Airport Development Plan •
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AIRPORT DEVELOPMENT PLAN
SALINI AIRPORT AUTHORITY
SALINI, AANSAS ti
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` AUGUST 1968 WILSON
COMPANY
(66-3) 1 E::%.1%ks 1
ARCV�-ncrsl
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SAUNA, KANSAS
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SALINA AIRPORT AUTHORITY
M. J. Kennedy, Chairman
C. J. Wertz, Vice-Chairman
Ed Bell, Secretary
A. R. Dodge, Member
C. Dale Lyon, Member
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VPaul S. Wall, General Manager 1
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TABLE OF CONTENTS
Page
Section I - Introduction 1
Base History 1
, Transition 1
Section II - Salina Airport Authority 4
City Ordinance 6854 6
Legislative Advantage 8
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Section III - Factors Affecting the Aviation Industry 9
Aviation Activity 9
Table 1 9
General Aviation 11
Table 2 11
Table 3 12
Table 4 13
Forecasts of National Aviation Activity 13
Table 5 13
Table 6 14
Local Aviation Activity 14
Table 7 16
Table 8 16 I
Table 9 17 1
Table 10 21
Table 11 22
Table 12 23
Table 13 25 1
Table 14 26
Table 15 26
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Section IV - Inventory and Evaluation of Existing Facilities 28 I
General 28
Runway 28 I
Figure 1 after 28
Lighting 29
Obstruction Hazards 29
Navigation Aids 29
Traffic Control 29
Aprons 29
Hangars 30 I
Terminal Building 30 i
Utilities 31
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Section V - Airport Development Plan 33
General Development Plan 33
Figure 2 after 33
Industrial Development 35
Land Use Regulation 37
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Figure 3 after 39
Management 45
Section VI - Improvement Program 47
General ' 47
Finance 48
Appendix A Al-
Open Land Characteristics A-1
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SECTION I - INTRODUCTION •
The Department of Defense announcement on November 19, 1964 that operations
at Schilling Air Force Base would be inactivated and the base closed by
June 30, 1965 acted as a catalyst stimulating the development of what
promises to be the finest airport, industrial and academic complex in the
nation. The City of Salina and it's leaders acted promptly in acquiring
the facility from the United State's Government and benefits are readily
apparent.
The purpose of this report is to prepare a plan and guidelines for
maximum utilization and continued maintenance of this facility.
BASE HISTORY
Schilling's history dates to 1942, when construction began on Smoky Hill
Army Air Field. During the early days of World War II it was an active
base for the famed Boeing B-17 Flying Fortress and later became the
first operational training base for the Boeing B-29 Superfortress . In
1954, the Boeing B-47 Stratojet, powered by jet engines, replaced the
obsolete B-29. The latter change brought supporting aircraft: aerial
refueling tankers, the Boeing KC97 and later the jet powered KC135, to
the base.
In March 1957, the base was renamed to honor the memory of Colonel Daniel
Carl Schilling, a native son of Kansas and a distinguished flying ace of
World War II.
TRANSITION 1
The changeover of the base from a military operation to civilian use
;J is an example of superb cooperation between local, state and federal
governments. The following is a brief chronicle of the more important
events that have occurred during the transition :
December 1964 - Schilling Development Council was formed. The I
council, composed of leading businessmen and public officials , was
formed to coordinate the transition of the base from military to
civilian use and develop plans for reuse of the facility.
February 25, 1965 - Vocational-Technical school proposal presented
to Schilling Development Council.
April 11, 1965 .- State enabling legislation authorizing cities of the
first class to acquire property from the United States Government or
other political subdivisions . Senate Bill No. 235 was signed by
Governor William Avery and paved the way for creation of the Salina
Airport Authority.
1. Information about the transition of Schilling Air. Force Base from
military use to civilian use was taken from "The Salina Story" , Office of
the Secretary of Defense, August 1966.
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April 26, 1965 - The first appointments were made to the Salina
Airport Authority. The five citizens were Edward H. Bell, Allen R.
Dodge, M. J. Kennedy, Clifford J. Wertz and William Yost.
May 13, 1965 - House Bill 1101 became law creating the Schilling
Institute. 1967-68 Kansas Legislature changed the name to "Kansas
• Technical Institute".
June 25, 1965 - Schilling Air Force Base deactivated.
July 15, 1965 - Salina Airport Authority submitted plan proposal
for reuse of the entire air base to the General Services Administration.
Listed below are the six proposals for reuse of the facility which
were contained in the original submittal.
1. The establishment of an Area Vocational-Technical School
to be operated by the Salina School Board.
2. The establishment of a Technical Institute for the State
of Kansas.
3. A proposal for a second campus for Kansas Wesleyan University.
4. A proposal to utilize base hospital facilities for a state
vocational rehabilitation center for physically handicapped
persons.
5. A proposal by the Salina Airport Authority to utilize the
major part of the base for the Salina Municipal Airport.
6. The Salina Airport Authority further proposed to purchase
all land and buildings that was not included in the proposals
as presented.
Note: All of the above proposals became reality with the
exception of number 3.
July 15, 1965 - Three buildings and some 10,498 items of equipment
including a completely equipped machine shop were transferred to the
Salina Board of Education for use of the Vocational-Technical School.
August 6, 1965 - Initial request made to Department of Health
Education and Welfare for use of base hospital facilities as a State
Vocational Rehabilitation Center for physically handicapped persons.
February 14, 1966 - Formal approval of the municipal airport proposal. .
February 25, 1965 - Beech Aircraft Company leased five large buildings
and hangars and the firm anticipated that it would employ up to 500
persons during 1966.
July 14, 1966 - Salina Municipal. Airport relocated to Schilling Air
Force Base. The base operations building becomes the new terminal
after being renovated.
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July 18, 1966 - Schilling Institute becomes reality.
August 1966 - Annexation of base property to the City of Salina
completed.
September 1966 - Schilling Institute began classes with 91 students.
• The projected five year enrollment is to be near 2,000 students.
September 14, 1966 - The request to use the base hospital for a Kansas
State Vocational Rehabilitation Center is approved and classes began
later in the fall.
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May 1966 - First classes graduate from the Salina Vocational-Technical
School.
It is evident from the foregoing chronicle and the proposals presented
therein, that the future success of the facility lies in three principal
areas of activity: aviation, education and industry. This report will
be concerned with future planning for the airport facility and the
effects that future aviation and industrial activity will have on the
development of this facility. 1
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SECTION II - SALINA AIRPORT AUTHORITY
The Salina Airport Authority was created by City Ordinance No. 6854
pursuant to authority granted. in Senate Bill Number 235 which became
law April 16', 1965. The Act is known as the Surplus Property and Public
• Airport Authority Act. The act authorizes the City to establish an
authority to acquire, own, maintain, operate, improve, develop, lease
and dispose of property in furtherance of its cause.
The Airport Authority is managed and controlled by a board of five (5)
directors appointed by the governing body of the City of Salina. The
directors are appointed as follows; one (1) for a term of three (3)
years, two (2) for a term of two (2) years and two (2) for a term of one
(1) year.
Section 6 of the Enabling Act establishes that the Authority shall have
perpetual succession subject to the power of the city to dissolve the
authority according to procedures established in the act.
The powers of the Authority are established as:
"(a) To adopt, alter and use corporate seal;
(b) To sue and be sued, to prosecute and to defend any action in
any court of competent jurisdiction;
(c) To receive, purchase, lease, obtain option upon, acquire by
contract or grant, or otherwise acquire, to own, hold, maintain,
operate, improve, subdivide, lease, lease for oil and gas purposes
and develop, and to sell, convey, lease, exchange, transfer, assign,
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grant option with respect to, mortgage or otherwise dispose of property;
(d) To enter into contracts to carry out the purposes of the
Authority and to execute contracts and other instruments necessary or
convenient to the exercise of any of the powers of the authority;
(e) To acquire, hold and dispose of property without regard to
the provisions of any other laws governing the acquisition, holding
and disposition of public property and public funds by cities and their
agencies;
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• (f) To adopt, amend and repeal bylaws, rules and regulations not
inconsistent with this act governing the manner in which the powers
and purposes of the authority shall be carried out and effected:
Provided, however, The same shall become effective upon ratification
of the governing body of the city;
(g) To select, appoint , employ, discharge or remove such officers ,
agents, counsel and employees as may be required to carry out and
• effect the powers and purposes of the authority and to determine their
qualifications, duties and compensation;
(h) To borrow money and pledge, mortgage or otherwise hypothecate
property and revenues as security therefor;
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(i) To contract with the United States or any of its agencies ,
the state of Kansas, any political subdivision thereof and any munici-
pality therein with respect to the terms on which the authority may
agree to purchase or receive property, including, but not limited to,
provisions for the purchase of property over a period of years, for
payment of the purchase price or installments thereof in the manner
and to the extent required, and for pledge of all revenues and
income received from the sale or operation of said property after
providing for administration, maintenance and operation costs to pay-
_ ment of the principal of the purchase price and interest thereon or
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of any bond issued by the authority therefor;
(j) To enter into agreements with the city or others for the
furnishing of any utilities, facilities and services owned , maintained,
furnished or conducted by the city on such terms and conditions and
for such considerations as may be agreed upon between the city or
others and the authority;
(k) To distribute to the city any funds not necessary for the
proper conduct of the affairs of the authority."?
Section 7 of the Enabling Act deals with annexation of Airport Authority
property to the City. "---All or any part of the real estate constituting
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a part of the property located within the boundaries of the authority may
be annexed and taken within the corporate limits of the City in the same
manner and to the same extent as any other real estate which is not owned
or controlled by the City and any such real estate so annexed and taken
within the corporate limits of the city shall be exempt from any bond
indebtedness of the city incurred prior to the date of such annexation,
and the city may exempt such real estate from any city taxes which the
governing body of the city shall determine." 3
s- Section 7 also provides the Airport Authority with the power of eminent
domain however, such right, "---shall be exercised only by the authority
with the approval of the governing body of the city in order to acquire
property or an interest in or through air space which is essential,
suitable or desirable for the development, improvement, operation or
maintenance of a public airport." 4
Section 8 of the Enabling Act gives the Airport Authority the power of
taxation after first obtaining the consent of the governing body. The •
authority may annually levy up to 3 mills on each dollar of the assessed
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tangible valuation of the property of the City. The levy is in addition
to all other levies and is exempt from limitations imposed by statute
upon the City.
a Kansas Senate Bill No. 235 , Part F-Enabling Legislation, Chapter 117.
3 Ibid
4 Ibid
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Section 9 of the Enabling Act authorizes the Airport Authority to issue
its own general obligation bonds , revenue bonds, industrial revenue bonds
and no fund warrants.
General obligation bonds may not be issued in excess of three (3) percent
of the assessed valuation of all the tangible taxable property within the
City as shown by the assessment books of previous year. The Authority
is obliged to levy taxes annually to meet principal and interest on
any general obligation bonds it may issue. "---Such general obligation
bonds of the Authority shall not constitute a debt or obligation of the
City which established and created the Authority." 5
The Authority may issue revenue bonds for the purchasing, constructing or
otherwise acquiring, repairing, extending or improving any property of
the facility. Payments of bond principal and interest may be derived •
from rental rates, fees or charges derived or to be derived from property
or facilities owned or operated by it. Revenue bonds issued by the •
Authority shall mature serially beginning not later than five (5) years
after the date of issuance and shall not be fixed for a longer period of
time than thirty-five (35) years after the date of- issuance. Interest on
such bonds may not exceed a rate of five (5) percent per annum, payable
semiannually. An amount of the net revenues sufficient to pay principal •
and interest as such comes due must be pledged by the Authority. •
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- The Authority may further issue industrial revenue bonds in accordance
with the provisions of KSA 12-1740 to 12-1749, inclusive. The proceeds
from the sale of such bonds shall be used only to purchase or construct,
maintain and equip buildings and acquire sites therefor and to enlarge
or remodel buildings and equip the same for agriculture, commercial,
industrial and manufacturing facilities. The law authorizes entering
into leases or lease-purchase agreements with any person, firm or
corporation for said facilities. Bonds issued under the act and all
income thus derived are exempt from all state taxes except inheritance •
taxes. •
Bonds, warrants and other obligations are the responsibility of the Airport
Authority and the State or City cannot be held liable for them.
