HomeMy Public PortalAboutBell Road Complete Streets Plan 2022Northwest Bell Road
Complete Streets Proposal
Spring 2022
Urban Planning and Design
Senior Studio - UMKC
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Table of Contents
Acknowledgments
Executive Summary
Chapter 1: Introduction
Chapter 2: Existing Conditions Analysis
Demographics
Housing
Land Use and Zoning
Transportation
Environment
Chapter 3: Future Development and
Transportation Improvements
Challenges
Opportunities
Future Development
Future Land Use Sections
Trip Projections
Development Summary
Chapter 4: Corridor Proposal
Street Section
Roundabouts
Green Infrastructure
Chapter 5: Conclusion
Works Cited
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List of Figures and Table
Figure 1.1: Study Area
Figure 2.1: Population Trend 2000-2019
Figure 2.2: Population by Age Group
Figure 2.3: Household Type by Size
Figure 2.4: Household Income Adjusted to 2019
Inflation Dollars
Figure 2.5: Housing by Type
Figure 2.6: Zoning
Figure 2.7: Future Land Use
Figure 2.8: Property Ownership
Figure 2.9: Business Types Along NW Bell Road
Figure 2.10: Number of Vehicles Available per
Household
Figure 2.11: Commuting Travel Mode
Figure 2.12: NW Bell Road AADT Hourly Volume
Figure 2.13: Traffic Crashes in 2016-2020
Figure 2.14: Proximity to Public Green Spaces from
NW Bell Road
Figure 2.15: Topography and Slopes in the NW Bell
Road Area
Figure 2.16: Elevation and Slope Change on NW
Bell Road
Figure 2.17: Right-of-Way Width Along NW Bell
Road
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Figure 3.1: Future Development in the NW Bell
Road Corridor Area
Figure 3.2: Map of New Roads and Trails
Figure 3.3: Mixed-Use Development Map
Figure 3.4: High-Density Residential
Development Map
Figure 3.5: Medium-Density Residential
Development Map
Figure 3.6: Low-Density Residential
Development Map
Figure 4.1: Illustration of Improved NW Bell Road
Figure 4.2: 50 feet Right-of-Way
Figure 4.3: 60 feet Right-of-Way
Figure 4.4: Conflict Points Between Roundabout
and Intersection
Figure 4.5: Roundabout at 63rd Street
Figure 4.6: Illustration of Mini Roundabout at Lime
Stone Road
Figure 4.7: Mini Roundabout at 60th Street
Figure 4.8: Examples of Urban Green Infrastructure
Figure 4.9: Illustration of Lookout at 59th Street
Table 1: Estimated Additional Trips from Proposed
Development
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Disclaimer of Professional Registration
This report is the result of academic efforts prepared by students under the guidance of Dr. Sungyop Kim, Professor of Urban Planning and Design at
UMKC. As such, it does not reflect services prepared by a licensed design professional as defined and regulated by Chapter 327 RSMo.
Acknowledgments
Special thanks to the members and organizations for their support on this project.
• Director Stephen Lachky, AICP, and Staff of Community Development Department
• Parkville Planning Commission
• Parkville Board of Aldermen
• Members of the Parkville Community
• Platte County Planning and Zoning
• Hannah Haake
• Idalia Cabrales
• Jamaica Whitehead
• James Molloy
• Jesse Hunter
• Kristen Manthei
• Marlene Torres
This report is prepared by the Spring 2022 UMKC Urban Planning and Design Senior Studio
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Executive Summary
NW Bell Road in the City of Parkville, Missouri, is a 0.9-mile long two-lane
corridor with significant improvement potential. The senior Urban Planning and
Design studio at UMKC collaborated with the City to develop a proposal for the
corridor’s future. The process involved a comprehensive analysis of the corridor’s
existing conditions and a review of the City’s plans, including the Parkville Master
Plan 2040. For the corridor’s future development, the project adopted the
complete streets concept to create safe corridor environments for all road users.
The proposal in this report includes recommended future land use and road
improvements along the corridor. The roadway improvements includes a complete
streets design, roundabouts, and green infrastructure.
