Traffic & Street Needs
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TRAFFIC and
STREET NEEDS
tl)tJ.I/.
SALINA, KANSAS
,(/ .etU19 RaHr;e
J"'ph-fUJelHeHi p~
April. 1958
BURGWIN and MARTIN · CONSULTING ENGINEERS . TOPEKA. KANSAS
Acknowledgements
BOARD OF COMMISSIONERS
Harold Jaeger. Mayor
E. P. Wenger
Carl Ramsey
Don McCune
Ralph Exline
CITY ADMINISTRATION
Leland Srack, City Manager
H. R. Salmons Sr., Chief of Police H. F. Harper, City Engineer
CITY PLANNING COMMISSION
James McKim, Chairman
Paul Berger
Rolland Greiner
Frank Reynolds
Robert Flory
Gerald Waddell
STATE HIGHWAY COM.MISSION OF KANSAS
Planning Department
Traffic Department
Design Department
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",ugust 15. 1958
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Leland sracl<
}Ar. anaiet'
City lA ~iB6ion
Clty C lW"'s.
Ssuns.
and Street
rt lITraf!ic d the 1'e-
oentleroen: to yOU our repo f ~bis studY all! xt,ensive
d to present 'the results 0 ined by an e
We are plea~i.na., Kansa.s" erain were dete'flIl
Needs for 88.0'0.8 contained h ng analysiB rove1Ilent
cotnDlendaU ey and engineer\. t and street i1Il~ lJ10st of
factual euT"l tra.ffic ll1a,nagern:::dy will al1evi.;:eClu.a.te and
We belieV'e ~ resu1t& of tbi8tne city with ant De a. sound
ed upon t and provide uld prove 0 ent of
prog~ ~fiC proble1ll8 such a. Systetn :.~ social deve1op1ll
S8l\nR 8 treet systelll. the economiC
roodern S t a.nd sti1Jl.ula.te odical1y to
investnlenunit)'. Id be Ina.de perlib1e to anti-
the cotnfO a.nalysiS shOUditiOns. iJ'llpc>88
A revieW 01':1; cna,nglnl con
be plan current be ot service
keep t t t'bi8 uroe. opportunity to cellent co-
cipate a to tb.~ yOU tor ;:iatiOn tor ~;~ialS and pri-
We 'Ni: express our ap~e various citY
to your city ;:ve received ~:.
operation 'N t your conun truly yoUrs,
te citizens 0 'VerY
vs W\R'rlN
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Table of Contents
Acknowledgements Sources of Funds 47
Table of Contents A Program of Street Improve-
ments 51
Definitions
MAPS
The Growing Traffic Problem 1 Traffic Flow 7
Traffic Demand vs. Capacity 12
A Summary and what can be done 3 Accidents in Salina 15
One-Way Streets 16
Traffic Trends 7 Traffic Layout 19
Parking Restrictions 22
Traffic Management 11 Downtown Parking Restric-
tions 23
Classification and Standards 39 Traffic Control 25
Classific~tion of Streets 38
Street Needs and Program 45 Inventory of Streets 44
Definitions
Warrants _ Conditions which have been e stabU shed as criteria for justification of
traffic management aids.
~ _ Average Daily Traffic.
CBD - Central Business District.
Traffic Management - Receiving maximum use from traffic facilities by the design
of physical aids to control and regulate traffic.
Practical Capacity - The maximum traffic volume that can enter and clear any
approach to an intersection during one hour with no driver waiting for more
than one complete signal cycle.
Progressive Signal Timing- Signals set for a steady movement of groups of vehi-
cles through consecutive signals at a planned speed.
Expressway _ A multi-lane divided arterial highway or street for through traffic
with partial control of access and with or without grade separations.
Major Arterial - A street providing for through traffic movement to concentrated
areas of activity with or without a median divider and providing access to
abutting property subject to necessary control of entrances, exits, and curb
use arid prote~ted by stop signs or signals at cross streets and hi.hways.
Minor Arterials _ A collector street providing for traffic movement between major
arterials and local streets and providing for access to abutting property.
Some control on minor cross streets.
Access Roads or streets - Providing for direct access to abutting land and for
local traffic movements.
Interchanges _ A system of interconnecting roadways, usually with grade separations,
for the interchange of traffic between two or more intersecting highways or
streets.
Grade Separation _ A structure designed to carry the traffic on a highway either
over or under an intersecting highway or railroad.
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The Growing Traffic Problem
Born in the approximate center of the raw Kansas prairies, Salina would
astonish its pioneer founders today, 100 years later. Originating in 1858 as a
log-trading post near the junction of the Smoky and the Saline, it has arisen as
the social, commercial, and industrial metropolis of a broad area, producing
agricultural and industrial products for waiting Kansans and surrounding markets.
This steady growth is Salina's record of accomplishment. With it, natu-
rally enough, came problems of a varied and diverse nature. Most of them were
met head on, as Kansans are wont to meet their problems, and solved. One ob-
streperous problem which has defied solution, and with which this report win
deal, is TRAFFIC: what to do about it NOW and for the FUTURE.
Factually, but without particular significance
now except for its historic value, it can be
stated that the present traffic problem r.8 not
the first Salina has experienced. When it
was but a budding village in a county of less
than 100 souls, the city had its first traffic
jam. This occurrred in 1859 when a great
stream of fortune seekers pass~d through
town on their way to the fabulous gold fields
of Pike's Peak. But that traffic problem was
of short duration; it quickly faded into obli-
vion and history.
Not so with the present traffic problem. It
shows no signs of self dissipation. Rather
it becomes augmented with almost each
passing moment.
An important marketing and distribution center for agricultural products,
with a grain milling production rank of sixth in the nation, Salina's great elevators,
meat packers, and transportation facilities attract farmers and ranchers from a
sizeable area. Schilling Air Force Base, located south of the city, adds to the
demands upon Salina for many services, and makes a significant contribution to
the economy. Together, these activities, providing numerous jobs, are closely
linked with a good street and road system.
The founding fathers, in planning their city, wisely laid out principal
streets in widths that remained adequate until the post World War II period. Re-
cent yearly increases in vehicle registration and thousands of added miles traveled
place new demands on these streets and make them inadequate. The seriousness
of present and future needs becomes more impressive when it is considered that
the existing state highways follow alignments outside the business district and
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industrial areas, and have been responsible for little, if any, of the increased
volumes on the city's arterial streets.
The compact arrangement of the central retail and business district is
attractive to shoppers, but accessibility and convenience need to be improved by
reducing traffic congestion and adding more off-street parking. The ability of
the Central Business District to continue to care for traffic and parking needs
can save arterial streets from commercial "ribbon" development, a deplorable
condition which results in a reduction of existing street capacity for moving
traffic to and from the Central Business District. This is highly important, for
once business begins to move from the Central Business District to arterials
beyond the city limits there will come a noticeable reduction in the tax base.
Concrete evidence of the economics involved are evident in the need for heavier
and more costly utilities to serve these strip developments.
In new areas for industry and housing care should be taken to make sure
these are designed and built for the needs of a modern city. The completion of
the all new north-south and east-west Interstate highways will enhance the City's
position to attract new industry. Location on the two new Interstate routes will
be an attractive factor for industry whbse use of truck transportation is increas-
ingly important.
The efforts of civic and business leaders to establish a city manager
governmental system, a city plan, and an industrial foundation, should be reward-
ed with the modernization of existing traffic facilities and the addition of such
new facilities as the careful continuous analysis of traffic demand indicates.
It is the purpose of this study to thoroughly analyze these needs, to make
practical, far-sighted recommendations for fulfilling them, and to develop a
street system that will serve Salina now and in the years ahead.
2
A Summary of
what can be done
The solution to the traffic and street problems of Salina requires quick,
concentrated action, and the. establishment of a sound financial program. The
unprecedented traffic demands of recent years have made many existing facilities
and control measures obg()~te. To right these conditions and prepare for the
future obviously will cost Iloney:.
~ .. ..('T I~ IW~
treets, and construction of new
traffic control devices cannot
ets sufficiently to meet present
'I and management are recommended
while achieving maximum use
.:(
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/
ignal timing and extra turning
tuation in the Central Business
ove trom Santa Fe street at once,
oug out the city. Off-street parking
n-g roblem, and the City should im-
"la for them.
can be made available by moving taxi
owing parking in front of theaters
ali additions, but add to the available
NEEDS
The study has revealed that the need for improvements is urgent. Street
repairs, while keeping surfaces conditioned, do not make them adequate to move
3
today's heavy traffic load. Streets should be classified as to their principle
function. There is drastic need for a classified street system. Systematic im-
provement of this system by bringing it up to proper standards is the most
economical method of maintaining an efficient system of city streets.
Special attention should be given the following recommendations:
* Increase to adequate width those streets which fail to meet tolerable
standards.
* Restrict parking on arterial streets to increase safety and traffic
capacity.
* Channelize congested intersections where practical and feasible.
* Instigate a better street illumination program.
* Add curb and gutters, storm sewers and sidewalks where needed.
* Realign jogs or offsets at intersections on through streets where
feasible.
* Improve approaches to railroad crossings.
Maximum urgency is stressed for a viaduct on Ninth Street to carry traffic
over the tracks between Bishop and North Streets. Conditions warranting this
viaduct are: high traffic volume and train counts, time loss, large number of
tracks, character of track usage, and the number of traffic lanes at the crossing.
An expressway is recommended on the east side of the city This facility
should have access limited to intersections with major and minor arterials.
Frontage roads would be required only where present development dictates a need.
The proposed location is on or near Ohio Street along the east side of the city
with a diagonal connection to the southwest with US Highway 81 near the Air Base
access road. This expressway will tend to reduce the increasing demand made
on city streets by through traffic.
MAINTENANCE
Maintenance of Salina's streets is not adequat~, and frankly, almost
impossible under present conditions The city engineering department is relied
upon to do everyone's job. An available force of men and ample heavy equipment
in this department has caused other departments to rely upon it for many jobs
outside its regular field.
Poorly maintained streets are thus not necessarily the fault of the main-
t enance force, nor due to lack of effort on its part. It is suggested that mainte-
nance crews be utilized only for street maintenance and other tasks which are the
duty of their department If the roads do not show visible improvement then, addi-
tional funds should be made available to get them in proper condition.
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FINANCING
The 20-year program of improvements, discussed fully in a later part
of this report, is estimated to cost $13,614,000. Maintenance through this same
period will add an estimated $2,120,000 to this figure. These amounts are based
on present day dollar value.
