"fi_‘rT!*,d ~ ' ‘:1 Fd~\ %®[@§@§ “n'u1J\r.-W-:>n[;sE'*~‘~ M\@u1]'u%1©n':auTr\t? FH9% .4‘ -'1',:',_1. mi 1 .'/Y. - _ . :44 ' ~‘,l\- - -,,,;; - ‘ ' 34 - -e rr M V’ K A N s A 5' Y ‘I’ 0 "3 0 K |. A I-j;“(‘)‘M A f‘Q ‘T£~ Y *1“ ELDCRADO“ '-PROJECT COST HOWARD, NEEDl.ES,TAMMEN & BERGENDOFF kunsas city \] I J THE UNIVERSITY OF NHCHIGAN UBRARIES KANSAS TURNPIKE AUTHORITY Gale Moss, Chairman 0. W. Davis M. Byron Gourley Allen Hodnett Francis Jacobs Sen. E. Bert Collard // Rep. Will Townsley \j\ ANSAS URNPIKE Kansas City to Oklahoma Border “ENGINEERING REPORT ) q?\\¢7¢*fl”“L»w §;‘»J\ A Q INVESTIGATIONS Q ROUTE LOCATION ' PROJECT COST AUGUST I95-I-I IEjCDVVAJRED.l1EEEJDl_E£5,1UAh4h4EHq Ii E3E]QC;EHq[)C>F1r ”' c O‘N s u L'Tl N e IzIul(":'l"3-?>LO through direct contact with owners of the utilities involved. The aid of reputable local real estate appraisers was utilized in estimating the cost of land to be acquired for right of way. Construction quantities as well as all other principal items have been determined as accurately as could be accomplished short of final detailed construction plans. Estimates of cost are believed to be realistic and conservative. Extending from 18th Street and Muncie Boulevard in Kansas City, Kansas, to the Kansas-Oklahoma border by way of Lawrence, Topeka, Emporia, El Dorado and Wichita, the proposed superhighway will have a total length of 236 miles. The cost of the project exclusive of interest during construction, interest reserves and financing charges is estimated to be $140,000,000. Two full construction seasons will be required to complete the project. Assuming that the bonds will be sold early this fall, the period prior to Spring of 1955 can be effectively utilized for surveys and plans and for acquisition of right of way. Principal grading and structure contracts could then be awarded in March, 1955, with completion of the project to be scheduled for the fall of 1956. The~ proposed facility has been quite appropriately referred to as the “Gateway to the Southwest”. With direct connection to the planned turnpike net- work in Oklahoma which in turn extends southward to the projected turnpikes in Texas and with similar current developments in Illinois and Iowa, the Kansas Turnpike will indeed be an important link in joining the eastern turnpikes with the Southwest. The Kansas facility will likewise have a strategic position as a link in the emerging East-West Transcontinental Superhighway. Sincerely yours, HOWARD, NEEDLES, TAMMEN & BERGENDOFF \ M os. Sorkin TABLE OF CONTENTS Introduction Advantages of Turnpike Route Location Route Surveys Soils and Geology Design Criteria Appurtenances Utility Adjustments Right of Way Construction Costs Construction Schedule Maintenance and Operation Costs Plates 1 Interstate Highway System and Turnpikes 2 Kansas Turnpike 3 Soil and Geological Data 4 Progress Schedule and Fund Requirements Figures 1 Connections to Kansas City Area 2 Kansas City Interchange 3 Connections to Topeka Area 4 Connections to Wichita Area 5 Typical Turnpike Cross Section 6 Typical Underpass Structure 7 Typical Overpass Structure 8 Arkansas River Bridge at Wichita 9 Kansas River Bridge at Lawrence 10 Typical Trumpet Interchange 11 Typical Toll Collection Station 12 Service Area with Restaurant 13 Organization Chart Appendix Page 12 19 21 28 41 47 48 50 52 57 4-5 10-11 24-25 54-55 13 14-15 16 18 32 34-35 36-37 38-39 38-39 40 43 45 58 -..~ - I.-:9 wit; 4"‘ M II» 1!l,1lHOIfi|H "' I HIM ntuu um 1” :11‘- " Q-‘Fr-nib 9*-wk’ I "V" L KANSAS TURN PIKE ENGINEERING REPORT IN TRODU CTION Typical of the West Central States, the Kansas public highway system, as it is now known, has been planned and in a large measure con- structed approximately twenty to thirty years ago when traffic density was less than half of the present volume. At that time the principal aim of the highway construction program was to provide all-weather roads between communities. The determination then was to stretch available funds to the utmost, toward that end. With the relatively light and slow traffic and the consequent insignificance of functional economy, little consideration was given to alignment or .to grade, or to sight distance. In contrast to the pres- ent concepts of highway economics, the highway construction program was completely dominated by considerations of first costs with little or no re- gard for functional requirements. Since then, improvements have been made. These, however, have been necessarily sporadic with the result that at present, with few exceptions, the public highways are made up of improved links alternated with the substandard parts -relics of the original construc- tion, plagued by fundamental weaknesses of location, alignment, grade or sight distance. At best, the condition is irksome to the motorist; at worst, travel is painful, laborious, and hazardous. On improved portions of the highway, traffic quite naturally accelerates. Deceleration on the obsolete links is often not too promptly adhered to, with occasional disastrous re- sults. On lightly travelled roads these conditions are still tolerable. Where traffic is dense, travel on the obsolete facilities is accomplished in condi- tions of ever-present elements of hazard. Under these circumstances it is universally recognized that the price of good roads is being exacted from the motorist irrespective of whether we have the good roads or not. The price is paid either by toll or tax which is used to amortize the cost of the good road travelled, or the price is paid by direct economic loss in travelling excessive distances on circuitous routes, in excessive cost of operation of vehicles and in loss of valuable time on the obsolete roads° Limited public funds available for highway construction hold little hope for remedying these conditions in the foreseeable future. Hence, Kansas officials and the public, recognizing these conditions and the economic loss resulting therefrom, have given their endorsement to financ- ing the construction of modern highway facilities by collection of tolls for the use thereof. The financial success of the turnpikes in operation con- stitutes the best indication of the willingness of the public to pay direct toll for direct and immediate benefits by way of comfortable, safe driving on a facility designed to serve the modern automobile and truck. The State Legislature of Kansas, during its 1953 Session, enact- ed legislation creating the Kansas Turnpike Authority with powers “to con- struct, maintain, repair and operate turnpike projects and to issue revenue bonds of the Authority, payable solely from revenues to finance such pro- jects". In August 1953, preliminary studies were initiated to bracket the range of economic feasibility of a toll road project extending from Kansas City west and south to the Oklahoma border. Results of these studies, as summarized in a report dated April 1954 entitled “Kansas Turnpike; Ex- ploratory Investigations of Economic Feasibility", indicated that potential net revenue to be derived from tolls might be adequate to amortize the cost of the project. More detailed investigations of the engineering aspects of the route, as described in this report, were then undertaken. Photogrammetric surveys of the entire route were obtained and used for establishingafixed location and grade and for determininga sound engineering estimate of project cost. Along with these studies of line and grade, investigations have been made of other important aspects of the project. Reputable real estate appraisers were employed to estimate the cost of right of way. Conferences and site inspections were arranged with State and County Highway Officials in order to have tentative agreements as to requirements by way of grade separation facilities and structures. A complete survey was made of utility adjustments and relocations as will be required for the Turnpike; contact was established with owners ofthese utilities and their cooperation was engaged in determining requirements and costs° The two hundred and thirty six mile superhighway will be a modern four-lane divided facility constructed in accordance with highest standards as regards alignment, grade and sight distance. It will have all the safety features known and recognized as essential for present day motor traffic. Ingress and egress will be limited to the two terminals and to ten intermediate points. West of Chicago, as a limited access highway, it will be of record distance and will constitute an important link in the transcon- tinental system of turnpikes spreading westward and southwestward across the country. It is well within the realm of possibility that within the next few years, one may be able to travel from Augusta, Maine, to the Gulf Coast in Texas without ever leaving the superhighway system. Plate 1 shows the developing network of turnpikes including facilities in operation, projects in various stages of planning and construction and the key position occupied by the proposed Kansas Turnpike in the looming transcontinental system. Acknowledgments The investigations have been greatly benefited by wise counsel and advice of Mr. R. C. Keeling, Chief Engineer, Kansas State Highway Commission and members of his staff and by the aid extended by many County Highway Officials. Grateful acknowledgment is made of their cour- tesies and cooperation° "F. I ' '-';,h'I;' I ' ,_f'_ . A . ~.,_-;~¢:1‘fp_q_;_'.(.:, . '1'; . , _ . tn,‘ INTERSTATE HIGHWAY SYSTEM HOWARD, NEEDLES, TAMMEN 81 BERGENDOFF Q--Q.-_ s:It‘.II rum: ‘“ " M -- ,, MIAR1I.I.(T bf I \ .'~- I AND TURNPIKES LEGEND — PROPOSED KANSAS TURNPIKE _ TOLL ROADS IN OPERATION I-II TOLL norms UNDER CONSTRUCTION A 00". FEASIBILITY sruov AUTHORIZED - 00000 PROJECTED TOLL ROADS . WINTERSTATE HIGHWAY I00 0 I00 200 300 400 E-E-B-~ ' SCALE IN MILES Y:g l'{‘-Ilv 4 . *'€__-.. . .»~~-. Sl OITX F‘!II..I..S I I ' j - \ ) ca 1' --~——-**\9/ sumunmi ~<- .1-, I ' V '1. I a II ' NAP‘ ‘ - tnuiA- 1/ v I- \.. of fi//5;(/a ( ADVANTAGES OF TURNPIKE The preamble to the Act creating the Kansas Turnpike Authori- ity expresses quite vividly the fundamental reasons for the concept of financing construction of superhighways by collection of tolls for the use thereof. “WHEREAS, The registration of cars and trucks in Kansas has more than doubled prewar registration figures and the traffic today has passed the projected figure which the automobile industry thought would not be reached until 1970; and WHEREAS, This traffic must for the most part operate on roads and highways which were origin- ally constructed many years ago and were not engi- neered for the size, weight and volume of vehicles now using the-same; and WHEREAS, A large proportion of the state highway commission’s funds must now be expended for repair, improvement and maintenance of these old roads thus leaving a comparatively small amount to be ex- 7) pended for new roads and highways .... .. The present major routes serving the areas traversed by the pro- posed Turnpike are in general among the most heavily traveled in the State and appear to be among the better maintained roads. However, many parts of the highway network are narrow, with sharp curvature and steep grades; likewise, the distances between communities along the highway are well in excess of those along the proposed Turnpike. Advantages by way of distance between traffic generating centers along the proposed routeare as follows: Kansas City to Lawrence and Topeka The two principal routes available between Kansas City, Lawrence and Topeka lie one on each side of the- Kansas River. The northerly route, via U.S. 24 and US. 40, affords the best access to the business districts of the two Kansas Cities through routing over State Avenue and the Intercity Viaduct. From Kansas City, Kansas, U.S. 24 — U.S 40 heads due west for some twenty miles and then southwesterly to Lawrence passing through two small towns. A mile north of Lawrence U.S. 24 and US. 40 separate with the latter crossing the river to Lawrence and U.S. 24 continuing westward in the Kaw Valley to Topeka and enter- ing the city by way of US. 75 and Topeka Avenue. The alternate route between Kansas City, Lawrence, and Topeka is Kansas Route 10 which coincides with US. 40 between Lawrence and Topeka. Leaving Kansas City on Southwest Boulevard, Kansas Route 10 