The City has identified seven subareas to be evaluated in further detail to analyze land use, development, urban design, and access and mobility opportunities as part of the Elevate Olathe Comprehensive Plan. The subarea plans provide specific recommendations for prime development areas in the City with the potential to greatly affect the character of the community.
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The subareas are broken up into two groups: Growth/Edge subareas and Interior/Core subareas. The Growth/Edge subarea plans were selected to provide more specific recommendations for future land use, potential opportunity sites, transportation connections, and trail connections. The Interior/Core subareas were selected to give targeted redevelopment recommendations with the goal of building on existing assets to strengthen these areas of the City.
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Growth/Edge subareas are areas of the community that have the potential for new greenfield development. Many of these areas have never been developed, and the subarea plans will be used to shape the future of these areas. Opportunity sites, transportation connections, and land use planning are key to these areas.
Interior/Core subareas are areas of the community that have seen a lot of development but may be in need of revitalization and a new direction. These three subareas are concentrated along Santa Fe Street, which makes up the heart of Olathe. These subarea plans will focus on transformative change, key sites for redevelopment, strategies to enhance placemaking, and revitalization.
The Growth and Edge subareas, as well as the Interior and Core subareas, are organized around three key topics that guide how each area can evolve. Land Use Opportunity highlights where new development or reuse can take place. Transportation and Placemaking focuses on improving streets, public spaces, and everyday connections. Catalyst Site identifies a location that can spark visible change and attract new investment to the surrounding area.
Several sites within each subarea — consisting of vacant parcels and underutilized properties — have been identified as land use opportunities. Redevelopment of these sites has the potential to enhance the selected area’s appearance, functionality, and vitality. Future development should be thoughtfully designed to align with the subarea’s intended land uses and overall character, helping to reinforce a cohesive and attractive built environment.
Opportunities for transportation and placemaking improvements have been identified to enhance the overall functionality, identity, and connectivity of the subarea. These improvements aim to create a seamless, well-connected environment that supports multiple modes of travel while also strengthening the character and sense of place within each subarea.
Catalyst sites are identified for their potential to influence development within their respective subarea. Each site has been strategically selected and reimagined as a transformative project that could spur additional investment and growth throughout the surrounding area.
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The North Ridgeview subarea sits just south of K-10 along Ridgeview Road between the BNSF railway to the west and the Corporate Ridge Office Park to the east. It is developing as a regional draw due to its access to K-10, its popular Garmin Olathe Soccer Complex, and several large businesses. The northwestern portion of the subarea contains the soccer complex and supporting uses such as restaurants and hotels. The eastern side of the subarea contains office uses primarily located in Corporate Ridge Office Park.
The K-7 subarea contains the stretch of K-7 from K-10 south past 119th Street. It serves as a gateway into Olathe from the north and has started to see increased interest in large-scale industrial and warehouse development. There are two subdivisions within the subarea, Stratton Oaks and Prairie Brook. Most of the existing land use in the subarea is vacant or underdeveloped. Arterials within the corridor include two east-west streets, College Boulevard, and 119th Street.
175th Street Corridor serves as a major southern gateway into the city, intersected by both I-35 and 169 Highway. Much of the subarea is characterized by farmland or large-lot residential development. There are two subdivisions within the subarea, off Lone Elm Road and off Mur-Len Road. A significant portion of this area includes land outside of the city boundary. According to a 2022 Kansas Supreme Court decision, previously established growth boundaries are not enforceable, opening the door to growth into the area from surrounding municipalities despite previously agreed-upon boundaries.
The Parker Street subarea follows K-7 as it transitions from a major to a more minor arterial road. The boundaries of the subarea consist of Dennis Avenue to the south, Fairview Elementary School to the north, Monroe Street to the east, and Valley Road to the west. Parker Street is a key retail and travel corridor in Olathe and features a mix of residential and commercial uses, with single-family residential dwellings being the predominant land use. The northeastern part of the subarea consists of public uses while the eastern portion is primarily the Stevenson Place and Edgemere subdivisions. The corner of Parker Street and Santa Fe Street contains commercial uses with Walmart being a major user. The corner of Parker Street and Dennis Avenue contains the Southwest Plaza, a neighborhood-serving commercial strip mall.
The subarea is bounded by the railroad to the west, Spruce Street to the north, Mur-Len Road to the east, and Cedar Street to the south. Santa Fe Street is a vital east-west corridor and the primary gateway to Downtown Olathe. Functioning as Olathe’s Main Street, it provides access to Interstate 35 and features a mix of historic and modern buildings. Santa Fe Street handles high traffic counts, exceeding 26,000 vehicles per day.
The street is predominantly auto-oriented, with free-standing or strip buildings and surface parking lots. The north side of Santa Fe Street contains a mix of light industrial and commercial uses. There are multiple auto dealerships along the corridor, adding to the auto-oriented nature of the area. Most developments have outlots with larger commercial businesses on the interior of the lots. There are also some single-family attached and multi-family residential uses on the southeastern boundary along Cedar Street.
Original Town includes Olathe’s Downtown Core and surrounding neighborhoods, bounded by Harold Street, I-35, E. Old 56 Highway, and Parker Street. It encompasses six neighborhoods identified in the city’s Original Town Enhancement Plan, with Central Core, Westview, and Fairview having adopted neighborhood plans in the early 2000s to guide revitalization efforts. These plans focused on improving appearance, communication, and services. The area also contains several historic properties and districts, including the Kansas School for the Deaf and the J.B. Mahaffie House. The primary land use in the area is residential, however there are large pockets of industrial and commercial.
subarea
Parker Street will shift from an auto-oriented corridor to a more cohesive, comfortable, and functional thoroughfare serving the surrounding neighborhoods and community. Placemaking efforts will improve the corridor by utilizing landscaping, buffering, signage, wayfinding, and branding. Streets will be improved to increase pedestrian safety and reduce vehicular conflicts. Land assemblage will enable a blend of residential housing types that fill in vacant, underutilized properties in key locations. Commercial frontage along Parker Street will function more cohesively by creating shared access and integrating with the adjacent neighborhoods.
Community feedback highlights a desire for more intentional development and infrastructure improvements along the K-7/Parker corridor and surrounding areas. Residents want to see stronger support for local businesses, with fewer discount or off-brand retailers and more unique dining options like delis, sit-down restaurants, and breakfast spots, particularly between Santa Fe and 151st Street. There are also concerns about transportation safety and connectivity, including the need to widen Dennis Avenue from Parker to Lakeshore and add bike lanes to accommodate heavy bicycle and vehicle traffic.
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Transporation and Placemaking
Land Use Opportunities
Context
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Trail connections build on the existing active transportation network and support alternative modes of travel such as walking and biking. Several west-east streets intersect the Rolling Ridge trail and could potentially connect to Calamity Line Park and Pellet Park as well as neighborhoods west of Downtown to Downtown itself. Potential exists for a new north-south trail between the parks south to Dennis Street. To facilitate better connection, active transportation infrastructure can be improved and way-finding signage between the Rolling Ridge Trail and Calamity Line Park on Sante Fe Street can be added.