Years of neglect due to the depression of the '30's, wartime restrictions
of the '40's, and unlooked for demands on the city budget for other public improve-
ments, have allowed the street system to become run down and severely inade-
quate. To pick up the slack and get needed improvements in a reasonable time
to meet the ever-growing demands poses a serious financial problem It appears
impossible to meet the cost of these street improvements from current taxes,
and inasmuch as street improvements can be financed only by benefit district or
general obligation bonds it would seem desirable that the cities of Kansas urge
the legislature to provide some means of local taxation to provide needed funds
for an adequate street improvement program.
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PROPOSED NINTH STREET VIADUCT
Clearence underneath for two lanes of commercial
traffic and two lanes of parking.
4-LANES OVER THE TRACKS OF THE UNION PACIFIC R.R.,
THE SANTA FE RY., THE CHICAGO, ROCKISLAND a PACIFIC
R.R., AND THE MISSOURI PACIFIC R.R.
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Traffic Trends
Most of the early overland travel in Kansas followed the general migratory
population trends from east to west. First came the wagon trails, then the rail-
roads. Both followed the lines of least resistance. Early settlers established
homes and communities along these routes, stimulating trade and increasing
travel.
The coming of the railroad during the middle 1800's resulted in a land
boom and settlers flocked in the great plains of Kansas. Roads were laid out on
section lines, providing access to farms. Travel was limited to horse-drawn
vehicles. The central Kansas area population grew rapidly and was responsible
for establishment of many towns and schools that have since faded into history.
Early methods of transportation set the pattern and standards for our
roads and streets, and in most cases they have remained unchanged as to width,
alignment, and grade.
The advent of the automobile marked the beginning of a vast change.
Although its influence on the economy was impossible to forecast at the _time,
the automobile stimulated the early growth of communities whose locations,
enterprise, and transportation facilities were so favorable as to draw trade and
population to them. These cities provided opportunities in trade and industry.
With them a newly developed interest was stimulated in better roads and streets.
Increased use and reliability of the motor vehicle brought a revolutionary
growth of new business methods. Present day supermarkets, drive-in theaters,
park-and-eat cafes, bank drive-ins, and elaborate shopping centers are some of
the most recent developments stemming from the motor vehicle. New business
locations are designed to provide convenient and adequate parking for the motor-
ized trade. From all indications, the surface has just been scratched in creating
new and more convenient ways of doing business with the motorized customer.
In any traffic plan, air travel must be considered because of its influence
on ground travel. Commercial aviation will soon be in the jet age. The resulting
effect will create a need for more feeder-line service, channeling passengers to
trunkline stops. Surface travel will increase as changes in other forms of commer-
cial travel react to the jet-age feeder.line influence. If Salina is deprived of
trunkline service, it still is well adapted to feeder service because of its excellent
Class II airport which has paved runways of desirable length.
Conservative estimates made with this study indicate Saline County's
population will reach 58,600 by 1977. This represents an increase of almost 40
per cent, or about 16,600 people, many of whom quite probably will be located
outside the present corporate limits of Salina.
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60
POPULATION TREND
so IN
SALINE COUNTY
! 40 AND
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"'3 S; ,,;'}'1l)
o
1900
1910
1920
1930
1940
1930
1960
1970
1980
YEAR
o
1900
19S0
1960
1970
1980
3000
2S00
z 2000
o
~
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~ 1 SOO
o
"-
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POPULATION TREND
IN
KANSAS
~ 1000
SOO
1910
1920
1930
1940
YEAR
Whenever a large number of people are brought together to live and work,
time is increasingly important. The head of the family must travel to work on
schedule. Children must get to school. The interchange of goods and availability
of personal services must be maintained in a steady flow. In each instance trans-
portation is a key factor. The present tyPe of community life could not exist at
its present high standard without modern highways and streets. To provide streets,
utilities, and public transit for the expanding areas of the city will require sound
planning to assure economical, orderly development, A well planned street sys-
tem will serve as an important framework upon which to locate parks, schools,
and other public institutions; right-of-way costs will be less and home buyers
will be better able to choose a location for their needs. "Strip towns" along
major streets will be avoided.
In Saline County the number of vehicles will increase at a faster percentage
rate than the population. In 1940 there were 10,659 vehicles registered in the
county. In 1957 there were 23,730 vehicles. It is anticipated that registration
will reach approximately 37,000, an increase of 56 per cent, by 1977.
8
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Estimates made by the State
Highway Commission of Kansas, based
on analyses of motor vehicle use stu-
dies and fuel consumption on highways,
indicate the average motor vehicle in
Kansas traveled 7,010 miles per year
in 1930 as compared to 8,891 in 1950
and estimate annual mileage of 10,210 en
... 20
by 1977. In city travel alone the average ~
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dwelling is responsible for about seven ~
auto trips per day, broken down by street ~
use as follows: 1. 5 downtown, 2.5 to
centers of activity, and 3 on local ac-
cess streets.
Total miles traveled on Saline
County roads and streets rose from
139,700,000 in 1950 to 221,000,000 in
1957 Estimates based on anticipated
registration and vehicle miles per year
indicate that total travel by 1977 will
reach 376,400,000.
These figures are believed con-
servative. Even so they indicate total
travel will practically double in the next
twenty years.
40
35
MOTOR VEHICLE
REGISTRATION
IN
SALINE COUNTY
30
25
15
10
5
0
1920 1930 1940 1950 1960 1970 1980
1750
1500 MOTOR VEHICLE
REGISTRATION
IN
1250 KANSAS
1000
750
500
250
0
1920 1930 1940 1950 1960 1970 1980
.
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1930
1960
1970
1940 1950
1980
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MAP Of
SALINA. KANSAS
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SHOWING
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TRAFFIC FLOW
AVERAGI! WEEK OAY WLUME
ON
PRINCIPAL STREETS
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Traffic Management
TRAFFIC AIDS
Obtaining the maximum efficiency of an existing street system is the
paramount objective of a traffic engineer. By judicious use of available controls,
traffic management can revive, with a minimum of delay and congestion, a
street that has ceased to serve its primary purpose of moving traffic safely.
Some of the most common traffic aids utilized to increase street capacity
and extend the useful life of a street are:
1. Traffic regulations--parking control, turn restrictions, bus stop
locations.
2. Traffic routing--one-way streets, bus routes, truck routes.
3. Traffic control devices--signs, traffic signals, railroad signals,
pavement markings.
4. Physical improvements--channelization, intersection redesign,
right and left turn lanes, street widening.
Traffic on many of Salina's streets is especially heavy during peak hours,
and in some instances extreme congestion exists. Such situations warrant an
investigation of street capacities to determine the severity of the congestion and
how traffic management can provide sufficient relief. Where traffic aids will not
offer ample relief capita1improvements are necessary.
CONGESTION
The maximum traffic volume that can enter and clear any approach to the
intersection during one hour, with no driver waiting for more than one complete
signal cycle, is referred to as the practical capacity of that approach. It natu-
rally follows that capacity of a street is limited to the capacity of its intersections,
the trouble spots where traffic congestion begins. .
Forty-three of the city's busiest and most dangerous intersections were
analyzed. Nineteen of these employ traffic signals; four utilize the four-way stop
sign; the remaining twenty have stop sign control on the minor street only.
Traffic counts were taken to determine the number and type of vehicles
using each intersection and the turning movements encountered. This data was
adjusted to peak hour traffic volumes and the practical capacity of each leg of all
intersections was computed. The most critical locations were determined by
11
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CLAFLIN
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= PRESCOTT
TRAFFIC CAPACITY vs DEMAND
ON THE
PRINCIPAL STREETS
EXHIBIT B
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LEGEND
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HSOO
rooo
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DEMAND SCALE CAPACITY
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1200
754
NORTH LEG
SANTA FE a MULBERRY
J-I 500
~ 400
~ 300
~ 200
r- 100
293
EAST LEG
9th a CLAFLIN
365
1200
1100
1000
900
800
700
600
500
400
300
200
100
NORTH LEG
CRAWFORD a FRONT
EAST LEG
COLLEGE a WALNUT
LEGEND
CD - EXISTING DIAGONAL OR PARALLEL PARKING
(g) - PROPOSED PARALLEL PARKING
~ -PROPOSED PARALLEL PARKING ONE SIDE
WITH TWO-WAY TRAFFIC
@ - PROPOSED NO PARKING WITH TWO-WAY TRAFFIC
1247
1200
1100
1000
900
800
700
600
500
400
300
200
100
725
EAST LEG
FRONT a IRON
SOUTH LEG
SANTA FE a IRON
EXHIBIT C
comparing the capacity to the demand
of each intersection. The results are
graphically shown on Exhibit B. This
map points out intersections where con
gestion is most critical and traffic aids
most needed. Santa Fe, Fifth, Seventh,
and Ninth Streets in the Central Business
District are extremely congested.
Investigation of accident occur-
rences shows the maximum frequency at
five o'clock. A secondary peak is at the
noon hour. Both are periods of concen-
trated traffic flow. Exhibit D is a spot
map of accidents and shows a high per-
centage of these accidents in the Central
Business District. Congestion is
largely responsible for the accident rate.
Diagonal parking adds to it by creating
congestion because it consumes excessive
street space and creates accidents by its
very nature. Previous studies have shown
that diagonal parking causes up to three
times as many accidents as does parallel
parking .
BE LIE F
200
=+= ~. .:t=
SAL I NA -
1956 ACC I DENTS ,
BY ~ .- ..
HOURS
.
+..
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~ ,
150
100
50
o
t I 2 3 4 ~ A~ 7 8 9 10 II I I 2 3 4 5 P: 7 8 i 10 II t
HOUR OF o..y
300
~
o 200
il
~
15 /50
~
100
SALINA
1956 ACC I DENTS
BY
DAYS
50
DAY OF WEEK
Several methods of relief have been considered; some are interim mea-
sures, some are necessary for present improvement of substandard conditions,
and some are for future application. The latter measures are to be used when
today's traffic volumes have increased considerably.
Exhibit A (see end of chapter) shows traffic demands in tabular form
along with (1) existing practical capacities and (2) the practical capacties result-
ing from various corrective measures. Identical information is graphically
presented for several typical intersections in Exhibit C. By applying one or
more of these measures where needed, an overall system that is adequate can
be formed. Each measure has its advantages and disadvantages, and each must
be considered and explained.
