Route Study
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Route Study for the City of Salina
Final Report
January 28, 2008
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By
Pat Weaver
Dan Nelson
Tom Worker-Braddock
KU Transportation Center
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.Introduction and Scope of the Study ......................................................................................2
Background ... .............. .................. ........ .................. ... ..................... ........... ......... ...... .......... ......... 3
Demographics of Coordinated Transit District 7 ............:.................................................3
City of Salina Demographics................................................................................................ 7
Description of Existing Transportation Services.............................................................. 9
Other Transportation Providers in the City of Salina ...................................................10
Employer Survey Gauging Current and Potential Transit Demand .............................. 11
Commuter Tax Benefit Program ............................................................................................ 15
Route Design Principles .................................................. ......................... .............. .......... ....... 19
Bus Route Types...................... .................................... ........................... .............. ......... ........ 20
Other Route Design Terms: ................................................................................................ 23
ADA Requirements for Demand Response andDeviated Routes: ............................ 24
Peer Cities with Fixed Routes or Variations........................................................................ 25
Selected Fixed-Route Alternatives for Salina, Kansas....................................................... 27
Route A-I................................................................................................................................ 29
Route A-2 ........................ ..... ........ ............. .......... ........... .......................... .............. ........ ......... 30
Route A-3 Alt 1......................................................................................................................30
Route A-3, Alt 2 ..................................................................................................................... 31
Route B-1..... .............. ........ ....................... ... .:...... ........ ............................. ......................... ...... 31
Route B-2..... ............... ........................... ...... ........ ... ............................. .... ...... ....... .... ......... ...... 32
Revisions and Preferred Route System ................................................................................ 35
Preliminary Revisions ................. ............. ........ .................................... ........ ..................... ... 35
Preferred Route Scheme ...................................................................................................... 37
Ridership Estimations for Route System ............................................................................. 39
Method 1: Population-based Projection ........................................................................... 39
Method 2: Ridership-based Projection ............................................................................. 41
Estimated Schedule and Costs for Preferred Fixed-route System................................... 42
Estimated Cost of a Fixed Route and Deviated Route Service..................................... 42
Proposed Schedules .............. ........... ...................................................... .................... ........... 46
Next Steps .... .................................. ............. ................................. ................ ..................:.. .......... 54
Appendix A - Maps..................................................................................................................57
Appendix B - Transportation Fixed-Route Task Force ..................................................... 58
Appendix C - Proposed Study Tasks .................................................................................... 59
Figure 1 Population Density for Counties in CTD 7 by Census Tract ......,.......................... 3
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Table 1 CTD 9 Populations More Likely to Be Transit Dependent ...................................... 5
Table 2 CTD 9 Minority Populations ........................................................................................ 6
Table 3 Salina Populations More Like to Be Transit Dependent........................................... 6
Table 4 Salina County Population Comparison Between 2000 and 2007 ............................7
Figure 2 Changes in Salina population distribution from 2000 to 2007............................... 8
City of Salina Route Study
Final Report
January 28, 2008
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Table 5 List of Surveyed Companies.......................................................................................13
Table 7 Potential Route Designs .............................................................................................. 18
Table 8 Bus Route Types ........................................................................................................... 20
Table 9 Peer Cities...............................:.....................................Error! Bookmark not defined.
Table 10 Peer Cities Continued.........................:......................................................................27
Table 11 Proposed Route Overview .................................:......................................................28
Table 12 Studied Routes Cost and Population Served ......................................................... 34
Table 13 Revised Studied Routes Cost and Populations Served ........................................ 37
Table 14 Demographic Comparisons between Hutchinson and Salina............................. 39
Table 15 Population in Proximity to Bus Routes: Hutchinson & Salina ............................40
Table 16 Hutchinson Transit Ridership per Capita .................:...........................................040
Table 17 Salina Estimated Ridership Method 1..................................................................... 41
Table 18 2006 Salina Ridership...........................................................:..................................... 41
Table 19 2007 Garden City Ridership....................................................~................................. 41
Table 20 Summary of Ridership Estimates .........................................:..................................42
Table 24 Red Route Sample Schedule ..................................................................................... 48
Table 25 Blue Route Sample Schedule .................................................................................... 49
Table 26 Yellow Route Sample Schedule................................................................................ 50
Table 27 Red Deviated Route Sample Schedule ....................................................................51
Table 28 Yellow Deviated Route Sample Schedule............................................................... 52
Table 29 Blue Deviated Route Sample Schedule ................................................................... 53
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City of Salina Route Study
Final Report
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January 2S, 200S
Route Study for the City of Salina
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Final Report
January 28,2008
Presented by:
Pat Weaver
Dan Nelson
Tom WorkercBraddock
KU Transportation Center
Introduction and Scope of the Study
The KU Transportation Center, as part of the Kansas Rural Transit Assistance
Program, was asked to assist OCCK, Inc. and the City of Salina with determining the
feasibility of establishing a fixed-route transit service within the City of Salina and the
integration of this fixed route service with demand-response and intercity bus services
provided by OCCK, Inc. and other transportation service providers in Salina, Saline
County and surrounding counties.
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This route feasibility study provides a demographic analysis of the City of Salina
to identify current and potential transit riders; an analysis of existing demand-response
services provided by OCCK (origins, destinations and trip frequency); a description and
evaluation of potential route designs that have been used in other non-urbanized (less
than 50,000 population) communities; and recommendations for route designs based on
analysis and recommendations from the Transportation Fixed-Route Task Force which
will be established as part of this process. The Task Force includes representatives from
OCCK, the City of Salina, Salina Regional Health Center, the Salina business
community, Salina human services, the Kansas Department of Transportation and other
representatives interested in improving mobility services in Salina. See Appendix B for
a list of task force members.
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City of Salina Route Study
Final Report
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January 28, 2008
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Background
Demographics of Coordinated Transit District 7
Coordinated Transit District 7 is comprised of 9 counties which includes Cloud,
Dickinson, Ellsworth, Jewell, Lincoln, Mitchell, Ottawa, Republic and Saline. Almost
114,000 people live in the CTD 7 service area. Figure 1 provides the population density
of the area by number of persons living in each square mile. The areas surrounding the
following towns have the highest population densities:
. Belleville;
. Beloit;
. Concordia;
. Ellsworth; and
. Salina.
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Figure 1 Population Density for Counties in CTD '7 byeensus Tract
City of Salina Route Study
Final Report
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January 2S, 200S
Specialized transportation services are targeted to individuals who are more (
likely to be transportation disadvantaged. Groups included in this category are older
adults and individuals with disabilities, and individuals with incomes below the
poverty level. Over 22.1 percent of the CTD's population was age 65 or older, which
was higher than the state's overall rate of 13 percent. However, the rate of individuals
with a go-outside-of-home disability was consistent with the State at 5.2 percent. The
poverty rate of individuals 18 and older was slightly lower in the area (6 percent) than
the overall State (6.5 percent). Tables 1 and 2 provide demographic details by county
for the nine counties in CTD 7.
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City of Salina Route Study
Final Report
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January 28, 2008
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a e D 9 Ponu ations ~ore LikelV to e ranstt eoeD eot
Table 1
CTD 9 Populations More Likely to Be Transit Dependent
Elderly, Persons with Disabilities and Low Income Populations
2005 ,
16 - 64
Adults Population 16+; Go- years;
Adults (18+) for whom , O-car 16+; Go- outside- Go-
Elderly (18+) below Elderly poverty Total O-car house- i-car outside- home outside-
Elderly Elderly 65+ below poverty below status is house- house- holds house- home disability home
Countv 60+ 65+ (%\ oovertv (%l covertv determined holds holds (%\ holds disabilitv ('10\ disabilitv
Cloud 2,748 2,266 232% 712 7.3% 170 9,675 3,977 215 5.4% 1,203 599 6.1% 236
Dickinson 4,474 3,574 18.9% 968 5.0% 366 18,940 7,861 356 .4.5% 2,280 1,021 5.3% 417
Ellsworth 1,584 1,292 20.4% 291 4.6% 126 5,692 2,425 118 4.8% 671 376 5.9% 161 ,
Jewell 1,052 869, 25.9% 289 8.6% 91 3,735 , 1,486 77 5.2% 369 228 6.8% 94
Lincoln 970 803 23.5% 228 6.7% 72 3,488 1,460 70 4.8% 363 192 5.6% 70
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Mitchell 1,648 1,373 21.4% 379 5.9% 92 6,575 2,655 171 6.5% 803 279 4.3% 121
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Ottawa 1,368 1,079 17.6% 371 6.1% 117 , 6,004 2,425 95 3.9%' 510 312 5.1% 117
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ReDublic 1,625 1,348 26.1% 310 6.0% 110 5,666 2,256 98 4.4% 678 247 4.8% 100
Saline 9,654 7,525 14.0% 3,209 6.0% 617 52,163 21,619 1,079 5.0% 6,780 2,625 4.9% 1,477
CTD Total 25,121 20,128 22.1% '6,756 6.0% 1,762 111,938 46,164 2,279 4.9% 13,657 5,878 5.2% 2,793
Source: U.S. Census, 2005,
City of Salina Route Study
Final Report
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) auuary 28, 2008
Table 2 CTD 9 Minority Popnlations
CrD 9 Minority Populations
2005 .
Native Native Asian or
American or Asian or African American or Pacific
African Alaska Pacific American Alaska Islander Hispanic
County Total Pop. American Native Islander Hispanic (%) Native (%) (%) ('1.1
Cloud 9,759 39 22 50 92 0.4% . 0.2% 0.5% 0.9%
Dickinson 19,209 169 84 59 638 0.9% 0.4% 0.3% 3.3%
Ellsworth 6,343 251 34 20 246 4.0% 0.5% 0.3% 3.9%
Jewell 3,3'32 4 12 3 24 0.1% 0.4% 0.1% 0.7%
Lincoln 3,411 6 20 4 63 0.2% 0.6% 0.1% 1.8%
Mitchell 6,420 43 31 32 63 0.7% 0.5% 0.5% 1.0%
Ottawa 6,123 34 32 15 122 0.6% 0.5% 0.2% 2.0%
Republic 5,164 20 19 10 59 0.4% 0.4% 0.2% 1.1%
Saline 53,919 1,774 321 1,065 .4,035 3.3% 0.6% 2.0% 7.5%
CTD Total 113,700 2,340 575 1,258 5,342 2.1% 0.5% 1.1% 4.7%
Source: U.S. Census
Table 3 Salina Populations More Like to Be Transit Dependent
Table 3
Salina Populations More Likely to Be Transit Dependent
Elderly, Persons with Disabilities and Low Income Populations
2000
Population for 16+; Go. 16+; Go. 16 -64
Adults (18+) Elderly outside- years; Go.
Total Salina Elderly 60+ Elderly 65+ Elderly 65+ Adults (18+) below below whom poverty Total house Q-car house Q-car house 1-car house outside- home outside-
Population (%) below poverty status is holds holds holds (%) holds home
, poverty (%) poverty determ ined disability disability home
(%) disability
45,634 8,165 6,420 14.1% 2,964 6.5% 551 44,284 18,531 1,030 5.6% 6,329 2,332 5.1% 1,296
City of Salina Route Study
Final Report
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January 28, 2008
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City of Salina Demographics
According to the U.S. Census, Salina's population in 2000 was 46,634.
