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Salina, Kansas Central Business District Long Range Parking Demand & Parking Facility Locations I I I I I I I I I I I I I I I I I I I (O)~ ~KING fB)~ ~~IN~ fB)~ ~KING (O)~ lr:;KING Fa~ tr;;;KING NG ~'.i'~K~ [3)~ tr;;f1:ING [3)07 [f;;KING ~0~~K~ Fa~ ~KING fB)07 ~KING Fa ~' ~K: ~I::Y ~ p,++*'W if1 . ARKING ~' O~ ~"'A<' fJ'J ARKING ~~A?K~ ~u"~" T ,', 8" + , ..... 4 ~ '~~RKING Fa~ !1:;;;KING SALINA, KANSAS CENTRAL BUSINESS DISTRICT LONG RANGE PARKING DEMAND . PARKING FACILITY LOCATIONS Fa 07 [;'KU\lG FaJ'L ~KING ~~ ~KI~~ ~D F1 W.'~ ~'. w if1 , . ARKING Fa~ ~KING [3)~ r;:;KING [g ~ BU(H~ WllUS ~ RAlUrr 07 ~ KI N G COOOULn.._...._....1lCIOllIC1O AR KING ~\:?K~ I I I I I I I I I I I I I I I '. I I 1 CITY OF SALINA, KANSAS CITY COMMISSION Charles B. Roth - Mayor Fortino Bonilla John F. Burgess Merle Hodges Joe Ritter Rufus L. Nye - City Manager Dean Boyer - City Engineer Don Harrison - City Clerk Larry Bengtson - City Attorney Don Bassett - City Traffic Engineer Ann Knowles - Downtown Development Director SALINA, KANSAS CENTRAL BUSINESS DISTRICT LONG RANGE PARKING DEMAND & PARKING FACILITY LOCATIONS MARCH, 1985 BUCHER, WILLIS & RATLIFF CONSULTING ENGINEERS, PLANNERS & ARCHITECTS Kansas City, Missouri Salina, Kansas I I I I I I I I I I I I I I I I I I I TABLE OF CONTENTS CHAPTER I - INTRODUCTION . . . Purpose of Study .. . Study Area ...... . . .. . . . . CHAPTER II - SURVEY OF EXISTING PARKING CONDITION . Existing Street System ........ . . . . Existing Parking Usage and Turnover Survey . Parki ng Usage . Parking Turnover.. . Parking Duration ... Parking Violations .. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER III - EVALUATION OF LONG-RANGE ECONOMIC GROWTH IN DOWNTOWN SALI NA ... .. Future Land Use Development Future Parking Demand. . . . . . . . . . . .. . . . . . CHAPTER IV - DOWNTOWN LONG-RANGE PARKING REQUIREMENT PROJECTI~N AND TRAFFIC IMPACT ANALYSIS. Existing Parking Surplus and Deficiencies Long-Range Parking Needs . . Existing Traffic Operations Existing Traffic Volumes . . Intersection Capacity . . . . Traffic Flow Patterns . . . . . . . . . . . . CHAPTER V - PARKING IMPROVEMENTS . . Improvement Costs . . . . . . . . . CHAPTER VI - BENEFIT DISTRICT BOUNDARY AND ASSESSMENTS .. Existing Ownership and Occupancy Benefit District Boundary. . . . . . .. . .. APPENDIX A - OWNERSHIP/ASSESSMENT TABLE APPENDIX B - SUMMARY OF DURATION, TURNOVER, AND USAGE RATES APPENDIX C - OUT-OF-COUNTY VEHICLES Page Number . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 1 1 2 3 3 4 5 18 19 20 22 22 24 27 27 29 30 31 34 34 36 44 47 47 47 PARKING ANALYSIS MAP . . . . . . . . . . . FINAL PLAN OF OFF-STREET PARKING PROGRAM I II I I I I I I I I I I I I I I I I I Tab 1 e Number 11-1 Ill-l Ill-2 Ill-3 IV-l IV-2 IV-3 IV-4 V-I I LIST OF TABLES Street Features ................. Downtown Salina Potential Development Increases Parking Demand Factors by Land Uses ... . Downtown Salina Overall Long-Range Parking Demand Projection ......... Existing Parking Surplus/Deficiencies Long-Range Parking Needs. ; . . . . . Turning Movement Counts - AM Peak Hour Turning Movement Counts - PM Peak Hour . Future Parking Demand .... . . . . ", . . . LIST OF MAPS . . . . Page Number . 3 22 25 26 28 29 32 33 43 . . Page Number, 6 50 I I I II I I I I I I I I I I. I I I I I CHAPTER I INTRODUCTION Purpose of Study The City of Salina established a need in 1984 to study the feasibility of revitalizing the downtown area of the City. It was determined that one part of that feasibility study was to analyze the parking situation in the central business district. Subsequently, the City entered into a contract with Bucher, Willis & Ratliff to study the existing parking condition and project the future parking need in the downtown area. The purpose of this study is to: 1. Survey the existing parking situation within the limits of downtown Salina, 2. Study the long-term commercial, office, and residential growth projecti on withi n the area provi ded by Al exander Research & Communications, Inc., as part of the feasibility study, 3. Compare existing parking usage with the projected parking need, 4. Identify sites for additional parking facilities to accommodate the projected parking demand, 5. Develop conceptual plans for each of the new parking facilities and estimate the costs of the improvements, and 6. Defi ne boundari es of the di stri ct whi ch will benefit from the improvements and establish rates to be assessed against the properties within the district to pay for the improvements. 1 I II I I I I I I I I I I I I I I I I I Auxiliary purposes of this study are: 1. Evaluate the existing street system within downtown Salina and identify existing problems and expected future problems as a result of the planned growth, and 2. Quantify the percentage of traffi c or1 gl ns in the downtown Sa 1 i na area ori gi nated from other counties in the state and from out-of-state based on parking survey statistics. Study Area The area of this study is bounded on the north by Elm Street, on the south by Mul berry Street, on the east by Fourth Street, and on the west by Ninth Street. The study area includes the 100 N block and 200 N block of Santa Fe Avenue, the 100 S block and 200 S block of Santa Fe Avenue, the City- County Offi ce Buil di ng, the li brary, the exi sti ng and the new U.S . Post Offi ce buildings, and the Roosevelt-Lincoln Junior High School, among retail, office and other land uses in the Central Business District. 2 I I I I I I I I I I II I I I I I I I I CHAPTER I I SURVEY OF EXISTING PARKING CONDITION Existing Street System The existing street system in the CBD study area basically forms a grid with the block dimensions of 830 feet north-south by 330 feet east-west. Two arterial streets in the grid, Santa Fe Avenue and Iron Avenue, intersect in the center of the study area. Although right-of-way widths in the study area are generally uniform, street widths vary considerably. Table No. II-I summarizes the characteristics of each of the streets in the,study area grid. TABLE NO. II-I STREET FEATURES NAME Of ROAOWAY LT./RT.* STREET fROM/TO RIGHT-Of-WAY WIOTH PARKING fourth Mulberry - Walnut 80' 52' P P Walnut - Iron 80' 52' P 0 fifth Mulberry - Walnut 80' 38' RO P Walnut - Iron 80' 54' 0 0 Iron - Ash 80' 54' 0 RP Ash - Elm 80' 48' RD NP Santa fe Mulberry - Elm 100' 48' RD RD Seventh Mulberry - Walnut 80' 48' P P Walnut - Ash 80' 56' D D Ash - Elm 80' 56 ' P P Eighth Mulberry - Walnut 80' 40' P P Walnut - Ash 80' 50' P P Ni nth Mulberry - State 80' 36' NP NP State - Elm 80' 47' NP NP Elm Ninth - Seventh 80' 58' NP NP Seventh - f j fth 80' 48' P P Ash Ninth - Seventh 80' 56' NP NP Seventh - fifth 80' 62' NP NP Iron Ninth - Eighth 100' 66' P D Eighth - fourth 100' 66' D D Walnut Ninth - fourth 80' 48' P P Mul berry Ninth - fourth 80' 48' P P * P = Parallel; D = Diagonal; RP = Recessed Parallel; RD = Recessed Diagonal; NP = No Parking). 3 I I I I I I I I I I I I I I I I I I I Existing Parking Usage and Turnover Survey The parki ng survey was conducted duri ng the one week peri od between November 26 and 30, 1984. All on-street and off-street parking facilities were included in the survey. The City of Salina made available to the City Traffic Engineer nine employees to collect the data. Two of the employees were with the Traffic Engineering Department, while the others were either on loan from other City departments or hired especially for this project. During the survey period, these nine employees were supervised by a Traffic Engineer and a Traffic Technician supplied by the Consultant. The City employees, or parking surveyors, were assigned a specific parking area to cover each day. From 10:00 A.M. to 3:00 P.M., at IS-minute intervals, the surveyors. started at the beginning point and walked past each vehicle parked in the stall within the designated area, in turn, and recorded the last 3 digits or letters on the license plates of the vehicles which were parked. Notations were made as to whether the vehicle was from out-of-state, which county it was from (if different from Saline County), whether a specific stall was empty, and whether the vehicle parked there was the same as on the previous round or was a different vehicle. Maps were available from the City Traffic Engineer's office showing the layout of the parking stalls in the pUblic parking lots, and these were used to assist the surveyors in planning their walking routes. Maps were not available