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4.0 Waterways Network Description

Water freight movements in Kansas are dominated by the Missouri River. The Missouri River runs along a 140-mile stretch through the northeast corner of Kansas, where it forms the natural boundary between Missouri and Kansas. The River leaves Kansas near Kansas City, where it continues for another 375 miles before flowing into the Mississippi River near St. Louis, Missouri. The Missouri River is the most dominant waterway network in Kansas in terms of transporting goods and people. The flow of water on the Missouri is controlled through a series of engineered dams controlled by the U.S. Army Corps of Engineers (USACE). In general, the dams are used to ensure that the River is navigable by freight traffic between spring (April 1st) and early winter (December 1st). The U.S. Coast Guard maintains and coordinates with State Departments of Transportation and the Federal Highway Administration to establish and maintain navigational clearances for bridges crossing over the Missouri River. The Coast Guard also maintains a facility at Leavenworth, Kansas.

There are numerous public and private ports, docks, launching ramps and marinas along the Missouri River. Though there are some freight movements between the municipal docks, boat ramps, or marinas, they are very limited movements. Mostly, freight moves by river barges, (commonly referred to as tows) that are loaded and unloaded at private dock facilities. The private dock facilities are often owned, operated, and maintained by a private firm or a cooperative, such as a group of farmers, in the case of grain loading and unloading facilities.

The Kansas River was considered commercially navigable for only a brief period during the early to mid-1800s. In 1864 the State Legislature of Kansas declared the Kansas River nonnavigable and allowed for construction of bridges, primarily railroad, and dams without restriction. This was the status of the Kansas River until 1913 when the State Legislature restored the Kansas River to navigable status. Today, the U.S. Coast Guard, which has jurisdiction for bridges over navigable waterways, has determined that the Kansas River is not a waterway over which it exercises jurisdiction for bridge administration purposes and due to dam and water intake constraints it is not navigable today.

Exhibit 4.1 shows the public ports and docks along the Missouri River.

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„ 4.1 Public Ports

Kansas does not have the extensive networks of Port Authorities that other states, such as its neighbor to the east, Missouri, has. The Leavenworth County Port Authority does not have any port facilities but has been instrumental in developing industrial sites in the cities of Tonganoxie and Leavenworth.

There are municipal docks at several locations along the Missouri River. These are in Atchison, Leavenworth, and Kansas City, Kansas, as well as St. Joseph and Kansas City, Missouri. There is a public port in Kansas City, Kansas and three in Kansas City, Missouri. Due to proximity, information on two of the Missouri Port Authorities has been included below. These are the Kansas City Port Authority and the St. Joseph Regional Port Authority.

The Port of Kansas City is the largest storage and distribution center in this subreach of the Missouri River. The Port is located at the confluence of the Missouri River and the Kansas River. The Port is a multimodal facility in that freight may be transferred among river barges, railroads and trucks as well as a barge distribution facility. This terminal also sees the highest volume of freight of any in Kansas. In 2004, it handled 3.6 million tons of freight, ranking it 92nd on a list of U.S. ports based on total tonnage received.3 An aerial photograph is shown below, which demonstrates the proximity of the port facilities to the other modes of transport and the Kansas City metropolitan area regional transportation network. There is 60,000 tons of covered bulk materials available at the on site storage facilities at the dock site and rail transfer point. Additional storage facilities are available on site and on both sides of the state line. The products handled include fertilizer, grain, corn, bark, rock clinker, salt, rolled and coiled steel, H beams, plate steel, rebar and petroleum coke. Offloading equipment on site includes three 25 ton cranes, eight front end loaders, and portable conveyor systems. The Port is served by the Union Pacific Railroad system. The Port of Kansas City has its own set of truck scales for weighing inbound or outbound truck traffic.

3 U.S. Army Corps of Engineers, Navigation Data Center, 2004, http://www.ndc.usace.army.mil.

D-52 Cambridge Systematics, Inc NE To Omaha To Des Moines Sub-Reach 1 White Cloud Grain Co. !"`$ MO Buffalo Hollow Quarry Ik Wolf Creek Quarry Dock Ik Ik I| Aî Iw ?Ñ Mount Vernon Quarry Dock ?Ã Az ?Á !"`$ Mount Vernon ?ÿ ?é Quarry Dock ?Ã Iz ATCHISON Ii AÃ ?È KS GOODLAND Ii Ii ?Ç Ix !"a$ I¨ Exhibit 4.1 ?¿ Ip KANSAS ?Ê I{ MANHATTAN Ii I¥ ?Æ TOPEKA CITY !"a$ ?Ê !"a$ !"a$ Studer (Westlake) Quarry Dock HAYS ?¿ ?Á CO Il ?å LAWRENCE Kansas Freight

?Î To St. Louis Ay SALINA Io Io !"`$ Waterway Network ?¿ %&d( ?¿ Aº Io ?í ?¿ ?¿ ?Ç AÀ Public and ?ý Kº Io !"`$ Private Ports Sub-Reach 2 Sub-Reach 3 I£ Iu St. Joseph Boat Ramp I| Io EMPORIA MO and Piers ?Ï #* I¥ %&b( Im ?Ó ?Ñ Scholz (Roundy) (Westlake) Quarry DockI¨ !"`$ Ix on the MO Bromely and Sons QuarryIo Dock HUTCHINSON ?Ó Missouri River KS GARDEN CITY Aº Maczuk Inc. Iz KS Im 2008 Holiday Sand and GravelIm Co. Elders Grain Co. Dock ?ÿ ?ç ?ý Bartlett and Company Inc. ?É In I£ Ip AG Processing DODGE CITY Atchison Municipal DockI¥ WICHITA K» I¡ Aw Io In Iu Chemical Operations #* ?ß Atchison Dock ?Á Farmland Industries Inc.?Ï ?Û MO PARSONS I In ?Æ I¡ #* Atchison County?Ö CO-OP Dock #* I¡ 02550 #*#* ?Î Boldridge Quarry Dock ?½ I£ LIBERAL ?à I¢ Miles To Oklahoma City May 2009 Sub-Reachs Defined Sub-Reach 1 river miles 453-500 Source: Sub-Reach 4 Sub-Reach 5 MO Sub-Reach 6 Kansas City KS. Public Terminal Sub-Reach 2 river miles 433-453 MO OK USACE Missouri River MO Bartlett and Company Inc. Sub-Reach 3 river miles 413-433 Massman Construction Co. Inc. !"b$ Sub-Reach 4 river miles 387-413 Division. Williams Brothers Sub-Reach 5 river miles 372-387 Bennett-Rogers Pipe Coating Inc. Dock Sub-Reach 6 river miles 359-372 Kansas City MO Dock Oak Mills #* West Lake Union Equity CO-OP Dock #* #* Quarry Dock Quarry Dock Property of Kansas City Mo. Holiday Sand and Gravel Co. #* Side Type AR #* MO KS Cargill Inc. #* #* KS KS #* Chemical, Fuel, Fertilizer Hull Quarry Dock Smoot Grain Co. Dock #* Kansas City #* General Dock LEAVENWORTH Holiday Sand and Gravel Co. Midwest Terminal #* Grain #*#* #* Inactive U.S. Coast Guard Facilities KS Kansas City #* #* Borchers Oil Co. Texico Oil Co. Dock #*#*#* #* Rock,Sand,Gravel Leavenworth Municipal Dock Intercontinental ENGR. And MFG. Dock Cargill Inc. #* public Missouri Valley Steel Shipyards Dock Kansas City KS Public Terminal Note: Recreation docks and ramps American Compressed Steel INC. not shown

Kansas Statewide Freight Study Existing Freight System

The Port of Kansas City

The St. Joseph Regional Port Authority is located in St. Joseph, Missouri, about 50 miles upstream from Kansas City, Missouri. The Port Authority is a multimodal transfer point, transferring products among barge, truck, and rail facilities which come together at the Port Authority. There are two crawler cranes which are, rated at 51 ton and 31 ton capacity, as well as loaders, forklifts and under car offloading pit with conveyor which are available on site. The UP and BNSF Railroads serve this area. The Air National Guard home base, Rosecrans Memorial Airport, is able to accommodate most aircraft cargo transfers or transferring products. The St. Joseph Port Authority has no covered storage facilities at the dock site or rail transfer port. Storage facilities are noted as being available near by.

The public ports and docks are included in Table 4.1 along with private docks. Half of the facilities along the Missouri River, both in Kansas and across the River in Missouri handle either grain products or sand/gravel/rock. By far, the most commonly carried commodity on the Missouri River up stream from Kansas City would be sand and gravel. Most of the docks handling grain products are along the Missouri River in Subreaches 5 and 6, which includes the Kansas City Metropolitan Area. The sand/gravel/rock docks tend to be more dispersed along the Missouri River in both Kansas and Missouri and several were noted as inactive

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in the USACE Navigation Charts. The classifications were obtained from the USACE Missouri River Navigation Charts.

„ 4.2 Private Ports

Generally speaking, nearly all the docking facilities along the Missouri River in Kansas are owned by private entities. The Navigation Charts for the Missouri River show the location and owner of the loading docks and private port facilities on the Missouri River. There are additional ports on the Missouri side of the Missouri River and bridge crossings over the Missouri River allow for some Kansas products to be shipped from port or dock facilities located in Missouri and vice-versa. Private ports are shown on Table 4.1.

