Untitled (3) PROJECTED FUTURE YEAR DAILY TRAFFIC
•
7 b.
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5.740 1 1 0 e
12,178 IP"
3' 090 /
11,660 4fil■
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�~ 8.•' 13.575
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'11Il BUCHER, WILLIS & RATLIFF
Salina, Kansas 111 mzs • ?LAMERS . nxo TECTS
Transportation Plan Figure 12
Street Design Standards
The purpose of this section is to describe a system of street functional classifications which can be •
used as a guide for both the upgrading of existing streets and the planning of future street and
highway improvements. The following design standards can serve as a guide in the construction of
new arterial, collector and local streets. The recommended functional design standards could be
incorporated into future updates of subdivision and zoning regulations, as well as future revisions of
street standards which would be more specific than the recommendations presented in this chapter.
Functional Classes Defined
All public street systems must serve two functions:
1. Move traffic smoothly and safely;
2. Provide access to abutting property.
Often these two functions are not always compatible with each other, particularly on streets which
carry a high volume of traffic. The turning movements generated by vehicles entering and existing
the street system increase the probability of accidents and reduce the traffic-carrying capacity of the
street.
There are three street and highway classes -- major arterials, minor arterials and collectors -- where
through traffic predominates, and a fourth class (local) where local traffic is predominant.
Major Arterial streets and highways contain the greatest proportion of through or long-distance
travel. Generally, major state highways are designated as major arterials. Such facilities serve high- III
volume travel corridors that connect major generators of traffic. The selected routes provide an
integrated system for complete circulation of traffic, including ties to the major rural highways
entering the urban area. Generally, major arterials include all the higher traffic volume streets,
except those serving short trips or those serving as alternatives to more direct facilities (i.e.,
interstates, freeways and expressways, and other principal arterials).
Minor Arterial streets and highways connect with all remaining arterial and collector roads that extend
into the urban area. Minor arterial streets and highways serve less concentrated traffic-generating
areas such as neighborhood shopping centers and schools. Minor arterial streets serve as boundaries
to neighborhoods and collect traffic from collector streets. Although the predominant function of
minor arterial streets is the movement of through traffic, they also provide for considerable local
traffic that originates from or is destined to points along the corridor.
Collector streets provide direct services to residential areas, commercial areas, local parks, churches,
etc. To preserve the amenities of neighborhoods, they are usually spaced at about half-mile intervals
to collect traffic from local-access streets and convey it to major and minor arterial streets and
highways. Collector streets are typically one-to-two miles in length. Collector streets often serve as
local bus routes. Direct access to abutting land is essential. Parking and traffic controls are usually
necessary to insure safe and efficient through movement of moderate to low traffic volumes.
•
Salina Comprehensive Plan Page 126
FUTURE YEAR FUNCTIONAL STREET CLASSIFICATION
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Salina, Kansas II PLAI.Elt.S 4 ARCHITECTS
Transportation Plan Figure 13
Local streets are those not selected for inclusion in the arterial or collector classification. They allow •
access to individual homes, shops, and similar traffic destinations. Direct access to abutting land is
essential, for all traffic originates from or is designated to abutting land. Through traffic should be
discouraged by using appropriate geometric designs and traffic control devices.
Future Street Functional Classification Map
The future street functional classification map developed for Salina is shown in Figure 13. The
functional classification map is a representation of the future functions of the street system comprised
of existing streets and future street projects. The functional classification map provides both a guide
to the improvement or construction of streets and a vision of how the street network should ultimately
function.
The future street functional classification map includes major arterials,minor arterials,and collectors.
The distinction between major and minor arterials differs from the previous long range plan prepared
in 1982, in which only one classification of arterials were described. This distinction provides a more
refined description of each street's function. The current plan differs from the 1982 plan in that the
Magnolia interchange with I-135 is included,changes in circulation near the Salina Municipal Airport
are indicated, and Cloud Street is not shown to cross the Smoky Hill River. Magnolia is also shown
as a major arterial in the current plan.
Functional Design Standards
The appropriate design standards for arterial and collector streets are not only dependent on function,
but also on adjacent land use, and are often constrained by existing developments. These standards
III
can be used for future construction or reconstruction projects. The standards are summarized in
Table 35. Street cross sections are illustrated in Figure 14.
