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Transportation Plan I I I I I I I I I I I I I I I I I I II SALINA, KANSAS TRANSPORTATION PLAN MARCH 1982 PREPARED BY ~U(HtR ~ WllU) CONSULTING ENGINEERS, PLANNERS & ARCHITECTS The preparation of this (report, map, docu~ent, etc.) was financially aided thy'ough a fedey"al gy"ant fy"om the u.s. Department of Housing and Uy"ban Devel- opment undey" the COlT\py"ehensi ve Pl anni ng Assi stance PY"09ram authoY'i zed hy Section 701 of the Housing Act of 1954, as amended. I I TABLE OF CONTENTS I MAJOR THOROUGHFARE PLAN GENERAL LONG-RANGE MAJOR THOROUGHFARE PLANNING PROCESS ................... FUTURE LAND USE FORECASTING FUTURE TRIP GENERATION AND DISTRIBUTION FUTURE TRAFFIC ASSIGNMENT MODAL SPLIT VOLUME/CAPACITY ANALYSIS IMPROVEMENT PROGRAMMING STREET FUNCTIONAL CLASSIFICATION FOR THE YEAR 2000 ............... STREET PLANNING AND DESIGN STANDARDS STREET DESIGN STANDARDS Arterial Streets Collector Streets Local Streets MAJOR THOROUGHFARES IN UNDEVELOPED AREAS RAILROAD CROSSINGS ON FOURTH STREET MAJOR STREET IMPROVEMENT PLAN (1981-2000) . ..... ... ..... ... ........ .... ... ... ..... ..... ..... ......... ................... ...... ... ... I .. ...... ....... .... ....... ..... ....... . ........ ............ ..... I . ...... ... ....... .......... ... ... ....... . ....... .......... ....... ..... ... .... .... ............. ....... ..... ...... ...... .... ...... .... ... ....... ................ ............. ...... I .. ... ....... ........ ......... ......................................... . I . .......... .... ..... .... ........ .... .... ....... ................. ......... .................... . ......... ..... ............. ........ ........ ...... ...... ...... ......... .... I .. ........ ....... ... ..... .... ............. ....... I PUBLIC TRANSPORTATION STUDY GENERAL STUDY RESULTS PROJECTED TRIPS MODES OF PUBLIC TRANSPORTATION RECOMMENDED IMMEDIATE AND LONG-TERM ACTIONS Immediate Actions Long-Term Actions ........ .... ..... ..... .......... .... .... .... ........ ...... .... ..... ......... ......... ... ....... ......... ...... .......... . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I .............. ......... ...... ..................... .. .... ...... ...... ...... ... ..... ... ........ ...... ........ .......... ....... ....... I .. ...... ..................... ..... ............ BICYCLE ROUTE ANALYSIS GENERAL ............. USERSHIP DESTINATIONS Elementary Schools Other Schools Recreation Areas Shopping Areas Employment Areas DESIRE LINES - GENERAL DEMAND THE ROUTE SYSTEM Bikeway Principles Alternate System Philosopy The System ALTERNATIVE CORRIDORS EDUCATION PROGRAMS .. .......... ...... .... ...... ..... .... ... ..... .... ... .... ... .... ..... ..... ..... I ... ..... .......... ... ....... ...... ...... .. ..... .................................... .............. ... ........ ... ....... ... ... ... ............ .... ....... I . ................ ........... ..... ..... ....... ........ ............. .... ....... ....... ..... ... ... ...... .... ....... ... ...... ...... ..... ..... ..... ...... ... ..................... ............. ... ... I . ... ... .... .... .... ... ..... ....... ...... ....... .................. ........... .... ... ... ........ ........ ....... .... ................... I ......... ......... ........ ...... ... ...... .... . ........ ......... ...... ........... .............. .... . ......... ........ ... ... .... ... ..... .... .... I .......... ...... ............................ ... TRUCK ROUTE PLAN .................. ... ..... ... .... .... .... .......... I SNOW ROUTE PLAN ............ ... ........... ... .... .......... ......... APPENDIX I I i Page No. 1 1 1 2 2 6 6 6 11 16 17 17 17 18 19 19 20 20 23 23 23 28 30 31 32 32 35 35 35 37 37 37 37 38 38 38 38 38 40 41 43 43 45 49 I I I I I I I I I I I I I I I I I I I LIST OF FIGURES AND TABLES Fi gure 1 - LOCATION OF EMPLOYMENT .................................. Figure 2 - WILLINGNESS TO USE PUBLIC TRANSPORTATION ................ Figure 3 - DISTANCE WILLING TO WALK ................................ Figure 4 - RAW, MIDDLE AND MINIMAL PROJECTED TRIPS PE R WE EK .............................................. Figure 5 - HOUSEHOLDS WITH CHILDREN ................................ Figure 6 - CLASS! - BIKEPATHS ..................................... Figure 7 - CLASS II - BIKE LANES ................................... Figure 8 - CLASS III - BIKE ROUTE .................................. Table 1 - EXISTING TRIP GENERATION PARAMETERS BY TRANSPORTATION ZONES .................................. Table 2 - HOME-BASED AND NON-HOME-BASED PERSON TRIP PRODUCTIONS BY TRANSPORTATION ZONES ................... Table 3 - ESTIMATED EXISTING TRIP PRODUCTIONS AND ATTRACTIONS BY ZONE ............................... Table 4 - FUTURE TRIP GROWTH IN VICINITY OF ZONE 1 ................ Table 5 - FUTURE TRIP GROWTH IN VICINITY OF ZONE 3 ................ Table 6 - FUTURE TRIP GROWTH IN VICINITY OF ZONE 7 ................ Table 7 - INDIVIDUAL INTERSECTION IMPROVEMENT PRIORITy............ Table 8 - MAJOR STREET IMPROVEMENT PROGRAM (1981-2000) ............ Table 9 - POPULATION AGE DISTRIBUTION ............................. Table 10 - PERCENT INDICATING ZERO POTENTIAL TRIPS TO CERTAIN DESTINATIONS ............................... Table 11 - FORMS OF TRANSPORTATION CONSIDERED USING ................ Table 12 - WILLINGNESS TO PAY FARES ................................ Table 13 - WEEKLY POTENTIAL RIDERSHIP .............................. Table 14 - SALINA BIKEWAY SYSTEM ................................... LIST OF MAPS Existing Traffic Volume Flow Map .................................. Transportation Zones Map .......................................... Ultimate Traffic De~and Vs. Present Street Capacity............... Functional Cl assifiction t1ap ...................................... Bikeway System Map................................................ i; Page No. 24 25 27 29 36 39 40 40 3 4 5 7 7 8 16 22 25 26 26 27 30 42 Page No. After 2 After 2 After 10 t\fter 16 After 44 I I I I I I I I I I I I I I I II I I I MAJOR THOROUGHFARE PLAN I I I I I I I I I I I I I I I I I I I MAJOR THOROUGHFARE PLAN GENERAL The city of Salina, with its projected population growth of two percent per year and its continuous economic growth and housing development, needs to develop a long-range transportation plan to accommodate this potential growth. Thi s chapter wi 11 revi ew the exi sti ng thoroughfare system in the City, its deficiencies, its future needs, and alternative improvements to meet these needs. To assure that these improvements are implemented in conformance wi th projected land use changes, this chapter will also establish a priority for these improvements. This priority system will allow the City to provide necessary street improvements as needs arise within the reality of avail- able funding. The objectives of this street study are therefore as follows: 1. To develop a unified transportation plan that will effectively accommodate future land development and secure an adequate level of accessibility to the street network from all portions of the City. 2. To identify street improvement priorities so that street development can be parallel with the future growth of the City. 3. To initiate a long-range transportation plan for the City which will provide a base for periodical review and evaluation. LONG-RANGE MAJOR THOROUGHFARE PLANNING PROCESS The fundamental objective of long-range major thoroughfare planning is to develop a transportation plan serving the City of the future. A target date of the year 2000 is set for ultimate planning analysis to coincide with the future land use planning target year. The general procedure for the long- range major thoroughfare planning process is summarized as follows: 1. Future land use forecasting 2. Future trip generation 3. Future trip distribution 4. Modal split 5. Traffic assignMent 6. Volume/capacity analysis 7. Improvement programming Description of each element of this traffic planning process will follow. This discussion will include an incorporation of applicable data from pre- vious studies, information from other sections of this report and ~ore recently co 11 ected stati sti cs. Thi s i nformati on wi 11 be evaluated wi th re- spect to accepted traffic planning standards and empirical data from similar-sized cities. I FUTURE LAND USE FORECASTING Future land use characteristics and needs in the City of Salina have been thoroughly analyzed and presented in the previ ous chapters of thi s report. The land use analyses have revealed that residential land use will expand primarily to the east around the municipal golf course area, and to the southeast bounded by Ninth Street on the west, and the Smoky Hill River on the east. A small portion of residential development is also projected for an area bounded by Interstate 135 to the east and the airport industrial park to the west. This area is planned primarily for high intensity housing development. The general future projected commercial land use pattern in the City will probably not have any substantial variation in the next 19 years. Con- sequently, travel patterns for the home-based work, non-horne-based work, and home-based non-work (such as shopping trips, school trips, etc.) trips in the City should remain relatively constant. The only change in travel patterns will be the social trips destined for homes which could alter by the growth and expansion of residential areas as described. FUTURE TRIP GENERATION AND DISTRIBUTION Trip generation analysis is the key to obtaining future trip ends by dif- ferent transportation zones. The basic procedure is to relate survey- reported tripmaking to household characteristics and land-use types by zone. This is accomplished through statistical techniques known as regression or factor analysis. In order to adequately project the future trip generation in the City, various transferable parameters should be obtained through the available data and information. Those base parameters required to project future trip generation are listed as follows. Parameters for future trip forecasting: A. Transportation zones and area size B. Number of dwelling units by zone C. Population distribution by zone D. Commercial establishments and employment data by zone E. Average household income by zone Before begi nni ng thi s forecasti ng, exi sti ng traffi c flow must be i den- tified. In the winter of 1980-1981, the City staff collected traffic counts on the major streets of Salina. The following map shows existing traffic vo 1 ume fl 0"" . Transportation zones in the City of Salina were next established by the Consultant for the transportati on ana 1ysi s. The enti re Ci ty was subdi vi ded into 17 transportati on zones. These zones were determi ned based on thei r land use characteristics, accessibility, and their geographic locations. rIle second map whi ch fo 11 ows ill ustrates these transportati on zones and thei r boundaries. 2 I I I I I I I I I I I I I I I I I I I :~o , I-~~~~" /- .,----Ii r- _______:L__ --------,;-- " .;;=;~~ -- --~ ~------ ",'j ~ ! " ~'l~_~:"-'-~ ~r--- I! ,JI L / ., ~L " / '.~' - ~ - T -'"_==d_r-- " -y _.~ -- --I Ii II ~L- Ii +1 ',- I ~ 'j . " . """.11: .-~ i " ~" " --.JL ~. ,...:--c~ . t-~/ :>., ',-,"'~ ",,7" i '>-- -_~~' ----.---- ~-- ~. \ :/ -~;;//t~/ ,\-~ ~~~') I(~~~ ;~ ![ I 41=;,1' --O-=~'~"':o-_~"~ 11= ~- -~_- =~~~ 1 l.......: 1.--- II ~-~ 1 ~ili,.i!.,..- : ,.---".. ..-0::;;;;;:: ---:J~;O" - ~~(,',f'C " !I I I' ii :i il :1 iL ____---1L-_ ~~.-- "--.---..--- --. I ~ . .. --~=--_... :"',-~- ij= -------;~,---~._-~-==-- !I @ - ,J,..... .-. _-'. .4 --, ,.-' ?-" '::i . :J~:! I -'--.0--; , ....,--.-. --T~~---r I I I I I ---'_.-'-~ -~,~->- r r ( ~ City of SALINA Kansas FEET o 1600 3200 6400 .1. _ .1. _ TRANSPORTATION ZONES ~U(lj[R I WllUS I I >', I '" I I !r ,~ --; i r-- I I ? a '"', _='-==-c=-~ ----t ~ ; -, --~" ~\.J ---, r------------ o=~'~-r I I-TO '] 32 ----r-- ---;-----1' - .j, ------------- . '11--------- ______ I - ~I ., ! - I ;~---' - "~/r :~/ I"' ! ;i ''- " " L~_>.'..- ----~ -"L-_ :',..G" I" '. I , . ~~---~~-~ :! II -~-""'" h l-.J~ -----!~~~~~_- ~ I 'I ...... F"' , I II - .... - 'I II ---- '--, ' , . '-.'-,- " , , -. ' ~ .. ;~J"r:~~.~ __ ._ I ~ _ '!!'.T~f't-+~_-~~-'---"--~-~-- I 'v.... .~ ~ 1,1 ~ .1- . ' .~~ i~ .c _,,~ .~~_~. -~,~~~ - ~"" --.<j i:~,.! -. -', _.- r""":i'~ - "~__ I I .;;:;--'-.0- ~ Ii --c.~ I ~ ',! ,; .- -- 1 I j I ~:!"I.,.- Ii .-,'---.." ! ,'.// ,,,,,,,, ',:. ""::;;_, ,-,,,,0" .! =4r !~----- I Ii II '-==!~~r==-=~~~-----=--- I I ---~-- , La. I I ~... I I ~ I FEET o 1600 3200 6400 II. _ II. _ I ~U(ljrR ( Willi) I ~ ;/ ,.../- _.._.~l '--- .....". ~ .~.\~;'-'~I II,; ! - ::- r=--=-_l ""- .: 1.:1 J-::~- ~ I" ~: :I ". .-------: i'__ 'I' ---.: . , i!I ~\i ,~ 2400i '. ,- :251 -----It I :'" "'I."IJ::- -j{\Z:-:--~" ,," -I "'I.. -__.j ~--;-~~:.'\ =__.2\j-.i , / ,1 , ! r~ '! : :: i , ~j L____.l -r '~--I , I ------~._~:,;.~_.....'.. j I .... ( EXISTING TRAFFIC VOLUME FLOW MAP , 2,000 6.000 10.000 14,000 18,000 22,000 VEHICLES .Y -;- ~~~) Q"'-'''> '1 'I . -~~~~====-:'= i. -, ",,- ;1; ~~"- .-t;:..... ---I~~ '-"'!,4f :::::-:.~== "====-~-=~r--- -_.