A summary of private ports and docks by county and types of goods transported is provided in Table 4.2. Most docks (15 out of 27 in Kansas, or 55 percent) handle either grain products or building materials such as sand, gravel, and rock.

Table 4.1 Missouri River Commercial River Terminal and Facilities

Location USAC Navigation Public/ Chart Name Facilities Private State County Town Mile Bank Number Grain loading White White Cloud Grain Co. Private KS Doniphan 488.0 R 47 dock Cloud Rock loading Buffalo Hollow Quarry Private KS Doniphan Sparks 478.0 R 48 dock Paynes Landing Access NA Private MO Holt 477.0 L 49 Mount Vernon Rock loading Private KS Doniphan Sparks 473.6 R 49 Quarry Dock dock Wolf Creek Quarry Rock loading Private KS Doniphan Sparks 474.5 R 49 Dock dock Mount Vernon Rock loading Private KS Doniphan Charleston 468.8 R 50 Quarry Dock dock Gas, docking Island Marina Private MO Andrew Nodaway 462.6 L 51 facility, and food Nodaway Island Recreation area Public MO Andrew Nodaway 462.2 L 51 Recreation Facility

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Table 4.1 Missouri River Commercial River Terminal and Facilities (continued)

Location USAC Navigation Public/ Chart Name Facilities Private State County Town Mile Bank Number Studer (Westlake) Inactive Private KS Doniphan 456.7 R 52 Quarry Dock St. Joseph Water Intake Intake Private MO Buchanan Bon Ton 452.1 L 53 St. Joseph Boat Ramp NA Public MO Buchanan Bon Ton 452.0 L 53 D.L.W. INC. Ramp NA Private MO Buchanan Bon Ton 451.9 L 53 “SPIRIT OF ST. JOSEPH” Show Boat NA Private MO Buchanan St. Joseph 449.0 L 54 Landing Holiday Sand and Sand and gravel Private MO Buchanan St. Joseph 447.6 L 55 Gravel Co. unloading dock Bartlett and Company Grain loading Private MO Buchanan St. Joseph 446.6 L 55 Inc. dock Dock with AG Processing derrick, grain Private MO Buchanan St. Joseph 446.1 L 55 conveyor St. Joseph Power and Intake Private MO Buchanan St. Joseph 445.7 L 55 Light Co. Intake Farmland Industries NA Private MO Buchanan St. Joseph 445.4 L 55 Inc. Flathead Fishing Club Dock Private MO Buchanan St. Joseph 444.6 L 55 St. Joseph Small Boat Ramp and outboard motor Public MO Buchanan St. Joseph 444.0 L 55 Dock and yacht club Chemical Chemical Operations Private MO Buchanan St. Joseph 445.4 L 55 unloading dock Wathena Boat Ramp NA Public KS Doniphan 440.9 R 56 Scholz (Roundy) Geary (Westlake) Quarry NA Private KS Doniphan 432.8 R 57 City Dock Atchison Water Intake Intake Private KS Atchison Atchison 423.3 R 59 Fertilizer Maczuk Inc. Private KS Atchison Atchison 423.2 R 59 unloading dock Grain loading Elders Grain Co. Dock conveyor and Private KS Atchison Atchison 423.1 R 59 dock Atchison Indep. Park Recreation Area Public KS Atchison Atchison 423.0 R 59 and Access Boat Ramp

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Table 4.1 Missouri River Commercial River Terminal and Facilities (continued)

Location USAC Navigation Public/ Chart Name Facilities Private State County Town Mile Bank Number Atchison Municipal Loading dock Public KS Atchison Atchison 422.9 R 59 Dock Atchison Water Dept. Intake Private KS Atchison Atchison 422.5 R 59 Intake Loading and Atchison Dock Public KS Atchison Atchison 421.1 R 59 unloading dock Atchison County CO- Grain loading Private KS Atchison Atchison 420.9 R 59 OP Dock dock Bromely and Sons Rock Private KS Atchison Atchison 423.8 R 59 Quarry Dock Boldridge Quarry Dock Inactive Private KS Atchison Atchison 418.5 R 60 Iatan Power plant Intake Private MO Platte 411.2 L 61 Water Intake Oak Mills Quarry Dock Inactive Private KS Atchison 413.6 R 61 West Lake Quarry Inactive Private KS Atchison 413.0 R 61 Dock Weston Bend State Recreation area Public MO Platte Weston 403.1 L 63 Park Hull Quarry Dock Rock Private MO Platte Weston 403.0 L 63 Leavenworth Park and Leaven- Leaven- Recreation area Public KS 397.5 R 64 Access Boat Ramp worth worth Leavenworth Water Leaven- Leaven- Intake Private KS 397.4 R 64 Company Intake worth worth Transfer of U.S. Coastguard government Leaven- Leaven- Private KS 397.3 R 64 Facilities materials and worth worth dock Small Boat Ramp and Leavenworth Leaven- Leaven- Public KS 396.2 R 64 Dock boat club worth worth Dock with Leavenworth Leaven- Leaven- derrick, grain Private KS 396.1 R 64 Municipal Dock worth worth conveyor

Missouri Valley Steel Leaven- Leaven- Inactive Private KS 395.6 R 65 Shipyards Dock worth worth Grain loading Leaven- Smoot Grain Co. Dock Private KS Wolcott 386.5 R 66 dock worth

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Table 4.1 Missouri River Commercial River Terminal and Facilities (continued)

Location USAC Navigation Public/ Chart Name Facilities Private State County Town Mile Bank Number Molasses Leaven- Cargill Inc. Private KS Wolcott 386.4 R 66 unloading dock worth Holiday Sand and Sand and gravel Leaven- Private KS Wolcott 386.2 R 66 Gravel Co. unloading dock worth Construction Massman Construction materials and Private MO Platte Parkville 385.0 L 66 Co. Inc. rock loading dock Johnson County Intake Private KS Wyandotte 379.8 R 68 Water Dist No.1 Intake Nearman Bottoms Intake Private KS Wyandotte 378.6 R 68 Power Plant Intake Mid-Continent Asphalt Intake Private MO Platte Parkville 378.4 L 68 and Paving Co. Intake Holiday Sand and Sand and gravel Private MO Platte Parkville 378.3 L 68 Gravel Co. unloading dock English Landing Recreation area Public MO Platte Parkville 377.4 L 68 Recreation Park Bulk petroleum Texaco Oil Co. Dock Private MO Platte Parkville 376.3 L 68 storage Intercontinental ENGR. Loading and Private MO Platte Parkville 375.6 L 68 And MFG. Dock unloading dock Kansas City KS Water Kansas Intake Private KS Wyandotte 373.6 R 69 Co. Intake City Kansas City KS Power Kansas Intake Private KS Wyandotte 373.5 R 69 and Light Co. Intake City Union Equity CO-OP Grain loading Kansas Private KS Wyandotte 373.0 R 69 Dock dock City Bennett-Rogers Pipe Bulk and liquid Kansas Private KS Wyandotte 372.4 R 69 Coating Inc. Dock unloading dock City Kansas City Mo Water Kansas Intake Private MO Clay 370.5 L 69 Dept. Intake City Liquid fertilizer Kansas Williams Brothers solutions Private KS Wyandotte 368.2 R 70 City unloading dock Bartlett and Company Grain loading Kansas Private KS Wyandotte 367.7 R 70 Inc. dock City

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Table 4.1 Missouri River Commercial River Terminal and Facilities (continued)

Location USAC Navigation Public/ Chart Name Facilities Private State County Town Mile Bank Number Kansas City KS. Public Loading and Kansas Public KS Wyandotte 367.7 R 70 Terminal unloading dock City Grain loading Kansas Midwest Terminal dock and Private MO Jackson 367.1 R 70 City warehouse

Kansas City MO Loading and Kansas Public MO Jackson 367.1 R 70 Public Terminal unloading dock City

American Compressed Scrap steel Kansas Private MO Jackson 366.9 R 70 Steel INC. loading dock City Warehouse dock Kansas Kansas City Dock Private MO Jackson 365.9 R 70 platform City Property of Kansas City Kansas Loading dock Public MO Jackson 365.4 R 70 MO. City K.C. Power and Light Kansas Intake Private MO Jackson 365.3 R 70 Co. Intake City Grain loading Kansas Cargill Inc. Private MO Jackson 364.2 R 70 dock City Kansas Borchers Oil Co. Fuel dock Private MO Jackson 364.1 R 70 City

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Table 4.2 Commodities Handled by River Port, County and State

River Bank County Total Number Chemical liquid) fuel, (acid, Fertilizer (dry, liquid) Grain/Sugar/Food Sand/Gravel/Rock/ Metal Not in Use / Inactive Other/Public Access Kansas Atchison 9 1 2 1 3 2 Doniphan 7 1 5 1 Leavenworth 6 3 1 1 1 Wyandotte 5 1 1 2 1 Total 27 1 2 8 7 5 4 Missouri Buchanan 6 1 3 1 1 Clay 7 1 2 1 3 Platte 5 1 3 1 Total 18 3 0 5 5 0 5 Total Ports 45 4 2 13 12 5 9

Source: 2004/2005 Missouri Navigation Charts.

