( * ) O 1 i H ^4 0 m cr- 1 !©. XX ft FHWA -MO-EIS-71-27-DS-2 (REVISED) REVISED DRAFT ENVIRONMENTAL IMPACT STATEMENT VOLUME I SOUTH MIDTOWN FREEWAY : QV 11 ;g/ 5 M I » TRAN ROUTE 71, JACKSON COUNTY KANSAS CITY, MISSOURI TRANSPORTATION LIBRARY SEP 2 2 1983 NORTHWESTERN UNIVERSITY To lib. R (pBM3 k iU no Qt_ 3 5556 Report Number: FHWA-MO-EIS-71-27-DS-2 (Revised) Route 71, from the interchange of Routes 1-35 and 1-70 in the Down Town Loop to 95th Street, Jackson County in Kansas City, Missouri ADMINISTRATIVE ACTION DRAFT ENVIRONMENTAL IMPACT STATEMENT U.S. DEPARTMENT OF TRANSPORTATION Federal Highway Administration and Missouri State Highway Department Submitted pursuant to 42 U.S.C. 4332(2)(C), 23 U.S.C. 128(a) and 49 U.S.C. 1653(f) and 16 U.S.C. 470(f) FEB 2 8 1975 ^ division engineer /£-/?-> ->vv./ -X, Date Signature and Title of FHWA Official REVISED DRAFT ENVIRONMENTAL STATEMENT ROUTE 71, JACKSON COUNTY SOUTH MIDTOWN FREEWAY KANSAS CITY, MISSOURI TABLE OF CONTENTS Title Page Table of Contents A-D Summary Environmental Effects E-K Alternatives Considered K-M List of Agencies Requested to Comment M-N List of Prior Relevant Studies N-R Description of the Proposed Highway Improvement 1-9 General Description of Existing Highway Facilities 10 Need For the Proposal 11-15 Benefits to the State, Region, § Community 16-17 An Estimate of When the Proposal Will be Constructed 18 Current Status of the Proposal With a Brief Historical Resume 18-31 Inventory of Economic Factors Such As Employment, Taxes, Property Values (South Midtown Freeway 8 Country Club Freeway) 31-59 Description of Involvement With 4(f) Land 59-61 Land Use Planning 61-69 Probable Impact of the Proposed Action on the Environment 70-72 Inventory of Right-of-Way Acquisition 73-90 City Development of Kansas City Study of 805 Cases of Relocation on the South Midtown 91-108 Missouri Highway Department Inventory of All Relocated Families Completed by July 1974 109-115 Summary of Remaining Right-of-Way Acquisition 116-124 Anticipated Replacement Housing 125-128 Model Cities - Revised Relocation Plan 129-131 Neighborhoods 132 Decentralization Effects of the Proposed Freeway 132-144 Noise Impacts 145-159 Air Quality 160-190 Water Quality Impacts 190-192 Other Impacts 193-195 Alternatives 196-215A Probable Adverse Environmental Effects Which Cannot Be Avoided 216-219 The Relationship Between Local Short-Term Users of Man's Environment and the Maintenance and Enhancement of Long-Term Productivity 220-221 Irreversible and Irretrievable Commitments of Resources 221 Measures Taken to Minimize Harm to the Environment 221-225 Objections, Comments, and Coordination 225-228 - A - Summary of Meetings With Community Groups and Various Citizens on Their Involvement in the Project Development of the South Midtown Freeway 228-246 Memorandums of Comments From Various Agencies and Groups 247-287 EXHIBITS T itle Page Typical Section 3 Aerial Map of Freeway Location 6 Exhibit "A" Route 71 Location 9 Kansas City Area 11 Kansas City Area 13 Traffic Assignment Comparisons 15 Demographic Characteristics Economic Dependency Ratio 34 Labor Force Participation Rate 36 Median School Years Completed 38 Persons Per Household 40 Residents Who Live in Same House as in 1965 42 Median Family Income 1969 44 Median Value Owner Occupied Units 1970 46 Average Contract Rent By Tract 48 Percent Negro By Tract 50 Existing Land Use Map 1970 68 1990 Major Street System 69 1970 Census Tracts Minority Owners 93 White Owners 94 White Families 97 Minority Families 99 Tracts in Freeway Corridor 101 Number of Relocate Families Per Tract, Area I 105 Number of Relocate Families Per Tract, Area II 106 Number of Relocate Families Per Tract, Area III 107 Number of Relocate Families Per Tract, Area IV 108 Zones of Dislocation and Relocation 111 Unacquired Property 119-124 Neighborhood Boundaries 133 "White Flight" 135 Elementary School Districts 137 High School Districts 139 Hickman Mills School District 140 Fire District Boundaries 141 Joint Use of Right-of-Way (Paseo Baptist Church Parking Area) 142 Park Land Replacement 143 Joint Use of Right-of-Way (Brush Creek Interchange) 144 Kansas City Boulevard System 152 Noise Impacted Areas 155-159 -B- Air Quality - Figure 1 162 Figure 16 166-166a Figure 12 169 Figure 13 171 Figure 3 174 Figure 6 176-178 Figure 2 179 Figure 4 181 Figure 5 182 Figure 7 184 Figure 8 185 Figure 9 186 Figure 10 187 Figure 11 188 Spring Valley Alternate 211 Tunnel Alternative 214 Plot Plan Landscape Study 287 SECTION 4(f) DETERMINATION TABLE OF CONTENTS Title Page Introduction 1-4(f) Locations of 4(f) Involvements 2-4(f) Description of the Proposed Project and Existing Surroundings 3-4(f)-5 Description of Parks, Parkways and Boulevards 6-4(f)-24 Transit Alternate 24-4(f)-27 Thq, "NO BUILD" Alternative 27-4(f)-29 Spring Valley Alternative 29-4(f)-31 Tunnel Alternative Through Spring Valley Park 32-4(f)-33 General Discussion of Alternative 34-4(f)-64 Letters Received on 4(f) 65-4(f)-72 EXHIBITS Master Plan 7-4(f) Pictures of Park Land and Parkways 10-4(f) Aerial View of Freeway ll-4(f) Pictures of Park Land and Parkway 13-4(f) Pictures of Park Land and Parkway 15-4(f)-18 Pictures of Park Land and Parkway 21-4(f)-22 Mass Transit Test System Ridership 26-4(f) Spring Valley Park Location Map 31-4(f) Tunnel Plan Through Spring Valley Park 33-4(f) Spring Valley Park Boundary 36-4(f) Pictures of Linwood Boulevard 38-4(f) Linwood Parkway Map 39-4(f) Aerial View of Freeway 40-4(f) -C- Pictures of Parkways 41-4(f)-42 Pictures of Parkways 44-4(f)-49 Pictures of Parkways 51-4(f) Aerial View of Freeway 53-4(f)-55 Pictures of Parkways 56-4(f) Pictures of Parkways 58-4(f) Hagerwood Park Location Map 60-4(f) Aerial Map Showing South Midtown Freeway and Alternatives 73-4 (f) -D- SUMMARY A. TYPE OF ACTION Administration Action (x) Draft ( ) Final ( ) Environmental Statement (x) Combination Environmental/Section 4(f) Statement B. INDIVIDUALS WHO CAN BE CONTACTED FOR ADDITIONAL INFORMATION Mr. R. N. Hunter, Chief Engineer, Missouri State Highway Department, State Highway Building, Jefferson City, Missouri 65101, telephone: 751-4622. Mr. R. M. Lemke, Division Engineer, Federal Highway Administration, P. 0. Box 148, Jefferson City, Missouri 65101, telephone: 636-6195. C. BRIEF DESCRIPTION OF IMPROVEMENT This proposed highway improvement consists of an eight (8) lane freeway, constructed on a new location with limited access right-of-way from the Interchange of Route I-35-I-70 in the downtown loop to 95th Street, Jackson County, in Kansas City, Missouri. The proposed 10.2 miles facility is designed for 60 m.p.h traffic with a median width of 22' incorporating a concrete median barrier between opposing traffic lanes. D. SUMMARY OF ENVIRONMENTAL IMPACT The proposed Route 71 is expected to have the following beneficial and adverse affects on the existing environment. 1. This will be a divided eight lane facility with auxiliary lanes added where required for weaving and merging movements. 2. The freeway facility will be constructed on fully controlled access right of way on a new location from the 14th Street Interchange to the Blue River and existing right of way from the Blue River to 95th Street. 3. The improvement will provide fast, safe, and efficient trans- portation for a forecast traffic volume of from 73,000 to 100,000 vehicles per day in 1995. 4. The estimated construction period for the freeway facility will be from the late 1970's through the mid-1980's. 5. The existing north-south arterial surface streets adjacent to the proposed SMF facility collectively do not have the capacity to handle the freeway traffic volume. -E- 6. The proposed improvement will furnish increased safety, mobility, and save time and energy for the metropolitan transportation needs. The facility will provide rapid service and ease of mobility for commuters. 7. The quality of the existing fire and police protection is not anticipated to be substantially affected. 8= The demographic characteristics of people in the proposed South Midtown Corridor show little differential between east and west areas of the corridor. The most significant difference in these characteristics are those north of Brush Creek and those south of Brush Creek. The South Midtown Freeway from 14th Street to 63rd Street is located in predominately minority neighborhoods that range from SO to 99% negro. From Troost to the Little Blue River is the largest concentrated group of a minority populous in the entire metropolitan region. 9. Economic factors surrounding the proposed SMF show it to be low for income, dwelling value, and contract rent when compared to the region. The area surrounding the corridor is especially low for that north of Brush Creek. This added burden to a group of people who already possess more problems than the general public makes it probably one of the most "sociologically" difficult areas to go through with a freeway. A Missouri Highway Department inventory and survey of the relocated (minority) families made between December, 1968, and July of 1974 shows the following: Average Cost of Residential Moving Payments (930 Tracts) $ 426.12 Average Cost of Replacement Housing Payments. (Includes increased interest and incidental closing costs allowable under 1971 revisions) (388 Tracts) $3,683.40 \ Average Cost of Rental Subsidy Payments (275 Tracts) $1,444.64 Average Cost of Down-Payment payments (195 Tracts) $1,773.43 Percentage of families which have relocated into more expensive housing (822 families) 95% Percentage of families which have relocated into less expensive housing (39 families) 5 Total number of families and number of persons that have relocated to date (955 families) 3214 people -F- Type of Payment Area They Wanted Different Area Replacement Housing 83% 17% Rental Subsidy 75% 25% Down-Payment 83% 17% Percentage of families which have relocated into the same zone as the freeway project is located (843 families) 88% 10 • SUMMARY OF RIGHT-OF-WAY ACQUISITION FOR TOTAL PROJECT 14th Street to 95th Street Acquired Total for as of Project July 15, 1974 1. TOTAL TRACTS 2486 1758 2. ACRES OF LAND 420.5 310.2 3. NUMBER OF INDIVIDUALS 6528 4924 4. NUMBER OF FAMILIES 2202 1649 5. NUMBER OF BUSINESS TRACTS **76 **34 6. NUMBER OF NON-PROFIT ORGANIZATIONS 18 14 7. NUMBER OF OWNER-OCCUPIED RESIDENCES 1097 977 8. NUMBER OF RENTAL-UNITS 1105 672 9. NUMBER OF VACANT PROPERTIES 542 297 10. ESTIMATED RIGHT OF WAY COSTS *$35,626,637.00 *$21,981,267.00 11. ESTIMATED RELOCATION COSTS $ 6,170,848.76 $ 4,428,598.76 *NOTE: The estimated right of way cost shown includes the incidental cost of appraising and acquiring the right of way by the Missouri State Highway Department. **NOTE: Some of these tracts of business property contain one or more separate individual business. 11. The total property evaluation tax loss is estimated to be $648,940.00 for the properties between the 14th Street Interchange and 95th Street. Much of this loss has already been realized. The properties which are to be acquired are estimated to contribute $224,210 per -G- year to the tax base. About 0,73 per cent of the total annual revenue will be removed by the proposed South Midtown Freeway from combined City and County revenue. 12. There are 17 churches and their congregations which will be displaced by the South Midtown Freeway. Eleven churches have been "acquired" and of these three churches have disbanded, one was vacant, and the other seven are active. Six churches remain "to be acquired" and two of these are vacant. 13. This proposed improvement will affect 13 school districts and 9 fire districts. The payments made to the total relocated families on the South Midtown Freeway between December, 1968, and July of 1974 as inventoried by the Missouri Highway Department shows the following: Average Cost of Residential Moving Payments (1,650 Tracts) $ 407.76 Average Cost of Replacement Housing Payments (Includes Increased Interest and Incidental Closing Costs allowable under 1971 revisions) (724 Tracts) $3,256.17 Average Cost of Rental Subsidy Payments (487 Tracts) Average Cost of Down-Payment payments (250 Tracts) Percentage of families which have relocated into more expensive housing (1,484 families) Percentage of families which have relocated into less expensive housing (89 families) Total number of families and number of people that have relocated to date Percentage of families which have relocated into the same zones as the freeway is located. 1046 families 64% $1,468.35 $1,812.98 94% 6% 1647 families 4896 people Type Payment Area They Wanted Different Area Replacement Housing 80% 20% Rental Subsidy 78% 22% Down-Payment 86% 14% The Missouri Highway Department relocated 1628 individuals in 1972 while it is estimated only 1608 individuals remain to be relocated in four or more years. -H- -I- SUMMARY OF HARDSHIP AND REGULAR ACQUISITION FROM 14TH TO 95TH STREET 1. Total number of tracts acquired. 1758 2. Total number of separate living units that were owner- occupied. 977 3. Total number of separate living units that were tenant- occupied. 672 4. Total number of people who lived in owner-occupied units. 3005 5. Total number of people who lived in tenant-occupied units. 1919 6. Total number of whites relocated. 1725 7. Total number of minorities relocated. 3199 8. Total number of separate living by white owners. units that were occupied 519 9. Total number of separate living by minority owners. units that were occupied 458 10. Total number of separate living by white tenants. units that were occupied 195 11. Total number of separate living by minority tenants. units that were occupied 477 12. Total number of white people in owner-occupied units. 1248 13. Total number of minority people in owner-occupied units. 1757 14. Total number of white people in tenant-occupied units. 477 15. Total number of minority people in tenant-occupied units. 1442 16. Total number of vacant units acquired. 297 17. Total value of property acquired. *$19,202,211.00 18. Total value of property yet to be acquired. *$ 8,568,570.00 19. Total acreage acquired. 310.2 20. Total acreage yet to be acquired. 110.2 *N0TE: The right of way cost shown is the value of the property and does not include incidental cost for appraising or acquiring the right of way. 14. The major part of the freeway length, or 60%, satisfactorily complies with the noise level criteria. The noise impact of freeway traffic on residential and other noise sensitive areas adjacent to the proposed freeway is not expected to be signifi- cant. Noise abatement measures where feasible economically and physically will be made in design and construction for residen- tial and all other noise sensitive areas for forecast sound levels exceeding the criteria. A survey of existing and forecast noise levels for three elementary schools near the proposed freeway indicate some impact from freeway traffic noise outside; however, compliance with the criterion level is obtained with the windows closed. 15. A microscale analysis of the air quality in the Kansas City Area for the SMF shows that the carbon monoxide level will be in compliance and can be maintained to national criterion established by EPA . Between the year 1985 to the year 2000, the amount of pollutants emitted by vehicles will be reduced by 62%. This reduction in emissions will be made possible by emission control devices on vehicles and the construction of the freeway. The Missouri State Highway Department has furnished copies of the Air Quality report included in this Revised Draft EIS to the Regional Office of EPA for their review and comments. This early review and coordination with EPA on air quality has been through written communications and conference meetings. 16. The South Midtown Freeway is an essential facility to satisfy the potential demand of forecast daily person trips. A transit system will satisfy from 5% to 6% of the daily person trips. While an Interim Report prepared by Kansas City Transit Associates for the Mid-America Regional Council has estimated an upper level of approximately 30% increase over the normal expected patronage poten- tial, it does not indicate the expected patronage usage even by the year 2000 from improved transit system will be great enough to eliminate the need for the South Midtown Freeway. The provisional transit plan is preliminary and consequently, there are many design details yet to be studied. Preliminary studies recommend that the South Midtown Freeway be completed as a motor transportation facility. The incomplete status of the present transit study at this time does not provide the Missouri State Highway Department with enough information to deter- mine what modifications in present freeway design will be needed on the South Midtown Freeway. The Missouri Highway Department will cooperate to accomodate transit facilities consistent with the transportation plan as officially adopted, and as will be permitted by accepted transportation design practices and appropriate financing. -J- 17. The SMF facility involves park land and parkway and boulevard systems of Kansas City. The improvement will involve 0.35 acres of Hagerwood Park, 7 acres of Spring Valley Park and Spring Valley Plaza, and 2.2 acres of Blue River Park (a Jackson County Park). The Department of Transportation furnished authorizations to acquire the land for the SMF from the Blue River Park by memorandum of July 23, 1971. 18. The forecast noise level of the freeway through Spring Valley Park is 59 dBA which is satisfactory for the ambient noise level established by national criterion. The Country Club Freeway will require 28.36 acres classified as park land which comes under the provisions of Section 1653(f) Title 49, United State Code, which includes "Section 4(f)". 19. None of the existing picnic, recreation, or comfort facilities will be dislocated or affected in Spring Valley Park by the proposed improvement. 20. Two acres of partial replacement land and compensation will be negotiated with the Board of Parks and Recreation for the land required from Spring Valley Park for the freeway. 21. The maintenance cost of the completed facility is estimated to be $23,000 per mile per year. 22. Approximately 420 acres of property will be acquired to provide the right of way of the SMF facility and an additional 95 acres of streets and alleys will be acquired for the proposed right of way. The Country Club is estimated to require 650 acres of right of way. Since existing rock formation through the Spring Valley Park Area is inadequate for tunnel excavation, a tunnel alternative (for Spring Valley Park) will require "cut and cover" tunnel construction. The estimated cost of "cut and cover" tunnel construction is $27,500,000 for 1380' of tunnel. In addition to the tunnel construction cost, the annual operating expense for tunnel lighting and ventilation facilities is estimated to be $394,000 per year or $7,880,000 over the 20-year design period for the freeway. Alternatives Considered Country Club Freeway is an alternate alignment and location which is two miles longer than the South Midtown Freeway. The Country Club Freeway would cost $11,411,000 more for construction and $65,390,000 more for right-of-way than the South Midtown Freeway. The total cost of the Country Club Freeway is $76,801,000 more at present day cost (1974) than the South Midtown Freeway. The annual savings in fuel and operating costs for the South Midtown Freeway over the Country Club Freeway is estimated to be approximately $8,500,000 per year. -K- COMPARISON OF RIGHT OF WAY ACQUISITION BETWEEN SOUTH MIDTOWN AND COUNTRY CLUB FREEWAYS Country Club South Midtown R/W Acquired South Midtown July 15, 1974 Total Tracts 1,490 2,486 1,758 Acres of Land 650 420.5 310.2 Number of Individuals 7,409 6,528 4,924 Number of Families 2,661 2,202 1,649 Number of Businesses 218 76 34 Number of Non-Profit Organizations 12 18 14 Churches 4 17 11 Loss of Employment by Individuals 2,559 892 (est.) 399 (est.) Number of Vacant Properties 44 542 297 Right-of-Way Cost $91,776,667 $35,626,637 $21,981,267 Relocation Cost $15,415,025 $6,170,848 $4,428,598 Total Right-of-Way Cost $107,191,692 $41,797,485 $26,409,865 1974 Estimated Costs Construction Right-Of-Way Total Country Club Freeway $118,179,000 $107,191,000 $225,370,000 South Midtown Freeway $106,768,000 $ 41,797,000 $148,565,000 The "No Build" Alternative does not reduce the congestion. It continues the cost of property damage accidents estimated at $1,853,000 per year. The South Midtown Freeway in service will save 50 fatalities, 7,051 injuries, and 16,676 property damage accidents over a 21-year period for an overall economic savings of $38,926,000. A "no-build" alternative will increase the traffic demands on existing overloaded arterial facilities, add to the congestion and traffic accidents for the traveling public. This alternative will also add approximately 17,000 vehicles per day to the Route 1-70 and 1-435 freeways. A positive impact can be realized by the South Midtown Freeway by eliminating the noise and vibration on the existing city arterials which will be present for the "no build" alternative. -L The Spring Valley Alternate is a partial alternate on a modified relo- cation to avoid Spring Valley Park. This proposal will cost approximately $42,000,000 more for right-of-way cost, and cause the dislocation of 5,953 persons compared to 3,061 for the same limits from 14th to 39th Street on the original South Midtown Proposal. The Tunnel Alternative is a partial alternate on the South Midtown alignment for a modification to reduce the adverse impact through Spring Valley Park. This proposal will cost $24,500,000 more in construction cost than the same proposal for the South Midtown Freeway. Operation of the lighting and ventilation system for the tunnel system is $7,880,000 for the 20-year design period. The Transit Alternative will not be adequate to replace the proposed freeway facility. By the year 2000, with major transit improvements in place, some 5.3 million trips will be made every day. The transit patronage will account for 5% to 6% of this load. The provisional plan proposed by the consultants recognizes the need for the South Midtown Freeway proposal. The 39th Street Interchange alternate is a partial alternate for a modification that furnishes access at 39th Street. The construction cost of this modification is approximately $500,000 less than the original, while the right-of-way cost is $2.2 million more than the original plan. A design public hearing will be held for the 39th Street modification. The Parkway Alternative will be a six lane facility with signalized at-grade intersections. This facility has the capacity to handle approxi- mately 50,000 vehicles per day, and the construction cost will be more economical because there will be less excavation, less pavement lanes, and fewer grade separation structures. Existing city arterials will be expected to handle the excess traffic demand of 30,000 to 50,000 vehicles per day. Carbon monoxide emissions will increase with the stop-and-go traffic flow on the parkway which adversely affect the air quality. Noise levels will increase and may exceed the criteria since the facility will be at-grade with much of the surrounding terrain. List of Federal, State and Local Agencies and Other Organizations The following agencies will be requested to comment on the proposal: Citizens Environmental Council The Beacon Hill Association Concerned Citizens for Inner-City Problems, Kansas City, Missouri U.S. Department of Housing and Urban Development - West U.S. Department of the Interior - Washington Office U.S. Department of Agriculture U.S. Environmental Protection Agency Kansas City Metropolitan Planning Commission State Planning and Analysis - Office of Administration U.S. Department of the Interior - Bureau of Outdoor Recreation City of Kansas City -M- South Midtown Freeway Review Committee 39th Street Sub-committee Linwood Homeowners Association Mid-America Regional Council The following agencies were requested to comment on the Draft Environmental Statement. State Clearinghouse Coordinator - 24 agencies including the following: State Park Board Department of Conservation Division of Health Public Health and Welfare Water Pollution Board Inter-Agency Council for Outdoor Recreation Division of Commerce and Industrial Development Water Resources Board Air Conservation Commission State Historical Survey and Planning A List of Prior Studies Relevant to the Undertaking Are Shown and Described as Follows: 1. Expressways - Greater Kansas City , an engineering report for the Missouri State Highway Department and the Department of Commerce and the Bureau of Public Roads, prepared by the City Planning Commission of Kansas City, Missouri, in March 1951. The purpose of this report was to show the need for a complete inter-related system of expressways for the Greater Kansas City area. The report furnishes an estimated cost of the proposed freeways, a strip map showing the plan and profile for each route and a description for each route along with a plan for financing the capital expenditure of the total improvement. The South Midtown Freeway is shown in this report as extending from 14th Street south to Swope Parkway. (Note: The South Midtown Freeway was extended later by another bond proposal.) 2. Kansas City Master Plan for Jackson County, Missouri, prepared by Bums and McDonnell Engineering Company and Black and Veatch Consulting Engineers, 1956. This report provided for an integrated system of county highways with the freeways and major state and city trafficways in the area. The South Midtown Freeway is shown in this report as a proposed freeway facility extending from 14th Street Interchange south to 87th Street. 3. Downtown Freeway Loop prepared by Howard, Needles, Tammen and Bergendoff, Consulting Engineers, November 1959. The recommendation of this report was a preliminary design for the crosstown freeway should proceed between the South Midtown Freeway and the Southwest Trafficway. Another recommendation of the report was that studies should be undertaken for route, location and traffic service of supplemental freeways which cannot be carried on present freeway system. -N- -0- 4. Kansas City Metropolitan Area Origin and Destination Survey , pre- pared by Wilbur Smith and Association, 1959. 5. Traffic Patterns in Greater Kansas City prepared by the Missouri State Highway Department, 1960. Reconnaissance Report for the Country Club Freeway and the South Midtown Freeway, Kansas City, Missouri , prepared by the Missouri State Highway Department, 1964„ This report is reconnaissance for the above two named freeways with a strip map showing the plan and profile and the estimated cost for right-of-way and construction for each route. 7. Revisions to Original Reconnaissance Report for the South Midtown Freeway , prepared by the Missouri State Highway Department, 1966. The revisions of the original reconnaissance proposed in this report are as follows: (1) A one-half diamond on the south side of Truman Road. (2) Additional studies of the alignment of the freeway at the Paseo Interchange to eliminate the use of the west Paseo or southbound Paseo traffic, (3) Modifications in the Brush Creek Interchange. (4) Two alternate lines were studied from 77th to 87th Street in the vicinity of the drive-in theater. 8. Design Study Report , prepared by Missouri State Highway Department, May 1972, This report covers the twenty-three items listed under Paragraph 10b of Policy and Procedure Memorandum 20-8 of the Federal Highway Adminis- tration, 9. Kansas City Freeway System Report on the Studies for the 14th Street Interchange , prepared by Howard, Needles, Tammen and Bergendoff, Consulting Engineers, November 1965 „ This report summarizes the results of the consultant's engineering study including traffic analysis and estimates of cost. The report furnished information to make a final selection of the basic inter- change type in the area where the South Midtown Freeway starts south. 10. Capacity Analysis, South Midtown Freeway, 51st Street to 75th Street , prepared by Howard, Needles, Tammen and Bergendoff, Consulting Engineers, 1968. This report covered the ramp and freeway lane capacities for handling traffic weaving on the freeway. It is from this report that the support for the concept of collector-distributor roads was recommended for the South Midtown Freeway between 51st Street and 75th Street. 11. South Midtown Freeway - Route 71, Kansas City, Missouri, Preliminary Traffic Review of Major Surface Streets , prepared by Howard, Needles, Tammen and Bergendoff, Consulting Engineers, April 1967. This report covers the procedures and assumptions made in the capacity analysis of the major sur- face streets adjacent to the proposed South Midtown Freeway. The report also involves the review of the volume of traffic that can be handled by the freeway itself in merging and diverging areas as well as the ramps. The resulting ramp traffic was then imposed on the major surface street and ramp intersections for capacity analysis. 12. Embankment Foundation Design Report, Station 475 to Station 513 , South Midtown Freeway , prepared by Howard, Needles, Tammen and BergeiuJoff, Consulting Engineers, February 1969. This report covers embankment-foundation design studies for the portion of the proposed project between 73rd Street to 91st Street transversing the Blue River flood plain. This report presents the boring density data, analysis of the data, and develops embankment-foundation designs and special construction procedures or controls where needed during construction. 13. South Development Area Plan, Kansas City, Missouri , prepared by Ochsner and Associates, General Planning Consultants, Kansas City, Missouri, 1970. This report was prepared for the City Development Department, City of Kansas City, Missouri. It covers an area from 85th Street south, including Raytown, Grandview, Lee's Summit and Belton. The report covers physiographic and social factors affecting development, existing land use and barriers to development. The report furnishes goals and objectives and a land use plan for the area. 14. Proposed Major Parks, Boulevards, Parkways and Greenways, Kansas City, Missouri , prepared by the Park Department and City Planning Department, City of Kansas City, Missouri, January 1965. The intent of this report is to provide a general background of history and development of the Kansas City Park System. It also furnishes a current inventory data on parks, boulevards, parkways and greenways and establishes standards in planning principles. The Park Department made a projection of the necessary major park areas to be acquired to maintain these standards. 15. Development of Proposed street and Highway Network, Kansas City Area Transportation Study , prepared by Kansas Highway Commission and Missouri Highway Commission in cooperation with the Metropolitan Planning Commission, Kansas City Region, September 1969. This is a progress report on the transportation committee's recommendation for the street and highway system which the Commission feels will best serve the Kansas City area when it reaches the intensity of development reflected in the socio-economic inputs provided by the Metropolitan Planning Commission staff. 16. Kansas City Area Transportation Study Technical Report, Tabulations and Comparisons, 1957-1963 , prepared for Metropolitan Planning Commission, Kansas City Region, by Missouri Highway Department, Kansas Highway Commission in cooperation with U.S. Department of Transportation, Federal Highway Administration. This report is principally a graphic and tabular presentation of data collected in the 1963 updating survey and how it compares with the 1957 origin-destination survey. 17. Kansas City Area Transportation Study, External O-D Survey, 1973 , prepared by the Missouri Highway Department, Division of Planning, State -P- Highway Commission of Kansas and Mid-America Regional Council in cooperation with the U.S. Department of Transportation, Federal Highway Administration. This report is a study which was conducted to determine the patterns, volumes and conditions of travel on the existing major streets and highway facilities. The information will be utilized as a continuing study, using the external origin and destination survey and home interviews. 18„ Transit Improvement Plan , prepared by W. G. Roeseler, Consultant, for Metropolitan Planning Commission, Kansas City Region, 1971. The report is the result of the Department of Transportation Finance Transit Improve- ment Program Commission for the purpose of developing immediate short-range measures which could be enacted to maintain improved transit services in the metropolitan area. The report covers inventories of existing and potential transit market. It was from this survey that a comprehensive transit improve- ment program was developed with a plan also for long-range transit develop- ment. 19. Major Street Plan, Kansas City, Missouri , prepared by the Department of City Development, October 1971. The primary objective of this report is to provide a basis for securing land for future street right of way in Kansas City, Missouri. The report identifies the major street crossings of the South Midtown Freeway. 20. Urban Design Studies . This report was prepared for the Municipal Art Commission of Kansas City, Missouri, by Runnells and Winholtz and Associates, Architects, City Planners, and Urban Design Consultants, Kansas City, Missouri, 1967. The report covers visual and sign control recommen- dations. It also furnishes recommendations for visual controls for salvage and storage areas (junk) yards and parking lots. In addition, it covers the visual approaches of highways entering the Kansas City downtown area. 21. Rapid Transit Planning Study - An Interim Report , 1974, prepared by Consultants - Kansas City Transit Associates - Parsons, Brinkerhoff, Quade 8 Douglas, Inc.; Howard, Needles, Tammen 8 Bergendoff; and Wolfgang Roeseler for the Mid-America Regional Council. The objective of this planning report is the ultimate selection of a feasible public transportation system for the Kansas City Metropolitan Area. 22. 701 Program Lincoln Redevelopment Corporation , prepared by Charles McAfee, Architects planners, May, 1974. This report covers the redevelopment of an area from 18th Street to 27th Street and West Paseo to Brooklyn. 23. A Plan for Parks, Playgrounds, Boulevards, Parkways and Open Space for Kansas City, Missouri - January, 1973. The report has been prepared by the staffs of Parks and Recreation and City Development as an official document by the Board of Parks and Recreation Commission and City Plan Commission of Kansas City. Purpose of this plan is to examine the existing opportunities to acquire park land. 24. Freeway and Expressway Plan - prepared by the Metropolitan Planning Commission and Missouri and Kansas Highway Departments. A Statement was made available to the Council of Environmental Quality. March 23, 1971 - Draft Environmental Statement submitted from 63rd Street to 75th Street. June 9, 1971 - Draft Environmental Statement submitted from 14th Street to 63rd Street. April 19, 1972 - A combined final environmental impact statement submitted from 14th Street to 75th Street. - not furnished to the Council on Environmental Quality (CEQ) NOV 5 197S Revised Draft Statement Final Statement PLEASE NOTE: The plaintiffs comments on the revised Draft Environmental Impact Statement are being circulated as "Volume II" along with the revised Draft Environmental Impact Statement. These comments are being circu- lated in accordance with the stipulations of the parties to the litigation involving this project. - R - REVISED DRAFT EN VIRONMENTAL IMPACT STATEMENT ROUTE 71, JACKSON COUNTY 14th Street Interchange South to 95th Street in Kansas City, Missouri Job Nos. 4-U-71-11, 4-U-71-23, 4-U-71-21B In accordance with Section 102(2)(C) of Public Law 91-190, National Environmental Policy Act of 1969, this revised draft environmental impact statement is prepared for circulation and comments. Two draft environmental impact statements were made and submitted initially for comments. One submittal was made March 23, 1971, from 63rd to 75tli Street. The other submittal was made June 9, 1971, from 14th to 63rd Street. A combined final environmental impact statement was prepared for the freeway from 14th to 75th Street in 1972. However, prior to filing the final environmental impact statement with the Council on Environmental Quality, significant revisions were suggested; and it was decided to revise the statement and recirculate it as a revised draft. The segment of the proposed freeway from 75th to 95th Street is included to complete the total improvement although the right of way for this segment is acquired and clear for construction. 1. DESCRIPTION OF THE PROPOSED ACTION AND ALTERNATIVES CONSIDERED, AND T HE SO CIAL, E CONOMIC AND E NVIRONME NTAL CONTEXT . This proposed freeway facility known as the South Midtown Freeway will be a transportation facility in the City of Kansas City, Missouri. The proposed freeway facility extends from the Route 1-35 - 1-70 interchange south and southeasterly on a new location to connect with existing Route 71 alignment just south of the Blue River. The freeway improvement discussed in this environmental impact statement from the 14th Street Interchange to 95th Street will be 10.2 miles in length. This project is being designed as a limited access freeway facility which will only allow access to and from the freeway at interchange points. Major cross street traffic will be carried over the freeway by grade separation structures. A system of collector-distributor roads which parallel the freeway through lanes begin near 28th Street and extend southward to Brush Creek Boulevard. Another system of collector-distributor roads extend from Swope Parkway south to 75th Street. The collector-distributor road will preserve traffic circulation on local streets, as well as provide ingress and egress to the South Midtown Freeway facility. The travel lanes for the South Midtown Freeway are separated by a median width of 22' incorporating a concrete median barrier between opposing lanes of traffic. The concrete median barrier, which is similar to the General Motors safety barrier, will protect opposing lanes of traffic from accidental hazardous median crossovers. Right-of-way widths generally range between 300 and 500 feet. The South Midtown Freeway will begin at the 1-70 and 1-35 interchange and 14th Street and Campbell, then the proposed facility continues south- easterly crossing Troost Avenue near 22nd Street, the Paseo near 24th and Michigan near 31st Street. The 1995 traffic volumes forecast for this -2- segment of the South Midtown Freeway will range from 83,000 vehicles per day near the 14th Street Interchange to 100,000 vehicles per day just north of 31st and Linwood traffic corridor. The proposed freeway facility continues south of 31st Street located between Michigan and Euclid to 44th Street, then curving southeasterly across Brush Creek Boulevard at Garfield, Swope Parkway at Park, and Prospect near 49th Street. Traffic volumes forecast for this segment of the freeway is approximately 99,000 vehicles per day, in 1995. From 49th Street, the freeway continues southwardly between Montgall and Chestnut to 73rd Street, where the freeway curves southeasterly crossing 75th Street at Agnes, 79th Street at College and crossing the Blue River to connect with the existing Route 71 alignment. Forecast 1995 traffic volumes for this segment of the freeway will range from 94,000 near 55th Street to 73,000 south of Meyer Boulevard to 95th Street. For predicting regional traffic patterns in an urban area, it is reasonable and practical to work within a 20-year time frame which is utilized by other state and federal highway agencies and is recognized by the Missouri State Highway Commission. A definite construction schedule has not been established for the proposed freeway facility and therefore it is not possible to furnish traffic volumes on the freeway anticipated a few years after its completion. The South Midtown Freeway connection into the loop around the Central Business District is carried as two through lanes northbound and southbound through the 1-70 and 1-35 interchange. In this interchange, a lane is dropped from the northbound lanes and a lane added to the southbound lanes of the SMF freeway. Immediately south of the interchange at the Truman Road Interchange, another northbound lane will be terminated and a southbound lane added to the freeway facility. The freeway then continues as an eight-lane facility to the Paseo Interchange where another northbound lane is terminated and a southbound lane added to the freeway facility. Ten lanes are provided on the freeway facility for a short distance south of Paseo to the collector-distributor ramp terminals at 28th Street. From this location southerly to between 35th and 36th Street, eight through lanes are provided on the freeway. South of 36th Street, a ten-lane facility is proposed to south of 43rd Street. At this point, eight lanes are carried through the Brush Creek Interchange to south of Swope Parkway, then ten lanes are carried for a short distance to south of 51st Street. South of 51st Street, the freeway is again eight lanes to the 63rd Street Interchange, where ten through lanes are carried southerly to just past Meyer Boulevard, there eight lanes are carried southerly to just north of 75th Street. A collector-distributor type facility with at-grade intersections at major cross streets was analyzed for traffic capacity and it was found to function satisfactorily. Please see Exhibit(l). Since weaving and merging problems on both the freeway and the collector-distributor roads were critical factors in the design of the layout between 51st and 75th Street, it was found the resulting layout provides the most flexibility and efficient traffic facility. The resultant design provides excellent opportunities to buffer and shield the abutting residential areas from the freeway traffic. The VI*>CAL UIAIT& - & ve+*<-JK*. « ^___^^__ L '' 0 ' t ' uc ^ AtT,ntL ^ ™°* 1 3 EXHIBIT -4- freeway development could be contiguous to the semi-commercial development along Prospect Avenue and quite likely the freeway development will enhance the future commercial development along Prospect Avenue. The freeway alignment south of 51st Street will leave Chestnut Avenue as a local two-way street. The location of the freeway alignment will require the acquisition of all the properties lying between Chestnut and Montgall and also all of the properties fronting Montgall along the west side. The west limit of right-of-way acquisition will be the back property line of properties fronting on Prospect. Since the collector-distributor roadways of the newly-proposed alignment are separate facilities requiring grade connections at certain selected cross street intersections, a more desirable vertical alignment can then be achieved for these facilities. In addition, the collector-distributor roadways can fulfill their intended purpose since full control of access will be obtained between certain selected cross street intersections. A very important advantage of the collector-distributor roadways is the flexibility they afford in providing ramp access to the local street system. Since these collector-distributor roadways permit a moderately high operating speed with no permitted parking and full control of access, the entrance and exit ramps do not necessarily have to be located immediately adjacent to the local cross streets they are intended to serve. Such flexibility results in an improved freeway operation because better ramp spacing can be achieved. The greatest advantage afforded by the collector-distributor roadways is the removal of a substantial amount of weaving (lane changing by vehicles) from the freeway proper. Also during periods of peak traffic flow, the collector-distributor roadways provide an escape route for bypassing areas of congestion on the freeway. This section of the South Midtown facility provides operational flexibility without unduly increasing project costs. Adequate capacity of service level "E" has been provided in the freeway facility for peak traffic flow conditions. Sufficient room is available for landscaping between the residential area along Chestnut Street and the freeway. From 75th Street, the southbound lanes will be three lanes in width carried to 95th Street at which point one lane will drop at the 95th Street Interchange and two lanes will continue on to the south. The two northbound lanes on Route 71 will pick up a third lane at 95th Street Interchange and continue north to the Manchester Trafficway where a fourth lane is added to the northbound freeway lanes. From the Manchester Trafficway, the four lanes continue northbound to beyond 75th Street. Proposed grade separation structures will provide for city through traffic or railroads across the southbound Midtown Freeway at the following locations: Truman Road 18th Street 19th Street 35th Street Swope Parkway Prospect Avenue The Kansas City Terminal Railroad 51st Street 55th Street 59th Street 63rd Street 37th Street 39th Street 43rd Street -5- Brush Creek Boulevard Relocated Troost Avenue The Paseo Relocated Vine Street Relocated 2Sth Street 27th Street 29th Street 31st Street Linwood Boulevard 33rd Street Meyer Boulevard Gregory Boulevard 75th Street Fairyland Theater Entrance Road 77th Street Missouri Pacific and St. Louis-San Francisco Railroad Proposed Manchester Trafficway Blue River Road Bannister Road (95th Street) The remaining streets between Truman Road and 95th Street not shown above will be closed when the proposed freeway facility is completed. Interchanges are proposed at the following locations, part of which furnish an interchange of traffic between the freeway and the city streets by collector-distributor road system connecting with cross street grade separation structures. Location of Interchange Truman Road The Paseo - North The Paseo - South 27th Street 29th Street 31st Street Linwood Boulevard 33rd Street 39th Street 43rd Street Brush Creek Boulevard Swope Parkway Prospect Avenue - North 51st Street 55th Street 59th Street 63rd Street Meyer Boulevard Gregory Boulevard 75th Street Manchester Trafficway Blue River Road 95th Street Type of Interchange To and from the south only To and from the SMF south only To and from the SMF north only To and from the south only To and from the south only All directions All directions All directions All directions To and from the south only To and from the north only All directions To and from the south only All directions All directions All directions All directions All directions All directions All directions All directions All directions All directions Traffic on the existing arterial and expressway streets of Kansas City can be expedited by access to the freeway improvement. The City and State jointly determined the locations of interchanges along the freeway for the existing arterial and expressway system. Since many of the arterial and expressway streets are spaced to retain neighborhood continuity and avoid disruption of neighborhood schools and parks, it requires a comprehensive plan for the City. This plan has been cooperatively determined by the City, State, Federal and Regional planning m , * - trap r Mt, mI^^P ar ,*% fi£Si §1. M ®§< iiP" , % J ; ;> < -i* r tM&m' fi g j p i mm ^ $<;,. « *-•••; •' * v-ffe fa ■ as.-*' i£2, -m. *m- l#iiT ' >1 gh# f N ' tafe Kg|' v - ~ E|r:Jg St c$%> -. **,w VI . !■>««»?■> MSfe* 5, !/C ! SEPlirt ;-Wm:y \m ^M%S ' * RWt ■ i . -jflffl Mpi \ I -w'Wv Sri® «w til lis iWinf Rs^i.^2 so HI Ufi <*. «K' I-35 & I- !9 ?* • lipids w .... 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Pi * yXi- » ' «. y « •> "■ ■ mr M ;H3fe **7 mie^VE: >- 1 fe ? fcff -i Q- , - ^ IM.jC t , - ^SR; LMI ?sii ^ "& tgry" y ?' ' "ri; ^>rf 2 'COUNTRY iTAcdTWoif Hiaecrr. r* ^ CLUB — WALDO SHOPPING G F R W Y q ,{ GOfF COURSE |i o MH7TH TMnM , f:^L * I' .-,- iaF- 1 Af# » s^'ISl ■ 1 • % S ^Ei^kyi * C*/ 3 i, « ■if: ■ ■ __ J..'.|l-,--L^ g»| WORNALt SHOPPING >. T3 -0 -£ * ' - S - " &M O ^,,rv N.. ,JK / U4 F t- W "I ^ ® ■ |.o .LvSS" iia;#i f$% "' ' "F* SOUTH MIDTOWN FRWY RTE. 71, JACKSON CO. SCALE 1 = 2000 EXHIBIT 2 6 I w<, -7- authorities. "The Plan" was approved by the Mid-America Regional Council January, 1971, and the Missouri State Highway Department March, 1971. The following interchange locations on the South Midtown Freeway are shown as either expressways or arterial streets on the "1900 Major Street System." The Paseo Arterial 31st Street Arterial Linwood Boulevard Arterial 39th Street Arterial Brush Creek Boulevard Arterial Swope Parkway Expressway Prospect Avenue Expressway 55th Street Arterial 63rd Street Arterial Meyer Boulevard Arterial Gregory Boulevard Arterial 75th Street Arterial Blue River Road Arterial 95th Street Arterial The interchange of traffic between the expressways or arterials and the freeway furnishes the access for local traffic to the freeway. Also, the interchanges provide a convenient and rapid access for freeway traffic into local shopping and neighborhood areas. Ordinance No. 29348, Section 58.1470 of Kansas City designates the boulevard system which is prohibited to truck traffic. Interchanges located on the South Midtown Freeway at boulevards prohibited to truck traffic will remain under the same regulation after completion of the freeway. The following boulevards are covered by the City's regulation: Linwood Boulevard Brush Creek Boulevard Swope Parkway (trucks of less than 1 1/2 tons only) Meyer Boulevard. Traffic will increase on the arterials and expressways connecting with interchanges on the freeway. There will be additional truck traffic on these streets except for those on which truck traffic is prohibited. Much of the terrain along the South Midtown Freeway is a moderate rolling topography. From Truman Road to the Kansas City Terminal Railroad, there is a very gradual downward slope to the south. After crossing the Terminal Railroad, the grade of the terrain increases rather sharply to crest in the vicinity of 31st Street and Linwood Boulevard. The topography then begins to slope southward toward the Brush Creek Valley where the natural drainage goes eastward to the Blue River Valley. From the Brush Creek Valley southward, the freeway alignment skirts around the slopes of a moderate ridge to cross a small valley in the vicinity of 59th Street. As the freeway continues southward, it crosses another hillcrest at Meyer Boulevard and at Gregory Boulevard. From there south, the proposed alignment follows the slopes southeasterly into the Blue River Valley. -8- The natural drainage north of Linwood Boulevard drains toward the Kansas River. Everything from Linwood Boulevard south will drain either easterly or southerly into the Blue River Valley. From the Kansas City Terminal Railroad southerly, the predominant land use is residential for the area traversed by the South Midtown Freeway. Business establishments of diversified character are scattered and interspersed among the residential development along the principal arterial traffic corridors. Troost and Prospect, along with Truman Road, 18th Street, 31st and Linwood, are principal corridors on which commercial development has taken place. Much of the area north of the Kansas City Terminal Railroad traversed by the South Midtown Freeway is light industrial or commercial development. The construction of the freeway will be made on roadways, cuts or fills over the topography traversed by the freeway. The elevation of the proposed freeway grade in relation to the adjacent neighborhoods will generally be either elevated above or depressed below the existing ground elevation. An inventory of the freeway profile shows the following freeway segments for these two categories. Elevated Miles Truman Road to 21st Street 0.57 Lydia Avenue to 27th Street 0.47 42nd Street to 48th Street 0.81 Prospect Avenue to 51st Street 0.19 53rd Street to 55th Street 0.25 57th Street to Meyer Boulevard 1.06 68th Street to Gregory Boulevard 0.38 73rd Street to south of 75th Street 0.30 South of 77th Street Terrace to 95th Street 2.27 Total 6.30 Miles 21st Street to Lydia Avenue 27th Street to 42nd Street 48th Street to Prospect Avenue 51st Street to 53rd Street 55th Street to 57th Street Meyer Boulevard to 68th Street Gregory Boulevard to 73rd Street South of 75th Street to South of 77th Street 0.38 1.89 0.25 0.27 0.25 0.28 0.25 0.40 Terrace Total 3.97 Grand Total 10.27 miles EXHIBIT A LOCATION MAP SOUTH MIDTOWN FREEWAY KANSAS CITY LEGEND THROUGH STREET -10- A General Description of the Existing Highway Facilities Including Their Deficiencies. Route 71 is a federal highway going from International Falls, Minnesota at the Canadian border through Minnesota, Iowa, Missouri, Arkansas and Louisiana to Baton Rouge, Louisiana. In Missouri between St. Joseph and Nevada about 150 miles of Route 71 is a dual lane highway on limited access right-of-way. The proposed 10.2 miles freeway facility through the Kansas City metropolitan area will complete this high type highway facility. Outside the Kansas City metropolitan area, Route 71 handles some 7,000 to 10,000 vehicles per day. See Exhibit(3). The Missouri State Highway Department has plans underway to extend dual lane on the Route 71 highway from Maryville to St. Joseph and from Nevada south to Interstate Route 44, furnishing an additional 85 miles of dual lane highway. Route 71 is routed over the Route 1-70 and 1-29 freeway facilities from the 14th Street interchange north to St. Joseph. From 95th Street, Route 71 is a dual lane freeway facility to Harrisonville and a dual lane highway facility between Harrisonville and Nevada. Route 71 is now routed over Prospect Avenue from 81st Street north to Route 1-70. This street has segments on which the capacity is exceeded for the 1973 traffic volumes. In particular, the locations on Prospect on which the capacity is exceeded are from Gregory to the 63rd Street and Swope Parkway to 27th Street. See Exhibit Many of the arterial routes adjacent to the South Midtown corridor will become overloaded before the year 1995 without the South Midtown freeway facility. The reduction in the level of service from traffic congestion may be expected on Main, Gilliam Road, The Paseo, and Prospect. An alternate route for Route 71 traffic is over Route 1-435 and Route 1-70 to the Central Business Loop around downtown Kansas City. The increase in distance over the proposed South Midtown Freeway facility from the interchange of Route 1-435, Route 71 and proposed Route 1-435 along Route 1-435 and 1-70 to the 14th Street interchange is approximately 3.4 miles additional. However, this additional travel distance would be further compounded by the traffic congestion and deficient traffic capacity on the existing Route 1-70 freeway facility during peak traffic flow periods from Route 1-435 west to the downtown business area. The north-south arterial surface streets adjacent to the proposed South Midtown Freeway facility collectively do not have the capacity to handle freeway traffic volume. The efficiency and safety on these streets becomes critical under heavy traffic volumes and the stop-go operational character- istics associated with at-grade intersecting streets. The Need for the Proposal . The South Midtown Freeway will provide a north-south transportation facility to enable the movement of goods and people in a safe, economical I -12- fashion. Existing commercial and industrial enterprises will benefit from the improved accessibility that enables a savings in time. A savings in time will reduce commuter travel time for a greater number of employed people and provide for faster emergency services, including fire and police protection. The driving time based on a series of speed runs made on the major streets and existing freeways during peak hour and off-peak periods of traffic flow established the travel time and average operating speed from the south side of the downtown loop to Bannister Road or 85th Street. These speed runs were made in August 1974 for the following major north- south streets in the Kansas City Area from Truman Road to Bannister Road. Route 1-70 and Route 1-435 The Paseo Troost Avenue Prospect Avenue Southwest Trafficway and Wornall Southwest Trafficway and Ward Parkway The average travel time from Truman Road to Bannister Road was approximately 25 minutes. There will be a savings of better than 30% in average peak hour travel time between the above limits on the South Midtown Freeway after its completion. This savings in average peak hour travel time is for the expected normal peak hour operating speeds on the South Midtown Freeway. This project will help alleviate much of the economic loss due to traffic accidents and lost time; as encountered on the present system of arterials, the heavy traffic demand on these arterials is of such magnitude that the arterials would not adequately handle the anticipated traffic volumes. The South Midtown Freeway, besides connecting Route 71 into the Kansas City freeway network, will complete a vital gap in Route 71. Since Route 71 is a major north-south highway through the central part of the United States from the Gulf to Canada, it is one of the major transportation facilities for the Kansas City metropolitan area. All of Route 71 is on freeway facilities through Kansas City except the proposed South Midtown segment. Kansas City and the Missouri Highway Department have worked together cooperatively to complete this necessary link in the freeway network for the metropolitan area. Outside the Kansas City metropolitan area, the Missouri Highway Department has upgraded Route 71 to freeway standards to safely handle the heavy traffic demand. This proposed freeway facility will also furnish increased safety, mobility, and time savings for commuters, commerce, freight to and from Southern Kansas City to the business district, Kansas City International Airport, and the manufacturing and industrial areas of North Kansas City and Kansas City, Kansas. -14- Bus transit on the South Midtown facility can provide rapid service and ease in mobility for commuters to employment, shopping, and school for persons in the freeway corridor through Southern Kansas City, A traffic analysis for north-south traffic volumes on the South Midtown corridor with and without the South Midtown freeway facility in service reveals that the traffic volumes on existing streets will increase a great amount without the freeway facility. This will overload the traffic capacity for streets such as Prospect, Paseo, Main, and Gilliam Road. Please see "Traffic Volume Map", Exhibit^), The associated noise and air pollution generated by the congested traffic on the existing street system would add to the adverse environmental effects for the neighborhoods lying in this corridor. The South Midtown facility will provide a transportation corridor for bus transit facilities. Since the freeway facility will furnish the opportunity for better access by a transit authority, it will be beneficial to the inner city residents for employment at manufacturing firms outside the area and at possibly better incomes. Besides the increased mobility for people located within the freeway corridor, there will also be a decrease in travel commuting time to places of employment. A report, "Transit Improvement Plan" published in February, 1971, by the Metropolitan Planning Commission--Kansas City Region, relates the proposed long range rapid transit development. A proposal made in this report is as follows: "...a rapid transit element within or adjacent to the South Midtown Freeway would be of considerable service to inner-city residents. In this case, a new right-of-way would have to be acquired either as part of the proposed freeway or somewhere in its vicinity. Since the integration of transit with freeway design is never entirely satisfactory, it might be preferable to place the transit right-of-way on its own land." An Interim Report prepared by Kansas City Transit Associates to the Mid-America Regional Council reveals a joint study by local and state planning agencies over the past two years. The latter phase of the study, which is underway, examines the available options on the selection of the Provisional Transit Plan for referral to elected officials and the public. Private automobile transportation is recognized by the Provisional Plan as continuing to be the most important part of local transportation. The central thrust of the Provisional Plan is the intensification of public transportation for local neighborhood short trips and for metropolitan-wide work trips. Transit for public transportation will be in the form of express service supported by the various feeder systems and excess facilities such as Park-N-Ride lots, transfer stations, and bus shelters. One of the corridors for the rapid transit option is an east-west line running from H, Roe Bartle Convention Center through downtown, then southeasterly along the South Midtown Freeway to 31st Street and then easterly by the Truman Sports Complex to the Blue Ridge Mall Shopping Center. Rapid transit may be provided either as exclusive busways or as light rail fixed guideway system. TRUMAN 11,580. 10,143 10,832 17,910 -7,071 11,512 8,640 6,098 12,280 I #16,310 I 28P40\9,549 22.949M4P07 brush 8,840 '20,219 20,889 MEYER 'GREGORY BLVD ►26£00 M 4,440 nI2,I4I i HO,454- 19,588 /^16,857 (l2,430\. ; 22,404 > ; #35,839 10,900 /I9,7I6 (#24,648 17,920 '#24,521 •28,363 13,660 2,807- 3,554 •17,210 7,845' 8,669 BANNISTER traffic assignment comparisons w^ T wthout south m.otown freeway a chestnut bridge 15 58,780 65,026 64,901 legend S egment of street at or exceeding capacity EXHIBIT(5) -16- The Interim Report indicates that it is apparent from the forecast patronage range of 250,000 to 300,000 persons per day that busses, especially on preferred lanes and with other low cost traffic improvements, can accomplish the needs of local transportation. It points out further that busses can provide levels of service comparable to the fixed guideway systems, if operated on exclusive busways. At the present time, public transportation in the Kansas City region accounts for only 2% of the total person trips made each day in the metropolitan area. The new metro system has regular and express routes routed from 75th Street over Prospect to Swope Parkway, then west on Swope Parkway to Troost and then north to the CBD area. The express routes run only during peak traffic periods and make limited stops to permit much faster transit time to and from downtown. A shuttle service runs all day in the downtown area. The study indicates by the year 2000 some 5.3 million trips will be made every day and, with major transit improvements in place, transit patronage will account for 4% to 5% of this load. Possibly, present auto occupancy of 1.49 persons could increase as a result of economic or fuel problems, as well as transit patronage forecasted in the study. The expected transit ridership within the South Midtown corridor for revenue passengers in a 24-hour period ranges from a low of 10,300 persons to 20,500 persons per day. The patronage during peak hour periods will range from 960 to 2,400 transit trips per hour, or 32 to 80 busses in the peak hour in the direction of peak flow. While the "Rapid Transit Planning Study and Interim Report", November, 1974, has estimated an upper level of approximately 30% increase over the normal expected patronage potential, it does not indicate the expected patronage usage even by the year 2000 from the improved transit system will be great enough to eliminate the need for the South Midtown Freeway. This study recommends reserve bus lanes be constructed as a part of the South Midtown Freeway with the provision for Park-N-Ride facilities. The Benefits to the State, Region and Community . The Kansas City Metropolitan Area, and in particular Jackson County, has financed and constructed significant civic facilities by publicly supported bond proposals. These civic facilities are the Truman Sports Complex (Chief's Football Stadium and the Royal's Baseball Stadium) along with the Kansas City International Airport Terminal, which are dependent upon adequate transportation facilities. A great benefit for the people within the inner city as well as for the southern areas of Kansas City after the freeway facility is in service will be the advantage of increased accessibility for the neighborhoods. A safe and adequate highway facility will handle the efficient movement of people and products into and from the inner city along the freeway and southern Kansas City. Population growth has pushed the development of subdivisions, schools and shopping areas along with Kansas City's metropolitan boundaries to the Jackson-Cass County line. A north-south freeway such as the South Midtown Freeway provides transportation facilities urgently needed for southern Kansas City's access to the CBD, Kansas City-north and the new Kansas City International Airport. -17- Many downtown areas of large metropolitans are becoming centers of commerce, government and finance with a corresponding growth in office employment. The transportation for employment in these centers can best be handled through the dual use of bus transit and car. An article in the "Kansas City Star" on September 1, 1974, commented on the privately funded redevelopment of "blighted" areas in Kansas City. According to a six month progress report to the City Council, privately funded redevelopment was progressing satisfactorily. Nine of the 16 redevelopment projects approved by the Council had been completed and two projects, the Crown Center and Mid Continent Mart, which were under construction were within time schedules. The following projects in the fall of 1974 were underway in downtown Kansas City. The location shown below is the general area of the development. PROJECTS UNDERWAY 1. Convention Center - 12th and Central. 