appendix f related studies introduction€¦ · lawrence-dgco lrtp f-13 long range transportation...

5-County Regional Transportation Study F-1 Appendix F – Related Studies

Appendix F – Related Studies

Introduction Appendix F contains summaries of the following studies that are related to the 5-County Regional Transportation Study and provide important background information that was considered during the study. STUDY NAME Page Number CARNP F-2 K-7 Corridor Study F-4 K-10 Corridor Study F-7 Kansas Rail Feasibility Study F-9 Kaw Connects MCS F-11 Lawrence-DGCO LRTP F-13 Long Range Transportation Plan F-16 MetroGreen F-19 Smart Moves F-21 South Metro Connection F-24 Vision Metcalf F-26 Leavenworth County Long Range Plan F-28 Miami County Long Range Plan F-29 Unified Government City-Wide Master Plan F-30 MARC Transportation Outlook 2040 F-32 I-435/I-35/K-10 Interchange Study F-34 K-7 and I-70 Interchange F-35 US-56 Corridor Management Study F-37 Regional Freight Outlook F-38


Study Title: Comprehensive Arterial Road Network Plan (CARNP) Sponsoring Agency: Johnson County, Kansas Year Completed: 1999 More Information: http://planning.jocogov.org Special Projects Rural Comprehensive Plan, Appendix I Purpose: The purpose of CARNP was to address future transportation and transportation related issues in western and southern Johnson County with a focus on improvement to the arterial network. The study sought ―to achieve a community consensus for maximizing the utility of the County's existing arterial road network to meet anticipated perimeter transportation needs.‖ Background: Johnson County led this study as a follow-up to the 21st Century Parkway study. Recognizing the need to continue planning for transportation needs and to protect future mobility within the County, the Board instructed County staff to "seek an alternative strategy for addressing the future transportation needs of Johnson County." The five goals of CARNP were to:

1. Provide safe transportation connections between development nodes, which address current and potential future roadway safety concerns as identified from estimates of future growth.

2. Improve and maintain mobility by identifying and implementing methods to mitigate current and projected future traffic congestion.

3. Improve the directness and ease of travel between major activity nodes within the study area.

4. Support future growth and economic development.

5. Future transportation projects should be developed to maintain the quality of the natural environment and be consistent in scale with the built environment.

Findings: A roadway hierarchy was established designating roadway classification and standards to the arterial routes serving the unincorporated portion of Johnson County. A plan was developed for improved arterial roads to serve primarily "through traffic" needs and secondarily to serve adjacent land uses. The CARNP process established a plan to improve arterials that primarily connect major activity nodes and to have limited intersections with other roads and driveways These arterials would have medians and similar road features to maximize traffic carrying capacity, rather than providing direct access to adjoining properties. This set of arterial network recommendations would replace the need for a circumferential freeway in the county. The CARNP plan has been actively utilized over the last 10 years, and should be considered as needs are established in the 5-County Regional Transportation study. Recommendations: The final recommendations identified locations for four-lane arterials, two-lane roads, and roadways with landscaping, pedestrian paths, bikeways, and accommodations for public transit. CARNP also identified measures that should be supported by the county: the use of thresholds or triggers to time roadway projects in order to reduce sprawl development;

http://planning.jocogov.org/


developing a schedule for upgrading roadways; and involving the public in the process. While this study did not identify new freeways to be constructed, it did identify routes with expressway characteristics that would serve a similar travel function.


Study Title: K-7 Corridor Management Plan Sponsoring Agencies: Kansas Department of Transportation (KDOT), Kansas

Turnpike Authority (KTA), Mid-America Regional Council (MARC) and the communities of Miami County, Spring Hill, Johnson County, Olathe, Lenexa, Shawnee, Bonner Springs, Unified Government, Basehor, Leavenworth County, Lansing, and Leavenworth

Year Completed: 2006 More Information: http://www.ksdot.org/burtransplan/pdf/K7/K-7CorridorMgmtPlan.pdf Purpose: The purpose of the K-7 Corridor Management Study was to identify the ultimate traffic demands that would be placed on K-7, be responsive to communities’ need to plan their future development strategies, and create a mutually agreeable ultimate plan for K-7 that KDOT and the communities would embrace and implement over time. The study looked at what type of improvements would be necessary on K-7 and the local street system to handle the amount of traffic and development projected. These elements where accomplished within minimum technical design criteria that included:

Desired minimum level of service = D (for 2030 traffic projections)

Desired to have a uniform facility type within logical terminus points

Freeway interchange spacing of two-miles desired with a minimum of one-mile spacing

Access will be controlled for a freeway facility Unlike previous studies, this study focused on the K-7 mainline and local street network as an integrated system; more community involvement involving two-way listening, education, and the desire to reach a consensus; and concrete recommendations and implementation responsibilities through Memorandums of Understanding. Specifically, the primary objectives of the study were as follows:

Determine K-7’s ultimate facility type (freeway versus urban arterial)

Identify access point locations along the corridor and the local street network

Define the right-of-way footprint and preservation needs for the facility

Determine acceptable phased implementation opportunities

Execute memorandums of understanding

Background: The K-7 Corridor Management Study began in January of 2004 in response to a decision by KDOT and the local communities that a more comprehensive study of the corridor was needed. The study needed to address more topics than just the technical elements of K-7; it needed to address local concerns and identify necessary improvements for the total transportation system well into the future.

The current study area stretches from 223rd Street in Miami County to K-5/Muncie in Leavenworth totaling nearly 40 miles long. The K-7 Corridor Management Study addressed local concerns and identified needed improvements well into the future. Findings: A recommendation was made for a freeway facility type along the entire corridor. While not every community agreed in total with the recommendation, every community did