remains south of the Kansas River to Lawrence, passing on the south of the city. Joining US. 40, this route leaves the Kaw Valley to wind west- erly to Topeka over sharply rolling hills. It provides direct access to the Topeka Business District along 6th Avenue. Both routes cover approxi- mately 43 miles from Kansas City to Lawrence and 68 miles from Kansas City to Topeka. The Turnpike route is approximately 39 miles to Lawrence and 61 miles to Topeka, thus affording corresponding mileage savings to the motorist. Kansas City to Emporia and I‘/ic/2 ita The most travelled highway route from Kansas City to Emporia and Wichita parallels and at times is identical with the Old Santa Fe Trail by which wagon trains travelled from Westport Landing in Kansas City to Santa Fe, New Mexico. Designated as U.S. 50 and US. 50-S, the route winds southwesterly passing through numerous towns to Ottawa and then continues west and southwest to Emporia. Westward from Emporia to Newton, U.S. 50-S traverses long expanses of rolling prairie land. From Newton to Wichita the route follows US. 81, a four lane divided highway of high standards. This section has the highest traffic density of all rural highways in the State of Kansas. An .alternate route used between Emporia and Wichita through El Dorado is provided by US. 77 and U.S. 54, entering Wichita by way of Kellogg Avenue. Present routes cover approximately 120 miles between Kansas City and Emporia and 219 miles between Kansas City and I\ichita. The Turnpike route reduces the mileage traversed to115 miles from Kansas City to Emporia and 193 miles from Kansas City to Wichita. The. total length of the Turnpike from Kansas City, Kansas to the Oklahoma Border is 236 miles while the distance between these terminals is 270 miles by existing routes. Topeka to Emporia and Wichita The present route from Topeka to Emporia extends almost due south from Topeka on US. 75 to a junction with U.S. 50-S and thence west to Emporia on US. 50-S. Alternate routes from Emporia to Wichita are as previously described. By way of existing routes the distance between Topeka and Emporia is 70 miles, between Topeka and Wichita 170 miles and between Emporia and Wichita 99 miles. Corresponding distances on the Turnpike are 58 miles, 136 miles and 86 miles respectively. Wichita to the Oklahoma Border and South The major highway south of Wichita to the Oklahoma Border is U.S. 81 which lies along the old Chisholm Cattle Trail to Oklahoma City. This route traverses the flat tableland terrain of the Arkansas River basin. The Turnpike route lies in almost the same area thus affording little if any mileage saving. Advantages of Kansas Turnpike The proposed Turnpike will provide numerous benefits, both tangible and intangible to the user of the facility and the State in general. While many of these benefits are economic and result in actual dollar savings to the public, there are others, which though providing no monetary gain, are often even more compelling. Some measure of public attitude toward these tangible and intangible benefits is given by the fact that almost all major existing toll facilities have far exceeded their anticipated traffic loads. Of the tangible benefits one of the most direct is that of vehicle operating costs. Specific reduction of distances as mentioned above con- stitutes a corresponding direct saving in cost of operation. Flat grades, no stops and the ability to maintain near constant speeds over all terrain likewise favorably affect operating costs. While accident reduction experienced on superior facilities is often considered as the major intangible item, there is a real monetary saving to the public in reduction of accidents. Urban figures indicate an accident cost differential of three-quarters of a cent per vehicle-mile be- tween city street,and expressway traffic. A somewhat similar pattern would be expected on rural roads. Time saving is also considered to constitute a tangible benefit to the motorist. This can be definit.ely substantiated in the case of motor transports where time is represented by wages as a principal factor. While it is a great deal more difficult to assign such a value to the pas- senger vehicle, it has been demonstrated that the automotive public does place a strongemphasis on time saved and that this often overshadows the more direct savings. Constructed in accordance with highest standards, the Kansas Turnpike will offer the patron numerous other inducements in the form of travel comfort and reduced fatigue. The motorist will be relieved of all hazards of crossroad traffic. In contrast to the usual distractions along the highway frontage, the Turnpike will retain the natural surroundings and will have landscaping where necessary to improve the appearance of the country- side. The standards of repair and maintenance will of necessity be higher to meet the traffic needs and demands of the paying public. The service areas will provide convenient, attractive and desirable facilities in con- trast to the often inaccessible restaurants ofvarying standards found along most highways. By diverting heavy truck traffic and large volumes of through traffic from existing highways, the Kansas Turnpike will benefit the State and the- several communities through which the present highways are routed. The State, in general, will thus benefit from reduced maintenance -costs of pavements and shoulders caused by heavy trafficand the adjacent cities will further benefit from the elimination of congestion on existing roiites; permitting better .service for .loc al needs. It is.aIso probable that financing’the cost of ‘a badly needed facility by revenue bonds, rather than taxes, will release these latter funds for use in improving other highways in the State, thereby benefiting areas not directly affected by the Turnpike. ToN0rthPIam- N E B R _....-..._..,__“_I_‘1"I°‘dr“-‘3_°___ ____ ___ ToHastmgs bl.‘ -"_I-In .--8.3“- ._ - H II_-‘_-_"a.I_ "-50 (_ \-"—“a u_--_ I ,_ ' ' '1 DECATURT -NBIZ-lTg\l. . I . T o 29‘ [ Q - - 1* am I I I l ' I I I I ‘ _' _ I . : _ _ D " I I ‘- V I PhIIIIpsburg | . - -HODGEMAN ' -F _ - - - I l~ ' I edmme Lodge [1 E51 CLARK Im ' “ COMANCHEI BARBER .- --4 .'_I-_.IT—°~ :d__-I_-.‘ .-m°—_-_II_..—.I—26I‘-II I. ~'‘ ‘K ” I. [DA @ [ HOWARD, NEEDLES, TAMMEN a BERGENDOFF To Lmcoln MARSHALL,’ ] A S K A I -uh I j I .§AQN§__ -.li@Enw§9uj .| I MARION - . - . ' I I _____ j I . " .;_MoRRIs _____ . J h ' ._.,_._-_. El‘:-:1;_. .‘ \. 7 I I'\ 2 \.c) a’ I TFO, ._, S" 'ooIr~IIPH AN . PLATE 2 I j V , Newton . l I I 3- 7, L I HARVEY " .' SEDGWICK " 1 .1, I I? 6} T U $C¢LE I §0UTH HAVEN, I RRPER _ C -.._..._..c- --._' ' — ' ' _ "_" "_'To'En'..'1"_"I11 TBEi;II¢'>¢n'Tcn;-_ '_ -"__ ] H O M A -_,—¢ LEGEND + PROPOSED INTERCHANGE KANSAS TURNPIKE I6 24MILES Q PROPOSED coI~IcEssIo~ AREA 1 Q‘. ,_ 1.--5-I-I.‘-' JQRQHOIICIW S ROUTE LOCATION Location of the Turnpike is shown on Plate 2. A detailed line and grade traverse of the route is contained in the “Preliminary Plans”. At the east end, location of the Turnpike is dictated primarily by considerations of available and future avenues of access to Kansas City, Kansas, and to the Metropolitan Area. At present, north of the Kansas River, there are two west routes leading into Kansas City, Kansas, i.e., U.S. 24 — U.S. 40 and Kansas Route 32. U.S. 24 — U.S. 40 follows State Avenue for approximately three miles through the City and thence by way of the Intercity Viaduct to Kansas City, Missouri. Kansas Route 32, to the south, enters the City by way of Reynolds Avenue, then along Central Avenue to the east parts of the City and along existing thorough- fares to Johnson County and to Kansas City, Missouri. Along either of the two routes traffic within the City is quite dense, and at peak hours travel is laborious. The presently unimproved Muncie Boulevard, located along the north bank of the Kansas River between the Union Pacific Railroad and the bluffs, extending from the west city limits at Mattoon Road to the Seventh Street Trafficway, offers the best potential for development as an arterial thoroughfare. Improvement of Muncie Boulevard and extension thereof to the north by way of Fifth Street Trafficway to the Intercity Via- duct, will afford excellent access to the heart of Kansas City, Kansas, to Kansas City, Missouri, and to Johnson County. Dispersal of traffic can thus be effected by the intersecting trafficways at 18th Street, at 7th Street, at Central Avenue and its viaduct to the east and at the Intercity Viaduct. City Authorities, State Highway Officials and other interested agencies have in the past recognized the advantages of this potential circumferential city route. Under the impact of the imminent realization of the Turnpike project the City of Kansas City, Kansas in cooperation with the State Highway Commission and the Bureau of Public Roads, has initiated definite steps for planning of the Muncie Boulevard project, with the aim of having it completed at the time the Turnpike is to be opened to traffic. The Muncie Boulevard route has now been designated as a part of the Interstate Highway System, to serve as a link between the west end of the Intercity Viaduct and U.S. 24 -— U.S. 40 west of the city limits of Kansas City, Kansas. This will be partly a six-lane and partly a four-lane, divided facility of limited-access expressway standards. -12- BONNER ‘ SPRINGS W BONNER SPRINGS INTERCHANGE __ ._ Ifflsfls II D O 0) m 2 Figure 1. ‘Connections to Kansas City Area The east terminus of the Turnpike is located on Muncie Boule- vard at 18th Street. The Muncie Boulevard project will thus constitute an eastward extension of the Turnpike. With Muncie Boulevard developed as indicated, Turnpike traffic with origin and destination in Kansas City, Missouri, and the highway network radiating therefrom will be served directly by the Intercity Viaduct, the new Sixth Street Trafficway and the recently completed Paseo Bridge. Limited-access facilities will thus be afforded to Turnpike traffic through the Metropolitan Areas and connec- tions will be had with all present thoroughfares and future traffic arteries envisaged in the trafficway plans of the Area. The relation of these routes to the Turnpike is shown in Figure 1. -13- vi:-".w',.g,~ ~-W-'*"~-'-Pr“ \°-‘..‘-I 1-1-ml Figure 2. Kane! kt As illustratedin Figure 2, a braided interchange, at 18th Street, just north of the Union Pacific.Railroad yards, will provide complete con-' nections for northbound and southbound traffic: as well as for eastbound tr_affioalong Muncie Boulevard. '-For traffic: with origin anddestination in the north and west parts of Kansas:~City, Kansas, a secondainterchangeis provided with Route 32._.and- Mattoon Road at the city limits.of Kansas City, Kansas. From Kansas City the Turnpike follows alniost/a direct,west -14- Kansas City to Topeka , l _ f . . b-;'_ _ ]y (me 1-change . J 1 1 1 1 ‘] 1 course to an intersection with Kansas Route 7 north ofBonner Springs. At this point a cloverleaf'type interchange will be provided. The inter- change will include a barrier-type toll collection facility which will serve as a terminal toll station. This interchange will serve local suburban traf- fic: and will tap traffic having origin and destination in the areas of Leavenworth and Atchison to the north andJohnson County to the south. A mile long spur will be constructed connecting the interchange with the junction of U.S. 73-and U.S. 24- — US. 40. The route follows then a southwesterly direction, through sharply rolling, partly wooded terrain, dipping down toward Lawrence and crossing the Kansas River approximatelr one mile north thereof. The Lawrence Interchange is to be located approximately one and one-quarter miles due north of the junction of U.S. 4-D, U.S. 59 and Kansas Route 10. To effect the connection with this junction an existing secondary road between the interchange and Kansas Route 10 will be improved to acceptable stand- ards. The interchange with the improved spur will afford excellent access to downtown Lawrence along US. 40, to the University of Kansas campus along Kansas Route 10 and to the west bypass around Lawrence for southbound traffic along U.S. 59 and US. 50-S. From the Lawrence Inter- change the route continues west and slightly north of U.S._40 — crossing this highway near.the west border.of Douglas County. Terrain between Lawrence and Topeka is like- wise sharply rolling and quite similar to the terrain encoun- tered between Lawrence and Kansas City. As shown in Figure 3, two interchanges are to be provided at Topeka as is necessary to accommo- date the diverse traffic needs. The first interchange, lo- cated east of the Topeka city .. limits just south of U. S. 40 \.T£$E'.