CITY ORDINANCE 6854
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The ordinance creating the Salina Airport Authority is as follows :
S See footnote on Page 5.
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ORDINANCE NO. 6854
AN ORDINANCE CREATING AN AUTHORITY TO BE KNOWN AS THE "SALINA AIRPORT
AUTHORITY" FOR THE PURPOSE OF ACQUIRING PROPERTY FROM THE UNITED STATES
OR ANY OF ITS AGENCIES, THE STATE OF KANSAS , ANY POLITICAL SUBDIVISIONS
THEREOF OR ANY MUNICIPALITY THEREIN OR ANY OTHER SOURCE AUTHORIZED BY
LAW, AND TO OWN, MAINTAIN, OPERATE AND IMPROVE, DEVELOP AND DISPOSE OF
SUCH PROPERTY: AND TO LEVY TAXES AND TO ISSUE GENERAL OBLIGATION BONDS,
REVENUE BONDS, INDUSTRIAL REVENUE BONDS AND WARRANTS TO PROVIDE REVENUE
FOR SUCH PURPOSES: PROVIDED FURTHER THAT SAID AUTHORITY SHALL BE VESTED
WITH ALL POWERS AND SUBJECT TO ALL LIMITATIONS PROVIDED IN SENATE BILL
NO. 235 AS ADOPTED BY THE 1965 SESSION OF THE KANSAS LEGISLATURE:
BE IT ORDAINED BY THE GOVERNING BODY OF THE CITY OF SALINA,
KANSAS:
Section 1: That the City of Salina, Kansas pursuant to the
authority granted by Senate Bill 11235 as adopted by the 1965 Session of
the Kansas Legislature does hereby establish and create authority to be
known as the "Salina Airport Authority".
Section 2 : That the Authority hereby created shall be managed
and controlled by a board of directors consistiflg of five directors to
be appointed by the governing body of the City of Salina, Kansas .
Section 3: That the authority hereby created shall have all
those powers enumerated and be subject to all provisions of Senate Bill
No. 235 as .adopted by the 1965 Session of the Kansas Legislature.
• Section 4: That this ordinance shall be in full force and
effect from after its adoption and publication in the official City
Paper.
Passed by the Board of Commissioners this 26th day of April,
1965.
Approved:
Robert M. Stark /s/
Mayor
Attest:
H. E. Peterson /s/
City Clerk
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LEGISLATIVE ADVANTAGE
The law as it is drawn is an excellent one offering any Kansas City of the
first class many opportunities to develop surplus government property and
convert it into a community asset.
The Airport Authority as created is a semi-autonomous body having
substantial self government power except in areas where permission of the
governing body of the municipality must be requested.
The legislative authority to exempt certain municipal and state taxes is
a powerful incentive to attract industry to the facility.
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SECTION III - FACTORS AFFECTING THE AVIATION INDUSTRY
A number of factors affecting the growth and development of the municipal
airport and the adjacent industrial complex can be measured, to some extent,
to project and forecast future activities and the scale of those activities
for which planning must be undertaken. The trend toward industrial develop-
_ ment adjacent to airports is growing and must be given consideration. Avia-
tion activity and the potential for growth will influence services that must
be maintained and additional services that must be planned. Other factors
which will influence planning and development are: aviation activity at
the national level, population growth of the community, economy, labor
force, transportation facilities, markets, and availability of raw materials .
AVIATION ACTIVITY
The national growth trend in aviation activity has continued steadily
upward since World War II. It is evidenced in the increasing numbers of
airports, increasing numbers of registered aircraft and licensed pilots
and the rapid development and technological changes occurring in the air-
craft industry.
Table 1 shows a history of active registered aircraft and airports on record
with the Federal Aviation Agency as of January 1 for the years 1954-65.
TABLE 1
ACTIVE REGISTERED AIRCRAFT AND AIRPORT ON RECORD WITH FAA
1954-1965
Aircraft Air General Airports on Record
Year (Total) Carrier Aviation With FAA
1954 55,505 1,615 53,850 6,760
1955 58,994 1,606 57,388 6,977
1956 60,432 1,642 58,790 6,839
1957 64,638 1,802 62,886 7,028
1958 67,153 1,864 65,289 6,412
1959 69, 718 1,879 67,839 6,018
1960 70,747* 2,020 68,727 6,426
1961 78, 760 2,211 76,549 6,881
1962 82,853 2,221 80,632 7,715
1963 86,287 2,166 84,121 8,084
1964 87,267 2,179 85,088 8,814
1965 90,935 2,193 88,742 9,490
*Excludes approximately 4,000 unclassified active aircraft.
Source: FAA Statistical Handbook of Aviation, 1965.
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Aircraft. During the past 10 years the active aircraft count has increased
50 percent. The Federal Aviation Agency estimates that total active regis-
tered civil aircraft may increase to 107,090 by 1970.
Air Carrier. It is predicted that the air carrier fleet will decrease in
number to 2,090 aircraft by 1970. This decrease will be realized through
use of larger jet powered aircraft carrying much greater pay loads . These
changes in the air carrier fleet were evidenced from 1963 to 1964 when
there was a 31 percent increase in the total numbers of jet aircraft. In
1964 there were 564 jet aircraft in the air carrier fleet.
Pilots. "Active pilots totaled 431,041 as of January 1, 1965, and active
certificates held by mechanics, ground instructors , control tower operators ,
and others numbered 195,396. Both airmen categories - pilot and nonpilot -
achieved the greatest proportionate yearly gain since 1960 with increase
of 14 percent and 5 percent respectively. The slight gain in the number
of commercial pilots posed somewhat of a problem to the aviation industry.
However, some optimism may .be assumed in the 13 percent increase in com-
mercial pilots in 1964 which represents the largest gain since 1959 . There
were 108,428 commercial pilots as of January 1, 1965, as compared with I
96,341 a year ago.
Original issuances of pilot certificates rose 24 percent to 121,372 in
1965 as compared with 98,014 in 1964. Student pilot certificates issued
during 1964 totaled 84,629 as against 69,130 in 1963.
Original issuances of pilot certificates of other categories rose from
28,884 in 1963 to 36,743 - up 27 percent. - - -
- - - Along with other indications of general aviation growth are the
increases both in the number of student pilots and private pilots. More
than 28 percent of all active pilot certificates were held by student
pilots and an additional 41 percent were held by private pilots."6
Airports. As of January 1965 there were 9,490 airports on record with the
Federal Aviation Agency. The increase of 8 percent over the previous year
occurred in both public and private airports . Privately owned airports
increased from 5,363 in 1964 to 5,846 in 1965. Air carrier airports totaled
709 in 1965, compared to a total of 715 in 1964. The decline is attributed
to the leveling off in size of the air carrier fleet.
The increasing trend in the number of airports can be attributed to general
activity. Technical improvements in general aviation aircraft and improved
air navigation methods have greatly increased the use of aircraft for
business purposes. This trend has led to improved facilities being made
available at airports .
6• Table 2 Data Scurce: "FAA Statistical Handbook of Aviation 1965"
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GENERAL AVIATION
Aviation activity may ue classified in three areas ; air carrier, general
aviation and military. The general aviation field may be further classified
into personal, business , instructional, commercial and other kinds of flying.
The general aviation field is beginning to assume major proportions in
relation to air carrier and military aviation activities.
Table 2 illustrates the activity of the various fields of general aviation
by each category of flying.
TABLE 2
GENERAL AVIATION AIRCRAFT BY TYPE OF FLYING, 1964
Number of Percent
Kind of Flying Aircraft of Total
Total (all kinds) 88,742 100
Personal 46,721 53
Business 21,1.27 24
Instructional 6,855 8
Commercial 11,979 13
Air Taxis 5,267 6 t
Aerial Application 4,901 5
Industrial Special 1,811 2
Other 2,060 2
Table 2 Data Source: "FAA Statistical Handbook of Aviation 1965"
Personal Flying,. This kind of flying represents use of aircraft for private
purposes such as sightseeing, improving pilot proficiency, hunting trips
and other special activities . In 1964 personal flying accounted for 24
percent of the total hours flown in general aviation or 3,777,000 hours .
Business Flying. Business transportation not-for-hire represents the
use of aircarft as a transportation vehicle in the conduct of business.
Aircraft in this category are usually owned or leased by a company or
individual. A large number of aircraft used in business flying are multi-
engine or single-engine aircraft accommodating four or more passengers .
In 1964, business flying accounted for 37 percent of the total hours flown
in general aviation or 5,823,000 hours .
Commercial Flying. This kind of flying is for passenger and cargo trans-
portation for hire, aerial application, patrol and survey work. Flying
of this nature is performed on a for-hire basis by fixed-base operators
and firms specializing in one or more of these activities . These services
are usually performed using single-engine and light twin-engine aircraft
and helicopters. In 1964, commercial flying accounted for 21 percent of
the total hours flown in general aviation or 3,305,000 hours .
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Instructional Flying.. This kind of flying is for training civilians in
dual and solo flying under an instructor's supervision. The major portion
of this flying is done in single-engine aircraft in preparation for a
private pilot license. Some of this flying includes training for i.nstru- 1
ment ratings and other purposes . In 1964, instructional flying accounted
for 17 percent of the total hours flown in general aviation or 2,675,000
hours. .
Aircraft Operations. Data on aircraft operations are essential• in deter-
mining the need for and kind of traffic control facilities at an airport.
Table 3 shows data on aircraft operations at FAA operated airport traffic
control towers .
TABLE 3
AIRCRAFT OPERATIONS AT FAA - OPERATED AIRPORT TRAFFIC
CONTROL TOWERS, 1954-1964
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Total Annual
Number Aircraft Percent Percent Distribution
Year of Towers Operations Change Civil Military
1954 179 17,944,523 + 7 75 25
1955 182 19,488,000 + 9 75 25
1956 188 22,045,731 +13 75 25 I
1957 205 25,149,667 +14 77 23
1958 . 213 26,593,337 + 6 79 21
1959 222 26,905,856 + 1 83 17
• 1960 229 25,773,990 4 85 15
1961 254 26,300,767 + 2 86 14 I
1962 270 28,200,570 + 7 87 13 I
( 1963 277 30,976,773 +10 88 12
1964 278 34,194,659 +10 89 11
Table 3 Data Source: "FAA Statistical Handbook of Aviation: 1965" I
In 1964 general aviation aircraft accounted for 67 percent of the
34 million landings and take-offs reported by FAA operated airport con-
trol towers. 1
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Table 4 shows data on itinerant aircraft operations at FAA-operated airport
traffic control towers. The need for an FAA-operated control tower at an I
airport is established by the number of itinerant landings and take-offs. I
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TABLE 4
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ITINERANT AIRCRAFT OPERATIONS AT FAA-OPERATED AIRPORT
TRAFFIC CONTROL TOWERS, 1954-1964
Air General
Year Total Carrier Aviation Military
1954 12,063,880 5,520,599 4,068,638 2,474,643
1955 13,418,447 5,985,916 4,533,275 2,899,256
1956 15,098,619 6,553,366 5,366,175 3,179,078
1957 17,070,445 7,112,208 6,616,364 3,341,873
1958 17,940,296 6,997,079 7,935,575 3,007,642
1959 18,357,411 7,352,849 8,637,675 2,366,887
1960 17,992,665 7,164,394 8,908,991 1,919,280
1961 18,232,013 6,980,246 9,417,764 1,834,003
1962 19,202,819 7,059,630 10,376,701 1,766,488
1963 20,714,673 7,339,533 11,636,473 1,738,667
1964 22,182,669 7,447,434 12,982,649 1,752,586
Table 4 Data Source: "FAA Statistical Handbook of Aviation: 1965"
FORECASTS OF NATIONAL AVIATION ACTIVITY
National forecasts of aviation activity can provide valuable insight into
the future of aviation in a given locality since they provide a relative
basis on which to proceed with local forecasts for planning purposes . I
Air Carrier. Table 5 shows the Federal Aviation Agency forecasts for
revenue passengers and revenue passenger miles.