Parking
Street capacities can be greatly increased by changing from diagonal to
parallel parking. A parallel parked car requires approximately ten feet less
street width than a diagonally parked car. A street with parallel parking, there-
14
ACCIDENTS
IN
SALINA,KANSAS
1956
LEGEND
o COLLISIONS
6 IN~UtllIU
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fore, has an additional twenty feet for traffic, Another advantage of parallel
parking is the saving of space needed to enter and leave a stall, sixteen feet for
the parallel parker against thirty-five feet for the diagonal parker.
The change from diagonal to parallel parking should be executed now on
some of the downt'own streets. It will be a necessity on all streets in the near
future. This will increase the traffic flow, but reduce the amount of street
parking by 50 per cent because there is room for only one parallel parked car
where there was room for two diagonal parked cars. The question then arises
as to where the deposed parker will go. Either he must park farther from his
destination, or sufficient off-street parking must be provided near the center of
business activity
Accommodation of the parker is of prime importance. Stagnation of any
Central Business District generally is caused by two factors; (1) congested
streets, and (2) lack of parking. Cities eliminating these two disadvantageous
factors by adopting new traffic systems have established the fact that free-flowing
streets and Off-Street parking have increased downtown trade considerably.
Salina has realized the need for Off-Street parking and established four
surface lots accommodating approximately 260 vehicles. The conversion of
parking on Santa Fe Avenue alone will make it necessary to provide 250 additional
Off-Street parking spaces.
Off-Street parking, then, is Salina's first task. The cost is of concern,
but taxpayers should be relieved to learn it is far more economical than to retain
diagonal parking and incur the heavier expense of widening the downtown streets
to eliminate the congested traffic.
One-Way Streets
One-Way streets, in pairs, have been referred to as "the poor man's
divided highway" because such a divided highway can be created overnight at
comparatively little cost. Like the divided highway, it separates opposing streams
of traffic, provides more capacity, permits higher average speeds, makes turning
movements easier, increases passing oPportunities, reduces intersection conflicts
and hazards, and simplifies progressive signal timing. Generally speaking,
business is not adversely affected and is usually helped by One-Way operation.
In some cases, however, where business is dependent on traffic from a certain
direction, a One-Way street can be a disadvantage.
Other minor disadvantages sometimes occur when some motorists have to
travel out of their way. This can cause congestion at their terminii.
A new One-Way street system requires considerable education and enforce_
ment before motorists become thoroughly accustomed to the new operation.
17
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III SANTA FE a I RON
-i j TRAFFIC L.AYOUT
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III FOR
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OfU:-WAY ST"![T SYIUM
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III I- IU",lIIIN..MA!tTIN
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EXHIBIT F
Exhibits F and G show the recommended layout
to improve the flow of traffic in the Central
Business District. This fs a part of System I
as written up under Special Recommendations
on Page 30.
I III i
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TRAFFIC LAYOUT
ONE-WAY STREET SYSTEM
FOR
CENTRAL BUSI NESS DI STR 1 CT
SALINA, UNSAS
IUftGWIN a MA"TIN
1901
I I
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~ WALNl;IT - -
-. - -
NOTE:
PAftKING IS SHOWN ONL.V TO
.NOI CATE END 01" BLOCIC
REST"ICTIONS.
LOCALIZED "UTftICTtONS
SUCH AI TAXI STAHDS, I"UU:
PL.UGS AND LOAD' Ne %ONII
ARE NOT'INDlCATED.
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TRAFFIC CAPACITY - DOWNTOWN
NOTE' DIRECTIONAL FLOW OF TWO-WAY TRAFFI C ASSUMED EQUAL,
lAPPROACH CAPACITY' 1/2 TOTAL CAPACITY. 1
CONDITIONS' FIXED TIME SI GNAL,
10% COMMERCIAL VEHICLES,
20 % TURNIN G MOVEMENTS.
4800
4400
4000
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:3200
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800
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TOT AL WIDTH OF STRf.ET IN FEf.T
EXHIBIT E
Turn Controls
Turning lanes should be provided wherever and whenever heavy turning
demand exists. In extreme cases channelization should be provided. If street
widths are not available for turning lanes even after eliminating parking, and
the through traffic is heavy, turning movements may have to be prohibited. Turn
prohibition such as is now being used at several downtown locations is effectively
increasing street capacity, reducing congestion, and reducing accident exposure.
Extension of this control is recommended.
Bus Stops
Bus stops may be located on near or far sides of the intersection or in
mid-block. No one factor dictates the exact location and all conditions must be
considered.
20
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The far side of the intersection offers some advantages in that (1) less
curb space is required, (2) a right-turn lane will function more efficiently if
busses are not present, and (3) it is less hazardous for a left-turning bus and
should always be used in this case. A near-side bus stop has the advantage that
right -turn traffic can utilize the bus stop when not occupied by the bus.
Traffic Signals
Signal timing has a pronounced effect on street capacity. Intersection
capacity is reduced by signal installation. They should be used only where
warranted and where they are useful to assign right-of-way to vehicles approach_
ing the intersection.
PROPOSED TIMING - ISOLATED SIGNALS
Intersection R y G
9th 30 3 27 (Existing timing )
Pacific 30 3 27
Broadway 22 3 35 (This is timing as submitted
Crawford 38 3 19 by State Highway Commission. )
9th 24 3 33
Crawford 36 3 21
9th 19 3 38
Cloud 41 3 16
Santa Fe 25 3 32
Crawford 33 3 22
Signal timing should favor the main flow of traffic with a minimum of
green time to the minor street. Progressive signal timing can be advantageously
utilized to maintain a continuous flow of traffic through consecutive signals.
Nationally adopted signal warrants e.stablishing minimum vehicular traffic
volumes in urban areas, required by the State Highway Commission of Kansas
for signal installations on all connecting links, and recommended for all city
streets, are as follows for fixed time signals:
1. Total vehicular volume entering the intersection from all approaches
must exceed 750 vehicles per hour for each of eight hours of an average
day.
2. Total vehicular volume entering the intersection from the minor
street or streets must exceed 250 vehicles per hour for the same eight hours.
21
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SALI NA, KANSAS
L.EGEND
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Or, special conditions may justify signals where traffic volumes do not
meet this warrant. Additional warrants are shown in the publications listed in
the following section, "Standard Codes ".
Minimum standards require two signal faces visible to traffic on each
approach to an intersection. Thus, if a truck or bus obscures one signal, a driver
will still have a second signal to observe. The recommended position for the two
signals is to place one on the far right and one on the far left of the intersection.
This arrangement also provides a signal for pedestrians.
RECOMMENDED CHANGES OF 4-WAY STOP SIGNS
5th and Mulberry
Remove stop signs on 5th Street (I-way southbound).
8th and Ash
Remove stop signs on Ash Street.
7th and Woodland
Remove stop signs on 7th Street (I-way northbound).
8th and Walnut
4 way stop signs tolerable until volumes warrant traffic
signals.
7th and Crawford
Remove stop signs on Crawford.
Front and Crawford
Remove stop signs on Crawford. School stop control,
if needed, should utilize a 4-way stop only during the
school crossing periods.
Santa Fe and Claflin
Remove stop signs on Claflin.
Quincy and Jewell
Remove stop signs on Q'uincy. School stop control, if
needed, should utilize a 4-way stop only during the
school crossing period.
Standard Codes
Standardization of placement and use of signs, signals, and permanent
markings is desirable. Uniformity in this phase of traffic management can be
obtained only when standard codes are used.
The following two manuals are published by the state Highway Commission
of Kansas and should be followed by all Kansas Cities:
1. "Manual for Uniform Traffic Control Devices for Streets and
Highways in Kansas ", Part I, Signs and Markings.
2. "Manual for Uniform Traffic Control Devices for Streets and
Highways in Kansas ", Part II, Traffic Signals and Islands.
24
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SAUNA, KANSAS L P .n._\_ T' .
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TRAFFIC CONTROL . \\ I ..
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8URGWIN I!l MARTIN
1958
II
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EXHIBIT L
Railroad Protection
Hazardous railroad crossings are a bugaboo which, because of economic
factors, usually must be tolerated by the motoring public. There are relatively
few crossings which have sufficient bad features to overbalance the economic
consideration and warrant a separation structure. Criteria for determining what
type of protective device is required, or if a structure is required, are not esta-
blished by the State, but the Bureau of Public Roads published in March, 1957,
the "Manual for Estimating Needs, Section 210 Study", which lists criteria for
this purpose.
WARRANTS FOR RAILROAD PROTECTION DEVICES
Traffic Counts Based on 1971 Volumes
WARRANTS
ADT x Trains
IDGHWAY
TYPE OF PROTECTION
ADT
1500 to 5000
New and Existing
Flashing Lights
5000 1 track
3000 2 track main
3000 1 track hi speed
New and Existing
Short Arm Gates & Flashing
Lights
2000
New and Existing
Short Arm Gates & Flashing
Lights
20,000
Existing Ru- al
Grade Separation
100,000
Existing Rural
Grade Separation
200,000
Existing Rural
Grade Separation
Sipgle or Multiple
Main Line Tracks
Existing Multilane
Rural & Urban
Grade Separation
New 4-Lane
Grade Separation
50,000
New
Grade Separation
Effectiveness of various protective devices should be considered when
choosing a particular type of device for a specific service. The effectiveness
of some devices are shown in the following table.
26
RELATIVE PROTECTIVE VALUES OF PROTECTION DEVICES
Based on Value = 1 for Signs
Bells
Wigwag
Wigwag & Bells
Flashing Lights
Flashing Lights & Bells
Wigwag & Flashing Lights
1.5
3.0
3.3
5.0
6.0
6.4
Wigwag & Flashing Lights & Bells
Watchman, 8 hours
Watchman, 16 hours
Watchman, 24 hours
Gates, 24 hours
Gates, Automatic
7.7
6.3
9.5
12.0
12.7
17.5
Source: Public Roads, Vol. 22, No. 6
It is recommended that where flashing lights are used, or are planned,
they be "wigwag" with flashing lights and bells.
CONSIDERATIONS AND RECOMMENDATIONS
Considerations
In establishing these recommendations consideration was given to the
following facts:
Changing from diagonal to parallel parking increases capacity 76 per
cent on Santa Fe Street, 90 per cent on Fifth Street, and 88 per cent
on Seventh Street.
Eliminating parking increases capacity 38 per cent on Ninth Street,
and 200 per cent on Santa Fe Street.
