Name of Report - Kansas Department of …...Kansas Statewide Freight Study Existing Freight System 1.0 Introduction The Kansas Department of Transportation (KDOT) spent 2006 through

Appendix D Existing Freight System

Kansas Statewide Freight Study Existing Freight System

1.0 Introduction

The Kansas Department of Transportation (KDOT) spent 2006 through 2008 establishing a vision for the transportation future of Kansas by updating its Long Range Transportation Plan. Through detailed technical analysis and an intensive, interactive process, KDOT engaged transportation stakeholders from across the State in developing recommendations to improve the transportation network and strengthen the economic future of the State. The plan also complies with Federal legislation enacted in 2005 – Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).

As a result of feedback on the Kansas Long Range Transportation Plan, KDOT initiated the Kansas Statewide Freight Study, an effort to better understand freight movements on the State’s multimodal transportation systems. The purpose of the study is to better understand the movement of freight through all modes of the Kansas transportation system in an effort to improve efficiency and safety throughout the system. The study will inventory the existing system and identify key components and needs to help maximize the economic development opportunities of the State.

The Kansas Statewide Freight Study is comprised of the following seven tasks. This technical memorandum represents Task 2.

Task 1: Data Collection Strategy; Task 2: Existing Freight System; Task 3: Economic Structure and Industry Logistics Patterns; Task 4: Public and Stakeholder Involvement Strategy; Task 5: Public Policy Profile; Task 6: Tools and Methods for Integrating Freight; and Task 7: Interim Report, Draft Final and Final Report.

Specifically, the objective of Task 2 is to create an inventory of freight assets in the State. Freight assets include rural and urban freight infrastructure across all modes (highway, rail, water, and air). In order to inventory, manage, and analyze the freight data, a Geographic Information System (GIS) system was compiled for this task. The GIS was used to create data tables and display maps in this technical memorandum and provide a foundation to facilitate a better understanding of freight data for other study tasks.

It is important to have a comprehensive understanding of the multimodal freight system in Kansas, and the facilities, nodes and links in that system, as this provides the foundation on which to build an understanding of the strengths and weaknesses of the system. The existing freight infrastructure assessment is designed to provide a

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comprehensive understanding of the multimodal network infrastructure and operating systems that make up the Kansas freight system. Exhibit 1.1 shows the comprehensive Kansas freight system with each of the freight networks (highway, rail, waterway, and air cargo) shown. The sections that follow provide greater detail into each of the individual freight networks.

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2.0 Highway Network Description

Highway facilities serve several important functions in the State’s freight transportation system, including mobility for trucked freight, connectivity between the State’s intermodal and freight generating facilities, and connectivity between airports, ports and waterways, railroads, and businesses within the State of Kansas. The Kansas highway network is described here using GIS data and maps depicting major routes connecting commercial and industrial centers within the State and to external markets. Maps displaying traffic operations, safety conditions, and network infrastructure conditions also are included. A primary source of the information presented here regarding the freight highway network is derived from KDOT’s CANSYS (Control Section Analysis System) Kansas State Highway System Database, though additional resources have been consulted to add context to the CANSYS data in some places where noted. In addition, information contained within this report has been checked for accuracy with the Kansas Statewide Freight Study Advisory Committee, a panel of statewide freight experts convened to oversee the technical work completed in this study, though additional resources have been consulted to add context to the CANSYS data in some places where noted.

2.1 Freight Highway Network Definition

The statewide freight highway network includes Interstate Highways, U.S. and Kansas highway routes included within the National Highway System (NHS), Kansas Turnpike and other primary and minor arterial routes defined by KDOT. Remaining arterial routes not on the NHS can serve as important freight links and therefore were added to the network as well. The Kansas freight highway network is shown in Exhibit 2.1.

Each of these network components are defined below:

Interstate Highway System (IHS) – The system of access controlled freeways in Kansas nationally designated as part of the IHS and included on the NHS. Key interstate routes include I-70, which traverses the State; I-35, which runs from the Oklahoma border through Kansas City and is a major NAFTA trade corridor, and I-135 and I-335, which connect Salina, Wichita, and Topeka.

Kansas Turnpike – The system of access controlled highways in Kansas designated as part of the IHS and included on the NHS and owned and operated by the Kansas Turnpike Authority.

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Other National Highway System – The other NHS routes in Kansas not including IHS routes, as well as other roads important to the nation’s economy, defense, and mobility. The NHS was developed by the U.S. Department of Transportation (U.S. DOT) in cooperation with the states, local officials, and metropolitan planning organizations (MPO). NHS routes provide connections to the interstate system and the Kansas Turnpike key routes for freight traffic include east-west and north-south U.S. routes such as U.S. 400/U.S. 54, U.S. 50, U.S. 69, U.S. 169 and U.S. 81.

Kansas State Roads – These routes include other primary and minor highways owned and operated by KDOT that are not part of the NHS. These routes are an important part of the transportation system in rural areas. In many cases, these state roads provide the “last mile” connection to shippers and receivers across the State. KDOT has developed a route classification system to better manage this system. The system is based on daily traffic, route continuity, access to major cities, trip length, and route spacing. The System is divided into five classification levels – A through E routes.

• CLASS A – The Interstate System, including the Kansas Turnpike.

• CLASS B – Routes that serve as the most important statewide and interstate corridors for travel. The routes serve distinct trip movements since they are widely spaced throughout the State. On major sections of the routes traffic volumes are relatively constant. A significant number of out-of-state vehicles use Class B routes, and trips on the routes are typically very long.

• CLASS C – Defined as arterials, these routes are closely integrated with Class A and B routes in service to all parts of the State. Major locations that are not on A or B routes are connected by a C route. Average trip lengths are typically long.

• CLASS D – These routes provide access to arterials and serve small urban areas not on a Class A, B, or C route. The routes are important for intercounty movement.

• CLASS E – Primarily for local service only, these routes are typified by very short trips. Class E routes are frequently used on a daily basis, sometimes several times a day, to connect rural residents with other routes or to provide access to small towns in the area.

2.2 Highway Characteristics

Highway infrastructure, even within the same highway network group (interstates, state roads, etc.), can be highly variable in terms of its pavement condition, condition of bridges, number of lanes, and the amount of traffic it carries. Therefore, in order to gain a more complete picture of the Kansas highway system, an inventory of the major characteristics of the freight highway network in Kansas was conducted. The general characteristics of the highway system explored in this inventory include:



• Number of lanes is presented in Exhibit 2.2. The graphic illustrates the roadways

which have 2, 4, 6, and 8 lanes.