Transit services are targeted to individuals that are more likely to be
transportation disadvantaged. People that are more likely to be transportation
disadvantaged include those age 65 and older, below poverty, has no car, or has
a go-outside-home disability. Over 14 percent of Salina's population was age 65
and older, which is slightly higher than the state's overall rate of 13 percent. The
rate of individuals with a go-outside-home disability was 5.1 percent, which is
consistent with the state's rate of 5.2 percent. The poverty rate for the city was
consistent with the state's poverty rate of 6.5 percent. Tables 3 and 4 provide
. demographic details for the city of Salina and Saline County.
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Table 4 Salina Conntv Ponulalion Comnarison Between 2000 and 2007
. Table 4
Saline County Population Comparison Between 2000
and 2007
Population Median Household Income
Age 2000 2007 2000 2007
0-14 11,561 10,809 N/A . N/A
.15-24 7,499 7,423 $21,684 $24,749
25-34 6,890 6,984 $35,514 $39,712
35-44 8,343 7,284 $43,924 $47,535
45-54 7,198 7,894 $50,089 $55,054
55-64 4,626 5,881 $42,312 $46,399
65-74 3,818 3,686 $31,720 $36,762
75-84 2,696 2,822 $25,051 $29,327
85+ 966 1,197 $19,429 $24,654
Total or Avg: 53,597 53,980 $33,715 $38,024
City of Salina Route Study
Final Report
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January 2S, 200S
Figure 2 shows the change of population distribution for Salina between 2000
and 2007 broken up by block groups. Block groups in the city center had a
population that either declined or held steady. By comparison a number of block
groups on the outer edge of the city increased in population.
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Figure 2 Changes iu Saliua population distribution from 2000 to 2007
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City of Salina Route Study
Final Report
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January 2S, 200S
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Description of Existing Transportation Services
No fixed route service of any type currently exists within Salina city limits
and public transit within city limits is limited to demand response. Following
are descriptions of the current demand response services within Salina.
DCCK, Inc.
OCCK, Inc. is a not-for-profit agency that provides transportation service
throughout North Central Kansas to the general public, with emphasis on service
to persons with. disabilities. Medical trips are provided by Med-A-Van
throughout the 14-county Sunflower Health Network as well as trips to Kansas
City and Wichita. The agency utilizes demand response and deviated route
systems to operate its 39 vehicles, which includes 29 lift-equipped vehicles. The
agency receives Section 5311 Capital and Operating funds, Section 5309 and 5310
Capital funds, and State Capital and Operating funds.
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The service has grown dramatically since its inception. In 2002, OCCK
served 25,000 riders. In 2006, they served 42,000 people. In its general public
transportation fleet, OCCK currently operates 15 accessible vehicles including
eight minivans and seven 13-to-15 passenger high-rise vans. Approximately two
vehicles are replaced every year at a cost of $32,000 to $50,000 per vehicle
depending on the type of vehicle replaced. While minivans are economical and
efficient, the high-rise vehicles are necessary to accommodate the larger number
of riders that are sometimes transported. Each vehicle that is on the road can
accommodate approximately 40 riders per day depending on the locations of
pick up and drop off.
The OCCK transportation system currently operates demand-response
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transportation service ill Salina seven days a week and in Concordia and Beloit
five days a week. Riders must call to schedule door-to-door pick up and drop off.
Drivers assist individuals to the vehicle and to the door of their destination. The
demand response service must be requested 24 hours in advance. ,
City of Salina Route Study
Final Report
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January 28, 2008
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An intercity fixed route runs from Belleville to Salina with stops in /
Concordia and Minneapolis five days a week. A second fixed route travels from
Ellsworth to Salina five days per week. Riders can be picked up at any location
within the communities along the fixed route. Transportation is also available in
Beloit and Abilene and throughout the 14 counties that compose the Sunflower
Health Network.
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The service currently turns down approximately 220 requests for service
on a monthly basis because demand for rides exceeds current available funding
for drivers and vehicles. Salina is the primary location where potential riders
must be turned down. Most turn downs occur between 6 and 11 a.m. and
between 2 and 5:30 p.m.
An analysis of current trip origins and destinations provided by OCCK in
Salina is underway. A plot of one-month of sample data has been completed. In
addition
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Other Transportation Providers in the City of Salina
Central Kansas Mental Health Center
This quasi-local government agency provides transportation services to
the general public as well as its mental health clients. The service area is Salina,
and the Center provides trips for all types of purposes. The Center utilizes a
deviated route system to operate its only vehicle, which is not lift-equipped. The
Center receives Section 5311 Operating funds.
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City of Salina Route Study
Final Report
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January 28, 2008
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Salina Taxi Voucher Service
This non-profit organization operates the hotline taxi service within the
Salina city limits. The types of trips made include medical, personal, nutrition
site drop-oHs, and to social service appointments. The organization receives
Section 5311 Operating funds.
Saline County Commission on Aging
This local government agency reimburses for taxi trips for medical,
personal, shopping, and to nutrition sites for the elderly, disabled, and general
public. Its service area is Saline County. The agency receives Sectiol! 5311 and
State Operating funds.
Saline County RSVP/ Kansas Wesleyan University
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This non-profit agency provides transportation for senior volunteers to
and from their volunteer service sites within Saline County. The agency receives
Section 5310 and State Operating funds.
Employer Survey Gauging Current and Potential Transit Demand
In order to gauge current and potential transit demand for work-related
trips, an online survey was administered to Salina area employers. As of
December 3, 2007, sixteen employers completed surveys. Informationregarding
commuting patterns, number of employees who currently use transit for
commuting trips, expected number of employees who might use transit for work
commutes, number of employees per shUt, and shift times was obtained through
this survey. Results of this survey are detailed below:
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City of Salina Route Study
Final Report
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January 28,2008
Is transportation a problem for your employees getting to work?
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Lack of reliable transportation contributes to absenteeism...
73% - No Problem
20% - Slight Problem
7% - Significant Problem
Lack of reliable transportation contributes to tardiness. ..
47% - No Problem
47% - Slight rroblem
7% - Significant Problem
Unable to recruit enough employees because of difficulties with transportation...
87% - No Problem
7% - Slight Problem
7% - Significant Problem
If fixed route public transportation were available in Salina, do you believe your
employees would use it?
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40% - None or very few
53% - Some would make use of it
7% - Many employees would use it
Are you aware of commuter tax benefits for employee transit costs?
73% - I am unaware of these benefits
7% - I know a little about these benefits
20% - I am aware of these benefits
When asked to describe employee commuting patterns (i.e. origins within
. Salina .or outside city limits), eleven employers indicated that most of their.
employees lived within Salina. However, four employers indicated that a sizable
portion of their workforce commuted from outside Salina.
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City of Salina Route Study
Final Report
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January 2S, 200S
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Other notable comments include:
"Our situation is more of the gas mileage to and from work. I do not know if our
employees have thought of the idea of carpooling."
"Reliable, fixed transportation would benefit our business because of student
concerns. It would aid in company growth because many students attend
colleges that are in areas that offer fixed transportation."
"I think public transportation within the city limits would be a great benefit to
people all over the city."
Table 5 List of Surveved Comnaoies
Company Infonnation
Company Name
Salina Regional Health Center
City of Salina
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Sunflower Bank, NA
EIOorado National-Kansas
COMCARE, PA
Salina Vortex Corporation
Grain Belt Supply Co., Inc.
Ottawa County Health Center
Central Kansas Mental Health
Center
Sunflower Insurance Group, Inc.
Kennedy and Coe, LLC
Brown Mackie College - Salina
First Bank Kansas
Power Ad Company, Inc.
,Brow," ~C!cki~. yolle~e' .
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City of Salina Route Study
Final Report
Address
400 S Santa Fe
300 W. Ash Room 200
2090 S. Ohio
1655 Wall 51
520 S Santa Fe Ste 300
1725 Vortex Ave
217 E. Diamond Drive
809 Elmhurst
217 S Santa Fe
3030 Cortland Circle
2106 5. 9th 51.
'235 S Santa Fe
3344 Scanlan Ave
~1.06 So~!h 9th Stre.~t '.
Employee Infonnation
# Em~loyees Scheduled for:
# Employees Use
# Employees Transit for Work 1st Shift 2nd Shift 3rd Shift
Co'mmute
1250
600
300
70
30
503
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485
o
350
135
322
322
50
200
200
5
125
115
10
5
120
20
107
o
30
15
20
100+
o
78
78
o
70
o
45
o
45
o
22
22
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o
40
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January 28. 200S
City of Salina Route Study
Final Report
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Commuter Tax Benefit Program'
The Internal Revenue Code, Section 132 (f) provides incentives for those who
choose to commute via transit to work. The Commuter Choice Program permits an
employer to subsidize his!her employees' cost of commuting to work by transit.
Further, it allows an employee to purchase transit passes with pre-tax dollars.
Commuter tax benefits can be provided to any employeeor group of employees within
a company's workforce. Any type of transit service qualifies for the Commuter Choice
Program, including bus, shuttle bus, and subscription bus services. While these benefits
are currently available to Salina area employers and employees under the current
demand-response service provided by OCCK, more individuals may be interested in
utilizing the Commuter Choice Program upon implementation of a fixed-route transit
service.
Employers wishing to offer this incentive can do so in several ways. The first
option involves providing up to $105 per month per employee, not to exceed $1260
annually per employee, as a wage incentive or benefit. The compensation provided is
tax free for the employee, and can be deducted from the employer's business income
taxes. A second option allows an employee to elect that up to $105 per month be
deducted from his!her income to be applied towards transit commuting expenses. Up
to $1260 per year of an employee's wages would be treated as a tax-free benefit rather
than taxable income. A third option allows employers and employees to share the cost
of commuting. In this case, the employer pays a portion of the tax-free benefit, with the
employee paying the balance of commuting costs out of his!her monthly income, pre-
taxes.
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http://www.fta.dot.gov/news/colleague/news events 4664.html viewed on 10j07
City of Salina Route Study
Final Report
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January 2S, 200S
Potential Route Types
There are several service types to consider for servicing Salina. A flexible route-
flexible schedule service, also known as demand response, is currently being offered in
Salina; however demand response is relatively expensive in cost per trip, and requires
passengers who do not need special assistance to and from the bus stop to use the same
high level of service as those who do. Fixed route-fixed schedule services may be used
in smaller communities like Salina when paired with complementary paratransit and, in
some cases, other human services transportation. Smaller communities may utilize a
varied schedule to take advantage of peak demand, while still providing a lower service
level or deviated fixed route at off-peak hours. As is the case with most public
transportation in America, no service will be able to exist without some level of subsidy.
Below is a description of each service type, and potential benefits or issues to being
used' in Salina.
Deviated Fixed Route: Vehicles follow a fixed route with scheduled time points.
However, the schedule allows the driver to deviate from the route to pick up or drop off
an eligible rider. The vehicle exits and re-enters the route at the same point. This
allows unscheduled passengers to wait for the vehicle along the route. The schedule
requires enough time for drivers to deviate from their routes while remaining on
schedule. Deviated fixed route does not operate well in areas with high peak demand.