Converting all diagonal parking to parallel parking and retaining two-
way traffic, eliminating parking on Ninth Street, and modernizing and
improving traffic aids will increase street capacity 94 per cent in the
Central Business District.
Installing a system of One-Way streets, installing parallel parking on
Santa Fe Street, eliminating parking on Ninth Street, and modernizing
and improving traffic aids will increase street capacity 52 per cent in
the Central Business District.
General Recommendations
1. Immediate action should be taken by the City to provide additional
Off-Street parking.
27
2. Street parking recommendations:
a. Convert diagonal parking to parallel parking on Santa Fe
Avenue. (Exhibits J and K.) Four lanes of moving traffic will
then be provided on this facility
b. Prohibit parking on Ninth Street at all times on both sides
(Exhibits J and K.) This facility will then serve as a major 4-lane
north-south arterial.
c. Adopt these model parking prohibitions:
(1) Within 20 feet of a crosswalk at an intersection.
(2) Within 30 feet upon the approach to any flashing beacon,
stop sign or traffic control signal located at the side of the
roadway.
(3) Within 50 feet of the nearest rail of a railroad crossing.
(4) Within 20 feet of the driveway entrance to a fire station
and on the side of the street opposite the entrance to a fire
station within 75 feet of the entrance.
(5) On the roadway side of any vehicle stopped or parked
at the edge or curb of a street.
(6) Within a bus stop zone.
3. Recommend removal of unwarranted 4-way stop signs (Page 24 and
Exhibit J).
4. Specific use of pavement markings as a traffic aid:
a. Lanes and centerlines.
b. Directional arrows.
c. No parking zone s.
d. Parking stalls.
e. Crosswalks.
f. Bus stop zones.
5. Traffic protection at railroad crossings should be modernized:
a. A viaduct crossing is recommended to carry Ninth Street
over the extensive trackage between Bishop and North. This
separation structure is warranted by the amount of conflict
between vehicular traffic and railroad traffic. The structure
also serves to separate two major arterial streets, Ninth and
North.
28
b. Install gates and flashing lights at the following railroad crossings:
(1) Missouri Pacific at Broadway between Cloud and Republic.
(2) Union Pacific at Broadway between North and Lincoln.
(3) Missouri Pacific at Cloud, Republic, Crawford, Walnut,
State, Santa Fe, North, and Ohio.
(4) Union Pacific at Cloud, Republic, Crawford, South,
Walnut, Iron, Ash, and Elm.
(5) Atchison, Topeka and Santa Fe and Chicago, Rock Island
and Pacific crossings at North Street between Santa Fe
Avenue and Front Street and at Ohio Avenue.
(6) Union Pacific at North Street near Broadway.
c. Install flashing lights at the following locations:
(1) South of Chicago, Rock Island and Pacific tracks cross-
ing Santa Fe Avenue just north of Pine Street.
(2) North of Union Pacific spur crossing Santa Fe Avenue
just north of North Street.
d. Install modern type flashing lights to replace those now in use.
e. Sign protection should be installed at all remaining crossings
of streets with main-line, spur, or switch tracks.
6. The following recommendations are suggested for relieving congestion
at critical isolated locations:
a. Revise signal timing (see Page 21).
Broadway and Crawford
Ninth and Crawford
Ninth and Cloud
Santa Fe and Crawford
b. Eliminate parking on north side of Walnut Street west of
College Avenue (Exhibit J).
c. It is recommended that congestion at Ninth and Claflin be
relieved by widening Ninth Street to 48 feet north and south of the
intersection and channelizing for right-turn lanes, eliminate park-
ing on the east leg of Claflin. (Exhibit A. )
7. Refer to Standard Codes for uniform methods of signing and pavement
markings, for standard operation, and for required warrants for traffic
signals.
29
Special Recommendations
The Central Business District requires special attention in tha~ no single,
or blanket, recommendation will offer ample relief. The solution is therefore
offered in the form of two alternative systems.
1. One- Way Street System. This will increase street capacity while retaining
diagonal parking on the One-Way streets.
A. The proposed One-Way streets are (Exhibits E, F, and G):
Fifth street one-way southbound from Elm street to South street.
Seventh Street one-way northbound from South Street to Elm street.
This system will move some of the traffic load from Santa Fe to
Fifth Street and Seventh Street. These streets are presently operating
at below capacity.
The operation of this One-Way system requires that parking be
removed near some intersections to provide a turn lane where heavy
turning traffic exists as shown in Exhibits F and G. The proposed system
should be installed on a 60-day trial basis.' . Much education is necessary
for the public, the land owner, and the merchants before the system is put
into effect.
B. Modernization of traffic signals is necessary. A progressive signal
system has been developed to facilitate the flow of traffic in the Central
Business District (Exhibit I). All signals in the downtown area should be
interconnected so that continuous progression is provided. As an interim
measure, to serve until interconnecting cables can be laid or radio equip-
ment provided, the offsets between intersections can be set and kept in
check with a stop watch. This system will keep in synchronization until
the power fails or is shut off. Usually a check every week will keep the
system in ti\me. Revised signal timing is to be incorporated with One-Way
street systems and consecutive signal offsets for the progressive signal
system on major streets are shown. This timing is preliminary and after
traffic is adjusted to the new system, and definite traffic patterns are
established, revisions may be required.
All signals should have uniform and recommended color change
sequence of green followed by yellow followed by red and the cycle repeated.
Each color should show alone.
C. Recommendations previously made, which are an integral part of this
plan, are conversion from diagonal parking to parallel parking on Santa
Fe Avenue, and elimination of all parking on Ninth Street.
30
TI. Parallel Parking System. This system gives 80 per cent more relief of
congestion than the One-Way system.
A. Convert all diagonal parking to parallel parking.
B. Two-Way traffic to remain in effect on all streets.
C. Remove parking near some intersections where heavy turning traffic
exists.
D. The recommendation previously made, which is an integral part of
this plan, is to eliminate all parking on Ninth Street.
It is recommended that System I be installed now because the One-Way
system will remove a minimum of street parking. If the One-Way streets operate
satisfactorily there is no reason why they will not serve adequately for many
years.
At such time as the City has acquired sufficient additional Off-Street
parking to handle the parking need created by converting to parallel parking
throughout the Central Business District, then Part A of System II should be
put into effect. Diagonal parking, with its many disadvantages, should not be
retained longer than is necessary.
Recommendations for the Future
When traffic volumes increase beyond the capacity of the recommended
traffic management aids given in this report, reference should then be made to
Exhibit A for.methods of more efficient use of the street system.
Street capacities are shown in EAhibit A which are beyond the require-
ments of today's traffic. These have been included so that when traffic increases
and congestion appears imminent, further improvements can be selected from
the exhibit and applied to relieve that congestion.
31
TRAFFIC DEMAND AND CAPACITY
ONE WAY STREET SYSTEM & REMARKS
:t: CHANGE PARALLEL
u LL~ EXISTING DIAGONAL PARK ELIMINATE DEMAND TURN TYPE OF PRACTICAL
<( 0%
I NTERSECTI ON~I.LI;:: DEMAND PRACTICAL TO ONE PARKING LANES PARKING CAPACITY
Q..-' Q.. 0:: CAPACITY PARALLEL SIDE
Q.. ><(
<( J- Q..
9th N P 644 980 1205 1383
S P 603 1184 1449 1663
Elm E P 145 273 430 500
W P 338 484 493 598
9th N P 990 592 815 1038 N 1080
S P 1010 956 1316 1676 N 1450
Ash E P 755 477 671 866 1103 R&L P 1050
W P 455 617 851 1100
9th N PI 1070 633 771 960 N 1080
S PI 1100 1019 1242 924 N 2000
Iron E 0 860 393 750 886 1021
W PI 560 1125 1370 324 P 590
9th N PI 1190 1022 1227
S PI 1150 1204 1476
Walnut E P 630 659 807 957
W P 560 657 864 1069
9th N PI 1005 1080 1521
S PI 1115 1541 2081
Mulberry E P 306 345 421 498
8th N P 185 503 635 820
S p 355 466 581 751
Iron E 0 740 639 1409 1985 2558
W D 605 607 1336 1882 2429
8th N P 399 1125 1357 1757
5 P 300 760 915 1188
Walnut E P 497 570 901 1169
W P 456 525 966 1252
8th N P 260 560 724 877
s P 202 844 1130 1325
Mulberry E P 266 714 884 1048
W P 185 1148 1427 1692
7th N D 386 372 658 987 1315
S D 574 378 667 1000 1333 488 0 480
Ash E P 805 791 1117 1444 936 P 1145
W P 694 997 1409 1820
EXHIBIT A
2
TRAFFIC DEMAND AND CAPACITY
ONE WAY STREET SYSTEM & REMARKS
:i: CHANG E PARALLEL
U 1.L.t:J EX I STI NG DIAGONAL PARK ELI MI NATE DEMAND TURN TYPE OF PRACTICAL
<:t:JOZ
I NTERSECT I ON~~ UJ ~ DEMAND PRACTICAL TO ONE PARKING LANES PARKING CAPACITY
Cl. Cl.a:: CAPACITY PARALLEL SIDE
Cl. ~<:
<: Cl.
7th N D 890 461 923 1206 1559
S D 765 372 743 972 1201 864 R D 1030
Iron E D 1075 501 935 1296 1654
W D 1100 424 794 1100 1405 840 L D 1085
7th N D 660 362 670 941 1204
S P 255 579 870 1096 330 P 711
Walnut E P 730 685 969 1251 P 810
W P 720 725 1023 1323 P 800
7th N P 350 509 718 927
S P 160 480 680 876 188 P 653
Mulberry E P 420 820 1160 1499 P 825
W P 290 745 1048 1353 P 875
Santa Fe N D 905 848 1272 1766 2260
S D 740 764 1087 1509 1933
Elm E P 530 698 1100 1411
W P 560 426 673 864
Santa Fe N D 535 787 1152 1419 2141 1050
S D 720 598 876 1077 1625- 915
Ash E P 495 670 1042 1360 920
W P 610 679 1058 1384
Santa Fe N D 1060 960 1499 2081 2663 1068 P 1840
S D 1140 725 1136 1577 2018 440 R P 580
Iron E D 870 540 1203 1715 2231
W S 960 660 1181 1683 2190 896 R&L D 1330
Santa Fe N D 942 456 1124 1564 2000 1390
S D 942 556 1370 1906 2437 R 1090
Walnut E P 572 669 621 813 R 830
W P 584 697 647 847 R 765
Santa Fe N D 855 754 1399 1944 2488 1150
S P 1230 1202 2167 2772 1310
Mu 1 be r ry E P 460 522 524 675 570
W P 415 530 551 712 590
5th N P 300 720 853 1031
S P 425 665 771 880
Elm E P 250 1140 1389 1646
W P 555 685 847 1003
EXHIBIT A - CONTID
3
TRAFFIC DEMAND AND CAPACITY
ONE WAY STREET SYSTEM & REMARKS
:r CHANGE PARALLEL
u ~~
c:( 0% EXI STI NG DIAGONAL PARK ELI MI NATE TURN TYPE OF PRACTICAL
O~ -
INTERSECTION O::UJ UJ::.t::: DEMAND P RACT I CAL TO ONE PARKI NG DEMAND LANES PARKING CAPACITY
Cl...-J a...o::
0... >-c:( CAPACITY PARALLEL SIDE
c:( I-a...
