Avenue from Columbus Park on
the west to
Highway 435 on the east, looking north to Kessler Park and south
to Truman Road.
The Northeast community is a prominent area of Kansas City;
historically as
the first suburb and geographically as city boundary. As the
first suburb, multi-
mode public transit integrated the Northeast and the rest of
Kansas City. Now
the Northeast has the capacity and need to again become
well-integrated by
transit. George Kesslers city beautiful plan allocated the
northern bluff of the
Northeast as park space and many of the major roads as
boulevards, establishing
the Northeast as an artifact of the citys origins. The fabric of
the Northeast is
evidence of urban landscape organized around and derived from
topography.
Rail infrastructure which appropriates low-lying topography
along waterways, and
highway infrastructure which creates its own topography shape
the Northeasts
built environment. Rail roads and highways surrounding the
Northeast sever its
neighborhoods from the rest of Kansas City. Industrial landscape
expanding
from the infrastructure is a now a no-mans land due to
deindustrialization.
Infrastructure in deindustrialized Northeast causes chasms in
the city at a
municipal scale, fragmentation in fabric at a neighborhood
scale, and discontinuity
along primary roads at a local scale. Independence Avenue lacks
identity
and cohesive character due to the inconsistencies in the urban
environment.
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8 Reintegrating
The four-mile thoroughfare is oriented east to west and connects
residents
and commuters from Highway 435 and Interstate 35 into downtown.
It is the
seam between six primary ethnically and racially diverse
neighborhoods:
Pendleton Heights, Scarritt, Indian Mound, Independence Plaza,
Lykins,
and Sheffield. The corridor hosts diverse commercial activity
including
grocers, restaurants, bars, specialty stores, and family
businesses.
Independence Avenue today finds itself at a pivotal moment for
the next chapter
of its history. Rediscovered rich housing stock renews value in
neighborhoods.
Commercial activity reflecting the diversity of the residents is
becoming known
throughout the city. A postindustrial landscape of vacant and
underutilized
parcels offers opportunity for alternative infill strategies.
Independence Avenue
is the focus of the consideration of streetcar expansion, and
the Northeast
the focus of commuter rail through the Rock Island corridor.
These elements
serve as vivid reminders of the areas past and position
Independence
Avenue as an area of focus and consideration for urban
redevelopment
based on its potential, community interest, and planning efforts
by the city.
Over the course of the urban vision process, four typological
urban contexts
are identified: no mans land carved out by highways and their
right-of-
ways, discontinuous commercial corridor, fragmented residential
fabric, and
underutilized industrial landscape. Their mutual resolution
manipulates four basic
dimensions of urban design connectivity, public space, food
access, and water
management to develop a complete avenue of unified identity.
Independence
Avenue as an urban element is envisioned through four unique
urban models
relevant to other areas of Kansas City and other
deindustrialized cities altogether
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introduction
The project area expands from the Avenue proper to include most
of the Northeast: Kessler Park to the north and Truman Road to the
south, downtown to the west and 435 to the east.
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NORTH SOUTH SPACE OVERLAYThe assets of community building in the
Northeast must be accounted for before investigating the potential
for change and improvement of Independence Avenue. A rich cultural
history is embodied disjointedly in the architecture of the Avenue.
A diverse population representing nearly 50 countries operates and
patronizes equally diverse businesses. Understanding these existing
conditions of the Northeast and more are the starting point of
analysis of the forces which influence Independence Avenue.
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23
33
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history of the avenue
population diversity
transit ridership
parks and boulevards
regional connections
Independence Avenue 11
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image credit: Missouri Valley Special Collections, Kansas City
Public Library, Kansas City, Missouri
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history of the avenue
13
By the end of the 19th century Kansas City was on the rise and
reaching a period
of maturity, having established itself as a primary destination
for livestock and
shipping trades between coasts. The increase in opportunities
drew businessmen
and immigrants to the region who chose to settle in the area to
the east of the
central city. The wealthy, who built homes on streets we
recognize today as Paseo,
Gladstone and Benton, established elite neighborhoods that began
a mile east
of downtown, where Independence Avenue was transformed into a
showcase
for towered and turreted houses.1 Implementation of the Kessler
Parks and
Boulevards Plan transformed the neighborhoods into areas of
exquisite beauty.
In 1893 George Kessler planned a system of parks and boulevards
that brought
new identity to the citys fabric. Between 1893-1915 Kesslers
original plans were
constructed and expanded to include a total of 2,668 acres of
parks and 90
miles of boulevards, making the system one of the most prominent
City Beautiful
projects in America. Local neighborhoods embraced Independence
Avenue, the
first ever boulevard in Kansas City, in the peak of social
prominence. Along with the
Avenue, parkland and parkways provided an important asset to the
community.
Between 1880 and 1920 the Northeast neighborhood saw an enormous
increase
in development making it a hub for Kansas Citys newest
residents. A mix of
architectural styles including Beaux-Arts, Queen Anne, Mission,
and Victorian
transformed the neighborhood into a bustling residential
community for many of
Kansas Citys wealthy businessmen. Today this community is
recognized as a
historic district of Kansas City.