• Pavement conditions are shown in Exhibit 2.3. The graphic illustrates the pavement conditions for all KDOT roads ranging from low pavement conditional rating to the highest pavement conditional rating based on 2008 data. Pavement and bridge conditions are constantly changing as repairs are made with the passage of time. The pavement and bridge conditions are cyclical and the data represents only a snapshot in time. The highest pavement rating is the best, whereas, the low pavement rating is the worst.

• Exhibit 2.4 shows the condition of bridges on the freight highway network. The result of the sufficiency rating is a percentage in which 100 percent represents an entirely sufficient bridge and zero percent represents an entirely insufficient or deficient bridge. Exhibit 2.4 shows the sufficiency ratings as:

− 0% to 20% Poor Bridge Sufficiency Rating;

− 40% to 60% Fair Bridge Sufficiency Rating; and

− 80% to 100% Good Bridge Sufficiency Rating.

The sufficiency rating helps determine which bridges may need repair or replacement, not which bridges could collapse. A bridge’s sufficiency rating affects its eligibility for Federal funding for maintenance, rehabilitation, or replacement activities. For bridges to qualify for Federal replacement funds, they must have a rating of 50 or below. To qualify for Federal rehabilitation funding, a bridge must have a sufficiency rating of 80 or below.

• The average annual daily traffic (AADT) in 2007 on the freight highway network is represented in Exhibit 2.5. The information is presented in terms of volume ranges.

• The annual average daily truck traffic in 2007 on the freight highway network is shown in Exhibit 2.6. It represents the total truck traffic per day.


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2.3 Highway Level-of-Service (LOS)

LOS is a qualitative service rating estimated by comparing the level of traffic volumes and percentage of truck volume to the overall capacity of the highway. The capacity of a highway is determined by examining a number of factors such as the percentage of trucks in the vehicle mix, the grade of the highway, the percentage of no-pass zones for two-lane highways, and widths of lanes and shoulders. In general:

• LOS A indicates free flow conditions with virtually no delays;

• LOS B indicates near free-flow conditions and a slight decline in maneuverability;

• LOS C indicates average delays and some difficulty in passing or changing lanes;

• LOS D indicates longer delays and moderate difficulty in passing or changing lanes;

• LOS E indicates conditions at or near capacity with moderate to long delays and high levels of difficulty in passing or changing lanes; and

• LOS F represents a breakdown in vehicular flow. Highway flow is unstable and long delays typically result from quickly developing queues.

The KDOT target acceptable LOS for rural highway routes is LOS C and for urban highway routes is LOS D. Locations in urban areas where the LOS on a highway is at E or F and where rural highways are at D, E, or F are shown in Exhibit 2.7. The KDOT CANSYS database was used to map the LOS for the year 2007 on the freight highway network. As shown in the Exhibit, the vast majority of the Kansas highway system currently operates at an acceptable level of LOS A, B, or C. Though there are pockets of urban congestion, this is concentrated in the metropolitan areas of Kansas City, Topeka, and Wichita. Rural congestion is scattered throughout the State, including routes outside of the urban boundaries of Kansas City, Topeka and Wichita as well as areas around Garden City, Dodge City and other locations that are associated with farming.


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2.4 Traffic Safety

Locations on the freight highway network that have a poor or very poor safety index rating (which indicates that the section of roadway has exceeded the statewide crash average) are indicated on Exhibit 2.8. These locations provide an indication of where crashes were most common on the existing freight highway network during the most recent period available, 2002 to 2006.

All Vehicle Safety

The statewide motor vehicle accident rates for all vehicles in 2007 can be seen in Table 2.1. The table shows total accidents and accident rates and breaks accidents out into fatal, injury and property damage only (PDO) accidents.

Table 2.1 2007 Kansas Statewide Motor Vehicle Accidents and Accident Rates

All Vehicle Types Annual Vehicle Miles (1,000s) 30,364,235

Total Accidents 70,589

Accident rate per million vehicle miles (mvm) 2.32

Fatal Accidents 379

Fatal Accident Rate per 100 (mvm) 1.25

Injury Accidents 16,228

Injury Accident Rate per (mvm) 0.53

PDO Accidents 53,982

PDO Accident Rate per (mvm) 1.78

Source: Data from KDOT.

A comparison of rural and urban total accidents for various road classifications in 2006 can be seen in Table 2.2. These statistics show that nearly twice as many total accidents occur on urban roads (42,139 accidents) than on rural roads (23,231 accidents). However, twice as many fatal accidents occur on rural roads compared to urban roads. The conclusion that can be drawn from these statistics is that accidents on rural roads are much more likely to result in fatalities than those on urban roads. Approximately 1 in 80 accidents on rural roads results in a fatality, as opposed to 1 in 308 for urban roads.


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Table 2.2 Kansas Rural and Urban Accident Statistics for 2006

Roadway Type Accidents Percent of Total

Fatal Accidents

Percent of Total

Rural Interstate 2,060 3.1% 19 4.4%

Rural Other Principal Arterial 4,957 7.6% 95 22.2%

Rural Minor Arterial 3,779 5.8% 48 11.2%

Rural Major Collector 6,243 9.5% 64 15.0%

Rural Minor Collector 635 1.0% 10 2.3%

Rural Local Road 5,647 8.6% 54 12.6%

Rural Total 23,321 35.6% 290 67.9%

Urban Interstate 4,190 6.4% 28 6.6%

Urban Freeway and Expressway 2,362 3.6% 14 3.3%

Urban Other Principal Arterial 12,321 18.8% 37 8.7%

Urban Minor Arterial 10,406 15.9% 32 7.5%

Urban Collector 3,728 5.7% 11 2.6%

Urban Local Street 9,132 14.0% 15 3.5%

Urban Total 42,139 64.4% 137 32.1%

Total 65,460 100.0% 427 100.0%

Truck Safety

The statewide motor vehicle accident rates for all vehicles and trucks in 2007 can be seen in Table 2.3. These statistics show that the accident rate per million vehicle miles is significantly lower for trucks than the average for all vehicle types, with an average of 1.14 truck accidents per truck million vehicle miles, as opposed to 2.32 all vehicle accidents per million vehicle miles. The injury rate for trucks also is significantly lower than the average for all vehicles, at.26 injuries per truck million vehicle miles as opposed to.53 injuries per million vehicle miles. However, the percentage of accidents resulting in a fatality is higher for trucks than other vehicle types, with 2.24 fatalities per truck million vehicle miles as opposed to 1.25 fatalities per million vehicle mile. These statistics show that, though it is less common for a truck to be involved in an accident, the truck accidents that do occur tend to be of greater severity and will more likely involve a fatality than accidents involving other vehicle types.




