ERIC WENCELPlanner | Designer

ERIC WENCEL e: wencel.eric@gmail.com t: 636.236.3273

EDUCATION Master of Regional and Community PlanningCollege of Architecture, Planning, and DesignKansas State University, 2013

Kansas City Design Center 2012-2013 StudioIndependence Avenue Urban Vision Study

AWARDS AND HONORS 2013 AIA Kansas City Honor Award, and ASLA Central States Honor AwardIndependence Avenue Urban Vision StudyKansas City Design Center 2012-2013 Studio

2013 AICP Distinguished Graduate in Regional and Community PlanningDept. of Landscape Architecture,Regional and Community PlanningKansas State University

2013 Kremer Prize for outstanding collaborative design achievements by students in the final semester of a professional Masters Degree programDept. of ArchitectureKansas State University

2011 Kansas APA New Horizon Award for BOXhattan, an educational activity based on the Box City curriculum, where elementary school students learn about the planning process and construct their own city

WORK EXPERIENCE

Freelance Planner/Designer @ Clarion AssociatesDenver, CO - November 2014 to Present

CNC Mill Operator/Builder @ Katalyst GroupKansas City, KS - May 2014 to October 2014 Planner (temporary) @ BNIM ArchitectsKansas City, MO - Sept. 2013 to March 2014 Intern @ City of Chesterfield, MODept. of Planning and Public WorksSummer 2011, Winter 2012, Summer 2012

SKILLS Communication, public engagement, creative problem solving, graphics, research, Adobe Creative Suite, ArcGIS (Spatial Analyst, Network Analyst), SketchUp, AutoCAD, Inventor, basic Revit, basic 3ds Max, basic Rhinoceros, MS Office, basic Python, web content and social media, video and audio production, CNC mill and laser cutter pathing and operation

TABLE OF CONTENTS

Kansas City Streetcar ExpansionREINTEGRATING: Independence Avenue Corridor VisionOther Work (Projects, Writing, Graphics)

19

19

1NextRail KC and NorthRail KC: Planning for the future of Kansas City streetcarBNIM Architects, 2013-2014

KANSAS CITY STREETCAR

As a recent graduate, I was hired by BNIM Architects in Kansas City, MO to work on NextRail KC and NorthRail KC: two simultaneous planning projects for the downtown Kansas City, MO streetcar. These projects were some of the largest public engagement campaigns for infrastructure projects in Kansas City history, and focused on creating a long-term plan for streetcars role in the regional transit network. My role on these teams primarily consisted of helping manage and carry out public engagement, producing written and graphic content which made complex project information easy to understand, and assisting with compilation, editing, and layout of final project documents.

NextRail KC was the City of Kansas City, MOs effor to identify and study possible expansion corridors for the currently under construction streetcar starter line. BNIM lead the consultant team: made up of several planning, engineering, environmental, and public engagement firms. The project team began studying eight possible corridors as directed by the City. Through a six-month process of public engagement and analysis, the team identified the three most feasible future alignments based on eligibility for the Federal Transit Administrations New Starts and Small Starts grant program and projected revenues from proposed local funding strategies.

NorthRail KC was a related project which examined the possibility of expanding the Kansas City streetcar network north of the Missouri River into the City of North Kansas City, MO. BNIM was tasked with managing and carrying out public engagement efforts for the NorthRail KC team. On this project in particular I took a leadership role in creating outreach material and identifying and reaching out to key stakeholder groups.

2 NextRail KC: Initial Analysis

NextRail KC: Detailed Analysis

NextRail KC: Public Engagement

NorthRail KC

PROJECT ELEMENTS

3The NextRail KC project began with the City of Kansas City, MO identifying eight corridors for possible phase two streetcar expansions. The project team was tasked with studying these corridors based on criteria used by the Federal Transit Administration (FTA) to assess projects for New Starts/Small Starts grant awards.

NEXTRAIL KC: INITIAL ANALYSISEight Original Corridors

FEASIBILITY

Cost - Engineering and Environmental Constraints

Funding Potential - Local, State and Federal Sources

Community Support - Corridor Advocates and Concerns

1Economic Developmentand Neighborhood Revitalization

2Land Use,

Demographics and Social

Equity

3Transportationand Mobility

Improvements

IMPACT ON QUALITY OF LIFE

An advisory committee made up of neighborhood leaders and representatives of key stakeholder groups was established in order to guide the project. The project team presented the advisory committee with the criteria to be used to evaluate each corridor. These points were organized into three main categories, seen in the pie chart in the bottom half of the graphic. The advisory committee then instructed the project team to assign weights to these criteria based on how important they were to the communitys vision of streetcar in Kansas City. The committee believed that the economic development and revitalization impacts that a streetcar could bring are most important, and should be weighted as heavily as land use, demogrpahic, social equity, transportation, and mobility combined. This evaluation criteria would be scored for each corridor, and then considered with cost, funding potential, and level of community support (seen in the blue shape at the top) when identifying corridors for further study.

Evaluation Criteria

4Initial AnalysisUsing this framerwork, the project team examined the eight original corridors. These findings culminated in the first major NextRail KC project document: the Initial Analysis. Below are matrices which summarize the Initial Analysis as well as maps which illustrate data that the team analyzed.

150

148

1510

167

167

123

1310

7.7%

168

8.5%

8.0%

MISSOURI RI

VER

MISSO

URI

KANSA

S

INDEPENDENCE AVE

12TH ST

18TH ST

I-70

US-71

WORNALL RD

MAIN STR

EET

SOUTHW

EST

BOULEVARD

I-35

I-670

39TH ST

ARMOUR BLVD

47TH ST

51ST ST

55TH ST

59TH ST

GREGORY BLVD

75TH STREET

85TH STREET

I-435

63RD ST

PROSPECT AVE

31ST STLINWOOD BLVD

1 MILE

SITE CONSTRAINTS

8.0%GRADE CONCERNS

BRIDGE OR STRUCTURE

AT-GRADE RAIL CROSSING

0 21Miles

MAIN ST

31ST STLINWOOD BLVD

INDEPENDENCE AVE

12TH ST WEST

SOUTHW

EST BLVD

COUNTRY CLUBRIGHT OF WAY

12TH ST EAST

DEMOLITIONS

HIGH

LOW

HIGH

NEW CONSTRUCTION

LOW

NEW CONSTRUCTION AND DEMOLITION PERMITS ISSUED 2000-2012

0 21Miles

MAIN ST

31ST STLINWOOD BLVD

INDEPENDENCE AVE

12TH ST WEST

SOUTHW

EST BLVD

COUNTRY CLUBRIGHT OF WAY

12TH ST EAST

POPULATION DENSITYPEOPLE PER SQUARE MILECATEGORIES DEFINED BY FEDERAL TRANSIT FUNDING CRITERIA

LESS THAN 2,560 (LOW)

2,560 TO 5,759 (MEDIUM-LOW)

5,760 TO 9,600 (MEDIUM)

9,601 TO 15,000 (MEDIUM-HIGH)

MORE THAN 15,000 (HIGH)

LESS THAN 2,500

2,500 TO 11,000

11,000 TO 30,000

30,000 TO 75,000

MORE THAN 75,000

EMPLOYMENT DENSITYEMPLOYEES PER SQUARE MILE

0 21Miles

LEGENDTRANSIT DEPENDENTPOPULATIONZERO CAR HOUSEHOLDS

0% - 15%

16% - 30%

31% - 45%

46% - 60%

61% - 100%

MAIN ST

31ST STLINWOOD BLVD

INDEPENDENCE AVE

12TH ST WEST

SOUTHW

EST BLVD

COUNTRY CLUBRIGHT OF WAY

12TH ST EAST

10

63.2 48.0

streetcar expansion corridorseVaLuaTioN maTriX

independence avenue (2.2+/- mi)

12th street west

(1.2+/- mi)

cost (in 2019 dollars)*

31.2

16.8

15.2

*See page 77 for eScalation methodology** coSt reflectS order-of-magnitude eStimate for the purpoSe of compariSon and are SuBject to change***equal to the Sum of the annualized capital coSt and annual operating coSt divided By the preliminary eStimateS of annual riderShip for each corridor.

