South 9th Street Concept Study (Report)
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SOUTH NINTH STREET CONCEPT DESIGN
(Water Well Road to Belmont Boulevard)
FOR THE CITY OF SALINA, KANSAS
March 2007
Engineering Report
DRAFT
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ENGINEERING REPORT
The City of Salina, Kansas
South Ninth Street Concept Design
(Water Well Road to Belmont Boulevard)
City Commissioners
Donnie Marrs, Mayor
Alan Jilka, Vice-Mayor
Deborah Divine
R. Abner Perney
John Vanier
City Manager
Jason Gage
Director of Public Works
Mike Fraser
City Engineer
Karlton Place
Director of Planning and Community Development
Dean Andrew
Address all communication
regarding this work to:
Wilson & Company, Inc.
P.O. Box 1640
Salina, KS 67402-1640
(785) 827-0433
March 2007
0610040400
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TABLE OF CONTENTS
EXECUTIVE SUMMARY ...................................................................................1
I. INTRODUCTION ....................................................................................2
. Purpose ...................................................................................................... 2
Corridor Characteristics........................................................................... 2
II. EXISTING CONDITIONS ...............:......................................................3
Land Use....................................................................................................3
Traffic ........................................................................................................ 3
Roadway ...;........................................................................................;........ 4
Drainage ....................................................................................................4
III. TRAFFIC .ANAL YSIS ............................................................................. 5
Existing Traffic Volumes ......................................................................... 5
Existing Traffic Operations ...................................................................... 5
Table 1: Current PM Peak Hour Intersection Operations ...........7
Accident Data ............................................................................................ 8
Table 2: Intersection Accident Rates .........................................,.... 8
Future Traffic. ........................................................................................... 9
Proposed Improvements ..........................................................................10
Traffic Operations .....................................:.............................................. 11
Base Conditions ........................................................................................ 11
Recommended Conditions ....................................................................... 11
Table 3: 2026 PM Peak Hour Intersection Operations ................. 12
IV. ROADWAY DESIGN CRITERIA .........................................................13
Typical Section .......................................................................................... 13
Design Criteria ............................................................................,............. 14
Right-of- WaylEasements ......................................................................... 14
V. DRAINAGE SYSTEM IMPROVEMENTS............................................ 14
VI. AESTHETIC IMPROVEMENTS .......................................................... 15
VII. PEDESTRIAN ACCESS.......................................................................... 15
VIII. PROJECT PHASING AND CONSTRUCTION SEQUENCING ....... 16
IX. RECOMMENDATIONS .........................................................................16
X. COST PROJECTIONS............................................................................ 17
APPENDIX A: CONCEPT PLANS (9 sheets)
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SOUTH NINTH STREET CONCEPT DESIGN
(Water Well Road to Belmont Boulevard)
EXECUTIVE SUMMARY
The purpose of this study was to analyze improvement needs along the South Ninth Street corridor
between Water Well Road and Belmont Boulevard. After completion of a traffic and accident
analysis, along with pedestrian traffic needs, an evaluation of the existing roadway and drainage
system was performed. Intersection and roadway improvement needs were developed, including
concepts for lighting and landscaping improvements, based on projected traffic volumes and tbe need
to improve traffic flow and safety along the corridor. The basic assumption guiding the study was the
desire to continue the urban boulevard concept started with the three previous corridor projects
between Belmont Boulevard and Broadway on Ninth Street.
The existing roadway in the study corridor is essentially a divided 4-lane rural highway designed
when this area of the community was primarily rural. Construction of the southbound lanes was
completed in the 1930's, with addition of the northbound lanes being completed in the 1950's.
Several minor improvements along the corridor have been made over the years to accommodate
development, but the existing roadway has exceeded its useful life.
Today, land use along the corridor is mostly industrial south of Riffel Drive, and commercial north of
this same intersection. Attempts have been made throughout the years to improve vari?us high
volume intersections along the corridor to improve capacity. Intersections that functioned
satisfactorily a few years ago have become or will become inadequate for future demands. Drainage
patterns have changed due to land use changes in the surrounding area; this results in needed
modifications to the drainage system. However, downstream deficiencies beyond the scope ofthis
study would prevent an improved system from being fully effective until these limitations are
addressed.
Traffic forecasts for the next 20 years show volumes increasing by approximately 9,000 vehicles per
day (vpd), This increase results in traffic varying from 13,900 vpd on the south end of the project to
approximately 24,700 vpd north of Schilling Road. A capacity analysis of the corridor determined
that a 4-lane roadway could handle the projected volumes with intersection improvements, adequate
turning lanes, access control and signal modifications.
Estimates have been prepared for the two proposed construction phases outlined in this study which
includes all items normally associated with these types of improvements including construction,
engineering, landscaping, inspection, utility adjustment, legal and administration costs. Right-of-way
costs are currently not included in the estimate. While very little right-of-way is needed, one
important tract is necessary to complete the frontage road system along the east side of South Ninth
Street. If this tract is platted, necessary right-of-way can be identified at this time. If not, the right-of-
way will need to be acquired by the City. Construction costs were based on complete reconstruction
using new concrete pavement; this is consistent with the two previous phases completed on this
corridor. Estimated costs, in 2007 dollars, for Phase IV and Phase V are $4.6 million and $4.0
million, respectively.