for the private parking lots or for the on-street spaces, and the surveyors made sketches of thei r areas showi ng thei r routes and the marked spaces prior to starting the survey each day. All of the data was recorded on field sheets. The data from the sheets was then entered into a computer for conducting statistical analyses. Each public lot and each private lot on each block were analyzed separately. If a particular lot was located on both sides of an alley within a block, the parts on each side of the all ey were analyzed separately. The on-street parking was divided into block-long segments. Segments were always between intersect ions and di d not extend through i ntersecti ons. On-street 4 I I I I I I I I I I I I I I I I I I I parking on both sides of the street were considered as a unit and were not analyzed separately. The statistical analysis performed on the survey area included computation of the usage, or how full each parking area reached during the peak periodsj.the turnover rate, or how many different vehicles used the same space throughout the desi gnated peri od j and the duration, or how long a particular vehicle parked in the same stall. The statistical summary of these described analyses for each survey area has been included in Appendix Band graphically illustrated on the Parking Analysis Map on the following page. Parki ng Usage Parking usage statistics indicate how "full" a parking area is during a time period. Generally, an average usage less than 80% is considered adequate and desirable for the facility. The survey results indicate that two priv~te lots, two pub 1 i clots, and seven blocks of on-street park i ng experi ence an average usage greater than 80%. These phenomenon will be discussed individually and illustrated by histograms of the usage throughout the study. time period. Block F -- Public Lot 1 Thi slot contai ns 40 spaces and has experi enced an average usage rate of 88.1%. The lot has a time restriction of two hour's parking. Businesses located within 300 feet, or within convenient walking distance, of this lot include: Fraternal Order of Eagles Salina Cable TV Christian Service Co. Hardi ng Gl ass Computerland Scheme Restaurant Label Thrift Shop Cozy Inn Restaurant 5,955 SF 6,000 SF Office 4,500 SF Office 12,000 SF Retail 6,000 SF Retail 3,000 SF Retail 3,000 SF. Retail 9,000 SF Retail 5 I I N I I I I I I I I I I I I I I I I I z 0 j: CI C 111111 U Z CI ........ ii: ~ z Cc j: II: ;;: 11:11: Z C II: II:Z III A. C 1110 e III A. >- .... U 0.... ~ c ::::i zc u > 11:11: 9 ~ lD ::l::l ::l ....0 lD A. A. III CI ~ II: '" => -c I ~ "- 1/1 C ::l if. if. if. 0 if. 0 0 0 II: " 0 fD CD ... N ... I I I m I ... ... ... ~ 0 ... fD CD 0 0./.8 AII1I3S1nll I I I I ~ 9 U LJ I D: 0./.81113 N N .. ci ~ '" ~ u ;; ci ~ '" N O./.S MSY o D ;:: ~ 9 " !o ;;; ~ " ;;; " ;; '" ;;; N i 9 ;:: N ;; ~ N z ;; N :l .. " 9 " ;:: ~ ~ iii ...; > C III .. C .. Z C .. ,.: .. Z .. .. ii: ,.: .. z .. a: :::> o o./.S M./."I"i?! ,.: .. z .. z i ,.: .. Z .. Z " iii ,.: .. Z .. Z III > III .. nl I I I I I I A. <( ::IE III <ii >- ..l <( Z <( Cl Z :;c = <( A. ............ e ............ ~ ~3! ~!5 z '-" ~ 3~ 3=~ !1 e:J"i =5 -"-' =~ =8 rl ! I I I I I I II I II I I I I I I I I I Salina Coffee House Midwest Business Machines Star, Inc. State Social & Rehabilitation Office King Adrian King & Brown 6,000 SF Retail 6,000 SF Retail 12,000 SF Office In addition, 43 on-street parking spaces fronting these businesses were utilized an average of 87.1%, and the 77 spaces in the adjacent pub 1 i clot and the 37 spaces in the adjacent pri vate lot area were utilized 76.0% and 70.7%, respectively. All these parking spaces together accommodated an average of 142 vehicles per hour during the survey period. Based on the gross square footage of office and retail land uses in the area as described, and on average trip generation rates of 3.7 vehicles per hour per 1,000 square feet as derived from the Trip Generation Manual, published by the Institute of Transportation Engineers (ITE), these businesses can be expected to generate 137 round trips per hour during the peak hour period. The comparison of the expected generated trips of 137 vehicles per hour and the measured generated trips of 142 vehicles per hour indicates that the usage on the lOON block of Seventh Street is predictable for the businesses present. Histograms of the usage of these parking spaces follow: 7 I 100 90 I Q) 80 -: 70 VI ~ 60 I oJ 50 .C: Q) 40 U ... 30 Q) I c. 20 10 I 0 ~!J CO 11 00 1 Z 00 1300 14QO 1500 Time Penod I HISTOGRAM Public Lot, Block F, Lot 40 Total Spaces I 100 90 I Q) 80 1llI 70 III VI 60 I I ~ oJ 50 c: Q) 40 u II ~ 30 Cl. 20 10 I 0 1000 11 00 1200 1300 14.00 1500 Time Period I HISTOGRAM Public Lot, Block E, Lot 1 I 77 Total Spaces I 100 90 Q) 80 I -: 70 ~ 60 oJ 50 c: I Q) 40 U ~ 130 C. 20 I 10 0 1000 1100 1200 13:00 1400 1500 I Time Period HISTOGRAM I On-Street, Seventh from Iron to Ash 43 Total Spaces 8 ---.-. -- 'I I I I I I I I I I I I II I II I I II I Block H -- Private Lot 1 (Old Hilton Inn parking lot) The private lot of 116 parking spaces has experienced a usage rate of 93.7%. Because thi slot is provi ded for low turnover employee parking rather than high turnover customer parking, searching for a parking space in this lot occurs less frequently; i.e., once or twice a day by employees rather than every hour or two. This, and the fact that only the employees would use the lot, a 11 ows thi s facil ity to reach a hi gher saturation wi thout jeopardizing the attractiveness of downtown shopping. A paradox to this high usage rate is the low usage rate in the adjacent Public Lot 1 and Private Lot 2 of 16.7% and 28.6%, respectively. This ,paradox may be created by the interrelationship of two factors: convenience and cost. If the low usage lots are less convenient than Private Lot 1, the cost of permits would also have to be lower to attract a greater share of the usage from Private Lot 1. The usage histograms indicate a fairly uniform usage rate throughout the day which is indicative of long-term parking. 9 I I I I I I I I I I I I I I I I I I I Block J -- Public Lot 1 This public lot of 85 spaces has a usage rate of 93.0% with a time limit of 2-hour parking. The adjacent Public lot 2 and Private Lot 1 have usage rates of 67.0% for 6-hour parki ng and 61.1%, respectively. The on-street parking adjacent to the businesses within convenient walking distance of Public Lot 1 has a 2-hour 1 imit and a usage rate of 76.0% on 7th Street and 74.9% on 8th Street. Two private lots across the street, Block K, Lots 1 and 2, have moderate usage rate of 40.4% and 51.3%. Businesses located within 300 feet of the lot include: Kennedy & Coe Catholic Office of Education Market Aid, Inc. Dean Witter Reynolds, Inc. 50,000 SF Office 15,000 SF Office 3,000 SF Retail Newport Gri 11 William Stokes Verneda's Speciality Shop Robert Constabl e Achterberg & Neustrom City Housing Authority Chicago Title Red Cross Great Plains Building Western Uni on Credit Bureau; Check Rite Boy Scouts Southwestern Bell American Legion Central Office Products & Typewriter Company Chiropractic Center Apartments 2,228 SF Office 3,000 SF Office 9,000 SF Office 4,810 SF Office 6,000 SF 26,300 SF Office 6,000 SF 12,000 SF Retail 3,750 SF Office 2,250 SF Residential 11 I I I I I I I I I I I I I I I I I I I Realty Management Pronto Print Kenneth Stephenson City Plumbing Downtown Auto Post Office Clark. Mize & Linville 6,000 SF Office 3.500 SF Light Retail 9.000 SF Office 3.000 SF Light Ind. 1.500 SF Reta il 24,000 SF 3,000 SF Office The trips that could be generated from these land uses are 190 vehicles per hour, excluding Post Office traffic. The measured number of vehicles in the subject lots are 160 vehicles per hour. From this comparison. the experienced parking usage is likely to occur on the basis of the existing surrounding land use. The histograms for the usage of these lots are included herein. 12 _J I I I I I I I I I I I I I I I I I 'I I I ~oo 90 ~ 80 : 70 VI ;::, 60 c: SO ~ 40 U ~ 30 C. 100 90 ~ 80 : 70 ~ 60 c: SO ~ 40 U '" ~ 30 20 20 10 o 1000 11 00 12 00 1300 1400 Time Period HISTOGRAM Public Lot, Block J. Lot 1 85 Total Spaces 1500 10 o 1000 11 00 12 00 1300 14:00 Time Period HISTOGRAM Public Lot, Block J. Lot 2 58 Total Spaces 1500 13 II I I I II I I I I I . . I '. . I . . . Block 0 -- Private Lot 1 This private lot of 11 spaces and a usage rate of 90.0%, along with four adjacent blocks of on-street parking with a total of 69 spaces and usage rates of 98.0%, 97.7%, 86.7%, and 91.2%, are probably attributed to the junior high school. The histograms for these parking spaces are included. 