A sidepath is a paved, linear pathway that runs parallel to a roadway and is typically wider than a standard sidewalk to accommodate multiple types of users, including pedestrians, cyclists, and other non-motorized modes of transportation. These paths are often separated from vehicle traffic by landscape buffers or physical barriers, enhancing safety and comfort for users. Installing a wide sidepath along the north side of Dennis Avenue would provide a critical east-west connection, supporting safe, multi-modal travel through a heavily used corridor. This improvement would benefit nearby neighborhoods, schools, and parks by improving access, encouraging active transportation, and reducing conflicts between vehicles and non-motorized users.
An active street is a low-speed, low-traffic roadway intentionally designed to support safe and comfortable travel for pedestrians, cyclists, and other non-motorized users. Often referred to as “bike routes” or “sharrows” (shared lane markings), these streets prioritize active transportation by calming traffic and encouraging shared use of the roadway. Enhancements may include signage, pavement markings, curb extensions, or traffic diverters to slow vehicle speeds and raise awareness of non-vehicular users.
Screening involves using barriers, such as hedges, fences, walls, or landscaping features, to visually separate certain areas from surrounding uses. In the context of South Parker Street, residential properties located between Wabash Street and Dennis Avenue currently have outdated or deteriorating screening features that detract from the visual quality of this key corridor. Upgrading these elements with modern, attractive materials and cohesive landscaping would not only improve curb appeal and reinforce neighborhood character, but also help buffer homes from traffic noise and visual impacts.
Screening should be used to enclose or hide secondary site activities from public view. Buffering and screening should be provided between the Southwest Plaza access drive and the residential area to the west.
Bus shelters provide comfort, safety, and convenience for riders, while also promoting public transit and potentially increasing ridership. A bus shelter should be prioritized at the existing bus stop located in the West Village shopping center.
High-visibility crosswalks improve pedestrian safety by using durable materials such as inlay or thermoplastic tape to create distinct patterns like bar pairs, continental, or ladder designs. To improve the pedestrian crossing at Elm Street and at Spruce Street, the crosswalks should incorporate high-visibility elements such as upgraded lighting, enhanced signage, and bold pavement markings.
A trailhead is the starting point or access point for a trail, path, or route. Trailheads should be prioritized at new access points or street crossings directing pedestrians and cyclists to the trail network.
Throughout the subarea, several potential infill opportunities exist in the form of oversized parking lots, vacant outlots, and underutilized spaces. While these sites are not officially designated as opportunity areas, they merit consideration for more purposeful and productive uses.
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This 6.5-acre site sits off of West Spruce Street and North Park Terrace. The site consists of the Olathe Park Maintenance Complex, the Olathe Fire Department Station 5, and some undeveloped land. The site is completely owned by the city. This site could be redeveloped as a mixed-use development with commercial development fronting Parker Street and Spruce Street and condos or apartments above. If the fire station were to relocate, the site could gain another half-acre of developable land allowing for duplexes, townhomes, or other development types appropriate in the mixed-residential category.
This seven-acre site sits at the southeast corner of North Parker Street and Spruce Street. This site is made up of one parcel owned by Johnson County and currently houses the Johnson County Mental Health Center. If the County were willing to redevelop or sell, it should feature a mix of uses, including commercial, along Parker Street. Parking should be located behind the commercial buildings with access off of Spruce Street. The development should also include townhomes or duplexes behind the commercial or multi-family above the commercial
This seven-acre site sits at the corner of N Parker Street and W Santa Fe Street. The site currently features the West Santa Fe Plaza and is made up of two different parcels with two different landowners. This site could be restructured, relocating parking to the rear and bringing the commercial to the corner. Alternatively, the site could focus on façade enhancements, landscaping, and circulation improvements to refresh and improve the shopping center’s visual and functional appeal.
This 10-acre site sits on the southeast corner of W Spruce Street and N Marion Street. The site currently features outdated, small-scale industrial, a bank, a storage facility, and an office space. The site is made up of 16 different parcels with eight different owners. This area could redevelop into a mixed of use opportunity with commercial fronting Santa Fe Street with parking behind. The site should also feature multi-family or high-density housing, such as triplexes or quadplexes, to the rear of the site with access off of Marion Street. This would add homes to the area moving away from the civic uses and blending more cohesively with the neighborhoods to the east.
This 10-acre site sits at the corner of Parker Street and Elm Street. The site features older, low density apartments, small-scale commercial, businesses, and a gas station. This site could redevelop as a neighborhood-scale mix of use development providing higher quality commercial fronting Parker Street and a denser residential component with multi-family or townhomes to the rear of the site. Any residential should be located close to the property line to maintain a streetwall, creating a more pedestrian-friendly realm. All parking should be located to the rear of the buildings.
This three-acre site sits along Dennis Avenue on the south side of the subarea. This undeveloped site consists of one parcel with one landowner. This area could be developed to include duplexes, triplexes, or quadplexes to transition from the commercial along Parker Street to the senior housing to the west and multi-family development to the north.
This 4.4-acre site sits along the east side of Parker Street between West Park Street and West Loula Street. The site consists of commercial and service uses fronting Parker Street. This site also contains two single-family homes along with a vacant lot. This site should redevelop to feature commercial buildings along Parker Street with parking located in the rear as opposed to in front as they are currently.
Access to the commercial areas should be off of shared-access drives on West Park Street or West Loula Street. The site should also accommodate rear-loaded townhomes on the eastern portion to serve as a transition to the Stevenson Place neighborhood while offering more intense residential uses. This development pattern could be repeated on other blocks on the east side of the subarea to consolidate and reimagine commercial uses providing a more comfortable corridor.
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This 11.7-acre commercial center sits at the corner of West Dennis Avenue and South Parker Street. The site currently features an aging shopping mall with five outlots and an expansive parking lot. This site is in need of reinvestment to promote more outlot development. The site should seek to attract commercial outlot development by providing a more interactive streetscape. Building should be located along the front property line to enhance the pedestrian experience.
Public features such as gathering areas, cut-thru’s, public art, and pockets parks could aid in activating these areas and attracting pedestrians from nearby neighborhoods. The shopping mall is also in need of façade improvements to improve the overall image of the area. Screening and buffering are needed to protect neighborhoods to the west.
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West Santa Fe stands apart from East Santa Fe due to its potential as a key gateway into the city. Enhancing the train overpass with gateway features can elevate the area's character and spark broader revitalization. The subarea can build on its identity through retro signage, creative lighting, food truck courts, creative reprogramming of excessive parking lots, and adaptive reuse of existing buildings. To support this vision, strategies could include flexible zoning for mixed-use and nontraditional commercial uses, façade improvements with vintage or industrial flair, allowances for outdoor dining and pop-ups, and public realm enhancements like murals, string lights, and pedestrian-friendly design.