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Chapter 1: Introduction
The NW Bell Road corridor is 0.9 miles long, starting at MO
Hwy 45 in the north and ends at Hamilton Street in the south.
The corridor area includes the development and land between
Highway 9 in the east and National Drive in the west, as shown
in Figure 1.1. This project envisions a vibrant and distinct
community with improved mobility opportunities. It focuses
on developing an alternative to the current road environments
to create a safe and welcoming corridor for residents and road
users.
The report starts with an existing conditions analysis to assess
the future opportunities. Then, it projects future development
based on the Parkville Master Plan 2040 to determine expected
growths of population, housing, and traffic volumes. Finally,
physical improvements along NW Bell Road will be proposed
based on a complete streets approach.
Figure 1.1: Study Area
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Chapter 2: Existing Conditions
Studying the existing conditions is the first step in any planning
process to understand the project area and explore potential
future solutions. To better develop a proposal for the future of
the NW Bell Road corridor, the project examines the corridor
area’s demographic, housing, transportation, and environmental
characteristics.
Demographics
The City of Parkville has been rapidly growing. Since 2000, its
population has increased from 4,000 to nearly 7,000, a 65.7%
increase, according to the US Census Bureau. However, the NW
Bell Road corridor area has not experienced a similar population
change. Its population has stayed relatively stagnant, as shown
in Figure 2.1. In fact, there has even been a slight decrease
between 2010 and 2019.
The NW Bell Road corridor has a different age composition
compared to Parkville as a whole, as shown in Figure 2.2. It has
a higher proportion of residents older than 65 years old who are
more likely to need certain road environments such as ADA-
accessible crosswalks and sidewalks.
Figure 2.2: Population by Age Group
Figure 2.1: Population Trend 2000-2019
Source: US Census 2019 ACS 5-Year Estimates
Source: US Census 2019 ACS 5-Year Estimates
1453 1563 1408
4,059
5,554
6,724
0
1000
2000
3000
4000
5000
6000
7000
8000
2000 2010 2019
NW Bell Road Parkville
0%
10%
20%
30%
40%
50%
60%
70%
18 Years and Under 19 to 64 years 65 Years and Above
NW Bell Road Parkville
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The NW Bell Road corridor has a higher proportion of low-
income households than Parkville. The majority of households
along the corridor earn less than $50,000 per year, even though
about 65 percent of Parkville’s households earn more than
$100,000, as shown in Figure 2.4.
Housing
Figure 2.3: Household Type by Size
Source: US Census 2019 ACS 5-Year Estimates
Figure 2.4: Household Income Adjusted to 2019 Inflation Dollars
Source: US Census 2019 ACS 5-Year Estimates
About 83 percent of the housing units along NW Bell Road are
multi-family, as shown in Figure 2.5. Also, the corridor has 72
percent of the apartments in the whole city. There are four
multi-family housing complexes along the corridor:
• Parkville Seniors Addition - 48 units
• Windscape Apartments - 68 units
• Walnut Ridge - 42 units
• Parkville Place Apartments - 168 four-plex units
Many residents along the corridor are single-person households,
as shown in Figure 2.3. The proportion is more than twice
than Parkville overall. This may be associated with a higher
proportion of older adults in the corridor compared to Parkville,
as shown in Figure 2.2.
0%10%20%30%40%50%60%
1-Person Household
2-Person Household
3-Person or More Household
Parkville NW Bell Road
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
Less than
$25,000
$25,000 to
$49,999
$50,000 to
$74,999
$75,000 to
$99,999
$100,000 or More
NW Bell Road Parkville
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These multi-family housing units were built in 1970-1990.
Recently, there was a new housing development along Lime
Stone Road with duplexes, triplexes, and four-plexes. It was the
first significant residential development in the corridor area in
recent decades.
Figure 2.5: Housing by Type
Source: US Census 2019 ACS 5-Year Estimates
Zoning and Land Use
The NW Bell Road corridor area includes five major zoning
types: high-density, medium-density, and low-density
residential, commercial, and industrial, as shown in Figure 2.6.
