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VV

ERATIVE HIGHWAY RESEARCH PROGRAM 68 10 Y REPORT - • •

1967 FREEWAY SURVEI LLANCE STUDY ­SOUTHEAST FREEWAY/ KANSAS CITY, MISSOURI.

MISSOURI STATE HIGHWAY DEPARTMENT BUREAU OF PUBLIC ROADS

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1967 FREEWAY SURVEILLANCE STUDIES ,

SOUTHEAST FREEWAY-KANSAS CITY, MISSOURI

Prepared by

MISSOURI STATE HIGHWAY DEPARTMENT

Division of Highway Planning

October, 1968

in cooperation with

UuS. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION

Bureau of Public Roads

The opinions, findings, and conclusions expressed in this publication are not necessarily those of the Bureau of Public Roads.

•

CONTENTS

Page

Introduction 1

Study Area 1

Traffic Volumes . 4

Densities . . 7

Summary . 18

ILLUSTRATIONS

Figure Page

l-a Southeast Freeway (1-70) Kansas City, Missouri 2

l-b Southeast Freeway (1-70) Kansas City, Missouri 3

2-a Average October Weekday Traffic Volume 5

2-b Average October Weekday Traffic Volume '6

3-a Average October Peak Hour Traffic Volume '.8

3-b Average October Peak Hour Traffic Volume 9

4 Speed Vs. Density at Selected Locations . 10

5 Typical Urban Freeway Operation Under Various Traffic Density Levels . 12

6-a Traffic Density Contours and Levels of Service During the Morning Peak Period on the Westbound Lanes . 13

6-b Traffic Density Contours and Levels of Service During The Morning Peak Period on the Westbound Lanes. . 14

~-a Traffic Density Contours and Levels of Service During The Afternoon Peak Per iod on the Eastbound Lanes . 15

7-b Traffic Densi ty Contours and Levels of Service During The Afternoon Peak Per iod on the Eastbound Lanes . 16

Introduction

Since the movement of traffic is the purpose of freeways,

maintenance of satisfactory operating conditions is as important

as maintenance of the physical structure.

This report is based on freeway congestion studies conducted

in the summer of 1967 as part ot a continuous surveillance of

traffic operations on Missouri freeways. Should the need develop,

the studies help provide information necessary for the planning

of control systems or measures designed to improve traffic flow.

The studies also point out areas where operations have reached

a critical level.

This report is intended to provide an inventory of present

operating conditions on the Southeast Freeway in Kansas city,

rather than a detailed analysis of operations at any location.

Study Area

The name, Southeast Freeway, applies to a portion of Inter­

s t ate Rout e 70 in Kansas City running from the 14th Street Inter­

change eastward.

The area under study begins at Tenth Street, which is part

of 1-70 designated as the North Midtown Freeway, and continues

east to Noland Road in Independence.

The geometrics of the study section are shown in figures

l-a and l-b. The Sketch at the top of each page has been d~storted

slightly so that each interchange corresponds with its correct

milepost on the line diagrams. This is the same base sketch used

on the density charts in this study. The mileage begins at the

s t a t e line as 0.0. The number of through lanes varies from two

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VERTICAL PROFILE

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NUMBER OF LANES (1-70 THROUGH LANES ONLY)

WESTBOUND

3 2 4 3------------------------4

EASTBOUND

3 I 2~3 I 4 3--------------------------------------~

SPEED LIMITS

(MPH)

~----------------------------------55 55----------------------------------~--~

FIGURE I-a. SOUTHEAST FREEWAY 0-70) KANSAS CITY, ' MISSOURI.

7.40

1000

~ 900 ~ ~ '" oJ

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700

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NUMBER OF LANES

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(1-70 THROUGH LANES ONLY)

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EASTBOUND

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SPEED LIMITS

(MPH)

t-------55 (70 UNTIL OCTOBER 1967) +-------------------------------------70----------------------------------------------------------~

FIGURE I-b. SOUTHEAST FREEWAY (1-70) KANSAS CITY, MISSOURI.

to four lanes as indicated in figure 1.

Grades over 3% are indicated on the profile sketch. Speed

limits are shown as they existed January 1, 1968.

Traffic Volumes

The traffic counts used in this study were made during October

1967. For use in this study a complete inventory of r.amp traffic

was taken.

Counts from the permanent traffic counter located just west

of Van Brunt Avenue indicate that the October average traffic

should be within approximately two percent of the annual average

traffic, therefore no attempt was made to factor this traffic into

an annual average. All traffic figures, both daily and peak hour,

are average weekday traffic.

Through lane volumes were obtained by taking the volume from

the permanent counter, just west of Van Brunt Avenue, and adding

or subtracting ramp volumes. This will produce through lane vol­

umes which should be within the same accuracy range that counting

would provide, and has the advantage of providing balanced volumes.