East Santa Fe is characterized by its redevelopment potential as highlighted in the land use map and opportunity sites. This portion of the corridor is inherently more auto-oriented but can reposition many of the existing commercial developments to activate outlots, infuse more residential, and attract more entertainment uses. The site acquisitions resulting from the interchange project give the city more control over future development. The opportunity sites identified in later pages give clear direction on potential future development opportunities.
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Community feedback highlights the need for improved safety, thoughtful design, and strategic redevelopment along the I-35 and Santa Fe corridor. Residents expressed concerns about dangerous merge points, narrow sidewalks, and limited bike infrastructure, especially near fast-moving traffic. The area's visual character was also noted as lacking, with comments on the dominance of big-box stores and the long-term blight caused when these buildings are vacated. Community members expressed a strong preference for supporting local businesses, improving site design implementing features such as safer turn-ins and adding basic amenities like bike racks. Many questioned the value of investing heavily in highway infrastructure without addressing broader mobility needs, advocating instead for enhanced public transit options like buses, trolleys, or light rail. Overall, feedback reflects a desire to reimagine the corridor as a more balanced, attractive, and accessible space for all users.
The purpose of the Santa Fe subarea framework is to guide the transformation of a key corridor in alignment with the I-35 and Santa Fe Corridor Improvement Project. The project is a collaborative initiative between the City of Olathe and the Kansas Department of Transportation (KDOT) aimed at enhancing traffic flow and safety in the area. Key components of the project include constructing a new interchange at Santa Fe Street and I-35, extending Rogers Road northward beneath Santa Fe Street, and implementing various corridor improvements along Santa Fe from Ridgeview Road to Mur-Len Road. These enhancements are designed to improve existing infrastructure, alleviate congestion, and accommodate future traffic demands. The project is expected to have an estimated 42% reduction in fatal and injury crashes and 22% reduction in property damage crashes at the Santa Fe interchange.
The project will relieve bottlenecks on the I-35 mainline, Santa Fe interchange and supporting arterial roadway. The interchange and corridor will be modernized to accommodate safe and active transportation facilities on Santa Fe, including through the interchange. Access management on Santa Fe will create better redevelopment opportunities and growth in the corridor. The accompanying map shows these improvements.
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Santa Fe Street Reconfiguration
Interchange Improvement - A Single-Point Urban Interchange (SPUI) is proposed at I-35 and Santa Fe Street. A SPUI allows opposing left turns to proceed simultaneously, provides better travel times and signal spacing for through traffic on Santa Fe, and has a smaller footprint requiring less impacts to right-of-way. Improvements will include pedestrian access.
Cul-de-sacs. New cul-de-sacs will be constructed at Clairborne Road, Fir Street, Chester Street, Rawhide Drive.
New Roadways. Winchester Street will be extended south and connect to the new roundabout at Clairborne Road. S Rodgers Road will be extended across Santa Fe Street and connect to N Rodgers Road.
Roadway Improvements. North Rodgers Road will be vacated and Santa Fe Street will be widened allowing for better access management and reduced curb cuts.
Property Acquisition. A number of properties will be acquired to open up space for new roadways, widening, and are opportunities for new development.
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Source: City of Olathe, HNTB
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Source: City of Olathe, HNTB
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Spurred by the I-35 and Santa Fe Corridor Improvement Project, the Santa Fe Street corridor will serve as an example of a successful commercial corridor revitalization effort. Improvements to the right-of-way and the transportation system will make multi-modal travel more efficient and safer. The corridor will see the two distinct identities form in the west and east side. Excess parking can make way to creative placemaking efforts, providing an interesting, activated gateway into the City.
Excess Parking. This area can utilize retro signage, creative lighting, food truck courts, and adaptive reuse of existing structures to create a creative district
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Transportation and Placemaking
Context
Interchange enhancements along East Santa Fe Street should align with the planned interchange reconfiguration, improving traffic flow and safety. Improving medians, pedestrian islands, shared-use paths, and crosswalks should be prioritized to reduce potential conflicts between pedestrians and vehicular traffic.
Streetscape enhancements should include elements such as street trees, upgraded sidewalks, and utility line burial along East Santa Fe Street. Currently, there is inadequate separation between the existing sidewalks and East Santa Fe Street. Sidewalks should be physically separated from the roadway by a landscaped buffer to serve as a protective barrier. Additionally, upgraded sidewalks should be designed at an appropriate scale and be in accordance with accessibility standards.
A sidepath is a paved, linear path, often wider than a sidewalk, that runs alongside a roadway, designed for shared use by pedestrians, cyclists, and other non-motorized users, separated from traffic by landscape panels or barriers. While East Santa Fe Street experiences heavy traffic and is not suitable for bicycle facilities, perpendicular routes can provide safe access to key destinations. Currently, a painted bike lane exists along North Ridgeview Road and should be extended to improve cyclist accessibility. Additionally, wayfinding signage should be installed to assist with navigation and enhance the user experience. Signage should be strategically placed beneath the elevated rail to inform cyclists as they enter the subarea.
Bus shelters provide comfort, safety, and convenience for riders, while also promoting public transit and potentially increasing ridership. Bus shelters could be prioritized at existing bus stops at the corners of North Ridgeview Road, North Lindenwood Drive, and North Mur-Len Road.
High-visibility crosswalks improve pedestrian safety by using durable materials such as inlay or thermoplastic tape to create distinct patterns like bar pairs, continental, or ladder designs. To improve pedestrian crossings along East Santa Fe Street, key intersections, including North Ridgeview Road, North Lindenwood Drive, and North Mur-Len Road, should incorporate high-visibility elements such as upgraded lighting, enhanced signage, and bold pavement markings.
Wayfinding signage along I-35 will provide residents and visitors with navigation assistance and improved accessibility to the subarea. By incorporating signage that introduces East Santa Fe Street, this will increase activity throughout the commercial corridor.
Gateway signage serves to mark entrances or transitions between areas. A gateway feature should be installed along East Santa Fe Street to define the entrance into Original Town. Gateway signs should share a common design theme and establish unified character shared with other signage throughout the subarea. A key gateway could be constructed at the railroad overpass as an entrance into the city and Downtown.
As a major corridor and gateway to Downtown, Santa Fe can benefit from efforts to promote and commission art installations. As redevelopment continues within the subarea, additional art installations should be explored in key locations. Sculptures have been proposed along the corridor as a part of the interchange improvement project.
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While still a high-traffic corridor, vehicles and pedestrians will coexist, making it less auto-dominated. Auto dealerships and other auto-oriented uses will redevelop to entertainment, experiential retail, and residential development making the corridor a destination. The corridor will take advantage of opportunity sites to improve urban design, resulting in sites and buildings that improve walkability and the pedestrian experience.
