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1893 Report of the Board of Park & Boulevard Commissioners of Kansas City, MO. |
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Resolution of
October 12, 1893
Authors George E. Kessler and August R. Meyer
In 1893 August R. Meyer and George E. Kessler
presented their parks and boulevard system plan for Kansas City.
Although Armour Boulevard (then called South Boulevard in the plan and
Commonwealth Street) was outside the city limits, it was in the original
system design. Springfield Avenue (31st Street) was partially in the
southern city limits. Residential construction had already begun south
of the city limits but it was haphazard.
The report describes in
some detail how parks and boulevard locations were determined. There is
also an extensive narrative on the topography of the city. Kessler
predicted back then that there would be extensive residential
development south of 31st street as the city grew. His plans for the
park and boulevard system guided the high quality development of our
present day Hyde Park. Without this plan, Meyer, Kessler and Delbert
Haff, we would not have this wonder neighborhood to live in today.
The following are excerpts from the 1893 plan with some
additional narrative that describe the topography, how Armour Boulevard
was selected, describe boulevard design, and how the Hyde Park
homeowners paid for the parkway and boulevards in our neighborhood.
It is interesting to note that the 1895 city charter amendment
section on parks stated that no telegraph, telephone or electric light
wires or other wires, or posts, or supports could be erected or placed
in, upon, through or, over any park without the consent of the board and
that the board shall have full power and authority to designate the
place and manner of maintaining the same, may make alterations at such
times and in such manner as it shall deem best for the interests of the
city; and may require such wires in any park, parkway or boulevard to be
laid under ground. Over a hundred years ago the board of parks
commissioners recognized the blighting impact of overhead wires.
TOPOGRAPHY
Broadly speaking, the site of Kansas City consists of a
plateau of a rolling, undulated surface, that rises boldly to a
considerable elevation from four deep valleys: the Missouri valley on
the north, the Kaw valley on the west, the Brush Creek valley on the
south, and the Blue valley on the east. With a few local exceptions, the
plateau presents to these valleys a bold and picturesque face of
limestone cliffs and terraces. O. K. Creek, which drains into the Kaw,
and Goose Neck Creek, which empties into the Blue, cut into this plateau
a practically continuos valley from southwest to northeast. This valley
is substantially followed by the Kansas City Belt Railroad, except that
in places the railroad leaves the valley and cuts into the slopes to the
south, thereby establishing a number of points where the city streets
that go south on the ridges may cross the railroad tacks above grade.
The valley formed by O. K. Creek and Goose Neck Creek divides the city
into a North and South Side.
THE SOUTH
SIDE
The South Side is a topographical enigma. Viewed
from the North Side, and from a distance, it presents to the eye an
unbroken though somewhat steep slopes toward to O. K. Creek valley.
Close examination, however, reveals a system of ravines so intricate
that a fair conception of that territory can be secured only by
prolonged and repeated tours of investigation.
Between Jefferson
Street, at the west, and Prospect Avenue, at the east, the bluff line is
not unlike a rocky coast line, indented with deep fjords. The ravines
within the limits west and east, as described, run from the south to the
north, many of them with the head on the plateau almost as far south as
the present city limits, and with the mouth opening towards the O. K.
Creek valley. These ravines throw out numerous branches and make
fantastic twists, producing a topography of an irregularity and
diversity that can hardly be imagined without being seen. This region,
occupying practically the entire territory between Jefferson Street and
Prospect Avenue, and between the O. K. Creek valley and Springfield
Avenue [31st Street], must have possessed rare beauty before it was
touched by the hand of man. The attempt to place over this irregular
territory a gridiron system of streets results in an appearance of
raggedness that is all but indescribable.
The ridges between the
ravines are high, isolated and slightly, and contain considerable land
admirably suite for residence purposes, and, in fact, the better of the
ridges are now so occupied. The best ridges are those occupied by
Holmes, Troost, Tracy and Brooklyn Avenues. The streets that follow the
bottoms of the ravines and those which, part way up the sides, cut into
the slopes and climb up towards the top of the plateau at Springfield
Avenue [31st Street] and south thereof, however, are mostly occupied by
settlements that seem to have been sown by the whirlwind. Reasonable
grades to the South Side are obtainable only on the ridges, or in the
bottoms of the ravines. Between Jefferson Street and Prospect Avenue the
best ridges are occupied by street–car lines; namely, on Holmes
Street, Troost, Brooklyn and Prospect Avenues. The country between Grand
Avenue and Holmes, and that between Holmes and Troost Avenue, is cut up
and carved up in a most surprising manner, except as to isolated
localities.