2. Sport Arena - Stockyard Area. 3. Block 92 - 12th and Main. 4. Mercantile Bank and Parking Garage - 11th and Walnut. 5. Crown Center - 24th and Grand. 6. Area Transit Authority Garage - Truman Road and Lydia. 7. Bell Telephone - 8th and Cherry. 8. Truman Medical Center (hospital hill) - 24th and Cherry. PROJEC T S CONTEMPLATE D 1. River Quay Redevelopment - 4th and Delaware. 2. Hyatt Regency Hotel - 12th and Baltimore. 3. Ramada Inn - Location in the Central Business District 4. Merchandise Mart (Commerce Bank) - 6th and Delaware. 5. Pershing Square - Union Station. 6. River Hills (addition of 3 apartment units) - 8th and Cherry. 7. Cross town Redevelopment - 14th and Walnut. 8. Civic Plaza Redevelopment - 13th and Oak Avenue. 9. Riverfront Village - A.S.B. Bridge to Paseo 10. United Missouri Bank - 11th and Walnut. 11. Lincoln Redevelopment Corporation - An urban renewal area bounded on the north by 18th Street, on the south by 27th Street, on the west by Gilliam, and on the east by Brooklyn. 12. Manual Redevelopment - Truman and Paseo. 13. Trinity Lutheran Hospital Expansion - 31st and Wyandotte. In general, it is expected that the downtown retailing, manufacturing and entertainment functions will remain near present levels. The benefits for the state and the region will be that better access can be furnished for other metropolitan areas in the state to downtown Kansas City. The cities of Joplin, Carthage, Nevada, Springfield and Harrisonville will benefit from this improved access. -18- An Estimate of When the Proposal Will Be Constructed . A definite scheduled time for the construction of the proposed freeway facility has not been established at this time. The acquisition of right-of-way has been made to alleviate hardship for property owners residing within the proposed right-of-way limits. Construction contracts have been made for signals and ramp construction at the 95th Street Inter- change. Earthwork contracts have been awarded for fill placements which require long periods of settlement adjustment in the roadway fills across the Blue River Bottom. Construction contracts north of 75th Street will be let in segments covering various phases of construction. The probable sequence of construction contracts would be the relocation of utilities, excavation for drainage structures and grading of the roadway for segments one to three miles in length. The construction of grade separation structures could occur coincident with the above construction or separately with the base and pavement construction. The estimated schedule of construction must be speculative at this time, since the approval of environmental matters and completion of right- of-way acquisition must be finalized before contracts can be awarded to proceed with the construction. After construction gets underway, the Highway Department anticipates an eight to ten year period of construction duration depending upon availability of financing and time required for construction. If the required approvals are furnished in the foreseeable future, construction could begin in the late 1970's with completion of the South Midtown in the mid-1980's. The forecast of any construction schedule can only be described as tentative at this time. Current Status of the Proposal with a Brief Historical Resume . In the 1940's the City of Kansas City became increasingly aware of problems generated by traffic congestion and lack of freeway facilities for the existing traffic growth. The first freeways constructed in the greater Kansas City area were based on an engineering report for the Missouri Highway Department, the Department of Commerce, and the Bureau of Public Roads, prepared by the City Planning Commission of Kansas City, Missouri, in March 1951. This publication is entitled "Expressways - Greater Kansas City". From this report and subsequent freeway plans, a highway master plan was set forth. The South Midtown Freeway is a part of this master plan. This initial plan for the South Midtown Freeway envisioned a freeway facility extending from Truman Road at Charlotte Street south to Swope Parkway. In conjunction with the South Midtown Freeway, the City also envisioned a dual freeway facility to be furnished by the Country Club Freeway which extended from the Southwest Trafficway south to connect with proposed 1-435. This freeway facility ran along Brookside and Womall located just east of the Missouri and Kansas State Line. Resolution No. 26103 approved by the City Council of Kansas City on April 20, 1961, requested the Missouri State Highway Commission to designate -19- the Country Club Freeway as a part of the urban expressway system for metropolitan Kansas City. This resolution designated the Country Club Freeway, its northern terminus being a connection to U.S. Route 1-70 or 1-35 either at about 14th Street or 29th Street and the southern terminus being a connection to U.S. Highway Route 1-435 between State Line and the Blue River. The Highway Commission at their May 9, 1961, meeting approved the order for construction and the placing of the Country Club Trafficway in Kansas City from IVomall Road south of Interstate 435 northerly to Interstate 70 near 14th Street and Truman Road in the State Highway System. PLEASE NOTE NO OFFICIAL ACTION WAS CARRIED OUT ON THE SOUTH MIDTOWN FROM MAY, 1961 TO JANUARY, 1964. HIGHWAY DEPARTMENT AND CITY OFFICIALS DURING THIS PERIOD WORKED TOGETHER TOWARD REACHING AN AGREEMENT AS TO THE PROPER LOCATION FOR THIS ROUTE THROUGHOUT ITS ENTIRE LENGTH BEFORE THE HIGHWAY COMMISSION MADE APPROVAL OF THE TENTATIVE LOCATION. In January of 1964, Mr. Carleton F. Sharpe, City Manager of Kansas City, informed the Missouri Highway Department by letter that it was still the City's desire to continue on the priority basis for projects as set forth by Resolution No. 26103. The Department revised the Construction and Right-of-Way Program by deleting Route 24 urban improvement between 1-70 and 1-435 and substituting in its place the South Midtown Freeway improvement. In the summer of 1964, the Missouri State Highway Department prepared a reconnaissance for the South Midtown Freeway and the Country Club Freeway. The estimated construction and right-of-way cost for the Country Club Freeway made at reconnaissance stage was $78,172,800. This cost estimate did not include the Country Club car line right-of-way. The estimated construction and right-of-way cost for the South Midtown Freeway made at reconnaissance stage was $63,760,100. The Highway Commission, at their November 17-18, 1964, meeting, made tentative approval of the location for the Route 71 Freeway on the South Midtown location described as follows: "Beginning at 14th Street interchange near Campbell Street in Kansas City, Missouri, thence in a general southerly direction crossing Troost Avenue near 22nd Street, the Paseo near 24th Street, 31st Street near Michigan Avenue, Swope Parkway near Euclid Avenue, 50th Street near Montgall Avenue, 75th Street near Chestnut Avenue, 80th Street near Indiana Avenue, to a connection with present Highway 71 near 91st Street." A news item in the Kansas City Times on Saturday, September 11, 1965, indicated city officials were concerned about the financing and construction schedule for the proposed South Midtown Freeway. Since the City was to share in 50% of the right-of-way costs, which would be about $15,000,000, they were concerned how the City was to carry out their share of the funding. All of the trafficway bonds authorized by the City had already been committed to other projects. -20- Mr. Leland D. Fletcher, District Engineer of District 4, conducted a public hearing for the South Midtown Freeway location on May 9, 1966. This public hearing was held in Southeast High School auditorium in Kansas City with approximately 550 people attending the hearing. Much of the discussion by the public at this hearing was in regards to the location in relation to churches and schools as either a direct or implied indication of some racial prejudice in establishing the location. The proposed location involved the acquisition of a very few small neighborhood churches. Most of the expressed opposition was in relation to large churches in the vicinity of 25th Street and the Paseo Boulevard. At the public hearing there was also expressed opposition to the proposed location of southbound Paseo traffic on the west Paseo. Alternate studies for eliminating this connection would cause the interchange to move eastward to the extent that two or three large churches would become involved in the necessary right- of-way acquisition. The Highway Department's recommended plan for the South Midtown Freeway and the Paseo-25th Street Interchange did not directly involve any large churches. After the full consideration of the favorable and adverse economic effect of the recommended location as presented at the public hearing, the Missouri State Highway Commission approved the South Midtown Freeway location at their July 15, 1966, Commission meeting. This location is described as follows: "Beginning at 14th Street Interchange near Campbell Street in Kansas City, Missouri, thence in a general southerly direction crossing Troost Avenue near 22nd Street, the Paseo near 24th Street, 31st Street near Michigan Avenue, Swope Parkway near Euclid Avenue, 50th Street near Montgall Avenue, 75th Street near Chestnut Avenue, 80th Street near Indiana Avenue to a connection with present Highway 71 near 91st Street." Mr. H.S. Hickman, Division Engineer of the Bureau of Public Roads, on October 17, 1966, approved a certification and transcript of the public hearing regarding the contemplated location. The requirements of Section 128 of Title 23, U.S. Code - Highways were satisfied by this approval. Some time in the early part of 1967 the passage of a bond proposal by Jackson County included a bond package for $8,000,000 which was for right- of-way participation on the South Midtown Freeway. In September of 1967 the City of Kansas City requested the Highway Department furnish them a proposed right-of-way acquisition schedule on the South Midtown Freeway so that they could determine the right-of-way fund obligation for the project on a year to year basis. Mr. Snider, Chief Engineer of the Missouri Highway Department, indicated to the City Council at that time that the Department would be able to finance the Department's obligations for this improvement within an eight to ten year period. This schedule anticipated the right-of-way acquisition would be accomplished over a six-year period with the construction to follow the right-of-way acquisition to meet the eight year requirement. -21- October, 1967 the Missouri Highway Department entered into agreement with the Land Clearance for Redevelopment Authority of Kansas City, Missouri. The Authority was engaged in land acquisition in an area in Kansas City, Missouri, known as the Manual Urban Renewal Project MO.R-64, an area being bounded generally by Interstate Route 70 on the north, the Paseo on the east, Harrison Street on the west and 18th and 19th Streets on the south. The State Highway Commission was to accept conveyance of those properties which would be required for the construction of the South Midtown Freeway and the Department would reimburse the authority the total purchase price required to acquire the various properties. The Metropolitan Planning Commission, designated as the official review agency for public improvement projects in the Kansas City metropolitan area involving federal assistance, was requested by the Missouri State Highway Commission to review Route 71, Jackson County, the South Midtown Freeway, among other highway proposals in the area, for conformity with existing metropolitan plans and principles. By resolution of December, 1967, the Metropolitan Planning Commission found the proposed improvements in keeping with the metropolitan planning process. During the last part of 1967, the consultant firm of Howard, Needles, Tammen and Bergendoff began preparing the master plan for the South Midtown Freeway. There were many design revisions and refinements in design made during this period to plan a proposed facility with capacity to handle the forecast traffic volumes. There were other changes and innovations which were made to accommodate proposed street reconstruction by the City of Kansas City. In February of 1968 the mayors of Kansas City and St. Louis, along with representatives from St. Louis County, met with the Missouri State Highway Commission in regard to right-of-way participation by the metropolitan areas. The Commission at that time agreed that local subdivisions in both rural and urban areas would no longer be required to participate in the cost of right-of-way for projects not covered by agreement prior to February 9, 1968, This change in policy then placed all of the right-of-way obligation for the South Midtown Freeway on the State with Federal partici- pation. In May, 1968, Mrs. Harry A. Hagan, Councilwoman from Kansas City, appeared before the Missouri State Highway Commission in behalf of the majority views of the people she represented in her district. She reviewed the history in the development of the South Midtown Freeway advising that in May of 1966 the tentative location was discussed at a public hearing at the Southeast High School in Kansas City, that in April of 1966 the City Council passed a resolution approving the proposed route and then in July of that year the State Highway Commission had given final approval of the proposed location for the South Midtown Freeway. She stated that this highway improvement had been under consideration and discussion in the Kansas City area for the last 20 years and that her personal file of documents on this matter contained statements for and against the freeway, charges and countercharges by state and city officials. Mrs. Hagan stated that real estate speculators, self-appointed community leaders and individuals who had sown seeds of discontent and mistrust had -22- further succeeded in bringing confusion, frustration and hopelessness into a community which had accepted the South Midtown Freeway as a fact and had accepted the approved corridor. She urged that this important segment of the highway system in Kansas City be given priority attention since posi- tive action at the earliest moment would relieve the frustration of the people living in the proposed corridor. The Chief Engineer reminded the Highway Commission at this meeting that the urban agreement outlining the responsibilities of the City and the Commission in the development of the South Midtown Freeway had been furnished to the city in early 1967 and the city had failed to approve or execute that agreement. The Chief Engineer's recommendation at this time was no right-of-way would be purchased until the agreement was executed by the city. June, 1968, Dr. Earl Thomas, City Councilman, City of Kansas City, appeared as a spokesman for a delegation from the Kansas City Council to discuss right-of-way acquisition on the South Midtown Freeway. He and Mrs. Harry Hagan, Councilwoman, and Mr. Victor F. Swyden, City Councilman, were appearing before the State Highway Commission as representatives of the entire Kansas City Council. Dr. Thomas urged due consideration be given in highway improvements in the Kansas City area to the problems of relocation assistance. He stated some of the areas along the Midtown Freeway corridor are depressed economically and socially and considerable unrest had appeared among the estimated 2500 families to be displaced. There was concern with the upheaval that would result in the South Midtown Freeway Corridor if appropriate relocation assistance was not provided. Improvements in the corridor, both public and private, have stagnated in view of the pending highway construction. He advised that 8300 people presently live along the South Midtown Freeway between 86th and 14th Street at Campbell. Most of the people, he said, are Negro and 75% of these people live at the poverty level. The relocation of these people, he said, would be difficult even with competent, professional persons skilled in this phase of the work. Victor F. Swyden, City Councilman, expressed the opinion that the majority of the Council was in agreement with the Highway Commission on the proposed location and requested that the Commission furnish the City with a time schedule on the right-of-way acquisition planning and construction of the South Midtown Freeway. Mrs. Harry Hagan, Council- woman, assured the Commission that in the previous consideration of the South Midtown Freeway by the City Council there had been no serious question as to the location. She stated that she was concerned that a time table be furnished and an early decision be made as quickly as possible to the disposition of the location of the South Midtown Freeway so that the people in the corridor may plan accordingly. The Chief Engineer again reminded the Commission that there was little or nothing that could be done until an agreement with the City had been executed. At the July, 1968, State Highway Commission Meeting, the Chief Engineer advised the Commission that he had received copies of a resolution passed by the City Council of Kansas City in connection with their approval of -23- their agreement for work on the South Midtown Freeway from Bannister Road to 72nd Street. He stated that the resolution had asked that the Commission establish and make known a schedule for the acquisition of right-of-way and construction be firmly established and further that the Commission establish a program for acquisition of any property along the South Midtown Freeway at the time that the property owner desired to sell such property. He stated that he had advised Mr. Taylor, City Manager of Kansas City, that current statutes would not permit the Commission's participation in relocation assistance. He had also advised Mr. Taylor that the Commission could not proceed with the right-of-way acquisition on the section of the South Midtown Freeway from 72nd Street to 14th and Campbell until agree- ments had been executed between the City of Kansas City and the Commission. An urban agreement was executed by the City of Kansas City on the South Midtown Freeway from Gregory Boulevard to near Bannister Road in July of 1968. This agreement enabled the Commission to regulate traffic and parking, control installation of utility facilities arranged for disposition of storm waters and in general permit necessary control by the Commission of the contemplated improvement. The Department in November of 1968 decided to request Federal approval for "total take" right-of-way acquisition on the basis of a preliminary master plan after full execution of an urban agreement with the City of Kansas City. The Federal authorities authorized the right-of-way acquisition for a section from Gregory Boulevard to 95th Street on December 9, 1968. In December of 1968 the Chief Engineer discussed with the Highway Commission the recent action by the City Council of Kansas City approving the agreements for the extension of the South Midtown Freeway from 72nd Street northerly to 14th and Campbell Streets. He reviewed the rather extensive hassle between the members of the City Council and the City Government and some of the citizens to be affected by the proposed location as related in the press. He reminded the Commission of the many meetings conducted by representatives of the Department and public hearings on this matter. He recommended that in view of the continued discord, particularly in that area from 14th and Campbell Street south, that he be authorized to proceed with the detail plans, right-of-way acquisition and construction from just north of Bannister Road northerly such a distance as would be necessary to make proper connection to 63rd Street. After consideration the Commission approved the recommendation of the Chief Engineer. December, 1968 the initial demolition contracts were established by the Department to be let at periodical intervals to include all structures where hardship cases were involved. The size and timing of such contracts would regulate the intervals of the demolition contracts so that they could be handled advantageously and clear the right-of-way as early as possible. An urban agreement covering the remaining part of the South Midtown Freeway was executed by the City in December of 1968 and by the Commission in February of 1969. This contract covered the portion of the South Midtown Freeway from 72nd Street north to the 14th and Campbell Interchange. -24- The execution of this contract enabled the Commission to proceed with the necessary planning and acquisition of some right-of-way to take care of hardship cases, regulate traffic and relocate utilities. This agree- ment set forth the fact that a portion of the proposed highway extended into and through the area contained within the City's projected Model Cities Program. This agreement also established the location of the South Midtown Freeway from 14th Street to Bannister Road to which the City agreed on execution of the agreement. The City Council in January of 1969 had directed that the City Manager proceed with a study of the South Midtown Freeway between 72nd Street or Gregory Boulevard and 14th and Campbell Streets to determine the impacts on the neighborhood and particularly the relocation problems. The Chief Engineer advised the Commission that the City Manager's Office indicated no serious impact to the neighborhood and particularly the school program and assured the Commission that any acquisition of properties would be at such a rate as to offer no serious consequences in the relocation problem. He reminded the Commission of the many requests from people living along the proposed route for early acquisition due to hardships imposed. The Chief Engineer recommended that the Commission execute the agree- ment with the City for the improvement from 72nd Street to 14th and Campbell Street and that he be authorized to proceed with the acquisition of property to be involved in the freeway right-of-way, in most cases involving hardship to the owner, at the earliest opportunity. The Commission approved the recommendations of the Chief Engineer. January 17, 1969, the Kansas City Council approved a resolution No. 36334, proposing further reconsideration for construction by the Missouri State Highway Department of the South Midtown Freeway. Since Kansas City and the Missouri State Highway Commission had executed agreements for the construction for the South Midtown Freeway south of Gregory Boulevard, the City Council resolved to emphasize its approval and recommendations for the construction of the Freeway from Gregory Boulevard and Chestnut Street to the downtown freeway system. This resolution also resolved that the City Manager be requested to prepare a comprehensive report on the proposed South Midtown Freeway; its impact on persons and land and methods of properly handling these impacts especially including relocation problems. In February of 1969, Mr. John L, Taylor, City Manager of Kansas City, published his report to the City Council on the South Midtown Freeway. Some of the main recommendations made in this report by Mr. Taylor to the City Council are as follows: 1. Request the State Highway Commission to acquire land in the right- of-way as soon as an owner wishes to sell, whether for hardship reasons or otherwise—assuming financing is available. 2. Recommend to the Mayor, the establishment of a Citizens Committee representing neighborhood groups concerned with the South Midtown Freeway, such as the Southeast Community Council, the Southeast Organization, the Council for United Action, the Congress of Racial Equality, the Model Cities Neighborhood Planning Groups, the Mid-City Congress and all other interested groups. -25- 3. Request the City Team, including the Departments of Transportation, Model Cities, Human Relations, City Development, and Public Works to work closely with state officials and the citizens committee to ensure the best possible development of the freeway in adjacent property with least injury to citizens. 4. Ask the State Highway Commission to direct its staff and consul- tants to thoroughly review the freeway design, particularly from the screening, aesthetic and access viewpoints so that it will be an asset rather than a liability to the area through which it passes. 5. Request the Housing Authority and the Urban Coalition to develop specific plans for public and private replacement housing and request these plans be submitted to the City Council. Mr, Taylor's recommendations to the City Council lead, eventually, to the establishment of a Citizens Committee, known as the South Midtown Freeway Review Committee, This committee was to become the liaison of the city and the public with the Missouri State Highway Department. February of 1969, the Chief Engineer reported to the Highway Commission the results of a meeting held with six members of the City Council of Kansas City on the South Midtown Freeway. He reported that six Council members present, as well as two Council members who were not present, were in favor of proceeding with the South Midtown Freeway on the location previously approved by the Council. He stated that these representatives had urged early execution of the agreement between the City and the Commission for the improvement of the South Midtown Freeway from 72nd Street to 14th and Campbell. He stated that subsequent to the meeting the mayor had advised the district engineer that he had always been and was still opposed to the South Midtown improvement. The South Midtown Freeway Review Committee was established by action of the Kansas City Council on March 7, 1969, The purpose of the committee was to implement the South Midtown Freeway into the community using what- ever resources it had available to minimize the disruptive nature inherent in an urban freeway and maximize the benefits of its construction. The Review Committee is advisor to the City Council which acts by ordinance on the committee's recommendations. The original intent of the City Council was to establish a citizens committee and a team of city administrative officials to work together with the State Highway Department officials. This was later combined into one committee of sixteen members composed of eight citizen members and eight city officials with the District Engineer of the Missouri State Highway Department as an ex-officio member. In the early stages, the committee tried to form a design team to study the freeway with the aid of consultants, but because of the lack of funding, this design team was never formed. A Master Plan of the South Midtown Freeway covering the portion of the proposed project between 39th Street and 75th Street was reviewed by the Highway Committee of the City of Kansas City in April of 1969. The Highway Committee, which is an administrative agency established to -26- review the South Midtown Freeway, approved the collector-distributor concept proposed south of Brush Creek since it would provide an improved capacity and higher level of service. The principal objection to the concept came from the Department of City Development, which was concerned about the adverse effect of the freeway on the property abutting the east line of Prospect Avenue. Their principal concern about the adverse effect was that there would be no opportunity for the properties on the east side of Prospect to expand in land area to the east. Members of the Highway Committee supporting the collector-distributor concept included representatives of the Department of Transportation, the Department of Public Works, the City Engineer's office and the Department of Parks and Recreation. The dissenting vote was cast by the Department of City Development. A letter of April 30, 1969, from Mr. John L. Taylor, City Manager of the City of Kansas City, stated that this letter may be taken as adminis- trative approval of the collector-distributor concept laid out in the supplemental 200-scale study, Master Plan. This endorsement was taken as city approval for this portion of the South Midtown Freeway. The Highway Department received approval to proceed with the design public hearing in July of 1969. This hearing was held in August, 1970. In July of 1969 City Manager John Taylor held a meeting to implement the provision of City Council Resolution No. 36483 providing for the establish- ment of the South Midtown Freeway Review Committee . Little progress was made by this committee until a few months before December of 1969, when meetings were held primarily for organizational purposes. The Kansas City Council resolved the following recommendations by Resolution No. 36483: (1) That the State Highway Commission should acquire land in the right- of-way as soon as an owner wishes to sell whether for hardship reasons or otherwise, assuming financing is available; (2) That the Mayor should establish a citizens committee of persons concerned with the South Midtown Freeway; (3) That there should be established a city team including the Department of Transportation, Model Cities, Human Relations, City Development and Public Works to work closely with State officials and the citizens committee to insure the best possible development of the freeway and adjacent property with the least injury to citizens; (4) That the State Highway Commission should direct its staff and consultants to thoroughly review the freeway design, particularly from the screening, aesthetic, and access viewpoints, so that it will be an asset rather than a liability to the area through which it passes; -27- (5) That the Housing Authority and the Urban Coalition should develop specific plans for public and private replacement housing and request these plans be submitted to the City Council; (6) That the Transportation Department and the State Highway Department should plan an early date for appropriate connections from the proposed Chestnut Avenue Bridge to the existing freeway and arterial street system; (7) That in order to carry out the new relocation provisions of Federal and State law, a specific relocation plan be developed within the next 6 months through the joint efforts of the State Highway Department, the Redevelopment Authority, the Housing Authority, and the City Development Department and the Citizens Committee; (8) At a meeting held on December 17, 1969, the citizen members referred to in the bylaws had not yet been appointed. A discussion was held by the Committee on the funding of studies to be made and the Department informed them that no Federal-aid Highway Funds were available for the planning contemplated by the Committee. The Committee was also advised by the Highway Department that the con- sultant for the Department--Howard, Needles, Tammen and Bergendoff-- had virtually completed the work under the present contract and would not be able to include the studies the Committee desired under the Department's present contract. The Department's representative on the Review Committee will be for the purpose of advising them on the Department's progress in work and the representative will have no vote on committee action. July of 1970, Mr. Belvin F. Fisher of Kansas City appeared before the State Highway Commission to discuss the South Midtown Freeway. He noted that there were many public hearings and that the Commission had met with various groups and city officials in Kansas City to discuss the South Midtown Freeway. Mr. Fisher acknowledged about one year ago sixteen or seventeen organizations got together to stop the freeway. Since that time, he noted a number of these organizations had decided to become silent, although they had not changed their position on the South Midtown Freeway. He stated that he was opposed to the building of the South Midtown Freeway primarily because it would benefit only four groups of people: first, the realtors and speculators who would have a captive audience of people with ready cash to go out and buy other properties; secondly, he said it would benefit a number of white citizens who no longer want to live around black people and want to get into the suburbs; thirdly, he said the Midtown Freeway would benefit the people who had owned land and made a considerable living off the land to date; the fourth group to benefit, he said, would be the many white people who would travel the South Midtown Freeway. Many of these same people, he indicated, have moved out to the suburbs of Kansas City to get away from the black people and would now have the nice freeway to drive through the area to their place of employment in Kansas City. He noted the housing shortage exists in Kansas City and further disrup- tion of the residential community would add to this dilemma. Mr. Fisher quoted statistics from the Housing and Redevelopment Authority as to the number of people to be dislocated over the next several years. He quoted -28- figures obtained from the Relocation Assistance Office in Kansas City which would indicate an average price of approximately $8,000 for the houses involved in the South Midtown Freeway location. Mr. Fisher stated that there were people on the South Midtown Freeway prepared to file law suits against the State Highway Commission to stop the Midtown Freeway. He further stated that he represented CORE and the Lincoln Community Council. The Commission was advised by the Chief Engineer that the Department was mindful of the effect that the proposed freeway improvement would have on the area traversed and assured the Commission that he and the staff had been and would continue to give every consideration to the people being displaced by the freeway improvement. A design public hearing was held on August 27, 1970, in the Southwest High School, Kansas City, Missouri. This public hearing was for the South Midtown Freeway between 14th Street interchange and 75th Street. Twenty-five persons spoke at the hearing from a total number of approxi- mately 486 people in attendance at the hearing. The majority of the twenty-five people who spoke were either in favor of the improvement or had accepted the freeway or were mostly interested in the property acquisition program and its early implementation. Also, concern was expressed that adequate housing be provided for the displaced people. The city suggested some modification of the east-west access across the freeway in the vicinity of 22nd Street and in the vicinity of 25th Street. The Kansas City Park Department, by letter, endorsed the use of public- owned parklands for the freeway use. The Park Department stated that they had no objections to the details of the proposed crossings of Gregory and Meyer Boulevards, or to the alignment as pertains to Linwood and Paseo Boulevards, Swope and Brush Creek Parkways, Spring Valley Park and Spring Valley Plaza. At the time of the public hearing, it was estimated that 2,115 families remained to be located. Between 75th Street and Gregory Boulevard, the Department had acquired 115 properties. Seventy tracts had been acquired as hardship cases between Gregory and North 63rd Street, and 106 tracts acquired where hardship cases were involved north of 63rd Street to 14th Street. The Missouri Highway Commission at the November 18-19, 1970, Commission Meeting approved the preliminary plans design of the South Midtown Freeway from the 14th Street and Campbell interchange to 75th Street near Agnes. A design study report was submitted to Mr. H.S. Hickman, Division Engineer, FHWA, December 11, 1970. The Missouri Highway Department received comments at the design public hearing favoring an interchange at 39th SLreet with the South Midtown Freeway. This public interest for an interchange established the 39th Street Sub-committee working in conjunction with the South Midtown Freeway Review Committee . The Sub-committee held their first meeting on August 31, -29- 1971, and they determined that the Transportation Department staff of Kansas City should develop a series of practical alternate designs for possible interchanges at 39th Street and the Freeway. The Transportation Department presented five alternatives at a public forum held by the Sub-Committee on September 30, 1971, at the Church of Christ Church at 39th and Michigan. It was attended by seventy-five interested persons. The residents directly affected by the proposed construction expressed overwhelming support for an interchange at 39th Street. However, they did not recommend any specific alternative design for the interchange. In December, 1971 the State Highway Commission reviewed a resolution by the City of Kansas City requesting design changes to provide for an interchange of the South Midtown Freeway at 39th Street. The Highway Commission, after being informed by Highway Department Engineers of the serious operational problems to be encountered with an additional interchange at 39th Street and the necessity for acquisition of a church and school to accommodate such an interchange, approved proceeding with the South Midtown Freeway plan without the 39th Street interchange. On January 5, 1972, the South Midtown Review Committee met in the conference room of the City Transportation Department and voted to ask the Missouri State Highway Department to reconsider the city's request for an interchange at 39th Street. At the April 20, 1972, meeting, the Chief Engineer reminded the Commission of the meeting between the Commission and the City Council and the Highway Department staff on February 24 in Kansas City to discuss the South Midtown Freeway and the possibility of an interchange at 39th Street. City representatives were advised at that meeting that consideration had been given to an interchange at 39th Street during several phases of the planned development. However, traffic capacity studies indicated no possibility for handling additional traffic that would be entering the freeway at the 39th Street Interchange. The City was also advised there would be extensive property involvement in the construction of an interchange, with the possibility of a large school, two churches and many homes being required depending on the alternative selected for the interchange. It was also pointed out that, although 39th Street is one of the few through east-west streets in that area, it would not efficiently handle the volume of traffic which would be expected to enter and leave the freeway at this location. Following the February 24 meeting, the city officials adopted Resolution No. 40815 urging the State Highway Commission to speed up the acquisition and construction of the South Midtown Freeway and Resolution No. 40,888 confirming the desire of the City for an interchange at 39th Street. Resolution No. 40,888 contained no acknowledgment by the City of the serious affect of the interchange on the traffic capacity of the freeway or the additional impact on the residences and other buildings in the area. The Chief Engineer advised the Commission that, at a recent meeting with staff members of the Highway Department, the principal and the Parent-Teachers' Association of the Horace Mann School indicated a strong disagreement on the need for an interchange and particular concern what affect the traffic from that interchange would have on the pedestrian traffic at the school. The Commission approved the Chief Engineer's recommendation to proceed with the -30- modifications in the plan to provide for an interchange at 39th Street that would not involve the taking of the school to the east of the freeway and that the City be reminded again of the limitations being imposed on the freeway, as well as the impact of additional property acquisition in the area. The design study report was returned to the Missouri State Highway Department on March 17, 1972, for the South Midtown from 14th Street to 75th Street unapproved as submitted. The report was to be expanded to cover more fully the items referred to in PPM 20-8, paragraph 10(b). The district office of the Missouri State Highway Department in May of 1972 began preliminary studies for design revisions of an interchange at 39th Street. This design revision involved a center- line shift of the freeway westward from north of 31st Street to south of 43rd Street. The westward shift of the freeway would require the acquisition of properties on the west side and fronting on Michigan Avenue. The acquisition of additional properties would include approximately 123 or more residences, two churches, and fifteen vacant lot parcels. The shift in centerline alignment would be made to avoid the acquisition of the Horace Mann Elementary School. In addition, it would probably require the reconstruction of Michigan Avenue and the frontage street paralleling the freeway in order to provide circulation for the one-way street system paralleling the freeway. A revised design study report was submitted to the Federal Highway Administration in May of 1972. May 17, 1972 - Mr. Delbert Karmeier, Director of Transportation of Kansas City, Missouri, directed a request to the Missouri State Highway Department for the South Midtown Review Committee requesting a revision in proposed design plans for better circulation of traffic between Woodland and Brooklyn. The requested revision by the City was for the construction of a connection from Brooklyn at 48th Street to Euclid at 47th Terrace to provide better grades for traffic circulating between Brooklyn and Woodland. The modification requested by the City was approved by the Missouri State Highway Department. July 5, 1972, Federal authorities requested information be provided to determine if functional replacement of park lands is applicable to the proposed project. The information on functional replacement of publicly owned park land was submitted by the Highway Department on August 30, 1972. March 21, 1973, The Environmental Impact Statement/4(f) Determination was returned to the Missouri State Highway Department for further considera- tion and reappraisal. A further discussion was requested concerning the following: 1. Community involvement in the planning process. 2. Characteristics of people to be relocated and the availability of adequate numbers of decent, safe, and sanitary housing. 3. 4(f) lands. 4. Minimization of environmental impacts including noise levels. The Board of Parks and Recreation Commission of Kansas City, in their letter of April 16, 1973, requested modifications at the Meyer Boulevard -31- interchange area. These modifications included maintaining the existing sidewalk alignment across the bridge structures, deletion of left turn lanes on west bound Meyer, and a special design in the median on Meyer between the bridge ends for a planting area. The Highway Department agreed to these modifications. The Citizens Environmental Council, the Beacon Hill Association and Concerned Citizens for Inner-City Problems as plantiffs, filed suit in the United States District Court for the Western District of Missouri on June 21, 1973, against Mr, Claude S. Brinegar, the Department of Transportation and the Missouri State Highway Commission. The plantiffs made 13 separate complaints against the defendents regarding the Draft Environmental Impact Statement submitted to the Federal Highway Administration in early 1972. In August the Missouri State Highway Department determined it would be necessary to hold another design hearing or afford the opportunity for one after approving an additional interchange at 39th Street as a result of comments expressed at the design public hearing, and through discussions with citizens and city officials. Revised plans for an interchange at 39th Street will be available for public review prior and at a scheduled hearing. November 6, 1973, the District Office of the Missouri State Highway Department completed a study of alternatives for the 39th Street interchange. Four different alternatives were included in this study. April, 1974, after reviewing the four alternatives for the 39th Street interchange, an alternative was approved by the Missouri Highway Department. This alternative provided an adequate level of service for traffic throughout the limits of the revision. It also allowed the Horace Mann School to remain in place. It is to be noted that public meetings held by the city with interested groups in the area for the 39th Street interchange did not furnish any recommended alternatives or an alternative which would leave the Horace Mann School in place or result in its dislocation. Inventory of Economic Factors Such As Employment, Taxes, Property Values . The information on the economic factors such as employment and property values are furnished from census tract data of the 1970 Census. In addition to the information for the two economic factors, we have shown other information on the demographic characteristics of the people who are located in the corridor of the South Midtown Freeway and the Country Club Freeway. These selected characteristics were analyzed to determine what qualities the area possesses in its relationship to the rest of the metropolitan area. Ten variables were measured for a select group of census tracts that are located in the South Midtown corridor. The ten variables selected for study were as follows: Median Family Income Economic Dependency Ratio Persons Per Household Labor Force Participation Rate Percent Negro By Tract Median Value Owner Occupied Units -32- Average Contract Rent By Tract Median School Years Completed Length of Residence Marital Status Each of the above variables are shown by the exhibit for the South Midtown Corridor. The ten variables were determined by a study of the area to give an indication of the composition of the involved area. The composition of the study area was then compared to Kansas City, Jackson County and the S.M.S.A. (Standard Metropolitan Statistical Area) to determine the similarities and gross differences between the composition of the study area and the rest of the region. The census tracts are identified as small areas into which large cities and metropolitan areas are divided for statistical purposes. The boundaries of these tracts are established with the intention of being maintained over a long period of time so that comparison may be made from census to census. The tracts selected for study are 26, 27, 31, 32, 39, 40, 41, 42, 43, 49, 50, 51, 52, 53, 54, 55, 62, 63, 64, 65, 66, 67, 73, 74, 75, 76, 77, 79, 80, 81, 82, 83, 85, 86, 87, 88, 89, 90, 91, 92, 93, 94, 95, 96, 97, 98, 102.01, and 103.01. The comparison data shown on the exhibits is given for the total S.M.S.A., Jackson County, and that part of Kansas City that is within the boundaries of Jackson County. The following is a definition of the variables which are furnished in the evaluation. Economic Dependency Ratio - The ratio of the economically inactive population to the economically active population. A lower number (ratio) is generally considered better because that means fewer people are economically dependent on others. Labor Force Participation Rate - The percent of population 16 years old and over that is in the labor force. Persons Per Household - Obtained by dividing the population in house- holds by the number of household heads. Income - The median family income for 1969 for the families in each census tract. House Value - The average value of each house as determined by the respondence estimate of how much the property would sell for if it were for sale. Contract Rent - The monthly rent agreed to, or contracted for, even if the furnishings, utilities, or its services are included. Negro Population - Percent of total population that is Negro. Median School Years Completed - the average number of school years completed of the total population 25 years old and over. -33- Length of Residence - same house - percent of people five years and over who are living in the same house as they did on April 1, 1965. Marital Status - males or females fourteen years or over who are single, married, widowed, or divorced. FINDINGS Economic Dependency Ratio The economic dependency ratio was a means by which one can determine how economically dependent the population of the area was in relation to the employed population. The economic dependency ratio for Jackson County was 126.1; Kansas City, Missouri, was 126.4; and the S.M.S.A. was 130.8. South Midtown Freeway The study area had ten of the twenty-three tracts in this range or better and another four with just a little higher ratio. The income characteristics, which will be discussed later, show that the majority of the area is low income. Therefore, since economic dependency ratio overall did not have a large deviance from the metropolitan area in general, it would support at least one finding: the populous of the study area was not any more dependent economically than the entire area-- they just work at lower paying jobs. Country Club Freeway The study area had twelve of the thirty-three tracts and this range had six tracts that were higher and fifteen tracts with a lower ratio. The area around Brush Creek had a very low economic dependency ratio. This can generally be attributed to the apartment dwellers and small households in this particular area. Further to the south the economic dependency ratio increased. This is related to two major factors, one being that this area was generally family-type living conditions and possessed a higher median family income. The area north of Brush Creek had an economic dependency ratio equivalent to the same range as the figures given for the areawide statistics. l-iilfc TRUMAN BP 425.01 CiMtQrwatiDYi^ 1 23RD ST. [- 44 27TH. ST. 35TH. ST 39TH. ST. I43RD. ST. 47TH. ST. MM4ION* WOODS 5 55TH. ST 63RD ST* ^xtitfngi bi»l»l tl T GREGORY « 77TH » 103.01 85TH ST» 1130,0 ANNISTER RD (95TH ST ) 102 01 • KANSAS CITY '->♦* IEAWOOD* Congret »ion a I Diwtrjrt 4 59.01 * • Congr«s»ional DisMii ° ! • U 130 03 ECONOMIC DEPENDENCY RATIO UNDER 100 1 1 100*1i9 9 I* • * J 120*139. 9 IX'Xj 140*159 9 J 160*179.9 k\\\\S 180*199.9 200 & OVER 130 8 JACKSON CO 126.1 126. 4 'M I :- -l ! "MMJ 4 Jin 425.01 : " 23RD 5T :' ' onQ r«»»ionol fctoriff, Jk., Congr®»»»onal D i vttjrf 4 dVlXl 27TH. ST. ;.56.0!i 35TH. ST 39TH ST I43RD. ST. '47TH. ST. WOODS 1 55TH. ST. Cfel 63RD ST* GREGORY • 92® 77TH ST. • A® 89® 103.01 85TH ST 4Cortgr«s»iainal Di*w1' 130.01 ANNISTER RO (95TH ST ) 102.01 KANSAS CITY FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB DEMOGRAPHIC CHARACTERISTICS -39- Persons Per Household The average number of persons per household had a wide range for the region. It was 2.75 for Kansas City, Missouri; 2.87 for Jackson County; and 3.02 for the S.M.S.A. South Midtown Freeway The range for the study area was just as varied with no evident pattern throughout the study area. It is a general characteristic of non-white areas to have a larger household size. This was not evident in our study area. Country Club Freeway The persons per household had a very distinct pattern with those north of Brush Creek having a small number of persons per household while the area south of Brush Creek had a large number of persons per household. The primary reason for this difference was that the area south of Brush Creek was almost entirely family households, whereas the area to the north had a more varied composition, including small and one-person households. iV ■ ■ FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB DEMOGRAPH1C CHARACTERISTICS -41- Length of Residence The percent of persons five years old and over who live in the same house as they lived in 1965 (five years earlier) can be used to give an indication of the stability of the neighborhood. The figures for the region were 49.5% for Kansas City, Missouri; 51.3% for Jackson County; and 49.8% for the S.M.S.A. South Midtown Freeway The study area displayed one very significant area. It is the area north of Brush Creek and east of Woodland. This area is the area that is being divided by the South Midtown. This is a partial explanation for the resistance that comes from the residents. The majority of them have lived in the area long enough to establish an identity with it and they have stronger ties due to the length of the residence in the area. If the corridor was further west, there would probably not be as great a resistance because the people have not lived there nearly as long and therefore would not have developed as strong of ties with the area. Country Club Freeway The study area had eight of the thirty-three tracts around the 50% range which was similar to that of the region. The area also had thirteen tracts with a longer length of residence and twelve tracts with a shorter length of residence than the 50% figure stated for the region. The area north of 55th Street was composed of the tracts with the shorter length of residence. The area south of 55th Street was composed of all the tracts that displayed figures for a longer residence period. This again can be attributed to family style of living in this area south of 55th Street and was compared to a more transient life style to the north. One tract located between Bannister Road and 85th Street did not follow this pattern. Its length of residence was very short. The apparent reason for this was that the area was newly-developed and had just become populated in recent years. . • 425.01 So«$r*«4ib^l 23RO. ST.L-afc k>-- 44 2 7TH. ST. 3 5TH. ST. 39TH. ST KANSAS, 47TH. ST. M4WJQN' WOODS5 55TH. ST Kaw Twp '63RD. ST GREGORY 77TH. ST. 85TH ST 130.01 (95TH ST.) y 102.0' Congre i»ion al Diktrirt 4 59.01 4Congr«i|ional 0i**t•« O •-' t T : KANSAS CITY Congi^lionol Divt'i'* 5 RTE 1-435 i« UAWOOD RESIDENCE WHO LIVE IN SAME HOUSE AS IN 1965 V77A 65% & OVER 55 ' 64 45-54 35-44 ES3 25=34 24 & UNDER S.M.S.A - 49.8 JACKSON CO = 51.3 K.C. MO - 49.5 (JACKSON CO PART', FREEWAYS PROPOSED SOUTH M1DTOWN ALTERNATE COUNTRY CLUB ■2, DEMOGRAPHIC CHARACTERISTICS 130 03 : -43- Median Family Income The median family income for Kansas City was $9,585; for Jackson County it was $10,130; and for the S.M.S.A. it was $10,568. South Midtown Freeway The entire study area was at or below the average for the area, except for three tracts. Most of the tracts are below the area's averages. This shows that even though labor participation is not low, as previously discussed, those who are employed are employed at low-paying jobs. Country Club Freeway The median family income was divided in the area of Brush Creek. The area to the north was at or below that of the region. The area to the south was generally higher. One tract bound by 71st, Wornall, 63rd and State Line had a very high median family income. The median family income within this tract was $23,000 for 1970. This was substantially higher than any other area within the corridor. iWE| Yzm.£ r -r\^U::xWmt MEDIAN FAMILY INCOME 1969 ■ ■ ■ i ■ ■ u ■ ■ ■ si $50 000 & OVER 25,000-49,999 15,000-24,999 10,000-14, 999 5,000-9,999 Z//A UNDER $5,000 SMS.A - $10,568 JACKSON CO - $10,130 K,C. MO - $9,585 (JACKSON CO. PART) FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB DEMOGRAPHIC CHARACTERISTICS -45- Median Value of Dwelling Units The median value of owner-occupied dwelling units was $13,300 for Kansas City, Missouri; $14,900 for Jackson County; and $15,900 for the S.M.S.A. South Midtown Freeway The study area was at or below these averages in all tracts except for one in the extreme south. The area north of Brush Creek had a lower dwelling value than south of Brush Creek. In terms of dollar value for dwelling unit, it doesn't appear that there would be much difference in route location within this corridor. Country Club Freeway The median value of homes followed the same general breakdown as income levels with the area north of Brush Creek, which was generally lower while the area south of Brush Creek was higher. An area north of Brush Creek and west of Troost to 33rd Street had a median dwelling value generally equivalent to that of the region. One tract south of Brush Creek bound by 71st Street, Womall, 63rd and State Line had a median dwelling value of $35,400. This area contained many blocks of homes averaging over $60,000 each. MEDIAN VALUE OWNER OCCUPIED UNITS 1970 $50,000 OR MORE ] $25, 000 = $49.. 999 1 $15,000'$24. 999 3 $10 000-$14.999 55,000-$9 999 XZ777, UNDER $5 000 S M. S. A. JACKSON CO K C. MO $15.900 $14.900 $13 300 (JACKSON CO PART) FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB V U U U 1 DEMOGRAPHIC CHARACTERISTICS -47- Average Contract Rent The average contract rent was $79 for Kansas City, $83 for Jackson County and $88 for the S.M.S.A. South Midtown Freeway Again, the division north and south of Brush Creek is evident. The study area north of Brush Creek has a generally lower than average contract rent. The study area south of Brush Creek is generally equal to or a little higher than the averages for the region. Country Club Freeway The average contract rent increased steadily as you traveled from north to south within the corridor, with a small decrease in the southeast section of the corridor. These figures generally coincide with the figures given for income and home values. 18TH. ST. 2B.02h27 (it'jft Jty, 27TH 35TH ST. | 39TH. ST _KAN5fl(S 43RD. '47TH ST NWfrSlON- WOODsJj 55TH ST. 63 R D ST GREGORY >7TH ST 103.01 i 85TH ST "J 130.01 iT A N NISTERRD (95TH STl 102.01 KANSAS CITY •i» ItAWOOD ::18/ r " T Jr >♦**■ 1 tffr 4 -- 4 j 1 22 " 91 £ FW =4UM=FF-1 1) g - 33'^K.; nf-SfM: v 1 23RD. ST ■ aP Ceng —I ■ 4 ftii'vfi Mi m. O iwtrirl 4 vm •Coirgr«i»ional Pis»fi« o • 3-/1 -U 5 'u u u u f 130 03 ; AVERAGE CONTRACT RENT BY TRACT | | | | || $150 & OVER 126-149 ."■v.1 100-125 76 99 50-75 0-49 S.M.S A. JACKSON CO. K.C. MO. (JACKSON CO PART) FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB DEMOGRAPHIC CHARACTERISTICS -49- Percent Negro Population The percent of population that was Negro in Kansas City was 25.4, Jackson County was 17.2 and the S.M.S.A. was 12.1. South Midtown Freeway The study area has four areas with distinquishabie characteristics. Two are north of Brush Creek and two are south of Brush Creek. North of Brush Creek and east of Woodland is almost solid Negro with all tracts having at least 90 percent Negro population. West of Woodland and north of Brush Creek, the population is still predominantly Negro but not to that extent. South of Brush Creek and north of 63rd Street is also predominantly Negro. South of 63rd Street, the Negro dominance tends to dissipate. The location of the South Midtown is therefore located in the heaviest Negro populated region within the entire S.M.S.A. Country Club Freeway The study area had one section that was predominantly Negro--predominant being tracts of 50% or more population. This area is that section of the study area east of Troost and north of Brush Creek. Three tracts had over 15% Negro population and the remaining tracts had less than 2% Negro population, of which many had no Negro population at all. Marital Status South Midtown Freeway Table C gives the percent of males and females, fourteen years old and over, who are single, married, widowed, or divorced. An evaluation of this table shows a general difference for the tracts located north of Brush Creek and those south of Brush Creek. In all instances, the majority are in the married group. The area north of Brush Creek has a smaller majority than those in the southern part. This tends to substantiate that those south of Brush Creek are living in primarily family state. This state can be generally characterized as being more stable, less dependent on others, generally more economically successful, and more susceptible to change in the family life cycle. The area north of Brush Creek had a larger proportion of the population that are single, widowed, or divorced. These people tend to be less stable, more dependent on others, and probably not as economically successful. This group, then, is generally having more problems in leading a socially and economically successful life. Country Club Freeway Table C gives the percent of males and females fourteen years and over who are single, married, widowed, and divorced. An evaluation of this table shows a general difference for the tracts located north of Brush Creek and those south of Brush Creek. The area north of Brush Creek had a higher divorce and single composition for both the male and female. The area PERCENT NEGRO BY TRACT 50*59 UNDER 50 S.M.S.A. * 12.1 JACKSON CO. - 17.2 K.C. MO. - 25.4 (JACKSON CO. PART) FREEWAYS PROPOSED SOUTH MIDTOWN ALTERNATE COUNTRY CLUB DEMOGRAPHIC CHARACTERISTICS 51 Xi r—I (D o 4-> o aj x: H u a, CO £ o C U rd •H CO T5 U 1 a) > in o r^0(T)00CrtrH0rHCr>00(N0CNrHfNJCN- < £ Z £ o O r- 'U CO rH c o O P PS co cd a) p a w 0 2 cm o ffi o w ,d 0 C S m 2 P 0 tu PC > in O ID 10 £ (J) mm id i—I o co T> c -P »—I C *H O CO u 0 CM c 0 CO u CO CD rd U U > (D >1-H CM rH in (OlOlna)tM(DOc>^lncor^^lN^P(Nooo^l/tcl(»ld' ocoi^'-iior^tN'^tmr-^Hint^uJcri'd'cNro'd'^tcncTiii) • •••••••••#••#••••(>•••• roHCMCNcMCNCMCMCNCNrororocNCNrorororocNCNCNCM >1 1—1 •H E 0 0 ro b S ai ro 0 CD ro C U <71 * u CH CM •H H - T5 0 g d , a)lOHinPH^OH>MDNr)niOM'D , (riH I oninHdiaiCM(t)ffi^i s rotDiOiDCOOOd , 'toi I fONiO^'tcOinnOKNririO^POco^'Ninffl >ji/iil)iOinininioinioM^ncocooicooooio cm n- in o co r- cNr-^^(j>r-lcoOrH^cNCOrocX)0(NCO^Lnr-Ln^r- • ••••••••••«••••••••••• nnrHMiOOtOPOiinHd'riiopiNno^n^Oi/i inojn^^inin^rHn^^HD^^nmmmin^inin CO m in cr>,—i cri ^ m oo o in kd ro 00 in rH m o o a* o co r- P CTi CO rH d 0 •> U Cn C in M-H -H U O CO -H 3 -P o CO ffi -H -p d rd 0 p M-l 3 O CQ rd -P co co ■ 3 A; CO U c o i CD H a m 0 o < -rl C/D M-l S M-l CO O On ^ in c r- ^ rd -h cr> in co -p rH ro C C H fd -H i « P ^ I CM ro o • — g -p u u c M » i e Q -p -p 2 U -H u - O U 0) c CM >0 ID in O -P OS ni O Do in C H C . -rl id id in 3 C W in •H • fO Cm &S Q s o is* < . vP CO P> EH CO CM U 0 -p O rf P •H CM e2 i —1 c E h rd p p Q ' > a) w ca c -a E h H c > a) O E h rd O -H W O ■H a PI W P H PI 0 0 in w g u CO o OH o CM ■P 0 u tjl 0 4-1 0 P c u -p 0 0 c PS > 0 nd u n ■p 0 d o -H 0 p -p u Cn id u 0 rH 0 a D CM CM 0 CM oooooooooooooooooooooo ooo oooooooooooooooooooooo ooo ^Oinr^mcor^ocOrHrHoOrHrHOCNjinvDrHnjcvjro oom OrHr^r^cooooococooococooooo-HOrocNrom in-^ro HrniodMriOro'Jmr^ioinio^'r^PtMHOiiDCOH! ■d'l/nn^finiOiniflMniBMJMnMJifflditDoioOi rl rH H i r-vooin -P rd CM V U 0 0 0 "m mh p CM r-t 0 E h 0 OH CO CO OS • p d H CO CO 0 d 3 •S • 0 a) D CJ UilP a) u C -H W M-l g M-l CO o tr> in a in • id -h r- CO -p o C H ■H p CM -p c 0 >1 E -p 2 M U 0 > _ in o -P id o Di in C a .-n id in £ « in • 0 D S U C O -P u rd P EH iBnpMOiOPMMro'd'inMro'jioiHaiOMDOio cNrMrorooo , 5j , 'd , inininini£>ioior--r^r^oooococoiyi • • 0 „ 0 o w u • 0 o c u c g 0 p o CO 3 OT A; .—^ 0 < X • u 4-> CO co u u 0 u g Id • 3 0 W P) « CM 52 SOUTH MIDTOWN FREEWAY TABLE B SELECTED ECONOMIC CHARACTERISTICS FOR SELECTED TRACTS, KANSAS CITY, MISSOURI 1970 Tract Total Population Labor Force 16 & Over Population Not In Labor Force Economic Dependency Ratio Labor Force Participation Rate 26 319 51 268 525.5 16.0 27 90 58 32 55.2 64.4 31 856 310 546 176.1 36.2 32 1,667 713 954 133.8 42.8 39 2,808 1,156 1,652 142.9 41.2 40 3,119 1,130 1,989 176.0 36.2 41 2,670 1,068 2,453 229.7 40.0 42 3, 521 1,430 2,091 146.2 40.6 52 4,114 1,740 2,3 74 136.4 42.3 53 4, 381 1,944 2,437 125.4 44.4 54 3, 964 1,470 2,494 169.7 37.1 55 3,615 1, 337 2,2 78 170.4 37.0 62 3,411 1,175 2,236 190.3 34.4 63 4,617 2,096 2, 521 120.3 45.4 64 3,823 1,469 2,354 160.3 38.4 76 4,811 2,084 2, 727 130.9 43.4 77 3,821 1,494 2,327 155.8 39.1 79 6,458 2,803 3,655 130.4 43.4 80 4,079 1,619 2,460 151.9 39.7 87 3,199 1, 576 1,623 103.0 49.3 88 6,648 3,174 3,474 108.3 47.4 89 2,984 1,115 1,869 167.6 37.4 90 5,328 2,821 2, 507 88.9 52.9 MSA 1,253,916 543,368 710,548 130.8 43.3 ackson 654,558 289,522 365,036 126.1 44.2 :.C. ,Mo. 440,524 194,602 245,922 126.4 44. 