agree that it would be prudent to preserve the right-of-way needed for a freeway with interchanges in order to not preclude the ability to build a freeway in the future. As a result, a series of meetings were held to determine the future locations of interchanges and overpasses as well as to layout the local street system in a way that ensures that the total transportation system worked together in the future. Conceptual interchange configurations and local street requirements were then used to establish a conceptual right-of-way preservation footprint for the entire corridor. While additional design will be performed to refine the improvements. The right-of-way footprint is a good first step. Given the lack of funding to build the freeway today, interim improvements would be needed to accommodate the growing traffic demand. Examples of interim improvements included: adding traffic signals and turn lanes at future interchange and overpass locations, knowing that these would need to be converted into interchanges and overpasses in the future, and reducing access to K-7 and preserving important tracts of land for future improvements. Given the uncertainty of the timing of future development, it was impossible to predict the priority and order of implementation of the interim and ultimate improvements over time. Finally, Memorandums of Understanding (MOU’s) were developed with each community to establish roles and responsibilities for KDOT and the local communities for implementation of the K-7 Corridor Management Plan. These MOU’s formalized the continued collaborative environment initiated by the study and created a moral framework for implementing the recommendations of the study. The MOU’s also established a K-7 Corridor Review Committee made up of representatives from KDOT and the local communities. The committee’s purpose will be to meet periodically to review the corridor plan, assess development issues, and evaluate compliance with the K-7 Corridor Management Plan. Recommendations: To construct the freeway for the entire length of the study corridor it will cost $1,016,250,000. Given the current lack of funding to build the permanent improvements, interim improvements will be needed to accommodate the growing traffic demands and to address safety issues that arise. Interim improvements include adding traffic signals and/or turn lanes at the intersections that will eventually become interchanges or overpasses. State Corridor Management (CM) Set-Aside funds were identified for use along the K-7 Corridor to assist with the preservation of right-of-way and other small projects towards the long-range goad of a freeway section. KDOT’s Corridor Management Section of the Bureau of Transportation Planning manages the CM Set-Aside funds and the K-7 Corridor Review Committee is used to help prioritize the use of the funds identified for use along K-7.


Study Title: K-10 Transportation Study Sponsoring Agencies: The Kansas Department of Transportation (KDOT), the Mid-

America Regional Council (MARC), and the Lawrence-Douglas County Metropolitan Planning Commission

Year Completed: 2005 More Information: http://www.ksdot.org/burtransplan/pdf/K10/K10FinalReport.pdf Purpose: To identify needed future improvements for the K-10 highway corridor between the city of Lawrence and the Kansas City metropolitan area.

As the study progressed, two additional objectives were developed: Provide guidance to local agencies when making land-use decisions and to provide guidance to the two MPOs when making transportation planning decisions. Background: There were many previous studies that informed the K-10 Transportation Study. Some of the studies focused on specific areas of K-10, and some evaluated K-10’s role in a regional transportation context. These studies formed an important information base for the current study. The limits of the current study were Franklin Road on the west end and I-435 on the east end (approximately 23 miles). Aspects of the I-435 corridor from K-10 to U.S. 69 (approximately 2 miles) were also examined. Findings:

Widening of K-10 o On K-10 between I-435 and K-7, there is a need to expand the mainline from 4

lanes to 6 lanes by adding a lane in each direction. Within 15 years an additional lane in each direction to 8 lanes will be needed.

Interchange Improvements o Anticipated 2030 traffic volumes at the K-10/K-7 interchange would require a fully

directional four-level interchange. If adjacent interchanges at Lone Elm Road and Clare Road were constructed, it is possible only a three-level interchange would be needed. Further study would be needed to verify this conclusion.

o Five new interchanges requested by communities were considered in the study. These interchanges do not appear to compromise operations on K-10 as long as necessary associated improvements are made.

o The 1999 I-35/US 69 Major Investment Study identified improvements for the

interchange area. These improvements will need to extend as far west as the Ridgeview Road interchange. A future study will need to include detailed simulation analysis.


o Extending K-10 to form a freeway-to-freeway connection with I-70 to the north or existing K-10 south of Lawrence.

Other Considerations o It is recommended that a fixed-route bus service be studied further. o Previous studies have identified an interest in providing for pedestrian and

bicycle travel through the K-10 corridor. A number of alternative routes are under consideration.

o Several Intelligent Transportation Systems (ITS) devices have already been

installed at the east end of the K-10 corridor. A Close Circuit TV (CCTV) camera and vehicle detector are installed at K-10 and Ridgeview Road. A CCTV, vehicle detector and Dynamic Message Sign is also installed at K-10 & Renner Blvd. These devices are maintained as part of the KC Scout ITS system (http://www.kcscout.net/). It is recommended that future capacity improvements along K-10 incorporate ITS elements.

Recommendations: KDOT currently has no funds to preserve right-of-way or build any of the improvements recommended with this study. KDOT and the local communities will need to work together to see that these improvements can occur over time. Ultimately, a long-term plan needs to be developed to fund the widening improvements.

http://www.kcscout.net/


Study Title: Kansas Passenger Rail Feasibility Study

Sponsoring Agency: Kansas Department of Transportation (KDOT)

Year Completed: 2000

More Information: http://www.ksdot.org/burRail/rail/publications/krpt6_1.pdf

Purpose: The major focus of this study is to analyze potential rail corridors to identify:

The market share that a passenger rail service can capture in any corridor

The capital costs, in any corridor, of implementing an expanded passenger rail system

The levels of revenue and operating costs that would be generated by an expanded passenger rail service

The economic benefits derived by developing an expanded passenger rail service for any given corridor

The analysis will also assess the potential for linking with rail service outside of the state of Kansas and, in particular, linking with current operations in both the neighboring states of Oklahoma and Missouri. Background: Intercity passenger transportation in Kansas, as in other Midwest states, is facing enormous challenges resulting from rapidly changing market forces. These challenges include the increasing environmental and capital costs of investment in highway systems, the loss or increasing cost of air services for many cities as a result of air deregulation, and the increasing competition for the limited funding available for transport investment. The existing rail infrastructure within many states, including Kansas, has enormous capacity and may provide an alternative passenger transportation system that would provide value and utility to riders and support and encourage growth to the economy, businesses and communities in the state of Kansas.

The state of Kansas is a large state with a small population. It requires a large transportation infrastructure to service its population. Because of its rural character, the lack of geographic barriers, and the fertility of its land, its population is widely scattered across the state. While ranked fourth in the United States in terms of its number of highway miles, the state has only 19 people per mile of road compared with 86 in Illinois, 65 in Texas, and 191 in California.

While the overall population of the state is widely distributed across its entire geographic area, the highest level of urbanization is in the east and is highest along the Kansas City to Topeka Corridor, which links Topeka, the State Capital, to the major bi-state urban area of Kansas City. The strength of this relationship is attested to by the ability of this corridor to support a toll expressway (Kansas Turnpike) that services the traffic between the two cities. At Topeka, two somewhat less densely populated corridors extend to the west. The first corridor is to the southwest following Interstate Toll roads 35 and 335 via Emporia to Wichita, with southward connections via Perry to Oklahoma City; a distance of 400 miles from Kansas City. The second corridor extends to the direct west via Manhattan, Junction City and Salina along Interstate 70. The major highways and expressways of the state follow these three corridors, as does the intercity bus service. Greyhound and Jefferson Lines provide bus service in all three corridors, while other private carriers either feed to, from or between these corridors.

http://www.ksdot.org/burRail/rail/publications/krpt6_1.pdf


As a result, these three higher population corridors offer the greatest opportunity for the possible expansion of passenger rail service. Today these corridors are dominated by auto travel similar to the rest of the state. However, in these corridors it is possible that rail could play a part in offering multimodal public transportation options and provide a basis for using rail as a fast and cost-effective alternative to the auto for state residents. Findings: This analysis has shown that none of the corridors, or corridor segments, can justify rail passenger service unless the substantial capital costs for the system are funded from State and Federal sources. Recommendations: The result of this preliminary analysis is that there can only be a case for additional passenger rail in Kansas if a significant injection of capital funding is provided. This would include the $219 million for infrastructure and the rolling stock, and additional local investments in stations and connecting transit facilities. If this investment is made, this analysis suggests that, as part of a larger system (such as the Midwest Regional Rail System) the Kansas City-Lawrence-Topeka-Newton-Wichita route would meet the Federal Railroad Administration’s financial and economic requirements for implementing rail service.