§é.;E.Q2E will require the construction of a mile long spur connec- tion to U.S. 40. The spur will |T,$¥E§éQi%%TEH thus provide good access to the city along this route. The location of this interchange lends itself to a suitable eventual connection with the planned expressway system of Topeka to the north and west. Figure 3. Connections to Topeka Area This interchange will serve eastbound traffic having ori- gin in Topeka and points west and north. From this point the Turnpike skirts the City on the southeast along the west branch of Deer Creek, toward the second interchange at U.S. 75, approximately two miles south of the city limits. This interchange will serve southbound traffic having origin in Topeka and points west and north. Location of the Topeka interchanges in relation to the city is shown in Figure 3. -16- Excepting the Kansas River Valley near Lawrence, the terrain between Kansas City and Topeka is predominantly of sharply rolling hills. This portion of the project will require heaviest grading operations. Con- sideration was given to several alternate locations for this section of the route. While necessarily the shortest and most direct route was sought, the selected location of the Turnpike was influenced to a great extent by the topography. The line crosses large areas of wind-deposited loess soils. The geological investigations indicate that in deeper cuts considerable quantities of rock excavation will be encountered° The land crossed is being used primarily as pasture. Topeka to Wichita As the route turns southwest from Topeka toward Wichita, the shortest and most direct line was established insofar as it was compa- tible with reasonable design, considerations of economy in grading work, and significant physical obstructions. Along this part of the project, each section of land is crossed diagonally, resulting in property severance damages° The route passes through fertile, rolling farm lands south of Topeka, entering the Flint Hills region near Emporia. Interchanges are provided with U.S. 50-N east of Admire and with U.S. 50-S just west of Emporia. While in previous exploratory studies the interchange with U.S. 50-N was not included, reappraisal of potential traffic indicates that the cost of constructing and operating this interchange is well justified. For approximately twenty-five miles between Emporia and Cassoday the route passes through the Flint Hills, an area of sizable ranches — used for stock-raising — and relatively uninhabited. The terrain in this region is sharply rolling. As described in the section on “Soils and Geology” over- burden in this area is quite shallow. Considerable volumes of rock excava- tion (shale and limestone) will be encountered. Experiences by the State Highway Commission with projects in the Flint Hills indicate that much of the excavation in these formations can be accomplished by power shovel with a minimum of blasting. Prices obtained by the State Highway Com- mission for excavation in these areas clearly indicate absence of extra- ordinary difficulty. Southwest of Cassoday to El Dorado the Turnpike parallels Kansas Route 13, The terrain along Kansas Route 13, as well as all the way -17- west and south to the Oklahoma border, is a very flat tableland. The land is primarily utilized for farming with some gas fields and some oil fields in evidence, the latter particularly around El Dorado. In the oil field area, special efforts have been made to locate the route as to clear operating oil wells and thus avoid high costs of right of way. An interchange is pro- vided with Kansas Route 196 just west of El Dorado. Location of this in- terchange to the west of El Dorado was influenced by the predominance of shuttle traffic between El Dorado and Wichita. ‘ Wichita will be served by two interchanges asshown on Figure 4. The first interchange is located on U.S. 54 east of the city. This inter- change will serve northbound traffio having origin in Wichita and points west. ' U.S. 54, which is an extension of Kellogg Avenue in Wichita, is a four-lane highway to the west, affording adequate capacity for distribu- tion of traffic within the city. ' From this interchange the Turnpike passes between the city and the Wichita Air Force Base located to the southeast. ' After crossing the Arkansas River, an interchange is provided with US. 81 \WlCH|TA-EAST INTERCHANGE / WlCHlTA' SOUTH INTERCHANGE Figure 4.. Connections to Wichita Area -7 18 _______H south of the City. This interchange will serve southbound traffic with origin in Wichita and areas to the north and west. Wichita to Oklahoma Border South of Wichita the Turnpike is located to the east,of U.S. 81, paralleling it to the Kansas-Oklahoma border. At this point direct connec- tion is to be made with the Oklahoma Turnpike which is being planned to extend to Oklahoma City and southwest to Texas. The route has been lo- cated along a half-section line thus having the advantage of minimum severance of property. Occasionally, the route departs from the straight alignment as necessary to miss farm improvements. The resulting light curvature provides relief from the monotony associated with rigidly straight alignment. A cloverleaf interchange with a barrier toll collection station is provided near Wellington. As with the interchange at Bonner Springs, this facility will have the combined function of a terminal station for the south end of the project and as an access point for traffic along U.S. 160. A half-diamond interchange is provided at U.S. 166, three and one-half miles east of South Haven. Free ingress and egress to the Turnpike at this in- terchange is contemplated, with tolls to be collected at the Wellington Interchange. The interchange near South Haven will afford access to U.S. 77, U.S. 81 and U.S. 177. In the event that completion of the Oklahoma Turnpike south of the Kansas border should for any reason be delayed, the interchange at South Haven will also serve as a convenient terminus until such time as the Oklahoma facility will be completed. ROUTE SURVEYS In the earlier exploratory investigations the adopted location of the route, though tentative, was nevertheless quite accurately established. Available maps used at that time together with extensive field reconnais- sance and numerous inspections fixed the location of the route to an ex- tent where subsequent refinements were limited to a relative narrow range. Actually, excepting approximately 15 miles of the route south of Wichita _19_ which was finally shifted one mile east to clear certain suburban develop- ments, modifications of the line elsewhere were of relatively minor impor- tance. Thus the location of the route, as previously determined, served as an effective basis for the photogrammetric surveys which were initiated for these more detailed studies. In connection with these surveys, aerial photographs were ob- tained of the entire route centered on a 9000-ft band. In certain instances where further alternate locations were indicated, additional strips of land were photographed for comparative studies. By means of stereoscopic instruments, the aerial photographs were scrutinized to further refine the location of the route with respect to local terrain. With the line thus established on photographs, contour maps 2000—ft wide, centered on the line, were obtained. In addition to 5-ft interval contours, the maps, on a scale of lin. equals ZOO-ft, contained complete topography of the site, including buildings, transmission lines, fences, etc. These maps have been used as a basis for developing the alignment and profile of the pro- ject as presented in the Preliminary Plans. Likewise, the aerial photo- graphsjhave been included in the plans as counterparts of the contour maps as an aid to orientation in the forthcoming final surveys for con- struction plans. As a final check of the selected location, plan-in-hand field inspection was made of the entire route. Particular attention was given to problems of drainage, to bridge sites, highway and railway crossings, utility crossings, and to obstacles and obstructions not readily discerni- ble on photographs or maps. All findings resulting from this inspection were analyzed and further adj ustmenfs made as deemed pertinent or neces- sary. Separate field surveys of the route were made to evaluate soil condi- tions and to assess right of way costs. The Preliminary Plans thus developed give assurance and cer- tainty of the accuracy of estimated construction quantities for the project. The plans will also constitute an authoritative basis for the final planning of the project and will in due course enable designing engineers to pro- ceed promptly with the surveys and preparation of construction plans. -20- SOILS AND GEOLOGY Topography The route of the proposed Kansas Turnpike can be divided into several major topographic provinces which, for the purposes of these in- vestigations, shall be defined as: Kansas Till Plains, Osage Plains, Flint Hills Escarpment,, and the Wellington Plains. These provinces are separated by the valleys of three major rivers, the Kansas, the Neosho, and the Arkansas. The Kansas Till Plains are encountered between Kansas City and Lawrence. They are typified by a “rolling” topography of hills and valleys runningin a generally north-south direction. A relatively deep man- tle of glacial and windblown soils covers the area except where stream erosion has exposed the underlying bedrock. The Osage Plains are separated from the Kansas Till Plains by the Kansas River and are encountered along the Turnpike between Lawrence and Emporia. These plains are typified by many eastward-facing escarp- ments of low relief, indicating the presence of stronger strata in a great mass of relatively weak rocks which dip gently west _and southwest toward the syncline of the Great Plains. The Flint Hills Escarpment _is separated from the Osage Plains by the Neosho River Valley and extends westward along the Turnpike to the crossing of the Arkansas River Valley. This escarpment _is of variable height _and is greatly dissected by erosion on the steep eastern slope. Local relief may vary by as much as 400 feet. It owes its existence to the pres- ence of massive, durable limestones which contain much chert. The back- slope of the escarpment,_ from the vicinity of El Dorado to the Arkansas River, is very flat and generally conforms to the rock dip. The Wellington Plains are encountered south of the Arkansas River Valley and are typified by flat, gently dissected plains of extremely -21- low relief. The bedrocks tendto be-easily weatheredand only occasional outcrops are encountered. Surface drainage tends to be-locally poor. Soils The soils encountered along the route of the proposed Kansas Turnpike represent both residual and transported types. The origin and dis- tribution of soiltypes is illustrated on Plate 3. In addition to the four topo- graphical provinces, each having distinctsoil characteristics, there are the equally distinctclassifications in each of the valleys of the major streams. Kansas Till Plains. -The “ti,ll’““ found north of the Kansas River originated from continental glaciation during the Kansas Stage. Subsequent _ erosion has removed large quantities of the original deposit. so that it is encountered in significant _quantities only on thejtops of the hills. Occa- sional sand and gravel lenses will be encountered in cut sections, but will be of little overall significance. Pink quartzite boulders will be encounter- ed throughout the ti_ll. The maximum thickness will probably not exceed 50 feet,,but thicknesses of "30 feet may be common. The size gradation of this material will vary widely - ranging from large boulders to clay. Since this is a relatively old till, .it is deeply weathered with a distinct soil profile. Osage Plains. The Osage Plains are composed of many eastward- facing, low ejscarpments, highly dissected by local