100 90 ~ 80 : 70 tIl ~ 60 ~ SO // c: e 40 I. & 30 20 10 o 1000 11 00 12 00 13 00 14,00 Time Period HISTOGRAM Private Lot, Block 0, Lot I I I Total Spaces 1500 100 90 ~ 80 l70 ~ 60 c: SO ~ 40 ... I. ~ 30 Co 20 10 o 10.00 1100 12.00 1300 1400 1500 Time Period HISTOGRAM On-Street, Eighth, Mulberry to Walnut 39 Total Spaces 14 I . I I I I . I I . . I I . I I '. I . 100 90 &. BO 170 :;:l 60 ... 50 c: Q) 40 U ; 30 g. 20 10 o 10:00 100 90 &, BO 1Jl 70 :;:l 60 c: 50 8 40 ; 30 g. 20 10 o 10:00 11 :00 12:00 13:00 14:00 Time Period HISTOGRAM On Street, Mulberry. Eighth to Seventh 1 0 Total Spaces 1500 15:00 11 :00 12:00 13:00 14:00 Time Period HISTOGRAM On Street. Walnut, Ninth to Eighth 11 Total Spaces 100 90 &, BO III 70 :;:l 60 c: 50 8 40 ; 30 g. 20 10 o 10:00 1100 12:00 13:00 14:00 15:00 Time Period HISTOGRAM On Street, Walnut, Eighth to Seventh 9 Total Spaces 15 I II I II I I I I I I I I I I I I I I I I Other High Usage On-Street Parking The other two blocks of high usage on-street parking are the 100W block of Walnut Street and the 100S block of'Santa Fe Avenue. These blocks provide 13 and 59 spaces and usage rates of 83.1% and 92.3%, respectively. These spaces were occupied by an average of 95 vehicles per hour, while potential traffic generation by the businesses fronting the 100 S block of Santa Fe, based on the square footage of the surrounding land uses, could be as high as 450 vehicles per hour. The density of commercial development and traffic generation indicates the reasons why this on-street parking usage and adjacent blocks of on-street parking and off-street parking lots have relatively high parking usage rates. The usage histograms reflect these phenomenon. 16 I I I I I I I I I I I I I I I I I I I 100 90 II) 80 ~ 70 ;:) 60 c: 50 e 40 ~ 30 C. 20 10 o 1000 \1 00 1 ZOO 1300 1400 Time Period HISTOGRAM On-Street, Santa Fe, Walnut to Iron 59 Total Spaces 1500 100 90 & 80 ~ 70 ;:) 60 oJ 50 c: II) 40 V ; 30 C. 20 10 o 10:00 11:00 14:00 15:00 12:00 13:00 Time Period HISTOGRAM On Street, Walnut, Seventh to Santa Fe 13 Total Spaces 17 I I I I I I I I I I I I I I I I I I ~I Parking Turnover There were four on-street parking blocks and one public parking lot surveyed with high turnover rates. High turnover rate, in this study, is defined to. be those lots and blocks where more than six vehicles, on an average, used the same parking space during the five-hour survey period. The four on-street blocks were: 1. Santa Fe Avenue, from Mulberry Street to Walnut Street 2. Santa Fe Avenue, from Walnut Street to Iron Avenue 3. Santa Fe Avenue, from Iron Avenue to Ash Street 4. Iron Avenue, from Eighth Street to Seventh Street The public parking lot with high turnover rate is Lot 1, Block F, located on North Seventh Street. The three main blocks on Santa Fe Avenue would be expected to have a high vehicle turnover rate because of the high concentration of retail businesses fronting on Santa Fe Avenue. The Iron Avenue block most likely has a high turnover rate as it is on the same block as the U.S. Post Office. The parking lot in Block F probably shows a high turnover because it is located in the midst of retail businesses on the North 100 block of Seventh Street and it is near some of the stores abutting Santa Fe Avenue. Medium turnover rate, in this study, is defined at an average of between 3.5 and 6 different vehi c1 es usi ng the space duri ng the five-hour survey period. Those areas with medium turnover rate were: 1. Eighth Street, fro~ Iron Avenue to Ash Street 2. Seventh Street, from Iron Avenue to Ash Street 3. Santa Fe Avenue, from Ash Street to Elm Street 4. Fifth Street, from Walnut Street to Iron Avenue 5. Walnut Street, from Seventh Street to Santa Fe Avenue 6. Walnut Street, from Santa Fe Avenue to Fifth Street 7. Private Lot, Block K, Lot 2, just south of the United Building on Seventh Street 8. Public Lot, Block A, Lot 2, on the east side of the southbound (west) parking lot of the City-County Building area 18 I I II I I I I I I I I I I I I I I I I II I The Seventh Street, the Santa Fe Avenue, and the Walnut Street areas 1 i sted above have experi enced medi um turnover rate because they are on the peri phery of the hi gh turnover areas and subsequently have s 1 i ght ly 1 ess traffic demand. The Fifth Street area listed above is in the vicinity of the types of businesses which have slightly less traffic generation than those on Santa Fe Avenue. The private lot, in Block K, on Seventh Street is located near a bank and an office building. All other parking areas surveyed have experienced a low parking turnover rate. Parking Duration Parking duration was divided into three ranges in this study: long, medium, and short durations. Long duration is defined to be greater than 3 hours, while medium duration is determined to be ,between 1.75 hours and 3 hours. Short duration is determined to be less than 1.75 hours. For parking facilities with high turnover and usage, duration tends to be very short. Nine parking blocks and lots within the study boundary were found to have experienced long vehicle parking duration: 1. Eighth Street, from Mulberry Street to Walnut Street 2. Mulberry Street, from Eighth Street to Seventh 'Street 3. Walnut Street, from Ninth Street to Eighth Street 4. Private Lot, Block 0, Lot I, on South Eighth Street 5. Public Lot, Block I, Lot I, at Eighth and Iron 6. & 7. Private Lots. Block H. Lots 1 and 2, on North Fifth Street (at the vacant Hilton Inn site) 8. & 9. Private Lots, Block B, Lots 1 and 2, on North Santa Fe All on-street parking blocks with long parking duration are close to the ,Roosevelt-Lincoln Junior High School and most likely were used by the teachers and other employees of the school. The private lot on Block 0 is also owned by the school. The private lots on Blocks Band H are used by the employees of the bank and the retail merchants. respectively. and, understandably. would 19 I I I I I I II I I I I I I I II I I I I have long duration parking. The public lot on Block I also has permit parking for the use of employees of the retail merchants. Medium duration parking was generally found on the. periphery of the main downtown retail area. Parking Violations On Block A, Lot 3, adjacent to the City-County Office Building, there are eight 15-minute parking stalls and sixteen 3D-minute parking stalls. The 15-minute stalls had an average parking duration of 0.70 hour, turnover rate of 1.25, and usage rate of 17.5%. This resulted in a count of 8 violations, or 80% of the vehicles which used those stalls during the survey period. In contrast, the 3D-minute stalls had an average parking duration of 0.42 hour, turnover rate of 6.75, and usage rate of 57.2%. There were also 8 violations on the 3D-minute stalls counted during the survey period, but this amounted to only 7% of the vehicles using those stalls during the survey. In Public Lots 1 and 2 in Block E, there were 19% and 22% violations, respectively. In Public Lot 1 in Block J, there were 21% violations. In Public Lot 1 in Block M, there were 21% violations in the 2-hour stalls. In Public Lot 1 in Block P, there were 44% violations in the 3D-minute stalls. All of the other public lots had violation rates lower than 15%, an insi9nificant rate. Since there are no parking time limits in the private lots; no attempt was made to count violations. On Fourth Street, between Walnut Street and Iron Avenue, there were 28% violations in the I-hour stalls and 16% violations in the 2-hour stalls. On Seventh Street, between Mulberry Street and. Walnut Street, there were 24% violations. On Eighth Street, between Walnut Street and Iron Avenue, there were 25% violations. 20 I I I I I I I I I I I I II I I I I I I On Iron Avenue, between Seventh Street and Santa Fe Avenue, there were 22% violations in the IS-minute spaces, and 18% violations in the 2-hour spaces. The average duration in the IS-minute spaces was 0.72 hour. On Iron Avenue, between Santa Fe Avenue and Fifth Street, there were 24% violations. On Walnut Street, between Eighth Street and Seventh Street, there were 29% violations. All other on-street parking locations had violation rates lower than IS%. 