Study Title: KAW Connects Major Corridor Study (MCS) Sponsoring Agencies: The Kansas Department of Transportation (KDOT) and the

Kansas Turnpike Authority (KTA) Year Completed: 2000 More Information: http://www.ksdot.org/burtransplan/prodinfo/accstat/mcsExSum.pdf Purpose: The KAW Connects Major Corridor Study’s purpose was to provide KDOT, KTA, and the citizens of Kansas with a transportation planning tool that addresses the future travel needs between Topeka and Kansas City. Seven study goals were established to meet the intended purpose of this study.

1. Identify existing mobility issues. 2. Identify current travel patterns. 3. Project future travel demands. 4. Identify future mobility needs. 5. Generate meaningful public agency involvement. 6. Identify social, environmental, and economic issues that may impact future

improvements. 7. Identify and analyze transportation improvement alternatives.

Background: A study area of 50 miles by 26 miles included portions of six counties: Johnson, Wyandotte, Leavenworth, Douglas, Jefferson and Shawnee. The study area contains 3 major activity centers including the city of Topeka, city of Lawrence and the Kansas City metropolitan area. Congestion and several other traffic-related issues are a concern to the general public. In order to achieve the seven study goals, the study required several significant data-collection efforts. A corridor-wide origin-destination (O-D) study collected license-plate data from 170,000 vehicles at 26 locations throughout the study area. A corridor-wide telephone survey sampled opinions of over 400 road users. Also, six ―open house‖-style public meetings were attended by nearly 1,300 people. The MCS incorporated two screening activities. The first screening occurred early in the study to eliminate alternatives that did not meet the goals and objectives developed by both public and agency input. The second screening occurred near the end of the project to select the alternatives that would best fit within a preferred strategy for the region. Findings: Both KDOT and KTA have experienced steady traffic growth in the study area. The traffic increases are exceeding projections and could result in some segments operating at unacceptable levels of service within the next five years. A forecasted demand model showed 49 percent of the total study-area lane miles are anticipated to operate at Level of Service (LOS) D or worse by the year 2025. Through the O-D study, it was found that the city of Lawrence was a primary origin and destination for trips to and from either end of the study area.

http://www.ksdot.org/burtransplan/prodinfo/accstat/mcsExSum.pdf


Recommendations: The alternatives that were ―carried forward‖ through the screening process include: US-24 extension from Perry to Tonganoxie, US-24 realignment, US-59 extension from US-24 to I-70, East Lawrence bypass, Leavenworth-Johnson County Connector, East-West capacity improvements (widening existing roads), and K-7 freeway upgrade. Only the I-70 and K-10 widenings received five ―high‖ ratings; these alternatives also received much positive feedback from the public.


Study Title: Lawrence/Douglas County Long Range Transportation Plan (T2030)

Sponsoring Agency: Lawrence-Douglas County Metropolitan Planning

Organization, City of Lawrence, Douglas County, KDOT Year Completed: 2008 More Information: http://www.lawrenceks.org/pds/MPO Purpose: Transportation investments impact a community’s economy, environment, and quality of life. The planning process shall provide for consideration of projects and strategies that will:

1. Support the economic vitality of the region 2. Maintain, expand and enhance the existing transportation network 3. Promote efficient system management and operation 4. Protect the environment and promote energy conservation 5. Emphasize transportation system safety 6. Increase transportation system security 7. Coordinate land use and transportation 8. Enhance the pedestrian and bicycle transportation system 9. Enhance the public transportation system

Background: Transportation 2030 (T2030) is the long range transportation plan for the urbanized region that includes the city of Lawrence and surrounding area of Douglas County. T2030 identifies future transportation investments for all modes of transportation. Although the region’s mobility continues to be dominated by the automobile, other modes such as public transit, pedestrian, and bicycle transportation are becoming increasingly important means of travel and are addressed by T2030. Aviation travel and freight movement are also addressed in the planning process. T2030 updates and replaces the T2025 Long Range Transportation Plan. The area has seen steady population and employment expansion for several decades and is expected to continue this trend for years to come. To accommodate this future growth, transportation services and infrastructure are developed and implemented though the regional transportation planning process carried out by the Lawrence/Douglas County Metropolitan Planning Organization (MPO). Findings: Congestion currently exists on some streets in the city. An analysis of future traffic conditions indicates that congestion will increase significantly unless strategic projects are implemented in a timely manner to address the growing volume of traffic. Recommendations: Relationship between land use and transportation planning:

Combine planning cycles

Encourage land development patterns that promote transportation efficiency

Encourage access management standards

Enhance streetscapes and gateways

Consider street-land use relationship in the planning of developments

http://www.lawrenceks.org/pds/MPO


A balanced, multimodal street and highway system:

Coordinate multimodal enhancements with roadway improvements

Integrate multimodal enhancements into arterial street design guidelines

Consider environmental issues early in the planning process

Update street and intersection design standards

Update subdivision regulations

Coordinate highway design standards with KDOT

Establish access standards

Develop access control plans for individual corridors

Develop access management phasing plan

Fund access plans

Fund intersection data collection and timing plan development

Study citywide signal system

Develop multimodal traffic impact analysis guidelines

Perform signal analysis for new developments

Review subdivision regulations

Revise development standards for multimodal requirements

Include congestion management in planning process

Establish level of service standards

Implement annual prioritization process for roadway capacity improvements

Pursue additional funding

Recommended transit system:

Ongoing monitoring of transit performance and service

Establish an off-street location for a regional transit hub.