„ 4.3 Waterborne Commerce of the Missouri River

The U.S. Army Corps of Engineers (USACE), New Orleans, keeps track of and assembles the river navigation and barge traffic data on an annual basis in the report ‘Waterborne Commerce of the U.S.” The USACE, with an agreement of the U.S. Fish and Wildlife Service, manages the water levels in the Missouri River to provide a more natural volume, timing and duration of high water and low water events and still provide enough water depth to allow for commercial navigation for about eight months of the year. This navigation season has been reduced in recent years due to low water levels in the Missouri River. The dry cycle or droughty conditions have persisted for several years in the midwestern states that form the watershed of the Missouri River. When the water levels fall below the minimum required depth of eight feet, the river is closed to commercial navigation. The variability of the navigation season has caused controversy among agricultural and construction interests, the barge operators and the regulatory agencies such as the U.S. Army Corps of Engineers and the U.S. Fish and Wildlife Service.

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Table 4.3 shows the movement of commodities by tonnage and river reach. Missouri River subreaches can be referenced on Exhibit 4.1. Most of the river freight is from Kansas City, the Port of Kansas City to the mouth of the Missouri River, just north of St. Louis Missouri. Of the 85,007 short tons (2,000 lbs) carried by barges on the Missouri River from 1997 to 2006 in Reach 1, 96 percent of the tonnage was in Reach 3, Kansas City (River Mile 374.8) to the mouth of the Missouri. The range of short tons was from a high in 2001 of 9,295 to a low of 7,608 in 2005 with an average tonnage of 81,300 thousands of tons, as shown in Table 4.3. The Port of Kansas City (River Mile 374.8 to River Mile 353.8), Reach 4, accounted for a total of 36,614 thousands of short tons and with an average of 3,661 thousands of tons per year. These movements represent a very small percentage of total freight flows in Kansas. In 2002, the Bureau of Transportation Statistics estimated that less than one percent of all commodities shipped in Kansas were shipped by barge.

Table 4.3 Movement of Freight Traffic Commodities by Tonnage (In Thousands of Short Tons)

Year Reach 1 Reach 2 Reach 3 Reach 4

1997 8,172 1,376 7,781 3,417 1998 8,379 2,292 7,919 3,489 1999 9,252 1,665 8,853 3,864 2000 8,733 1,801 8,340 3,820 2001 9,732 1,411 9,295 4,276 2002 8,266 1,553 7,901 3,575 2003 8,050 1,195 7,769 3,650 2004 8,192 2,041 7,903 3,663 2005 7,936 1,921 7,608 3,280 2006 8,295 1,687 7,931 3,580 Total 85,007 16,942 81,300 36,614

River Mile Reach 1 Fort Benton, MT to Mouth (Consolidated Report) 2,073 to mouth Reach 2 Omaha to Kansas City (included in Fort Benton to mouth) 627 to 374.8 Reach 3 Kansas City to mouth (included in traffic of Fort Benton to mouth) 374.8 to mouth Reach 4 Port of Kansas City (Included in traffic of Kansas City to mouth) 374.8 to 353.8

Source: USACE Missouri River Division.

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The nominal or typical navigation season on the Missouri River is about eight months long. The normal navigation season commences in St. Louis on April 1 and closes December 1. Kansas City opens three days later and closes three days earlier. The navigation season can be extended by a week or so at each end under favorable conditions. The Navigation Flow Targets, measured in cubic feet per second, are 41,000 cfs in Kansas City, MO for full service and with a minimum service target flow of 35,000 cfs. There needs to be 31 Million acre feet in the six Upper Missouri reservoirs on March 1 in order to feasibly have a commercial navigation season. Each year, on March 15, the USACE meets to assess reservoir levels to determine the anticipated length of the upcoming navigation season. Later, on July 1, the USACE meets again to determine if there is sufficient water maintain the navigation season. For the last several years, the drought in the Midwest has forced the USACE to curtail a portion of the navigation season, generally closing it two months early. For example, in 2006, the season opened on April 1, but the U.S. Corps of Engineers ended the mainstream reservoir system navigation flow support for the Missouri River (effectively closing it) on October 17, 2006. The early closure requires the commodity moving companies to find other means of transport, which generally have a higher unit transport cost than with commercial barge hauler. The recent storm events, with their attendant flooding, have given the commercial navigation a breathing spell for the rest of the 2008 navigation season. The long term prospects for barge traffic in general on the Missouri River is not optimistic as it primarily reliant on vagaries of the weather and the Upper Missouri reservoirs being full enough to provide the amount of water necessary and at the right time both barge traffic and the threatened and endangered species.

Commercial Traffic and Commodities

Commodities carried by barge tend to have two characteristics: 1) They tend to be lower cost-per-ton commodities, and 2) They tend to be heavier than other commodities. In 2002, according to composite national estimates from the U.S. Department of Transportation’s (DOT) Bureau of Transportation Statistics (BTS), water shipments were valued at $401 per ton. This is more than the average for rail, which is $198 per ton, but far less than truck ($775 per ton); multimodal combinations ($4,982 per ton); or air-truck shipments ($88,618 per ton).

The products or commodities carried by barge traffic on the Missouri River include chemicals, fertilizer, grains, sand and gravel, as shown in Table 4.2. It is commonly thought that food and farm products are the number one product carried by barges, but this is not the case. Of the six most commonly carried commodities, as shown in Table 4.2, food and farm products ranks third in terms of thousands of tons carried. Crude Materials, primarily sand and gravel, account for 97 percent of the thousands of tons carried by barge traffic on the Missouri River. It also should be noted that this level of tonnage also is a similar percentage of the barge tonnage within River Reach 3, i.e., from Kansas City to the mouth of the Missouri River. Of the 34 thousand tons of food and farm products, nearly two-thirds of the tonnage carried is animal feed; the remaining one-third is grains.

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The uncertainty of the navigation season may cause a shift in river traffic to rail traffic when rail is a viable alternative to the river. It is likely that food and farm products will continue to shift towards rail which would leave the crude materials, primarily sand and gravel, as the dominant product hauled by barge. A shift to rail or truck for sand and gravel would doubtless mean considerably higher transportation costs for these products and at some point there would be a leveling off or decline in both the number of barges plying the Missouri River and their size. This may be an opportunity for smaller or shallower barges to become more common as the lower water levels become more common. The barge transportation costs per ton are still significantly lower than other modes of transportation. The Missouri River Management Plan, with its seasonal fluctuations, is unlikely to be modified in the near future. As a result, the barge operators and their customers will have challenges with water levels and a consistent and reliable navigation season.

The unit cost for shipments of bulk commodities such as cement, sand and/or rock is lower for barges than for truck or even rail but with the Missouri River subject to navigation season restrictions it makes it more difficult to fully integrate barge traffic into the intermodal mix of truck, rail and barge freight. Seasonality is seldom a limiting factor when discussing rail and truck shipments, but is a key component of the use of barges for bulk commodity shipments.

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5.0 Air Cargo Network Description

Provided in this section is an overview of the air cargo industry in the State of Kansas. In order to understand the Kansas air cargo network adequately, it also is necessary to look at the trends and issues affecting the U.S. air cargo industry as a whole.

„ 5.1 Type and Function of Air Cargo Airports

Air cargo includes both freight and mail. Two types of air cargo carriers exist: 1) All- cargo airlines that are either integrated express carriers handling small, express packages or are nonintegrated freight carriers handling heavyweight shipments. Included in the dedicated, nonintegrated air cargo category are freight forwarders whom focus on point- to-point service. 2) Combination airlines are those that carry air cargo as well as passenger traffic. Cargo is transported by air cargo carriers through the network of airports, which are freight-capable. There are a number of factors that are considered by carriers to determine which airports will act as air cargo facilities. These criteria vary according to the intended use of the air cargo facility, the type of cargo, and the type of air cargo carrier. Air cargo facilities, including air cargo airports, can be classified into the following categories based on function:

• Local market stations; • Regional and National air cargo hubs; and • International gateways.

For airport facilities, each of these classifications is based on the origin and destination of the traffic that uses the airport and the resulting interaction of the airport with the surrounding market area. These categories also are differentiated through hub-and-spoke terminology where each facility, in this case airports, is a series of points, or nodes, in a connected network outlined by carrier routes.

Local Market Stations

For local market stations, the origin and destination of cargo is in the vicinity of the airport and, therefore, the airport interacts with and is dependent on the surrounding market area. These airports can be described as a spoke, or an end node, to the hub-and-spoke network. The goal for carriers here is to generate more revenue based on local inbound

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and outbound traffic than operational costs. Exhibits relating to local market stations are shown later in the section in regards to Kansas airports.

National and Regional Hubs

Hubs, in comparison with local market stations, can act more independently from the surrounding market area to the airport. Hubs include regional and national hubs, where progressively each one becomes more independent of the surrounding market area to the airport. For the most part, a majority of material to transit the hub has an origin and destination that does not coincide with the surrounding market area. Hubs sort, process, and redirect cargo once it arrives. Therefore, hubs are a central point in the node network of a hub-and-spoke network. Regional and national hubs differ in that regional hubs concentrate more on truck to air freight operations and national hubs concentrate more on air to air freight operations. The main function of the regional hub is to facilitate truck-to- truck and air-to-truck freight transfer, whereas the national hub’s main function is to facilitate air-to-air transfer of air cargo.