Five Lane Arterial -- This street section includes two 12 foot through lanes in each direction and a
12-foot center two-way left turn lane. This cross section type is often used to provide turning lanes
at intersections or to provide a center turn lane to adjacent properties. New construction should
include a 16-foot center lane, where possible. A 12-foot lane could be used if there are no plans to
use medians in the future, such as on Ohio Street. Traffic volumes on this type of facility ideally
should range between 12,000 and 28,000 vehicles per day. The center turn lane type street is
appropriate because of frequent entrances into higher traffic generator land uses such as business
parks and retail centers. Numerous turning movements, especially from commercial vehicles, are
expected. Parking should be prohibited. For design speeds greater than 35 m.p.h., or for peak hour
right-turn-in traffic volumes exceeding 100 vehicles, it is recommended that a right-turn lane be
constructed along the arterial approaching the curb cut.
Four-Lane Arterial -- This street section includes four 12-foot through lanes and should provide an
additional left turn bay at all signalized intersections. Only public streets should be allowed to access
a four-lane arterial and street spacing should be related to design speed as per a five or six-lane
roadway. The ideal traffic volume for a four-lane street should range between 12,000 and 20,000
vehicles per day. Four-lane arterials are appropriate for carrying traffic through primarily residential
land use without directly accessing any of the properties. A street width of 53 feet and right-of- way
width of 80 feet are recommended. Five-foot wide sidewalks should be provided on both sides of
the street.
•
Salina Comprehensive Plan Page 128
• Two-Lane Rural Arterial -- This street section includes two 12 foot through lanes. The width of
usable shoulder would be eight feet on roads were traffic demand exceeds 2,000 vehicles per day.
Turn lanes should be provided at major intersections. Right-of-way will vary but should be wide
enough to include pavement,shoulders, the remaining portion of a clear zone and any other right-of-
way as required for drainage or other factors.
Collector (Three-Lane) -- This street section includes two 12-foot through lanes and one 12-foot
center left turn lane. The three-lane roadway section is appropriate for a collector type facility in
a commercial land use area, such as adjacent to a business park or shopping center where traffic
demand is expected to range between 1,500 and 12,000 vehicles per day. The minimum recommended
street width for a three-lane collector with a 12-foot center turn lane including curb and gutter is 41
feet, and right-of-width to allow for street, sidewalk and lighting should be 70 feet minimum. Five-
foot wide sidewalks should be provided on both sides.
Collector(Two-Lane) -- This type of street is appropriate for a traffic collection function through
a residential neighborhood. Because traffic volumes may range between 1,500 and 12,000 vehicles
per day, properties abutting the collector may not be as desirable as those abutting only a local street.
Parking and private access to the collector should be discouraged and parking should be allowed on
one side only. The street width should accommodate two I6-foot lanes, and curb and gutter, the
overall width of 37 feet. To accommodate the recommended sidewalk and street lighting,a right-of-
way of 60 feet is required. Five-foot wide sidewalks should be provided on both sides.
Two-Lane Local -- All other streets in the city not previously described classify as local streets. The
ideal traffic volume for local streets is less than 1,500 vehicles per day. Local street should provide
direct access to private property, and generally parking is permitted; however, in order to meet fire
codes which require a 20-foot path for equipment, parking should be permitted on one side only.
•
Recommended street width is a minimum 28 feet to back of curb, although 33 feet is often used in
Salina. Four-foot wide sidewalks should be constructed on both sides. The recommended right-of-
way is a minimum of 50 feet for a 28-foot street and 60 feet for a 33-foot street.
•
Salina Comprehensive Plan Page 129
. •
100' RIGHT OF WAY �� _
.5'
1' S' 11 65' STREET 11.5' 5' 1'
---... r
24' 12' 24'
r2 LANES 2 LANES 1
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FIVE LANE ARTERIAL (MAJOR)
80' RIGHT OF WAY
1
1' 5' 7.5' 53' STREET 7055%' S' 1'
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1 2 LANES I 2 LANES ii
I
FOUR LANE ARTERIAL (MINOR) •
80' RIGHT OF WAY
24' STREET
8' 12' 12' 8'
i 1 LANE 1 1 LANE
RURAL ARTERIAL
�� 70' RIGHT OF WAY
1' . 5' '8.5"_ 41' STREET 8.5' S' 1'
r
12' 12' _ 12'
r 1 LANE 11 LANE 11 LANE
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THREE LANE COLLECTOR
DI1II BUCHER, WILDS & RATLIFF •
IDIOM e GNEERs . PLArrsts . ARCfrTtcrs
Cross Sections
Figure 13(a)
•
60' RIGHT OF WAY
5 I 5.5 37' S-REET 5.5 5' 1'
16' 16.