The ravine which opens into the O. K. Creek valley
at Main Street crosses Grand Avenue and divides into a west and east
branch. The western branch runs just east of Union Cemetery, closely
following Locust Street [Gillham Road] south to the city limits. The
eastern branch most effectually does its work of breaking up the country
between Grand Avenue and Holmes Street and crosses Holmes Street at
about 27th Street, so that there is but little desirable residence
property left between Grand Avenue and Holmes Street, excepting the
ridge followed by Holmes Street and some of the country south of 27th.
Between Campbell and Harrison is the mouth of another huge ravine,
which, after doing all manner of damage to the region between Charlotte
and Campbell Streets north of 27th, destroys the continuity south, of
land abutting upon Harrison Street, and which is a fine character north
of 27th Street.
Troost Avenue occupies a handsome ridge that
drops off into this ravine to the west, and into another more shallow
ravine that parallels Forest Avenue to the east. Forest Avenue, although
part way down this ravine, is a handsome street, and is an exception to
the streets that cut along the slopes of ravines below the tops of the
ridges. Vine Street occupies the bottom of a large ravine, which tears
up more land probably than any other. The effect of this ravine is felt
substantially between Tracy Avenue and Brooklyn Avenue (eight blocks)
and between 20th Street and the city limits (eleven blocks). Its
ramifications produce some beautiful, isolated ridges and sightly
points, most notable among which is that upon which stands the palatial
residence of Dr. Ridge. Another handsome point occurs at 26th and
Brooklyn, another at Woodland and 28th, and still another at Flora and
29th. Brooklyn Avenue north of 27th Street remains on a fine high ridge,
and up to that point will undoubtedly develop a fine residence section.
. .
The South Side reaches its highest point and water–shed
about at the present city limits. The ridge which forms the
water–shed is not over three blocks wide and swings around to a
connection by way of Prospect Avenue whit the high ridge just described
that extends to the bluff line at the Blue, between the Goose Neck Creek
and the Shuttle Run. Linwood Avenue, just south of the city limits, is
almost in the center of the ridge forming the water–shed between O.
K. Creek and brush Creek. From this ridge the drainage towards Brush
Creek again develops erosions, but they are not so pronounced and not so
deep as the ravines towards O. K. Creek. At the same time, much of the
land south of Linwood Avenue is very uneven. The final drop into the
valley of Brush Creek, while not very great, is still in the main
precipitous and develops a number of fine limestone cliffs and limestone
wall. . .
DEVELOPMENT
Such is the topography of Kansas City, diversified and
intricate to a degree, abounding in many localities of a high order of
natural beauty that seem only to await the treatment of the landscape
engineer to become of great practical and ornamental value to the city.
Below the bluffs in the West Bottoms, and again far below the
bluffs to the north, in the East Bottoms, and to a lesser extent in the
O. K. Creek valley, are located the railroads and freight houses, and
obtain the facilities for manufacturing establishments and for heavy
wholesale houses. High above them, on the bluffs of the West, North and
South Sides, are situated the lands suitable for residence purposes,
absolutely secure from the encroachment of railroads and manufacturing
establishments. This state of affairs will always be of inestimable
advantage. The city can grow east to the valley of the Blue and south to
Brush Creek and probably beyond, covering an area sufficient for a large
population, without fear of railroad crossings, except as to the tracks
in the O. K. Creek valley, which tracks, however, as already stated, can
in many places be crossed above grade. . .
The depression which
finds its deepest point in Main Street forms a natural base line for the
best class of retail business. . . From the natural base line of retail
business on Man Street, this business does now and will continue to
spread to the streets in the east and west parallel to Main Street, and
will also follow certain cross streets on the west and east, probably
those which are not occupied by street–car lines and which have
already assumed the character of principal avenues between the west and
east. Eighteenth and 19th Streets, which have good grads, and to which
the cable lines have also given the character of main thoroughfares and
business avenues, are located in the center of the lands least valuable
for residence sections of the North and South Sides. . .