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Land Use Opportunities
Context
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This 8.7-acre site sits at the northwest corner of Ridgeview Road and Park Street. This site contains a variety of commercial uses with a restaurant, an office, and a fast-food restaurant in the outlots and a grocery store and retail in the commercial development. Currently, over half the site is covered in parking. This presents an opportunity for redevelopment over the long-term. In the short term, this excess parking could be reprogrammed with food trucks, events, and other pop-up activities to promote a creative gathering space. If development were to occur, the west side of the site (excluding the restaurant and grocery store) should redevelop to a mixed-use development taking advantage of the commercial potential along Santa Fe Street while creating dense residential uses behind to provide a buffer from the neighborhoods to the south.
This 13.5-acre site sits at the southeast corner of Santa Fe Street and Ridgeview Road and runs east to I-35. The site is made up of 21 different parcels, 13 different owners, and four different blocks. Existing land uses include dealerships, commercial, retail, and restaurants. This site could consolidate the four blocks from Ridgeview Road to Fir Street to create one large redevelopment opportunity. This site should include commercial frontage along Santa Fe Street and facing I-35. There is potential for high-density residential on the backside to connect to the neighborhood to the south. New access roads and pedestrian connections would be needed throughout the site to maintain mobility.
This 11.5-acre site sits along the west side of I-35 and is bisected by Spruce Street. The site has 11 different parcels with ten different owners. If the site were to redevelop, it could accommodate a large commercial use with visibility from I-35. This would be an ideal site for a dealership or other commercial user who may want visibility from the highway. Access to the site would have to be from Spruce Street and Burch Street as N Rawhide will no longer have access to Santa Fe Street.
This 9.2-acre site sits on the east side of I-35 along N Rodgers Road. The site is made up of four parcels owned by the city. The site currently functions as the city’s Traffic Operation Center. If the city ever wanted to sell this site, it would be an ideal location for a large commercial use that draws people off Santa Fe Street and would not need direct frontage on the corridor. Visibility from I-35 would attract customers while access off a newly constructed Rodgers Road would be provided.
This 12.2-acre site sits along the south side of Santa Fe Street and east of Clairborne Road. The site consists of three parcels with one owner. This site is being acquired by the city as part of the improvement project. The site’s acerage will decrease because of the new roadway connection on its east side. When redevelopment occurs, the front of the site should accommodate commercial development. The southern half of the site should contain small-scale commercial combined with dense residential connecting to the residential neighborhoods to the south. This is another extremely important site because it has been acquired by the city.
This 11.3-acre site sits on the north side of Santa Fe Street between Rodgers Road and Lindenwood Drive. The site is made up of 13 parcels with 13 different owners. However, the site has been acquired by the city as part of the improvement project. The site consists of a variety of auto-oriented commercial uses, a place of worship, a portion of parking for a bowling alley, and a portion of the parking for a commercial dealership. These parcels will be acquired with the Improvement Project and present an opportunity for commercial redevelopment. When the redevelopment of this site occurs, it should be a more cohesive commercial outlot development. Parking should be behind the buildings and a strong relationship with Santa Fe Street should be prioritized. This site is extremely important because it has been acquired by the city. The city has the opportunity to control development and development standards, setting an example for what the transformation of the corridor could be.
This 22.6-acre site sits along the south side of Santa Fe Street between Lindenwood Drive and Mur-Len Road. This site is made up of 12 different parcels with eight different owners. The existing land uses include a grocery store, several retail shops, services, a bank, several coffee shops, and a restaurant. This site should redevelop so the commercial outlots remain but reposition parking to the rear. A comfortable, buffered streetscape along Santa Fe Street is needed along with landscaping and pedestrian access through the parking. There are opportunities for mixed-use or dense residential behind the commercial to connect nearby neighborhoods. If redevelopment doesn’t occur, the big box centers need significant façade enhancements.
This 22-acre site sits along the north side of Santa Fe Street between Lindenwood Drive and Mur-Len Road. This site is made up of seven parcels with six different owners. The existing land uses consists of services, retail, restaurants including sit-down and fast food, and a bank. If redevelopment were to occur, this site should be similar to the site to the south. This site should redevelop so the commercial outlots remain but reposition parking to the rear. A comfortable, buffered streetscape along Santa Fe Street is needed along with landscaping and pedestrian access through the parking. There are opportunities for mixed-use or dense residential behind to connect to the residential to the north.
subarea
As the heart of Olathe and the roots of the community, the Original Town subarea will be reinvigorated through revitalization of its neighborhoods, reinvestment in Downtown, and improvements to its various corridors. By promoting diverse housing types and providing low barriers of entry to redevelopment and reinvestment, the city will work with developers, property owners, and the community to enhance residential areas and create walkable, complete neighborhoods, where residents can easily access services and amenities. Catalytic investments will be used to ignite improvements in Downtown to reimagine it as a lively, mixed-use hub within the city while maintaining the commitment to historic preservation. Downtown will be a walkable, pedestrian-friendly, active beyond business hours, diverse retail, and interesting gathering spaces draw residents and visitors to spend time and money. Santa Fe Street and other corridors will be repositioned to activate valuable commercial land and cultivate thriving mixed-use and commercial areas.
APPROACH
The following pages provide more specific guidance to Original Town's residential and commercial areas. The uniqueness of the area is highlighted by its diverse mix of land uses. The adjacent Future Land Use map shows the variety of uses that are currently accommodated in the subarea and provides a direction for what the future of Original Town could look like. While Original Town may not currently have a distinct identity, this subarea plan seeks to bolster the neighborhoods and strengthen its commercial areas.
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Future Land Use
Context
Community feedback highlights strong support for enhancing Original Town’s walkability, bikeability, and overall livability. Community members value existing assets like the community center and Stagecoach Park, with suggestions to add features like a dog park and wooded trails. Safety and accessibility concerns were frequently noted along Kansas City Road, East Harold Street, and East Dennis Avenue, with calls for dedicated bike lanes, safer pedestrian crossings, and reduced traffic congestion. A recurring theme is the revitalization of Downtown through improved public transit, adaptive reuse of industrial spaces, improved rail crossings, and support for local businesses. Suggestions include more restaurants, retail, and mixed-use development to create a vibrant, walkable environment. Feedback also highlighted concerns about outdated infrastructure and the impact of freight traffic, advocating for better planning and investment to preserve Olathe’s unique character. Residents also expressed a desire for a senior center within Original Town to provide older adults with wellness, social, and community opportunities.
While the following section will discuss improvements and strategies to diversify land uses within Original Town, there are a number of historic resources that should be preserved and that should influence land use decisions in the area.
There are a number of listed and eligible historic districts and properties in Original Town. Listed properties have officially been added to a historic register at the federal, state, or local level. Eligible properties meet the criteria for listing based on surveys or professional evaluation but have not yet been formally nominated. There are five listed properties in Original Town and over 20 eligible properties.