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I. INTRODUCTION
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Purpose
Ninth Street, from Water Well Road to Belmont Boulevard, is a major arterial serving diverse
development and transportation needs. The existing pavement has exceeded its useful life and is in
need of replacement. As traffic numbers continue to increase in this corridor, there is a need to get
vehicles to their destinations more efficiently. The purpose of this study is to evaluate concepts of
upgrading the existing roadway to handle the forecasted traffic counts for the next 20 years and
beyond. The goal is to also convert the existing roadway, built originally asa rural highway, into an
urban arterial with some of the character ofa landscaped boulevard compatible with the existing and
future Land uses aLong the corridor. Similar improvements have recently been completed on Ninth
Street between Belmont Boulevard and Broadway Boulevard. The specific study limits ofthis.Ninth
St~eet study begin at Water Well Road and end just south of Belmont Boulevard as shown on Figure
1. S ide streets within the study limits were also evaluated.
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Corridor Characteristics
Functionally, Ninth Street and the major east-west streets in the area must accommodate large
volumes of traffic at reasonable speeds and with minor delays for peopLe going to and from work at
industries and businesses in the Airport and South Ninth industrial centers; for access to 1-13 5 from
Large areas of Salina; and, for access to the shopping centers and other stores which together have
become an important attraction for people throughout Salina and a large area of north central Kansas.
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Since Ninth Street must serve a diverse mix of land uses and transportation needs, it must be able to
accommodate all types of vehicles from large trucks to passenger cars. With additional planned
industrial businesses on the south end of the study area, the volume of large trucks on Ninth Street
will increase. In addition to moving through traffic, Ninth Street must also provide convenient and
easy access to the stores and other businesses along the corridor.. With growing numbers of people
and vehicles, conflicts arise between the through traffic function and the local access function of the
roadway. Traffic lanes, turning lanes, and signal systems which worked satisfactorily a few years ago
have become, or will become, inadequate for the growing demands.
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The 20-year traffic forecasts developed for this concept study foresee traffic volumes on Ninth Street,
which are still within the capacities of an arterial street with four lanes. However, the current and
forecast volumes are of magnitudes which require efficient turning movements, with dedicated turn
lanes at most intersections and access points; improved, high-volume signal systems and some
additional access control measures.
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The desire fora more attractive roadway and roadside landscape along this corridor has been shown
by the community's commitment and positive response to the recent efforts of the City, in the
incorporation of landscaping and other aesthetic features on Ninth Street between Broadway
Boulevard and Belmont Boulevard. A goal of this study is to continue a visual theme compatible with
that beginning, and to explore the use of less water-intensive grasses and plant materials.
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II. EXISTING CONDITIONS
Land Use
A mix of land uses from commercial to industrial businesses can be found along the Ninth Street
corridor between Belmont Boulevard and Water Well Road. However, Riffel Drive, located south of
Schilling Road, is the approximate break point of land use types. The area north of Riffel Drive is
already mostly developed and consists almost entirely of commercial development that includes
several "big box" retail uses. The area south of Riffel Drive consists mostly of industrial businesses,
especially east of Ninth Street where this land is currently outside of the city limits. In addition to the
industrial businesses, there are also several new car dealerships (west of Ninth Street) and a farm
implement dealer (east of Ninth Street) near the Water Well Road intersection. Although
undeveloped at this time, the area south of Riffel Drive also contains several large tracts of land.
These properties fall within the South Ninth Street Corridor Overlay District, restricting the types of
businesses that can be developed there.
The South Ninth Street Corridor Overlay District is designed to achieve a high quality, planned,
mixed use development pattern along South Ninth Street for the area bounded by a line 1/4 mile south
of Schilling Road on the north, a line 300 feet east of Ninth Street on the east, a line 1/4 mile south of
Water Well Road and 1-135 on the west. Allowable land uses within the district shall consist of low to
moderate intensity, service commercial businesses, ancillary support facilities and limited retail
activities.
Traffic
Current traffic volumes on Ninth Street range from approximately 4,200 vehicles per day (vpd) just
north of Water Well Road to 16,900 vpdjust north of Sullivan Drive. Forecasts for a 20 year horizon
indicate that daily traffic volumes will increase by approximately 9,000 vpd along the entire study
corridor resulting in daily traffic volumes ranging from 13,900 vpd to 24,700 vpd.
Volumes of this magnitude can be accommodated with four through lanes, but only by controlling
access and intersection locations, by providing adequate supplemental lanes for acceleration,
deceleration and storage for turning movements, and by optimizing traffic control signal systems.
Schilling Road and Water Well Road provide direct access to 1-135 immediately west of Ninth Street
and both are major access routes into the Airport Industrial Area, as well as serving as arterial streets
extending east of Ninth Street. The Schilling Road intersection is a high-volume intersection which
has been improved from time to time, as required for growing traffic demands. It is equipped with a
traffic-actuated signal system and has dedicated dual left-turn lanes for eastbound traffic to
accommodate the peak hour turning movements from traffic leaving the Airport Industrial Area.