~- ~ I n="--_ City of SALINA Kansas I I I I I I I I I I I I I I I I I I II I In order to proj ect the future tri p generati on and di stri buti on, the gra vi ty or i ntensi ty of travel patterns between each transportati on zone should be determined. The determination of travel gravity in each transpor- tation zone relies on the parameters of dwelling units, population distribu- tion, commercial establishments, employment, and income characteristics in each transportation zone. Thi s i nformati on for the Ci ty was deri ved through two publications: (1) "Community Profile, Salina, Kansas" published by the Kansas Department of Economic Development in March, 1981, and (2) "Annual Review" 1978 published by R. L. Polk & Company. Table 1 summarizes the information for each of the 17 transportation zones. Table 1 EXISTING TRIP GENERATION PARAMETERS BY TRANSPORTATION ZONES (1978 Base Data) Average Number Commerci al Annual of Establi shment Estimated* Zone Household Owe 11 i ng Total Percentage Emp 1 o~ment Number Popul ati on Income Units Number of Total Reta 11 on-Reta i 1 1 1,662 $21,241 450 41 2.43% 202 389 2 5,117 $19,223 1,592 123 7.29% 605 1,167 3 6,630 $17,129 2,086 98 5.81% 482 930 4 3,640 $15,008 1,428 81 4.8m 399 768 5 5,576 $15,359 2,234 132 7.831, 649 1,253 6 787 $20,580 276 8 0.47% 39 75 7 1,743 $20,810 606 18 1.071, 89 171 8 1,701 $13,541 697 74 4.3n 365 702 9 3,773 ~12,132 1,692 193 11.441, 950 1,830 10 2,914 $12,991 1,214 78 4.621, 384 739 11 1,767 $13,348 692 105 6.221, 61 1,451 12 945 $12,191 404 104 6,17% 62 1,438 13 175 $ 7,802 138 348 20.631, 1,713 3,301 14 1,468 $12,203 620 109 6.461, 64 1,506 15 1,380 $12,228 566 105 6.22'%, 517 995 16 86 $16,373 25 31 1.84'%, 18 429 17 427 ~~~,~:; 140 39 2.3l't 23 538 TOTAL ~ , T<r,SOU r,bS7 TO'[J.UUI b,OZZ TT,m" *Total employment in the City in 1978 was calculated to be 24,304 (from 25,500 in 1980). The estimated employment assumes the same proportions of retail, government, and service employees in each zone, and that industrial employers only locate in zones 11, 12, 14, 16, and 17. Trip productions and attractions to each of the 17 transportation zones can be estimated from the given information as summarized in Table 1. These trip production and attraction calculations are based on the parameters and procedures as outl i ned in the Nati ona 1 Cooperative Hi ghway Research Program (NCHRP) Report 187 entitl ed "Qui ck-Response Urban Tra ve 1 Estimati on Tech- niques and Transferable Parameters". Table 2 summarizes the trip production percentage split by travel nature (home-based work, home-hased non-work, and non-home-based trips). Home-based work trips are those from the home to the pl ace of employment. Home-based non-\'iork tri ps are those from the home to other destinations such as to shopping or social functions. Non-home-based trips originate from other than the home such as from a store to an office. The average person trips per household and their percentage split by travel nature can be esti~ated through the average annual income categories. Through the parameters as listed in Table 2, vehicular trip production by travel nature in each transportation zone can be derived by multiplying the total household per zone by the average person trips per household and the percentage of trip nature, and dividing the product by the vehicle occupancy rate. 3 Table 2 HOME-BASED AND NON-HOME-BASED PERSON TRIP PRODUCTIONS BY TRANSPORTATION ZONES Average Percent of Total Person Trips* Zone Person Trips Home-Based Home-Based Non-Home- Number Per Household ~/ork (%) Non-Work (%) Based (%) 1 19.0 13 62 25 2 18.0 13 62 25 3 18.0 13 62 25 4 18.0 13 62 25 5 18.0 13 62 25 6 19.0 13 62 25 7 19.0 13 62 25 8 17.7 14 62 24 9 16.4 15 62 23 10 17.7 14 62 24 11 17.7 14 62 24 12 16.4 15 62 23 13 13.2 16 61 23 14 16.4 15 62 23 15 16.4 15 62 23 16 18.0 13 62 25 17 18.0 13 62 25 *The conversion from person trips to vehicle trip -- Home-Based Work = person tri p s 1.38 (occupancy rate) Home-Based Non-Work = person trips 1.82 (occupancy rate) Non-Horne-Based = person trips 1.43 (occupancy rate) To estimate trip attractions for each transportation zone, the following formula can be employed to derive the attractions by travel nature: Home-Based Work (HBW) Trip Attractions = Fl [1. 7 (Zone Employment)] [ / Zone '\ / Zone '" 10.0 ( Retail ) + 0.5 (,Non-Retai11 + 1.0 ,,-Employment \Employmen~ / Zone -vU (Dwe~ 1 ing \Unl ts Home-Based Non-Work (HBNW) Trip Attractions = FZ Non-Home-Based (NHBi Trip Attractions = F3 [ C Zone J ,/ Zone '" / Zone \u 2,0 Retail + 2.5( Non-Retail) + 0.5 .(Dwel~ing) mployment \Employment ,\ UnltsJ Where: Fl' F2' and F3 al'e individual zone control factors. F = Citywide Productions for HBW Tri)s 1 1.7 (Citywide Total Employment Citywide Productions for HBNW Tri~s -I" / CitY~lide", / Citywide'\, CitYWide)~ FZ - 10.0 (Retail ) + 0.5 (Non-Retail) + l.0( Dwelling _ \(:mployment \Employment) -,_ Units Citywide Productions for NHB Trips _ [(CitY~lide'" (' Citywide" /CitYWide)~ F3 - 2.0. Retail \ + 2.5 Non-Retail)\ + 0.5( Dwelling ,Employment) \~mployment '-., Units 4 I I I I I I I I I I I I I I I I I I II Tabl e 3 summari zes the estimated exi sti ng tri p producti ons and attrac- tions by travel nature in each of the 17 transportation zones in the City. Table 3 ESTIMATED EXISTING TRIP PRODUCTIONS AND ATTRACTIONS BY ZONE Person Trips To ta 1 Vehicle Trip Vehicle Trip Per Dwelling Productions Attractions Zone Household Units HBW HBNW NHB HBW HBNW NHB 1 19.0 450 805 2,913 1,495 628 2 ,646 1,104 2 18.0 1 ,5 92 2,699 9,762 5,010 1,884 8,167 3,394 3 18.0 2 , 086 3,537 12 ,7 91 6,564 1,501 7,319 2,986 4 18.0 1,428 2,421 8,756 4,493 1,241 5,761 2,366 5 18.0 2, 2 34 3, 788 13 , 6 99 7 , 030 2,023 9,284 3,824 6 19.0 276 494 1,786 917 121 699 278 7 19.0 606 1,085 3,922 2,013 276 1,570 626 8 17.7 697 1,252 4,203 2,071 1,135 4,665 1 , 953 9 16.4 1 , 6 92 3,016 9,453 4,463 2,956 12,021 5,047 10 17.7 1,214 2,180 7,320 3,606 1 , 194 5,385 2,222 11 17.7 692 1,243 4,173 2,056 1 , 6 08 2,013 2,823 12 16.4 404 720 2,257 1,065 1,595 1,730 2,703 13 13.2 138 211 611 293 5,332 18,784 8,098 14 16.4 620 1,105 3,464 1,635 1,670 1,999 2,897 111 16.4 566 1,009 3,162 1,493 1,608 6,189 2,623 16 18.0 25 42 153 79 475 417 773 17 18.0 140 237 858 441 597 634 1,007 TOTAL 14,860 25 ,844 89,283 44,724 2 5 ,844 89,283 44,724 Once the total trip production and attraction by each transportation zone is calculated, the mathematical gravity model is employed to derive the trip distribution among all 17 transportation zones. In the gravity model, the zone-to-lone travel times and distribution factors are the parameters in the computati on of tri p interchanges. In thi s cal cul ati on, the centroi d-to- centroid straight line distance was converted to travel time by the oistrinution factor between the production and attraction zones, arrived at by approximati ng the 0 ver-the-road freeway-arteri a 1 percentage mi x for that parti cul ar interchange. Mathemati cally, the gravi ty model is fonnul ated so that a production balance is maintained in such a way that production totals for each zone, as calculated from the model, equal the input productions. However, the attraction totals for each zone derived from the model will not necessarily match the desired input values. To attain an acceptable attrac- tion balance, an iterative process is employed to adjust the calculated trip interchanges. Two iterations were exercised to achieve the five percent acceptable dif- ference between the total trips attracted to one zone as shown in Table 3 and the calculated trips produced by all other zones attracted to this particular zone. This trip balance was achieved among all 17 transportation zones in the City. 11 The primary purpose for this lengthy calculation is to determine the travel gravity among all 17 transportation zones in the City so that its gravity can be applied to the future land use growth, particularly in res- idential area expansion. For example, if 20 percent of the total existing trips produced in Zone 7 in the east side of the City, including all three categories of home-based work, home-based non-work, and non-home-based trips, are attracted to Zone 13 - Central Business District, then any future traffic growth generated by residential housing increase in Zone 7 will have the similar trip production percentage attracted by the CBD. Therefore, future street usage resulting from land use growth can be evaluated. Table 4 through Table 6 summarize the potential traffic growth in the vicinity of Zones 1, 3, and 7 based on the future res i denti a 1 area 1 and use growth as projected. The gravity model techniques were applied to determine the inter-zonal traffic interchange in the City of Salina. However, in addition to the intracity traffic, there is traffic which either does not originate or end in the City. This "external" traffic is difficult to estimate without the bene- fit of a comprehensive origin and destination survey. For analyzing purposes, this through traffic is assumed to have zero growth in the next 20 years. It appears that the external traffic growth in the City street system shoul d not be s i gnifi cant enough to create any concern due to the adequate freeway system surrounding the City. FUTURE TRAFFIC ASSIGNMENT Tri ps between two points generally follow a route whi ch requi res the least time of travel. That is why the total travel time tends to control the motorist's driving habit instead of the total distance of a particular route. Future trips generated and distributed among various transportation zones, as described in the previous section, have been assigned to the City's street network based on the travel time theory. Traffic assignment is the dis- tri buti on of the forecasts of future tri ps to the 1 inks of the street networks. Travel time through each 1i nk of street must be determined as a measure of travel resistance for assignment. Theoretical estimated future travel times are used for the existing street networks at the desired level of service and selected traveling speeds. MODAL SPLIT Bus ri dershi pin the Ci ty is negl i gi b 1 e -- bei ng 1 imi ted to a seni or citizen dial-a-ride system. It is therefore reasonable to assume that the overwhelming majority of City trips vlill continue to be through private passenger vehicles. VOLUME/CAPACITY ANALYSIS Generally speaking, the capacity of streets is directly controlled by the width, number of travel lanes, physical alignment, parkinq condition, percent of turning vehicles, trucks and buses, and geographic location of the streets. However, the most critical controlling factor is the intersection where the interruption of flow occurs. At signalized intersections, the available G/C ratio (green time versus the signal cycle) is the determining factor for the true street capacity. At unsignalized intersections, the availahle vehicular gaps on these major roads are proportional to the capacity on intersecting side roads. n I I Table 4 I FUTURE TRIP GROWTH IN VICINITY OF ZONE 1 I Zone No. Production Attraction Total 2 2,618 1,099 3,717 3 1,965 1,099 3,064 I 4 982 488 1,470 5 1,965 852 2,817 6 0 123 123 I 7 327 123 450 8 654 123 777 9 1,965 241 2,206 I 10 654 241 895 11 982 123 1,105 12 982 123 1,105 13 2,618 0 2,618 I 14 654 0 654 15 654 123 777 16 327 0 327 I 17 982 123 1,105 I Table 5 I FUTURE TRIP GROWTH IN VICINITY OF ZONE 3 I Zone No. Production Attraction Total I 1 268 122 390 2 837 184 1,021 4 569 327 896 I 5 804 428 1,232 6 32 41 73 7 64 61 125 I 8 300 61 361 9 780 143 923 10 236 82 318 11 569 102 671 I 12 414 20 434 13 1 ,2 83 0 1,283 14 414 41 455 I 15 414 41 455 16 146 0 146 17 390 41 431 I I 7 Table 6 FUTURE TRIP GROWTH IN VICINITY OF ZONE 7 Zone No. Production Attraction Total 1 440 507 947 2 1,761 1,014 2,775 3 1,321 1,014 2,335 4 1,321 507 1,828 5 2,202 1,520 3,722 6 440 507 947 8 2,642 507 3,149 9 5,284 1,014 6,298 10 1,321 507 1,828 11 1,761 507 2,268 12 1,761 0 1,761 13 7,963 0 7 , 96 3 14 3,523 507 4 ,030 15 2,202 507 2,709 16 881 0 881 17 440 0 440 At this stage of the planning, soecific street capacity is analyzed under given operational conditions. The future average daily traffic volume and their assignments were converted to the peak hour traffic demand for capacity purposes. The peak hour traffi c percentage in the Ci ty of Sa 1 i na is est i- mated at 10 percent of the Average Daily Traffic (ADT). The capacity analy- sis was based on the criteria set forth in the 1965 Highway Capacity Manual. Street widths, right-of-way widths, and parking conditions were surveyed and provided by the City staff. This information is included in the appendix. The capacity analysis has revealed the following results for the poten- tial traffic conditions in the City of Salina in the year of 2000, provided the 1 and use characteri sti cs and growth pattern wi 11 be s imi 1 ar to the projections as described in the City Comprehensive Plan, and there will not be any major change or improvement in street systems ,in the City: 1. Crawford Street corri dor between the east city 1 imi t and Broadway Boulevard, which has a pavement width from 26 feet wide to 40 feet wide, will not be adequate to accommodate the projected traffic volume in the year 2000. The traffic congestion would he severe on Crawford Street east of Ohio Street if the entire proposed residen- tial area is developed. 2. Ninth Street corridor between Crawford Street and Cloud Street, which provides 36-foot wide pavement, will not be adequate to accommodate the projected traffic volume in the year 2000. 1. Cloud Street between Ohio Street and Broadway Boulevard has 36-foot wide pavement except the segment between Highland Street and Fourth 8 I I I I I I I I I I I I I I I I I I I Street which has 48-foot wide pavement. This corridor of Cloud Street with its present on-street parki ng confi gurati on wi 11 not be able to accommodate the projected traffic volume in the year 2000. Improvement of Cloud Street is critical to the development of the proposed residential area in the southeast and east parts of the City as well as the commercial land use at the southwest part of the City. The adequacy of Cloud Street wi 11 not only provi de good access for the east-west traffic movement in the southern part of the City, but it will al so rel i eve some of the potenti al traffic congesti on on Crawford Street. 4. Ohio Street between Greeley Street and Belmont Boulevard is a four- lane divided roadway facility with a total travel width of 46 feet excluding the separate left turn lane at major intersections. At the present time it serves approximately 13,000 VPD throughout the cor- ridor with facilities capable of carrying approximately 18,600 VPD when the planning area is fully developed. This segment of Ohio Street, however, could carry up to 25,000 VPD in the year of 2000 if the planning area is fully developed as projected in the. land use plan. When this condition occurs, the improvement of Ohio Street is needed because there is virtually no alternate north-south route be- tween the area east of the Smoky Hill River and the south part of the City. 5. Isolated intersections existing in the City which warrant physical improvements in order to accommodate the potential traffic demand in the year 2000 are listed as follows: 8roadway Boulevard and Crawford Street Ninth Street and Crawford Street Ninth Street and Cloud Street Ninth Street and Magnolia Road Ohio Street and Iron Avenue Ohio Street and Crawford Street Ohio Street and Republic Avenue Ohio Street and Cloud Street Ohio Street and Belmont Boulevard r~a rymount Road and I ron A venue Marymount Road and Crawford Street Other locations in the City should have adequate or marginal facilities to provide sufficient levels of service to the traffic in the year 2000. The results of this analysis, however, could alter drastically if there are sudden changes in land use patterns. There- fore, planning updates are warranted in order to assure a feasible capital improvement program. The following map illustrates the capacity analysis results at the criti- cal corridors and intersections as described. 9 I I I I I I I I I I I I I ~, I I I I I I t ", :1 11-. II'. ; ~' 1- ,.~ ,~--..' l r- I ! .,.".:!'.i:"_ . '-'-~'~ -.JI II II , d -'. 'I , L~~n ---'r -------- ,~ ~ '..,' i <:~~:ro~ f-:-~~'" ~;:~,;,{, Ofll TO~l~.. ----=,i T !i L-~~-~ -II '----1, ~ . .bt ~.. l II II ~I ~I ~:-~~f'~::-_/;=:'-) ~ ... ~-===-- 'I il :1 ".,.