The residential zoning is higher density in the north and lower
density in the south. Figure 2.7 shows the future land use in
the corridor area, which is largely consistent with the current
zoning. However, a few blocks still need to be rezoned for future
development, including 73rd and NW Bell Road for both business
park and high-density residential.
Figure 2.6: Zoning
Source: Platte County GIS
Figure 2.7: Future Land Use
Source: Parkville Master Plan
84%
16%
Single Family
Multi Family
17%
83%
Total Units:
2,566 Total Units: 455
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Figure 2.8 shows property ownerships of the parcels in the
corridor area. More than 80 percent of the corridor area’s
commercial, residential, and vacant properties are owned by
private developers and entities. Therefore, future commercial
and residential development may require a public-private
partnership, given these diverse property ownerships.
Figure 2.8: Property Ownership
Source: Platte County Tax Assessor
Businesses are mostly located to the north in the corridor area.
They are largely separated into four sections at the intersection
of 63rd Street and NW Bell Road, as shown in Figure 2.9.
Manufacturing and auto services are primarily found on the west
of the corridor. The east side of the corridor, known as Parkville
Commons, has mostly retail and food services. Parkville City Hall,
Parkville Athletic Complex, and Platte County Community Center
are located close to the corridor. These commercial businesses
and public facilities can be accessed by walking if pedestrian
facilities are available along the corridor and its vicinity.
Figure 2.9: Business Types Along NW Bell Road
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Transportation
The corridor area is automobile-centric, with neither transit
service nor adequate pedestrian and bicycle facilities. Therefore,
most residents need to rely on personal vehicles. About 2.7
percent of households in the corridor area have no personal
vehicle. However, the area has fewer cars per household than
Parkville, as shown in Figure 2.10. Compared to Parkville, more
households have no vehicle available while fewer have two or
more vehicles available. This may be related to lower median
income and smaller household sizes.
Figure 2.10: Number of Vehicles Available per Household
Source: US Census 2019 ACS 5-Year Estimates
NW Bell Road has a posted speed limit of 25 miles per hour,
which can be considered safe for a walkable corridor. However,
residents expressed concerns on speeding.
Figure 2.11: Commuting Travel Mode
Source: US Census 2019 ACS 5-Year Estimates
Residents in the corridor area primarily drive to work as there is
no transit service. Nearly 90 percent of commuters drive alone
in both the corridor area and Parkville, as shown in Figure 2.11.
According to the Missouri Department of Transportation
(MoDOT, 2022), the bidirectional annual average daily traffic
(AADT) for NW Bell Road was 2,362 vehicles in 2021. Most traffic
is personal vehicles. The truck count is minimal (4.9 percent)
with an average daily single unit truck count of 94 and an
average daily semi-truck count of 22. Figure 2.12 shows the peak
usage time for traffic along NW Bell Road is in the afternoon,
which is different from most other collector roads that typically
have two peak times in the morning and afternoon (NACTO,
2013).
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405
688
172
1031
111
703
0%10%20%30%40%50%60%70%80%90%100%
NW Bell RD
Parkville
No Vehicle Available 1 Vehicle 2 Vehicles 3 or More Vehicles
656
3,104
62
221
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146
0%10%20%30%40%50%60%70%80%90%100%
NW Bell Rd
Parkville
Drove Alone Worked At Home Other (Carpooled, Public Transit, Walked)
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Figure 2.12: NW Bell Road AADT Hourly Volume
Source: MoDOT
Figure 2.13 shows that most frequent crash sites are near MO-
45 and the intersection at 63rd Street. There were 30 police-
reported crashes from 2016-2020 in the NW Bell Road corridor
area (MARC, 2022). There were no fatal or severe injury crashes.
However, there were three minor injury crashes. Those reported
crashes do not include ten crashes that occurred along NW 60th
Street.