The 2013 Historic Preservation Master Plan outlined a number of strategies that can be used to increase preservation efforts, identify funding sources, and evaluate historic resources in the city. The Elevate Olathe Comprehensive Plan seeks to build on those strategies. For additional discussion on historic resources see Chapter 9: Elevate Community Facilities and Infrastructure.
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Historic Properties
The Original Town subarea is shaped by a number of characteristics which influenced the boundaries for the Residential Character Areas framework. This section of the Original Town subarea examines these factors to provide context for future residential growth and development.
Appraised value is the professional estimate of a property's market value, determined by a licensed appraiser, usually during a sale, refinance, or tax assessment process. It is determined by recent comparable sales, property size, condition, location, and upgrades, neighborhood trends and market demand, zoning, flood zones, or environmental issues.
Appraisals influence mortgage lending, equity, and affordability. Higher appraised values can encourage home improvements and redevelopment, while also increasing property taxes, which may impact long-term or fixed-income residents. Conversely, lower appraised values can hinder reinvestment in certain areas, limiting revitalization opportunities and perpetuating decline in aging neighborhoods.
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Appraised Value
Assessed Value per acre refers to the total value assigned to a property by a local government or tax assessor for taxation purposes divided by the total acreage of the parcel. It is typically calculated as a percentage of the market value of the property, based on formulas set by local or state regulations. The assessed value is then used to determine property taxes. The Johnson County Appraiser is responsible for discovering, listing, and valuing all taxable property within the county. While a number of factors go into the assessment, the map shows areas where properties are more highly valued. The highest valued areas are along North Cherry Street Downtown. Properties in the newer areas along Harold Street, and also some of the larger, more historic, more traditional homes south of Santa Fe Street, are also highly valued. Multi-family developments such as the Bavarian Village Apartments or the Southfork Apartments are highly assessed but when divided by total acreage, these sites are similarly valued to other parcels in the subarea. Multi-family developments are assessed high because they can be rental-generating properties, they have more units per acre, and they have a strong market demand.
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Assessed Value per Acre
Vacant parcels offer strategic opportunities for infill development, allowing the city to meet housing needs without displacing existing structures or residents. Vacant lots are found through Original Town and are not necessarily concentrated in one area. Redeveloping vacant lots can help restore the continuity of the streetscape, improve walkability, and enhance neighborhood cohesion. They also serve as valuable starting points for revitalization, offering flexible space for targeted investment. In the short term, vacant parcels can host temporary uses such as community gardens, gathering spaces, or public art, which activate the area and build momentum for longer-term investment.
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Existing Land Use
Original Town has developed outwards with most of the older homes being centrally located around Downtown. The oldest homes are typically within the first three or four blocks south of Santa Fe Street with a few blocks north of Santa Fe Street also having older homes. Park Street, Loula Street, Cherry Street, Chestnut Street, and Water Street all include homes built before 1908.
Older homes often require ongoing maintenance, which can place a financial strain on residents with limited disposable income. Many of the newer homes in Original Town are found in the northwest and northeast corners of Original Town. The Prairie Haven, Farmstead, and Two Trails are some of the newer neighborhoods within the subarea.
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Original Town’s neighborhoods represent a variety of architectural styles. While architectural style is not necessarily correlated with the value of a home, it provides context to which homes may have unique character, have historical significance, or are more desirable than others.
Olathe’s more traditional architectural styles (Victorian, Colonial, Old Style) are found in the older neighborhoods south of Santa Fe Street. Some of the more contemporary styles such as split-levels, bi-Levels, or raised-ranches are found in the newer areas abutting Harold Street. Homes with more traditional qualities may be more desirable, but without upkeep and maintenance, the values of these homes can decrease.
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Lot size is regulated by Olathe’s Unified Development Ordinance (UDO) in the dimensional standards for each zoning district. Zoning codes began regulating lot size in the early 20th century. Within Olathe, the older, more traditional areas of Original Town typically have larger lots, as seen in the areas south of Santa Fe Street and west of Kansas Avenue.
Some of the newer areas, such as those south of Harold Street, are on standard lots that align with the R-1 district standards. Lot size can provide an indication of which properties have the potential to redevelop with a denser use, or could comfortably accommodate attached or detached accessory dwelling units (ADU’s).
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Olathe's Original Town is made up of several unique neighborhoods from the traditional gridded streets including Park Street, Loula Street, and Cedar Street, to newer developments like those off Harold Street. Collectively, these Residential Character Areas make up Original Town's residential character. As investment continues to occur Downtown, adjacent neighborhoods will likely attract developers' interest. New market rate development, if done correctly, can provide new housing opportunities for existing and future residents while minimizing displacement. Increasing residential density and ensuring a diverse mix of housing types at a variety of price points (e.g., townhomes, duplexes, narrow lot single-family, etc.) will help meet additional housing needs for the growing community. While market rate housing will play a role in Original Town's future growth, it is important that subsidized housing is part of the overall housing mix. The following section breaks Original Town into specific Residential Character Areas to provide more specific recommendations for each area.
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Character Areas
Context
TRADITIONAL NEIGHBORHOODS
The Traditional Neighborhoods, located south of Santa Fe Street between Parker Street and the BNSF train tracks, are defined by larger residential lots with well-maintained homes in distinct architectural styles, primarily bungalows and early 20th-century designs. With homes dating back to 1930, this area contains most of Olathe’s historic properties, giving it a unique and identifiable character. While primarily composed of single-family homes, there are also some duplexes scattered throughout. Although most homes are well-maintained, some show signs of distress, offering opportunities for rehabilitation. Sidewalks are present on at least one side of most streets, enhancing pedestrian access and promoting alternative modes of transportation.
This well-established area is unlikely to experience significant change due to the predominance of single-family detached homes and limited infill opportunities. However, enhancing pedestrian and bicycle infrastructure will improve access to and from Downtown.
Constructing inviting streetscapes will encourage pedestrian mobility, while new bicycle routes can strengthen connections between Downtown and the broader community. Opportunities for residential intensification should focus on the blocks between Santa Fe Street and Park Street and along Kansas Avenue. Homes along Cherry Street should be buffered from more intense uses along Kansas Avenue. Future redevelopment should align with the Future Land Use Plan to encourage diverse housing types, increasing density near Downtown. High-quality infill in these areas is critical to preserve the character and desirability of the neighborhoods. Given the area’s stability, the city should consider prioritizing other Character Areas for the Neighborhood Revitalization Program (NRP). This would redirect resources where they are most needed.
Preferred Residential Types
POST-MODERN AND CONTEMPORARY RESIDENTIAL
Located in the northwest and northeast corners of the subarea, the Post-Modern and Contemporary Suburban areas were built between the mid-1980s and early 2000s. These neighborhoods primarily feature split-level, single-family detached homes, with some single-family attached housing and a small townhome development. Curvilinear street layouts create a suburban character but limit direct connectivity to surrounding areas, making these neighborhoods feel more connected to areas north of Harold Street. Sidewalks are typically present on one side of the street, offering limited pedestrian infrastructure.