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TABLE 5 1
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FORECAST OF DOMESTIC AIR CARRIER OF REVENUE PASSENGERS I
AND REVENUE PASSENGER MILES TO 1975 I
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Passengers Passengers Miles
Year (Millions) (Billions)
1960 56.6 30.4 i
1961 55.9 30.4 I
1962 59 .9 33.0
1963 63. 3 35.1
1964 74.4 41. 3 1
1965 82.5 46.0
1970 107.0 61.0
1975 130.0 75.0
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Table 5 Data Source: "1965 National Airport Plan: Federal
Aviation Agency"
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The 10-year forecast indicates that air carrier passengers will increase
by 58 percent and passenger miles flown by 63 percent. While these are
substantial increases, , they will be accommodated with only moderate
increase in operations since much of this travel will be accommodated
with larger jet aircraft. This would imply that some terminal facilities
and runways will need modification to accommodate these aircraft efficiently.
General Aviation. Table 6 shows the FAA prediction for general aviation
flying to 1975.
TABLE 6
GENERAL AVIATION FORECAST TO 1975
(In Millions of Hours Flown)
Total Hours
Year Flown Business Commercial Instruction Personal
1960 13.0 5.7 2.4 1.9 3.0
1961 13.4 5.8 2.5 1.8 3. 3
1962 14.0 5.7 2.8 2.1 3.4 . I
1963 14.8 5. 7 3.2 2.4 3.5
1964 15.5 5.9 3.4 2.6 3.6
1965 16.3 6.1 3.6 2.8 3.8
1970 19.5 7.1 4.4 3.0 5.0
1975 23.0 8.1 5.0 3.9 6.0
Table 6 Data Source: "FAA Aviation Forecasts , 1965 National Airport
Plan: Federal Aviation Agency"
The forecasts indicate an overall increase in general aviation activity of
about 41% or 6. 7 million hours by 1975. In the sub-categories of this
field of aviation, personal flying is expected to lead with 58 percent
increase or 2.2 million hours. Commercial and instructional flying will
each increase by about 39 percent or 1.4 and 1.1 million hours respectively.
Business flying, while showing the smallest percentage increase (33 percent) ,
is expected to be second in number of hours flown. Business flying will
increase by 2.0 million hours by 1975.
LOCAL AVIATION ACTIVITY
Activity at Salina's Municipal Airport generally parallels that of the
nation. Personal and business aviation dominate other activity. 1
Aircraft. There are approximately 40 active based aircraft at the
Salina Municipal Airport. There are 10.5 aircraft per 10,000 persons.
This compares favorably with the state' average of 11.8- in December 1964.
The United States average was equal to 4.7 aircraft per ten thousand
persons in 1964.
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Air Carrier. The major air carrier serving Salina is Frontier Airlines.
Frontier Airlines has operated in Salina since October. 1, 1967 when it
merged. with Central Airlines which was the parent airline serving this
area. Frontier serves 15 states and 115 cities compared to the 6 state
• area served by Central. Frontier Airlines is ranked second in number of
cities served and is the fourth largest airline in unduplicated route miles.
Equipment. Frontier operates the Convair Dart 600 and 580 aircraft through
Salina These aircraft are powered by turbine engines . Douglas DC-3
aircraft are no longer used. Frontier will operate jet aircraft through
Salina in the near future.
Class. Salina was formerly served on route .gment 9 by Central Airlines.
The line was classed as a local service carrier with an average length
passenger haul of 220 miles in 1966.
Service. Salina is served with seven daily flights between Kansas City and
Denver. Stops on these flights are made at Topeka, Manhattan, Hays and
Goodland. One flight is a turn around flight between Kansas City and Salina.
Prior to merging with Frontier, Central Airlines, had an application pending
with the Civil Aeronautics Board which, if approved, would give route
authority to add Chicago and St. Louis as co-terminal points with Kansas
City. Initial flight operations would include non-stop service to both
Chicago and St. Louis from Topeka, Manhattan (Ft. Riley-Junction City) and
Salina. Three daily round trips are proposed to Chicago and two daily
round trips to St. Louis . Connections at Chicago and St . Louis make possible
direct connections with 15 new carriers, creating opportunity for travel
from Salina to a vast number of cities in eastern states and at considerably
less time in transit. Frontier is continuing this application with the
Civil Aeronautics Board.
Passenger Volume. Central inaugurated its service on March 13, 1961.
Passenger volumes for the seven year period are shown in Table 7. Volumes
shown from April 1967 are those of Frontier Airlines.
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TABLE 7
PASSENGER VOLUMES •
1961-1967
1961 1962 1963 1964 1965 1966 1967 1968
_ January 602 655 779 688 684 1,077 1,071
February 622 543 760 579 579 854 866
March 243 814 629 684 676 676 1,040
April 529 836 727 761 756 735 1,071
May 597 944 801 772 744 836 1,148
June 666 900 820 856 841 844 1,216
July 673 790 798 869 876 725 1,256
August 731 833 939 896 . 735 662 1,235 i
September 653 751 788 839 692 871 1,091
October 676 774 829 796 745 1,057 1,149
November 667 699 787 788 713 _ 1,031 1,156
December : . 666' 714 807 788 785 1,058 1, 107
Total 6,101 9,329 9,123 9,588 8,830 9,810 13,400
Table 7 data source: "Central Airlines, Inc."
Passenger volumes have fluctuated around the level of 9,000 per year for
the period 1962-1966. The largest gain occurred in 1967 when volumes
increased 36.5 percent over the previous year. The airline indicates that
this compares to a 40 percent increase in passenger boardings estimated by
•
Central Airlines.
Origin and Destination. The following tabulation shows the origin and
destination of passengers enplaned and deplaned at Salina during 1966 .
TABLE 8
1966 ORIGIN-DESTINATION DATA Ii
From Salina To To Salina From
Colorado Springs 36 30 - I
Denver 2,860 2,692
Dodge City 20 14
Garden City . 6 6
Goodland 125 114
Great Bend 5 12 I
Hays 42 40
Hutchinson 12 13
Kansas City 5,903 5,909 I
Lamar 1 5
Manhattan 28 34
Pueblo 11 .16
Topeka 135 148
Wichita 552 520
.
Total Deplaned 9,736 9,553
Table 8 data source: "Central Airlines, Inc."
16
The data indicates that major terminals for passengers arriving at or
leaving Salina, are Denver and Kansas City. Studies conducted by Central
Airlines indicate that 44.5 percent of Salina' s air passengers originate
their trip in Kansas City and that 55.5 percent originate their trip from
- . ' Salina to Kansas City. These percentages were derived from a sample of
1,304 tickets sold in Salina during 1966. Of this sample, 84.4 percent or
1,100 passengers going into Kansas City had destinations either at Chicago, •
.. St. Louis or points beyond.
Peak Boardings. The highest number of passengers moving through the Salina
terminal on a single day occurred in November 1966 . During this day 71
passengers moved through the terminal. Based on 6 daily flights this would
indicate a peak hour of 11.8 persons.
Air Cargo. Central Airlines carried increasing amounts of air cargo. The
cargo carried is composed of mail, express, freight and baggage. Table 9
shows the volume of air cargo moving through the Salina terminal.
TABLE 9
VOLUME OF AIR CARGO
(OUTBOUND)
TABULATED IN POUNDS
1966
January 9435 April '9,677 July 7,917 October 10,948
. February 6;471 May 12,256 August 7,732 November 13,818
March 7, 989 June 9,872 September 13,320 December 14,233
A 1967
January 17,319 April 21,088 July 26,500 October 33,252
• February 17,633 May 14,583 August 24,547 November 37,240
March 17,830 June 20,873 September 30,717 December :48,082
Source: Central and Frontier Airlines - station data.
Outbound cargo increased from 6.2 tons in 1966 to 15 .5 tons in 1967. This
represents a 117 percent increase in tonnage from 1966 . The following
• tabulation compares inbound and outbound cargo (in pounds) for the last
three months in 1967 and the first two months of 1968. I
1967 Outbound Inbound 1968 Outbound Inbound
October 33,252 33,518 January 42,140 36,963
November 37,240 35,959 February 48,068 34,584
December 48,082 52,702
The tabulation shows that Salina generates slightly more cargo for outbound
shipments than it receives inbound.
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The kind of cargo moving through the Salina terminal is divided into three
categories: mail which is about 55 percent of the total, express 18
percent, and freight which amounts to about 27 percent of the total cargo.
Recent trends indicate that air freight Is becoming the larger part of air
cargo and possibly will displace some first class mail now being carried.
Local. General Aviation Activity. General aviation activities in Salina
generally parallel those of the nation. These activites are largely centered
around the Rapid Air Terminal, a facility catering to local and transient
flyers. This facility which is the operational center for personal, business,
•
and commercial flying is located in building 509 at Arnold Avenue and
General Jim Road in the Salina Airport Industrial Center. The building has
42,319 square feet of floor space, which includes a large hangar space
capable of accommodating passenger aircraft such as the Convair and Douglas
DC-3. There are approximately 26 aircraft hangared in the building at
present. Other space is devoted to aircraft and engine maintenance, office
space, pilots lounge, flight center with weather phone and ample well
lighted space for classroom instruction.
The general aviation facility is operated as Rapid Air Incorporated and
Rapid Flite, a partnership. Rapid Air handles the sale of aircraft, rents
hangar space and operates the fuel concession. Rapid Flite offers charter
service, flight instructions, ground school and has a maintenance shop.
The ground school is FAA approved.
The following pilot ratings may be obtained: private pilot , commercial
pilot and flight instructor. Licensed pilots may also upgrade their pro-
.
ficiency by obtaining the instrument flight rating. Rapid Flite operates a
link trainer which simulates instrument flight conditions. The instrument
training is given by a qualified instructor. Pilots may also become rated
in twin engine aircraft.
Personal Flying. It is difficult to obtain a measure of the extent of
personal flying in the locality. It is estimated that there are about 100
licensed pilots in Salina and the immediate vicinity. Salina has an excellent
• opportunity to attract this kind of flyer from central and northwest Kansas.
Stops of this nature would be for shopping, business, medical and entertain-
ment purposes . Rapid Air terminal provides transportation for visitors to
its facility.
Business Flying. Since this kind of flying accounts for 37 percent of the
flying hours in general aviation nationally, it could be assumed that it
accounts for a considerable part of general aviation flying in the Salina
vicinity.
There are 14 firms in Salina that use aircraft for business purposes. The
following tabulation lists the firms using business aircraft (by type) and
an estimate of the hours flown annually.