r1 LANE I 1 LANE
TWO LANE COLLECTOR
50' RIGHT OF WAY
1' 4' 6' 28' S-REET 4'
12' 12'
r1 LANE I ' LANE
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60' RIGHT OF WAY
4' 8.S' 33' S'REET a.3 4' 1'
14'
1 r 1 LANE LANE
LOCAL
Init BUCHER, WLLIS & RATLIFF
• Cross Sections
BN . AA�TS
Figurel3(b)
•
TABLE 35
STREET DESIGN STANDARDS
Arterial Arterial Arterial Collec- Collector Local
5-Lane 4-Lane 2-Lane for 2-lane 2-Lane
3-lane
Right-of-Way 100 80 80 70 60 60/50
Width (ft)
Street Width 65 53 24 41 37 33/28
(Back-to-Back)
Design Volume (VPD) 12,000- 12,000- 2,000- 1,500- 1,500- Less than
Range 28,000 24,000 12,000 12,000 12,000 1,500
*Design Speed (MPH) 40-50 40-50 40-50 30-40 30-35 25-30
Maximum Grade 5% 5% 5% 5% 5% 5%
Minimum Grade 0.3% 0.3% 0.3% 0.3% 0.3% 0.3%
Sidewalk (ft) 5-both 5-both None 5-both 5-both 4-both
sides side sides sides sides
Corner Clearance/ 300 300 300 200 one-per one-per
Unsignalized property property
Minimum Signal 660 660 1/4 660 -- --
Spacing mile
Minimum Median 12 -- -- 12 -- --
Lane Width (ft)
* Design Speed criteria for horizontal and vertical alignment should meet the requirements
of the current edition of "A Policy of Geometric Design of Highways and Streets, AAS-
HTO".
Recommended Street Improvements
Lists of both recommended short-term and long-term projects were developed. Short-term projects
are those which should be constructed in the next five to seven years. Long-term projects are those
which should be constructed to accommodate future growth after seven years. The recommendations
reflected the desire to plan for a street system which could adequately support growth as defined in
the future land use plan. The recommended street projects include projects to relieve existing or
future traffic composition problems and also additional projects identified through this analysis to
serve traffic safety or other transportation concerns. The recommended projects are shown in Figure
15 and are described below.
•
Salina Comprehensive Plan Page 132
FUTURE STREET CONSTRUCTION PROJECTS
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BEE BUCHER, WILLIS & AR RATL�F
Salina, Kansas
Transportation Plan Figure 14
Detail has been provided for a number of the more complex projects and as such it is included in the •
following pages.
Short-term Projects (0-7 years)
Short-term projects include both projects needed to improve intersection safety or projected traffic
congestion problems in the next seven years. The recommendations are for the major street system
and do not include residential collector or local streets.
I. Ninth and Broadway. A p.m. peak hour turning movement count was taken to
determine the need for capacity improvements. The results of the count are shown
below.
Merge lanes currently exist for eastbound Broadway to southbound Ninth Street and
where northbound Ninth Street becomes two-way with southbound Ninth. A traffic
conflict exists between southbound Ninth street and the segment from northbound
Ninth to westbound Broadway. This movement is stop controlled. During peak travel
times, a queue forms on the link because of insufficient gaps on Ninth Street.
Peak Hour Traffic
C
z
V
492
467
Broadway 554
398
Tir A
Salina Comprehensive Plan Page 134
A second problem area is found on northbound Ninth Street when the northbound
Ninth Street is no longer divided. From this merge point to Charlotte, Ninth Street
has only one lane in each direction. Immediately north of this intersection Ninth
widens to 2 lanes, and there is no transition between the two points.
It is recommended that a second lane be added to the link between northbound. Ninth
and westbound Broadway. Adding a second lane would provide more storage space
and prevent vehicles from queuing back to the previous intersection. The second lane
would be placed to the right of the existing one, and would tie into the outside
northbound lane on Broadway and into the outside northbound lane on Ninth. Drivers
on the outside lane on northbound Ninth Street would either drive forward and
continue on Ninth Street, or turn left onto Broadway. Drivers on the inside lane of
northbound Ninth Street would travel only to westbound Broadway.
The intersection of southbound Ninth Street and the westbound exit ramp is currently
unsignalized with stop control on the ramp. It is recommended that this intersection
be signalized in the long-term.The intersection currently passes the peak hour volume
warrant and would likely in the future pass the minimum vehicular volume warrant,
interruption of continuous traffic warrant, the four-hour volumes warrant, and the
peak-hour delay warrant even after the roadway improvement.
An improvement should also be made to the north of the intersection area where the
northbound and southbound lanes are not divided. The northbound lanes should be
two-lanes wide between the merging point and the intersection with Charlotte.