=_=---=il ;i " , I, jitRAWEOJ~OSJ'~--- :"'! '-~L-~~~--r. ~ . -0,.1 I ' -I I L I I r=--~~~~-~~~~~~~~~~ ii I' ,"--, ~~---" -10 ~; i MAGNOLIA. -RD. -----'----~-------''--------- ----, - L~.L__ -= :',:';"'_.1 ( ---,------' -+--------T- L---=:-~ I I ! , ~~--'- I> (' ~ City of SALINA Kansas UL TIMA TE TRAFFIC DEMAND V.S. PRESENT STREET CAPACITY · CRITICAL INTERSECTIONS FEET o 1600 3200 6400 II. _ II. _ PROJECTED A.D.T. [year20001 ~U(ll[R I Willi) CAPACITY; I if street is not improvedl I I I I I I I I I I I I I I I I I I I IMPROVEMENT PROGRAMMING The previous planning processes result in a major thoroughfare plan for the year 2000 that is compatible with community development objectives in the City of Salina. T~e final task is to identify the priority ranking of those proposed improvements so that program coordi nation can be achi eved. The priority ranking recommended in this study is primarily based on long-range traffi c demand and travel conveni ence in the Ci ty. Other factors such as traffic safety and travel comfort are not considered in this analysis. The implementation of recommendations, however, shall be based on the budgeting program and funding availability as financial constraints are often the pri- mary considerations. The street system improvement pri ori ty in the Ci ty of Sa 1 i na is recom- mended as follows: 1. Crawford Street Corridor - The improvement of Crawford Street should be programmed in four stages based on the development and timing of the proposed areas. These four stages are: (a) Crawford Street between Ohio Street and Marymount Road -- This corridor holds the key of future development east of the Smoky Hill River. Thi s one-mil e corridor shoul d be il"lproved to a minimum of 48 feet wide from the existing 26 feet of pavement. The improvement al so i ncl udes a 330-foot long bri dge over the Smoky Hill River. The City is in the process of improving the bridge to 48', feet wide at the present time, and the City also has immediate plans to widen this entire corridor to 48 feet which may be implemented in the year 1983. (b) Crawford Street between Ninth Street and Ohio Street -- This corridor presently has 40-foot wide pavement. Heavy commercial development exists on both sides of the street which restricts the capacity of the street due to heavy turning movements. This one-mile corridor needs to be widened from the existing 40 feet to a minimum of 60 feet wide in order to adequately accommodate the projected traffic volume. The existing right-of-way should be sufficient for the proposed improvement except at the railroad crossing. (c) Crawford Street between Broadway Boulevard and Ninth Street -- The whole Crawford Street corridor provides a vital connection between the east and the west of the Ci ty as it is in a cen- tral ized location. Crawford Street needs to be improved to Broadway Boulevard in order to provide a direct link between the east and the west. A minimum width of 60 feet on an existing lO-foot wide right-of-way is recommended for the improvement on this 3,600-foot long corridor. The existing right-of-way should be sufficient for the proposed improvement except at the railroad crossing. (d) Crawford Street between Marymount Road and east ci ty 1 imi t -- This corridor should be improved to 48 feet wide along with the development of the area. The improvement should further extend to the east whenever the condition warrants. The total length from Marymount Road to the exi sti ng east ci ty 1 imi tis 4,000 feet. 11 2. Ninth Street Corridor -- The improvement of Ninth Street is important in both relieving the traffic burden on Broadway Boulevard and provid- ing direct access to the Central Business District from the south. Its improvement should be programmed in two stages described as fol- lows: (a) Ninth Street between Crawford Street and Cloud Street is only 36 feet wide. The capacity analysis has revealed that the capacity of this corridor which is approximately 10,000 VPD will be less than the projected traffic demand of 14,000 VPD, and this one- mile corridor is recommended to be widened to 48 feet which will provide a four-lane roadway between Broadway Boulevard and Craw- ford Street. (b) Ninth Street between State Street and Crawford Street -- This corridor is the only bottleneck to the north of Crawford which has a pavement wi dth between 36 feet and 37 feet wi de. The potential capacity problem is not significant along this cor- ridor. However, its improvement to 48 feet wide is warranted to rel i eve the traffic burden on Broadway Boul evard as well as providing good access to the Central Business District. 3. Cloud Street Corridor -- Cloud Street is located one mile south of Crawford Street and one mile north of Magnolia Road with both streets providing bridges over the Smoky Hill River. The improvement of Mag- nolia Road on both sides of the river appears to be beyond the timings of this plan due to the excessive travel time between the two projected development areas. Therefore, the development and improve- ment of Cloud Street is important and feasible. Two stages of improvement on Cloud Street and the alternati ve are proposed and described as follows: (a) Cloud Street between Broadway Boulevard and Ohio Street -- This corridor should be improved from the existing 36 feet to a 48-foot wide four-lane facility, except the segment between Hi ghl and Avenue and Fourth Street whi ch presently has 48-foot wide pavement. In addition to the physical improvement, parking should be prohibited on both sides of the street in order to mai ntai n a four-l ane traffi c operati on. The total recommended improvement under this stage is 6,900 f~et. (b) The improvement of traffic access between the east and west sides of the Smoky Hill River in the southeast part of the City. Two alternatives have been considered and evaluated for the year of 2000. These two alternatives along with their advantages and disadvantages are as follows: Alternati ve No. 1 -- Extendi ng Marymount Road southward from Cloud Street to Magnolia Road to east of the existing bridge on Magnolia Road. The advantage of this alternative is to provide a direct route hetween the residential area east of the Smoky Hill River and the industrial areas at the Schilling and South Industrial Parks. Home-based work trips between these areas would likely be attracted to this potential route. Based on the 12 I I I I I I I I I I I I I I I I I I I future land use plan, it is estimated that the maximum areas of traffic attraction served by this alternative route will be between transportation zone numbers 1, 2, 17 anrl a small portion of zone 3 interchanged wi th zone numbers 6 and 7 east of the Smoky Hill River. The disadvantages of this alternative route are: (a) It will not serve as a relief route for Crawforri Street due to its geographical location from several major attractors in the City. Such a relief route for Crawford Street will be needed by the year 2000; (b) A portion of the existing Marymount Road from Crawford Street to Cloud Street requi res substantial upgrading and improvement, such as access control to the numerous res i denti a 1 dri veways and pa vement wi deni ng frOfll the existing 22-foot width, in order to attract the users; (c) The potential Marymount Road extension from Cloud Street to Mag- nolia Road requires substantial horizontal and vertical curvature alignment in order to avoid any large drainage struc- ture construction and still provir:le an adequate street. The prel imi nary estimate for an 80-foot ri ght-of-way acqui si tion through this corridor is approximately $600,000. If the minimum road wi dth of 36 feet is constructed, a prel imi nary estimated project cost of $1,800,000 will be required for this alternative route. This estimated cost includes construction based on 1981 prices, right-of-way acquisition, and engineering and contin- gency costs. It is doubtful that this alternative route will be cost-beneficial from the standpoint of usage. Alternative No.2 -- Cloud Street between Ohio Street and the old municipal airport taxiway. This is a costly improvement; however, it is more cost beneficial than the improvement of Mag- nolia Road in terms of usage. In addition, this improvement is justified based on its riistance from Crawford Street and is adequate to serve as a relief route for Crawford Street, which will likely reach its 4-lane design capacity by the end of the planning period. It is estimated that the maximum areas of traffic attraction by this alternative route will be inter- changed between transportation zone numbers 1, 2, 3, 4, 5 and 17 and zone numhers 6 and 7. Its influential ~rea consists of approximately one-half of the City. One other advantage of this alternative is that the old airport taxiway to the east can be utilized as part of a loop system surrounded by Crawford Street to the north, Cloud Street to the south, Ohi 0 Street to the east, and the old taxiway to the west, which will accelerate the development within and adjacent to the area. A minimum width of 36 feet is recommended on Cloud Street in this alternative. The only disadvantage of this second alternative route is its high construction cost. The preliminary estimated project cost is approximately $2,470,000 which again includes construction cost, ri ght-of-way acqui siti on cost, and engi neeri ng and con- tingency costs. The cost to implement this alternative is approximately 5670,000 higher than the cost of Alternative Number 1. Based on the advantages and disadvantages of the two a1terrn- tives as presented, the Consultant recommends Alternative Number 2 as the better long-term ci rcu1 ati on sol uti on hetl'/een the east and west sides of the Smoky Hill River for the scuth part of the City. 13 4. Ohio Street Corridor -- Ohio Street is the only major north-south arterial street on the east side of the City. The improvement of this corridor is essential for the development of the east part of the Ci ty. From the transportati on pl anni ng standpoi nt, the Ci ty would be better served if Ohio Street were a freeway-type facility connecting 1-70 to the north and 1-135 to the southwest which would provide adequate interstate freeway by-pass as well as internal traf- fic circulation in the City. Ohio Street presently has 44-foot wide pavement between Pacific Avenue and Elm Street, and the pavement is narrowed down to 36 feet from Elm Street to Greeley Avenue. Ohio Street between Greeley Avenue and Belmont Boulevard, a two-mile cor- ridor, has been improved to a divided four-lane arterial street with a separate left turn lane at major intersections. The pavement on Ohio Street is tapered down to 32 feet wide south of Belmont Boulevard where the future residential land use expansion is projected. The improvement on the Ohio Street corridor will be warranted on the segment between Iron Avenue and Schilling Road if the projected land use growth in the southeast part of the City occurs. Traffic volume growth on this segment of Ohio Street will be primarily caused by the tri ps attracted by the CBD and north part of the Ci ty whi ch are generated from the proposed resi denti al area in the southeast part and east part of the City. The improvement on Ohio Street is recom- mended to he implemented in three stages which are described as fol- lows, plus a discussion of the Ohio Street median strip: (a) Ohi 0 Street between Iron Avenue and Greel ey Avenue -- Ohio Street between Iron Avenue and Greeley Avenue only provides 36 feet travel width. The present traffic volume on this narrow corridor is 9,690 VPD which is near the route design capacity of approximately 10,000 VPD. The improvement of this corridor is critical as it connects with Iron Avenue, a major east-viest street linking the CBD area and the large residential area east of the Smoky Hill River. This bottleneck on Ohio Street should be improved to a minimum of 48 feet wide in order to accommodate the ultimate traffic growth in the area. (b) Ohio Street between Greeley Avenue and Belmont Boulevard -- Although this two-mile corridor is provided with divided highway facility, the street alignment at four major intersections with Crawford Street, Republic Avenue, Cloud Street, and Belmont Boulevard will not be adequate to accommodate the ultimate traf- fic growth in the area. The worst traffic condition could occur at the intersection of Ohio Street and Crawford Street where an estinated 47,000 VPD will enter this intersection when the whole projected area is developed and if the recommended Cloud Street bridge over the Smoky Hill River has not been implemented. If this occurs, suhstantial street channelization and wiriening at these four intersc.-tions will be required in order to accommo- date the traffi::, Various alternatives can be implemented for the street inprovement at high volume intersections; such as through lane widening, separate right turn lane, double left turn lane, or advanced signalization, etc. It appears that separate right and left turn lanes at each leg of all four intersections will be warranted, and double left turn lanes will 14 I I I I I I I I I I I I I I I I I I I be needed for north and south legs on the Ohio Street and Craw- ford Street intersection. In addition, an advanced traffic signal coordination system might be needed through this whole corridor. (c) Ohio Street between Belmont Boulevard and Schilling Road -- The improvement of this corridor is critical to the development of the proposed res i denti al area to the east. The exi sti ng pave- ment wi dth of 32 feet will not be adequate to accommodate the ultimate land development in this area. A minimum street width of 48 feet is recommended for this corridor. (d) The existing median strip along this Ohio Street corridor is broken at every publ ic street intersection. The spaci ngs of these median breaks vary in length but have a minimum spacing of 300 feet. The primary purpose of a median on an arterial street is to reduce cross street traffic conflicts thus maintaining a higher travel speed and safer travel condition. Generally speaki ng, the recommended mi nimum spaci ng of medi an breaks on major arteri al streets is 500 to 600 feet. The exi sti ng 300- foot spacings between median breaks on Ohio Street, particularly on the segment between Crawford Street and Cloud Street, not only reduce the capacity of the street but also impose potential traffic safety problems between the high speed traffic on Ohio Street and the cross street traffic at median breaks. It is recommended that the City consider the closing of some of these median breaks to maintain a minimum of 600-foot spacing between them. The cl osi ng of some of these medi an breaks shoul d not impose any significant traffic circulation problems on the east-west local streets as this area is provided with a very adequate street grid system for accessibility. 5. Country Cl ub Road between the east city 1 imi t and ~1arymount Road, and Marymount Road between Country Club Road and Iron Avenue -- This cor- ridor is the direct link between Iron Avenue and the future residen- tial land use on the east part of the City, and it is estimated to carry approximately 13,600 VPD in the year 2000 when the area is fully developed. The existing width of 29 feet will not be adequate to accommodate the ultimate traffic demand, and a minimum width of 44 feet is recommended. 