Table 2.3 2007 Kansas Statewide Motor Vehicle Accidents and Accident Rates

All Vehicle Types Trucks Annual Vehicle Miles (1,000s) 30,364,235 3,527,459

Total Accidents 70,589 4,030

Accident rate per million vehicle miles (mvm) 2.32 1.14

Fatal Accidents 379 79

Fatal Accident Rate per 100 (mvm) 1.25 2.24

Injury Accidents 16,228 912

Injury Accident Rate per (mvm) 0.53 0.26

PDO Accidents 53,982 3,039

PDO Accident Rate per (mvm) 1.78 0.86

Source: Data from KDOT.

The number of statewide accidents involving trucks is disaggregated by accident type from 1997 through 2007, as shown in Figure 2.1. This table shows that the total number of accidents involving trucks decreased from a high in 1998 to a low in 2006 before increasing in 2007. The number of truck accidents involving injuries and fatalities has been trending downwards since 1997 despite having a recent increase in 2007.

However, despite these recent downward trends, Kansas still had the third highest rural fatality rate by commercial vehicle total vehicle miles traveled from 2002 to 2006, behind only Florida and Hawaii.1 The average of all states over this time period was 2.75, compared to 4.13 for Kansas. Therefore, Kansas is 1.5 times higher than the national average.

1 Federal Motor Carrier Safety Administration.


Figure 2.1 1997 to 2007 Kansas Statewide Accidents Involving Trucks

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2.5 Weigh Stations

A listing of the weigh stations in Kansas can be found in Table 2.4. However, some of the stations are used for inspections purposes only, and do not have a truck weigh scale. In all, there are 12 active weigh and inspection stations across the state, of which 10 have actively used truck weight scales. Not surprisingly, the majority are located along the major interstates I-70 and I-35.




Table 2.4 Kansas Weigh and Inspection Stations

Weigh Station Highway/Route Mile Location Status

Station 5A I-70 WB Kansas City Does not have a scale; used for inspections

Station 17A K-96 Cherokee Co. Has a scale, but is primarily used for inspections

Station 21W I-70 WB 329.5 Wabaunsee Staffed

Station 22W I-70 EB 329.5 Wabaunsee Staffed

Station 23 U.S. 75 Caney (State line) Not staffed

Station 23W I-35 NB 213 South of Olathe Staffed

Station 24W I-35 SB 213 South of Olathe Staffed

Station 26A I-35 South Haven Staffed

Station 37A U.S. 54 East of Liberal Staffed

Worden U.S. 56/59 Worden Does not have a scale; used for inspections

Station 46 I-70 EB 0.5 Near Colorado border Staffed

Station 58 U.S. 81 Belleville Staffed

Source: KDOT.

2.6 Highway Rest Area Facilities

A number of highway rest area and staging area facilities that accommodate trucks are located along the major highways in Kansas. Staging areas are where trucks break down their loads to smaller units. Service areas provide gas, food, and rest areas to recreational and commercial travelers. The facilities are made up of KDOT maintained facilities and KTA maintained facilities. The majority of these facilities are located along Interstate 70, though there also are rest areas along I-135, I-35, and several of the heavily used U.S. Routes. According to a 2002 FHWA report,2 Kansas has a demand/supply ratio of 0.44, a surplus, along routes carrying more than 1,000 trucks per day. This means that, at 2002 levels, Kansas had more than sufficient parking to meet the demands of commercial vehicles. Many rest areas are reported to be over saturated with demand. In order to understand the current demand/supply ratio, additional data should be collected. The location of these facilities can be seen in Table 2.5 and shown on Exhibit 2.9. There is a 2 Study of Adequacy of Commercial Truck Parking Facilities – Technical Report. Federal Highway

Administration (FHWA), March 2002.


state average of 10 truck parking stalls available at the highway rest areas. Section 2.7, Kansas Turnpike Authority, describes rest areas and staging areas along the Kansas Turnpike.

Table 2.5 Kansas Highway Rest Areas

Route Direction Approximate Location County Truck Stalls I-70 EB Goodland Sherman 12 I-70 WB Goodland Sherman 10

I-70 EB Colby Thomas 10

I-70 WB Colby Thomas 10

I-70 EB Grainfield Gove 10

I-70 WB Grainfield Gove 10

I-70 EB Russell Russell 10

I-70 WB Russell Russell 10

I-70 EB Ellsworth Ellsworth 8

I-70 WB Ellsworth Ellsworth 10

I-70 EB Solomon Abilene 12

I-70 WB Solomon Abilene 12

I-70 EB Junction City West Geary 8

I-70 WB Junction City West Geary 10

I-70 EB Junction City East Geary 14

I-70 WB Junction City East Geary 10

I-70 EB Paxico Pottawatomie 12

I-70 WB Paxico Pottawatomie 14 I-70 Total 212 I-135 SB McPherson McPherson 6

I-135 NB McPherson McPherson 6

I-135 SB Harvey Harvey 12

I-135 NB Harvey Harvey 12 I-135 Total 36 U.S. 81 SB Ottawa Ottawa 5

U.S. 81 NB Ottawa Ottawa 5

I-35 SB Ottawa Franklin 13

I-35 NB Ottawa Franklin 13



Table 2.5 Kansas Highway Rest Areas (continued)

Route Direction Approximate Location County Truck Stalls U.S. 50 - Stafford County Stafford 6

U.S. 54 - Greenwood Greenwood 3

U.S. 75 - Wilson Neodesha 3

U.S. 75 - Yates Center Woodson 3

K-96 - Alexander Rush 4

U.S. 169 - Jct. U.S. 169/U.S. 400 Montgomery 9

U.S. 400 - Greenwood Greenwood 9 Others Total 73 Statewide Total 321

Source: KDOT.

2.7 Kansas Turnpike Authority (KTA)

The Kansas Turnpike Authority (KTA) owns and operates 236 miles of interstate highway in Kansas as shown on Exhibit 2.1. Data provided in Section 2.0 – Highway Network Description includes the KTA system. The following section breaks out the KTA system to better understand daily and annual traffic characteristics.