There are two other signalized intersections along the corridor within the study limits, located at
Sam's Place and Riffel Drive. In addition, there are 13 unsignalized intersections or business access
points on Ninth Street within the study limits. Additional intersections or access points will be
required for future development.
The timing, distribution and volumes of individual turning movements and crossing traffic are, in
many respects, more important than the total volumes of vehicles. These traffic demands were
evaluated in the traffic analysis as a part of this concept study, and are reflected in the recommended
improvements.
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Roadway
Ninth Street south of Water Well Road serves as a rural 2-lane highway. Recent improvements
approximately 1/4 mile in length from Water Well Road on north to Berg Road have changed the
roadway to an undivided 4-lane section. The outside lane in each direction is primarily for allowing
turns into the businesses and industries without impeding through traffic. At Berg Road, the roadway
geometry changes again to match the old existing divided 4-lane roadway with a 72 foot wide
depressed median. At Schilling Road, the depressed median width narrows down to approximately 32
feet. This roadway section continues north to the south side of Belmont Boulevard, where this study
ends and the Phase III Ninth Street improvements have already converted the existing roadway to an
urban section, with raised median, curb & gutter, and landscaped boulevard.
From a visual standpoint, the section of Ninth Street from Berg Road to Belmont Boulevard is a
typical rural 4-lane highway, with unpaved shoulders and grassed ditches on both sides and in the
median. There are overhead power lines along both sides of the street. One additional pow.er line
down the median provides power to the roadway lighting system.
The existing southbound lanes were constructed nearly 60 years ago and the northbound lanes were
added approximately 20 years later. Mainline concrete pavement along the Ninth Street corridor is
generally deteriorating at the joints and disseminating inward, which is typical for pavements of this
age. Pavement widenings and turning lanes along the project are mostly bituminous pavements that
have been added throughout the years as traffic needs arose.
Drainage
Drainage patterns and drainage systems involved with the .Ninth Street corridor have changed
significantly since the construction of the old US 81 highway. The original highway construction, in
the 1930's, provided box culverts across the rqadway at various intervals whicJ1 served as _
"equalizers", to allow unknown quantities of water to move either direction across the roadway. As
areas along the corridor have developed, drainage improvements have been necessary to convey the
water away from the developed properties to drainage channels.
Almost the entire Ninth Street roadway within the study limits drains to Dry Creek located west of
Interstate 135 via two separate ditches. Runoff from Schilling Road north travels in the roadway
ditches along Ninth Street to Magnolia Road. From there, the stormwater is conveyed westward to .
Dry Creek via the Magnolia Ditch. Runoff south of Schilling Road travels to the low point of the
Ninth Street ditch just south of Riffel Drive, where it turns west in an existing ditch that carries the
storm water west to Dry Creek.
The Ninth Street improvements will include drainage system modifications along the street designed
for 25-year frequency rainfall rates. Existing detention storage will be retained in the roadside ditches
along Ninth Street. Unfortunately, the improved capability of these systems will not be fully effective
until the outlet systems, notably the Magnolia ditch, are enlarged and improved.
The ditch along Magnolia Road, draining west to Dry Creek, was built in the early 1960's in
conjunction with the Salina flood protection project. Since that time, development has increased
storm runoff rates and the Magnolia ditch, designed to drain farmland, becomes overloaded
frequently. It is one part of the known drainage issues in south Salina that remains to be resolved.
The growth of drainage issues in the area have been arrested' to some degree in recent years by the
City's requirements for on-site stormwater detention facilities in new developments. These measures
have helped prevent a bad situation from getting worse.
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III. TRAFFIC ANALYSIS
An inventory of the transportation operations in the South Ninth Street corridor study area (Water
Well Road to Belmont Boulevard) was completed to determine the level and extent of the current
transportation deficiencies and issues and to establish a baseline from which to measure potential
improvements. This baseline was established by evaluating existing land use, traffic counts, travel
patterns, and high accident locations.
The volume of traffic moving through an area is directly related to social and economic characteristics
of the area. Prevailing land use influences the volume and movement of the traffic. This particular
portion of the South Ninth Street corridor is predominantly zoned commercial, but the southeastern
portion of the study area (generally described as east of Ninth Street from Water Well Road to
approximately 300 feet south of Riffel Drive) is zoned industrial. The larger retail establishments in
the study area include Target, Sam's Club, Wal-Mart, and Lowe's. Other small retail outlet stores and
a number of fast food establishments and sit down restaurants are also located within the study limits.
Existing Traffic Volumes
Current traffic volumes along the Ninth Street study corridor were collected in March 2006 and
included daily and vehicle classification counts along Ninth Street as well as PM peak hour turn
movement counts at each of the intersections along the corridor. These counts have been depicted in
Figure 2.
The PM peak hour volumes shown have been adjusted from the actual counts so they are balanced
between intersections. The balancing process eliminates the differences in the counting process (i.e.
counts on different days, discrepancies between intersections, etc.) by adjusting counts so that no
vehicles enter or exit the corridor between intersections.