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14 Independence Avenue
World War I provided job security to the Northeast community as
the areas
industrial developments were highly productive manufacturing war
materials.
During this time the wealthy vacated the area as Kansas City
expanded south,
leaving empty mansions to be demolished or used as multi-family
homes. By
World War II, the social and economic diversity of residents
within the Northeast
and businesses along the Avenue had increased dramatically.
By the 1950s the Northeast settled as a middle-class,
blue-collar working
community with a wide mix of ethnic backgrounds, religions and
races. But
by the 1960s segregation sentiments aided by the increased
mobility through
expressways and autos, lured the wealthy north across the
Missouri River.2 This
resulted in increased affordable housing options, which
attracted minorities to
settle into these vacated areas. As the population shifted,
eventually minorities
left the Northeast at increased rates. This emptying pattern of
the Northeast
accelerated a decline of living conditions that occurred over
the next few decades.
As more properties became unattended rentals or abandoned
entirely, this cast
uncertainty over the neighborhood increasing disparity for any
possible revival of
the neighborhood.
Today Independence Avenue and the adjacent neighborhoods are
home to a
large immigrant population. The area shows tremendous
improvement with
its unique business districts and international markets. However
this potential
has been overshadowed by violent crimes, prostitution and
poverty. Residents
and business owners are optimistic in bringing promising
development back to
Independence Avenue and providing a vision for the renewal of
the Northeast.
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history of the avenue
Sectional slices through the city reveal the topographical
relationship between Independence Avenue and downtown. The
discontinuity of the groove represents the point at which the
Avenue is severed from downtown by the highway system.
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population diversityFrom its earliest beginnings up to the
present date, the Northeast region has been
in a perpetual influx of non-native peoples and immigrant
cultures from across the
globe. Originally the community was made up of German and
Italian immigrants,
wealthy businessmen who provided the community with a rich
cultural foundation.
Today many of the original cultural influences on the communitys
fabric remain
intact however a new wave of cultures and ethnicities comprise a
majority of
the areas residents setting a new tone. In large part the
community embraces
the new transformation of diversity and seeks ways to use this
as a tool to help
forge a new identity of the community. Of all the various races
identified along the
corridor the most common include Caucasian African American,
Latino, Asian,
American Indian, Pacific Islander and a growing presence of
African cultures.
Despite the best intentions at embracing racial diversity to
begin forming a new
era for the community, a majority of the residents here live in
poverty and struggle
for resources that can assist at providing materials necessary
for healthy daily life.
17
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18 Independence Avenue
CauCasian
AsiAn
AfricAn/AfricAn AmericAn
AmericAn indiAn
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population diversity
Hispanic/Latino
Hawaiian/Pacific islander
The significantly smaller Asian population has specific pockets
around Northeast High School, between Prospect and Gladstone (north
and south of Independence Avenue,) and the Columbus Park area.
The American Indian populations is relatively small, and has no
significant pattern of concentration in the Northeast.
The Hawaiian/Pacific Islander populations is also very small,
however, it does tend to concentrate in the same blocks in many
places around the Northeast.
Areas of Caucasian concentration are: Downtown, along Gladstone
(from the intersection with Independence, all the way north and
along the edge of Kessler Park), and around Budd Park.
The data shows the African American population concentrating in
the western portion of the Northeast neighborhoods, particularly
along Pros-pect Avenue.
The Hispanic/Latino population is most concentrated in the
neighbor-hoods north of Independence Avenue, in the Scarritt and
Indian Mound neighborhoods.
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20 Independence Avenue
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Mapping the languages throughout the Northeast provides a new
perspective of the diverse ethnic and cultural population that the
area embodies. The predominant languages are English and Spanish,
with Chinese, Vietnamese, and Arabic present along Independence
Avenue much less frequently.
-
transit ridershipThe parks and boulevards system that was
established at the end of the 19th
century formalized Independence Avenue as a crucial roadway for
transportation
throughout the Northeast corridor. An extensive network of
trolley streetcars
existed at the height of the corridors activity, allowing area
residents to commute
to downtown. Over time however, automobiles became the dominant
mode of
transportation and streetcar tracks were replaced with paved
motorways.
Today, public transportation in Kansas City is provided through
a network of
express bus and bus rapid transit (BRT) lines that operate in
seven rapid transit
corridors across the downtown and metro areas. Independence
Avenue is
currently one of Kansas Citys most active corridors in terms of
bus ridership. The
transit lines operate between downtown and east to Independence,
MO. Higher
levels of bus ridership coexist with lower rates of vehicle
ownership and income,
making the corridor service a necessity for a majority of
commuter residents.
Incorporating new modes of public transportation would serve as
a catalyst,
bringing renewal to the Northeast and improving mobility for
many residents
who lack access to automobiles. Consequently, any consideration
of urban
redevelopment of the Independence Avenue area must be based on
the transit
oriented development (TOD) objectives as well as be aligned with
the ongoing
city planning objective to enhance and grow public
transportation system through
new street car lines and potential commuter rail.