Although these areas are well-maintained and unlikely to experience major change, improving connectivity with Downtown and facilitating strategic redevelopment will enhance their integration with the broader community. If the Westerfield Townhouses redevelop, could create a cohesive mixed-use development. This redevelopment should feature commercial frontage along Santa Fe Street with mixed residential uses behind, blending with the surrounding neighborhoods. Consideration should also be given to removing these areas from the NRP due to their well-maintained status.
Primary Building Types
NEO-ECLECTIC NEIGHBORHOODS
Neo-Eclectic Residential neighborhoods are characterized by smaller ranch and raised ranch-style homes built primarily in the 1960s. This area includes a mix of single-family detached, single-family attached, and small-scale multi-family units, offering diverse housing options. While there are some sidewalks, pedestrian connectivity is limited and could benefit from improvements. Property maintenance and right-of-way upkeep, including landscaping, remain areas of concern. Community members also identified consistent code enforcement was also identified as an issue during outreach. The area falls within the Original Town NRP boundary and an Opportunity Zone, making it ideal for investment and redevelopment. This area has potential for increased density while maintaining affordability.
The city should identify areas with recurring code compliance issues and reevaluate the NRP boundary to focus resources where they are most needed. A housing inspection program can ensure maintenance standards are upheld and can focus funding assistance. Updating the zoning code to align with the Future Land Use Plan will enable a broad range of residential uses, while new development standards will promote cohesive infill design. One opportunity is the multi-family site near Iowa Street and Forest Drive, which could accommodate higher-density housing, such as townhomes, cottage courts, triplexes, or quadplexes. Property owners and developers should be encouraged to utilize the NRP to support property improvements. Collaboration with the Chamber of Commerce to promote the Opportunity Zone can further spur reinvestment and attract new development.
Primary Building Types
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Reinvestment Areas, located in the southeastern and southwestern portions of the subarea, are characterized by ranch-style homes built between 1945 and 1965. These neighborhoods exhibit a partial street grid combined with curvilinear roads, limiting direct connectivity to Downtown. Property conditions vary, with some areas requiring maintenance and occasional code enforcement intervention. As part of the Original Town NRP and an Opportunity Zone, these areas are ideal for future investment and redevelopment.
Over the next two decades, Reinvestment Areas may see substantial change as efforts focus on improving connectivity and encouraging diverse housing types. Allowing context-sensitive infill housing will promote a broader range of residential options while aligning with the Future Land Use Plan and Housing and Neighborhoods Growth Framework. Updating the zoning code will further enable diverse residential uses and support innovative housing solutions.
To encourage redevelopment, the city could adopt pre-approved, ready-to-build housing plans, reducing permitting time and costs. Continued promotion of accessory dwelling units will provide flexible living arrangements, support multigenerational housing, and facilitate aging in place. Buffering residential areas from nearby industrial uses, particularly along Pine Street, Fir Street, and Grant Street, is essential to mitigate potential conflicts. Integrating the Edgemere neighborhood with commercial uses along Parker Street will foster small-scale mixed-use development and improve neighborhood cohesion. Additionally, encouraging a small neighborhood grocery or market in Original Town would improve access to fresh food and daily essentials while enhancing walkability.
Downtown Olathe features a dynamic mix of residential and commercial uses, with homes primarily consisting of bungalows, alongside some apartment and mixed-use buildings.
Construction dates range from 1860 to 2021, with an average build year of 1928. The majority of residences, however, were constructed between 1886 and 1900. Despite a few high-quality homes, many properties exhibit signs of deferred maintenance. The neighborhood’s clear street grid, with block dimensions of approximately 500 feet x 300 feet, enhances walkability and accessibility. As part of the Original Town NRP and Opportunity Zone, Downtown is primed for significant redevelopment.
Future development should prioritize a diverse mix of residential, retail, and entertainment uses to foster a vibrant, 24/7 Downtown environment. Commercial amenities, such as grocery stores and cafes, should be encouraged to reduce automobile dependence and enhance livability. There are also opportunities for mixed-use and housing options within the transitional area surrounding the Downtown district as identified in the Envision Plan and zoning code.
Preserving historic homes through adaptive reuse, supported by tax credits or grants, helps maintain architectural integrity while expanding housing and commercial opportunities. This approach also aligns with the city’s broader preservation goals and the recommendations outlined in the Historic Preservation Master Plan.
Improving pedestrian and bicycle infrastructure is essential to better connect Mill Creek Park, Mill Creek, and the Downtown core. Addressing physical barriers like Santa Fe Street and the railroad tracks through enhanced crossings and wayfinding will further promote walkability. Zoning updates and incentive programs should encourage affordable and mixed-income housing near the Downtown core. Leveraging the employment base provided by city and county government offices will support business growth and residential density. Partnerships with institutions like the Kansas School for the Deaf can foster community-focused programs and events contributing to a more dynamic and engaging Downtown.
The Future Land Use map designates a mix of commercial and industrial land uses in the subarea, including regional commercial, community commercial, neighborhood commercial, industrial, mixed-use neighborhoods, and mixed residential neighborhoods. The Economic Development Framework also takes this one step further to help guide land use and policy decisions in conjunction with the Future Land Use map.
Commercial uses are spread throughout Downtown and the residential areas but are concentrated along Santa Fe Street, Dennis Avenue, along Parker Street in the west, Cherry Street in the south, and between the BNSF rail line and I-35 on the east side. Industrial uses are primarily clustered between Kansas City Road and the BNSF rail line in the northeast, between Grant Street and South Kansas Avenue in the south, and on parcels along the BNSF rail line south of Park Street. A diverse commercial and industrial landscape is crucial to maintaining a stable tax base and supporting economic growth and revitalization efforts.
Encouraging neighborhood commercial uses in Original Town’s mixed residential neighborhoods can enhance revitalization efforts, promote walkability, and create more diverse and resilient communities. This strategy aligns with the goal of establishing “complete neighborhoods,” where residents have easy access to essential goods and services. Programs, like the Neighborhood Revitalization Program and Opportunity Zones, offer financial incentives that can attract and sustain these types of developments.
Mixed-use developments should be actively promoted to provide missing middle housing options, improve walkability, increase the tax base, and support commercial investment. Large tracts of underutilized land present opportunities to create vibrant, pedestrian-friendly districts. Increasing residential density and commercial intensity in the Downtown core and along Santa Fe Street will help leverage existing infrastructure and reinforce commercial viability. The land use designations along Santa Fe Street already support high-density residential projects, including large apartment buildings and mixed-use developments, making it an ideal corridor for targeted investment.