2. Ohio and Republic. Daily traffic volumes over 17,000 on Ohio result in excessive
• delays for eastbound vehicles on Republic. Republic is a collector street which
provides east-west traffic circulation. Future traffic forecasts indicate that volumes
on Ohio would increase by 3,000 vehicles per day, given the build-out of anticipated
comprehensive plan land uses.
Peak hour traffic counts were conducted for this intersection. The results indicate
that a minimal amount of traffic is able to utilize Republic given high volumes on
Ohio. High volumes on Ohio do not create sufficient gaps to permit traffic on
Republic to enter or cross Ohio. An analysis of intersection capacity showed a poor
level of service for traffic or Republic. It is recommended that the intersection be
signalized. Turning bays will need to be indicated on Ohio. A minimum of 80 feet
of storage should be provided. Likewise, left turn lanes should also be indicated on
Republic to enable separation of left turns from the traffic stream. Parking should
be prohibited on Republic within 80 feet of the intersection.
3. Ninth Street and Saturn. The intersection of Ninth Street and Saturn provides an
entrance to both the Galaxy and Central Malls. This intersection is the highest
accident location in Salina. The Saturn intersection is one of four closely-spaced
access points to commercial development in this area. The three most northern
entrances are signalized. The distance between the signals is 650 feet and 530 feet.
The width of the left turn lanes are less than the standard width of 12 feet. One-
hundred feet of vehicle storage is provided for the southbound left turn at Saturn.
• Salina Comprehensive Plan Page 135
The absolute minimum signal spacing is 460 feet. However, it is desirable to provide
no less than 1/8 mile spacing (660 feet), with 1/4 mile signal spacing more desirable.
0
Therefore, a signal would not need to be removed for safety reasons, but rather to
improve travel time.
In order to improve traffic safety at Saturn and Ninth, the following measures should
be taken. First, the existing left turn bay should be widened to 12 feet. Second, the
turn bay should be lengthened to provide 150 feet of vehicle storage. Third, only
protected left turns should be allowed. Fourth, the amount of intersection clearance
time should be checked and increased if needed.
In order to improve on-site traffic circulation and safety at the Central Mall,a"canoe"
should be constructed at the eastern end of the north access drive, similar to that
constructed at the Saturn entrance. This improvement will better channel traffic on
the ring road.
4. Centennial Road and Crawford. This intersection is currently unsignalized. A stop
sign has been placed on the northbound Centennial approach. A turn lane is provided
for the westbound left turn movement. Based upon the signal warrant criteria
provided by the Manual of Uniform Traffic Control Devices, the intersection meets
the peak hour signal warrant. Based upon the review of daily traffic counts and the
pattern of traffic on Centennial, it is likely that the intersection would also meet other
signal warrants. It is recommended that this intersection be signalized. Additionally,
the west bound left turn lane should be lengthened to 250 feet of storage. The width
of the turn lane should be a minimum of 12 feet. A conceptual engineering plan was
prepared for the 1-135 and Southern Salina Study. This report graphic is included in
the report appendix.
le
P,M. Peak
Traffic Count
(1992)
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86 c Crawford
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5. Signal Coordination. Signal timings should be optimized along Broadway including
the signalized intersections of South, Crawford, Republic and Cloud.
•
Salina Comprehensive Plan Page 136
Street Improvements
Centennial from Crawford to Schilling. Centennial currently has a width between 23
and 24 feet. This road would be improved by reconstructing portions of the pavement
and adding shoulders. This roadway would accommodate increased industrial
development and Kansas State University-Salina expansion near the airport. Review
of the traffic model indicated future traffic volumes of nearly 8,000 average daily
vehicles. This amount of traffic can be accommodated by a well built two-lane
roadway. It is recommended that Centennial Road be improved to a two lane street
with a design speed of 45-55 miles per hour. Access should be limited to major
intersections such as Crawford Street, Cloud Street, Magnolia Road, North Boundary
Road, South Boundary Road and Schilling Road. Turning lanes should be provided
at all major intersections or modifications made to existing turning bays.
2. Magnolia and 1-135 Interchange. This project would provide direct access to I-135
from Magnolia. It would increase the attractiveness of potential development in the
interchange vicinity, improve access to KSU-Salina and industrial development
adjacent to the Salina Airport and improve access to commercial activity on Ninth
Street. Traffic forecasts provided by the traffic simulation model indicate that a two
lane plus turning lanes cross section for Magnolia would be sufficient to accommodate
projected traffic volumes. A more detailed study will need to be performed in order
to receive permission from the Federal Highway Administration to construct the
interchange and to address specific design issues such as the need to replace the
existing bridge over I-135. Construction of this project was shown as the most
effective strategy to reduce traffic volumes on Ninth Street between Magnolia and
Schilling. The project will also reduce the need to widen Schilling Road to four lanes
• west of I-135.