23
-
24 Focus Areas
West Bound RideRship
-
transit ridership
East Bound RidERshipWhen isolating the Independence Avenue bus
route, it was pertinent to map what stops on the Avenue are most
populated. The East and West bound routes were mapped as well as
the daily average of people on and off at these particular stops. A
graphic representation of this data reveals strong visual patterns.
Notably where the highest concentration of riders are located. This
data was further synthesized and analyzed throughout the design
process. It was important to superimpose the East and West routes
with the average on and off data to see reoccurring popular stops.
These stops include: Virginia, Prospect, Benton, Hardesty, Wilson,
and Winner Rd.
-
26 Independence Avenue
GREE
N S
PACE
LIGHTI
NG
ADEQ
UAT
E SI
DEW
ALK.
AM
ENIT
IES.
ADEQ
UAT
E SI
DEW
ALK
LIGHTI
NG. S
EATI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK,
dAY
AN
D N
IGHT
SAFE
.
LIGHTI
NGLIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE
SEAT
ING. L
ARGE
SIGN
AGE
.CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. AMENITIES
SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK. DAY AND
NIGHT SAFE. AMENITIES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. GREEN SPACE. DAY
AND NIGHT SAFE. AMENITIES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. DAY AND NIGHT
SAFE. AMENITIES
SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK. DAY AND
NIGHT SAFE. AMENITIES
LIGHTING. SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK.
GREEN SPACE. DAY AND NIGHT SAFE. AMENITIES
SEAT
IN.G
. CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES.
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
SEAT
ING. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
.
LIGHTI
NG
Site conditions were observed for each of the bus stops on
Independence Avenue. An evaluation of specific amenities aided in
the analysis of bus ridership. Site condition amenities such as
covering, seating, lighting, green space, ameni-ties (trash can,
news paper stand, etc.) were documented. Further, perceived safety
also revealed a direct correlation to ridership levels. Maintaining
quality transit stops to encourage ridership developed as a
fundamental principle from the evaluation of the bus system along
the Avenue.
-
GREE
N S
PACE
LIGHTI
NG
ADEQ
UAT
E SI
DEW
ALK.
AM
ENIT
IES.
ADEQ
UAT
E SI
DEW
ALK
LIGHTI
NG. S
EATI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK,
DAY
AN
D N
IGHT
SAFE
.
LIGHTI
NGLIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE
SEAT
ING. L
ARGE
SIGN
AGE
.CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
AM
ENIT
IES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
.
GREE
N S
PACE.
AM
ENIT
IES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. AMENITIES
SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK. DAY AND
NIGHT SAFE. AMENITIES
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. GREEN SPACE. DAY
AND NIGHT SAFE. AMENITIES
LIGHTING. SEATING. COVERED. ADEQUATE SIDEWALK. DAY AND NIGHT
SAFE. AMENITIES
SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK. DAY AND
NIGHT SAFE. AMENITIES
LIGHTING. SEATING. LARGE SIGNAGE. COVERED. ADEQUATE SIDEWALK.
GREEN SPACE. DAY AND NIGHT SAFE. AMENITIES
SEAT
IN.G
. CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
AM
ENIT
IES.
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. S
EATI
NG. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
SEAT
ING. L
ARGE
SIGN
AGE.
CO
VER
ED. A
DEQ
UAT
E SI
DEW
ALK.
GREE
N S
PACE.
DAY
AN
D N
IGHT
SAFE
. AM
ENIT
IES
LIGHTI
NG. A
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28 Independence Avenue
westboundEastbound
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transit ridership
Eastbound westboundWhen mapping time frequencies during the day,
understanding where and when people were traveling allowed a
pattern of to and from work to form. High peaks formed in the early
mornings (between 8 and 9 a.m.), again at midday and lastly in the
evenings (between 5:30 and 6:00 p.m.). The directions of both the
East and West lines concluded that people were traveling from the
East into work and then returning on the West line back to their
homes.
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30
Bus transit is a crucial tool when analyzing an urban
environment. Examining bus lines in the North-east area deciphered
how human influx and outflux via public transit relates to
Independence Avenue. Representing route ridership fre-quency in
thickness of the path creates a web of intensity that in-dicates
the routes of high ridership and their relatinoship to one
anoth-er. The Avenue runs East and West and directly connects with
down-town on Grand Street. There are only two lines that cross
Indepen-dence Avenue running North and South. This lack of
North-South connectivity through the Avenue presents an opportunity
to look at reconnecting Independence to its own Northeast
Community.