5th N P 495 702 974 1249 693
S 0 645 385 739 1029 1317
Ash E P 645 935 1321 1705 909
W P 730 640 904 1168
5th N 0 680 434 677 943 1208 496
s 0 595 463 724 1007 1291
Iron E 0 785 453 1032 1436 1840
W 0 865 414 941 1309 1678 R 1055
5th N 0 445 371 1005 1406 1807 560
S P 320 548 1117 1461
Walnut E P 220 925 871 1125 545
W P 370 718 675 873 525
5th N P 450 695 996 1293 376 P 725
S P 400 1179 1690 2194
Mulberry E P 250 414 581 747 230 P 640
W P 330 504 705 908 238 P 945
9th N P 596 1062
S P 399 810
Pacific E P 510 882
W P 537 1000
Broadway N N 595 2149
S N 820 1470
Ash E P 280 285
W
Co 11 ege N P 208 945
S P 166 890
Ash E P 99 367
W P 109 320
Broadway N N 1279 1360
s N 1424 1665
Walnut E P 318 288
College N P 670 765 993 1203
S P 641 516 1242 1503
Walnut E P 364 220 288 359 Park one side only
W P 381 341 488 608
EXHIBIT A - CONT'D
4
TRAFFIC DEMAND AND CAPACITY
:J: CHANGE PARALLEL
u 1.L.<..:l EX 1ST I NG DIAGONAL PARK ELIMINATE SPECIAL IMPROVEMENTS
c::( oz
I NTERSECT ION ~~ UJ ~ DEMAND PRACTICAL TO ONE PARKING
Q.....J Q.. 0::: CAPACITY PARALLEL SIDE
Q.. >-c::(
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9th N PI 1045 1177 1382 Revise signal timing
S PI 876 910 1066
Crawford E P 548 425 535 664
W PI 634 509 603
9th N PI 865 1183 1859
S PI 812 922 1447
Repub 1 i c E PI 222 355 607
W PI 275 345 402
9th N N 1010 1643 Widen to 481 ;add right turn lal
S N 1340 900 Widen to 481 ;add right turn 1 al
Clafl i n E P 525 293 394 493 Eliminate Parking
W p 110 190 48 309
Santa Fe N P 788 1991
S P 769 1700
Prescott E PI 121 260
W PI 11 1 335
Santa Fe N P 765 1316 1829 2054 Revise signal timing
S P 665 1135 1577 1771
Crawford E P 415 621 681 834
W P 450 487 535 656
Santa Fe N P 604 1590 1833 20]2
S P 508 2048 2360 2666
Repub 1 i c E PI 242 525 641
W PI 126 302 372
Santa Fe N P 546 925
E 0 387 654
Claflin W 0 595 1095
Iron N P 218 302 403 503
S P 301 299 398 498
Front E P 899 749 999 1247
W P 930 1184 1389 1595
Iron N P 160 387 529 663
S P 255 286 383 477
Oakdale E P 440 947 788 986
W P 460 1102 919 1149
Iron N P 319 350 467 584
S P 165 365 486 606
Ohio E P 382 810 1044 1280
W P 210 668 863 1060
EXHIBIT A - CONCLUDED
PROPOSED SIGNAL TIMING - CENTRAL BUSINESS DISTRICT
for
PROPOSED ONE WAY STREET SYSTEM WITH PARALLEL PARKING ON SANTA FE STREET
All Signal Cycles 60 Seconds
Intersection R Y G Intersection R Y G
Iron 20 3 37 9th 28 3 29
& &
8th 40 3 17 Iron 32 3 25
Iron 25 3 32 9th 26 3 31
& &
7th 35 3 22 Walnut 34 3 23
Iron 29 3 28 Santa Fe 28 3 29
& &
5th 31 3 26 Elm 32 3 25
Ash 28 3 29 Santa Fe 27 3 30
& &
7th 32 3 25 Ash 33 3 24
t-t.
Ash 26 3 31 Santa Fe 30 3 16-11 (Walk with 16
& & t J.(sec. thru arrow
5th 34 3 23 Iron 30 3 16-11 (No I eft turns
Walnut 27 3 30 Santa Fe 29 3 28
& &
7th 33 3 24 Walnut 31 3 26
Walnut 37 3 20 Santa Fe 27 3 30
& &
5th 23 3 34 Mulberry 33 3 24
9th 28 3 29
&
Ash 32 3 25
EXHIBIT H
S tree t
Timed For
Progression
Santa Fe
Ash
9th
Iron
SIGNAL OFFSETS FOR PROGRESSIVE SIGNAL TIMING
Intersection
Mulberry
Walnut
Iron
Ash
Elm
5th
Santa Fe
7th
9th
Ash
Iron
Walnut
9th
8th
7th
Santa Fe
5th
Offsets
Between
Intersect ions
31"
30"
29"
30"
48"
28"
2"
30"
29"
54"
33"
30"
SIGNAL OFFSETS FOR PROGRESSIVE SIGNAL TIMING
SCHEMATIC
Street and Offsets
referenced to be-
ginning of Green From;
0" Mulberry
31"
I"
30"
0"
48" Santa Fe
0"
28"
30"
0" Ash
30"
59"
0" 9th
54"
27"
30" Santa Fe
..,
MULBERRY ST.
Other signals on 5th and 7th Streets that do not have fixed offsets from the above
table should be timed so that speeds of 20 M. P. H. can be attained where possible.
EXH I B IT I
FIRST POINT
OF BEGINNING
OF GREEN
EXHIBIT
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KANSAS
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RECOMMENDED
CLASSIFICATION OF STREETS
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Classification and Standards
As previously mentioned, classifying individual streets into groups accord-
ing to their chief function is necessary in establishing an improvement program.
Each street serves a particular use. This use dictates the type of surface required,
the design dimensions, and the traffic control warranted.
Salina's streets obviously serve several purposes; through traffic is carried
on the State highways; these also serve commuters and some shopping traffic. The
arterials carry shopping traffic and crosstown traffic. Business and residential
access roads carry locally generated traffic. Once the prime function of a street
is established, whether by existing use or by need, the street can readily be classi-
fied.
The grass roots of the system are the access streets. Defined as business
access or residential access, theyserve the abutting property which is both the
generator and the final destination of all traffic. Through traffic is discouraged by
the very design characteristics of the streets; they are not exceptionally wide, are
subordinate at an intersection, and are not necessarily continuous.
Serving next in the system is the minor arterial, or collector street. This
collects traffic from and disburses traffic to access streets and other arterials.
Although serving to some extent as a short through route, minor arterials function
also as access streets to abutting property.
The major arterial is the principle carrier of through traffic. It is the
high capacity street of the system and furnishing access to abutting property is a
secondary 'function. These arterials carry traffic between concentrated areas of
activity and also. to and from these areas.
CLASSIFYING SALINA'S SYSTEM
The street classification system especially recommended for Salina is
shown on the facing map. New major and minor arterials are recommended
where heavy traffic indicates a definite need. Existing routes are utilized where-
ever possible. These routes have been coordinated with improvements to be
made around the city by other governnient bodies. Connecting routes are esta-
blished to the air base access road and to the Interstate routes skirting the city
on the west and north. The street classification system was established both
by present land use and by knowledge of zoning plans; in this fashion it will
remain an asset to the growing city. Consideration was given both to traffio
and geographic coverage to provide for orderly development of the area.
Existing streets in Salina presently serve in some position in a system
established by natural selection. The recommendations of this report give full
consideration to these natural routes. Where existing high capacity routes are
39
I'
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I
OHIO STREET EXPRESSWAY
GRADE INTERSECTIONS
TRAFFIC SIGNALS AT MAJOR ARTERIALS
STOP SIGN CONTROL ON MINOR ARTERIA~S
24'
I~
RESiDENT I AL
24'
16'
.1
I.'
r-rtII
MAJOR ARTERIAL
CHANNELIZATION
MAJOR ARTERIALS
I~S'
0.'
..' "
S'
~
11'
I
10' :1
j: 10' I
u'
2 LANE MINOR
GENERALLY RESIDENTIAL
MAY BE NECESSARY TO PROHIBI T
PARKING IF TRAFFIC VOLUME WARRANTS
.0'
~
CO....ERC I AL
DES I GN
STANDARDS
FOR
STREETS IN
SALI NA, KANSAS
BURGWIN a MARTIN
COSUl Tl NG ENG I NEatS
TOPEKA, KANSAS
1958
I~I~ Id I II' ~i' II' 10'1~'1
10' 32' =r=4 10' I
I~ ~I"' I' ~
- -
RESIDENTIAL ACCESS
ACCESS
BUSINESS ACCESS
SfREETS
I '0,'8'
I WALKS I
MINOR
ARTERIALS
!~
4 LANE MINOR
GENERALLY BUSINESS. INOOSTRY.
IIULTI-FAIlILY RESIDENTIAL
a COLLECTOIl
~'I
available and fit into the system they are utilized to the fullest extent possible.
The inventory of existing streets is shown on a map at the end of this chapter.
The results of the study indicate that the city lacks the necessary arterial
streets to serve the public adequately. Sim e today's economy is entirely depen-
dent upon the automobile, more transportation facilities mtEt be developed. Unless
done, slow stagnation of the Central Business District will occur. other areas,
too, will be adversely affected.
The City presently has a well-conceived zoning ordinance which can
maintain uniformity of development. Enforcement of this ordinance can assure
the coordinated and logical development of the city, its street plan, or other
city development.