2 (Jackson Co. Part) Source: U. S. Bureau of the Census Census of Population & Housing, 1970 Census Tracts Final Report PHC(l)-99 Kansas City, Mo-Kans SMSA U. S. Government Printing Office Washington, D. C. 1972 53 SOUTH MIDTOWN FREEWAY TABLE C MARITAL STATUS, 1970 SELECTED TRACTS, KANSAS CITY, MISSOURI Percent Males 14 & Over Percent Females 14 & Over Tract Single Married Widowed Divorced Single Married Widowed Divorc< 26 53.2 35.4 7.6 3.8 34.7 30.0 22.0 15.3 27 23.7 37.3 15.3 23.7 14.3 61.9 14.3 9.5 31 34.0 47.5 3.5 14.9 31.0 45.2 14.2 9 u 7 32 23.4 51.8 15.2 9.7 16.0 48.5 26.3 9.3 39 25.4 55.1 10.9 8.7 17.7 44.0 27.9 10.3 40 28.8 53.6 9.2 8.5 21.6 46.1 22.9 9.4 41 28.0 48.1 15.1 8.7 21.2 39.8 29.4 9.7 42 32.9 51.9 6.6 8.6 25.9 47.4 16.7 10.1 52 31.9 48.9 7.7 11.4 23.9 44.6 21.0 10.6 53 38.0 48.7 5.1 8.1 29.2 44.6 16.1 10.1 54 32.1 55.3 5.6 7.0 27.2 47.0 15.6 10.2 55 37.1 50.9 4.3 7.7 28.3 47.7 14.3 9.7 62 32.1 56.8 5.9 5.2 29.3 49.8 12.9 7.9 63 30.8 60.6 3.5 5.1 22.0 52.2 16.0 9.8 64 30.4 58.9 3.7 7.0 22.2 49.2 16.9 11.7 76 25.2 66. 3 4.7 3.9 21.9 56.5 13.5 8.1 77 27.1 65.3 3.8 3.8 21.3 55.1 16.1 7.5 79 25.0 68.4 3.0 3.6 22.2 57.5 13 .7 6.6 80 24.9 67.5 3.0 4.6 22.2 58.0 11.4 8.4 87 19.2 72.5 3.4 4.9 26.4 53.0 14.9 5.7 88 19.6 73.4 3.4 3.7 17.3 62 .5 13.5 6.7 89 17.9 74.1 3.6 4.3 16.0 66.8 11.2 6.0 90 21.3 72 .4 3.5 2.8 18.6 60.5 15.0 5.9 SMSA 24.1 69.5 2.6 3.5 20.1 62.3 11.9 5.6 Jackson 24.8 67.4 3.3 4.6 20.8 58.7 13.8 6.7 County K .C.,Mo. 27 .0 63 .5 4.1 5.5 22.6 53.8 15.9 7.7 (Jackson Co. Part) Source : U. S Bureau of the Census Census of Population . and Housing , 1970 Census Tracts Final Report PHC(l)-99 Kansas City, Mo-Kans SMSA U. S. Government Printing Office Washington, D. C. 1972 54 73 TJ rH a) o p a) o) - 1 y !X>i § O in > UNO to C hJ P O m to 0 p >< '2 r-i(Dh>Df , )0(Ni/ii«i- < £ CD Z) z => o u o r* CO H u a H D E-t o co co H to cu M W 2 s. §1 o < u CO w 2 < JOoi m M z < H i ^ P <3 ra 0 w c TJ H P H G c o h tn 0) < U to d) M P > 0) X-H a, M in 0 b ai o x> u cr« a «H •h M TJ a (0 -tDO > >or^r-romr-»rHu7u7ooninor-t ai rH a> m m I'lrHrHtNCOiHtOOOrHffMrtinMLnOlOrHtOHtOT'maiUKDOCOOMOM^in \D\o incNcovcio^'^n^ncsfn'^^'^'rofo^^^^vovDin^^r^inLniOHcD^ vo CM i/y Ht00mtHnu3rMC0r-i'<3 , rHX)r-(aD0^r^c0vDixi'-ir--'-if v inr>)00'S , tnTfcDO OO OtOODOlT'tHHOtNCOnCOiOCOT'tOattOtOfT'HHintDT'ini/KJItMO OO roN^ajoT'SiOMntonooT'iooortH'fMinNiniflH'frtiotHO mm ^ininm^iO(HM/i k £)rHtH(t)tor»OrHtnp'j(N7'(MCiOHiJiooOH-1 OM>- -J- 1 HHH P a fc p •h P c p a) c « co- 0 o ^HcoroO^co^Or^^tmroro^r-rOOO^^O^tC^vDr^C^COOr^COrHfOCOvOO 'S , u7ur>Httnvfl>or~-cr*rHrHr~c^r--co^iOH3 - rno^Hf3iTirHfMP7rHnocot , 7^-ivo rH HHHrHHHrHHHHHHHH fH i—f r—4 VO CO l N vOO(^CDH(^NlNHCOvOn( , )rlHHHH(NOOOOOOOOOHrlO'H Ci in m ci ci ao r-i in vo in in in rH O vOt^>HfN^HtNnCT\0'-tr<4f<7mH3 , invor--mHtin(Nnu7^D^-icNf»l'4 , tn\i5r^co • (NfMnfOHt'3 , CT*t3>t3iO^CTtcrirM o a> h cr» if) rt co o m VO CO GO in h in % % % o o cr> OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO OO OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO OO o |HfrtNCNtNr-.ou7'3 , OfN °o CU Oi I «N «N % lOirHtHooooaico^tDcocococDWHtNkorMMinotnocoWtotONOtDrHto inin in »H iH»H (NHHCMiHHtNflCJiHHHHHHHHH i—I i—I iH ooo ooo cr* m Jte « « m n CO co 0> co co r- H M cm in H H CM < g CO 0 U •H 4H P o tr o c r- in CO -H CM co cr* ro g p r»- 3 -t h 0 C cr* CO 1 » H rH c * — 1 p a; en (7 QH O C tn — 2 •h u y ° p CO -h 33 » c • O 3 P >i p 0 CO a: to o oi CQ tn tn O c 3 ^ rH C -P • CO O n3 m • x: w c o C X CO CO • 0 rH *h • nj DUffl (h DS o a* Cn c -h CO 3 a) < H CO O 13 c (0 CO 3 C CO O a H 0 P U IB » CO ai c TS — I P ^ o a to 3 2 o ro co 0) P p P O Eh CO CO CO 3 3 (0 CO c c 0 a) o u P P H o u a 0 CO a; to CO 1 d) Q •p e P c 0) o > .P 8£ •H • x: to in • 0J d a • • o „ o u CO u 0 • c o rH rH c s o P ° o 2 CO 3 CO % M ^ O rod < A3 • O P w o on W 0 u ro P rH rH S 0 • fo (0 w >-> — a 55 COUNTRY CLUB FREEWAY TABLE B SELECTED ECONOMIC CHARACTERISTICS FOR SELECTED TRACTS, KANSAS CITY, MISSOURI 1970 Tract Total Population Labor Force 16 & Over Population Not In Labor Force Economic Dependency Ratio Labor Force Participation Rate 26 319 51 268 525.5 16.0 27 90 58 32 55.2 64.4 31 856 310 546 176.1 36.2 32 1,667 713 954 133.8 42.8 41 2,670 1,068 1,602 150.0 40.0 42 3, 520 1,430 2,090 146.2 40.6 43 4,225 1,819 2,406 132.3 43.1 49 3, 799 1,639 2,160 131.8 43.1 50 3,936 2,378 1, 558 65.5 60.4 51 2, 770 1,820 950 52.2 65.7 52 4,114 1,740 2,374 136.4 42.3 53 4, 381 1, 944 2,437 125.4 44.4 63 4,617 2,096 2, 521 120.3 45.4 64 3,823 1,469 2,354 160.3 38.5 65 2,615 1,389 1,226 88.3 53.1 66 3,033 1,664 1,369 82.3 54.9 67 3,125 1,896 1,229 64.8 60.7 73 4,851 2,629 2, 222 84. 5 54.2 74 5,606 2,807 2, 799 99.7 50.1 75 4,722 2,193 1, 529 69.7 46.4 82 3, 979 1,863 2,116 113.6 46.8 83 3, 533 1, 518 2,015 132.7 43.0 85 4,218 1,616 2,602 161.0 38.3 86 6,649 2,888 3,761 130.2 43.4 91 4,986 2,289 2,697 117.8 45.9 92 3,807 1,722 2,085 121.1 45.2 93 3, 786 1,688 2,098 124.3 44.6 94 5,896 2,751 3,145 114.3 46.7 95 4,667 2,089 2, 578 123.4 44.7 96 2,248 1,055 1, 193 113.5 46.9 97 1,443 925 518 56.0 64.1 98 4,150 1,892 2,258 119.3 45.6 102.01 1,497 679 818 120.5 45.4 103.01 353 200 77 38.5 56.7 130.01 141 97 38 32 .2 68.8 SMSA 1,253,916 543,368 710,548 130.8 43.3 Jackson 654,558 289,522 365,036 126.1 44.2 K.C., Mo. 440,524 194,602 245,922 126.4 44.2 (Jackson Co. Part) Source: U.S. Bureau of the Census Census of Population & Housing, 1970 Census Tracts Final Report PHC(l)-99 Kansas City/ Mo-Kan SMSA U.S. Government Printing Office Washington, D.C. 1972 56 COUNTRY CLUB FREEWAY TABLE C MARITAL STATUS, 1970 SELECTED TRACTS, KANSAS CITY, MISSOURI Percent Males Percent Females 14 & Over 14 & Over Tract Sinqle Married Widowed Divorced Sinqle Married Widowed Divorc< 26 53.2 35.4 7.6 3.8 34.7 28.0 22.0 15.3 27 23.7 37.3 15.3 23.7 14.3 61.9 14.3 9.5 31 34.0 47 . 5 3.5 14.9 31.0 45.2 14.2 9.7 32 23.4 51.8 15.2 9.7 16.0 48. 5 26.3 9.3 41 28.0 48.1 15.1 8.7 21.2 39,8 29.4 9.7 42 32.9 51.9 6 .6 8.6 25.9 47.4 16.7 10.1 43 27 .7 48.2 10.3 13.9 19.4 43.2 24. 5 12.9 49 26.6 49.6 10.6 13.2 20.6 37.3 29.2 12.8 50 38.3 42.1 6.5 13.2 30.9 29.2 23.6 16.3 51 48.5 37.7 3.6 10.2 39.8 32.2 17 .9 10.0 52 31.9 48.9 7.7 11.4 23.9 44.6 21.0 10.6 53 38.0 48.7 5.1 8.4 29.2 44.6 16.1 10.1 63 30.8 60.6 3.5 5.1 22.0 52.2 16.0 9.8 64 30.4 58.9 3.7 7.0 22.2 49.2 16.9 11.7 65 32.0 55.6 3.5 8.9 24.9 42.4 20.7 12.0 66 43.0 47.2 3.1 6.8 32.0 35.0 21.2 11.7 67 40.4 46.3 3.8 9.6 36.4 31. 5 20.6 11.4 73 25.7 59.0 6.1 9.2 31.8 24.3 33.2 10.7 74 40.6 49.1 4.6 5.7 36.0 34.1 22.2 7.7 75 42.4 48.9 4.7 3.9 28.8 47.2 17.7 6.3 82 27.7 66.0 3.9 2.5 22.8 51.6 19.1 6.5 83 35.7 58.9 2.8 2.6 32.6 48.6 14.6 4.3 85 23.1 73.0 2.7 1.2 21.4 62.7 12.7 3.2 86 21.6 73.7 2.6 2.1 21.7 53.3 19.2 5.8 91 23.0 71.7 3.3 2.0 20.1 54.7 20.3 4.9 92 21.7 73.7 2.2 2.4 19.3 57.0 18.8 4.9 93 18.5 76.2 2.5 2.7 14.7 57.0 22.5 5.7 94 24.3 68.6 4.7 2.4 19.5 52.3 22.3 5.9 95 22.7 71.0 2.5 3.7 17.1 57.2 16.7 9.0 96 23.2 70.4 2.4 4.0 17.2 65.5 9.8 7.5 97 24.1 69.2 1.4 5.2 21.4 58.4 9.5 10.7 98 24.6 71.6 1.6 2.1 18.8 64.5 11.7 4.9 102.01 21.9 74.4 2.0 1.8 21.0 68.2 4.7 6.1 103.01 21.9 71.9 3.1 3.1 22.7 64.5 8.2 4.5 130.01 12 .8 83.0 2.1 2.1 13.2 75.5 11.3 0 SMSA 24.1 69.5 2.6 3.5 20.1 62.3 11.9 5.6 Jackson 24.8 67.4 3.3 4.6 20.8 58.7 13.8 6.7 County K.C., Mo. 27.0 63.5 4.1 5.5 22.6 53.8 15.9 7.7 (Jackson Co. Part) Source : U.S . Bureau of the Census Census of Population and Housing, 1970 Census Tracts Final Report PHC(l)-99 Kansas City, Mo-Kans U.S. Government Printing Office Washington, D.C. 1972 SMSA -57- surrounding the Brush Creek area had a generally higher proportion of single individuals. From 55th Street on south through the remainder of the corridor was characterized by a very high married rate for both the male and female. This would tend to substantiate that this was generally a family household type living arrangement, ANALYSIS SOUTH MIDTOWN CORRIDOR The following characteristics appear to be predominant for the city area. 1. Several characteristics show that there is a difference between those north of Brush Creek and those south of Brush Creek. 2. There are some differences between the areas east and west of Woodland, especially north of Brush Creek. These are not as pronounced as the north-south differences. 3. The income, dwelling value, and contract rent is low for the entire study area when compared to the region and especially low for the area north of Brush Creek. 4. Persons per household did not display any unusual charac- teristics. 5. The participation in the labor force did not show any unusual characteristics in comparison to the rest of the region. The area of the South Midtown corridor is probably one of the most "sociologically" difficult areas to go through with a freeway. The people are low income, have a lower value dwelling which will be hard to replace with a similar value dwelling, have characteristics of an unstable primary group, and the largest congregated group of a minority populous in the entire metropolitan region. Therefore, the South Midtown is an added burden to a group of people who already possess more problems than the general public. They have low incomes, poor housing, possibly lower education, and are a member of a minority group. The freeway is just one more item they feel that is just too much. One has to remember that this study was done in terms of information compiled from the 1970 census. Therefore, the data does not apply to the entire development of the South Midtown. The South Midtown has been in some stage of development since 1951. During this time, the area could have and has had several changes in its composition. It is possible that the Negro population that comprises the area did not live there during the early planning stages, especially since there has been a trend for the non-whites to move into central city during the 1950 to 1970 period. This possibly could be compounded in several factors, a social movement that individuals could not resist, selling hones to people without them knowing -58- a freeway was planned for the area, lower priced homes that all these people could afford, and the suppression the non-whites felt especially in the 1950's and the early 1960's. COUNTRY CLUB CORRIDOR: A DEMOGRAPHIC ANALYSIS The following characteristics appear to be predominant for the study area: 1. Several characteristics show that there was a difference between the populace north of Brush Creek and those south of Brush Creek. 2. The area north of Brush Creek and west of Troost also showed distinct differences in some categories. 3. The median family income, dwelling value and persons per household were very distinctly divided in the areas north and south of Brush Creek. The area south of Brush Creek had a higher income level, higher dwelling value and more people per household than the area north of Brush Creek. This would characterize the southern half of the corridor as being upper middle class families. 4. The education attainment was very high in the southern portion of the corridor generally divided along Armour Boulevard southwardly. 5. The economic dependency ratio and labor force participation rate was varied throughout the corridor. These two characteristics are clustered in relation to other factors such as family size, income and life style for certain small portions of the corridor. The area of the Country Club corridor is essentially divided in half in the Brush Creek vicinity. The area from Brush Creek southwardly to the end of the corridor is characterized as being predominantly white, upper middle class, highly educated, family type households. These people generally have lived at their present residence for the past five years or longer, which would characterize them as being a very stable group of people. The area north from Brush Creek was more varied in its population characteristics. It had a lower income, lower home value and generally lower educational level than the rest of the corridor. Its population was generally more transient and a larger number of its residents had moved into their present home within the past five years. The possibility of establishing a transportation facility within this corridor would most likely meet with strong resistance from the population in the southern portion of the corridor. These people, being highly educated and financially sound, would have the power and backing to wage major opposition to a facility, if they felt that it -59- was not desirable, It would be hard to determine the reaction of the area from Brush Creek northwardly to a transportation facility without further study. This area has many diversified qualities which would have to be examined in greater detail, It can be generalized by saying that the populace in this section had a lower income and a lower educational level than the rest of the area. The estimated annual tax loss (real estate only) is approximately $648,940.00 for all of the property within the proposed right-of-way between 95th Street and 14th Street. The estimated annual tax loss for those properties which remain to be acquired is approximately $224,210. The total annual revenue of Kansas City (real estate only) is $13,428,801 for 1973. About 0.73 per cent of the total annual revenue will be removed by the proposed South Midtown Freeway from combined City and County revenue. Jackson County and Kansas City revenue in 1973 was approximately $88,987,000. Within the proposed right of way the existing vegetative growth from 95th Street to north of Linwood Boulevard provides some habitat for song birds, tree squirrels, and rabbits. The degree of urban development will not support urban wildlife population and habitats except for the specific species of wildlife stated above. Description of Involvement with Section 4(f) Land . A Section 4(f) Determination, prepared in accordance with Section 1653(f), Title 49 United States Code, Section 138, Title 23, United States Code and 4(f) of the Department of Transportation Act as amended by Section 18 of the Federal-Aid Highway Act of 1968 is included as a part of this Environmental Impact Statement. An extensive parkway and boulevard system has been developed by the City and Jackson County over the years. The location of the South Midtown Freeway will involve the Paseo Parkway, Spring Valley Park, Linwood Boulevard, Brush Creek Boulevard, Swope Parkway, Meyer Boulevard, Gregory Boulevard, Blue River Park and Hagerwood Park. The grid configuration of the parkway type boulevards creates a maze of parkways where any alternative of the freeway would cross parkways. Linwood and Gregory Boulevard are city streets with wide parkways between the street curb and the sidewalk. At the South Midtown Freeway crossing of Meyer Boulevard, the median width on Meyer Boulevard is approximately 90' wide with a 20' parkway outside the travel lanes. Swope Parkway and Brush Creek Boulevard border the valley of Brush Creek. The area between Brush Creek Boulevard and Swope Parkway at the South Midtown Freeway crossing is open space. Part of the open space area is utilized by baseball diamond and tennis courts which are located adjacent to Swope Parkway and immediately west of the proposed freeway crossing. These existing recreational facilities will remain in place after the completion of the freeway. The Paseo traverses open space areas offset from the residential development by alternating from one side of the street to the other. The development of the Paseo conforms more nearly to parkway type characteristics of development. -60- The City of Kansas City Park Officials declare in their memorandums dated October 6, 1970, and November 16, 1971, that the Park Department has in the past preferred compensation for park lands rather than sub- stitution as the money can be earmarked for land acquisition to park land where and when needed. The letters further state that except by the process of condemnation initiated by "higher authority", the only way that the City may dispose of park or boulevard land is a lengthy process that finally must be specifically approved by a majority of the voters at a general election. Past condemnation proceedings have been classified as "friendly", illustrating that past cooperative history between the Board of Parks and Recreation Commissioners and the Missouri State Highway Commission. Based on the fact that the Park Department has been satisfied with solutions so far reached and past relations have mutually been satisfactory, the Parks and Recreation Department of Kansas City state that they have every confidence that, when the time comes for the decision, a mutually-agreeable solution consisting of adequate monetary compensation or replacement land, or a combination of both, will be reached. Ilagerwood Park is located at 64th Shreet between Chestnut and Montgall and consists of two triangular shaped islands which are formed by the diagonal location of Ilagerwood Road, These islands contain 0.35 acres of combined area and will be required in their entirety for the freeway. These small open space areas furnish some aesthetic value to the adjacent residential "area. Since the land area of the parks is too small for development, the area has not been utilized for recreational usage or picnic facilities. Spring Valley Park is a neighborhood park located at 27th and Woodland presently containing 32.7 acres. Approximately 7 acres of this park will be required for the freeway construction. Approx- imately 22.3 acres will remain on the east side of the freeway and approximately 3.4 acres on the west. There are recreational and picnic facilities in the park. This park is utilized predominantly by local residents of the surrounding neighborhoods. Some of the recreational facilities which are provided are baseball diamonds, one located near the intersection of Euclid Avenue and 29th Street, and the other located near 27th and Garfield. An outdoor basketball court located near 28th Street and Spring Valley Road is another recreational facility in the park. The picnic facilities are located in the valley area immediately southwest of Spring Valley Road. None of the recreational or picnic facilities will be disturbed by noise from the proposed freeway. All these park improvements will remain in place after the completion of the South Midtown Freeway. Blue River Park follows approximately seven miles along the Blue River Valley from Blue Ridge Boulevard to Swope Park. The Blue River Park is being developed by Jackson County into bridle and bicycle trails along the river. At various locations, recreational and picnic facilities are to be developed also. The right of way for the South Midtown across Blue River Park has been acquired from the Jackson County Park Board. The Missouri State Highway Department traded 11.3 acres of land used as borrow excavation -61- on another route (Jackson County Route W) for 2.2 acres required from the Blue River Park for the South Midtown. The Secretary of Transportation furnished approval for the Blue River Park land acquisition on July 23, 1971. This memorandum is included with the statement. Please see Exhibit A for "Location Map" of the South Midtown Freeway showing its relation to surrounding natural and cultural features. 2. LAND USE PLANNING 1990 Land Use (Current) The land use planning responsibilities for the Kansas City Metropolitan Region lies within the authority of Mid-America Regional Council. Metro- plan, the predecessor to MARC, prepared a regional plan in 1969. This is the current land use plan for the region. It was presented as a guide for urban development and transportation studies and was not intended to be a final product, but rather an interim planning guide. The major land use features of this 1990 Sketch Plan are: 1. The urban core consists of a concentration of commercial, office, and light industrial land uses in and adjacent to the Central Business Districts of Kansas City, Missouri, and Kansas City, Kansas. 2. The major river valleys and their flood plains divide the northern one-third of the urban area and provide a physical barrier bisecting parts of the southwest urban development. 3. Potential major reservoir areas, especially in the southern part of the region, will be large land users and will influence the form of surrounding urban development. 4. The Kansas City International Airport occupies approximately 5,000 acres in the northwest portion of the region. 5. Metro-center developments, or high-accessibility concentrations, are located at major transportation intersections throughout the region. 6. A major regional open space system provides band of parkways and open space through many portions of the urban region with major park concentrations associated with river valleys and proposed reservoirs. 7. Major concentrations of industrial activities are located along the river bottoms to the east in the Blue River Valley area, to the southwest along the 1-35 corridor and around KCI. -62- The population within the study area for this Sketch Plan is expected to increase from a 1963 estimate of 1,078,159 to a 1990 estimate of 2,581,813. These figures were used for projecting transportation on the 1990 Sketch Plan. Since that time, construction developments, a declining birth rate and a change in other socio-economic characteristics of the area have necessitated the complete re-evaluation of regional transportation planning and future land use needs. This leads to the process of developing different land use plans for a year 2000 target date. After a complete study and evaluation of the proposed plans, the MARC Council will vote on whether to accept and adopt one of the plans or some variation of them. Whereas transportation facilities are one of the major influences determining regional growth, MARC prepared alternative land use plans. These plans were based on various land use configurations resulting from population and employment distributions as influenced by various transporta- tion systems. A population of 2 million people by the year 2000 and 1.5 million people by 1980 were agreed upon by the Missouri and Kansas Highway Departments, various technical advisory committees, composed of elected officials and local citizens, and the MARC staff. The distribution of socio-economic data to the two generalized land use plans, Plan A and Plan B, were based on the 2 million population. Plan A was prepared assuming that the region will continue to grow, following the existing trends and utilizing the highway and interstate facilities as the major transportation system. Plan B was prepared assuming that a sophisticated rapid transit system will be initiated in the early 1980's. PLAN A Plan A was developed with several assumptions being made regarding the future growth of the region. These assumptions were as follows: 1. It was assumed that residential sprawl development was partially controlled by activity growth centers (metro centers) at the intersections of radial and circumferential highway routes. Activity growth centers were defined as logical focal points for business, public services, residential concentration and other community facilities. 2. It was assumed that residential sprawl development was partially controlled by the use of planned utilities, such as water and sewer lines. This included the assumption that all future utilities would not be planned in such a manner that undesirable urban growth patterns would be encouraged. 3. It was assumed that all land designated as open space, steep slopes and flood plains were undesirable for future residential development. 4. It was assumed that loss of population in the central city areas of Kansas City, Missouri, and Kansas City, Kansas, would continue -63- until 1980 to the same degree as the 1960-1970 trend, with the exception of initiated or planned developments. 5. It was assumed that the loss of population in the central city areas of Kansas City, Missouri, and Kansas City, Kansas, would be reduced after 1980 due to public and private actions offsetting existing trends in the central cities. In addition to the assumptions made concerning distribution of population, the following assumptions were made in relation to the employment distribution for Plan A: 1. It was assumed that between 1970 and 1980 the majority of employment established prior to 1970 will remain in the same locations. After 1980, however, greater consideration was given to the possibility of employment relocations. 2. It was assumed that throughout the period from 1970 to 2000, substantial employment growth would take place in activity centers. 3. It was assumed the planned and initiated development would be completed by the year 2000 and would be incorporated into the employment distribution. 4. It was assumed that much of the projected industrial employment would be located in existing or planned industrial areas. Some industries are expected to move out of certain industrial areas around the Central Business District of Kansas City, Missouri. 5. It was assumed that projected retail and service employment would be located primarily in existing employment areas in activity centers. Retail employment in the Central Business District of Kansas City, Missouri, will continue to decrease, but at a slower rate. 6. It was assumed that projected government employment would be located in areas with existing government and to some extent in areas of rapid population increase. 7. It was assumed that projected unclassified employment would be located in areas of high employment concentrations and in areas of rapid population growth. 8. It was assumed that employment in the central city area would decrease. PLAN B Plan B assumed the provision of a rapid transit system for the region which, accompanied by other government action, would tend to revive the central city area. There would be a continuation of the development of the suburban metro center areas but at a somewhat slower rate. -64- The second assumption involves a major development effort on the part of public officials and private developers to revitalize the metropolitan core area. These two assumptions were not expected to make any differences before 1980 between Plan A and Plan B. Because of requirements imposed by some agencies involved, the 2 million population total was also used for Plan B. The development patterns resulting from these policies include a projected reversal of the downward trend in population and employment in the urban core, a reversal that would turn to moderate growth after 1980. The patterns would also provide opportunities for replacing much of the older area which is functionally and structurally obsolete, an opportunity that is substantially lacking under existing policies. The outer suburban fringes would exhibit a more moderate rate of growth. The rural fringe would reamin rural with modest growth in certain areas. Most development in the core area would occur in high density employment centers and in medium to high desnity residential centers in or near the radial transportation corridors. Some additional residential development, with its supportive commercial facilities, would occur beyond walking distance from the transit facilities in the core areas. Much of the core area now includes low density, land-intensive industrial activity which is increasingly attracted to sites close to the Interstate System, where less expensive land with expansion possibilities exist. As this activity relocates along circumferential highways, high density employment activity would begin developing in those areas vacated by the lower density industrial activities. COMPARISON OF PLAN A AND PLAN B The difference between the two concepts can be attributed to the two major policy assumptions for Concept B. First, Plan B assumes the development of a high performance rapid transit system. Several such systems are being investigated for the region and a final recommended system will be presented at the completion of the current transit study. Second, Plan B assumes a major effort to revitalize the regional core of the metropolitan area (bound by 55th Street on the south, 18th Street on the west, the city limits of North Kansas City on the north and Prospect Avenue on the east). In 1970, this core represented 17.6 percent of the region's population. For 1980, the core is projected to contain 13.5 percent and by 2000, under Plan A it would see a further reduction to 9.4 percent. Similar projections for Plan B indicate the core will contain 12.3 percent of the region's population by the year 2000. -65- All counties in the region would continue to grow under Plan B assumptions, but the rate of growth in Wyandotte, Johnson and Jackson Counties would be greater than under Plan A. Leavenworth, Platte, Clay and Cass Counties would grow at a less rapid rate under Plan B. Ray County would have the same population distribution under both concepts. Plan B would result in higher employment levels for Jackson and Wyandotte Counties. LAND USE IN THE SMF CORRIDOR As stated earlier, the land use for Plan A and Plan B for 1980 is the same in the SMF corridor. The corridor for 1980 is generally low density residential with some strip commercial. An exception will be the Brush Creek area which has businesses, offices, parks and open space. PLAN A The land use plan for 2000 A in the region would show the continued trend of movement to the suburban fringe. This would cause a slow, if any, increase of population in the SMF corridor. Thus, the small growth would represent a low population density and minor employment changes in and adjacent to the SMF corridor. PLAN B The land use plan for 2000 B encourages growth and development to stay within the central part of the region, hereafter called the regional core. This concentration of development in the regional core would cause a larger population and employment with greater densities in and adjacent to the SMF corridor. The larger the population and employment, the greater the need for services to this population, This would require a greater need for mobility than would a smaller and less dense area. Any plan which displays population increase in central cities would be a reversal of present trends which show a declining population in the central cities and movement to the suburban fringe. This reversal would be more prevalent in Plan B. LAND USE - TRANSPORTATION The analysis of future transportation needs in the Kansas City area have utilized traffic assignments and transit patronage assignments which were based on combinations of land use, street and highway, and transit alternatives. After initial analyses, a policy decision was made by MARC to proceed with the 2000 B land use data in future assignments. Due to the magnitude of the impact of the proposed SMF, a test run was made, where the trips were distributed without the SMF to see the effects of not building the freeway. The resulting assignment redistributed traffic to the streets in a wide band on either side of the proposed freeway. Some -66- trips were gained on transit, but not a significant number. Since the disper- sion of traffic over the paralleling facilities caused undesirable congestion on existing streets, it was decided that the SMF should remain in the test networks. Subsequently, the assignments have principally been designed to test alternative transit systems. The current transit system, 110, is the proposed provisional transit plan. It is expected that the final transit plan will be this system, with minor modifications. The provisional transit plan is basically an all bus system with the option of incorporating 24 miles of fixed guideway into the system. No fixed guideway mode has been selected, but a light rail or tram-type vehicle is receiving strong consideration. If the all bus system is adopted, there will be an impact on the street and highway system; not only by increased numbers of busses in mixed traffic, but also by a proposal to reserve street and highway lanes for busses. The all bus option also would require a redesign of the SMF and major reconstruction of interchanges on other freeways to provide for exclusive busways. The provisional transit plan is preliminary and, consequently, there are many design details yet to be studied. In many cases, these will involve a close coordination with street and highway design. The present highway test network, 2004, will be modified for further testing. KANSAS CIT Y AREA TRANSP ORTATION STUDY Alternative System D esi gnations 1. Land Use Plans A. 2000 A - Year 2000 estimates, continuation of present trends B. 2000 B - Year 2000 estimates, controlled redevelopment of central area with higher density corridors 2. Streets and Highway Networks A. 2001 - 1970 street and highway system, plus facilities which have been improved since 1970 or are under construction B. 2002 - 1970 street and highway system, plus facilities which have been improved, are being improved, or are committed for improvement or new construction C. 2002.1 - The same as 2002, with some minor corrections D. 2003 - The same as 2002.1, with the South Midtown and Chestnut Bridge deleted E. 2003.1 - The same as 2003, with the South Midtown deleted from 75th Street to 87th Street F. 2004 - The same as 2002.1, with Chestnut Bridge deleted, additional capacity on the ASB Bridge, lower speeds on the South Midtown and other less significant changes -67- > Tr.i.isit A. 106 - A limited improvement all bus system B. 107 - Major increases in transit service, including 58 miles of fixed guideway C. 109 - Similar to 107, but with different fixed guideway routes (68 miles) and an extensive bus system D. 110 - This is the provisional transit plan with 24 miles of fixed guideway and a modified local and express bus system KANSA S CITY ARE A TR ANSP ORTATION STUDY Test As sign ments Land Use Highway Network Transit Net w ork 1. 2000 A 2001 7003 2. 2000 A 2002 7003 3. 2000 A 2002.1 106 4. 2000 B 2002.1 7003 5. 2000 B 2002.1 107 6. 2000 B 2003 109 7. 2000 B (1)* 2003 109 8. 2000 B 2003.1 109 9. 2000 B 2004 110 *Trip distribution without South Midtown Freeway and Chestnut Bridge over Missouri River. See Exhibit (?) for the officially approved 1990 Major Street System. "The Plan" approved by Mid-America Regional Council - January, 1971, and the Missouri Highway Department March, .1971. EXISTING LAND USE MAP - 1970 KANSAS CITY AREA TRANSPORTATION STUDY ♦ » * • H METROPOLITAN p. wi mJCEST o\ \^\ yC>'L> * —M V w 9 * *. * J I •» > L ■* «» * 11 /\: A ' , ."+ti V . \ « • # a* •» L.—7—— — -, \ ■ I ^ / I 4 • » • * ■ - "* / B» \ M °- ^ 9 ' . . ^ •••■■ / T' 7 ^wV L I 4. ® . \- —S ^ \ *» i «. \ z-* J •!•- a* / Sj il • \ r' - -^s * 7* • -t. • • > • •• • • • » • • m • ^ • r J .t » ' „ LE AVENWORTH COURT Y WYANDOTTE* M ~ COURTS® • • • % ♦ I V I, LEAVEN WORTHgP*! %. . • ' vl fc' * 1' ■ • # • » « 4B. #S *9 ' or MISSO0*y KANSAS rw KENTUCKY Rn j J?/V£R A. US 73 10 MK W ' I ^ V L- I. I* 4 *Y' • . • • W >*TW ff< \*$\ . F T R O^^Ll ITA m k ySSFT;®** 1 r ! * I * m>^d 4/ w/STEELE GIBBS AVE %?*»< • f I / / *' T ' I —-I* # , #0 ;»'T 4BMVHJ • • I '• /J 1 • * ° I G? M 0 *0i >f 0 o <0 Q, »C H 'i U £ WS^rtdr • I *i m i "V t > •1 >C-> . '• ' •'# -i . >7^ ^ ^ 1 t ^ a 4 * I /• r • IL '' mmm -X r^MARTIN CIT »c. Liio 0. A MORSE'-'. OL XTHE • • 10k • W • • f BANNISTER*! L« o i|4i f w J ^ ^1 WF' I ^^HL_R^GE BLVB. o, £ [MOfcl ( M0 150 .. t COUNTY COUNTY jW^mO □ Residential I Commercial Proposed South Midtown Freeway Alternate Country Club Freeway Recreational □ Industrial Public & Quasi-Public O Shopping Center (Land use not to exact scale for illustration purposes) T SCALE IN MILES I ^ College t Senior High School The preparation of this map was financed in part through a comprehensive grant from the Department of Housing and Urban Development. March 1972. Kansas City Region INTERSTATE OTHER ROADS STATE LINE COUNTY LINE CORDON LINE H £<3 MID-AMERICA REGIONAL COUNCIL KANSAS CfTY REGION 3rd Floor, 20West 9th, Kansas City, Missouri 64105 KANSAS CITY AREA TRANSPORTATION STUDY * 1990 MAJOR STREET SYSTEM EXPRESSWAY OR FREEWAY ARTERIAL "The Plan" approved by Mid-America Regional Council-Jan. 1971 Missouri Highway Dept.-Mar. 1971 EXHIBIT® -70- 3. PROBABLE IMPACT OF THE PROPOSED ACTION ON THE ENVIRONMENT. Highways influence the growth of the economy by improving mobility for economic and social activities. Benefits of the freeway system include those received by people while using highways and benefits accruing to people and communities indirectly as a consequence of the highway's use. Beneficial environmental consequences to the user and non-user sometimes overlap. The South Midtown Freeway is expected to attract much of the vehicular traffic which presently use the major north-south streets between Troost and Prospect in Kansas City; thus, these people will benefit from a savings in vehicular operating cost as a result from the freeway's reduction to impediments to constant speed--such as steep grades, friction from entering and leaving traffic, traffic signals and stop signs. For example, the cost of one stop-and-retum-to-speed for a single 20-ton truck combination is estimated over 2074) 887 166 Total 3,005 1,919 4,924 All of the figures previously mentioned in this report pertain to the relocation activity carried on since the inception of acquisition on the Midtoim Project, nearly six years ago. All Relocation Assistance for the project has been handled by the Highway Department. No assistance was required from the Central Relocation Agency by the Department, thus, no assistance or payments were received from the Land Clearance for Redevelop- ment Authority of Kansas City, or the Central Relocation Office, as it has been known since September, 1973. All relocation activities were handled in strict concurrence with the guidelines set out by the Relocation Assistance Act of August, 1968, and any subsequent updates of this act. As of July 15, 1974, when statistics for this report were complied, the Department had completed acquisition of 1573 hardship parcels in the area from 75th Street North to 14th Street Interchange. Broken down into the three geographical areas previously described, this acquisition would be divided as follows: 20 parcels under hardship acquisition have been acquired in that portion of the project from 75th Street North to Gregory Boulevard. 395 parcels have been acquired under hardship acquisition in that section from Gregory Boulevard North to 59th Street. The Department has acquired 1158 parcels under hardship acquisition in the project path lying between 59th Street North to 14th Street Interchange. The acquisition of these hardship parcels necessitated the relocation of 4473 people during the six-years period the Department has been purchasing right of way for the Midtown Project. Acquisition of the remaining parcels is expected to take another four years with the relocation of the remaining families to be spread evenly over the four year period. The relocation on the entire Midtown Project is resultant of two types of acquisition; regular and hardship acquisition. On November 19, 1968, the Department received the first approval to acquire total takes on that section of the project South of Gregory Boulevard to 95th Street. Under this approval, the Department initiated negotiations on all of those parcels South of Gregory -75- Boulevard expecting the 20 parcels on the collector/distributor systems. Acqui- sition of any parcels North of Gregory Boulevard had to be handled under the hardship or protective buying clauses. Hardship acquisition has comprised the major portion of acquisition on the South Midtown Freeway Project. The process for this type of acquisition is initiated by the potential relocatee requesting, in writing, that his property be considered for advance acquisition. The potential relocatee generally lists any extenuating circumstances which may be the cause of his desire to expedite his acquisition by the Department. The Department gives consideration to the plight of the individual and requests authority to purchase the property in advance of regular acquisition. This method of acquisition has aided those in dire need of relocating in the immediate future rather than having to suffer hardships until the Department is in a position to acquire their property through regular acquisition. Property Acquired Through Hardship Acquisition 14th Street South to 59th Street 1. Number of tracts acquired through hardship acquisition. 1158 2. Number of separate living units that were owner-occupied. 618 3. Number of separate living units that were tenant-occupied. 476 4. Number of parcels purchased which were vacant. 256 5. Number of people who lived in owner-occupied households. 2047 6. Number of people who lived in tenant-occupied households. 1379 7. Number of displaced people who lived in owner-occupied units and were in the year: 1969 53 1970 109 1971 534 1972 796 1973 459 1974 96 8. Number of people who lived in tenant-occupied units and were displaced in the year: 1969 0 1970 85 1971 321 1972 553 1973 355 1974 65 -76- 9. Number of whites relocated in the year: 1969 33 1970 89 1971 226 1972 100 1973 35 1974 21 10. Number of minorities relocated in the year: 1969 20 1970 105 1971 629 1972 - 1249 1973 779 1974 140 11. Number of separate living units that were occupied by white owners 191 12. Number of separate living units that were occupied by minority owners 427 13. Number of separate living units that were occupied by white tenants 45 14. Number of separate living units that were occupied by minority tenants 431 15. Number of white people who occupied owner-occupied units 415 16. Number of minority people who occupied owner occupied units 1632 17. Number of white people who occupied tenant-occupied units 89 18. Number of minority people who occupied tenant-occupied units 1290 19. Average Fixed Payment Moving Cost paid in: 1969 - $ 278.95 (19 claims - $5,300.00 total payment) 1970 - $ 260.98 (61 claims - $15,920.00 total payment) 1971 - $ 452.95 (242 claims - $109,615.00 total payment) 1972 - $ 459.92 (407 claims - $187,190.00 total payment) 1973 - $ 428.75 (256 claims - $109,760.00 total payment) * 1974 - $ 461.12 (58 claims - $26,745.00 total payment) * As of July 15, 1974 20. Average Fixed Payment Moving Cost Claim for the project from 59th Street North to 14th Street. $435.79 (1043 claims - $454,530.00 total payment) -77- 21. Average Rental Subsidy Claim paid in: 1969 - $1,157.00 (7 claims - $8,099.00 total payments) 1970 - $1,005.65 (23 claims - $23,130.00 total payments) 1971 - $1,997.38 (73 claims - $145,809.00 total payments) 1972 - $1,561.39 (114 claims - $177,999.00 total payments) 1973 - $1,265.81 (102 claims - $129,113.00 total payments) * 1974 - $1,343.25 (16 claims - $21,492.00 total payments) * As of July 15, 1974 22. Average Rental Subsidy Claim for the project from 59th Street North to 14th Street. $1,509.37 (335 claims - $505,642.00 total payments) 23. Average Down-Payment Claim paid in: 1969 - No payment made 1970 - $1,120.00 (10 claims - $11,200.00 total payments) 1971 - $1,873.02 (45 claims - $84,286.00 total payments) 1972 - $1,821.86 (81 claims - $147,571.00 total payments) 1973 - $1,693.50 (40 claims - $67,740.00 total payments) * 1974 - $1,817.38 (13 claims - $23,626.00 total payments) * As of July 15, 1974 24. Average Down-Payment Claim for the project from 59th Street North to 14th Street. $1,769.43 (189 claims - $334,423.00 total payments) 25. Average Incidental Closing Costs associated with Down Payment Claims paid 1969 - No payments made 1970 - Mo payments made 1971 - $107.76 (11 claims - $1,185.34 total payments) 1972 - $85.22 (41 claims - $3,494.00 total payments) 1973 - $58.33 (21 claims - $1,235.60 total payments) * 1974 - $43.85 (7 claims - $307.00 total payments) * As of July 15, 1974 26. Average Incidental Closing Costs associated with Down-Payment Claims for the project from 59th Street North to 14th Street: $77.77 (80 claims - $6,221.94 total payments) -78- 27. Average Replacement Housing Payment paid in: 1969 - $2,572.57 (14 claims - $36,016.00 total payment) 1970 - $2,493.29 (31 claims - $77,292.00 total payment) 1971 - $3,248.57 (135 claims - $438,558.00 total payment) 1972 - $2,742.38 (164 claims - $449,751.00 total payment) 1973 - $3,269.43 (122 claims - $398,871.00 total payment) * 1974 - $3,949.46 (26 claims - $102,686.00 total payment) * As of July 15, 1974 28. Average Replacement Housing Payment for the project from 59th Street North to 14th Street: $3,055.23 (492 claims - $1,503,174.00 total payment) 29. Average Increased Interest Payment paid in: 1969 - No payments made 1970 - No payments made 1971 - $699.90 (58 claims - $40,594.00 total payments) 1972 - $811.38 (78 claims - $63,288.00 total payments) 1973 - $857.11 (51 claims - $43,713.00 total payments) * 1974 - $866.88 (9 claims - $7,802.00 total payments) * As of July 15, 1974 30. Average Increased Interest Payment for the project from 59th Street North to 14th Street: $792.84 (196 claims - $155,397.00 total payments) 31. Average Incidental Closing Cost Payment associated with Replacement Housing Payments paid in: 1969 - No payment made 1970 - No payment made 1971 - $61.75 (108 claims - $6,668.69 total payments) 1972 - $126.56 (134 claims - $16,958.81 total payments) 1973 - $147.00 (74 claims - $9,408.61 total payments) * 1974 - $55.99 (17 claims - $951.83 total payments) * As of July 15, 1974 32. Average Incidental Closing Cost Payment associated with Replacement Housing Payments for the project from 59th Street North to 14th Street: $105.22 (323 claims - $33,987.94) -79- 33. Total value of property acquired $10,893,886.00 34. Total estimated value of property yet to acquire $ 7,175,070.00 35. Total acreage acquired 156.255 36. Total acreage yet to acquire 92.858 Property Acquired Through Hardship Acquisition 59th Street Sout h to Gregory Boulevard 1. Number of tracts acquired through hardship acquisition. 395 2. Number of separate living units that were owner-occupied. 243 3. Number of separate living units that were tenant-occupied. 148 4. Number of parcels purchased through hardship acquisition which were vacant. 23 5. Number of people who lived in owner-occupied households. 608 6. Number of people who lived in tenant-occupied households. 391 7. Number of people who lived in owner-occupied units and were displaced in the year: 1969 - 2 1970 - 110 1971 - 307 1972 - 135 1973 - 49 1974 - 5 8. Number of people who lived in tenant-occupied units and were displaced in the year: 1969 - 0 1970 - 85 1971 - 173 1972 - 117 1973 - 16 1974 - 0 9. Number of whites relocated in the year: 1969 - 2 1970 - 170 1971 - 375 1972 - 181 1973 - 44 1974 - 2 -80- 10. Number of minorities relocated in the year: 1969 - 0 1970 - 25 1971 - 105 1972 - 71 1973 - 21 1974 - 3 11. Number of separate living units that were occupied by white owners 218 12. Number of separate living units that were occupied by minority owners 25 13. Number of separate living units that were occupied by white tenants 107 14. Number of separate living units that were occupied by minority tenants 15. Number of white people who occupied owner-occupied units 16. Number of minority people who occupied owner-occupied units 17. Number of white people who occupied tenant-occupied units 18. Number of minority people who occupied tenant-occupied units 19. Average Fixed-Payment Moving Cost Claim paid in: 1969 - $280.00 (1 claim - $280.00 total payments) 1970 - $254.63 (69 claims - $17,570.00 total payments) 1971 - $453.11 (170 claims - $77,030.00 total payments) 1972 - $462.72 (90 claims - $41,645.00 total payments) 1973 - $495.83 (24 claims - $11,900.00 total payments) * 1974 - $500.00 (2 claims - $1,000.00 total payments) * As of July 15, 1974 20. Average Fixed Payment Moving Cost Claim for the project from Gregory Boulevard North to 59th Street: $419.73 (356 claims - $149,425.00 total payments) 21. Average Rental Subsidy Claim paid in: 1969 - No payment made 1970 - $868.70 (27 claims - $23,455.00 total payments) 1971 - $2,041.39 (48 claims - $97,987.00 total payments) 1972 - $1,782.21 (19 claims - $33,862.00 total payments) 1973 - $973.40 (5 claims - $4,867.00 total payments) * 1974 - No payments made * As of July 15, 1974 41 510 98 264 127 -81- 22. Average Rental Subsidy Claim for the project from Gregory Boulevard North to 59th Street: $1,617.88 (99 claims - $160,171.00 total payments) 23. Average Down-Payment Claim paid in: 1969 - No payment made 1970 - $1,216.66 (9 claims - $10,950.00 total payments) 1971 - $2,111.42 (33 claims - $69,677.00 total payments) 1972 - $1,839.14 (21 claims - $38,622.00 total payments) 1973 - $1,739.83 (6 claims - $10,439.00 total payments) * 1974 - No payments made * As of July 15, 1974 24. Average Down Payment Claim for the project from Gregory Boulevard North to 59th Street: $1,879.53 (69 claims - $129,688.00 total payments) 25. Average Incidental Closing Costs associated with Down Payment Claims paid in: 1969 - No payments made 1970 - No payments made 1971 - $70.17 (12 claims - $841.99 total payments) 1972 - $82.51 (15 claims - $1,155.15 total payments) 1973 - $74.37 (3 claims - $193.13 total payments) * 1974 - No payments made * As of July 15, 1974 26. Average Incidental Closing Costs associated with Down Payment Claims for the project from Gregory Boulevard North to 59th Street: $73.00 (30 claims - $2,190.27 total payments) 27. Average Replacement Housing Payment paid in: 1969 - $2,479.00 (1 claim - $2,479.00 total payments) 1970 - $2,029.60 (35 claims - $71,036.00 total payments) 1971 - $2,685.57 (98 claims - $263,186.00 total payments) 1972 - $2,642.24 (41 claims - $108,332.00 total payments) 1973 - $3,268.50 (12 claims - $39,222.00 total payments) * 1974 - $4,075.00 (2 claims - $8,150.00 total payments) * As of July 15, 1974 28. Average Replacement Housing Payment for the project from Gregory Boulevard North to 59th Street. $2,605.31 (189 claims - $492,405.00 total payments) -82- 29. Average Increased Interest Payment paid in: 1969 - No payments made 1970 - No payments made 1971 - $1,332.92 (42 claims - $55,983.00 total payments) 1972 - $1,143.95 (20 claims - $22,879.00 total payments) 1973 - $839.00 (7 claims - $5,873.00 total payments) * 1974 - $1,663.00 (1 claim - $1,663.00 total payments) * As of July 15, 1974 30. Average Increased Interest Payment for the project from Gregory Boulevard North to 59th Street. $1,234.25 (70 claims - $86,398.00 total payments) 31. Average Incidental Closing Cost Payment associated with Replacement Housing Payments paid in: 1969 - No payments made 1970 - No payments made 1971 - $64.25 (68 claims - $4,369.25 total payments) 1972 - $121.36 (36 claims - $4,368.95 total payments) 1973 - $90.05 (12 claims - $1,080.68 total payments) * 1974 - $50.40 (2 claims - $100.80 total payments) * As of July 15, 1974 32. Average Incidental Closing Cost Payment associated with Replacement Housing Payments for the project from Gregory Boulevard North to 59th Street. $84.06 (118 claims - $9,919.68 total payments) 33. Total value of acquired property: $4,836,380.00 34. Total value of property yet to acquire: $ 826,600.00 35. Total acreage acquired: 65.728 36. Total acreage yet to acquire: 6.056 Property Acquired Through Hardship Acquisition Gregory Boulevard South to 75th Street 1. Number of tracts acquired through hardship acquisition: 20 2. Number of separate living units that were owner-occupied: 15 3. Number of separate living units that were tenant-occupied: 4. Number of parcels purchased through hardship acquisition that were vacant: 3 3 5. Number of people who lived in owner-occupied households: 43 -83- 6. Number of people who lived in tenant-occupied households: 5 7. Number of people who lived in owner-occupied units and were displaced in the year: 1971 - 20 1972 - 17 1973 - 6 8. Number of people who lived in tenant-occupied units and were displaced in the year: 1971 - 4 1972 - 1 1973 - 0 9. Number of whites relocated in the year: 1971 - 8 1972 - 18 1973 - 6 10. Number of minorities relocated in the year: 1971 - 16 1972 - 0 1973 - 0 11. Number of separate living units that were occupied by white owners 13 12. Number of separate living units that were occupied by minority owners 2 13. Number of separate living units that were occupied by white tenants 1 14. Number of separate living units that were occupied by minority tenants 2 15. Number of white people who occupied owner-occupied units 31 16. Number of minority people who occupied owner-occupied units 12 17. Number of white people who occupied tenant-occupied units 1 18. Number of minority people who occupied tenant-occupied units 4 19. Average Fixed-Payment Moving Cost Claim paid in 1971 - $483.33 (6 claims - $2,900.00 total payments) 1972 - $471.43 (7 claims - $3,300.00 total payments) 1973 - $500.00 (3 claims - $1,500.00 total payments) -84- 20. Average Fixed Payment Moving Cost Claim for the project South of Gregory to 75th: $481.25 (16 claims - $7,700.00 total payments) 21. Average Rental Subsidy Claim paid in: 1971 - No payment made 1972 - $648.00 (1 claim - $648.00 total payments) 1973 - $960.00 (1 claim - $960.00 total payments) 22. Average Rental Subsidy Claim for the project South of Gregory to 75th: $804.00 (2 claims - $1,608.00 total payments) 23. Average Down-Payment Claim paid in: 1971 - $2,000.00 (2 claims - $4,000.00 total payments) 1972 - No payment made 1973 - No payment made 24. Average Down Payment Claim for the Project South of Gregory Boulevard to 75th Street: $2,000.00 (2 claims - $4,000.00 total payments) 25. Average Incidental Closing Costs associated with Down-Payment Claims paid in: 1971 - No payments made 1972 - No payments made 1973 - No payments made 1974 - No payments made 26. Average Incidental Closing Costs associated with Down-Payment Claims for the project South of Gregory Boulevard to 75th Street: No payments made 27. Average Replacement Housing Payment paid in: 1971 - $4,493.50 (6 claims - $26,961.00 total payments) 1972 - $4,306.00 (5 claims - $21,530.00 total payments) 1973 - $4,203.50 (2 claims - $8,407.00 total payments) 1974 - No payments made 28. Average Replacement Housing Payment for the project South of Gregory Boulevard to 75th Street: $4,376.77 (13 claims - $56,898.00 total payments) -85- 29. Average Increased Interest Payment paid in: 1971 - $1,822.66 (3 claims - $5,468.00 total payments) 1972 - $1,070.00 (2 claims - $2,140.00 total payments) 1973 - $1,663.00 (1 claim - $1,663.00 total payments) 1974 - No payments made 30. Average Increased Interest Payment for the project South of Gregory Boulevard to 75th Street: $1,545.17 (6 claims - $9,271.00 total payments) 31. Average Incidental Closing Cost Payment associated with Replacement Housing Payments paid in: 1971 - $60.26 (5 claims - $301.30 total payments) 1972 - $132.44 (5 claims - $662.20 total payments) 1973 - $80.15 (2 claims - $160.30 total payments) 1974 - No payments made 32. Average Incidental Closing Cost Payment associated with Replacement Housing Payments for the project from South of Gregory Boulevard to 75th Street: $242,550.00 $ 8,800.00 3.70 $93.65 - (12 claims - $1,123.80 total payments) 33. Total value of property acquired 34. Total value of property to be acquired 35. Total acreage acquired 36. Total acreage to be acquired 0.14 SUMMARY OF HARDSHIP ACQUISITION (14th Street to 75th Street) 1. Number of tracts acquired through hardship acquisition: 1573 2. Number of separate living units that were owner-occupied: 876 3. Number of separate living units that were tenant-occupied: 627 4. Number of parcels purchased through hardships acquisition which were vacant. 282 5. Number of people who lived in owner-occupied households. 2698 6. Number of people who lived in tenant-occupied households. 1775 7. Number of people who lived in owner-occupied units and were displaced in the year: 1969 - 55 1970 - 219 -86- 1971 - 861 1972 - 948 1973 - 514 * 1974 - 101 * As of July 15, 1974 8. Number of people who lived in tenant-occupied units and were displaced in the year: 1969 - 0 1970 - 170 1971 - 498 1972 - 671 1973 - 371 1974 - 65 9. Number of whites relocated in the year: 1969 - 35 1970 - 259 1971 - 609 1972 - 299 1973 - 85 1974 - 23 10. Number of minority relocated in the year: 1969 - 20 1970 - 130 1971 - 750 1972 - 1320 1973 - 800 1974 - 143 11. Number of separate living units that were occupied by white owners 422 12. Number of separate living units that were occupied by minority owners 454 13. Number of separate living units that were occupied by white tenants 153 14. Number of separate living units that were occupied by minority tenants 474 15. Number of white people who occupied owner-occupied units 956 16. Number of minority people who occupied owner-occupied units 1742 17. Number of white people who occupied tenant-occupied units 354 18. Number of minority people who occupied tenant-occupied units 1421 -87- 19. Average Fixed-Payment Moving Cost Claim. $432.27 (1415 claims - $611,655.00 total payments) 20. Average Rental Subsidy Claim. $1,530.78 (436 claims - $667,421.00 total payments) 21. Average Down-Payment Claim. $1,800.43 (260 claims - $468,111.00 total payments) 22. Average Incidental Closing Cost Claim associated with Down-Payment Claims. $76.47 (110 claims - $8,412.21 total payments) 23. Average Replacement Housing Claim. $2,957.46 (694 claims - $2,052,477.00 total payments) 24. Average Increased Interest Payment. $923.04 (272 claims - $251,066.00 total payments) 25. Average Incidental Closing Cost Claim associated with Replacement Housing Claims. $99.41 (453 claims - $45,031.42 total payments) Total Number of People Relocated Through Hardship Acquisition A. South of Gregory Boulevard to 75th Street 48 B. Gregory Boulevard North to 59th 999 C. 59th Street North to 14th Street 3426 Total 4473 Total Number of Whites Relocated Through Hardship Acquisition A. South of Gregory Boulevard to 75th Street 32 B. Gregory Boulevard North to 59th Street 774 C. 59th Street North to 14th Street 504 Total 1310 Total Number of Minorities Relocated Through Hardship Acquisition A. South of Gregory Boulevard to 75th Street 16 B. Gregory Boulevard North to 59th Street 225 C. 59th Street North to 14th Street 2922 Total 3163 Total Value of property acquired under hardship acquisition $16,062,816.00 -88- Total Value of property yet to be acquired $ 8,010,470.00 Total acreage acquired under hardship acquisition 225.683 Total acreage to be acquired in the area between 14th 75th 99.054 Property Acquired Through Regular Acquisition Regular Acquisition on Gregory Boulevard South to 95th 1. Number of tracts acquired through regular acquisition. 185 2. Number of separate living units that were owner-occupied. 101 3. Number of separate living units that were tenant-occupied. 45 4. Number of people who lived in owner-occupied units and were displaced in the year: 1969 - 218 1970 - 57 1971 - 21 1972 - 9 1973 - 2 1974 - 0 5. Number of people who lived in tenant-occupied units and were displaced in the year: 1969 - 92 1970 - 48 1971 - 4 1972 - 0 1973 - 0 1974 - 0 6. Number of whites relocated in the year: 1969 - 285 1970 - 101 1971 - 25 1972 - 2 1973 - 2 1974 - 0 7. Number of minorities relocated in the year: 1969 - 25 1970 - 4 1971 - 0 1972 - 7 1973 - 0 1974 - 0 8. Number of separate living units that were occupied by white owners 97 -89- 9. Number of separate living units that were occupied by minority owners 4 10. Number of separate living units that were occupied by white tenants 42 11. Number of separate living units that were occupied by minority tenants 3 12. Number of white people in owner-occupied units 292 13. Number of minorities in owner-occupied units 15 14. Number of white people in tenant-occupied units 123 15. Number of minority people in tenant occupied units 21 16. Number of dwelling units that were vacant at the time of acquisition 15 17. Total value of property acquired under regular acquisition $3,223,855.00 18. Total acreage acquired 95.87 SUMMARY OF HARDSHIP AND REGULAR ACQUISITION FROM 14TH TO 95TH STREET 1. Total number of tracts acquired. 1758 2. Total number of separate living units that were owner- occupied. 977 3. Total number of separate living units that were tenant- occupied. 672 4. Total number of people who lived in owner-occupied units. 3005 5. Total number of people who lived in tenant-occupied units. 1919 6. Total number of whites relocated. 1725 7. Total number of minorities relocated. 3199 8. Total number of separate living units that were occupied by white owners. 519 9. Total number of separate living units that were occupied by minority owners. 458 10. Total number of separate living units that were occupied by white tenants. 195 11. Total number of separate living units that were occupied by minority tenants. 477 12. Total number of white people in owner-occupied units. 1248 -90- 13. Total number of minority people in owner-occupied units. 1757 14. Total number of white people in tenant-occupied units. 477 15. Total number of minority people in tenant-occupied units. 1442 16. Total number of vacant units acquired. 297 17. Total value of property acquired. 18. Total value of property yet to be acquired. *$19,202,211.00 *$ 8,568,570.00 19. Total acreage acquired. 310.2 20. Total acreage yet to be acquired. 110.2 *N0TE: The right of way cost shown is the value of the property and does not include incidental cost for appraising or acquiring the right of way. Past Relocation Since the information for this report was compiled by reviewing the Project Relocation Record (South Midtown Statistics only) and sorting out those tracts which had been acquired and the relocatee had completed his move, the statis- tics in this study represent tracts on which the relocatee has occupied ade- quate replacement housing. Adjudging these replacement units as adequate is based on the mandatory decent, safe, and sanitary inspection that each unit must pass before any payments can be made to eligible relocatees. These decent, safe, and sanitary inspections were made in accordance with the guidelines set out in the Relocation Assistance Act of 1968, and subsequent updates of the The conclusion would suggest that adequate replacement housing has been available enough to absorb over 4900 people in the 6 years acquisition has been going on on the South Midtown Project. With slightly over 70 percent of the parcels acquired on Midtown Project, the major portion of the displace- ment has already taken place and the remaining acquisition will not cause any more problem than the relocation over the past 6 years. In the early stages of relocation on the South Midtown Freeway the Depart- ment of City Development of Kansas City made a study of 805 cases of relocation on the freeway corridor. The following summary tables and maps of the corridor areas show the demographic characteristics, relocation statistics and the loca- tion by the dislocatees. N = The number of cases studied. Act, -91- Demographic Characteristics of Census Tracts in Freeway Corridor: 1970 Census % Med. Families Med. Value Owner Corridor 2- s> Family Below Median Owner Occ. Occ. Medi; Areas C.T. Negro Income Poverty Education Units Units Rent Area I (1-70- 31st St.) 14 36.9 $ 4500 34.1 9.3 -* 1.8 $ 69 27 55.6 - * - * 7.8 $ 7500 23.4 53 31 30.4 4304 37.3 10.7 12400 14.2 47 32 98.9 5238 30.2 9.6 6800 26.1 49 40 97.8 6411 26.2 10.1 8100 38.3 60 41 97.7 5485 25.5 9.3 7200 29.1 52 Area II (31st - 47th St) 54 93.2 $ 5990 27.5 9.9 $ 8600 32.4 $ 65 55 94.6 6241 23.4 10.9 8500 49.7 67 62 92.1 7377 24.2 10.6 8800 55.8 73 63 52.5 7337 11.8 12.1 8200 33.9 85 Area III (47th - 63rd St) 76 65.8 $ 8462 9.2 12.0 $10700 76.9 $ 87 77 87.2 8163 14.3 11.2 9200 61.4 83 79 66.2 9083 11.0 12.1 11000 72.6 88 80 62.1 8806 7.7 12.1 10500 75.0 87 Area IV (63rd St § South) 88 40.3 $10244 6.1 12.2 $11700 70.2 $105 89 39.0 9549 7.1 12.1 12700 75.7 103 96 0.7 8155 10.1 10.5 10600 67.9 80 * Data Suppressed -92- DEMOGRAPHIC CHARACTERISTICS OF HEAD OF THE HOUSEHOLD RACE White Minority Residual All cases (805) 58.3% 39.4% 2.1% SEX Male Female Residual All cases (805) 69.8% 28.1% 2.1% RACE/SEX OF HEAD Male Female Residual White 41.6% 16.7% XX Minority 28.1% 11.3% XX RACE/SEX OF HEAD FOR AREAS White Male Minority Male White Female AREA I (%) AREA II (%) AREA III (%) AREA IV (%) 19.1 36.5 66.8 45.2 50.4 32.9 10.2 9.5 10.7 18.4 19.8 OWNERSHIP STATUS BY RACE/ SEX OF HEAD Minority Female 45.2 17.6 9.0 1.6 All Cases (805) Owned 64.6% Rented 33.7% Residual 1.4 White Male (335) (%) 72.1 Minority Male (227) (%) 59.4 White Female (135) (%) 71.8 Minority Female (91)(%) 42.7 Residual (17) XX 25.6 39.5 26.5 57.0 XX 2.0 0.8 1.4 XX 21402 GlAOSTONI 20902 n~<- 30103 21002 JS 20601 1970 CENSUS TRACTS KANSAS CITY, MISSOURI 35 01 ioaoi 10802 SOUTH MIDTOWN FREEWAY 107.02 125.01 NUMBER OF RELOCATE FAMLIES PER TRACT 125.021 104.02 12701 12702 RANGES 10301 12802 13001/ 13002 12902 NONE 10102 10202 13Z01 13402 MINORITY OWNERS 13401 134.03 94 \ / SOUTH MIDTOWN FREEWAY NUMBER OF RELOCATE FAMLIES PER TRACT RANGES 1-4 i i 58 912 mm 1318 19 22 NONE 23 33 NONE 34-44 WHITE OWNERS -95- LENGTH OF RESIDENCY BY SEX/RACE OF HEAD Minority Minority White Male Male White Female Female Residual 1 yr § less (91) 36.2% 36.2 5.4 17.5 XX 2-4 yrs (145) 31.7% 42.1 10.3 0.7 -- 5-10 yrs (178) 43.3% 36.5 10.7 9.0 XX 11 and (341) 47.8% 15.0 26.4 8.5 XX Residual (50) XX XX XX XX XX OWNERSHIP STATUS BY HOUSEHOLD SIZE Owned Rented Residual All Cases (805) 64.6% 33.7% 1.4% 1 Person (%) 64.2 34.0 1.6 2 Persons (%) 74.0 22.7 3.0 3 Persons (%) 53.2 46.6 -- 4-5 Persons (%) 59.9 40.2 6-8 Persons (%) 59.2 39.4 1.3 9 Persons or more (%) 71.4 28.6 -96- MAJOR TYPES OF HOUSEHOLD COMPOSITION FOR CORRIDOR HOUSEHOLD COMPOSITION: AREA I AREA II AREA III AREA IV 1) Husband/Wife 17.8% 19.0% 27.7% 32.2% 2) Husband/Wife/Child 16.6 35.8 34.6 35.7 3) Person Alone 40.4 22.9 22.0 18.5 4) All Others 23.4 21.2 14.5 10.5 HOUSEHOLD COMPOSITION FOR CORRIDOR AREAS HOUSEHOLD COMPOSITION: AREA I AREA II AREA III AREA IV a) Husband/Wife 17.8% 19.0% 27.7% 32.2% b) Husband/Wife/Child 16.6 35.8 34.6 35.7 c) Mother/Child 15.4 12.2 7.2 3.1 d) Father/ChiId 1.1 1.4 1.2 e) Parent/Child/Relative 3.8 2.5 1.9 f) Non-parental adult/Child g) Husband/Wife/Relative 2.3 0.7 0.7 0.9 h) Adult/Relative 3.5 0.3 0.3 i) Unrelated Indivuals 0.7 1.4 1.9 j) Person Alone 40.4 22.9 22.0 18.5 k) Husband/Wife/Unrelated Other 1.1 3.8 1.0 1.2 97 — r 21402 20801 20902 ru,- 30103 210 02 20901 20*01 1970 CENSUS TRACTS KANSAS CITY, MISSOURI 108O1 SOUTH MIDTOWN FREEWAY 10802 10702 12501 NUMBER OF RELOCATE FAMLIES PER TRACT 125021 12702 RANGES 10301 12802 13O01. WHITE FAMILIES 134.01 114.02 -98- MOUSING TYPE FOR AREAS IN THE CORRIDOR Single Family Units Multi Family Units Residual Number of Units (805) 734 67 4 % of Units 91.1% 8.2% 0.4% AREA I (%) 75.0% 24.9% XXX AREA II (%) 88.5 11.4 XXX AREA III (%) 94.2 5.7 XXX AREA IV (%) 93.9 OWNERSHIP STATUS 4.6 FOR AREAS XXX OWNED RENTED RESIDUAL All Units (805) 521 272 12 % Distribution 64.6% 33.7% 1.4% AREA I (%) 54.7% 44.0% XXX AREA II (%) 57.2 41.9 XXX AREA III (%) 72.1 26.9 XXX AREA IV (%) 63.8 33.5 XXX 99 -r 214.02 301.03 30102 210 02 209.01 26202 1970 CENSUS TRACTS KANSAS CITY, MISSOURI igapa. 