Develop pedestrian and land development standards to promote productive transit service

Study transit productivity and coverage issues

Develop transit-friendly roadway design standards

Pursue transit consolidation opportunities

Develop a long-term transit funding strategy

Develop a long-range transit plan

Develop a long-term funding strategy for capital improvements

Investigate the potential for regional transit connections along I-70

Recommended bicycle system:

Implement 2004 Lawrence-Douglas County Bicycle Plan Recommendations

Update the Lawrence-Douglas County Bicycle Plan and Bicycle Facilities Plan every five years

Adopt bicycle standards and guidelines for new developments

Implement a bicycle demonstration project

Consider bicycles in development review

Implement Douglas County rural bicycle plan elements

Plan and construct bicycle amenities

Develop a bicycle education program and enforce traffic laws

Adjust short-term funding allocations for bicycle facilities


Recommended pedestrian system:

Develop pedestrian Level of Service standards

Inventory pedestrian facilities, identify needs, prioritize a plan for improvements

Notify property owners of responsibility to repair sidewalks

Fund pedestrian improvements

Develop street design standards

Develop pedestrian standards for new developments

Develop pedestrian education program

Operation and management strategies:

Implement ITS deployment plan recommendations

Consider congestion management strategies

Intermodal, freight, and other transportation:

Coordinate freight issues

Participate in the development of the Statewide Freight Plan

Consider adjacent land use

Consider needs of trucks in roadway design and access management

Designate truck routes

Pursue commuter rail

Establish a multimodal passenger hub

Implement the recommendations of the Airport Master Plan

Safety plan:

Improve accident data collection and analysis

Develop a regional highway safety plan

Continue to participate in State & Federally funded safety programs

Security plan:

Develop an action plan for transportation security

Incorporate security in MPO activities Financial plan:

Increase long-term alternative mode funding

Adjust short-term funding allocations in the TIP

Create transportation funding task force

Pursue discretionary funding and other new funding sources


Study Title: Kansas Long Range Transportation Plan Sponsoring Agency: Kansas Department of Transportation (KDOT) Year Completed: 2008 More Information: http://www.kansaslrtp.org/ Purpose: The purpose of the Kansas Long Range Transportation Plan (LRTP) is to document the transportation system’s needs and examine the trends that will affect transportation over the next 20 years. The plan addresses all modes of the Kansas transportation system, including state highways, local road networks, transit, rail, aviation, and bicycle and pedestrian facilities. Background: This plan compiles with federal legislation enacted in 2005 titled ―Safe, Accountable, Flexible, Efficient Transportation Equity Act: A legacy for Users.‖ It updates two previous long-range plans developed by KDOT in 1995 and 2001. The drafting of this plan is timely, given that the state’s Comprehensive Transportation Program (CTP) expires in 2009. It’s important to understand that while this LRTP does not set forth a new transportation funding proposal, it does provide a framework for future discussions about a new transportation program. Findings: The strong opinions stakeholders voiced about the state’s transportation system and its future had three themes:

Preserve the transportation system: In the last two decades, Kansas has upgraded its transportation network. Accomplishments include smoother roads and safer bridges, modern highways, expanded transit service, new trails for bicyclists and pedestrians, improved rail lines and safer airports. KDOT must protect the state’s investment in its transportation infrastructure.

Make travel safer: The state’s highway fatal crash rate is falling but is nevertheless persistently higher than the national rate. Some 2,331 people lost their lives on Kansas roads in the last five years. KDOT must work with stakeholders and the public to make state highways and local roads safer and to diligently promote safe driving.

Support economic growth: Transportation often supports economic opportunities that benefit all Kansans. Windows of opportunity may open and close rapidly, however. If the Kansas economy is to grow, our approach to transportation must be more flexible and responsive, and we must be ready to make strategic investment choices among various transportation modes – choices that ensure wise use of limited resources.

Two points were raised in nearly every discussion during the development of the LRTP: the gap between future transportation needs and projected revenues and the need for KDOT to develop a more strategic, flexible and responsive approach to decision-making.

http://www.kansaslrtp.org/


Projected revenues fall short of future transportation needs: Transportation in Kansas has been well funded over the past 20 years. As a consequence, the state’s highway system is in good condition and the other modal transportation networks, including aviation, rail, transit and bike and pedestrian trails, are operating moderately well. However, when needs are projected forward, it becomes clear that, absent some action, the future poses a good many challenges. The cost of the next 20 years of transportation needs was calculated and then averaged to arrive at an annual estimate of $2.9 billion dollars a year (in 2006 dollars) to address all needs. In contrast, it is projected that Kansas will take in about $1.4 billion a year (in 2006 dollars) in state, federal and local revenues to fund transportation. More flexible and responsive approach to decision-making, for more strategic investments: Stakeholders agreed that an important function of the Kansas transportation system is to support the Kansas economy. Because of changes in the way that business is conducted and decisions are reached in a globalized economy, significant flexibility will be required by transportation planners and stakeholders in the years ahead. KDOT will need to select projects more frequently – as needs arise – and more stakeholders will need to be involved in that selection. Six factors are likely to have significant influence on transportation needs in Kansas. 1. Growth in truck and auto travel will increase highway preservation and capacity needs

2. Fast-moving economic opportunities will require more flexible decision-making processes

3. Changing demographics

4. Agriculture will remain a transportation-intensive sector

5. Anticipated revenues won’t meet all projected transportation needs

6. Eroding purchasing power is widening the gap between our transportation needs and the funds available to address them

Recommendations: The recommendations emerged from a series of more than 40 stakeholder meetings held across the state and technical analysis by KDOT. In fact, more than 400 stakeholders attended recommendations review meetings, and 300 of them provided written comments. Eighty percent supported or strongly supported all but one of the major recommendations presented in the meetings. That recommendation, relating to bike and pedestrian trails, was supported by 58 percent. The following key recommendations were included: State Highways

Maintenance of pavement and bridges is a top priority


Expand the system strategically, keeping budget limitations in mind

Use alternatives to adding capacity (lanes), including expanded use of Intelligent Transportation Systems (ITS)

Local Roadways

Create a more flexible and responsive programming structure

Increase funding for local roads and bridges Transit

Develop a comprehensive transit plan for determining statewide needs

Develop strategies to meet those needs

Promote alternatives to single-passenger driving

Assess state formulas for distributing transit funds Freight/Rail

Develop a statewide freight plan that assesses freight-related challenges and investment needs

Expand efforts to mitigate road-rail crossing problems Aviation

Develop a statewide aviation system plan to determine needs and prioritize aviation investments

Make all-weather access to air ambulance service available to every Kansan

Expand the Kansas Aviation Improvement Program to make more project types eligible for funding

Bicycle/Pedestrian

Accommodate bicyclists and walkers in the planning and design of transportation projects