6. Western Arteri al s -- The downtown is adequately 1 inked to the west areas of the Ci ty and to 1-135 vi a Crawford and Iron Streets. If major improvements occur in the downtown and there is a substantial increase in retail activity in this district, upgrading of these east-west arteri al streets and/or the provi sion of a suppl emental arterial street should be explored. 7. Isolated Intersections in the City -- The potential deficiencies in traffic operation at individual intersections have been described in the previ ous secti on. It is estimated that el even maj or i nter- sections in the Ci ty wi 11 requi re substanti al geometric improvement in order to accommodate the ultimate traffic operation in the year 2000. The majority of these intersections require additional turning lanes to provide higher service volu,l1e, thus increasing the total capacity of the intersection. Several of the intersections have been described in the previous corridor improvement section, and the 15 improvement priorities based on the potential traffic growth pattern are ranked in the following table. Tabl e 7 INDIVIDUAL INTERSECTION IMPROVEMENTS 1. Crawford Street and Ninth Street 7. 2. Crawford Street and Ohio Street 8. 3. Crawford Street and Broadway 9. Boulevard 10. 4. Ohio Street and Iron Avenue 11. 5. Ohio Street and Cloud Street 6. Ohio Street and Belmont Boulevard Ninth Street and Cloud Street Ninth Street and Magnolia Road Marymount Road and Iron Avenue Ohio Street and Republic Avenue Crawford Street and Marymount Street The above improvements will provide for adequate traffic flow to the com- mercial areas on Broadway, Cloud and Crawford Streets. The Central Business District in the City of Salina appears to already have adequate facilities to accommodate the potential traffic growth in the year 2000. With the major street improvements on Ninth Street and Crawford Street, the accessibility to and from the CBD area should be sufficient. Therefore, no major improvement is recommended within the boundary of the CBD area. STREET FUNCTIONAL CLASSIFICATION FOR THE YEAR 2000 Functi onal cl assifi cati on is the process by whi ch streets and hi ghways are grouped into classes, or systems, according to the character of service they are intended to provide. Basic to this process is the recognition that i ndi vi dual roads and streets do not serve traffic independently. Rather, most travel involves movement through a network of roads. Streets within the City of Salina can be classified into the following four categories: freeways, arterials, collector streets, and local streets. These streets are defined as follows: 1. Freeway - a divided, limited access facility which has full control of access with no traffic crossings at grade. The freeway is designert solely for the purpose of moving high speed traffic and is not intended to service or provide access to abutting property. 2. Arterial - a facility intended to move thrqugh traffic to and from major traffi c generators wi thi n the Ci ty. Arteri al streets shoul d have continuity and should be protected from direct access by individual uses. 3. Collector - a street intended to take traffic from a local street to an arterial where such traffic can then proceed to its destination. Generally, a coll ector serves a neighborhood or 1 arge subdi vi si on. Collectors should be planned in a manner that they clearly provide a "coll ector" service for a neighborhood or development unit, but inhibit any through traffic movement between neighborhoods or adja- cent development units. 4. Local Streets - are intended to serve the individual properties abut- ti ng the street. Local streets shoul d be des i gned to di scourage through traffic. 16 ......- 'I-<(en oZeu -en ~...J c: ~<(eu Oen~ :E w t- ~ en z 0 (/) - a: ~ (/) 0 ....I l- e::( () 0 a: w w ....I - I- ....I U. a: 0 - e::( () en en . <( I . . . . ...J . . . 0 . . . . . . ...J <t Z 0 - t- O Z ::J U. 8 '-"""' .., =::i III ----J ,3: i~ letJ = ........... :=::;) ~ !!!!!i!iiij 1 iiii I -- i5 t;~ HI- ~;:-~~ _ "I.~'Q-_,. -......li#'~ , "ca' ct..-. v.v.,/,',,/,/,'... 1( // / f ~. "\. ~ '" 2J/ ~I'- --------->/ ii, /,' [', ;, -T{~., ","" /h,fT'" ,_:~~ d~> tUlV S3W'OH _~~~r........... 0:;:: ~ I o . ~ ~ ill " . 7 . ~ . rl. ~ : L 7 . IHO .' iiiil9 711 I~'[ ./. ~ ~.. \ I" " j J1 . " - . ~ :3 , ~~ , 7 / /' ~ ,u u' ~lI' !? z o I- 0- X lIJ ~ .!1H '. 7 .- t- DC .t:: I I I I I I I I I I I I I I I I I I I The street functi onal cl assifi cati ons for the year 2000 in the Ci ty of Salina, based on analyses and findings from previous sections, are shown on the preceding map. STREET PLANNING AND DESIGN STANDARDS The thoroughfare system is one of the maj or structural el ements of the urban community and is an important determinant of the physical development of the City. The long-range planning of major streets in the City of Salina has been thoroughly analyzed in the previous sections. This section describes street design standards with respect to their functional classifica- tion. Street design standards are derived from the function which must be performed by the facility. The standards which follow are generally adapted by the urbanized areas. Standards for freeway design are not included due to the fact that these are not within the jurisdiction of the City. STREET DESIGN STANDARDS Arterial Streets The primary functi on of arterial streets is to move the through traffi c from and to principal traffic generators within the region. Access to the abutting land should be kept to the very minimum. The following design criteria are recommended for arterial streets: Right-of-Way.................... 100 feet Moving Lanes .................... 4-6 lanes Moving Lane Width ............... 12 feet per lane Design Speed .................... 45 f~PH Design Hourly Volume Per Lane ... 600-800 VPHPL (Vehicle per hour per 1 ane) Number of Parking Lanes ......... None f1ax imum Grade ................... 8% 14inimum Grade ................... 0.3% ~""\., :r \., .;\ ? !l..} LlJla. i 4' I 24' - 36' 24'- 36' F DRIVING LANES DRIVING LANES I !OO' RIGHT - OF- WAY 4' WALK. I PRINCIPAL ARTERIAL STREET 17 2~' IV 48'_80' 100' RIGHT-OF-WAY MINOR ARTERIAL STREET Collector Streets Collector streets of any classification primarily serve to connect arter- ial streets and local streets. Generally, collector streets serve a large subdivision or neighborhood. The following design criteria are recommended for collector streets: Ri ght-of-Way .................... 80 feet Moving Lanes .................... ~ lanes Movi ng Lane Hi dth ............... 11 feet Desi9n Speed .................... ~5-30 MPH Design Hourly Volume Per Lane ... 100 VPHPL Number of Parking Lanes .........2 lanes Width of Parking Lanes .......... 7 feet Maximum Grade ................... 10% M; n i m urn G r a de. . . . . . . . . . . . . . . . . .. 0 . 3 % COLLECTOR STREET 18 I I I I I I I I I I I I I I I I I I I Local Streets The primary functi on of local streets is to provi de access to private property. Continuity and the driving convenience of local streets are not the primary considerations. The following design criteria are recommended for local streets. R i gh t-o f -Way .................... Moving Lanes .................... Moving Lane Width ............... Design Speed .................... Maximum Traffic Volume .......... Number of Parking Lanes ......... Width of Parking Lanes .......... Maximum Grade ................... Minimum Grade ................... 60 feet 2 lanes 9 feet 25-30 MPH 1,500 VPD 2 lanes 7 feet 10% 0.3% LOCAL STREET MAJOR THOROUGHFARES IN UNDEVELOPED AREAS The improvements outlined in this plan should accommodate the urban traf- fic needs of the community for well into the future. However, as the com- munity grows in far later years, additional major thoroughfares will need to be provided. Further, as subdivisions occur on the periphery of the City, adequa te ri ghts-of-way shoul d be acqui red as the opportun ity ari ses. For these two reasons, arterial streets in currently rural areas are shown on the Major Thoroughfare Map. As a general policy, these arterial streets are at one-mile intervals, located on section line roads wherever possible. As these areas develop, a system of collector streets should be established within each arterial grid. Generally, four collector streets should be provided from each mid-section line to the center of the section. No two of these co1l ector streets shoul d be connected so as to create a "short-cut" 19 or bypass thoroughfare from one arterial street to another. These collector streets should be laid out to only provide a path for local traffic to get to the nearest arterial street. RAILROAD CROSSINGS ON FOURTH STREET Railroad grade crossings create train-vehicle conflicts and could significantly affect the flow of vehicular traffic in the major street sys- tem. Union Pacific Railroad Company has a north-south track running parallel to Fourth Street. This railroad track carries only one train per day which is not significant to cause any potential traffic problem. The railroad expressed the desire to close several of the railroad-street grade crossings on Fourth Street. Currently there are signalized crossings at Ash, Iron and Crawford Streets. Additional signalized crossings are planned for Elm, Prescott, Republic, Claflin and Cloud Streets. Several of the remaining crossings with the Union Pacific tracks should be closed to vehicular traf- fic. The following grade crossings, however, should not be considered for closing. These locations are on Elm Street, Ash Street, Iron Avenue, Walnut Street, South Street, Prescott Avenue, Crawford Street, Mulberry Street, Neal Street, Republic Avenue, Claflin Avenue, Cloud Street, Wayne Avenue, Magnolia Road, Edward Street, Raymond Avenue and r~ontclair Drive. The closing of rail road grade crossings will have an impact on travel patterns. These 17 grade crossings should be exempt from closing so that street system integrity and traffic patterns adjacent to the Fourth Street corridor can be maintained. MAJOR STREET IMPROVEMENT PLAN (1981-2000) Scheduling construction projects according to funding availability is often the constraint of pl an impl ementati on. Therefore, long-range tran s- portation improvement goals should be further defined into shorter stages for the purpose of financial planning and budgeting. The principles in selecting improvement pri ori ti es are generally governed by the potenti al benefits and funding availability. In transportation planning, obtaining the maximum traffic benefits implies scheduling improvements in the areas of worst traf- fic condition first as described in the previous section "Improvement Programming". Based on the future 1 and use pl an and the resul ts of the long-range transportation planning process, this section presents the major street improvement plan in the City of Salina for the next'18 years. A total of 14 projects are recommended within the eighteen-year period along with suggested construction projects. Costs for these projects are estimated based on unit prices and ri ght-of-way acqui si ti on costs. Estimated project costs are expressed in 1981 dollars and include 25 percent for engineering and contin- gencies. No attempt has been made to project future increases in cost because inflation and energy rates are totally unpredictable at this time. Therefore, the project costs will need to be updated annually. This study presents a guideline and criteria for a long-range major street improvement plan in the City of Salina. It needs to be emphasized that vi ews in transportati on pl anni ng are i ncreasi ngly bei ng expressed that planning should abandon its twenty-year forecasts, project only from five to ten years ahead, and make incremental plans. There are several reasons for 20 I I I I I I I I I I I I I I I I I I I this. First of all, there is growing impetus from the public to change the existing pattern of urban transportation. Second, financial resources have not generally been sufficient to meet the costs of improvement proposals. Third, new funding sources and arrangements may result in choice of other mode alternatives. Therefore, the outcome of this study needs to be reviewed periodically so that the maximum benefit of the element of plan implementa- tion can be achieved. Once the improvement plan is recognized, good street planning coordina- ti on shoul d be carri ed out by the pol i cy makers in the Ci ty in order to achi eve the ultimate pl anni ng goal. These i ncl ude 1 i censes, covenants, and agreements affecting private development plans, and an official map defining rights-of-way for future roadways, and zoning ordinances controlling land use development. Most of all, any street improvement should obtain support from the public. Table 8 summarizes the major street improvement program in the City of Salina between 1981 and 2000. 21 co (]J ...Cl co I- a>"" ~ - "'E .D_QJCrtl ~ ~ ........... \... .-- l.... rtl"'O ...... Q)...... c: 0 ~""OV'I:::::s'- ;;.. W lL.. 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'" '" ~ ... <n o ~ 0'" 6E .2 ~ o ~ "'''- ~ ~ ~ '" '" '-- :S~ ;::; a g ~ v -" " 0. '" '" , a co u ~l G- NO ~ <C ... "- '" " ~ " ... ~ s.. ~ '" c ... '" "'- ~ "'0 o.~ '" " "'... !j E " 's 5:: u -" ~~ 'rOf '-ON .,.M ~ '" '" ... '" '" ~ o o~ ~<= o ~ ,;<r i.~ '"""" ~~ ~ -"" => <r "- a o a a g i" "': N .... o a> o '\' <n 7 , o ~ ~ ~ o '" rn'-- ~.~ -"'" 0_ .,. 0- M:X: !j E " 's '-0 M f:i g ~ '" '" '" " ~~ a ~ c:'~ ~~ ~ ~t ..c 6- ~ .~ ~"" ......, '" ... " '" g ~ u'" :'; g o. 5; ;;:; ~ rn " '-- '" OJ ~ o ~ ~ ~ ~ <"" .~ :;: '-- '" 0.