Heavy vehicles (trucks, buses, etc.) comprise approximately 10 to 11 percent of the daily and PM
peak hour traffic volumes between Water Well Road and Schilling Road. North of SchilJing Road,
heavy vehicle volumes comprise approximately 4 percent of the daily and PM peak hour traffic
volumes.
An examination of the PM peak hour volumes on Ninth Street reveal slightly heavier flows
northbound during the PM peak hour north of Avenue B. South of Avenue B traffic volumes during
the PM peak hour are slightly heavier southbound.
Existing Traffic Operations
'rhe traffic operating characteristics along Ninth Street can be measured by evaluating the intersection
operations along the corridor.
Level of Services (LOS) is a measure of the quality of traffic flow and level of congestion at an
intersection measured on a scale of A to F. LOS A describes conditions with essentially uninterrupted
flow and minimal delay. LOS F describes breakdown of traffic flow where there exists excessive
congestion and delay. Signalized capacity results in'an overall LOS representative of all movements
through the intersection. Unsignalized capacity analysis produces LOS results for each vehicle
movement that must yield right-of-way to conflicting traffic at the intersection.
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SYNCHRO was the analysis program used to evaluate unsignalized and signalized intersection traffic
operations. SYNCHRO is a computer based analysis program that implements the methodologies of
the 2000 Highway Capacity Manual. For peak hour operation a LOS D is considered the acceptable
minimum.
Current PM peak hour operations were evaluated at each of the intersections along Ninth Street using
current traffic volumes, signal timing, and intersection laneage and are summarized in Table 1.
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Table 1
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urren ea our n ersectlon era Ions
Water Well Road STOP EB Left B 14.7
EB Thru/Right B 12.3
WB Left B 12.9
WB Thru/Right B 12.5
NB Left A 7.7
SB Left A 7.6
Advance Auto Parts Access STOP WB Left/Right B 12.3
SB Left A 0.1
Marshall Motors Access STOP EB Left/Right B 10.9
NB Left A 0.4
Straub International STOP WB LeftlRight B 10.5
SB Left A 0.1
Ford/Marshall Motors Access STOP EB LeftlRight B 11.4
NB Left A 0.5
Berg Road STOP WB LeftlRight B 12.1
SB Left A 3.4
Ford Access STOP EB Left/Right B 13.9
NB Left A 0.2
A venue B STOP WB Left/Right B 10.5
SB Left A 0.5
A venue A STOP WB Left/Right B 11.0
SB Left A 2.2
Riffel Drive Signal A 6.0
Lowes Access STOP WB Right A 9.9
Schilling Road Signal C 28.7
Debold A venue STOP EB LeftlThru/Right C 23.5
WB Left/ThrulRight C 15.5
NB Left A 8.6
SB Left A 8.8
Sam's Place Access Signal B 19.0
Sullivan Drive STOP EB Right B 11.8
Tucson's Access STOP EB Left E 35.6
EB Thru/Right B 12.0
NB Left B 10.2
Schilling Road/Riffel Drive STOP NB Left F >100
NB ThrulRight B 12.9
SB Left/Thru/Right D 28.9
EB Left A 10.0
WB Left A 9.0
Schilling Road/Market Place STOP NB Left
NB Thru/Right
SB Left
SB Thru/Right
EB Left A 2.7
WB Left A 0.2
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The analysis shows that each of the existing signalized intersections is projected to operate at LOS B
or better during current PM peak hour conditions.
For the existing STOP sign controlled intersections, the critical movements on Ninth Street are
projected to operate at LOS C or better with the exception of the eastbound left turn movement at the
Tucson's access north of Sullivan Drive. On Schilling Road, northbound and southbound left turns
from Riffel Drive are at or near unacceptable levels of delay.
Accident Data
Intersection accident data for the South Ninth Street corridor was used to calculate accident rates in
order to identify the high accident locations. As described in the High Accident Location Manual of
the Kansas Department of Transportation (KDOT), the location of accidents occurring between 2003
and 2005 were identified within the corridor. The accident rate for the intersection accidents is
calculated as follows:
(1) Accident Rate for Intersections = (annual Dumber of accidents I I million)
(count x365 I number ofyean)
where: count = sum of one-way ADT counts of all streets entering the intersection
A summary of the intersection rates is provided in Table 2.
Table 2
Intersection Accident Rates
Water Well Road 2 0.3
Ber Road 1 0.15
AveB 1 0.13
Riffel Drive 5 0.55
Schi Hin Road 31 1.45
Debold Ave 10 0.71
Sam's Place Access 17 0.86
As shown above, higher accident rates tend to occur at Schilling Road, Debold Avenue, and the Sam's
P lace access.
The intersection of Ninth Street and Schilling Road experienced 31 accidents in the last three years.
Right angle accidents comprised approximately 39 percent, while rear end accidents accounted for 23
percent of all accidents at this location. Eighty one percent of the accidents resulted in property
damage only and the remaining accidents resulted in injuries.
The intersection of Ninth Street and the Sam's Place access experienced 17 accidents in the last three
years. Forty seven percent of the accidents were right angle accidents while 35 percent were rear end
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accidents. Property damage only was the result of 57 percent of all accidents at this intersection while
41 percent resulted in injuries.