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PUBLIC GREEN
0 1 2 3 40.5Miles
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PUBLIC GREEN
0 1 2 3 40.5Miles
parks and boulevardsGeorge Kesslers grand vision to develop a
system of parks and boulevards for
Kansas City in 1893 successfully transformed the region, raising
the standard for
progressive city planning. For the first time, Kansas City
adopted a comprehensive
plan to establish citywide organization and did so based on the
idea that park
space would play a central role in developing future areas of
the city. This put
quality of life at the forefront of civic space, in turn
increasing economic vitality
and population growth. However, the subsequent transformation of
the city has
diluted the significance and presence of some of the parks and
boulevards in the
life and the order of the city
Kessler Park is a major element of the parks and boulevards
system and one of
the main geographic attributes of the Northeast. Over time the
park has become
disconnected and no longer anchors the area in its place. Many
of the park spaces
in the Northeast are notorious for criminal activity and combat
serious issues of
dumping and pollution. Reimagining Independence Avenue at its
fullest potential
will require a serious revision of the approach to park spaces,
and a significant
effort to reunite the parks and boulevards with the positive
activity of the Avenue. 33
Independance Ave.
Parks
River
Roads Connect Independance Ave.
-
regional connectionsAs one of the guiding principles of the
Greater Downtown Area Plan (GDAP),
connectivity is a fundamental element in the solution to
reorganize the Northeast
into an integrated whole. Local and regional connectivity
currently exists as a major
issue for the area, both as a challenge and an opportunity. The
Northeast street grid
has enormous potential to increase connectivity between
neighborhoods, which
is vital in stitching together the urban fabric, while highways
which strengthen
regional connectivity contribute to further fragmentation of the
neighborhoods.
The main connection between Independence Avenue and the rest of
the Kansas
City region is the highway system - most specifically Highway
71/Interstate 70
and Interstate 435. At the city scale, connectivity between
Independence Avenue
and surrounding neighborhoods is primarily North and South.
These connections
include The Paseo, Prospect Boulevard, Chestnut Avenue, Benton
Boulevard,
Van Brunt Boulevard, and Hardesty Avenue. At the community
scale, the major
connection system runs East and West, including St. John Avenue,
9th Street,
12th Street, and Truman Road, which act as corridors to the
Downtown Loop and
the Crossroads District.
To understand the connectivity of the Northeast to the rest of
Kansas City is
to understand the potential for access to jobs and goods, as
well as visiting
customers of stores and patrons of restaurants. Major roadways
are also cause
of disruption in the urban fabric, and present obstacles for
connectivity within the
Northeast at a pedestrian level. One of the many challenges
facing Independence
Avenue is regional and local connectivity whose infrastructures
conflict.
35
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36 Independence Avenue
1
1
2 3
4
5
6
7
9
8
23
4
5
6 87
9
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regional connections
Independence AveInterstate system
LocaL connectionCity distriCts
1. Gladstone2. north Kansas City
3. east bottoms4. downtown loop
5. Crossroads6. westport/plaza
7. brush CreeK8. truman sports Complex
9. south Kansas City
Highways of Kansas City connect regionally and disconnect
locally. Neighborhoods are often divided by highways and railways
despite a strong local street infrastructure. The Northeast is
severed spatially from downtown by the highway loop, but its major
streets form a strong grid that traverse the divi-sion, linking the
areas locally.
-
38 Independence Avenue
-
regional connections
Though the highways serve to connect the Northeast at a
region-al scale, a simple figure ground study shows the impact at a
lo-cal scale. The urban fabric of the area is severely fragmented
by infrastructure. Holes of highway and rail right-of-ways and
adjacent large-scale industrial buildings best show this influence.
This influ-ence of infrastructure is where the analysis of
Independence Avenue and the Northeast begins.
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NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAYRediscovering potential for
Independence Avenue and the Northeast requires us to understand the
complexity of the fragmentation of the urban fabric. New methods of
looking and discovering must aggregate deep knowledge of the place,
its origins, needs and opportunities. By the process of research
and analysis, opportunities come to light naturally through
exploration, grounding work as a response to the neighborhood
rather than a singular design philosophy. Understanding
Independence Avenue begun with data extraction from existing
planning documents, interactions with community members and field
study. The data was then analyzed and mapped in order to capture
the unique urban attributes and dimensions of its character
critical for design considerations. Visual and spatial analyses
determine segments of the study area that are distinguishable in
character stemming from their history, quality of existing urban
form and cultural dynamics.
-
transformation
grid misalignment
urban impasse
implied street space
street texture
facade color
visual connectivity
urban noise elements
developing goals
local runo
INDEPENDENCE AVENUE ANALYSIS 41
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
43
49
57
65
73
79
93
87
107
99
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transformation
1887
RailroadCablelines
CablelinesStreets
RiverRailroad
RailroadStreet Railways
Street RailwaysStreets
1894
RiverRailroad
RailroadStreet Railways
Street RailwaysStreets
1907
RiverRailroad
RailroadStreet Cars
Street CarsStreets
1914
1887
RailroadCablelines
CablelinesStreets
RiverRailroad
RailroadStreet Railways
Street RailwaysStreets
1894
RiverRailroad
RailroadStreet Railways
Street RailwaysStreets
1907
RiverRailroad
RailroadStreet Cars
Street CarsStreets
1914
In an attempt to understand the origins of urban morphology of
the Northeast
Community, the transformations in time of Kansas City railroads,
streetcar lines,
and highways are uncovered in a series of regional figure ground
studies. Beginning
with the largest scale and most topographically constrained
infrastructure the
railroads the largest region of the figure ground is
established.