1 •
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Estimated
Annual Hours of
Owner Type of Aircraft Operation
Bankers Dispatch twin engine 1,000 to 1,100
Bradley Builders twin engine 500
B. J. Frick and Co. single engine 800
Graves Truck Line and
Evans Grain Co. (joint) twin engine 600
Jarvis Construction Co. twin engine 900
Marshall Motors twin engine 350 to 500
Mid-States Armature 'single engine 400
Morrison Grain Co. twin engine 500 to 700
Nelson Truck Line single engine 300
Rapid Air twin engine
Shaver and Co. twin engine 600 to 800
Wilson and Co. twin engine 700
6,650 to 7,300
* Included under commercial flying. •
Data source for above tabulation: Interviews conducted by George Nachtman.
From the above tabulation it can be estimated that from 1,197,000 to 1,304,000
miles are flown annually by Salina business firms using their own aircraft.
The diversity of firms using aircraft for business purposes indicates that
their use is more than mere convenience. Industrial Development Magazine
(Nov. 1964) states: "With proper utilization, an airplane can save you
thousands of dollars a year - and a lot of hours if you do much commercial
air travel (that traveling to and from airports and waiting for scheduled
departures are time killers) . Time, of course, is money to the modern,
fast-paced business concern."
• There are numerous itinerant flights which bring business men to Salina
from distant points for the purpose of conducting business or supervising plant
operations . During the month of May, 2,000 gallons of jet fuel werepurchased
by pilots of business jets which stopped in Salina to refuel or for business
purposes. A majority of these planes were from the west coast. This points
up the fact that the Salina airport is strategically located and is accessible
to numerous flights which cross the United States each day.
Commercial Flying_. In the general aviation category, Rapid Flite does the
largest part of this kind of flying. Commercial flying is performed on a
"for hire" basis for passenger, cargo, aerial application, patrol and survey
work.
During the period of September 1966 through March 1967, Rapid Flite's charter
service flew 81,517 miles for an average of 200 miles per day. Approximately
99 percent of their passenger trips originated in Salina.
The round trip length of about 20 percent of the charter flights was over
800 miles and more than 50 percent were over 400 miles.
Some of the major points to which charter trips are flown are:
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Mesa, Arizona; Chicago, Illinois; Omaha, Nebraska;
Denver, Colorado; Wichita, Kansas; Cincinnati, Ohio;
Washington, D.C. ; Albert Lee, Minnesota; and Dallas, Texas.
About one-half of the charter trips required two passenger seats, more
than one-fourth required three seats and about one-fifth required from four
to six seats per trip.
Aircraft Operations. A very good measure of airport activity is the count
of aircraft operations . These counts are an indication of the services
rendered at a facility. They are useful to:
(1) determine the extent of the workload of an existing air traffic
control facility and its manpower requirement;
(2) measure the current trend in aviation activity; and
(3) to forecast trends and determine the need- for future. facilities .
There are two kinds of aircraft operations used by the Federal Aviation
Authority to determine need for facilities; especially air traffic control
towers. An aircraft operation is defined as the arrival at or departure from
an airport with FAA airport traffic control service. The kinds of operations
are defined as local and itinerant.
Local operations are performed by aircraft which:
(a) operate within the local traffic pattern or within sight of the
•
traffic control tower.
(b) are known to be departing for, or arriving from, flight in local
practice areas located within a twenty--mile radius of the control
tower.
(c) execute simulated instrument approaches or low passes at the air-
. port.
Itinerant operation includes all aircraft arrivals and departures other than
local operations.
Counts of itinerant operations are especially important from the standpoint f
of justifying need for a control tower. The FAA has established that a
control tower may be required when a level of 24,000 itinerate operations
annually has been attained at an airport.
The following table shows data on estimated annual aircraft activity at
the original Salina Airport prior to its closing. This data was obtained
and projections made by the Federal Aviation Administration.
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TABLE 10
ESTIMATED ANNUAL AIRCRAFT OPERATIONS AT
SALINA MUNICIPAL AIRPORT, ORIGINAL LOCATION
Itinerant Operations Local Operations _
Survey Dates and Air General General Total
Projection Year Carrier Aviation Military Aviation Military Operations
October 3-9, 1964
Calendar year 1965 5,683 20,558 458 19,190 321 46,208
June 26-July 2, 1965
Fiscal year 1965 6,656 14,100 750 9,830 104 31,440
August 22-28, 1965
Calendar year 1965 6,421 15,500 520 13,069 88 35,598
May 8-14, 1966
Fiscal year 1966 4,692 15,340 --- 1,917 --- 21,949
•
Table 10 data source: "Department of Transportation, Federal Aviation
Administration, Central Region, Kansas City; Missouri."
The above table indicates that the necessary 24,000 itinerant operations
were exceeded only in 1964 and that succeeding studies and estimates failed
to produce counts that would sustain the need for a control tower.
At the new municipal airport data is being maintained daily on flight opera-
tions by an FAA operated traffic control tower.
21
•
TABLE 11
AIRCRAFT OPERATIONS
SALINA MUNICIPAL. AIRPORT
ItinerantOperati.ons Local Operations
Month Air General General Grand
• and Year Carrier Aviation Militate Total Aviation Military Total Total
1966
Oct 427 2,635 61 3,123 473 26 499 3,622
Nov 384 2,474 93 2,951 517 39 556 3,507
Dec 353 2,306 83 2,742 622 140 762 3,504
Total Itinerant 8,816 Total All Operations 10,633
1967
Jan 396 2,408 82 2,886 776 86 862 3,748
Feb 291 1,752 96 2,139 862 120 982 3,121 '
Mar 330 2,429 130 2,889 997 190 1,167 4 ,056
Apr 335 2,312 85 2,732 753 192 945 3,677
May 538 2,810 152 3,500 1,118 270 1,388 4 ,888
Jun 538 2,504 171 3,212 1,216 895 1,216 4,429
Jul 538 2,555 151 3,244 789 367 1,156 4,400 -
Aug 533 2,741 355 3,629 942 952 1,894 5,523 I
Sep 436 2,188 107 2,731 878 174 1,052 3,783
Oct 423 2,111 133 2,667 1,007 316 1,323 3,990
. Nov 349 2,229 123 2,701 1,434 232 1,666 4,367
Dec 393 1,832 126 2,351 1,292 164 1,456 3,807
Total Itinerant 34,681 Total All Operations 49,789
1968
Jan 400 1,853 282 2,535 1,127 390 1,517 4,052
Feb 362 2,088 238 2,688 1,191 605 1,796 4,484 I
I
Table 11 Data Source: Salina Airport Authority
The data shown in Table 11 indicates that operations have increased consider-
ably over those at the old airport. Itinerant operations are well above the
24,000 level required for a control tower.
Greater operational capabilities can be realized at the new airport because of
better navigation and landing aids. The instrument landing system allows
more and safer use of the airport when marginal weather conditions prevail..
Table 12 shows instrument flight operations for the same period covered in I
Table 11.
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TABLE 12
INSTRUMENT OPERATIONS
Month
and Year Air Carrier General Aviation Military Total
1966
Oct 189 59 3 251
Nov 164 104 25 293
Dec 146 89 10 245
I
Total All Operations 789
1967
Jan 126 117 8 251
Feb 102 84 16 202
Mar 133 157 11 • 301
Apr 121 178 8 307
May 156 230 15 401
Jun 115 244 50 409
Jul 110 184 13 307
Aug 56 108 32 196
Sep 115 165 20 300
Oct 97 169 27 293
Nov 100 249 19 368
Dec 116 207 15 338
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Total All Operations 3,673
1968 i
Jan 117 243 18 378
Feb 130 169 24 323
Total All Operations 701
Table 12 Data Source: Salina Airport Authority
Other Growth Factors. Aviation as well as industrial activity and its rate
of growth will be somewhat affected by the community it serves and the
available market in the community and region. The economy and industry in
any given area are affected by the availability of raw materials , distance
from markets, tax structure, skilled labor supply and transportation services .
Population. The 1967 population of the city of Salina is 38,024 according
to the County Assessor. The present population is 1,211 less than the 1960 1
census . The decline can be largely attributed to the closing of Schilling -
Air Force Base.
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Population Forecast. A forecast of the Salina population was made for this
study using U. S. Department of Commerce, Bureau of the Census report,
Population Estimates Series P-25, No. 326. The projection used assumed that
a modest decline in the birth rate would occur and the immigration into the
• United States would maintain a level of about 300,000 persons per year. The
projection for Kansas was divided on the assumption that the urban population
would remain at about 61 percent of total population through 1985. The
Salina population was then related to the Kansas urban population. The
following population forecast resulted:
Population Forecast
City of Salina
Year Population
1970 42,430
1975 45,500
1980 49,120
1985 53,100
The above forecast seems to be conservative however, it does represent an
increase of 40 percent or 15,000 persons .
The size of the population must be carefully considered in any planning
endeavor since it is people who create the economic and social climate, the
need for services, recreation, education and religion. It is through the
endeavors of numerous individuals and their diverse interests that government,
business and industry are fostered, grow and prosper. The size of the
population is a controlling factor in determining the scale of an economic
enterprise as well as the size of an entire community. Industries cannot be
created if a skilled labor supply is lacking or investment capital cannot
be obtained.
Employment. The size of the civilian work force is a factor equally as
important as population since the latter is a dependent variable of the
former. Table 13 'shows employment data for the Salina area from May 1963
through May of 1967.
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TABLE 13
ESTIMATED CIVILIAN WORK FORCE
SALINA, KANSAS AREA, (SALINE COUNTY)
May May May May May
Industry 1963 1964 1965 1966 1967
•
Civilian Work Force Total 18,850 19,400 17,400 16,050 16,925
Unemployed 525 450 425 300 350
Percent of Civilian Work Force 2.8 2.3 2.4 1.9 2.1
Employed Total 18,325 18,950 16,975 15,750 16,575
Agriculture 1,000 1,000 1,950 875 850
Non-Agriculture 17 ,325 17,950 16,025 14,875 15,725
All other 2,450 2,575 2,250 2,000 1,975
Wage and Salary 14,875 15,375 13,775 12,950 13,750
Manufacturing 1,475 1,775 1,450 1,400 2,150
Food & Kindred Products 850 825 800 625 650
Other Manufacturing 625 950 650 775 1,500
Non-Manufacturing 13,400 13,600 12,325 11,550 11,600
Contract Construction 2,050 1,900 1,525 1,350 1,175
Transportation
Communications, Electric,
Gas, Sanitary Service 1,425 1,475 1,325 1,325 1,350
Wholesale and Retail
Trade 4,275 4,475 4,050 3,850 4 ,000
Finance, Insurance and Real
' Estate 625 625 625 600 600
Services 2,850 2,850 2,975 2,900 2,875
Government 2,125 2 ,225 1,775 1,475 1,550
Other 50 50 50 50 50
Table 13 data source: "The Salina Labor Market Review" published by the I
Salina office of the Kansas Employment Service.
i
The above table shows that the level of employment did decline as a result
of the air base closing. However, in 1966 the lowest rate of unemployment
occurred for the five year period shown. I
Wage and salary workers constitute about 36 percent of the total population.
Of this group, manufacturing workers constitute only 15.6 percent and
wholesale and retail workers 29 percent.
Of the 15.6 percent in manufacturing 70 percent are in basic manufacturing
and 30 percent are workers in food and kindred products .
The size and composition of the labor force are decisive factors in
determining the kinds and number of industries that can locate in the Salina
area. Limitations of the labor' force are the supply, degree of skills and
wage scale. Salina's supply of skilled labor is being depleted. The wage
scale in the Salina area is less than in surrounding larger metropolitan
. areas . The adjustment of the wage scale upward could bring in needed skilled i
workers to meet present and future industrial. needs .