The new levee system establishing a low flow river channel within the
city has been considered and will economize on the improvements of many street
facilities which are adjacent to or will cross this stream.
DESIGN STANDARDS
Much of the city's existing street mileage was designed and built for
traffic of years ago and adequately served that period. Today's requirements are
much greater. Safety and increased capacities are of prime importance. Ade-
quate standards have been expertly established and are accepted ani applied by
the majority of municipalities. The same standards have been applied in this
study.
Desirable features are:
1. Traffic lanes wide enough to give driver freedom, provide greater
capacity, and reduce accident occurrences.
2. Ample street illumination.
3. Curb, gutter, and storm sewers.
4. Sidewalks.
5. Controlled access and frontage roads on major expressways to pre-
serve the usefulness of the facility.
6. Street alignment without jogs.
Separate design standard were established for each major classification
and were varied within the classification according to traffic volume. Design
standards recommended in this report are shown on the following page and are
based on criteria of geometric design established by the State Highway Commis-
sion of Kansas, the American Association of State Highway Officials, and the
National Committee on Urban Transportation.
It is recommended that the City officially adopt the classified street sys-
tem together with the recommended standards as a definite aid and guide to future
development. Such a plan defines the location, type, and standards of construction
for streets in future subdivisions. It is also recommended that such a plan be
officially reviewed periodically (5 to 10 years) to meet unforseen or changing con-
ditions which may necessitate adjustment of the plan.
41
MAJOR ARTER I ALS HI NOR ARTER I ALS
DESIGN FEATURES Standard No. I Standard No. 2 Standard No. 3 Standard No. 4 Standard No. 5 Standard No. 6 Standard No. 7 Standard No. 8
1957 ADT Vo 1 ume Over 4,000 to 10,000 Under Over 7,500 to 10,000 4,000 to 7,500 Under
(Total for No. of Lanes) 15.000 10,000 to 15,000 4,000 10.000 4,000
Control of Access Ful I Control Partial Partial Partial --- --- --- ---
Surface Type High High
No. of Hoving Traffic Lanes 4 U 4 4 4 L2. 4 4 4 4 ~
Median Width (Ft. ) L3 30 20 20 20 --- --- --- ---
Minimum Lane Width (Ft.) 12 12 12 12 12 12 II 10
Curb & Gutter - Storm Dr.~ Yes Yes
Sidewalks 15 No Yes Yes
Frontage Roads 12- Where Necessary I No No
Right-of-Way Width Variable Variable-100'Min Variable Variable-IOO'Min
Parking permitted on Frontage Roads Only None Permitted on Street None Permitted on Street Parallel Parki ns Parallel Parking
g~hpg~kl H8urs permi tted
111 uml nation lL Continuous Continuous
----
Shoulder Width (Ft.) L8 10 10 10 10 10 10 j 10 10
Intersection Treatment Wi~ Progressive or fixed-time Traffic Signal Systerr Yield Si~ns;
J~{,or ~re, ~t traffic on Grade Separation Channe I i zed and Signa I i zed Channel I zatlon where warranted. slgnala ~ ere
in ersec I na s reet. nee e
Less than 10% of Traffic Intersections at Grade Sto~ Sign Control; Progressive or fixed-time Traffic Signals
on IntersectlnQ Street wit Channelization where warranted
Structure Width Pavement Width + Shoulder Width + Median Width + Sidewalks
Vertical Clearance (Ft.) 15 Feet
Design Loading H2O S16
Railroad Crossing At All I Make feasibi 1 ity study of each R.R. Crossing prior to decision re Structure Need. Cons I der Safety and Economl cs
Separation Structure ,as paramount factors in reaching decision. If 1975 ADT x Number of Trains per day exceeds 200,000, the need for
R.R. Crossingsl a separation structure is indicated.
I If study indicates that separation structure is not needed or Is not feasible, provide for Watchman, Gates, or
R. R. Crossing Protection See Above i Flashing Signals at all mainline crossings and at switch or s~ur tracks where deemed advisable. On Switch or
IABVr Trac~s nOf neeQingDabovivprotecaio~, abgns must be insta led. Gates and Flashing Lights are needed If 1975
, x num er 0 trains er aa excee 5 0
l>
\D
NEW CONSTRUCTION STANDARDS
FOR
ARTERIAL STREETS IN SALINA KANSAS
LL
LL
L1-
l!L
ti
LL
l.S....
Capacity Studies may Indicate need for more than 4 lanes if ADT exceeds 40,000 .
Design should be m~de for 4-lanes with Median, etc.; Construction of 2-lanes is adequate for first stage Improvement
Median Width may have to be reduced where cost of additional Right-of-Way is prohibitive
Where Arterials traverse rural-like areas, curb and gutter may not be needed. Curb Height should not be over 8"
Width of Sidew~lks shall not be less than 4' in Residential Areas and not less than 10' In Business or Industrial Areas.
If Frontage Roads are provided, 2-11" lanes with additional space for parking will be designed
In outlying dreas where traffic volumes are low, illumination may be needed only at street intersections
Where Curb & Gutter plus sidewalks are designed, the minimum space between Curb and Sidewalks shall 12'; Where constructed without Curb and Gutter
shoulders dre to be stabi lized.
NEW CONSTRUCTI ON STANDARDS
FOR
ACCESS STREETS IN SALINA KANSAS
,.
'f
BUSINESS OR INDUSTRIAL RESIDENTIAL
Primarily Business Primarily Industrial Adjacent t9 ,ullness or Depsy . OutJyi ni
DESIGN FEATURES Industria rea Residentla Area Residential rea
Standard No. 9 Standard No. 10 Standard No. II Standard No. 12 Standard No. 13
Control of Access --- --- --- --- ---
Surface Type High High Medium
No. of Hoving Traffic Ls. li 4 4 4 2 2
Minimum Lane Width lFt.) 12 12 12 12 12
Median Width (Ft. ) --- --- --- --- ---
Curb, Gutter & Storm Dr. ~ Yes Yes Desirable
Sidewalks II 'Yes Yes
Frontage Roads --- --- --- I --- ---
Right-of-Way Width I!f Variable Variable
Parking ~ Yes Yes
Illumination Conti nuous Continuous .At intersections & str.
Shoulder Width ~ --- --- --- --- ---
Intersection Treatment With Prov! de channelized and signalized intersections at grade, for high
lOu/", or more, of Traff I c on traffic volumes. For lower traffic volumes, provide progressive orf~ed Traffl c Actuated Signs or FTxed
ntersectlna Street. time signal system. Where warranted;stop sign control is mandatory. Time Signals where warranted; Stop
Less than 10% of Traffic Provide Traffic Actuated Si gnals wrere warranted; Stop Sign Control Sign Control I s mandatory.
on Intersecting Street. Is mandatory.
Structure Width Pavement Width + Shou 1 der Width + Sidewalks
Vertical Clearance lFt.) 15 Feet
Design Loading H2O sl6 I H-15
Railroad Crossing Make feasibility study of each R. R. Cross i ng, prior to decision re structure need. Consider Safety and Economi cs as
Separation Structure paramount factors In reaching decisions.
If above study dictates that separations structure is not needed or Is not feasible, provide for watchman, Gates, or
R.R. Crossing Protection Flashing Signalsat all mainline crossings and at switch or spur tracks where deemed advisable. On Switch or Spur
l! Tracks not needing above protection, signs must be provided.
II
Li.
Ll
Lli..
The number of traffic lanes to be determined from Traffic forecast to 1975.
be 36 feet.
All streets should have curb and gutter; curbs should not exceed 8" in height; storm drainage facilities shall be provided where engineering
study shows a need for same.
Sidewalks should not be less than 10' wide in Business and Industrial Areas and not less than 5' wide In Residential Areas
Right-of-Way width for streets In Business or Industrial areas should not be less than 80 ft.; For Residential Areas, should not be less than
70 ft. The requirements will vary depending upon use of streets, ADT, terrain, etc. Each situation must be analyzed from engineering view
paint.
Parallel Parking only. Traffic studies to be of continuing nature to determine needed parking controls and need for off-street parking
facilities. Streets are primarily provided for movement of traffic and not for parking of vehicles.
In outlying areas where cu.rb and gutter Is not inunediately constructed, shoulder widths should not be less
Flashing Lights should be provided where product of 1975 ADT and number of trains per day Is between 1,500
are needed If 1975 ADT x Number of Trains per day pvrppds 3,000.
For residential streets the minimum width from curb to curb shall
lS.
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than 8 feet, preferably 10 feet.
and 3000. Gates and Flashl ng LI ghts
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MAP
SALINA
KANSAS
EXISTING
SURFACE TYPE a WIDTH
WIDTH OF RIGHT OF WAY
IIUI'lGWIN .. ,......TIN
CONSULTING ENGINEERS
IllS"
LEGEND
_ COMCRETE, BRlCI< II< HEA...." T"PE 81T\IMIHOUS
..... UGHT TYPE BITUMINOUS
111111111111".1 'R.......EL
_ DE04C...TEDDNLY
_ R"'llROAO
___ CITY liMITS
1: CONCRETE
K 8RICI<
F. HE.......... TYPE 1l1TUMlffOUS
F. lleHT TYPE
E. GR.......El
o OEOIC"'TEO
52 - 60
ta) (b)
tal' ROADW"'Y WIDTH
(b)- RIGHT OF W"'Y
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Street Needs and Program
The recommendations for improvement of Salina's streets have been
based on an engineering appraisal. Each mile of each street was appraised and
results analyzed to determine its ability to serve its function in the Recommended
Street Classification System.
METHODS OF APPRAISAL
Information on street conditions was obtained from on-the-spot field
surveys, and from data previously accumulated. Items recorded in the surveys
included roadway width, surface type, surface condition, existing illumination,
presence or absence of curb and gutter and sidewalks, and right-of-way width.
streets were appraised according to criteria presented in the manual,
''Basic Procedural Guide for Determining Needs of the street System in Salina",
compiled and published by Burgwin and Martin. These criteria were based on
allowable and minimum conditions established by various interested state and
national street and highway groups.
DE FICIE NCIE S
Present deficiencies are shown in the following table by per cent:
Major Arterial Minor Arterial Access streets
Surface Type 14% 39% 82%
Surface Width 60% 45% 8%
Surface Condition 4% 0% 9%
nlumination 30% 38% 0%
streets Deficient 78% 90% 24%
Allowable conditions are referred to as tolerances. If the existing fea-
tures of a street meet the minimum allowable criteria in most respects the
street is classified as tolerable. Economy dictates that a few existing faults
must be endured, If the street fails to meet minimum standards in many re-
spects, then it is classified as intolerable and should be improved. Safety,
usefulness, and high maintenance costs are.several reasons for improving a
street.