This is a region contained by infrastructure, and topography.
Adding the next
smaller scale of infrastructure streetcar lines the middle range
region of the
figure ground is established. These regions are those connected
yet divided by
public transit. By applying the smallest scale infrastructure
roads the smallest
regions of the figure ground study are established. 43
-
CABLELINES - 1887 STREET RAILWAYS - 1894 STREET RAILWAYS - 1907
STREETCAR LINES - 1914
WATERWAYSRAILWAYS
TRANSPORTATION
44 Independence Avenue Analysis
-
STREETCAR LINES - 1922 STREETCAR LINES - 1935 STREETCAR LINES -
1940 HIGHWAYS - 1955
transformation
-
HIGHWAYS - 1965 HIGHWAYS - 1976 HIGHWAYS - 1983 HIGHWAYS -
1995
WATERWAYSRAILWAYS
TRANSPORTATION
46 Independence Avenue Analysis
-
HIGHWAYS - 2002Together, the multi-scale infrastructural
subdivisions present in the North-east illustrate the expansion and
scarification of the railroads, the expansion and disappearance of
the streetcar lines, and the interjection of the highway system. It
is in these infrastructures that the major challenges are exposed
due to adjacent industrial zones. Overcoming this fragmentation
would al-low neighbohoods to be reconnected locally.
transformation
-
I
1
-I-
-
-
l-l-r-r+VDIDj,rr~~~~~1 II I
-
2002
2002
RiverRailroad
HighwaysStreets
2002
The historic transformation study revealed grid misalignment
north and south of
Independence Avenue. The unique conditions of the Avenues
intersections make
it one of the most prominent elements in the fabric of the
Northeast. Extracting
and organizing this condition chronologically reveals that the
conditions of
impasse on the Avenue have defined the quality of its character
over time. The
tracings produced at the beginning of the historic
transformation study are refined
and adapted to gray scale. North-south impasse analysis is
overlaid on the gray
scale tracing. Gray scale tracing removed, impasse conditions
come into focus.
This process of adapting the historic tracings and overlaying
impasse is repeated
for each year of the transformation study. Results are compared
side by side
to observe the development of the current conditions.
Independence Avenue
reveals itself to have always been the point of collision for
two offset grid layouts.
grid misalignment
49
-
THROUGH STREETSDISCONNECTED STREETS
MISALIGNED STREETS
1887 1894 1907
1887 1894 1907
50 Independence Avenue Analysis
-
1914 1922 1935
1914 1922 1935
grid misalignment
-
1940 1955 1965
THROUGH STREETSDISCONNECTED STREETS
MISALIGNED STREETS
1940 1955 1965
52 Independence Avenue Analysis
-
1974 1983 1995
1976 1983 1995
grid misalignment
-
2002
2002
2002
2002
Many of the observations of the historic transformation study
are verified in the comparison of im-passe over time. Visible again
is the impact of railroads isolating the Northeast, the streetcar
connect-ing neighborhoods, and highways disconnecting
neighborhoods, establishing the condition existing today.
Understanding the physical influence of infrastructure allows for
the hypothesis of the social and economic impact on the physical
conditions. This also reveals Inde-pendence Avenue to be an
original situation where the initial order of the grid is
interrupted creating dif-ferent spatial and morphological
conditions. In this light, Indepen-dence Avenue is transformed into
an axis of the convergence of two misaligned morphological
orders.
THROUGH STREETSDISCONNECTED STREETS
MISALIGNED STREETS
54 Independence Avenue Analysis
-
1887
1907
1922
1940
1965
1983
2002
1887
1907
1922
1940
1965
1983
2002
-
I / I ylY -lfL. I \ I I vr/1 I \ I I I
v t(f "-
-
urban impasseObservable along Independence Avenue in the
regional figure ground is the con-
flict of the street grid along the length of the Avenue. Also
identifiable by this
character are the overall significance of the North-South
connections and their
discontinuity at Independence Avenue.
Tracing the roads continuous through Independence Avenue in
green, the
roads jogging at Independence Avenue in blue, and the roads
terminating at
Independence Avenue in orange, a larger condition of Urban
Impasse is revealed.
Urban Impasse is a condition of discontinuity experienced in the
grid of a city,
a condition of street misalignment which contradicts the
overarching order.
Independence offers itself as a major interceptor of North-South
traffic, and its
history of severance due to highway is also further
reinforced.
57
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Continuous Terminating
Offset
Independence Avenue
Anderson Avenue
St John Avenue
9th Street
12th Street
18th Street
E 20th Street
Continuous
Independence
Anderson Avenue
St John
9th Street
12th Street
18th Street
Troost Avenue
Brooklyn Avenue
Prospect Avenue
Jackson Avenue
Hardesty Avenue
Terminating
Independence
Anderson Avenue
St John
9th Street
12th Street
18th Street
Troost Avenue
Brooklyn Avenue
Prospect Avenue
Hardesty Avenue
Jackson Avenue
Blue, green, and orange lines represent interrupted, continuous,
and terminating streets, respectively. Each North-South street
accumulates an identifying color. The closer to green, the stronger
the roads presence as connected. The closer to orange, the stronger
their presence as disconnected. In separating the colors,
conditions of intensity are revealed.