21 I I I I I I I I I I I I I I I I I I I CHAPTER II I EVALUATION OF LONG-RANGE ECONOMIC GROWTH IN DOWNTOWN SALINA Future Land Use Development A study of. the parking demand in downtown Salina to determine parking improvements should not only consider existing deficiencies, but also the ant i ci pated parking demands. In order to eval uate these future demands, potential land use development was projected in a marketing study performed by Alexander Research and Communi cati ons, Inc. Potentia 1 development changes above the current levels have been estimated on a block-by-block basis which were used for eval uat i ng future potential parki ng demand. These 1 and use changes, as projected by Alexander Research and Communi cations, Inc., are summarized as follows: TABLE NO. III-1 DOWNTOWN SALINA POTENTIAL DEVELOPMENT INCREASES Seventh to Santa Fe, South to Mulberry No change Seventh to Santa Fe, Mulberry to Walnut Offi ce (fi 11 vacanc i es) 1 Convenience Retail (10K new, 15K fill vacancies) Other Retail (fi 11 vacanc i es) Services (fill vacancies) Food and Drink (fill vacancies) 7,000 S.F. 25,000 S.F. 10,000 S.F. 2,000 S.F. 4,000 S.F. Seventh to Santa Fe, Walnut to Iron Comparison Retail (fill vacancies) Other Retail (fill vacancies) 20,000 S.F. 15,000 S.F. 1 Vacancies include existing vacant buildings and expected future vacant . buildings. 22 I I I I I I I I I I I 'I I I I I I I I Seventh to Santa Fe, Iron to Ash New Office Comparison Retail (new) Comparison Retail (fill vacancies) Other Retai 1 (fill vacanci es) Food and Drink (fill vacancies) 20,000 S.F. 10,000 S.F. 10,000 S.F. 10,000 S.F. 6,000 S.F. Seventh to Santa Fe, Ash to Elm Office (new) 30,000 S.F. Santa Fe to Fifth, South to Mulberry New Residential (50 units) 50,000 S.F. Santa Fe to Fifth, Mulberry to Walnut Office (fill vacancies) Other Retail (fill vacancies) Services (fill vacancies) New Convenience Retail Amusement (fill vacancies) Convenience Retail (fill vacancies) 7,000 S.F. 10,000 S.F. 3,000 S.F. 10,000 S.F. 2,000 S.F. 10,000 S.F. Santa Fe to 5th, Walnut to Iron Comparison Retail (fill vacancies) Other Retail (fill vacancies) 20,000 S.F. 15,000 S.F. Santa Fe to 5th, Iron to Ash Comparison Retail (fill vacancies) Other Retail (fill vacancies) 20,000 S.F. 15,000 S.F. Santa Fe to 5th, Ash to Elm New Office 70,000 S.F. 5th to 4th, South to Mulberry New Apartments (100 units) 100,000 S.F. 23 ~- I II I I I I I I I I I I I I I I I I I I 5th to 4th, Mulberry to Walnut New Apartments (100 units) 100,000 S.F. 5th to 4th, Walnut to Iron Elderly Housing (150 units) 150,000 S.F. 5th to 4th, Iron to Ash Hotel (50 units) Dormitory (Brown-Mackie College - 100 units) These figures reflect potential overall development change, and consider that vacated business locations and potential businesses which will be relocated elsewhere from downtown, as reported by the City, will be refilled. Future Parking Demand Based on the projected economic development growth in downtown Salina, it is possible to estimate an appropriate parking supply. The parking demand factors employed for this study are the median values of the ranges taken from the publication The Dimensions of Parking, published by the Urban land Institute and the National Parking Association, as included in the following: 24 I I I I I I I I I I I I I I I I I I I TABLE NO. III-2 PARKING DEMAND FACTORS BY LAND USES LAND USE & GENERATDR PEAK HOUR PARKING FACTOR RANGE FACTOR USED FOR THIS STUDY RETAIL 1 Short-term parkers 0.8 -5.0 per 1.000 S.F. 2.9 Long-term parkers 0.2 -1.0 per 1,000 S.F. 0.6 Total Parkers 1.0 -6.0 per 1,000 S.F. 3.5 OFFICE Short-term parkers 0.2 -0.8 per 1,000 S.F. 0.5 Long-term parkers 0.6 -2.0 per 1,000 S.F. 1.3 Total Parkers 0.8 -2.8 per 1,000 S.F. 1.8 MEOICAL CENTER (HOSPITAL) Outpatients 0.05-0.15 per staff person Visitors (to bed patients) 0.10-0.15 per staff person Staff 0.50-0.90 per staff person INOUSTRIAL Employees 0.30-0.90 per employee Visitors 0.05-0.20 per employee UNIVERSITY/COLLEGE Commuter Students 0.25-0.50 per person ) 1.0 Resident Students 0.05-0.40 per person ) per Faculty and Staff 0.30-0.90 per person ) dormi tory Visitors 0.02-0.05 per faculty and staff ) room APARTMENT Resident parkers 0.3 -1.0 per dwelling unit ) 1.5 per Visitor parkers 0.1 -0.3 . per dwelling unit ) dwelling Total Parkers 0.4 -1.3 per dwelling unit } unit 1 Upper end of range may occur for only a few hours during the year. 25 I I I I I I I I I I I I I I. ". I I I I ~ The numbers of parking stalls per block needed to accommodate the potential economic development growth in the CBD are summarized below. The parking requirement has been estimated for both customers and employees. TABLE NO. III-3 DOWNTOWN SALINA OVERALL LONG-RANGE PARKING DEMAND PROJECTION BLOCK SHORT TERM LONG TERM SEVENTH TO SANTA FE, SOUTH TO MULBERRY No Change No Change SEVENTH TO SANTA FE, MULBERRY TO WALNUT 122 34 Less Expected Vacancies 8 2 Net 8lock Demand 114 32 SEVENTH TO SANTA FE. WALNUT TO IRON 102 21 Less Expected Vacancies 87 17 Net Block Demand 15 4 SEVENTH TO SANTA FE, IRON TO ASH 114 48 Less Expected Vacancies 9 2 Net Block Demand 105 46 SEVENTH TO SANTA FE, ASH TO ELM 15 39 SANTA FE TO FIFTH, SOUTH TO MULBERRY 13 75 SANTA FE TO FIFTH, MULBERRY TO WALNUT 105 30 Less Expected Vacancies 22 10 Net Block Demand 83 20 SANTA FE TO FIFTH, WALNUT TO IRON 102 21 SANTA FE TO FIFTH, IRON TO ASH 102 21 Less Expected Vacancies 16 3 Net Block Demand 86 18 SANTA FE TO FIFTH, ASH TO ELM 24 91 FIFTH TO FOURTH,'SOUTH TO MULBERRY 25 150 FIFTH TO FOURTH. MULBERRY TO WALNUT 25 150 FIFTH TO FOURTH, WALNUT TO IRON 37 225 FIFTH TO FOURTH, IRON TO ASH 0 150 TOTAL 644 1,021 26 n_J II I I I I I I I I I I I I I I I I I I CHAPTER IV DOWNTOWN LONG-RANGE PARKING REQUIREMENT PROJECTION AND TRAFFIC IMPACT ANALYSIS Existing Parking Surplus and Deficiencies To determine the existing parking surplus and deficiencies. the usage of the existing public and private lots and the on-street parking were considered. Short term parkers. i.e.. customers of the stores or persons ca 11 i ng at the offi ces. wi 11 tend to search the parki ng lot for the space closest to the store or office to which they are going. Therefore. a usage rate of 80% is considered to be approaching a practical operating capacity for short term parking. For long term parking. such as employee parking. not much time will be spent looking for a space closest to the store or office where the person works. Therefore. a usage rate of 100% is the limit. A usage rate somewhat less than the practical maximum capacities for both the short-term and long-term uses is used to determi ne the number of spaces needed. A usage rate of 70% is used for short-term parking and a rate of 90% is used for long-term parking. The existing parking spaces were categorized into short-term or long-term parki ng categori es. Then the current parking usage rates were compared to the design rates of 70% and 90% to determine the number of surplus spaces or deficient spaces in a particular lot or block of on-street parking. For example. if a 50-space lot categorized as short-term parking has an existing usage of 85%. then there will be a deficiency in the lot because the usage exceeds 70%. = (No. of spaces) x (Current usage) / (Design usage) [50 x (.85/.70)J 61 spaces Demand Demand Demand = = There is a deficiency of 11 spaces in this example. 27 I I I I I I I I I I ,I I I I I I I I I In another example, if a 65-space lot categori zed as long-term had an exi sti ng usage of 63%, then there wi 11 be a surpl us of spaces in the lot because the usage is less than 90%. Demand = Demand = Demand = (No. of spaces) x (Current usage) 1 (Design usage) [65 x (.63/.90)] 45 spaces There is a surplus of 20 spaces in this example. TABLE NO. IV-l EXISTING PARKING SURPLUS{+}/DEFICIENCIES{-) BLOCK SHORT TERM LONG TERM TOTAL NINTH TO EIGHTH, MULBERRY TO WALNUT 0 - 1 - 1 NINTH TO EIGHTH, WALNUT TO IRON + 1 + 46 + 47 NINTH TO EIGHTH, IRON TO ASH 0 0 0 EIGHTH TO SEVENTH, MULBERRY TO WALNUT + 9 - 5 + 4 EIGHTH TO SEVENTH, WALNUT TO IRON - 27 + 15 - 13 EIGHTH TO SEVENTH, IRON TO ASH + 21 0 + 21 NINTH TO SEVENTH, ASH TO ELM + 33 0 + 33 SEVENTH TO SANTA FE, MULBERRY TO WALNUT + 45 + 18 + 63 SEVENTH TO SANTA FE, WALNUT TO IRON + 7 0 + 7 SEVENTH TO SANTA FE, IRON TO ASH - 18 0 - 18 SEVENTH TO SANTA FE, ASH TO ELM + 36 + 51 . + 87 SANTA FE TO FIFTH, MULBERRY TO WALNUT + 50 + 24 + 74 SANTA FE TO FIFTH, WALNUT TO IRON + 9 0 + 9 SANTA FE TO FIFTH, IRON TO ASH + 59 0 + 59 SANTA FE TD FIFTH, ASH TO ELM +11 0 +11 FIFTH TO FOURTH, MULBERRY TO WALNUT + 27 0 + 27 FIFTH TO FOURTH, WALNUT TO IRON + 38 + 44 + 82 FIFTH TO FOURTH, IRON TO ASH + 4 +115 +119 28 iI- i I I I I II I I I I I I I I I I I I