It is noticeable in the Table of Deficiencies that a majority of the streets
are deficient now, and that today's traffic is suffering from these deficiencies
and severely taxing the system.
45
IMPROVEMENT PROGRAM
The full program of improvements are scheduled over a 20-year period.
At the half-way mark in that period it is suggested the program 1;>e re-analyzed
to determine if the street improvement plan presented in this report is progress-
ing as predicted or if changes are needed in it.
The 20- year program is developed into three stages: (1) immediate
improvements; (2) improvements during 0 to 10 years, and (3) improvements
during 10 to 20 years. Projects for each stage are listed in an order of preference
although it is recognized there should be some latitude in this phase of the program-
ming. All improvements shown under different classifications should be corre-
lated with each other.
State highways, too, are shown in order to present an overall and com-
plete picture of the city's needs. These highway improvements are extended to
the proposed Interstate Routes, or are extended as far as it 'is considered to be
of interest within the plan.
Major and minor arterials are shown for improvement in each stage of
the 20-year program.
Access streets are shown for improvement in the 0 to 10 year program.
There is much improvement needed on these streets now, but it is considered
wise to put maximum effort on the maj or and minor arterials immediately and
defer the access streets to later consideration.
Additional improvements have been shown for some distance beyond the
city limits. It is advisable that the City be aware of the cost of making these
improvements. In some cases routes are shown which must be built as a unit to
be of any use. Other situations occur where the city may expand and envelop
more area.
These latter improvements are shown by classification, but are not
shown by stages. Their construction should be timed to a neeci which is diffi-
cult to pre-determine.
The improvement program describes specific improvements for every
street where need warrants it. There are many general improvements which
are recommended as needed throughout the city and are not shown in the descrip-
tions.
A study and program of modern street illumination should be instigated
and carried to completion. Sidewalks and curbs and gutters have been recom-
mended for all urban and business areas. Storm drainage is recommended where
curb and gutter exists or is planned. Approaches to railroad crossings should
have straight alignment; sharp approach grades should be flattened. The costs
of these items are included in the cost shown for each improvement project.
46
Sources of Funds
City streets and their problems have been growing in importance and
public interest in recent years. Many studies concerning this phase of city re-
sponsibility have been published. The attendant problems of Off-street parking,
traffic, economy, and financing also have come in for exhaustive study and the
publication of results. The state IDghway Commission of Kansas has established
an Urban IDghway Department to serve as a coordinating agency and clearing
house for cities intent on improving their streets.
Recognition of their importance has placed streets as the top item in city
budgets. The April, 1958, issue of the Kansas Government Journal carried an
editorial from the Wichita Eagle which included this statement: '" Of the
$10,603,526 in special assessment levies within the cities last year, more than
half was for streets ' ".
Some of the Kansas statutes applicable to streets and their improvements
are discussed here to help in devising a finance plan fitted to local needs and
conditions. The City Commission, the Planning Commission, and other city
officials can develop a program which will meet local conditions.
The following are some of the General Statutes of Kansas which should
be considered. These are not necessarily all that are applicable.
Article 2 - Section 189
G. S. 13-1025. Provides for construction of viaducts over $10, 000 ~
vote of people. Gives no bonding authority. This statute can be used with
,. . ....-... .~^.....
G. S. 13-1024 which provides for issuance of bonds.
Article 13 - Section 252
.G. S. 12-635. Enables city to construct bridges in conjunction with flood
protection works and stipulates method of bonding.
Article 22 - Section 288 and 289
Provides city with power to surVey needs and carry through with the con-
struction and improvements of Off-Street parking lots. Gives method of
financing.
Article 28 - Section 303
G. S. 12-1633. Empowers City to require construction of viaducts. This
statute has many reservations which are not stated within the law.
47
Article 34 - Section 344
G. S. 12-1809. Provides for assessment of cost of all sidewalks against
the property abutting on the sidewalks.
Article 36
Establishes City with authority to provide facilities for lighting the streets.
Establishes method of financing.
Article 37
SECTION 368 - Establish maintenance and change of grade. Methods of
assessing and financing.
SECTION 371 - Establishes methods of determining connecting links with
county highways and apportionment of financial responsibility.
SECTION 382 - G. S. 12-601 to 12-610. General Street Improvement
Statute.
SECTION 384 - G. S. 12 -647 to 12-655a. Provides city and county coope-
ration within 5/8 mile of city limits. Authority for bonds and assessments.
SECTION 385 - G. S. 12-671. Empowers City to purchase land for right-
of- way.
SECTION 388 - S. 12-683. Method of accomplishing the widening of major
trafficways, and issuance of general obligation bonds payable by city at
large.
SECTION 396 - G. S. 13-1011. General Street Improvement Statute for
cities of first class.
SECTION 402 - G. S. 13-1032 to 13 -1035. Provides city and county
cooperation within 1/2 mile of city limits. Apportionment of financial
res ponsibili ty.
SECTION 406 - G. S. 13-100a to 13-100b. Authority to designate and
improve major trafficways. Authority for General Obligation bonds fqr
two streets a year with limitations.
SECTION 414 - G. S. 13-1037 to 13-1040. Authority and financing methods
to improve existing streets which are at least 10 y~ars old.
G. S. 79-1951. This statute sets limits for budget items and offers an
alternate method of budgeting. May make possible additional funds for
street improvements.
48
G. S. 79-4001 and 79-4002. These statutes provide a means to secure
additional funds over a ten-year period with voter approval.
other means of financing streets are in the discussion stage throughout
the state. The City of Topeka is promoting legislation which will permit major
arterials to be partially assessed against abutting property owners and the
remainder against the benefit district, the abutting property owners paying an
amount equivalent to the construction of an access street. The results of this
and other discussions and research may provide new financing possibilities.
Public utilities such as water supply and sewer systems have the advan-
tage of revenue bonds for financing. This source is not available for street
improvement which must be financed by direct ad valorem taxes or by General
Obligation bonds. This is true of all improvements shown or recommended in
this report with the exception of Off-Street parking facilities which can be
financed by revenue bonds.
E STIMA TE D COST OF C ONST R UC TION PR OGRAM
CLASSIFICATION
CONSTRUCTION STAGES
I IT m
Immediate 0 to 10 years 10 to 20 years
Total
STREETS IN CITY
state mghways
Major Arterials
Minor Arterials
Access Streets
1,098,000
2,861,000
691,000
4,189,000
1,841,000
3,618,000
19,000
534,000
1,098,000
7,069,000
3,066.,000
3,618,000
Total City streets
3,552,000
9, 648,060
553,000
13,753,000
STREETS IN SUBURBAN RING
state mghways
Major Arterials
Minor Arterials
700,000
3,284,000
757,000
Total County Roads
4,041,000
TOTALS
State IDghways
City streets
County Roads
1,098,000
13,753,000
4,041,000
18,892,000
Costs include 20% Engineering and Contingencies
49
A Program of Street Improvements
· Streets In City
· Streets In Suburban Ring
· Streets In City
1.
3.9 mi.
STAGE I - IMMEDIATE IMPROVEMENT
STATE HIGHWAYS
US 81 - Wayne to Pacific
From Wayne to Walnut it is proposed to construct two 24-foot
high type roadways separated by a 20-foot median. From Wal-
nut to Pacific the street will be widened to 52 feet with a
4-foot median. Gates and flashers are needed at the Union
Pacific crossing and at the Missouri Pacific crossing.
US 40 - Ninth to Front
Widening of this highway to 52 feet with a 4-foot median and
curb and gutter is recommended. This state route wi 11 con-
tinue to carry considerable local traffic and industrial
traff i c.
US 81 - Euclid North to City Limits
Proposed that this highway be widened to 48 feet with stabi-
lized shoulders from Euclid to the city limits.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL. STATE HIGHWAYS
MAJOR ARTERIALS
CLAFLIN - SANTA FE - OTIS - 9th to 9th
It is proposed that the following portions of this route be
resurfaced to a high type; Claflin from 9th to Santa Fe, Santa
Fe from Grand to Otis, and Otis from Santa Fe to 9th. Chan-
nelize east leg of intersection at Ninth and Claflin, and
widen Claflin to 60 feet from 9th to Highland
FOURTH STREET - Wayne to Iron
It is recommended that a 26-foot high type roadway be con-
structed on the west side of the Union Pacific Rai lroad.
Ultimate construction requires two high type lanes each side
of the track but the present recommendation wi 11 alleviate
the immediate need for additional north-south capacity. This
route should be planned with access to abutting property pro-
hibited except where absolutely necessary and parking prohi-
bited at all times.
858,000
37,000
20,000
915,000
183,000
1,098,000
36, 000
249,000
(1 )
2.
0.5 mi.
3.
0.5 mi.
1.
3.6 mi.
2.
2..5 mi.
STAGE! - IMMEDIATE IMPROVEMENT
3.
2.8 mi.
STATE - PHILLIPS - IRON - West City Limits to East City Limits
443,000
Proposal calls for widening this route to a 48-foot high type
surface. This will serve as a major east-west route through
the heart of the city. Rai 1 road protection wi 11 be required
at the Union Pacific crossing on Fourth Street and at the
Missouri Pacific crossing at West Place. Two stream crossing
structures will be required.
4.
3.5 mi.
NINTH STREET - Wayne to Pacific
1, 339,000
Ninth Street is a heavy traffic carrier and should be made
48 feet throughout with a high type surface. A viaduct ap-
proximately 2300 feet in length is recommended at the exten-
sive railroad tracks between Bishop and North. The structure
is warranted by the number of conflicts between traffic flow
and train movements, and wi 11 also serve to separate Ninth
Street traffic from North Street traffic in a critical area.
5.
1.6 mi.
NORTH STREET - West City Limits to Ohio
317,000
North Street should be widened to 48 feet with a high type
surface. The intersection at Ninth Street should be a dia-
gonal intersection with North Street running from northwest
to southeast. The intersection at Santa Fe should be re-
aligned to remove constriction. Rai 1 road protection is re-
quired at the Union Pacific crossing at Whittredge, at the
rai 1 road crossings at Ninth Street, at the Atchison, Topeka,
and Santa Fe crossing, at the Chicago Rock Island and Pacific
crossing, and at the Missouri Pacific crossing. This route
wi 11 serve industry at an east-west route and later is
scheduled for improvement on the eastern extension to serve
agriculture and industry beyond the city limits.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MAJOR STREETS
2,384,000
477,000
2,861,000
MINOR ARTERIALS
1.