26.0

12.4

9.6

$129 million

$71 million

$60 m $60 m

$5.94 $23.54

100

50

25

25

pointS poSSiBle

potential For Federal FundinG

fair loW

rouTes score HiGHer comBiNed THaN iNdiViduaLLY. see aLTerNaTiVe corridor aLiGNmeNTs oN paGe 188.

1,880 210

total cost in 2019 dollars**

per route-mile

cost per rider***

projected daily boardinGs

anticipated Federal FundinG

impacts

neiGhborhood revitalization and economic development

transportation and mobility

land use, demoGraphics, and social equity

systems overview Streetc

ar expa

nSion proje

ct

11

54.8 47.0 43.2 75.281.2 50.5

12th street east

(1.7+/- mi)

18th street (1.7+/- mi)

southwestboulevard (1.8+/- mi)

31st street/linwood(3.1+/- mi)

main street(3.5+/- mi)

country club r.o.w (6.3+/- mi)

single track

26.8

14.2

13.8

26.2

9.4

11.4

21.6

8.2

13.4

42.8

19.0

13.4

39.4

23.2

18.6

26.5

15.0

9.0

$107 million

$103million

$118 million

$186 million

$230 million

$194 million

$63 m $60 m $65 m $60 m$67 m $31 m

$23.70 $27.65 $66.79 $5.51$7.60 $16.96

loW loW loW goodgood loW

640 350 220 3,0203,300 790

12

independence avenue

12th street west

medium

medium

hiGh

hiGh

hiGh

medium

medium

hiGh

medium

hiGh

hiGh

low

medium

hiGh

medium

hiGh

medium

low

low

low

hiGh

hiGh

hiGh

low

low

hiGh

low

low

low

hiGh

medium

low

63.2 48.0

impacTs summarY

impact score

neiGhborhood revitalization and economic development

development capacity

tranSit-induced development potential

local and national developer intereSt

property value and occupancy impactS

hiStoric BuildingS

tranSit-Supportive land uSe policy and planS

possible points

100

31.2 26.050

16.8 12.425

15.2 9.625

transportation and mobility

riderShip potential

aBility to enhance exiSting Service

operational effificiency and coSt SavingS

air quality, Safety, and travel time

WalkaBility and BikeaBility

land use, demoGraphics, and social equity

population denSity

total employment

tranSit-dependent population / acceSS to employment

affordaBle houSing

exiSting land uSe and zoning

12

12

8

8

5

5

6

6

4

4

5

7

7

5

3

3

corridors are scored usiNG a FiVe-caTeGorY sYsTem BuT HaVe BeeN coNdeNsed iNTo THree caTeGories For simpLiciTY. see corridor summarY sHeeTs For deTaiLed scoriNG.

12th street east 18th street

southwestboulevard main street

31st street/linwood

country club r.o.w.

mediumlow

medium

hiGh

meidum

medium

hiGh

meidum

low

low

low

medium

low

hiGh

hiGh

low

low

medium

medium

hiGh

medium

low

low

low

low

medium

low

low

hiGh

medium

low

low

low

medium

low

low

low

low

medium

medium

low

hiGh

medium

medium

medium

hiGh

medium

hiGh

hiGh

hiGh

hiGh

hiGh

hiGh

hiGh

hiGh

hiGh

medium

low

medium

hiGh

hiGh

medium

hiGh

low

hiGh

hiGh

hiGh

hiGh

hiGh

medium

medium

low

hiGh

medium

medium

low

medium

low

hiGh

low

medium

medium

medium

medium

medium

medium

low

low

medium

low

low low

low

low

low

hiGh

54.8 47.0 43.2 81.2 75.2 50.5

26.8 26.2 21.6 39.4 42.8 26.5

14.2 9.4 8.2 23.2 19.0 15.0

13.8 11.4 13.4 18.6 13.4 9.0

5Based on the findings reported in the initial analysis, the City Council selected the four highest scoring corridors from the original eight to be examined further. These corridors were Independence Avenue, Linwood Boulevard or 31st Street, and Main Street Plus (a combination of Main Street and the Country Club Right of Way).

NEXTRAIL KC: DETAILED ANALYSISThree Corridors for Further Study

The final Detailed Analysis focused on implementation in these three corridors. It included more detailed investigation of points examined in the Initial Analysis, development of possible funding strategies, and proposed detailed alignment options for each corridor. The following images are some examples of my work contributing to the Detailed Analysis.

Detailed Analysis

MISSOURI RIVE

R

MISSO

URI

KANSA

S

INDEPENDENCE AVE

I-70

US-71

MAIN STR

EET

I-35

I-670

39TH ST

ARMOUR BLVD

47TH ST

51ST ST

55TH ST

59TH ST

PROSPECT AVE

HARDESTY AVE

BENTO

N BLVD

31ST STLINWOOD BLVD

18TH ST

12TH ST

STARTER ROUTE

SOUTHW

EST BLVD

63RD ST

WORNALL RD

JACKSO

N AVE

LEGEND

Starter Line

Independence Avenue

Linwood Boulevard

Main Street Plus

Prospect MAX/BRT

Downtown TDD

Expansion TDD(proposed Jan. 2014)

2 MILES

MISSOURI RI

VER

KANSA

S

MISSO

URI

I-435

I-70

PASEO

GREGORY BLVD

US-71

RAYTOWN ROAD

BLU

E RIDGE

CUTO

FF

53RD STREET

WORNALL RD

HOLLY ST

W. 46TH ST

Bike/Pedestrian Access

Proposed Transportation Development District (funding strategy)

628

beneFIts oF a sYstem appRoachthe goal of the System overview phase was to screen the eight corridors to identify which corridors would maximize the value of a streetcar. Main Street plus, Linwood Boulevard, and independence avenue were selected as the three corridors with the most potential to maximize the value of the citys investment. once these corridors were selected, the focus of the planning study shifted from comparing corridors to developing a single, interconnected system that was optimized according to the values identified by the community and the advisory, Steering, and technical committees.