Figure 2.13: Traffic Crashes in 2016-2020
Source: MARC
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Hour of the Day
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Environment
Green spaces are a key aspect of Parkville’s charm. Nine nature
sanctuaries, conservation areas, and parks in Parkville are within
one mile from NW Bell Road. However, no green spaces are
directly connected to the corridor, as shown in Figure 2.14.
Due to a lack of sidewalks, the green spaces may have limited
access by walking in the corridor area.
Figure 2.14: Proximity to Public Green Spaces from NW Bell Road
Figure 2.15 shows flat areas in green and steep areas in red. The
corridor has a varying slope. Due to the developments, the slope
in the Parkville Commons area is less steep. However, it gets
steeper in southern area, where there is less development.
The corridor area has significant topographic changes in all
directions from NW Bell Road, as shown in Figure 2.15. There is
no floodplain in the corridor area, but the lowest points create
ephemeral streams when it rains. The highest elevation along
the corridor is 975 feet, between 59th Street and 60th Street,
while the lowest point is 864 feet, at the south end of the
corridor.
Figure 2.15: Topography and Slopes in the NW Bell Road Area
Figure 2.16 shows a visual representation of the elevation
changes along the corridor with a section view that measures
elevation, distance, and the rate of change of three slopes
depicted in orange. The major slopes on NW Bell Road are
near Lime Stone Road, 59th Terrace, and south of 57th Street.
The steep areas are challenging to pedestrians, bicyclists, and
wheelchair users.
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NW Bell Road is currently classified as a collector road. Figure
2.17 shows the corridor has an inconsistent right-of-way (ROW)
width, ranging from 46 feet to 58 feet The recommended
minimum ROW for a complete street is 60 feet, according
to Smart Growth America (Smart Growth America, 2022). A
consistent, 60 feet of ROW should facilitate a more safe and
welcoming corridor.
Figure 2.16: Elevation and Slope Change on NW Bell Road
Figure 2.17: Right-of-Way Width Along NW Bell Road
Source: Platte County Tax Assessor
The Americans with Disabilities Act (ADA) requires a ramp slope
of 8.3 percent (1:12 ratio) or less for public access and older
adults (Access Board, 2022). Steep slopes also can be a safety
hazard, as they limit the driver’s sight distance.
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Chapter 3: Future Corridor Development
and Transportation Improvements
Opportunities
The corridor area has significant potential to attract diverse
residential and commercial development, making it more
unique. There are ample spaces for new development and
redevelopment in the corridor area. Given already existing
multi-family housing development, the corridor area can attract
diverse populations and businesses while maintaining Parkville’s
known image of a high quality of life. The corridor can be better
connected with MO Hwy 9 and other neighboring transportation
networks to improve access to downtown Parkville and major
activity locations in the metropolitan region.
Also, topographic variations can allow for opportunities to make
the corridor accessible by pedestrians with natural environments
and views. The Parkville Connections includes various paths
potentially running through the corridor (City of Parkville, 2008).
Challenges
Potential challenges and opportunities are identified in the
analysis of the existing conditions. The corridor has limited
transportation improvements even though it is located near
downtown Parkville and connected to MO Hwy 45. There are
no sidewalks and/or curbs and gutters. Also, ROW is narrow
and varies. A consistent ROW needs to be established for future
road improvements and land development along the corridor.
For improving the corridor, the challenges associated with
topography are noteworthy. The steep slopes constrain potential
development in the corridor and make non-vehicle access
difficult.
The development proposals presented in this report are guided
by the development principles and requirements in the Parkville
Master Plan 2040. The Hinkle development site approved by the
city is identified in Figure 3.1 but not included in the five blocks.
Figure 3.1 also includes new connector roads to accommodate
future development. The proposed two east connectors to MO
Hwy 9 are referenced from the Parkville Master Plan 2040.
The corridor has significant potential to create a diverse and
vibrant community in Parkville. The complete streets approach
can facilitate the potential by creating more accessible
communities with pedestrian and bicycle amenities.
The Parkville Master Plan 2040 includes the NW Bell Road area’s
future land use plan (City of Parkville, 2022a). Figure 3.1 denotes
five blocks identified in the plan for future
(re)development around the corridor. Those blocks include
mixed-use development and high-density, medium-density, and
low-density residential development.