In
direct ratio to the distance from the natural business locations that
have been briefly described—namely, west and east of Main, and
north and south of the O. K. Creek and Goose Neck valleys—the
character and value of residence property will grow, reaching therefore,
by a natural process, the highest pint on the highest lands. While
natural conditions have to a considerable degree led to a concentration
of business in certain well defined localities, there has been no strong
and decided development of residence sections in certain localities. . .
Our better residences are largely planted in groups, or colonies, on
certain slightly streets, and in particularly charming localities; but
these colonies have not spread out and have not grown together. Between
them, and around them, there exists much land utilized for small
residences, small stores and miscellaneous purposes. This is no doubt
due to a considerable extent, and especially so on the South Side, to
the irregular topography of our city, but it is also due to the absence
of any distinctive street development and construction, which would tie
the slightly localities together and make them one. As has already been
stated, the ridges on the South Side furnish beautiful and sightly
locations for residences, but the ravines between them are occupied by
cheap and unsightly structures. If on the south Side future growth
should continue as it has begun, our city would in that direction be
composed of alternating patches of good and poor residence localities.
PROPOSED RESERVATIONS AND CONSTRUCTION
[Boulevard and Parkway recommendations]
CONSTRUCTION OF BOULEVARDS
We purpose, on
a 100–foot boulevard, a division into a comparatively narrow
roadway, say forty feet, and thirty feet of parking [park land not car
parking] on each side, consisting of turf and three rows of trees on
each side, with a walk, say of eight feet. The object of this division
is to give the whole a park–like effect, and an appearance
differing radically from that of the ordinary residence streets. [The
parking has been reduced in size over the years to make more roadway for
cars.]. . .
FEATURES REQUISITE
IN BOULEVARD ROUTES
The object of boulevard construction
is two–fold; to provide agreeable driveways, and, by giving certain
special advantages and a handsome appearance to such avenues, to make
the abutting land, and the land near them, especially sought after for
residence purposes, and thereby to enhance the value of such lands. . .
From the description of the topography of the city it is obvious
that there are three principal localities where first–class
residence sections can be maintained—named, on the West Side, west
of the business streets, say west of Broadway; on the North Side, again
towards the edge of the plateau; and on the South Side. On the South
Side it will be found, by referring to the description of its
topography, that there exist the following especially satisfactory
localities:
The sections west and east of Penn Street ravine,
certain ridges, between ravines, running from the high level of the
plateau near the southern city limits north to O. K. Creek—that is,
the high ridges between Holmes Street on the west and Indiana Avenue on
the east; the high ridge forming the water–shed between O. K. Creek
and Brush Creek; and the continuation of this ridge to the east by way
of Prospect Avenue and 27th Street, following the line of the old
Independence and Westport road to the Blue. To this, of course, must be
added considerable property south of the water–shed between O. K.
Creek and Brush Creek. This territory, however, is beyond the present
city limits, and much of it is under the jurisdiction of the City of
Westport, so that it cannot be considered in this report; but, owing to
the fact hat no east–and–west boulevard on the South Side is
possible until Springfield Avenue [31st Street] is reached, and
Springfield Avenue being one–half within the city limits and other
half without, we are compelled to make our selection of an
east–and–west boulevard on the South Side beyond the present
southern city limits. . .
SOUTH BOULEVARD
Springfield Avenue [31st
Street] not being entirely satisfactory, and being located one–half
without the city, and on account of the considerable development of
residence sections south of the city limits, and the certainty of great
future growth in this section, we have thought it best to make a
selection on the South Side that would best meet future wants, although
the route selected will be beyond the territory under our jurisdiction.
We recommend therefore the adoption of Linwood Avenue as a boulevard,
after widening to 100 feet, from its intersection with the boulevard
from the North to the South Side (East Boulevard) [Benton Boulevard] and
west to Lydia Avenue [The Paseo].
West of Troost Avenue, Linwood
is not satisfactory, the abutting land being uneven and not of the
highest class; besides it seemed to us desirable to give due weight to
the important residence development at Hyde Park and the handsome ground
to the east of Hyde Park, including Roanoke Addition, all of which lands
are sure to be used for residence purposes in the near future. On
account of these considerations, we have selected Lydia Avenue from
Linwood to Sedgwick or Commonwealth Avenue [Armour Boulevard]; we then
turn to the west on Commonwealth Avenue to Grand Boulevard, the southern
extension of Broadway. Careful study of the locations of this route and
the character of the adjacent lands will justify our selection, and show
it to be the most satisfactory for an east–and–west boulevard.