The intersection of Ninth Street and Debold experienced ten accidents in the last three years. All
accidents were right angle accidents. Eighty percent of all accidents at this intersection resulted in
property damage only.
Most of the types of accidents identified are common to signalized intersections and/or congested
operations at an intersection. Rear end collisions occur when the lead vehicle stops suddenly or
unexpectedly, and/or when the following vehicle follows too closely for the prevailing speed and
environmental conditions. Unexpected movements from points along the corridor cause mainline
vehicles to stop or slow down at unexpected locations and the following drivers may be surprised and
unable to respond in time to avoid the accident.
An indication of congested intersection operation is the high number of right angle accidents that may
be due to drivers' frustration when they try to make a left turn t%r from a side street. Due to the
close proximity of intersections, significant traffic on Ninth Street and long vehicle queues on the side
streets, the vehicle is unable to complete a turn in a reasonable amount of time. This leads to driver
frustration and the driver tries to turn at the first opportunity of a gap that may appear, disregarding
the safety of the maneuver.
Probable solutions to reduce or minimize these types of accidents would be to reduce the number of
conflicts on the roadway or at an intersection and lor improve the operations of the roadway or
intersection. Another solution would be to examine current signal timing to increase the clearance
time available at the intersection and coordinate the signal timing of the intersections along the
corridor to provide reasonable through vehicle progression.
Future Traffic
Future commercial, industrial, and recent developments in the corridor will generate additional traffic
in the Ninth Street corridor as well as growth in traffic traveling through the entire corridor. The
zoned Jand uses within the study corridor was used in the development of 2026 traffic projections
assuming all underdeveloped parcels adjacent to the corridor are developed.
The 20 year travel demand was used to identify transportation improvements that would be necessary
so that the transportation system could handle the traffic demand on the facility.
Increases in traffic due to new developments in the corridor were accounted for by applying Institute
of Transportation Engineers (ITE) Trip Generation Manual, 1h edition trip generation rates to the
zoned uses for undeveloped parcels of land in the immediate vicinity of the corridor. The estimated
vehicle traffic was assigned to current and new access points along the corridor and a uniform growth
factor was applied to traffic estimated to be traveling through the corridor. Figure 3 illustrates the
resultant 2026 traffic volumes.
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Proposed Improvements
A traffic signal warrant analysis was conducted for each access/intersection on the Ninth Street
corridor. The 2026 PM peak hour traffic volumes presented in Figure 3 along with the methodology
and requirements published in The Manual on Uniform Traffic Control Devices (MUTCD), 2003
edition was used to conduct the analysis. It was determined that the Water Well Road and Avenue B
intersections do not warrant traffic signals today, but may warrant signals before 2026 based on the
MUTCD Warrant #3, Peak Hour Warrant. Traffic volumes should be periodically monitored at these
intersections and signals can be added when needed.
Several proposed improvements have been identified for the existing signal and access configuration
along the Ninth Street study corridor and is presented in Figure 4. These improvements have been
designed to help improve traffic flow, operations, and safety while maintaining adequate access to
adjacent land uses and businesses. The proposed improvements are summarized below:
· Four new access locations have been identified within the study limits on Ninth Street
that will become necessary as the remaining undeveloped parcels become developed.
These new access locations as shown on Figure 3 include an access into the undeveloped
parcel of land at northwest corner of the Ninth Street/Water Well Road intersection, a full
movement access between the Ford car dealership access and Berg Road (labeled as
Access 1), a west leg to the Avenue B intersection (labeled as Access 2), and an east leg
across from the existing Tucson's access. No other access points are recommended
without a traffic study and a formal review from City Staff.
· Signalize the Debold AvenueINinth Street intersection making it the main access point for
Wal-Mart and Sam's Club. Debold is close enough to Schilling Road that the signals can
be coordinated to improve traffic flow.
· Remove traffic signal at the Sam's PlacelNinth Street intersection and reconfigure this
intersection to allow only right turns in and out of Sam's Place. This change, in
conjunction with the improvements to Debold Avenue, will improve the capacity in this
section of the corridor. Also, given the close proximity of these two intersections, it was
not physically possible to install the appropriate southbound left turn lane length at
Debold Avenue and northbound left turn lane at Sam's Place. Compromises to both
intersections would have been necessary if Sam's Place was left as a full movement
intersection.
· Reconfigure the Sullivan DriveINinth Street full movement access to a three quarter
movement access (right in/right out plus a northbound left in). Sullivan Drive will
become the primary access point for the Wal-Mart delivery trucks.
· Reconfigure the Riffel Drive /Schilling Road intersection to three quarter movements
only. Under the existing configuration, long delays for northbound and southbound left
turns off of Riffel Drive are being experienced; this leads to driver frustration and a
potential for an increase in accidents. Converting this intersection to a three quarter
access still allows eastbound and westbound left turns from Schilling Road into the
businesses. However, the driver will no longer be allowed to make a Jeft turn across
Schilling Road, requiring him/her to choose a safer place to exit if this specific direction
of travel is desired. Right turns will still be allowed at this intersection.
