Most of the town of Greensburg, Kansas was destroyed by an EF-5 tornado on May 4, 2007. Now, Greensburg residents and officials are faced with the challenge of rebuilding their town. Due to the extent of the destruction to residences, businesses, and public facilities such as schools, the hospital, and government buildings, city officials realized the importance of planning the rebuilding efforts.

One of the key elements in planning a new Greensburg is the location and design of a US-54 freeway in the Greensburg area. The ultimate vision for US-54 throughout southwest Kansas is a freeway; an interstate-like highway that allows access only at interchanges. The location of the future freeway affects how the community rebuilding plan is developed. As a result, Greensburg city officials approached KDOT about reconsidering a southern bypass recommended in the 2002 US-54/US-400 Location Design Concept Study.

The 2002 study (see 2002GreenburgBypassConcept.pdf) recommended a bypass because any freeway through town would have displaced an unacceptable number of home and businesses. They asked KDOT to consider a new location for the road about midway between the current highway and the railroad tracks three blocks to the north. City officials and business leaders believe that a freeway through town, rather than one around it, may provide better visibility, access, and future benefits to the community.

KDOT is committed to helping Greensburg achieve its vision. KDOT is reconsidering the 2002 bypass concept and supports changing the concept to a different location if that is what Greensburg envisions.

In collaboration with city officials and community leaders, two new US-54 freeway concepts were created that address many of the concerns of Greensburg's leadership. Both concepts follow the same alignment parallel to the current US-54, midway between Ohio and Illinois streets. Each concept has one interchange - they differ in where the interchange is located and designed. There would also be an interchange at US-183, west of Greensburg. They were presented to citizens at a public information meeting on June 7, 2007.

Concept A (see US54 ConceptA.pdf)

Concept A uses a "split diamond" interchange for access to and from the future freeway. With this concept, access would be split between each side of town with eastbound traffic exiting the freeway only at Bay Street and entering the freeway at Olive Street. Westbound traffic would exit the freeway only at Olive Street and enter the freeway at Bay Street. Approximately 3,000 feet separate the access locations. The access locations would be connected by two-way roads in the vicinity of the current Ohio Street and the existing US-54 highway. All traffic that exits the freeway would have to travel one of these roads through town in order to re-enter the freeway. Access across the freeway would be provided via two-way traffic on Bay and Olive Streets only. Bay and Olive Streets would be substantially raised and would pass over both the railroad and freeway lanes which would be located near the existing ground level.

Roundabouts are proposed as a likely way to manage the five-legged intersections created when Bay and Olive Streets intersect with the existing US-54 highway and the freeway ramp on each side of town. These roundabouts would sit about five to six feet above the current ground level due to embankments needed for Bay and Olive Streets. The roundabouts would need to handle significant truck and agricultural vehicle traffic for ease of access to the grain elevators and local farm implement businesses.

Property impacts for Concept A would include acquisition of properties between the current Ohio and Illinois Streets along with any properties impacted by the embankments, pavement, or drainage associated with ramps, the elevated Bay or Olive Streets, and roundabouts.

Development and property access would probably not be possible on either side of the elevated portions of Bay and Olive Streets and in the vicinity of the ramps and roundabouts.

Concept B (see US54 ConceptA.pdf)

Concept B uses an "urban diamond" interchange concept for access to and from the future freeway. With this concept, entering and exiting the freeway would be accomplished entirely at Main Street at least one block north of the existing US-54 highway. Drivers could get to Main Street from the freeway via one-way access roads in the vicinity of Ohio and Illinois Streets. Ohio Street would become one-way westbound only and Illinois Street would become one-way eastbound only. Access across the freeway would be provided via two-way traffic on Main and Olive Streets. Main and Olive Streets would be located at existing ground level with the freeway passing over the streets.

Railroad crossings would remain as they are today. Significant retaining walls would be necessary so the freeway could be elevated and still stay between Ohio and Illinois Streets, creating a look similar to that along freeways in parts of Wichita and Kansas City. A series of traffic signals may be necessary to manage traffic through the series of intersections on Main Street in the vicinity of the interchange. This series of intersections includes the railroad, Ohio Street, Illinois Street, existing US-54, and the grain elevator driveway.

Property impacts for Concept B would include acquisition of properties between the current Ohio and Illinois Streets along with any properties impacted by embankments, pavement or drainage associated with any parts of the freeway lanes outside the elevated section and with any widening of Main Street. Development and property access would probably not be possible along portions of Ohio and Illinois Streets and would be limited or not possible along Main St. between the railroad and the existing US-54 highway.

Conclusion

KDOT is currently seeking input from the residents and local officials. As Greenburg plans for its future, the location and design of US-54 will be a part of the vision. The citizens of Greenburg and KDOT will work together bring that vision to light. (Click to see the News Release.)

Comparison of Concepts A and B (see US54GreensburgConceptsComparison.pdf)

Below is a reprint of information from US54GreensburgConceptsComparison.pdf:

Concept A – split diamond alternative

Pros

• Located near existing ground level – Minimizes right-of-way footprint
• Eastbound traffic exiting from the freeway must pass through town to re-enter freeway – forces travelers who exit to pass by businesses along the current US-54
• Provides two overpasses (at Bay St. and Olive St.) for access across the freeway – would also pass over the railroad – eliminates tow at-grade railroad crossings.
• Overpasses of the railroad provide emergency services benefits
• Allows two-way frontage roads or local streets
• Maintains much of the current local street network
• Exiting eastbound traffic can directly access the remaining portion of the current US-54.
• Takes advantage of the larger space available on each end of town.

Cons

• Main Street would not be a through street – close one block of Main St north of Illinois St and south of Ohio St.
• Traffic existing form the freeway must pass through town to re-enter freeway – creates additional traffic on Ohio Street and existing US-54
• Embankment impacts in vicinity of the two overpasses and their local street connections – loss of most development potential north of freeway and east/west of current COOP properties – existing US-54 may need to be raised substantially (at least 5’ to 6’_ at the Bay and Olive intersections.

Concept B – urban diamond alternative

Pros

• Main Street would be a through street
• Exiting freeway traffic would not have to pass through town to re-enter freeway – travelers who exit would not have to pass through town
• More standard interchange configuration – enter and exit freeway at the same location

Cons

• Would require one-way frontage roads or locals streets – eastbound on Illinois St and westbound on Ohio St
• Freeway needs to pass over Main Street – requires significant retaining walls to reduce right-of-way impacts (cost and maintenance) – necessary to avoid extensive impacts to businesses and access at Main St and existing US-54 – access across railroad would remain at-grade as it is today
• Exiting freeway traffic would not have to pass through town to re-enter freeway – travelers would not necessarily pass by businesses outside the immediate interchange location
• Embankment impacts in vicinity of the two overpasses and their local street connections – possible los of development potential north of freeway and east/west of current COOP properties
• Existing freeway traffic would have slightly indirect access onto currently existing US-54 – direct connection to existing US-54 portion would eliminate development potential on Illinois St.

Cheryl Lambrecht , P.E.

Cheryl Lambrecht is Traffic Engineer for Kansas Department of Transportation at Topeka, Kanasas. She serves the MOVITE board as the Second Year Director.