58 Independence Avenue Analysis
-
Terminating
Continuous
Offset
URBAN IMPASSE NORTHEAST COMPOSITE
-
Offset Continuous Terminating
60 Independence Avenue Analysis
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Isolated
Terminating
Continuous
Offset
Railroad Traversing Network
Highway Access Network
Major Use Road Network
Beginning by establishing a study grid one of roads connected to
the highway, one of roads travers-ing the railroads, one of
commonly identified major use roads the Impasse method is applied
in two axes. The result is a network of connectivity based on the
con-tinuity of roads. One example is the grid connecting to the
high-way and its respective continuous roads; a network more likely
to be trafficked by vehicles and less safe for pedestrians.
By exploding layers from the first pass of the Urban Impasse
study, new understanding comes from identifying networks of
connec-tivity, rather than paths alone. Disconnected path fragments
are made particularly apparent. Other conclusions can be drawn by
comparing the grid-based net-works. When combining the
high-way-based impasse network with the major-use impasse network,
the resultant network has less ve-hicle traffic, and is more likely
to be pedestrian safe.
THROUGH STREETSDISCONNECTED STREETS
MISALIGNED STREETS
urban impasse
-
RAILROAD TRAVERSING NETWORK HIGHWAY ACCESS NETWORK
62 Independence Avenue Analysis
-
MAJOR USE ROAD NETWORK
To understand the relationship of topography and the
infrastructure to be examined in the Urban Im-passe study, an
explosion of layers illustrates the hierarchy of deriva-tion from
one scale of infrastruc-ture to the next. Like the trans-formation
study, the largest scale infrastructure is railroads, followed by
streetcar lines or highways, and then roads, with the larger
pur-then roads, with the larger pur-then roads, with the larger
purpose of showing how the Urban Impasse study assumes different
infrastructurally-constrained street grids as the basis of
developing different connectivity networks. Each Exploded Impasse
study represents the thought process behind the corresponding Urban
Impasse studies.
STREET NETWORKRAILWAYS
HIGHWAY SYSTEM
urban impasse
-
implied street spaceA street is not only defined by its physical
constraints, but is additionally comprised
of spatial qualities informed through the figure ground. This
implied space informs
the experience of the Avenue by revealing the actual street
spaces, as opposed to
the normative idea of the street, which only defines a
regulating line. This analysis
of Independence Avenue establishes the difference between the
idealized street
space which always implies a solid and continuous street facade
on the both
sides, and the actual, experiential, street space created by the
omission and
the removal of buildings. Studies of the implied street
establish and explore the
parameters of such space.
65
-
The construction of an im-plied space map is simple, yet the
results are invaluable in understanding how the street is
experienced in the pedestrian realm. This study signifies all void
spaces and allows their relation to be studied; revealing the
actual street space and its poros-ity, as no continuous street
facades exist to maintain the presumed linearity of the street
space. Porosity in the context of the figure ground describes the
object relative to void. A porous urban fabric like that of
Independence Av-enue has more void than ob-ject, more empty space
than building mass.
In a figure ground alone, the Avenue appears as the series of
larger building footprints, indicating primarily the dis-tinction
between commercial buildings along the Avenue, and residential
north and south. Additionally seen in the figure ground alone, is
the problematic porosity of the commercial buildings. To define
this porosity further, the space between all confin-ing building
edges is outlined. The outlined space is extract-ed from the figure
ground to examine the rhythm and pat-tern of the porosity.
66 Independence Avenue Analysis
-
implied street space
-
68 Independence Avenue Analysis
Second Title 00/00KCDC 2013MAIN TITLE
Second Title 00/00KCDC 2013MAIN TITLE
Second Title 00/00KCDC 2013MAIN TITLE
Second Title 00/00KCDC 2013MAIN TITLE
Second Title 00/00KCDC 2013MAIN TITLE
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Grid misalignment at Independence Avenue causes dierent
character of porosity between the north and south street facades.
By looking at the implied space of north and south separately and
in an overlay composite method, holes in the street wall become
more apparent.
implied street space
-
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
-
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
NORTH SPACE
NORTH FACADES
SOUTH FACADES
SOUTH SPACE
NORTH SOUTH FACADE OVERLAY
NORTH SOUTH SPACE OVERLAY
STREET RHYTHM DETAIL COMPILATION
-
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street textureWhen examining the diverse region immediately
surrounding Independence
Avenue, analysis must be taken into greater depth than plan,
figure ground, or
section. A textural analysis further synthesized the information
gathered from
the project site, establishing the inconsistency of the street
space enclosure. It
was recorded as texture made of time and matter through video
recording. This
video was captured along the entirety of the Avenue by car.
Still frames from the
video were established at set distances, and then mapped on a
figure ground to
demonstrate where each frame was taken.