Figure 5.1 shows national and regional air cargo hubs that correspond with top domestic-based, air cargo carriers according to 2007 T-100 segment data from the Bureau of Transportation Statistics (BTS). These carriers include FedEx, United Parcel Service (UPS), American Airlines, ABX Air (now owned by DHL), Atlas Air, Northwest, Delta, Kalitta, Continental, U.S. Airways, ASTAR Air Cargo (formally DHL), Southwest, etc. Regional airports shown in Kansas are Wichita Mid-Continent, Dodge City, and Garden City.

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Figure 5.1 National and Regional Air Cargo Hubs

Due to frequent air cargo carrier route consolidation efforts and mergers between operators, air cargo airports change in hub classification and/or dominant carrier. Airports also can dually classify as a regional and national hub relative to certain air carriers. Dallas-Fort Worth is a regional hub to UPS. Kansas does not serve as a national hub at this time, but has three regional hubs.

In addition to airports that dually act as regional and national airports, there also are airports that dually serve as national and international gateways. International gateways are discussed in the next section.

International Gateways

International gateways are similar to hubs in that the airport is not reliant on the surrounding market area and the majority of origins and destinations for material do not fall in close proximity to the airport. At the same time, these facilities differ from hubs in that they act as a processing point for international air cargo, meaning they are not a central node in the hub-and-spoke carrier network. They are a processing, connecting node. There are many selection criteria that go into an international gateway. One is that an air cargo lift is required for international destinations. Carriers with aircraft that have considerable lift include commercial passenger carriers such as Lufthansa, express

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integrators or all-cargo airlines such as DHL and UPS, and all-cargo scheduled or chartered aircraft. Other criteria include developed domestic and international air networks, competitive air service rates, and proximity to large market areas equipped with transportation distribution infrastructure. Shown in Figure 5.2 are the largest U.S. international gateways. There currently are no international gateways in Kansas.

Figure 5.2 Largest U.S. International Gateways

These cargo gateways coincide with the largest U.S. passenger gateways as a result of the number of commercial passenger carriers that provide international air cargo movement. These carriers are responsible for about half of all cargo movement in and out of the U.S. Additionally, these airports commonly double as an endpoint in an airport-to-airport freight forwarder network, where freight forwarders are different than integrated and all- cargo carriers since they specialize in transporting cargo point-to-point rather than through a hub-and-spoke network. Freight forwarders control an estimated 80 percent of international air cargo and are attracted to nonhub international gateways for the critical mass of air cargo lift, trucking operations, warehouse, and distribution facilities.

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„ 5.2 Kansas Air Cargo System Overview

The Kansas Air Cargo Overview provides details on air cargo airport activity within the State of Kansas based on airports, carriers, routes, and fleet mix.

Kansas Air Cargo Airports

There are 14 Kansas airports that support air cargo operations in varying degrees of volume and frequency based on BTS 2007 T-100 segment data for all carriers. These include:

• Dodge City Regional (DDC); • Newton City/County (EWK); • Forbes Field, Topeka (FOE); • Great Bend Municipal (GBD); • Garden City Regional (GCK); • Renner Field, Goodland (GLD); • Hutchinson Municipal (HUT); • Hays Regional (HYS); • New Century AirCenter (IXD); • Wichita Mid-Continent (ICT); • Liberal Municipal (LBL); • Manhattan Regional (MHK); • Salina Municipal (SLN); and • Ulysses (ULS).

Each of these airports serve as local market stations meaning that inbound cargo to airports is destined for the surrounding market area. This is with the exception of Wichita Mid-Continent, Dodge City and Garden City, which serve as regional hubs to the State of Kansas. Based on Federal Aviation Regulations (FAR) Part 139, ten airports supported scheduled air cargo operations for either integrated carriers or all-cargo carriers. Part 139 establishes certification requirements for airports serving scheduled air carrier operations in aircraft designed for more than nine passenger seats but less than 31 passenger seats. These airports include all those shown above except EWK (Newton), IAB (McConnell Air Force Base), and ULS (Ulysses).

Kansas airports with significant air cargo traffic are shown in Table 5.1, where domestic flights do not distinguish between intrastate traffic inside of Kansas and interstate traffic between Kansas and other states. Those airports which supported air cargo traffic but

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were found not to have a significant impact to the Kansas air cargo network include: EWK (Newton), FOE (Forbes Field, Topeka), GLD (Renner Field, Goodland), HUT (Hutchinson), IAB (McConnell Air Force Base), LBL (Liberal), and ULS (Ulysses). These airports are left out of further discussion and analysis.

Table 5.1 Kansas 2007 Domestic Air Cargo Tonnage by Direction

Airport Inbound Outbound Tonnage DDC (Dodge City) 2.34 0.99 3.33 GBD (Great Bend) 0.45 0.176 0.626 GCK (Garden City) 241.44 199.84 441.28 HYS (Hays) 64.80 21.76 86.56 ICT (Wichita) 16,754.83 13,552.59 30,307.42 MHK (Manhattan) 1.28 1.23 2.51 SLN (Salina) 6.04 29.81 35.85 Total 17,071.00 13,806.00 30,878.00

ICT (Wichita) makes up the majority of air cargo tonnage to transit the State of Kansas. Top routes to ICT from other Kansas airports are those from GCK (Garden City) to ICT at 198 tons, HYS (Hays) to ICT at 21 tons, and SLN (Salina) to ICT at six tons. The difference shown between inbound and outbound cargo to ICT demonstrates activity via other modes of transport such as freight or rail.

Figure 5.3 shows the market share of the scheduled air cargo airports according to total inbound and outbound (bidirectional) tonnage. Contributions by GBD and MHK were found to be less than 0.01 percent. These results coincide with results shown in the previous table. T-100 market data differs from T-100 segment data in that segment data does not distinguish whether or not cargo was enplaned, deplaned, or is through traffic at a specific origin or destination.

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Figure 5.3 Bidirectional Tonnage Air Cargo Market Share for Kansas Airports

SLN, 0.04% DDC, 0.01% GCK, 1.45%

HYS, 0.28%

DDC GCK HYS ICT SLN ICT, 98.21%

*Based on 2007 T-100 Market Data.

Given the role Kansas City International (MCI) and Denver International (DEN) play in the national air system and their close proximity to the State of Kansas, tonnage to and from these airports is shown in Table 5.2. Each of the Kansas cargo airports has connections with MCI (Kansas City), with the exception of GCK (Goodland) for tonnage outbound to MCI (Kansas City). Both ICT (Wichita) and GCK (Goodland) have connections with DEN (Denver).

Table 5.2 2007 Intra Tonnage Air Cargo State of Kansas and Surrounding Airports

Kansas City International (MCI) Tonnage Denver International (DEN) Tonnage Origin Destination Origin Destination Airport in KS in KS Airport in KS in KS DDC (Dodge City) 0.440 0.042 DDC (Dodge City) - - GBD (Great Bend) 0.170 0.003 GBD (Great Bend) - - GCK (Goodland) 0.005 - GCK (Goodland) - - HYS (Hays) 0.090 0.030 HYS (Hays) - - ICT (Wichita) 11.570 1.630 ICT (Wichita) 23.95 48.98 MHK (Manhattan) 1.210 0.110 MHK (Manhattan) - - SLN (Salina) 2.360 0.050 SLN (Salina) - - Totals 15.845 1.865 Totals 23.95 48.98

*Based on 2007 T-100 Segment Data.

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„ 5.3 International Air Cargo

Shown in Table 5.3 are the two international operations, one with a destination inside of Kansas and the other originating in Kansas. Both of these flights have connections with ICT. This is consistent with previous statements for ICT and its prominent role in the Kansas air cargo network. Each of these flights was serviced by integrated air-cargo carriers.

Table 5.3 2007 International Air Cargo Tonnage

Carrier and Air Airport Tonnage Craft Type Destination Outbound Gen Fierro Villalobos Airport ICT (Wichita) 0.47 USA Jet Airlines, 681 (Chihuahua, Mexico) Inbound Montreal Dorval Airport 0.46 American Airlines, 614 ICT (Montreal, Canada)

*Based on 2007 T-100 Segment Data

Domestic air cargo then accounts for the majority of air cargo passing through the Kansas network.

„ 5.4 Kansas Air Cargo Network and Facilities

Exhibit 5.1 shows the Kansas regional air cargo hubs. The following tables and figure describe the Kansas air cargo network – its carriers and routes. Shown in Table 5.4 are the carriers for each airport for 2007 together with annual airport operations. Shown in Figure 5.4 is the Kansas air cargo network, or common routes traveled between airports by carriers.

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Table 5.4 Kansas 2007 Scheduled Air Cargo Carriers and Operations

Annual Airport Operations Integrated Express and All-Cargo Carriers DDC (Dodge City) 61 Air Midwest, FedEx GBD (Great Bend) 158 Air Midwest GCK (Goodland) 405 Air Midwest, FedEx HYS (Hays) 459 Air Midwest, FedEx ABX Air, America West Airlines, American Airlines, American Eagle Airlines, Atlantic Southeast Airlines, Continental Air Lines, Empire ICT (Wichita) 6,446 Airlines, Express Jet Airlines, FedEx, Mesa Airlines, United Air Lines, UPS, USA Jet Airlines MHK (Manhattan) 473 Air Midwest Air Midwest, Ameristar Air Cargo, Empire Airlines, FedEx, USA Jet SLN (Salina) 749 Airlines

*Based on 2007 T-100 Segment Data.