10801. SOUTH MIDTOWN FREEWAY 10802 p 107.02 12501 104.01 NUMBER OF RELOCATE FAMLIES PER TRACT 125.021 I104.02T 126 12701 12702 RANOES 12801 103.01 12002 13001/ 13Q02 " 141 \t PART ■ BMBtt is_ 12802 10102 3 132.01 13402 MINORITY FAMILIES 134.01 -100- CORRIDOR OWNERSHIP BY RELOCATION OWNERSHIP Relocation Ownership : All Cases (305) Own Corridor Ownership Rent Residual Own Rent Residual 421 (52.3) 128 (15.9) XX 100 (12.4) 144 (17.9) XX XX XX XX CORRIDOR OWNERSHIP BY RELOCATION OWNERSHIP Original Owners Original Renters Own/Own Own/Rent Rent/Own Rent/Rent Residual All Cases (805) 52.2% 12.4% 17.8% 15.9% l.: AREA I (84) 35.7% 19.0 25.0 19.0 XX AREA II (131) 42.7% 14.5 19.0 22.9 XX AREA III (277) 60.6% 11.5 11.1 15.8 XX AREA IV (313) 53.3% 10.5 21.4 12.1 XX 101 -102- Ownership Status Own/Own (%) Own/Rent (%) Rent/Own (%) Rent/Rent (%) Residual ORIGINAL DWELLING UNIT BY RELOCATION DWELLING UNIT Original Unit Single F . Multi F. Duplex Residual Relocation Unit: N % N % N 't ■ • N % All Cases (805) 679 100.0 110 100.0 8 100.0 8 100.0 Single Family 645 94.9 77 70.0 6 75.0 6 75.0 Multi-Family 21 3.0 26 23.6 1 12.5 1 12.5 Duplex 10 1.4 7 6.3 1 12.5 I Residual 3 XX 12.5 OWNERSHIP STATUS BY HOUSING TYPES Single Family Unit 98.0 98.0 70.1 86.7 XX Multi Family Unit 1.5 2.0 28.4 13.1 XX Residual 0.2 1.3 XX -103- All Cases (805) % Distribution LENGTH OF RESIDENCY IN CORRIDOR 1 yr. or Less 91 11.3% 2-4 yrs. 5-10 yrs, 145 178 17.8% 22.03 11 8 341 42.3% Residual 50 6.2% AREA I (%) AREA II (%) AREA III (%) AREA IV (%) 11.9 12.2 8.3 13.4 9.3% 23.5 15.8 19.6 16.6% 25.1 25.1 19.4 OWNERSHIP STATUS BY LENGTH OF RESIDENCY ORIGINAL OWNERS 57.1 29.7 46.1 40.2 4. 7° 9.1 4.3 7.0 ORIGINAL RENTERS LENGTH OF RESIDENCY: Own/Own Own/Rent Rent/Own Rent/Rent Res. Average Length of Residency 14.4 22.2 4.5 3.6 XX 1 Year or less (91) (%) 7.6 49.4 41.7 XX 2-4 Years (145) (%) 33.1 4.1 24.1 37.9 XX 5-10 Years (178) (%) 72.5 8.4 12.9 3.9 XX 11 Years or more (341) (%) 68.9 23.2 3.8 2.6 XX Residual (50) XX XX XX XX -104- DISTRIBUTION OF RELOCATEES FOR AREAS Area I Area II Area III Area IV N % N % N % N % All Cases (805) 84 100.0 131 100.0 277 100.0 313 100.0 In Kansas City Tracts 74 88.1 117 89.3 200 72.2 203 64.9 Outside Kansas City: -Urban Missouri -- -- -- -- 5 1.8 9 2.9 -Suburban Missouri 1 1.2 4 3.0 29 10.5 58 18.5 -Rural Missouri 1 1.2 4 3.0 21 7.6 15 4.8 -Urban Kansas City,Ks . 2 2.4 1 0.8 4 1.4 1 0.3 -Suburban Kansas City * Ks. 1 1.2 - - 1 0.4 1 0.3 -Urban Kansas - , - - - 1 0.4 1 0.3 -Suburban Kansas - - 1 0.8 10 3.6 12 3.8 -Rural Kansas - - - - - - 5 1.6 -Other 5 6.0 4 3.0 6 2.2 8 2.6 105 \ 5 302 01 2ie 213 216 PART J] KANSAS CI" NO 302 03 30202 212 . ,1**1 WAOKONIS '/.V. 211 OlAOSTOM 30102 Ltii OLADSTC TH«T 1 0 ** v T fSS5L «TH i »i»c<' V > Koi " : OAKWOOO IS" , 210 02 1970 CENSUS TRACTS KANSAS CITY, MISSOURI SOUTH MIDTOWN FREEWAY AREA I NUMBER OF RELOCATE FAMLIES PER TRACT RANGES 1-4 CZZD 5-8 NONE 912 I I 13-18 NONE 19 22 NONE 23 33 NONE 34-44 NONE 20602 - 1-11 26 gjMMBBBa in 85 1 92 ' 99 « « aj 86 a? 2ij 22 21 X ri- 20 5901 ► j 11! 114 01 113 119 'loaoi,-^ 121 120 i 123 122 146 107.02 ' 124 106 e93 94 | 5." 98 100 10102 i < '"•J '03-02/ 5 103.01 y/ 7 w* 01 : 12901 12902 132.01 134.02 134.03 I 134.01 +340J I 142 139 136 138 -C°°* '°1 135 106 x___x 219 302 01 213 \ f {ItANtAt cut mo 212 lAKf WAUKOMIS 211 GLADSTONE 300 268 02 203 c ; "202 02 .;| 20601 "Is 207 /•AN DO I'M 20602 fl-4 1970 CENSUS TRACTS KANSAS CITY, MISSOURI a .1 • I C,IK o r - sJX »; R SECTION 2 STA. 75+00 TO 140+00 119 SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 Hffil UNACQUIRED PROPERTY AS OF JULY 1974 REVISED JANUARY 6, 1972' 29TH STREET SECTION NO. 3 STA. 140+00 TO 190+00 • .•T'V&v* //&■, -nVx^' "" Yv : x = sou th midtown freeway -S 1 jy ', • j UNACQUIRED PROPERTY AS OF JULY 1974 - ^ . jvj ,M — *"'''" El&lftl ADDITIONAL PROPERTY TO BE ACQUIRED 120 SECTION NO. 4 STA. 190+00 TO 250+00 12 l SECTION NO. 6 STA. 274+00 TO 325+00 • , ; ' 4j{ Cr CHESTNUT AVF SOUTH MIDTOWN FREEWAY ft? U.S. ROUTE 71 fOU-U- feSKKM UNACQUIRED PROPERTY AS OF JULY 1974 •V "Tr-'v •"4/// 4' >i ;~r'- 4+fFT., v ■//" 7 ' < 74. £.. - ■ - • . • ". . PROSPECT AVE 122 MONTGALL AVE. *f -•""'Vkqskct"ave' " TT"*• Jl. ' T^lU V-'! ''■--- • • * - • : • •'■v fr^'fcrrf* >1 .ui? - ■tfi- £ ' ~t •YV "*>• Vy SECTION NO. 7 STA. 325+00 TO 375+00 1 \. 123 r 124 ST. LOUIS SF. RR CABLE RD MIDTOWN FREEWAY U.S. ROUTE 71 UNACQUIRED PROPERTY AS OF JULY 1974 i SOUTH SECTION NO. 11 STA. 522+00 TO 589+00 -125- Anticipated Replacement Housing Over the past six years that the South Midtown Freeway acquisition has been taking place, the real estate market has been able to absorb every person displaced by the project who stayed in the Municipal Area. The Missouri State Highway Department is of the opinion that the normal real estate activity in the municipal area will continue to provide the same number, or an even larger number, of replacement living units to a smaller number of relocatees. Since the relocation of the remaining units is expected to be spread evenly over the next four years, the market should not be strained beyond capabilities. Since the relocation process is to be gradual, the absorption into replacement housing should also be gradual. The Department bases this assumption on the number of vacant properties available for occupancy at the time this study is being prepared and the fact that fewer relocatees remain to be displaced. An estimate of the replacement housing units which will be available to those displaced during the next four years can be made by reviewing the resources available to the Highway Department. As required by Federal guide- lines, the Highway Department Relocation Office maintains a file of available rental and sales units for referral to relocatees who request assistance in locating replacement housing. Individuals wishing to sell their homes privately supply a portion of the listings in this file. Several real estate agents in the municipal area augment this file by supplying information on houses they wish to sell. In addition, the Department subscribes to a weekly publication known as the Multiple Listing Service. The Multiple Listing Service is a publication that combines the many real estate listings of several real estate firms into one quick-reference manual. At present 58 different real estate companies contribute listings to each week's publica-. tion. Representative of the volume of listings, the Multiple Listing Services Publication for the week of August 6, 1974, contained 770 active listings from the entire municipal area. This issue included 74 new listings over the previous week. It must be pointed out that not all of these listings are residential; however, 157 pages out of 212 pages in the issue catalogued residential units, with the remaining pages dedicated to commercial and resort properties. It must be recognized that all of the listing in this publication could not be acquired within the means of the average relocatee. However, many of the properties are available to relocatees and each week several of those being displaced ask to review the Multiple Listing Service Book for addresses of properties on the market. Copies of the Apartment Guide of Greater Kansas City supplement the available housing file in the area of rental units on the market. The current issue lists over 150 multi-unit complexes with vacancies. In addition, the Relocation Office receives regularly the lists of avail- able property from the Veterans Administration and the Federal Housing Admin- istration. Representative of the volume of these listings, the HUD listing for the week of August 13, 1974, contained 125 "repaired properties" available for occupancy. -126- Finally, the Department subscribes to the local newspapers, The Kansas City Times and Star and The Call in addition to most of the suburban news- papers in the municipal area. The Kansas City Times and Star real estate sections reflect the daily market of units available to those searching for living units. As with many newspapers, the Sunday Edition contains the most complete assemblage of listings, so reference is made to the Kansas City Star , Sunday, August 4, 1974. This issue contained 17 pages of real estate listings located through-out the paper's distribution area. Information supplied by the Home Builder's Association of Kansas City also helps substantiate the contention that adequate replacement housing will be available to absorb all those displaced by public and private relocation activities in the future three or four years. Statistics provided by the Home Builder's Association pertain to the number of living units completed in the six metropolitan Kansas City counties. In Missouri, these counties include Jackson, Platte, Clay and Cass Counties. Wyandotte and Johnson Counties are two Kansas Counties served by the Home Builder's Association. The first set of statistics provided by the Home Builder's Association show a yearly breakdown of the completions of single-family and multi-family living units within the city limits of Kansas City, Missouri. 1969 1970 1971 1972 1973 Single 787 1010 1283 828 839 Multi 2024 2304 2207 2235 2159 The following table affords a yearly breakdown of all single and multi- family units completed in the entire six county area served by the Home Builder's Association. 1969 1970 1971 1972 1973 Single 3682 4800 4321 4170 5010 Multi 4682 5129 7288 6606 4923 Since past studies have shown that most of those displaced by the Midtown Project relocate in the same general area as the project, the last set of statistics list the single and multi-family unit completions in the same county as the Freeway Project, Jackson County. These figures are in addition to those figures on completions of units inside the city limits of Kansas City, Missouri. 1969 1970 1971 1972 1973 Single 1112 1631 1192 1218 831 Multi 385 667 843 1201 573 The Home Builder's Association predicts that 1974 construction is expected to average about 60% of the 1973 figures. Even with this drop expected in 1974 because of a tight money market, each unit which is completed does represent an -127- increase in the number of replacement units available. Admittedly, some of these new units would be consumed by new family starts. Most, however, would represent an upgrading from a present living unit by a family who has outgrown their home or whose bettered financial status enables them to move to more expensive housing. The homes left by this segment of the population would then be available to the average displacee. Combining the total of the above mentioned resources, would result in a conservative estimate of about 1700 separate living units available during the first weeks of August, 1974. To further substantiate the availability of replacement living units and at the same time abstain from relying on "turnover" housing, the Department refers to the Kansas City, Missouri-Kansas Area Postal Vacancy Survey, September 15, 1973 . This survey was conducted by the U.S. Postal Service under an agreement with the U.S. Department of Housing and Urban Development, and included data from 15 participating postmasters. The survey reported at 3.7 percent vacancy rate on a possible 519,048 deliveries within the entire reporting area. Trimming the survey data down to include just the municipal area the following statistics are obtained: Mobile Homes Apartments Residences All Deliveries Total 667 54,159 129,653 184,479 Vacant 26 4,001 3,842 7,869 Percent Vacant 3.9 7.4 3.0 4.3 Admittedly, the 4.3 percent vacancy rate obtained could include some non-decent, safe, and sanitary units although boarded up units not meant for occupancy were not included in the survey. Also, the trend in the year since the survey was done seems to lower the apartment unit vacancy rate since more families are choosing to rent living units. It should also be noted the Missouri Highway Department relocated 1628 people in one year, 1972, while there are 1604 people remaining to be relocated in four years. The future rate of relocation can be handled without problems. Last Resort Housing Even with the apparently adequate number of replacement living units cited in the preceding paragraphs, an occasion could possibly arise where, due to extreme circumstances, a displaced family would be unable to find an adequate replacement unit within their means. Under these circumstances, the Department would initiate their "last resort housing" option. This plan allows the Depart- ment, if it agrees that no replacement unit is available within the financial means of the relocatee, to either build or buy directly adequate housing for the displaced family. -128- Supplied with the information from the Building Association and considering the number of available units on the market as of this date, the Department firmly believes that any individual or family that will be displaced by the South Midtown Project will be able to relocate in adequate, decent, safe, and sanitary replacement housing. Since a Relocation Agent is assigned to each living unit, the resources available to make this report are also available to each living unit through the Relocation Agent. The information is also readily available to any person who, though not actually being displaced, is caused a hardship by living adjacent to the Right of Way taking. With the relocation agent acting as liaison between the relocatee and the real estate market, every person displaced should be quickly and efficiently relocated into adequate replacement housing. Included are reviews of three reports, Housing and Relocation , and Housing Market Analysis - Kansas City, Missouri, and Model Cities Revised Relocation Plan . Housing and Relocation is a publication of the City Development Department of Kansas City, published, September 1970. Although the report is outdated at this time, this report offers some useful information regarding the relocation activities of the various agencies in the Kansas City area. However, we feel this report is too negative in scope because it deals with "projected figures" on how many people are going to move, and how much income these relocatees are going to be making at the time of their displacement. The statistics contained in the Environmental Impact Study are based on actual displacements on record with the agencies which have caused the displacements. The Housing and Market Analysis - Kansas City, Missouri , is a more current appraisal of the housing situation published in April 1973 by SPA/REDCO, Inc. to the Kansas City, Missouri, Model Cities Agency. The same problem exists with this report as existed with the Housing and Relocation report by City Development. The SPA/REDCO, Inc. report also "projects" a large number of potential relocatees. This figure is based on two kinds of projected dis- placements; those people who will actually be displaced by governmental or private actions, and those people who need to be re-housed even though they probably have no means to relocate. Because the Model Cities Report includes those people who need to relocate but are financially unable or have no initia- tive to move, the report affords a negative conclusion on the availability of replacement housing for future displacement. The Highway Department contends that the availability of replacement housing for those living units yet to be displaced should be based on the actual number of units which will be relocated by private or governmental actions. These family units will have the incentive to move and, through Relocation Services, they should have the means with which to relocate, We recognize the fact that there are many fami- lies who need to relocate from their present situation, but do not have, and may never have, the means with which to do so. For this reason, the Department does not feel that those who need to relocate, but probably never will, should be included in future market for replacement housing units. The Department feels that the information compiled for this report confirms that adequate decent, safe, and sanitary, replacement units are, and will be, available for those yet to be displaced. For this reason, it seems reasonable to expect the future relocation on the South Midtown Freeway to be handled in an expeditious manner beneficial to both the Highway Department and the relocatee. -129- Model Cities - Revised Relocation Plan Concurrence with the Departments contention that adequate housing is avail- able to all potential displacees is gained from an April, 1974, submission by the Model Cities Agency of Kansas City, Missouri. The submission called, Model Cities Revised Relocation Plan , was submitted to the Department of Housing and Urban Development in application for additional Fiscal Year 1974 Model Cities Funds. Although the plan covered an over-all time period between July 1, 1973, and ending June 30, 1974, the focus was on the four-month span between March 1, 1974, through June 30, 1974. It covered all anticipated displacements from City Code Enforcement, Neighborhood Improvement Program, and Project Rehab- Phase I. The number of displacements was predicted on approval by HUD of six Project Rehab proposals. The report acknowledges the fact that a smaller number of displacements would be necessary if all of the Rehab Projects were not authorized. The report cited an estimated 484 displacements within the corporate limits of Kansas City, Missouri, by urban renewal, code enforcement, and highway con- struction. For the 484 estimated displacements, the report cited 1,371 replacement units available within the same boundaries. During the same time period that the Department was displacing persons from the path of the Midtown Freeway Project, several other governmental agencies and private concerns were also causing some displacements in the Kansas City Municipal Area which affected the replacement housing market. These projects are as follows: (a) Blue Springs Reservoir is a project of the Corps of Engineers which is located just south of Route 40 and East of Wood Chapel Road. The acquisition for the project is expected to entail the purchase of approximately 50 residences which will cause displacement of about 120 individuals once the project is completed. Since 1971, the project has caused relocation of about 38 families, with the remaining displacement to be spread fairly evenly over the next 1 or 2 years depending on funding. (b) Longview Reservoir, a project of the Corps of Engineers, is located East and West of Raytown Road between 107th Street and 139th Street. Ultimately about 125 families will be displaced by the project. This involves approximately 300 persons. To date the project has displaced about 67 families with the remaining displacements spread evenly over the next 3 years. (c) The Smithville Reservoir, a project of the Corps of Engineers, is situated approximately 25 miles north of the Midtown Project in parts of Clay and Clinton County. The relatively new project has displaced 21 families since September, 1973. About 100 families remain to be displaced on the project, with the displacements expected to be spread evenly over the next 3 years. -130- (d) The Mouth of the Little Blue, a project of the Jackson County Park Department was completed in 1973, having displaced two families for a total of seven people. (e) Jacomo Addition, a project of the Jackson County Park Department is located on the west side of Lake Jacomo Park. The project was completed last year after acquiring 3 residences and displacing 10 people. (f) Blue River Extension, which is a project of the Jackson County Park Department, is located south of 131st Street in Kansas City, Missouri. Acquisition on the project was completed in the fall of 1973 after displacing 9 people in 3 residences. (g) Little Blue Trace, a project of the Jackson County Park Department, follows the Little Blue River from about Blue Mills Road to Chipman Road. The project is about 25 miles long with a 600 feet wide right of way. It has displaced 2 residences and a total of 3 people. Within about 18 months, 2 more residences will be acquired. (h) The Crown Center Project, which is a project of Hallmark Cards, is bounded on the north by 22nd Street, on the east by Gilham Road, on the south by 27th Street Terrace, and on the west by Main Street. The staff of the Crown Center Project has advised this office that since acquisition began in earnest about 6 years ago, 22 residential struc- tures have been purchased. This figure includes both single-family units and multi-family units with no statistics readily available on how many living units were involved or how many individuals were relocated. A single-family residence and a duplex remain to be acquired in a second phase of the project, but Crown Center officials predict this second phase will not be started for at least 2 years. (i) The Land Clearance for Redevelopment Authority of Kansas City had several projects involving relocation of residential units "in the works" during the 1969 through 1974 period. These projects included the following: 1. The Independence Plaza Urban Renewal Project bounded on the North by independence Avenue, on the east by Benton Boulevard, on the South by Interstate 70, and on the West by Brooklyn Avenue. 2. The 12th and Vine Urban Renewal Project bounded on the North by 9th Street, on the East by Woodland Avenue, on the South by 12th Street and on the West by Paseo. 3. The Town Fork Creek Urban Renewal Project bounded on the North by Swope Parkway, on the East by Cleveland Avenue, on the South by 59th Street, and on the west by Prospect Avenue. 4. The Columbus Square Urban Renewal Project bounded on the North by 1st Street, on the East by Paseo Bridge Approach, on the South by Independence Avenue, and on the West by the A.S.B. Bridge Approach. -131- The Department has been advised that the above mentioned projects are all either complete or very near completion. Precise figures on the number of individuals displaced from those projects handled by the Land Clearance for Redevelopment Authority of Kansas City were not available to the Department since the L,C.R,A, did not keep complete statistics on the people they relocated. However, as will be discussed later, they were able to compile figures on the number of claims they had processed and a yearly total of parcels acquired. The Land Clearance for Redevelopment Authority, which was the central relocation agency for seven various agencies until September, 1973, was able to supply the Department with a yearly break- down of the total number of parcels acquired by the seven agencies for which they handled the relocation services. The seven agencies that contracted with Land Clearance for Redevelopment Authority to handle relocation services were - The Parks and Recreation Department, the Model Cities Program, the Urban Renewal Program, the City of Kansas City, County Projects by Jackson County, the Pollution Control Board, and the Code Enforcement Section of the Health Department. The cumulative total of parcels acquired by all of the above agencies, as supplied by the Land Clearance for Redevelopment Authority of Kansas City, are as follows: 1969 - 260 parcels acquired 1970 - 420 parcels acquired 1971 - 570 parcels acquired 1972 - 362 parcels acquired * 1973 - 36 parcels acquired * (As of May, 1973) The Redevelopment Authority also provided a list of the type of relocation payments which were made to those displaced by the above mentioned acquisition. The types of payments made were divided into two categories; those payments made to family units, and those payments made to individual heads-of-household. The figures provided indicate that 583 family units and 587 single individuals were displaced during the years between 1969 and 1973. No statistics were available on how many separate people were involved in the relocation of these units. Because of several problems with the operations of the Land Clearance for Redevelopment Authority, the City of Kansas City assumed responsibility for the program in September, 1973, and re-named the operation, the Central Relocation Agency. The Central Relocation Agency also contracts with or provides relocation services for several various agencies. These agencies include: the Model Cities Program, the City of Kansas City, the Pollution Control Board, the Code Enforcement Section of the Health Department, the Land Clearance for Redevelopment Authority, and Project Rehabilitation. Figures obtained from the Central Relocation Agency on their relocation activities since July 1, 1973, until June 30, 1974, indicate the following displacements: -132- Urban Renewal - Model Cities - L.C.R.A. 65 tenant units 30 home-owner units City Code Enforcement 199 families and individuals Project Rehabilitation - Campbell Apartments 17 families and individuals The Central Relocation Agency was able to provide us with a six-month projection for their expected displacements from all projects. They expect to displace a total of 186 families and individuals during the period. Neighborhoods . There are few distinct and definable neighborhoods in the proposed freeway corridor. The one neighborhood distinguished by long standing and renown is the Beacon Hill Neighborhood. The freeway crosses the northern part of the Beacon Hill Neighborhood which is industrial and commercial. The major resi- dential and homogeneous part of the Beacon Hill Neighborhood is located south of the proposed freeway; and there will not be any significant adverse impact by the freeway on the residential part of the neighborhood. Very little of the freeway will be visible to the neighborhood and the noise impact is con- fined to two residential blocks. Noise abatements measures will be made, if feasible. Troost, 25th Street, and Paseo will provide access to the Beacon Hill Neighborhood. Some other areas identified along the freeway corridor shown on an exhibit map are as follows: See Exhibit(?). Manual Urban Renewal Area Linwood Homeowners Association Oak Park Urban Renewal Area Beacon Hill Neighborhood Town Fork Creek Urban Renewal Area Cross streets at interchange locations along the freeway will have increases in traffic volume. Since these areas will have improved and high accessibility after completion of the freeway, some land use changes may occur at interchange points. Rerouting of traffic will be required for circulation on parts of the existing street grid system. Existing access to schools and parks will not be impaired except by rerouting by grade separation structure across the proposed freeway. Sidewalks will be furnished at grade separation points. Some of the elementary school attendance areas may be reduced and revised by the resulting dislocation. All of the existing high school districts are not expected to be appreciably affected. Decentralization Effects of the Proposed Freeway An article in the Kansas City Star the 28th of February, 1968, commented on the course of racial turnover through Kansas City neighborhoods since 1950. The following quote from this article registered the past trend in housing. ^ in OAK PARK (U.R.A.) TOWN FORK CREEK (U.R.A.) LOCATION MAP SOUTH MIDTOWN- FREEWAY KANSAS CITY LEGEND (^) - THROUGH STREET NEIGHBORHOOD BOUNDARIES EXHIBIT(7) -134- "For nearly 20 years, walls of racial discrimination have focused the home-buying efforts of Kansas City Negro families southeastward." The Exhibit Map (§) f is based on information gathered for Kansas City's federal community renewal program as displayed with the above news article. The map depicts approximate areas where one or more Negro families lived during the 1950 and 1960 census counts. The movement southward is then followed by blocks shown where at least one home was advertised from 1960 through 1965 in the Kansas City Call, a Negro community newspaper. Before 1950 the minority residence ranged nearly 100 percent north of Thirty-first Street. The "white flight" was made independently of the proposed development of the South Midtown Freeway. Major racial changeover occured along the freeway corridor long before any right of way acquisition by the Missouri Highway Department, in 1969. The extended progress of the freeway project has let the project be caught-up in the racial turnover which occurred in Kansas City and many other cities during the fiftys and Sixtys. The turnover in neighborhoods surrounding the freeway corridor has changed the neighborhoods to ones more dependent on public transportation. This impact on the minority neighborhoods makes the proposed freeway improvement less inviting, although it was planned and under way long before the change in neighborhoods. The State's relocation plan will foster an intergration program in com- pliance with federal regulations which includes fair housing. The relocation program gives the dislocatee the flexibility to relocate in comparable or equal and better areas of housing. The State can only provide free choice of relocation to the relocatee. The regulation of fair housing practices is established by Federal, State, and Local regulations which will help assure opening housing for all displaced families and individuals. The impact of the facility on the community in the future is dependent upon the selected land use Plan A or B discussed previously in the statement. It is expected some of the factors influenced by the proposed freeway facility in the future are community facilities, traffic and circula- tion, commercial development, residential development, industrial development and zoning. Proposed land use developmented for the factors discussed above will be a function of the freeway access. Some possible future developments along the South Midtown Freeway corridor are presented as follows. 1. Areas of existing mixed commercial and industrial use will probably be retained and structurally upgraded for future use. 2. Some of the present residential areas of mixed density will be either redeveloped or upgraded to medium density, such as town- house developments. Other existing residential areas may be redeveloped to medium or high density residential development. Neighborhood shopping centers, recreation areas and open space would be considered in conjunction with the high density resi- dential development. LOCATION MAP SOUTH MIDTOWH FREEWAY KANSAS CITY LEGEND (^) " THROUGH STREET EXHIBIT (|) BLOCKS WITH ONE OR MORE NON WHITE FAMILIES - 1950 CENSUS. BLOCKS WITH ONE OR MORE NON WHITE FAMILIES - 1960 CENSUS. BLOCKS ADVERTISED IN THE KANSAS CITY CALL 1960-65 -136- In flood plain areas flood control measures will be instituted and the development of warehousing and light industrial use in protected flood plain area. Existing vacant land areas could be developed for medium density group housing projects and neighbor- hood shopping centers, DISLOCATED CHURCHES Churches "Acquired" and Location Place of Relocation Present Status 1, Church of God -2205 Troost 2, Boosters for Christ-2312 Tracey 3, Christian Service Society for Colored-2648 Highland 4, Solid Rock Missionary Baptist Church-2946 Michigan 5, True Light Missionary Baptist Church-1808 E, 31st St, 6, Memorial Baptist Church -21st and Troost 7, Apostle Power Church- 1924 E„ 30th St. 8, Paradise Missionary Baptist Church-4103 Michigan 9, Church of God Holiness- 2105 Swope Parkway 10. South Prospect Church- 5042 Montgall 11. Greater Antioch Missionary Baptist Church 4245 Mich. 7408 Indiana Active (building vacant at time of acquisition) (small congregation) 1811 E. 31st St. 3700 E. 37th St. 1510 E. 19th St. (have not relocated - plan to - fairly large church) 7020 James A. Reed Rd. (built a new church) 3838 Van Brunt Churches "To Be Acquired" and Location 1. Church at 3104 Michigan 2. Skylight Baptist Church-1912 Linwood 3. Church at 2615 E. 54th St, 4. St. John Missionary Baptist Church-2001 E. Linwood 5. Foreman Temple Church of God in Christ-3900 Michigan 6. Evangelist Center-3401 Michigan Disband Disband Active Active Active Active Active Disband Active Present Status Vacant Active Vacant Active Active Active The racial characteristics of the churches is shown by the demographic characteristics given previously in this statement. As a result of the past and future right-of-way acquisition, the exist- ing tax base will be reduced. Estimated taxes paid for all parcels on the project between 95th Street and 14th Street is $648,940.00. Estimated taxes paid for only those parcels yet to be acquired is $224,210. The percent of properties where people owe back taxes is 7.5% of parcels within the proposed right-of-way limits. Documentations for the above facts can be found in the relocation files in the Missouri State Highway Department. The reduction of taxable properties is estimated to have temporary adverse effects on the environment. Past experience has indicated, however, that highways are vital to the well-being of local and regional economies. Good highway facilities rank high in factors influencing the location of business and residential establishments. .GLADSTONE "^MANUAL Hit AtreirtjANci james b harrison -i-lNORTHift ? • HIGH-|T i $54 1 thacher" I I \ * s scarritt garfield A 2 * R1SON N 1 WOODLANI ^ BOARD OF ( " ■education ! w w yates EomA '£ FRANKLIN li* I S_ K ENSIN 1 T 0N ! """Mc cbr 11111 " g [CENTRAL j - 4 >»Utt . V -«uO- j k. stark (carver IATTUCKS JKItAL *%, BOOKER* . j IwASHING' msh I ctm A phills wheatl wes tl"" 'rock s creek * $* ^vl W» * * »iM . [ ST. greenwood 1,1 LONGFELLOW • da. a holme JO stfn HO s* 1 A milton moore central Lu se* . ,K B RICHARDBON GEO. B LONGAf SEVEN OAKS 0UNBAR VOLKEI UED'S AMELCHER WESTPORjr HIGH JACKSON COUNTY SPORTS COMPLEX -* A^aot tit ALLEN wcsT^ogr^ WOTHHc m h weeks LINS BANCROFT c kumpf' TU NflSON Ml ^ GAlllff * , F.SWINNEY f««ct HOSP.» t gra^lai AsMCtUW) 4, ■» tlEH SCH 5 FRANCIS WILLARD k j s chick 5AIM SI. i The School District ii OF r, Kansas City, Missouri IA MIH ' W. C BRYANT' (LCH SCH. TROOST LEGEND ELEMENTARY SCHOOL DISTRICT ELEMENTARY SCHOOLS JUNIOR HIGH DISTRICT JUMOR HIGH SCHOOLS SENIOR HIGH DISTRICT SENIOR HIGH SCHOOLS DISTRICT - WIDE FACILITIES NON - ACADEMIC BUILDNGS SOUTHEAI HIGH _i 17WST- FOR ESI HILLS 1 j c nichols W A. KNOTTS it'A « "COOK I maflborougi SOUTH MIDTOWN FREEWAY ». ■ < wiiausT couNirr ciui EXHIBIT® -138- Mr, Jo Glen Travis, administrative assistant to the superintendent of the Kansas City School District prepared an analysis of the proposed freeway's effect on the public schools, Mr. Travis states that his study is a rather cursory examination of the effect of the proposed South Midtown Freeway on the Kansas City public schools along the right-of-way. The two reasons why a study has to be largely speculative: (1) Data as to the census of people living along the right-of-way in respect to which have children and which do not is not available. The State Highway Department's estimate of the number of people involved appear to be unrelated to school population when compared to the number of pupils a like population ought to produce. (2) There is no resettlement plan for the people who will change places of residence. If this assumption is true, and the minority group residents resettle in the vicinity, the effect on the school may be negligible while adding to the density of occupancy of present housing. Mr. Travis has further stated if such a movement were to be to a neighboring school district, but not to a district affected directly by the freeway, in most cases the school district would benefit, both in respect to utilization of space and in the degree of integration within the schools. The analysis focuses on the effect of the freeway on the schools, and except for a recognition that any situation which produces population density beyond reasonable standards can have a deleterious effect on the learning climate of school, it is assumed that problems of relocation, moving and community integration are, while of interest to the school district, beyond the scope of an assessment of the effect of the freeway on the schools. In summarizing, Mr, Travis concludes: (1) it would be desirable for most of the elementary school districts involved to lose membership-- generally, neighboring schools, particularly those to the west, are less crowded and less integrated; (2) generally speaking, accessibility has been provided by convenient under or overpasses, assuming that sidewalks are provided; (3) inasmuch as most white people, especially those in the southern end of the freeway, will move some distance from the present residences and assuming the absence of an effective resettlement plan for Negro residents, the net effect may be a higher percentage of Negro pupils in schools; (4) except as stated in the preceding paragraph, it is assumed that the secondary schools will not be substantially affected. The various school districts traversed by the proposed facility are not expected to suffer objectionable severance. Provisions for structures cross- ing the proposed facility are planned with sidewalks. Existing parallel streets are expected to experience a reduction in traffic; therefore, help- ing to improve pedestrian travel on the local streets and traffic arterials in the area. See Exhibits(9) ; (O). Because of the continuation most cross streets and the provisions made for local circulation, via collector-distributor roads, school busing is not expected to suffer an adverse impact. Special consideration has been given to the design of the South Midtown Freeway to eliminate and prevent inaccessible "pockets" or "backwater areas" that might be a detriment to the public's health and well-being. The \ V - £ . i £ « sp I f lifJ" s u 5w < u ,\'2. { tt xi/t/ *' ««™<# # j! : f!J7 RAL i" HISH K 8 R!CHARD|50N fs / g«ss \ \ f ! -;|i/ \b=r sr.*- \ s m * fd-z, i* , cVC- if * I 8 *, «»«' $% i\, , tr fe m v;. !/ e . IL > i * L . 1 C \,S ! \ •«■ «£* MCKSON COUNTY r* *«""" - A t SPOUTS COMPlfX ~t j v - 1 • ' e-ufV'g I X •<• i • «• L. -cl Vff, !*. J'Tsrt^t* < V , ij-Kjy A—» x : .« u &&&%* %•!< r* 'Wrr—^' 4S5 "™ "• „<2'>~\*—J lanj ct ^ yn > I «r* si ■? ■9 PinilA* Kills I H s S I * fl The School District of Kansas City, Missouri LEGEND ELEMENTARY SCHOOL DISTRICT ELEMENTARY SCHOOLS JUNIOR HIGH DISTRICT JUMOR HIGH SCHOOLS 1 SENIOR HIGH DISTRICT SENIOR HIGH SCHOOLS DISTRICT - WIDE FACILITIES NON - ACADEMIC BUILDMGS ONE INCH EOUAlS 2.000 FEET 2 64 INCHES EOUAl ONE MILE JANUARY 1971. SOUTH MIDTOWN FREEWAY EXHIBIT® (/) >> yj CO .C >» k_ u CO k_ o cn c o ♦— c 4* E X c. —> E o c o e Q> O LU O LU O c LU o» U- o X x: o C7 c c o p ♦— c c ■ — E 3 o E >N u. (/) CO H rf> in CD SOUTH MIDTOWN FREEWAY HICKMAN MILLS BOARD OF EDUCATION CONSOLIDATED SCHOOL DISTRICT NO. ONE EXHIBIT© k* £ ii - i 4- ■T i > : I SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY MISSOURI ■■a i s. h: ! : r! .. i..|. - _ v- 1 - • • J- i"i 'I" ■ '.'L'.V.'.'••• 'Vf• !*Tv,"-7\j PASEO BAPTIST CHURCH PARKING ARE JOINT USE OF RIGHT-OF-WAY PROPOSED PARKING LOTS EXHIBIT S ■ 142 4 MISSOURI STATE HIGHWAY COMMOtM SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI SECTION NO. 2 STA. 75.00 TO 140.00 n with a concrete median barrier shall be e 40 ft. depressed median as shown. HOWARD, NEEDLES, TAMMEN & SERGE N DOFF so 0 i 143 SCAK IN ritT REVISED AUGUST 25. 1970 SUBMITTED OCTOBER 6, 1970 APPROVED NOVEMBER 24, 1970 EXHIBIT @ 22ND & 25TH STREET REVISED JANUARY 6, 1972 29TH STREET -145- collector-distributor road design and the retention of most cross streets assure that this project will not be an isolator within existing neighbor- hoods. Planned accessibility along the corridor edges and across the proposed facility will enable police and fire protection to remain, for the most part, unchanged. It is assunjed that existing postal routes will require modification. See Exhibit (12). The involvement of the various park lands is unavoidable in the in- stances of the boulevards and parkways, since they are extensive ribbons of park land encompassing most of the inner city area. Proposed acquisi- tion of Hagerwood Park and part of Spring Valley Park has been determined necessary to avoid greater damages and displacement of people and severe alterations of the existing environment. The park authorities will be compensated with replacement lands and monetary sums to develop new and improved recreational facilities. The immediate impact to park land acquisition can be assumed to be negative in respect to bordering neighbor- hoods. As stated in the attached 4(f) documentation, the South Midtown Freeway has assured through good design, accessibility to vehicular and pedestrian traffic to and from the park lands. Continued involvement of Park Department staff in the development and planning of the South Midtown Freeway is being used to assure a minimal amount of adverse impact to the affected people. Joint use of right-of-way is under coiisideration for several places along the proposed route. See Exhibits Q3) / (l4), Q 5)l 1. One location would be the area under the proposed bridges of the Brush Creek interchange as parkway land. The bridge structures at this interchange crossing are being designed to complement the park land area. 2. The possibility of using the right-of-way between relocated 25th Street and the freeway as a replacement parking lot for the Paseo Baptist Church is being investigated. 3. The land locked property along Michigan and Euclid Avenues north of 29th Street is planned to be acquired as replacement property for Spring Valley Park. The availability of transportation advantages offered by the proposed facility will attract a concentration of motoring traffic. Traffic concen- tration will increase noise and air pollution levels for adjacent areas to the South Midtown Freeway. Although laws now being proposed and in effect will work to reduce vehicular noise and air pollution, these speculative deductions can be largely offset by normal traffic growth. NOISE IMPACTS AMBIENT AND FORECAST NOISE LEVELS Since the expected noise level of the freeway will add to the ambient noise level experienced in an urbanized area, sites in the area of the proposed South -146- Midtown Freeway were surveyed and analyzed for ambient and forecasted noise levels. The specific areas surveyed are shown ahead in this statement. The selected areas are fairly evenly dispersed along the proposed freeway and includes a representative land use of the development surrounding the immediate site. There are three responses available for noise measurement by most sound-level meters. The three responses are obtained by weighing networks, designated as A, B and C. Such scales include various versions of noisiness, loudness and frequency. The A-weighted sound pressure level is particularly useful because A-levels can be read directly from any precision sound level meter, and because it more nearly approximates the frequency response of the human ear. The resultant sound level is abbreviated "dBA". Since the "dBA" level is regarded as substantially indistinguishable from the best psychological measures in its reliability as a predictor of human response to traffic noise, it is increasingly specified in national standards and recommended in international practice for traffic studies. This is a physical measurement utilized for obtaining sound levels furnished in this statement. Also the forecast traffic noise is expressed in the same terms for comparison, A major consideration in assessing noise,levels is the occurrence rate of peak sound levels over a period of time. One factor affecting annoyance and disturbance of human activity is the magnitude of the loudest noise events which occur. Another closely related aspect is the repetitiveness of these loud noise events. For example, one or two or a few repetitions of a loud noise each day will not be particularly bothersome and would not warrant much attention. Several repetitions per hour, however, would be quite objectionable. The third factor is the sustained or continuous nature of the noise. one indicator which gives a good representation of these three factors for highway noise is the 10 percentile noise level i.e., the noise level exceeded 10% of the time under consideration (designated ). The L 10 noise level is that value for which the sum of the duration of the noise peaks equals 10% of the time for the period under consideration. This value is an indicator for both the magnitude and frequency of occurrance of the loudest noise events. The following Table 1 from the Policy and Procedure Memorandum (PPM) 90-2 or "Noise Standards and Procedures" furnishes the criterion for design noise level-L 10 . Table 1 was established by the Federal Highway Administration for the design noise level for various developed land uses or activities. These standards are established for those tracts of land or portions thereof which contain improvements or activities devoted to frequent human use or habitation. (1) "Guide on Evaluation and Attenuation of Traffic Noise" prepared by American Association of State Highway and Transportation Officials - 1974. -147- 43 43 to a. 3 PP •* Cd 43 O rH «H CO 43 C X PJ O G rH C cd c •rH PP C 43 C4 4) 4> cd 43 «/> •H d t3 P Pi ^ O -H O O 4) •t cd ✓—4 *s O P -a rH Ifl CO C LO CO cd 4) cd f-H f-l 1-1 c *H V—✓ r-H P X 43 3 O 43 *PH o o cd o pj 2 P O pp o O »rl 43 lO o X cd 13 •> Cd X P> 4) X 4) *a « -h io U c4 43 CO o C 4) m P: P 4) 10 4) 3 X to «PP Cd X C4 p d'H Pi rH d O +j 4) t4 O P « a o c4 •* r\ p d Jh *H CO 4) c U to 43 T3 <+-t C4 d—" E P ®H 60 E • h 4) *rl Pi o E e -H o cr P in • o cd P 3 4-1 (4 3 W X cd l/) c d •rH a> o -H tO C X 60 4) X 60 P •H »H 4-> O «4 C P P t/) 4) c o 3 •-< C •H "X3 *H •r-t Cd Cd 4) V •H P-> Crx 43 • P V u pp d V) pj -H a io 4) P N 4) 4) O •p> 4J 43 43 d io 10 O >H d 4) -H 3 •rH V) 4) 3 C 4> O d c EGG > 43 e «s C4 PJ d M P P O M 13 (4 •H c C io O -r-l ♦J cd O 43 >s Cd -H 3 O 43 C •H P-t * o i-H •H C *1 ♦J pp d 4) »H f-H V) cd *~h cd •H p CO in P P X * cd 43 X o C O 4) 43 X >H 3 in 4) Pi 4) 3 io 60 C cd P P 4) «-H d ♦-» •H • > rH X S 3 C i4 p in 4) tn Pi P> 4) 4> 4> 10 43 4-> O CO •rH 43 3 O *H o X d 4) O C o X 3 X > 43 in op p X W dX 3 X 2 P (0 pP -H 43 -H •l o cd 43 43 O •HP 4) > • in 4) p C ^ to C G <0 X p 43 -H «/) 4) > dOQ O 10 u «J •H PJ 4) c4 4-> H *H «rl f-H -H X •a , > d 43 O 4) P P 43 V) 4> P Ifl c 'w P Pi efl P c4 O If) C p> pj oj T3 (4 O 4) - cd O P 14 13 cd c • O P o c to i/l Pi E X c 4) S E X cd 43 C P X O •H cd < £ CP •H c r-t O O O 4) O PP rH V) i-H 4> CP •* f-H o C -H P P -H 10 "O V) P CO •H - C 43 4) °fH CO O U Cd 41 4) JH O U in 3 4) •H 3 •H O 10 a •H > 3 X «d -H c « o d P< cr x C a) •H io M-i P C P in 'H 3 4)X P O o 4) p> 4) X P P 'H 4) •H -H 4) o cr •4 U M rH 60 P 43 U C3 13 C V) (4 U t) PJ X cJ ;H •H Pi >s 4) 4) •v •H fn C/> C d 14 Pi "4 in 3 4 > P> P /H to 3 4) $H *H JH O E dP-i G 4) X -H 4) cd O X 4> X a HcoCL.OcdcoOcd 03 O d a o u. V— r oz o 4> O CO rH /H •H p o < o Z l CQ -H 43 P 6*43 43 O p3 •rH > X X 10 4) w 4) X w a P t \ P <: o < o CQ •H CQ •H 43 p 43 43 p 43 O PP X PJ 1^. X X V—/ X tu V—' P < o CO *rt 43 P 4) in 4-> lo c 4) CO =3 o 6C 43 4) c P» a) cd X U CQ u tu -148- The Noise Prediction Method contained in National Cooperative Highway Research Program Report 117 is used to obtain a detail analysis of the anticipated noise impact. The following factors were utilized in the calculation of forecasted noise levels. 1. Traffic volume. (Vehicles per hour) 2. Freeway or street average operating speed (miles per hour). 3. Percent of trucks in the total vehicle volume. 4. Freeway or street gradient. 5. Characteristics of the roadway sections, such as depressed or elevated or at-grade in relationship to the existing ground elevation at the point of the observer. 6. Existing shielding effects furnished by buildings or other sound attenuation barriers between the noise source and the location of the observer. 7. The type of traffic flow characteristics associated with the traffic analyzed, such as uninterrupted or interrupted. 8. Distance of observer from the noise source. The noise impact and criteria interpretation for community reaction to an increasing noise source is based on two considerations. 1. The acceptance by the community in general to an increase in the existing noise environment. As individuals, we have a natural urge to conserve what we already have. Thus, an increase in the existing noise levels due to a proposed highway can be expected to produce some type of impact on the community. 2. Regardless of the increase in existing noise environment, the utility of an area depends on the ability to perform certain tasks. The tasks considered critical for noise is the ability to communicate by speech. The maximum acceptable noise levels that are compatible with speech requirements are established for a range of different land uses. The three basic "noise impact" categories are defined as follows: 1. No Impact . Under this category very little comment or individual reaction is expected. The increase in existing ambient sound level is from 0 to 5 dBA. 2. Some Impact . Under this category some individual comment and reaction is expected but no group action is likely. The increase in the existing ambient sound level is from 5 to 15 dBA. 3. Great Impact . Under this category strong individual comment and group action can be expected. The increase in the existing ambient sound level is greater than 15 dBA. The following Table shows the resulting information of a noise survey and the analyzed forecast noise levels obtained using methods from NCHRP Report 117. The values as shown in the following Table are comparable since they are shown as Lio sound level values. 149 130 dBA 120 dBA 110 dBA H- -j 100 dBA 4- Jet takeoff C200' ) Rock band (in club) Road grader 90 dBA 80 dBA 70 dBA 60 dBA -- DieseI truck (50 1 ) - Kitchen b lender Motor bus (inside) - Vacuum Cleaner (10') Ca r (inside) r ConversationaI speech -- Air conditioner compresser unit 50 dBA ""Average residence (inside) 40 dBA JL Typical Sound Levels -150- SOUND LEVELS Ambient Forecast Land Use Area Distance Noise Level Noise Level Washington Carver School on Campbell Street 140' 66 dBA 72 dBA AME Church at 24th 5 Flora 330' 61 dBA 60 dBA Phillips Elementary School on Vine Street 180' 61 dBA 64 dBA Paseo Baptist Church at 25th 8 Flora 170' 66 dBA 70 dBA West Paseo Christian Church at 25th 8 West Paseo 550' 58 dBA 55 dBA Church of The Living God on Vine South of 26th 105' 59 dBA *69 dBA Spring Valley Park (picnic grounds) 450' 54 dBA 59 dBA St. John Missionary Baptist Church on Linwood 160' 68 dBA *66 dBA Linwood Presbyterian Church 150' 69 dBA *68 dBA Horace Mann School 39th 8 Euclid 240' 66 dBA 73 dBA Linwood School on Woodland 500' 64 dBA 75 dBA School at Park Avenue and Swope Parkway 350* 71 dBA 69 dBA Graceland Elementary School at 51st and Montgall 250* 56 dBA 68 dBA Swope Park Baptist Church at Meyer Blvd. 8 Prospect 400' 72 dBA 65 dBA Blenheim Assembly of God Church at Gregory Blvd. 8 Chestnut 250' 67 dBA 62 dBA Beacon Baptist Church on 75th Street 600' 70 dBA *68 dBA *Forecast noise level for Sunday traffic. -151- The exhibits "Noise Impacted Areas Adjacent To The Freeway" show the progressive noise levels expected along the South Midtown Freeway. Comments are furnished for the following areas along the South Midtown which may bring about individual or group reaction as a result of forecasted noise levels. The Washington Carver School located on Campbell Street is a non- academic school presently being used for the storage of textbooks. The predicted noise level for this facility is not expected to be of signifi- cance. The St. John Missionary Baptist Church will possibly be dislocated by the proposed revision for the 39th Street interchange. Other facilities not discussed and included in the survey are compatible for the forecast noise levels. It should also be noted that the existing noise levels for some facilities will experience a reduction with the completion of the South Midtown Freeway. City Ordinance No. 29348, Section 58.1470 restricts or prohibits trucks on boulevards in the Kansas City metropolitan area. The following boulevards are shown on the next page as being prohibited to trucks„ The existing restriction on truck traffic for designated boulevards by the City has forced the existing truck traffic on other non-prohibited arterials. When the freeway is in use, it is not expected there will be a significant amouni of additional truck traffic forced to use the freeway because some boulevards are restricted to trucks. Restricted boulevards to truck traffic are spaced far enough apart and evenl} dispersed to allow an even flow of truck traffic on non-prohibited arterials. Ii analyzing the freeway traffic noise, it was found that the highest noise level was contributed by truck traffic on the cross-street. Two different facts support this finding. First, at lower average speeds the truck engine noise is greater than at higher average speeds.The lower speeds of trucks on cross-streets therefore contribute to higher noise levels although the truck volumes are less than those on the freeway at the particular site. Second, the truck and car traffic noise on cross-streets is not shielded by as much distance and/or other physical shielding provided by depressed or elevated highways. Since the noise source on cross-streets and the observer are usually on a line of sight to each other, no shielding or noise abatement can be provided practically to reduce the noise level. ^ ^ Figure B-4 Plot of L50 for trucks as a function of volume flow and average speed. NCHRP Report 117, "Highway Noise--A Design Guide for Highway Engineers", 1971. The Paseo Linwood Boulevard Brush Creek Boulevard Swope Parkway Meyer Boulevard Gregory Boulevard ' -TSTK ST I '!■ »1« rr'vy 31 X I -v > J ; ™"~%~i !' i / i I* ■ J ' -"-^E 30TH ST—» I II r,J 5 sisVi&r I 1 " w 000 i rT-T/VfitHtt K. C Mn. City Limits County Line Koutcs unauthorized lor Truck TinIfic Koutcs authorized for Truck Traffic N O T E : 17th St. between Main St. and Hock lull K«|. and Swope I'kwy. be- (ween The Pasco and Prospect Ave. arc authorized I or Trucks of less than I ' J Tons only. ft 0^- BVA "" jSKs n;i, KANSAS CITY MVISED ORDINANCES NO. 39341 TRUCK TRASTIC ON BOULIVABD1: tICTION 50.1470. NO VIHIC11 OTMIR THAN THOSI CON5TRUCTIO TOR TNI SOU PURPOSE OF CARRYING PASSENGERS OR V« HICIES CARRYING 5 f MO IR S J® g* "J®* * PARK FACUITY WITHIN THE CONFINES OF A PARK ,. t V» % 4 . % ■;.■*®f DIANA NOISE IMPACTED AREAS ADJACENT TO THE FREEWAY PREDICTED NOISE LEVELS 70 dBA •••••••*••••• '1 R/W T I Scale 1 = 500 EXCEEDS 70dBA 158 BLUE RIVER PARKWAY ~2^' NOISE IMPACTED AREAS ADJACENT TO THE FREEWAY PREDICTED NOISE LEVELS EXCEEDS 70dBA -160- Air Quality The air pollution analysis in this section is presented to indicate levels of carbon monoxide which could be introduced into the area surrounding the Route 71 corridor. The analysis includes the results of the comparison of the year 2000 projected levels to the national primary standards. These standards are shown in Table 1-A. The primary pollutants for motor vehicles are carbon monoxide, hydrocarbons, oxides of nitrogen and particulates (mainly lead salts). Hydrocarbons and nitrogen in the presence of sunlight combine in a photo chemical process to produce a large series of chemical compound known as smog. The formation of the photo chemical smog is related to the ambient temperature, also ultra-violet radiation, the relative concentration of each primary pollutant in the atmosphere, and the time required for this reaction. Previous studies by a consultant, retained by Kansas City, Missouri, indicate that the air pollution potential in the Kansas City area at the time of the consultant study were well saturated with pollutants. However, with the advent of the air pollution and automobile emission controls on stationary and mobile sources, the results of this study indicate that at the time this project is expected to be completed in 1985, the pollutants will be reduced well below that required by the national ambient air quality standards. These standards are shown on Table 1-A. The Missouri State Highway Department obtained the Stanford Research Institute computer program for the APRAC-1A Urban Diffusion Model Computer Synoptic Program. This program was furnished by the United States Environmental Protection Agency, Region VII, Kansas City, Missouri. This program was developed to similate carbon monoxide (CO) concentrations from readily available meteorological, traffic data, and climatological data. The model is based on existing experimental data and previous research results. The CO concentrations calculated with the model were initially compared with measured data from (CAMP) continuous air monitoring stations. One of these stations used in this air quality study was located in downtown Kansas City near the north edge of the CBD loop along the south approach to the ASSB bridge. Figure 1 shows the location of this carbon monoxide monitoring station. Local climatological data was obtained for the base year of 1972 from the U.S. Department of Commerce National Oceanic and Atmospheric Administration, Environmental Data Service, which maintains a station at the Kansas City, Missouri Municipal Airport. This station was recently moved to the new Kansas City International Airport, however, information obtained and used in this air quality study was from information collected at the Kansas City Municipal Airport site. (1) "Transportation Controls for the Kansas City Air Quality Region", PEDCO--Environmental Specialists, Inc., May, 1973. 161 -163- The information obtained from the Kansas City air monitoring station and the information obtained from the U.S. Weather Bureau (both for the base year 1972) was used to establish the ambient air quality of the Kansas City area through which the South Midtown Freeway will pass. The computer program used for this air quality study is based on primarily CO emissions from a network of traffic road segments or lengths. The Missouri State Highway Department Planning Division furnished traffic for the roadway lengths. Each of these lengths was assigned an average daily traffic volume (expressed in vehicles per day). This traffic was based on historical, current or forecasted data; each length was identified by the geographical locations of its end points and was designated as a particular road type. These road types are: downtown freeway downtown arterial urban freeway urban arterial city street. The emission factors take into account several criteria which affect vehicular emissions, (1) Emission control standards for light and heavy duty vehicles for each model year, (2) Deterioration of emission control devices as a function of miles traveled, (3) The vehicle model year mix at any given time, (4) The percentage of heavy duty vehicles, (5) Emission as a function of average route speed and (6) Emission as a function of area (i.e., city streets or throughway), Several sites were selected adjacent to the freeway route through the city. In each case, the sites were where pollutants would not only be generated from the proposed freeway but also from lower speed ramps and cross streets. The one-hour and eight-hour concentrations of emissions were calculated for the worst possible meteorological condition. The resultant air quality for each site is listed in Table 3, Worst Possible Meteorological Condition These conditions include low wind speeds with cloud cover and very little change in temperature, Stability Class E-F was used for this condition, which would occur in the early evening hours with light winds, cloudy skies and moderate change in temperature. The Missouri State Highway Department selected the worst three consecutive days of meteorological conditions out of the entire year for 1972. This was based on low wind speed, low temperature differential, (inversion characteristics) and cloud cover. From this information, the highest worst eight-hour average and worst one-hour meteorological condition was selected and used as input in the computer calculations. To aid in selecting the worst three days of the year, the records were used from the nearest continuous air monitoring station, located at Missouri Avenue and Locust Street. The results of the computer analysis for the selected time period were then compared with the actual carbon monoxide readings made at the continuous air monitoring station located at Missouri Avenue and Locust Street in Kansas City, Missouri. It was found that the computer analysis and the actual reading agreed with each other very favorably. The confirmation of the computer analysis output with actual recorded data serves to validate the forecast (CO) concentrations. -164- co -3 < f- HH g co c G X < CO X X Ui o G X c u. X H* x« G u CO a-""» c H CO •V E— X CO C X CO X xh LO X £ G UJ u X G m o cc X E- E— < X H u c *T* v—/ co P X co h c OS r- co o h X o G f— r- X X 1 u o hh X G g z h c < •>—/ CO Z O t—I H 3 H Z x u z o u x < g LU > < a: o x f- ►-h x < x cz g uj G V-H x c X o uj z E- O co cq uj g x < CD U ►H x g c uc x co z c t-h E- £ E- z uj u z 8 g G 0 xu 1 uj z c £ a o x +J X Eh u* X X u* Eh Ua G X rH X 3 Eh CO 4-t CO X XI E h 4-t X X CO X X X CO X X X o X E- X X. X X — TO -V 43 ■X o \ u 4-t u X u X u x u X CJ rH u 3= C_3 u!j X X LO o X rH 3 X £ CM E e CM 6 -4 E G E TO 2 E CO; E rH o o CM o O x o CM o > « O O r-H rH JH urr Eh a> Eh X b£ •X3 X O X X cS TO o 3 O O G TJ - Eh •- at Eh a- 43 — X - 43 — • rH o - 2 a» £= rt o O O 3 Eh O O X O 3 o Eh 3: O 3 O TO O to rH 00 •H 43 to C4 X xit 00 •H X 3, G •H G u G *-i U m CO > E- CM G CM CM to > rH CO lo X lo x o 4-> a at u a> OS o o x at co X o ih 3 X u CM o o X o CO (o X o x 3 X u X o X 3 X u to X o x 3 X u g x TO a. c c x a CO oc -165- C/5 m cu CU X oi • 3 44 to rH rr 00 oo © © LO oo 3 X X X X X X LO X X X LO O 3 • • • m 0 • • • 0 O 42 oo o o o © © o o o o o O CU CU cn cu ® X 44 rt- o rfr LO LO © X © 00 00 4J X o o o © © 00 © 00 00 X •H • • • • • • • • 0 0 2= rH r—i rH rH o © o o o o o X • 3 44 \o X to rH rH LO to 3" X X 2 X CN o © CN to to to O 3 • • • • • • • • 0 0 O 3 2 00 o O o rH rH o o o o o O 44 CU CN CU CU © 44 © 00 LO X X LO © LO to to O X LO CN LO CN to LO 3" \ • • • • 0 • • • 0 0 rH o o o rH rH o © o © o X 3 • 2 44 3" rH LO CN CN rH 00 o © © 3 X O o o X X 00 © © oo X LO 3 • • • • • • • • 0 0 00 44 S oo rH rH rH rH rH o o o © o © cu cu rH CU • X 44 to X LO LO LO to o 00 CN 4-» X LO rf LO 3" rH to CN rH •H • • • • • • • • • 0 3: rH rH rH rH CN CN rH rH rH rH rH X 3 44* © © X © © LO © X to to 2 X LO CN LO CN to LO LO 3 • • O • • • © • 0 0 oo 3 S 00 o O o rH H O o o © o o in n rH CU CU « 44 rH CN LO 3" X oo LO LO LO O X oo to X CN CN CN 3" X LO LO \ e • • • « ® O • • 0 3e rH O o o CN CN © O o o o X 3 44 X o o o © © CN o CN rH 2 X CN X X to X rH LO to CN 3 o o • 0 o o 0 • o 0 x 3 s: 00 o "d* CN CN o rH CN © CN © 4i CU rH CU CU • 44 CN CN CN © © X to to © © o X X O © rH rH X CN X CN o • • • o • 0 « o 0 a rH X rH X © CN to © to c o •H 3 u o x u o «-» a 3 o o£ rt X 00 2 •H CU O X •H X s u E o "3 44 O C/> - 3 O X rH CJ to o o X o CO 4-> 3 © CN to X 3 CU CU V) X o X u u E uff O u Jh <44 3 X - 3 O S O X rH Cti u» •H CU (A o X lO £ X 0 X 0 2 o 2 2 cu 00 U n X lu X 3 «■» 4-> X 44 X lO X to X CJ cj X \ CJ X u uO- OJT E £ E o 4-» o rH o ♦J ,44 3 44 rH 44 CJ <44 C <+4 3 <+4 3 4-» bO CU- tf> 0- «-» 00 to o 3 O C o o o X rH o X U rH cj to s X OH rH X u tn 3 X cj VO X o 44 3 X o 44 3 CU 00 a:B» r i t P . st; a 21 ? -: L ! 