The gathered images were then transferred into black and white
in an effort to
analyze the textural street condition. These black and white
frames were reduced
in opacity. From here, a sequence of overlaying the frames
began. 73
-
The third black and white iteration completed in the textural
scan occurred from examining the properties of the photos
themselves. When comparing the north and south series of images,
differing conditions of street composition occur. Portions of the
Avenue were determined according to architectural typology. Just as
with the previous iterations, the frames within each section of the
street were then overlaid to create one composition for each
condition. The results are most easily articulated through imagery
in relation to the corresponding maps. It is observed that the
Eastern edge conditions yield the most interesting and identifiable
condition within the street. Unlike any other portion, the
surrounding area within these images contains an intensive
industrial node.
74 Independence Avenue Analysis
-
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street texture
-
1102030405060708090100 50 4040
1102030405060708090100 4040
76 Independence Avenue Analysis
-
Modules S
outh Section 1
It is observed that the Eastern edge conditions yield the most
interesting and identifiable condition within the street. Unlike
any other portion, the surrounding area within these images
contains an intensive industrial node.
-
-" . . .,. ~
-
facade color
SVN South Section 1
After the textural street analysis was concluded, color
information was added to
the scan studies for the next layer of analysis. Color is an
important dimension
of Independence Avenues character and space. This study exposed
how color
affects the perception and idea of texture.
The overlaid images were then placed into a color extraction
program that
identified the most frequently occurring colors within the
file.
79
-
This process was completed for the null iteration, the figure
ground porosity iteration, and the architectural typology iteration
as identified in the textural street analysis. Many swatches later,
the result was three series of overlaid images that contained a
large portion of greenery, street, and a muddled composition of the
remaining street colors. Though beautiful images, the results
neglected to demonstrate the true nature of the street color make
up.
80 Independence Avenue Analysis
-
facade color
-
1102030405060708090100
1102030405060708090100 4040
Furthermore, this process was conducted in a very similar manner
but utilized a few changes in the layering technique. The process
was repeated for all three iterations and color extraction was
conducted. The intention of repeating the study with the same
process with some simplistic changes was to yield a differing
result to the colors extracted. Despite the initial progress that
was gleaned from testing this method, the overall result was
incredibly similar to that of the first iteration of the color
study.
82 Independence Avenue Analysis
-
1102030405060708090100
FACADE COLOR PHOTO COMPOSITE
-
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FACADE COLOR DNA SWATCHES
-
SVN South Section 1
urban noise elementsThis study was an attempt to record and
analyze the non-archictural elements
which comprise the street space and texture of Independence
Avenue. To
understand this phenomenon, objects of urban noise - telephone
poles, power
lines, signage, fences, and similar necessary but unsightly
objects - were traced
and overlaid. Nodes and modules derived from the textural
studies determined
which photo tracings were compiled.
87
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1102030405060708090100 1102030405060708090100
88 Independence Avenue Analysis
-
1102030405060708090100 4040
Independence Avenue, like many other commercial strips is
cluttered with a variety of non-building streetscape elements.
Fencing, wires, poles, and signage become omnipresent and often
times become more important than the buildings themselves.
Utilizing a series of 100 photographs at set intervals, these
streetscape elements are layered and studied. These layers begin to
establish the location, density, and typology of such elements,
proving their saturation and defining zones where specific
typologies appear at higher intensities.
urban noise
-
SVN South Section 1
A composite of the noise elements reveals the urban condition in
a new visual language, one that speaks about the influence of
impasse and porousity on experience of space.
90 Independence Avenue Analysis
-
URBAN NOISE ELEMENT COMPOSITE
-
visual connectivityThe undulating topography of the region
creates many interesting vistas on
Independence Avenue and throughout the Northeast. Views of
downtown
disappear and reappear at various instances as one negotiates
the Avenue. These
views of the skyline not only serve as a reference point to
orient oneself in the larger
context of the city, but also add to the unique, urban character
of the Avenue. The
following study looks at many different points on Independence
Avenue, showing
a progression of views from west to east. Each real world image
is then compared
with the same view from the 3D digital model to provide further
clarity. Moreover,
three types of viewshed conditions or zones were identified as a
result. Zone one
is where clear or open views of the skyline exist. Zone two
includes areas where
the skyline is somewhat obstructed but still visible. And zone
three encompasses
areas where the skyline is completely obstructed. Viewsheds
toward downtown
from zones one and two should be preserved and enhanced during
the design
process.
93
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VIEWSHEDS ON THE AVENUE
-
12
3
4
5
6
96 Independence Avenue Analysis
-
78
9
10
11
12
visual connectivity
-
As found with visual connectivity, the topogrpahy of
Independence Avenue and the
Northeast embodies several significant opportunities. Many of
these opportunities
exist in natural and sustainable water management, particularly
when considering
the porous fabric of the neighborhoods compared to the
topography. Empty lots
and vacant parcels have the potential to be converted to natural
landscapes,
bioswales integrated in street scapes. Kansas City as a whole
faces an average
of 6.4 billion gallons of overflow due to excess runoff
anually,3 which causes
flooding of homes, businesses, and roadways. Simple combinations
of GIS layers
of watershed boundaries, hydrology paths, flow accumulation,
vacancy, and
impervious surfaces indicate where this embedded opportunity can
be activated.