To ensure a smooth transition between different land uses, residential density and commercial intensity should gradually decrease from Downtown and Santa Fe Street into surrounding residential neighborhoods. Higher-density apartments and mixed-use developments should be concentrated near commercial hubs, with a gradual step-down to revitalized single-family neighborhoods that integrate small-scale neighborhood markets and services. This approach fosters a balanced urban fabric that supports both economic development and neighborhood stability.
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Future Land Use
The following map highlights current conditions within Original Town and the proposed improvements. Transportation, mobility, urban design, and placemaking improvements are all shown on the map.
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Transportation and Placemaking
Context
There are a number of existing trails that run throughout Original Town such as the Mahaffie Creek Trail, the Northgate Trail, and the Stagecoach Park Trail. Additional trails are proposed along Mill Creek and from Calamity Line Park to Pellet Park and south to Pine Street.
There are a number of existing bike routes throughout Original Town. These range from designated bike routes found through the neighborhoods, bike lanes found on Kansas Avenue and others, and separated bike lanes which were recently constructed on Kansas Avenue. While Santa Fe Street experiences heavy traffic and is not suitable for bicycle facilities, parallel routes can provide safe access to key destinations. Currently, a painted bike lane exists along North Ridgeview Road and should be extended to improve cyclist accessibility. Additional proposed routes are shown to create a complete, connected system. Low vehicle volumes and reduced speeds are essential for a successful active transportation network.
Active streets work best on low volume residential roads to add awareness of shared use streets through wayfinding opportunities that signal to motorists heavier bicycle traffic. The proposed active streets make connections on quieter, lower traffic volume roads. Active streets need fewer infrastructure interventions than other on-street bike infrastructure proposed.
A sidepath is a paved, linear path, often wider than a sidewalk, that runs alongside a roadway, designed for shared use by pedestrians, cyclists, and other non-motorized users, separated from traffic by landscape panels or barriers. Sidepaths are proposed along Dennis Avenue, Ridgeview Road, Santa Fe Street, Woodland Street, and Harold Street.
Kansas City Road should be restriped to three lanes plus bike lanes. Left-turning traffic causes backups and unsafe lane changes. Pedestrian crossing refuge islands would help to calm traffic and to access businesses on the south side. In addition, the outer lanes along Harold Street should be repurposed as protected bike lanes to provide a safe way to cross I-35.
High-visibility crosswalks improve pedestrian safety by using durable materials such as inlay or thermoplastic tape to create distinct patterns like bar pairs, continental, or ladder designs. To improve pedestrian crossings along East Santa Fe Street, key intersections — including North Ridgeview Road and North Buchanan Street — should incorporate high-visibility elements such as upgraded lighting, enhanced signage, and bold pavement markings.
Several problematic intersections were identified during outreach due to unsafe crossings, high speeds, bike and vehicular conflicts, or traffic build-ups. Each intersection should be looked at more closely to determine if improvements are necessary.
Bus shelters provide comfort, safety, and convenience for riders, while also promoting public transit and potentially increasing ridership. Bus shelters could be prioritized at existing bus stops along Santa Fe Street.
Trailheads should be prioritized at new access points as the trail network is extended throughout the subarea.
Gateway features and signage serve to mark entrances or transitions between areas. Two gateway features should be installed on East Santa Fe Street at either side of Downtown to define the entrance into Downtown. In addition, a gateway sign should be installed along Kansas Avenue and Northgate Street. Gateway signs should share a common design theme and establish a unified character that is shared by other signage throughout the subarea.
Wayfinding signage is needed to provide direction to drivers and cyclists on how to reach Downtown. Signage should be consistent with the design theme for gateway signs to establish a recognizable form. Signage should be placed at primary entrances into the subarea, such as East and West Santa Fe Street, Northgate Street, and Harrison Street.
The city has made strides in fostering a sense of identity and placemaking with the installation of street sign toppers and wayfinding throughout Original Town and Downtown. Opportunities remain to further enrich placemaking endeavors with additional signage or markers to more distinctly define neighborhoods and districts across the area.
As the center and heart of the city, Original Town can benefit from continued efforts to promote and commission art installations. The Public Art Committee supports the acquisition and preservation of permanent and temporary public art in Olathe with the guidance of the Public Art Master Plan. There are already several installations, such as the art in front of the library, and the Sculpture Park. As Development continues within the subarea, additional art installations should be explored in key locations.
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The vision for the Downtown Core is a vibrant, connected, and inclusive urban center that blends historic preservation with innovative, people-focused growth. A mix of housing, retail, services, and cultural activities supported by enhanced walkability, diverse housing options, and strategic public partnerships will create a lively, accessible, and dynamic Downtown for all.
Community outreach showed strong support for revitalizing Downtown into a vibrant, mixed-use destination with more entertainment, dining, retail, and family-friendly experiences. Participants emphasized the need for a distinct identity, increased investment, and solutions for traffic and parking challenges.
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Transportation and Placemaking (see page 163)
Land Use Opportunities (see page 164)
Context
164 ELEVATE OLATHE // COMPREHENSIVE PLAN SUBAREAS
While there are no trails running through the Downtown Core, a trail is proposed along Mill Creek to connect to the existing trail north of Poplar Street.
Kansas Avenue has the only designated bike route in the Downtown Core. This is a protected bike lane that runs from Cedar Street north to Santa Fe Street. Additional bike lanes are not proposed in the Downtown Core, but they are proposed on its periphery to connect the Downtown Core to the Original Town neighborhoods.
An active street is a low-speed, low-traffic roadway intentionally designed to support safe and comfortable travel for pedestrians, cyclists, and other non-motorized users. Park Street is proposed to have an active street from Troost Street to Keeler Street. Active streets prioritize active transportation by calming traffic and encouraging shared use of the roadway between bicyclists and vehicles. Enhancements may include signage, pavement markings, curb extensions, or traffic diverters to slow vehicle speeds and raise awareness of non-vehicular users. The ultimate design of this route is dependent on funding and community feedback.
A sidepath is a paved, linear path, often wider than a sidewalk, that runs alongside a roadway, designed for shared use by pedestrians, cyclists, and other non-motorized users, separated from traffic by landscape panels or barriers. A path is proposed to connect east to the Kansas City Road sidepath and west to the Rolling Ridge Trail.
Streetscape improvements should include elements such as street trees, upgraded sidewalks, crossings, bumpouts, and pavers. Upgraded sidewalks should be designed at an appropriate scale and in accordance with accessibility standards. Park Street should be prioritized for more robust streetscaping improvements, such as pavers and bumpouts, as it is an Active Street and more highly trafficked. Loula Street should be treated with landscaping and lighting.
Alleys provide secondary circulation and space for loading/service entrances. Alleys should be maintained for future connections and loading even as a part of redevelopment. Placemaking efforts such as public art, creative lighting, pavers, and plantings could be used to activate these spaces in addition to general maintenance.
Screening should be used to enclose or hide railroad activities from public view. Buffering and screening should be provided from the railroad as development occurs in the subarea.
