Kansas City’s transportation system is a connected network of streets, sidewalks, bus lines, streetcars, and bicycle facilities. Each of these provides mobility for Kansas City residents to move throughout the city for work, healthcare, errands, food, recreation and many other needs.
Due to decades of investment, it’s very easy to get around Kansas City by car, with limited traffic congestion. But there has been comparatively less investment in other modes, such as public transit and facilities for walking and biking. Paired with increasing sprawl in the region, that limited investment has made getting around Kansas City increasingly difficult for people who don’t have access to a personal automobile. Lower-income households are less likely to have access to a car, so their access to the region’s opportunities limited, a major equity issue.
In recent years, Kansas City has worked to improve multimodal access throughout the city. It has reconstructed sidewalks in poor shape and built new ones, established a network of protected bike lanes throughout the city, built extensions to the streetcar route, and continued to provide transit service. These improvements, along with residents’ changing work habits, housing choices, and preferences, have enhanced mobility for all users. In turn, this will help Kansas City achieve its climate-protection goals, improve public health, and create a safer and more enjoyable mobility experience for everyone.
This Objective makes recommendations on how to further improve multimodal mobility for people walking, biking, and using transit, and how to maintain efficient flow of traffic. The recommendations focus on infrastructure investment and prioritization, street design, land use planning, and operational considerations that make it easier to move around, regardless of access to a vehicle.
INDICATORS OF SUCCESS |
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By designing Kansas City to accommodate all modes of transportation, the city will increase equity; unlock opportunities for people who can’t drive (whether because of age, ability, or means); make life more enjoyable for people who prefer not to drive; and preserve the environment for future generations by reducing greenhouse gas emissions and other pollutants.
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- Increased mobility options for people without automobiles
- More opportunities for active transportation, such as walking and biking Improved public health and safety
- Lower household costs associated with automobile ownership
- Reduced greenhouse gas emissions and air pollution
- Reduced cost for the city for asset preservation
There has been a deliberate focus on walking and biking in Kansas City in the last two decades, with significant planning and investment going into the sidewalk and bike network. New technology like electric-assist bicycles and bike and scooter share are helping encourage more trips on foot or bike in Kansas City’s hilly terrain. Improving mobility for people without access to an automobile is an important part of building a more equitable city.
For more context, click HERE.
MEASURES OF SUCCESS |
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- Miles of new sidewalks (increase)
- Miles of repaired sidewalks (increase)
- Miles of protected bicycle facilities in equity areas (increase)
- Vehicle light households; by income, by transit access (increase)
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Improve multimodal transportation infrastructure planning and investment |
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The city should explore the creation of a transportation master plan. To build a multimodal transportation system, the city’s planning process must focus on all modes of transportation. A citywide transportation master plan can outline priorities, establish performance criteria for multiple modes, center equity, and create new design standards that are appropriate for all areas of the city. The transportation master plan should update the Major Street Plan and provide specific, performance-based criteria on how and when to apply various street typologies. The transportation master plan also should establish a citywide framework to plan capital improvements that coordinates PIAC (the Public Improvements Advisory Committee), the city budget process, and special district (TIF, CID, and TDD) capital improvements planning like TIF (Tax Increment Financing), CIDs (Community Improvement Districts), and TDDs (Transportation Development Districts). Land use planning and transportation planning should be integrated in area plans, so density and land use targets are established to support walking and biking, and multimodal projects are identified and prioritized. Development review should incorporate multimodal design standards and implement planned multimodal investments opportunistically. The citywide transportation master plan and area planning processes should identify funding sources and propose new funding sources to equitably meet needs across the city. |
Implement transportation demand management programming strategies to support diverse transportation options |
Transportation Demand Management (TDM) is a strategy to reduce single-occupancy vehicle trips through policies and programming rather than by building roadway capacity. It can take many forms but often centers on creating Transportation Management Associations, which are voluntary groups that can encourage alternatives to driving. These associations can set up vehicle sharing, carpool programs, and other incentive programs to help reduce peak-hour congestion and encourage workers and shoppers to use other types of transportation. These associations would work well in hospital or university districts, such as Hospital Hill and UMKC’s Volker Campus, or at employment hubs near KCI, the East Bottoms, or the Three Trails Crossing Area. |
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COMMUNITY SUPPORTED ACTIONS (CSAs) |
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Improve multimodal transportation infrastructure planning and investment |
MO-1 | Create a Transportation Master Plan that combines the Major Street plan, Bike KC plan, Walkability Plan, Trails KC Plan, and Transit Plans under a single coordinated framework using demographic, operational, and asset condition data to inform citywide needs and key equity, safety, and accessibility issues. The plan should be guided by the Playbook Goals and provide strategies that respond to the different contexts throughout the city. The plan should have a robust public engagement component, and it should establish guidelines to identify transportation system solutions based upon the unique context in which those systems are located. |
MO-2 | Create a Complete Streets Design Guide with typical sections that include all modes and have performance-based criteria (such as safety, multimodal level of service, lifecycle cost, existing and future land use) that provide specific guidelines for when and where to use a typical section, as well as engineering standards that can be used to develop plans for construction. |
MO-3 | Integrate land use planning with transportation investments. Ensure that area plans support land use patterns that promote complete communities. Area plans also should identify transportation investments that are incorporated into the capital improvements planning process. Ensure all new development actively implements multimodal infrastructure, site layout and design.