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AVENUE B
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· Complete the remaining segment of Market Place east of Ninth Street between Sam's
Place and Belmont Boulevard. This frontage road is needed for traffic circulation and
will serve as an access to commercial/retail property.
Traffic Operations
As part of the traffic analysis, a SYNCHRO model was first setup for the 2026 PM peak hour under
base conditions where the intersection characteristics were modeled the same as they are today. A
second SYNCHRO model was prepared using the recommended access control changes and improved
intersection and roadway laneages. Table 3 shows a side by side comparison of LOS and delay for
the peak hour intersection operations between the base condition and recommended condition for
each intersection in the study.
Base Conditions
The base condition analysis shows the evaluated signalized intersections along the Ninth Street study
corridor would operate at LOS D or better during 2026 PM peak hour conditions. At the majority of
the STOP sign controlled intersections, one or more of the critical movements are projected to operate
at LOS E or worse.
Recommended Conditions
Intersection comparisons in Table 3 shows that the proposed intersection improvements to Sam's
Place, Debold Avenue and Schilling Road/Riffel Drive will function better than if left unchanged. In
addition to less delays, a reduction in the accident rate at these locations may be experienced since the
conflict points have been reduced. Even though the improvements to the Schilling Road/Ninth Street
intersection do not improve the level of service enough to raise it from a Level D to a Level C during
the peak hour, the delay is reduced by 11.1 seconds (or over 23%).
As anticipated, Table 3 also confirms that the unsignalized intersections do not perform very well
during the peak hour in this high volume corridor. Unfortunately these entrances/minor intersections
cannot be improved without having a negative impact on the entire corridor. Adding signals at
all/some of these locations will reduce through traffic capacity and increase overall corridor delay.
During non-peak times, which occur most of the day, these entrances/intersections are expected to
function well. Therefore, we recommend leaving the intersections unsignalized, even though they
perform at low levels of service during peak times. Many of the unsignalized intersections can be
avoided if desired or right turns can be performed in lieu of waiting an extended period of time for a
left turn.
11
Table 3
2026 PM P k H
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Access 1 STOP EB Left F >100 STOP EB Left E 46.4
EB Right B 13.2 EB Right B 13.2
NB Left A 0.1 NB Left B 11.3
Advance Auto Parts STOP WB LeftJRight D 33.3 STOP WB LeftlRight C 24.7
SB Left A 0.1 SB Left B 12.1
Marshall Motors STOP EB Left/Ri~ht E 41.1 STOP EB Left/Ri~ht C 23.2
NB Left A 0.5 NB Left B 10.5
Straub International STOP WB Left/Right C 19.9 STOP WB LeftlRight C 17.3
SB Left A 0.2 SB Left A 9.1
Ford/Marshall Motors STOP EB Left/Right F 73.3 STOP EB Left/Right 0 30.8
NB Left A 0.7 NB Left B 10.5
Berg Road STOP WB Left/Right E 44.0 STOP WB Left/Ri~ht D 28.4
SB Left A 4.9 SB Left A 9.8
Ford Access STOP EB Left/Right F 57.7 STOP EB Left/Right D 33.5
NB Left A 0.4 NB Left B 11.1
Access 2 STOP EB Left F >100 STOP EB Left F >100
EB Thru/Right B 10.4 EB Thru/Right B 11.3
WB Left D 31.6 WB Left D 33.0
WB Thru/Right B 13.1 WB Thru/Right B 13.1
NB Left A 0.7 NB Left B 12.0
S B Left A 1.2 SB Left A 9.9
A venue B Signal B 18.2 Signal B 13.6
A venue A STOP WB Left/R ight C 18.1 STOP WB Left/Right C 19.1
SB Left A 3.0 SB Left B 13.3
Riffel Drive Signal B 19.2 Signal C 24.6
Lowe's Access STOP WB Right B 11.7 STOP WB Right B 11.0
Schilling Road Signal D 47.4 Signal D 36.3
EB
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WB
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NB Left B 11.1
SB Left B 12.9
Sanl's Place Signal C 20.6 STOP EB Right B 13.8
WB Right B 13.7
12
Table 3
Sullivan Drive STOP EB Right C 17.0 STOP EB Ri ht C 16.4
NB Left B 12.7
Tucson's Access STOP EB Left F >100 STOP EB Left F >100
EB Thru/
EB Thru/Ri ht C 16.0 Ri ht C 16.0
WB Left F >100 WB Left F >100
WE ThrulRi ht B 11.9 WB Thru/Ri ht B 13.3
NB Left B 14.1 NB Left B 14.1
S B Left C 19.7 SB Left C 19.2
Schilling RdJRitTel Dr STOP NB Left F >100 STOP
NB Thru/Ri ht F 87.7 NB Ri ht B 12.8
SB
Leftffhru/Ri ht F >100 sa Ri t B 12.2
EB Left B 13.5 EB Left B 11.6
WB Left B 11.0 WB Left B 11.0
Schilling Rd/Market PI STOP NB Left F 78.1 STOP NB Left F 75.9
N B Thru/Ri ht 0 26.0 NB Thru/R i h t 0 26.0
SB Left E 37.8 SB Ri ht E 35.7
SB ThruIRi ht C 15.0 SB ThruJ Ri ht C 15.1
EB Left A 2.4 EB Left A 8.9
WB Left A 0.5 WB Left A 9.3
The Forecasted 2026 Peak Hour Traffic volumes for each traffic movement used in the SYNCHRO
models to compute the delays in the above Table 3 can be found in Figures 3 and 5. The 2026 base
condition volumes are illustrated in Figure 3 while the adjusted counts for the recommended 2026
condition are depicted in Figure 4.