Promote bicycle/pedestrian safety Better Support the Kansas Economy

Create a more flexible and responsive structure for transportation programming

Expand the use of the ―Local Consultation‖ process


Study Title: MetroGreen Sponsoring Agency: Mid-America Regional Council (MARC) Year Completed: 2001 (Ongoing) More Information: http://www.marc.org/metrogreen/index.htm Purpose: MetroGreen® promotes a comprehensive and extensive system of greenways, trails and open spaces. MetroGreen 2001 defines the critical relationship between environmental stewardship and urban growth management. The plan also articulates a future development strategy that will be based on the cooperative efforts of the seven counties and the municipal governments included within the plan. Background: MetroGreen is a proposed 1,144-mile interconnected system of public and private open spaces, greenways and trails designed to link seven counties in the Kansas City metropolitan area. The plan covers Leavenworth, Johnson, and Wyandotte counties in Kansas as well as Cass, Clay, Jackson, and Platte counties in Missouri. MetroGreen extends and enhances the commitment to an interconnected open space system by identifying more than 75 separate corridors to form a regional network of greenways that connects many of the area’s most valuable natural assets. Findings: The dominant corridor type found within the MetroGreen system is located adjacent to streams and rivers throughout the region. Stream and river corridors will comprise 57 percent (648 miles) of the entire MetroGreen system. Another dominant corridor type will be designated roadways throughout the region. These corridors will comprise 30 percent (344 miles) of MetroGreen. MetroGreen trails are aligned along roadways with ample rights-of-way that can accommodate a bicycle/pedestrian trail, along the edges of streams, or within existing utility or railroad rights-of-way. The trail corridors identified in this plan comprise a regional trail system and should accommodate bicycles, in-line skaters, joggers and pedestrians. The regional trail map has been established, and efforts should be made in the 5-County study area to accommodate the designated trail as roadway projects are developed, designed and constructed. Recommendations: The MetroGreen action plan targets developing streamway trails along 12 rivers or creeks. Transportation actions will need to coordinate with these and future MetroGreen plans.

http://www.marc.org/metrogreen/index.htm


Study Title: Smart Moves Sponsoring Agency: Mid-America Regional Council Year Completed: 2002, Update 2008 More Information: http://www.kcsmartmoves.org Purpose: Originally developed in 2002, Smart Moves described how transit should serve the Kansas City metropolitan area in the years and decades ahead. It proposed a primarily bus-based system that would increase transit service in the region to a level comparable with transit service available in peer cities. The update completed in 2008 provides a longer range vision than the original version, and recommends existing and new service types, vehicles and facilities to meet local and regional needs. Background: The Mid-America Regional Council (MARC) completed an update to the Smart Moves plan in June 2008 to incorporate new local and regional transit activity, and respond to the community's desire for improved public transportation solutions.

The update began in mid-2007 with a technical review of the assumptions and data used to develop the original concept in 2002. The early events focused on identifying transit needs, and later workshops evaluated alternatives and solutions. The update happened alongside light-rail planning in Kansas City, Mo., and helped identify new connections and services throughout the region. The report lists action steps that can help guide short- and long-range transit implementation in the region.

Findings: A Smart Moves proposal for Clay, Jackson and Platte Counties in Missouri followed the completion of the Updated Smart Moves plan. A key component of that proposal was a Light Rail Transit (LRT) line in Kansas City, Missouri. The vote to approve construction of that line was defeated in the November, 2008 election. Johnson and Wyandotte counties have moved forward with the study of three corridors identified in Smart Moves for higher capacity bus transit. These corridors include I-35, Metcalf/Shawnee Mission Parkway, and State Avenue. Additional transit corridors located in the Kansas portion of the Kansas City region and identified in Smart Moves may also be studied in the future. Recommendations: The Unified Government is working to implement a transit solution in the State Avenue corridor. Phase 1 of an alternatives analysis in 2008 established the need for upgraded transit services in the corridor. The corridor is anchored by the downtown Kansas City, Kan., and downtown Kansas City, Mo. And the Village West entertainment and retail activity center is located on the west end of the corridor. The JO, in cooperation with the cities of Mission and Overland Park, is studying appropriate transit solutions for the Metcalf and Shawnee Mission Parkway corridors. This study builds off of previous work conducted by Mission on the East and West Gateway studies and Overland Park for the creation of Vision Metcalf. The JO is also completing a study of the I-35 corridor for possible application of bus on shoulder/express bus implementation. This study builds upon previous commuter rail planning for the corridor.

http://www.kcsmartmoves.org/

http://www.opkansas.org/_Gov/Vision_Metcalf/index.cfm


Study Title: South Metro Connection Study Sponsoring Agency: Mid-America Regional Council (MARC) Participating Agencies: Johnson County, Kan., Cass County, Mo., the Kansas

Department of Transportation, the Missouri Department of Transportation, Overland Park, Kan., Olathe, Kan., Belton, Mo., and the Federal Highway Administration

Year Completed: 2008 More Information: http://www.marc.org/transportation/smc/documents.htm Purpose: The purpose of the project was to plan for infrastructure needs in growing southeastern Johnson County and northwestern Cass County between U.S. 69 and Holmes Road. The two counties identified the desire for better roadway connections between Kansas and Missouri particularly as both areas are projected to increase in population and employment. Background: The southeast portion of Johnson County and the idea of a potential roadway connection into Cass County had been examined through three previous study efforts that had not resulted in accepted recommendations. 21st Century Corridor Study This corridor location and environmental study was completed in the mid-1990. The proposed action was a major multilane, limited access controlled roadway with accommodations of transit options as the first link of a regional circumferential transportation corridor. This project arose from the Johnson County Board of Commissioners in the mid 1980’s due to concerns citizen’s identified about preserving mobility in the county and region. This study determined an expressway option as the Preferred Alternative. However, local resistance prevented any efforts to construct this circumferential transportation corridor. Perimeter Transportation Needs Assessment Study (PTNA) MARC led a study to identify preferred strategies in the area outside of the I-435 loop. Community input was a major factor in determining the future needs of the entire region. Following the final public involvement meeting, the recommendations focused on arterial roads and transit, rather than construction of new freeways. Comprehensive Arterial Road Network Plan (CARNP) Johnson County led this study which was a follow-up to the 21st Century Parkway study. The purpose of CARNP was to address future transportation and transportation related issues in western and southern Johnson County with a focus on improvement to the arterial network. The final recommendations identify locations for four-lane arterials, two-lane roads, and roadways with landscaping, pedestrian paths, bikeways, and accommodations for public transit. While this study did not identify new freeways to be constructed, it did identify routes with expressway characteristics that would serve a similar travel function. Arterial routes in the area of southeast Johnson County were deferred to a future study, which ultimately became the South Metro Connections Study.