Flexible-route fixed schedule: Drivers are required to stop at fixed stops at fixed times,
but the routes to travel from stop to stop can vary. This allows doorstep service for
eligible paratrarisit passengers. Passengers have three trip options which can effect fare
price: A passenger can get on and off at a fixed stop and pay the lowest fare; a
passenger can either get on or off at a fixed stop at one end of the trip and doorstep
service at the other end and pay a medium fare; or a passenger can have door to door
City of Salina Route Study
Final Report
16
January 28, 2008
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\. service and pay the highest fare option. This route option increases the service area of
the system and can also serve a wide variety of passenger types. The disadvantage is
that it can be very hard for the vehicles to stay on schedule particularly during peak
hours. It is essential that deviation limits in frequency and distance be set in advance
and communicated to potential passengers. This option is not as desirable in areas with
high peak demands.
Flexible-route flexible schedule; This service type is also known as demand-response
and is commonly used for paratransit service. It offers a high level of service and is the
most expensive of the systems discussed. This service type is the only public
transportation offered within Salina. As a result, even passengers with good mobility
or who live along major arterial streets must use the demand-response service.
c
Fixed route-fixed schedule: This is the service most often associated with bus service.
Buses travel a constant route on a fixed schedule. It is useful in areas with a strong
central business district, linear land use patterns, and. with strong trip generators. The
benefits include schedule predictability and lower costs than other options.. Salina's
land use pattern and population density would probably be too low to support an
standalone, unsubsidized fixed route-fixed schedule system. However, when paired
with a complementary paratransit service, as required by federal law, a fixed route
fixed schedule service that recognizes peak hours and serves employees schedules
could serve Salina more effectively than a demand response service alone.
City of Salina Route Study
Final Report
17
January 28, 2008
Tbl7PtflR D'
a e o en 13 Dute eSH!DS
Potential Route Designs
,
Service Type Description Pros Cons Salina
, " Suitability
Deviated Fixed Route Follows a fixed route and . Can pick up passengers at . Difficult to stay on schedule High
schedule, but can deviate designated stops, along routes, or
from route to pickup offer door-to-door service.
passengers. . Meets requirements for ADA
complementary paratransit service.
Flexible Route-Fixed Vehicle is at certain locations . Can pick passengers up at . Does not travel a set route, so High
Schedule at certain times, but routes designated stops, or offer door-to- there are few designated stop
vary door service locations.
. Difficult to stay on schedule
.
Flexible Route-Flexible Demand Response . Offers all passengers a high level of . Expensive Medium
Service service Advance reservations required for
.
all passengers.
. Demand can overwhelm supply
Fixed-Route Fixed Schedule Typical city bus service . Lower cost . Needs high population density. Medium/High
Predictable Unsuited for mobility-impaired. if paired with
. . additional
. Requires separate ADA service
complementary Paratransit
service along route corridor.
City of Salina Route Study
Final Report
18
January 28,2008
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Route Design Principles
Specific routes and service decisions are made after the basic service type is
chosen. These decisions include what areas will be served by the route, what form the
route will take, how many vehicles will serve the route, and what type of fare structure
will be used.
The following are some principles to follow when creating routes:
As straight and direct as possible. This is not always possible in rural areas that have to
use circular routes. However, the more straight and direct the route is, the more
convenient it is for passengers.
Predictable headways and schedule. Try to create schedules with buses servicing a stop at
the same time each half hour or hour.
(
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Create a policy for deviations and maximum number of deviations allowed. Most deviated
route services have a maximum deviation of between .5 and 1.5 miles off of the route.
The policy should also dictate how many deviations per route are allowed, to keep the
route on schedule.
Use an optimum number of stops. The five-minute walk, or a '14 mile is the generally
accepted service area for a bus stop. Typical fixed bus routes have 6-10 designated
stops per mile.
Decide how many vehicles will service a route. This can be a decision based on a desired
level of service, or based on the number of available vehicles. The number of vehicles
needed for a route is decided by figuring out how long it will take to run the route
,
\
City of Salina Route Study
Final Report
19
January 28, 2008
(including 10% for delays and driver recovery time), divided by the frequency of the
bus.
Use a fare structure related to the service provided. Deviated fixed route services usually
have three fare levels. The cheapest fare is for getting on and off at designated, fixed
route stops. The next fare level is for getting on or off at a fixed stop, and then having
the vehicle drive off the route for the passenger to get on or off. The highest fare level is
when the passenger has the bus deviate to pick them up, and then deviate off the route
to drop the passenger off.
Bus Route Types
Tbl8B R T
. e us oute l vnes
Table 8
Bus Route Types
Salina
Route Type Description Pros . Cons Suitability
Loop or Cycle Route follows a Can provide a Usually creates longer trips High
Route circular route. large area with for passengers.
minimal service.
Trunk with loop Most of the route Can provide Can still create longer trips Medium/High
end is an arterial street straight direct' for some passengers
with a loop at the service for most of
end. the route, and still
cover a large
service area.
Pulse System Routes arrive and Easier passenger Needs large facilities for Low.
depart from central transfer from bus many buses at one time.
transfer point at to bus Not common in rural areas
the same time
Radial Network Routes converge Passengers can May have to wait a Low
on a central transfer from bus significant time for the next
transfer point to bus. arriving bus.
Terminal or Route runs along Straight and direct Needs an arterial street with Low
Trunk Route arterial street. route convenient both high passenger
for passengers. generators and destinations
City of Salina Route Study
Final Report
20
January 28, 2008
('
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Loop or Cycle Route: Buses travel one direction on a circular route, starting and
ending at the same point.
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Pros:
. Allows aminirnum amount of service to be maintained for low-density areas.
. Many passenger generators and attractions can be reached in one route.
Cons:
. High travel time for passengers.
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Trunk with loop end: A bus travels both ways on a trunk route and travels one
way in a loop at the end of route.
+-
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Pros:
. Can serve a spatially distributed area while still providing straight and direct
service along a portion of the route.
"Cons:
. Care still has to be taken to insure route does not become too long"
City of Salina Route Study
Final Report
21
January 28, 2008
Pulse System: ('
A pulse system is where all routes usually arrive and depart at a central transfer
point at the same time.
Pros:
. Passenger transfer from bus to bus is easier than other systems.
Cons:
. Facilities have to be large enough for multiple buses to arrive at the same
time.
. Not common in rural areas
Radial Network:
Radial network's have either trunk or loop routes converge on the central
transfer point. This becomes a pulse system if all the routes arrive at the central
transfer point at the same time.
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Terminal or trunk route: A bus travels in both directions usually along a main
arterial street. The route ends are usually either strong passenger generation or
destination points.
.
~
+-
.
Pros:
. Ideal for streets that have both large passenger generators and passenger
destinations within a quarter mile of the route.
. Straight, direct and easy for passengers to understand
City of Salina Route Study
Final Report
22
January 28. 2008
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Cons:
. Not suited for rural areas, or small cities without large passenger generators
and attractions on one linear route.
Other Route Design Terms:
Flag Stop: A stop anywhere on a route that has not been designated as a stop,
. .
but operator policies allow passengers standing along the route to U flag" the bus
to stop. Also allows passengers on the bus to ask the bus driver to stop
anywhere along the stop. The bus driver determines if the stop is safe and may
choose an alternative, safer stop.
Layover: Is the rest or break-time for the driver and usually occurs at the end of
the route; It is dependent on contract and labor agreements.
Recovery time: Recovery time is how the route is guaranteed to be on time by
giving the driver a buffer against running behind schedule. Recovery time is
distinct from layover, but often occurs at the same place and time. If the bus
arrives to the recovery location early or on time the driver will wait, but the
recovery time can be shortened if the bus is running behind schedule. Typically,
recovery and layover time is about 10% of the total round trip running time.
Blocking: Blocking is the assignment of vehicles to a route. Each block is the
assignment of a specific vehicle to a route.
Headway: The length of time buses follow each other on the same route, which
is the same as the length of time between buses at a bus stop.
City of Salina Route Study
Final Report
23
January 28, 2008
ADA Requirements for Demand Response and Deviated Routes:
t
There are no complementary paratransit requirements for demand-response systems
serving the general public such as dial-a-ride or route deviation modes2 as long as these
services fulfill the same functions as a dedicated paratransit service and the equipment
is ADA compliant. Complementary paratransit services along a % mile corridor must
still be provided for any part of the day when only fixed route service is being
provided. FT A Region VII office has stated that a vehicle deviating from the fixed
route, as on a deviated-fixed route service or a deviated route service, would not be
extending the % mile corridor with the vehicles route deviations. Hence the % mile
corridor for meeting ADA requirements would be based on the standard route of the
deviated-fixed route service.
(
2 http://www.fta.dot.gov/civiJrights/ada/civil rights 3892.htrnl Viewed on 9/25/07. 3:00 PM
City of Salina Route Study
Finai Report
24
January 28, 2008
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Peer Cities with Fixed Routes or Variations
Kansas Peer Cities (with Fixed Route Service)
Reno County, Kansas
, Garden City, Kansas
Other Potential Cities outside Kansas
Casper, WY
Loveland, CO
Joplin, MO
Jefferson City, MO
Grand Island, NE
St. Joseph, MO
Tables 9 and 10 detail operating figures and system design attributes for the
aforementioned peer cities.
City of Salina Route Study
Final Report
25
January 28,2008
Table 9 Peer Cities
FbcedlOevi..ted Number TotaJAnl'lUOlII
F'eerCity Population System N;lime System Design Fixed RQute afFixed Headway Operating
Types Routes Expenses
$621,010(2006);
Salina, KS 53,980 OCCK Demand Response NfA NfA NfA $345,833(2007,
through Jurte 30)
JEFFTRAN' Fixed-Route Fixed 4 Loop Routes, 3
(fixed Roule); Schedule, Demand
Je1't'ersonCity,MO 39,636 HandiWheels Response Trunk with Loop 7 30mi" , 1.828,346
(Paralransil) Paratransit End Routes
Casper Area Deviated Fixed
Transportation Route, Demand 1 Loop Route, 5
C;lsper, WY 49,644 Coalition Response Trunk with Loop 6 1.hour , 1,265,845
(eA Te); The Para\ransit End Route$.
Boo
st. Joseph, MO 72,651 The Ride Deviated Fixed 8 Trunk with Loop 8 1 hour , 3,810,545
Route End Routes
City of Fixed_Route Fixed 1 LoopRoute,1
Schedule, Demand
Loveland, CO 50,60S Loveland Response Trunk with Loop 2 1 hour , 692,491
Transit (COLT) Paratransit End Route
Reno County Deviated Fixed 2 Loop Routes, 1 1hour(2hr
Route, Demand
Hutchinson, KS 40,787 Area Transit Response Trunk with Loop 3 00 , 69S,120
(RCAT) Paratrnnsjt End Route saturdays)
Fixed_Route Fixed
Garden City, KS 2S,451 City Link Schedule, Demand 4 Loop Routes 4 1-2 Hours $388,000
Response
Paratransit
.