IV. ROADW A Y DESIGN CRITERIA
Typical Section
A typical urban roadway section was considered when evaluating improvement needs for the South
Ninth Street Corridor, as shown in Figure 6. The desired roadway section includes two 12-foot wide
lanes separated by a 30 foot wide raised, curbed median. Curb and gutter will collect roadway
drainage and convey to open ditches with foreslopes no steeper than 4: 1. Turn lanes for both left and
right turning movements will be added where, dictated by traffic needs.
13
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The basic roadway design criteria used to develop improvement concepts for the South Ninth Street
corridor study are shown below:
Function Classification
Lane Class
Access Control
Design Speed
Clear Zone
Urban Arterial
4-Lane Divided
N/A
45 mph
See Note
Lane Width
Minimum Traveled Way
Roadway Width
Roadway Cross Slope
12 ft.
24 ft.
28.25 ft.
2.0%
Curb Width- Inside
Curb Width- Outside
Shoulder Width- Outside
Side Slopes
I .75 ft.
2.5 ft.
N/A
4: 1
Minimum Longitudinal Grade
Minimum Stopping Sight Distance
0.30%
400 ft.
Note: Provide a minimum of7 feet between curb and gutter and any object or non-
recoverable slope.
Right-Of- Way/Easements
Some additional right-of-way will be required to make the recommended improvements to the
corridor, most of which is a direct result of completing the Market Place frontage road betWeen Sam's
Place and Belmont Boulevard on the east side of Ninth Street. Also, several small temporary
easements will be required to complete intersection and entrance improvements. The intersections or
entrances requiring additional temporary easements include:
. Two Ford Dealership entrances west of Ninth Street
. Schilling Road improvements between Riffel Drive and Market Place
. Wal-Mart Entrance that lines up with Debold Avenue west of Ninth Street
. Debold Avenue east of Ninth Street
V. DRAINAGE SYSTEM IMPROVEMENTS
Two related areas were evaluated in detennining drainage system needs along the corridor - drainage
of the roadway and roadside drainage. Drainage of the reconstructed roadway will be accomplished
through the use of curb and gutters in conjunction with ditch or flume inlets to collect and convey
runoff into the existing roadside ditches. The existing open ditch system wilJ receive a variety of
improvements to enhance the efficiency and maintainability of the system. Crossroad drainage
structures will be replaced as needed due to capacity or condition concerns, as will drainage structures
under side streets and entrances. Anticipated drainage system improvements are shown on the
concept plans.
14
The existing drainage system was evaluated to examine the possibility of installing pipes or reinforced
concrete boxes to eliminate or reduce the amount of open ditches. Economically, this is not a feasible
option due to the cost of these structures, and, eliminating the open ditch system would reduce the
amount of runoff storage currently being provided within public right-of-way. Short sections of the
existing ditches will be eliminated through the use of pipes or reinforced concrete boxes, primarily at
intersections that require dedicated right turn lanes. Construction restraints imposed by right-of-way
limits or adjacent construction rule out the use of open ditches at these locations.
VI. AESTHETIC IMPROVEMENTS
The South Ninth Street corridor serves as a major gateway to Salina. Previous phases of Ninth Street
improvements between Belmont Boulevard and Broadway Boulevard have incorporated landscaping
features to enhance the aesthetics of this corridor. The median area has been the preferred location
for the aesthetic features which have included trees, shrubs and other plant materials, as well as brick
pavers. Attractive, modern roadway lighting systems have also been placed in the median areas to
enhance the corridor.
This section of the Ninth Street corridor should also contain similar aesthetic features to continue the
gateway theme. However, the recent drought conditions have raised awareness of the need to
conserve water. Therefore, we recommend changing the approach on this section of the corridor and
incorporating landscape items that are less water-intensive. Minor changes could substantially reduce
the amount of water needed to maintain plant materials.
Water conservation can be obtained by changing grass, shrub, and tree types as well as incorporating
concrete pavers around the perimeter of each grassed area which would reduce maintenance costs as
well. A gradual transition between the existing landscaping features and the new theme would be
more aesthetically pleasing than an abrupt change. With the land use changes south of Schilling
Road, we believe this intersection would be the logical choice for the most significant landscape
changes. -Minor landscaping changes could occur between Schilling Road and Belmont Boulevard as
well. Input will be solicited from City Staff on the direction to head with the aesthetic features and
the final details will be coordinated with the Parks and Recreation Department. An allowance for
landscaping improvements is included in the project cost estimates. This approach was used on the
median landscaping for the previous three Ninth Street projects on this corridor and has seemed to
work well.