streams, and covered with a mantle of residual soil of moderate thickness. Locally, there are deposits of glacial and alluvial soils overlying the residual soils which may be significant. but these deposits will be rare and probably not encountered any great distance from the Kans as River. A typical example is encountered on the Turnpike afew miles south of Topeka where a deposit containing many large boulders of pink quartziteoccurs. This particular deposit is associated with the so-called 66Boulder Belt’? believed by some to represent ,a true terminal morraine of the Kansas Gla- cier. Alsolocally, there are deposits of granular materials encountered of rather indefinite $1 on the crests of the escarpments called“.Hill Gravels9 geologic origin. These gravels are used extensively for road material and are probably ideally suited for use as subbase on the Turnpike. _22_ The residual soils which form the major type will vary in thick- ness from 0 to 20 feet, but will probably not average more than 8 feet in the cut sections, Since these soils are developed primarily from limestones and clay shales, they tend to be fine-grained, plastic clays, and some of the most plastic materials may not be suitable for use in embankme nts, un- less they are blended with other materials, Flint Hills Escarpment. The Flint Hills Escarpment has a steep, highly dissected eastern slope that is encountered between Emporia and El Dorado, The soils in this area are of little significance, On the steep eastern slope, they will vary from O to 6 feet and will probably not average more than 3 feet in cut sections, On the flat western slope they will vary from 0 to 15 feet and average about 6 feet in depth, All of the soils will be fine grained clays, Wellington Plains. The Wellington Plains are distinguished by a gently rolling topography obtained from a relatively deep deposit of residual soils overlying shale, with a few limestone layers. Through this region it is advisable to hold the Turnpike grade generally above ground surface in areas of low relief to avoid excessive use of pavement underdrains.. Some surface soils are unsuitable and may have to be removed° The bed rocks are of little significance in the area. Suitable foun~ dations for structures probably can be obtained with point bearing piles having an average length not exceeding 25 feet. Filled Valleys. The three major filled valleys encountered are those of the Kansas River at Lawrence, the Arkansas River at Wichita, and the Cottonwood and Neosho River valley conflux at Emporia° The former valley fill is probably associated with the melt~waters of the con- tinental glaciation, whereas the latter two represent the outwash of the Rocky Mountain system and local upland areas° The soils encountered in these filled valleys vary widely, but are predominantly granular in char» acter, The Kansas River Valley in the vicinity of Lawrence is typified by two types of deposits-recent alluvium and older terrace deposits asso-= ciated with continental glaciation° The central, lower portion of the valley containing the recent alluvium is underlain by bedroc ks of the Pennsylvanian Q23, HOWARD, NEEDLES, TAMMEN AND BERGENDOFF SCALE lN MILES [ [ [ [ [ I_"| PLATE 3 SOIL AND T1!’ LEGEND ‘_ TRANSPORTED SOILS Glociul and Loassml Sons I—_1 VALLEY FILL Terrace Deposits Reuenl Alluwum I—'»_ RESIDUAL SOILS Limestone and Shula Lwnestons Shula INDICATES LIMESTONE OUTCROF! , I l I L ‘ l . _ h _ _ _ KANSAS TURNPIKE Age at depths varying from 50 to 100 feet. The greater portion of the valley fill is composed of sand and gravel. The bridge over the Kansas River and the Lawrence Interchange structures can probably be founded on point bear- ing piles carried to bedrock and having lengths of approxi mately 40 feet. Filled valleys of the Cottonwood and Neosho Rivers will be crossed by the Turnpike near their conflux at Emporia in Lyons County. The valley fill is predominantly fine—grained in both valleys. The depth to bedrock will be approximately 30 feet in the Neosho Valley and 40 feet in the Cottonwood Valley. The Emporia Interchange is located on a terrace where the depth to bedrock will be 45 to 55 feet. Since the soils of these filled valleys are predominantly fine-grained, stability and settlement, problems are to be anticipated. The filled valley of the Arkansas River is the deepest deposit of soils encountered along the Turnpike. It ,covers the greatest part of the line in Sedgwick County and one-third of Sumner County. The valley fill is predominantly granular in character, but‘ many thick lenses of fine- grained soils occur intermittently within the fill. Explorations in the vici- nity of the river bridge and interchange structures indicate that ‘shale may be encountered some 30 feet below stream bed elevation. Bedrock. The bedrocks of the area can be subdivided into two major geological periods, the Pennsylvanian and the Permian. Further detailed geologic subdivisions can be made, but for the purposes of this report, the bedrocks have been subdivided according to their engineering significance. The predominantfeatures of these bedrocks are alternating ledges of limestone separated by less resistant shale. Three general subdivisions have been made on the map, Plate 3, where the bedrocks are sufficiently close to the surface to influence the topography. These subdivisions repre- sent areas wherein the bedrocks are predominantly shale, alternating shale and limestone, and predominantly limestone with particular emphasis placed on their influence on topography. In addition, the known outcrops of signifi- cant limestone ledges are shown in red. The almost monotonous series of alternatinglime stone and shale beds for the most part, represent the sediments formed during successive invasions of shallow seas which covered the greater part [of the area during _26- the geologicpast. Only a very minor part of these bedrocks are of non-marine origin. There has been very little structural disturbance since deposition and consequently the age of the bedrock increases in an orderly manner from west to east. The successive order of the rockis broken at intervals which represent emergence above sea level and subsequent partial or even com- plete erosion of previously formed sediments. There are a few instances in which this emergence appears to be both prolonged and widespread. These periods of emergence are defined by local unconformities in the bedrock and by the regional absence of some strata. Consolidation and minor structural movements over a large area have resulted in a general dip of the bedrocks about 10 to 15 feet per mile to the west. Near the southerly end of the Turnpike this dip increases to about 15 to 20 feet per mile to the southwest. Only one fault zone of any consequence occurs in the vicinity of the Turnpike. This is the so-called “Humboldt Fault” which traverses the state in a northeast-southwest di- rection. The maximum displacement of about 100 feet occurs near the Nebraska-Kansas line-—it is present only intermittently across the remain- der of the state. The route of the Turnpike between Emporia and Wichita is located in the fault zone. Some faulting should, therefore, be anticipated in this area. The structure of the bedrocks has had a marked influence on the topography of the area. Outcrops of the more resistant limestones have influenced erosion to the extent that a series ofeastward facing escarp- ments have been formed with long, gentle backslopes which conform to the rock dip. These escarpments are generally of limited height, with the ex- ception of the Flint Hills, and are separated by mildly rolling topography where the shale predominates. The massive limestones dip below the surface in Butler County‘ and are covered by an increasing thickness to the west ofthin-bedded shales and limestones. However, there are numerous indications on the aerial photographs of subsurface drainage in this area. This indicates that solution of the rock has occurred and that subterranean cavities are present. Several large pronounced sink-holes were observed during the field reconnaissance near the Turnpike line in the vicinity of El Dorado. This cavitation may result in erratic pile lengths for structures.lf areas showing definite subterranean drainage are encountered and cannot be avoided, precautions should be taken in embankment construction to avoid disruption of this drainage. -27 The underlying bedrocks north of the Kansas River will be en- countered in the cut sections. In Wyandotte County they will consist of durable, thick (15 ft. _+_), limestones interbedded with shale. In Leaven- worth County they will consist of massive (50 ft. i), cross bedded sand- stones separated by thin (5-IO ft.) shales. Summary The majority of the soil problems will occur east of Lawrence where wide variety of soil types will be encountered. It is in this area that the heaviest rock cuts also occur. Full cognizance has been taken of existing soil conditions and due allowances have been made for these problems. The residual soils occurring to the west of Lawrence will be of fairly uniform consistency. Some of the finer clays will not prove accept- able roadway material and must be wasted. With the exception of the por- tion through the Flint Hills, rock should present no problem. While these are not ideal materials, no extraordinary construction problems are en- visioned on their account. DESIGN CRITERIA The facility, as conceived for the Kansas Turnpike, will incor- porate safety features reflecting the experience gained from similar turn- pikes and expressway projects under operating conditions. The pavement for each direction will consist of two 12-ft lanes, adequate for faster moving vehicles to maintain their speed without being retarded by slower vehicles. The 20-ft depressed median provided between the inside edges of the two pavements will serve as a physical division of opposing traf- fic lanes. Such a separation will reduce the blinding effect of headlights of oncoming vehicles and eliminate the tendency of a motorist to shy from a near obstacle. Further separation of roadways might be considered ad- vantageous. Wider medians have been used on certain other turnpikes; but in most instances, the extra width is provided for future additional traffic lanes. Present and projected traffic on the Kansas Turnpike do not warrant the additional expense of such provision. In the event that additional lanes should be required, the widening of roadways can be ac- complished on the outside. In all other respects the median provided is deemed adequate. -28.. The right, or parking, shoulder of each pavement will be sur- faced IO-ft in width to accommodate a disabled vehicle without inter- ference to through traffic on the Turnpike lanes. A 4-ft surfaced shoulder is provided on the left, or passing, side of each pavement as additional running surface for vehicles which might leave the normal Turnpike pave- ment in passing. Both shoulders will provide additional width of surfacing, which in emergency would permit a continuous flow of Turnpike traffic at reduced speed. The curvature and sight distances intended in the design are of a standard permitting speeds in excess of 70 mph. Every effort will be made to exceed these minimum standards where the cost of construc- tion will not be adversely affected. In providing generous stopping dis- tances and in reducing the physical effort required on the part of the driver, maximum safety conditions are attained. Care will be given to re- duction of the monotony of drivingby introducingcurves on the long straight reaches where the dictates of terrain do not require curvature. All but the flattest curves are to be superelevated and approached by spiral transi- tions. Service areas, ramps and interchanges will be approached by long acceleration and deceleration lanes assuring smooth changes of speed and minimum interference with through traffic. All grade crossings of highways, streets and railroads with the Turnpike will be completely eliminated. Spur roads from toll plazas to existing highways will be constructed to adequate standards dictated by anticipated traffic volumes. Roadway marking, warning and directional signs on the Turnpike will be employed to a greater extent than is general practice on