Hall County
Grand Island, NE 42,940 Public Demand Response NfA NfA NfA . 200,000
Transportation
(Handi Bus)
,
Joplin, MO 45,504 Metro Arlla Demand Response NfA NfA NfA , ,SOO,OOO
Paratransit
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City of Salina Route Study
Final Report
26
January 28, 2008
(
Table 10 Peer Cities Continued
Opt>r1ldngExpenn
~rPassengerMI'"
Cpe<allngExpense
pe,VehicleRevenue
.,.
Far.Suuotur.
P_Clty '2 ~ . ! ;
, . . a - ~
. .~~ . ~ , .
. ~ ~
0
s..1I"",KS
"Data Not
Availa!>.
WA
WA
JetrerscnClly,MO $
'_02$
225 $
3.36$
Ca.p.f,WY
220 $
3.79$
2.28$
st.Joseph,MO
249 N/A
4.71 NlA $ 0.50 $ 0.40 $ 0.25 $ 0.25 N/A $ 0.10
Loveland, CO
3.41$
4.95$
3.17$
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$1.13
(2006):
$1.19
(2007,
th'OlJg!I
jun.3D)
$ 2.00 $ 200 $ 200 $ 200 $ 200 NlA
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Commenc.
3.63 $ 1.00 N/A $ 0,50 $ 0.50 $ 2.00 N/A
3.56 $ 1.00 $ 0,75 $ 0.50 $ 0.50 S 2.00 $ 200
5.59$1,25$0.50$0.60$0.60$2.00 NlA
Monday-Friday6:00AMto
10:00PM;SOlUrdoy!l:Q()AM
to 10:00 PM; Suoday 9:00 AM
lo 7:00 PM
HaIl.rarePilSI Mooday-Friday6:45AMto
AVai~~~~~~~Oorly 5:JQ PM
Pam",nsitMor>day-Friday
7:00AMto-S:15PM;FIXed
Routa:Monllay_Friday6:30
AM-6:30PM
Monday-FriciaYS:15AMto
9:05PM;Saturda,..8:15AM
!o6:05PM
$O.60L~noc"'" 6:40a.m.-6:55p.m.Monday
Fare Friday:~ ~'~~lu~d~ 10.
'DalaNo! "DalaNo!
Available Available
1.43$
RutalSlllVioo:S2_ M""day-~rtday6:00AMIo
2.03 $ 0.80 $ 0.40 $ OAO $ OAO $ 200 $ 1.60 $4""'0""';$4-$6 7:00PM; s"tw"day 7:00 AM t
RolJteDeviation 6:00PM
Hutchtnson,KS
GardenClty,KS
"DalaNo! "DataNo! "DalaNat
Available Available Available
G,an<jlsland,NE
"DelaNot
Available
"A
WA
Joplln,MO
_N.
Available
WA
"A
3.61 S 1.00 NlA S O.SO S 0.50 S 1.00 NlA
.:e..~~~ $O.SO $O.SO $0.50 SO.50 So.50 NlA
1.7C $ 200 .$ 2.00 $ 1.00 $ 1.00 $ 200 NlA
Ann"'" Rldelshlp
All Modes (Mosl
Recenlo..tal
m.~
35,733(2006);
20,740(2007,
thlouiil June 30)
Nolm8geAv8ilaiJle
404,453
""""
417,906
114,827
121,881
Monday Friday 8:00AM 10 5 13,210{2008.
PM Demand Reopenu
. Se!VlceOniyl
S3.50Cal>Fare Monday. Frlday7:00AMlo
Vlilhin City Umit!l 5:00PM
M""day,Friday6:00AMlo
5:00PM;Satu'daya9:30AM
10 3:30 PM
Selected Fixed-Route Alternatives for Salina, Kansas
41,000
Nolm8geAv8il1lb1e
67,735
Nolm~AvaflBbla
Eight fixed-route alt~m!1tiveswere studied based on information derived from a variety
of sources. Demographic data was incorporated into the route development process to
identify areas of Salina that could potentially generate high transit demand such as low-
City of Salina Route Study
Final Report
27
January 28.2008
income neighborhoods or areas with a high concentration of elderly individuals.
Further, trip history data provided by OCCK was geocoded in order to analyze the
spatial distribution of individual transit trips taken within the City. Lastly, data
provided by the City of Salina and Salina Chamber of Commerce identified major
employment and commercial centers, housing concentrations, and facilities that
generate transit demand. This data was evaluated comprehensively in order to develop
route alternatives to maximize service to both current and potential riders. Table 11
provides a basic overview of each proposed route, studied.
TblllP dR 0
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a e rODose oute vervlew
. 'Route Description Length Time Cost per Population Within Households Within Elderly Population Renter Occupied
.. . (minutes) Cycle. 1/4 Mile 1/4 Mile Wlthin1f4Mile Within 1/4 Mile
A trunk route from Tony's, up Ohio, to
A-1 a loop around Crawford, Ohio, Iron, 9.12 miles 2. $ 10.85 15,247 6,385 2,508 2,745
and Broadway.
A-2 A loop route connecting Crawford, 13.39 miles 38 $ 15.93 14.512 6,245 2,273 3,114
Ohio, Iron, 9th, and Broadway
.
A trunk route from Tony's, up 9th, to a
A-3AJt1 loop around Crawford, Broadway, 8.42m\\es 21 $ 10.Q2 14,405 5,964 1,837 2,591
Iron, Santa Fe, and Crawford.
A trunk route going from Tony's E to
A-.3Alt2 9th, N 10 Cloud, W to Cherokee, N to 9.17 miles 2' $ 10.91 16,293 6,568 1,967 2,797
Crawford, E to Santa Fe, N to Irion, W
to"Broadway, S to Crawford.
A trunk route from Tony's up 9th, E on
B-1 Crawford, N on Ohio, W on Iron, S on 9.75 miles 25 $ 11.60 14,845 6,285 2,290 2,879
Santa Fe, W on Claflin Ave ~
A loop route connecting Westpot Blvd
B-2 to Crav.ford to Iron to Ohio to Elm to 11.62 miles 32 $ 13.83 13,285 5.646 2,175 2,427
Santa Fe, Antrim. Broadway
A loop route from Tony's to Ohio SI,
B.3Alt1 N. to Crawford, W to 4th. S to Cloud, 10.86 miles 30 $ 12.92 '14,241 5,626 2,151 "....
W to Centennial. S to Scanlan
A Joop going from Tony's N on
B-3Alt.2 Scanlan Ave, E on Cloud, N on 10.62 miles 30 $ 12.64 14,431 5,724 2,066 1,918
Cherokee, E on Crawford, S on Ohio.
Won Schilling.
All figures are 1-wayfortrunkroutes, round trip for loops.
"Costs are based off of OCCK Inc current operating expense per revenue mile of $1.19.
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Two system choices, A-Routes and B-Routes, were developed_ Each system is a
combination of trunk and loop routes designed to provide access throughout the city,
City of Salina Route Study
Final Report
28
January 28, 2008
(
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,
and are designed to work together with routes within that system. Table 12 describes
each system's cost and extent to which each route serves population cohorts and
facilities within the city.
Route A-I
Route A-I connects Tony's Pizza, Wal-
Mart, the Ohio corridor, and downtown.
It proceeds east on Schilling and turns
north on 9th before turning west on
Magnolia. Then the route proceeds up
Ohio to Iron where it starts a loop on
Iron, Santa Fe and Crawford before
connecting again with Ohio. Transfer
opportunities exist on Iron, Santa Fe,
and Crawford.
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. City of Salina Route Study
Final Report
29
January 28, 2008
r--
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Route A-2
Crawford.
Transfer
Ac::I[t:'nenl Com~lexes
Route
A-2
connects
housing concentrations
on Crawford with
downtown, the Salvation
Army, and the
Greyhound Bus Stop. It
is a _ loop route with
spurs on both end of
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Schools
.
Majorr'acllilles
opportunities exist on
Crawford and Iron.
c
City of Salina Route Study
Final Report
30
(
Route A-3 Alt 1
Route A..3, Art 1 connects Tony's Pizza with Wal-Mart,
downtown, and Broadway. The route takes Schilling
east and turns north on 9th until a loop is performed
using Crawford, Iron, 12th, Walnut, and Broadway.
Transfer opportunities exist on Crawford, Santa Fe, and
Iron.
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iiiiI EmCIOvr:lenl Ceg:er
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. MJ.iorfJc.ililies
Route A-3, Alt 2
The second alternative for Route A-3. starts and
ends the same as Alt. 1, but instead of following 9th
up to Crawford, the route proceeds west on Cloud
and then north on Cherokee before making a loop
starting at Broadway and Crawford. This route
connects the . low-income area around Cherokee
with Tony's pizza, Wal-Mart, and downtown.
joins 9th St and heads back south.
"
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Route B-1
Route B-1 is a. trunk route that has parallel
service along both 9th and Santa Fe. The route
starts at Tony's Pizza and goes west on Schilling
before turning north on 9th. The bus turns east
on Crawford and performs a loop using Ohio,
Iron, and Santa Fe. The route goes south on
. Santa Felintil it teaChes Claflin, wheit: the lOut"
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City of Salina Route Study
Final Report
31
January 2S, 200S
Route B-2
Route B-2 is a loop route with a spur on W Crawford, and connects housing
concentrations on Crawford with downtown and social service' agencies. The loop uses
Crawford, jogs up to Marymount, goes west on Iron, north on Santa Fe, and then south
on Broadway.
FI;ZJ FacUlties
. ,A.p3r1meni COmple)eS
~ EmploymGnt CBmer
S<:ncols
"
Route B-3, AIt 1
Route B-3 is a loop route connecting Tony's
Pizza, Ohio Street, Crawford, 4th St, Cloud,
and employment concentrations on
Centennial. Transfer opportunities exist on
Crawford and Schilling.
City of Salina Route Study
Final Report
--; ,-~..,
". <
;L~ _~~1'~G;~t
January 28, 2008
, ;,-!';n
32
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City of Salina Route Study
Final Report
Route B-3, Alt 2
o
The second alternative for route B-3 is a
simpler loop, going east on Shilling, north on
Ohio, west on Crawford, before jogging
down Cherokee to connect with CentenniaL
This route connects the housing
concentrations on Cherokee and Ohio with
employment centers on Centennial and
Shilling, Transfer points exist on Crawford,
and Schilling,
33
January 28, 2008
T bI 28
R
C
a 01 tudied outes ost and Population Served
Scheme Scheme Scheme Scheme
A Alt. 1 AAIt.2 B AIt.1 B, Alt. 2
Length 30.93 31.68 32.23 31.99
Cost per Cycle' . - $36.81 $37.70 $38.35 $38.07
Population Within 1/4 Mile 28,774 30,072 31,098 30,677
% Total Population . 62% 65% . 67% 66%
H(;useholds Within 1/4 Mile 11,952 12,394 12,865 . 12,704
% Total Households 64% 66% 69% 68%
Elderly Population Within 1/4 Mile 4,241 4,339 4,583 4,491
% Total Elderly Population 64% 66% 69% 68%
Renter Occupied Within 1/4 Mile 4,945 5,104 4,967 4,897
% Total Rental Occupied Households 78% 81% 79% 78%
Total Major Facilities / Destin"tions within 1/4 Mile 84 . 83 92 90
% Total Major Facilities / Destinations within 1/4 Mile 72% 71% 79% 77%
Total Unique Trip Origins within 1/4 Mile 224 224 224 226
% Total Unique Trip Origins within 1/4 Mile 81% 81% 81% 81%
Total Unique Destinations within 1/4 Mile 247 249 243 247
% Total Unique Destinations within 1/4 Mile 80% 81% 79% 80%
Total Trip Origins within 1/4 Mile 1049 1035 995 1000
% Total Trip Origins within 1/4 Mile 84% 83% 80% 80%
Total Destinations within 1/4 Mile 1042 1051 989 999
%Total Destinations within 1/4 Mile 84% 84% 80% 80%
Total Apartment Complexes within 1/4 Mile 22 22 21 21
% Total Complexes within 1/4 Mile 85% 85% 81% 81%
Total Major Employers within 1/4 Mile 16 16 23 23
% Total Major Employers within 1/4 Mile 35% 35% 50% 50%
Total Schools within 1/4 Mile 13 13 19 17
% Total Schools within 1/4 Mile 52% 52% 76% 68%
City of Salina Route Study
Final Report
34
January 28, 2008
~..