Future Development on the NW Bell Road Corridor
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In addition to the five new roads, trails are proposed to serve
future development, as shown in Figure 3.2. The trail system
connects neighborhoods and activity locations to enhance the
livability of the corridor area. The trails with walking and biking
access are designed to connect the corridor area. They would
be linked to existing or planned trails in Parkville, such as the
Southern Platte Pass Trail.
Figure 3.2: Map of New Roads and Trails
Figure 3.1: Future Development in the NW Bell Road Corridor Area
Shared use paths are proposed along the NW Bell Road corridor.
They follow the topography and streams around the corridor
to wind throughout the natural area and future residential
developments. The paths will also connect to roads for easy
access to various developments from the corridor.
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The block is 5.5 acres and would have a building with 40,000
square feet of office and retail spaces with approximately 80
residential units on top. It would be an ideal location to include
an outdoor public gathering space.
Figure 3.3: Mixed-Use Development Map
Example: Mixed-Use Building
Example: Open Space
More details on the proposed development of the five blocks
are provided. The acreage and allowable number of residential
units for each block are calculated. The number of units is
derived based on Parkville’s recommended unit density per acre
by land use type.
The first block is recommended to be mixed-use. Figure 3.3
shows it at the northwest corner of NW Bell Road and MO Hwy
45 for the mixed-use development.
Source: Google Images
Source: Google Images
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Figure 3.4 shows two locations for high-density residential
development in the corridor. The first is west of the existing
automobile service and industrial businesses. It measures 17
acres, allowing for 312 residential units. Access to the units
would come from NW Bell Road or MO Hwy 45. The second
high-density residential development is located at the former
school bus lot southeast of 63rd Street and NW Bell Road. It
measures 5.5 acres and can accommodate 100 units at the
maximum recommended density.
Example: Garden Apartment
Example: Apartment Complex
Garden-style apartments and a single large apartment complex
are suggested in the larger western block and the eastern block,
respectively. These can achieve the appropriate density, include
quality architecture, and maintain the sense and feel of Parkville.
Figure 3.4: High-Density Residential Development Map
Source: Google Images
Source: Google Images
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Figure 3.5 shows the medium-density development east
side of central NW Bell Road. It encompasses 44 acres and
can accommodate approximately 264 units. The new roads
connecting Lime Stone Road and NW 60th Street to MO Hwy 9
will provide multiple access points to the housing development.
A public green space connected to the trail system is proposed
in the middle of the development for easy access to the
surrounding natural environment.
Example: Townhomes
Example: Shared Green Space
Figure 3.5: Medium-Density Residential Development Map
Source: Google Images
Source: Google Images
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Figure 3.6 shows a low-density development located in the
southern end of the corridor. It measures 22 acres with
approximately 66 single-family homes. A new road would need
to be developed to allow access, and the trail would pass though
the neighborhood. Some cities in the Kansas City metro region,
such as Gladstone and Overland Park, implemented similar trails
in their low-density residential development areas.
Example: Single-Family Homes
Example: Trail in Low-Density Residential Neighborhood
Figure 3.6: Low-Density Residential Development Map
Source: Google Images
Source: Google Images
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Trip Projections
Additional traffic associated with the proposed development
is estimated to examine the need for future transportation
improvements on NW Bell Road. The trip generation rates by
land use type from the ITE Trip Generation Manual (10th Edition)
are used for the calculation (ITE, 2017).
Table 1: Estimated Additional Trips from Proposed Development
The increase in traffic may require a substantive enhancement of
the NW Bell Road corridor. However, this level of traffic increase
may still be accommodated with a two-lane road. However, an
engineering study is warranted for a comprehensive analysis to
assess the effects of new development on traffic and potential
mitigation plans.
Three scenarios (low, medium, and high) were developed to
estimate traffic increases associated with future development.