As shown in Table 5.4, in 2007 Air Midwest conducted cargo operations at all Kansas airports (that were found to have significant impacts to the Kansas air network). Also operating as Mesa Airlines, the fleet mix for Air Midwest included Beech 1900, a passenger twin-engine turboprop airplane. With destinations at DDC (Dodge City), GBD (Great Bend), GCK (Garden City), HYS (Hays), ICT (Wichita), MHK (Manhattan), and SLN (Salina), Air Midwest was the only air cargo carrier with flights out of MHK and GBD. All Air Midwest routes connected to MCI (Kansas City) except for one route between MHK and SLN. In 2008, Air Midwest ceased operations and was replaced by Great Lakes Aviation.

Based on Table 5.4, FedEx had origins at the following airports: DDC (Dodge City), GCK (Garden City), HYS (Hays), ICT (Wichita), and SLN (Salina). Different than Air Midwest which predominately connected to MCI, FedEx routes are intrastate as well as connecting to airports in other states across the country. The majority of intrastate FedEx routes have connections to ICT and endpoints in the following cities: Kansas City, Sioux Falls, Dallas, Memphis, and Springfield. FedEx fleet mix operating in Kansas include Cessna 208s – single turboprop engine, fixed-gear short-haul regional airliner and utility aircraft and Boeing 727s – midsize, narrow-body, three-engine commercial jet airliners. Other carriers that operate at ICT are ABX Air, Empire Airlines, USA Jet Airlines, American Airlines, UPS, and Ameristar Air Cargo.

Carriers that operate at SLN are Ameristar Air Cargo, USA Jet Airlines, and Empire Airlines. Other aircraft making up fleet mix in the State includes Boeing 737s and 757s, CRJ200, CRJ700, CRJ900s made for regional airlines, McDonnell Douglas DC-9s – a twin- engine, single-aisle jet airliner, Dassault Falcon Jet business and corporate aircraft, and old Fairchild 27s.

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Shown in Figure 5.4 is the distribution of air cargo airports in Kansas. All airports in the State service flights to other Kansas airports demonstrating intrastate connectivity. In 2007, all had connections to MCI through Air Midwest. ICT, SLN, and GCK each have connections with DEN. Additional origin-destination pairs with ICT are Memphis International, Springfield-Branson National, Fort Worth Alliance, and Albuquerque, and with SLN is Detroit, Michigan.

Figure 5.4 Kansas Intrastate Air Cargo Network and Nearby Airports

Airside infrastructure also needs to be analyzed when considering the Kansas air cargo network. Air cargo airports require certain facilities for efficient air cargo operations. Based on the FAA’s 5010 database, the following airside infrastructure attributes for all Kansas airports handling air cargo traffic are shown in Table 5.5. Of the Kansas airports supporting scheduled air cargo service, only Wichita and Salina currently possess the runway length to support cargo operations with wide-body aircraft at the maximum takeoff weight. Manhattan, Garden City and Great Bend have the runway length to support smaller wide-body and narrow-body aircraft like a Boeing 757.

Other airports in Kansas can support narrow-body and turbo-prop aircraft that primarily serve as local feeder cargo aircraft. All airports with runway lengths of 6,500 feet or greater can accommodate smaller cargo aircraft.

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In addition to airside infrastructure listed in Table 5.5, support facilities and services are often required at air cargo airports as well. This supporting infrastructure would include:

• Dedicated parking aprons for air cargo services should include lighting for night operations. Parking locations should be clearly marked and provide ample clearance around the aircraft for loading and offloading operations. The apron also should be within a secure environment with secure gates to allow for cargo vehicle entry and egress.

• Direct access to aircraft for air cargo vehicles allows for simpler loading and offloading.

• Support services for aircraft maintenance, repair and fueling. Fueling may require above the wing and below the wing fueling operations. Other support operations may include aircraft de-icing equipment and collection and aircraft rescue and firefighting (ARFF) facilities.

• Cargo handling within the terminal or other facilities.

• On-airport regulatory agencies: Transportation Security Administration (TSA), FAA, U.S. Department of Agriculture and U.S. Customs. Additionally, the United States Postal Service may have additional needs.

Table 5.5 Kansas Air Cargo Airport Airside Infrastructure

Primary Runway Number of Airport Runways Length Width Surface Designation (feet) (feet) Type Lighting ILS Dodge City Regional (DDC) 2 14-32 6,899 100 Asphalt MIRL Yes Great Bend Municipal (GBD) 2 17-35 7,850 100 Asphalt HIRL Yes Garden City Regional (GCK) 2 17-35 7,300 100 Concrete HIRL Yes Hays Regional (HYS) 2 16-34 6,500 100 Asphalt MIRL Yes Wichita Mid-Continent (ICT) 3 1L-19R 10,301 150 Concrete HIRL Yes Manhattan Regional (MHK) 2 3-21 7,000 150 Concrete HIRL Yes Salina Municipal (SLN) 4 17-35 12,300 150 Asphalt HIRL Yes

Note: Designation – runway direction based on compass bearing Airfield lighting – MIRL = medium intensity runway edge lights, HIRL = high intensity runway edge lights, and ILS = instrument landing system.

To support air cargo operations with larger aircraft (payloads exceeding 25,000 pounds), most of the infrastructure listed above will be required for the aircraft and ground service operations to operate efficiently. The listed services should be provided. Though helpful,

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The inventory of these facilities is summarized in Tables 5.6 and 5.7.

Airside and landside infrastructure needs and aviation forecasts are addressed during the Airport Master Plan process for each individual airport. The Master Plan is led by the local governing agency and completed in conjunction with the FAA. The Master Plan typically is funded through an FAA grant combined with local matching funds. The process follows strict guidelines and regulations regarding forecasting, planning and design of identified infrastructure needs.

Table 5.6 Kansas Air Cargo Landside Facilities

Is truck and passenger traffic separated in Is there train Truck proximity to airport? access? Airport Access YES/NO YES/NO Sources of Delay DEN (Denver) Yes Yes No None MCI (Kansas City) Yes Yes No None DDC (Dodge City) Yes No No None GBD (Great Bend) Yes No Yes None GCK (Garden City) Yes No No None At-grade railroad HYS (Hays) Yes No No intersections west of airport ICT (Wichita) Yes Yes No Non Response MHK (Manhattan) Yes No No Non Response SLN (Salina) Yes Yes Yes Non Response

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Table 5.7 Kansas Air Cargo Airport Facilities and Services

Dedicated Dedicated Cargo Foreign Cargo Cargo cargo Number Building On-site On-Site Trade Ramp? Ramp buildings? of Cargo Square Customs? USDA? Zone? Airport YES/NO Area: YES/NO Building Footage: YES/NO YES/NO YES/NO DEN (Denver) Yes 39 acres Yes 3 - Yes No Yes KCI (Kansas Yes 1.2M Yes 7 - Yes No Yes City) DDC (Dodge No N/A No N/A N/A No No No City) GBD (Great No N/A No N/A N/A No No No Bend) GCK (Garden No N/A No N/A N/A No No No City) HYS (Hays) No N/A No N/A N/A No No No ICT (Wichita) Yes - Yes - - No No No MHK No N/A No N/A N/A No No No (Manhattan) SLN (Salina) No N/A No N/A N/A No No No

In Kansas, most airport infrastructure funding is acquired from the FAA. Most of the projects funded by the FAA are focused on development of the airside (runways, taxiways, terminals and aprons) to meet future aircraft and passenger demand. These project requirements are not funded by KDOT and presently, the airside infrastructure is adequate for the current and forecasted air cargo operations.

This document will focus on areas within KDOT’s realm of funding highway and local road infrastructure.

The primary requirement for successful air cargo facilities is adequate access for ground vehicles to the aircraft or on-airport sorting facilities. Surveys were conducted with airport managers at each of the scheduled air cargo airports. The purpose of this survey was to determine if there were specific access deficiencies at the airport that prevented efficient air cargo operations.

Delays in landside access can be caused by traffic congestion, combined passenger/freight access, and inadequate landside facilities for peak traffic. The survey revealed that the landside infrastructure is generally adequate and does not cause delays at any of the scheduled air cargo service airports in Kansas. In Hays, some delays could be caused at an at-grade railroad interchange west of the airport, but this is by a rare occurrence.

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All airports were accessed using state highways to local roads maintained by the local governing agency. Most of these landside facilities served both cargo and passenger traffic and were adequate in capacity to avoid any delays to either air service.

„ 5.5 Safety

Figure 5.5 shows those safety incidents reported to the Aviation Safety Reporting System (ASRS) for 2007.4 The National Aeronautics and Space Administration (NASA) maintains the online database to ASRS for the FAA. The ASRS database is a voluntary repository for incident narratives submitted by reporters which undergo a strict de-identification process. The following airports were found to have no reported incidents in 2007: HYS, SLN, DDC, and GBD. Incidents are defined as “an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.”5 Accidents are classified as a type of incident where incidents range in fatality, flight phase, time of day, weather and environmental factors such as pilot behavior, damage, and aircraft type. The low number of incidents demonstrates the strength of the Kansas airport network and its safety. This is in terms of airport facilities as well as carriers and carrier staff such as pilots, recognizing that generally two-thirds of all aviation accidents and incidents are rooted in human performance errors.