Two sites were selected to incorporate a multi-story parking garage, including the City Hall parking lot and the post office site. These sites are likely to include additional parking in the Downtown Core to support new businesses and activity. Parking will continue to be evaluated as new development occurs in Downtown.
High-visibility crosswalks improve pedestrian safety by using durable materials such as inlay or thermoplastic tape to create distinct patterns like bar pairs, continental, or ladder designs. To improve pedestrian crossings for users of the proposed Mill Creek Trail, Poplar Street, Park Street, and Loula Street should incorporate high-visibility elements such as upgraded lighting, enhanced signage, and bold pavement markings.
Several problematic intersections were identified during outreach due to concerns with crossings, high speeds, bike and vehicular conflicts, or traffic build-ups. Each intersection should be looked at more closely to determine if improvements are necessary.
The existing triple drainage under Santa Fe Street can be adapted to provide adequate clearance for the proposed Mill Creek Trail to pass. From the north, the shared use path would ramp down to culvert level, and cross under the street. The culvert crossing itself must be equipped with warning signage and devices to prevent entry during high water events.
Bus shelters provide comfort, safety, and convenience for riders, while also promoting public transit and potentially increasing ridership. Bus shelters should be prioritized at existing bus stops between Cherry Street and Chestnut Street.
Trailheads should be prioritized at new access points as the trail network is extended throughout the subarea.
Gateway features and signage serve to mark entrances or transitions between areas. Gateway features should be installed on East Santa Fe Street at either side of Downtown. Gateway features should be installed on East Santa Fe Street at either side of Downtown. In addition, a gateway sign should be installed along Kansas Avenue and Northgate Street. Gateway signs should share a common design theme and establish a unified character that is shared by other signage throughout the subarea.
Additional placemaking signage could be installed throughout the subarea indicating that the residential areas are part of the Downtown Core.
Murals add to the character of a space creating a more identifiable area. They can be used to transform an unattractive frontage or building wall to enhance aesthetics and create a better sense of place. Applying murals to parking garages, between alleys, or to other unattractive frontages can improve the feel of a space.
This 3.75-acre site straddles Santa Fe Street just west of the railroad. This site is made up of 14 different parcels with 10 different property owners. The site is currently made up of a daycare center, a restaurant, a few residential homes, a body shop, and Acme Brick Tile & Stone. This site sits as the western gateway into the Downtown Core. This site should feature a three to four story mixed-use building at or close to the property line along the south side of Santa Fe Street. Access to the development should be off Walnut Street. The southern side of the site could accommodate townhomes that are consistent with the character and feel of the adjacent neighborhood. The northern side of the street should feature a high-quality multi-family development. The building should be three to four stories and located on the property line to create a consistent streetwall. Access to the site should be off Walnut Street.
This 3.6-acre site sits between Poplar Street and Santa Fe Street on the west side of Woodland Street. The site is made up of 20 different parcels with seven different owners. The site is currently made up of a few home office conversions, some single-family homes, and a faith based organization. This site sits advantageously on Mill Creek, which is planned to undergo major renovations to activate it as a recreational amenity. This site should continue to leverage residential with unique retail opportunities. Businesses should take advantage of the creek by using outdoor spaces, patios, sitting areas, and activated gathering areas.
Sites 3a and 3b sit on Chestnut Street between Santa Fe Street and Park Street. The sites include a parking lot and the Post Office. These sites should incorporate a farmer’s market and a mixed-use development with ground-floor commercial. The development should include a shared parking garage to support new residential units and retail.
This three-acre site sits between Santa Fe Street and Park Street on the east side of Water Street. This site is made up of 16 different parcels with 11 different owners. This site currently features some light industrial buildings, offices, and a few single-family homes. This site could accommodate a mixed-use building that fronts Water Street and Park Street and interacts with the small pocket park along Santa Fe Street. This site could also feature a direct connection to the proposed Mill Creek Trail. Ground floor uses should be active and engaging with the street while upper floor uses should be residential.
This 2.9-acre site sits between Walnut Street and the railroad tracks and Park Street and Loula Street. This site is made up of 13 different parcels with 9 different owners. This site currently features a church, multiple low-density multi-family buildings, and two light industrial users. This site could be redeveloped with a more intense mixed-residential development. A multi-family building could be developed on the east side of the block fronting Park Street or Loula Street. Townhomes on the west side of the block would provide a transition to the neighborhood and a less intense use on Walnut Street. This site is adjacent to a historically significant neighborhood. Any new development should complement the existing character of the adjacent areas.
This 2.9-acre site sits between Park Street and Loula Street along Kansas Avenue and is backup up by the railroad. The site is made up of 15 different parcels with eight different owners. The site currently features offices, retail, some vacant storefronts, and a church. If feasible, additional residential floors should be added to these buildings to retain some of the older commercial features. If redevelopment of the site were to occur, agreements should be made between the developer and current occupants to retain or extend leases in new commercial space. Additionally, the surrounding alleys could be activated with art, lighting, landscaping, and seating to create inviting, walkable connections and outdoor gathering spaces.
This site is the current County Square Park. Constructed in 2021, the old courthouse was demolished to create this new space. The open space sits in the heart of Olathe, at the corner of Cherry Street and Santa Fe Street, across from the Johnson County Courthouse. The square features a community green, a curved walkway, a tree grove, a public square with a multipurpose platform, a History Plaza, an art garden play area, and tree grove seating. The park should continue to develop with more permanent infrastructure. Additional elements could include shade structures and water features. The city should partner with Johnson County to add spaces for kid activities, a makers village, an ice rink, and more.
Downtown features several historic buildings. Although many structures were lost during urban renewal, those that remain are key contributors to Downtown’s character, showcasing commercial architectural styles typical of Plains cities in the late 19th and early 20th centuries. These buildings are essential in creating a strong sense of place. In some cases, these buildings should be preserved and complemented by new development that respects and echoes their design. Preservation efforts have been supported by the Olathe Historic Preservation Board, the City’s Preservation Plan, and PlanOlathe.
While no Downtown Olathe buildings are currently listed on the national or state historic registers, several notable structures such as the Park-Cherry Building, the former Post Office, and the Patrons Building, are eligible. These properties should continue to be preserved as their character and style add to the feel of the Downtown Core.
This 2.7-acre site sits along South Kansas Avenue on the southwest side of the Downtown Core. The site currently features a parking lot owned by the city used by the Olathe Farmers Market, a self defense school, an office, a few commercial properties, and two vacant lots. This site should redevelop to feature a 4-5 story mixed-use building with active ground floor retail. Plazas spaces should be encouraged in the design of the building to accommodate outdoor dining. The upper floors should be apartments. The building should feature a multi-story parking deck to provide on-site parking. Architecture of the building should be high-quality and context sensitive to fit in with surrounding developments and reflect the character and identity of Downtown.
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Uses Commercial Multifamily