25
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.
Exporting of trained manpower is a major issue facing many medium sized
communities today. Salina is an excellent training center and must attract
new industry to maintain its youthful population and to cause immigration
from other areas.
• Table 14 shows a forecast of employment for the City of Salina. The forecast
does not include any County employment and therefor is related to the popu-
lation forecast and should be considered in that sense only.
TABLE 14 I
1
EMPLOYMENT FORECAST
1970 1975 1980 1985
Total Employment 17,820 19,110 20,630 22,300
Total Employed 17,285 18,620 20,217 22,188
Agriculture 518 559 606 665
Non-Agriculture 16,248 . 17,503 19,004 20,857
Wage & Salary 14,174 15,268 16,578 18,194
Manufacturing 1,728 1,955 2,426 2,772
Food & Kindred 794 899 1,160 1,275
Other Manufacturing 934 1,056 1,266 1,497 1
Non-Manufacturing 12,445 13,406 14,556 15,975
I
The employment forecast assumes that near full employment will be the case � '
by 1985. . The present 3 percent unemployment rate would diminish to 0.5 I
percent by 1985.
Industrial Land Use. The Salina City Plan indicates that there were 515
acres of land devoted to industrial use in 1960. Salina has a rather low
employment density per acre . Employment densities vary considerably with the
kind of manufacturing and the number of persons required to process materials
into finished products . Normally overall employment densities will range
from 21 to 45 persons per acre. Using the employment forecast an industrial
land use forecast can be prepared. Table 15 shows this forecast.
TABLE 15
FORECAST OF INDUSTRIAL LAND I
_ (in acres)
SALINA, KANSAS
1970 1975 1980 1985
Wholesale 102. 7 110.6 120.0 131.8
Manufacturing
Food and Kindred Products 172.8 179.8 193. 3 212.5
Other Manufacturing 311.0 352.0 422.0 499.0
•
Total 586. 5 642.4 735. 3 843.3 '
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•
If this forecast were to materialize, Salina would require 328 acres of
industrial land in addition to that it now has . All of the proposed increase
could be accommodated on Salina Airport Authority property. This will not
occur because of other equally good industrial sites in the Salina area.
Much of the land should be held in reserve so. that a broader selection of
sites can be offered to new industries wishing to locate in the Salina area.
•
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27
•
SECTION IV - INVENTORY AND EVALUATION OF EXISTING FACILITIES
GENERAL
•
For a city of its size, Salina probably has the largest airport and the
. most modern facilities of any city in the United States . Few, if any,
of our largest cities have a runway length that will accommodate all of
the largest aircraft now flying or that are being anticipated by designers.
Airport Data. The Salina Municipal Airport is located approximately
. 5 miles southwest of the business district . Driving time to the business
district from the location of the present terminal is 14 minutes at
normal driving speeds.
The airport elevation is 1,271 feet above mean sea level and its airport
reference point coordinates are 38° 47' 11" latitude and 97° 38' 58"
longitude.
RUNWAYS
The north-south runway (17-35) has a length of 13,330 feet and is 300 feet
in width. The northwest-southeast runway (12-30) has a length of 8,100
feet and a width of 150 feet.
The airport authority is committed to maintaining runway 17-35 at a length
of 8,000 feet and a width of 150 feet and runway 12-30 at a length of
6,600 feet and 150 feet in width. These lengths and widths will prevail
when it is no longer economically feasible to maintain their full length
and width for safe aircraft operation. See Figure 1 - Airport Layout Plan.
The effective gradient on runway 17-35 is 0.19 percent and at its future
reduced length would be 0.26 percent. The present effective gradient on
runway 12-30 and at its future length is 0.17. percent.
The pavement strength on runway 17-35 is more than 400,000 pounds per
dual tread. Runway 12-30 has a pavement strength of 150,000 pounds per +
dual tread.
APPROACHES
There are clear zones at each end of both runways . Runway 17-35 is the
instrument runway and has a glide slope 50:1. Instrument approaches,
using the ILS system are made from south to north.
Runway 12-30 has a glide slope of 40:1 and is the non-instrument runway.
_ I
28
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•
I TZ'CLEAR \VII SALINA MUNICIPAL AIRPORT
SALINA KANSAS
AIRPORT LAYOUT PLAN
V WH� °•JUNE /PG'G
: c..,_ WILSON e ne (
LCOMPANV 1e66-3 u
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LIGHTING
•
Only runway 17-35 is lighted. The lights are high intensity and the light
intensity is variable and can be set for .5 levels of intensity. It is pro-
- posed that runway 12-30 be lighted in the future with medium intensity
lights.
OBSTRUCTION HAZARDS
There are no obstructions in the approaches of either of the two runways .
An access road crosses the approach zones at the south end of 17-35 and
southeast end of 12-30. This road presently provides access to the igloo
area (ordnance storage area) and property southwest of runway 12-30. The
use of this road should be restricted and a new access road constructed
from the county road south of the airport to provide access into the igloo
area. The glide slope of runway 17-35 is 31 feet above the county road
and the glide slope of runway 12-30 is 92 feet above the county road.
NAVIGATION AIDS i
An instrument landing system allows all weather use of the airport. The
ILS system is standard with a compass locator, outer marker and middle
marker. This system is augmented with a high intensity approach lighting i
system. The lights are mounted on steel trestles which are located in
the clear zone at the south end of runway 17--35.
A_ VOR, very high frequency omnidirectional radio range, is located approxi-
mately 4.2 miles due north of the field. The VOR makes it possible for
aircraft to locate the airport and by following proper procedures let down
through an overcast on heading for the airport.
_ f
TRAFFIC CONTROL
An FAA-operated control tower manages traffic at the airport and in the
vicinity of Salina. The tower, which is 62 feet in height, is located
west of runway 17-35. (Height normally measured to bottom of cab) .
A weather station is presently being operated in the administration
building at the former Salina Airport. The station will be transferred
to the new airport in the near future.
APRONS
The total apron area is 605,000 square yards . About 226,000 square yards
of apron are allocated to hangars and area for airport operations accord-
ing to the Airport Layout Plan (Figure 1) . The aprons are Portland cement
concrete pavement and are drained with storm sewers . Industries, cargo
and transportation facilities could be constructed along the east side
of the apron area from the vicinity of Hayes road to the north end of
the apron. Each industry to be located on the apron area should be
evaluated as to its particular structural need, type of operation, site
area requirements and drainage of the site. Those operations which would
cause rapid pavement deterioration would be discouraged from locating on
the apron.
29
HANGARS
Hangar space for public use is provided in building 509 which can house
up to 26 light aircraft or two large craft such as the DC-3 or Convair
type aircraft. Metal "T" hangars erected on the apron south of building
509 can house 44 single and light twin engine aircraft.
Building 509 also houses facilities of the present fixed base operator.
This operation was discussed in Section III.
TERMINAL BUILDING
The present terminal building is located at the south end of the ramp.
The building formerly housed base operations. There is approximately i
3,500 square feet of space (excluding halls) on the ground floor used
as follows:
•
Lobby 1,422 Square Feet 1
•
Hertz Car. Rental 168
Frontier Airlines 1,058
FAA Office 268
Vending Machine Area 264
The second floor of the building houses the office of the Airport Authority
and a conference room.
There are parking areas for automobiles located on each side of the build-
. ing and a large lighted parking lot is located a short distance southwest
of the building. About 80 parking spaces are provided in addition to
those for loading and service parking.
The building is a concrete block and wood frame structure.
An inconvenience to passengers is the .200 foot walking distance from the
terminal to the aircraft parking apron. An uncovered paved walk is pro-
vided. A canopy should be constructed to provide passengers some pro-
tection from inclement weather.
The terminal should be maintained in serviceable condition until a new
facility is constructed.
•
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UTILITIES I
The present utility systems are those constructed for Schilling Air
Force Base. The water and sewer systems are now operated by the City
of Salina.
Sanitary Sewage System. The sanitary sewage system consists of
vitrified clay pipe for all gravity sewer lines and cast iron pipe for
•
all force lines. •
Sewage Treatment Plant. The sewage treatment plant was constructed in
1941-1942, with a design population of .8,000 persons. The plant is a
conventional separate sludge digestion type with trickling filter second-
ary treatment.
It is possible that the plant could become overloaded if: Schilling Manor
housing is continued in use at or near full capacity; Kansas Technical
Institute reached planning population; and if day time population from
industrial and other uses continue to increase.
Industrial wastes, could present operational problems because of material
that could not be passed through the plant or quantities of waste might
exceed the plant capacity. The plant and its operation should be analyzed
to determine the kind and quantity of industrial waste that it could treat.
If it were determined that the plant was limited in its capacity to dispose
of industrial wastes, and this deficiency placed limitations on industrial
development, then additions should be planned and constructed to accommodate
a broad range of industrial wastes. Further, effluent discharged from the
plant should not contribute to downstream pollution. Until or unless these
conditions can be conformed to, each industry should be considered on the
basis of individual merit and its particular requirements.
Other Sanitary Disposal Facilities. Several remote stations are located
on airport property, the former ordnance area, radio transmitter, and
control tower. These facilities consist of septic tanks and drain fields .
•
Storm Drainage System. The airfield storm drains are of extra strength
reinforced concrete pipe and bituminous coated corrugated metal pipe.
Culverts for roads or driveways are of standard strength reinforced con--
crete pipe and bituminous coated corrugated metal pipe. Culverts for
• roads or driveways are of standard strength reinforced concrete pipe or
bituminous coated metal pipe. Parking apron inlets and collecting gutters
are connected to a system of storm sewers that carry storm runoff into
outfall drainages ditches .
.Careful consideration should be given to all open drainage ditches when
new developments are planned. Adequate drainage easements should be
taken if tracts of land are replatted. Buildings, roadways or fills
should not encroach on a drainage way in such a manner as to reduce
capacity to carry storm runoff.
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Water Supply System and Treatment Plant. The former Base water supply
facilities consisted of five wells, located about 2 miles southeast of
airport in the Smoky Hill River Valley. Each well is equipped with deep
well vertical turbine pumps rated at 700 gallons per minute at 320 feet
total dynamic head.
Two of the five wells are now inactive. The total capacity of the three
active wells is 1,750 gallons per minute. The total well capacity that
could be made available from the present well field, without drilling
additional wells, is 3,500 gallons per minute. The raw water from the
wells has an average total hardness of 423 parts per million which can
be reduced to an average of 100 parts per million by the water softening
plant. Water can be chlorinated afid fluorinated in the old Base water
softening plant. Since the closing of the Base the system has been
interconnected with that of the City of. Salina. These connections were
made at Water Plant Road and at Centennial Drive.
Water Storage. All water storage capacity is aboveground. Storage on the
airport proper consists of one elevated 150,000 gallon steel storage tank
which maintains about 40 pounds per square inch average static water
pressure.
Primary water storage, consisting of one 1,500,000 gallon circular concrete
reservoir at ground level, is located approximately 11 miles south and
3 miles west of the elevated tank. Water supply to the airport from this
reservoir is carried through 20-inch, 24-inch and 12-inch cast iron water
mains.
Gas System. Gas is supplied, by the Kansas Power and Light Company from
a regulating and metering station at the east edge of Schilling Manor.
The gas supply is delivered at 30 pounds per square inch (gage) with a
capacity in excess of 600,000 cubic feet per hour.