Because these corridors will exist within a system, it is the intent of the city of Kansas city to pursue funding for the construction of these streetcar lines concurrently or in rapid succession. the Kansas city area transportation authority (Kcata) is completing a study of Max bus service on prospect avenue, which would complement the planned streetcar expansion, intersecting with the streetcar Downtown and on Linwood Boulevard. the latest federal transportation legislation, Map-21, allows transit grant applicants to package multiple transit corridors as a program of interrelated projects. this provision allows multiple related transit corridors to be submitted to the Federal transit administration (Fta) for consideration for federal funding without one corridor jeopardizing the success of another. By combining the prospect Max with the proposed streetcar expansion routes, prospect Max, which

currently has no local funding solution, will have access to the local funding match which is necessary to secure federal funding. Likewise, the inclusion of prospect Max adds value to the consideration of all of the projects by the Fta for federal funding.

sYstem optImIzatIonBecause there will be limited resources to expand Kansas citys streetcar system, it is necessary to evaluate the overall comparative benefits relative to the cost of expanding on each corridor. this will maximize the value of the citys investment. as with the System overview phase of the project, the system is optimized according to priorities established early on in the planning process. the highest priority is given to economic development, for which vacant land and recent development permits are proxies. the total population, total employment, and forecasted ridership all reflect the transportation and mobility benefits of the streetcar. Finally, the total number of zero car households and the total number of affordable housing units reflect the social equity priorities of the committees.

the following recommendations are based on a system-wide balance of costs and benefits for all of the proposed extensionsconsidered jointly togetheras well as a consideration of incremental benefits on each of the individual corridors. these recommendations reflect extensive community conversations, technical analysis, and a focus on crafting a viable and implementable system that supports a broad range of community goals.

table 3.1 thRee stReetcaRs + one bus RapId tRansIt (bRt)

RouteappRoxImate teRmInus

Route mIles

capItal cost (2019$)

FoRecastedweekdaY RIdeRshIp*

Independence aVenue Benton avenue 2.2 miles $142.5 million 2,300 to 5,200

lInwood bouleVaRd prospect avenue 1.8 miles $117.0 million 3,400 to 5,000

maIn stReet Vicinity of UMKc 3.6 miles $212.4 million 8,000 to 13,000

stReetcaR total 7.6 miles $471.9 million 13,700 to 23,200

pRospect max 75th Street 9.1 miles $43 million 6,800 to 7,600

*Ridership forecasts vary with operating plan.

3 ReCOMMeNDatiONS

phase

II expa

nsIon pla

n Streetc

ar expa

nSion project

29

Downtown Starter Route

LEGEND

Independence Avenue

Main Street Plus

Linwood Boulevard/31st Street

Phase I

Prospect MAX

1 MILE

ABOUT THIS MAPThe purpose of this map is to demonstratethe conceptual alignments of interrelatedtransit projects, including Streetcar ExpansionRoutes and Prospect MAX. All of the route alignments are subject to revision as stakeholders provide additional input and the design of the system evolves. The Downtown Starter Route alignment is in the construction phase and is not expected to change.

Alternative Alignment

Flexible Terminus

Phase II

KANSAS CITY, MISSOURISTREETCAR + BRT PROPOSED ALIGNMENTS

TROOST

PASEO

US-71

GILLH

AM RD

BROADWAY

BLVD

SOUTH

WEST

TRFY

MAIN ST

ARMOUR BLVD

39TH ST

43RD ST

27TH ST

EMMANUEL CLEAVER II BLVD

51ST ST

55TH ST

59TH ST

63RD ST

75TH ST

MEYER BLVD

GREGORY BLVD

85TH ST

ROCKHILL RD

PROSPECT

25TH ST

18TH ST

TRUMAN RD

INDEPENDENCE AVE

9TH ST

12TH ST

I-70

I-70

I-670

I-35

KANSA

S

MISSO

URI

MISSOURI RIVER

KANSAS RIVER

31ST ST

LINWOOD BLVD

INDEPENDENCE AVE

ADMIRAL BLVD

CHARLO

TTECAMPBELL

CHERRY

FIguRe 3.1 pRoposed stReetcaR and bus RapId tRansIt coRRIdoRs

The map to the right shows the final alignments proposed by the project team. Based on data analysis, public input, cost estimations, and analysis of funding abilities, the solid lines and circles show the alignments which maximize benefits while maintaining funding ability. The map also shows proposed alignments for future expansion further down these corridors.

The purple line represents a proposed Prospect MAX bus rapid transit line which the Kansas City Area Transit Authority is currently studying. The project team suggested including funding for construction of this bus line in any future grant proposals in order to emphasize strengthening of the overall regional transit system.

Alignment Proposal

You can discuss this project with your friends and neighbors at ideas.nextrailkc.comFor general project information and opportunities to get involved, please visit nextrailkc.comFriend us on Facebook facebook.com/next.rail.kcFollow us on Twitter @NextRailKC

CHERRY STREET connecting to starter line

CHERRY STREET VISUAL CHARACTER

CHERRRY STREET CROSS SECTIONS

CHALLENGES: LIMITED ECONOMIC DEVELOPMENT DOES NOT CONNECT TO HEART OF NEIGHBORHOOD 31ST STREET SECTION

BENEFITS: MORE DIRECT CONNECTION TO STARTER LINE EASIER TO CONSTRUT AND OPERATE SIMPLER FOR RIDERS

EXISTING SECTION

PROPOSED SECTION

You can discuss this project with your friends and neighbors at ideas.nextrailkc.comFor general project information and opportunities to get involved, please visit nextrailkc.comFriend us on Facebook facebook.com/next.rail.kcFollow us on Twitter @NextRailKC

31ST STREET

CHALLENGES: NARROW ROADWAY PRIMARILY RESIDENTAL EAST OF US 71 LESS IDEAL FOR REGIONAL CONNECTIONS

BENEFITS: STREETCAR READY MIXED USE CORRIDOR

31ST STREET CROSS SECTION

31ST STREET VISUAL CHARACTER

31ST STREET

EXISTING SECTION

PROPOSED SECTION

You can discuss this project with your friends and neighbors at ideas.nextrailkc.comFor general project information and opportunities to get involved, please visit nextrailkc.comFriend us on Facebook facebook.com/next.rail.kcFollow us on Twitter @NextRailKC

main sTreeT plus

CROSS SECTION @ 60 FEET WIDE ROADWAY (SOuTh OF lINWOOD blvD)

CROSS SECTION @ 74 FEET WIDE ROADWAY (NORTh OF lINWOOD blvD)

0.5 0 0.5 1 1.5 20.25Miles

MISSOURI RIVE

R

MISSO

URI

KANSA

S

INDEPENDENCE AVE

I-70

US-71

WORNALL RD

MAIN STR

EET

I-35

I-670

39TH ST

ARMOUR BLVD

47TH ST

51ST ST

55TH ST

59TH ST

GREGORY BLVD

75TH STREET

BANNISTER ROAD

85TH STREETI-435

63RD STPROSP

ECT AVE

HARDESTY AVE

BENTO

N BLVD

31ST ST

LINWOOD BLVD

18TH ST

12TH ST

Rock Island Rail Corridor

STARTE

R ROUTE

MEYER BLVD

1 MILE

EXISTING

EXISTING

PROPOSED

PROPOSED

bENEfITS: LIMITED TRAVEL TIME SAVINGS

challENGES: ELIMINATES ON-STREET PARKING ELIMINATES LEFT TURN LANES REDUCES TRAFFIC CAPACITY RESTRICTS STREET CROSSINGS TO

SIGNALED INTERSECTION

CENTER RuNNING(NOT RECOMMENDED)

bENEfITS: RETAINS MOST ON-STREET PARKING ALLOWS FOR STRATEGIC LEFT TURN LANES

challENGES: SLIGHT INCREASE IN TRAVEL TIME

MIXED TRAFFIC

CURRENTLY STUDYING BETWEEN 47TH STREET AND 51ST STREET

DEPENDS ON CCROW CONFIGURATION TO BE REVIEWED BY CCROW

NEIGHBORHOOD ADVISORY COMMITTEE

TRANSITION TO CCROW

Proposed Street Sections for Alignments

7The project team carried out a massive public engagement campaign as part of the NextRail KC plan process. The intent was to make a streetcar expansion plan which met the needs and desires of Kansas City neighborhoods. Throughout the seven month project, the NextRail team engaged around 18,000 stakeholders through a huge project kick-off event, 11 community workshops, door-to-door outreach, hundreds of group and neighborhood meetings, presence at events and places of interests, and online conversation on Facebook, Twitter, and the NextRail KC Mindmixer site.