Average October weekday volumes are shown in Figure 2. As

expected the lowest volumes occur on the east end with increase~

along the way to a maximum volume just east of the 14th Street

Interchange. At this location the two-way weekday volume appears

to exceed 100,000 vehicles.

Volumes taken at the Van Brunt count station indicate an

annual increase ranging from 12 to 52 percent each year since

that section of freeway opened. The October volume (two-way)

at this location in 1963 was 26,780; in 1968, this location carried

a volume of 64 , 920. Much of this increase is due to opening

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FIGURE 2-b. AVERAGE OCTOBER WEEKDAY TRAFFIC VOLUME.

AVERAGE OCT. WEEKDAY VOLUME 1967

7210

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sections of the freeway rather than to growth.

The volumes shown in figure 3 are for the average peak hour

occuring on the ramps. This figure provides an approximate of

peak hour volumes with balanced flow. The actual peak volume at

any specific location may be slightly higher than shown.

The maximum P.M . peak hour volume (E.B. lanes) occurs just

west of the Paseo off-ramp. At this location the freeway is

four lanes, with an additional lane serving as an acceleration­

deceleration ramp.

The maximum volume during the A.M. peak hour (W.B. lanes)

occurs between the Paseo and Brooklyn. The volume in either

direction decreases with movement eastward along the freeway.

Densities

The use of traffic density expressed in terms of vehicles

per lane per mile has been established as a means of measuring

over-all operating conditions on freeways. Density, for this

study, was determined by counting the number of vehicles on each

section of road as they appeared on aerial photographs. In order

to use density as a measure of operation, it is necessary to

relat e it to some recognizable quantity, such as speed, which was

used in this case.

Speed and volume measurements were made at various locations

on the three freeways being studied. These measurements were

then used to compute the spot density at these locations. Density

vs. speed charts were plotted and a "least squares fit" was made

for each location as shown in figure 4. Data gathered from all the

locations were used to develop an equation for relating speed and

density (line No.7 on figure 4). This equation has a standard

-7-

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FIGURE 3-a. AVERAGE OCTOBER PEAK HOUR TRAFFIC VOLUME.

AVERAGE PEAK HOUR VOLUME OCT., 1967

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AVERAGE PEAK HOUR VOLUME OCT., 1967

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FIGURE 3- b. AVERAGE OCTOBER PEAK HOUR TRAFFIC VOLUME.

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CD 1-70 S.L., EB. AM, W. OF BEG. OF REV. LNS . 7-26-67

® 1-70 S.L., WB. PM, AT COLLEGE AVE . PED. O'PASS GRADE+5%

7-31- 67

® US 40 S.L.,WB. PM, AT MC KINLEY DR . PED. O'PASS GRADE=O% 8-2-67

@ US 40 S.L.,EB. AM, AT MC KINLEY DR. PED. O'PASS GRADE=O%

8-3-67

® 1-70 K.C., EB. PM, AT LISTER AVE . GRADE+ 0.4%

8-16-67

® 1-70 K.C.,WB. AM, AT LISTER AVE . GRADE+O.4%

8-23-67 o AVERAGE ALL LOCATIONS ---- ----

10 20 30 40 50 60 70 DENSITY-VEHICLES/ LANE/MILE

<:;:DJ;'J;'n \/<:;: nJ;'I\] QT'T'V CI:'l r.roTr.n 'f1.ro.l "....Tr'\~ Tr.

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error of 4.4 m.p.h. Using this equation, the error should be less

than that amount (4.4 m.p.h.) two-thirds of the time. Densities

were calculated which correspond to the speeds associated with

levels of service as defined by the 1965 Highway Capacity Manual.

At each location where data were collected, the speed limit

was 55 m.p.h. Therefore, it was unlikely that many speeds above

55 m.p.h. would have been recorded, regardless of the density.

Because of this, the speed-density relationship above 55 m.p.h. 1S

considered unreliable, and the levels of service above level

C(50-55 m.p.h.) cannot be distinguished.

Figure 5 was prepared to give the reader an idea of how

the various densities look from the air. The observer will note

that the cars do not appear as closely spaced as one would think.

This is due to the fact that most people are accust-omed to obser­

ving traffic at ground level where the gap between car s tends to

disappear.

In figures 6 and 7 the densities are presented as contours

on a time-distance chart . To reflect the equivalent level of

service, the density cont ours have been color coded. with the

use of color the density charts are virtually self-explanatory.

Red indicat es the lowest level of service (level F), while green

indicates the best level that could be determined (level C or

better) .

It should be remembered that these charts represent oper­

ation on only one day, and while no unusual incidents were

detected on t hat day , daily variations in operating conditions

do occur.