the typical public highway. The quality and readability of such signs will be consist- ent with the other roadway characteristics, permitting adequate time for the high-speed driver to assimilate and react to the message or instruc- tion. The valued experiences of projects‘in operation will again form a guide in determining the best practices to be employed. Landscaping, while not indiscriminately used, will be employed where it may benefit the driver. Occasional natural landscaping features will be permitted to remain within the right of way where they do not provide a hazard to traffic; relief from the monotony of the stripped right of way will thus be afforded. The entire right of way will be fenced to prevent accidental or purposeful entrance by persons or animals. In rural areas a stock fence, topped with barbed strands, will be used while a chain link fence might be employed in more populous areas where greater security is desired. Guardrails on all fills of 10 feet or more in height will provide additional safety. _29_ Allowances have been made for an adequate highway patrol for the Turnpike. It is contemplated that this force will be a special division of the regular State Patrol assigned to the Turnpike. An extensive com- munications network will assist the highway patrol in communicating with headquarters and other mobile units. The communications system will likewise enable fire, ambulance and towing equipment to be quickly sum- moned as required. Roadway The roadway design standards which are delineated in detail in the Preliminary Plans accompanying this report conform to the most recent standards established for the National System of Interstate Highways by the American Association of State Highway Officials. Certain other modi- fications and improvements of design standards, resulting from tests and observations of similar existing facilities, have been incorporated in these standards. Table I presents a summary of the standards used in the design of the major roadway components. These are intendedto be minimum stand- ards only and wherever possible, higher design characteristics will be in- corporated. Figure 5 shows the typical Turnpike cross-section. The criteria usedfor the relocation and reconstruction of federal, state, secondary, county and city roads were intended to conform to the existing facilities with some modifications. Conferences were held with representatives of the Kansas State Highway Commission and with County Engineers to establish desirable standards for each location. For purposes of establishing estimates of cost, standards equal to, or higher than those incorporated in the existing road, were used. With the tentative concurrence of respective officials, fifteen rural roads have been assumed to be closed. These are roads serving exceedingly low volumes of traffic. Drainage The function of a highway drainage system is to protect the road- way and structure foundations from the damaging effects of water. To ac- complish this it is necessary to collect, remove and dispose of all surface waters and to intercept, collect and remove all ground waters which tend to induce unstable foundation conditions. It is also necessary to provide for the continued functioning of adjacent natural and man-made drainage facili- ties. Inherent in the design criteria is the requirement to insure that exist- ing systems are not overloaded by run-off from newly created facilities. -30- TABLE I GE OMETRIC DE SIGN STANDARDS DESIGN SPEED Kansas City Terminal Rural sections ALIGNMENT Maximum degree of curve Minimum length of curve (including transitions) Minimum tangent - “broken-back” curves - reverse curves Desirable minimum radius Absolute minimum radius GRADES Maximum grade Minimum grade SIGHT DISTANCE AND VERTICAL CURVES Minimum non-passing sight distance - 30 mph - 50 mph - 70 mph Minimum length of curve TYPICAL SECTIONS Width of pavement lane Width of median, including inner shoulders Width of stabilized right shoulders Width of stabilized left shoulder CLEAHANCES Minimum vertical clearance Minimum horizontal clearance - right edge pavement - left edge pavement RIGHT OF WAY Turnpike 50 mph 70 mph 350 ft 725 ft 400 ft 12 ft 20 ft 10 ft 4 ft 15 ft 10 ft 8 ft Normal width - urban areas - rural areas minimum required 300 ft Ramps 30 mph 30 mph 3.00 per cent 6.00 per cent 0.40 per cent 0.4-0 per cent 15 ft 10 ft 4 ft 15 ft 10 ft 6 ft -31- Shouldor Roadway Figure 5. Typical Turnpike Cross Section Past experiences indicate that often the item of drainage be- comes a problem of greater magnitude in the final design than is found in preliminary studies. For this reason, extensive studies have been made in the office and the sites inspected in the field to the end that the size of drainage structures, as fixed, are compatible with the available survey data. The cost of drainage structures thus determined should be subject to minimum change in final analysis. Pane me nt In addition to the main Turnpike lanes, the item of pavement in- cludes shoulders, acceleration and deceleration lanes, ramps, toll plazas, service and maintenance areas and relocated and reconstructed crossroads. Acceleration and deceleration lanes, ramps, toll plazas, service and maintenance areas will be surfaced with a high-type pavement. Shoulders will be stabilized with an asphaltic treatment. Reconstructed and relocated crossroads will in most instances be surfaced with a mate- rial consistent with the present surfacing existing on these roads. In the selection of the type of pavement for the Turnpike, consideration will be given to initial cost, maintenance, riding quality, visibility, marking, type of traffic, existing soil conditions, and availability of materials. The de- termination of whether a rigid, portland cement-type or a flexible, asphaltic -32- concrete-type is used will depend upon a further evaluation of all of the above factors and in particular those of soil conditions and availability of materials. Selection of the type of pavement will be made in advance of final planning of earthwork, so that plans and specifications for grading will conform to the particular pavement adopted. The estimate of project cost includes adequate allowance to construct either type of pavement to a standard capable of supporting truck loads wellin excess of those presently permitted on public highways. The facility will be designed for operation of trucks at high speeds with utmost safety. It is intended that the ultimate design shall provide a pavement which will compare favorably in all respects with pavements of turnpikes now in operation. It is contemplated that any resurfacing of the Turnpike lanes considered in the maintenance costs would be a two inch asphaltic concrete regardless of the initial type of pavement selected. Structure s Criteria for the design of bridges will be in accordance with Specifications for Highway Bridges, 1953, of the American Association of State Highway Officials. The structures will generally conform in archi- tecture and detail to the standards of the Kansas State Highway Commis- sion. As may be dictated by functional requirements and considerations of economy, concrete and steel-concrete construction will be used for bridges and grade seqaration structures. Bridges carrying the Turnpike and primary State roads over the Turnpike will be designed for H20-S16 loading. Bridges carrying county, township and secondary highways over the Turnpike will be designed for H15 loading. Geometries and other characteristics of grade separation struc- tures as used for the estimate of cost are in accord with mutual agreement reached at conferences with officials of the State Highway Commission and County Engineers. Inspection of each bridge site was conducted with each County Engineer. It is considered possible in the final design stage that elimination of some of the presently contemplated structures can be ef- fected to the satisfaction of interested agencies. Conferences were like- wise held with representatives of the Corps of Engineers to determine requirements in the design of the Kansas River Bridge. Tentative site location, clearances and other requirements have been based on their recommendations. _33_ I--$1" ' 5. . J 4 ,‘P' i 0 ;r»rM.Mn_s~an. ~ » .- Figure 6. Typical An underpass structure is shown in Figure 6. The structure is typical of construction used by the State Highway Commission and con- sists of a continuous concrete girder structure carrying a crossroad. Integral columns and stub or spill-through abutments are utilized. A 12-ft -34- ‘.v Underpass Structure. clearance to the face of'the pier on the right will permit _the shoulder to be carried through under the structure and an 8-ft horizontal clearance has been provided on the left. ‘The concrete handrail shown is likewise in accordancewith the Kansas Standards. ' OI L I Figure 7'. Typical Figure 7 shows a typical overpass structure using steel rolled beam construction. Three-span twin structures carry Turnpike traffic over the existing crossroad. By employing twin structures, it is possible to retain the full median width across the structure and avoid convergence of -36- I I I, I II '1 ‘~- I r_ . ' w ‘ . ¢~ . .; L ,7_ _ 7.. QHIIIOQ _ .~~_ . - -.--— ‘Q . the Turnpike roadways. The two-column bent shown is a typical inter- mediate support.,IIorizontalclearance is provided on both sides of roadway in accordance with criteria established by respective officials. The verti- ; cal clearance above the roadway will be 15-feet for all roads. Figure 8. Arkansas River Bridge near Wichita The Arkansas River Bridge, near Wichita, will consist of two parallel str_ucturestusing-welded girders. ‘The five-span continuous girder crossing shown in Figure 8 hasa total length of 740-feet,_abutment to abutment.jThe twin cantilev'er piers shown indicate one type-of pier con- sidered for use on Turnpike structures. 'The- minimum grades permissible have been used for.both approaches and-th_e\grade~of thestructure is set to clear highest floodstage on record. ‘ Figure 9. Kansas River Bridge near L I an“ -' - ° ' - trot‘! 2‘- 1 i“r'"i The 1807-ft crossing of the Kansas River near :Lawrence, the largest structure on the Turnpike, is shown in Figure 9. The five-span continuous deck trusses are flanked by a welded girder span at each end. As in the case of other structures which carry Turnpike traffic, the median width is to be maintained- across the structure by carrying each of the 24-ft pavements on a separate structure. ‘Approach grades have been held to the-minirrium allowable. The grade of the-bridge has also been set , to clear the highest ,flood~stage on record. ' §“‘ I ~ 7 I . '~(~§~ 5 . '“~ ‘. s‘ " .\ :{ . ‘ - J‘ _ A . The following number of bridges and grade separation structures are contemplated: ltlajor Stream Crossings lhinor Stream Crossings State and U.S. Highway Crossings County and Township Road Crossings Railway Crossings TOTAL 31 24 171 21 I nter-change s An interchange includes the acceleration and de- celeration lanes, ramps, grade separations, toll plaza, light-, ing and feeder connections necessary to provide safe and orderly vehicle movement between the expressway lanes and the public highways. 