I Long-Range Parking Needs By combi ni ng the Long-Range Park i ng Demand numbers generated by the deve 1 opment as proposed by Al exander Research & Communi cati ons, Inc., and the Existing Parking Surplus and Deficiencies, the following table is developed. TABLE NO. IV-2 LONG-RANGE PARKING NEEDS BLOCK SHORT TERM LONG TERM TOTAL FIFTH TO FOURTH, WALNUT TO IRON + 1 -181 -1801 FIFTH TO FOURTH, SOUTH TO MULBERRY - 25 -150 _1751 SEVENTH TO SANTA FE, IRON TO ASH -123 - 46 -169 FIFTH TO FOURTH, MULBERRY TO WALNUT + 2 -150 -1481 SANTA FE TO FIFTH, ASH TO ELM - 24 - 91 _1152 SANTA FE TO FIFTH, WALNUT TO IRON - 93 - 21 -114 SANTA FE TO FIFTH, SOUTH TO MULBERRY - 13 - 75 _ 881 SEVENTH TO SANTA FE, MULBERRY TO WALNUT - 69 - 14 - 83 SANTA FE TO FIFTH, IRON TO ASH - 27 - 18 - 45 FIFTH TO FOURTH, IRON TO ASH + 4 - 35 _ 313 SANTA FE TO FIFTH, MULBERRY TO WALNUT - 33 + 4 - 29 EIGHTH TO SEVENTH, WALNUT TO IRON - 27 + 15 - 13 SEVENTH TO SANTA FE, WALNUT TO IRON - 8 - 4 - 12 NINTH TO EIGHTH, MULBERRY TO WALNUT 0 - 1 - 1 NINTH TO EIGHTH, IRON TO ASH 0 0 0 EIGHTH TO SEVENTH, MULBERRY TO WALNUT + 9 - 5 + 4 EIGHTH TO SEVENTH, IRON TO ASH + 21 0 + 21 NINTH TO SEVENTH, ASH TO ELM + 33 0 + 33 SEVENTH TO SANTA FE, ASH TO ELM + 21 + 12 + 33 NINTH TO EIGHTH, WALNUT TO IRON + 1 + 46 + 47 SEVENTH TO SANTA FE, SOUTH TO MULBERRY No Change No Change NC 1 All development is new housing. 2 All development is new office construction. 3 All development is dormitories and fill of existing hotel. 29 I I I I I I r I) I I I I I I I il I I II e Several conclusions can be drawn from Table IV-2. The block with the hi ghest projected defi ci ency is Seventh to Santa Fe, I ron to Ash, wi th -123 short-term spaces and -46 long-term spaces. The block with the next highest deficiency is Santa Fe to Fifth, Walnut to Iron, with -93 short-term spaces and -21 long-term spaces. The block wi th the thi rd hi ghest defi ci ency is Seventh to Santa Fe, Mulberry to Walnut. One would expect the block Seventh to Santa Fe, Walnut to Iron to be included in the high parking deficiency list. That particular block is not included because there are a large number of businesses scheduled to be relocated to the new shopping mall in the future, and the projected i nf1 ux of busi nesses to that b1 ockon1y matched the number of businesses moving out. Additional parking lots should be located on those blocks as described above because they have the highest prOjected long-range parking deficiencies. Most of the blocks south of Mulberry and east of Fifth were excluded from the parking deficiency priority list as future land use projection for these blocks will be primarily high-density housing developments. These housing developments are believed to provide for their own parking needs along with the housing construction and they should not be a part of the downtown parking defi ci ency concern. Simil ar1y., the development projected for the block Santa Fe to Fifth, Ash to Elm is an office building, and it should also provide for its parking needs. Existing Traffic Operations Traffic operations in the study area provide for two-way traffc on all streets except 5th Street, whi ch is one way south from south of Mu1 berry Street to Ash Street, and 7th Street, which is one way north from south of Mulberry Street to Ash Street. The traffic control in the study area is fixed time signalization at 20 intersections and stop control at the following intersections: 8th Street and Elm Street 5th Street and Elm Street 4th Street and Iron Avenue 30 I I I I I I ~ IJ I I I I I I I I I I I 4th Street and Walnut Street Mulberry Street and 8th Street Mulberry Street and 7th Street Mulberry Street and 5th Street Mulberry Street and 4th Street Special mid-block pedestrian signals are provided on Santa Fe Avenue between Ash Street and Iron Avenue, between Iron Avenue and Walnut Street, and between Walnut Street and Mulberry Street. All eight signals on Santa Fe Avenue between Elm Street and Mulberry Street are coordinated for traffic progression. Existing Traffic Volumes In order to evaluate the traffic impact of both existing conditions and expected future development conditions, both morning and afternoon peak hour traffic counts were conducted at 15 major intersections in the downtown area between November 26 and 30, 1984. Data was recorded for IS-minute periods during the peak traffic hours in the morning between 7:30 and 8:30 AM and in the evening between 4:30 and 5:30 PM. Summaries of these counts have been included in the following two tables: 31 11---- 'I I-- . . . :I: '" ..... '" '" 00 .... N 0 N ~ ~ ~ ~ '" ..,. <!:I 00 N ..... ..... ..... 00 '"'. '"' 0 0 0 0 ..... ..... ... ... ... ... 0:: 0.. 0.. 0.. 0.. l- I V'l ... 3 :> Il> ..... ::) ..,. Il> N N .... .... 0 Il> N '" Il> '" 0:: '" ..... 0 .... ..,. Il> N 00 ..,. "" "" ..... "" N N :E :I: ..... ..... N ..... N ..... ..... N ..... ... ..... 0 I-- I '" u.. . I-- . ~ ~ ~ ~ u.. 0:: ..,. 0 0 0 ..,. 0 ..,. N N 0 ..,. .... ..,. 0 ... . ..... ... ... ... N ... ..... ..... '"' '" .... Il> ... N .....I Z 0.. 0.. 0.. 0.. I I-- . . :I: '" ~ ~ ~ <!:I '" ..... 0 0 0 0 "" Il> "" "" '" 0 0 Il> 00 ..... . ... ... ... '"' Il> N ..... N .... ..... .... '"' '" 0:: Z 0.. 0.. 0.. ..... 'I I-- V'l < ... :> N .... N '" 00 N .... '"' 00 ..... '"' '"' '"' M '" 0:: ..... ..,. .... ..... .... ..... 00 N Il> ..... ..,. ..... .... ..,. '" I- :E :I: ..,. ..... N ..... ..... N ..... ..... N ..... Z 0 I-- II ... '" :E u.. ... . . . . . > I-- ~ ~ ~ ~ ~ 0 u.. .... .... N ..,. 0 N 0 '" .... 0 0 0 0 ..... <') 0:: :I: :E ... N M .... N .... ..... ... ..... ..... ... ... ... ... N ..,. :> u .....I 0.. 0.. 0.. 0.. 0.. I) ~ < u.. 0 0 '" I-- :w: 0.. Z :z: .... Il> ..,. 0 "" .... ..... 0 ..... 00 0 < 0.. 0 <!:I N N "" N ... Il> .... .... ..... .... .... ... < ..... ..... I 0.. I-- 0:: U :z: ~ ~ ~ ~ :E ... I-- CII CII CII CII < 0:: :> ... ... ... ... ..... 0 :> . .~ .~ .~ .~ '"' <:> V'l 0:: 0:: .&J .&J .&J .&J '" '"' '"' ... '" ..,. ..,. ..... '"' '"' I :I: . .~ .~ .~ .~ .... Il> .... 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'" ~ c:: I <:) ... ~ 0 ~ ~ < ..... 3 ~ 0 ..... ..... ell ... '" :::J ~ ~ ~ ~ ell ... I-- < ..... 3 :E c:: c:: c:: c:: ~ ~ ~ ~ < ..... < ~ '" '" '" '" c:: c:: c:: c:: u c:: ~ ~ ~ ~ '" '" '" '" ~ ~ 0 '" c:: c:: c:: c:: CII CII CII CII c:: c:: .....I '" '" '" '" u.. u.. u.. u,. ~ ~ ~ ~ '" '" I ~ ... ... ... ... ... ~ ~ ~ ~ '" '" '" '" c:: c:: c:: c:: ~ ~ ... ... ... ... ... ... ... ... ... CII CII CII CII ... ... :::J ..... ..... ..... ..... c:: c:: c:: c:: > > > > c:: c:: 0 .~ ~ ~ ~ '" '" '" '" CII CII CII CII .~ .~ u.. u,. u.. u,. u,. V'l V'l V'l V'l V'l V'l V'l V'l z: z I 32 I I I I I II , l I I I I I I I I I I I 'd" ., > ~ a:: o o x :>.: < u.I 0.. :IE 0.. o z: u.I ..../ "" <( I- V'> I- z: o o U I- z: u.I :IE u.I > o :IE ~ z: ~ z: a:: o I- x u < o a:: 0.. 0.. < l- X ~ ~ a:: l- V'> u.I 3: 0 a:: :EX 01- a:: u. I- u. u.I ..../ I- z: u.I :E u.I > o :E u. o z: o .... I- U u.I a:: .... c l- X ~ ~ a:: l- V'> <( u.I 0 a:: :EX 01- a:: u. I- u. u.I ..../ l- X ~ .... a:: X I- o 00 V'> a:: X ~I- a:: u. u. u.I l- X ~ .... X a:: I- a:: o z:O a:: :EX C a:: u. I- U. u.I ..../ z: o .... I- "" ~ \0 a:: . z: \0 .... .., '" o a:: o z: \0 .... "" 'd" 'd" .... .... IN "" .... . . J::. J::. o 0 ... ... 0.. 0.. .... "" \0 .... .... 'd" .... .... "" .... 'd" "" IN 00 IN "" . . J::. J::. o IN 0 ... 'd" ... 0.. 0.. 'd" .... . . . .c .c .c 0 o 0 0 N ... ... ... 0.. 0.. 0.. IN "" .... co ~ O'J ...... ex) 0\ ,..., 0 IN .... IN "" t"""'t lD 6 ~ CO ..... eN N .., Qj ... .~ .Q .~ J::. o ... 0.. .., .., .., Qj Qj Qj ... ... ... or- 'r- .,... .Q .c .Q 0\ 'r- .... ..... 0 .c.c.c..... 000 ... ... ... 0.. 0.. 0.. "" .... 1.0 ..... 0\ Lt') <IC:t ..... Lt"J N .... "" en ..... N ~ 0 ...... U") 0 N N N ("') N q- 0 0 ("f') Lt') NN("f")NCO .... c: o ... .... .., c: '" J::. ... ... '" o u. J::. III < .., c: '" J::. ... ~ c: o ... .... .~ u. .., c: '" J::. ... ~ .... u. ... '" c: ~ '" =- .., c: '" J::. ... ~ t' ... Qj .Q ~ '" :E .., c: '" J::. ... ~ .~ u. .~ u. 33 c .... \0 'd" l<'l "" en "" IN .... . J::. o \0 ... \0 0.. "" ~ "" "" IN "" .... "" "" o .... IN IN .... 'd" . J::. o en ... l<'l 0.. .... 0 "" en "" IN "" 'd" "" "" J::. o .... ... "" 0.. J::. III < .., c: '" Qj u. '" ... c: '" V'> c: o ... .... .., c: '" Qj u. '" ... c: '" V'> 'd" o .... . . M.c.c.c "" 0 0 0 ... ... ... 0.. 0.. 0.. 00 en OM..... ..... ~ 1.0 ..... M ...... ~ r-I "" IN c:tNO\CO ..... ..... ,..... old" 'd" "" IN .... .... 0 "" 00 .... . J::. "" 0 .... ... 0.. .... 