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Revisions and Preferred Route System
" Preliminary Revisions
Based on comments and suggestions from the Fixed-route Task Force, several changes
were made to Route Scheme A, Alternative 2, which was chosen by Task Force
members as the most viable option. These changes included:
. A3 Alternative 2: East-West segment on Crawford between Broadway and
Santa Fe was eliminated and replaced with North-South segment on Santa Fe
between Crawford and Cloud.
. A2: At Iron and Ohio, a spur was created north to Lakewood Circle to serve
Lakewood Middle School, and further north to Great Plains Manufacturing.
.
Peak-hour extensions were added to A2 and A3 in order to serve
employment cer:ters on the north and south ends of the city.
Performance indicators for the revised route scheme are found in Table 13, below.
City of Salina Route Study
Final Report
35
January 28,2008
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City of Salina Route Study
Final Report
36
January 2S, 200S .
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able 13 Revised Studied Routes Cost and Ponulations Served
Scheme A, Alt. 2 Scheme A, All. 2 Final Preferred
REVISED PEAK REVISED Route Scheme
Population Within 1/4 Mile 32,139 32,244 32,207
% Total Population 69% 70% 70%
Households Within 1/4 Mile 13,293 13,340 13,326
% Total Households 71% 71% 71%
Elderly Population Within 1/4 Mile 4,611 4,626 4,617
% Total Elderly Population 70% 70% 70%
Renter Occupied Within 1/4 Mile 5,382 5,394 5,389
% Total Rental Occupied Households 85% 86% 86%
Total Major Facilities / Destinations within 1/4 Mile 36 36 37
% Total Major Facilities / Destinations within .1/4 Mile 88% 88% 90%
Total Unique Trip Origins within 1/4 Mile " 236 241 242
% Total Unique Trip Origins within 1/4 Mile 85% 87% 87%
Total Unique Destinations within 1/4 Mile 257 263 262
% Total Unique Destinations within 1/4 Mile 83% 85% 85%
Total Trip Origins within 1/4 Mile 1090 1100 1110
% Total Trip Origins within 1/4 Mile 88% 88% 89%
Total Destinations within 1/4 Mile 1065 1079 1086
%Total Destinations within 1/4 Mile 86% 87% 87%
Total Apartment Complexes within 1/4 Mile 23 23 22
% Total Complexes within 1/4 Mile 88% 88% 85%
Total Major Employers within 1/4 Mile , 18
24 22
% Total Major Employers within 1/4 Mile 39% 52% 48%
Total Schools within 1/4 Mile 15 15 14
% Total Schools within 1/4 Mile 60% 60% 56%
Preferred Route Scheme
Based on the revisions made to Route Scheme A, Alternative 2 with revisions, a final
preferred route scheme of those studied was developed. Performance measures are
found in Table 13, above. The following changes are included in this final design:
.
A2: The spur included in the revised Route Scheme A, Alternative 2 was
eliminated due to scheduling constraints. Inclusion of this spur would decrease
the effectiveness and efficiency of this route.
.
Transfer Centers:. Two transfer centerswere considered for the purposes of this
feasibility study. The northern center, at the City and County Building Complex
at 9th and Ash, serves as a connection point for all three routes. The southern
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City of Salina Route Study
Final Report
37
January 2S, 200S
.i....~.-
,
center, at Wal-Mart, connects the Yellow and Red lines. The specific location of l
the transfer points would need to be negotiated and reviewed for traffic flow and
traffic safety.
. AI: Segment along Iron was shifted north to run along Ash in order to serve
transfer center at the City and County Building.
. A3: Route altered to turn left at Iron and 9th in order to serve transfer center.
140
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City of Salina Route Study
Final Report
38
January 28, 2008
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Ridership Estimations for Route System
Due to data constraints, model-based ridership projections for a proposed fixed-route
bus system in Salina are difficult to develop. However, knowledge gained from
ridership trends in similar systems affords general approximations of ridership
forecasts both in the near and long-terms. Two Kansas communities, Hutchinson (Rcat)
and Garden City (City LinkjFinney County Transit), have migrated from strictly
demand-response to fixed-route/demand response in the last decade. Hutchinson made
the switch in 2000, while Garden City began fixed-route operations in September 2007.
Tables 9 and 10 detail attributes of these two systems.
Based on the pre- and post-fixed-route implementation ridership trends for both
systems, as well as route coverage population statistics for Hutchinson, estimates for a
fixed-route system in Salina were developed.
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Method 1: Population-based Projection
The City of Hutchinson exhibits a number of demographic similarities to Salina, thus
making it an ideal peer city to base ridership projections off of. Key predictors for
transit ridership such as elderly population, households with zero to one vehicles, and
population at or below poverty status are shown in Table 14. Because of these
demographic similarities, it is assumed that ridership following implementation of a
fixed-route bus system in Salina will follow trends exhibited in Hutchinson.
Table 14 Demopranbic omnarisons between Hutch
Hutchinson Salina
Population 40,787 45,969
% Households with 37.4 39.7
0-1 Vehicles
% Population at or 10.9 7.9
Below Povortv Level ,\"-'..' .' .'.
% Population ages 11 10
65+
c
iuson and Salina
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City of Salina Route Study
Final Report
39
january 28, 2008
As displayed in Table 15, the preferred route scheme A, Alternative 2 with revisions
. covers 70% of Salina's population within one-quarter mile of any route. Similarly,
approximately 70% of the city of Hutchinson's population resides within one-quarter
mile of a fixed-route bus line. Using 2006 Hutchinson ridership data, population within
one-quarter mile of a fixed-route, and total city population, two multipliers were
developed by dividing total ridership by both population figures.
(
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Tabl. 15 Population in Proximity to Bus Routes: Hutchinson & Sali
Population within City % Population
City 1/4 Mile of fixed- Population within 1/4 Mile
route bus line
Hutchinson 28,617 40,787 70,16%
Salina. 32,207 45,969 70.00%
na
As displayed in Table 16, the multiplier derived by dividing total Hutchinson fixed-
route ridership by population within one-quarter mile of a fixed-route is 3.41. The
multiplier derived by dividing Hutchinson ridership by the total city population is 2.39.
T bl 16H h'
a . ute IOson ranslt ers ID oer 30lta
Hutchinson Ridership / Ridership Per
Annual Population. within
Ridership Quarter Mile Capita
97,678 - 97,678/28,617 = 97,678/40,787
3.41 2.39
T . Rid h'
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These multipliers were then used to estimate ridership for a Salina fixed-route system.
Estimated ridership based on population within a quarter-mile of a route is 109,932
trips per year. Estimated ridership based on total city population is 110,088 trips per
year, as shown in Table 17.
City of Salina Route Study
Final Report
40
January 28, 2008
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Tbl17sr
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M
a e a IDa Estimated RI ershin ethod 1
Estimated Annual Estimated Annual
Ridership Based on Ridership Based on
Population within 1/4 Total Population
Mile
= 3.41 . 32,207 = 2.39' 45,969
109,932 110,088
Method'2: Ridership-based Projection
Percentage increases in ridership following fixed-route implementation in Hutchinson
and Garden City were applied to estimate Salina ridership in both the short and long
term. Tables 18 and 19 display past ridership data for Salina and Garden City.
Table 18 2006 Salina Ridership
(
2006
Quarter Trins
01 8,190
02 9,483
Q3 9,464
Q4 8,596
Total: 35,733
Table 19 2007 Garden Citv Ridershin
2007 Total %
Ridership Change
June 1,083 -
c: Julv 1,057 -2%
0
~
C AUlJust
" 1,392 32%
E
"
C. SeDtember 1,202 -14%
~
i!! Q3 Averane 1,217 -
0-
October 2,041 68%
.~
The percent increase in ridership one month after implementation in Garden City was
68% over the previous quarter. If this same rate of increase is applied to Salina's 2006
fourth-quarter ridership of 8,596, over 14,000 rides are expected, or over 60,000 in the
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City of Salina Route Study
Final Report
41
January 28, 2008
first year. Further, a 170% increase in trips made by the general public was experienced ,
in Garden City one month post-implementation.
,.,.....
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Hutchinson data showed similar short-term ridership trends. Approximately 70,000
trips were made by fixed-route transit in Hutchinson during the first year of operation,
a 71% increase over the approximately 40,000 trips made in 1999. Applied to Salina's
2006 annual ridership of 35,733, a 71 % increase equates to a projection of over 60,000
annual trips made within the first year.
Table 20 lists the range of projections generated through population-based and
ridership-based methods.
T bl 20 S
fRid h' E .
a e ummarv 0 ers lID stImates
Method Annual
Estimate
Estimated Ridership Per Capita 110.088
Estimated Ridershic Per Capita - Proximity to Transit 109,932
First Year Estimate based on Garden City) 60,031
First Year Estimate based on Hutchinson) 61,103
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Long-term Ridership Estimate
Hutchinson data was also used to project long-term ridership trends. During its seven
years of operation, Rcat fixed-route ridership has increased 138% over its 1999 level of
approximately 40,000 trips to 97,678 trips. This same increase applied to Salina's 2006
annual ridership of 35,733 amounts to a projection of over 85,000 annual trips by year
seven.
Estimated Schedule and Costs for Preferred Fixed-Route System
Estimated Cost of a Fixed Route and Deviated Route Service
Operating costs are estimated for 10, 12 and 16 hour fixed route schedules with a
variety of headways (peak and off-peak 0.5 hour headway, peak and off-peak 1 hour
City of Salina Route Study
Final Report
42
January 28,2008
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headway, and peak 0.5 hour and off-peak 1 hour headways). Deviated route costs are
also estimated for IS hour headways for 10, 12, and 16 hour schedules. Costs are
estimated only for revenue hours and revenue miles and do not consider deadhead
miles expenses. Estimated operating costs, capital costs, and the potential division of
costs among local, state, and federal sources are displayed in Tables 21, 22, and 23,
respectively, assuming the same cost split among sources that currently exists. Please
note that receipt of any additional federal and/or state funds require application and
approval from the Kansas Department of Transportation.