Electrical Power. Power is supplied to the airport by the Kansas Power and
Light Company from a115/34.5 KV substation, located one mile east of the
airport on U.S. Highway 81, through a 33 KV line to 3 KP&L substations on
airport property. The former ordnance area is supplied at 7.2/12. 5 KV from
a line originating at the Smolan substation which in turn is fed at 33 KV
from the 115/34.5 KV substation. I
The airport distribution system's primary voltage is a 2,400/4,160 wye
grounded neutral system.
Street Lighting. All street lighting luminares are the enclosed type,
generally wood pole mounted. All main thoroughfares have mercury vapor
street lights and there are incandescent lights around all buildings and
in all parking lots.
32
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SECTION V - AIRPORT DEVELOPMENT PLAN
An airport is a link in the nation-wide transportation system and as such
offers a service unavailable elsewhere. Maintaining the airport in first
class condition and providing the highest possible level of aviation
services should be the major goal of the Salina Airport Authority . The
airport and its requirement for a very large area of open level land, ground
transportation service and public utilities presents an ideal situation for
adjacent industrial development.
The airport, vocational and technical training schools and air oriented
industries now operating at the airport indicates that future development
should be planned to compliment an airport-industrial-vocation education
complex. In addition, there are these features that lend support to this
proposition:
1. The availability of sizeable tracts of land which can be easily
developed.
2. The availability of sewer and water services. Unlimited gas and
electricity and an interstate pipeline for aviation fuels. • 1
3. A location at a transportation hub, at which industries have
traditionally located in the past.
4. A location on the interstate highway system.
5. Airline, rail, truck and bus service.
6. The availability of a large airport with vast opportunities
for development adjacent to the runways .
7. Excellent educational opportunities for training highly skilled
and technically oriented people.
8. A location in proximity to large market areas .
9. The exist nce of ample legislative authority to offer attractive
inducements to industry.
10. Good local government, excellent community and services,
healthful environment, and good recreational opportunities.
GENERAL DEVELOPMENT PLAN
The Development Plan, Figure 2, delineates, in a general way, the most
appropriate use of the airport and its supporting facilities and adjacent
developable land.
Aircraft Operation Areas. The aircraft operation areas are the runways ,
taxiways, avigation easements , and supporting facilities. Presently, it is
the intent of the Airport Authority to maintain the runways at their full
length. If it becomes unreasonable from an economic viewpoint, runway
17-35 should be reduced in length to 10,000 feet, rather than 8,000 feet
. I
33
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AIRPORT DEVELOPMENT PLAN il
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II
as shown on the Airport Layout Plan. In this event it would be served
by existing taxiway number 4 at the north end. This would avoid constructing
a new taxiway to service the north end of the 8,000 foot length. Runway
12-30 would be reduced to 6,000 -feet when, and if, it becomes an economic
necessity to do so.
Maintenance of runway pavements should he a
y p primary consideration in
developing financial and work programs.
Protection of approach zones should be continued by maintenance of
agreements for avigation easements now held at the ends of runway 17-35.
Approach zones in the operating area around the airport have been protected
by the recently adopted Airport Zoning Ordinance. This kind of zoning
is intended to control the height of structures and objects of natural
growth which may intrude into the imaginary y ginary surfaces within which aircraft
are operating. This kind of zoning should not be confused with land
use zoning, which regulates use, height, bulk, and area of buildings
and open land. 1 . I
Helicopter Landing Pad. A helicopter landing pad is proposed; howver, its
exact location should be subject to special study because of operational
characteristics.
Support Facilities. These facilities are the terminal, hangars, fueling
and fuel storage facilities, aircraft and air frame maintenance and modi-
fication facilities , engine overhaul facilities, avionics maintenance
facilities, aircraft sales, flight instruction, and fixed-base operators.
These facilities would be located along the flight line from the Rapid
Air Terminal (building 509) south to the area of the existing terminal
building. A new terminal building is proposed to be located in the area
south of building 509 . In the detailed planning of the new terminal,
careful consideration must be given to the separate function of the
general aviation facility and that for aircarriers .
The south part of area 1 (See Figure 2) would be designated as the
Terminal Service Core. Uses in this area would be for support of the
terminal and the commercial facilities that would operate from the terminal
building and uses related to transportation and airport maintenance
facilities. Uses in this area would be: Airline express and air cargo
warehouses, freight forwarders, United States Post Office facilities,
airport equipment maintenance shops and storage, rental car maintenance -
wash and storage, and other operations related to serving terminal and
areas used for aircraft operations.
1 A model airport zoning ordinance is described in FAA publication
AS 150/5190-3. Amendments governing the dimensions of imaginary surfaces
can be found in Federal Aviation Regulations Part 77.
34
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INDUSTRIAL DEVELOPMENT
Industries requiring direct access to the aircraft parking ramp and taxi-
way could he located in the north half of area 1, all of area 2, areas A,
B, a part of H and area K; See Figure 2. There are about 96 acres of land
in areas 1, 2, A, B and H which have direct access from the ramp and
taxiways. These areas which are on the flight line, should be reserved
primarily for industries and services that use aircraft for shipping or to •
conduct a major part of their business . In area K there are 227 acres
that provides sites with direct aircraft access. Access roads to serve
area K should be improved to standards for industrial service roads .
Detailed planning should be accomplished in area K as well as other areas,
before development is started. This would include: grading, drainage,
construction of access roads, installation of utilities, erosion control,
and a general site plan. Detail site planning and platting should await
the placement of industries in the area so that land requirements could be
properly scaled to the particular needs of the industry.
Areas C, D, F, G, a part of H, I and J are predominately open land areas
which lend themselves to a very high type of industrial development.
There are about 2b8 acres of land in these areas that can eventually be
developed. These areas should be developed along guidelines established
for industrial parks, building set back providing deep front yards , side
and rear yards, enclosures around open storage areas, off-street parking
and loading areas, well landscaped grounds , and structures of pleasant
architectural design.
Very careful attention should he given to location of industries in areas
D, E and G so that future development will enhance the area and maintain
the present character of the area. Activities conducted in these areas should
be entirely enclosed within a building. Some potential uses that could
be sited in these locations are research organizations, insurance offices,
administrative offices, manufacture of scientific instruments and laboratory
equipment, laboratories, computer centers, educational institutions, federal
agency offices, consulting firms, printing and book binding and numerous
other activities the use of which, does not create objectionable odors, noise,
smoke, dust or excessive vibration.
Area F should be maintained as an open reserve or park area in order
to enhance the hospital area and attract business or industrial firms that
will erect buildings similar in design to the hospital. The tract of land
is shallow and will not provide reasonably shaped large sites . It probably
would attract open storage uses or nuisance type development. In order to
protect adjacent property it is imperative that tract F be retained as an
open landscaped area.
•
35
•
Other land areas not designated for a specific kind of development should
be held as reserve or agriculture land. Agriculture pursuits, such as
grazing or growing of forage crops, alfalfa or clover, should be permitted
if provisions are made for protecting all aircraft operating areas ,
vehicular traffic and plant sites from straying animals and operation
of machinery in unauthorized areas .
Row crops and small grain crcps or others requiring tilling .of the soil
should not be permitted since erosion control is much more difficult
under these conditions. •
All land areas not used for agricultural or other purposes should be
maintained as grassed areas and weed and brush eradication should be
accomplished as a part of the normal annual maintenance program of the
airport.
All drainage ways should be maintained in good condition free from obstruc-
tions with grassed side slopes. Earth fill or other refuse should not be
dumped in any drainage way. Discharge of liquid wastes from manufacturing,
processing or servicing should be prohibited anywhere within the airport
industrial complex.
Appendix A is a summary of each site showing the characteristics of each
area and indicates the kind of transportation service, availability of
utilities, topography and drainage.
No attempt has been made to schedule when development should occur on a
particular site. Since industrial development in the midwest takes place
rather slowly compared to other areas, it is anticipated that several years
will be required to completely develop sites to their full capacity.
Industries located on the ramp should be evaluated to determine the effect
the particular use would have upon the- pavement. (See Paragraph entitled
"Aprons" in Section III) .
Streets. The plan shows a system of streets adequate to serve present
and future needs. Some extensions will be required to better serve some
areas as they are developed. •
New connections will be required for areas I and J to provide access to
the county road running east and west along the south side of the airport.
Presently, access is provided to these areas (former Ordnance Area) by a
road which crosses the approach zones at the south end of the field.
This road should be closed to through traffic since a new access road has
been constructed into the former Ordnance Area.
An access road is shown extending east from the north end of Scanlan
Avenue to Centennial Road. This would provide an improved access to the
Highway Patrol Headquarters, Beech Aircraft Co. and site A. The road
would certainly enhance the development of this tract of land.
Continuing maintenance will be necessary to keep streets in good serviceable
condition. Turning radii at several intersections should be improved to
provide better maneuvering at intersections especially for semi-trailer.
trucks.
36 i
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Heavy truck traffic should be restrid'€ed to certain routes which would best
serve industrial sites on the airport-industrial complex. This would
prevent every street from becoming a through traffic street.
On Figure 2, the street system is classified according to arterial, collector
and industrial collector streets .
The arterial street should eventually be planned to have four moving lanes
of traffic on a 52 foot pavement with all parking being prohibited. The
arterial street system should serve all major traffic generators . Traffic
on the arterial streets should have right of way over all other streets.
The collector streets should have a pavement width of 44 feet and provide
two moving lanes of traffic and two parking lanes. These streets provide
internal traffic service inside the areas bounded by the arterial system.
This kind of street functions to move traffic to an arterial street. These
streets would largely serve the area occupied by the Kansas Technical
Institute.
The industrial collector streets should have a minimum width of 48 feet
of pavement if parking is prohibited. If 10 foot parking lanes are
provided on each side of the street , a pavement width of 68 feet is I
required. This kind of street serves industrial areas and should be
constructed to accommodate heavy trucks.
The existing street system will serve for many years with normal maintenance.
Whenever a section must be rebuilt, it should be constructed to one of the
above standards. The rate at which industrial development occurs will
determine where and when major street improvements must occur.
LAND USE REGULATION
Three kinds of land use regulations should be used to assure orderly
development of the airport industrial complex. These are a land use and
obstruction zoning control, restrictive covenants , and subdivision regulations .
Two of these regulations are presently enforced by the City of Salina, a
zoning ordinance and subdivision regulation.
Zoning. The zoning ordinance divides the city into districts which are
uniform in character and establishes regulations for governing the use
of land, intensity of land use, and the use, height and area of buildings.
Upon annexation to the City of Salina, the property that formerly constituted
Schilling Air Force Base came under the City's zoning law. Land annexed to
the City is zoned in the following manner:
"After due consideration of the Saline County Zoning Plan, the City
Planning Commission shall recommend to the Board of City Commissioners
of Salina the zoning classification of all territory which may here-
after be annexed to the City of Salina at the time said territory is
annexed to the City. In the event that a recommendation is not made
by the City Planning Commission or in event a recommendation is not
approved by the Board of City Commissioners of Salina, all territory
• which may hereafter be annexed to the City of Salina shall automatically
be classed as lying and being in District "A" until such classification
shall have been changed by an amendment to the Zoning Ordinance,
as provided by law."
37
Under this zoning ordinance the airport and surrounding property is classed
as District "A" (Second Dwelling House District) which allows only one-
family dwellings and uses associated with family living quarters, churches ,
schools, parks, playgrounds, public buildings, etc.