The project team also addressed issues that arose in community conversation by creating informational handouts, fact sheets, and maintaining a project Frequently Asked Questions page.

NEXTRAIL KC: PUBLIC ENgAgEMENTA Massive Public Involvement Effort

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COUNTRY CLUB RIGHT OF WAYThe reintroduction of a streetcar to South Plaza, Brookside and Waldo

SAFETYWhen properly designed, trails that are adjacent to fixed rail transit (streetcar, lightrail, commuter rail) are safe. According to a survey of 88 trails conducted by the Rails-to-Trails Conservancy, there has only been one rail-related trail user fatality in over 20 years. With adequate spacing, barriers, and signage, pedestrian and resident conflict with a streetcar vehicle can be easily minimized.

AESTHETICS AND ENHANCEMENTPairing fixed-rail transit with the a multi-purpose trail will create a major multi-modal transportation connection between southern Kansas City, MO neighborhoods and the rest of the region.

Appearance, safety, accessibility and functionality of a streetcar is currently being studied as it relates to the appeal of the existing Trolley Track Trail. Fencing, signage and paving can be designed to integrate with existing aesthetics, as well as improve security. The City understands this is a vibrant community asset, and with your input, the streetcar has the potential to add to its experience and value.

NOISEA major concern from residents and businesses is the amount of noise a streetcar will create. The following table compares modern streetcar noise levels to other common noises:

TRAIL CROSSINGSPoints where a trail crosses streetcar tracks will be handled with the utmost consideration for safety in accordaince with State and Federal law. Existing examples offer many effective design options for safe pedestrian crossings: Well marked at-grade crossings with warning signals Protocol requiring streetcar vehicles to yield to pedestrians

Streetcar Vehicle Noise Loudness Compared to...

Streetcar vehicle 82 dBAQuieter than a KCATA Main Street MAX bus

Emergency warning horn (rarely used)

93 dBAQuieter than a standard car horn

Ambient noise (50ft) of a streetcar at 20mph*

55 LeqQuieter than a 2-lane suburban street

Portland, OR streetcar @ Portland State University

St. Charles Line, New Orleans, LA

Hiawatha Trail, Minneapolis, MN

*Day-Night Sound level (Ldn): scale created by the EPA to measure total noise emitted across the day and night. Allows for comparison between different environmental conditions.

INTRODUCTIONThe Country Club Right of Way (CCROW) is an important transportation corridor owned by the Kansas City Area Transportation Authority (KCATA) that includes the Harry Wiggins Trolley Track Trail. The City is studying how to reintroduce a streetcar into the CCROW area in a way that retains and potentially improves safety at cross streets and preserves neighborhood character. Streetcars are safe, quiet and convenient, and in other US Cities they have been proven to raise property values, decrease commercial vacancies, reduce congestion, and improve air quality.

Streetcar tracks require specialconsideration from cyclists

CyCling with StreetCarSHow bicyclists can safely share the road with streetcars

when riding near streetcar lines, cyclists should keep a safe distance from the tracks in order to prevent wheels from falling into spaces between rails. Cyclists must also maintain adequate space from parallel parked cars to avoid striking open car doors or pedestrians entering or exiting their vehicles.

Crossing streetcar tracks

a cyclist may have to cross streetcar tracks in the following situations: Making left-hand turns Crossing tracks at intersections Passing parked vehicles that protrude into

the road

Cyclists should make every effort to cross streetcar tracks at right angles. the most common streetcar-related bike crashes are from: the front wheel sliding out from under

cyclists on streetcar tracks One or both wheels falling into streetcar

tracks and getting stuck

BIKES CROSSTRACKS AT RIGHT

ANGLE

AVOID CATCHIHNGWHEELS IN

TRACKSLOOK BOTH

WAYS

Discuss at ideas.nextrailkc.comGeneral Info nextrailkc.com. Friend us on Facebook facebook.com/next.rail.kc Follow us on Twitter @NextRailKC

Photo: Simon Carr

Photo: Richard Masoner

18

22

21

53

10

28

39

38

37

2423

25

27

3029

34

36

3233

35

1

26

6

14

8

21

15

26

7

912

16

17

19

31

42

13

20

670INTERSTATE

71

70INTERSTATE

35INTERSTATE

70INTERSTATE

29/35INTERSTATE

Name Project Costin MillionsHousingUnits Phase

1 2nd & Delaware Housing Project 50$ 298 Planning2 3rd & Grand Transit Center Planning3 River Market West Apartments 16$ 137 Construction4 Columbus Park redevelopment 70$ Planning5 Centropolis on Grand 8$ Planning12 Commerce Tower conversion 71$ 265 Planning19 Midland Oce Building Apartments 68 Planning30 Globe Building renovation 7$ Planning32 Centric Projects Headquarters 2$ Complete33 Corrigan Building Apartments 22$ 82 Planning35 1914 Main Apartments 10$ Planning7 718 Grand Apartments 16 Planning9 Scarritt Building renovation 26$ 109 Planning10 21C Hotel 48$ Planning18 Argyle Building renovation 20$ 124 Planning20 OneLife Fitness 3$ Planning21 One Light Residential Tower 79$ 311 Planning25 Courtyard Marriott Planning26 UMKC Conservatory 90$ Planning28 Maxwell Brisco renovation 5$ Planning37 GSA Relocation 50$ Planning6 Folgers coee renovation 30$ 151 Planning8 Lucas Place Apartments 26$ Construction11 Cosby Hotel renovation 3$ Planning13 Pickwick Bus Terminal renovation 35$ 261 Planning14 East Village Planning15 Downtown YMCA 30$ Planning16 Mark Twain Building renovation 16$ Planning17 Brookfield Building renovation 15$ 100 Planning22 Arvest Bank 2$ Construction23 Sporting Innovations Headquarters 20$ Construction24 1515 Walnut Apartments 2$ 7 Construction27 Antons Steakhouse Construction29 Webster House Parking Garage 5$ Construction31 Screenland Crossroads 2$ Planning34 SPRINT Accelerator Planning36 2101 Broadway Building renovation Construction38 Sweeney Building renovation 18$ 55 Planning39 Halls Department Store 10$ Planning

Streetcar RouteKey Reason for DevelopmentImpacted Decision to DevelopIn Transportation Development District

LEGEND

$256M 451$367M 411$214M 1,115$879M 1,997

Cost inMillions

HousingUnits

1/2 MILE

TOTAL:

MISSO

URI RIVE

R

DEVELOPMENT IMPACT OF DOWNTOWN KANSAS CITY STREETCARAS OF JANUARY 2014

8NorthRail KC studied a possible expansion of the the Kansas City streetcar north of the Missouri River into North Kansas City, MO. As the project teams public engagement coordinator, BNIMs primary task was facilitating a community conversation that helped envision a northern streetcar expansion that would best serve North Kansas City. Our team accomplished this by reaching out to a broad stakeholder base, coordinating community workshops, translating project data and process into easily understood materials, and maintaining NorthRail KC social media and web presence. I took a leadership role on several of these tasks, and learned the value of making positive personal connections between planners and members of the community.