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able 21 Estimated Annual Oneratinv' osts or Salina FIxe Route and Deviated Route
Estimated Annual Ooeratino Costs for Salina Fixed Route and Deviated Route
Annual Total Yearly
Schedule Daily Annual Daily Revenue Annual Labor Additional Operating
Length Headwav Mileaoe Mileage Cost 1 Hours Costs' Aliocations' Cost
~~9~~1t~~~:k"1.~-i~~~~~ .~!ftifilil!i~~~~~)j,'<t!5i
0.5 hr 945.25 $147,459 53:30 $300,456 $52,500 $500,417
1 hr 508.75 $79,365 27:30 $154,440 $52,500 $286,306
10 hr Peak 0.5
hr,Off-
Peak 1 hr 690.5 $107,718 37:21 $209,758 $52,500 $369,978
. 1.5 hr 513.25 $80,067 30:44 $172,598 $52,500 $305,166
~.mm:_~isr~~~~~~~; . " -:~~~"""#"
- .._.:., .. - '.-1' '-'~AJf~~
0.5 hr 1146.5 $178,854 62:00 $348,192 $52,500 $579,549
1 hr 601.25 $93,795 32:21 $181,678 $52,500 $327,974
12 hr Peak 0.5
hr,Off-
Peak 1 hr 835.75 $130,377 45:17 $254,311 $52,500 $437,190
1.5 hr 578 $90,168 34:15 $192,348 $52,500 $335,017
iiIr~~W'~lill'r~~W[~~~~,\J1t~~~~~'H
0.5 hr 1345.25 $209,859 73:21 $411,934 $52,500 $674,296
1 hr 792.75 $123,669 42:03 $236,153 $52,500 $412,324
16 hr Peak' 0.5 -
hr,Off-
Peak 1 hr 1017.5 $158,730 55:00 $308,880 $52,500 $520,112
1.5 hr 765.25 $119,379 45:25 $255,060 $52,500 $426,941
'$0.50 mile, 6 days per we~k ---',
, based on daily revenue hours, $18/hr, 6 days per week, 52 weeks per year
'based on $35,000 administrative costs, $12,500 human resources, $5,000 marketing
'Amount of Peak hours: 10 Hour schedule = 4:45,12 hour and 16 hour schedule = 5:45
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City of Salina Route Study
Final Report
43
January 28, 2008
As Table 21 displays, a 10 hour schedule with 1 hour headways (frequencies) represents
a total estimated annual operating cost, of $286,306. This option is the shortest
scheduled time period, and the reduced mileage and labor costs from each route
requires operation of one bus per route. For the option with V2 hour headways,
requiring two buses per route, is a total of $500,417 for 10 hour days and $579,549 for 12
hour days.
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Operating cost assumptions were supplied by OCCK, Inc., and are as follows:
$0.50/mile for maintenance, $18.00/hr labor costs, 6 days a week running time for 52
weeks a year; $35,000 administrative costs, $12,500 human resource allocation. OCCK,
Inc. did not include a marketing allocation, but $5,000 was estimated for marketing
costs. This estimate does not include possible fuel price changes.
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City of Salina Route Study
Final Report
44
January 28, 2008
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Table 22 Estimated Annual Capital Costs for Salina Fixed Route and Deviated Route
( Estimated Annual Ca ital Costs for Salina Fixed Route and Deviated Route
Adding
Luminator Total
Schedule Headway Vehicles Per Vehicle Signs, pull Vehicle Total Cost
Length needed Cost cords, fare Cost I 3 years
boxes (per
vehicle)
0.5 hr 8 $50,600 $10,000 $484,800 $161,600
1 hr 4 $50,600 $10,000 $242,400 $80,800
10 hr Peak 0.5
hr,Off-
Peak 1 hr 8 $50,600 $10,000 $484,800 $161,600
1.5 hr 4 $50,600 $10,000 $242,400 $80,800
0.5 hr 8 $50,600 $10,000 $484,800 $161,600
1 hr 4 $50,600 $10,000 $242,400 $80,800
12 hr Peak 0.5
hr,Off-
Peak 1 hr 8
1.5 hr 4
0.5 hr 8 $50,600 $10,000 $484,800 $161,600
1 hr 4 $50,600 $10,000 $242,400 $80,800
16 hr Peak 0.5
C hr,Off-
Peak 1 hr 8 $50,600 $10,000 $484,800 $161,600
1.5 hr 4 $50,600 $10,000 $242,400 $80,800
Table 22 displays the estimated capital costs for deviated and fixed route in Salina. The
number of vehicles needed is multiplied by the cost per vehicle ($50,600) plus the cost of
converting a paratransit vehicle to a fixed route vehicle ($10,000)3 by adding fare boxes,
front and side luminator signs, and pull cords. Due to high mileage during the routes,
it is assumed that each vehicle will need to be replaced every three years.
The capital costs for each route remain is dependent only on the number of buses used,
and not on the scheduled length of the route. As Table 22 displays, the capital costs for
"," ,.,_""',' ,'," " "'>",' . ,'", .,-' '" , <' - ., '_c. _.' " ."_ ,_ ," _-.
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31/3/08 Conversation with Dan Morrill, Midwest Bus Corp. 800-627-6627
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City of Salina Route Study
Final Report
45
January 28, 2008
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a 10 hour schedule length with 1 hour frequencies is the same as the capital costs for a ( .
16 hour schedule length with 1 hour frequencies ($80,800). These costs incorporate the
Industry standard of a 20% reserve fleet.
Table 23 Estimated Yearly Total Costs and Division of Funding for Salina Fixed Route and Deviated Route
Estimated Annual Division of Fundin for Salina fixed Route and Deviated Route 1
Total Total Yearly LocalOp FederalOp StateOp Total.Yearly Local Cap Federal State Cap Total Total Total
Schedule Yearly Operating Share Share (50%) Share Capital Share Cap Share Share Local Federal st...
Lenath Headwav Cost Cost 40%) 10%; Costs 20%) 80%) 0%) Share Share Share
;l,W.r".M;:~\':'m,~?~"'E~.$~''Htl.;1~'mf;q!jl:'Jl!1.~,t?;.-'f.i{''~~'M'~~!,'~:7''~:::,~~4.;l~;'t7iE.~~;r'i~.W~,,-~:it~w,.~~'~ V>>'~~~ii1f"$il61?~
0.5hr $662015 $500415 $200166 $250208 $50.042 $161,600 $32320 $129.280 $0 $232486 $379488 $50,042
1he $361105 $286305 $114,522 $143153 $28631 $80800 $16160 $64640 $0 $130682 $201193 $28631
10hr Peak 0,5
hr,Off-
Peak 1 hr $531516 $369916 $147,990 $184988 $36998 $161600 $32320 $129280 $0 $180310 $314268 $36998
1.5hr $385965 $305,165 $122066 $152,583 $30517 $80,800 $16,160 $64640 $0 $138226 $217 223 $30,517
~Ql:r"~~...,~U.~fC'~~~~~J6E1il~~~'- .. -
0.5hr $741,146 $519,546 $231.818 $289.773 $57,955 $161600 $32,320 $129,280 $0 $264,138 $419,053 $57955
He $408,773 $327,973 $131.189 $163,987 $32,797 UQ,800 $15150 $64 640 $0 $141,349 $228,627 $32,797
12hr PeaK 0.5
hr,Off-
Peak 1 hr $598788 $437188 $174875 $218594 $43,719 $161600 $32.320 $129.280 $0 $201195 $347874 $43119
1.Shr $415,816 $335,016 $134.006 $167,508 $33.502 $80,800 $16,160 $64,640 $0 $150,166 $232,148 $33502
:.1.,,,~1~.. - N. ~ ~~~ ~p:~W'._
O.Shr $835893 $614293 $269717 $337147 $67.429 $161600 $32,320 $129,280 $0 $302037 $466 427 $67429
1he $493,122 $412,322 $164,929 $206,161 $41.232 $80,800 $16;160 $64,640 $0 $181089 $210,801 $41232
16hr PeakO,S
hr,Off-
Peak 1 hr $681,710 $520,110 $208,044 $260,055 $52.011 $161,600 $32,320 $129,280 $0 $240364 $389,335 $52,011
1.5hr $501739 $426,939 $170,776 $213470 $42.694 $80,800 $16.160 $64.640 $0 $186936 $278,110 $42,694
Federal and state share of funding IS dependent on application and approval from Kansas Dept of Transportation
"'..-,
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Table 23 displays the estimated total yearly cost along with the estimated portions of
the Local, Federal, and State share. The least-cost schedule length is a 10 hour schedule
on fixed 1 hour headways (both peak and off-peak) operating 4 vehicles. This results in
an estimated cost of $367,105 a year. The most extensive serVice schedule is a 16 hour
schedule on 0.5 hour headways. The shorter headways require 2 vehicles to openite
each route for a total of 8 vehicles (2 vehicles on each of 3 routes, with a 20% vehicle
reserve). This 16 hour schedule results in a total estimated cost of approximately
$835,893 per year.
The deviated fixed route that runs on a 1.5 hour headway option was slightly more
expensive than the 1 hour fLxed .route schedule. This is mainly due to added1abor and
mileage due to the inefficiencies of requiring a longer route time to account for an
estimated 4 route deviations a cycle. It should be noted that the City of Salina is not
City of Salina Route Study
Final Report
46
January 28, 2008
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required to operate a separate complementary paratransit service during times of
deviated fixed route operation. This would likely result in operational savings;
however, no calculations have been made to estimate the savings in the existing
demand-response service.
Proposed Schedules
Schedules were created for 10, 12, and 16 hour daily operations with a variety of
headways. Each route schedule is designed to have all three route vehicles arrive at the
City and County building at 9th and Ash within a 15 minute window. The time-
coordinated transfer point allows convenient north-south connection. WalMart at
Schilling and 9th also serves as another transfer point. Additionally, there are several
locations throughout the system where two routes intersect. These locations are
highlighted in the schedule and can serve as additional transfer points.
The Yellow Line and Blue Line have peak hour extensions allowing access to
employment centers at the southern and northern ends of 9th Street.
Tables 22, 23, and 24 are sample schedules of the three routes on a 12 hour schedule
with V2 hour headways during the peak hours, and 1 hour headways during the off-
peak hours. Tables 25, 26, and 27 are sample schedules of the three routes as deviated.
routes on a 12 hour schedule with 1.5 hour headways during both peak and off-peak
hours.