The KTA strives to maintain LOS C or better on its system. The posted speed is 70 mph on the KTA system. The KTA actively monitors the traffic volumes for all types of freight traffic along its portion of interstate highway. The KTA average daily traffic in 2007 is shown in Exhibit 2.5. The systemwide average daily traffic volume trends from 2002 through 2007 can be seen in Table 2.6. These tables show that the average daily truck volume has ranged from approximately 11,000 to 12,240 over this six year span. The total truck volume also increased each year from 2002 through 2007 with a total increase of 11.3 percent over the course of these years. The percentage of overall truck traffic has ranged from 12.7 percent to 13.6 percent of the total system with an average of 13.2 percent. In summary, truck volumes are highest in the metropolitan urban areas of Kansas City, Wichita, and Topeka and not necessary along the turnpike.


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Table 2.6 Systemwide Average Annualized Daily Traffic Counts by Vehicle Classification

Vehicle Classification 2002 2003 2004 2005 2006 2007 Passenger Vehicles (Two-axle vehicles) 73,840 75,772 77,030 76,416 77,528 78,601

Trucks (Three-plus-axle vehicles) 11,001 11,013 11,518 11,804 12,215 12,241

Total Vehicles 84,841 86,785 88,548 88,220 89,743 90,842

Truck Percent 12.97% 12.69% 13.01% 13.38% 13.61% 13.48%

Source: KTA.

The KTA has a policy on the movement of oversize loads. Written permits are not required for the movement of oversize loads on the turnpike, however, due to the size and configuration of some loads, prior approval is required from a Division Engineer or the Turnpike Highway Patrol Commander before such vehicles and/or loads can be moved or transported on the Kansas Turnpike. The policy memo outlines the guidelines as they relate to the following truck restrictions. A summary of the restrictions is provided below.

• Tractor-Trailer Combination Units – The KTA presently allows single, tandem, and triple trailer combinations to operate day or night.

• Length Restrictions – Any vehicle, or combination of vehicles, trailers(s), or load exceeding 125 feet in length must obtain authorization from the KTA.

• Height Restrictions – All vehicles and/or loads over 14 feet in height will be denied entry until a KTA Highway Patrol Trooper can assess the actual height and either authorize or prohibit entry.

• Width Restrictions – Up to 12 feet – 6 inches can use the turnpike day or night. 12 feet – 6 inches to 14 feet can use the turnpike during the day. Vehicles exceeding 14 feet in width must obtain special authorization with restrictions.

• Weight Restrictions – Any vehicle and/or load exceeding the weights shown below cannot legally use the KTA without advance authorization.

− Single Axle – not to exceed 20,000 pounds;

− Tandem Axle – not to exceed 34,000 pounds;

− Triple Axle – not to exceed 42,000 pounds; and

− Quad Axle – not to exceed 50,000 pounds.

Kansas is one of only a few western states that does not allow large combination vehicles statewide, but does allow large combination vehicles on the turnpike roads. This includes Turnpike Double (TD) and Triple Trailer (TT) configurations, as shown in Figure 2.2 below. In order to accommodate these longer vehicles, the weight limit on the Kansas



turnpike is set at 120,000 pounds, which is higher than the 80,000 pound limit on the Interstate system. Figure 2.2 shows the states and turnpikes that allow large combination vehicles. Figure 2.3 shows the existing network where large combination vehicles are allowed. As shown in Figure 2.3, I-70 in Kansas presents a gap between Topeka and Denver for the movement of large combination vehicles.

Figure 2.2 States and Turnpikes that allow Large Combination Vehicles



Figure 2.3 Existing Large Combination Vehicle Routes

The KTA maintains staging and service areas for trucks (see Tables 2.7 and 2.8). Staging areas are located outside toll gates and service areas are located inside the toll gates. KTA service areas

Table 2.7 KTA Staging Areas

KTA Milepost Nearest Location/Exit Interstate Location Approximate Parking

Spaces 50 East Wichita I-35 25

71 El Dorado I-35 25

183 East Topeka I-70/Rice Road 40

231 Kansas City I-70, MP 415.37 50, eastbound 30, westbound

Source: KTA.



Table 2.8 KTA Service Areas

KTA Milepost Nearest Location/Exit Interstate Location Approximate Parking

Spaces 26 Belle Plaine I-35 50

65 Towanda I-35 40

96 Matfield Green I-35 60

132 Emporia I-335 40

188 Topeka I-70 60

209 Lawrence I-70 60

Source: KTA.

2.8 Intelligent Transportation Systems (ITS)

Since the passage of the Intermodal Surface Transportation Efficiency Act in 1991 (ISTEA), the United States has embarked upon a National ITS Program aimed at creating an information and communications infrastructure that would enable better utilization and management of transportation assets. This section provides an inventory and overview of Intelligent Transportation System (ITS) elements that have been deployed or are planned for deployment in Kansas by KDOT and the state MPOs that have an impact on freight mobility. ITS technologies have proven to be a relatively low-cost means of improving traffic operations, providing traveler information and increasing safety.

The Kansas Statewide ITS Architecture contains ITS systems that have been identified as being implemented or planned within the State of Kansas. The inventory was gathered for and included in the Kansas Statewide ITS Architecture Plan, October 2007. The Kansas Statewide ITS Architecture is a roadmap for the deployment and integration of transportation systems in Kansas over the next 15 years. The architecture has been developed through a cooperative effort by the transportation, transit, law enforcement, emergency management, trucks, and freight management agencies. Figure 2.4 illustrates the locations of key ITS elements that have been deployed or are planned by KDOT.

The Kansas Statewide ITS Architecture Plan provides a list of ITS systems identified by all study stakeholders included in the Architecture, their general descriptions and associated stakeholders that are involved with or responsible for operations and management of the systems. The ITS Architecture also documents the current deployment status of each ITS element.



Enforcement, Permitting and Preclearance

The following Kansas ITS elements help improve the enforcement, permitting and preclearance of freight efficiency and safety throughout the State. ITS elements from the Kansas Statewide ITS Architecture plan that are specifically related to commercial enforcement, permitting and preclearance are:

• Private Trucking Companies Commercial Vehicles (Existing) – This ITS element represents commercial vehicles equipped with the sensory, processing, storage, and communications functions to promote the safe and efficient operation of commercial vehicles in the State of Kansas.

Figure 2.4 ITS Infrastructure in Kansas

• Commercial Vehicle Administration Legacy Systems (Existing) – The Kansas Commercial Vehicle Administration Legacy Systems represent the state legacy systems, including the interfaces with and processes for the International Fuel Tax Agreement (IFTA), International Registration Plan (IRP), Single State Registration System (SSRS) and oversize/overweight loads.