00 IN \0 .... en "" .... .... "" o .... "" .... en ~ IN 'd" . J::. IN 0 en ... 'd" 0.. "" IN ... '" c: ~ '" =- .., c: '" Qj u. '" ... c: '" V'> t' ... Qj .Q ~ '" :E .., c: '" Qj u. '" ... c: '" V'> .... 0 o "" .... ..... l<'l 'd" ~ "" IN ..... . . J::. J::. o 0 ... ... 0.. 0.. 00 ..... IN "" .... en 00 'd" ..... .... ..... en 0 \0 ~ .., .., Qj Qj ... ... .,.. .- .Q .Q .,... or- J::.. J::. o 0 ... ... 0.. 0.. \0 "" J::. III < .., c: '" J::. ... c: Qj > Qj V'> c: o ... .... .., c: '" J::. ... c: Qj > Qj V'> J::. .... .... o .... .... ... 0.. "" 0 00 "" en .... .... .... en \0 "" .... o 'd" .... \0 ~ ~ 00 ~ .... . J::. o .... ... IN 0.. .... "" 00 .... "" o IN .... "" .... IN .... .... .... IN .., Qj ... .~ .Q 00 .~ 0 J::. "" o ... 0.. ... " c: ~ '" =- '" c: '" J::. ... c: Qj > Qj V'l t' ... Qj .Q ~ '" :E '" c '" J::. ... c: J::. Qj ... > C Qj .... V'> z: "" \0 00 .... .... \0 00 en "" "" IN IN o .... IN IN \0 'd" ~ "" .... 'd" "" IN .... J::. III < c: o ... .... .., C '" .., C '" J::. ... C .~ z: I I I I I I III L I I I II I 'I I I I I I Intersection Capacity Under the current traffic volumes, the signalized intersections in the downtown area have a level of service rating of "A" in nearly all cases. Only one or two intersections have a rating of "C". A rating of "C" is the design capacity of the intersection with "A" being better than the design capacity. After the planned future development is implemented, several intersections will encounter capacity problems unless traffic control is modified. These intersections are: Ninth Street and Ash Street Ninth Street and Iron Avenue Seventh ~treet and Ash Street Seventh Street and Walnut Street Santa Fe Avenue and Walnut Street Santa Fe Avenue and Mulberry Street These capacity problems may be minimized simply by changing the signal timing at all of the intersections as listed except the Santa Fe and Walnut intersection. At these intersections, the rating of "A" can be preserved in nearly all cases, except for a few movements where the rating will be "C". The Santa Fe Avenue and Walnut Street intersection must be modified by removing the parking on the south side of Walnut Street between Seventh and Santa Fe and the parking on the north side of Walnut Street between Santa Fe and Fifth. The two blocks of Walnut Street should be repainted to provide for a 1 eft turn 1 ane on the westbound approach and a ri ght turn 1 ane on the eastbound approach. No modifications need to be made to the signals themselves. The timing of the signals will also be adequate. Traffic Flow Patterns There has been considerable discussion in recent months with the business community concerning the one-way streets in the central business district, i.e., Seventh Street and Fifth Street. Some of the concerns were that the one-way streets cause unnecessary delay for shoppers to enter and 1 eave the downtown area. Past experience indicated that there was no adverse economic 34 I I I I I I II l I I I I I I I I I I I influence on business activity within the one-way corridor. The number of business failures was cited to reduce substantially after one-way conversion. If the one-way streets were reverted to two-way traffic, the following could be expected: 1. Level of service at the intersections would get worse. 2. The safety of pedestrians crossing the streets would get worse. 3. Increased travel time. The exi sti ng street pattern works well at the present time and will continue to work well after the proposed revitalization of the downtown area with only a few simple modifications to the signals and lane striping as described above. Most of the intersections will have a level of service rating of "A" after the revitalization and no intersection will have a rating of worse than "C". 35 I I I I I II r t I I 'I I II I I I I 'I I CHAPTER V PARKING IMPROVEMENTS Parking facility should be located as close as possible to the area of demand, especially for the short-term demand parking. Generally, a downtown parking facility may be considered attractive to any foot traffic destination within a 300-foot radius. Employees who use the long-term parking could be required to walk a further distance because they would be making the walk only two or four times a day. Parking garages were investigated as possible solutions to the downtown parking problem but the cost was deter~ned to be not cost/beneficial. Garages would cost anywhere from $8,000 to $12,000 per space in downtown Salina. By comparison, surface lots can be built for around $4,000 per space. A total of seven (7) new surface parking lots h.ave been studied and recommended to accommodate the future parking demand resulting from the land use growth projection. The first parking lot is recommended to be located on the southeast corner of the intersection. of Seventh Street and Ash Street (see Figure No.1). The site measures 150 feet 4 1/2 inches north-south by 130 feet .east-west. There will be one entrance/exit dri veway on Seventh Street and there will be two east-west aisles and two north-south aisles with 900 parking. The lot will provide a maximum of 59 parking stalls. The second parking lot recommended is on a site in the middle of the 100 North Seventh Street block on the east side of the street. The site measures 100 feet north-south by 120 feet east-west. There wi 11 be one entrance dri veway and one exit dri veway, both on Seventh Street, with two east-west aisles (see Figure No.2). The lot will provide a maximum of 39 parking stalls; the stalls will be laid out at a diagonal angle of 550. The thi rd parki ng lot recommended is also on the east side of the 100 North Seventh Street block. This lot will be adjacent to the existing city parking lot and the site measures 75 feet north-south by 120 feet east-west. 36 :~ I ;,,!i AC:<'_' r I ' ' i..o' ,,:"..>;-. , "~~>'e, I t /' rr ---./,,' ,~; o/v, ')i~ ")V: ')/' '0' 9G~' > 1 #. .--~" .~ ~}I / </ i<V ,)/. /7 %' I' .~ >G ~ ~ I' , (/ '; , .I ,/ // // IJ // {f/ / /' r , . " vJ I' :' ? ~,j 7TH ST. /. I L ~ ",I, ;; ....'.."..,'...:. ..--- -',i ... ,w._ _ ,. 't' ;:~<<~ "', ,'f,,' _:>:~';__," . '. ,".1.1l-l! . . . . - - ~ . ;00' -. - . - - >" ". . . ". IT' -::. o -- ;~ ~- : ','c'-',,"> ,,: ~ ::--~ l'. '." ':':. ,y':" .:"; ". """'. - ...: CIJ = ;~ CIj 1'4 .s: D " o . ~ ~~ [~. .Jk,;-:-,. A - J. '~n~ >~J"":~t,.',~; I;({ll~? " OJD :,' 50. ,...0 '~O [T:SANt'-l\-fE.AVE. --'~Ol. in Feet ,', . ,I) f.!..U II . t ^" f)" l"l)+ "l1ifJi '#,); o . ti'$_"'-""'--X"~~"0-'<i_'iy;<';-=,"__ "0 ~ '. '-"'_j_~_"Jf~"'- .-(/ : , ,,\ '" , . fl. tt......" J , '-..! / l:,. '/ :"-' J tI Q' "j '"'" -? v o / //,;1 '/,~- z 100 ( ; (/(i:- J r I I I ....~" L....... " l' ,. 'J .~ · t- fI) '... -~ '=Lt- ,.. ~ \,' I .,' I~ ~ '~r '....\ , 1: . \u. --" o "=:1 ~ - -\1 ~~._ U___." "/. . . ,] -;-~ _.~,.~ c ,~= o 0 I -~ \~~~ ;;;" :::7 .' {> .." ;,~ .~ '. ",>'1 : .... / '-.:: ../ , .. ~ ; -yl, ~ ,,:. -) "',... ~.~ .( ~ {t...Y'- cr , . " '.,.., ,x \ ' - , i l~90 I I \ {\o\ f . ." ~ II'';, i~ I , , /' ,. \ '~ Q" ~<?) ~ ,~" <' '. L \ 'Ij~ SCale in .~~" '.c, /'1 !SO " Feet 100 .~ Q ri) ,-, N ;) 50' I , I ' tl t. I 100' I , - I , 50' .,.~ ~ ~ - <; ~, Q , I..., -' A:)>) .. ~, (...." \ j~ ' ~/_~; 120' I '0 .. , r ~J~'~' ;~,~~,. r.'--'~ 1] . I ~ I . . ; ,) :c-='C."=-~~S-::-:-o~'::----o=.:J\ 'iJ . o ..J1~o<_ 0-" .-' -J , . y . J . . . . EPfI1 : S :' I! . : . ~. 1\ ; (i, '::::1 ~qJ I " ~ ~., -?' -~ ~:; Do '11,' R ! 0' ~ ~\ I I~ C;; 8 . 63' -1 Li, ',1'--, ., ,u~ . " -~~, .. KLiNE' "" , , , - 64' '\'-" ,LOT .~\ .ij ,1 63' j., - ,') c;r' <:::' !i . 'jl :."'....'". ::t;lt~ LJ D ~.", " ~. L...:-.., f2 ,. ~ -~~~ Ot. I' , o _ "",-. a l; I).: 0= 'fI"" ',f 1 ~.l ~::::*: . 1 '~ <:::) ~ ~. 9 . .