Please note that these schedules are for the purposes of discussion only and to
demonstrate potential timed transfers among the routes. Actual operational schedules
should take into consideration additional shift times of major employment centers
.along the .routesp , ,
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City of Salina Route Study
Final Report
47
January 28, 2008
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Table 24 Red RouteSample Schedule
--i
0 0 () () 0
::> '., <0 <0
'< , 5' ::r iil iil ::r 5' --i
I lJ>- 1 0' ~ 0 ~ 0' 0
CD -U ll<> ll<> ::r ll<> ::>
00 --i !:l' 0' ll<> '<
0.. ~ s: s: a. ,ll<> a. s: s: u>
:< '6' Ill" 00 00
10 00 ll<> ll<> 00 10 -U
00 ~ ::> 10 a 10 ::> N'
'< Q. ::> 0 0 ::> Q. N
Q. ::> Q.
iir ::r ::r iii' 00
iii' 0' 0' iii'
';'
1N 6:22 6:26 6:29 6:32 6:38 6:41 6:58 7:01 7:07 7:10 7:12 7:17
~ 2N 6:52' 6:56 6:59 7:02 7:08 7:11 7:28 7:31 7:37 7:40 7:42 7:47
N
I 3N 7:22 7:26 7:29 7:32 7:38 7:41 7:58 8:01 8:07 .8:10 8:12 8:17
0 8:11 8:31
c 4N 7:52 7:56 7:59 8:02 8:08 8:28 8:37 8:40 8:42 8:47
~
5N 8:22 8:26 8:29 8:32 8:38 8:41 8:58 9:01 9:07 9:10 9:12 9:17
6N 9:27 9:31 9:34 9:37 9:43 9:46 10:03 10:06 10:12 10:15 10:17 10:22
7N 10:2: ' 10:31 10:34 10:37 10:43 10:46 11:03 11:06 11:12 11:15 11:17 11:22
I 8N 11:2"1 11 :31 11:34 11:37 11 :43 11:46 12:03 12:06 12:12 12:15 12:17 12:22
0
c 9N 12:27 12:31 12:34 12:37 12:43 12:46 13:03 13:06 13:12 13:15 13:17 13:22
~
10N 13:27 13:31 13:34 13:37 13:43 13:46 14:03 14:06 14:12 14:15 14:17 14:22
11N 14:27 14:31 14:34 14:37 14:43 14:46 15:03 15:06 15:12 15:15 15:17 15:22
12N 14:52 14:56 14:59 15:02 15:08 15:11 15:28 15:31 15:37 15:40 15:42 15:47
~ 13N 15:22 15:26 15:29 15:32 15:38 15:41 15:58 16:01 16:07 16:10 16:12 16:17
N
I 14N 15:52 15:56 15:59 16:02 16:08 16:11 16:28 16:31 16:37 16:40 16:42 16:47
0 15N 16:22 16:26 ' 16:29 16:32 16:38 16:41 16:58 17:01 17:07 17:10 17:12 17:17
c
~
16N 16:52 16:56 16:59 17:02 17:08 17:11 17:28 17:31 17:37 17:40 17:42 17:47
17N 17:22 17:26 17:29 17:32 17:38 17:41 17:58 18:01 18:07 18:10 18:12 18:17
1
hr 18N 19:12 19:15 19:17 19:22
City of Salina Route Shldy
Final Report
48
January 28, 2008
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Table 25 Blue Route Sample ;,cbedule
, IV ;;:-0 Gl 00 , IV
:2:~ l:D g'() w :2:~
() w ~ iil "
I (I) -J ()~ " ~ ""' 5 CD Iii Gl (I) -J
(I) en .,-j ~ 0 ~w 3"!!!.. iil en .,-j
W ::;I -02 w w w:i ID.....g} 0.(1) 0." -02
a. 'er 00 ~~ "'0 :i-';'i. iir'< ~<tl 5 00
:< "'''' (I) ~ o IV (I) " )> :;- en )> 0- "'"
W ~ W )>0. a. ~::!. W < a. m,
'< l:DOO 0.'< < I/O ~~W (I) oj' ~ l:DOO
<0 I/O (I) m" I/O " <0
0.-0 W I/O 0.-0
~ 1N 6:09 6:12 6:15 6:18 6:23 . 6:31 6:34 6:36 6:40 6:46 7:02 7:09
N 2N 6:39 6:42 6:45 6:48 6:53 7:0~. . 7:04 7:06 7:10 7:16 7:32 7:39
I
0 3N 7:09 7:12 7:15 7:18 7:23 7:31 7:34 7:36 7:40 7:46 8:02 8:09
!'i 4N 7:39 7:42 7:45 7:48 7:53 8:01 8:04 8:06 8:10 8:16 8:32 8:39
5N 8:09 8:12 8:15 8:18 8:23 8:31 8:34 8:36 8:40 8:46 9:02 9:09 ,
.,.
6N 9:14 9:17 9:20 9:23 9:28 9:36 9:39 9:41 9:56 9:58 10:05
~ 7N 10:14 10:17 10:20 10:23 10:28 10:36 10:39 10:41 10:56 10:58 11:05
I 8N 11:14 11:17 11:20 11:23 11:28 11:36 11:39 11:41 11:56 11:58 12:05 :
0
c 9N 12:14 12:17 12:20 12:23 12:28 12:36 12:39 12:41 12:56 12:58 13:05
~
10N 13:14 13:17 13:20 13:23 13:28 13:36 13'39 13:41 13:56 13:58 14:05
11N 14:14 14:17 14:20 14:23 14:28 14:36 14:39 14:41 14:56 14:58 15:05
12N 14:39 14:42 14:45 14:48 14:53 15:01 15:04 15:06 15:16 15:32 15:39
~ 13N '15:09 15:12 15:15 15:18 15:23 15:31 15:34 15:36 15:46 16:02 16:09
N
I 14N 15:39 15:42 15:45 15:48 15:53 16:01 16:04 16:06 16:16 16:32 16:39
0 15N 16:09 16:12 16:18 16:23 16:34 16:36
c 16:15 16:31 16:46 17:02 17:09
~
16N 16:39 16:42 16:45 16:48 16:53 17:01 17:04 17:06 17:16 17:32 17:39
17N 17:09 17:12 17:15 17:18 17:23 17:31 17:34 17:36 17:46 18:02 18:09
1
Hr 18N 18:14 . 18:17 18:20 18:23 18:28 18:36 18:39 18:41 18:57 19:04
City of Salina Route Study
Final Report
49
January 28, 2008
1, Ye'lIow~oute.1211r~a d~y, 1/2 hour peak headway, 1 hr off-peak
~ ~ () () () oJ
I 0 m ()g'
" " 0 ()::T 0 "
m 0'<:..' ::Tm c ~ m OJ " c 0"'-
Ql ::;I ()'" " x SQO- ~~ - SQO- ()'"
0- 'er () -0 0-' ~Ql () "
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Ql '" N ill a.m a.m ill "N'
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- '" -
:~J)3~h~I~~ ;;"'B('~d~ ~-L~~:~;'~ 2B€!'~t~~:~~~L
o;;lli....J~~;' ~,,~L~,
~ 1N 6:09 6:14 6:22 6:25 6:29 6:43 6:45 6:49 6:53
N 2N 6:39 6:44 6:52 6:55 6:59 7:13 7:15 7:19 7:23
I 3N 7:09 7:14 7:22 7:25 7:29 7:43 7:45 7:49 7:53
0
c
~ 4N 7:39 7:44 7:52 7:55 7:59 8:13 8:15 8:19 8:23
5N 8:09 8:14 8:22 8:25 8:29 8:43 . 8:45 8:49 8:53
6N 9:14' 9:19 9:27 9:30 9:34 9:48 9:50 9:54 9:58
~ 7N 10:23 10:27 10:30 10:34 10:48 10:50 10:54 10:58
I 8N 11:23 11 :27 11:30 11:34 11:48 11:50 11:54 11:58
0
c 9N 12:23 12:27 12:30 12:34 12:48 12:50 12:54 12:58
~
10N 13:23 13:27 13:30 13:34 13:48 13:50 13:54 13:58
11N 14:23. 14:27 14:30 14:34 14:48 14:50 14:54 14:58
12N 14:48 14:52 14:55 14:59 15:13 15:15 15:19 15:23
~ 13N 15:181 15:22 15:25 15:29 15:43 15:45 15:49 15:53
N
I 14N 15:48' 15:52 15:55 15:59 16:13 16:15 16:19 16:23
0 16:18 16:22 16:25 16:29 16:43 16:45 16:49 16:53
c 15N
~
16N 16:39 16:44 16:52 16:55 16:59 17:13 17:15 17:19 17:23
17N 17:09 17:14 17 :22 17:25 17:29 17:43 17:45 17:49 17:53
1
Hr 18N 18:14 18:19 18:27 18:30 18:34 18:48 18:50 18:54 18:58
~~f!f%&',~~.w~'~~ff~'u~1~~~1~":3..,,~,~f;?~m'1;1
~~~I,,1'ijlfA~-,-\.0ptional.mrarisfenf 'oinf~\ff~~ ;l'::'thtl;:
City of Salina Route Study
Final Report
50
January 28, 2008
"'--"',
}
.,......--,\'\
,
/
I
~
! '
- 'j
r
i
Table 27 Red Deviated Rout(Sample Scbedule
-I
0 0 () () 0
':J CD CD
'< 5' or iil iil or 5' -I
I ",- 0' ~ 0 ~ 0' 0
m "U llO or llO :J
OJ ::;I i<r :;:: llO 0' llO '<
:;:: a. ~ :;:: :;:: ",-
a. N llO a.
:E -0 OJ OJ
OJ (Q OJ llO llO OJ (Q "U
OJ :J (Q " (Q N'
0 :J
'< Q. :J 0 0 :J Q. N
Q. or :J or Q. OJ
.r .r 0' 0' iii' iii'
;)~Iiow> ,Yello\'/:
1N 6:06 6:12 6:22 6:25 6:36 6:41 7:05 7:06 7:14 7:17 7:19 7:31
2N 7:36 7:42 7:52 7:55 6:06 6:11 6:35 6:36 6:44 6:47 6:49 9:01
3N 9:06 9:12 9:22 9:25 9:36 9:41 10:05 10:06 10:14 10:17 10:19 10:31
~ 4N 10:36 ' 10:42 10:52 10:55 11:06 11:11 11:35 11:36 11:44 11 :47 11:49 12:01
'"
I 5N 12:06 12:12 12:22 12:25 12:36 12:41 13:05 13:06 13:14 13:17 13:19 13:31
0 6N 13:36' 13:42 13:52 13:55 14:06 14:11 14:35 14:36 14:44 14:47
c 14:49 15:01
~ 15:061
7N 15:12 15:22 15:25 15:36 15:41 16:05 16:06 16:14 16:17 16:19 16:31
6N 16:23: 16:27 16:37 16:40 16:53 16:56 17:20 17:23 17:29 17:32 17:34 17:46
9N 16:06' 16:12 16:22 16:25 16:36 16:41 19:05 19:06 19:14 19:17 19:19 19:31
City of Salina Route Study
Final Report
51
January 28, 2008
Table 28 Yellow Deviated Route Sample Scbedule
':i' .yellowDeviatedRo~te.12,hrsaday. 1.5 hour peak and off,peak
'.'c.'" . - ~. . .
-f 0 0 0 -f
I 0 og' 0
:J 0 0 :T 0 :J
<1> 0'<- [i) ~ OJa 0'<-
III -f c: c:
0- ~ OW 00- ~3 ~~ 0 0- Ow
::;; -0' 0 '0 l/O l/O 0'0
^ i~r 0<1> Afj
III <D a. <1> ~ <1>
'< 5' O-l/O
III l/O III
IfJP"
~.", '~Iue~'i:~
1N 5:55 6:00 6:08 6:18 6:29 6:50 6:52 6:56 7:07
2N 7:25 7:30 7:38 7:48 "7:59 8:20 8:22 8:26 8:37
~ 3N 8:55 9:00 9:08 9:18 9:29 9:50 9:52 9:56 10:07
'" 4N 10:34 10:38 10:48 10:59 11:20 11:22 11:26 11:37
I 5N 12:04 12:08 12:18 12:29 12:50 12:52 12:56 13:07
0
c:
~ 6N 13:34 13:38 13:48 13:59 14:20 14:22 14:26 14:37
7N 15:04 15:08 15:18 15:29 15:50 15:52 15:56 16:07
8N 16:10 16:15 16:23 16:33 16:44 17:05 17:07 17:11 17:22
9N 17:55 18:00 18:08 18:18 18:29 18:50 18:52 18:56 19:07
!f~"'"I,;:>.c~~'iJ~t'/'I"1re?'S,1P::m~'!f'7~~'i'iifm,v
l. "Illiit. ,(i)ptlonal:'TIransfer, omV!t~'fti':~:,
City of Salina Route Study
Final Report
52
January 28, 2008
/~~-...