• Kansas CVIEW (Planned) – CVIEW is an electronic data exchange system that will provide carrier, vehicle, safety and credential information to fixed and mobile roadside inspection stations, state agencies, and other third party users.




• KDOR Online Trucking System (Existing) – The Kansas Trucking Connection (KTC) web site maintained by the Kansas Department of Revenue provides commercial vehicle operation and management information, as well as electronic permit application, license renewals, and IRP and IFTA electronic applications. The State of Kansas realizes the importance of the motor carrier industry in Kansas and strives to provide quality customer services. The Kansas trucking portal allows motor carriers to visit one Web portal to locate and quickly meet the requirements of several agencies. Many of these processes can be completed entirely online from submitting data and paying fees to printing credentials. TruckingKS.org allows motor carriers to complete the necessary documentation quickly and get on the road.

• KDOT Weigh-in-Motion Stations (Existing) – KDOT owns 10 permanent and three mobile weigh-in-motion (WIM) stations throughout the State. The WIM stations are designed to measure truck weights and axle configuration.

• PrePass System (Existing) – PrePass is an automatic vehicle identification system that allows participating transponder-equipped commercial vehicles to bypass designated weigh stations and port-of-entry facilities across the United States.

Figure 2.5 National and Kansas PrePass System

Source: http://www.prepass.com/prepass/SiteInformation/Pages/PrepassSites.aspx.

Market Packages are used in the National ITS Architecture to describe the transportation services to be provided. The following Commercial Vehicle Operations Market Packages

http://www.truckingks.org/

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were selected as applicable to Kansas freight through a process of work with ITS stakeholders:

• Electronic Clearance – This market package provides for automated clearance at roadside check facilities.

• CV Administrative Process – This market package provides for electronic application, processing, fee collection, issuance, and distribution of commercial vehicle operations (CVO) credential and tax filing.

• Weigh-in-Motion – This market package provides for high speed weigh-in-motion with or without Automated Vehicle Identification (AVI) capabilities.

• Roadside CVO Safety – This market package provides for automated roadside safety monitoring and reporting.

• HAZMAT Management – This market package integrates incident management capabilities with commercial vehicle tracking to assure effective treatment of HAZMAT material and incidents. HAZMAT tracking is performed by the Fleet and Freight Management Subsystem.

Traditional ITS

The following traditional Kansas ITS elements help improve freight mobility throughout the State.

KDOT Advance Traveler Information System (ATIS)

The recently completed Kansas Advanced Traveler Information Systems Strategic Plan focuses on providing travelers access to reliable, accurate and timely information so that safe and efficient trips can be made. This renewed focus will benefit freight movement on the State’s roadways. Trucking companies and individual truck operators will have information to allow them to make educated decisions based on real-time information.

Kansas ATIS can help mitigate some of the issues related to the increasing volume of trucks on the state roadways. With increasing freight traffic, ATIS can provide information to truckers and dispatchers to avoid problem areas due to incidents, construction, maintenance activities, and road conditions. With the needs for just in time delivery encountering weather conditions, incidents and construction and maintenance; ATIS can have a direct economic impact for Kansas. Keeping freight away from bottlenecks and problems helps keep the transportation network safe and improves its efficiency. KDOT and partner agencies also are interested in using ATIS to provide information on “super loads” and the status of at-grade rail crossings.

Currently the primary means for disseminating traveler information are the statewide 511 system, Kansas City Scout Advance Traffic Management System (ATMS) and the Kansas



Turnpike Authority Traffic Advisory Radio system. An ATMS system currently is being implemented in the Wichita region that will provide traveler information along with managing traffic and incidents in the region.

Figure 2.6 Kansas 511 System

Source: www.511.ksdot.org.

The Kansas 511 system provides traveler information by phone, mobile device (Blackberry, Smart Phone, etc.) and web site. Information is provided on roadway surface conditions, construction activity impacting traffic and other incidents impacting traffic. Incident information is primarily provided for incidents expected to last two hours or more. The 511 system currently provides information on how additional information can be obtained by motor carriers operating in Kansas.

The existing and planned ATIS benefits freight movement on Kansas roadways by providing current information that will allow travel decisions to be made based on useful information.



Kansas City SCOUT Operations Center

Located in Lee’s Summit, Missouri, the Kansas City Scout Traffic Management Center manages 75 miles of the freeway system in the bistate Kansas City metropolitan area. The center manages and controls CCTV, HAR, detection sensors, DMS, and other roadside equipment for traffic control and management. Travel information is available to the public on the web site www.kcscout.net.

Figure 2.7 Kansas City Scout System

Wichita/Sedgwick County Traffic and Emergency Operations Center

A combined traffic/emergency operations center (T/EOC) is planned to house traffic and emergency management functions for the Wichita/Sedgwick County metropolitan area. The City of Wichita will coordinate with the center in operating its traffic signal systems. The new T/EOC will be located in the Sedgwick County 911 facility, and allow for


http://www.kcscout.net/


collocation of transportation and emergency dispatch. The center will provide travel information to the public via Kiosks and web site. The center will communicate transportation related information to other agencies. A GIS-based freeway system will be established to graphically display the locations of field elements and to provide a means to communicate with these elements via graphical user interface.

Kansas Turnpike Authority

The Kansas Turnpike has a Traveler Advisory Radio system that transmits on 1610 a.m. General roadway condition and weather information is provided continuously along with information on construction activities impacting traffic. In case of a major incident, signs are deployed along the Turnpike that use flashing beacons to alert motorists of urgent information being broadcast on the Traveler Advisory Radio system. Traveler information also is disseminated at toll plazas through the use of white boards with hand written information. Other turnpike ITS functions include:

KTA Operations Center – Located in Wichita, the KTA operations center manages the electronic toll collection process on the Kansas Turnpike.

KTA Traveler Advisory Radio (TAR) – The KTA maintains a traveler advisory radio for all its customers. This ITS element disseminates road information to travelers via TAR along the Kansas Turnpike.




3.0 Kansas Freight Rail Network

Between 1868 and 1873 there were two railroads that reached the western boundary of Kansas and three that went south to the Indian Territory. The Atchison and Topeka Railroad renamed the Atchison Topeka and Santa Fe in 1863 had its sights set on Santa Fe, and by 1873 arrived at the western state line. The railroads provided access to the undeveloped areas although they did not stay undeveloped for long. In 1860, the State’s population was about 100,000 persons and twenty years later there were over one million inhabitants. The railroads brought settlers and immigrants to the State and then provided the means to move their agricultural products to eastern markets. At one time, Kansas had the third highest railroad track mileage in the United States.