-" ~..... "'a> ~.... ~ o E Ot '2'" ~... ~~ .CI8 > o <- ~ ;;; <-- '" " '-- ~ ...... ~o o 0'" ;;0.. ~~ ~ 0 ,,"v ii .2~ +-' 0 ~o u U o '" f -0 ::;: '" <- OJ '" '" "' >= '" ~ I I I I I I I I I I I I I I :1 I I I I PUBLIC TRANSPORTATION STUDY I I I I I I I I I I I I I I I I I I I PUBLIC TRANSPORTATION STUDY GENERAL Public transportation is an integral part of the overall transportation network of the community. Although the overwhelming majority of households own one or several automobiles, public transportation remains essential to a segment of the population. Also, public transportation is often less ex- pensive than an automobile. The economic savings not only accrue to the individual who is able to utilize public transportation in lieu of an auto- mobile, but public transportation can also save large amounts by reducing the need for additional roads and highways and relieving congestion. This public transportation analysis will examine the results of a local study of public transportation needs and desires. The information provided is useful in understandi ng both the needs and the preferences of the com- munity, since an individual's use of public transportation is dependent on many factors including price, walking distance to catch the vehicle, the routes, and the like. The study information will be used to project potential ridership. The potential ridership will be compared to an inventory of alternative public transit modes, and immediate and long-range actions will be recommended. STUDY RESULTS Four hundred and sixty-three (463) households in Salina were contacted by telephone and asked to respond to a series of questions regarding potential interest in using public transportation. The study was conducted by statis- tics students of Professor Rosalie Nichols at Salina's ~1arymount College. Households were selected at random and called during evening hours. The information gathered from that study is summarized here under head- ings of population characteristics, ride potential data, preferred fonn of transportation, walking distance to catch public transportation, fares poten- tial riders are willing to pay and special categories of riders which include high school students, college students, and over 65 households. Testing questions of possible ridership, the survey has a confidence interval of 95% (with a variance of one trip per week). This means that there is less than a 5% chance that the survey results will vary by more than an average of one trip per person per week by accident or a fluke in the data. It should be noted at the outset that these conclusions from the study information are limited hy the interactive nature of the subject matter. For example, a respondent might indicate a willingness to pay 75 cents to ride a bus, and to walk one block to catch it. But would that person walk three blocks to catch a bus at a 25 cent fare? Thi s i nteracti ve characteri sti c must he considered when weighing the results of this study. It is al so important to all ow for the difference between what a person says he or she will or will not do when questioned on a survey and what they do when the situation is before them. Undoubtedly, some who have indicated a desire to bus to work every day under certain conditions, at a certain cost, simply will not do so even if all of the conditions are met. 23 c w > w >c( a:w :::)a: 0e !z 0~ ZlU 0>- 00 a:..J w~ ~~ LL.w 00 a:c w..J mo :E:z: :::)w Z0 ..J:::J ..:0 ~x o ~ Additionally, as the study results indicate, there is a threshold dis- tance which people are willing to walk to catch a bus. This distance appears to be somewhere between two and four blocks for the majority of the pop- ulation. It is, however, simply not feasible to have public transportation routed within three blocks of every house in the City. Finally, even if the public transit could come within three blocks of every house, it must be assumed that on January morni ngs at 50 below, or August days at 1010, that the comfort of the heated and air conditioned car will be strong competition against a three block walk and a wait in the weather. The study resu1 ts are, therefore, extremely useful, but must al so be carefully weighed in light of the every day realities of differences between what people say they will do and what they actually will do. A. Population Characteristics. The four hundred and sixty-three (463) househol ds reported a total popul ation of 1,299. Twel ve percent of the reported popul a ti on is under the age of fi ve. Ei ghteen percent of the reported population is between ages 6 and 16. Another thirteen percent of the population is between ages 17 and 22. The group between ages 23 and 65 accounts for forty-seven percent of the population, and ten percent of the reported population is over age 65. The study reSDonses indicate that downtown is by far the largest concen- tration of employment, followed by the area south of Magnolia, and then by the area north of Pacific. See Figure 1. FIGURE 1 LOCATION OF EMPLOYMENT 300 200 100 o SOUTH OF NORTH OF DOWNTOWN MAGNOLIA PACIFIC MARY- MOUNT KTI BROWN - WESLEYAN MACKIE LOCATION OF WORK 24 I I I I I I I I I I I I I I I I I I I Table 9 POPULATION AGE DISTRIBUTION Under 5 6-16 17 -22 23-65 Ove r 65 11.77% 18.47% 13.01% 47.11% 9.62% Households had an average of 1.77 cars and an average of 1.44 are driven da i ly. Twenty-one households were reported as not havi ng a car. Thi s is approximately 5% of the study population, and if accurate, would indicate that approximately 660 households in the City do not have a car. B. Ride Potential Data. A significant percentage of the respondents indicatea a Wl Illngness to utilize public transportation. Figure 2 shows the percentage of persons indicating a potential willingness to utilize public transportation. The shaded bars show the percentage of people willing to use publ ic transportation one, two, three, four and five days a week, respec- tively. The white bars are cumulative responses so that the first white bar shows those willing to ride one or more days a week. In examining the table, it is important to note that while only 41% indicated a willingness to ride to their job and 46% indicated a willingness to ride downtown, the job trips woul d generate many more payi ng tri ps, si nce a 1 arge maj ori ty who were interested in riding to their job would potentially ride five days a week. On the other hand, the 46 percent potential ridership to downtown are mostly interested in only one, or perhaps two trips per week. FIGURE 2 WILLINGNESS TO USE PUBLIC TRANSPORTATION 60 0/0 W 0...1 CCD ...10( 0= %0( ~ ~ 40 % :)11. 0- %w 11.0 0:) ...... Z % 20% wQ o:!! :50 A.% :t o 0/0 123451234512345123451234512345 JOB OOWNTOWN SHOPPING COLLEGES LOCAL OTHER SCHOOLS DESTINATION / NUMBER OF TRIPS PER WEEK D CUMULATIVE TOTAL Q SPECIFIC RESPONSES 25 It is also necessary to indicate the number of respondents who indicated that they were not interested in riding public transportation. Over fifty percent of the response indicated zero trips per week. As Table 10 shows, there are many in the community who should not be considered as potential riders. Table 10 PERCENT INDICATING ZERO POTENTIAL TRIPS TO CERTAIN DESTINATIONS Job Downtown Other Shoppi ng Colleges Other Schools Other Destinations 58.7% 53.4% 61.1% 92.2% 89.7% 93.2% C. Form of Transportation. Seventy-three percent of the respondents who would use public transit indicated they would consider using a regular bus. As Table 11 shows, forty-seven percent indicated they would consider using a dial-a-van, and 32% indicated they would consider using a north-south commuter 1 i ne. Table 11 FORMS OF TRANSPORTATION CONSIDERED USING Regular Bus 73% Dial-A-Van 47% North-South Commuter 32% That 68% wou 1 d not consi der usi ng the north-south commuter does not necessari ly mean it is unpopul ar. Rather, desi re to ri de a north-south commuter would be limited to those within walking distance and desiring to travel north or south only. D. Walking Distance. Another significant factor affecting public trans- portation usage is the distance that it is necessary to walk to enter the public vehicle. The study inquired as to the willingness to walk one, two, three or four blocks to catch a ri de. Fi gure 3 shows the percentage of respondents that would be willing to walk one, two, three or four blocks, respectively (shaded bars). The percentage of people willing to walk at least one block is shown by the first white bar (90%). The third white ba~ for instance, shows the percent of people willing to walk either three or f ou r block s . - Over seventy percent of all groups would be willing to walk two blocks. However, while 65% of college students would walk 3 blocks, only 45% of the general population and 37% of the over 65 population would consider a three block wa 1 k . 26 I I I I I I I I I I I I I I I I I I I FIGURE 3 DISTANCE WilliNG TO WALK PO PULA TION GROUP / GENERAL POPULATION COLLEGE OVER 65 100 &&.0 Ow ~0 ~ ~ 50 00. a:0 ww a. a: o I 2 3 4 I 2 3 4 I 2 3 4 NUMBER OF BLOCKS WilLING TO WALK D CUMULATIVE TOTAL ~I. SPECIFIC RESPONSES E. Price Riders Are Willing to Pay. The price must also be reasonable to justify a publ ic transit system. Naturally, as the fare goes up, the desire to utilize public transportation goes down. Table 12 shows that over- all, more than 90% of the respondents are willing to pay 25 cents a ride, but less than 30% would be willing to pay 75 cents. Table 12 WILLINGNESS TO PAY FARES Up to 25 cents fare Up to 50 cents fare Up to 75 cents fare Up to $1.00 fare Over $1.00 fare 92% 69% 27% 12% 1% There is some variation in acceptable fares when factors such as age are considered. College students, high school students and persons over 65 would be more willing to pay a 75 cent fare than the general population. 27 F. Special Categories. 1. College Destination - The study data indicates that 7.8% of the househo 1 ds ha ve a co 11 ege student who woul d cons i der ri di ng to college one day per week. Only 20% of these, however, (or ahout 1.5% of the total sample) would consider using public transit five times per week to colleges. Those desiring to get to a college are willing to walk farther to catch the ride than the general population. They are also will- ing to pay slightly more to ride than is the general population. 2. Other School Desti nati on - Those seeking to get to other 1 oca 1 schools (high schools generally) constitute a significant poten- tial ridership. However, unlike the college students, most would be wi 11 i ng to ri de fi ve days of the week. Whil e on ly 20% of college-bound students would ride five days a week, 75% of other school-bound riders would consider riding five days a week. 3. Over 65 Househol ds - The over 65 age group compri ses over 9% of the population. This group indicates a relatively high willing- ness to consider public transportation. The over 65 group are more willing than the general population to walk two blocks to catch a bus, but are far less willing to walk three or more blocks. Seventy-two percent are willing to pay up to 50 cents, but only 34% would consider a 75 cent fare. Two percent were only inter- ested in Dial-A-Ride services. PROJECTED TRIPS Based on the study data, it is possible to create a baseline projection of potential ridership and, from that projection of total possible ridership, establish raw, medium and high projections of actual usage patterns. The raw proj ecti on is mos t optimi s ti c assumi ng full ri dershi p as i ndi cated on the survey. The middle projection is slightly more conservative taking into ac- count walking and fee limitations noted by respondents. The minimal projec- tion assumes only the most dedicated citizens will use an available public transit system. It is important to note that these range projecti ons are only basel i ne numbers for general planning purposes, since actual ridership will depenrl greatly on the routes that might ultimately be established. Also critical in the ultimate ridership patterns is the role of public attitude concerning public transportation. In a city such as Salina, the community.s perception of the transit system is an integral part of the sys- tem and strongly affects ridership either positively or negatively. It is always envi si oned, pl anned and hoped that the pub 1 i c transportati on system which is ultimately put in effect will be well received and supported, but the community. s perception wi 11 be based on many future events, such as start-up difficulty, and the like; these exceptions are not really predict- able to the extent that the community perception of public transportation can be forecast before the system is in operation. 2R I I I I I I I I I I I I I I I I I I I Based on the information provided in response to the questionnaire, the number of potential rides that would be considered is approximately 62,000 per week, or 3,200,000 rides per year. These rides would include approxi- mately 27,000 rides to work, 13,000 rides downtown, 9,000 rides to other shopping, 3,000 rides to area colleges, 6,500 rides to other local schools, and 2,500 other rides. This is a high number, representing maximum potential ridership. How- ever, the likelihood of a ridership this extensive is highly unlikely. Accounti ng for the fact that not all nei ghborhoods coul d be servi ced to provide for a one or two block walk, and acknowledging that necessary fares mi ght exceed the amount many res i dents mi ght be wi 11 i ng to pay, it is reasonabl e to reduce the potenti al ri dershi p by approximately 50% to more accurately gauge the real potential ridership. This 50% figure is the percent of resi dents i ndi cati ng that they woul d pay up to a 50 cent fare (69%) and would be willing to walk up to two blocks to receive such service (75%). This would provide for a weekly ride total of 31,000 and an annual ridership of 1,500,000. Providing a minimum ridership potential is virtually impossible since it is so contingent on actual route location. It appears that at a 3 block walk distance and a 75 cent fare, the residual, core ridership begins to emerge. This group constitutes less than 25% of those who expressed some interest in public transportation. However, for minimal potential ridership analysis, a potential weekly ridership of 15,500 rides could be anticipated with an annual 806,000 rides. Figure 4 summarizes the raw, middle and minimal ridership potential per week. The raw ridership is approximately 62,000 trips per week, the middle ridership potential is approximately 46,500 trips per week, and the minimal potential ridership at a high price and a long walk is approximately 15,500 rides per week. FIGURE .4 RA W, MIDDLE AND MINIMAL PROJECTED TRIPS PER WEEK 30,000 lit A- D: ~ c W 20,000 ~ o w .., o a: A- ~ 10,000 ~ o ~ I 2 3 I 2 3 I 2 3 I 2 3 I 2 3 I 2 3 JOB DOWNTOWN SHOPPING COLLEGES SCHOOLS OTHER DESTINATION ~ RAW TOTAL POTENTIAL RIDES m MIDDLE PROJECTION POTENTIAL RIDES ~ MINIMAL POTENTIAL RIDES o 29 Table 13 summarizes projected ridership shown in Figure 4. Table 13 WEEKLY POTENTIAL RIDERSHIP Potenti al Riders Destination Raw Middle Mi nima 1 Job 27,648 13,824 6,912 Downtown 13,230 6,615 3,308 Other Shopping 9,072 4,536 2,268 Coll eges 3,213 1,606 803 Other Schools 6,615 3,308 1,654 Other 2,457 1,229 614 TOTAL 62,230 31, 118 15,559 One other aspect of the potential ridership should be examined. Thirty- two percent of the respondents expressed a willingness to consider riding a north-south commuter. If each potenti al patron only rode the north-south commuter once a week, this would generate 4,600 trips per week or nearly 24,000 trips per year. Location of the route and times of service would be critical. MODES OF PUBLIC TRANSPORTATION There are two basic kinds of public transportation: (1) those that run within a public street right-of-way on the same surface as private vehicles, and (2) those that run within a right-of-way expressly reserved for public transportation vehicles. The latter are subways, railroads and elevated rails, and are generally used in very large cities with very high concen- trations of population. The cost of such systems is often prohibitive with- out very large ridership volumes or available corridors. While long-range potential for a public transportation corridor along existing rail lines should be analyzed, the probability of a cost-effective corridor system in the near future is low. In Salina, then, the modes of transportation which could most readily provide viable public transit are limited to vehicles that can share the publiC streets with private vehicles. Such vehicles tan be divided into two categories: (1) those which follow set routes, and (2) those which do not travel set routes. A fi xed route publ i c transportati on system immedi ate 1y brings the city bus to mind, and this is the major public transportation vehicle in the county today. The traditional large diesel bus is not the only alternative, however. There are a number of smaller buses available on the market. Many of these have s i gnifi cant advantages over the 1 arger vehicles in initial cost, fuel consumption, maintenance, and ability to travel narrower local streets with greater ease. However, they have limited seati ng capaciti es and consequenti al actual fuel, mai ntenance and driver costs may be hi gher than a regul ar bus when cal cul ated on a per passenger mile basis. In certain locales, converted vans have also played a role in the transit program. Here again, the problem is passenger capacity. Much of the successful use of vans has been more in the nature of van pooling than in routed public transportation. 