I
/~''''-
I \
/-",
1
,~
r )
r-~.
, ,
)
Table 29 Blue Deviated Route Sample Schedule
, N S:" () Gl 00 , N
:z:"" m g>() iil ll> :z:~
I CD ~ ()~ ()ll>~ ~ iD => Gl
~ 0 3.m ..., ~ 0> 3"~ it CD'"
CD U> -l ll> ll> ~~ Q)...,g} iil U>-l
ll> -l -~ ~o. a a. CD 0" -02
a. ~ " c ~~'< iiiO'< ~(t) or
~ -5' o (") o ~ ON- 0(")
:+"" CD ~ 110 => )> :;- U> )> 0-
)>0. ~ m CD ~ :+""
a'< a. 0:::1. ll> < a.
'< moo < 110 ~~ll> 0 CD iii' < moo
<0 110 CD
CD m=> ::T 110 => <0
a." 1;- ll> 110 a."
~~tSJ~?i
,--"n"?':ti'?f'~f~'
~,~9~
1N 5:48 5:51 5:54 6:04 6:09 6:24 6:27 6:36 6:40 6:46 7:09 7:16
2N 7:18 7:21 7:24 7:34 7:39 7:54 7:57 8:06 8:10 8:16 8:39 8:46
~ 3N 8:48 8:51 8:54 9:04 9:09 9:24 9:27 9:36 9:51 9:53 10:00
'" 4N 10:18 10:21 10:24 10:34 10:39 10:54 10:57 11:06 11:21 11:23 11:30
I 5N 11:48 11:51 11:54 12:04 12:09 12:24 12:27 12:36 12:51 12:53 13:00
0
c
~ 6N 13:18 13:21 13:24 13:34 13:39 13:54 13:57 14:06 14:21 14:23 14:30
7N 14:48 14:51 14:54 15:0" 15:09 15:24 15:27 15:36 15:51 15:53 16:00
8N 16:03 16:06 16:09 16:19 16:24 16:39 16:42 16:51 17:01 - 17:24 17:31
9N 17:48 17:51 17:54 18:04 18:09 18:24 18:27 18:36 18:51 18:53 1900
~""'"
1S'ffl.-~m''Jll>:~~~-'=-',c ...m''''''\!?t'."'W'm>"=,-, .i-~""l''''r.,'
,:",''1?4W~0'<,d''''~ I X" ,o'-f "',m",""""""
*-w.rti'31:Z;I~Y,. .. Ion a i\ltrans er~j Din i'i;'JIf.({:,Msi:
City of Salina Route Study
Final Report
53
January 28, 2008
Next Steps
-f'---'
(
"
A series of next steps are required prior to implementation of a fixed-route bus system in
Salina. While these tasks are not immediately essential, they should be considered as part of
the overall project scope.
. Financing
A critical next step is reviewing funding resources and availability. The least-cost
scheduling option considered was for three routes, with 10 hour coverage and 1 hour
headway, has an estimated operating and capital expense of $367,105 without initial
start-up costs. A more comprehensive, 12 hour schedule with peak V2 hour headways
and off-peak 1 hour headways is estimated at $598,788 annually. Federal and state
sources potentially could cover a portion of capital costs, but al~ays requires a match
from local funding sources. Receipt of those funds requires application and approval
from the Kansas Department of Transportation. Also, still unknown will be the degree
to which resources can be shifted from demand-response service to fixed route. More
detailed analysis of the needs and functional ability of existing ridership to shift to fixed
route service will be required and integrated into the ADA Paratransit Plan.
C'
. Public Involvement
The route schemes proposed in this study are purely for feasibility analysis, and will
need to be vetted with the public prior to final implementation. An extensive public
involvement process will afford citizens the opportunity to contribute comments and
suggestions to the route planning process, and will help further define areas that should
be serviced with a fixed-route.
. Coordination and Discussion with Employers
. b order for a Hxed-route bus system to maximize its effectiveness, steps need to be
taken to ensure that schedules are developed that coincide with work shifts. The survey
included in this report, or a variation thereof, should be resubmitted to more employers
City of Salina Route Study
Final Report
54
January 28, 2008
(
I
,,-,
1''"-':"'
f
in order to create a database of shift times and projected number of employees that
would commute by bus. Final operating schedules should aim to satisfy as many
employers' shift schedules as possible.
.
Run routes with stops
The proposed routes should be test-run with stops to gauge the actual running time of
each route. Peak and off-peak runs should be completed to ensure accurate timing. The
results of these test runs will aid in developing operational schedules.
.
Transfer Centers
The two transfer centers proposed in this studied in this report, the City and County
Building at 9th and Ash and Wal-Mart on South 9th Street, provide ample space and a
central location for making bus connections. However, discussions have not been
entered into with either Wal-Mart or City officials regarding the use of these properties
for bus transfer centers. An appropriate next step would be to engage both the City and
Wal-Mart regarding this issue to negotiate the use of their facilities.
(
Traffic flow and traffic safety should also be taken into consideration when finalizing
decisions regarding transfer centers. Buses should be able to enter and exit the facility
with ease and traffic delay should be minimized. High-volume, unsignalized
intersections should be avoided due to risk of delay, which ultimately leads to a
decrease in on-time performance.
. ADA Plan
Federal and state laws require public transportation agencies to create an ADA plan
detailing how persons with disabilities will be served. A new ADA plan will detail how
Salina's current paratransit service will complement a fixed route service.
"
,_.,,-,. .
l
City of Salina Route Study
Final Report
55
january 28, 2008
.
Vehicle Procurement
The recommended plans call for four to eight vehicles to service the proposed fixed
route. These figures include a 20% system reserve. Cost estimates for these vehicles are
$50,600 per vehicle. Federal and state funds typically provide 80% funding for vehicles,
leaving $10,120 per vehicle to be covered by local funds. Alternative financing options
must be explored to make up this difference.
(
. Amenities - Stop Signs and Shelters
The procurement of signage and bus shelters should be investigated prior to
implementation. While bus shelters are not essential in the short-term, signage is
critical to informing potential passengers where bus stops are located. Bus shelter
installation should be prioritized by volume per stop. Stops with the highest number of
boardings and connections, such as the transfer centers, should be considered for bus
shelter installation.
.
Marketing
An intensive marketing campaign is essential to attracting ridership to a start-up fixed-
route transit system. Advertisements should cater to existing demand-response users
as well as potential choice-riders. Sufficient capital should be allocated for this expense.
(~
'-.~.-.'
\
ct'" ........
City of Salina Route Study
Final Report
56
January 28, 2008
..~
(
c
Appendix A - Maps
<'
I,
'-
City of Salina Route Study
Final Report
57
January 28, 2008
Appendix B - Transportation Fixed-Route Task Force
r
\....-
. Jason Gage - City Manager, City of Salina
. Patrick Salmans - Sunflower Bank and Society for Human Resource Management
President
. Tom Mulhern - Salina Commission on Aging
. Don Marrs - Former Mayor, City Commissioner
. Ron Jones- Salina Regional Health Center
. Dennis Lauver - Salina Chamber of Commerce
. John Jay Rosaker - Kansas Department of Transportation
. Sue Long - OCCK Transportation Coordinator
. Patrick Wallerius - VP/CFO, OCCK
C'
City of Salina Route Study
Final Report
58
January 28, 2008
,
,
\
(-
,
t_.
(
-"--
Appendix C - Proposed Study Tasks
1. Develop local project advisory team to include OCCK, City of Salina, hospital, KDOT.
a. Schedule opening meeting August 29 in Salina
b. Plan for two additional meetings - one at mid-point after alternatives have been
developed. The final will be a presentation of the draft final report. (Consider
November 15)
2. Collect data
a. Update demographic analysis for City of Salina
b. Identify trip origins
c. Identify trip destinations
d. Complete GIS plot of transit dependent, origins, destinations
3. Identify and define potential route types appropriate to small urban communities (e.g.
fixed route and its variations (hub and spoke, feeder, etc.), route deviation, etc. Describe
pros and cons of each.
4. Identify peer cities and collect information on route design, ridership, performance and
description of any issues. Include Hutchinson,and other communities outside of Kansas as
models.
5. Develop potential route plan alternatives for review by the local advisory team and map.
a. Include estimate of anticipated ridership.
b. Vehicle needs to support routes.
c. Cost estimates for each alternative.
6. Prepare draft final report
City of Salina Route Study
Final Report
59
January 2S, 200S
(
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City of Salina Route Study
Major Transit Demand Generators
Sources: City of Salina, DASC,
Salina Chamber of Commerce
Legend
K!U'"'''''''' ,".',"
KANsAs
-Tri;;pO..miOi>Cc;,t;--
- Highways
- Arterial Street
,-....
I : City Limits
-..-
x Apartment Complexes
o Employment Centers
n Schools
1'>O:,~~'Ef~'1 Facilities
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Salina Regional Health Center
1300 Employees
Exide Technologies
750 Employees
Blue Beacon International
544 Employees
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MAGNOLIA _
CRAWFORD
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Schwan Global Supply Chain~ Inc. !
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City of Salina Route Study
Major Employment Centers
Legend
Sources: City of Salina, DASC, DeCK,
Salina Chamber of Commerce
KVR:\~~'t\~
7.--~""C."....
Employment Centers
# Em ployees
. <=25 . 251-500
. 26-100 . 501-750
. 101- 250 . 751-1800
M '_.
- Highways
- Arterial Street
C:::j City Limits
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City of Salina Route Study
Transit Trips by Volume
Legend
Transit Trips
# Trips
'----1
- Highways
- Arterial Street
C:::l City Limits
Sources: City of Salina, CASe, OCCK
0.5 '_.
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City of Salina Route Study
Preferred Route Scheme
Legend
Route
Sources: City of Salina, DAse,
Salina Chamber of Commerce
"VI T 111>\,_"nl:'IJ'i'"
J.",V MN~AS
r.....porUoOftc........
- Highways
- Arterial Street
,_....
~_....: City Limits
o Transfer Center
Red Line
Blue Line
'''~,~,~ Yellow Line
. . . Blue Line Peak Extension
,~ ' Yellow Line Peak Extension
(
55,4
City of Salina Route Study
Final Preferred Route Scheme
with Quarter Mile Buffer
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City of Salina Route Study
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Sources: City of Salina, CASe,
Salina Chamber of Commerce
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Sources: City of Salina, CASe,
Salina Chamber of Commerce
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Sources: City of Salina. CASe,
Salina Chamber of Commerce
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Sources: City of Salina, CASe,
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