The objective of this kind of zoning procedure is to protect the land for
future development by placing it in the City's most restrictive zone. The
application of this procedure over developed land obviously presents
difficult land management problems. This kind of zoning procedure freezes
the land use pattern until a new zoning plan is prepared and the district
map amended;
"Section 23. Amendments . The Board of City Commissioners may, from
time to time, on its own motion or on petition, after public- notice and
hearings thereon, as provided herein, amend, supplement , change,
modify or repeal the regulations and restrictions as established
herein and may change, restrict or extend the boundaries of the various
districts established herein. Before taking any action upon any
proposed amendment, modification, change, restriction or extension,
the same shall be referred by the Board of City Commissioners to the
City Planning Commission for report and recommendation.---"
The above section of the City zoning ordinance sets forth the manner in
which the ordinance and district map can he amended. An amendment must
be made in the case of the Airport Authority property to prevent it from
becoming a legal non-conforming use and thereby preventing the full use of
some properties especially those which must be expanded or a use change
made.
• A non-conforming use, building or yard, is defined by the City's zoning
ordinance as, "a building or yard existing legally at the time of the passage
of this ordinance which does not, by reason of design or use, conform to
the regulations of the district in which it is situated. " By passage of
the annexation ordinance, the air base property was automatically classed in
the "A" Second Dwelling House District thereby creating non-conforming uses
of a majority of the properties on Airport Authority land.
Use of buildings in this particular classification is limited by Section 17
of the City's zoning ordinance..
"Non-Conforming Uses. A non-conforming use existing lawfully at
the time of the passage of this ordinance may be continued except as
hereinafter provided. No non-conforming use of land shall be continued
beyond the term ending one year from the time of the adoption of this
ordinance unless such land be wholly or partially occupied by a permanent
enclosed building designed and constructed for a non-conforming use.
In a District "AA", a District "A" or a District "B", no non-conforming
use of a building, designed and constructed for a conforming use, shall
•
be continued beyond a term ending one year from the time of the adoption
of this ordinance, except by authorization of the, Board. " //
38 �
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•
The ordinance further states that use of a building may be continued
although it does not conform to uses permitted in the district; the use
may be changed to a use of similar character or one more restrictive
in character; if a building is removed future land uses must conform
•
to the district regulations in which they are located.
"In the event a non-:conforming use of any building is discontinued
for a period of two (2) years, the use of the same shall thereafter
conform to the provisions of the district in which it is located. "
Figure 3 shows a zoning plan or district map that will provide a proper
zoning classification for most of the property on airport land and will
be a valuable tool to use in carrying out the general development plan.
Four zoning classifications are shown on Figure 3, "AA" First Dwelling
House District, "C" Apartment District, "F" Light Industrial District,
and "PIP" Planned Industrial Park.
•
District "AA" is used where the greatest restriction of land is required.
This district would be used to cover areas to be held in open reserve,
to permit farming operations, and to protect land along the runways .
A better zoning classification would be "agriculture", one which would
prevent any building, however such classification does not exist in the
city ordinance. The "AA" zoning district when used in conjunction with
the FAA obstruction hazard zoning regulation should provide adequate
zoning protection until the City revises its Zoning District Classifications
to provide more realistic zoning. The proposed zoning should be workable
since any building activity could not be accomplished without an approved
plat. This approval must first be obtained from the City governing body.
Governing Body action in accordance with the general plan for the airport
would indicate that any subdivision in this area would have to be disapproved.
The "C", Apartment House District, is used as a zoning district for the
Kansas Technical Institute and the Vocational..Rehabilitation Hospital.
Institutions of higher learning and dormitories are permitted in the "C"
zoning district. The "C" district should accommodate all activities
contemplated for the Kansas Technical Institute, hospital and other
• associated uses.
The "F" Light. Industrial District regulations are used for present
industrial areas. The number of land uses permitted are broad enough
for considerable industrial diversification. A relatively broad industrial
base can be developed under regulations permitted in this district;
The fourth district is an Industrial Park district, recently adopted by the
City and is known as a Planned Industrial Park District, "PIP". The
purpose of the district is to permit planned development in a par-like
setting. A preliminary development plan would be required showing topogra hy ,
building locations, street arrangement, parking arrangement and number
of spaces , yard requirements, location of utilities and landscaped areas .
39
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The Planned Industrial District is far superior to an "F" Light. Industrial
District. District "F" does not require building set back from the streets
nor does it make provision for yard requirements. . Use of the "F" district
. . . alone will not create a high type industrial district because yards are
^ not required and residential and other uses can also be constructed in the
district because of the cumulative effect of the zoning ordinance.
• The basic structure of the city zoning ordinance is such that it creates a
pyramid of uses with the most restrictive uses (residential) at the top.
The uses then accumulate to the next less restrictive zone creating a greater
number of permitted uses in each succeeding zone until the last zone is
reached. The last zone is the industrial zone, where theoretically, it
is possible to have all uses permitted in the ordinance. This creates
mixing of land uses which have most often resulted in very poor development I
since it prevents all but one district from being used for any compatible
group of uses . An ordinance establishing exclusive zoning districts would
correct the cumulative effect of the ordinance and produce a cleaner land
use pattern with less mixing of non—compatible land uses.
1
Because the current. zoning ordinance has these faults , protective 1
covenants and the new "PIP" District should be used to assure a high stand-
ard of development.
Subdivision Regulations. This kind of regulation sets forth the procedure
for preparing p lats of land to be developed or re plats of land
previously
platted. It also establishes design standards for streets, minimum lot
widths, the installation of utilities and other improvements.
A subdivision plat must he submitted in preliminary and final form to the
City Planning Commission for its approval and then to the governing bodies
for approval before it can he recorded.
Unless the plat is recorded, building permits will not be issued if the plat
is within the corporate limits of the city. •
Because of the large tracts of vacant developable land on Airport Authority
property, it will be necessary to plat some of these before they are
developed. The subdivision regulations will prove an invaluable tool in
securing proper development of this land.
1
Protective Covenants. A third and extremely effective means of regulating
the individual character of an industrial tract is through the use of a
protective covenant. Protective covenants are contracts between the
land owner and purchaser expressing agreement covering use of land.
Covenants are considered contracts between private parties . Each party
to such contract gains certain advantages : the owner is assured that his
land development program can be carried out according to established
standards and the purchaser is assured that his investment will be protected.
Covenants can force higher development standards than can be obtained
through zoning because zoning standards must he expressed as legal
minimum to assure orderly development. Protective covenants should not
be viewed as taking the place of sound zoning since both kinds of regulatioi
are essential. Zoning is the legal minimum necessary to promote public
health, safety and the general welfare. Protective covenants being private
contracts, can do much more to protect amenities inherent or built into
any development.
40
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Covenants should be drafted and checked thoroughly by legal counsel
thoroughly qualified in this particular field for conformance to state
statutes.
The protective covenant usually contains the following types of restrictions :
1. Control of land use, including restrictions as to type of
structure and its design.
2. Architectural control of all structures including fences and walls.
•
This is the strongest means the developer has in controlling the
type of structures erected in his development. Controls can be
extended over color, building material, and architectural style.
3. Minimum front, side and rear yard requirements, including location
of accessory buildings and open storage areas .
4. Control of minimum lot size.
5. Limitations of size and height of structure.
6. Reservation for utility easements.
7. Control of off-street parking and loading areas.
Other clauses may be added which may be desirable because of location or
some other site problem.
Covenants are usually drawn with a definite termination date or to run with j
the land. Revisions may be made by a majority of property owners at the
end of a 25 year period or a period specified in the covenant. 1
The use of some type of covenant, deed restriction, or development standard
is recommended during the development of new land on airport property and
under jurisdiction of the Salina Airport Authority. The following are
suggested regulations and restrictions that should be incorporated in
covenants, deed restrictions, or lease agreements:
A. Submission of Plans and Specifications. The Salina Airport
Authority reserves the right unto itself to approve architectural
and engineering plans for structures , site, drainage, grading, utilities ,
access drives, parking, loading spaces, railroad spurs and sidings and
landscaping.
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B. Structures. All buildings erected on Airport Authority property
shall conform to the construction standards specified in the building
codes and ordinances of the City of Salina which are in effect at
the time of such construction.
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C. Height Restrictions. No structure shall be permitted which
would be an obstruction to air navigation as defined in Part 77 of
the Federal Aviation Regulations, otherwise buildings shall be
restricted to a height of 55 feet above finished grade. Height
exceptions shall be granted according to the provisions for such
exceptions as contained in the zoning ordinance of the City of.
Salina for the "F" Light Industrial District. In the event that
such structure is located in a Planned Industrial Park District it
shall be restricted to a height of 45 feet above finished grade.
D. Building Setbacks. All buildings erected on the property shall
be no closer than 50feetfrom the right of way line of any street.
All buildings shall be set back 25 feet from any side lot line and
- 25 feet from any rear lot line. When a building is located on a lot
or tract at the intersection of two streets then it shall be set
back 50 feet from each street right of way line. In the event a lot
or tract runs through a block so that its least dimension faces on
one or more streets, then a 50 foot setback shall be provided from
each street right of way line. Only one main building may be con-
structed on an approved building lot or tract.
E. Lot Size. The minimum lot or tract shall have 80,000 square
feet. The minimum lot shall have the following dimensions: width
200 feet, depth 400 feet.
F. Parking and Loading. Employee parking space shall be provided
for each 1. 3 employees on the combined shift. Visitor parking space
shall be provided at the rate of one parking space for every 15
employees. One parking space shall be provided for each company
vehicle.
An allowance of 300 square feet shall be made for maneuvering and
parking each vehicle.
Loading docks shall be provided to accommodate truck trailers and
local pickup trucks. Berths for over-the-road trailer trucks should
be 14 feet wide by 60 feet deep with an additional depth of 60 feet
• for maneuvering; local pickup truck berths should be 10 feet wide
and 20 feet deep with a 20 foot additional depth for maneuvering.
• Berth dimensions may be modified when the builder can show that the
• kind of trucks used or deliveries made, or method of loading and
unloading would not warrant strict adherence to aimensions stated
herein.
The number of berths provided shall be adequate to accommodate all
loading and unloading operations so that trucks will not be required
to park elsewhere to await an available loading space.
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All loading berths shall face either upon a side yard or rear yard.
Parking lots may be located in a side or rear yard. When located in
a side yard, no lot shall extend beyond a line which is perpendicular
to a side lot line and parallel to the front of the building. When-
• ever a parking lot shall abut upon a side or rear lot line, then
a 15 foot planting screen (shrub border) shall be provided. A wooden
fence or masonry wall 5 feet in height may be substituted for a
planting screen, in which case the parking lot can be located within
five feet of the side or rear lot line. All screening material shall
be approved by the Airport Authority.
G. Signs. Only signs attached to exterior walls and signs providing
information or direction shall be permitted. Wall signs shall be
constructed as specified in the building code of the City of Salina.
Signs attached to masonry, concrete, or steel shall be safely and
securely fastened thereto by means of metal anchors, bolts, or
approved expansion screws of sufficient size and anchorage to support
safely the loads applied.
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Signs shall not occupy more than 10 percent of the front face of the
building and in no case shall this area exceed 600 square feet.
Signs will not be permitted on any but the front face of the
building and shall be of discreet design calling attention only to the
name of the business or product sold or manufactured.
Signs may be discreetly lighted and such lighting shall not flash or
affect adjacent property or interfere with any traffic control devices
on any adjacent street or obstruct the vision of drivers .
Information or directional signs shall be limited to 4 square feet
in area and shall he placed to achieve their purpose without
appearing boldly obtrusive in any one area.
H. Outside Storage. No materials or supplies shall be stored or
permitted to remain on any part of the property outside the buildings
constructed thereon. Any finished products or semi-finished products
stored on the property outside of said buildings shall be confined to
the rear one-half of the property, but shall in no instance be placed
on that side of a building paralleling an existing or proposed
street.