Findings: The South Metro Connection Study Team presented a final recommendation for roadway improvements in the study area — a two-lane, east-west alignment primarily along 175th Street that would run from Metcalf Avenue to Holmes Road. The impact to the Five

http://www.marc.org/transportation/smc/documents.htm


County Study area is that while a future roadway connection across the state line may be constructed in the future, a higher capacity expressway or freeway circumferential route will not be constructed in the South Metro Connection study area.

Recommendations: Local jurisdictions involved in the study reviewed the recommendation and public input from a final survey. Johnson County decided not to support moving the concept forward into the environmental documentation phase of the study. The county will proceed with a local road improvement instead, which has ended the study.


Study Title: Vision Metcalf Sponsoring Agency: The City of Overland Park Year Completed: 2007 More Information: http://www.opkansas.org/_Gov/Vision_Metcalf/index.cfm Purpose: Re-imagining the Metcalf Corridor presents the City of Overland Park with the opportunity to revitalize one of its most recognizable thoroughfares and establish a new identity for Metcalf Avenue and the entire city. The primary goal of the Metcalf Vision Plan is to communicate a vision for the future of the corridor that incorporates modern planning principles to create an area that is appealing to both current and future residents, workers, businesses, and investors. The Vision Metcalf process identified several objectives that must be met in order to achieve this goal.

1. Establish a coherent and positive identity for the Metcalf corridor by creating a series of unique destinations.

2. Enhance the economic vitality of the corridor and city by expanding the level of residential and commercial activity in the Metcalf corridor, thereby increasing the potential for economic activity and job creation.

3. Promote a pattern of mixed and multiple-use development within the corridor. New buildings within nodes should appropriately combine residential, commercial, and entertainment uses and encourage a balance of jobs-to-housing.

4. Integrate open and green space into the Corridor by incorporating a system of parks, plazas, natural amenities, and a continuous green streetscape.

5. Develop a balanced transportation system that provides multimodal travel options within the Corridor.

6. Making walking easy, desirable, and convenient. 7. Amend local policy to facilitate the intent of the plan. 8. Make sustainability a theme of future development and redevelopment that guides

land use and transportation decisions. Background: The Vision Metcalf Planning Process began early in 2007. After interviews and discussions with elected officials, city staff, and various stakeholders, a community visioning process was initiated. Fundamental to this process was the development of a detailed Existing Conditions Report. In addition to extensive fieldwork and research, this process utilized five elements to ultimately create a Vision Plan: the Visual Preference Survey™, the Demographic and Policy Questionnaire, the Vision Translation Workshop, Technical Design Charrette, and professional synthesis of all the data and ideas generated during the process. A draft concept plan with preliminary recommendations was presented to the city and advisory committees in August 2007 with staff critique helping to shape the final document. Additionally, individual briefings were conducted with members of the City Council which afforded them the opportunity for input and comment. A long-range vision for the Metcalf Corridor has emerged. Combining new jobs and economic opportunities with an infusion of new residential units and mixed-use commercial buildings, improved landscaping and streets will create an environment that will enhance not only the Metcalf corridor but the entire City of Overland Park. Findings: Based on assessment performed by Economics Research Associates (ERA), it was evaluated the likelihood that the Metcalf Corridor could achieve the density targets established


by Vision Metcalf process. ERA has concluded that the proposed Vision Plan is realistic and supportable over the long term. Recommendations: Importantly, ERA’s market research suggests that:

The Metcalf corridor submarket is located in Johnson County, an area expected to generate significant long-term population and high value employment growth.

While the majority of current or planned new construction investment is located in greenfield development sites to the south, the Metcalf corridor is ideally located to support urban infill investment particularly if the public sector were to accept a partnership position in supporting the conditions required to attract such redevelopment attention the local market.

As with other infill projects underway such as East Gateway in Mission, Kansas, the Vision Metcalf Plan offers the community a ―transformative‖ redevelopment concept within the local and regional marketplace; there are no contemporary examples of mixed-use residential over retail undertaken in the local or regional marketplace at this scale.

Although mixed-use redevelopment is a relatively untested product in the marketplace, pipeline projects in adjacent submarkets indicate interest in infill redevelopment is growing. The Vision Metcalf Plan provides the City of Overland Park with a road map to retain and enhance the Metcalf Corridor’s competitive position within the larger regional market and capacity to capture a larger share of regional growth.

The Initial Investments Map represents a series of recommended initial investments for the Metcalf corridor that emerged during the Vision Metcalf process. These specific investment opportunities have been identified due to their potentially catalytic ability to spur additional investment and redevelopment. The timing of these investments is flexible, but the long-term success of the Plan may depend on a strategic investment plan. The projects listed on the map vary in type and scale and will likely require a variety of financing techniques as well as cooperation with both Johnson County and the private sector.


Study Title: Leavenworth County Comprehensive Land Use Plan Sponsoring Agency: Leavenworth County Year Completed: 2008 Purpose: This document serves as the official policy document to guide future growth and development in the non-urban portions of the County. Background: The plan addresses a variety of issues including guidelines for future development, long term land use, and infrastructure needs. Some of the key transportation issues identified include increasing access to the metropolitan area by identifying additional north-south and east-west routes. It also states a need for improved highway access to major transportation networks, including air travel. The County provides a clear growth planning policy to maintain a low density lifestyle in portions of the County, while encouraging orderly development close to existing cities.

Findings: A number of projects are identified in the document for further study. These include:

K-32 from 142nd to Linwood

County Road 5 from Tonganoxie to Leavenworth

State Highway 5 from I-435 to Leavenworth

And Highway 92 from Leavenworth into Missouri

Recommendations: The plan includes land use classifications that define a preferred land use plan for the County. The plan identified growth areas and agricultural preserves. A future network of streets and highways are identified.


Study Title: Miami County Comprehensive Plan Sponsoring Agency: Miami County Year Completed: 2004 Purpose: The Plan is intended to be a guide for the future development of unincorporated Miami County. The Comprehensive Plan is the official policy guide for the physical and economic development of the County. Background: Miami County is largely rural with a population of approximately 30,000. Approximately 80 percent of the total acreage of land in the county is agricultural and a majority of the unincorporated area is zoned for agricultural purposes. There are approximately 900 miles of gravel roads in the county and approximately 200 miles of paved roads. Four major highways traverse the county – I-35, K-68, 169 Highway and 69 Highway. Except for K-68, which is an east-west highway, all the major highways provide convenient access to the Kansas City metro area.

Findings: The changes made with this 2004 plan can be summarized as follows:

• Creating ―Village Expansion Areas‖ around the villages of Hillsdale, Bucyrus and Wagstaff due to their proximity to major highways and the existence of and opportunity for sewer and/or other infrastructure expansions in the future.