Figure 5.5 2007 Number of Reported Incidents to ASRS

50 s 45 40 35 30 25 20

Reported 15 10 5 Number of Incident 0 DEN MCI ICT GCK MHK Airport

Based on the Aviation Safety Reporting System (ASRS).

4 http://akama.arc.nasa.gov/ASRSDBOnline/QueryWizard_Begin.aspx. 5 http://www.ntsb.gov/publictn/2007/ARC0701.pdf.

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„ 5.6 Air Cargo Demand

To promote continued development of air cargo operations in Kansas requires knowledge of the needs of the air cargo industry and their business models. It is important to know their criteria and strategic factors for selecting a new market or expansion in an existing market. Air cargo operators want to be able to reach new markets, offer new services and increase their market area.

Air cargo activity forecasts looked at two growth rates: a medium growth rate of 10.01 percent and a low growth rate of 5.1 percent. Each of these was selected after looking at annualized change in air cargo tons over three different time periods (1990 to 2000, 2000 to 2007, and 1990 to 2007) and FAA literature pertaining to aerospace forecasts for the fiscal years of 2008 to 2025. The 10.01 percent growth rate corresponds to the time interval 1990 to 2007. The 5.1 percent growth rate corresponds to models that link cargo activity to Gross Domestic Product (GDP) used by FAA to forecast revenue ton miles (RTMs). One RTM is equal to one ton carried one mile and measures utilization of air-freight services. Total RTMs are forecasted to increase at an average annual rate of 5.1 percent while at the same time a 2025 RTM value of 96.5 billion RTMs results in an average annual increase of 5.0 percent over the forecast period. Time intervals and growth rates gathered during the preliminary portions of this analysis are shown in Table 5.8 together with classifications as high, medium, and low.

Table 5.8 Growth Rates

High Medium Low

1990 to 2000 2000 to 2007 1990 to 2007 FAA Cargo Period (years) 11 8 18 n/a Change in Cargo -3,000 24,800 21,800 n/a Percent Change -24.79% 272.53% 180.17% n/a Annualized Change -2.25% 34.07% 10.01% 5.10%

*Based on T-100 KS Segment Data 1990, 2000 to 2007.

Figure 5.6 shows the comparison of forecasts between the medium and low growth rates where each represents an extreme and the area in between represents a conservative forecast.

Understanding the forecasted growth and the business model of air cargo operators will allow us to determine the development potential for air cargo in Kansas. This report will examine potential growth scenarios in terms of local markets and air cargo hub development.

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Figure 5.6 1990, 2000 to 2007 T-100 Segment Based Projection

300,000

250,000 Low 200,000 Medium

150,000 Cargo (Tons)

100,000

50,000

0 1990 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023 2025 2027

Local Market Growth Forecast

This will focus growth within the catchment area of an air cargo airport. This component of air cargo activity will most likely lead to growth of the air cargo industry in Kansas. At the same time the development of a national air cargo hub or international gateway in Kansas is unlikely. The current air cargo route and network structure will remain similar to its current condition. The natural growth rate as detailed previously will spur increased usage of existing air cargo airports.

The airside and landside infrastructure detailed previously indicate sufficient runway, support facilities and access routes to accommodate the current and projected air cargo operations. Industry factors will remain constant, including:

• Express carriers and major cargo operators will operate using similar fleet mixes for aircraft and ground vehicles.

• Kansas airports will maintain the same market share throughout the forecast period.

• Hub development is unlikely.

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Hub Development Potential

In Kansas, the opportunity for one of the scheduled air cargo airports to transform into an air cargo hub is unlikely. Kansas’ proximity to existing national and regional hubs is not conducive to growth in this geographic region. Wichita acts as a consolidation point for UPS and other air cargo operators, but currently Kansas City and Denver also perform this service for air cargo originating in Kansas.

Hub development could occur if consolidation of air cargo facilities in the State occurred to increase the market share of a single airport. Even with this increase in air cargo, a single air cargo hub would serve as a regional hub for multiple air cargo operators and reduce the level of timely service that has come to be expected with these companies.

A new air cargo operator or the relocation of an existing operator’s operation to Kansas also could create a national hub and/or international gateway for air cargo. The emergence of a new air cargo operator in the current environment is unlikely. The dominance of FedEx and UPS has led to the downsizing of smaller air cargo operators like DHL. The air cargo industry is a highly competitive market and entry into the market is ripe with barriers (capital costs, competition and regulatory barriers).

Relocation of existing hub operations also is unlikely. Airports and cargo operators have recently invested significantly in new airside infrastructure at Louisville, Memphis and Indianapolis. Additional expansion of support facilities also has occurred at these national hubs. This capital investment limits the desire to relocate from their current location. As these facilities age, become less efficient and/or populations shift, the potential may develop for an air cargo hub operation to relocate to Kansas.

Air Cargo Growth

More air cargo throughput will require an increased volume of aircraft and ground vehicle operations. The infrastructure needs must continue to be met to promote this emerging market. Supporting airports as they request FAA funding for airport infrastructure improvements is imperative and the KDOT Aviation Division has always assisted in this fashion. The primary development needs for air cargo operations will center around the ground operations: larger, dedicated aprons, support facilities, equipment storage, aircraft handling facilities and access points.

Minimizing congestion in the roads with access to the airport will be the focus of KDOT and the local governing agencies. It is the proper planning of these access routes are the primary responsibility of these agencies. Airports generally are not responsible for these facilities, but can offer input into the needs of their users. Maintaining adequate traffic flow and limiting congestion are the primary objectives of local and state planning agencies to facilitate air cargo operations and growth.

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6.0 Intermodal Facilities and Connectors

An intermodal facility is a location where there is movement of freight in a container or vehicle, using multiple modes of transportation (rail, ship, truck and air). The intermodal facility reduces cargo handling, and so improves security, may reduce damages and loss, and may allow freight to be transported faster. Intermodal freight facilities involve movers, shippers, providers and users of goods. Intermodal connectors may or may not be part of the National Highway System. They can be city, county or state maintained roads that connect intermodal facilities to the National Highway System. Exhibit 1.1 shows the intermodal freight facilities and connectors in Kansas. Below is a summary of intermodal facilities in Kansas that have, or are planned to have, a significant impact on freight mobility in the State. In addition, intermodal facilities and across the state border in Missouri that have an impact on Kansas freight movements also are described.

„ 6.1 Armourdale Intermodal Facility

Armourdale is an intermodal hub located in Kansas City, Kansas near I-70 and U.S. 69, as shown in Figure 6.1. The rail terminal serves the UP and has COFC capabilities. The UP also has a rail intermodal facility located near Front Street and Chouteau Trafficway in Kansas City, Missouri. The rail terminal serves the UP and has Trailer on Flat Car (TOFC) and Container on Flat Car (COFC) capabilities.

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Figure 6.1 Armourdale Intermodal Facility

„ 6.2 Argentine Rail Yard Intermodal Facility

The Argentine rail yard, located in Kansas City, Kansas near I-635 and I-70, is the busiest classification yard in the BNSF system, processing an average of 1,795 cars daily in 2005 (excluding cars that do not change trains a the terminal and intermodal and coal cars). Figure 6.2 shows the Argentine Intermodal facility layout and location.

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Figure 6.2 Argentine Intermodal Facility Layout and Location

„ 6.3 Gardner Intermodal Facility and Logistics Park

The Gardner Intermodal and Logistics Park is proposed to be located west of I-35 near 191st Street in Johnson County. The Intermodal Park facility is generally bounded by 56 Highway to the northwest, Waverly Road on the east, 191st Street to the south and Four Corners Road on the west. Figure 6.3 shows the site layout of the intermodal and logistics park. The facility consists of an intermodal facility and logistics park. The intermodal facility will include BNSF rail and truck facilities and will concentrate on the movement of freight from rail to truck. The logistics park includes ancillary warehouses that store and process freight. The 350 acre Intermodal Facility is proposed to be surrounded by nearly 400 acres of rail-served warehouse development and 600 acres of warehousing and distribution.

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Figure 6.3 Gardner Intermodal Facility and Logistics Park

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Figure 6.4 Gardner Intermodal Facility and Logistics Park Rendering

Table 6.1 provides background information on both the intermodal facility and Logistics Park.

Table 6.1 Gardner Intermodal Facility and Logistics Park

BNSF Intermodal Facility Allen Group Logistics Park Size 355 acres 1,000 acres Scheduled Opening 2010-2012 2010-2012 Base-Year Operations 483,000 annual container lifts Phase 1 – 490,000 sq. ft. of warehouse 143 employees 294 employees 2030 Operations 915,000 annual container lifts Buildout – 7,100,000 sq. ft. of warehouse 288 employees 4,259 employees

Table 6.2 provides the a.m. and p.m. peak hour trip generation for the intermodal facility and Logistics Park. As shown in the table, both the intermodal facility and Logistics Park combined are expected to generate a 1,245 a.m. peak hour trips and 955 p.m. peak hour

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trips in 2030. Truck trips make up between 34 percent and 40 percent of the total trips generated from the site.