The westbound lanes, shown in figure 6, appear to have the

heaviest congestion in the area between Twenty-seventh Street and

-11-

33 VEH.ILN.IM/., (LEVEL C) 47 VEH. ILN. IM/. , (LEVEL D)

59 VEH.ILN.IM/., (LEVEL E) 75 VEH . ILN./M/., (LEVEL F)

FIGURE 5. TYPICAL URBAN FREEWAY OPERATING UNDER VARIOUS TRAFFIC DENSITY LEVET.S .

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LEGEND LEVELS OF SERVICE SPEED RANGE (MPH)

LEVEL C OR BETTER 50 OR GREATER I LEVEL D 40 TO 50 I LEVEL E 30 TO 40 I .,_. ,'- ·1 LEVEL F LESS THAN 30 I DENSITY CONTOURS VEHICLES LANE MILE -20-

MILES

FIGURE 6 -a. TRAFFIC DENSITY CONTOURS AND LEVELS OF SERVICE DURING THE MORNING PEAK PERIOD ON THE WESTBOUND LANES.

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LEGEND LEVELS OF SERVICE SPEED RANGE (MPH)

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FIGURE 6- b . TRAFFIC DENSITY CONTOURS AND LEVELS OF SERVICE DURING THE MORNING PEAK PERIOD ON THE WESTBOUND LANES.

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LEGEND LEVELS OF SERVICE SPEED RANGE (MPH)

LEVEL C OR BETTER LEVEL D LEVEL E LEVEL F DENSITY CONTOURS

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50 OR GREATER 40 TO 50 ~ 30 TO 40 ' C ~":J

LESS THAN 30 VEHICLE~ LANE; MILE -20-

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FIGURE 7-a. TRAFFIC DENSITY CONTOURS AND LEVELS OF SERVICE CURING THE AFTERNOON PEAK PERIOD ON THE EASTBOUNC LANES ~

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LEVELS OF SERVICE LEVEL C OR BETTER LEVEL. D LEVEL E LEVEL F DENSITY CONTOURS

LEGEND SPEED RANGE (MPH)

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MILES

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FIGURE 7-b. TRAFFIC DENSITY CONTOURS AND LEVELS OF SERVICE DURING THE AFTERNOON PEAK PERIOD ON THE EASTBOUND LANES.

EAST BOUND TRAFFIC

10

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the Blue Ridge Cutoff. Operation at or below level D (yellow)

occurs from the Blue Ridge Cutoff to the Fourteenth Street inter­

change. This could be considered an area of impending congestion

which could drop to one of the lower levels on any given day.

In some cases, the density figures, which are an average

for all through lanes, are not completely indicative of operations

at a particular location. This occurs on the Southeast Freeway

where lanes are dropped or split into directional lanes at inter-

changes. In some cases there is an uneven lane distribution or

division of flow at these locations. In the westbound lanes this

occurs in the area between The Paseo and tIle Fourteenth Street

interchange. This area shows level C and D operation for the

four lanes of traffic. Actually the two-shoulder lanes, which

carry 1-70 traffic north, are operating under lower levels during

much of the peak hour. The two median lanes, which join 1-35

west, operate at level C or better.

Density contours for the eastbound lanes (P.M. peak period)

are shown in figure 7. The area of operation at level D or worse

in the eastbound lanes extends from the west end of the study

section to the Blue Ridge Cutoff. This is roughly the same area

as in the westbound lanes.

The two separate periods of heavy congestion in the area

just south (east) of Tenth Street have been observed during

previous studies. Th~s area is another case in which the average

density does not reflect the unequal split in volume. At this

location most of the traffic (2690 out of 3210 peak hour vehicles)

uses the two median lanes which carry 1-70 east. The densities ln

these two lanes are somewhat higher than indicated. This also

occurs in the area east of Prospect Avenue where traffic anticipating

-17-

the loss of the fourth (median) lane crowds into the three out­

side lanes.

The congestion does not appear to be as heavy as that found

in the westbound lanes, although the sections operating at level F

are scattered over a wide area. The heaviest congestion appears

to be between 10th Street and Brooklyn Avenue.

If t he density studies conducted during the summer of 1968

indicate heavy congestion in the same areas as those in figures

6 and 7, confirming the findings of this study, more detailed

studies a t these locations may be necessary .

Summary

with the regular completion and opening of sections of

freeways in the Kansas City area, traffic volumes on the Southeast

Freeway have increased at a rapid rate . The avertlge two-way

October weekday traffic volume exceeds 100,000 vehicles at the

peak location .

The lowest levels of service during the A. M. peak period

occur on the eastbound lane between Blue Ridge Cutoff and 27th

s treet.

During the P.M . peak period the portion of the eastbound

lanes west of Brooklyn appear to experience the heaviest congestion.

The area between Manchester Freeway and 1-435 appear to be congested,

though less seriously .

Since the density study represents operation on only one

day the dat.a gathered during the summer of 1968 must be analyzed

before the exact extend of the congestion can be determined.

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