'The location of interchanges with re- lation to the various communities served has been previously discussed. A modified cloverleaf--type interchange will be provided for the barrier toll stations at Bonner Springs and Wellington. Except for the diamond-type facility at|South Haven near the Oklahoma border andthe special interchange designed for the eastern terminal in Kansas City, Kansas, all other interchanges will be of the trumpet, type illustrated in Figure 10. The design of the component,parts_ of the inter- change is based on the traffic. needs to be served. The in- gress and egress lanes at the Turnpike will be of a constant design regardless of traffic volumes in order to eliminate interference between slower moving vehicles and the through traffic. The number of lanes to be provided for ramps and feeder connec- tions will be a directyfunction of the volume of traffic. Sufficientlanes will be provided at the toll plaza to assure prompt clearance of traffic. Lighting at the interchange will not only serve to promote safety at the critical points of access and aid in the collection of tolls, but , will also serve as a guide to vehicles seeking an entrance to the facility. APP URTENANCES For a limited access facility arrangements must,be made to satisfy all usual traveling needs of themotorist ,within the right of way of the road. Strategically spaced service areas with restaurant and gaso- line stations will be constructed along the route. For the maintenance of the road, necessary personnel and equipment ,will be provided at _stations -41- located at suitable intervals. Likewise, complete toll collection equip- ment will be installed at the ten controlled interchanges, For a self-liquidating facility, in which successful amortization of the cost thereof depends entirely on free preference for the use of a road on which tolls are collected, careful planning of the appurtenances is of the utmost importance° Along with the comparative advantages of the road itself, prompt services, courteously and efficiently extended contri- bute equally to developing and sustaining a patronage for the facility° Toll Collection Facilities Toll collection facilities are especially important because the initial and final contact the public has with the Turnpike is at the toll stations° It is mandatory that the tolls be collected in a courteous, effi- cient and accurate manner, In order that these tolls may be properly re- ceived, accounted for and deposited, the latest types of machines will be employed to assist the toll collector and the accountant. Several manu- facturers of business machines now provide equipment specifically adapted to toll collection and accounting processes° It_is contemplated that equipment of this type will be employed on the Kansas Turnpike, A typical toll collection station is shown in Figure 1l,As each ve'—' hicle stops at the tollcollection station upon entering, the toll collector will hand the driver a ticket, This ticket will be validated by the entry register in the toll booth and will indicate place of entry, time of entry, date, clas- sification of vehicle, identification of toll collector and the basic fare to all points of exit, In each toll collection lane there is installed a treadle which is activated by the weight of an axle passing across it, A count of these axles is remotely recorded on tape as a future check on vehicles entering and leaving the Turnpike and their classification° With the ticket in his possession, the driver proceeds to the desired destination and is stopped at the toll station there, The validated entry ticket is handed to the toll collector along with cash fare, The toll collector determines the type of vehicle, validates the ticket in the exit register and makes the necessary change, The exit register reccrds place of exit, time of exit, identification of toll collector, verification of the original vehicle classi- fication at time of entry andthe amount of fare° As for entry lanes, treadles are installed which record the number of axles crossing them, Using a -42- r Figure 11. Typical Toll Collection Station system such as this it is anticipated that a minimum of delay will be en- countered by the motorist and that the payment of tolls will be made with- out incident. The accounting of tolls will follow the same orderly, systematic procedure. Upon completing a working shift, the toll collector at an exit register will assemble all cancelled tickets together with his receipts for that day. These will be placed in a locked bag and stored in a vault for safekeeping until transferred to a bank. A statement from the bank will account for the individual receipts from each collector daily. The cancel- led tickets together with the tape, recording the axle counts, will be taken to the central office where machines will sort and tabulate them as neces- sary to verify the accuracy of the deposit. Additional data can also be ex- tracted from these tickets relating to vehicle characteristics, distances traveled, fares paid, etc. -43- The system will provide for a method of charge account and monthly billing to commercial users who desire this service. For purposes of estimate it was assumed that toll collection and accounting equipment will be acquired on a purchase basis. Service Areas Provisions have been made for service areas to be located at approximately thirty-mile intervals. Principal service areas will be lo- cated near Lawrence, near Topeka, in the Flint Hills near Matfield Green and near Wichita. A principal service area will contain an attractively appointed restaurant together with facilities for gasoline, oil and minor vehicle repairs. Service areas having only food vending machines in con- junction with the service station will be placed nearAdmire north ofEmporia, near El Dorado and near Wellington. At the locations of these areas, it is planned to diverge the two roadways so as to place the service facilities on the widened median and thus serve traffic in either direction. It is be- lieved that a substantial saving in cost of construction and operation of the service facilities will thus be effected, as compared with the conven- tional arrangement of providing duplicate facilities for each roadway. Figure 12 shows the type of facility intended for a complete service area. The restaurant will afford table and counter service and will have rest rooms, novelty and confectionery counters. Gasoline and vehicle service areas will be separate, but adjacent. Parking areas are convenient- ly located to serve all patrons. Acceleration and deceleration lanes will lead to the service area. Location of the service area between the oppos- ing lanes of traffic requires motorists to enter and leave the service area from the left lane. With ample warning signs and with properly designed acceleration and deceleration lanes this is not considered to be a serious disadvantage for the anticipated volumes of traffic. The estimates of cost ofthese facilities are based on the premise that the Authority will furnish the concessionaire a building, underground facilities, the necessary utilities, grading, paving and landscaping. All other items of interior and exterior equipment such as tables, counters, chairs, dishes, kitchen utensils, gasoline pumps, grease racks and other items necessary to make the facility operable are to be furnished by the lessee. -44- hpi Ah-I l-l 1-; I-i l-J l-J L-H H-i H-i E-i H-i H-i H-i i-i H-i. H-1 H-u E-u I u '\<|-1 ~"‘-'I-Q‘- I an I ~-'--— - .__--_-_._--; --‘-L --I' ...-.. '=-' I-I-ab _ PEKSPECTIVE VIEW OF SE'_D_..\/LCE. ALBA \I\|§lHG um. 1 OI~1wIL~f NT. , T _ - — - ' - _ _‘-""‘ -7-'—-_ V‘: l s n ice. bun. ESTAULAPLI -1p_ AUTOlMQblL.-L- .5EL!l§E §u|_L_D|NG_ Lnsvgut (ii:-gs; \'-I-0‘) Figure12, Service Area wit./i Restaurant -45- ‘ _ _ - _ _ - -.-EL 4-:---Q B-In-1 -----HI-HI-Q Tag;-I -____ -1-Oil--_ M 41 __,_ L I .=_..=o‘r=1u-I-I "'6-"""i __——_---—— 5-;/bul: M_bbm . . . . ..l‘.'!1 nu-e-n Maintenance and Administrative Areas Maintenance areas will be located at approximately thirty-mile intervals. There are a total of six section maintenance areas located at Bonner Springs, Burlingame, Emporia, Matfield Green, ElDorado and Wellington. They will be staffed and equipped to serve the day—to-day needs of the respective sections. Division maintenance areas will be lo- cated at Topeka and Wichita. In addition to having the responsibility for a thirty-mile section, they will be equipped with special items of mainten- ance equipment and correspondingly staffed to accomplish work not in- cluded in ordinary maintenance such as painting, welding, electrical work and work requiring specialized heavy equipment. They each will serve four maintenance sections. A central administration building will be provided, at a site yet to be selected with space for the Authority, the Director’s office, the Engineering Department, the Maintenance Department, the AccountingDe- partment, the Safety Patrol, the Toll Collection Department and allied personnel. Highway Patrol It is understOOd that the Authority plans to enter into an Agree- ment with the State to obtain on a reimbursible basis the services of the Kansas State Highway Patrol for the Turnpike. The personnel will be permanently assigned to the Authority and will be directly responsible thereto. It is planned to operate the Highway Patrol on a twenty-four hour basis. The patrol is to be organized in two units, with one operating from Topeka and the other from Wichita, each patrolling one-half of the Turn- pike. In addition to salaries of personnel the estimate of cost makes allow- ances for all equipment and for officers’ uniforms. C ommanications A communication system is required to provide the administrative maintenance, police and toll collection personnel with a reliable and rapid means of contact regardless of location, time of day or weather, for issu- ing weather bulletins, advice, instructions, police calls and for summoning assistance. -46- The communication system will consist of a micro-wave trans- mission network containing two telephone channels and two VHF radio channels. Provisions will be made so additional channels of telephone and radio can be added as they become necessary. Telephone installa- tions will be provided at administrative and maintenance areas. Toll facilities, administrative and safety patrol vehicles and major items of maintenance equipment will be equipped with VHF transrnitter-receiver units, either mobile or fixed as required. It is not contemplated that tele- type facilities will be installed initially, but can be readily added should they eventually be required. UTILITY ADJUSTMENTS The Turnpike Authority has the power to relocate or remove from the Turnpike property any public utilities, provided that the cost of such relocation is borne by the Authority as a part of the cost of the Project. Allowances in the estimated cost of adjustments have been made for tele- phone, telegraph, electric, gas, oil, water and sewer lines, public or private. Except in a few specific cases where the relocation might be accomplished by construction contract, necessary adjustments will be made by utility company forces on a reimbursible basis. To obtain an accurate appraisal of the cost of utility reloca- tions, a field survey was conducted along the entire line. Likewise, a search of available maps and data was made as regards underground con- duits. Each utility crossing was noted as to type, location and owner. The owners of each line were contacted concerning the necessary adjustments of their utilities. Information on the technical considerations and require- ments involved in effecting the adjustments was obtained from the owners and used as a basis for estimating the cost thereof. In general, all water, sewer, oil and gas lines will cross the Turnpike under ground.with protective encasement under the roadway or within the limits of the right-of-Way. Where deemed advantageous utilities will be relocated to clear structures or to reduce the length of encasement; all electric power lines and telephone toll lines will cross the Turnpike overhead while local telephone wires will be carried in conduits either underground or on grade separation structures. -47- The following tabulation of utilities thus affected summarizes the type and number of adjustments involved‘: Power Lines 219 Telephone and Telegraph Lines 207 Gas Lines 46 Oil Lines 39 Water Lines 23 Sewer Lines 7 TOTAL 541 RIGHT OF WAY In accordance with Section 6 of the Enabling Act, the Turnpike Authority is empowered “......to acquire by purchase, whenever it shall deem such purchase expedient, solely from funds provided under the au- thority of this act, such lands, structures, property, rights, rights of way, franchises, easements and other interests in lands, including land lying under water and riparian rights, which are located within the state as it may deem necessary or convenient for the construction or operation of any project, upon such terms and at such prices as may be considered by it to be reasonable and can be agreed upon between it and the owner thereof, and to take title thereto in the name of the state.” The Act further provides “Whenever a reasonable price cannot be agreed upon, or whenever the owner is legally incapacitated or is absent......the authority is hereby authorized and empowered to acquire by condemnation