30 I I I I I I I I I I I I I I I I I I I The second public transportation category which utilizes public streets is the non-routed system. In this system, a call is placed and the trans- portation system picks the person up at their residence. The advantages are numerous. There is door-to-door service, which becomes especially important in inclement weather. Also, vehicles do not waste fuel running routes empty. If there are no riders, there are no trips. However, costs of such a service are generally higher since it is difficult to efficiently route a random sys- tem. Further, demand for such services tend to have peak times rather than being evenly distributed throughout the day. Such a system, however, is very workable for the elderly and the infirmed. In conclusion, the potential modes of transportation are limited primarily by economic constraints to vehicles which can utilize the public street rights-of-way on either a routed or non-routed basis. RECOMMENDED IMMEDIATE AND LONG-TERM ACTIONS In making recommendations for public transportation in Salina, certain factors must be considered and accounted for, including: · The overwhelming majority of households have one or several auto- mobiles. · Very few househo 1 ds 1 ack an automobile and aqua 1 ifi ed dri ver (l ess tha n 5%). · What people say in a telephone survey and what they will actually do can be very different. · The decision to ride public transportation is based on a combination of many factors including cost, walking distance, weather, social attitudes toward public transportation, etc. . The majority of work location for respondents is downtown. · Over 58% of those surveyed did not indicate any potential interest in riding public transportation. · Respondents wishing to ride to work tenrl to desire to ride five days a week. · Respondents wishing to go downtown tend to desire only one trip per week. · College-bound respondents tend to want to ride to the campus only a couple of times a week. · Those destined to other schools tend to desire to ride five days a week. · Seventy-three percent of the possib 1 e ri di ng respondents woul d con- sider riding a bus. · Forty-seven percent of the respondents would consider riding a Dial-A-Van. · Thirty-two percent of the respondents would consider riding a north- south commuter. · Ni nety-two percent woul d be wi 11 i ng to walk one block to catch the ride, but only 45% would be willing to walk three blocks. · Ninety-two percent would pay 25 cents to ride, but only 27% would pay 75 cents to ride. · College students, high school students, and elderly will generally pay more to ride than general public. · TI'/O percent of all responses were el derly who were only interested in Dial-A-Van services. · Walking distance to catch a ride is the critical factor in determining ultimate ridership, and this cannot be calculated without establishinq routes. 31 . There is a potential for 62,000 trips per week or 3,200,000 per year. . However, an ideal anticipated or potential ridership is 46,500 trips per week or 2,400,000 per year. . The threshold for a minimally functional system should have a poten- tial ridership of 15,500 trips per week or 806,000 rides per year (an average of 20 rides per year by every person in the City). . Forty-four percent of the potential trips are to get to work. . Twenty-one percent of the potential rides are to get downtown. . Fifteen percent of the potential trips are to get to other shopping. . Transportation modes which operate on the public streets are the only type which are economically possible with the potential ridership and population density in Salina. Immediate Actions Based on the above i nformati on, it appears that the Ci ty can support a shopper-commuter bus system. One or several fi xed route 1 i nes coul d be practical. The first step to instituting such a system would be to establish a test route. The City should review the results of the public transporta- tion survey to identify geographic areas with high potential usership. This usershi p data shoul d be combi ned wi th area income stati sti cs to i rlentify those residents most likely to use such a system because of its economics. The test route itself should meet certain minimum criteria. It should "reach out" at least two miles from the primary destination. The highest employment center should be the primary destination, this being the downtown. The route should pass by or connect other employment centers wherever practi- cal (such as the South Industrial Park, Schilling Industrial Park, or com- merci ala reas on Broadway, Crawford and Cloud). The number of househo 1 ds within three blocks of the route should at least total 1,000. The total time it woul d take to run the enti re route and pi ck up passengers shoul d be between 20 and 30 mi nutes. Fi nally, the route shoul d be 1 imi ted to three trips a day at first: one in the morning (7:30-8:15 a.m.); one in the afternoon to pick up part-time employees and shoppers (3:00-3:30 p.m.); and one at the end of the work day (5:00-5:45 p.m.). This test route should be ~'/ell advertised. It should begin under the best weather conditions, which means early spring, to ease public acceptance. The system should also be maintained for an adequate period of time to truly test its potential use well after the public is aware of its existence. It shoul d be noted here that the success of the test route wi 11 not necessari ly be measured in terms of profi tabi 1 i ty. In most cases, such bus systems do not "make money". Success~ then, should be measured in terms of hiqh ridership and low subsidy. In making sllch an evaluation, the non- monetary benefits should also be seriously considered such as less street congestion, lower community energy consumption and reducerl parking demands on the City. Long-Term Actions If the test bus route does prove successful, additional lines and hours of ooerati on shaul d be adrled connect; nQ to addi ti onal desti nati ons. The procedure for implementation should be the same as outlined above. Improve- ments should be ~ade incrementally. 32 I I I I I I I I I I I I I I I I I I I If the entire community accepts a bus transit system, more intense or innovative systems should be explored to increase system efficiency. The north-south commuter line might be seriously studied. The Fourth Street rail line, for instance, might be used for a tram system running between the South Industrial Park and the downtown. The City should keep ridership records to assess whether such systems will later be justified. 33 I I I I I I I I I I I I I I I I I I II BICYCLE ROUTE ANALYSIS I I BICYCLE ROUTE ANALYSIS I I I I I I I I I I I I I I I I I GENERAL In recent years, the City of Salina has been active in promoting the use of bicycles. This promotion has been not only for recreational use but also the provision of facilities for the use of the bicycle as a regular trans- portati on mode. This effort has consisted of the assignment of a detailed bike route sys- tem, and the official designation and advertisement of this system. Phase I, consisting of 14 miles of routes, has already been provided with directional signs. A recent grant has also been implemented to sign the balance of the system (16 additional miles), to provide route maps, and to offer education and safety programs. All of these efforts are bei ng overseen by a bicycl e safety coordinator. The system itself has been carefully developed through the input of many involved parties including the Salina Wheelmen, Inc., the Recreation Commission, the School Board, and the City staff. Indeed, the City has begun to real ize the true potential of the bicycle as a mode of transportation. With adequate provisions for its use, the bicy- cle mode can reduce street congestion, the necessity for expansive parking areas and the need for elaborate, ever-growing street networks. Encouraging bicycl e use 1 eads not only to a fi tter ci ti zenry but the conservati on of valuable fuel resources. The bicycle is the second most energy-efficient transportation mode -- second only to railroads. For short trips it is more efficient than buses, taxis or even walking. Of course, no transportation mode is without limitations. Bicycling for commuting purposes is usually limited to trips of up to two miles in length, one-way. Topography is a major barri er to its use as well. Fortunately, both distance and topography are not serious problems in Sal ina. A third factor, however, presents a more formidable obstacle to year-round bicycle commuting -- Kansas winters. Severe temperatures, strong winds and icy road conditions will temporarily stop all but-the most dedicated users. With a good street clearance program, this limitation can be kept to a minimum. Overall then, the bicycle is a realistic transportation mode which needs to be planned for and promoted. The following section reviews probable user- ship patterns in Salina, compares this use with the new route system and explores improved or supplemented routes. In addition, alternative corridors will be noted in order to improve the safety, useability and aesthetics of the system. USERSHIP The age of the bicycle user for both recreation and non-recreation purposes has been wi r.Iening continuously. No longer can thi s mode be con- sidered only a "chil d' s transportation". Despite the broadening usership, the most avid bicycle users are still those in the under 18 year age group. Generally, bicycle ownership in the 8 to 18 age bracket averages about 50%. In the 18 to 38 age group this ownership falls to about 30% with a constant decline in ownership past the age of 38 to negligible use at retirement age ( 60+ ). 35 (2) .00 (ll 2.90 .IRQ f- t (3) S,Sb (4 ) 7.84 FIGURE 5 HOUSEHOLDS WITH CHILDREN (18 YEARS OR LESS) SALINA, KANSAS _ 400/0+ HOUSEHOLDS WITH CHILDREN II 30 - 390/0 HOUSEHOLDS WITH CHILDREN SOURCE: R.L. PolK & Co" L':'~Jn ~t;Jtist.ical Division (1979) 36 I I I I I I I I I I I I I I I I I I I From the general usership information, accommodating school-age traffic will still be a primary goal of system development. Thi s is not to say potential adult bicycle trips should be neglected as will be discussed later. In determining the origins of bicycle trips in Salina, then, the residen- tial location of the school-age population will be a critical factor. Exam- ination of census data reveal s that certain residential areas have much higher student population than others. The Households with Children figure on the precedi ng page shows that the western and southern areas of the community can expect the highest route demand. DESTINATIONS The probable destinations of the student-age and general population will ultimately determine needed bicycle routes. There are five basic types of destinations which need to be identified: elementary schools, other schools, recreation areas, shopping areas and places of employment. Elementary Schools There are 15 public and private elementary schools in the City. They are generally scattered throughout the community, usually on an arterial or col- lector street. Since these destinations are decentralized, it is not justified to develop a separate system of routes to each. Rather, the objec- tive shoul d be to route, the 1 arger Ci ty-wi de system by these el ementary schools. Each neighborhood would then have one major corridor providing principal bicycle access to the local school. Other Schools There are two junior and two senior high schools in the public school system. These school s are generally located in the central and southern areas of the community. In addition, there are the Sacred Heart High School and Junior High School located in the central and southern areas of the City as well. Each school can be considered a regional destination for either the north or the south half of the City. Routes will therefore need to con- nect adjacent residential areas with these six schools. In addition to these schools there are five other schools which should be linked to the City-wide bicycle system. These are St. John's Military School on North Santa Fe, Marymount College on East Iron, Kansas Wesleyan on South Santa Fe, Kansas Technical Institute in Schilling Industrial Park, and Brown- Mackie which may soon be located at the Wheatridge development immediately east of the Schilling Industrial Park. Recreation Areas The various riverfront park areas east of the downtown are major recrea- tional destinations. The Oakdale-Kenwood Park complex and the YMCA and YWCA buildings immediately to their south should be a crossroads of the system. The ball complex on East Crawford is also a major recreation destination. 