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I. Waste Disposal. No waste material or refuse shall be dumped •
upon or permitted to remain upon any part of a lot or tract outside
of buildings constructed thereon. Persons conducting any business •
or industiial operation upon any part of a lot or tract shall pre-
' vent the escape from said property of all fumes, odors and other
substances which are offensive or which constitute a nuisance.
J. Nuisances. The Salina Airport Authority shall prohibit or take
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necessary action to control noise, smoke and particulate matter, toxic,
noxious or odorous matter, glare, heat emission, accumulation of refuse
• or trash, keeping of animals or livestock, electronic and radio inter-
ference.
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K. Landscaping and Grounds Care. All properties shall be attrac-
tively and functionally landscaped. Those areas not used for buildings,
drives or parking lots shall be landscaped with materials acclimated
to the Central Kansas region. All berms, banks and slopes shall be
sodded or seeded to hardy grasses or ground covers which shall prevent •
or retard erosion. Attractive combinations of architectural elements
and landscape materials shall be encouraged by the Salina Airport
Authority on all building sites .
L. Rail Leads. When rail leads are provided by others than the
Railroad Company servicing a lot or tract, then the following standards
shall be applicable:
Right-of-Way - Single track 17 feet, double tract 33 feet. Where
drainage presents a problem, a 40 foot right-of-way shall be provided.
Curves - rail lead curves shall have a minimum radius of 300 feet.
Track Grade - the maximum grade for all trackage shall be 2 percent.
M. General Provisions. The Salina Airport Authority reserves the
right to enter property of any owner or any leaseholder for purposes
of inspection to enforce the requirements of this document. The
Authority further retains the right to make cuts and fills upon any
parcel of land; perform• needed housekeeping duties such as removal
of rubbish, weeds and maintenance of landscaping which is deemed
- necessary when an owner or tenant is in default of his obligations .
The cost of any such housekeeping duty shall be paid by the owner or
tenant.
The provisions herein contained shall be enforceable by the Salina
Airport Authority and failure of the Salina Airport Authority to
enforce any such restriction, condition or covenant herein contained
shall in no event be deemed a waiver of the right to do so thereafter.
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MANAGEMENT
The success of the development program will depend on a well organized
and logical management system. The overall goals and criteria established
by this plan should be well established prior to signing the first lease
or sales contract.
Management Tools. The management system should be carefully developed. •
The system should consist of the following "management tools" to -effec-
tively implement and administer the program and plan:
1. A master plan which must be continually updated.
2. A lease plot plan.
3. Standardized lease agreements .
4. Environmental restrictions or covenants .
5. A current summary appraisal of all leasable land.
6. Schedule of lease rates .
7. Inspection procedures and reporting system to assure •
compliance with lease requirements and environmental'
restrictions.
8. Organization and schedules for performing required maintenance.
9. An improvements program.
10. A financial plan.
Organization. The Airport Authority must be organized to carry on the
above functions . These functions are delegated in large part to the
airport manager. His duties are management of the present airport and
promoting development of adjacent properties . Varying methods can be
used to achieve the combined tasks of management and promotion.
One means of accomplishing this task is for the airport manager and his
staff to perform all promoting, leasing of land, managing operations and
maintaining development.
A second method is to gross lease all developable land to a third party
to promote, develop and manage. This method has some disadvantage in
that the airport management is somewhat removed from close coordination
of development.
A third method provides for the airport manager to retain control of
development and management, this is accomplished by retaining a coordinat-
ing real estate broker to promote sales and bring lease agreements to a
conclusion. The broker actively promotes site development and is reim-
bursed by collection of the customary real estate brokers fee for each
lease closed. This arrangement does not prevent other real estate agents
from obtaining clients. When this occurs the broker receives a fee for
coordinating and management.
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Since full development of vacant land on the airport will take place over
a period of years, the airport manager's staff should be developed along
guidelines for a management system as discussed and development accomp-
lished similar to method three above.
Further, it is recommended that title to all land be retained by the
Authority and that development be accomplished with long term lease
agreements , as opposed to direct sale of Authority-owned land.
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SECTION VI - IMPROVEMENT PROGRAM
GENERAL - I
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The orderly development of the Salina Airport and the related industrial
complex can be accomplished through careful programming and planning of
improvements. -Improvements will be of two kinds: those necessary to
sustain safe and efficient operation of all airport facilities and those
necessary to provide improved services :
Improvements of the first category are continuing maintenance of runways,
streets, buildings and grounds , railroad trackage and storm drains. This
would also include extensions of sewer, water and streets which are necessary
to open new land for. development. Maintenance items are normally budgeted
annually. A sinking fund could be established tb provide sewer, water and •
street extensions.
The second category of improvements is necessary to provide improved ser-
vices required to sustain current operations or to broaden the services
offered. In this category the following major improvements are recommended
• to be undertaken during the next ten year period.
1 . Sewer Plant Improvements - provide additional treatment capacity
including capability for treating a broad range of industrial
wastes.
2. Build an industrial collector street as shown on site I of the
development plan.
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3. Extend water and sewers into one or more of the prime industrial
• sites on which new buildings could be constructed. (See Appendix
A) . This would provide ready to use sites for a potential indus-
trial development.
4. Plan and develop a new passenger terminal as shown on the airport
development plan. The terminal should have a waiting room to
accommodate at least 100 persons . ' A restaurant should be incor-
porated in the building design. Other facilities needed would
include space for: airlines, Federal Aviation Administration,
' administrative offices, fixed base operators, classrooms, pilots '
lounge and normal utilitarian features of a building for public
use.
Drastic changes in airline service could create a need for an
improved terminal facility in the immediate future.
5. Plan and develop an exclusive air cargo facility late in the
10-year period. The capabilities of aircraft to handle larger
volumes of cargo have recently been developed. Aircraft capable
of carrying 100,000 pound pay loads are being built.
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A cold storage area should be incorporated in the building because
a large amount of air cargo is of a perishable nature.
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Each of the improvements recommended will require extensive planning beyond
the scope of this report.
FINANCE
Because of the nature of the improvements needed in the future, adequate
cost estimates cannot be made without further and detailed study of each
improvement .
The airport authority has some alternative financing methods to construct
improvements. The methods are: use of general obligation bonds, revenue
bonds, industrial .revenue bonds, and a tax levy. Since the objective of
the authority is to make the airport and industrial complex self-sustaining,
the use of revenue bonds appears to be most promising.
The use of industrial revenue bonds, in accordance with Kansas State
Statutes 12-1740 to 12-1749, will provide some aid in constructing new
facilities. The law states in part that, " . . . to promote the economic
stability of the state by providing greater employment opportunities and
diversification of industry thus promoting the general welfare of the
citizens of this state by authorizing all cities of the state to issue
revenue bonds, the proceeds of which shall be used only to purchase or
construct, maintain and equip buildings and acquire sites therefor and to
enlarge or remodel buildings and equip the same for agricultural, commercial,
industrial and manufacturing facilities and to enter into leases or lease-
purchase agreements with any person, firm or corporation for said facilities ."
The surplus property and public airport authority act under which the Salina
+ Airport Authority is organized provides specific authority for use of indus-
trial revenue bonds .
• The Airport Authority should establish a priority for each project, a schedule
for providing the improvement and a long term financial program in order to
effectively expedite airport improvements.
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APPENDIX A
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OPEN LAND CHARACTERISTICS
•
(SEE FIGURE 2 FOR SITE DESIGNATED)
Site Area Characteristics
•
A 60.7. acres Accessibility: Aircraft parking ramp and taxiway.
Surface transportation trucks:
Topography: Slope generally north, gradient: generally
less than 1 percent . Some grading required.
Drainage: Natural drainage can be maintained through
grading and establishing drainage easements .
Sewers: . Sewer extensions necessary, use of lift station
- required.
Water: 10-inch main at south edge of site.
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B 7.0 acres Accessibility: Aircraft parking ramp. Surface trans-
portation trucks.
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. Topography: Level, little grading required.
Drainage: Can be drained to' existing easement on south
side of site.
Sewers: 8-inch sanitary sewer on site.
Water: 10- and 12-inch water mains available.
C 55.0 acres Accessibility: Surface transportation rail and trucks.
Topography: Level, little grading required.
Drainage: Can be drained to existing drainage ditches.
Sewers: Must be extended to site.
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Water: 10-inch water main fronts site.
• D 3.2 acres Accessibility: Surface transportation. Paved streets -
- and off-street parking lot. •
Topography: Level. Grading only around new buildings
. to insure proper surface drainage.
• Drainage: To streets.
Sewers: 10-inch main; 6-inch lateral into site. •
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Water: 8- and 10-inch main on street side of site.
E 6.4 acres Accessibility: Surface transportation. Paved streets
and off-street parking lot.
Topography: Level . Grading only around new buildings
to insure proper surface drainage.
Drainage: To streets .
Sewers: 8-inch through site and 10- and 12-inch avail- .
able on east and south side of site.
Water: 10-, 8- and 6-inch mains are adjacent to and
within the site. I .
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Site • Area Characteristics
• F 7.2 acres Accessibility: Surface transportation street, rail
possible.
• Topography: Level
Drainage: To existing drainage ditch.
• Sewers: Twelve sewers adjacent to part of site.
} Water: Extension into site required. ,
Other considerations: Site is long and narrow having
limited depth.
G 17.9 acres Accessibility: Surface transportation, street, rail
possible.
Topography: Level. Grading required around new build-
ings to insure proper drainage.
•Drainage: To existing drainage ditch.
.Sewers: 8-inch sewer on site.
Water: 6-inch mains adjacent and on site.
H 17.2 acres Accessibility: Taxiway could be extended from ramp.
Streets , rail extension possible.
Topography: Level. Grading required around new
buildings to insure proper drainage.
Drainage: To existing drainage ditch.
Sewers: Extension into site required.
Water: 12- and 6-inch adjacent to site.
45.0 acres Accessibility: Surface transportation, county road,
•
internal streets to be developed.
Topography: Slope to north at 1.6 percent.
Drainage: From site to natural drainage way which is
not well developed.
Sewerage:. None available.
• Water: Could be extended to site.
J 123.4 acres Accessibility: New access being provided to county•
Former road south of complex.
ordnance Topography: Slope to east at about 1 percent.
area Drainage: From site to natural drainage way which is
(County not well developed.
shops to Sewers: Septic tank and tile field.
occupy Water: Present 4-inch main extended from 20-inch main
major in. county road.
part of
this area)
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Site Area Characteristics
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K 227. 1 acres Accessibility: Much of site has direct access to taxi-
way, aircraft can be taxied directly
• into site. Surface transportation,
truck from county road to internal
roads.
Topography: Slopes up from a relatively level area
around taxiways. -
Drainage: To graded ditch which runs northwest from •
point near taxiway 12.
Sewers: None
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Water: Can be extended from 20-inch main in county
road south of site.
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Apron Areas
Site Area Characteristics •
1. 19.3 acres Accessibility: Direct acces's by aircraft. Surface
transportation from access road adjacent
to apron.
Topography: Level. Location of buildings governed by
slope of ramp and necessary drainage.
• Drainage: To inlets of storm drains under. ramp.
• Sewers: Extension into site required.
Water: 8-inch in part of site, extension required
1.
elsewhere.
2. 10.1 acres Accessibility: Direct access by aircraft. Surface
transportation from access road adjacent
• to apron.
Topography: Level . Location of buildings governed by
slope of ramp and necessary drainage.
- Drainage: To inlets of storm drains under ramp.
Sewers: Extension into site required.
Water: 8-inch in part of site, extension required else-
where.
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