The scenarios in Table 1 were based on the ranges of the unit
density by development type. The estimates also assumed that
50 percent of trips generated from those new developments
would use adjacent parallel roads (e.g., MO-9, Lewis Street)
from NW Bell Road. If proposed (re)developments occur in all
five blocks, the AADT on NW Bell Road could increase up to four
times of its current AADT of 2,413 vehicles. The range of low and
high estimates is about 5,000 and 10,000 vehicles.
Future Development Low Medium High
1. Mixed Use 1,386 2,772 4,158
2. High Density Residential 1 277 415 553
3. High Density Residential 2 216 324 433
4. Medium Density Residential 878 1,170 1,756
5. Low Density Residential 168 503 838
Total Projected AADT from
Future Development 2,925 5,184 7,738
Current AADT 2,413
Total Projected AADT 5,338 7,597 10,151
Projected % Increase 121%215%321%
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Chapter 4: Corridor
Improvement Proposal
Given the proposed future development that attracts diverse
populations and businesses, the NW Bell Road corridor may
need to consider a complete streets approach. The concept of
complete streets aims to promote multi-modal transportation
for the safe mobility of all road users and create a more vibrant
street environment.
Road Cross-Section Design
Given the inconsistent ROW width along the corridor, two cross
section designs were developed for implementing complete
streets. The first has a 50 feet ROW width to remain close to
the existing ROW. This design option, shown in Figure 4.2, has
the minimum widths of bike lanes and sidewalks. Between the
non-motorized traffic and the roadway, there is a green buffer.
However, it is not wide enough to accommodate street trees
or a stormwater management system. The design also includes
driving lane widths of 11 feet, providing somewhat limited space
for emergency vehicles and trucks.
While the 50 feet ROW option still accommodates complete
streets elements, it is a minimal approach. A 60 feet ROW
width is desirable for a safer, more enhanced complete streets
development. This approach allows to implement 6 feet wide
sidewalks for pedestrians and preferred 5 feet wide bike lanes
(NACTO, 2013). It also allows a 5 feet green buffer for street
trees and rain gardens on both sides. The 12 feet wide driving
lanes can accommodate emergency vehicles and large trucks.
Figure 4.1 illustrates a proposed corridor based on the complete
streets concept. It includes sidewalks and bike lanes to separate
pedestrian and bicycle traffic from vehicular traffic for safety. It
also has a green streetscape for welcoming environments for
pedestrians and bicyclists.
Figure 4.1: Illustration of Improved NW Bell Road
Figure 4.3 illustrates the 60 feet ROW design. The 60 feet
ROW allows a larger buffer to further separate pedestrians
and bicyclists from motorized traffic. This wider ROW design
facilitates the preservation of the Parkville's natural elements to
the streetscape, and pedestrians and bicyclists can enjoy street
trees and other green elements (e.g., rain gardens). Finally,
there is an additional potential benefit from the 60 feet ROW.
A wider sidewalk and green streetscape encourage residents to
walk more (City of Los Angeles, 2022).
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Figure 4.3: 60 feet Right-of-Way
Figure 4.2: 50 feet Right-of-Way
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Roundabouts
Given the proposed development in the corridor area and
expected traffic increase, intersection improvements will be
necessary at key intersections in the corridor. Traffic safety
is an important element for the development. Therefore,
roundabouts, instead of signalization, is recommended.
Figure 4.4: Conflict Points Between Roundabout and Intersection
Based on existing studies, IIHS (2022) reports that roundabouts
reduce injury crashes by 72-80 percent, all crashes by 35-47
percent, and pedestrian crashes by 30-40 percent in the U.S.
(IIHS, 2022).
One of the three roundabouts proposed along NW Bell Road is
at 63rd Street, which is illustrated in Figure 4.5. It is a single-lane
roundabout with an inscribed diameter of 100 feet and handles
up to 20,000-25,000 AADT. The preferred maximum entry speed
is 20-25 miles per hour. The roundabout capacity may meet the
maximum projected traffic increase in the corridor.