5 9 1 l l ioi ■ - — S •"*'( Sr j-T r ; 'ill ll2TH| «o| 'si : I i: j J 13 M ■f i*.T"-T s! ,*T -i * ■Un/on'W . «4.r, » I ,l i; ,on » |«ose,T4i I C»m O ,r.r tlNWO OD "Tu - 41 "lu l - * *;c • fl JrTv H *1 U IvJw' ' 6 ' <-«= * ^ v «4»i ' Ul 6. t'-'wi-ifc- I •I3rd 'C» T ««"»•»' H 44th a _i!i wffij Ifts ih a *?| Y" ■•"".Iiiji ■ I 44,h "^L I I »v* : |.A?jSt '« iffs t *T Olvu !2. v„ SI 11 rlsi' '• 1 *j*ik4rrt . i -I- &t/«r .Fjig U >8--Hi JpJctiti [ s. .si j 9Uti « * ...Si .®i_Luj_ irST .IT;: m n ? i 1U, l lr t CImwood | L, 1 Ctnwltryll 16 Jtj 151. bl.VfxS. r J ...1..U, I i -errs—I i I . I lr. ■ ^lOOUK,,. J { 8 I c. j®{ 5. | * St ; ; « a >■""1 ?«. "" St -I . ! It '2«»1 ,31ST. ST. 30"< ' ri iM^f-jiV h->v» tiut » SI ■ VAllfY / P . PARK ' O * t . *6th Tn 3 » 2'th St * .'iaSi AJf 5 3orJ» N7< V \ .3 . ILINWOOD BLVD. • w i • 14-1 I lli.i l ""'w ~ll I w J ..jLf««4Bth Isf.t.fj-j wfst»ooo*;„i;s,' ■ Brr* "i, '>i ~ • —~—,r -JptcTTN^ 1 —- ?sbth SI t\v>|h c s t.; 1 - - "' u ™ x * £• - 1 _k.,' j«r unw ctrrj ^ ssi.a> T.tV'ZjfM-'r- ' n ; t I »•' In. . *hi KKT'T i—r* — * ■HWWsL S< : -460th Tet V?i- 61U; St - y6IW:To , ^ *r&IU;Te» d' * | -I it»(ggjj rh si *"# I 1 i - ! i- r I: \x JfH <)Hl 1 7 c ' -;fl l H' * > °i 7T f.n 1A. ! J4th ! £l 3*h.- ll ;o if 'I&5 »l auk | I i i f »im»>a1 x 4 ; I St f T»iU«(itdV, *1 . 1 < trim. N > s "W'wO.Y. Irirnc'" 1 C * WT "» \ - To t C " CtK -474&>^Sv >"fSH > i n.J5 Is.s i. wmoV I.! £ J p. 3.' 'l / S y v v T_H »—%\*s. 4 h h LS» 4,h 7/ r Y'-t Uf-'^A : f4I -t !ii § 62nd (re, . 7 ■^ n ; « i A4tr*o ; | ! cot/ CLUB - it [ ? j_ f/rlvrt.; ft 8 i TT 5Xt7 4r-rf:f yr.l:r- -1:' 4 I 1.^.11^^° { : rucjk- y rw°° r 69th > Jtomeny ^ B t ;67th\Ter | :68th \Tfrf.'6«' h x . 69lh I ?j. ! £~A s 's : t a - i ,S AtborUo.^ 65th] J r», t J; * HA2A*CMl ^ THIOLOGICAL | | { »oo.. 1 || ll • HOGtu 1 HQtlJCJIOOtA T 69th J Te, if. *Z 6< " i ;otha; st 11 6\ t ■ Dumouxhjfia ( 7 11 r W . \ l « K 2 ,o. -LJoJX. g' KANSAS CITY, MO. t ! ]57th ; V7-- \-4J | 57.HS. 1 ,« [ 5: n O 3 * ■ 60th ; Te- < O Ik 1^ * — C«m«t»r|r S {T. i _60lh . Ir ' ^;6Ut. S c 6 - 9 _»68th|. st-g », UW1»5.T« |i|l: x,«o o' % Vv' .66th. St ' 66th. let. i w J1 k+irfi S S- EJi I ' r*LO _ . oia rw> aigofcy-T^J? Ul.Ur ^ ^"' " 1 ^ V U ; <»7/th; I CL. _Z»L* IITU. i fl v,b _» AIR CONTOUR PLOT 1985 , HIGHEST ONE HOUR CONCENTRATION '9th J . » It ■ > . »otB; ii.MLi i |J-!plii. , JsjUv-Cr.. • a | S'wictfte?!", ! |."if &.]#" ": ; 95TH. STREET wr» . fflltt. >8UtTi :j! "• CARBON MONOXIDE (CO) PPN m 8. 1 .l. • ! vets r-> « -- ' y/ 8 ?nf»i H H c, i "ewfti" 1 JlttiTv (2nd. Si 2nd ,7- CM> . S yJ,Prb^tm] ' I MWtm \ cottmuwrr \ CMKT1* \ „ »«»« , W 182nd St "-j Sl J d tf» J l'«^wi|n U u, ia s 1. \ .---; . ^ IP » '"-Mfl. n. Vl^l i : th , Wth 1 «■« * a _ i '*■ \ * S fx. SCALE 1"=% MILE a ; ;»rs i / ; W" 1 I <« 8' ton,:' I„ i 9«v« ,5 / ; » ►—»~ '111 *. . r 81 f 80th Si O^«c1 VV- 08lh j I. Tar , r i. ,.1 f I 90V T. > " _ nUth '«* " t H7^f, - k o i I St V.L fa: i M'Mh T« | ' 'ff I « t » ., | |*llh r l.- ;s ,o •*** /«, *r. p A Jd8.»w4 >■ IP- ■ - I; Is; 1 .7 Al 89th *1 * f] | SI SI* 1 r wJ \ 'i'ii ciriin K^o. FIGURE 16 88lh SI» «! £ Zc 88' h P* I nr.- S'|o X [«lh J! a •Ih St J f-m- l2lh,Tef, .19th SI KlbthS* th St.' -unClsT j A"|sli9th5tX ' ! J 119* |T«- ! PUOINSL; M4n«8«»^H» Tef| !i7ui4__L js 1 h niof 2CW SL 7)it SnE'i ^23rtdf j cy C.n»."V '"*« nut VAUfi . PAW '* u f4n>,2'A»»5t' 2. ||| Polity. 1 3: Jo"f *8^ A 2dt> I k 6 * i ' \v fell t" s '-dr ,J " ® Vat— #ih w s Ztet+j/Mii;v j/ o 5 X i 26th Te» J I ?7|h St 2'l« *. Oi- JAI^Si * v ^',v7 A' , Union A C*™ oj 'I'ffl" irVNs I"' i , ?r 28th Tei r noth 'itfi • ■" 'i ■ ,. I , . i, . ✓ /; WOOD BLVD. rfft"' s <» ■ p i < tcCS#' 1 "' H fa, u LrTL jbth p • * > .y H ? ]V ■' -"f r j^K Kf^ft^csjSrt* ' L^'^iBUTer r 'H AVI * 391 HX~* ' rrc—• % initV.g AHWQUH j .tblh St) I e- ;:j36P)T>r 1q 37thJt' g z west- 13rd Tcr» r """» 44lh St '41lin t rt f > .I' S3. Jkti st< 4fth St cween "(" 'OVMTBtti, OZAWK . /"J?!*T». 47 t h :ov«u«irr c*wrf»o ? f | «8th Si" § •00.0 »»«c3a- - IVOLKCR.^O'— 4 r»am lib n'y ™ "lowrtr n • 4< J* Spth St \\50(h '^U i c ) -o \\Terr x -tv St* S % 111 i/Nive*sirr o/| *}< ? | a , j <3 ill jAr Kansas cirri * I sjst ; ;|wt* I hko* -ML Sf t" r " ■ I : i^l'fcWti JT' ' 491H Tfi ^ /-vt" v • 'ITS;; ^OA/boSH I T« " * JACOB lOOSf MMORIA , PAR*, • S6th T* rjs/lhJTe/! 57th St - ' t A* or "a I * btit 5) ^fr*o ;olf cut on wrrrw cm 11' "'""•'r ,tc WwotA -- - -,- - - s N M,h ■ •' Icr " j * i ~ * ® « 65th; ; si ji) J. • ' : o rt 66th • ' SL ./ ** kLH f 8 ; I 66,1,: J T. (""f i° " St 1 ! Si . S'.Pori ,, . ; 67th t T« 3 inn - j 68lh J 7e» >!6Sth f00 , i 69th I *Jj. «: ' •s'y-^i • . 69th > ,iet r«sA 67U'_,.St Colvory i fi 68)h 51 6'qoe is- COl rumt '_ Cli, ? 69ttt FORFSr Mill CFMErfjr SWOPE Golf Courtm No.' .«/ the U/i.. W.Vlh, ^ 70th S 79TH -■ 80th 1 L PO ff ^ UJ )e«" , mm iBWTfT'^r Sl ; lliithst; 1 o T« J' I I 01:1 S lit Tr',2 I ; 0280, t03St\ , J.o » A V ! |l*t,T«l T nd,S H€ fnt) TA|-, 3'd St S M«dM< 4 83«J Tr \ Cf«rr* \] 4| » 95TH. STREET I'uvj'v"! '. I j N.iv'P' U f. T c c *> /p, i c s ;«7th Tit 89th jler \ t Hflth- r Ter B9ih Te> * 90th \ 9th SI, V NUMili L.r,_'Uth_ jo -,0,> , «• ®£^'wafi ROUTE SO ^ . 49th St^ "" i, 1 , VX4 'h i . let -7v A 1 ? 52nd J' i ! I | r° * J . s, ,5|»0 St ^ tin', s l -»""•• J .-ft ' fhj, I ,54th \ St J i ,- i ! | "5. I Jf' A k ,21. :n»Jnt 'T- ^^MB{* s I ( ;' ^. S , * C.J _ C«m»t«f«r 5,1 .3th »Tef oV- 5 6«th^ sj_ j - 65thi aj ,66th 51 « 66th Ta BLVD.' AiR CONTOUR PLOT 1972 7HIGHEST ONE HOUR «,u U ,, M CONCENTRATION ''CARBON MONOXIDE (CO) m -I'D vowntrv i \ ^ , r * * ' 1 I " *t£ |82n0 St 82n o 10 c o v to Q) O 1— 3 o to c o E 0) o •J CO N. CN \ in ~u V o "D Q. 3 C O u c o J) u .n > O o E oker T jrirp® 5 211 v us rat SPRING VALLEY PARK Union CerorgTSry Central; , Park ; SOUTH MIDTOWN FREEWAY SPRING VALLEY ALTERNATE ll_ II II -212- 39th Street Interchange Alternative Since a strong public concern and interest was made for an interchange at 39th Street and also supported by the City, the Highway Commission agreed to provide an interchange at 39th Street. This modification of the original plan makes a diagonal westward shift between the curve near 30th Street and the curve near 44th Street. The shift avoids two of the three churches located near the westward shift and also allows construction of the ramps at 39th Street without the demolition of the Horace Mann School. The collector-distributor concept is retained north of 31st Street and allows 31st Street to be reconstructed on its present straight alignment and widening the separation between ramps eliminates several expensive retaining walls. Traffic previously assigned to grade separated ramps with Linwood Boulevard must be carried through the Linwood Boulevard at grade for the modified plan. All property fronting on the east side of Euclid from the south side of 31st Street to 34th Street must be acquired to construct the ramps. Four other properties facing the west side of Michigan between 31st Street and Linwood Boulevard must be acquired for the modified plan. One church, the St. John Missionary Baptist Church, at Linwood Boulevard and Euclid is included in the additional right-of-way. A marker commemorating the Santa Fe Trail will be temporarily stored and reset after construction is complete. Limited access rights will be secured from a funeral home and the Linwood Presbyterian Church on Linwood Boulevard. Existing access points will not be closed. The 33rd Street grade separation will be deleted from the original plan. Michigan Avenue will remain open as a one-way southbound street between Linwood Boulevard and 38th Street. Euclid will remain open between 34th and 37th Streets. Grade separations are provided at 35th and 37th Streets. Euclid Avenue will be closed between 37th and 39th Streets. The closing of Euclid between 37th and 39th Streets has been discussed with City and school officials, and the use of the adjoining land as a park is a possibility if the school remains. All abutting properties will be acquired as a total takes except for those presently owned by the Kansas City School District. Limited access rights will be acquired from the Horace Mann School property and construction limits confined by the use of a retaining wall along the present east right-of-way line of Euclid, if plans for a park materialize. Michigan Avenue will be closed from 38th Street to 42nd Street to allow the construction of ramps and a collector-distributor south of 39th Street. 39th Street will be reconstructed between Woodland and Garfield with all widening done south of the existing street. One church is involved at this point and will be acquired - the Church of Christ at 39th and Michigan. South of 39th Street, the Brush Creek ramps connect the freeway with the collector-distributor system and traffic between these ramps and the 39th Street traffic weave on the collector-distributor roads. The 39th Street ramps connect to the freeway near 43rd Street. -213- A longer grade separation structure is required at 43rd Street. However, a satisfactory grade can be provided for 43rd Street. The modified plan will provide an adequate level of service which requires 12 (6 in each direction) contiguous lanes between Linwood and the 39th Street ramps. South of 39th Street, the freeway has 4 lanes in each direction between the ramps for Brush Creek and the 39th Street (south) ramps, and 5 lanes (each direction) between the 39th Street south ramps and the Swope Parkway ramps. This alternative does not require the closing of any ramps and provides a level of service "D" (determined by analysis in accordance with the Highway Capacity Manual - 1965) throughout the modified section. The construction cost for this modification is approximately $500,000 less than the original, while the right-of-way cost is $2.2 million more than the original plan. A design public hearing will be held for the 39th Street modifications. Tunnel Alternative Through Spring Valley Park This alternative plan provides a tunnel for the South Midtown Freeway from 27th Street to 29th Street, a distance of approximately 1,380 feet or 0.26 mile. The proposed limits of the tunnel cover the limits of Spring Valley Park; however, approximately 500 feet of the tunnel length does not involve Spring Valley Park land. Since residential development is interspersed with the park land on the proposed freeway alignment, the park land is non-contiguous through the limits of the tunnel. The tunnel alternative eliminates the proposed collector-distributor roadways between 27th and 29th Streets. With the elimination of the proposed collector-distributor system, the proposed access will be eliminated to and from the south for 27th Street. The traffic capacity of the freeway will be reduced from that of the present proposal. Modifications made by the tunnel alternative will provide auxiliary lanes through the tunnel adjacent to the through lanes for ramps connecting into the collector-distributor roadway system beginning north of 31st Street. The elimination of access at 27th Street increases the traffic load for the interchanges at 31st Street and Linwood Boulevard. Six thousand vehicles per day approximately will be added to the traffic volumes forecast for 31st and Linwood interchanges in 1995. Construction of the tunnel will be made by excavating to the proposed grade of the freeway lanes and then building a tunnel structure over the freeway. Then the excavated earth will be placed above the structure to conform as near as possible to the original ground profile. Some minor landscaping can be made to the finished "cut and cover" tunnel construction. The estimated cost for this segment of the freeway for the "cut and cover" tunnel construction is $27,500,000, compared to $3,000,000 for the original proposal. The existing rock formation through the tunnel area is not considered suitable or of the desirable depth to provide a support for tunnel excavation. Estimated construction cost of the initial proposal for the freeway segment included in the limits of the tunnel alternative is $3,000,000. 27TH. ST SPRING VALLEY PLAZA SPRING VALLEY PARK 28TH. ST 29TH. ST Aiim Wiiiik fifiA * * foOUTH MIDTOWN FREEWAY TUNNEL PLAN m&iam Willi!!!!:. rWiiiiiili! EXHIBIT© -215- In addition to the construction cost, there will be operating expenses for the lighting and ventilation system required for the tunnel. The operation of these two items for the tunnel facility will be required 24 hours a day and 365 days per year. This cost is estimated to be $394,000 per year. The total operation cost over the 20 year design period for the freeway will amount to $7,880,000. Since the operation of lighting and tunnel ventilation equipment is continuous, the expense of not only the operation but also the maintenance and eventual replacement of equipment makes the tunnel alternative very impractical. The tunnel alternative is estimated to be $24,500,000 more in construction cost than the original proposal. Parkway Alternative This design alternative includes a traffic facility with a park-like median and at-grade intersections at major cross streets on the same alignment as the South Midtown. Light excavation is anticipated to con- struct the facility since it will follow the rolling terrain similar to the existing streets. Since there is little right of way available, features such as bikeways and hiking trails will be restricted or prohibited. A six-lane facility with at-grade intersections has a capacity of approximately 50,000 vehicles per day. Signalization is anticipated at the major cross streets. The access for abutting properties will be to parallel frontage streets which in turn have access to the parkway at major cross streets. The construction cost for the parkway facility will be more economi- cal because there will be less excavation, less pavement lanes, and fewer grade separation structures. The construction of the parkway will disrupt less utility facilities because of the reduced excavation. The advanced status of present right-of-way acquisition will make the cost of the park- way right-of-way acquisition the same as for the South Midtown Freeway. Suitable aesthetics can be obtained since some of the existing trees and vegetation growth can remain undisturbed. Sodding and other roadside development will be required for disturbed areas. Forecast traffic demands range from 80,000 to 100,000 vehicles per day for this facility. Existing streets must accommodate the remaining traffic demand over 50,000 vpd. The conflict of at-grade intersections, signalizations and stop-and-go traffic flow will not provide a savings in energy or economy. Likewise, it is anticipated there will be no reduction in the accident rate for this facility for an improvement in traffic safety. Carbon monoxide emissions will increase with the stop-and-go traffic flow which will affect the air quality adversely. It is anticipated carbon monoxide concentrations will probably increase with this alternative. Noise levels will increase and may exceed the criteria, since the facility will be at-grade with much of the surrounding terrain. The State cannot restrict or prohibit trucks on a roadway facility on which state tax funds have been expended. Present State laws of Missouri will preclude the reduction of speed limits in incorporated areas on a divided highway with limited access right-of-way. The parkway alternative is not comparable in traffic capacity to the Country Club or the South Midtown freeway. It will not handle the forecast traffic volumes at the level of service of a freeway with the same rate of safety. General Discussion of Proposal and Alternatives . After this SMF location was selected for the proposed freeway facility, one of the early decisions in design was the handling of traffic volume entering downtown Kansas City on the freeway. The freeway loop around the CBD can handle approximately 50% of the traffic volume on the South Midtown Freeway. Alternate routing of traffic into and by the CBD area was studied for the existing street system as near the downtown area as possible. Part of the traffic unloading for the South Midtown Freeway is made at the Paseo Interchange with the northbound lane reduction and the south- bound lane increase at this interchange. Traffic destined for the Central Business District Loop area can use the Paseo north of South Midtown Freeway for access to the various streets going west into the loop area. The Paseo is a primary arterial as shown in the "Major Street Plan for Kansas City". In addition, any traffic destined for terminals north of the Missouri River may use the Paseo as an alternate route to the Paseo Bridge over the Missouri River. Part of the remaining traffic on the South Midtown will be diverted to Truman Road for access to the various streets going north into the Central Business Loop. One northbound lane will be terminated and a southbound lane will begin at the Truman Road Interchange (14th Street) . An additional lane drop and pickup for the South Midtown Freeway will be made at the interchange for Route 1-35 and Route 1-70. Two new lanes northbound and two southbound are carried on the SMF through the 1-70 and 1-35 interchange. Any alternate route locations for the South Midtown Freeway southwest of Spring Valley Park would interchange with the Paseo further from the downtown area. This would make the proposal for unloading the South Midtown Freeway traffic on the Paseo undesirable, since traffic would be forced to travel too great a distance on a city street. Another disadvantage for any alternate location southwest of the Spring Valley Park is the proximity of large traffic volumes in the major east-west corridor of 31st Street and Linwood Boulevard designed to interchange with the South Midtown Freeway. The design of interchange geometries to handle traffic volumes of this magnitude for separately closely spaced interchanges is impractical. If a satisfactory interchange design is made, it would require large tracts of land for right of way and the constructed facility becomes aesthetically uninviting. -215A- -216- The consideration of further alternatives for the SMF or the "no build" alternative for this stage of the project should acknowledge the additional hardship placed on property owners in the SMF corridor. Right of way acquisition has progressed throughout the project to an extent which involves all the properties within the corridor. Properties which have not been acquired will be located among vacated properties and properties on which the buildings have been dislocated making resale of the other adjacent properties difficult. Unoccupied homes become vandalized quite readily. Therefore, many owners that wish to sell and can't are placed under a greater hardship if the SMF is relocated or terminated. 5. PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE AVOIDED . An adverse effect which cannot be avoided is the acquisition of right of way and the resulting dislocation of people and businesses. Over 4,900 people have been relocated in the past 6 years of right of way acquisition. If past occupancy trends for living units hold for occupied properties to be acquired, there are approximately 1,600 people to be relocated as of July, 1974. Approximately 44 commercial enterprises are displaced by the pro- posed South Midtown Freeway. The following is a list of business dislocations describing their economic activity and employment. Economic Activity and Employment Name of Business IZE1 No, of Employees Modern Body Shop Clark Gas Station Art Tailor's Alteration Leon's Record Shop Eagle Barber Shop M$E Bargain Spot Mozella's Sidney's Lounge Vienna Bakery Dial Business Forms Woodcraft Manufacture Delden Manufacture Co. Renner Supply Co. Consolidated Supply Co. Bauman Business Interior Owens Products Wiedenmann 8 Son, Inc. Beacon Printing Co. W. H. § R. Construction Auto Repair Gas Station Clothing Retail Sales Barber Shop Retail Sales Retail Sales Bar Bakery Printing Manufacturing Manufacturing Wholesale House Wholesale House Retail Furniture Sales Sales Manufacturing Printing 2 2 1 2 2 1 1 4 17 31 8 24 8 15 6 45 69 20 Company, Inc. J.L. Nickerson Parts Co. Mallin Bros. Co. Air Spray Equipment Co. OK Furniture Missouri Sewing Machine Co. Sales Sales Construction Sales Sales Warehousing Retail Sales § Parts 7 21 15 9 6 8 -217- Willie Jones 5 Sons Meyer Metal Craft Co. South Printon Service Pat's Van Lines Beat Auto Polishing Young's Service Station Star Service Station Monarch Storage Berg's Grocery Vinetrce Hardware Martin Cleaners Master Craft Upholsters Heart of America Tobacco Construction Manufacturing Wholesale Supply Moving Auto Repair Gas Station Gas Station Moving Food Sales Retail Sales Cleaning Upholsters 18 10 2 10 4 2 7 15 3 1 10 22 and Candy David § Jane Waxman, M.D. Mix Sandwiches Pearless Products Big Hanks Liquors 50 Minutes Cleaners M$M Bakery Gertrude's House of Beauty Warehouse and Sales Dr.'s Office Food Sales Manufacturing Liquor Sales Cleaning Bakery Beauty Shop 12 7 8 18 4 10 3 2 TOTAL: 44 Businesses 490 Employees There are approximately seventeen churches and their congregations displaced as a result of the South Midtown Freeway construction. For some churches, this impact will be either a temporary or a permanent disruption for their congregations. Since many of the churches have experienced a change over in the membership of their congregations, the degree of disruption will probably be dependent upon the status of change in membership. Some people have been able to improve their living conditions following relocation from a highway project. This opportunity, of course, is available to everybody being displaced but is recognized that not all people are able or willing to take advantage of this opportunity. The displacement of commercial establishments causes the dis- placement of employees. The adverse impact of displacing a commercial enterprise hinges on whether the establishment relocates in the vicinity and if the employees are able to retain their jobs. The adverse impacts involved are apparent, but the degree of adversity cannot be accurately estimated since each commercial establishment may choose various plans for relocation. Some businesses will relocate within the immediate area while others may relocate within the city or beyond the city limits. There will be a tax base loss for the city from the displacement of commercial establishments which choose not to relocate within the Kansas City metropolitan area. There can also be a temporary earnings tax loss to the city because of employees unable to retain their position with the firms being displaced and by those possibly being replaced out of the metropolitan area. -218- It is expected that the greatest resulting tax loss will occur during the initial stages of the project development and right of way acquisition. It is expected that the benefits of an improved trans- portation system, such as the South Midtown Freeway, will offset some of the adverse tax loss. The recovery of tax loss from renewed employ- ment opportunities and the development of new industry will be expected to occur over a long time period. The benefits for both employers and employees are broading the labor market and job market from better accessibility and reduced commuter travel time are long time growth benefits. Ultimately, the tax base will broaden through natural growth brought about in part by an efficient transportation system. The displacement of churches and their congregations unquestionably has made an impact for the people involved. In many cases, members of the congregation will not be able to attend the church previously attended even if the church is relocated. It therefore may be expected that there will be some loss in social services furnished through churches and other private sectors for the religious and general welfare of the people in the area. Compensation for this adverse effect cannot be adequate. No schools are taken, but a different route for some school children walking to the school may become necessary. The adverse effects of rerouting the school children are minimized to some extent by provisions designed into the South Midtown Freeway to provide for pedestrian travel and their safety. It is recognized that recreational areas are limited for some areas of the city traversed by the South Midtown Freeway. The encroachment on park land by the highway project is considered an adverse impact for the patronage usage of these parks. In the case of the elimination of the Hagerwood Park by the South Midtown Freeway, the loss will be primarily of open space or "green areas" for a particular locality of the city. The purpose of parkways and boulevards in the Kansas City metropolitan area is to carry a specialized type of traffic facility providing aesthetic values for the traveler and local residents adjacent to these facilities. The South Midtown Freeway, after completion, is not expected to affect the aesthetics or the traffic capacity of these parkways and boulevards significantly. The South Midtown crossing of Spring Valley Park will be through a minor use area of the park. Any potential significance of this impact is minimal since the recreational and picnic area of the park will not be disturbed by traffic noise from the freeway. Even the visual impact of the freeway is hidden from these areas by the depressed roadway section through the park area. Any adversities of the freeway's impact to the park will be minimized through landscaping and favorable environmental construction. Some of the late adverse impacts which occur after the completion of the South Midtown Freeway will be from the change in existing terrestial -219- conditions. This disruption of natural features by construction cuts and fills, loss of shrubbery and trees may be an adverse impact for some people. The presence of increased air pollution and noise levels brought about by the concentration of greater vehicular traffic can be a dis- rupting impact upon an established community or neighborhood. These adverse impacts will affect some residences, schools and churches located near the proposed South Midtown Freeway route to a greater extent than others. The significance is not expected to be great. An inconvenience will be experienced by utility patrons during the period of construction along the South Midtown Freeway, Utility patrons and utility firms will experience only temporary inconvenience during these adjustment periods for the relocation of existing utility facilities. All utility facilities will continue to function in a manner to provide a satisfactory normal service consistent with that experienced by patrons at the present time living adjacent to the proposed freeway location. Roadside advertising has become an integral part of the present day environment along many of the existing streets and highways. This particular aspect may be considered by some to be aesthetically unsuitable and an adverse effect. However, the information furnished by some of the advertising signs will be a convenience for some people who are unfamiliar with the metropolitan area, This is especially true for travelers who are looking for lodging, gas or food. The State of Missouri has an approved billboard control law which is in compliance with the required Federal regulations for roadside advertising. Therefore, most of the adverse effects on roadside aesthetics from billboards and advertising will be regulated to comply with this legislation. Debris accummulations and roadside litter are recognized as an adverse impact for the aesthetics of a freeway. This impact may be expected after the freeway is completed and has been in use for quite some time. During the construction phases there will be such inconveniences as heavier construction traffic on local streets, temporary detours, some small amounts of dust or mud and additional noise. The relatively small amounts of silting will be controlled and regulated to minimize this impact. Other sources of potential pollution during construction concerning noise and air pollution as well as disposal of solid waste are most apparent during the construction period. The contractors constructing the freeway will be controlled by local ordinances, State and Federal laws established to regulate these adverse effects. Further assurance against such pollutions are set forth in Standard Specifications and contracts on agreements made between the State and the contractor for the project. -220- 6, THE RELATIONSHIP BETWEEN LOCAL SHORT-TERM USERS OF MAN'S ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY . During construction of this proposed facility, the short term uses will not affect any of the existing highway facilities since the proposed route is on a new location. Some of the short term changes are evidenced now by vacated properties and dislocated houses within the right of way limits of the proposed project. Other changes which will become apparent during the various stages of construction will be changes such as rerouted traffic, altered traffic patterns, the removal and dislocation of natural features and manmade objects. The excavation and placement of earthwork material throughout the project will alter the existing usage of the land committing it for the purpose of the transportation facility. The location of the project in a metropolitan area has committed the immediate and existing use of the land for industrial, commercial, residential, and public or semi-public development, Since the extent of urbanization for the area adjacent to the SMF has been in continuous use for many years, there is every reason to expect the existing land use to continue for the long term period. The present and future land use is relevant to the demands and needs of man as they occur with the progression of time. The Highway Department's experience from other completed freeway projects shows that the short term inconvenience and modifications made in an area by the construction of the freeway become compatible for the long term effects of the facility. The compatibility with existing and future land use for the SMF facility is consistent with the planning for local and regional land use made by the Mid-America Regional Council, City of Kansas City, and the Missouri State Highway Department. Approximately 420 acres of property must be acquired to provide the right of way for the proposed SMF facility. Ninety-five acres of streets and alleys will also be acquired. None of this area to be acquired includes the proposed 39th Street interchange. Total land area needed for this project will not significantly affect that which is available to future generations. Loss of area and inhabitants to the proposed right of way required for the facility will be made up in the redevelopment opportunities afforded to developers for sites selected along the freeway. Some of the properties within the proposed right of way and adjacent to the right of way have become tax delinquent or abandoned from neglect or vandalism. Therefore, it is expected that some of these properties are not apparent contributing sources to the tax structure of the City, The manifestation of urbanization has been committed to an extent that any reversal of the trend would not be expected in the future. The SMF improvement is not expected to limit the existing land use. Generally better accessibility to an area and improved transportation opportunities provide the positive effects for stimulated economic growth which may lead to expanded land use within the area. It is recognized that the stimulated economic growth is more likely to occur on undeveloped lands than within those where there are areas of urbanization. However, the urbanization of this area may be in a transitional cycle which may ultimately materialize through revitalization or a completely new change in the existing environment for the long term cycle. -221- The SMF project will add to the potential long term productivity of the existing land use in facilitating today's life while providing a substantial foundation for the development to serve future generations. The positive effects of stimulated economic growth, convenience, safety and general well-being of the public will be felt in greater economic opportunities and renewed accessibility for the general use of the public. The short term effect will occur during construction for surface water conditions and possibly some wildlife. Affected wildlife will be songbirds, squirrels, and rabbits. The short term effect of wildlife and water will not be detrimental to the long term cycle of the resources or productivity of the species. The degree of urbanization for the area makes the short term revisions insignificant for the enhancement of a long term cycle. An analysis of existing air quality conditions reveal the auto emissions regulations will improve air quality conditions. The same analysis also reveals that the completion of the South Midtown Freeway will enhance the long term air quality for the Kansas City Metropolitan Area and the region. 7. IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES . The construction of the SMF facility will commit the land use for right of way for transportation purposes. The return of this land to its present use or a different use may be possible but it is highly unlikely in the foreseeable future. Therefore, for all practical purposes it may be considered that this land will be irretrievably committed for transportation use. The commitment of certain natural resources, manufactured materials, and manpower used in the construction of the freeway facility can in all likelihood be considered as irretrievable also. While these items are irretrievable, the total commitment required is not of sufficient quantity to make it a significant commitment. To some extent the commitment extended for the proposed facility is returned through the benefits of a safer, more efficient and convenient transportation facility. While this highway improves the access, it is not a facility into a non-accessible area. The development of the facility will serve to maintain and continue existing urbanized environment of the KC Metro area which will commit additional energy resources used by man for transportation. The completion of the facility will not act as a catalyst for industrialization and commercialization and development of residential areas since much of this has been committed previously. The commitment of land use through urbanization by the people of the area is irreversible. 8 MEASURES TAKEN TO MINIMIZE HARM TO THE ENVIRONMENT . The adverse impacts created by the taking of homes, churches, businesses and the resultant displacement of people will be minimized by just compensation paid to the people involved and the rendering of relocation assistance through the Relocation Assistance Program. The Missouri State Highway Department will aid displaced people in finding comparable housing. It is the intent of the state that no family or business be overly incon- venienced, temporarily or permanently, as a result of the necessary purchase of their property or their resultant move. -222- Each displaced person will be contacted by a representative of the State Highway Department who will explain fully the Relocation Assistance Program, Such contact will be made with tenants within 7 days of the first offer to acquire the property from its owners. Displaced persons will not be required to vacate their property for at least 90 days after it is acquired by the Department. Assurance is given that within a reasonable period of time prior to displacement com- parable replacement housing will be available or provided, built if necessary, for each displaced person. The Relocation Assistance Program, with the financial assistance and services inherent therein, very often provides displaced persons the opportunity to upgrade their properties and improve their overall living conditions. Each elementary school district will have adequate pedestrian access across the freeway facility. All of the elementary school districts have at least two or more crossing points provided for pedestrians. High school districts are larger in area and better access is furnished for pedestrian crossings. The design of the proposed facility enables pedestrian and vehicular circulation through the use of sidewalks and cross street connections. Sidewalks are to be constructed on cross street bridges and streets spanned by the proposed facility. Basic lighting and right-of-way fencing will aid in protecting the environment after the construction of the South Midtown Freeway. The crossing of parklands, boulevards and parkways is proposed by the most harmonious design that practicality will permit. As detailed in the attached 4(f) determinations, replacement lands and compensation to park authorities will aid in improving and developing existing park facilities. The proposed roadway will be depressed through Spring Valley Park. This will aid in minimizing visual and audio disturbances to the park area. The system of parallel collector-distributor roads will act as a buf- fer to adjacent residential developments, reducing noise and vibration. The green planted areas between travelways will help combat air pollution from vehicular exhaust. Upon completion of the freeway landscaping will be made as an integral part of the facility. Exhibit / 7 shows a pilot landscape study made for a portion of the completed freeway. The landscaping concept shown by this exhibit is a very tentative plan which will be revised and studied in fur- ther detail. Final landscaping plans will be modified to reduce the scope in compatibility with the natural surroundings. The quantity and size of landscaping shrubs and plants will be made to make the freeway aesthetically pleasing and as non-intrusive with the surrounding neighborhoods as possible. The Missouri State Highway Department is responsible for maintaining all right-of-way areas. This includes maintaining grass areas and re- moving litter and trash from right-of-way at regular intervals. -223- During the construction period, provisions in the Missouri State Highway Standard Specification Manual will insure environmental protection during construction. These specifications include controls to regulate the scope of work, including requirements and conditions placed on the contractor in the maintenance of traffic and roadbed, opening sections of the highway, servicing for temporary use, and final cleaning up of the construction area. The contractor will be legally responsible for the strict adherence to all local, state and federal laws concerning any phase of his operation. The Standard Specifications specifically control clearing and grub- bing operations and the removal of improvements to assure that all solid waste removed by these operations are disposed of and utilized in such a manner as not to jeopardize the environment. Within the construction limits, measures will be taken to prevent erosion and subsequent siltation of the streams. The contractor will be required to utilize such temporary and permanent means as are necessary to prevent pollution of the ground, water, and air. This work shall consist of temporary controls, as shown on the plans or ordered by the engineer during the life of the construction contract to control water pollution through use of berms, dikes, dams, sediment basins, fiber mats, netting, gravel, mulches, grasses, slope drains, and other erosion control devices or methods as set forth under Standard Specifications, The amount of surface area of erodable earth material exposed at one time by excavation, borrow, or fill within the right-of-way is limited to 750,000 square feet. Any borrow sites will be terraced and covered with top soil, seeded and mulched in such a manner as to deter erosion and unsightly conditions. See " Temporary Project Water Pollution Control (Soil Erosion)" Page 178 8 179. Section 107 of the Missouri Standard Specifications for Highway Con- struction will regulate the contractor in the execution of demolition and highway construction. The following excerpts from the Standard Specifications are construction methods which will be used to minimize harm to environment and Section 4(f) lands. Subsection 107,5, Public Convenience and Safety . The contractor will conduct the work in a manner that will insure as far as practicable the least obstruction to traffic and shall provide for the convenience and safety of the general public and residents along the adjacent highway in an adequate and satisfactory manner. Subsection 107,9,1, Monuments , The contractor shall not disturb or damage any land monuments or property landmark until authorized by the engineer. Subsection 107,9,2, Artifacts . The contractor shall be responsible for the preservation of all artifacts, fossils and other items of archae- ological or geological significance discovered within the operation and shall handle such items in conformity with Section 203.2.9. -224- Subsection 203O2.9, Artifacts . When remains of prehistoric sites or artiTacts of historical or archaeological significance are encountered, the excavation of operations shall be temporarily discontinued. The engineer will determine the disposition of such sites or artifacts. When directed by the engineer, the contractor will excavate the site in such manner as to preserve the artifacts encountered. The contractor will also be regulated by specifications before begin- ning demolition of any items to control rodents and other pests by exter- mination and shall employ only experienced exterminators for this purpose. The extermination will be performed in the manner prescribed by law and in accordance with the local health department regulations. The demolition contractor will be responsible for the control of dust on the removal of masonry buildings by watering the structure down thor- oughly during demolition to prevent the spread of dust. Existing rubbish, trash and junk outside buildings and the material and debris from demolished structures shall be removed as work on each item progresses. Under no cir- cumstances will the storage of salvage materials or debris be tolerated on the premises, streets, or alleys pending sale or disposal or for any other purpose, The demolition contractor will leave sidewalks, curbs, pavement, retain- ing walls, trees and shrubs in place unless specified otherwise. Any item which is to be left in place for use by the public or adjoining property owner that is damaged due to the contractor's operation shall be repaired or replaced in a manner satisfactory to the engineer by the contractor at his expense. When the contractor removes joint or party walls, he shall leave the remaining portion of party walls in sound condition with demolition termin- ating in neat, vertical and horizontal lines, Special care shall be taken by the contractor to insure demolition without damage to roofs or other parts of adjoining buildings. Public utilities will be adjusted, as required, for continuity of service and retention of service to the people. The contractor will be obliged to maintain local traffic circulation during the construction period. He is further obliged by contractual agreement to maintain the traffic circulation in a safe and expedient manner. The various construction phases will be coordinated with police, fire and the public utilities to retain the degree of service presently avail- able. Land in excess of that required to properly construct the road will not be purchased from the property owners. Steps will be taken to insure that private property is not damaged or polluted as a result of this con- struction. Measures have been taken to provide two public hearings to decide on highway location matters and to help assure that highways are compatible -225- with their surroundings. These public hearings gave the opportunity for full community participation in local planning decisions and served as a valuable supplement to formal governmental procedures for decision making. The preparation of environmental statements and 4(f) determinations have demonstrated the Highway Department's desire to plan transportation facili- ties to serve the public interest. Advanced right-of-way acquisition based on hardship cases, as discussed in preceding sections of this statement, further demonstrate the Highway Department's willingness to cooperate and help individuals improve their present living conditions and attain their personal goals. Joint development opportunities have been offered to afford the com- munity a chance to use the South Midtown Freeway in improving local areas. The user benefits from the South Midtown program will minimize and eventually obliterate financial losses due to the tax base reduction and improved goods movement on the north-south corridor through the Kansas City area. Benefits to the general economy and community, such as improved land use and accessibility, increased land value, positive industrial and com- mercial effects and the opportunity for community change will help to offset adverse environmental effects predicted for the South Midtown Freeway. After the proposed facility is constructed, it will improve the air quality by reducing the amount of pollutants emitted into the air from a more uniform and steady traffic flow. The existing stop-and-go traffic flow in peak traffic periods increases the amounts of carbon monoxide and hydro carbons. At various locations along the SMF a depressed roadway section will furnish abatement measures for the attenuation of noise from the freeway. This benefit will be available for approximately 3.5 miles of freeway between 14th Street interchange and 75th Street. The construction of the South Midtown Freeway is not expected to affect the urban wildlife of song birds, tree squirrels, or rabbits. Some of the habitat for these species will be diminished by the freeway construction; however, it is expected that many of these wildlife species will relocate to suitable habitat existing in the area. The magnitude of urban development precludes any significant adverse effect on the existing wildlife. 9. OBJECTIONS, COMMENTS AND COORDINATION A corridor public hearing was held on May 9, 1966, presenting the general location of the proposed South Midtown Freeway. In July, 1966, the Missouri State Highway Commission approved a proposed location based in part on comments and views received during the corridor hearing. -226- Mr. John L. Taylor, City Manager of Kansas City, in his report to the City Council on the South Midtown Freeway in February of 1969, made the following comment quoted as follows: "Officials of the Kansas City School District have thoroughly reviewed the proposed route from the school's viewpoint. They have correlated the number of dwelling units estimated with the number of pupils and have con- eluded that there are fewer children per house within the right-of-way than exists in the School District generally." "The freeway right-of-way will not remove any schools. School officials have indicated that if the freeway route had been selected solely for the purpose of being most advantageous to the school system, an acceptable job was done. The route runs close to the boundaries of elementary school districts which generally are over crowded, thus if there is a satisfactory plan for relocating people, the freeway may reduce the need for additional school facilities and reduce overcrowding. If persons being relocated move east or west by one tier of schools, the overcrowding situation will generally be helped. School officials conclude there would be no substantial impact on high school districts." A design public hearing was held on August 27, 1970, in the Southeast High School, Kansas City, Missouri. The majority of the 25 people who spoke were either in favor of the improvement or had accepted the freeway and are now mostly interested in the property acquisition program in its early implementation. Various changes in design (minor in nature) have been suggested or required by the Kansas City Highway Committee. The Missouri State Highway Department has been working with the City in review of the master plan coordinating the design to be compatible with the City's future plans for street transportation. The proposed freeway plan was presented by the Director of Transpor- tation to the members of the Board of Parks and Recreation Commissioners at the regular July 28, 1970 meeting. As stated in the attached letter of October 6, 1970, from Mr. Robert Lobdell, Acting Director of the Parks and Recreation Department, the Board is not opposed to the South Midtown Freeway and its crossing of park lands. h '■ u Memorandum, October 6, 1970, from Board of Park and Recreation Com- missioners, Kansas City, Missouri, stated the Department has no objections to the details of the proposed crossing of Gregory and Meyer Boulevards, both of which are south of 59th and in the current acquisition and/or construction unit. This letter further stated that the Department had no general objections to the alignment as pertains to Linwood and Paseo Boulevards, Swope and Brush Creek Parkways, Spring Valley Park and Spring Valley Plaza, all north of 59th Street. Resolution #38668, adopted by the City Council of Kansas City, Missouri, on August 21, 1970 endorses the final master plan and urges the rapid acquisition of right-of-way and construction of a much-needed freeway facility. -227- June 21, 1973, suit was filed in the United States District Court for the Western District of Missouri by the Citizens Environmental Council, the Beacon Hill Association and Concerned Citizens for Inner-City Problems as plaintiffs against Mr, Claude S. Brinegar, the Department of Transpor- tation and the Missouri State Highway Commission,, Thirteen separate complaints were made by the plaintiffs against the defendants regarding the Draft Environmental Impact Statement submitted to the Federal Highway Administration in early 1972. The complaints were as follows: 1. The statement fails to adequately consider the problems of relocation. 2. The statement presents only the most superficial examination of segregation and impaction. 3. The statement fails to consider the decentralizing effects of the proposed freeway; that is, the stimulation of white economic and residential growth. 4. The statement fails to adequately consider the environmental issues of such concerns as noise, dust, litter, carbon monoxide, vibration, etc. The statement fails to present any evidence to support its conclusions. 5. The statement fails to adequately consider the parkland issue. First, it is impossible to discern the effects of the freeway on the parks as there is no description of their character, nature and extent of use and how those items would be effected by the freeway. Secondly, the statement fails to establish why evidence that no prudent and feasible alternatives exist to the taking of the park lands and to discuss any design planning performed to minimize potential harm to the parks. 6. The statement fails to examine and consider the economic affects of the freeway, specifically with regard to the effects within the freeway corridor area. The statement simply concludes that the total metropolitan area economics will improve. Such an analysis fails to consider shifts in economic growth and the problems of deterioration in the central city as well as the effects on access to services and employment opportunities on those remaining in the city. 7. The statement fails to adequately consider alternatives to the proposed South Midtown Freeway. There is not presented any analysis indicating a specific transportation need followed by a recent objective process of considering various alternatives to achieve that need. 8. The statement fails to adequately defend or support the conclusion that if the freeway is not built that area pollution will be greater based on greater traffic congestion on local streets. The statement fails to consider and analyse the obvious that if the freeway is not constructed the projected traffic simply won't materialize. 9. The statement fails to analyse both social effects within the corridor area and those in the general metropolitan area. 10. The statement fails to analyze and separate land use affects both within and outside of the corridor area. -228- 11o The statement fails to adequately consider the impact of congestion in the central business district area and circumferential arteries. 12. A comment in the statement sites that " at present, we have no means in which to accurately estimate where dislocated people and business concerns will relocate. The Highway Department is led to believe, based on exper- Tence with past projects, the Negro population will relocate within the immediate area, while the white population being affected will probably relocate in the suburban areas of greater Kansas City, " Such a statement can hardly be made in light of the studies with which the State Highway Commission has performed. 13. The statement fails to analyze the effects of the freeway on existing transportation, especially public mass transportation. Additional comments from individuals and groups are discussed in 1. "Description of the Proposed Project and Its Surroundings." The Highway Department's consideration of these comments is included in this section also. SUMMARY OF MEETINGS WITH COMMUNITY GROUPS AND VARIOUS CITIZENS ON THEIR INVOLVEMENT IN THE PROJECT DEVELOPMENT OF THE SOUTH MIDTOWN FREEWAY February 20, 1968 - District Engineer, Mr. W. H. Dill, met with area residents at the Paseo Baptist Church, located at 25th and the Paseo. This meeting was held to discuss plans and review the South Midtown location in the general area of the Church. A concern was expressed by area residents on the traffic circulation in the vicinity of the Church. The highway plans were subsequently revised to improve traffic circulation. May 28, 1968 - District Engineer, Mr. W, H. Dill, met with area resi- dents at the Southeast Community Council Community Center located at 63rd and Swope Parkway. This meeting was held to discuss plans and review the right-of-way acquisition procedures for the freeway project. February 18, 1969 - Mr. Dill met with area residents at the Brownies Restaurant located at 51st and Prospect. He reviewed the status of plans for the South Midtown Freeway project. There were 25 people in attendance. May 7, 1969 - Mr. Arthur Taylor and Mr. Robert Blaes met with repre- sentatives of the Land Clearance for Redevelopment Authority, the Housing Authority and the City Development Department. The purpose of this meeting was to begin coordination of various housing and relocation activities within the greater city metropolitan area. Mr. Taylor and Mr. Blaes discussed the Commission's Relocation Assistance and Payment Program. September 8, 1969 - Mr. W. H. Dill, District Engineer, District 4, Missouri State Highway Department, spoke before a neighborhood club of property owners. The meeting was held at the home of Mrs. Bradley, 5443 Montgall. There were 33 black property owners at the meeting. All of their property is located in the right-of-way of the proposed South Midtown Freeway. The property owners present at this meeting were very much in favor of the freeway and the acquisi- tion of their property by the Highway Department. -229- November 24, 1969 - Mr. Art Taylor and Bob Blaes attended a meeting in the office of Mr. Jim Kunke of the Zoning and Development Office of Kansas City at the City Hall. The meeting was held to discuss the relocation problems of all the various agencies in Kansas City, Missouri and to see if a relocation study needed to be made. Also in attendance at this meeting was Mr. A1 Harman and Mr. Marvin Nesbett of Urban Renewal. Mr. Ralph Daughtery of Kansas City Housing Authority and Mr. Ralph Keys of Kansas City Relocation Office and other city department employees. March 6, 1970 - Mr. George Satterlee, District Engineer, of District 4, met with Church officials of United Methodist Church District headquarters located at 15th and VanBrunt. Dr. Forrest L. Standard, Kansas City Southern District Superintendent of the Methodist Church and five others in attendance at this meeting expressed a concern for the lack of consideration of community involve- ment in the planning of the Highway construction project. Mr. Satterlee reviewed the current status of the right-of-way acquisition on the South Midtown Freeway and also work proposed as a part of Highway Department's Five Year Right- of-way and Construction Program. He left maps, Right-of-Way Acquisition Booklets and data pertaining to the City's South Midtown Freeway Review Committee with Dr. Standard. Dr. Standard seemed quite understanding about the problems the Highway Department had in the development of such a freeway facility and indicated his personal preference to see the project move ahead as rapidly as practical. One of Dr. Standard's main concerns was planning for adjustments in the area served by several Methodist Churches along the route of the South Midtown Freeway. Mr. Satterlee indicated to him that if they so desired, representatives of the Department would be pleased to meet with the individual ministers and congrega- tions to explain the Department's plans. September 9, 1970 - Mr. Satterlee met with about 40 members of the Red Bridge Sertoma Club at the Red Bridge Shopping Center located at 110th and Holmes. He presented a program and answered questions on the status of the South Midtown Freeway project. November 24, 1970 - Mr. Satterlee, District Engineer, met with 150 area residents at the Southeast Community Council Community Center located at 63rd and Swope Parkway. He reviewed the progress of plans and discussed the right- of-way acquisition procedures. The State Highway Department modified building demolition procedures as a result of this meeting. February 10, 1971 - Mr. Art Taylor, District Right-of-way Agent, and Mr. Robert J. Blaes, Chief Relocation Officer, and Mr. Greg Nitschke, Right-of-way Agent, attended a meeting of the Veteran's Administration for their brokers in the Kansas City area. Mr. Taylor gave a short talk to approximately 60 brokers present at this meeting about the relocation program and of payment which tenants and owners receive. He explained how the Relocation Department will work to help get dislocated people into VA Housing. March 3, 1971 - Mr. Robert Blaes, Mr. J. B. Vickers, Chief Negotiator, and Mr. Gregory Nitschke, Right-of-way Agent, attended the FHA Brokers Meeting at the invitation of Mr. Jess Levine, Property Manager for the Kansas City area FHA District. -230- There were approximately 75 brokers in attendance at the meeting,, Mr. Blaes gave a 20 minute talk on the South Midtown Freeway and the relocation program. He explained to the FHA brokers how the relocation benefits can be applied to purchase replacement housing and how the Relocation Office will help them to close sales of houses to persons who are displaced by the Freeway. At the January meeting of the South Midtown Freeway Review Committee, an approved motion specified that the Kansas City Highway Committee include the Midtown Freeway right-of-way acquisition in its recommendation to the State Highway Department relative to the State's five year program. The South Midtown Review Committee requested sufficient funds be allocated for right-of-way acquisition on the entire route so that the property of all persons who wish to sell could be purchased as quickly as possible. They considered the rapid acquisition of right-of-way necessary to alleviate the financial hardships imposed on owners who need to make repairs to their property but have no assurance that they will be reimbursed for the cost of such repairs. As a result of the South Midtown Review Committee's resolution, Mr, Myron Calkins, Chairman of the Kansas City Highway Committee, wrote a memo to Mr, George Satterlee requesting answers to the following questions. 1, Can the present rate of acquisition of all right-of-way in connection with the project be accelerated? 2, Is there any lack of funds that is holding down the rate of acquisition of such right-of-way? 3, Would the Highway Department furnish the Highway Committee a report on the general progress on the entire project? March 9, 1971 - Mr. Satterlee and his staff held a meeting with the Kansas City Highway Committee at the District 4 office to review the right-of-way acquisition program. The status of right-of-way acquisition as of March 1, 1971, included an estimated 2,331 total tracts of which 573 tracts had been acquired to date. The total monies expended as of March 1, 1971, was $7,967,560 for right-of-way and $585,491 for relocation assistance. July 19, 1971 - Mr. Satterlee, District Engineer, met with 30 area residents at the Paseo Baptist Church, located at 25th and Paseo. He discussed the effect of the project on the Church and surrounding neighborhood. Following this meeting the Missouri Highway Department proposed joint use of the right-of-way for church parking at the Paseo Baptist Church. In July, 1971, a group of approximately 50 home owners petitioned the district 4 office of the Missouri Highway Department requesting a meeting to discuss future plans of the South Midtown Freeway land acquisition. These were home owners in the Linwood area. They stated rumors were being circulated about what would be happening in the freeway area regarding property acquisition, demolition, and deadline dates which were creating general confusion for home owners. They stated that many of the home owners being dislocated by the freeway had the opportunity to relocate -231- immediately to new housing being built in their neighborhood, but were unable to sell their homes on the general market. They explained that they were not financially able to obligate themselves to purchase a new home or even relocate until the Highway Department or someone else purchased their existing homes. They explained they were not in opposition to the proposed freeway but were interested in getting information in helping them make their decisions regarding future housing plans and needs. August 24, 1971 - Mr. George Satterlee, District Engineer, and Mr. Arthur Taylor, District Right-of-way Agent, met with the Linwood Home Owners Association at the Linwood Presbyterian Church, 1801 Linwood Boulevard. During this meeting both Mr. Satterlee and Mr. Taylor explained the various factors relating to the acquisition and construction of the South Midtown Freeway and the appraisal negotiation and relocation procedures used in right-of-way acquisition. They spent considerable time answering various questions of the 50 persons present regarding acquisition and relocation procedures. August 30, 1971 - Mr. Satterlee met with the concerned citizens for Inner- City Problems at the Area V HRC Center, Swope Parkway and Prospect. There were approximately 20 people present at this meeting. Mr. Satterlee discussed the right-of-way acquisition and relocation procedures and the work on demolition of buildings. September 9, 1971 - Mr. Satterlee again met with the concerned citizens for Inner-City Problems at the Area V HRC Center, Swope Parkway and Prospect. There were approximately 125 in attendance at this meeting. Mr. Satterlee discussed building, demolition and cleanup problems and also right-of-way acquisition and relocation procedures. Following this meeting, the Missouri Highway Department modified the methods used for the maintenance of vacant lots. September 16, 1971 - Mr. Arthur Taylor, District Right-of-way Agent, and Mr. Jerry Smit, District Surveys and Plans Engineer, attended a local community meeting of about 20 people at the Greater Antioch Church. This meet- ing was in regard to plans for the Freeway on the west side of Michigan between 42nd Street and 45th Street. They answered questions on right-of-way acquisition and relocation programs and Mr. Smit answered questions regarding the design of the freeway at the above mentioned location. September 30, 1971 - Mr. George Satterlee met with area residents and the South Midtown Review Committee at the Church of Christ located at 39th and Michigan. There were 75 in attendance at this meeting. Five alternatives for an interchange were presented by the Transportation Department. Mr. Satterlee reviewed the need for an interchange at 39th Street and the problems of traffic congestion on the freeway if an interchange was constructed at the 39th Street. November 18, 1971 - Mr. Satterlee spoke to a group of members of the South Kansas City Chamber of Commerce at the Holiday Inn on Blue Ridge and U. S. Route 71. He presented a program and answered questions on the status of the project. December 8, 1971 - Mr. Robert J. Blaes, Chief Relocation Officer for the Missouri Highway Department District 4 office, met with Mr. William Payne and -232- Mr Richard Gladstone of the U. S. Civil Rights Commission at the Relocation Office located at 6105 Montgall, Kansas City, Missouri, Mr, Payne and Mr, Gladstone discussed the relocation procedure for approxi- mately 1/2 hour, and then they asked to see every 10th file on the South Midtown Freeway on which action had been taken. Approximately 112 files on the South Midtown Freeway were checked by Mr, Payne and Mr, Gladstone, The information which they recorded was as follows, 1, Address of subject property or relocatee, 2, Status of occupant (owner or tenant). 