The rail network of Kansas includes freight and passenger trains, offering both intra- and interstate rail traffic. Railroads service a wide range of facilities, including: intermodal service areas, river ports, truck terminals, commercial establishments, and passenger rail stations. Kansas has a well developed railroad network; all but two counties in the State are served by at least one railroad line. It must be stated, however, that many of these lines are branch or spur lines which have limited capacity to serve the newer grain hauling trains that require rail trackage that can support a gross weight on rail (GWOR) of 286,000 pounds or a fully loaded grain hopper train consisting of 100 cars. Virtually the entire current rail network in Kansas is owned and operated by private rail companies.

KDOT has the responsibility for railroad planning statewide. Within KDOT, the Bureau of Transportation Planning’s Freight and Rail unit has been charged with providing coordination and information to the end that the rail network of Kansas efficiently meets the transportation needs of both railroads and the public throughout the State. This rail network encompasses main line carriers that transport goods across the State and the nation to short line carriers that may have a service area of only a few miles. The competing needs of these rail entities and the communities and businesses they serve all come together in the railway network in Kansas today.

The railway information presented in this section contains statewide and individual railroad information. The chief source of this information is the KDOT, Freight and Rail unit, and Bureau of Transportation Planning.

3.1 Freight Rail Network

Railroads operating in Kansas fall into one of two broad categories; Class I or Class III. While Class III railroads are generally referred to as ‘Short Line’ railroads, there is one railroad which could be referred to as a Regional Railroad. The Surface Transportation


Board (STB) uses the classifications which are based on annual gross revenues as well as trackage. Class I Railroads include those railroads that had a 2006 operating revenue in excess of $346.8 million. The Regional Railroad referred to previously is the Kansas and Oklahoma Railroad since it has more than 350 miles of trackage and a gross annual revenue of at least $40 million. The second criterion is that Class III Railroads are those that have gross annual revenue under $40 million. The Kansas Department of Transportation uses only the Class I and Class III Railroads. There are four Class I Railroads and 14 Class III carriers operating in the State. Of the 14 Class III Railroads, there are two switching/terminal rail operations. The remaining twelve rail carriers are short line operations, although one does meet the STB criteria of a regional railroad, as noted previously. The railway network in Kansas is shown on Exhibit 3.1 by railroad class and carrier.

The freight rail network infrastructure is described in terms of trackage, both with regard to miles and class of operation. The existing railroad network in the state of Kansas reached its zenith in 1917 with a total of 9,363 miles. However, since that time, declining use of rail, coupled with a series of mergers and acquisitions within the freight railroad industry, means that just over one-half of the 1917 trackage miles still exist today. This statewide railway network currently consists of 4,776 main line miles of track.

The railroads in the United States are capable of moving vast amounts of freight across a state or across the nation. Kansas is in a geographical position, to have a considerable amount of rail traffic which neither originates nor terminates within the State. Railroads are one of the most efficient freight modes when freight needs to be transported over 500 miles or more. Based on the 2007 to 2008 Association of American Railroads, the seven U.S. Class I railroads operate on 160,260 miles of trackage, excluding trackage rights. In Kansas, 59 percent of the mainline trackage is operated by Class I railroads. The remaining 41 percent of mainline trackage is operated by Class III operators.

As shown in Table 3.1, the four Class I carriers include the Burlington Northern Santa Fe (BNSF) Railway, the Kansas City Southern (KCS), the Norfolk Southern (NS), and the Union Pacific System (UP). In addition to owning and operating mainline trackage, three of the Class I carriers (BNSF, NS, and UP) also have trackage rights with other carriers in Kansas, which allows them to utilize the railroad trackage of other carriers at certain locations within the State. When the miles owned and miles operated are reviewed only two of the four Class I Railroads have a significant amount of rail operations in the State of Kansas and those are the Union Pacific System and Burlington Northern Santa Fe Railway.

The Class III carriers also are shown in Table 3.1. Of these 14 carriers, two switching railroads are not included in the table. These carriers either operate on their own trackage or lease trackage from the UP System. The UP System currently leases approximately 295 miles of trackage to the Class III carriers; the Kansas and Oklahoma Railroad, the Kyle Railroad and the Missouri and North Arkansas. Many of these Class III carriers also have trackage rights and make agreements to allow other carriers to utilize sections of their trackage to access their destinations.


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Class I CarriersBNSF (1,237)

KANSAS CITY SOUTHERN (18)

UNION PACIFIC (1,535)

Class III CarriersBLACKWELL NORTHERN GATEWAY (18)

BLUE RAPIDS (10)

BOOTHILL & WESTERN (10)

CIMARRON VALLEY (182)

GARDEN CITY WESTERN (45)

KANSAS & OKLAHOMA RAILWAY (642)

KYLE RAILROAD SYSTEM (447)

MISSOURI NORTHERN ARKANSAS (8)

NEBRASKA, KANSAS, COLORADO (122)

NEW CENTURY AIRPORT (5)

SOUTH KANSAS & OKLAHOMA (305)

VICTORIA & SOUTHERN (24)

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MilesExhibit 3.1

Kansas Freight Rail Network

Classification,Carrier, and Miles

2006

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Table 3.1 Kansas Rail Miles Owned and Operated

Class I Carriers Main Line

Owned Lines Leased to

Class III Miles

Operated Trackage

Rights BNSF Railway 1,237 1,237 443

Kansas City Southern 18 18

Norfolk Southern 3

Union Pacific System 1,830 [295] 1,535 862

Class I Total 3,085 [295] 2,790 1,308

Class III Carriers Main Line

Owned Lines Leased from Class I

Miles Operated

Trackage Rights

Blackwell Northern Gateway RR 18 18

Blue Rapids Railroad 10 10

Boothill and Western Railway 10 10 1

Cimarron Valley Railway 182 182 4

Garden City Western Railway 45 45

Kansas & Oklahoma Railroad 642 111 753 36

Kyle 271 176 447 13

Missouri & Northern Arkansas 8 8

Nebraska Kansas Colorado Railway 122 122 17

New Century AirCenter Railroad 5 5

South Kansas & Oklahoma 305 305 72

V & S Railway 24 24 2

Class III Total 1,634 295 1,929* 144

Class I + III Total 4,719 4,719 1,452

The Class I railroads work closely with shortline railroads via the trackage rights or lease agreements, through which two different railroads agree to haul each others’ freight or equipment over certain segments of track. These agreements, which allow the regional and shortline railroads (and their customers) to access the national rail network, are particularly important in Kansas as the agricultural base is dispersed statewide and there are only two Class I Railroads crossing the State, accessing the national market network by the Class III railroads. If it were not for the shortline railroads, there would be areas of the State without any or infrequent access to the Class I railroad system and its national rail network. While the Class I railroads operate many trains per day over their mainlines, the Class III railroads may only operate seasonally or on a limited schedule i.e., daily, weekly or monthly. The shortline railroad is the only alternative to shipping by another mode, such as truck freight, which may likely have higher shipping costs making the locally



gathered or produced product less competitive in the national marketplace. These shortlines handled approximately 162,000 carloads in 2007.