~.::;~: ' ':::,;l ",' I ' ... -<::;, J . ,g;' "f~ " 1I ~ R'AfSED i ~,<' ;"JROiiit~=~'J~EcORfroRm.AH!! I Ll~. ,~V~... I -;'Y. > i""'-(~ "- . ~ h "0 , ~, . " "-, . ~", - ~:!J" ( FIGURE NO.2 ..,;.. r-- ---, I I I I I - I I I I I !I I I I I I I I The. layout of the lot (see Figure No.2) includes the existing city parking lot. It has three entrance/exit driveways on Seventh Street, with 3 east-west aisles and one north-south aisle. The parking will be laid out at 900 and the lot will provide a maximum of 71 parking stalls. The existing City parking lot provides 40 parking stalls; therefore, the net gain of the new layout will be 31 stalls. The fourth parking lot is recommended to be located in the 100 South block of Seventh Street and on the east side of the street (see Figure No.3). The site measures 175 feet north-south by 120 feet east-west. There wi 11 be two entrance dri veways and one exi t driveway on Seventh Street, and the 3 a i sl es will be 1 ai d out east-west wi th 700 stalls. The lot wi 11 provi de a maximum of 66 parking stalls. The fifth parking lot recommended is the existing private parking lot just south of the Southwestern Bell Telephone building on South Seventh Street. Thi slot wi 11 be purchased and utili zed to meet the demand for short- term parki ng for busi nesses in the vi ci nity. The lot is already marked to provide 40 parking stalls. No change is recommended to alter the parking configuration in this lot. The sixth lot is recommended to be located approximately mid-block on the west side of 100 South Fifth Street block. The site is adjacent to the existing city parking lot, and the site is 100 feet north-south by 120 feet east-west. This lot will have one entrance driveway and one exit driveway on , Fifth Street. There will be two east-west aisles with 550 parking, and the lot will provide a maximum of 39 parking stalls. Figure No.4 graphically illustrates the layout of this parking lot. The seventh lot is recommended to be located on the west side of the 100 South block of Fifth Street. Part of the site is an existing private parking lot. The pri vate lot and the buil di ng to the south need to be acqui red to make a site of 125 feet north-south and 120 feet east-west. (See Figure No. 4). There will be one entrance driveway and one exit driveway with two east- west aisles. The stalls will be laid out at a 750 angle. This lot will provide a maximum of 47 parking stalls. The existing private parking lot pro- vides 22 stalls; therefore, the net gain of the new layout will be 25 stalls. 39 I J~--~ !I I. I I -~ /~/ ~~;~ ~.~'o }(;",- ~ ~-- '-I I , I " ) - fl! ;- 'j r , , ,I I 11 '/- , I :1 '" i! '.~ . _ i , ,^ ~/'.. ,,"'~~ ; " ">::p., " (,':~ ~,0-,\ ~,r\ /^' . -.1r\> },., . I . \. ~'..' ;/) ~/ ' ,1/ ,/)/,'~~ y~) .' / ~)\{') ,f\ ~_0^/^' . Jh. '". ;", ,r'- ~ /'./' -', , ;,.. , ',,'/ ",-, . ' ., ./ " ... ..' I I I I .:1.'....-., ~l v I /J ':, '" l'l , I -a .--:;:- ' '" C' - __J J*~ ;t}\ '? JO , <) , ). ?'v ~3' -; f (> (7)"6 o . l-- I ~" .(Y ."", /~ t'~- 1} '~ l.---~- ~',o ., I> r &'- . 0 I- it~o (/IN 1":' = '" . ~ L-/' o r--/,> r- 7 ( , I f;,. "" ,~" v c N ,9 8 , ; ,,,.L' } ,,' . : "~I I I" J tI 'i ! " . r--'" , <).~~ _ u~f"\. ~~ . 1.1 ~ ',> ',. Scale 'F , ,t"m,_~ 1/.: "'\ b l-=-1 (~b:: ,- --.-,,-. 'J I'_.:J " (~ Ii " o ,~"'" -,.--.' /'. .Q' I '~ !. / ~ /:;; /,' "r~' j~' ~ ,.Q o ~ <' N '-- -' " iI " I " 58.3' 175' 1 , #.......J , ' , l: i , 68.3' , f ~,~. " . L :~ 7'-;' ;;.- , --j I , . c., " ' T '_, ~' c; --of ~,'\ __.L.. i / w~ , .j... 1,:1. - " C:."1 ~ 'i \'1 ) I!, Ii \1 II l ," l_ c:........ I)- '. 50 L' d "';'!', :t JOO ~,.. " ~j/ I .. I I i ":=(,', . _'.'. .!L-=:J. . J".. - I ." "". .._ -0 ,.,. .', .,,-'"""'-~ .. ',', r. ,- ..J'-> ., l"-J~ -~ ~~l ... 1...'1,~ .. . < o '\ (~ \.- 'of~ '""" 4' r' .'-1 (,L ) , ~ 41" . t"""'" ~ r .;;j : , ~ ",. " ". I , ? <.... ~ ~ '" c I l:' ^ ~ , ,I l' o I , J f b I , -,...."' ''''' t;; '/"/ H:' ~i~~l ; , \ ;.;.::;0 (7;;: RAlSIU> D,EC~RA TOR ISL~NO ; \ 1 , '; 1"'0 :~ L........, FIGU-R!)<l ,.] q !) I CNOil.3 _ fl n, ,,'I" S~I[J ,0,', :: IZO .r ~J 'j, ,,'~,:, .I ....+ q" ) rJ J ;?' ::~~~ 2" Ji . t. ) . :j :'.....' ~);, , (!: "--C'~ . ~'. , :, ~ ; n' - '-:Qf\ ,--1 RAISED \ Q :} J=~ a~~G~1! 'itC:V4 r_~:DECORATOR ISLAND 0 )1.... V' ,I i , r\r /,', ~I " 'I It~, \."-::-1 I ~ . {fl]~Q)O " '.~ l::'-Q"~; 1'r5i . ~ ~ . 100 ,_.~.:r;'\ :."<:..!,rJ .~ ~~KJ. I ~ . :.=:::;: : ~ Seal. in F... d . /,. /"0 / h ; ""-,_________-'L- ~ ' . 'r /~ /; ~~ .' ~ . .J f1' . .~~" - ~-~-['(6'5::.:.~ ) ,~ . ~~- 'l- l . . ,. I 'e.,; .... ~.:.-.f ~lnfl ~"I I . .~ " "l I~. < ' = v o tot\_~ ~..) ~~ {' :c I IJ . , J 120' -... " \( : l ~ ) \ ' I { I ~'--O-="~ =.~ ,=..=-J '0 , , . , I - ~ - -.-!_L.... - .r ",. """,,,,'~-'- c.... ~ . Q . d () I I If I' " t' , . '" 0 l.~ A;C:.___ /, " l\' \~ 'I , ]P~ - { e-* .. I - .,.! ", C' :' '-'~Ir ",' .e :; 'f . \.:' ~--- -~ ~ ()' r6?6'6><'~ . / ,. ~:\: (~~ . i ;~~~?i\~~ . l~" ,r"..~\,~~/ . l,,;v<A~;~ v'~ lOa' o Cl tf~~ .f : L. "()rZ ": rA~~-^- ~ -. r 50' . 01- (I) :I: I- aft o . . .1 62.5 I . . . o ~:.J 125' c.::J 6~' ~ co I I I I I I I I I I I I I I I I I I I In summary, there will be seven parking lots constructed on three separate blocks. In the first block, Seventh to Santa Fe, Iron to Ash, three lots are recommended. These lots will provide 59 stalls for long-term parking and 70 stalls for short-term parking. The anticipated demand for this block is 123 -short-term spaces and 46 long-term spaces. Lot No. 1 can accommodate all the long-term demand of 46 spaces and 13 spaces of the short-term demand when filled. Lots No.2 and No.3 can accommodate 70 spaces of the short-term demand. Therefore, all 46 spaces of the long-term demand and 83 spaces of the short-term demand can be satisfied by the additional parking on this block. There will still be a deficiency of 40 spaces of short-term demand on this block. In the second block, Seventh to Santa Fe, Walnut to Iron, two lots are recommended. These lots wi 11 provi de 106 spaces for short-term parki ng. There is a demand for only 8 short-term parking spaces on this block. There is a demand of 83 spaces in the block just south of thi s block. Forty of those spaces can be satisfied by Lot No.5. The demand for 27 short-term spaces in the block to the west can be satisfied in Lot No.4. Probably, 31 of the 40 unsatisfied short-term spaces in the block immediately to the north can also be satisfied by Lot No.4. In the third block, Santa Fe to Fifth, Walnut to Iron, there is a demand for 93 short-term spaces and 21 long-term spaces. The two lots in this block will provide 66 more spaces than existing facilities. There will likely be a shortage of 27 short-term spaces and 21 long-term spaces after construction of the two lots. Table No. V-I summarizes the parking demand after the development and the construction of the seven new parking. lots. 42 ! I , , I I I I I I I I I I I I I I I I i I I I In. . TABLE NO. V-I FUTURE PARKING DEMAND SHORT TERM LONG TERM TOTAL NINTH TO EIGHTH, MULBERRY TO WALNUT 0 - 1 - 1 NINTH TO EIGHTH, WALNUT TO IRON + 1 + 6 + 7 NINTH TO EIGHTH, IRON TO ASH , 0 0 0 EIGHTH TO SEVENTH, MULBERRY TO WALNUT . + 9 - 5 + 4 EIGHTH TO SEVENTH, WALNUT TO IRON 0 +11 +11 EIGHTH TO SEVENTH, IRON TO ASH +21 0 +21 NINTH TO SEVENTH, ASH TO ELM +33 0 +21 SEVENTH TO SANTA FE, SOUTH TO MULBERRY 0 0 0 SEVENTH TO SANTA FE, MULBERRY TO WALNUT -29 -14 -43 SEVENTH TO SANTA FE, WALNUT TO IRON 0 0 0 SEVENTH TO SANTA FE, IRON TO ASH - 9 0 - 9 SEVENTH TO SANTA FE, ASH TO ELM +21 +12 +33 SANTA FE TO FIFTH, SOUTH TO MULBERRY 0 0 0 SANTA FE TO FIFTH, MULBERRY TO WALNUT -33 + 4 -29 SANTA FE TO FIFTH, WALNUT TO IRON -27 -21 -48 SANTA FE TO FIFTH, IRON TO ASH -27 -18 -45 SANTA FE TO FIFTH, ASH TO ELM 0 0 0 FIFTH TO FOURTH, SOUTH TO MULBERRY 0 0 0 FIFTH TO FOURTH, MULBERRY TO WALNUT 0 0 0 . FIFTH TO FOURTH, WALNUT TO IRON 0 0 0 FIFTH TO FOURTH, IRON TO ASH + 4 -35 -31 As can be seen in Table No. V-I, there will still be several blocks with parking deficiencies after development is completed. Most of the deficiencies will be along Fifth Street, but the 200 South Santa Fe block (west side) will also have parking deficiencies. None of the blocks analyzed will have parking deficiencies greater than a total of 50 spaces or 35 spaces for short-term parking only. 43 il I I I I I I I I I I I I I I I I I I I Improvement Costs Lot Number I, with 59 parking stalls, is Th.is amount is approximately $2,219 per stall. as follows: Construct ion Property Acquisition Demolition Relocation Subtotal 10% Contingency Total Lot Number 2, with 39 stalls, is approximately $3,384 per stall. Construct ion Property Acquisition Demolition Relocation Subtotal 10% Contingency Total Lot Number 3, with 71 stalls, is approximately $3,014 per stall. Construction Property Acquisition Demol ition Relocation Subtota 1 10% Contingency Total estimated to cost $130,896. Cost breakdown is summarized $ 60,996 58,000 o o $118,996 11,900 $130,896 is estimated to cost $131,976. This amount Cost breakdown is summarized as follows: $ 41,178 63,100 11,800 3,900 $119,978 11,998 $131,976 is estimated to cost $214,004. This amount Cost breakdown is summarized as follows: 44 $ 64,549 104,000 19,500 6,500 $194,549 19,455 $214,004 I I I I I I I I I I I I I I I I I I I Lot Number 4, with 66 stalls, is approximately $7,986 per stall. Construction Property Acquisition