3o Color of relocatee (white or black). 4, Address where relocatee moved. 5, Status of relocatee after move (owner or tenant). December 10, 1971 - Mr, Arthur Taylor, District Right-of-way Agent from the Missouri Highway Department, met with Mr. William Payne and Mr. Richard Gladstone of the U, S, Civil Rights Commission regarding right-of-way and relocation assistance and payment procedures used on the South Midtown Freeway. Mr. Taylor furnished copies of the following documents to the two gentlemen mentioned above. 1. Scatter charts 2, Pre-acquisition Relocation Plan 3, Relocatee Needs Questionnaire 4. Copy of one appraisers area trend for south portion of South Midtown Freeway December 29, 1971 - Mr. George Satterlee, District Engineer, met with 15 area residents of the Linwood Home Owners Association at City Hall of Kansas City, located at 12th and Oak Street. He discussed right-of-way acquisition and relocation procedures for the project in the Linwood area. January 5, 1972 - Mr, Satterlee accompanied interested citizens on the Mayor's bus tour over the South Midtown Freeway route. The tour started at City Hall located at 12th and Oak Street in Kansas City. Approximately 50 people toured the route of the freeway by bus with corridor residents and other interested citizens, including the Mayor of Kansas City. At the January 5, 1972, meeting of the South Midtown Review Committee Mr. George Satterlee and Mr. Jerry Smit represented the Missouri Department of Highways. The committee took up for discussion the hardship acquisition procedure of the Highway Department. Mr. George Satterlee read a report prepared by the Department of Highways setting forth their Highway acqui- sition procedures. This report was accepted and made a part of the permit records of the committee. Mr. Bob Kipp of the City Development Department, asked about projected availability of funds for acquisition or hardship properties. Mr. Satterlee replied that the District office is continuing to receive money for hard- ship acquisition but there has never been a "ceiling" placed by the Highway Commission on the amount that will be available nor has there been any promise of speeding up funding. -233- Mr. Kipp asked if the Department of Highways had more money, if it could process hardship cases faster. Mr. Satterlee replied that this is somewhat true although the District office is restrained to a certain extent by lack of personnel and procedural limitations. Mr. Earl Sutton, citizen member, stated there is a question concerning the length of time that a property stands after acquisition before it is demolished by the Department of Highways. Mr. Satterlee replied that contracts allow 60 to 90 days. Several inquiries were made about the procedures for regulations for demolishions of properties. Mr. Satterlee stated that it has been the Department of Highway's practice to take the bids from the demolition contractors based upon hardship case letters received and not wait until the property was acquired to get bids. He remarked that the contractors did not like this procedure but have gone along with it to date. This has been adopted as a policy because it speeds up demolition once the property is acquired. Mr. Satterlee also remarked that the procedure of demolishing houses is time-consuming whether the state is involved or not. He pointed that the demolition contractor has to get permits for the demolition as well as for closing all sewers and water lines, and several other types of permits may be required before he may actually demolish the property. Mr. Karmeier asked if it would speed up the process if the number of properties acquired before demolition contract is let were cut in half or reduced. Mr. Satterlee stated it would not since the Department of Highways takes bids from the demolition contracts based on hardship letters so that demolition can take the place almost as soon as the property is acquired and vacated. Mr. Lloyd Gamm, representing the Legal Aid Society, asked Mr. Satterlee if it were possible to rent tenable houses after the Department has acquired the property. Mr. Gamm commented that it would seem this would ease the problem by taking advantage of good housing to relocate people for a period of time while they are waiting for a permanent or otherwise satisfactory housing. Mr. Satterlee replied that the Department of Highways does rent buildings to property owners until they can get them relocated, but it is only possible to pay relocation costs once. Therefore, it is not possible to acquire a property, relocate the owner, rent to a new tenant and then pay him reloca- tion costs when it comes time to demolish the property. Mr. Karmeier moved that the South Midtown Freeway Review Committee adopt the following resolution and forward it to the City Council with the recommendation that it be adopted by that body and forwarded to the Missouri Department of Highways. 1. The South Midtown Review Committee favors the Missouri State Highway Department's current policy or hardship acquisition and recommends this program be improved and expedited. 2. The Missouri Highway Department should be requested to make available sufficient funding to establish a time schedule for the completion of all the property acquisitions for the South Midtown Freeway right-of-way no later than July 1, 1977. -234- Mr. Satterlee remarked that the Federal Highway Administration has declared that it wants to spend available monies for construction and not solely for right-of-way acquisition. So the Missouri Department of Highways may be faced with developing a construction project on some sections of the freeway so that it continue to receive money for the entire project including property acquisition. Mr. Satterlee also stated that the Missouri Department of Highways has taken a position that the South Midtown Freeway shall be completed no later than 1982, but this decision was predicated upon available financing, which of course depends on how much money the Federal Government will make available as well as other highway financing needs throughout the state of Missouri. A motion was passed by unanimous vote of all those voting members^present. January 24, 1972 - Mr. Richard Jones, District Operations Engineer; Mr. Jerry Smit, District Surveys and Plans Engineer; and Mr. Arthur Taylor, District Right-of-way Agent; attended a local community meeting held at the United Presbyterian Church at 59th and Swope Parkway. The topic of discussion was the South Midtown Freeway from Brush Creek south to 95th Street. All persons attending the meeting were furnished a schematic plan of the freeway and a brochure "When a Highway Comes Your Way" and "Relocation Assistance and Payment Program". The above mentioned employees showed slides of the proposed freeway and answered all questions regarding the design of the freeway and right-of-way and relocation assistance procedures. January 24, 1972 - Mr. George Satterlee, District Engineer, and Mr. Arthur Taylor attended a local community meeting held at the Linwood Presbyterian Church at 31th and Michigan to discuss the South Midtown Freeway. They gave all persons in attendance copies of the brochure "When A Highway Comes Your Way" and "Relocation Assistance and Payment Program". They also displayed a large master plan of the proposed freeway and left the plan at the Church so all interested persons could review the plan. All questions were answered regarding the design of the freeway and right-of-way and relocation assistance procedures. February 2, 1972 - Mr. Satterlee met with 20 area residents of the Linwood Home Owners Association at the Linwood Presbyterian Church located at Linwood and Michigan. He discussed the design of the proposed freeway and answered questions on relocation, particularly in the vicinity of Linwood Boulevard. February 7, 1972 - Mr. Arthur Taylor attended a staff meeting of Area II D Model Cities Agency at 2609 East 31st Street. He passed out schematic plans showing the South Midtown Freeway and also gave all persons in attendance copies of a brochure "When A Highway Comes Your Way", and "Relocation Assistance and Payment Programs". He discussed the design and relocation of the freeway and answered all questions regarding right-of-way and relocation assistance procedures. March 1, 1972 - The South Midtown Freeway Review Committee held their regular scheduled meeting. This meeting was attended by Mr. Jerry Smit, District Surveys and Plans Engineer; and Mr. Bob Blaes, District Chief Relocation Officer. The agenda of the meeting covered the following. -235- 1. A report on a 39th Street interchange and presentation of resolutions No. 40,815 and 40,888 made by the Kansas City City Council. 2. Report on abandoned buildings within the South Midtown Freeway right- of-way. 3. Houses at 5100 Prospect Avenue or access to the South Midtown Freeway in the vicinity of 48th and Brooklyn. March 6, 1972 - Mr. William R. Langley, Chief Relocation Officer of the District 4 office, addressed the monthly meeting of the 26th and Highland Happy House Neighborhood Club. The meeting was held at the home of Mrs. Edith Bradley, 5443 Montgall, Kansas City, Missouri. There were 15 club members present. Mr. Langley presented an informal lecture on the "Uniform Relocation Real Property Acquisition Policies Act of 1970". After the presentation a question and answer period was held. Questions concerning the relocation payments procedure, eligibility requirements and other relocation benefits were dis- cussed in detail. Mr. Langley considered the meeting as being beneficial for both the Highway Department and the property owners that were present. On May 11, 1972, Mr. Arthur Taylor, District Right-of-way Agent, and Mr. William R. Langley, Chief Relocation Officer, met with Mr. Rafael San Juan, Relocation Specialist with H.U.D. The meeting was held at the Missouri State Highway Department Relocation Office at 6105 Montgall, Kansas City, Missouri. The meeting had been requested by Mr. San Juan on May 5, 1972. He wanted to compare the Missouri State Highway's Relocation Program with HUD's Relocation Program and to determine the differences, if any, in the two programs. In discussing the relocation and payment program of 1971, it appeared there was a great amount of difference between the HUD Program and the Relocation Program being utilized by the Missouri State Highway Department. Mr. San Juan stated that relocatees displaced by a Federally funded project could find their own comparables as long as the comparable had the same amount of bedrooms and number of rooms. The age or condition of the property compared to the dislocatees property did not matter as long as the property met the decent, safe and sanitary qualifications. Mr. San Juan also stated that the average replacement housing payment that had been processed by HUD was $9,000. Mr. Langley explained that (3) comparable properties were used in determining the replacement housing payment under the State Relocation Program and that age, size, general condition, area, number of rooms and bedrooms were all considered in determining if the relocatee was eligible for replacement housing payment or rental subsidy payment or a down-payment payment. The Highway Department repre- sentatives also explained that a qualified appraiser did the comparison and that it was checked by a reviewing appraiser and by the Chief Relocation Officer. Mr. San Juan stated that there was a difference between the two programs for the following reason: The agencies under HUD, such as Urban Renewal, were in the business of disbursing people from a certain area, whereas the Highway Department was only taking a corridor type of taking and was not concerned about taking an entire area. -236- In further discussions with Mr. San Juan it was noted that the two programs varied in many other ways, such as the taking of business property and also there was a difference in rental subsidy payments. The discussion was beneficial and very informative for both parties. On Monday, September 11, 1972, Mr. Arthur Taylor, District Right-of-way Agent, accompanied by Mr. Gregory Nitschke, Relocation Agent, attended the regular meeting of the Oak Park Project Area Committee at their office at 3446 Brooklyn. This Rehabilitation Office and the Committee represent residents from Linwood to 39th Street and Prospect to Paseo, Mr. Taylor talked briefly about the different aspects of the South Midtown Freeway and answered various questions about the freeway and the Highway Department's acquisition and relocation program. At the end of the meeting they were advised by the Committee that they would probably be invited back to answer additional questions regarding the freeway. Mr. Taylor informed Mr. E„ R. Warren and Mr. L. C. Connally that the Highway Department would be most happy to meet with their Committee at any time. On Thursday evening, September 28, 1972, Mr. Arthur Taylor, accompanied by Mr, William R. Langley, Chief Relocation Officer, attended a meeting held by Concerned Citizens For Inner-City Problems, at the Human Resources Corporation Area V office, 2414 Swope Parkway. They answered questions regarding relocation and acquisition procedures regarding the above project. At the end of the meeting Mr, Thompson, a member of the South Midtown Review Committee, read a resolution adopted by the Review Committee and requested approval from the C.C.I.P. members. The resolution was approved and they also requested that the State Highway Department and the Urban Renewal agency dis- continue any acquisition or relocation of people until such time as both agencies were working under the same guidelines. October 6, 1972 - Mr. William Langley, accompanied by Mr. Greg Nitschke, Relocation Agent, met in combination with the Welfare Rights Committee, Mrs. Richardson presiding, and the Model Cities Health Center, The meeting was held at the Model Cities Health Center located at 2310 Linwood, Kansas City, Missouri. The meeting was held at the request of the Welfare Rights Committee to discuss relocation problems connected with the freeway project. A question and answer session was held concerning the relocation problems. A major complaint appeared to be that there was not enough communication between agencies. Mr. Langley explained that the Highway Department would be more than happy to meet with any concerned agency if it would help resolve any problems that were taking place. During the course of the meeting there were constant complaints leveled at the Highway Department, which after discussing the complaint, it was found the Department had nothing to do with the area that was involved. The complaints mentioned were in those areas the land clearance and urban renewal were working and not the area of the South Midtown Freeway. There were 20 people attending the meeting and it lasted some two and one-half hours. Mr. Langley stated to those present that if relocation problems were brought to their attention to please contact the District 4 office and the prob- lem would be given an extreme priority. -237- Mrs. Richardson, from Welfare Rights, and Mrs. Ellis, Assistant Director of the Model Cities Health Center, thanked the Highway Department for its time and for the provided information. October 26, 1972 - Mr. Satterlee, District Engineer, held a meeting with Concerned Citizens for Inner-City Problems and Citizens Environmental Council, at the Area V HRC Center, Swope Parkway and Prospect. There were about 25 people in attendance. Mr. Satterlee discussed the relocation procedures for the project as well as building and demolition procedures. Subsequent to this meeting the Missouri Highway Department modified their building and demolition procedures. On October 27, 1972, Mr. Arthur Taylor, together with Mr. George Satterlee, District Engineer, met with Mr. Bill Covington of radio station W.D.A.F. and taped a conversation regarding right-of-way and relocation procedures being used on the South Midtown Freeway. Questions were asked regarding the location of this freeway, appraisal procedures, relocation payments, and the differences in relocation payments between the 1968 Highway Act and the 1970 Uniform Act. Parts of these taped interviews were aired on Sunday, November 12, 1972, at 9:30 a.m. on W.D.A.F. The program is known as "Insight". On November 22, 1972, a meeting was held at the FHWA Regional Office in Kansas City, Missouri, to discuss replacement housing payment differences between HUD and the State Highway Department. The following persons attended the meeting: State George Satterlee, District 4 Engineer Arthur Taylor, District 4 Right-of-way Agent Doyle Jones, Division Office Field Liaison Officer W. R. Langley, Chief Relocation Officer FHWA Marvin Barro^, Region 7 Right-of-way Officer Paul Hines, Region 7 Relocation Specialist Ned Diekroegaer, Division Right-of-way Officer HUD Ed Taylor, Regional Director of Location Kansas City Land Clearance and Redevelopment Authority Roy McCallop, Director of Relocation Mary Patton, Relocation Specialist The meeting was called to discuss and explore the differences between the two agencies relocation program. Mr. Taylor and Mr. Langley explained the methods in computing the relocation payments and in general the state relocation program. -238- Mr* McCallop explained their procedures in computing HUD relocation payments and their program in general. The differences in the two programs were many. However, the main difference that was noted was that the state uses the Comparable Method in determining the replacement housing payment and HUD or Land Clearance uses the Schedule Method. Differences were noted in the intent of the two programs. HUD's intent seems to be to disperse people into other areas whereas the Highway Department's intent is to put people back into an area that is as good or better than what they have been living in. It was agreed by all that maybe the possible solution to the differences would be to make up a joint schedule and base all payments on the schedule method. Another meeting was scheduled for December 5, 1972, to further discuss the possible solution. December 4, 1972 - Mr. George Satterlee, District Engineer, and Mr. Arthur Taylor, District Right-of-way Agent, attended a meeting of the Oak Park I Project Area Committee, at the P.A.C. Office located at 3446 Brooklyn. Approximately 25 people attended this meeting at the Rehabilitation Office. Mr. Satterlee discussed the coordination of urban renewal and freeway plans. He answered questions regarding the access to properties on the east side of Euclid and the west side of Michigan from Linwood Boulevard south to 34th Street. The Highway Department agreed on a cooperative joint acquisition between 32nd and 34th on Euclid. Mr. Satterlee also held a question and answer session with the participants on relocation payments and procedures. It is to be noted at this meeting that the P.A.C. Committee voted to amend the urban renewal plan for Oak Park I to provide for the clearing of properties on the east side of Euclid between Linwood and 34th Streets. On December 6, 1972, a second meeting was held to discuss the differences between State Highway and H.U.D, Relocation Programs at the FHWA Regional Office. The following persons attended the meeting: State Robert E. Smith Arthur Taylor Doyle Jones W. R. Langley FHWA Marvin Barrow Paul Hines Ned Diekroeger Marvin Steiner H.U.D. Ed Taylor -239- Kansas City Land Clearance and Redevelopment Authority Roy McCallop Mary Patton Further discussion was held concerning the differences between State Highway and H.U.D. methods of computing replacement housing payments. It was generally agreed that comparable properties should not be taken from urban renewal areas and that possibly H.U.D. and the Highway Department could get together and attempt to set certain boundaries in the Kansas City area where it would be possible to take comparable properties. Mr, Taylor and Mr, McCallop will try to set up a meeting time to discuss such boundaries. The term "Comparable" was discussed and it appears that both agencies are alike in their definition of comparability except that H.U.D. takes environ- mental factors into consideration. Also, a resolution that had been sub- mitted to the Kansas City Council was discussed. This resolution called for a uniform relocation program by both State Highway and H.U.D. A third meeting was scheduled at the FHWA Regional Office on December 20, 1972, to further discuss the existing problems in the two relocation programs. On December 20, 1972, a third meeting to discuss possible solutions to the problems in determining replacement housing payments between H.U.D. and State Highway was held at the FHWA Regional 7 Office. The following persons attended the meeting: State Arthur Taylor W. R. Langley FHWA Paul Hines Van Schaffer Marvin Steiner H.U.D, Ed Taylor The discussion was resummed concerning the possibility of developing a joint schedule to use in replacement housing payments. Boundaries were dis- cussed, such as 95th Street north to the Missouri River and Blue Ridge west to the State line. These boundaries possibly could be used in developing a joint schedule. This area would be used in finding comparable replacement dwellings or used as comparables in developing a schedule method. Mr, Hines requested that Mr. Taylor and Mr. McCallop meet and discuss the schedule. The date scheduled for the fourth meeting was set and the meeting was adjourned. -240- On March 7, 1973, the South Midtown Review Committee held their regular meeting. The items on the agenda for this meeting were a report from Mr. George Satterlee, District Engineer, concerning property acquisition. Also, they discussed a relocation questionnaire. New items that came before the committee were the cleanup campaign for the freeway corridor and discussion of the proper- ties in the 4500 block of Michigan. This meeting was attended by representatives of the District 4 Office. On Tuesday, February 27, 1973, Mr. Arthur Taylor, District Right-of-way Agent, together with Mr. George Satterlee, District Engineer, Mayor Charles Wheeler, and approximately 40 other concerned citizens went on a tour of the South Midtown Freeway. The tour covered a portion of the South Midtown Freeway via bus with corridor residents and other interested citizens including the Mayor of Kansas City. The tour covered the freeway location from the Paseo south to Brush Creek Boulevard and back. Various problems were discussed at the Human Resources Corporation Area V Office, one of the designated stops on the tour, with several area citizens regarding negotiation, relocation, demolition, and maintenance of the South Midtown Freeway right-of-way. On Saturday, March 31, 1973, Mr. Arthur Taylor, District Right-of-way Engineer, in the accompanyment of Mr. W. R. Langley, attended an open house at 2410 Agnus which was sponsored by the Housing Development Corporation and the information center. This corporation is a non-profit corporation and works under the Model Cities Agency. Mr. Taylor and Mr. Langley were shown slides of the various stages of rehabili- tation of a model house and then they were given a tour of the entire structure. Mr. Karl Arterbery and Mr. Bob Jackson were present and conducted the above mentioned tour. They solicited the Missouri State Highway Departments help in directing relocatees who were interested in remaining in the immediate area to their corporation for help in finding replacement properties. On May 10, 1973, a community meeting on the South Midtown Freeway was held by the Community Planning Association Incorporated, Model Cities-Area 2-B at 2112 East 25th Street, Kansas City, Missouri. Mr. Arthur Taylor of the Missouri State Highway Commission was guest speaker at this meeting. He participated in answering specific questions from property owners affected by the freeway in the 2-B area. He furnished brochures, maps and fact sheets on the South Midtown Freeway. June 6, 1973 - The South Midtown Review Committee held their regular scheduled meeting. The agenda included the summer schedule, status of relocation survey, and a rapid transit study. This meeting was attended by representatives of the District 4, Missouri State Highway Office. June 6, 1973--A meeting of the South Midtown Freeway Review Committee was held on the 23rd floor of the City Hall, Transportation Department. Mr. George Satterlee, Mr. Arthur Taylor, and Mr. Jerry Smit were present for the Missouri Department of Highways. At this meeting, Mr. John Young, Citizen member, commented that he had hoped that a lady, who is a renter, would appear at this meeting since she -241- had a severe problem in trying to relocate, due to a large family and limited resources. Mr. Richard Hunter, Citizen member, advised Mr. Young that the Council for United Action might be able to help the lady in her relocation problem. Mr. George Satterlee stated that the Missouri State Highway Department had not evicted anyone from their home to date, but as soon as the person has received a settlement the Highway Department is anxious to see that person or family relocate. Mr. Young indicated he would contact the Highway Department to try to solve the problem. Mr. Young also asked about the status of the 39th Street interchange with the South Midtown Freeway. Mr. Jerry Srait of the Missouri Highway Department replied that the Department is proceeding with the design and should have something ready by the fall of 1973. Mr. Satterlee stated that it would be inappropriate to comment on what the design and right-of-way requirements would be at this time, but that the plans were proceeding on the basis of there being a full interchange at 39th Street. On Friday, July 13, 1973, Mr. Arthur Taylor, District Right-of-way Agent, and Mr. Norm Wade, Right-of-way Negotiator, met with five students from Webster College from St. Louis, Missouri. The meeting was held at the request of the groups head, Miss Elizabeth Lane. The two hour meeting focused on the acquisition and relocation process as handled by the Department with primary interest being"on the South Midtown Freeway project. The group was gathering the information for a class project on the migration of people from various locales. The meeting consisted of an explanation of the acquisition and relocation processes by Mr. Taylor and Mr. Wade, followed by a question and answer from the students. August 17, 1973--Mr. Satterlee held a meeting with Reverend Briscoe of the Paseo Baptist Church. The discussion at this meeting pertained to an alternative to acquire the Paseo Baptist Church. The Department of Highways proposed plan leaves the Church in place. Wednesday, September 5, 1973, the South Midtown Review Committee convened at the City Hall with Mr. George Satterlee and Mr. Jerry Smit attending from the Missouri Department of Highways. Mr. Satterlee presented the status report on right-of-way acquisition for the freeway project. As of September 1, 1973, 1,658 tracts of land had been purchased by the Highway Department. An additional 192 requests for acquisition had been approved and 40 more requests had been received but not approved as of September 1, 1973. Total expenditures for right- of-way acquisition and relocation assistance were reported to be approximately $23,757,000.00 as of September 1, 1973. In response to a question, Mr. Satterlee indicated that there were 506 tracts of land needed for the freeway on which no action of any kind has yet been taken. The addition of an interchange at 39th Street will require the acquisition of some additional property. But the exact number will not be known until an interchange design is selected and approved. Mr. Satterlee said that three alternate interchange designs were being prepared and would probably be sent to the City for review before the end of the 1973 calendar year. -242- On October 30, 1973, at 7:30 p.m., a meeting was held at the request of the Ivanhoe Community Council at the Foreman Temple, 39th Street and Michigan. The meeting was held to discuss the South Midtown Freeway and its progress to date. The following people, as the representatives of various agencies, were present at this meeting. Mr. George Satterlee, District Engineer, Missouri Department of Highways Mr. Del Karmier, South Midtown Review Committee Chairman and representing the City of Kansas City, Missouri Mr. James A. Kushner, Legal Aid Society Mr. Gordon Gamm, Legal Aid Society Mrs. Ira Jackson, Community Service Worker and Mrs. Comley, Member of the Ivanhoe Community Council and Mr. William Langley, Chief Relocation Officer, Missouri Department of Highways There were approximately 45 people in attendance at the meeting. Mr. Satterlee spoke on the engineering phase of the project and Mr. Karmier spoke on the city's participation on the project. Mr. Langley spoke on the Relocation Assistance and Payment Program. Mr. Kushner spoke on the pending legal action on the project and explained the causes of the action. A question and answer session was held and questions were answered about all phases of the project. Wednesday, November 7, 1973, the South Midtown Review Committee convened at the City Hall. Mr. George Satterlee and Mr. Jerry Smit were present for the Missouri Department of Highways. Mr. Richard Hunter, Citizen member, asked if the legal action by several groups against the Highway Department and the U. S. Department of Transportation was affecting the right-of-way acquisition program. Mr. Satterlee stated that the Highway Department has asked the court for permission to continue to purchase properties on a "hardship" basis when requested to do so by owners. Mr. J. Nelson Thompson, citizen member, said that a suit is still in the courts and it is possible a decision will not be reached for several months. Mr. Satterlee reported that the Highway Department expects to schedule a hearing on alternative designs for 39th Street interchange in the spring of 1974. The hearings would probably be held in the evening at a location convenient to residents of the area. January 3, 1974, Mr. William Langley and Mr. Arthur Taylor of the Missouri Department of Highways met with Mr. John Schroch, Relocation Administrator for the City Development Department, Central Relocation Agency of Kansas City, Missouri, and two of Mr. Schroch's staff at the District 4 Highway Office. The purpose of the meeting was to discuss the two different agencies procedures and policies pertaining to the relocation program and to attempt -243- to keep an open line of communication between the two offices. Many aspects of the relocation program are discussed and a good rapport was evidenced between the parties. All parties expressed a desire to keep in touch with each other and to attempt to coordinate their activities with the other when practical and possible. Wednesday, January 9, 1974, the South Midtown Review Committee convened at the Kansas City City Hall. Mr. Jerry Smit, Surveys and Plans Engineer from the Missouri Department of Highways, was present. Mr. Smit reported that 1,725 properties had been acquired as of January 1, 1974. Funds in the amount of $25,022,000.00 had been expended for right-of- way acquisition. At present, there are 125 properties in the process of being acquired. There are approximately 2,400 total properites included within the proposed right-of-way. Mr. Myron Calkins, Director of Public Works Department, asked if requests for hardship acquisition were still being submitted. Mr. Smit replied the requests continue but in fewer numbers than previously. Mr, Smit commented that the recently filed legal suit against continuance of the freeway project had not stopped the Department of Highways from accepting requests for hardship acquisition. Also, pending the outcome of the legal suit, the Department of Highways reported that it will require at least three more years to complete acquisition due to annual funding alloca- tions. Mr. Smit stated that two construction contracts have been let for an embankment earth fill and to signalize U. S. Route 71 at Bannister Road, plus adding a ramp for future northbound freeway traffic. The next phase will be the construction of the first section of the freeway from Bannister Road north to 75th Street. This should occur within the next two or three years. Mr. Smit said there would be a public hearing on 39th Street inter- change during the spring of 1974. On January 10, 1974, Mr. William Langley and Mr. Robert Blaes, Chief Negotiator, met with members of the Council for United Action, located at 3712 East 12th Street, Kansas City, Missouri. The purpose of this meeting was to discuss right-of-way acquisition and relocation assistance and payment program on the South Midtown Freeway. The policies and procedures were explained in brief and questions were answered by Mr. Blaes and Mr. Langley. Mr. Frank Caldwell and Mr. Samuel West thanked the Department for the furnished information and their attendance. Mr. Blaes and Mr. Langley explained that the Department of Highways would welcome the opportunity in working with the Council whenever possible. January 16, 1974, Mr, Satterlee held an interview on television channel 4 of Kansas City. This interview was a discussion on the status of the South Midtown Freeway. January 21, 1974, Mr. Satterlee was interviewed by Mr. John Danner, a reporter for the Kansas City Star. This interview covered information and status of the South Midtown Freeway. -244- At the February 6, 1974, meeting of the South Midtown Review Committee Mr. Bob Snowber, Project Director of Kansas City Rapid Transit Study, explained that studies under way by the Mid-American Regional Council had assumed a combined bus system and rapid transit system which would serve people in the metropolitan area, while the alternates suggests rapid transit route along the South Midtown Freeway corridor. Mr. Jerry Smit, Missouri Department of Highways, made a report to the Committee on the number of properties acquired as of February 1, 1974. On February 13, 1974, Mr. William Langley met with Mr. John Schrock, Relocation Administrator for the City Development Department, Central Relocation Agency, and his staff. Mr. Schrock had requested the meeting in an attempt to educate his personnel as to the Missouri Department of Highways Relocation Assistance and Payment Program policies and procedures. Mr. Langley explained the Department's relocation program in detail and held an open question and answer session afterwards. The main theme of the presentation was a basic policies and procedures. However, a lengthy dis- cussion was held about the purposes of the program which was "Helping People" and assisting them in their transition, not only with payments but also with a feeling of empathy. Mr. Langley was thanked by Mr. Schrock for the presentation. Mr. Schrock remarked that such meetings were beneficial for all considered and stated that future contact with the Department was welcomed. May 1, 1974, a meeting of the South Midtown Review Committee was held in the Transportation Department Conference Room on the 23rd Room of the City Hall. Mr. George Satterlee and Mr. Jerry Smit of the Missouri Depart- ment of Highways, attended this meeting. Chairman Karmier asked Mr. Satterlee to report on the status of right- of-way acquisition to date. Mr. Satterlee advised as of April 29, 1974, 1,752 parcels had been acquired along the present route. Acquisition and relocation expense had been $25,980,594.00. The timing on acquisition of additional properties is dependent on the results of the designs of the court on the filed law suit. He advised that 51 hardship cases had been filed since the initiation of the law suit. The 51 hardship cases have been filed with the court and were under consideration at that time. No action was to be taken on hardship cases until the court gave direction. Mr. Satterlee also advised that an additional 30 hardship cases have been received by the Department of Highways. These cases are all in the improved right-of-way alignment, which does not include the proposed 39th Street Interchange. He stated the status of property acquisition was as follows: Total Properties in Right-of-way - 2,480 Approved Under Hardship Guidelines - 1,850 Hardships Filed With The Court - 51 Hardships With No Agreement - 98 No Action To Date - 570 -245- For informational purposes, Mr. Satterlee advised that hardship cases are processed through the Missouri State Highway Commission and the Federal Highway Administration, and only properties in the approved right-of-way are eligible. The status of the 39th Street interchange was furnished by Mr. Satterlee who advised that preliminary design plans have been submitted to the head- quarters office of the Missouri Department of Highways for review. He related that the 39th Street interchange did not have as high priority now since there was a preparation of a revised Environmental Impact Statement. Mr. Satterlee advised that no further action can be taken by the Missouri Department of Highways until the present law suit is resolved, the Environ- mental Impact Statement is completed and a design public hearing is advertised and held. Mr. John Young of the Concerned Citizens for Innercity Problems asked about final plans for the 39th Street interchange. Mr. Satterlee advised final plans will not be made until the law suit is resolved. Jamesetta Weaver, a non-voting citizen member, expressed concern about the environmental hardship, hazard and crime caused by the delay. She suggested that those concerned about the environment should tour the area today. Mr. Young asked what happened to the agreement between the Department of Highways and the Urban Renewal Agency regarding purchase of property for the 39th Street interchange. Mr. Satterlee advised that the agreement had no status at the present time since final plans have not been prepared and the design public hearing has not been advertised and held. This is tied up by the law suit and the Environmental Impact Statement. Chairman Karmeier outlined the following decisions and steps which needed to be made prior to the construction of the South Midtown Freeway. 1. Law suit must be resolved. 2. Environmental Impact Statement must be completed and approved. 3. Final design of the 39th Street interchange must be completed. 4. Design public hearing must be advertised and held. 5. Plan must be approved by the Missouri Department of Highways and the Department of Transportation. Mr. Nelson Thompson, citizen member, advised that a pre-trial hearing would be held on the law suit May 9, 1974. This pre-trial hearing he said would involve the Judge of the Court and about 50 attorneys. Mr. Thompson advised that a final decision may take three to five years since it may be appealed all the way to the Supreme Court of the United States. A number of the committee members expressed concern about the transit study now in progress along the South Midtown corridor. Mr. George Satterlee advised that the Mid-America Regional Council is in the process of testing a rapid transit route along the South Midtown Route with one assumption that the South Midtown Freeway may not be constructed. The Highway Department is participating in the program by providing computer time for the test system. -246- Mr. Satterlee also advised that this test is one of several being made by the Mid-America Regional Council to determine types of transportation systems which may be needed to serve people in the future. June 5, 1974, a meeting of the South Midtown Review Committee was held in the City Hall with Mr. George Satterlee of the Missouri Department of Highways in attendance. Very little was transacted by the committee except Chairman Karmeier distributed and read a memo to the Mayor and City Council expressing concerns about the inability to act because of the law suit now in progress. Following a discussion on the memo several changes were made and a motion was made and seconded to approve the memo as amended. The motion was made and approved by unanimous vote. The meeting of the South Midtown Review Committee was held on July 3, 1974, No one was present at the meeting to represent the Missouri Department of Highways. Major items covered at this meeting were the MARC Report on Transit Test System 109 and the status of the law suit. Mr. Ron Guglielmino, Transportation Planner for MARC, and Mr. Robert Snowber of Kansas City Transit Associates, advised the group of studies that were under way to deter- mine what type of impact a rapid transit system might have on the area if the South Midtown Freeway is not constructed. The air quality report included in this revised environmental impact statement has been reviewed by the Regional Office of the Environmental Protection Agency, Kansas City, Missouri. This early review and coordina- tion with EPA on the Air Quality Report has been through written communi- cations and conference meetings. As a result of early coordination with other agencies, the following letters commenting on the proposed highway facility are included in the Revised Draft Statement for review. 247 . k a f- -f n n A A ) i-r t n i is . » k I a < • k I rs AfSttatlllA^IAli 1/ * S I A A /» A ■ "T t / fl T I ft I I SAS CITY REGION SI : T t 'SE> * ; • ' . '■ . • J' i L I • " f\lS ' i.» I V .'vni 1 h t *v4• Jb * f'fii. i 1 >■ f hi 15! 4/4 4 '40 Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri 65101 Re: Project U-UG-71-4(13) Route US-71 from 63rd Street to 75th Street, Jackson County, Missouri Dear Mr. David: The Metropolitan Planning Commission has reviewed the Draft Environmental Statement concerning the above mentioned project in accordance with Section 102(2)(e) Public Law 91-190 and Bureau of the Budget Circular A-95 and Section 20^ of the Demonstration Cities and Metropolitan Development Act of 1966. This proposed project is a key element in the Transportation Network of the adopted Regional Plan for the Kansas City Area. The construction of this facility will aid in the implementation of the Regional Plan and will be an influence in shaping the areas future development. We are in agreement with the Draft Environmental Statement and believe the proposed steps to minimize harm will reduce or eliminate any adverse effects the project may have on the adjacent environment. *i a! It • rai iohn.sun a *• a; jdc 'TF / Sincerely yours Stuart^Eypman SE/DAD/ml 248 -» umir.Ei design tw GB . n **/ ': ''■■■ swpl. roavs :. MP j 7 *-* uasion eN'cs l: £ zf~ -U»8AK' fcN(jr SPEC. assign PAVJT «. SGdi HIE wSr»or O a April 23, 1971 Mr. Thomas A. David Director of Highways State Highway Building Jefferson City, M--' 0 "~ Re: Route 71, Jackson County Project U-BE-71-4 (13) DOCA #0060471 Dear Mr. David: The Environmental Impact Statement for the project listed above has been reviewed by the State Clearinghouse in accordance with Section 102 (2) (c) of the National Environmental Policy Act. The following comment has been received with regard to said project. The Missouri Air Conservation Commission states that the air quality standards and air pollution control regulations for the Kansas City Metropolitan Area require control of dust , smoke , and the disposal of waste material and limits the emissions of odors. The regulations concerned are in force, and are to be observed during all development phases of this project. With the exception of the above comment, this project is not in conflict with the environmental standards or objectives of the various state agencies reviewing the application and further review is not required by the State Clearinghouse. Sincerely,7 I v '• - v« /] j * Coordinator TLR:cb cc: Stuart Eurman v-; ■ 249 '■ nu AIU '-JvV4_rroADi r -* UNITED STATES DEPARTMENT OF AGRICULTURE □ SSTOVngiJ" □ PLA>S CL£,.K \ - r (3?5t'lVCOHSERVATION SERVICE . JUU/1 1971 Dear Mr. David: tr HANDLE ^OilS Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri 65101 J _ tl ^ ^ 3 outtprt a a <7^sj 2 8 yiv ®El@[I0C7[iD JUL 11971 DIRECTOR OF HIGHWAYS The draft environmental impact statements for the following five proposed highway projects that were sent to Ir. T. C. Byerly on June 7, 9, and 14, 1971 were referred to the USDA, Soil Conservation Service for review and comment. 1. Route 13, Stone County Job No. 8-P-13-19 Project No. F-FG-13-1(2) 2. Route 71, Jackson County Job No. 4-U-71-11 Project No. U-71-4(15)R/W , 3. Route 71, Andrew County Route 59 South to "">29 and 1-229 Job No. l-P-71-29 Project No. F-FG-71-7(1) v. 4. Route 3, Randolph County Job No. 2-S-3-28 Project No. S-627(6) •5. Route;fl-435, Clay and Platte Counties Job NoT^TTtt35-49 Job No. 4-I-I435-50 Project No. 1-435-1(81) Project No. 1-435-1(83) We are pleased to note that provisions have been made in each of these draft statements to minimize soil erosion and potential drainage problems during and following the construction of these highways. The Soil Conservation Service has no objection to any of these proposed projects or comment on the draft environmental impact stctcr^riLs • -2- 250 The draft statements are being sent to Mr. J. Vernon Martin our State Conservationist at Parkade Plaza Shopping Center, (Terrace Level) P. 0. Box 459, Columbia, Missouri 65201, for his use and information. 251 UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 911 Walnut Street, Room 702 Kansas City, Missouri 64106 July 20, 1971 Mr. H. S. Hickman Division Engineer Federal Highway Administration ?. 0. Box 148 Jefferson City, Missouri 65101 Dear Mr. Hickman: Reference is made to the letter dated June 9, 1971, from Mr. Thomas A. David, Director of Highways, Missouri Highway Commission, requesting our comments on the Environmental Impact Statement for Route 71. J ackson County . Project No. U-71-4(15) R/W. This project consists of an eight-lane limited access facility beginning at the intersection of 1-35 and 1-70 near 14th and Campbell and generally heading in a southerly direction to meet the presently existing 71 highway. The facility is a new project which will go through the inner city residential areas of Kansas City and directly affect, by relocation, over 7500 people. The project will generate many environmental problems common to urban freeway development but not normally encountered with rural highways. For this reason, we feel that the Environmental Impact Statement should be very comprehensive and present an objective discussion of all environmental factors involved. We have reviewed the subject statement and have the following comments: 1. Section 2, Probable Impact of the Proposed Project On the Environment . The statement that a decrease can be expected in that part of air pollution directly attributed to vehicular operation is speculative. The project will concentrate the traffic which is presently scattered on many north-south streets, such as Broadway, Main, Troost, Paseo, Prospect, etc. Furthermore, it is 252 Mr. H. S. Hickman July 20, 1971 Page 2 not acceptable to ignore this increased concentration because of future exhaust emissions control which may or may not become a reality. We do not believe that the freeway facility will help relieve the presently overcrowded vehicular loads in the downtown area, but that it will only serve to direct more traffic into the downtown business district, including the traffic that would presently use 1-435 or 71 By-pass to skirt the inner city area. The statement that there will be no adverse effects on the water quality of the various tributaries to Brush Creek and the Blue River should be expanded to discuss construction practices, including dumping of fuels and oils, concrete and other pollutants commonly found on construction sites. The paragraph discussing increased noise leuels should be placed under Section 3 entitled Adverse Effects. 2. Section 3, Adverse Environmental Effects Which Cannot Be Avoided . In addition to the adverse effects listed, the following items should be included in this section: a. Because of the concentrating factor of this north-south freeway there will be increased air pollution from exhaust emissions in the vicinity of the develop- ment. This effect should be emphasized by including amounts and c oncentrations of pollutants which may be expected and also diagrams showing the areas which wil l be affecte d in varying degree's! " 253 Mr. H. S. Hickman July 20, 1971 Page 3 b. There will be a corresponding increase in no ise pollution in the vicinity of the freeway. This fact should also be documented by facts, figures and diagram s as in the discussion of air pollutants. c. There will be a decrease in privately owned land subject to real estate and property taxes which will result in additional burdens to the people, the local governments and other entities such as school districts which derive their operating funds from real estate and personal property taxes. d. This freeway will channel more traffic into the downtown area at a faster rate thereby increasing the vehicle load on an area which is presently overcrowded and unable to move . traffic efficiently. It is rather difficult for anyone who has to wait and force his V&y through crossing traffic at the 1-70 and 1-35 Interchange at 14th and Campbell to imagine the effects of another major freeway joining these at this same location. This is, in our estimation, an adverse effect which should be discussed in terms of vehicles per increment of time and increased exhaust emissions in the downtown area. 3. Section 4, Alternatives . This section has completely ignored any or all other forms of transportation which should be studied for an urban setting. Although the Highway Department's responsibility is highways, this development will use Department of Transportation funding, and as such th is Environmental Impact Statement is not consider ed complete without including a study of mass transportation systems in lieu of freeways ." 254 Mr. H. S. Hickman July 20, 1971 Page 4 4. Section 6, Commitment of Resources . We disagree with this statement in its entirety because the elements of materials, manpower and monetary expenditures will be irreversibly and irretrievably committed. It would require additional materials, manpower and funding to remove this facility at a later date. To build this freeway at the present time commits future generations of people to use it as a freeway even though other forms of transportation may become available. In summary, we do not feel that this Environmental Impact Statement conforms to the objectives of the National Environmental Policy Act (PL 91-190) as it does not document objectively the environmental impacts of the project particularly with respect to air and noise pollution or alternatives. Please provide this office with a copy of the final Environmental Impact Statement when it is available. Very truly yours, 1M JOHN M. RADEMACHER Acting Regional Administrator 255 o. E^T OF HOUSING AND URBAN DEVELOPMENT CITY, KANSAS AREA OFFICE □ UTILITIES <;• ""V$ r P(_ , ;i j| KAN AUG 5 1971 ONE GATEWAY CENTER 8TH SHT-REET AND STATE AVENUE KANSAS CITY, KANSAS 661 1 7 7 30, 1971 fED AID 1.! COMPUTER □ PHOTO ENGR. £Ti PLANS CLERIC OcSlGN ENGR. SUPPl. ROADS LIASION ENGR. C URBAN CNOR -7 & SPEC. ASSIGN. □ pavt_a_soils_ _Q nit ° DESTROY O REPLY REFER TOi 7.1FPM AUG 41971 •J? 3 u M #7 (MOT AUG 181971 DIRECTOR OF HIGHWAYS The draft environmental impact statements for the proposed work on Ro ute 71 in Jackson C ounty and Route 13 in Stone County that were sent to Dr. T. C. Byerly on July 13 and 16, 1971, were referred to the USDA Soil Conservation Service for review and comment. The Soil Conservation Service has no comments to make on these two draft statements. These draft environmental statements are being sent to J. Vernon Martin, State Conservationist for Missouri who is located at Columbia, for his use and information. Sincerely, Administrator 1 * to y SUiiV 'rY .l 5 HLVte - *l«h 1 9 '97' ^ ^ 260 UNITED STATES DEPARTMENT OF THE INTERIOR BUREAU OF OUTDOOR RECREATION LAKE CENTRAL REGION U ' j M2253 ^ E 294-71 3853 RESEARCH PARK DRIVE ANN ARBOR, MICHIGAN 48104 August 19, 1971 ' 1 r- ■J f NtGI. I OS Director of Highways Missouri State Highway Commission Jefferson City, Missouri 65101 Mr. Thomas A. David Dear Mr. David: V. b 41 We have reviewed the draft environmental impact statement and Section 4(f) submission for Route 71, the South Midtown Freeway in Jackson County, Project Numbers U-UG-71-4(13) and U-71-4(15) R/W, from 75th to 63rd Streets and from 63rd Street to 14th Street. The two draft environmental impact statements were adequate with respect to recreational values and related environmental aspects. The Section 4(f) involvement is with six boulevards and parkways and with two parks in the Kansas City parkway boulevard system. Since the involve- ment with the boulevards and parkways represents more of an intrusion with the potential to cause discontinuities rather than actual takings of parkland, the effect of Route 71 is not overly severe on these crossings. The number of and spatial arrangement of parkways in Kansas City precludes avoiding them entirely. The problem then becomes one of preserving the parkway effect at the crossings. We understand that negotiations are presently underway between the Kansas City Park and Recreation Department and the State Highway Department over these crossings. Our main recommendation with regard to the parkways will be 5 based on present information, that formal landscaping of the parkway areas disrupted by the project and the parkway intersections be included as part of the project costs and that such landscaping plans meet the standard of the remainder of the parkways. The landscaping and mainte- nance plans should logically be formulated in consultation with the Park and Recreation Department. 2 261 One last point that can be raised in conjunction with the parkways is that the Swope and Brush Creek Parkways crossing will result in a maze of bridges. This crosses a parkland (primarily used for visual open spaces) along Brush Creek. It has been suggested by a representative of the Park and Recreation Department that there is an opportunity here to create some well-designed bridges which would enhance rather than detract from the Brush Creek area, and we support this suggestion. The two parks, Hagerwood and Spring Valley, are not unduly affected by the project. Since the South Midtown Freeway is in an advanced stage and has years of planning behind it, and since the alternative, the Country Club Route, would also take parkland, we do not believe any prudent and feasible alter- natives to taking the parkland exist. Hagerwood Park will be obliterated but since it functions only as a two-part open space area of 0. 35 acre, it can easily be replaced. Spring Valley Park will be severed and 7. 4 acres of the park will be used. Since the 3. 9 acres of the severed remnant is presently in use as open space, the severance will not cause a hardship with access from the remainder of the park to the parcel. The 7. 4 acres to be taken should be replaced with land of equal recreational utility and value or with monetary compensation for the cost of replacing the land. The small ball diamond affected should be replaced at the expense of the highway project. The long record of cooperation among the parties involved in this project has simplified our task and reduced the obstacles to approval. Sincerely yours, ROMAN H. KOENINGS Acting 262 UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 911 WALNUT STREET. ROOM 702 KANSAS CITY. MISSOURI 64106 May 6, 1971 % □ utilities * «fed. aid □ compute* □ photo eng*. □ plans clerk □ / sz handle □ g-mfr design engr. sum. roads liasion engr. urban eng*. spec. assign. pa vt t so ils file destroy IN REPLY REFER TO REGIONAL DIRECTOR - WATER QUALITY 0^ It 4 ' Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri 65101 Dear Mr. David: G8 i @ 10 W li MAY T1971 DLESTCR GF Himms r L Reference is made to your letter dated March 22, 1971, to the Department of Health, Education and Welfare, transmitting a copy of the draft Environmental Impact Statement for Route 71, Jackson County, Project U-UG-71-4(13). The Department of Health, Education, and Welfare has referred the statement to our office for review. This agency is one of many agencies presently reviewing statements which assess the impacts on the environment of Federal supported projects. The statement which you sent contains page 1, and two copies of page 3. We are unable to review the statement until you send us a complete copy. In the future please submit two copies of all draft Environmental Impact Statements to Mr. John M. Rademacher, Interim Regional Coordinator. Very truly yours, _ V 7 1 ,y / £,< JOHN M."RADEMACHER / Interim Regional Coordinator SURVEYS »■ ?lJM MAY 7 W -j UTILITIES v DESIGN ENGR. □ □ EEC. AID SUPPl. BOADS C □ COMPUTER LKSION ENGB^CJ □ PHOTO ENGR. t!R8-M4 &NGB. □ PLANS CLEPK SPEC. ASSIGN. □ UNITED STATES ENVIRONMENTAL PROTECTION A< 911 Walnut Street, Room Kansas City, Missouri 64! May 21, 1971 Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri 65101 Dear Mr. David: As requested by your letter dated May 10, 1971, we have reviewed the draft Environmental Statement for Route 71, Jackson County, Project U-UG-71-4(13). Our remarks should be considered as informal, field level comments on your drafts-Environmental Impact Statement. Formal comments on your final statement should be coordinated through our Washington, D.C. Office. In our estimations this statement does not cover the environmental impacts of the project as required by the National Environmental Policy Act of 1969 (Public Law 91-190). We would suggest that the following subjects be covered in the Environmental Impact Statement on urban freeway development: 1. Increased levels of air pollution in a city which presently has smog problems. 2. Increased noise levels throughout the route of the freeway. 3. Solid waste disposal of demolished buildings and the resulting impact on the city landfills. 4. Water quality effects on the Blue River and its tributaries. 5. Impacts on the city storm and sanitary sewer systems. 6. Increased vehicular loads on a presently overcrowded downtown area. 7. Effect of alteration of school lines on an ovi school system. 263 264 Mr. Thomas A. David May 21, 1971 Page 2 8. Reduction in tax base for municipal government and school system. 9. Loss.of recreation to a city which is presently lacking adequate facilities. These are only a few of the environmental effects which should be considered in the study of this project and which should be included in the Environmental Impact Statement. In Section 4, Alternatives , we think that a very real alternative is to not build the project. Another alternative could be to expand the existing 1-70 and 1-435 so that they would move the same traffic from downtown to the south. In Section 6, Commitments of Resources , we believe that the system of cuts and fills used in modern freeway construction is an irreversible and irretrievable alteration of the environment because it would, practically speaking, be impossible to restore the area to its present environment including topography. As we interpret Public Law 91-190 and the Council on Environmental Quality's guidelines, the Environmental Impact Statement should be an objective analysis of the effects of a project on the total environment. We believe that this statement should be rewritten to objectively cover the Environmental Impacts of the project. Very truly yours, . / JOHN M.' RADEMACHER ' Interim Regional Coordinator cc: Federal Highway Administration 265 I THE SCHOOL DISTHICT. KANSAS CITY. MISSOURI ^ ' ,r [A \ Office of the Superintendent \ „ ■V, ' \ •: r /V;" • W tfAORANDUW #" jp 0 / ' MEMO To/' Mr. James A. Hazlett, Superintendent of Schools RE: Effect of the Proposed South Midtown Freeway on Schools Along the Right of Way FROM: J. Glenn Travis, Administrative Assistant to the Superintendent The attached is a rather cursory examination of the effect of the proposed South Midtown Freeway on the Kansas City Public Schools along the right of way. There arc two main reasons why such a study has to be largely spccu- lative: (1) We do not have data as to the census of people living along ' the right of way in respect to which have children and which do not. We have the State Highway Department estimates of numbers of "people" involved but these seem completely unrelated to school population when compared to the number of pupils a like population ought to produce. (2) There is no resettlement plan for the people who will change places of residence. In the absence of any resettlement plan it seems plausible to assume that most Negro residents would move somewhere within the established community and most white residents will re- settle at some distance away. If this is true, and Negro residents resettle in the vicinity, the effect on the school may be negligible while adding to the density of oc- cupancy of present housing. - 2 - 266 If such a movement were to a neighboring school district but not to a district affected directly by the freeway, in most cases, the School District would benefit, both in respect to utilization of space and in the degree of integration within the schools. This study focuses on the effect of the freeway on the schools; and, except for a recognition that any situation which produces population density beyond reasonable standards can have a deleterious effect on the learning climate at school, it is assumed that the problems of relocation, moving, and community integration are, while of interest to the School District, beyond the scope of an assessment of the effect of freeway on the schools. The City Plan Department provided the map of the freeway route in re- lation to school districts and the State Highway Department's figures showing number of residences and people on the right of way. This information is at- tachcd . SUMMARY 1. It would be desirable for most of the elementary school districts involved to lose membership. Generally neighboring schools, particularly those to the west, are less crowded and less integrated. 2. Generally speaking, accessibility has been provided by convenient under or over passes assuming that sidewalks are provided. 3. Inasmuch as most white people, especially those on the southern end of the freeway, will move some distance from their present residences, and assuming the absence of an effective resettlement plan for Negro residents, the net effect may be a higher percentage of Negro pupils in the schools. 