or by exercise of the power of eminent domain any lands, property, rights, right of way, franchises, easements and other property .... ..deemed necessary or convenient for construction or efficient opera- tion of any project .... ..” Appraisal of right-of-way was carried out under the immediate direction of Mr. J. A. Campbell, on leave of absence from his position as Right-of-Way Engineer of the Kansas State Highway Commission. In view of the specialized aspects of real estate acquisition for a limited access facility, it is deemed that Mr. Campbell’s many years of experience in -48- right of way acquisition for State Highway projects provided the most expert judgment obtainable for the task. The services of local,outstanding appraisers were retained by Mr. Campbell as special advisors on aspects peculiar to each County. The entire line was traversed for an on-sight evaluation of parcels of property to be purchased and damages due to severance. Evaluations thus established were spot checked and verified by comparison with estimates of local appraisers in the light of their experi- ence. The appraisals were likewise compared with real estate sales and settlements recently made for State Highway purposes. The basic right of way width is 300-ft with provisions for addi- tional acreage at service areas, interchanges, -etc. The estimate has been based on the premise that crossroad structures will be provided to main- tain the existing road pattern for traffic from farmsteads and to permit a reasonably convenient means of access to portions of land severed by the Turnpike. In arriving at the estimate it has been assumed that where feasi- ble, adequate stock passes will be provided and sources of water protected insofar as it is possible to do so. The actual number of parcels to be taken has been determined by superimposing the route of the project on County property ownership maps. It is estimated that 9,450 acres of land will be required for the project, involving 796 parcels. The costs of acquisition take into consideration fees for title search and insurance, condemnation costs, abstracting, negotiation expenses and special surveys. It is contemplated that,in view of the urgent need for rapid acquisition which will be required, a well- staffed organization responsible directly to the Authority will be set up. The cost of right of way including acquisition is estimated as follows: Land and Easements $3,940,660 Severance Damages 2,051,040 Special Structures 200,000 Acquisition Costs 1,198,300 TOTAL $7,390,000 CONSTRUCTION COSTS The cost of construction presented herein represents a detailed determination of the quantities involved, an extensive evaluation of the right of way and utility adjustments, and the application of unit prices considered typical of Kansas construction, but reflecting the accelerated construction program involved. Table II contains the estimated cost of the Project exclusive of financing charges. A more detailed breakdown of the quantities, unit prices and costs of each item used in the estimate is contained in the Appendix. All grading, drainage, paving, right of way and other roadway quantities were carefully computed from the Preliminary Plans. The esti- mates of quantities and costs for the toll, administration, service and maintenance facilities were determined from preliminary architectural lay- outs and are based on arrangements of comparable facilities on other turn- pikes. Ouantities of steel, concrete, piling and other materials for bridge construction were determined from preliminary layouts of the individual structures included in the facility. The unit prices assumed for the" cost estimates are based on the best and most recent information available and considered to be repre- sentative of prices likely to be experienced in competitive bidding for the Turnpike construction. In arriving at these unit prices the current trends of construction costs and average bid prices received in recent years by the Kansas Highway Commission were tabulated and reviewed. In general, the prices used are substantially higher than bid prices currently received by the Kansas State Highway Commission. The difference reflects condi- tions engendered by the accelerated construction schedule, completion penalties, effects of greater construction volume and correspondingly greater demands on the capacity of contractors, and other similar aspects. -50- TABLE II KANSAS TURNPIKE ESTIMATE OF COST Kansas City to Oklahoma Border 236 Miles EARTHWORK Clearing and Grubbin Roadway and Borrow Tlxcavation Roadway Excavation - Rock Com action Lan scaping and Seeding DRAINAGE Inlets, Ditches and Wash Checks Pipe Drains and Pipe Culverts Concrete Box Culverts and Pipe Headwalls Subdrains PAVEMENT AND SHOULDERS Turnpike Pavement Granular Subbase Turnpike Shoulders Crossroad Surfacing Curb and Gutter Approach Slabs STRUCTURES Kansas River Brid e Arkansas River Bndge Minor Stream Crossings State and U. S. Hi wa Crossings County and Towns ip Ilbad Crossings Railway Crossings ROADWAY PROTECTIVE DEVICES AND TRAFFIC AIDS Right of Way Fence Steel Beam Guard Rail Lighting Signs and Markin Communications System TOLL COLLECTION FACILITIES Toll Booths and Canopies Toll Collection Equipment BUILDINGS AND EQUIPMENT Maintenance Areas Administration Building Service Areas MISCELLANEOUS ITEMS Soil and Foundation Borings Materials Testing Utility Adjustments 8 77,000 11,172,000 5,590,1 10 1,728,000 972,360 3 2,044,600 4,429,760 2,267,980 1,450,460 $3 2,364,9 30 6,700,020 3,006,900 432,600 225,000 298,500 3 2,77 3,770 683,380 5,430,890 2,429,450 8,466,510 3,156, 130 3 1,995,750 2,046,000 600,000 250,000 285,000 3 650,000 302,000 650,000 200,000 2, 500,000 3 255,000 230,000 1 ,585,000 3 19,539,470 3 10,192,800 3 43,027,950 3 22,940,130 3 5,176,750 3 952,000 3 3,350,000 W CONSTRUCTION COST PRELIMINARY EXPENSE RIGHT OF WAY INCLUDING ACQUISITION MAINTENANCE AND OFFICE EQUIPMENT ADMINISTRATION AND LEGAL ENGINEERING CONTINGENCIES PROJECT COST (Exclusive of interest and financing charges) $107,249,100 350,900 7,390,000 1,133,000 1,000,000 8,900,000 13,977,000 $140,000,000 -51- CONSTRUCTION SCHEDULE Analysis and appraisal of all pertinent factors involved lead to the conclusion that the project can be completed within two construction seasons without undue time penalty. To meet this schedule all engineering, right-of-way acquisition and construction aspects of the program will be fully and effectively coordinated. The following schedule is based on the assumption that funds for the project will be available by October 1954. It is intended to select all designing and supervising engineers for the project prior to completion of the sale of the bonds. In accordance with the express policy of the Authority, unmistakable preference will be given to firms which, in addition to recognized engineering ability and performance record, will have familiarity with design and construction practices and problems in Kansas. Design sections will not be arbitrar- ily fixed, but rather the length thereof will be varied in accordance with the capabilities of the Section Engineer selected. This method of fixing limits of design sections, while demanding greater coordination effort on the part of the General Consultant, by reason of a larger number of Section Engineers, should result in a minimum of design time required. With the Preliminary Plans well advanced as to location and grade, field surveys and preparation of construction plans will proceed promptly upon sale of the bonds. Within the Flint Hills area (Chase and Butler Counties), because of the nature of the ground, grading and drainage work can be effectively prosecuted during winter. Subsurface explorations for this section of the project are now underway and the intention is to have plans completed and construction contracts awarded for this section prior to January 1955. Within the same period it is also intended to have plans completed and construction contracts awarded for the substructure of the two major bridges, i. e., over Kansas River at Lawrence and over Ar- kansas River near Wichita. Surveys and plans for all grading and drainage are scheduled for completion within six months after sale of bonds with contracts for all -52- this work to be let prior to May 1955. Likewise contracts for all structures are to be awarded by summer of 1955. Completion time for grading, drainage and structures is to be extended well into 1956, but the order of completion will be set in a manner which will permit paving operations to be initiated early in Spring of 1956. It is believed that the full construction season of 1956 will be more than ample to complete all paving. Deferring surfacing work until 1956 will allow ample time for settlement of heavier fills and for comple- tion of grading sections in sufficient length for efficient paving opera- tions. Stabilization of shoulders, guardrail erection and other roadway finishing operations will follow immediately behind the paving operations, completing all the work virtually at the same time. Construction of toll collection facilities, lighting, communica- tions, and concession areas will also be accomplished during the season of 1956. These items can best be erected after most of the earthwork has been completed. One of the last operations to be accomplished will be the marking and the signing of the facility. In order to expedite acquisition of right-of-way, the task of ob- taining property surveys is to be assigned to the Section Engineers. Prop- erty surveys will thus be obtained simultaneously with making surveys of approved sections of route. As previously mentioned, to insure timely acquisition of rightof-way as required, a well-staffed department responsi- ble directly to the Authority is to be organized. It is estimated that within a period of a year substantially all right-of-way will be acquired. Relocation or adjustment of utilities is an urgent item which has to be integrated with roadway and structure construction if delays to this work are to be avoided. This is particularly true where utilities are to be placed below the roadway surface, but is also applicable to some extent to overhead lines. Direct contact with the major utility companies affected indicates that full cooperation on their part may be expected. While the -53- PROGRESS SCHEDULE AND FUND REQUIREMENTS I. ~ u I I9! ' ITEM 5 [I ?i $2 5 > e s s 5: ‘>2 :1 I ~------u PLANS "9 SPEC I F ' CAT ' 0“ -------- -------- RIGHT OF WAY II_...........