• Strengthening the growth management concepts related to encouraging higher-density

growth to locate in the cities and their Community Growth Areas. • Creating policies and criteria to be used when cities request an expansion of their

Community Growth Areas. • Developing the concepts of a future County park system based on linear trails that link

cities and other recreation areas. • Laying the groundwork for studying the area along K-68 Highway between Paola and

Louisburg as a development corridor. • Recognizing the intersection of 69 Highway and 311th

Street as an "Area of Regional Significance" based on its location and the existence of commercial zoning at this location


Study Title: City-Wide Master Plan Sponsoring Agency: Unified Government of Wyandotte County Year Completed: 2008 More Information: http://www.wycokck.org/Dept.aspx?id=7822&menu_id=1032&banner=15284 Purpose: The Unified Government Master Plan is a document that was prepared to reflect the values and needs of Wyandotte County. The 2008 Unified Government of Wyandotte County / Kansas City, Kansas City-Wide Master Plan (Master Plan) is a planning guide designed to achieve the community’s vision of a forward looking, environmentally minded city with development that supports healthy neighborhoods. Background: The Transportation element identifies a balanced transportation vision for the city that includes recommendations for all modes including vehicles, mass transit, pedestrians and bicycles. The plan describes a local functional classification and provides typical section standards. The plan is multimodal in nature and emphasizes public transportation.

Findings: Wyandotte County is mostly developed. However, there are locations along I-435 that are being developed at high levels of intensity. In addition, the plan identifies the redevelopment of the Indian Springs Mall area and densification of the State Avenue corridor. The West Village area is shown to increase as an activity center, by adding office space to the retail/entertainment mix. This new development center may have impacts to transportation.

The plan does not focus on identifying new roadways, rather to maintain and enhance existing roadways and interchanges. An emphasis is placed on the development of a Bus Rapid Transit (BRT) on State Avenue and providing improved routes that connect to the BRT route. Other strategies include use of access management and visual aesthetics to improve traffic operation and visual quality.

http://www.wycokck.org/Dept.aspx?id=7822&menu_id=1032&banner=15284


Recommendations: Mass Transit an essential component of the Green City by encouraging alternative modes of transportation. The following corridors will be planned to support future Bus Rapid Transit (BRT) and potentially a fixed Light Rail Transit (LRT) or other fixed guideway transit technologies. The intention of transit improvements is to connect residents to employment areas, regional retail areas and other major destinations. • State Avenue (7th Street Trafficway to Hutton Road) • I-70 (Downtown Kansas City, Kansas to Downtown Kansas City, Missouri) • 7th Street Trafficway (State Avenue to I-35) • Rainbow Boulevard (I-35 to Johnson County Line) • West 39th Avenue (Connection to Kansas City, Missouri) The plan encourages implementation of a BRT route on State Avenue. Additionally, the plan suggests that corridor plans be prepared for the major arterial routes that examine access, setbacks, signage and lighting. Also, an examination of traffic calming and the reintroduction of boulevards on major routes.


Study Title: Outlook 2040 Sponsoring Agency: Mid-America Regional Council Year Completed: 2010 More Information: http://www.marc.org/2040/documents/draftplan Purpose: Transportation Outlook 2040 provides a framework for addressing how the region will manage, operate and invest in Great Kansas City’s multimodal transportation system for several decades. Required by the federal government, this regularly-updated plan lays a foundation for the kinds of plans and projects that provide the best solutions to the challenges and opportunities that the region faces. Transportation Outlook 2040 identified needs and budgets for federal transportation funds that the metro area expects to receive over the next 30 years. It also contains:

• A long term vision for the region’s transportation system, • Goals for the region to achieve by the year 2040, • Strategies and measures for accomplishing goals, • Issues that will require further planning, and • Lists of future transportation investments.

The plan addresses projected population growth, maintenance of transportation facilities, safety, quality of live, preserving the human and natural environment, coordinating transportation and land use and integrating current and future transportation across all transportation modes. Background: Initiated in August of 2008 and led by the Long Range Transportation Subcommittee, Transportation Outlook 2040 was developed in three specific planning phases:

• Phase I: Establishing values, needs, and policy direction • Phase II: Strategy formation and project solicitation • Phase III: Project prioritization and plan development

Phase I built a strong foundation for the development of the plan. MARC conducted extensive public and committee engagement around high level values, needs and goals, and the phase culminated in the adoption of an underlying policy framework by the Total Transportation Policy Committee in March of 2009.

Phase II set out to identify the strategies and public investments needed to achieve the goals in the policy framework. Once again, MARC collected committee and community input – including conducting a daylong, interactive open house on June 3, 2009 – to build a comprehensive list of supporting plan strategies. The policy framework and strategies were incorporation into a region-wide solicitation for transportation projects that resulted in over 600 transportation project nominations consisting of roadway, transit, bicycle/pedestrian, system management and activity center needs.

Phase III centered on analyzing the regional project solicitation, establishing financial capabilities, identifying investment priorities and creating the final plan.

http://www.marc.org/2040/documents/draftplan


POLICY FRAMEWORK – Plan Goals

The Transportation Outlook 2040 policy framework was formed to support the regional vision adopted by the MARC Board of Directors in pursuit of a sustainable region and to help describe the role of transportation in achieving it. The policy framework serves as the foundation of the long-range transportation plan. It has directed the development of objectives (and strategies for achievement) and key measures to track regional process over time. Additionally, the policy framework plays an important role in articulating the region’s position on State and Federal transportation, legislation and investments. . Regional Vision:

Greater Kansas City is a sustainable region that increases the vitality of our society, economic and environment for current residents and future generations.

Transportation Vision:

A safe, balanced, regional, multimodal transportation system that is coordinated with land use planning, supports equitable access to opportunities and protects the environment.

Transportation System Goals:

• Acessibility: Maximize mobility and access to opportunities for all area residents.

• Climate Change and Energy Use: Decrease the use of fossil fuels through reduced travel demand, technology advancements and a transition to renewable energy sources.

• Economic Vitality: Support an innovative, competitive 21st-century economy.

• Environment: Protect and restore the region’s natural resources (land, water and air) through proactive environmental stewardship.

• Placemaking: Coordinate transportation and land use planning as a means to create quality places in existing and developing areas and to strengthen the quality of the region.

• Public Health: Facilitate health, active living.

• Safety and Security: Improve safety and security for all transportation users.

• System Condition: Ensure transportation system is maintained in good condition.

• System Performance: Manage the system to achieve reliable and efficient performance.