4. Except, as stated in the preceding paragraph, it is assumed that secondary schools will not be substantially affected 267 ANALYSIS OF EFFECT OF SOUTH MIDTOWN FREEWAY ON KANSAS CITY PUBLIC SCHOOLS ALONG THE RIGHT OF WAY Effect on Accessibility Effect on Enrollment 2/ School 1/ Quantitative 3/ Qualitative 4/ Yates Negligible Negligible Negligible llumbo Id t Negligible Negligible Negligible Attucks Negligible Small Loss Desirable 5/ Phillips Make more dif- ficult from West side Considerable Loss Desirable 6/ Linwood Negligible Considerable Desirable 7/ C. A. Franklin Some Handicap 8/ Considerable Dcsirablc 9/ Mann Negligible Considcrable Desirable 10/ Kumpf None Moderate Desirable 11/ Wi Hard None Moderate Desirable 12/ Graceland Negligible Considerable Dcsirablc 13/ Pershing Negligible Moderate Desirable 14/ Pinkerton Sonic Moderate Desirable 15/ Blenheim Negligible Considerable Neutral 16/ 1/ It appears that considerable attention has been given to the location of underpasses and overpasses so that school accessibility has been made as adequate as possible. Only at Phillips is there a question of possibly serious interference with pupil passage. Inasmuch as most of the pupils who would be affected are to bo transported to Attucks there should be no problem unless a reduction of enrollment might make the transfer to Attucks unnecessary. 2/ Not knowing any resettlement plans, it is most difficult to forecast the effect of freeway on enrollment. If people find other housing in the immediate vicinity, the effect may be negligible. Under Quantitative 268 Graccland, with three rather recent additions, is overcrowded. Overcrowded. Pinkerton has some excess space at present but just enough to permit > the installation of a Materials Center. Any remaining excess space would be available for the expected increase within the remainder of the district. Blenheim now has excess space. Marlborough, on the west, has excess space. Research Hospital blocks communication to north. Pinkerton, on northeast, is not overcrowded. Knotts, on the east, is at capacity. The extra space at Blenheim could relieve Knotts although transportation would probably be needed. - 4 - 269 the terra Negligible means that there are few people to be affected. Moderate may'be fewer than one hundred, and Considerable can be from one hundred to three hundred. 3/ Number of children. 4/ Effect, if any, on integration-, overcrowding, or planning within district. 5/ Attucks is very poorly located as to its attendance area. Any reduc- tion at western extreme might be helpful. 6/ Phillips has been at or above capacity. Loss of up to 120 children desirable: (1) to permit reduction in class size; (2) to provide space for Itesource Center; (3) to provide space for Special Education; and (4) to relieve lower part of Attucks which is nearer Phillips and poorly related to Attucks. 7/ Linwood has been in excess of capacity. Reduction that would allow space for materials center and housing all pupils in main building is desirable so that Annex may be used for special purposes. 8/ Pupils living on northwest corner, east of freeway would have route to school increased by approximately two blocks, but distance would remain less than one half mile. 9/ Any extra space at C. A. Franklin can be used: (1) to relieve Linwood, Mann, and Richardson; or (2) be used for community purposes. A Community Center type operation was once considered. 10/ Mann remains overcrowded on a very limited site. Any reduction in en- rollment very desirable. 11/ Kumpf continues overcrowded. 12 / Willard is overcrowded and the enrollment is continuing to grow. 270 NUMBER OF RESIDENCES AND PERSONS IN THE SOUTH MIDTOWN FREEWAY RIGHT OF WAY BY SCHOOL DISTRICTS School Highway Dept. Report From Carver * Total Residences People Residences People Residences People Carver (335) (1,100) Yates 33 110 33 110 Attucks 84 79 101 330 185 409 Phillips 441 1,310 201 660 642 1,970 Linwood 253 1,003 253 1,003 Frankli 11 162 621 162 621 Mann 163 586 163 586 Kumpf 126 350 126 350 Wi Hard 173 664 173 664 Graceland 162 645 162 645 Pershing 169 497 169 497 Pinkerton 141 451 141 451 Blenheim 195 715 195 715 * The Carver district has been divided among Humboldt, Yates, Attucks, Wendell Phillips, and Longfellow. Humboldt and Longfellow are not affected by the Freeway. 271 yl,. i! S3 piisjii fir i: ili KANSAS CITy, KISSOQRI il an ib»( in it m r=.|»i» •> Mr. George Satterlee, District Engineer Missouri State Highway Department 5117 East 31st Street Kansas City, Missouri 64128 Dear Mr. Satterlee: *4 A/o f/H MRS. HARRY HACAN 5 tm district councilwoma* 23th tloor city hall kansas city. missouri 64106 crgstview 4-1321 #12 Enclosed is a copy o£ Resolution No. 38668, adopted by the City Council of Kansas City, Missouri, on August 21, 1970. Mr. Stanley C. Palmer, City Engineer, and I attended the public hearing this afternoon and would have presented this Resolution in person at the public hearing but we were due back at City Hall to attend public hearings of our own and felt the necessity to leave. We would appreciate it if you would enter this Resolution into the record and indicate that it was presented by me, a member of the City Council through whose District the South Mid town Freeway will run. Thank you! Sincerely, // /■ Mrs. Hapry E. Hagan [ 7?u BH:KMS Enclosure cc Mayor Hus W. Davis Members of Council Mr. Myron D . Calkins, Director of Public Works v 'ST, a 272 THIS ORDINANCE 38668 EFFECTIVE IMMEDIATELY A RESOLUTION Endorsing the Final Master Plan of Route 71, Jackson County, 14 th Surest tjo 75th Street. BK IT RESOLVED BY THE COUNCIL OF KANSAS CITY: 1. That the Council of Kansas City, by the adoption of this reso- lution, does hereby endorse and approve the Final Master Plan as submitted to and reviewed by the Kansas City Highway Committee, with the minor modifications proposed by the Committee and contained in the minutes of its August 5, 1970 meeting. 2. Such approval recognizes the fine basic design work that has been accomplished by the Missouri State Highway Commission, and urges rapid progress in the acquisition of properties and construction of this necessary artery in the Kansas City Urbap Network of Freeways. 3. That the Council hereby reaffirms its desire that the freeway v -„ be developed so that the completed facility will be in harmony/ with surrounding development and provide circulation and '* * x access for residents of adjacent neighborhoods. BE IT FURTHER RESOLVED, that this resolution be spread upon the minutes of the Council, and that copies hereof be delivered to tfc$ Missouri State Highway Commission through its District Office. A^G 01 1970 Director of public Works sled t?.is ILUS W. DAVIS Approved ds to form and legality: M&yor /jj, fi^i Counselor CSSy Cfbife G£0b •» " -US 25-JS/. 7 "'nsifing Divii 0 Board of Parks and Recreation Commissio Qprs_ Dist. Engr. City of Kansas City, Missouri Heart of America Robert H. Hodge, M.D., President Harold L. Holliday, Jr., Commissioner Carl Migliazzo, Commissioner Charles B. Wheeler, Jr., Mayor 13th Floor, City Hall Kansas City, Missouri 64106 November 16, 1971 Dir.t Op. Engr Maint. Const." Vfflerhls <; m "" vs Tlans R Way 816 - 274 «e ( Garage ' Legal Ans. File Mr. George Satterlee District Engineer Missouri State Highway Commission 5117 E. 31st Street Kansas City, Missouri 64128 sF Ref. Survey and Plans Route 71, Jackson County 14th Street - 75th Street Job Nos. 4-U-71-11 & 23 Section 4 (f) Information Our Ref. - South Mldtown Dear Mr. Satterlee: As you know, we were at a loss to know what was specifically desired In your request of November 11, 11, 1971. We have been in touch with M1ss Penelope Kessel of the Bureau of Outdoor Recreation, Lake Central Region, Ann Arbor, Michigan, whom you will recall was here several months ago for an Inspection of the South Mldtown and a review of the eight point environmental impact study. She Indicated that she believed a restatement of (l) our past cooperative history (2) the necessary condemnation procedure, and (3) the fact that this department has been satisfied with the solution so far reached and (4) our past relations have been mutually beneficial, should suffice. There are apparently seven locations where the South Mldtown and the park and boulevard system of Kansas City will meet. Four of these are the Paseo at 25th, Linwood, Meyer and Gregory Boulevards. The design approach to the problems have been mutually agreed upon. The questions of right-of-way, settlements, substitutions, etc. have not been discussed as the engineering has not progressed to that stage. The other three meetings, Spring Valley Park, Brush Creek, and Hagerwood are park areas. This department recognizes that no major traffic facility can be devised that will avoid all park and/or boulevards 1n this city of over 7,000 acres of parks and boulevards, many of were established over three quarters of a century ago. The rout T" 273 274 George Satterlee Page 2 November 16, 1971 Spring Valley Park apparently preserves and avoids infringing the major use areas of the park. While, again, detailed plans are not available, it appears that there will be a trade off in the Woodland Euclid area near 28th Street. Subject to final plans and to appraisals and valuations, we can only state at this time that satisfactory cooperation 1s being maintained. The Brush Creek crossing in the Garfield-Brooklyn area (not through streets over Brush Creek) avoids the tennis center and technically is more of an air right proposition, very little land surface is in- volved. This department and the Highway Department have been in agree- ment on the general routing of the Brush Creek crossing for at least five years. This department has raised questions about the vertical appearance of the structures, but these questions cannot be resolved until'engineering studies are more detailed and firmed up. Hagerwood Park consists of two islands formed by intersecting reslden- tial streets and total 0.35 of an acre. It was acquired in 1923. Minor investigation has not revealed the reasons of the Board of Park Commis- sioners for accepting these two parcels at that time, as the Board policy has been to avoid accepting such small tracts for many years. When the time for valuation of these tracts has arrived, I am sure that a satisfactory agreement will be reached for either substitution or direct compensation. The Missouri State Highway Commission and the Board of Parks and Recrea- tion Commissioners and their staff have had direct dealings involving major traffic arteries and the City park and boulevard system since 1942. In the past ten years, we have reached mutual agreements on 1-29 and Clark's Point, 1-70 and the Paseo & Benton Boulevards, MO 210 - Buckeye Creek 1-435 - Swope Park and 1-670 and West Terrace. In some cases, permission was granted for a highway to bridge boulevards. In other cases, permission was granted to use land as additional width to a roadway without compensation. The Highway Department has generally offered compensation rather than substitution. This department has preferred compensation rather than substitution, as the money can be earmarked for land acquisition, and then acquisitions acquired where and when needed. It must be understood that neither the Board of Parks and Recreation Commissioners or the Council of the City of Kansas City, Missouri, can sell, lease or grant rights-of-way of any land dedicated for park or boulevard purposes. Except by the process of condemnation initiated by a "higher authority", the only way that the city may dispose of park or boulevard land is a lengthy process that finally must be specifically approved by a majority of voters at a general election. 275 George Satterlee Page 3 November 16, 1971 The State of Missouri, through the Highway Commission has only acquired park or boulevard land with Kansas City, Missouri, by the process of condemnation. So far as 1s known, all of these condemnation proceedings can be classified as "friendly". In summary the Parks and Recreation Department of Kansas City has every confidence that when the time comes for a decision, that a mutually agreeable solution consisting of an adequate monetary compensation, or replacement lands, or a combination of both, will be reached. Sincerely yours FV:lmm 276 a -ft <•Jr» a „ ■& J— -\ —» J— 4- V> « 4- V\ —s «»-»■? V. *-c T» 4" 4" tT -J rfV> C 1 A- -w V, A A VVt V IN. V,'i4 C4 W W-A A V— x 1 V< O W 11V, Jt. A. * »CA U iW/ W* VA S/ V* AJA* A/ WA<^< V »- « The masterplan was presented by the Director of Transportation to the members of the Board of Parks and Recreation Commissioners - at the regular July 28, 1970 meeting. The Board from time to time for some years has been advised of the status of the South Midtown. The latest review presented little that they had net seen or discussed at some prior time. The Board is not opposed to the masterplan alignment of the South Midtown as presented at the July 28th meeting and expects to be presented detailed plans for review in the future. This Department has no objections to the details of the proposed crossings of Gregory and Meyer Boulevards, both of which are south of 59th and in the current acquisition and/or construction unit. This Department has no general objections to the alignment as pertains to Linwood and Pasco Boulevards, Swope and Brush Creak Parkways, Spring Valley Park and Spring Valley Plaza all north of 59th Street. This Department has informally requested the State Highway Department that our staff members shall be involved in the various planning stages of the Brush Creek crossings, main line and ramps, as these will have a tremendous visual effect on both Brush Creek and Swope Parkways from as far west as the Pasco to as far east as Benton Boulevard. Mo have also requested review privileges as the design details progress at those other portions of the system where it is in contact with park, park- way or boulevard lands. 280 Letter to Mr. George Satterlee October 6, 1970 Page. 2 This Department has furnished South Midtown route maps and verbal information to the Ann Arbor office of the Department of Interior, Bureau of Outdoor Recreation, and has represented the department position to them as above stated. Very truly yours, Acting Director Parks and Recreation Department RAL: II'WB : Ikra 281 \\/y Board of Parks and Recreation Commissioners (\ T- \ City of Kansas City, Missouri Heart of America "\ Charles B. Wheeler, Jr., Mayor Robert H. Hodge, M.D., President Jeremiah Cameron, Commissioner Carl Migiiazzo, Commissioner Frank Vaydik, Director 13th Floor, City Hall Kansas City, Missouri 64106 April 16, 1973 1 Dist. t'nsr. j b'ist. Op. Lr'gi . h bint. Ul t&'fi T 1 ■ibis %r\ i s & Pinris| j 616-274-13547 "T^Tl ~ Mr. George Satterlee, District Engineer Missouri State Highway Department ** 5117 E. 31st Street Kansas City, Missouri 64128 Re: South Midtown Meyer Blvd. Intersection Dear Mr. Satterlee: We have reviewed the preliminary plans and sketches for the above subject and offer the following comments: 1. As Meyer Boulevard carries a high pedestrian load, Southeast Senior and Junior Highs and the Interscholastic stadium, we believe it imperative that the curbside align- ment of the existing sidewalks be maintained on the bridge structures. 2. We would like to see the headwalls of the bridge structure carried through at 30 feet from the outside slabs. This would permit a substantial planting area on the inside of the collector-distributor streets. We believe this would provide a much more visibly pleasing and safer situation than the integral curb-handrail situation shown. 3. We object to the proposed left turn lane on west-bound Meyer, as the existing capacity of Prospect cannot store more than is presently available. 4. We do request an opportunity to review plans for signals and signs prior to any finalization. Specifically, we do request that no major signs be constructed in or immediately adjacent to Meyer Boulevard, or suspended from the bridge structures. 5. Wrinkled concrete on any part of the bridge above grade visible from Meyer Boulevard. APR 181973 282 George Satterlee Page 2 April 16, 1973 6. We object to the provision shown for the replacement access for the Jackson County Bank—why can't that right of access be purchased. Parks and Recreation managed to eliminate the Meyer access to Kentucky Fried Chicken. The problem of eggress into the bank can probably be handled far easier from Prospect than by the tight turns required in the sketch. Herb Brackney has discussed the above comments with Jerry Smith. Sincerely yours James Shoemaker Park Planner JS:1mm cc: Bill Schlichter Engineering Division Public Works Department 283 U. S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION REGION FIVE j/rflTIES i-J PLAJSb C ™ HANDLE □ C-ME •I ; • -;o. • : • tmc *" 1 ■ f »* * ia'M X :L >.OY July 23, 1971 SURVEYS AND PLANS: Route 71, Jackson County South Mldtown Freeway 75th Street to 95th Street Project F-FG-71-4(12) Section 4(f) of the Department of Transportation Act. Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri Dear Mr. David: We have been notified that Secretary of Transportation John A. Volpe has approved the above subject project as it affected the Blue River Park in Kansas City and that under the provision of Section 4(f) DOT Act and Section 138, Title 23, we may advance the project in a normal manner. We are now in a position to advance this project to construction at your discretion. Very truly yours, Division Engineer IN REPLY REFER TO: RECE/V% SCWVrys k PlAlis ^ ML 281971 o 1 M I U I CHRISTOPHER S. BOND I GOVERNOR DEPARTMENT OF Natural Resources JAMES L. WILSON DIRECTOR P.O. Box 176 Jefferson City, Missouri 65101 314-751-3332 August 19, 1974 ,0^ V Mr. Robert N. Hunter Chief Engineer Missouri State Highway Commission Jefferson City, Missouri 65101 Dear Bob: 2 □ UTILITIES H l DtSWH K4H □ O F||. AiO SUPPL MAM □ □ ccwMum UASiOM SMI. □ □ PW>T » eno* UMAN m*m. & □ PLANS CLItt U|r Agnffi □ □ PAVT * SOUS □ □ handle PkE □ □ C-AU OESTIOY □ tECEIVffr SURVEYS ft PLANS Re: Surveys and Plans Route 71, Jackson County South Midtown Freeway 14th Street to 95th Street Request on Possible Involvement of Historic Sites AUG 2 3 1974 Land acquisition on the route of the South Midtown Freeway is so nearly complete and the destruction of existing structures so nearly accomplished that it is possible to report that there are no remain- ing historic landmarks of significance along this route. Accordingly I have no objections to approval of this project as described. I would like to mention that the route of the proposed Country Club Freeway poses an absolute disaster, however, for historic preservation in Kansas City. This route passes through the heart of the Country Club District, an area now over fifty years old and a potential historic district of great magnitude. Additionally, this route with its inter- changes south of 47th Street and north of Volker Boulevard would absolutely devastate the Rockhill Neighborhood Historic District which has already been approved by the Missouri Advisory Council on Historic Preservation for nomination to the National Register of Historic Places. This Free- way would also cut through the heart of Kansas City's cultural complex with great negative impact. The proposed Country Club Freeway then proceeds north, along Rockhill Road through a lovely neighborhood of upper middle-class homes, all over fifty years of age. And then, down through Gil ham Park proceeding north of 39th Street through an area which may become the first historic district in which restoration will be attempted by the newly formed Historic Kansas City Foundation. This freeway route would destroy the eastern portion of the Hyde Park neighborhood and would make the western part of it considerably less desirable. The route's course proceeding further north goes through an area of older, high quality structures. Division of Parks and Recreation • Division of Environmental Quality • Division of Administrative Services Division of Research and Technical Information • Division of Planning and Policy Development 284 285 August 19, 1974 Mr. Robert N. Hunter page 2 Because of the large, negative impact this project would have on Kansas City's cultural/historical resources, I am not able to approve the Country Club Freeway as routed on the map submitted to me for review. Sincerely, DEPARTMENT OF NATURAL RESOURCES Zlapres L. Wilson, Director department of Natural Resources, & State Historic Preservation Officer JLW:MPH:kae cc: James Rogers, Administrator Landmarks Commission of Kansas City 286 M I S DEPARTMENT Natural SOUR O F ^ Resources I CHRISTOPHER S. BOND I GOVERNOR JAMES L. WILSON DIRECTOR Kenneth M. Karch, Director Division of Environmental Quality P.O. Box 1368 Jefferson City, Missouri 65101 314-751-3241 J November 15, 196^"""™ m. Ai» □ COMtUTM □ ENMR. □ PU.hU CLttK □ □ HANDLE □ C-MI OESION •UPPL BOAlM UAttON nut UUAN MM. IMC. AMMN. wn it «o tu HIE DESTROY □ o § □ _g □ U -h ' Mr. Robert Hunter Chief Engineer Missouri State Highway Commission Jefferson City, Missouri 65101 Dear Mr. Hunter: nov 19 1974 missouri mate highway department chief engineer In accordance with your request, we have reviewed the "Air Quality Study, South Midtown Freeway, Jackson County". We found the study generally acceptable. Our only reservation would be that should any of the conditions change at some future date, the proposal should be reviewed again. Extrapolation of the data until the year 2000 is an extremely long-range projection. Very truly yours, ■ Mf-St-a H. D. Shell, P. E. Staff Director Air Conservation Commission HDS:lh PLAN PILOT LANDSCAPE STUDY SOUTH MIDTOWN FREEWAY U.S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION WASHINGTON, D.C. Prepared By STATE OF MISSOURI DEPARTMENT OF HIGHWAYS JEFFERSON CITY, MISSOURI IN THE MATTER OF THE PASEO PARKWAY, SPRING VALLEY PARK AND PLAZA, LINWOOD BOULEVARD, BRUSH CREEK PARKWAY, SWOPE PARKWAY, HAGERWOOD PARK, MEYER BOULEVARD AND GREGORY BOULEVARD, BLUE RIVER PARKWAY, KANSAS CITY PARK, PARKWAY AND BOULEVARD SYSTEM - KANSAS CITY, MISSOURI. Section 4(f) Determination The Missouri Highway Department is requesting approval of the proposed Federal Aid Highway which is Route 71, Job Nos. 4-U-71-11, 4-U-71-23 and 4-U-71-21B, which involves the land acquisition for right-of-way from Spring Valley Park and Plaza, Paseo Parkway, Swope Parkway, Linwood Boulevard, Brush Creek Parkway, Meyer Boulevard, Gregory Boulevard, and Hagerwood Park, all part of Kansas City, Missouri, park and boulevard system. Accordingly, approval of the project is prohibited by Section 4(f) of the Department of Transportation Act and Section 138, of Title 23, U.S.C., unless— (1) There is no feasible and prudent alternative to the use of such land, and (2) Such program includes all possible planning to minimize harm to Section 4(f) land resulting from such use. This statement, therefore, will set forth my determination pursuant to Section 4(f) of the Department of Transportation Act and 138 of Title 23, U.S.C. Two separate draft environmental impact statements of March 23, 1971, and June 9, 1971, were made and submitted for review and comment. One submittal included the South Midtown Freeway from 63rd to 75th Street and the other from 14th to 63rd Street. A combined final environmental impact statement was prepared for the freeway from 14th to 75th Street in 1972. However, prior to filing the final environmental impact statement with the Council on Environmental Quality significant revisions were suggested; and it was decided to revise the statement and recirculate it as a revised draft. The segment of the proposed freeway from 75th to 95th Street is included to complete the total improvement, although the right-of-way for this segment is acquired and clear for construction. 1 - 4 ( f) This proposed freeway facility, known as the South Midtown Freeway, extends from the 14th Street Interchange to 95th Street a distance of 10.2 miles in Kansas City, Missouri. The project will be a limited access facility having a minimum of 4-12' travel lanes in each direction separated by a 22' median with a raised concrete median barrier to divide opposing traffic lanes. The concrete median barrier is similar to the General Motors safety barrier which will protect opposing lanes of traffic from accidental hazardous median crossovers. The proposed freeway facility is on new location from the 14th Street Interchange south to just immediately south of the Blue River crossing where it connects into existing Route 71. From just south of the Blue River crossing to 95th Street, the proposed freeway facility follows along existing Route 71. From the Route 1-70 and 1-35 interchange near 14th Street and Campbell, the South Midtown facility continues southeasterly crossing Troost Avenue near 22nd Street, the Paseo Parkway near 24th, the Spring Valley Park from 27th and 29th Streets between Highland Avenue and Michigan and continuing between Michigan and Euclid to 31st Street and Linwood Boulevard. The 1995 traffic volumes forecast for this segment of the South Midtown Freeway will range from 83,000 vehicles per day near the 14th Street interchange to 100,000 vehicles per day just north of 31st Street and Linwood Boulevard traffic corridor. The proposed freeway facility continues south of 31st Street, located between Michigan and Euclid to 44th Street, where it curves southeasterly across Brush Creek Parkway and Swope Parkway at Park and Prospect near 49th Street. Traffic volumes forecast for this segment of the freeway is approximately 99,000 vehicles per day, in 1995. From 49th Street, the free- way continues southwardly between Montgall and Chestnut crossing Hagerwood Park, Meyer Boulevard, Gregory Boulevard to 73rd Street where the freeway curves southeasterly crossing 75th Street at Agnes, 79th Street at College, and crossing the Blue River to connect with existing Route 71. Forecast 1995 traffic volumes for this segment of the freeway will range from 94,000 near 55th Street to 73,000 south of Meyer Boulevard to 95th Street. Locations of 4(f) Involvement At interchanges proposed between the South Midtown Freeway and the Paseo Parkway, the Paseo Parkway will be carried by structure over the South Midtown Freeway. The Paseo Parkway located north of the proposed South Midtown Freeway will have access to and from the south only on the SMF. The Paseo approach south of the proposed SMF will have access to and from the north only on the SMF. 27th Street, an east-west street located on the north side of Spring Valley Park, and 29th Street, an east-west street located on the south side of Spring Valley Park, will have grade separation structures with the SMF. The proposed SMF will go over both of these streets. This will allow all existing vehicular and pedestrian traffic into and from the park to remain as it now exists. In the 31st - Linwood Boulevard traffic corridor, Linwood Boulevard will be separated by a structure over the proposed SMF. Both of these streets will interchange with the SMF. 2-4 Cf) The SMF will cross by structure over Brush Creek Parkway and Swope Parkway. Brush Creek Parkway will have access to and from the north on the proposed SMF. A full interchange of access in all directions will be made between Swope Parkway and the SMF. Hagerwood Park, consisting of two small triangular tracts of land, will be acquired in their entirety by the proposed right-of-way for the SMF. These two small tracts of land now are small open space green areas. Meyer Boulevard and Gregory Boulevard will have grade separation struc- tures carried over the proposed SMF. A collector-distributor system paralleling the SMF will connect with these boulevards. All the parkway characteristics will be retained on the boulevards adjacent to the SMF crossing. Immediately south of 85th Street, the SMF will cross by structure over the Blue River Park. The Federal Highway Administration, by memorandum of July 23, 1971, notified the Missouri State Highway Department that the Secretary of Transportation, John A. Volpe, had furnished approval of the SMF project (Project F-FG-71-4(12)) as it affected the Blue River Park in Kansas City. The requirements under the provision of Section 4(f) DOT Act and Section 128, Title 23, were satisfied with this approval. This Section 4(f) involvement is included for reference and information only. Description of the Proposed Project and Existing Surroundings The topography for the SMF throughout its length is moderately rolling. The natural drainage between 14th Street and Linwood Boulevard drains toward the Kaw River. From Linwood Boulevard south, the natural drainage is either easterly or southerly into the Blue River Valley. South of the Kansas City Terminal Railroad, the predominant land use is residential for the area traversed by the SMF. Business establishments of diversified character are scattered and interspersed among residential development along the principal arterial traffic corridors. Troost and Prospect, along with Truman Road, 18th Street, 31st and Linwood, are principal corridors on which commercial development has taken place. Much of the area north of the KC Terminal Railroad traversed by the SMF is light industrial or commercial development. The present routing of Route 71 traffic from South Kansas City is over Prospect Avenue from 81st Street north to Route 1-70. A review of the traffic forecast volumes for all north-south arterial corridors with and without the South Midtown Freeway facility in service shows many of these arterial streets will have a greater traffic volume without the freeway facility. The traffic capacity of most of these streets is not adequate for the anticipated traffic volumes. In fact, some of the streets do not have the capacity to handle present day traffic volumes. When the South Midtown is in operation, it will relieve many of the arterial streets with traffic capacity problems. Although there may possibly be a few streets with minor capacity problems after the freeway is in operation. Streets in 1995 at or exceeding capacity in 1995 without the South Midtown Freeway are as follows: State Line Road Gillham Road Ward Parkway Holmes Womall Road Troost 3—4 ( f) Brookside Main Nichols Parkway-Broadway Southwest Trafficway 85th Street Paseo Prospect Brooklyn Swope Parkway 63rd Street Gregory Boulevard The efficiency and safety on these streets becomes critical under heavy traffic volumes and the stop-go operation characteristic associated with at-grade intersecting streets. If an alternate routing for Route 71 traffic is made over Interstate 435 and 70 to downtown KC, the increase in travel distance and traffic congestion on these freeway facilities would be less efficient and add more to their existing peak hour traffic congestion. Transportation corridor furnished by the SMF will provide an efficient facility for north-south movement of goods and people in a safe and economical manner. A greater efficiency will be realized by all forms regarding trans- portation and fuel saving through greater efficiency of operating use on the freeway facility. The steady flow of traffic uninterrupted by at-grade street stops for truck transports, bus transit and cars will help to reduce fuel consumption and thereby be a benefit during a period of national energy crisis. A series of speed runs made in August, 1974, on the major north-south arterials in Kansas City from Truman Road to Bannister Road found the average travel time to be approximately 25 minutes.t 1 ) After the completion of the freeway facility, it is expected there will be a savings of better than 30% in the average peak hour travel time. An additional benefit to the traveling public will be through the gain of reduced traffic accidents and a savings of time for travel; besides this benefit, the associated noise and air pollution that would be generated by traffic on KC street system can be reduced with the completion of the SMF. This will benefit some of the neighborhoods lying within this corridor by the reduction of the adverse environmental effects on the area. The Missouri Highway Department estimates over a 21 year period the proposed freeway facility will save 50 fatalities, 7,051 injuries and 16,676 property damage accidents. Based upon the latest National Safety Council estimates of $90,000 per fatality and $3,700 per injury and $500 per property damage accident, this would yield an overall economic savings of $38,926,000 or an average of $1,853,000 per year. Probably the greatest benefit and one of the best reasons for constructing the SMF will be the opportunity for improved transit service to the people living in the area traversed by the SMF. The design of the SMF will accommo- date bus transit and provide for express bus operation which can provide a rapid and economical means of transportation for people living in the area surrounding the proposed SMF. Obtained by speed-delay studies conducted by Missouri State Highway Department. 4-4(f) The Missouri Highway Department has been pursuing the acquisition of right of way along the SMF since 1969. Construction of the freeway facility will proceed from existing Route 71 in Southern KC north to the downtown loop. The estimated schedule of construction is not known at this time. It is expected with the clearance of required governmental approvals and right-of-way acquisition that this project may begin in the late 1970's with the completion to be in the mid-1980's. The SMF was developed by the City of Kansas City as a part of their overall freeway system for the City during the early 1950's. It wasn't until 1961 that the Missouri State Highway Commission agreed to place the freeway as a part of the urban expressway system for Metropolitan Kansas City and of the Missouri Highway System for right-of-way acquisition and construction. The first public hearing for the SMF was held on May 9, 1966, at the Southeast High School Auditorium in Kansas City. The public comment and discussion at the hearing was in regards to the location in relation to churches and schools as either a direct or implied indication of some racial prejudice in establishing the location. The proposed location involved the acquisition of only a very few small neighborhood churches. The Missouri Highway Commission approved the SMF location at their July 15, 1966, Commission Meeting. On October 17, 1966, Federal approval of the certification and transcript of the public hearing was made regarding the contemplated location. This approval satisfied the require- ments of Section 128 of Title 23, U.S.C. During the last part of 1967, the consultant firm of Howard, Needles, Tammen and Bergendoff began preparation of the Master Plan for the SMF. The FHWA reviewed the final Master Plan and furnished the MSHD approval to proceed with the design public hearing in July of 1969. A design public hearing was held on August 27, 1970, in the Southwest High School, Kansas City, Missouri. Most of the people who spoke at the public hearing were in favor of the improvement or expressed inquiries about the property acquisition program and its early implementation. There was some concern expressed about adequate housing being provided for the displaced people. The Kansas City Park Department, by letter, endorsed the use of public owned park lands for the freeway use. The Park Department stated that they had no objections to the details of the proposed crossing of Gregory and Meyer Boulevards or to the alignment as pertains to Linwood and Paseo Boule- vards, Swope and Brush Creek Parkways, Spring Valley Park and Spring Valley Plaza. The Missouri Highway Commission, at their November 18-19, 1970, meeting, approved the preliminary plans and design of the SMF. The Design Study Report was submitted by the MSHD to FHWA, December 11, 1970. The estimated annual tax loss (real estate only) is approximately $648,940.00 for all the property within the proposed right-of-way between 95th and 14th Streets. The estimated annual tax loss for these properties which remain to be acquired is approximately $224,210.00. The total annual revenue of Kansas City (real estate only) is $13,428,801 for the year 1973, About 0.73% of the total annual revenue will be removed by the proposed SMF from combined City and County revenue. Jackson County and Kansas City revenue in 1973 was approximately $88,987,000.00. 5-4(f) Description of Parks, Parkways and Boulevards The (58 square mile) Central Study Area of the city's master plan for parks encompasses the core of the Kansas City metropolitan area which generally comprised Kansas City, Missouri, prior to 1947. Today this same area houses over 333,000 citizens and their hospitals, schools, universities and parks. It has a population density of approximately 5,700 persons per square mile. (^Ninety-eight percent of the boulevards and parkways of Kansas City and ninety-two park areas totaling 3,900 acres are located in the Central Study Area. This area has eight major parks containing a total of 2,600 acres, 35 neighborhood parks containing a total of 310 acres and seven official parks containing a total of 46 acres. (*)There are over 8,270 acres of existing park land areas in the city now. These existing park areas as of January, 1973, included playground parks, neighborhood parks, community parks, metropolitan parks, a regional park, and special parks. The Paseo, Linwood Boulevard, Brush Creek Parkway, Swope Parkway, Meyer Boulevard and Gregory Boulevard are part of a system of scenic drives to serve as connecting links between larger parks. There are 108 miles of boulevards and parkways in the Kansas City Central Study Area. These parkways and boulevards include over 1,680 acres of area. Exhibit "A" illustrates the overall relationship of the system of parkways, boulevards, and parks to the existing street and freeway system and the proposed South Midtown Freeway. (1) "A Plan for Parks, Playgrounds, Boulevards, Parkways, and Open Space for Kansas City, Missouri", a report and plans prepared by Staffs of Parks and Recreation and City Development - January, 1973. 6-4(f) W 1 .iv/lsidmei y LEGEND public parks existing proposed RANDOLPH- KANSAS CITY OTHER AVONDALEJ^ VHOOMA community neighborhood open space schools r freeway open space NORTH KANSAS CITY oowoen pl neigh80rhooos - square mile population I frankfort below iooo 1000- 3000 3000-6000 6000-12,000 above 12,000 f pont ^NICHOl SON 3ALL Pi» IpNl lorene >LSON LtYtE roche MU NIC1PAI v |RPORT SUGAR CREEK k y av e. p morrell t tompsoni independence , Mt. .Washington l Cemetery ... ffield park platte county clay county IE Imwood 1 Cem«(erJ blue s umfvl it Cemetery J AC K SO N -'rii msax-m, ;LU€ «- VALLEY - i'C-L CENTRAL 85th L^*-'**~8*7 th - St" KANSAS CITY KANSAS Harry IOOKLYN [44 th ST I |. S TAYTON 1 45lh T. westwood; hills' '47IHTCR STAYTON mission: woods ■MEADOWS GOLF CLUB f St TER 52nd , 52nd T-48-N 59th st. SWOP MISSION HILLS RAYTOWN BLENHEIf PARI Floral Hill ^Cemetery- '4th S PRAIRIE VILLAGE LAND; jHILtCRESI 80'h TER £OUNJRY CLUB aliagbpwiHj W- 82nd ST . centei rposTt L?° ,t | LEAWOOD MASTER PLAN PARKS, BOULEVARDS AND PARKWAYS N 1972 SCALE IN FEET iROAD" Ll OfiTTTST 6000 8000 10,000 12,000 2000 4000 ;oak wood BOARD OF PARKS AND RECREATION. COMMISSION ERS CITY DEVELOPMENT DEPARTMENT 7-4(f) BOULEVARDS AND PARKWAYS Under the control of the Board of Parks and Recreation Commissioners NAME AND LOCATION ACRES LENGTH MILE ROADWAY BRUSH CREEK PARKWAY 285.85 3.63 0.28 State Line to Cleveland GREGORY BOULEVARD 44.34 5.44 5.72 Ward Parkway to east Swope Park Limits LINWOOD BOULEVARD 51.03 3.43 4.02 Main Street to Van Brunt Boulevard MEYER BOULEVARD 63.17 2.80 4.20 Ward Parkway to Swope Park SWOPE PARKWAY 63.83 3.63 5.02 Paseo east to Benton Boulevard thence south to 67th Street THE PASEO 223.05 9.32 18.53 Independence Boulevard to south of 79th Street WEST PASEO BOULEVARD 0.40 0.40 24th Street to 27th Street (In The Paseo Acreage) The methods of park land acquisition by the Board of Parks and Recreation Commission has been gifts of land, city property purchased for other than park reasons and by purchase. The Board of Parks and Recreation Commission has readily accepted gifts of land that were adequate to accomplish an intended purpose but has rejected many offers that were unsuitable or inadequate. They have the right of eminent domain or condemnation, but do not have the right to dispose of any park land unless the proposed sale has been approved in advance by a vote of the citizens. ^The majority of parks and boulevards have been acquired by benefit district taxes. All of the boulevard right-of-way prior to 1950 was purchased by benefit district taxes. Since neighborhood parks traditionally have been acquired by Benefit District tax methods, it has involved a high degree of cooperation between the residents of the neighborhood and the Board of Parks and Recreation Commission, City Development and Community Services. The word "neighborhood" as used above is the service area of the local park land . ^ ) "A Plan for Parks, Playgrounds, Boulevards, Parkways, and Open Space for Kansas City, Missouri", a report and plans prepared by Staffs of Parks and Recreation and City Development - January, 1973. 8-4(f) The Paseo The proposed freeway facility crosses The Paseo near 24th Street. The Paseo has 18.5 miles of roadway and includes 223.05 acres. The portion of the parkway traversed by the proposed facility consists of an undivided thoroughfare providing two lanes of travel in each direction. This parkway is irregularly bordered by open grass areas, interspersed with trees. The Paseo serves primarily as an aesthetic transportation facility carrying much of the north-south arterial traffic in the Kansas City area. The land comprising The Paseo does not contain any recreational facilities, picnic facilities, or comfort stations. The Paseo extends from Independence Boulevard south to 79th Street a total length of 9.32 miles. The SMF proposes to interchange with The Paseo, requiring the separation of the north and southbound driving lanes of The Paseo and their subsequent relocation over the proposed freeway facility. Approximately 2.7 acres of parkway land will be involved with the proposed crossing. Exhibit B-l illustrates the planned view of the proposed interchange facility with The Paseo. The attached pictures marked Exhibit D=1 and 2 show two views of the existing The Paseo. The views are indexed on Exhibit B-l. Exhibit "H M is an artist's rendering of an oblique view of the proposed SMF crossing of The Paseo. It should be noted that minor changes were effected in the 23rd Street area and 22nd Street connection which are not illustrated with the artist's rendering on Exhibit "H". Although The Paseo serves as a linkage of open space connecting parks and parkways, it is not utilized for hiking, bicycling or horse riding. In order to minimize the harm to this greenway landscaping will be made as an integral part of the facility. Spring Valley Park and Plaza Spring Valley Park and Plaza is a neighborhood park located at 27th and Woodland presently containing 32.7 acres. Approximately seven acres of this park will be required for the freeway construction. Approximately 22.3 acres will remain on the east side of the freeway and approximately 3.4 acres on the west. Spring Valley Park was developed as a recreational facility providing a playing field, playgrounds, and picnic facilities. This park is utilized primarily by local residents of several of the surrounding neighborhoods. Usage figures are not available, but the park is considered to be adequate and not overly taxed by patrons. Access to the Spring Valley Park is presently provided by the existing street grid system composed of 27th Street, 29th Street, Wayne Avenue and Brooklyn Avenue which generally border the park limits. Access to the park is additionally aided by Lynn Street, Highland Avenue, Woodland Avenue, Michigan Avenue and Euclid Avenue and Spring Valley Road, which traverse various segments of the park land connecting the perimeter streets. Exhibit B-l illustrates a planned view of the proposed freeway crossing of Spring Valley Park. It is readily apparent that the park land is of irregular shape and broken by blocks of neighborhood development in the 28th Street and Highland Avenue area, and between Michigan and Euclid Avenues. The photos 9-4(f) D-l The Paseo: 24th & the Paseo looking North ■ WB&tt D-2 The Paseo: 25th & the Paseo looking North 10 - 4 (f) EXHIBIT "D" SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI PASEO INTERCHANGE LOOKING SOUTHWEST 11 -4(f) EXHIBIT "H" marked Exhibit E show several views of Spring Valley Park which are indexed on Exhibit B-l. The proposed SMF will traverse Spring Valley through a corridor which is presently parallel with a rock bluff that acts as a natural barrier between park lands„ The proposed project will require the reconstruction of 29th Street along the south side of the park and part of 27th Street on the north side of the Park, This reconstruction will not require relocation of the existing ball diamond shown in photo E-8 at 29th and Euclid Avenue. Nelson Crews Square Park, located on 27th Street, immediately adjacent to and north of Spring Valley Park, will not be affected by the proposed freeway facility. Photo in Exhibit E-ll shows the Spring Valley rock bluff presently separating the park land. Some of the recreational facilities which are provided in Spring Valley Park are baseball diamonds, one located near the intersection of Euclid Avenue and 29th Street and the other located near 27th and Garfield. An outdoor basketball court located near 28th Street and Spring Valley Road is another recreational facility in the park. The picnic facilities and comfort station are located in the valley area immediately southwest of Spring Valley Road. The picnic facilities consist of picnic tables and pedestal barbecue stands. None of the recreational or picnic facilities will be disturbed by noise of the proposed freeway facility. The forecast noise level for the picnic area in Spring Valley Park is 59 dBA for the year 1995. This noise level is compatible with the criterion noise level established for this type of land use. Beginning at 29th Street, the proposed grade line for the SMF will be depressed through the park area. Immediately north of 29th Street, the proposed grade line on centerline of the freeway will be 26' below existing ground line. The grade line of the proposed freeway continues at this elevation below the existing ground line to approximately 400' south of 27th Street. Much of the freeway noise through Spring Valley Park is abated by the depressed freeway road section and some of the existing terrain and natural features of the area. The separation of the proposed freeway profile through the park area along with the trees and natural vegetative growth on the natural slope southwest of the picnic area will make a major portion of the freeway facility non- visible from the picnic area. None of the recreational or picnic facilities will be disturbed by noise from the proposed freeway. All the park improve- ments will remain in place after completion of the freeway facility. Nelson Crews Square Park also has recreational facilities, such as a tennis court and baseball diamond. The areas of Spring Valley Park disturbed by the proposed freeway facility are open space green areas with no provisions for recreational facilities. The Board of Parks and Recreation Commissioners is a semi-autonomous executive board, authorized by the Charter of Kansas City, Missouri and appointed by the Mayor. The Board has the authority for exercising control and jurisdiction of maintenance operations over the park lands. Funds are provided by City Council. There are no restrictions or reversionary clauses concerning the affected park lands. 12-4 (f) E-l Spring Valley Park: Sta. 133+ looking Northwest. E-2 Spring Valley Park: 29th. Street looking West. E-3 Spring Valley Park: South of 27th. & Woodlan looking Northwest. 13-4(f) EXHIBIT The Board of Parks and Recreation Commissioners have been presented the Master Plan for the South Midtown Freeway. The Board from time to time for some years has been advised of the status of this proposed project. The Board has stated through attached memorandum dated October 6, 1970, that they are not opposed to the Master Plan on the South Midtown as presented at the July 28, 1970 meeting. The Board further stated that they expected to be presented detail plans for review in the future. The Highway Department has in the past, and will continue in the future, to coordinate all phases of design and construction of the South Midtown Freeway with the Board of Parks and Recreation. Presently, the park authorities have expressed their mutual agreement upon the various boulevards and parkway crossings. They have explicitly expressed their concern for the Brush Creek - Swope Parkway crossings in terms of concern for visual effects from the park lands. The Park Department and their staff have been involved in the various planning stages of this particular crossing as well as the remaining park land involve- ments. As stated in the memorandum dated November 16, 1971, from the park authority, "There are apparently seven locations where the South Midtown and the park and boulevard system of Kansas City will meet." The park authority has stated their recognition that no major traffic facility can be devised that would avoid all park and/or boulevards in the City. The park authority has indicated that they are in general agreement to the design approach to the problems involving park lands. There is nothing unusual or exceptional about the major use areas of Spring Valley Park. Probably the greatest distinction of the park is the fact that many parts of the park are not contiguous, being interspersed by existing residential development. This disruption along with the abrupt terrain barriers of rock bluffs make portions of the park west of Woodland noncompatible with the rest of the park. Also present information indicates that a substantial portion of the Spring Valley Park area that is included within the proposed freeway boundaries was acquired for boulevard purposes. The area for these portions would then be designated as "green areas" for the boulevards which would preclude their use for park lands. The engineering report prepared by the City Planning Commission of Kansas City, Missouri, in March 1951 showed the South Midtown Freeway going through the western portions of Spring Valley Park. At the design public hearing held on August 27, 1970, the Kansas City Park Department by letter endorsed the use of public owned park lands for use by the South Midtown Freeway. They stated that they had no objection to the details of the proposed crossing of Gregory and Meyer Boulevard nor to the alignment of the freeway with regards to Linwood and Paseo Boulevards, Swope and Brush Creek Parkways, Spring Valley Park and Spring Valley Plaza. There is no known use of state or federal funds for acquisition or development of the lands in the Spring Valley Park, Hagerwood Park, or Spring Valley Plaza. Seven acres of park land will be required for the South Midtown Freeway right of way. The location of the South Midtown Freeway follows along an existing hill crest through Spring Valley Park. The hill slopes down gradually from the 14-4 Cf) E-6 28th. & Michigan looking South. 15-4(f) EXHIBIT "E" 28th. & Michigan looking South-Southeast. E-7 E-8 29th. & Euclid looking East. tj ^ " ' "I ", y wR 0 & 1 - ^ ' *'• '• v% ■"V * -■ •• > »• ; ; . J% " 't ' ml' M jOIll - ' V : % « « .." V f k '• \ # i* : . », >*<»» r **%• ' , 16 - 4 (f) E-9 Northwest Corner Spring Valley Park looking Northeast. EXHIBIT "E' E-10 West Side Spring Valley Plaza looking East. E-11 Highland Ave. looking East-Northeast. E-12 Looking South along Spring Valley Drive 17-4(1) EXHIBIT "E" TRAFFIC VOLUME EAfST. OAS MAIN OUST. WATER MAIN EXIST. TELEPHONE COMMIT — £trST. ELECTRICAL CONDUIT- EXIST. SEWER EXIST. SEWER TO BE ABANDON REINFORCED P.C.C. PAVEMENT NON-REINFORCED P.C.C. PAVEMEM/ PAVEMENT BT OTHERS — CONCRETE SIDEWALKS * wssaum sun mcmr commission SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI section no. 2 sta. 75.0c to 140.1 HOWARD, NEEDLES, TAMMEN & BERGENDOFF Ions sAonn on sTrooto Toco To Toco of curb. MSSOVM STAT! UGHWAY COMMSStON SOUTH MIDTOWN FREEWAY # U.S. ROUTE 71 / KANSAS CITY, MISSOURI section no. 2 sta. 75.00 to 140.00 °A'.£?:Tt. median with a concrete median barrier shall be U6ed iri lieu of the 40 ft. depressed, median as shown. REVISED AUGUST 25, 1970 SUBMITTED OCTOBER 6. 1970 < APPROVED NOVEMBER 24, 1970 EXHIBIT "B-1 intersection of 28th Street and Woodland Avenue toward 27th Street, After completion, the South Midtown Freeway will be in a cut roadway section from 29th Street to approximately 400' south of 27th Street, The depression of the roadway section through the hill crest not only helps reduce the impact of noise from freeway traffic, but also shields the visual thrust of the freeway from the park lands. None of the existing picnic, recreation or comfort station facilities will be dislocated or affected. The forecast noise level is expected to have no impact for patronage of the park. The forecast noise level of 59 dBA is satisfactory for the criterion noise level of 60 dBA„ Existing noise levels are approximately 54 dBA, Exhaust emissions of traffic on the freeway are compatible for the required CO emission levels established by EPA from the year of completion (1985) to the year 2000, The highest pollution load is in 1985, or 0.99 PPM (parts per million). Vehicular and pedestrian access will not be changed significantly after the completion of the freeway. 27th and 29th Streets will retain both means of access. Sidewalks will be provided along 27th and 29th Streets beneath the proposed freeway grade separations. Access from Woodland, Michigan and Euclid Avenue to the park lands will be eliminated. All existing vehicle access remaining will be retained. Existing residential lands surrounding Michigan and Euclid Avenue north of 29th Street will be replacement land to become a part of the adjoining park land. (Non-feasible or Prudent Alternatives) In addition to the South Midtown Freeway location study a detail study was made for an alternate location referred to as the Country Club Freeway. Initially, the South Midtown Freeway and the Country Club Freeway were pro- posed as a part of the freeway system in a comprehensive engineering report prepared by the City Plan Commission of Kansas City in March, 1951. This report entitled "Expressways - Greater Kansas City", proposed that both of these expressways would begin at the downtown loop and terminate at Brush Creek Parkway, A 1957 Kansas City Metropolitan Area Origin and Destination Study pointed to the need for one or more expressways in the north-south corridor between State Line and Cleveland Avenue. The Missouri State Highway Department initiated reconnaissance studies of two high capacity facili- ties within this north-south corridor. They were the Country Club route and the South Midtown Freeway route. A reconnaissance report for these two routes was prepared by the Missouri State Highway Department in September of 1964. At the request of City officials the State Highway Department made traffic assignments to the South Midtown Freeway and Country Club Freeway routes and presented them in graphic form in July, 1965. As a result of the studies conducted in 1964 and 1965 the City Highway Committee of Kansas City voted to accept State Highway proposal that the South Midtown Freeway be recommended to the City Council. Two of the factors which led 19-4(f) to this decision were: 1. The length of the South Midtown Freeway, 10.02 miles, was 2 miles less than the Country Club route. 2. The estimated total right-of-way and construction costs for the South Midtown Freeway route in 1964 was $63,760,000, which was $14,400,000 less than that of the Country Club Freeway route. After completion of the initial reconnaissance report the Missouri Highway Commission agreed at the November, 1964, Commission meeting to make tentative approval of the location for Route 71 on the South Midtown location. At the time of the selection of the South Midtown Freeway by the Highway Commission it was approved by the following reasons: 1. The South Midtown provided a more direct access for highway traffic to and from the south on Route 71 to the central business district. The right-of-way and construction cost for the South Midtown Freeway was more economical than the Country Club Freeway. 2. In 1964 the following were the estimated costs: Construction Right-Of-Way Total Country Club Freeway $44,767,000 $33,406,000 $78,173,000 South Midtown Freeway $33,187,000 $30,573,000 $63,760,000 In 1974 the following are the estimated costs: Construction Right-Of-Way Total Country Club Freeway $118,179,000 $107,000,000 $225,179,000 South Midtown Freeway $106,768,000 $ 41,797,000 $148,565,000 3. The Country Club Freeway in 1964 was estimated to cost approximately $11,400,000 more for construction and $3,000,000 more approximately for right-of-way than the South Midtown Freeway. This was the total of approximately $14,400,000 more in cost than the South Midtown Freeway. In 1974 the right-of-way of the Country Club Freeway is estimated to cost $65,200,000 more than the South Midtown Freeway and the construction cost is estimated to be approximately $11,500,000 more than the South Midtown Freeway, This is a total of approximately $76,700,000 more in cost than the South Midtown Freeway. 4. The Country Club Freeway is approximately 2 miles longer than the South Midtown Freeway. Today the reduction in distance on the South Midtown Freeway will save not only travel time but also help to reduce the amount of fuel consumption for the conservation of energy and reduce the operating cost for all motorists. The annual savings in fuel and operating cost for the South Midtown Freeway over the Country Club Freeway is estimated to be approximately $8,500,000 per year in 1974. 20-4(f) FRANK A. THEIS MEMORIAL MALL FRANK A. THEIS MEMORIAL MALL (V i ew southeast from 47th. St.) This park area crossed by the Country Club Freeway Alignment 21 -4( f) EXHIBIT "O' FRANK A. THEIS MEMORIAL MALL BROOKSIDE SHOPPING CENTER (View south from 62nd. Terrace & Brookside n *• - I iMwrii 11 -* • Dislocated Area by the Country Club Freeway * <* m- ■■ jf* . . v;< yfillfelSf . !*■ , , £s> i_ 1 " • • o GILLHAM ROAD (View northwest at Campbell) Area west of Country Club Freeway Crossing - GILLHAM ROAD (View southeast at Campbell) Area east of Country Club Freeway Crossing - i. 22-4(f) EXHIBIT "O'i 5. The Country Club Freeway disrupts commercial areas, particularly in the Waldo and Brookside commercial areas, while the South Midtown Freeway does not disturb any large commercial areas. 6. The Country Club Freeway requires the acquisition of more park land and parkway area than the South Midtown Freeway. Parks Parkways South Midtown Freeway 7.35 acres 15.7 acres Country Club Freeway 28.36 acres 39.7 acres 7. The South Midtown Freeway provides a better neighborhood traffic pattern by using parallel streets as one-way outer roadways and parallel collector-distributor streets for better local street access. In 1967, the people of Kansas City demonstrated their support for the South Midtown Freeway facility by approving the passage of a bond proposal of $8 million, which was the local share in the participation for right-of-way acquisition on the South Midtown Freeway. Subsequent to this bond proposal approval, the Highway Commission, in 1968, agreed that local subdivisions would no longer be required to participate in the cost of right-of-way for highway projects. Except for a very small amount of right-of-way acquired for the South Midtown Freeway just south of Truman Road where the Country Club Freeway right-of-way is the same, there isn't any right-of-way secured for the Country Club Freeway. Therefore, all right-of-way acquisition on the Country Club Freeway will add further to the right-of-way cost and dislo- cation of people which has taken place on the South Midtown Freeway. COMPARISON OF RIGHT OF WAY ACQUISITION BETWEEN SOUTH MIDTOWN AND COUNTRY CLUB FREEWAYS Country Club South Midtown R/W Acquired South Midtown July 15, 1974 Total Tracts 1,490 2,486 1,758 Acres of Land 650 420.5 310.2 Number of Individuals 7,409 6,528 4,924 Number of Families 2,661 2,202 1,649 Number of Businesses 218 76 34 Number of Non-Profit Organizations 12 18 14 Churches 4 17 11 Loss of Employment by Individuals 2,559 892 (est.) 399 (est.) 23-4(f) Number of Vacant Properties 44 542 297 Right-of-Way Cost $91,776,667 $35,626,637 $21,981,267 Relocation Cost $15,415,025 $6,170,848 $4,428,598 Total Right-of-Way Cost $107,191,692 $41,797,485 $26,409,865 The Country Club Freeway uses the right-of-way of the old Country Club car line of the former Kansas City Public Service Freight Operation along Brookside Boulevard- The acquisition of this right-of-way for a freeway will require the condemnation of individual interests of abutting property owners due to the revisionary title rights. The existence of these title rights has been confirmed by Mr. Ned Bower, Attorney for the City of Kansas City, Missouri, and Mr. Jack Headley, Attorney for the Kansas City Area Transportation Authority of the Kansas City Area Transportation District. All of the old County Club car line right-of-way proposed for the Country Club Freeway right-of-way is also proposed for transit use in the Rapid Transit Planning Study, An Interim Report prepared for the Mid-America Regional Council. Since the Kansas City Area Transportation Authority has acquired the Country Club car line's right-of-way for transit usage, this would preclude the use of this right-of-way for the freeway. The Transit Authorities acquisition was obtained through condemnation case number 736.354 dated November 20, 1973. At the time of the freeway reconnaissance in 1964 the Country Club car line right-of-way was considered as salvage right-of-way for this freeway alternative. In 1971 Mr. W. G. Roesler, Consulting City Planner for the Metropolitan Planning Commission, Kansas City Region and Kansas City Area Transportation Authority, stated in the synopsis of the "Transit Improvement" plan that transit usage was expected to be as follows. "It is estimated that the total number of person trips, including every mode of transportation - in the Kansas City area, exceeds 3,000,000 daily. Trips were divided by trip purpose. Nearly 50% of all transit trips were work trips - approximately 50% of all transit trips go to the central business district and 45% of all trips originate in the south central part of Kansas City's high density corridor - if the estimates made for these test areas are expanded to cover the ATA Service Area, a potential market of between 150,000 and 280,000 daily riders exists." A transit study "Rapid Transit Planning Study - An Interim Report" published in November, 1974, by a study team of consultants for the Mid-American Regional Council to help determine the ultimate selection of a feasible public transpor- tation system for the Kansas City Metropolitan Region forecast the transit patronage to range from 250,000 to 300,000 persons per day. According to their findings busses, especially on prefered lanes with other low cost traffic improvements in place, could provide the transportation facilities needed for transit patronage. In the study made by the consultants, the Mid-America Regional Council produced two land use plans known as Plan A and Plan B. Under Plan A a TRANSIT ALTERNATIVE 24-4(f) development pattern is assumed to continue as it has in the last twenty years in the Kansas City region; under Plan B it is anticipated a more intensive utilization will be made along the higher density transportation corridors. The study included a test system of six different options, which include the full range of options. Primarily, fixed guideway-type systems, Tramways, all bus options and various combinations of these basic modes. From the test systems it was possible to identify the level of service and analyze transpor- tation deficiencies anticipated for a transportation plan in the year 2000. In the greater Kansas City area the South Midtown corridor and the Country Club corridor were found to be deficient. The consultant team developed a Provisional Plan which they consider will serve the area best. The following is quoted from "Rapid Transit Planning Study". "The Provisional Plan recognizes that private automobile transportation will continue to remain by far the most important element of local mobility The key basis of the provisional plan are that intensified public transportation would be provided at the local neighborhood level for short trips and metropolitan-wide primarily for work trips in the form of express service supported by various feeder systems. Moreover both the local and the long distance service will be augmented by numerous access facilities including Park-N Ride lots, transfer stations, bus shelters and other conven- ienceso" In the "Rapid Transit Planning Study" the range of low volume to high volume expected ridership is forecasted for the number of revenue passengers per day on an average week day that will be expected in the year 2000. The lower number on the range was developed by the modal split model. The upper end of the range indicates approximately 30% increase over the lower range patronage forecast for a patronage potential when various "add on" factors are considered. These "add on" factors include such items as the impact of fuel shortages, possible reduction in fares and the added attractiveness of transit resulting from over-loaded segments of the highway network. At the present time it is estimated that the total number of person trips made daily exceeds 3,2 million. Of which 2% are made by the public transit. By the year 2000 with major transit improvements in place some 5.3 million trips will be made every day.