37 Shopping Areas There are several major shopping districts in Salina. The largest is the Central Business District. The second most intense is the area along Broad- way containing many highway-related uses and a major shopping center on Mag- nolia. In addition, there are shopping districts on East Crawford and South Ohio Streets. Employment Areas As well as being the City's major shopping district, the Central Business District is the largest employment area of the City. The second most intense employment districts are at the airport and the South Industrial Area. Addi- tional employment centers are the Industrial Areas on far South Ninth Street and the scattered i ndustri al in the northeast part of the Ci ty generally along the railroad tracks and North Street. DESIRE LINES - GENERAL DEMAND Before reviewing specific routes for the bicycle system, desire lines or the paths of demand should be identified. This is done by connecting iden- tified origins with the various types of destinations. THE ROUTE SYSTEM Bikeway Principles Demand can now be assigned to particular corridors as links in the bicy- cle system. First, however, a few principles of bicycle planning should be reviewed. Some of the basic rules of bicycle planning are as follows: 1. Cyclists will usually go no more than two blocks out of their way to use an assigned route. 2. The number of stops should be kept to a mlnlmum to both assure system use and for the safety of the cyclist who relies on momentum. 3. Although system links will need to follow the major thoroughfare sys- tem, parallel, less traveled streets should be used. 4. As a serious transportation mode, sidewalks should not be relied upon to carry bicycle traffic. 5. System links should connect as many destinations as possible, yet still provide straight paths to the major destinations such as the downtown. 6. One-way bicycle traffic should be provided a 5-foot wide path. Two- way traffic needs an 8-foot path. 38 I I I I I I I I I I I I I I I I I I I 7. Grades should not exceed the following: Grade Maximum Lenqth 1. 7% 2.0% 2.5% 2.9% 3.5% 4.0% 4.5% 590' 410' 282' 200 · 148' 102' 82' 8. Grade separati on between the bi cyc 1 e and the automobil e shoul d be attempted wherever possible; however, careful intersection design must be incorporated into any grade-separated system. The final principle deals with the alternative types of bikeways which are available. The best links are known as bikepaths or Class I bikeways. These are totally independent paths along railroad rights-of-way, through parks or along, but not in, the street system. Fi gure 6 CLASS I - BIKEPATHS 1t - ....... - ~~ SIDE ,'rIB1Kt: -- - WALK PATH LAND STRIP Class II bicycle lanes are marked channels specifically reserved for bi cycl e traffi c. They can be stri ped or actually separated from automobil e traffic by an asphalt lIbumpll or a cur'b. 39 Fi gure 7 CLASS II - BIKE LANES ~ ~ ~ ~ Class III bicycle routes are merely designated streets on which bicycle traffic is recommended. Figure 8 CLASS III - BIKE ROUTE a STREET Oil ROADWAY Alternate System Philosopy The principles outlined above have been used for bicycle planning for many years. In recent years, however, many members of the cycl i ng community disagree with some of these principles, particularly that of using the high- est class of bikeways (that being paths) wherever possible. Rather, many riders are of the opinion that the bicycle should be considered a vehicle whi ch shares the street wi th the automobil e. They feel that educati on programs (of both driver and cyclist) are preferable to expensive system improvements. 40 I I I I I I I I I I I I I I I I I I I In fact, there are many disadvantages to providing lanes or paths for bicyclists. First, the major conflict point with vehicular traffic is at the intersection. Therefore, there is only limited extra safety of using separated bi keways between i ntersecti ons. Ma ny feel that such separaterl corridors actually increase the danger of accidents in building a false sense of security. They fear that cyclists might not be attentive at the inter- section after being so well protected on the preceding path. Second, lanes and paths are often cluttered with broken glass, washout sand, and garbage. This debris is difficult and time-consuming for the City to remove and creates severe riding hazards for the bicyclist. Third, lanes and paths can often create a conflict with parked cars or pedestrian movement. In particular, parking should be removed where lanes are designated along the curb. Finally, bike lanes and paths are expensive to develop. Striping and paving costs are high and require a substantial public commitment. Despite these many reasons and the sentiment of many cycling enthusiasts, Class I bikepaths and Class II lanes do have a few important advantages. t~ost importantly, they do give many riders a feeling of protection or at least recognition. In doing so, system usership might be increased. In particular, many younger riders (such as junior high school students) may be more apt to ride on Cloud" for instance, if a raised curb separated them from faster-moving vehicular traffic. Likewise, an industrial worker might bicycle along Centennial Road despite heavier truck traffic, if they were able to ride ten feet from the street on a separate path. The system outlined below can therefore be developed as shown or exclu- sively as a route system. Regardless of the level of improvements, two programs will still be necessary. The first is to upgrade the crossing of bikeways and major streets. The use of the entire system can be jeopardized by one poor intersection feared by most cyclists such as Broadway and Cloud. Second, education programs should be promoted to teach the rules of the road to all who use it. The System The Salina bikeway system consists of four major, links which connect the most significant destinations to all residential areas of the City. Two of these links provide north-south arterial routes and the other two provide east-west routes. These routes should be located in the vicinity of Cloud, Iron, Ninth and Ohio Streets to serve this arterial function. Ideally, they should be located on adjacent parallel local streets. The existing bikeway system does thi s by usi ng a Wa1 nut-Gypsum route instead of Iron Street; a Roach-Front Street route instead of Ohio Street; and a Highland Avenue-Eighth Street route instead of Ninth Street. Unfortunately, there are few alterna- ti ve routes for Cloud Street and therefore thi s busy street was formerly designated as part of the route. Cloud Street is the only problem link to the bikeway arterial system. Two alternatives exist here. Cloud Street should, at the least, be provided with a bike lane. This lane can be provided curbside where parking is 41 prohibited. Another option for most of this link is to direct bicycle traf- fic to Clafin Avenue, two blocks north of Cloud. This will not resolve the auto-bike conflict west of Broadway but would still serve the arterial func- tion on a local street. The rema i ni ng segments of the system are collector routes intended to bring bicycle traffic to the arterial links or to smaller destinations. A few of these woul d serve a mi nor arteri al functi on such as East Iron and Republic Streets. These segments should, therefore, receive a higher prior- ity for improvements. Table 14 below lists the segments of the system, their function, proposed class, and needed improvements. Table 14 SALINA BIKEWAY SYSTEM Segment Principal Bikeways Cloud-Clafin Class Improvements Class II and III (lane-route) Curb separated lane on Cloud, intersection improvement at Broadway Lane designation on Walnut Curb separated lane on Santa Fe, continuation of frontage road to Mid-State Mall None Walnut-Gypsum Highland-Eighth- Santa Fe Class II and III (lane-route) Class III (route) Roach-Front- Oakdale Class III (route) Secondary Bikeways North Street Class II (lane) Iron Street Class II (lane) Republic Avenue Class III (route) Centennial-Schilling Class II (lane) Road (south of Cloud) Crawford Class II (lane) Magnolia Class I (path) Striping Curb separated lane None Striping or providing paved bikeway Front Street east Off-road path west of Ninth Street Local Bikeways Cherokee Dri ve College-Hancock Cl ass II I (route) Class III (route) None Pave along brick section (replace with railroad corridor if possible) None Haskett-Otto Class III (route) Elmhurst-Indian Rock Avenue Class III (route) Marymount Class III (route) Ash Class III (route) Parkway-Edward Class III (route) Ohio Street Class II (lane) (from t1agno li a south) None Striping Striping None Striping It should be emphasized that the above system might have to be impl e- mented over many years. In the absence of available funds, a city-wide route system along these designated corridors should be maintained. In addition, more immediate attention should be qiven to intersection problems such as at Broadway and Cloud and Magnolia and Ninth. Finally, all designated routes should be maintained with a smooth riding surface free from potholes, loose pavement and other debris. With these minor improvements, the City will have a multi-purpose full access system. 42 I I I I I I I I I I I I I I I I I I I ALTERNATIVE CORRIDORS As noted earl i er, total grade separati on between bi cycl e and automobil e is the best bi keway system. In a substanti ally developed urban area there are few opportunities to reach such standards. In Salina, however, there are a few available corridors which can be used to replace segments of the on- street system outlined above. By far the most significant of these resources are existing railroad rights-of-way. These channels that traverse the entire City provide enough width for separate, paved bikepaths. In particular, the rail line along Fourth Street can provide the City's main north-south bikeway and is a possible substitute for the Highland-Eighth Street route. The right-of-way to the airport provides a preferred path to this employment center rather than Centennial Road. Finally, the railroad line east and roughly parall el to North Street can eventually provi de an al ternative 1 ink to the northeast industrial area. Although these alternative corridors are preferable for bikeway use, they are not without problems. Permission from the railroads will first be neces- sary. Adjacent property owners may not want cyclists passing along their backyards. Finally, the cost of developing paths far exceeds that of routes or even lanes. Still, these valuable resources should eventually be utilized for this purpose. The improvement of the Fourth Street corridor, which would connect the downtown and the major parks to most collector routes, should be explored in the near future. Although there are a few other alternative corridors, they do not meet the higher bicycling demands of the community. The levy system, for instance, could be used as a bikepath but it does not adequately connect major destinations. This system should, however, be considered for develop- ment to meet recreational needs. The City already has a plan for the improvement of the Smoky Hill River for recreational purposes. EDUCATION PROGRAMS Having a comprehensive bikeway system does not necessarily assure its proper use. The bicyclist must be educated about its location and about the rules of using it. Likewise the motorist must be educated of the same rules of the road. \~i th a cl earer understandi ng of proper turni ng procedures, rights-of-way and passing techniques, most of the conflicts between cyclist and motorist can be avoided. 43 I I "~ " " .../"---., I-~- ~.~ I --=:1 Lzc I I L--, r " i 11-,+ !I Ii ;:-- -~~~JF- '~~~~~T-11--- II 1 -......J., .?" JI ~~ '~,;- "~, l.~ " ii ~F---- --=~- \'~---(;J~~- f tilc~ '''J ',,' , y-,~~ -iJ' """" ,., I ,'ec,:'.\ ,-' J-~b \ I~' r- ~ll~~->Fx' , . II ~,\," I ','- """1; II -./ ,__, ! . ;J i .~ -,"\, -=====ir==--=~----==---~ ,,' ~_/: T.---'-~-' I' I ~--=-==- ...---- / )~'/ .5. " c~c:~~:jA'5i'rl I I .,' I ,"';' I 7/ ~ II '~ I I ! p=~~-'~ ~~I i 1 '-.~'. '~-",~"" ---1'---- _ Y '. . ., , /1 ! ~~_==_~L-L ,,.,..--' 'C. " , , .4L__-: -; r -~ ,-' ! ~""'':s9.:'V~ ,.~ ~. -,:' '!, " :.... I ',-- I " :1 _~_~ II , , '4 u!,]~'~-~~-~~~~~-- r= I i __~~___=-==-,""~L____---!~ I i , ';=~!_-. ' . ".u":"-:':' . . ~Chillii'-==, ,~,. :...=-~. . ~".~ 'I ,,: " - ".;/ ='. ;.'-;'1.-.'/. j ~__~,L-~: . ,[ ; - I / i( ": I ---,---" --'---r I r I , ~~J-'- r . . ( I I FEET o 1600 3200 6400 II. _ II. _ '~ DESTINATIONS City of SALINA Kansas I ~ BIKEWAY SYSTEM BIKEWAYS 1980 I BUOlrR WilliS ALTERNATE CORRIDORS I I I I I I I I I I I I I I I i I I I I I TRUCK ROUTE PLAN I I I I I I I I I I I I I I I I I I I TRUCK ROUTE PLAN Truck traffic through a congested area of a city, such as the Central Business District (CBO), increases the problem of congestion, causing delay for the truckers as well as other motorists. Also, truck traffic through res- i denti al areas creates a nui sance and is a source of di sturbance to resi- dents. Thus, it is desirable in a city to restrict through truck traffic to routes which have the capaci ty to carry the trucks wi thout congesti on, have the geometric configuration capable of accommodating truck turning movements, connect major routes into the city, are di rect, give access to major truck terminals, and do not go through residential neighborhoods where possible. Not all truck routes are able to meet all of these ideal criteria; however, these premises need to be carefully considered when selecting a truck route system through a city. The City of Salina is situated at the junction of two interstate routes; hence, most of the through truck traffic util i zes the interstate system rather than diverting through Sal ina. However, truck traffic generated by commercial and industrial sites within Salina could still potentially add to congestion and create disturbance. Because most of the truck traffic through Salina is likely to have at least one trip end within the City, current truck distribution is an important key in evaluating the location of designated truck route demand. A second related phenomenon important in considering the location of a truck route is that truckers will naturally utilize the route which causes them the least inconvenience and delay. Although this may serve as a guide in determining a designated truck route, care should be taken to consider all factors, because trucks may use the most direct route, even though it may cause other problems not affecting them; for example, causing disturbance in a residential area. Presently, the City of Salina has no designated truck route. Although some streets are posted "no through trucks", the truck traffic seems to be distributed primarily based on the location of the crnnmercial and industrial establishments and the arrangement of the arterial street network, rather than because of special signing. The streets currently observed to carry most of the truck traffic in the City of Salina are portions of Ninth Street, Broadway Boulevard, Pacific Avenue, Crawford Street, Iron Street, Ash Street, Ohio Street, Santa Fe Avenue, North Street, and Belmont Boulevard. Thi s nonformal di stributi on of truck traffi c throughout the Ci ty coul d encourage some of the probl ems al ready mentioned. Some of the streets observed to carry truck traffic are largely in the CBO or a residential area. Thus, to consolidate truck traffic efficiently and predictably, a designated truck route is warranted. In light of the parameters of a desirable north-south truck route, Broad- way Boul evard appears to be ideal. The route in its enti rety shoul d run from I-70 south on Ninth Street to Broadway, then south on Broadway back to Ninth Street, then south to 1-135. 