NORTHRAIL KCStreetcar North of the River

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Key Decision

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your plan to move usforward

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A B C D E F

Crossing the River:DEDICATED LANE ONHEART OF AMERICA

Alignment:DEDICATED LANE ONBURLINGTON

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

Crossing the River:DEDICATED LANE ONHEART OF AMERICA

Alignment:MIXED TRAFFIC ON BURLINGTON

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

Crossing the River:DEDICATED LANE ONHEART OF AMERICA

Alignment:MIXED TRAFFIC ON SWIFT

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

Crossing the River:NEW TRANSIT BRIDGE

Alignment:DEDICATED LANE ON BURLINGTON

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

Crossing the River:NEW TRANSIT BRIDGE

Alignment:MIXED TRAFFIC ON BURLINGTON

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

Crossing the River:NEW TRANSIT BRIDGE

Alignment:MIXED TRAFFIC ON SWIFT

Total Cost to Armour Rd:$### M

Total Cost to 32nd Ave:$### M

KEY ALIGNMENT DECISIONSCommunity WorkshopFebruary 13, 2014

HOW DO WE CROSS THE MISSOURI RIvER?

Option 1: New Transit Only Bridge

In order to connect to the starter streetcar line and the expanding streetcar system in Kansas City, Missouri, the North Kansas City streetcar line will need to cross the Missouri River. There are two primary options for crossing the river, eash with its own tradeoffs. Study the options below and mark the box of your prefered option.

Option 2: Heart of America Bridge - Exclusive Streetcar Lane

COST: $40-60M

Advantages Designed specifically for streetcar use Long-term flexibility for streetcar

operation No traffic impact at Burlington and

10th for Swift alternative Potentially include bike/ped access

which allows increasingnorthbound capacity on HOA

Disadvantages Most expensive option Increased environmental analysis

required by new bridge

This option involves constructing a new bridge east of the Heart of America Bridge designed specifically for streetcar use.

Advantages Lower cost than new bridge Requires less environmental analysis

than new bridge option, resulting in lower cost and faster schedule

Disadvantages Less flexibility for streetcar opera-

tions, but well within needs Requires relocating bike/ped lane Loss of travel lane reduces long term

traffic capacity (could maintain ad-equate level of service today)

In this option, the eastern bike/pedestrian lane is reconfigured for use as a single exclu-sive Streetcar lane and one southbound traffic lane is reconfigured for bike/pedestrians.

COST: $###M

WHICH ALIGNMENT?

Option 1: Burlington with Dedicated Transit Lane

There are several alignment options for extension of the streetcar system through North Kansas City, each with advantages and disadvantages. In additional to engineering and operation constraints, the ideal alignment depends on community priorities for the system. Review the tradeoffs below and mark the box of your preferred option.

Option 2: Burlington in Mixed Traffic

Option 3: Swift in Mixed Traffic

COST (TO ARMOUR RD): $###MCOST (TO 32ND AvE): $###M

Advantages Less traffic impact than mixed-traffic

option on Burlington Large capacity for new development Long term potential for transforma-

tion of Burlington corridor Extensive planning as transit corridor

Disadvantages Loss of parking lane and potential ad-

ditional right of way needed Minor impacts on traffic speed Successful redevelopment will require

significant additional investments Limited walkability of corridor today

Advantages Maintains parking lane on Burlington Does not require new right of way Large capacity for new development Long term potential for transforma-

tion of Burlington corridor Extensive planning as transit corridor

Disadvantages Requires reduction of traffic speed,

lengthened signal time Impacts long term traffic capacity Successful redevelopment will require

significant additional investments Limited walkability of corridor today

Advantages Best positioned for new streetcar

development today Best alignment for connectiong North

Kansas City residents and employees Good network for walking and biking Minimal traffic impacts

Disadvantages Less long term development capacity

than other options Need to reconfigure on-street parking

but could retain most spaces Need to be reconfigure bike facilities Need to solve truck loading conflicts

COST (TO ARMOUR RD): $###MCOST (TO 32ND AvE): $###M

COST (TO ARMOUR RD): $###MCOST (TO 32ND AvE): $###M

This option would use the existing parking lane and perhaps some additional right of way to provide a dedicated streetcar lane along Burlington, likely in a center median.

With this option, streetcar would run along Burlington Street with other traffic in existing traffic lanes, preserving the existing parking lane.

In this option, streetcar would run along Swift Avenue with other traffic in existing traf-fic lanes, preserving on-street parking, but requiring changes to bike facilities.

WHERE DO WE STOp?

The stopping point for a North Kansas City streetcar should be based on a balance of costs and benefits. Longer routes serve more riders, connect more places, and expand the po-tential for economic development. These benefits come with the increased cost of a longer route. Review the options and mark the box of your preferred stopping point below.

Option 1: Armour

Option 2: 32nd Avenue

Advantages Shorter length means lower cost than

extension to 32nd Avenue Maintains maximum flexibility for

future expansion Terminates in the key destination of

downtown North Kansas City

Disadvantages Does not serve the dense residential

area of Northgate village and some redevelopment areas as well as an extension to 32nd Avenue

Would require additional expansion in North Kansas City to connect Kansas City, Missouri in the future

Advantages Serves the dense residential area of

Northgate village and some redevel-opment areas better than an align-ment that stops at Armour Road

Directly connects to Kansas City, Missouri

Disadvantages Longer length means higher cost

than alignment stopping at Armour Loses some flexibility for future

expansion, but still permits extension on North Oak

Does not end at a major destination

With this option, the initial extension of streetcar north of the Missouri River would stop at 32nd Ave, where North Kansas City meets Kansas City.

With this option, the initial extension of streetcar north of the Missouri River would stop at Armour Road, in downtown North Kansas City

9Independence Avenue Corridor Urban Vision - Northeast Kansas City, MO2013 Kansas City Design Center Collaborative Studio (Graduate Thesis)

REINTEgRATINg

I spent my final year of graduate studies working with 17 other students in a collaborative design studio at Kansas City Design Center (KCDC), in Downtown Kansas City, MO. Unlike typical educational studios, KCDC operates much like a professional consulting project. Architecture and planning students work with City of Kansas City, MO staff on a planning and urban design project which contributes a vast amount of research, analysis, and visioning to a specific area of the city. On top of typical studio work, students carry out real stakeholder analysis and engagement, host public workshops, and add momentum to ongoing redevelopment efforts.

The 2013 KCDC studio project centered on Independence Avenue, the commercial and transportation backbone of an area known as Northeast Kansas City. Originally developed in the late 19th century, Northeast KC holds some of the earliest residential neighborhoods outside of downtown. Over the past seventy years or so, it saw a transition from upper and middle-class neighborhoods to a state of decline and disinvestment. Recently, however, the area has seen increased community investment and neighborhood activism, which prompted the KCDCs involvement.