Figure 4.5: Roundabout at 63rd Street
Roundabouts have several benefits compared to a typical
signalized intersection. Figure 4.4 illustrates reduced conflicts
points of roundabouts as the primary safety benefit.
Roundabouts also improve traffic flow by reducing vehicle
delays by 62-74 percent (IIHS, 2022). This reduction decreases
carbon monoxide emissions by 15-45 percent, nitrous oxide
emissions by 21-44 percent, and carbon dioxide emissions by
23-34 percent. In addition, fuel consumption can be reduced by
23-34 percent. Finally, roundabouts have lower maintenance
costs than signalized intersections.
Source: Google Images
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NW Bell Road currently has no curbs and gutters. All runoff
water is carried by a stormwater ditch on the side of the
corridor. The existing stormwater ditch is shallow and can be
flooded. Green infrastructure filters stormwater before it runs
into ephemeral streams and toward the Missouri River.
Figure 4.7: Mini Roundabout at 60th Street
The third roundabout proposed on NW Bell Road is at 60th
Street. It is illustrated in Figure 4.7. The size is the same as the
one at Lime Stone Road. Like the Lime Stone Road intersection,
60th Street is conneted to MO Hwy 9. It would have the same
features, including the traversable center island.
Two mini roundabouts are proposed at Lime Stone Road and
60th Street. Lime Stone Road would be connected to MO Hwy 9.
These mini roundabouts have an inscribed diameter of 55 feet.
For trucks and emergency vehicles to use the intersection, the
roundabouts require that the 25 feet center island diameter to
be level to be traversable. The preferred entry speed is 15-20
miles per hour.
Trees shape an important characteristic of Parkville. Parkville
has been named a Tree City USA by the Arbor Day Foundation
for the past 32 years (City of Parkville, 2022b). Complete
streets promote streetscaping centered on trees and green
infrastructure. These characteristics can also promote creative
placemaking and an increase in opportunities for recreation and
physical activity.
Figure 4.6: Illustration of Mini Roundabout at Lime Stone Road
Green Infrastructure
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To follow the city of trees designation, Shantung Maple, Wireless
Zelkova, and Trident Maple trees can be considered along the
corridor. Those trees are included in the Parkville Community
Land and Recreation Board’s approved list of trees.
Figure 4.8: Examples of Urban Green Infrastructure
The improvements on NW Bell Road may include rain gardens
(Figure 4.8). Rain gardens promote the biodiversity in the
corridor area and can contribute to the streetscape. It is
recommended in the Rain Garden Design Manual that rain
gardens be at least 20 percent of the impervious surface
coverage to effectively slow and filter the runoff (USDA, 2022).
Green streetscape and trails may facilitate creating a more
walkable community that encourages residents to be more
active. There can be other components that make the corridor
more attractive to visit and walk around. For example, placing a
lookout at 59th Street (Figure 4.9), a high elevation location that
potentially provides a scenic view, can be considered.
Figure 4.9: Illustration of Lookout at 59th Street
Source: Google Images
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Chapter 5: Conclusion
This project provides an alternative to the future of NW Bell
Road with a complete streets approach. Parkville, MO, can
create a safe and welcoming corridor for residents and all
road users. The project proposed a street design for the NW
Bell Road corridor that accommodates future development
derived from the Parkville Master Plan 2040. The improved
corridor will ensure the safety of vehicles, pedestrians, and
bicyclists. Also, roundabouts were recommended to reduce the
number of crashes and crash risk while accommodating the
expected increase in traffic. Finally, a streetscape with trees and
green infrastructure and a trail system connecting residential
neighborhoods and activity locations are proposed.
The proposed development and improvements should facilitate
creating a vibrant community in Parkville. The corridor has the
potential to be a unique community that meets the lifestyle
and needs of diverse populations in the corridor area while
maintaining the characteristics of Parkville’s known quality of
life. The future improvements and planning process will be
enormous and require close and continuing collaboration among
the city, community members, property developers, businesses,
and other stakeholders. Developing a shared vision for the
future of the NW Bell Road among those stakeholders should be
a start. This plan aims to serve for the start.
28
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