Turns in a boulevard, such as the one on Lydia Avenue, from
Linwood to Commonwealth, are wise where they are made in order to obtain
positive advantages. Such is the case with the short turn on Lydia
Avenue south. This portion of Lydia Avenue is situated on high land,
commanding beautiful views to the south, west and east, and the turn
secures for the entire route the best available grades. Moreover, the
route as planned forms a natural basis for the development of a
first–class and continuos residence section. The lands on both
sides of the route are of a very high order, and, moreover, since the
route occupies the high ridge immediately south of the ravines that
drain off into the O. K. Creek valley, the development of a continuos
and well–settled residence section on the level, or top, of the
plateau will draw into it, and consolidate, the residence sections that
push out to the northern the ridges between the ravines, and thereby
undoubtedly the poorer class of residences will be cut off from
spreading to the south, and will be confined to the uneven territory in
the ravines, and in the low lands following the valley formed by O. K.
Creek and Goose Neck Creek.
EAST BOULEVARD [Benton
Boulevard]
Starting from the South Side towards the O. K. Creek
valley, the best obtainable grade is on he ridge between Montgall and
Agnes Avenues. It will be seen from the description of the topography of
the South Side, that this selection of a north–and–south routs
is the only local solution of the problem. The only streets that
possibly might be used to the west would be Prospect Avenue, Brooklyn
Avenue, or Troost Avenue. All of these avenues have street–car
lies. Troost is compactly built up, so that widening would be expensive.
. .
REPORT OF
THE ENGINEER, George E. Kessler
BOULEVARDS
The chief objects sought in
making this class of improvements are to fix for residence purposes the
character of the districts through which the boulevards lead, and to
provide pleasant driveways leading from populous centers through proper
surroundings to points of especial interest. A reference to the general
map will show that the three routes, Independence Boulevard, East
Boulevard and South Boulevard, lead through some of the best residence
sections of the city, and the streets to be occupied are already, in
part, improved by fine residences. . . In accordance with plans approved
by yourselves, the width of the boulevards at present selected will be
100 feet, and at no time should any less width be considered, since with
less width it would be impossible to secure the effect of a parkway and
at the same time give sufficient width of roadway. This space should be
divided as follows on all routes not occupied by street railways: a
central roadway forty feet wide and parking thirty feet on each side;
the parked space will be arranged with a curb and gutter combines; next
to this, turf seventeen feet wide, then an eight–foot walk, and
between this and the property line five feet of turf. On this space
three lies of trees almost equally spaced will be planted. . . The trees
used on these parkways should be of such kind as experience has proven
will serve best. Among these are elm, Carolina poplar, Norway maple,
linden, possibly ash and soft maple; and while it would no doubt haste
the time of thorough shading of the streets to use very large trees, it
is best to use smaller nursery–grown trees that are much more
easily established. [Armour Boulevard was planted with elms.]
HOW THE
PARKS WERE PAID FOR OR AMENDMENT TO THE CITY CHARTER IN RELATION TO
PARKS AND BOULEVARDS, ADOPTED JUNE 6, 1895.
In 1895 the
city was divided into three park districts: "West Park
District," "North Park District," and "South Park
District." The South Park District boundaries were Main Street,
15th Street, and the south and west city limits. By 1916 the number of
districts had been expanded to eight.
The total cost of land,
improvements and maintenance in the beginning were paid for locally by
assessments on property near the parks or parkways. The general scheme
of payment was that: The property immediately abutting on the park, and
also that on one parallel street back, on each side, pay for the cost of
the land. The improvement, except planting, was paid for by the
abutters. The entire cost of planting and maintenance was assessed as a
supertax by the Park Board, subject to the approval of the City Council,
over the entire district within which the park lies, although in the
poorer districts the city often paid part of this cost. Twenty
years´ time was allowed for paying the larger assessments and the
assessment become a lien. These park certificates bore interest and were
sold the same as bonds, the interest being 6% with the privilege of
payment in full within 60 days, but where payments were delayed the
interest was increased to 15%. The certificates were usually made so
that the benefit tax spread over twenty annual payments, but in cases
where the amount was very small the number of annual installments was
reduced by one–half. Condemnation juries were used to determine
fair purchase amounts.
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Parks & Blvds. 