The task of the Independence Avenue Corridor Vision was to build upon this growing grassroots energy by working with local stakeholder groups, the City, and the Mid-America Regional Council to propose urban design and planning solutions for Northeast Kansas City.

The following work is part of a much larger project. To remain most relevant, I chose to only include portions of the Independence Avenue Vision that I worked on personally. This also includes my personal masters report that I completed as a degree requirement.

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Independence Avenue Master Concept

Northeast KC Exchange District and grocery Store Node

MastersReport:Designing for Diverse Populations in Northeast Kansas City

Public Engagement Neighborhood Conservation Overlay District

PROJECT ELEMENTS

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A small group of students and I focused our efforts on addressing issues present in the heart of the Independence Avenue corridor. According to stakeholders, a major issue for Independence Avenue is a lack of organization and intentional rhythm along the corridors districts. We set out to base our overall design concept on proposing solutions for creating unity and enhancing wayfinding along Independence Avenue.

URBAN DESIgN vISION CONCEPTThree DistrictsPurpose

HISTORIC DISTRICT EXCHANGE DISTRICT LINK DISTRICT

Field analysis and observation of building style, land use, color, and street wall identified three unique commercial areas, each separated by one to three residential blocks. These districts were each distinct and unique, and offer an excellent foundation for placemaking on Independence Avenue.

Historic District Designated historic area 19th century brick facades Strong street wall and street scape

Exchange District Exchange of goods and cultures Vibrant facade colors from ethnic

businesses

Link District Connects to recreation areas, parks,

and residential areas Centers on vacant Jr. High School

Overall Design ConceptInstead trying to force consistent style on the entire corridor, promote the individuality of these three commercial districts (shown below).

Unifying elements like key node sites, streetscape, and branding can establish a more cohesive whole for Independence Avenue.

THREE COMMERCIAL DISTRICTS

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Node DevelopmentThere are a number of highly significant sites along the corridor that are currently vacant or otherwise underutilized.

At these points, Kansas Citys cultural, economic, transportation, and environmental systems intersect, creating unparalleled capacity to become major anchor sites for the corridors three commercial districts.The following diagrams show our process in identifying these sites.

Street Space Expansion

CONCEPT PARTI: FOUR NODE SITES, THREE DISTRICTS

Topological High PointsHydrology

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Organizing parking by consolidating off-street parking, sharing parking lots, and relocating behind buildings can free up more usable space and minimize curb cuts.

Infill buildings should be used on strategic sites, but converting vacant street spaces into usable outdoor space can help fill gaps in the street wall without the cost of building construction.

Expanding sidewalk width allows for more ample room for pedestrians, and can provide space for stormwater collection planters and bump-out seating areas.

Shorter and more numerous crosswalks will greatly improve safety while crossing Independence Avenue.

We proposed removing three of the five traffic lanes and replacing them with bicycle lanes and on-street parking.

This will slow vehicular traffic and re-establish the district as a pedestrian-focused commercial area.

Re-Worked Streetscape

Streetscape Transformation

Street Condition 1West of Benton Avenue

Street Condition 3Norton Avenue to Spruce Avenue

Street Condition 4East of Spruce Avenue

13'-8" 12'-3"11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 19'-11" 12'-0"11'-0" 11'-0"9'-0" 5'-0" 15'-0 3/8"5'-0"

Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound Lane Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound LaneEastbound Bike Lane

Parallel Parking

Westbound Bike Lane

Variable Turn Lane Westbound LaneSidewalk SidewalkEastbound LaneEastbound Bike Lane

Parallel Parking

Parallel Parking

Westbound Bike Lane

Westbound LaneSidewalk SidewalkEastbound Lane

11'-0" 11'-0" 9'-0" 11'-0" 11'-0"9'-0" 5'-0"5'-0" 11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 11'-0" 11'-0"

Street Condition 2Benton Avenue- Norton Avenue

Streetscape Transformation

Street Condition 1West of Benton Avenue

Street Condition 3Norton Avenue to Spruce Avenue

Street Condition 4East of Spruce Avenue

13'-8" 12'-3"11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 19'-11" 12'-0"11'-0" 11'-0"9'-0" 5'-0" 15'-0 3/8"5'-0"

Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound Lane Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound LaneEastbound Bike Lane

Parallel Parking

Westbound Bike Lane

Variable Turn Lane Westbound LaneSidewalk SidewalkEastbound LaneEastbound Bike Lane

Parallel Parking

Parallel Parking

Westbound Bike Lane

Westbound LaneSidewalk SidewalkEastbound Lane

11'-0" 11'-0" 9'-0" 11'-0" 11'-0"9'-0" 5'-0"5'-0" 11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 11'-0" 11'-0"

Street Condition 2Benton Avenue- Norton Avenue

Streetscape Transformation

Street Condition 1West of Benton Avenue

Street Condition 3Norton Avenue to Spruce Avenue

Street Condition 4East of Spruce Avenue

13'-8" 12'-3"11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 19'-11" 12'-0"11'-0" 11'-0"9'-0" 5'-0" 15'-0 3/8"5'-0"

Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound Lane Sidewalk SidewalkEastbound Bike Lane

Westbound Bike Lane

Eastbound Lane Eastbound Lane Westbound Lane Westbound LaneEastbound Bike Lane

Parallel Parking

Westbound Bike Lane

Variable Turn Lane Westbound LaneSidewalk SidewalkEastbound LaneEastbound Bike Lane

Parallel Parking

Parallel Parking

Westbound Bike Lane

Westbound LaneSidewalk SidewalkEastbound Lane

11'-0" 11'-0" 9'-0" 11'-0" 11'-0"9'-0" 5'-0"5'-0" 11'-10" 11'-0" 11'-0" 5'-0" 11'-3 1/2"5'-0" 11'-0" 11'-0"

Street Condition 2Benton Avenue- Norton Avenue

Pedestrian Infrastructure InfillStrategies

EXCHANgE DISTRICT DESIgN PROPOSALS

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This is a proposed redesign of the main node site in the Exchange District. As a grocery store in the heart of Independence Avenue, making this site a well-connected, multi-use activity center that meets the needs of the community would be a strategic investment that could catalyze further investment and development in the Exchange district.

A Social Seam in Northeast Kansas City

gROCERY STORE NODE

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A requirement for the Master of Regional and Community Planning program at Kansas State is completion of an independent masters report or thesis. I wrote my report as a complement to my involvement in the 2013 KCDC Independence Avenue Corridor Vision, taking a deeper look at how population diversity in Kansas City can be impacted by urban design and planning.

Northeast Kansas City is commonly known as the most diverse area of Greater Kansas City. Diversity is a major part of neighborhood identity in Northeast KC, and something that stakeholders place great importance in.

With this in mind I chose to research the following:What exactly does diversity mean? Why is it desirable?What does diversity really look like Kansas City neighborhoods?How does/can urban design impact diversity in Northeast KC?

FocusIntroduction

8% 6% 4% 2% 0% 2% 4% 6%

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Upon researching the design side of diverse neighborhoods, I encountered the concept of social seams, or places where people of all backgrounds go based on common need or desire. Social seams are where diverse communities happen, and can exist even when the surrounding neighborhoods lack diversity.