VII. PEDESTRIAN ACCESS
Current and projected pedestrian traffic volumes do not indicate a large need for sidewalks along this
section of the corridor. Therefore, no sidewalks are planned as a part of this project. If sidewalks are
added in the future, the preferred location would be along the frontage roads instead of along Ninth
Street due to the large volume of traffic.
PotentiaJ pedestrian crossings on Ninth Street are limited to intersections that are signalized. This
narrows the possible locations down to Riffel Drive, Schilling Road, and Debold Avenue. Of the
three, the onJy location we recommend for a crossing is Debold Avenue. Given the location ofRiffeJ
Drive, pedestrian traffic is not anticipated. Schilling Road is such a high volume intersection that a
crossing is discouraged.
15
VIII. PROJECT PHASING AND CONSTRUCTION SEQUENCING
Three recent corridor improvement projects have been completed to date including:
. Phase I, Broadway Boulevard to Otto Avenue
. Phase II, Otto A venue to Magnolia Road
. Phase III, Magnolia Road to Belmont Boulevard
To complete improvements outlined in this study between Water Well Road and Belmont Boulevard,
we recommend establishing two construction phases. The entire project is a little too large and
complicated to ensure completion in one construction season. If attempted, but not achieved and
construction had to proceed through the winter months when contractor progress is slow due to
weather limitations, the surrounding businesses and traveling public will suffer unnecessarily. Also,
allowing the City to finance the proposed improvements over two years instead of one or one and a
half years could be beneficial as well.
Since the first three phases of this corridor were numbered I, II, & III, we have numbered the next two
phases IV & V. Phase IV is generally described as beginning a few hundred feet south of the
Schilling Road intersection and ending south of Belmont Boulevard where Phase III ended. This
phase would include the extension of Market Place and the entire intersection at Schilling Road, as
well as the proposed improvements on Schilling Road. The exact southern limits will be finalized
during final design after the construction sequencing for both phases of the project are analyzed in
detail. Since the median width is changing, a temporary tie-in for the northbound lanes will also be
necessary .
Phase V will consist of the remaining proposed improvements between Water Well Road and
Schilling Road. The construction sequencing in this area will need to account for the high truck
volumes traveling through and making turns in the work zone.
To accommodate both through and local traffic during construction, each individual project should be
constructed in two basic phases. Two-way traffic will be carried on one side of the roadway, while the
other side is being constructed. Then after one new set of lanes is complete, the two-way traffic will
be shifted to the new lanes and the remaining two lanes will be constructed. Intersections wiI.J be
constructed in phases so that access is maintained to adjacent properties at all times.
Originally, this entire project was scheduled to be let in January of 2008. Since two separate projects
are under consideration now, we recommend that Phase IV still be let in January 2008 and the Phase
V letting be delayed until January of2009 or later.
IX. RECOMMENDATIONS
To meet the demand created by current and anticipated development, improvements to the South
Ninth Street corridor are needed to provide a roadway system capable of carrying traffic through,
across, and within the study area. On the previous Phase II & III projects, alternate bids were
solicited for both concrete and bituminous pavement options. Both times, a cost analysis was
performed to compare the two types of pavement and both times it was determined that concrete was
the most economical choice over the 20 year life span. Therefore, we recommend designing and
bidding these projects using concrete pavement only.
16
Roadway reconstruction should include the following major improvements:
. Reconstruct the existing roadway to urban parkway standards
. Improve the existing drainage system to enhance performance and reduce maintenance needs
. Modify existing intersections to reduce delays, minimize conflict points, and increase
capacity
. Provide for future development needs by planning for additional intersections to serve
currently undeveloped areas
. Upgrade traffic signals and add conduit to interconnect signals along the entire corridor
. Update the roadway and intersection lighting system
. Provide a pedestrian crossing at Debold Avenue.
. Include aesthetic enhancement of the corridor through landscaping median areas utilizing
water conservation techniques
x. COST PROJECTIONS
Overall project costs were developed for the improvements as proposed on the concept plans. The
costs have been broken out by the two specific roadway segments identified as Phases IV and V.
These costs are shown in Table 4 and include all items normally associated with these types of
improvements including construction, engineering, landscaping, inspection, utility adjustment, legal
and administration costs.
Right-of-way costs cannot yet be accurately determined so these costs have not been included in the
estimate at this time. Generally, very little right-of-way is necessary for this project with the
exception of the Market Place extension. If the City can acquire this right-way through the platting .
process, instead of buying it outright, then the remaining right-of-way costs will be very small. If 110t,
then the costs could be very significant.
17
Table 4
Cost Summary Breakdown
Estimated Construction Cost FY2007
Phase IV Phase V
Cost Cost
$3,290,000 $2,837,000
Contingencies (15%)
$494,000 $426,000
Total Construction Costs
$3,784,000 $3,263,000
Landscaping Improvements
Engineering, Legal & Administration (12%)
$350,000
$454,000
$350,000
$392,000
Subtotal
$804,000
$742,000
Total Construction & Other Costs
$4,588,000 $4,005,000
Inflation (5% for Phase IV, 10% for Phase V)
$229,000 $401,000
Total
--
Note: R/W Acquisition costs have not been included in this estimate due to
possible variations of costs associated with the Market Place extension.
18
APPENDIX A
CONCEPT PLANS
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