There are two terminal or switching railroads, the Kansas City Terminal and the Wichita Terminal Association. These two railroads own and operate on a total of 28 miles of trackage; The Kansas City Terminal owns 25 of the 28 miles of trackage in the State of Kansas. The switching or terminal railroads trackage has not been included in the data or calculations for the trackage in Kansas.

3.2 Railroad Network Use

Information on the level of rail traffic was obtained for the year 2006 from the American Railroad Association, which reported information from the Surface Transportation Board’s 2006 Carload Waybill Sample.

Rail traffic for each line in trains per day is shown in Exhibit 3.2. Traffic densities are the traditional manner in which railroads measure the use of rail lines. The densities are measured by the number of trains per day. It should be noted that although some lines have upwards of 85-90 trains per day, there are other lines where traffic is measured in trains per day or week and still others that are measured in terms of trains per month. In other words, most of the freight in Kansas is being carried on relatively few railroad lines. In addition, the railroad industry is moving towards heavier, longer trains. Where 8,000-foot trains used to be the norm, the industry is gradually moving towards 9,000-foot, or even 10,000-foot long trains.

Another way of measuring rail traffic is by annual gross tons per mile, as shown in Exhibit 3.3. The higher gross tons per mile translate into the need for a more robust infrastructure than can withstand the heavier and more frequent trains. Regional and shortline railroads often provide access to rural areas and agricultural areas, helping to ensure these regions can access more distant markets and remain economically viable. Another way of measuring capacity of the railroad is with the weight of the rail used in the trackage. Mainline Class I Railroads operate on rail that is rated at 131 pounds per yard or 141 pounds per yard. Compare and contrast this to the short line railroads that may have 115 or even as low as 85 pound per yard rail in use today. See Exhibit 3.4 for the areas noted as having 90 pounds per yard rail and where plans are to upgrade this to 115 pounds per yard. Since the many areas of Kansas are dependent on the railroad to move the agricultural and/or manufactured goods in an efficient and timely manner, and the short line railroads have limited ability to fund infrastructure improvements, KDOT may be tasked to provide assistance in upgrading railroad infrastructure. The shuttle trains of the BNSF and UP railroads do need to have access to the highest standards of railroad trackage to be able to move the grain products out of the areas of production into their national network.

There are several ways of measuring the amount of freight that is generated in a state: that which terminates in a state. The freight movement originating and terminating in



Kansas shows that Kansas ranks 24th nationwide in terms of rail tons at 22,195,882 tons, originating in the State, while ranking 27th at 28,719,409 rail tons terminating in the State. Expressed in terms of Rail Carloads originating and terminating in the State, Kansas ranked 25th and 24th in the nation. There were 395,759 rail carloads originating in Kansas in 2006 and 446,170 rail carloads terminating. Kansas ranked sixth nationwide in terms of rail tons carried, 370,322,122 tons, and ninth in terms of carloads carried at 6,786,433 carloads.

Class I railroads carry a variety of freight products; however it is possible to draw some patterns in the commodity movements. For example, according to the 2007 Waybill sample, nearly half the tons originating in Kansas were farm products while coal shipments dominated the tonnage of goods that terminate in the State. In 2006, 46 percent of the tons originating in Kansas were farm products and 57 percent of the tons terminating in Kansas were coal. Information related to Class I railroad freight traffic in Kansas is presented in the Commodity Flow Profile technical memorandum.


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Trains Per Day2008

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Annual GrossTons Per Mile

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Existing 90 lb.Or Less Rail115 lb. Rail Upgrade Required

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Kansas Freight Rail Network By

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3.3 Railroad Facilities Inventory

Railroad intermodal facilities are locations where freight carried on one mode (i.e., truck, rail, or barge) is transferred to another mode for distribution and continued transportation. The distribution of these intermodal freight facilities is discussed in more detail in Section 6.0. The major hubs for railroad intermodal facilities are Kansas City and Wichita, with Topeka and Hutchinson having several of the facilities as well.

The intermodal facility (i.e., where mode shifts occur) most commonly encountered in Kansas is the major grain elevator. These are the locations of the ‘grain shuttle train’ as are listed in Table 3.2 and are described in detail below. These major grain elevators are the most commonly encountered multimodal facility in the State.

Table 3.2 Shuttle Train Grain Elevators in Kansas

City Facility Name City Facility Name BNSF Union Pacific Abilene DeBruce Grain, Inc. Abilene DeBruce Grain, Inc.

Concordia AgMark LLC Atchison* Bartlett Grain

Coolidge The Scoular Company Colby Cornerstone AG LLC

Dodge City Right Cooperative Assn. Downs (Kyle) Scoular Grain

Ensign Dodge City Coop Exchange Hanover Farmers Coop Assn.

Garden City Wind River Grain, L.L.C. Haviland Farmers Coop Assn.

Hutchinson ADM Grain, Co. Hutchinson ADM Farmland Ele J

Hutchinson ADM Grain, Co. Kansas City* Bartleet River Rail

Salina Cargill, Inc. New Cambria ADM Grain Elevator A

Wellington The Scoular Company Ogallah Castle Rock Marketing

Wichita Bartlett Grain Co., L.P. Plains Collingwood Grain

Wichita (K&O) DeBruce Grain, Inc. Salina (K&O) Cargill

Wichita Right Coop Assn. Salina Scoular Grain

Sharon Springs Wallace County Coop

Topeka Cargill West Grain Elevator

Wakeeney Castle Rock Marketing

Wichita (K&O) DeBruce Grain, Inc.

*75-car facility.