45 This corridor ranges from a 37-foot roadway with a two-way route capacity of 2,600 vehicles per hour (VPH) on Broadway from Ninth Street south to North Street, to a 54-foot roadway with a two-way route capacity of 4,000 VPH on Broadway from North Street south to Ninth Street. These segments of streets presently do not allow parking on either side which is also a desirable feature for a truck route. The development along Broadway is highly compatible for a truck route. A large portion of the commercial development in Salina outside the CBO has im- mediate access to Broadway. This route will also provide direct access via North Street and Pacific Avenue to the north industrial zone of Salina as it continues to develop. Although a portion of Broadway goes through a residen- tial area, it is unlikely that routing truck traffic exclusively along Broad- way will cause any significant disturbance, as this segment of Broadway is a four-lane divided major arterial street with access to the neighborhoods via collector streets only and with the back of the lots abutting Broadway. Not only does this corridor have adequate capacity to handle truck traf- fic for the present, but projected traffic growth patterns indicate that its present capaci ty shoul d be adequate for future traffic demand, with the exception at the intersection with Crawford Street. The need for an east-west designated truck route in the City of Sal ina appears to be less significant. East-west through truck traffic is unlikely to use any of the City streets due to the fact that 1-70 provides an ideal truck route. Local east-west truck traffic is primari ly generated in the northern part of the Ci ty where the i ndustri al areas are expanded in an east-west di recti on. It has been reported that local trucks have used Ash Street as an east-west truck route. Ash Street is abutted primarily by resi- dential areas except the section through the CBO and an industrial use on the west end. It is this industrial use which is one of the principal traffic generators on this street. It would be preferable to use North Street as this east-west truck route. Unfortunately, it is difficult to get trucks over the Broadway viaduct to North Street after they exit from Ash Street. Certainly, all non-local east-west traffic shoul d be routed to North Street and specifically prohibited from using other local streets in this area such as Bishop, College, or State Streets. Traffic generated from the one local industrial use on Ash apparently cannot use this option. The long-term solution here is the eventual phasing-out of the abutting industry. In the interim, railroad grade improvements on North Chicag9 Street might be studied to provide an alternative route for this local truck traffic which can then go east on Pacific. It is questionable, however, whether this short-term solution is cost beneficial considering the necessary detour it will require for this eastbound traffic. An alternative solution to the truck traffic problem on Ash Street is to limit the hours of such traffic to those hours which would least affect the residential community. For instance, trucks with more than two axles might be prohibited from using this street between the hours of 6:00 P.M. and 7:00 A.M. This regulation might be more appropriately applied to all local streets in Salina. 46 I I I I I I I I I I I I I I I I I I I In summary, the existing highway system that surrounds the City provides an adequate through-truck routi ng system. The only probl ems that do exi st are judger! to be relatively minor being caused by local traffic generated from poorly located land uses. To alleviate some of this local truck traffic from residenti al areas, Broadway and North Streets shaul d be tjesi gnated as truck routes. This designation, however, will not alleviate many of the existing local conflicts such as on Ash Street. Truck route designation is generally implemented by the installation of Utruck routeU signs on a specific street corridor. On certain street cor- ridors where through trucks are to be prohibited, signs reading uno through trucksu can be installed to implement the recommendation. 47 I I I I I I I I I I I I I I I I I I I SNOW ROUTE PLAN I I I I I I I I I I I I I I I I I I I SNOW ROUTE PLAN When snowfall accumulation becomes heavy over a short period of time, normal traffic flow is disrupted as vehicles become stalled. Furthermore, in a city the size of Salina, keeping every street cleared while such a winter storm is in progress is not possible or practical. However, it is possible to concentrate snow removal efforts on a few streets that carry the bulk of the traffic. Not only do these "snow routes" receive the first priority in snow plowing, but it is also desirable to increase the capacity and aid clearance operations by requiring all vehicles using the route to have snow ti res to 1 essen chances of stall i ng, and by restri cti ng parki ng along the snow routes during a snow emergency; usually as spelled out by a snow ordinance incorporated into the City code. At present, the City of Salina has no snow ordinance or designated snow routes along which special snow emergency regulations apply, although they do have a priority clearance network. The snow removal and the salting loca- tions presently identified in the clearance network appear to be adequate. However, the present plowing routes do not include several streets that carry some of the major traffic flow in the City: Crawford Street, Ninth Street, and Iron Street. From the review of the street functional classification, and the exi sti ng and future traffi c demand, it is recommended that the following streets -- Broadway Boulevard, Ohio Street, Belmont Boulevard, and Santa Fe Avenue -- in addition to those already identified, be considered as "snow route" designation. . These routes are recommended as snow routes and for first priority clear- ance, based primarily on the traffic demand, and their physical conditions and locations. A second network, not recommended to be posted as "snow routes" with the applicable ordinances in force, but merely as a secondary priority ranking for plowing, should include Centennial, Magnolia Road, Cloud Street, Pacific Street, Marymount Street, and South Street. These recom- mendations are also based on the traffic volumes and the physical conditions and locations of these streets throughout the City. Posting a street as a "snow route" has little value unless special regu- lations encouraging smooth traffic flow during a winter storm also apply to these routes; thus, the need for a snow ordinance. A typical snow emergency ordinance is described as follows: Snow Emergency Regulations (a) Driving Emergency. When snow, sleet or freezing rain is causing slippery or hazardous conditions which might lead to serious traffic congestion, the Ci ty Manager may decl are a traffic emergency, and until such emergency is terminated, no person shall operate a motor vehicle on any street in such manner or in such conditon as to allow or permit such vehicle to become stalled by reason of the fact that the driving wheels of such vehicle are not equipped with effective tire chains or snow tires. 49 (b) Parking Emergency. Whenever snow has accumulated or there is a pos- sibility that snow will accumulate to such a depth that snow removal operations will be required, the City Manager may declare a parking emergency, and until such an emergency is terminated, no vehicles shall be parked on any streets designated as snow routes by appro- priate signs. All vehicles parked on such streets must be removed within two (2) hours after declaration of an emergency or be con- sidered in violation of this section. In establishing such an ordinance, it is important first that the public be i nfonned of the content of the ordi nances, and second, that they be informed whenever such a snow emergency is declared and the ordinances are in effect. The pub 1 i ci ty that an emergency has been decl ared can be accom- plished through local newspapers and radio stations, through a warning system such as the sirens used for tornado wa rni ngs, or through a more specifi c definition in the ordinance of what constitutes a snow emergency. At present, the snow-related traffic problems in Salina are minimal and such an ordinance is not yet justified. Hhen such problems increase with greater levels of traffic and pose the threat of serious accessibility and therefore safety problems, a snow route system will need to be established to accommodate traffi c flow duri ng hazardous wi nter street condi ti ons. The present street clearance priority network will need to be extended, based on traffic volumes, and these first priority streets will need to be posted as "snow Y'outes", with special regulations goveY'ning them. A second clearance pY'iority network might also be established, though not posted or governed by ordinance. Snow emergency Y'egulations will need to be established Y'equiY'ing snow tiY'es and Y'estY'icting parking along snow routes under emergency conditions of which the driving public aY'e awaY'e. 50 I I I I I I I I I I I I I I I I I I I APPENDIX I I I I I I I I I I I I I I I I I I I APPENDIX SURVEY RESPONSES 1. If public transportation were made available in Salina, how often in a week might you use it if it took you directly to the following places? Job 872 Downtown 420 Other Shopping 288 Local Colleges 102 Other Local Schools 210 Other 78 2. What form of public transportation would you consider using? Regular Bus Dial-A-Van North-South Commuter 337 (73%) 217 (47%) 148 (32%) 3. On a nice day how far would you be willing to walk from your home to ride some form of public transportation? 1 Block 2 Blocks 3 Blocks 4 Blocks 91 124 97 114 4. How much are you willing to pay to ride public transportation within Salina? 25 cents or less 50 cents or less 75 cents or less $1.00 or 1 ess $1. 00 + 107 (24.9%) 194 (45.1%) 73 (17.0%) 52 (12.0%) 4 (1%) 5. Household age categories. Under 5 6-16 17-22 23-65 65 + 153 (1l.7%) 240 (18.4%) 169 (13.0%) 612 (47.1%) 125 (9.6%) 6. How many in your household work full or part time? Downtown 243 South of Magnolia 158 North of Pacific 56 7. How many of your household work at or attend: Marymount Wesl eyan 22 10 Brown-r~ack i e KTI 4 10 A-I I I I I I I I I I I I I I I I I I ,I I 9. How many cars are owned by your household? 1.77 10. How many cars are driven daily? 1.44 11. Are there any members of your household who are of driving age but un- able to drive a car? Households with one - 46 Households with two - 4 A-2 I I SUMMARY - MAJOR STREET FEATURES I Right- of- Roadway Lt./Rt. Name of Street From/To Way Width Parking I Arnold Sch ill i ng Sa i 1 ey 80' 22' P P Ash Broadway Ninth 80' 39' P P I Ninth Fifth 80' 54' 0 0 Fifth RR Track s 80' 64' 0 0 RR Tracks Ohio 80' 48' P P I Ohio Riverside 80' 33' P P Belmont Wayne Ninth 120' 46'* 0 0 I Bishop College 13th 50' 37 ' P P 13th 12th 90' 69'-46' P P 12th 11th 110' 75'-64' P P I 11th 9th 74' 40' P P Broadway Ni nth North 80' 37' 0 0 I North Ash 150' 37' 0 0 Ash Walnut 70' 54' 0 0 Walnut . Ni nth 120' 54' 0 0 . I Centennial Crawford Surchinal lOa' 24' 0 0 Burchina1 General Jim lOa' 24' 0 0 General Jim Schilling 100' 23' 0 0 I Schilling Ba il ey 100' 31' 0 0 Cloud City Limits Haskett 60' 36' 0 0 I Haskett Broadway 50' 36' P P Broadway Ni nth 60' 36' P 0 Ninth Highland 61 ' 36' 0 0 Highland Fourth 61' 48' P 0 I Fourth Ohio 61' 36' P P College Bishop South 70 ' 37 ' P P I Country Club Marymount Eastborough 60' 29( 0 0 Eastborough City Limits RO' 29' 0 0 I Crawford City Limits 1-135 105' 28' 0 0 1-135 Centennial 80' 53' 0 0 Centennial Broadway 80' 41' 0 0 I Broadway ~10-Pac RR 70' 40' 0 0 Mo-Pac RR Ni nth 65' 40' 0 0 Ninth Front 73' 40' 0 0 I Front 543' east 70' 40' 0 0 of Front 543' east 250' east 60' 40' 0 0 I of Front of Ohio *4 lanes with grass median. I P=Parking; O=No Parking; DM=Diagona1 Meter Parking. A-3 I I Right- of- Roadway Lt./Rt. I Name of Street From/To Way Wi dth Parking Crawford 250' east Indian Var. 26' 0 0 of Ohio Rock Park 65'-85' I Indian Rock Smoky Hill 60' 26' 0 0 Park River Smoky Hill Vi ctori a 140' 26' 0 0 I River Hts. Drive Vi ctori a Marymount 65' 26' 0 0 Hts. Drive Marymount Seitz 90' 26' 0 0 I Seitz City limits 85' 26' 0 0 Iron College Ninth 97' 42' P P I Ninth RR Tracks 100' 60' DM DM RR Tracks Front 100' 60' P P Front Bridge 70' 37'-40' P 0 I Bridge Marymount 70' 40' 0 0 Marymount Country Glen 60' 32'-40' 0 0 Cl ub I Gl en Brookwood 70' 40' 0 0 Brookwood Crawford 75' 40' 0 0 I Magnolia Ninth Highland 50' 36' 0 0 Highland Belmont 60' 36' P P Belmont Ohio 75' 49' 0 0 I Ni nth Culver 1-70 Var. Avg. 521 0 0 120' 1-70 Dike 2001-150' 52' 0 0 I Dike Euclid Var. Avg. 50' 0 0 160' Euclid Pacifi c 80' 47' 0 0 I Pacific No rth 801 47' P P North Elm 90' 47' P P Elm Ash 90' 47' 0 0 I Ash State 901 47' 0 P State South 74' 36 ' -47- 1 0 0 South Prescott 70' 37' 0 0 Prescott Crawford 63' 361 0 0 I Crawford Republic 65' 37' 0 0 Republic Cloud 70' 35'-37' 0 0 Cloud Leslie 1201 48' 0 0 I Le s 1 i e Wayne Var. Var. 0 0 Wayne Magnolia 150'-176' 44' 0 0 Magnolia Ci ty Var. Avg. 44' 0 0 Limits 170' I North Broadway City limits 80' 26' 0 0 City Limits Dike 90' 22' 0 0 I Dike State 601 24' 0 0 I A-4 I I Ri ght- of- Roadway Lt./Rt. Name of Street From/To Way Width Parking I Oakdale Iron Oakdale 70' 36' 0 0 Oakdale Pa rk Begi n 70' 36' P 0 Park Prescott 50' 36' P P I Front Prescott Crawford 70' 32' P P Ohio Pacific Elm 70' 44' 0 0 I Elm Iron 70' 37'-39' 0 0 Iron Greel ey 70' 36'-40' 0 0 Greeley Bel mont 120' 46' 0 0 I Belmont Magnolia 60' 32' 0 0 Magnolia South Side of Ivey Park 70' 32' 0 0 I South Side 375' south of Ivey Pa rk of Burr Oak 80' 32' 0 0 375' south Ci ty Limi ts 60' 32' 0 0 of Burr Oak I Pacific 13th Santa Fe 81' 321-40" P P Santa Fe Fifth 82.5' 40' P P I Fifth 120" east 80' 40' P P of Third 120' east Front 60' 40' P P I of Third Front Ohio 80'-73" 22' 0 0 Ohio Curve 50' 22' 0 0 Curve City Limits 40' 22' 0 0 I Prescott Ni nth Highland 80' 40' P 0 Highland Santa Fe 50' 30' P 0 I Santa Fe Fourth 68.5' 361 P 0 Fourth Oakdal e 60' 32' P 0 I Rep ub 1 i c Centenni al Broadway 80' 40' P P Broadway Ninth 64' 32'-36' P 0 Ninth Highland 68" 36' P 0 Highland Santa Fe 33' 26' P 0 I Santa Fe Fron t 63' ,36' P 0 Front Ro ac h 53" 32' P P Roach Ohio 60' 32' P P I Santa Fe Pacific Mo-Pac RR 100' 60' P P Mo-Pc RR Mulberry 100' 60' DM OM Mul berry Claflin 100' 60' P P I Schilling Centenni al Arnold 100' 22' 0 0 I State I -135 Ci ty L imi ts 45' 24' 0 0 Ci ty Li mits Broadway 66' 32'-36' 0 0 Broadway College 66' 36' P P I Note: City limits refer to corporate boundaries in January, 1982 (see map after Page 2). I A-5