I identified the same grocery store node site that my team and I provided design solutions for (see previous pages) as an example of a possible social seam along Independence Avenue. Through in-situ observation and data analysis of surrounding neighborhoods, I analyzed the health of this social seam, and proposed ways to make it more effective.

Built Environment Analysis

Scar

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Rental Housing UnitsPer Census Block

0 100

500 1000

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Vacant Housing UnitsPer Census Block

0 65

500 1000

Currently this node site fails as a social seam. Issues with public safety have driven residents and business owners to abandon the public realm, which only perpetuates the problem with criminal activity. Paired with the poor condition of the grocery store, it makes this area undesirable for residents to visit. The failure of this social seam may also contribute to the lower population density and higher vacancy observed in surrounding blocks.

Educating and empowering residents and businesses to be watchful and engaged in their surroundings, and instituting CPTED standards on the built environment will decrease the places where crime can happen. This, along with strategic investment and design intervention on the grocery store site, can create a safer, higher quality destination, and a much healthier social seam.

Built Environment Conclusions

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Public Meetings and CharettesA defining characteristic of the KCDC studio is the public and stakeholder involvement efforts that students carry out. Our team hosted a number of public charrettes, information sessions, and open house events - both in our space, as well meeting places located in Northeast KC. Through these efforts, we were able to create a vision for the future of Northeast KC that is very much in line with the communitys aspirations.

PUBLIC ENgAgEMENT

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Policy Legacy of the Independence Avenue Corridor visionAlthough the Independence Avenue Vision is an educational work, it directly informed the creation of a new overlay zoning district called the Neighborhood Conservation Overlay.

I was in charge of a small team of students who worked with the City of Kansas City, MO planners and a hired consultant team to write the beginning chapters of this new form-based code for Independence Avenue.

This is the first zoning of its kind for Kansas City, and is, in its own way, a historical policy milestone.

Significant Buildings: East District

Significant Buildings: Central District

Significant Buildings: West District

Zoning Sub-Districts

NEIgHBORHOOD CONSERvATION OvERLAY

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OTHER WORK

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Other Projects Writing Samples Watercolor

Hand graphics

Digital graphics

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Zoning Code (Clarion Associates, 2015)As a freelance planner and designer, I assisted the Clarion Associates Denver office in reorganizing zoning code for a town in Colorado. Our job was to take existing code text and make it easier and more intuitive for users through illustration and reformatting. The following are some of the over 50 graphics I produced to illustrate regulations, definitions, and concepts from the text.

OTHER PROJECTS

Downtown Central Core District

Building Height:40' max (pitched)35' max (flat)

Front Yard:3' min

Rear Yard:0' min

Side yard:0' min

Building Height:50' max (pitched)40' max (flat)

Front Yard:20' min

Side Yard:10' min

Rear Yard:10' min

Front Yard:20' min

Rear Yard:10' min

Building Height:35' max

Lot Frontage:60' min

Side Yard:10' min

Medium Residential District

Waterside SetbackAccomodations District

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Building Height: 35' max

Stre

et fr

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line

Side property line

20'

20'20'

24'

45

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45

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10'

Bulk Plane

Concealed rooftop equipment

Parapet and dormers hideflat roof

No more than 60% ofparking along principalstreet facade

Landscape bufferbetween parking andproperty line

Two publicentrances

Screened service areas

5' to 10' landscape buffer between building and pavement

Princ

ipal st

reet

District Development Standards

Development on Steep Slopes Screening of Rooftop Equipment

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Overland Park, KS Downtown Parking Strategy (BNIM Architects, 2014)While at BNIM I helped write, illustrate, and lay out a parking analysis and strategic plan for Downtown Overland Park, KS. I created the following diagrams in order to illustrate plan concepts and make a case for proposed strategies.

OTHER PROJECTS

PLAY

LEARN

SHOP

WORK

EAT

PARK

PARK

PARK

PARK

PARK

PARK

WORK

SHOP

EAT

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LEARN SHOP

SHOP

Parking for every buisiness is inefficient

Shared parking allows visitors to park once

Visitors can have difficulty locating available parking

Wayfinding strategies can help maximize parking usage

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South Cedar Creek Connectivity Plan, Olathe, KS (BNIM Architects, 2014)SOUTH CEDAR CREEK | 85

The current bus system connects people within the City as well as to downtown Kansas City and other locations within the metropolitan area. This prototype concept illustrates how existing and proposed trail/bicycle routes can better integrate with the public transportation system. Concepts showcase transit and bicycle facilities linked to the trail network at bus stops creating a better integration of multiple modes of travel.

To demonstrate two possible scenarios for integrating multi-modal systems at transit stops, Detail Image Q illustrates potential transit stop configurations near the Wal-Mart along Highway 7 (as described in Opportunities 1 and 11). One configuration illustrates a new transit stop that could be located on the south side of busy West 135th Street, opposite the main drive into the Wal-Mart parking area. This is a condition where bike and pedestrian walks are being widened to 8-feet on either side of a busy thoroughfare. Safe crossings are shown at this intersection as shown on Detail Image R. The walk bumps out and around a pull out lane for a bus and incorporates an area for a bus shelter within the walk area. A second option showcasing how to link a bus stop to the greater trail network is also shown. This option connects the existing bus stop at the northeast corner of the Wal-Mart parking lot to the Rolling Ridge Trail. Here the existing concrete pad for a future bus shelter is connected to the north with an 8-foot expanded bike and pedestrian walk. Safe crossings at drives are shown. At the west side of the existing Burger King, the sidewalk will transition to a 10-foot wide trail that wraps down into the ravine following the existing block retaining wall, crossing a small tributary and then headed west to connect into the existing Rolling Ridge Trail.

INTEGRATED TRAILS AND TRANSITPROTOTYPE CONDITION P1

DETAIL IMAGE -R Example of transit / trail connection

DETAIL IMAGE -Q Two potential transit/trail connection

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The City of Olathe has a good network of trails along greenways and recreational lakes. However, these trails sometimes end at a subdivision or housing area and do not carry through to key activity centers or destinations. This prototype illustrates how to connect a trail through a neighborhood to the next trail, on-street bikeway, school, or activity center.

To demonstrate this typical condition, Detail Image S demonstrates how existing sidewalks can be expanded and signage added. Shown as an example, a North Persimmon Drive through the Persimmon Hill neighborhood can connect the Rolling Ridge Trail through Persimmon Hill, Persimmon Pointe, and Bridlewood Downs neighborhoods to Mission Trail Middle School, Prairie Center Elementary School, new High School, and existing neighborhood trails. This is an example of a wide neighborhood street with a number of utility conflicts making it difficult to include bike lanes on the street. Instead sidewalks are shown widened to 8-feet to accommodate pedestrians and cyclists. This is an example of a synergistic trail that connects major recreation amenities to a neighborhood system, while at the same time connecting three major school destinations.

TRAIL CONNECTIONS THROUGH NEIGHBORHOODSPROTOTYPE CONDITION P2

DETAIL IMAGE -S Example of widened sidewalks and added signage with and existing neighborhood

BEFORE

88

As market demand for industrial and warehouse uses continues to grow in Olathe, particularly in areas near to the new Intermodal and Logistics Park, uncoordinated development will increase the load on the Citys existing infrastructure, including its stormwater management system. Allowing this development to proceed on a project-by-project, site-by-site basis will not only increase the need for new expensive infrastructure, but unnecessarily consume additional acreage that could be better used for additional new development.