Source: Shuttle Train Elevators on the BNSF 2006 and Union Pacific Railroad UP 4051-C effective June 19, 2007.


Retail distribution centers for stores like Wal-Mart and K-mart are located in the Kansas City metropolitan area as well as Lawrence and Ottawa.

Rail intermodal yards are presently found only in the Kansas City metro area. It is anticipated that this sector or facility will continue to grow in efficiency and traffic as more and more freight utilizes the container method of transport. The container on flat car (COFC) and the trailer on flat car (TOFC) is a growing segment of the rail transport.

Railroad switching yards are present in most of the geographic regions of the State with the exception of northwest Kansas. There are more railroad switching yards in Kansas City than in the rest of the State combined. Congestion at shortline switching yards is causing lengthy delays at those yards. Congestion in the urban area switching yards, such as in Wichita, can be as long as seven days in some cases.

Although many of the smaller town’s grain elevators have closed or been consolidated over the years, there are still many grain elevators along the Kansas railroads. The BNSF serves 260 grain elevators in the State; two of which include barge loading facilities. The barge transfer points are in Atchison and Kansas City, Kansas. There are 13 shuttle train elevators on the BNSF Railroad, one of which also is served by a shortline railroad, the K&O. The BNSF classifies its shuttle trains as a 110-car train with dedicated high capacity equipment and locomotives that can load in 15 hours and unload in a similar amount of time. The BNSF shuttle train elevators are listed in Table 3.2.

The UP includes 277 grain elevators in their grain elevator directory. The UP Railroad also operates shuttle trains for grain elevators. The UP Grain Shuttle Train is a dedicated unit that has either 75 or 100 covered hopper cars for grain transport moved as a single unit train. There are 17 grain elevators that can handle the Grain Shuttle Trains, all but two of which have the ability to handle the 100 car units. The two elevators that are limited to the 75 car Grain Shuttle Trains are both river/barge facilities. The cities served by the Grain Shuttle Trains are listed in Table 3.2. Three cities also are served by the K&O and the Kyle shortline railroads. These cities are Downs, Salina and Wichita. Downs is served by the Kyle and Salina and Wichita are served by the K&O.

Shortlines are an area of business that is important to the Kansas economy. The shortline will continue to grow in the future and will have an impact on truck freight.

3.4 Railroad Crossing Accidents

Although there have been a number of at-grade railroad crossings improved to grade-separated crossings, there are still 5,498 at-grade crossings in existence across the State. It is at these at-grade crossings that most highway/rail collisions occur. The combination of heavily traveled rail corridors and at-grade crossings can delay highway freight movements, emergency response concerns, cause delays to the shipment of freight, and potentially result in property damage, personal injury, and fatalities. Some railroad crossings have lights, bells, and gates, while other may use minimum signage as required



by manual of uniform traffic control devices (MUTCD). The number of locations of rail crossing collisions resulting in an injury or a fatality occurring between 2003 and 2007 are shown in Exhibit 3.5.

In the eleven-year period from 1997 to 2007, there were 3,919 accidents at railroad crossings; resulting in 82 fatal, 1,060 injury and 2,777 property damage accidents (see Table 3.3). Although injuries have been declining steadily each year from 1999 to 2007, the amount of fatalities has stayed relatively flat. This decline in injury and property damage only collisions suggests that minor accidents are becoming increasingly rare, while serious accidents are not.

Each of the crossings has been rated by KDOT according to a formula that includes traffic volumes for both rail and motor vehicles and status of warning or traffic control devices. On-site inspections of the crossings will produce a set of recommendations that could include warning devices, pavement work, crossing repairs or replacement or visibility improvements such as day-lighting approaches (visibility enhancements), or vegetation removal.


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Table 3.3 Accidents at Railroad Crossings

Accidents People Year Fatal Injury PDO* Total Deaths Injuries Railroad Crossings

1997 12 102 226 340 13 137

1998 9 96 240 345 10 157

1999 9 133 298 440 9 212

2000 8 111 255 374 10 163

2001 4 104 285 393 5 145

2002 10 101 245 356 10 154

2003 4 100 270 374 4 137

2004 8 93 269 370 8 135

2005 5 82 236 323 5 117

2006 8 71 216 295 12 94

2007 5 67 237 309 5 96

11-year Total 82 1,060 2,777 3,919 91 1,547

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1997 12 30 54 96 13 42

1998 9 24 31 64 10 36

1999 8 31 34 73 8 47

2000 7 22 26 55 9 31

2001 4 23 34 61 5 30

2002 8 24 25 57 8 33

2003 3 24 22 49 3 29

2004 7 23 37 67 7 24

2005 5 23 24 52 5 30

2006 8 16 23 47 12 19

2007 4 11 31 46 4 14

11-year Total 75 251 341 667 84 335

*PDO – Property Damage Only.



3.5 Passenger and Transit Rail

It should be noted that the combination of passenger and freight rail service consists of the Chicago to Los Angeles run of Amtrak’s Southwest Chief. It operates on the BNSF Railroad trackage, with stops on Lawrence, Topeka, Newton, Hutchinson, Dodge City, and Garden City Kansas. There is one train daily both eastbound and westbound. The Southwest Chief is the successor to the legendary Super Chief that could make the passage from Chicago to Los Angeles in 40 hours, with speeds up to 90 miles an hour.

The Amtrak System is presently undertaking a feasibility study paid for by KDOT on the expansion of the Heartland Flyer’s route which presently extends from Fort Worth to Oklahoma City. The Heartland Flyer has one northbound (#822) and one southbound (#821) train each day. The proposed routing under study would extend service northward from Oklahoma City to Newton, Kansas were it would run on the BNSF line. The Heartland Flyer has been one of Amtrak’s success stories, over one half million passengers have used the line since 1999 when the service commenced, this level of ridership being several times larger than expected based on the feasibility study’s projected ridership.

The Fort Worth to Oklahoma City route takes a little over four hours to make the 206 mile transit. Cities along the proposed route have been supportive and many of these communities have passed resolutions of support. The BNSF Southwestern Chief, which stops in Newton, would provide linkage to Kansas City and Chicago as well as western and southwestern destinations, including Los Angeles. The Heartland Flyer would have its terminus at Newton Kansas. The Amtrak feasibility on the extension of the Heartland Flyer is to be finished in 2009.


Documents

Name of Report - Kansas Department of …...Kansas Statewide Freight Study Existing Freight System 1.0 Introduction The Kansas Department of Transportation (KDOT) spent 2006 through