Demolition Relocation Subtota 1 10% Contingency Total Lot Number 5, with 40 stalls, is approximately $1,568 per stall. Construct ion Property Acquisition Demolition Relocation Subtota 1 10% Contingency Total Lot Number 6, with 39 stalls, is approximately $5,858 per stall. Construct ion Property Acquisition Demolition Relocation Subtotal 10% Contingency Total Lot Number 7, with 47 stalls, is approximately $3,030 per stall. Constructi on Property Acquisition . Demol it i on Relocation Subtotal 10% Contingency Total is estimated to cost $527,045. This amount Cost breakdown is summarized as follows: $ 68,532 328,500 61,600 20,500 ~479,132 47,913 ~527,045 is estimated to cost $62,700. This amount Cost breakdown is summarized as follows: $ 0 57,000 o o ~ 57,000 5,700 ~ 62,700 is estimated to cost $228,446. This amount Cost breakdown is summarized as follows: $ 41,178 133,000 25,000 8,500 ~207,678 20,768 ~228,446 is estimated to cost $142,406. This amount Cost breakdown is summarized as follows: $ 46,660 66,200 12,500 4,100 $129,460 12,946 $142,406 45 I.n- :1 I I I I I I I I I I I I I I I I I I The property acquisition costs were determined from the assessed value of the total land and improvements as listed in the tax records. The Kansas De- partment of Revenue reported that the current assessed value of the commercial land and improvements in downtown Salina is 10.62% of the market value of the property. The only exception to this is the property owned by Southwestern Be 11 Telephone Company. Thi s property is assessed at the statutory 30% of market value. All commercial property assessments were multiplied by a factor of 10, except Southwestern Bell property, which was multiplied by a factor of 3-1/3, to determine the market value. Demolition and relocation costs were together estimated at 20% of the property acquisition costs. The total estimated costs for the construction of all seven parking lots is $1,437,470. The average cost per stall is $3,620. The Shaver Partnership, Architects, provided cost estimates for the relocation and burying of overhead utilities and the streetscape improvements. These costs are summarized as follows: Utility Relocations including 10% contingency Streetscape Improvements including 10% contingency $1,925,000.00 $2,211 ,000.00 The total improvement cost of all new surface parking facilities, utility relocations, and streetscape improvements is estimated at $5,573,470. 46 I I I I I I I I I I I I I I I I I I I CHAPTER VI BENEFIT DISTRICT BOUNDARY AND ASSESSMENTS Existing Ownership and Occupancy The ownership information was obtained from computer records kept by the Assessor's Office of the City of Salina. The records contained the owner's name, tax bill i ng address, the 1 ega 1 descri pti on of the property, and the structure number (street address of the property). The parcel boundaries were plotted on the base map using the information in the legal descriptions. A privately-prepared City di rectory was al so borrowed from the City Traffic Engineer's office and copies were made of the relevant pages. The City di rectory contai ns i nformat i on on the street address, the name of the business which occupies the parcel (or the name of the person living there if a residence), the type of business or retail category if this is not obvious by the name of the business, and the telephone number of the business or residence. Since the directory was prepared in 1983, some of the information was suspected to be out of date. The Consultant updated the di rectory by field inspecting all businesses within the study area. The ownership and land use inventory have been documented in the Appendix and are indexed to the map entitled "Final Plan of Off-Street Parking Facilities," following page 49. Benefit District Boundary The City provided the Consultant with the benefit district boundary which is to be included for the parking improvement assessment. The overall district was divided into two sub-districts. The first sub- district includes the blocks between Seventh and Fifth, Mulberry to Ash. This sub-district includes the core of the businesses in the downtown area along Santa Fe Avenue. The second sub-district includes those blocks within the 47 I-~ II I I I I I I I I I I I I I I I I I I overall district which are one street on either side of Santa Fe Avenue. These blocks are: Eighth to Seventh, Mulberry to Ash; and Fifth to Fourth, Walnut to Ash. Sub-District Block 2 2 2 1 1 1 1 1 1 2 2 Eighth to Seventh, Mulberry to Walnut Eighth to Seventh, Walnut to Iron Eighth to Seventh, Iron to Ash Seventh to Santa Fe, Mulberry to Walnut Seventh to Santa Fe, Walnut to Iron Seventh to Santa Fe, Iron to Ash Santa Fe to Fifth, Mulberry to Walnut Santa Fe to Fifth, Walnut to Iron Santa Fe to Fifth, Iron to Ash Fifth to Fourth, Walnut to Iron Fifth to Fourth, Iron to Ash Properties within this area excluded from assessment include existing City parking lots, arcades, proposed land acquisitions for new parking lots and residential property. The total assessable land area in sub-district No.1 is 864,140 square feet and the total assessed valuation of land and improvements is $2,027,890. The total assessable land area in sub-district No.2 is 717,300 square feet and the total assessed valuation of land and improvements is $710,030. The total assessed valuation of the overall district is $2,737,920. The total assessable land area is 1,581,440 square feet. The City of Salina has determined that $1,500,000 should be raised in assessments within the district for the parking improvement as recommended in this report. A rate has been determined at which properties within the district can be assessed based on land area. Upon collection of all assessments, the total of $1,500,000 will have been raised. The formula is: 48 !I I I I I I I II I I I I I I I I I I I , I L_ (Total $1,500,000 Assessed Valuation) x (Assessed Valuation of Sub-District) (Land Area in Sub-district) Rate/S.F. = The calculated assessment rate for sub-district No.1 is $1.26 per square foot, and the rate for sub-district No.2 is $0.55 per square foot. The Final Plan of Off-Street Parking Facilities graphically illustrates the benefit district boundary and sub-district locations in the downtown area along with the proposed parking facilities as recommended. Property assessment values for individual property owners within the di~trict boundary have been calculated and included in the Appendix. 49 I I II I I I I I I I I I I I I I I I I 0.: >< - Cl Z UJ 0.. 0.. 0.: UJ ...J a::l 0.: I-Cl a::l I-u z UJ V> ::':0.: V> V> V> Z ~;:2 V> 0.: .......0.: o..Z -- ::J:...J V> 0.: "" V> UJ z 3: o ~ '" :ill! ~~ O~ ~~ ~ ::! ~ '" ll!~ ~~ ~< ~~ ~ ~ < 0< "'~ :5l! o o ~ .. ~ ~ ~ .; ~ 8 "\ ~ ~ ~ ~ ~ u '" ~ o ~ u . < ~ o u u o ~ ;; '" ~ ~ ~ o ~ 0 l!li ~ o ~ '" ~ ~ . . o ~ N '" li . ~ o ~ :c ~ ~ '" ~ ~ ~ ": o .~ ~ N "!. - ::: ~ o ~ ~~ ~o . . .ft:: "'~ o~ -~ , - ..~ o -- ,0 :!i;' -~ o .- ~ . o~ ~o ~:!: .0 A_ , ..~ ~ N' 0_ -~ , . O~ O~ - , .~ "'~ ~, .- ..~ ~ ,. .- ~o . ~ N ~- g'; ... ., 'fg; lll_ , 0 .~ '" N ., -- o. ~'" . .: . o - e - . . u . > ~ o N .. .. .'" ." ;: 0. o .- .. . u_ . .-- -.0: - c~Z :;g: i --~ "''''''' - . N '" . N '> ~ ~ - ~ N ~ ~ ~ .; ~ ~ ~ . . o s: . . .. '" ~ o o .u . - -.; ~ i: : u::!. 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'" aUl ~~ . ~~ .. ~~ .. .. i~ ~!:: .. .. ~: .. .. ~~ I ~~ f: ~~ f: ~~ 0-'1 ....0 00 ....0 ....-'1 I>. I>. . Ul . ., 1>.' I>. . ., . 1>10 0 '" '" 0 '" '" '" '" oa 0 0 oa ~ ~ 0 0 oa .. .. .. .. .. .. .. I f:: ~ x ~ I .... ~ ~ ~ ., -'I a ~ ~ ~ ~ ~ .... i 0 ., .... e .. E .... .... .... .... .... I ~ I>. ., ., 1>1 I>. ., 1>1 a ~ :3 << << << << << << << << << ~ << << << << << << << << << ., " ., .. .. .. .. ~ a .... 0: i 0: 0: I .... -'I m m m i i i i i ~ -'I .... << 3: i ... i ~ << i << . << I ;! ~ n ~ .... :i! a a a a a a a i!l a ., 001 0 0 0 0 0 0 0 0 I I I I I I I I I I I I I I I I I I I I I I APPENDIX C Out-of-County Vehicles Vehicles from a large majority of the counties in State of Kansas were sighted in the Salina downtown area during the time of the study. County Number of Vehicles Dickinson County Ottawa County McPherson County Sedgwick County Cloud County Ellsworth County Li nco 1 n County Clay County Ell i s County Republic County Mitchell County Johnson County Ril ey County ,Reno County Shawnee County 155 140 75 73 46 43 35 34 33 32 31 27 22 21 20 All the other counties in the State of Kansas had fewer than 20 vehicles per county sighted in the Salina downtown area.