Table 6.2 Gardner Intermodal Facility and Logistics Park Peak Hour Trip Generation

A.M. P.M. Base Year Total Truck Trips 109 138 Total Nontruck Trips 174 42

Total Trips 283 180

Year 2030 Total Truck Trips 424 386 Total Nontruck Trips 821 569

Total Trips 1,245 955

A draft Break-in-Access study was submitted to KDOT in October, 2007. Conclusions from the study were:

• A new interchange will be needed on I-35;

• I-35 will need to be widened to eight-lanes north of U.S. 56 and six-lanes south of U.S. 56 to the new interchange;

• A new interchange is anticipated at either I-35 and 199th Street or I-35 and Homestead;

• The existing interchanges on I-35 and Gardner Road and U.S. 56 will need substantial improvements;

• U.S. 56 highway will need additional capacity west of I-35 through Gardner; and

• In addition, noncapacity improvements such as expanded transit service, employer- based Transportation Demand Management and Transportation System Management were recommended.

KDOT currently is conducting a Location Study and preparing an Environmental Assessment (EA) to determine which location is preferred for the new interchange on I-35. Once a preferred interchange location is approved by KDOT and FHWA, design of the interchange can begin. The new interchange could be open for use as early as 2014.

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„ 6.4 CenterPoint-KCS Intermodal Center

CenterPoint Properties and the Kansas City Southern Railway Company have partnered together to develop an intermodal logistics park in Kansas City, Missouri. The CenterPoint-KCS Intermodal Center features an approximately 370-acre intermodal facility operated by KCS Railway and an approximately 970-acre industrial park developed by CenterPoint Properties. Although located just miles from the Kansas Border in Missouri, the volume of freight moving into and out of this facility will have an impact on Kansas Roads.

The Richards Gebauer Airport – a former U.S. Air Force base – currently sits on a majority of the site. In 2008, Phase I of the redevelopment plan includes ground remediation, building demolition and infrastructure/utility installations to prepare the site for up to five million square feet of warehouse and distribution facilities. This site also is a Foreign Trade Zone.

Kansas City’s ideal location at the intersection of the nation’s freight transportation network has positioned the area to become a significant distribution hub for international trade. As import and domestic traffic volumes continue to grow from both Mexico and Canada, CenterPoint-KCS Intermodal Center will become an economically viable location for a variety of distribution-related customers. Direct rail service by the KCSR from the Mexican Port of Lazaro Cardenas provides shippers with the fastest route to the geographic center of the country.

Project Highlights include:

• Total Investment: $300 million; • Site Size: 1,340 acres; • Total Building Space: 5 million square feet; and • Customer Use: distribution, intermodal.

„ 6.5 Kansas City Foreign Trade Zones

Foreign Trade Zones (FTZ) were created in the United States to provide special customs procedures to U.S. plants engaged in international trade-related activities. Duty-free treatment is accorded items that are processed in FTZs and then re-exported, and duty payment is deferred on items until they are brought out of the FTZ for sale in the U.S. market. This helps to offset customs advantages available to overseas producers who compete with domestic industry.

Kansas City ranks first in the country in Foreign Trade Zone (FTZ) space, featuring several general purpose FTZ sites totaling more than 10,000 acres of space for storage and/or

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processing. In addition, four manufacturing subzones are used in the assembly of automobiles, automobile parts, and agricultural chemicals. The Kansas City trade zones handle more volume than those of Chicago, Dallas, Denver, Minneapolis, and St. Louis.

The trade zones are under the authority of Greater Kansas City Foreign Trade Zone, Inc. Kansas City was the first inland area to be granted the right to operate a FTZ and the first administered by a private, not-for-profit corporation. In the early 1970s, Kansas City pioneered what is now referred to as the “distributed” FTZ, which includes several zones and subzones throughout the area. Companies can consider the advantages of several area sites on both sides of the state line.

The available storage space in the zone sites includes modern, above ground warehouses and energy efficient underground storage. Companies in Kansas City FTZs take advantage of outstanding air, rail, truck, and barge transportation systems.

Foreign trade zones, logistics parks and intermodal facilities in the Kansas City region are shown on the KC SmartPort web site and are shown in Figure 6.5.

Figure 6.5 Kansas City Foreign Trade Zone Sites

Source: www.kcsmartport.com.

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„ 6.6 Intermodal Connectors

NHS intermodal connectors are critical components of the nation’s freight system that tie modes together and facilitate distribution of products to users. They are key links integral to achieving a U.S. transportation system that will seamlessly move goods within regions, across the country and throughout the world.

Intermodal connectors are relatively short, averaging less than two miles, and are usually local, county, or city streets designed to lower standards because they carry less volume at lower speeds than the typical mainline NHS route (primarily Interstate and Principal Arterial). These connectors, however, must be able to handle heavy large trucks moving between the terminals and mainline NHS system or to other terminals for transfer to other modes (i.e., from port to rail yard). Those in poor condition or those that have design deficiencies can slow freight movement, damage goods in transit, decrease efficiency and negatively impact safety. A well-designed and maintained intermodal connector will allow freight to move efficiently to and from the terminal.

Intermodal connectors in Kansas are shown in Table 6.3 and displayed on Exhibit 6.1. As shown in the table, there are seven intermodal connectors identified throughout the State with a total length of 11.06 miles.

Table 6.3 Kansas NHS Intermodal Connectors

Connector Facility Type Connector Description Length From U.S. 54 south on Mid-Continental Drive 1.180 miles Mid-Continent Airport to terminal and terminal loop for 0.68 miles. 2.36 Airport, Wichita From Mid-Continent south on Air Cargo Road for 0.5 miles. BNSF Terminal, Truck/Rail From I-635 E. on K-32 for 0.462 miles S 0.1 miles on 39th, 0.8 Kansas City Facility E 0.1 mi on Fairbanks, S 0.1 mi on 38th BNSF Terminal, Truck/Rail From U.S. 69 W on K-32 for 1.248 miles, S 0.1 mi on 39th, 1.3 Kansas City Facility E 0.1 mi on Fairbanks, S 0.1 mi on 38th UP’s KS City Truck/Rail From I-635 E. on K-32 for 1.710 miles N. 0.2 miles under 0.5 Intermodal Facility Facility 18th, 0.3 miles W on Bayndard. UP’s KS City Truck/Rail From U.S. 69 under 18th St. heading N.W. on Bayndard 0.0 Intermodal Facility Facility (no additional miles) From I-635 E. on K-5 for ~2.242 mi., E 1.150 miles on Williams Pipeline Truck/Pipeline sunshine Road, S 1.0 miles on Fairfax, EN 0.490 mi on 4.6 Terminal Terminal Donovan Williams Pipeline Truck/Pipeline From I-70 on Fairfax for 1.510 mi, EN 0.49 on Donovan 1.5 Terminal Terminal Total 11.06

Source: U.S. DOT, FHWA.

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Kansas Statewide Freight Study Existing Freight System

7.0 Freight Planning Organizations and Studies

Freight planning is occurring at the national, state, metropolitan, and through other quasi- governmental organizations. This section provides an overview of the freight planning organizations and studies that have been completed in the recent past and that currently are ongoing.

„ 7.1 Statewide Freight Planning

The Kansas Department of Transportation (KDOT) spent 2006 through 2008 establishing a vision for the transportation future of Kansas by updating its Long Range Transportation Plan. Freight was a small component of the overall statewide comprehensive transportation plan. As part of the freight component, the primary freight recommendations from the Long Range Transportation Plan were to:

• Develop a statewide freight plan; • Expand efforts to mitigate railroad crossing problems; and • Improve communication between rail lines and government entities.

As a result of feedback on the Kansas Long Range Transportation Plan, KDOT initiated the Kansas Statewide Freight Study to better understand freight movements on the State’s transportation systems. The purpose of the study is to better understand the movement of freight through all modes of Kansas’s transportation system in an effort to improve freight efficiency and safety throughout the system.

The State Transportation Improvement Program (STIP) 2008 – 2011is a project-specific document that includes a list of all highway and transit projects in the State for a four-year period (October 1, 2007, to September 30, 2011). Transportation Improvement Programs (TIP) for the urbanized areas in Kansas are included in this STIP by reference (Douglas County, Johnson County, Leavenworth County, Sedgwick County, Shawnee County, and Wyandotte County). Some of these projects currently may be a bottleneck to freight movement and currently are in the planning, design or construction phase to remove the bottleneck. One example is the I-435/I-35/K-10 Interchange that currently is in the concept study planning phase.

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„ 7.2 Metropolitan Planning Organization (MPO) Freight Planning

The MPOs in Kansas have completed regional freight studies over the last ten years that describe the movement of freight within their metropolitan area. All of the MPOs consider the movement of freight as part of completing their long range transportation plans. The following is a summary of the MPO’s plans pertaining to freight mobility as well as other freight studies performed at the MPO regional level.

Mid-America Regional Council (MARC)

Transportation Outlook 2030

Transportation Outlook 2030 is the Kansas City metropolitan area’s Long Range Transportation Plan (LRTP). The plan includes a Goods Movement Element. The plan notes that projects that improve access to freight facilities need to be identified through the planning process and considered in the selection of projects for inclusion in the Long- Range Transportation Plan and Transportation Improvement Program (TIP).