This prototype illustrates how streamways and natural areas can be strategically integrated into an industrial park setting to maximize benefit, by integrating the stormwater management system for multiple properties into one system. This will facilitate greater connectivity through industrial areas, and create a more attractive setting for large developments whose scale and functional needs create design challenges. From a property owners perspective, this approach allows sharing of stormwater management cost across a larger development tract and maximizes buildable area. Instead of each building providing for individual stormwater infrastructure in isolation, the development can interconnect distributed strategies to function as one system. From a users perceptive, this approach allows for the design of open spaces for the natural flow of water, thereby producing a more aesthetic and functional place with recreational amenities. From the Citys perspective, this approach maximizes the efficient use of developable property, (i.e. more developable parcels), and minimizes new infrastructure costs while allowing for the efficient movement of goods and services.

INDUSTRIAL DEVELOPMENT IN GREENWAY AREAS PROTOTYPE CONDITION P4

DETAIL IMAGE -V Potential layout of industrial development along S Lone Elm Rd maintaining both vehicle circulation needs and natural system function

At BNIM I also helped create diagrams for a creek and trail systems plan for the City of Olathe, KS. These images illustrate prototypical design solutions for integrating linear trails into suburban developments and designing industrial areas that are sensitive to greenways and existing hydrology.

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RiversideparkVisionforSt.Marys,KS(StudentWork,2012)Riverside Park is the main city park in St. Marys, KS. The park was in major need of repair and reinvestment, but limited funds and unique social and political forces in the town lead to major disagreements on Riverside Parks future.

A citizen leader from St. Marys approached the Regional and Community Planning department at Kansas State for help. In order to get the conversation in St. Marys moving again, they wanted a preliminary planning study to analyze what exists, and synthesize ideas into an organized vision.

OTHER PROJECTS

Project Components:

Inventory and Condition Assessment Online Public Input Survey Park Master Plan and Parking Strategies Next Steps: Project Prioritization, Donation Plan, Precedent Studies Stakeholder/Funding Source Analysis and Inclusion Techniques

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SAMPLE WRITINg

The Neighborhood Conservation Overlay (NC/O) aims to both preserve and build upon positive layers of infrastructure already supporting Kansas City, Missouris Northeast neighborhoods. By identifying current successes, as well as areas of opportunity, the NC/O can become a guide for future development: solidifying safe, functional, and unique neighborhood identity for the Northeast and the rest of the city. Neighborhoods in the Kansas City Northeast are changing. After going through different cycles of growth and disinvestment, Northeast Kansas City is once again beginning to attract much attention in the Kansas City community. These neighborhoods have great historic significance, cultural richness, and an array of amenities supplemented with a parks and recreational capital. At the heart of the Northeast is Independence Avenue, the main east-west corridor which stitches its neighborhoods together, as well as connects them to other parts of the city. Independence Avenue is in many ways the face of Northeast Kansas City, and is a vital part of the character of not only these neighborhoods, but the entire Kansas City Region. A Neighborhood Conservation Overlay along Independence Avenue will help facilitate development and redevelopment which promotes and amplifies the attractive aspects of Northeast Kansas City. By focusing the NC/O on blocks immediately north and south of Independence Avenue, it targets sites which are most crucial to neighborhood identity, and can set the tone for future growth, both within the corridor and in surrounding neighborhoods. Without the establishment of an NC/O for this area, current zoning and review guidelines do not provide adequate control over future development, and allow for uses and patterns which could be detrimental to the unique character of the Northeast. The intention of this overlay is to enhance the positive aspects of Independence Avenue, and prevent further erosion of architectural style, street wall, and building form which exemplifies Northeast Kansas City. The following sections discuss the important factors about Independence Avenue and Northeast Kansas City which make it eligible for an NC/O.

Northeast KC Neighborhood Conservation Overlay District - Introduction Section

Informationalflyerregardingpossiblestreetcarimpacts on neighborhood pedestrian trails

Discuss at ideas.nextrailkc.comGeneral Info nextrailkc.com. Friend us on Facebook facebook.com/next.rail.kc Follow us on Twitter @NextRailKC

COUNTRY CLUB RIGHT OF WAYThe reintroduction of a streetcar to South Plaza, Brookside and Waldo

SAFETYWhen properly designed, trails that are adjacent to fixed rail transit (streetcar, lightrail, commuter rail) are safe. According to a survey of 88 trails conducted by the Rails-to-Trails Conservancy, there has only been one rail-related trail user fatality in over 20 years. With adequate spacing, barriers, and signage, pedestrian and resident conflict with a streetcar vehicle can be easily minimized.

AESTHETICS AND ENHANCEMENTPairing fixed-rail transit with the a multi-purpose trail will create a major multi-modal transportation connection between southern Kansas City, MO neighborhoods and the rest of the region.

Appearance, safety, accessibility and functionality of a streetcar is currently being studied as it relates to the appeal of the existing Trolley Track Trail. Fencing, signage and paving can be designed to integrate with existing aesthetics, as well as improve security. The City understands this is a vibrant community asset, and with your input, the streetcar has the potential to add to its experience and value.

NOISEA major concern from residents and businesses is the amount of noise a streetcar will create. The following table compares modern streetcar noise levels to other common noises:

TRAIL CROSSINGSPoints where a trail crosses streetcar tracks will be handled with the utmost consideration for safety in accordaince with State and Federal law. Existing examples offer many effective design options for safe pedestrian crossings: Well marked at-grade crossings with warning signals Protocol requiring streetcar vehicles to yield to pedestrians

Streetcar Vehicle Noise Loudness Compared to...

Streetcar vehicle 82 dBAQuieter than a KCATA Main Street MAX bus

Emergency warning horn (rarely used)

93 dBAQuieter than a standard car horn

Ambient noise (50ft) of a streetcar at 20mph*

55 LeqQuieter than a 2-lane suburban street

Portland, OR streetcar @ Portland State University

St. Charles Line, New Orleans, LA

Hiawatha Trail, Minneapolis, MN

*Day-Night Sound level (Ldn): scale created by the EPA to measure total noise emitted across the day and night. Allows for comparison between different environmental conditions.

INTRODUCTIONThe Country Club Right of Way (CCROW) is an important transportation corridor owned by the Kansas City Area Transportation Authority (KCATA) that includes the Harry Wiggins Trolley Track Trail. The City is studying how to reintroduce a streetcar into the CCROW area in a way that retains and potentially improves safety at cross streets and preserves neighborhood character. Streetcars are safe, quiet and convenient, and in other US Cities they have been proven to raise property values, decrease commercial vacancies, reduce congestion, and improve air quality.

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WATERCOLOR

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HAND gRAPHICS

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DIgITAL gRAPHICS

Featuring Keynote Lectur

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Planning in

Polarized Places

By: Kansas City Area Ar

chitect,

Planner, and Educator,

VVicki Noteis, AIA

+Buffet Dinner

+1Hr. AICP CM Credit

Trailhead Church Web graphics Spring Event Invitations

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Spring Event Invitations

Hair - Front

Head and Face

Clothes - Tops

Arms

Clothes - Bottoms

Footwear

Body

Hair - Back

LayersAvatar vector Art Concepts

THANK YOU!Eric Wencele: wencel.eric@gmail.comt: 636.236.3273