Sustainable water management is a responsibility of all urban
planning and
design with benefits at a local scale and impacts at a global
scale. Finding design
methods to integrate water management at all scales in a
neighborhood such as
the Northeast is finding flexible strategies applicable to other
density challenged
cities. These localized methods are solutions for a critical
global concern.
local runo
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Parcels Without Structures
PARCELS WITHOUT STRUCTURES
Beginning with a simple examination of vacant parcels, those
without structures but not necessarily without impervi-ous
surfaces, visibly clarifies the challenges of low density in the
Northeast. This is also a clarification of the oppor-ous surfaces,
visibly clarifies the challenges of low density in the Northeast.
This is also a clarification of the oppor-ous surfaces, visibly
clarifies the challenges of low density in the Northeast. This is
also a clarification of the opportunity for innovative infill
strategies, possibly natural overflow management. To investigate
the opportunity parcel to parcel, the vacant parcels are compared
to minor watershed information to determine what might be possible
in that parcel. Parcels along the minor watershed boundaries could
best serve to retain and filter runoff. Parcels in basins of minor
watersheds could be evaluated for urban agriculture potential.
Parcels along flow accumulation paths could be utilized in slowing
and filtering runoff.
100 Independence Avenue Analysis
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Parcels Without StructuresPARCELS WITHOUT STRUCTURES
Unbuilt Parcels Along Watershed Boundaries[Run-Off Source]
UNBUILT PARCELS OVERLAPPING WATERSHED BOUNDARIES
Unbuilt Parcels In Watershed Basins[Run-Off Collection]
UNBUILT PARCELS AT WATERSHED CENTERS
Unbuilt Parcels Overlapping Flow Accumulation PathsUNBUILT
PARCELS OVERLAPPING FLOW ACCUMULATION PATHS
local runoff
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Parcels Without Structures, Implied StreetUNBUILT PARCELS,
IMPLIED STREET
Unbuilt Parcels Overlapping Implied StreetUNBUILT PARCELS
OVERLAPPING IMPLIED STREET
Implied Street, Urban ImpassIMPLIMPLIIED STREET, IMPAED STREET,
IMPASSE STUDYED STREET, IMPAED STREET, IMPAED STREET, IMPAED
STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET,
IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED
STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET,
IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED
STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET,
IMPAIMPLIMPLIMPLIMPLIMPLIMPLIMPLIMPL ED STREET, IMPAED STREET,
IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED
STREET, IMPAED STREET, IMPAIMPLIMPLIMPL ED STREET, IMPAED STREET,
IMPAED STREET, IMPAED STREET,
IMPAIMPLIMPLIMPLIMPLIMPLIMPLIMPLIMPLIMPLIMPL ED STREET, IMPAED
STREET, IMPAED STREET, IMPAED STREET, IMPA E STUDYE STUDYE STUDYED
STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET, IMPAED STREET,
IMPAIMPLIMPL
Potential Network of Public Green SpacePOTENTIAL NETWORK OF
PARCEL PARKS
Recognizing from the implied street study that many of the
parcels along Independence Avenue are without structure, different
opportunity emerges here. Along the avenue, the parcels could
become pocket parks, or courtyards of buildings set back from the
street. With alternative parking and infill strategies, a new idea
of an urban corridor emerges, one that accepts its own origins as
an autoscape, but also commercially activated. Looking at the
Impasse study as an additional overlay to a watershed analysis, an
overlap of the prominent North-South streets reveals an interesting
relationship. The overlap of these systems provide the most
potential given the spaces have patterns of high traffic. The
parcels along these roads should be considered first for water
management or urban agriculture development. Together, the parcels
along the Avenue and those along primary roads begin to create a
network of parcel parks, weaving the low density urban fabric
together in an imaginative new way, tying the Northeast back into
the larger park system at a pedestrian scale.
102 Independence Avenue Analysis
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Potential Network of Public Green Space
POTENTIAL NETWORK OF PARCEL PARKS
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MASSINGS, ROADS, LOTS
WATERSHEDS, FLOW
MASSINGS, UNBUILT PARCELS
WATERSHEDS, UNBUILT PARCELS
MASSINGS, WATERSHEDS
104 Independence Avenue Analysis
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UNBUILT PARCELS, FLOW
IMPLIED STREET, ADJACENT PARCELS
URBAN IMPASSE, ADJACENT PARCELS
PROPOSED NETWORK OF PARCEL PARKS
The progression from analysis to initial design concept is
clarified in exploded form. This illustrates the origins of the
concept - fabric of the neighborhood and change in topography - in
three dimensions.
local runoff
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In order to structure the conclusions of the analysis and guide
design of the
Avenue, urban programming strategies attempt to look at
pragmatic needs
of urban space. The programming strategy begins with a series of
preliminary
studies conducted along the Avenue. These studies consist of a
set of inventory
maps and an extensive study of the previous planning documents
applicable to
the area; s