1. 0 mi.
ELM STREET - College to Ohio
107,000
Recommend that Elm Street be widened where necessary and
resurfaced to a 44-foot high type and the bridge over the
Smoky Hi 11 River be replaced with a double reinforced con-
crete box culvert. Gates and flashers are recommended at
the Union Pacific Crossing.
2.
1. 8 mi .
HANCOCK - MONTROSE - COLLEGE - Republic to Bishop
181,000
This street should be made a 40-foot high type. Curbs
should be widened at Crawford to effectively remove the
kink at that intersection. This route wi 11 serve as a
much-needed collector through the west part of the city.
(2)
3.
1. 1 mi.
STAGE I - IMMEDIATE IMPROVEMENT
CHEROKEE - Cloud to Crawford
This street should be widened with a 40-foot high type surface.
REPUBLIC AVENUE - Air Base Access Road to East City Limits
Recommend that this street be resurfaced from Cherokee to US
81, extended west to the Air Base Access Road, and from US
81 to the east city limits Republic should be widened to 40
feet. The entire length should be high type surface. Gates
and flashers are needed at the Union Pacific crossing and at
the Missouri Pacific crossing.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MINOR STREETS
65,000
223,000
576,000
115,000
691,000
(3)
4.
2.2 mi.
STAGE I I - 0 to 10 YEARS
MAJOR ARTERIALS
1.
1.8mi.
CRAWFORD AVENUE - Cherokee to Ohio
315,000
It is recommended that this road be widened to a 48-foot
high type surface. Gates and flashers should be provided
at the Missouri Pacific crossing and at the Union Pacific
crossing. Parking should be prohibited during peak hours.
Channelize at intersections with major arterials. Crawford
serves as a through east-west route and will collect much
traffic from the Air Base as it is the northern terminus of
the air base access road.
2.
2.0 mi.
CLOUD STREET - Air Base Access Road to Ohio
476,000
Proposed for this period is the widening of Cloud to a high
type 48-foot surface. The structure at Dry Creek must be
replaced and gates and flashers are needed at the Missouri
Pacific crossing and at the Union Pacific crossing. This
road serves the air base and shopping centers, and enters
a potential new residential area.
3. 2.5 mi.
FOURTH STREET
Wayne Avenue to Iron Avenue
300,000
It is planned to provide a 26-foot high type surface on the
east side of Fourth to serve in conjunction with the previously
constructed roadway as a four-lane divided highway with the
rai 1 road in the median. The east side should also be planned
with access to abutting property restricted to the maximum
extent feasible, and parking prohibited at all times. Signals
are needed at intersections with major arterials.
4.
2.9 mi.
OHIO AVENUE EXPRESSWAY - South City Limits to North City Limits 2,400,000
This road is planned as an expressway with two 24-foot lanes
with a 20-foot median. Twenty foot frontage roads are recom-
mended only where needed to give access to existing develop-
ment. A viaduct is proposed to cross the Chicago Rock Island
and Pacific, the Atchison, Topeka, and Santa Fe, and the Union
Pacific Rai 1 road, and also to cross US 40 which can be relo-
cated adjacent to the Union Pacific tracks to shorten the via-
duct length. Double reinforced concrete box culverts are re-
commended for crossing the old channel of Smoky Hill River.
Price includes entire viaduct over railroads and relocated US
40.
(4)
1.
0.8 mi.
2.
4.3 mi.
3.
2.1 mi.
4.
0.7 mi.
s.
1. 7 mi.
STAGE I I - 0 to 10 YEARS
ALTERNATE EXPRESSWAY
An alternate location is suggested for this expressway 1/4
mile east of the present Ohio Street. The cost of construc-
tion will be approximately the same. This location requires
that Ohio be improved as a minor arterial. Only 0.6 mi les of
the alternate route wi 11 be within the city.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MAJOR STREETS
MINOR ARTERIALS
WAYNE AVENUE - Ninth to Roach
Recommended here is a new 40-foot roadway. This road wi 11
serve the new areas on the south edge. Flasher protection
is recommended at the Union Pacific crossing.
ROACH - SMOKY HILL PARKWAY - FRONT - Wayne to Euclid
Construction of a high type surface 44 feet wide is
proposed for this route. Box culverts and fill are
required at two crossings of the Smoky Hill River, the
intersection of Front and Ash should be on a fill. Gates
and flashers are required at four railroad crossings on
Front Street.
WALNUT - GYPSUM - US 81 to Iowa
Recommended that Walnut be widened to 44 feet where it pre-
sently is less than that, and surfaced with high type pave-
ment throughout. Widen Gypsum to a 40-foot high type sur-
face for its entire length. Replace bridge at Smoky Hi 11
River with a box culvert, re-align Walnut at the river and
integrate the intersection of Walnut, Gypsum, and Front to
maintain through flow for both east-west traffic and north-
south traffi c.
SOUTH STREET - College to Fourth Street
Widen and improve South Street to 40-foot high type surface.
Gates and flashers are required at the Union Pacific c~oss-
i ng.
QUINCY - FRONT - Wayne to Prescott
Widen this route to 40 feet throughout and pave with a
high type surface.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MINOR STREETS
3,491,000
698,000
4,189,000
138,000
932,000
233,000
67,000
164,000
1,534,000
307,000
1 ,841 ,000
(5 )
STAGE I I - 0 to 10 YEARS
ACCESS ROADS
The access roads have a total length of 85 mi les. Of this
total, 65 miles (76%) are within tolerable standards and
the remaining 20 miles are scheduled for improvement within
lO yea rs.
Business access roads are all tolerable.
Residential access roads should be improved to a minimum
width of 32 feet, should have 5-foot sidewalks, should have
60-foot right-of-way, and should have curb and gutter and
storm drainage with properly spaced inlets. The cost of
improving the present residential access roads to minimum
standards.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL ACCESS ROADS
3,015,000
603,000
3,618,000
(6)
1 .
0.5 mi.
STAGE I I I - 10 to 15 YEARS
MAJOR ARTERIALS
MARYMOUNT ROAD - Greely to Country Club Road
It is recommended that this road be resurfaced with high
type paving, widened to 24 feet, and 10-foot stabilized
shoulders added.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MAJOR STREETS
MINOR ARTERIALS
GREELEY AVENUE - Ohio to Marymount
Construct a 40-foot high type surface. One stream crossing
structure is required over the flood control channel.
IOWA AVENUE - City Limits to Iron
A 24-foot roadway with 10-foot stabilized shoulders is
planned from city limits to Greeley and 40-foot roadway
with curb and gutter and sidewalks from Greeley to Iron.
One bridge is to be built across the new flood control
channe 1.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MINOR STREETS
16,000
16,000
3,000
19,000
240,000
205,000
445,000
89,000
534,000
(7)
1. 1.0 mi.
2.
0.7 mi.
· Streets In Suburban Ring
1.
0.9 mi.
ALL STAGES - 20 - YEAR PROGRAM
STATE HIGHWAYS
US 81 - North City Limits to Interstate No.1
Widen the present highway to 48-foot high type surface with
10-foot stabilized shoulders. One structure required across
Mulberry Creek.
US 40 - Front to Marymount
It is recommended that US 40 be widened to 48 feet with 10-
foot stabilized shoulders
SUB-TOTAL
20% Engineering & Contingencies
- TOTAL STATE HIGHWAYS
MAJOR ARTERIALS
NORTH STREET - Ohio Avenue to 2 mi les east
A 24-foot roadway with 10-foot shoulders is recommended.
One new structure will be required over the Smoky Hi 11
River. - Gates and flashers are required at the Missouri
Pacific crossing.
STATE STREET - City Limits to Interstate No.8
Recommend this street be widened to 48 feet with stabilized
shoulders. One structure is required. This route will be-
come the connecting link to the Interstate highway.
OHIO EXPRESSWAY - US 81 South of Salina to South City Limits
and from North City Limits to Interstate No.1
Two 24-foot lanes separated by a 20-foot median, 10-foot
stabilized shoulders, and frontage roads only where needed
for existing development. These portions of the Ohio Ex-
pressway should be bui It simultaneously with the portion in
the city.
CRAWFORD AVENUE - Ohio to Marymount
Recommend the existing road be widened to a 48-foot high
type road with curb and gutter.
CLOUD STREET - Ohio to Marymount
Recommend construction of a 24-foot high type roadway with
stabilized shoulders. One box culvert will be required at
the Smoky Hill channel.
405,000
178,000
583,000
11 7, 000
700,000
379,000
238,000
1 , 300,000
11 3,000
235,000
(8)
2.
1. 6 mi.
1 .
2.0 mi.
2.
1. 1 mi.
3.
3.7 mi.
4.
1. 0 ml.
5.
1. 0 mi.
I
I
I
I
I
I
I
I
I
I
I
ALL STAGES - 20 - YEAR PROGRAM
6.
1. 5 mi.
MARYMOUNT ROAD - Cloud to Greeley
242,000
Recolll1lend construction .of a 24-foot high type surface with
stabilized shoulders.
7.
1. 4 mi.
MARYMOUNT ROAD - Country Club Road to US 40
230,000
Recommend construction of a 24-foot high type roadway with
stabilized shoulders.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MAJOR STREETS
2,737,000
547,000
3,284,000
MINOR ARTERIALS
1.
0.2 mi.
WAYNE AVENUE-- Roach to Ohio
36,000
Recommend a 40-foot roadway with curb and gutter.
2.
0.5 mi.
WAYNE AVENUE -"Ohio to Iowa
87,000
Recommend a further extension of Wayne as a 24-foot high
type roadway with stabilized shoulders. One box culvert
is requj red.
3.
1.0 mi.
REPUBLIC AVENUE - Ohio to Marymount
210,000
Recommend construction of a 24-foot high type roadway wi th
stabilized shoulders. One box culvert is required.
4.
1. 8 mi.
IOWA AVENUE - Wayne to City Limits
298,000
Construction of a high type 24-foot roadway with stabi-
lized shoulders is recommended.
SUB-TOTAL
20% Engineering & Contingencies
TOTAL MINOR STREETS
631,000
126,000
757,000
(9)