- ' _ I I II I I I I SERVICE AND ADMINISTRATION AREAS L I. I I l A MARKING AND smnma |_ I I NOVEMBER DECEMBER JANUARY FEBRUARY HOWARD, NEEDLES, TAMMEN 8 BERGENDOFF wrbmm Q l|_mo ||_:o ~‘ R ||_wo SEPTEMBER FEBRUARY MARCH APRIL MAY JUNE JULY OCTOBE NOVEMBER I DECEMBER I IIIIIIIIIIII ~l IIIIIIIIIIII. II IIIII I ._ IIIIIIIIIIIIIIWII K - I s -IIIIIIIIIII I 2 I - . II , .. III - . III - . no -IIIII I 5 I O F TURN IKE ll mo I CONSTRUCTION FUND REWIREMENTS IN MILLIONS OF DOLLARS total number of utilities is not restricted to these larger companies, the majority of crossings do concern them. With the sympathetic attitude mani- fested, it is considered that the relocations can be accomplished in the year’s time allotted. The project as a whole has been tailored to the current practices in Kansas to the extent it is compatible with the high design standards set for the Turnpike. Insofar as practicable, it is intended to utilize types of construction familiar to contractors in the Kansas area. Likewise, all con- struction is to be carried out in accordance with the specifications of the Kansas State Highway Commission. To promote maximum competition, con- tracts will be of such magnitude as to be within capabilities of local bid- ders, with provisions for optional combination of sections so as to interest major construction firms from outside the Kansas area. It is deemed that these measures will result in savings of cost of construction and in re- duction of time necessary for completion of the project. As presently contemplated, the order of work should permit the opening of the Turnpike to traffic prior to the end of 1956. It is not con- sidered feasible on this project to open intermittent portions thereof in advance of others since work must be concurrent on all sections to com- plete the facility in two construction seasons. However, contingent on economic feasibility, should some sections be completed in advance of others or work on a section be delayed by some unforeseen reason, the completed sections might be opened to traffic. Plate 4. shows graphically the contemplated construction sched- ule and the schedule of requirement of funds for the Project. The demand on construction funds for the Project is based on the assumed construc- tion schedule. As indicated on the graph the heaviest demand on funds will be during the last construction season. This is due to the fact that most of the costlier items such as paving, steel for superstructure of the bridges and other items will become due during the last months of the construction program. -56.. MAINTENANCE AND OPERATION COSTS The following estimate of annual maintenance and operation of the facility is based on records of existing toll roads, properly adjusted for climatic conditions, volume of traffic and other pertinent factors char- acteristic of the Kansas Turnpike. Figure 13 shows diagrammatically the initial organization which was assumed in developing the estimate. Insur- ance premiums have been included in the estimate in addition to the usual administrative expenses. A Replacement Reserve Fund has been provided for extraordinary repairs or restorations. The following estimates are for the first full year of operation. A more detailed breakdown of the estimate is contained in the Appendix. Adminis tratioe This item includes not only the expenses incurred by the Authori- ty, the Director’s Office, the Comptroller’s office and other truly admini- strative and clerical personnel, but also the top supervisory personnel in the Engineering, Maintenance, Toll Collection and Highway Patrol sec- tions. Also included are the retainer fees for legal counsel, consulting engineers, for an annual independent audit and for trustee fees involved in handling the bonds. Salaries and Compensation $184,000 Retainers (Legal, Eng. 8: Audit) 40,000 Office Expense 35,000 Public Relations 50,000 Trustee Fees 50,000 TOTAL $359,000 Toll Collection Toll collection costs include the salaries and expenses of the staff of toll collectors and tellers, interchange lighting, utilities and mis- cellaneous expenses. Salaries and Expenses $261,100 Lighting and Utilities 55,000 Uniforms and Supplies 27,400 TOTAL $343,500 -57- AUTHORITY SECRETARY DIRECTOR STENOGRAPHERS If JANITORS ASSISTANT DIRECTOR PATROL SUPERVISOR ASSISTANT SUPERVISOR CLERK - STENO RADIO DISPATCHERS CHIEF ENGINEER ASST. CHIEF ENGINEER FOR MAINTENANCE ENGINEERS HIGHWAY PATROL HIGHWAY PATROL (2 DIVISIONS) ADMINISTRATION MAINTENANCE SERGEANTS OFFICERS CLERK - STENO DIVISION MAINTENANCE (2 DIVISIONS) DIVISION ENGINEER ASST. DIV. ENGINEER CLERK - STENO MECHANICS HEAVY EQUIPMENT OPERATORS ELECTRICIANS PAINTER NELDER SECTION MAINTENANCE (8 SECTIONS) SECTION MAN HEAVY EQUIPMENT OPERATOR TRUCK DRIVERS LABORERS SUPERVISOR OF TOLLS ASST. SUPER. OF TOLLS CLERK - STENOS —-—_ TOLL COLLECTION TOLL PICK-UP PICK-UP MEN TOLL COLLECTION TOLL COLLECTORS Figure 13. Organization Chart COMPTROLLER ACCOUNTANT BUSINESS MACHINE OPERATORS -58- Maintenance The estimate includes all recurring costs of maintenance of the Turnpike with adequate allowance for keeping the facility in best operating condition at all times. The estimated maintenance costs are deemed ade- quate for either rigid-type or flexible-type pavements. The type of equip- ment and qualifications of maintenance personnel, including their compen- sation, as used for this estimate, are in accordance with the current practices of the Maintenance Department of the State Highway Commission. Salaries and Expenses $367,500 Equipment Operation and Depreciation 107,000 Materials 80,000 TOTAL $554,500 Highway Patrol The estimate provides ample allowance for a patrol adequate to enforce regulations and to be of assistance to Turnpike patrons. Salaries $120,000 Uniforms and Expenses 14,500 Vehicle Operation and Replacement 52,500 T OT AL $187,000 Insurance Intended insurance coverage and respective estimated costs thereof are as follows: All Risk If 5,000 Use and Occupancy 18,000 Fire 5,000 Equipment P.D. 81 P.L. 15,000 Public Liability 5,000 Messenger and Interior Robbery 1,000 Workman’s Compensation 5,500 Bonding 1,500 TOTAL 3 56,000 -59- feplacement Reserve Fund In addition to provisions for ordinary maintenance expenses, it is recommended that allowances be made for aReplacement Reserve Fund. It is estimated that annual payments of $155,000 during the life of the bonds will be adequate to provide funds for resurfacing portions of pave- ment as may be required, for periodic painting of the structures or for other extraordinary expenses; payment into this fund during the first year of operation has been arbitrarily omitted. The Replacement Reserve Fund does not include the replacement of equipment as these costs have been made a part of the annual budget under the items where such equipment is required. Summary A summary of the annual cost of maintenance and operation in the first full year after completion of the facility is as follows: Administration $359,000 Toll Collection 343,500 Maintenance 554,500 Highway Patrol 187,000 Insurance 56,000 TOTAL $1,500,000 The annual increase in the expenses of maintenance and opera- tion will to some extent follow traffic increases. Increases in the early years will be considerably greater than after the budget has reached a sizeable amount. Table III projects the annual estimate of maintenance and operation for the life of the bonds. This sum is deemed adequate in all respects to provide for the proper maintenance and operation of the facili- ties and represents the amount by which the annual gross revenue must be reduced prior to making payments on interest and principal. The Replace- ment Reserve Fund has also been included for the same period. -60- TABLE III ANNUAL MAINTENANCE AND OPERATION EXPENSES & REPLACEMENT RESERVE FUND Year Maintenance and Operation Replacement Reserve Fund 1957 31,500,000 1958 1,540,000 $155,000 1959 1,580,000 155,000 1960 1,620,000 155,000 1961 1 ,660,000 155,000 1962 1,700,000 155,000 1963 1,740,000 155,000 1964 1,780,000 155,000 1965 1,820,000 155,000 1966 1,860,000 155,000 1967 1,900,000 155,000 1968 1,940,000 155,000 1969 1 ,980,000 155,000 1970 2,020,000 155,000 1971 2,060,000 155,000 1972 2,100,000 155,000 1973 2,140,000 155,000 1974 2,180,000 155,000 1975 2,220,000 155,000 1976 2,260,000 155,000 1977 2,300,000 155,000 1978 2,310,000 155,000 1979 2,320,000 155,000 1980 2,330,000 155,000 1981 2,340,000 155,000 1982 2,350,000 155,000 1983 2,360,000 155,000 1984 2,370,000 155,000 1985 2,380,000 155,000 1986 2,390,000 155,000 1987 2,400,000 155,000 1988 2,410,000 155,000 1989 2,420,000 155,000 1990 2,430,000 155,000 1991 2,440,000 155,000 1992 2,450,000 155,000 1993 2,460,000 155,000 1994 2,470,000 155,000 APPENDIX 1. Estimate of Construction Cost 2. Estimate of Maintenance and Operation Costs KANSAS TURNPIKE ESTIMATE OF COST Kansas City to Oklahoma Border 236 Miles UNIT ITEM QUANTITY UNIT PRICE AMOUNT EARTHWORK _ Clearing and Grubbing 770 Acres $100.00 3 77,000 Roadway Excavation 8: Borrow-Common 37,240,000 Cu Yd 0.30 11,172,000 Roadway Excavation-Rock 6,576,600 Cu Yd 0.85 5,590,110 Compaction of Earthwork 34,560,000 Cu Yd 0.05 1,728,000 Lan scaping and Seeding LS 972,360 DRAINAGE Inlets 2,240 Each 366.00 819,840 Ditch Lining 71, 720 Sq Yd 5.50 394,460 Ditch Excavation 874,000 Cu Yd 0.60 524,400 Wash Checks 80,500 LF 3.80 305,900 Pipe Culverts 15" 248,210 LF 4.00 992,840 18" 136,340 LF 4.50 613,530 24" 18,080 LF 6.00 108,480 27" 6,800 LF 6.50 44,200 30" 10,920 LF 7.00 76,440 37" 18,970 LF 10.00 189,700 42" 16,510 LF 12.00 198,120 48" 13,650 LF 14.00 191,100 54" 8,070 LF 20.00 161,400 60" 7,070 LF 26.00 183,820 72" 11,215 LF 34.00 381,310 84" 8,520 LF 52.00 443,040 96" 5,870 LF 64.00 375,680 108" 240 LF 75.00 18,000 Pipe Arches 2.8 SF 36,080 LF 5.50 198,440 4.4 60 LF 7.00 420 6.1 1,280 LF 10.50 13,440 8.6 2,260 LF 12.50 28,250 11.0 820 LF 14.00 11,480 13.7 880 LF 18.00 15,840 16.8 2,330 LF 25.00 58,250 22.0 260 LF 31.00 8,060 28.0 1,450 LF 39.00 56,550 40.0 610 LF 57.00 34,770 52.0 380 LF 70.00 26,600 Box Culverts and Pipe Headwalls Concrete 37,570 Cu Yd 45.00 1,690,650 Reinforcing Steel 4,441,000 L1) 0.13 577,330 6" Underdrain 225,510 LF 6.00 1,353,060 6" Outlet 19,480 LF 5.00 97,400 PAVEMENT, SUBBASE & SHOULDERS Turnpike Pavement 6,960,200 Sq Yd 4.65 32,364,930 Granular Subbase 11,166,700 Sq Yd 0.60 6,700,020 Turnpike Shoulders 4,009,200 Sq Yd 0.75 3,006,900 Crossroad Surfacing LS 432,600 Curb and Gutter LS 225,000 Approach Slabs 19,900 Sq Yd 15.00 298,500 KANSAS TURNPIKE ESTIMATE OF COST (C ontinueol ) ITEM QUANTITY UNIT STRUCTURES Excavation Dry - Stream 16,000 Cu Yd Dry - Grade Separations 65,020 Cu Yd Wet - Major Streams 11,694 Cu Yd Wet - Minor Streams 10,620 Cu Yd Concrete Steel Bridges 69,836 Cu Yd Concrete Bridges 50,967 Cu Yd Pier Bases 4,474 Cu Yd Pier Shafts 5,088 Cu Yd Reinforcing Steel 24,042,000 Lb Structural Steel Rolled Beams 21,483,000 Lb Welded Girders 9,316,000 Lb Carbon - Kansas River 4,783,000 Lb Low Alloy - Kansas River 3,216,000 Lb Bearing Devices 883,400 Lb Wrought Iron 155,000 Lb Ballast 250 Cu Yd Waterproofing 670 Sq Yd Steel Handrail 710 LF Piles Concrete - cast in place 292,700 LF Steel — 10BP42 140,000 LF 12BP53 198,075 LF 14BP117 8,280 LF Riprap 54,160 Sq Yd Railroad Runaround L5 Removing Existing Structures LS ROADWAY PROTECTIVE DEVICES AND TRAFFIC AIDS Right of Way Fence 2,661,000 LF Steel Beam Guard Rail 744,000 LF Lighting LS Signs and Marking LS Communication System LS TOLL COLLECTION FACILITIES Toll Booths and Canopies LS Toll Collection Equipment LS BUILDINGS AND EQUIPMENT Maintenance Areas Sections 6 Each Divisions 2 Each Administration Building LS Service Areas Complete Areas 4 Each Filling Stations 3 Each MISCELLANEOUS ITEMS Soil and Foundation Borings LS Materials Testing LS Utility Adjustments LS CONSTRUCTION COST UNIT PRICE $ 6.25 3.00 25.00 20.50 55.00 60,00 55.00 70.00 0 |._| 00 N9 eommu 0mw00 oooo O C C I C ? O C 0 O O O O 0 O -4 - M01000 0000101 r\:>|--u-u-- MG woooo ooooo ommm 45,000 190,000 580,000 60,000 AMOUNT 100,000 195,060 292,350 217,710 3,840,980 3,058,020 246,070 356,160 3,125,460 3,437,280 1,676,880 860,940 643,200 441,700 77,500 750 1,340 4,260 2,048,900 700,000 1,188,450 86,940 230,180 60,000 50,000 1,995,750 2,046,000 600,000 250,000 285,000 650,000 302,000 270,000 380,000 200.000 2,320,000 180,000 255,000 230,000 1,585,000 $107,249.100 KANSAS. TURN PIKE ESTIMATE. OF MAINTENANCE AND OPERATION COSTS ADMINISTRATIVE Personnel Director 35 25,000 Assistant Director (Publicity) 10,000 Chief Engineer 12,000 Asst. Chief Engineer for Maintenance 9,000 2 — Engineers 12,000 Comptroller 10,000 Accountant 5,000 Supervisor of Tolls 7,200 Asst. Supervisor of Tolls - 6,000 Police Patrol Supervisor 6,000 Asst. Police Patrol Supervisor 5,000 4 - Radio Operators 13,200 13 - Secretarial 40,300 2 - Janitorial *' ' 5,700 Authority Expense 7,000 Retirement and Social Security 10,600 Legal Retainer 10,000 Consulting Engineer Retainer 20,000 Public Audit 10,000 Office and Travel Expense 35,000 Public Relations 50,000 Trustee’s Fees 50,000 $359,000 TOLL COLLECTION Personnel 70 - Toll Collectors $210,000 5 — Pickup Men 18,000 2 - Supervisors 11,000 Retirement and Social Security 15,600 Vehicle Operation 6,500 Lighting ' 48,000 Utilities 7,000 Uniforms 12,400 Miscellaneous Supplies 15,000 $343,500 ESTIMATE OF MAINTENANCE AND OPERATION (Continue cl) HIGHWAY PATROL Personnel 6 - Sergeants 24 - Officers 2 - Secretarial Retirement and Social Security Expenses Vehicle Operation Uniforms Miscellaneous MAINTENANCE Personnel 2 - Division Engineers 2 - Asst. Division Engineers 8 - Section Men 2 - Secretarial 6 - Mechanics 14 - Heavy Equipment Operators 32 - Truck Drivers 2 - Painters 2 - Welders 4 - Electricians 24 - Laborers Part Time Labor Retirement and Social Security Utilities Equipment Operation and Depreciation Materials COSTS $ 22,800 84,000 6,000 7,200 6,600 52,500 5,400 2,500 $187,000 S 12,000 9,000 28,800 5,200 23,400 47,600 96,000 6,600 6,600 13,200 64,800 25,000 20,300 9,000 107,000 80,000 $554,500 IIIIIIIIIIIIIIIII AN nunu||Ijljjjljljjjljjljjjlj||||||||| DATE DUE ._..-____-—-_-_