^ ) The transit patronage will account for 5% to 6% of this load. Please see Exhibit "N" from the Rapid Transit Planning Study showing the expected ridership range for 9 major corridors. The area transportation authority has benefited by special sales tax of 1/2% authorized by the Missouri Legislature for transportation purposes four years ago. This tax is levied by Kansas City, Missouri and Independence, Missouri and administered by the two City Councils. It is subject to renewal every other year and will become renewable in January of 1975, when the Missouri Legislature reconvenes. None of the other participating communities in the metropolitan region levied a special tax for transportation purposes, and therefore they must subsidize transit operations out of their own funds. As for instance, Kansas City, Kansas and Johnson County, Kansas. (1) "Rapid Transit Planning Study - An Interim Report" - November, 1974. 25-4(f) TEST SYSTEM RIDERSHIP The expected ridership was estimated for the major test systems. The map shows the range of daily ridership forecast in 9 major corridors. These are expressed in revenue passengers expected in a 24-hour period. The Country Club, Eastern Jackson County and K.C.I, corridors show the largest number of transit riders. SOUTH MIDTOWN FREEWAY 26-4(f) LEGEND * 4000 HighNI 'Corridor Limits 2700 Low^24 Hr. Estimate HigfrSRevenue Passengers EXHIBIT "N" The two land use concepts proposed by MARC show that a potential difference of 10% to 15% in transit patronage exists between the land use concepts of Plan A or Plan B with high density. Under Plan A for the year 2000 the per- centage of all jobs within a quarter of a mile of walking distance of a transit route would be 76% and under Plan B it would be 78%, The consultants concluded in their studies that the choice of land use plans is less significant than had originally been assumed. Land use Plan B, despite its high densities, produced only 10 to 15% more ridership for the year 2000 than land use A on the tested transit systems. Although a land use plan will be agreed upon by local governments working under MARC neither Plan A nor Plan B will affect the conclusion drawn from the studies to date. The study indicates an east-west rapid transit bus corridor will follow approximately the alignment of the South Midtown Freeway. This exclusive busway between downtown and Linwood Boulevard is essential as an initial element to allow transit vehicles to move freely through a heavily congested area and on to the Linwood corridor easterly toward the Harry S Truman Sports Complex. In the provisional long range transit plan it is expected that there will be 53 to 80 busses on the South Midtown Freeway during the peak hour between the central business district and U. S. Route 50. From U. S. Route 50 south to Route 1-435 the peak hour bus volume will range from 32 to 43 busses per hour in one direction. The report recommends two reserved bus lanes be built as part of the South Midtown Freeway with provision for park and riding access and egress. As quoted from the report: "In the Kansas City Region the strategy most likely to succeed would be one whereby the preferential treatment of bus lanes would be limited initially to specified hours during the day." There is also the possibility that exclusive bus ways may be permitted for car pool vehicles. Eventually the study will lead to the selection of a long range transit plan which will complement the highway system in the Kansas City metropolitan area. The incomplete status of the present study at this time does not provide the Missouri State Highway Department with enough information to determine what modifications will be needed on the South Midtown Freeway. The comparison of traffic volumes with and without the South Midtown Freeway shows the effect of some of the main north-south arterials in the Kansas City metropolitan area. The "no build" alternative will reduce the level of service and add to the traffic congestion on the following traffic arterials. THE "NO BUILD" ALTERNATIVE STREETS AND HIGHWAYS IN 1995 AT OR EXCEEDING CAPACITY WITHOUT THE SOUTH MIDTOWN FREEWAY State Line Road Ward Parkway Wornall Road Brookside Paseo Prospect Brooklyn Swope Parkway 27-4(f) Main Nichols Parkway Broadway Southwest Trafficway Gillham Road Holmes Troost Route 1-435 Route 1-70 85th Street 63rd Street Gregory Boulevard Route 50 These streets, other than the Interstate Freeways, are the bulwark for handling the City traffic volumes. The motorist is confronted with delays and congestion when these street capacities are exceeded. Some of these streets may have capacity problems even with the South Midtown in operation. However, without the proposed freeway the exceeded capacity would be further congested by more thanC 1 ) 56,000 vehicles per day. In 1973 the fatal accident rate on local urban streets was 3.54 and on urban interstate routes 2.71 per 100,000,000 vehicle miles.^ These rates are fairly representative and were utilized for analyzing fatal accidents for 1975 and 1995. It is expected that fatal accidents could be reduced by 1 in 1975 and 3 in 1995 with the South Midtown in operation. Under the "no build" alternative it is anticipated there would be two additional fatalities in 1975 and four fatalities in 1995. The injury accidents and property damage accidents can be estimated by the ratios of property damage accidents and injury accidents to fatal acci- dents in population areas 50.000 and greater for the year 1973 and for interstate routes in 1973.For the "no build" alternative it is expected there would be 137 injury accidents and 233 injuries in 1975, that would be eliminated if the South Midtown were built. In 1995 there would be 259 injury accidents and 440 injuries that would be reduced if the South Midtown were in service. If the expected reduction in accidents occurred on a linear basis from 1975 to 1995 there will be 50 fatalities, 7,051 injuries and 16,676 property damage accidents over the 21 year period for the "no build" alternative. Based upon the latest National Safety Council estimates of $90,000 per fatality and $3,700 per injury and $500 per property damage accident, the no build alternative would cost motorists $38,926,700 over a 21 year period, or an average of $1,853,652 per year. ^ Analysis of traffic data by the Missouri State Highway Department - 1974. (2) Accident information compiled by Missouri State Highway Department on the TA-1 Form for the Federal Highway Administration and published by FHWA. 13") v ' Interpolated accident information by Missouri State Highway Department from compiled state accident information. 28-4(f) After the South Midtown Freeway is in service it will furnish a savings in travel time for normal peak hour operating speeds. Present delays in the South Midtown corridor are 30% greater than if the freeway were in service. This delay in travel time can be expected to increase with time. There are some 17,300 motorists who travel an additional 3,4 miles distance each day over Route 1-435 between 85th Street and the downtown loop,^ 1 ) It is estimated the "no build" alternative will cause the waste of 56,500 gallons of fuel per day or 17,600,000 gallons of fuel per year for this additional travel distance. At a time when energy conservation is of both individual and national concern and interest the "no build" alternative fails to satisfy a very vital need. In addition to the energy loss, there is also the economic loss of additional vehicle operating costs. The effects on the individual motorist as well as the consumer indirectly are reflected through increased trans- portation costs of goods and products. The non-traveling public or non- users of the South Midtown Freeway will experience some of this increase in costs.The "no build" alternative increases the cost of motorists and consumers a total of $104,000 per day or $32,600,000 per year. The carbon monoxide emissions for the "no build" alternative will increase as time progresses.^ The average daily automotive emission in 1985 from the "no build" alternative is estimated at 195.2 tons per day for the Kansas City metropolitan area. If the South Midtown were in service in 1985 the carbon monoxide emissions daily for automobiles was estimated to be 193.22 tons per day. The completion of the freeway will reduce CO emissions 1.01 tons per day or more than 300 tons per year. The reduction in hydro- carbons in 1985 from automotive emissions is estimated to be 4.92 tons per day or more than 1700 tons per year. By the year 2000 the reduction in carbon monoxide from automotive emissions with the South Midtown Freeway in service is estimated to be 3,75 tons per day, or more than 1500 tons per year. The "no build" alternative will allow the pollution from automotive emissions to go unchecked in the future. Very little can be done to abate the traffic noise on existing city streets for the "no build" alternative. Since the traffic noise and vibration on existing city streets is in closer proximity to the dwelling units than that of the proposed freeway the "no build" alternative offers little or no reduction of future noise levels for the city residents. An analysis of traffic noise predicted for the freeway shows the noise from traffic on the freeway will be either within the proposed right-of-way limits or can be handled with proposed abatement measures. SPRING VALLEY ALTERNATIVE A relocation alignment was studied which would avoid Spring Valley Park. The location of this alternate would be between Campbell and Harrison Street, starting at the 14th Street interchange and continuing south to Linwood CD Missouri State Highway compilation and analysis. 29-4(f) Boulevard where the alignment curves southeasterly across Armour Boulevard and Troost intersection. The alignment then makes a reverse curve to tie into the proposed freeway location near 39th Street. This alternate freeway alignment to avoid Spring Valley Park would involve 738 tracts requiring the dislocation of 1,590 families or 5,953 individuals. The dislocation includes 394 residential units, 43 vacant lots, 195 apartment buildings, 3 church buildings, 6 non-profit organizations, 3 large homes for the aged, and 94 businesses which includes 5 hotels, 1 bank, and 21 industrial installations. All of this dislocation and additional right-of-way costs will be in addition to what has taken place on the South Midtown. The adverse impact of further dislocation and disruption of business will add to the woes of a different group of neighborhoods. The following shows the right-of-way involvement. COMPARISON OF RIGHT-OF-WAY ACQUISITION BETWEEN ORIGINAL PROPOSAL AND SPRING VALLEY ALTERNATIVE FROM 14TH TO 39TH STREET (INCLUDING INTERCHANGE) Spring Valley Alternative Total for Original Proposal Right-Of-Way Acquired on Original Pro- posal as of July 15, 1974 Total tracts 738 1,014 479 Acres of Land 181 129.43 58.12 Number of individuals 5,953 3,061 1,475 Number of families 1,590 1,063 516 Number of businesses 94 38 19 Number of non-profit organizations 9 14 9 Estimated right-of-way costs $47,350,000 $8,801,501 $4,466,960 Estimated relocation costs $6,375,000 $2,985,025 $1,336,315 Total of right-of-way costs $53,725,000 $11,786,526 $5,803,275 On the original proposed alignment 71 acres of land remains to be acquired compared with the 181 acres on this alternative. There are 1,586 individuals to be dislocated on the present proposed alignment compared to the dislocation of 5,953 persons on this alternative or 548 families compared to 1,590 families on this alternative. The cost of right-of-way remaining to be acquired on the original is $5,983,000 compared to the estimated $53,725,000 for the alternative to avoid Spring Valley Park. The additional right-of-way cost is nearly ten times more than the remaining right-of-way cost on the original proposal. 30-4(f) lULtititit: 4 LAN The Grove t^Ton .Statio | Booker T W |(wkeatlb^fi|jh Tfto< i a' SPRING VALLEY PARK Union Cerer€fVy St Jjosiph^l HWjOg 1 BiS CITY Reden -. ^ ' 1^1 1 ■ ■; p j| l J9 ^ H <— SOUTH MIDTOWN FREEWAY rH II 1! a|| J /l i lisrflL, 'i r MJ\\ II SPRING VALLEY ALTERNATE lia i EXHIBIT PARK WA V TUNNEL ALTERNATIVE THROUGH SPRING VALLEY PARK Another alternative was studied to retain the present freeway alignment through Spring Valley Park but to minimize the harm to the park and restore the park to its present status as near as possible. This alternative provides for a tunnel for the South Midtown Freeway from 27th Street to 29th Street, a distance of approximately 1,380 feet or 0.26 miles. The proposed limits of the tunnel cover the limits of the Spring Valley Park. However, approximately 500 feet of the tunnel length does not involve Spring Valley Park land. Since residential development is interspersed with the park land on the proposed freeway alignment, the park land is non-contiguous through the limits of the pro- posed tunnel construction. Some of the proposed design must be sacrificed to provide the tunnel alterna- tive. The proposed collector-distributor roadways between 27th and 29th Streets will be eliminated which will reduce the freeway traffic capacity from that of the present proposal. The tunnel alternative modifications will require auxiliary lanes through the tunnel adjacent to the freeway through lanes for ramps connecting into the collector-distributor roadway system beginning north of 31st Street. The elimina- tion of access at 27th Street increases the traffic load for the interchanges at 31st Street and Linwood Boulevard. Six thousand vehicles per day approximately will be added to the traffic volumes forecast for 31st and the Linwood Interchanges in 1995. Construction of the tunnel alternative will be made by excavating to the proposed grade of the freeway lane and then building a tunnel structure over the freeway. Then the excavated earth will be replaced over the structure to conform as near as possible to the original ground profile. Some minor land- scaping can be made to the finished "cut and cover" tunnel construction. The estimated cost for this segment of the freeway for the "cut and cover" tunnel construction is $27,500,000 compared to $3,000,000 for the original proposal. The existing rock formation through the tunnel area is not considered suitable or of the desirable depth to provide a support for tunnel excavation. Estimated construction cost of the initial proposal for the freeway segment included in the limits of the tunnel alternative is $3,000,000. In addition to the construction costs there will be operating expenses for the lighting and ventilation system required for the tunnel. The operation of these two items for the tunnel facility will be required 24 hours a day and 365 days per year. This cost is estimated to be $394,000 per year. The total operation cost over the 20 year design period for the freeway will amount to $7,880,000,C 1 ) Since the operation of lighting and tunnel ventilation equipment is continuous the expense of not only the operation but also the maintenance and eventual replacement of equipment makes the tunnel alternative very impractical. The tunnel alternative is estimated to be $24,500,000 more in construction costs than the original proposal. C 1 ) Estimates made by MSHD from information provided by American Association of State Highway and Transportation Officials and utility rates of the Kansas City Power and Light. 32-4(f) 27TH. ST SPRING VALLEY s PLAZA SPRING VALLEY PARK 28TH. ST IMIIJXlililll i ■ ■ • i m 111111 y i ■ ■ ■ 111111111, ■ 111111111 a ( ,,,,, ]|Y|^ > 29TH. ST SOUTH MIDTOWN FREEWAY TUNNEL PLAN EXHIBIT "R GENERAL DISCUSSION OF ALTERNATIVES One of the earlier decisions in design after the selection of the South Midtown location was the handling of traffic in the downtown Kansas City freeway loop. This loop around the CBD can handle approximately 50% of the traffic volume on the South Midtown Freeway. An alternate routing of traffic into and by the CBD area was studied for the existing street system as near the downtown as possible. Part of the traffic unloading for the South Midtown Freeway is made at the Paseo Interchange with the northbound lane reduction and the southbound lane increase on the freeway at this interchange. Traffic destined for the central business district loop can use the Paseo north of South Midtown Freeway for access to the various streets going west into the loop area. The Paseo is a primary arterial and is shown in the ^ "Major Street Plan for Kansas City." In addition, any traffic destined for terminals north of the Missouri River may use the Paseo as an alternate route to the Paseo Bridge over the Missouri River. Part of the remaining traffic on the South Midtown Freeway will be diverted to the Truman Road interchange for access to the various streets going north into the central business loop. One northbound lane will be terminated and the south- bound lane will begin at the Truman Road interchange (14th Street). An additional lane drop and pickup for the South Midtown Freeway will be made at the interchange off Route 1-35 and Route 1-70. Two lanes northbound and two lanes southbound are carried on the South Midtown through the 1-70 and 1-35 interchange. Any alternate proposal to relocate the South Midtown Freeway would affect the proposal for diverting some of the South Midtown Freeway traffic at the Paseo. An alternate diversion would also force traffic to travel a greater distance on a city street. In the major east-west corridor of 31st Street and Linwood Boulevard the proposal is designed to handle large traffic volumes for the interchange between the freeway and these streets. alternate location of the freeway will provide an unsatisfactory design for the interchange between these routes making it impractical to handle large traffic volumes. An alternate design could possibly require larger tracts of land for right-of-way for the construction of an inter- change facility that is both functional and aesthetically inviting. The consideration of any further alternatives for the South Midtown Freeway or the "no build" alternative at this stage of the project should acknowledge the additional hardship placed on property owners in the freeway corridor. Right-of-way acquisition has now progressed throughout the project to an extent which involves all of the properties within the corridor. Properties which have not been acquired will be located among vacated properties and properties on which tbe buildings have been dislocated, making resale of the other adjacent properties difficult. Unoccupied homes become vandalized quite readily. Therefore, many owners that wish to sell and can't are placed under a great hardship if the South Midtown is relocated or the project terminated. ^ A report prepared by the Department of City Development, Kansas City, Missouri, 1971. 34-4(f) Discussion on Replacement Land for Spring Valley Park and Plaza . After the existing grade line of 29th Street is revised, the access for Michigan Avenue will be eliminated north of 29th Street. The Missouri Highway Department will acquire this residential area of approximately two acres as a partial replacement land for Spring Valley park. The State Highway Department and the Board of Parks and Recreation Commission have determined this replacement land for right of way required from Spring Valley Park will be of mutual benefit to both parties. It will be necessary for the Highway Department to acquire all of the properties along Michigan Avenue, since access cannot be provided to the remaining properties. About five residential structures could remain on Euclid Avenue after connecting the street back into 29th. However, this cost should be balanced against the cost of the street construction and utility adjustment. The replacement land to the park will benefit the park lands, since all the land north of 29th Street and east of the proposed freeway to Spring Valley Park will become a homogeneous tract for park land. This replacement land is intended by the Highway Department as partial compensation for the freeway infringement upon the park land. Additional compensation will be negotiated with the Board of Parks and Recreation for the remaining land value acquired from Spring Valley Park for the freeway. Memorandum #13 from the Board of Parks and Recreation furnishes the pertinent details concerning decisions reached regarding the replacement of park facilities and the acquisition of substitute sites. The substitute site was selected to adjoin the existing park land and also because it was necessary for the State Highway Department to acquire these properties, since access cannot be provided. There are no betterments involved in the substitute site. Substitute property will be acquired in accordance with the provisions of the Uniform Relocation Assistance and Real Property Acquisition Policy Act of 1970 and subsequent directives and guidelines issued by the Federal Highway Administration. All construction of the new facilities shall be made in compliance with existing codes and laws for Kansas City. The proposed construction will be reviewed and approved by the Kansas City Board of Parks and Recreation Commission. The following is a summary of estimates for the applicable cost items for park land required for the freeway and of substitute sites. 1. The estimated value of the 7,0 acres of Spring Valley Park Land (based on Market Value Concept) $123,085 2. Estimated Cost of 2.0 acres of partial replacement land for Spring Valley Park. $104,800 35-4(f) I symbol plant © little-leaf linden (po) pin oak © green ash © sugar maple © scotch pine © japanese crab apple redbud tree ® flowering dogwood aj andorra juniper ro russian oliva wf weeping forsythia unless otherwise indicated crown vetch shall be used on all slopes 3.1 & steeper. SOUTH MSDTOWN FREEWAY SPRING VALLEY PARK BOUNDARY REPLACEMENT LAND FOR PARK 36-4(i) The freeway right of way through the park and the park lands adjacent to the freeway right of way will be landscaped with trees and shrubbery to enhance the existing natural beauty of the park and eliminate any adverse effects of the freeway, The type and quantity of proposed plantings for landscaping the freeway are shown on Exhibit "C". The freeway right of way boundary lines through the park will be fenced by security fencing to safeguard against potential intrusions from the park land onto the freeway. The proposed landscaping will help to camouflage the proposed freeway fencing. The freeway and ramps and collector roads will be depressed approximately twenty to twenty-five feet through the park lands which will eliminate the visual impact of the freeway upon park patrons. An additional benefit from the depression of the freeway grade line will be the reduction of freeway noise for the patronage of the Spring Valley Park. Existing pedestrian and vehicular access from 27th and 29th Streets will be retained by the proposed grade separations of the freeway with these streets. Sodding of exposed freeway slopes will be made through the park area. During construction, the construction work will be coordinated with the park authorities to permit transition and continual usage of the Section 4(f) land facilities. Since none of the recreation or picnic facilities will be disturbed, there will be no need to modify or demolish existing facilities during off-season. The estimated cost of landscaping and sodding is $8,860+. Linwood Boulevard Linwood Boulevard is a 4.0 mile east-west transportation facility with provisions for two lanes of traffic in each direction with a 2' flush median. It extends from Main Street to Van Brunt Boulevard and includes 51 acres. Linwood Boulevard is bordered by residential and commercial developments and is not particularly distinguishable from any other traffic arterial. Photo Exhibit F is of existing Linwood Boulevard with the location index shown on Exhibit B-2. The proposed South Midtown crossing of Linwood Boulevard is illustrated in the center foreground of the artist's rendering marked Exhibit "I". Approximately 1.3 acres of Linwood Boulevard will be utilized as a result of the freeway construction. It can be seen from the exhibit that Linwood Boulevard will remain in its present location and will be carried over the proposed freeway facility. The wide parkways bordering Linwood between the street curb and sidewalk provide a landscaped boulevard. Where possible, areas on Linwood Boulevard disturbed by the proposed freeway construction will be landscaped and restored to minimize the harm. Brush Creek Parkway and Swope Parkway Brush Creek Parkway and Swope Parkway are located on opposite sides and parallel to the paved Brush Creek drainage channel. These parkways will be connected to the freeway with a partial directional interchange. Swope Parkway will be relocated between Woodland Avenue and Prospect Avenue. 37-4(f) F-l Linwood Blvd.: Euclid looking West. F-2 Linwood Blvd.: East of Woodland 3 8-4(f) EXHIBIT "F' SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 -J— KANSAS CITY MISSOURI LINWOOD PARKWAY EXHIBIT "B-2" 39-4(f) SOUTH MIDTOWN FREEWAY 3IST STREET • IOOKIM* SOUTH U.S. ROUTE 71 KANSAS CITY, MISSOURI 40-4(f) EXHIBIT T G-l Swope Parkway: Olive Street looking West. 41 -4(f) EXHIBIT "G" G-3 Swope Parkway: Olive Street looking North. G-4 Looking Northeast toward Brush Creek Parkway 42 -4(f) EXHIBIT "G" G-5 Looking East toward Brush Creek Parkway Eastbound Swope Parkway will be relocated approximately 500' south of existing Swope Parkway at Brooklyn Avenue, Existing Swope Parkway will be for west- bound traffic only. Bridges will be provided for the ramps carrying them over Brush Creek Parkway, Brush Creek and, in some cases, over westbound Swope Parkway. Exhibit B-3 illustrates a planned view of the proposed free- way interchange with the two subject parkways. Photo Exhibit G consists of several photographic illustrations of existing parkway being viewed, indexed on Exhibit B-3. The land area between Brush Creek Parkway and Swope Parkway lies in a flood plain which is subject to flooding during the peak of storm water runoff carried by the Brush Creek channel. The bottom and sides of the Brush Creek channel have been paved with concrete to eliminate erosion of the stream banks and improve the storm water flow. The meander of the Brush Creek channel prevents the use of hiking, bicycling or horse riding in the greenway. "Pocket areas" left between the stream meander of Brush Creek and Brush Creek Parkway or Swope Parkway are utilized for picnic areas, tennis courts, baseball, and playground facilities. None of the existing recreational facilities or picnic areas will be dislocated or disrupted by the proposed freeway. Access to the existing recreational facilities and picnic areas will be retained from existing streets and parkways. Much of the "greenway" between the two parkways is an aesthetic area of trees and shrubbery contributing to the scenic drive of the parkways. Brush Creek Parkway is 3.63 miles in length and includes 285.85 acres. Swope Parkway is also 3.63 miles in length and includes 63.83 acres of land. The South Midtown Freeway will utilize approximately 1.5 acres of this parkway land for sections of the interchange on embankment. The majority of the freeway interchange geometries will be on structure across the parkway as illustrated on Exhibit "J". Freedom of access to various parts of the parkway will be retained beneath the freeway structures. Approximately seven acres of the parkway land in addition to above 1.5 acres will be utilized through an aerial easement. This will allow joint usage across the parkway land. Two alternatives for a freeway interchange at this location considered prior to the now proposed interchange required 10.5 and 11.0 acres of parkway land. These alternatives included the construction of high earth embankment fills and some grade separation structures which prevented any joint usage of the parkway land. There was no access available across the freeway between the divided areas of the parkway land. In addition to the greater parkway land involvement of these alternatives, the traffic operation for the proposed designs was unsuitable. Each of these alternatives for the interchange were estimated to cost approximately $6,500,000. The proposed interchange will provide for direct free-flow of traffic and better traffic operation. The estimated construction cost for this inter- change is $8,500,000, which is $2,000,000 more than either of the other two alternatives. 43-4 (f) 44-4(f) EXHIBIT "G" 3 v rOSPMOME COUCH!'— occrtscAL ccMcmr -. stxft — cats -tp a f lsuttxusec V! PrKPOSiO S&Efi SYS CO! - pa >ro surra —~r—— PAYOepT COPCPETE SIOemilKS SfUXS- [ MISSOURI STAfE HISHWM COMHM* SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI SECTION NO. 5 STA. 250+00 TO 275+00 HOWARD, NEEDLES, TAMMEN & 8ERGENDOFF C-tfUUit* iin cuviuno »t* to*x DIRECTION OF % PHOTO EXHIBIT "B-3" SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI SWORE PARKWAY INTERCHANGE • LOOKING EAST 46-4(f) EXHIBIT "J" SWOPI PARKWAY INTERCHANGE • looking nohthwesi SOUTH MIDTOWN FREEWAY U.S. ROUTE 71 KANSAS CITY, MISSOURI 47 -4(f) EXHIBIT "J" 48-4(f) SOUTH MIDTOWN FREEWAY BRUSH CREEK INTERCHANGE ALTERNATE PLAN 1 PE.OE.5T51I AKl Parkway Area Required for Freeway Right-of-Way 11.0 acres required SOUTH MIDTOWN FREEWAY BRUSH CREEK INTERCHANGE ALTERNATE PLAN 2 49-4(f) Joint usage will be made across the parkway along with landscaping of the proposed freeway facility to minimize the harm and keep the proposed con- struction compatible with existing surroundings. Minimal construction is expected across the parkway land and the existing Brush Creek channel will not be disturbed or modified. The Brush Creek channel does not support any aquatic wildlife, since the channel is intermittent and drys up during dry weather periods. The recreation facilities between the two parkways are utilized by adjacent neighborhood residents with patronage figures not available. Pedestrian and vehicular access to this area of the Brush Creek is provided by means of Swope Parkway, Brush Creek Parkway, Woodland Avenue and Prospect Avenue. Existing access to the park and the recreational facilities will remain the same after the completion of the freeway facility. BRUSH CREEK PARKWAY--SWOPE PARKWAY ALTERNATIVE Other alternatives have been considered in addition to the proposal for the interchange of the freeway with these parkways. Two previous alternatives considered for the freeway interchange at this location required 10.5 and 11.0 acres of parkway land. See Alternative Plan 1 and Plan 2. These alternatives included the construction of earth embankments and some grade separation structures making it impossible to develop joint usage of the parkway land with the freeway. The severance of the parkway land is also greater for these alternatives. Besides the greater parkway land involvement, these alternatives provided undesirable traffic operation for the freeway itself. Each of the alternatives for the interchange are estimated to cost approximately $6,500,000. The proposed interchange layout involves approximately 1,5 acres of parkway acquisition and approximately 7 acres of aerial easement. Since all of the through lanes and most of the ramps across the parkway are on structure, adequate access is provided between the separated areas of the parkway. The proposed interchange will provide for direct traffic freeflow and better operation of traffic. Estimated cost of this interchange is $8,500,000, which is $2,000,000 more than either of the other two alternatives, Meyej* B oulev ard Meyer Boulevard is an east-west transportation facility providing two lanes in each direction, divided by a 90' median of grass and trees. This boulevard traverses predominantly residential neighborhoods with commercial establishments located at the intersection of major north-south streets. Meyer Boulevard does not provide any recreational facilities or picnic areas; its intended use is as an aesthetic treatment to a trans- portation facility. After reviewing the preliminary plans from the Missouri Highway Department for Meyer Boulevard at the South Midtown Freeway, the Board of Parks and Recreation requested the following revision in plans. 1. The existing sidewalk alignment should be retained across the bridge structure. 5 0 - 4 ( f} Meyer Blvd.: Montgall & Meyer Blvd. looking South. 51 -4 (f) EXHIBIT "L 1 2. The proposed headwall between the two separate bridge structures should be extended and connected across the median. The Park and Recreation Board desires a planting area in the median from the bridge ends to the cross street (collector-distributor),, 3. The proposed left turn be eliminated on west-bound Meyer Boule- vard since the existing capacity of Prospect is limited, 4. Parks and Recreation requested an opportunity to review plans for signals and signs prior to any finalization of plans, 5„ Special surface treatment for concrete be provided on any part of the bridge structure above grade and visible from Meyer Boulevard. 6„ Parks and Recreation requested replacement access for the Jackson County Bank be eliminated. The Missouri Highway Department has made revisions in the plans to provide retention of existing sidewalk alignment and elimination of the left turn lane. Retaining walls are proposed for construction across the Meyer Boulevard median at the front face of the semi-deep abutments. These retaining walls will be built to an elevation which will provide gentle slopes for planting areas in the Meyer Boulevard median between the collector-distributor and retaining wall. The opportunity of reviewing plans continues with the progress of design plans by the Department. The Highway Department will give consideration to the special surface treatment of the concrete surfaces of the bridge structures visible from Meyer Boulevard. The Park and Recreation Board was advised to handle the elimination of the Bank's access in a manner similar to that for another commercial establishment listed in their letter. An exhibit of the Parks and Recreation Board's letter is included with this 4(f) Determination. Exhibit B-4 is a plan view illustrating the portion of Meyer Boulevard to be reconstructed over the proposed freeway facility between Prospect Avenue and Chestnut Avenue. Separate bridge structures will be used to carry the boulevard traffic movements and will be separated by a median width compatible with the remaining boulevard length of 2,8 miles. The proposed freeway facility will affect approximately 2.4 acres of the boulevard. Exhibit "L" illustrates the existing Meyer Boulevard. Meyer Boulevard extends from Ward Parkway to Swope Park and includes 63,17 acres of land. Where the proposed freeway crosses the "greenway" of Meyer Boulevard, landscaping will be made to restore the aesthetics and minimize the harm as much as is practically possible. Meyer Boulevard is not utilized for hiking, bicycling or horse riding. It serves primarily as a linkage of open green space connecting parks and parkways in Kansas City, There are no picnic or recreational facilities in this parkway. 52-4(f) SOUTH MIDTOWN FREEWAY MEYER BOULEVARD • looking noitn U.S. ROUTE 71 KANSAS CITY, MISSOURI 53-41*1 FX HIR IT I .1 &1 Sheet 54-A(f) EXHIBIT ' B-4' U.S. ROUTE 71 KANSAS CITY, MISSOURI 55-4(f) EXHIBIT L-2 - V Gregory Blvd.: Montgall & Gregory looking West . mm EXHIBIT "M' 56 -4(f) Gregory Boulevard Gregory Boulevard is an east-west transportation facility providing two lanes of undivided traffic flow in each direction. Exhibit B-4 illustrates the plan view of the proposed freeway crossing of Gregory Boulevard. Gregory Boulevard is proposed to be reconstructed over the freeway facility from Prospect Avenue to a point approximately 100' west of South Benton Avenue. Photo Exhibit "M" is a view of Gregory Boulevard looking east from Montgall Street. No recreation or picnic facilities are provided within the Gregory Boulevard land area. Approximately 0.8 acres are affected by the freeway facility. Gregory Boulevard parkway starts at Ward Parkway and continues easterly to the east Swope Park limits. The parkway contains 44.34 acres, and it is 5.4 miles in length. Although Gregory Boulevard is a parkway connecting other parkways and parks, it is not used for bicycling, hiking, or horse riding. The wide parkways between the street curb and the sidewalk provide the aesthetics of a landscaped boulevard. The dislocation of existing trees will be held to a minimum and landscaping will be made to minimize the harm of the proposed freeway construction. The right-of-way and street surface of the following parkways and boulevards are maintained by the Street Division of Kansas City Depart- ment of Public Works for the Board of Parks and Recreation. The Paseo Gregory Boulevard Linwood Boulevard Swope Parkway Meyer Boulevard Brush Creek Parkway The required land area in the parkways and boulevards is public right-of-way. Right-of-way acquisition required for the South Midtown Freeway will be handled with the city in a manner similar to that re- quired from other public streets in Kansas City. As noted in Mr. Frank Vaydik's letter of November 16, 1971, the Missouri Highway Department has reached a mutual agreement with the Board of Parks and Recreation in previous crossings of parkways and boulevards. Quoting from Mr. Vaydik's letter - "In some cases, permission was granted for a highway to bridge boulevards. In some cases, permission was granted to use land as additional width to a roadway without compensation." Hagerwood Park Hagerwood Park is located at 64th Street between Chestnut and Montgall and consists of two triangular shaped islands which are formed by the diagonal location of Hagerwood Road. These islands contain 0.35 acre of combined area and will be required in their entirety for the freeway. The land forming the park was originally considered too small for develop- ment and was set aside as a small green area adding aesthetic values to 57-4(f) yjs^ " * ; rll ■ WSBSHMNmBMBii Park: Corner of Chestnut, 64th & Hagerwood looking North. EXHIBIT "K 1 58-4(f) Park: Corner of Montgall, 64th & Hagerwood looking North-West. a residential district. These park parcels are not large enough to permit recreational usage or picnic facilities. Exhibit B=5 illustrates a planned view of the crossing of Hagerwood Park. Photo Exhibit "K" illustrates the Hagerwood Park land. Since the park facilities are not large enough for picnic or recreational use, there is little or no partonage by local people. The land area in these parks is the remnant of the subdivision when it was divided. Since the land area could not be fully utilized by the developer it was furnished to the Board of Parks and Recreation for a park. Hagerwood Park provides a "green area" for the local residential area. It is doubtful that today the Board of Parks and Recreation would accept this remnant of land for parks. ^)"The Board of Parks and Recreation Commission has welcomed gifts of land that were adequate to accomplish the intended purpose ----and has exercised vigilance in rejecting many offers that were unsuitable or inadequate." - A quote fro P 5 RB report. Hagerwood Park is located immediately north of Meyer Boulevard. Meyer Boulevard continues easterly into Swope Park, which is a regional park for the metropolitan area of Kansas City. Hagerwood Park is accessible for vehicular and pedestrian traffic by Hagerwood Road, Chestnut, 64th Street and Prospect Avenue. The Board of Parks and Recreation Commission of Kansas City owns and controls the land of Hagerwood Park. There are no restric- tions or reversionary clauses affecting the Hagerwood Park area. There are no unusual characteristics of the Hagerwood Park area, which is such in name only. Information indicates that it consists of triangular tracts within a subdivision which were not capable of being sold for the construe- tion of residences thereupon because of the size and shape. The park authority has recognized the difficulity in avoiding Hager- wood Park since they have indicated they are in general agreement to the design approach involving this park island. Since all the park land will be included in the proposed right of-way for the proposed South Midtown Freeway, there will be no physical effects from noise or fumes on users of the park and their access to it. There is no feasible or prudent alternative to the acquisition of the Hagerwood Park land. The South Midtown Freeway from Gregory Boulevard to 51st Street is located in a corridor between two existing parallel streets, Prospect and Chestnut Avenue. If the alignment were to be shifted eastwardly to avoid Hagerwood Park, it would involve either the Pinkerton School or the Graceland School. A shift of the alignment westward will involve Prospect Avenue and its associated strip commercial development. The proposed location furnishes the least disruption to the commercial and educational facilities in the local community. The Highway Department does not have the estimated value of the park land to be acquired at Hagerwood Park. Appraisals based on market value ^ "A Plan for Parks, Playgrounds, Boulevards, Parkways, and Open Space for Kansas City, Missouri" - prepared by City Development January, 1973, 59-4(f) U. T.I PROSPECT AVE I)'.?- n | I|l i- •if Tv lid. a. II II 1 ||K lb 1 'I '1 115 IN? MISSOURI STATE HIGHWAY COMMISSION SOUTH MIDTOVVN FREEWAY U.S. ROUTE 71 kansas city, missouri hagerwood park EXHIBIT "B-5" 60-4(f) _SOUIH3£MTOM AYE . -jS. ■'0' - ^CHESfNUAAVE. iS 5 •*/ | (7.*/- ,;2.5:/ N.B. COLLECTOR -fe lSTRIBUTOE ^— f .. i ■ 34 ' -1 3.7V. l?5-7 1 ' concept will be made on the park land acquired from Hagerwood Park before an offer can be made to the Board of Parks and Recreation. Compensation of this park land will be made to the Board of Parks and Public Recreation Commission at an appraisal satisfactory with the involved properties. A discussion of the "no build" alternative has been discussed pre- viously for the Spring Park area, and is applicable to Hagerwood. In addition to this alternative, the Country Club Freeway alternative and other alternatives have also been discussed and are applicable to this park area. The State of Missouri, through the Highway Commission, has acquired park land with Kansas City, Missouri, by the process of condemnation. So far as is known, all of these condemnation proceedings have been clas- sified as "friendly," The Park and Recreation Department of Kansas City has stated the Highway Department has generally offered compensation rather than substitution. The Missouri State Highway Commission and the Board of Parks and Recreation Commissions and their staff have had direct dealings involving major traffic arteries and the City's park and boulevard system since 1942, The two departments have reached mutual agreements on 1-29 and Clarkpoint; 1-70 and Paseo and Benton Boulevards, Missouri 210 - Buckeye Creek; 1-435 - Swope Park; and 1-670 in West Terrace. In some cases, permission was granted for a highway to bridge boulevards. In other cases, permission was granted to use land as additional width to a road- way without compensation. The Highway Department has generally offered compensation rather than substitution. The park authority has stated their preference for compensation, rather than substitution, as the money can be earmarked for land acquisition acquired where and when needed. The park authority has made it clear that neither the Board of Parks and Recreation Commissioners or the Council of the City of Kansas City, Missouri, can sell, lease or grant rights-of-way of any land dedicated for park or boulevard purposes, except by the process of condemnation initiated by a "higher authority." The only other way that the city may dispose of park or boulevard land is a lengthy process that finally must be specifically approved by a majority of the voters at a general election. Blue River Parkway Blue River Parkway borders along each side of the Blue River Valley from near Blue Ridge Boulevard to the Swope Park. Since the Blue River Park extends over ten miles in length, there are numerous existing street, highway and freeway crossings of the park. At the location of the Route 71 crossing of the park, the proposed South Midtown Free- way will traverse across the park to connect with the existing Route 71 alignment. This proposed South Midtown crossing will be by a structure over the Blue River and much of the park land. The Blue River Parkway extends from the southwest corner of Swope Park to the Cass County line at State Line. The Jackson County Park Department has purchased 1700 acres of the parkway for an authorized park 61-4 (f) f I) size of 2,258 acres. The Jackson County Park Department has offered to make areas of the parkway that can be utilized for neighborhood or community recreation available to the city. The length of the Blue River Park precludes any feasible location which could avoid park land. Therefore, the proposed crossing will be made to minimize the harm to the park land and retain its potential for park usage, Blue River Park is being developed as a strip park extending from Swope Park to the site of the Mill Creek Dam near the Cass County line. The existing Blue River Road, 11,5 miles in length, is under the jurisdiction of the Kansas City Department of Public Works, Designated areas along the park will be developed for recreational and picnic areas. The Corps of Engineers has various proposals in their Flood Control Plan for the Blue River channel. The Mill Creek Dam is one of the reservoirs necessary for the flood control on the Blue River, In the area where the proposed South Midtown Freeway crosses the Blue River Parkway, none of the proposed park facilities will be disturbed. The location of the freeway crosses will be a "green area". The Missouri Highway Department traded land (11,3 acres) used for borrow pits on another highway project (Jackson County, Route W) for park land (2,2 acres) used at the Blue River crossing, with the Jackson County Park Board, This right-of-way acquisition has been completed with the park authority. Approval has been furnished for the land required for the Blue River Park under the provisions of Section 4(f) DOT Act and Section 138, Title 23. This authorization was made by Memorandum of July 23, 1971, from the Department of Transportation, An exhibit of this letter is included with the 4(f) Determination, During construction, the use of temporary erosion control measures and devices such as berms, dikes, dams, sediment basins, fiber mats, netting, gravel, mulches, quick-germinating grasses, permanent grasses, slope drains, sodding and other erosion controls will be used to mini- mize and alleviate environmental harms. This type of precautionary work will be utilized throughout the project length. The contractor will be regulated by standard specifications to main- tain local traffic circulation during the construction period. He is further obligated by contractual agreement to maintain traffic circula- tion in a safe and expedient manner. ( ) it a plan for Parks, Playgrounds, Boulevards, Parkways and Open Space for Kansas City, Missouri", a report and plans prepared by staffs of Parks and Recreation and City Development - January, 1973. 62-4(f) Severest disruption to parkland usage and to traffic circulation on the parkways and boulevards is anticipated during the construction period. This disruption and inconvenience will be temporary, pending the completion of the proposed project. When completed, the South Midtown Freeway will offer an equal or improved degree of accessibility for parks, parkways and boulevards. The South Midtown Freeway will be reflective of a well- designed facility, blending with the park areas to be compatible in appearance. The anticipated noise and air pollution increases in the vicinity of the parkway recreational facilities are not desirable. It is not antici- pated to have substantially adverse effects on the recreational activities carried on in the affected park lands. The noise and air quality from the proposed freeway for the Spring Valley Park is forecast to be compatible for the park land usage. It can be seen by the various attached exhibits and visual aids that the overall effect of the South Midtown Freeway regarding park lands, boulevards and parkways will be an expansion and continuation of the boulevard-parkway concepts by the creation of collector-distributor road system paralleling the proposed freeway lanes. The proposed crossings of the various boulevards and parkways will require modifications to the appearance of the existing environment, but this will be done in such a manner as to insure the continuation of the parkway and boulevard concepts, along with providing an aesthetic enhancement. The crossing of Brush Creek and Swope Parkways will require extensive use of bridge structures. These structures are proposed to be designed to incorporate an architectural treatment to enhance the aesthetic value of the structures, thus enabling them to be compatible with the surrounding parkway characteristics. These bridge structures will allow sufficient vertical clearance to enable pedestrian and maintenance vehicles to traverse the alignment on the parkway and retain usage of recreational facilities. Right-of-way fencing will be used to prohibit access to the freeway and provide for the safety of the public and their well-being in the park land areas. Landscaping will be made to minimize the harm to park and parkway areas disturbed by the proposed freeway construction. All of the proposed action relative to the proposed freeway location and the parkway and boulevard lands is, and has been, coordinated with, and has the full concurrence of, a responsible agency - the Board of Parks and Recreational Commissioners of Kansas City, Missouri. It is the understanding of the undersigned that the officials in charge of the Hagerwood Park and Spring Valley Park are in accord that said parks are not of local significance. Hagerwood Park is very small and historically is said to be a remnant of a subdivision which was not of sufficient size to sustain the construction of improvements thereon. Part of the proposed acquisition in Spring Valley includes a narrow corridor taken for boulevard purposes. The remaining portion of Spring Valley Park affected by the highway right-of-way acquisition is of minor significance. The other parkway areas are, it is believed, parts of the State system being long median or marginal "green areas" along intersecting streets which it is impossible to avoid. 63-4(f) It is my determination that there is no feasible and prudent alternative to the use of park lands or "parkway" areas and the program for the project includes any and all possible planning to minimize any harm to what may be determined to be Section 4(f) land resulting from the construction of the proj ect. The following memorandums are attached to this 4(f) Determination: Memorandum of October 6, 1970, from the Board of Park and Recreation Commissioners of Kansas City, Missouri. Memorandum of November 16, 1971, from the Board of Park and Recreation Commissioners of Kansas City, Missouri. Memorandum of April 16, 1973, from the Board of Parks and Recreation Commissioners of Kansas City, Missouri. Memorandum of July 23, 1971, from the U. S. Department of Transportation. Robert N. Hunter Chief Engineer Dated 64-4(f) Board of Parks and Recreation Commissi oQer§_ i):st Fi.;;r. City of Kans.is f-ity Missouri Heart of America Robert H. Hodge. M D., President Harold L. Holliday, Jr.. Commissioner Carl Migliazzo, Commissioner Charles B. Wheelei, Jr., Mayor 13th Floor, City Hall Kansas City Missouri 64106 November 16, 1971 [ii :f Dp, I iij»r Mniiit C, ! M- if , . Plans !• if' 816-274-1354 ('ffirr> tiarap' ' Lew' A",. Filo Mr. George Satterlee District Engineer Missouri State Highway Commission 5117 E. 31st Street Kansas City, Missouri 64128 ,0^ A* Ref. Survey and Plans Route 71, Jackson County 14th Street - 75th Street Job Nos. 4-U-71-11 & 23 Section 4 (f) Information Our Ref. - South Midtown Dear Mr. Satterlee: As you know, we were at a loss to know what was specifically desired in your request of November 11, 11, 1971. We have been in touch with Miss Penelope Kessel of the Bureau of Outdoor Recreation, Lake Central Region, Ann Arbor, Michigan, whom you will recall was here several months ago for an inspection of the South Midtown and a review of the eight point environmental impact study. She indicated that she believed a restatement of (1) our past cooperative history (2) the necessary condemnation procedure, and (3) the fact that this department has been satisfied with the solution so far reached and (4) our past relations have been mutually beneficial, should suffice. There are apparently seven locations where the South Midtown and the park and boulevard system of Kansas City will meet. Four of these are the Paseo at 25th, Linwood, Meyer and Gregory Boulevards. The design approach to the problems have been mutually agreed upon. The questions of right-of-way, settlements, substitutions, etc. have not been discussed as the engineering has not progressed to that stage. The other three meetings, Spring Valley Park, Brush Creek, and Hagerwood are park areas. This department recognizes that no major traffic facility can be devised that will avoid all park and/or boulevards in this city of over 7,000 acres of parks and boulevards, many of whj C V were established over three quarters of a century ago. The rout1^gjg^3^^ NOV 1 6 V.171 P/st. 0- 6 5-4(f) George Satterlee Page 2 November 16, 1971 Spring Valley Park apparently preserves and avoids infringing the major use areas of the park. While, again, detailed plans are not available, it appears that there will be a trade off in the Woodland Euclid area near 28th Street. Subject to final plans and to appraisals and valuations, we can only state at this time that satisfactory cooperation is being maintained. The Brush Creek crossing in the Garfield-Brooklyn area (not through streets over Brush Creek) avoids the tennis center and technically is more of an air right proposition, very little land surface is in- volved. This department and the Highway Department have been in agree- ment on the general routing of the Brush Creek crossing for at least five years. This department has raised questions about the vertical appearance of the structures, but these questions cannot be resolved until engineering studies are more detailed and firmed up. Hagerwood Park consists of two islands formed by intersecting residen- tial streets and total 0.35 of an acre. It was acquired in 1923. Minor investigation has not revealed the reasons of the Board of Park Commis- sioners for accepting these two parcels at that time, as the Board policy has been to avoid accepting such small tracts for many years. When the time for valuation of these tracts has arrived, I am sure that a satisfactory agreement will be reached for either substitution or direct compensation. The Missouri State Highway Commission and the Board of Parks and Recrea- tion Commissioners and their staff have had direct dealings involving major traffic arteries and the City park and boulevard system since 1942. In the past ten years, we have reached mutual agreements on 1-29 and Clark's Point, 1-70 and the Paseo & Benton Boulevards, MO 210 - Buckeye Creek 1-435 - Swope Park and 1-670 and West Terrace. In some cases, permission was granted for a highway to bridge boulevards. In other cases, permission was granted to use land as additional width to a roadway without compensation. The Highway Department has generally offered compensation rather than substitution. This department has preferred compensation rather than substitution, as the money can be earmarked for land acquisition, and then acquisitions acquired where and when needed. It must be understood that neither the Board of Parks and Recreation Commissioners or the Council of the City of Kansas City, Missouri, can sell, lease or grant rights-of-way of any land dedicated for park or boulevard purposes. Except by the process of condemnation initiated by a "higher authority", the only way that the city may dispose of park or boulevard land is a lengthy process that finally must be specifically approved by a majority of voters at a general election. 66-4(f) George Satterlee Page 3 November 16, 1971 The State of Missouri, through the Highway Commission has only acquired park or boulevard land with Kansas City, Missouri, by the process of condemnation. So far as is known, all of these condemnation proceedings can be classified as "friendly". In summary the Parks and Recreation Department of Kansas City has every confidence that when the time comes for a decision, that a mutually agreeable solution consisting of an adequate monetary compensation, or replacement lands, or a combination of both, will be reached. Sincerely yours, i i uiirv wujtvjics, i^i; cv„ v Parks and Recreation FV:1mm 67-4(f) DAVIS K. JACKSON r*Rft.s*ioi.r;r LEV/IS A. DYKART COMHISSIOMLH )OCRT H. MODCE, M.D. COMMISSIONER Board of Park and Recreation Commissioners f Kansas City, Missouri FRANK VAYD1K ol rector ILUS W. DAVIS, M ayor October 6, 1970 r .',S V r- ; p V Mr. George Satterlee District Engineer Missouri State Highway Department 513.7 East 31st Kansas City, Missouri 64128 & 7 • Dbl CP. i I [ Const. ' j.Ueri'Js 1 Re: Surveys and plans Route US-71 South Midtcv;n Jackson County 14th to 75th Street Dear Sir: In reply to your letter of 16 July 1970 requesting comments on the final masterpian for the South Midtown route, 14th to 75th Streets, please pardon the delay as we did not realize that written comments were desired. As you are aware, we had n /-r 4* tT «J rt V> C r»1*> 1 4-1. 7\ ■* i m ^ 4- X A V< J UiJ w Vs /-\ « A IV, V The masterplan was presented by the Director of Transportation to the members of the Board of Parks and Recreation Commissioners at the regular July 28, 1970 meeting. The Board from time to time for some years has been advised of the status of the South Midtown. The latest review presented little that they had net seen or discussed at some prior time. The Board is not opposed to the masterpian alignment of the South Midtown as presented at the July 2Sch meeting and expects to be presented deteiiled plans for review in the future. This Department has no objections to the details of the proposed crossings of Gregory and Meyer Boulevards, both of which are south of 59th and in the current acquisition and/or construction unit. This Department has nc general objections to the alignment as pertains to Linwood and Pasco Boulevards, Swope and Brush Creak Parkways, Spring Valley Park and Spring Valley Plaza all north of 59th Street. This Department has informally requested the State Highway Department that our staff members shall be involved in the various planning stages of the Brush Creek crossings, main line and ramps, as these will have a tremendous visual effect on both Brush Creek and Cwope Parkways from as far west as the Pasco to as far east as Benton Boulevard. Me have also requested review privileges as the design details progress at those other portions of the system where it is in contact with park, park- way oi* boulevard lands. 68 -4(f) Letter to Mr. George Satterlee October 6, 1970 Page 2 This Department has furnished South Midtown route maps and verbal information to the Ann Arbor office of the Department of Interior, Bureau of Outdoor Recreation, and has represented the department position to them as above stated. Very truly yours, Acting Director Parks and Recreation Departmcn 4- c- RAL: IJ'WB : 1km 69-4(f) E. o..< i o of l^csfIts v.iic» llecroalK'U CutUfniss'iojjd? C-/. ... 'r r' ! /'A / Charles B. Wheeler, Jr., Mayor /." / A ' f' : -t ... Lp ■{ V &V / V- Robert H. HoJge, M.D., President t - ' - . < 7. J V\ • J Jeremiah Cameron, Commissioner ! \ ' \ Carl Migiiazzo, Commissioner Frank Vaydik, Director a t!,? I Heart of America Kansas City, Missouri 64106 616-274-13547 "' T, i . , ' f\ City of Kansas City, Missouri 13lii Floor, City Hall as City, Missoui April 16, 1973 Mr. George Satterlee, District. Engineer Missouri State Highway Department 5117 E. 31st Street <-\0 Kansas City, Missouri 64128 O Re: South Mid town Meyer Blvd. Intersection Dear Mr. Satterlee: '■> AO We have reviewed the preliminary plans and sketches for the above subject and offer the following coimients: 1. As Meyer Boulevard carries a high pedestrian load, Southeast Senior and Junior Highs and the Interscholastic stadium, we believe it imperative that the curbside align- ment of the existing sidewalks be maintained or. the bridge structures. 2. Vie would like to see the headwalls of the bridge structure carried through at 30 feet from the outside slabs. This would permit a substantial planting area on the inside of the col lector-distributor streets. We believe this would provide a much more visibly pleasing and safer situation than the integral curb-handrail situation shown. 3. We object to the proposed left turn lane on west-bound Meyer, as the existing capacity of Prospect cannot store more than is presently available. 4. We do request an opportunity to review plans for signals and signs prior to any finalization. Specifically, we do request that no major signs be constructed in or immediately adjacent to Meyer Boulevard, or suspended from the bridge structures. 5. Wrinkled concrete on any part of che bridge above grade visible from Meyer Boulevard. 7 0 - 4 (f) George Satterlee Page 2 April 16, 1973 6. We object to the provision shown for the replacement access for the Jackson County Bank--why can't that right of access be purchased. Parks and Recreation managed to eliminate the Meyer access to Kentucky Fried Chicken. The problem of eggress into the bank can probably be handled far easier from Prospect than by the tight turns required in the sketch. Herb Brackney has discussed the above comments with Jerry Smith. Sincerely yours, James Shoemaker Park Planner JS:1mm cc: Bill Schlichter Engineering Division Public Works Department 71 -4(f) U. S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION REGION FIVE '.wC =' 7 7 ■v -Hi r ' cV* fl , C C.-Mr July 23, 1971 SURVEYS AND PLANS: Route 71, Jackson County South Midtown Freeway 75th Street to 95th Street Project F-FG-71-4(12) Section 4(f) of the Department of Transportation Act. Mr. Thomas A. David Director of Highways Missouri State Highway Commission Jefferson City, Missouri IN REPLY REFER TO sF A? *0 .0* Dear Mr. David: We have been notified that Secretary of Transportation John A. Volpe has approved the above subject project as it affected the Blue River Park in Kansas City and that under the provision of Section 4(f) DOT Act and Section 138, Title 23, we may advance the project in a normal manner. We are now in a position to advance this project to construction at your discretion. Very truly yours, r/Y-- / For H. S. Hickman Division Engineer Wl 2 ft I87t "'V 7 2-4(f) HEAST r«z- -mm *1 ggwt'i''' *'«;<* ??:#' ' .» y> <»»»y 'jr ^JHeTZJi' t "^liaavSI PAftff " c *■ EUCXID CN CO tUV - LIU tN CN WOOQJ. AND TRACY A ? CO- . ■ ifiwrfm' ROOST TROOSt JROQST HARRISON AMPBELL charlott T COURSt MI D>WE! SOUTH MIDTOWN FRWY RTE 71, JACKSON CO WORN Al vmley! I jacob lOosi; WORNALL SHOPPJ -V ~o JC fA 2 00C SCALE 1 ■b ' M:>. ml, . v II L m • l) ' V . m ' ■ :t, c