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MO-4 | Use the area plan process to engage stakeholders, refine transportation master plan elements and complete street design guide contexts for individual corridors, and identify improvements. Area plans should identify preferred street types in specific locations, estimate project costs, and establish a timeline for implementation.
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MO-5 | Set an investment target for multimodal infrastructure that is incorporated into the Transportation Master Plan, recognized in an annual capital improvement planning and budgeting process, and tied to mode shift targets. |
MO-6 | Continue to support the Sidewalk Asset Management Plan by increasing investment in sidewalks and ADA curb ramps. Find new funding sources to address the need for new sidewalks (filling critical gaps) and provide additional funds to work on the sidewalk maintenance backlog.
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MO-7 | Expand access to bicycling for all ages and abilities by creating safe and protected bicycle facilities, expanding bike share, providing grants or rebates for electrical-assist bicycles, and prioritizing lower-income households. Update the BikeKC bike route network. |
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Implement transportation demand management programming strategies to support diverse transportation options |
MO-8 | Establish Transportation Management Associations (TMA) in employment, institutional, and shopping areas throughout Kansas City. TMAs are voluntary associations of businesses and employers that can create programs like vehicle sharing, carpool groups, bike share, guaranteed and emergency ride home programs, shared parking, and campus or district-level shuttles. TMAs could be subsidized or supported by community improvement districts (CID) or similar districts. |
MO-9 | Develop incentives to reduce single-occupancy vehicle trips and peak hour trips by encouraging employers to allow telework on certain days, encourage staggered shift times, and providing employee subsidies for walking, biking, transit, and carpool. |
MO-10 | Establish a car sharing program that can be used to reduce individual automobile ownership (and off-street parking in large multifamily projects) and support occasional errands, shopping, or other trips. Initial subsidy may be required to make a program like this successful, but can be offset by savings from other subsidies (i.e., for structured parking). |
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- Affordable Community
- Healthy Environmental Systems
- Livable Neighborhoods and Diverse Housing
- Mobility Options
- Sustainable Growth and Resilient City
- Walkable, Clean, and Safe
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Citywide Accessibility Complete Communities Inclusive Design Welcoming Spaces
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Related Plans and Policies |
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Kansas City’s transportation system is a connected network of streets, sidewalks, bus lines, streetcars, and bicycle facilities. Each of these provides mobility for Kansas City residents to move throughout the city for work, healthcare, errands, food, recreation and many other needs.
Due to decades of investment, it’s very easy to get around Kansas City by car, with limited traffic congestion. But there has been comparatively less investment in other modes, such as public transit and facilities for walking and biking. Paired with increasing sprawl in the region, that limited investment has made getting around Kansas City increasingly difficult for people who don’t have access to a personal automobile. Lower-income households are less likely to have access to a car, so their access to the region’s opportunities limited, a major equity issue.
In recent years, Kansas City has worked to improve multimodal access throughout the city. It has reconstructed sidewalks in poor shape and built new ones, established a network of protected bike lanes throughout the city, built extensions to the streetcar route, and continued to provide transit service. These improvements, along with residents’ changing work habits, housing choices, and preferences, have enhanced mobility for all users. In turn, this will help Kansas City achieve its climate-protection goals, improve public health, and create a safer and more enjoyable mobility experience for everyone.
This Objective makes recommendations on how to further improve multimodal mobility for people walking, biking, and using transit, and how to maintain efficient flow of traffic. The recommendations focus on infrastructure investment and prioritization, street design, land use planning, and operational considerations that make it easier to move around, regardless of access to a vehicle.
INDICATORS OF SUCCESS |
|
By designing Kansas City to accommodate all modes of transportation, the city will increase equity; unlock opportunities for people who can’t drive (whether because of age, ability, or means); make life more enjoyable for people who prefer not to drive; and preserve the environment for future generations by reducing greenhouse gas emissions and other pollutants.
|
- Increased mobility options for people without automobiles
- More opportunities for active transportation, such as walking and biking Improved public health and safety
- Lower household costs associated with automobile ownership
- Reduced greenhouse gas emissions and air pollution
- Reduced cost for the city for asset preservation
There has been a deliberate focus on walking and biking in Kansas City in the last two decades, with significant planning and investment going into the sidewalk and bike network. New technology like electric-assist bicycles and bike and scooter share are helping encourage more trips on foot or bike in Kansas City’s hilly terrain. Improving mobility for people without access to an automobile is an important part of building a more equitable city.
For more context, click HERE.