Study Title: Johnson County Gateway I-435/I-35/K-10 Interchange Study Sponsoring Agency: KDOT Year Completed: 2010 More Information: http://www.jocogateway.com/

Purpose: The study will develop design concepts to address increasing traffic volumes, congestion, interchange pavement condition, access issues and safety on the interstates, ramps, and side streets in the area. The study will produce a preliminary design concept for improving the interchanges and a prioritized list of recommendations for better moving traffic safely and efficiently through the area. The ultimate design concept will include phased improvements that can be constructed as funding becomes available.

Background: This interchange is a focal point for regional and local traffic in Johnson County. The study area includes two highway-to-highway interchanges, seven highway-to-local road interchanges, and the mainline for K-10, I-435 and I-35 in the vicinity of those interchanges. Traffic counts were compiled and a traffic model was developed to simulate future year traffic operation. The results from the 2040 traffic simulation model show an increase in travel times through the interchange area. Findings: The first study phase has produced the following Statement of Purpose and Need: ―The purpose of this study is to develop an ultimate interchange concept which facilitates traffic and can be implemented in phases supporting both economic development and quality of life. Due to the anticipated increase in the movement of people and freight in and through the interchange area, the study will consider a range of multimodal approaches to meet current and future transportation needs through the year 2040. The study will respond to these needs in a manner that improves safety, mobility, and access.‖

http://www.jocogateway.com/


Study Title: K-7 and I-70 Interchange Sponsoring Agency: KDOT Year Completed: ongoing More Information: http://www.k7andi70interchange.org/

Purpose: Building on the success of the K-7 Corridor Management Plan (2006), the Kansas Department of Transportation (KDOT) has started the preliminary design of the new K-7 and I-70 Interchange in Bonner Springs. As part of the process, KDOT is examining:

What growth, development, and traffic are occurring at the interchange today What may occur in the future How they can work with the community to complete the design and plan for construction

of the new interchange.

Background: The K-7 Corridor Management Study divided K-7 into three different sections extending from the 223rd Street Interchange in Miami County on the south to K-5/Muncie Road in Leavenworth County on the north. The K-7 and I-70 Interchange was examined as part of Section 2 of the Study.

The existing K-7 and I-70 Interchange in Bonner Springs is a major system-to-system interchange. KDOT and its local partners are managing the K-7 Corridor by planning for large growth in this area. The K-7 Corridor Plan resulted in a new conceptual improvement alternative for the interchange. The preliminary design of the K-7 and I-70 Interchange Concept will respond to the area’s increasing capacity and economic development needs, while improving safety. Immediate improvements will involve the construction of a second left turn lane onto southbound K-7 at the I-70/Canaan Center Drive intersection to reduce bottlenecks. Construction of the turn lane will be completed during the summer of 2009.

http://www.k7andi70interchange.org/

http://www.k7andi70interchange.org/today/

http://www.k7andi70interchange.org/tomorrow/K7_I70_interchange_study%20pg2.pdf


Findings: The design of the new K-7 and I-70 Interchange will include several phases of improvements. Currently there are two phases planned for the project. Phase 1 involves KDOT design and construction of the west half of the interchange. Construction will begin as soon as funding becomes available. Phase 2 includes construction of the remainder of the interchange (likely in multiple phases), which may not be fully completed for several decades after the completion of the first phase.


Study Title: US-56 Corridor Management Plan Sponsoring Agency: KDOT Year Completed: Ongoing More Information: http://www.us56corridorplan.org/ Purpose: The Kansas Department of Transportation (KDOT) and its partners will be working together during the next 15-months on a corridor management plan for a 22-mile stretch of US-56. The corridor planning area spans from US-59 west of Baldwin City in Douglas County to I-35 on the northeast edge of the city of Gardner in Johnson County. The purpose of this Corridor Management Plans is to create strategies for preserving the function of US-56 by studying how to maximize safety and efficient traffic movements while providing reasonable, safe access to adjacent development. Background: The 22-mile stretch of US-56 in the corridor planning area spans from US-59 west of Baldwin City in Douglas County to I-35 on the northeast edge of the city of Gardner in Johnson County. The corridor includes stretches of rural and agricultural uses, commercial development, major parks, and natural areas. It also has viable access to highway, rail, and air, making it a desirable location for future development. Most corridor residents live in Baldwin City, Edgerton, and Gardner.

Findings: A corridor management plan is being completed that will outline a strategy to achieve the project goals. This project will include analyzing traffic conditions and recommending projects and actions that will maintain or improve traffic operations as the corridor develops. In addition, the access management plan will examine how to provide safe access to adjacent development. The study will include a land use/economic development component that will help determine what future development may look like.

http://www.us56corridorplan.org/


Study Title: Kansas City Regional Freight Outlook Sponsoring Agency: MARC Year Completed: 2009 More Information: http://www.marc.org/transportation/freightoutlook/overview.htm Purpose: The Kansas City RFO is intended to guide and manage the anticipated growth of freight in the Kansas City region. The study identifies freight infrastructure needs and assesses Kansas City’s regional transportation advantages, resulting in targeted messages for the region. Furthermore, the project outlines a freight strategic plan that seeks to help the region remain a vital national freight transportation hub and to attract freight growth. The study provides recommendations regarding long-range infrastructure planning that are targeted to support growth in new freight-based investments in our region. Background: The project included the completion of a number of tasks including:

• Freight Infrastructure Investment Plan: This infrastructure element discusses the investment in freight related transportation facilities that is needed to sustain and grow the network.

• Profile of Freight Flows: This element is to identify and target freight-related economic

growth and areas for retention, recruitment and expansion.

• Regional Freight Assessment: This element assesses freight-related qualities and characteristics that make the region attractive to new or expanded businesses.

The study area includes the counties within the MARC Metropolitan Statistical Area and the Kansas City SmartPort service area. Missouri: Buchanan, Clinton, Livingston, Platte, Clay, Ray, Jackson, Lafayette, Cass and Johnson. Kansas: Atchison, Shawnee, Leavenworth, Wyandotte, Douglas, Johnson, Franklin and Miami

Findings: The study included the following recommendations:

• Increase data collection efforts to track freight performance: Create a truck travel demand model to monitor growth, identify areas of truck-specific congestion and project future truck traffic volumes. Expand and enhance the capabilities of KC Scout, related to traveler information

• Foster Public/Private Partnerships (PPPs): Develop partnerships between public

agencies, public authorities and private owners to make freight transportation investments. Kansas City SmartPort and the MARC Goods Movement committee are two established ways that could continue to foster PPPs in the region.

• Institutionalize freight in the transportation planning process: Reflect freight

factors in project selection and prioritization.


• Position the region to capture growth in emerging markets: Leveraging the region’s manufacturing history and base to transition into emerging ―green‖ industries is a potential growth opportunity.

appendix f related studies introduction€¦ · lawrence-dgco lrtp f-13 long range transportation...

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