The Kansas City Long Range Transportation Plan was most recently updated in 2005 and is scheduled to be updated next in 2010. The report notes that Kansas City is a very important center for rail, truck, barge, and airfreight industries. The metropolitan region ranks as the second largest rail center and among the top five trucking centers in the United States. Kansas City also is well positioned to take advantage of increases in intermodal freight movements and benefits from trade with Canada and Mexico. Much of the area’s strength in trucking and intermodal movements can be attributed to its traditional strength as a centrally located rail center and its extensive highway system. Over 100 trucking firms are located within the Kansas City region, one of the most notable of which is YRC Worldwide, which is one of the largest trucking firms in the nation.

The LRTP notes that it has been difficult in the past to receive meaningful input from the freight community in regards to transportation planning. This is largely attributed to the difference in planning timelines between the public and private sectors. The long range planning for the private sector often only looks ahead to the next five years and therefore the private sector is unable to provide significant input on larger projects that generally take multiple years to fully complete. To address the need for better input from the freight industry, MARC established a standing Goods Movement Committee and interviewed regional freight providers to provide ongoing input to the transportation planning projects and prioritize those that most directly affect freight.

The Kansas City metropolitan area is one of the largest trucking centers in the United States, with over 100 trucking firms. The Transportation Outlook 2030 plan notes that trucks now carry a majority of freight originating or destined to the Kansas City region. Prior to the early 1990s, rail had been the mode most used. Transportation Outlook 2030

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Kansas Statewide Freight Study Existing Freight System currently is being updated. A new Long-Range Transportation Plan is expected in late 2010.

Intermodal Freight Strategies Study (1995)

The Intermodal Freight Strategies Study was commissioned by Mid-America Regional Council (MARC) to fully integrate freight considerations into its overall metropolitan planning process. The study identified the existing intermodal facilities present in the Kansas City region. These are the same intermodal facilities that have been mentioned previously in Section 6.0 in this report. The study also identifies the products and commodities most commonly transported within the Kansas City area. The ten most commonly transported products, in order, are: food products, grain, coal, trailers and containers, clay/glass/stone, chemicals, petroleum products, autos and auto parts, paper, and lumber. The movement of trailers and containers, which are considered rail intermodal movements, were projected to increase by the highest percentage amount of all listed products. California is the leading origin and destination for intermodal freight moving through Kansas City. Almost half of the intermodal freight originates there and about a third of it terminates there. Although much intermodal freight traffic originates in California, only roughly 5 percent of rail “though” traffic originates on the east or west coasts. Nebraska, Texas, Kansas, California, and Illinois of through rail carload freight on an individual state basis.

As part of the study, a survey was sent to carriers, warehouses and distributors of commodities, manufacturing, and retail businesses to identify a number of issues related to intermodal freight in the Kansas City region. Among these issues identified were the needs to: develop joint strategies to address specific infrastructure needs, alleviate rail line congestion, yard congestion, equipment shortages, etc.; maintain and improve intermodal performance and trucking efficiency; improve public awareness of the area’s barge industry, etc. Finally, the study offered six priorities for the Kansas City intermodal community which was purposefully general in nature due to the many varied interests in freight transportation. The six priorities were: 1) Continue to make regionwide transportation improvements; 2) Perform Ongoing Maintenance; 3) Establish NHS Intermodal Connections; 4) Establish and Implement “Jump Start” Programs; 5) Concentrate on the Northeast Industrial District (most importantly between I-35 and Chouteau Trafficway); and 6) Foster New Freight Opportunities.

Mid-Continent TradeWay Study (1998)

The Mid-Continent TradeWay Study was conducted in 1998 to determine how an international trade processing center would benefit the Kansas City area. The study concluded that the region had the physical, technological, and human resources needed to operate as an international trade processing center. The benefits of which would be reduced paperwork, streamlined shipping systems, and improved manufacturing, distribution, and transportation infrastructures, among others. In response to the study, SmartPort was created. SmartPort will be described further in Section 7.3.1.

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Kansas City Regional Freight Outlook Study (Anticipated Completion, May 2009)

MARC and Kansas City SmartPort are working to conduct the Kansas City Regional Freight Outlook Study for the metro area. This study is an update to the 1995, Intermodal Freight Strategies Study and will provide a freight strategic plan that helps the metro area remain a vital national freight transportation hub and attract freight growth to the region.

This comprehensive regional study will provide current and 20-year projections of freight facilities and commodity flows in an 18-county area. It will identify freight infrastructure needs and assess Kansas City’s regional transportation advantages, resulting in a targeted marketing strategy for the region. The Kansas City Regional Freight Outlook Study will help with long-range infrastructure planning and growth in new distribution center investments in our region.

The Kansas City Regional Freight Outlook Study will evaluate lessons learned since the Intermodal Freight Strategies Study was completed in 1995. The study will test whether previous freight assumptions have changed, provide more information about the economic impact of freight to the community, and give public officials tools to help decide whether freight investments are right for their communities.

Lawrence-Douglas County Metropolitan Planning Organization

Transportation 2030

Transportation 2030 is the long term transportation plan for the city of Lawrence and Douglas County. The plan includes a section on intermodal, freight, and other transportation. The plan makes note that the region is seen as a prime area for the development of freight distribution centers due its proximity to an interstate highway and its centralized location within the U.S. It also contains a list of recommended actions to further develop the intermodal system. The list includes better coordination with freight transportation companies and with KDOT to identify deficiencies within the current transportation system, participating in the development of the Statewide Freight Plan, considering land use as a means of separating large trucks from light vehicle traffic, designating specific truck routes, and designing intersections and interchanges for the movement of large trucks.

Metropolitan Topeka Planning Organization

2034 Long Range Transportation Plan

The 2034 Long Range Transportation Plan for Topeka contains a brief section on freight transportation and intermodal connectivity. The plan notes that the transport of goods to and from the area is projected to increase with the greatest volume of truck traffic occurring northwest of downtown Topeka along I-70. The plan also notes that the

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placement of future industrial facilities within the existing industrialized areas is a key to achieving greater efficiency within the existing system.

Wichita Area Metropolitan Planning Organization (WAMPO)

2030 Long Range Transportation Plan

The 2030 Long Range Transportation Plan for Wichita goes into great length about the significance of freight movement within the region. The area is highly dependent on highway networks since it has a strong economic focus on manufacturing and skilled labor. The region also is a large wheat producer and produces more than 5 million bushels per year. I-35 which runs through Wichita connects with I-70 to the north and I-40 to the south and links Wichita with Texas and the upper Midwest. Sixteen national and regional interstate common carriers have local terminal facilities within the area. The region also is home to the 280-acre Sedgwick County, Kansas foreign trade zone. A foreign trade zone is a general purpose zone where foreign and domestic goods are exempt from paying duty or Federal excise tax while the goods remain in the zone or are exported. These facilities are hubs of freight movement. A more detailed discussion of foreign trade zones is provided in Section 7.3.2. The region is not home to any truck-rail intermodal facilities; the nearest ones are located in the Kansas City area.

Among the suggested priorities listed in the report is following the Freight Zone and Corridor concept, which should allow for greater recognition of the benefits to the freight community that come from various roadway improvement projects. Using this concept would provide a means of prioritizing projects that would benefit the movement of goods in addition to increasing capacity. For example, when roadway capacities are increased near industrial areas, freight delivery is likely to benefit more than the passenger vehicles that likely pressed for the improvement. Designating truck routes within the region also may help to justify investment in roadway improvement projects, and pavement upgrades and bridge replacements. Establishing a standing Freight or Goods Movements Committee to maintain effective communications between the public and private sectors also is recommended.

„ 7.3 Other Organizational Freight Planning

KC SmartPort

KC SmartPort was created from recommendations in the Mid-Continent TradeWay Study (1998). This study found that a significant amount of international cargo already is processed in or passes through the Kansas City region. In addition, the North American Free Trade Agreement (NAFTA) trade in Kansas and Missouri is growing, and opportunities exist to provide value-added services for NAFTA goods process more

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freight in the Greater Kansas City Area. The study also showed that the area needed a single organization with a sole focus of growing the transportation industry.

Today, KC SmartPort is the authority on logistics opportunities in the 18-county, bistate Kansas City region. A nonprofit economic development organization, KC SmartPort promotes and enhances the Kansas City region’s status as a leading North American logistics hub. KC SmartPort says that they are America’s inland port solution. An inland port is similar in function to a traditional seaport but without the sea. The transfer of goods between modes such as the river, airports, rail and highway are performed at an inland port. Because of Kansas City’s geographic location relative to the United States, it makes Kansas City an ideal inland port.

SmartPort has two main focuses in its mission:

1. To grow the Kansas City area’s transportation industry by attracting businesses with significant transportation and logistics elements; and

2. To make it cheaper, faster, more efficient, and secure for companies to move goods into, from, and through the Kansas City area.

SmartPort is working to carry out objectives identified in the two mission statements. As a result to meet these mission statements, current SmartPort initiatives include:

• Economic Development – SmartPort is focusing on attracting investments from companies with significant transportation and logistics elements such as distribution centers, warehouses, third-party logistic providers, and manufacturers.

• Trade Data Exchange (TDE) – With the help of public and private funds, SmartPort is working to improve the supply chain visibility in the Kansas City area as well as on a global level. The TDE will provide real time visibility and cargo security as it increases efficiency in the supply chain.

• Business Services – SmartPort is working to bring additional services, such as foreign customs offices, to the Kansas City area to aide business of all size in moving their goods both domestically and internationally.

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