MEASURES OF SUCCESS |
|
- Miles of new sidewalks (increase)
- Miles of repaired sidewalks (increase)
- Miles of protected bicycle facilities in equity areas (increase)
- Vehicle light households; by income, by transit access (increase)
|
|
Improve multimodal transportation infrastructure planning and investment |
|
The city should explore the creation of a transportation master plan. To build a multimodal transportation system, the city’s planning process must focus on all modes of transportation. A citywide transportation master plan can outline priorities, establish performance criteria for multiple modes, center equity, and create new design standards that are appropriate for all areas of the city. The transportation master plan should update the Major Street Plan and provide specific, performance-based criteria on how and when to apply various street typologies. The transportation master plan also should establish a citywide framework to plan capital improvements that coordinates PIAC (the Public Improvements Advisory Committee), the city budget process, and special district (TIF, CID, and TDD) capital improvements planning like TIF (Tax Increment Financing), CIDs (Community Improvement Districts), and TDDs (Transportation Development Districts). Land use planning and transportation planning should be integrated in area plans, so density and land use targets are established to support walking and biking, and multimodal projects are identified and prioritized. Development review should incorporate multimodal design standards and implement planned multimodal investments opportunistically. The citywide transportation master plan and area planning processes should identify funding sources and propose new funding sources to equitably meet needs across the city. |
Implement transportation demand management programming strategies to support diverse transportation options |
Transportation Demand Management (TDM) is a strategy to reduce single-occupancy vehicle trips through policies and programming rather than by building roadway capacity. It can take many forms but often centers on creating Transportation Management Associations, which are voluntary groups that can encourage alternatives to driving. These associations can set up vehicle sharing, carpool programs, and other incentive programs to help reduce peak-hour congestion and encourage workers and shoppers to use other types of transportation. These associations would work well in hospital or university districts, such as Hospital Hill and UMKC’s Volker Campus, or at employment hubs near KCI, the East Bottoms, or the Three Trails Crossing Area. |
|
COMMUNITY SUPPORTED ACTIONS (CSAs) |
|
|
Improve multimodal transportation infrastructure planning and investment |
MO-1 | Create a Transportation Master Plan that combines the Major Street plan, Bike KC plan, Walkability Plan, Trails KC Plan, and Transit Plans under a single coordinated framework using demographic, operational, and asset condition data to inform citywide needs and key equity, safety, and accessibility issues. The plan should be guided by the Playbook Goals and provide strategies that respond to the different contexts throughout the city. The plan should have a robust public engagement component, and it should establish guidelines to identify transportation system solutions based upon the unique context in which those systems are located. |
MO-2 | Create a Complete Streets Design Guide with typical sections that include all modes and have performance-based criteria (such as safety, multimodal level of service, lifecycle cost, existing and future land use) that provide specific guidelines for when and where to use a typical section, as well as engineering standards that can be used to develop plans for construction. |
MO-3 | Integrate land use planning with transportation investments. Ensure that area plans support land use patterns that promote complete communities. Area plans also should identify transportation investments that are incorporated into the capital improvements planning process. Ensure all new development actively implements multimodal infrastructure, site layout and design.
|
MO-4 | Use the area plan process to engage stakeholders, refine transportation master plan elements and complete street design guide contexts for individual corridors, and identify improvements. Area plans should identify preferred street types in specific locations, estimate project costs, and establish a timeline for implementation.
|
MO-5 | Set an investment target for multimodal infrastructure that is incorporated into the Transportation Master Plan, recognized in an annual capital improvement planning and budgeting process, and tied to mode shift targets. |
MO-6 | Continue to support the Sidewalk Asset Management Plan by increasing investment in sidewalks and ADA curb ramps. Find new funding sources to address the need for new sidewalks (filling critical gaps) and provide additional funds to work on the sidewalk maintenance backlog.
|
MO-7 | Expand access to bicycling for all ages and abilities by creating safe and protected bicycle facilities, expanding bike share, providing grants or rebates for electrical-assist bicycles, and prioritizing lower-income households. Update the BikeKC bike route network. |
|
|
Implement transportation demand management programming strategies to support diverse transportation options |
MO-8 | Establish Transportation Management Associations (TMA) in employment, institutional, and shopping areas throughout Kansas City. TMAs are voluntary associations of businesses and employers that can create programs like vehicle sharing, carpool groups, bike share, guaranteed and emergency ride home programs, shared parking, and campus or district-level shuttles. TMAs could be subsidized or supported by community improvement districts (CID) or similar districts. |
MO-9 | Develop incentives to reduce single-occupancy vehicle trips and peak hour trips by encouraging employers to allow telework on certain days, encourage staggered shift times, and providing employee subsidies for walking, biking, transit, and carpool. |
MO-10 | Establish a car sharing program that can be used to reduce individual automobile ownership (and off-street parking in large multifamily projects) and support occasional errands, shopping, or other trips. Initial subsidy may be required to make a program like this successful, but can be offset by savings from other subsidies (i.e., for structured parking). |
|
|
|
|
- Affordable Community
- Healthy Environmental Systems
- Livable Neighborhoods and Diverse Housing
- Mobility Options
- Sustainable Growth and Resilient City
- Walkable, Clean, and Safe
|
|
Citywide Accessibility Complete Communities Inclusive Design Welcoming Spaces
|
Related Plans and Policies |
|
|
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