3. Magnolia from Centennial to Belmont. Based upon projected traffic volumes from the
build-out scenario of the comprehensive plan, it is recommended that Magnolia Road
be improved as a two lane road from Centennial to I-135 and as a four-lane road from
Rockhurst to Belmont. For safety and capacity considerations, Magnolia Road should
be constructed as a 45 m.p.h. design speed with a 53 foot width between back of
curbs. Intersection improvements should be made at Belmont and Centennial Road
to include left turn lanes and improved right turn radii.
4. CBD Traffic Circulation Changes. Based upon a review of CBD traffic operation and
parking, it was determined that three circulation changes could be made to three
roadway segments. Three existing one-way streets segments would be converted to
two-way traffic. These segments would include: 1) Fifth Street, between Ash Street
and Iron Street; 2) Fifth Street from Mulberry to Prescott; 3) Seventh Street from
Mulberry to South. Each of these changes represents a low-cost improvement. Signal
modification would be minor at Ash and Iron and Ash and Fifth. Modifications to
the other locations would include changes only in signage and in street striping.
5. State-Ash-Iron Street Connection.
State Street is an arterial carrying traffic to and from the western parts of Salina.
State Street does not connect to destination points in eastern Salina. Traffic must
• Salina Comprehensive Plan Page 137
therefore shift to alternative routes of Ash and Iron. Congestion, increased delay and
driver inconvenience occur with the traffic shift.
•
Two types of improvements can be made to help relieve congestion when traffic shifts
from State Street to either Ash or Iron. The first type of improvement would be to
make a link that would directly connect the routes.
The use of merge lanes in this type of improvement would eliminate conflict move-
ments and traffic would be able to shift from one link to the other without delay.
The possibility of using a reverse curve was investigated for a shift from State to Iron
and from State to Ash. A design speed of 35 m.p.h. and a maximum super-elevation
rate of 4 percent was used. A transition length of approximately 800 feet would be
required for the State/Iron link and 830 feet would be required for the State/Ash link.
The advantage of using such a link is that the link shift would be a continuous
movement with little delay. The level-of-service for this type of improvement would
likely be higher than any other type of improvement that could be made.
There are several disadvantages of
using a reverse curve at these particu-
lar locations. The most significant
disadvantage is that the area is highly
residential, and locating the link would U
require the removal of at least seven 41,
houses. Additionally, any location of
the link would result in intersection Ash
with other north-south links at sharp
angles. This would create a potential -+ Nr\tr
safety problem on both the reverse
curve link and the residential street,
and it would increase the delay on the
+-
residential streets. Finally,implement- St ate
ing such an improvement has been
previously estimated at $3 million. �'
The second type of improvement that
can be made is to reduce delay and
congestion by upgrading the intersec- i I r o n
tion where traffic conflicts are high. tivr Ash, Iron State and College all are
between 34 and 40 feet wide, provide Lane
two through lanes for traffic and have
parking on both sides of the street. Configuration
Congestion at the intersections could be reduced by restricting parking near corners
and by providing lane channelization. Some amount of right-of-way might be
required where the lane widths are not wide enough, but it appears that there is
adequate space to avoid impacting residences.
•
Salina Comprehensive Plan Page 138
• Recommended lane channelization is shown above. Left or right turn lanes would be
provided as appropriate for the south and east approaches to the intersection of Ash
and College, on all four approaches to the intersection of State and College,and on the
north and east approaches to the intersection of Iron and College. Parking would be
restricted from 80-100 feet away from the corners on channelized approaches. Each
of the intersections would remain at stop controlled on the minor streets.
6. South Street Improvement. South Street would be improved from Broadway
to Ninth Street. Improvements would include a new pavement overlay,
removal of on-street parking within 30 feet of the intersection curb return
and improvement of the railroad crossing.
7. Ohio Street, from Iron to Smoky Hill River. Ohio Street is five lanes wide
south of Iron. Currently this segment carries over 13,000 vehicles per day.
Future traffic growth is not expected to increase significantly. However, the
existing traffic volumes do exceed the guidelines of 12,000 vehicles per day
on a two-lane street. The widening of this segment would provide four
through lanes of traffic past Elm Street and would provide an alternative to
Iron for east-west traffic circulation.
8. Ohio Street. Belmont to Magnolia. In order to support future development in
southeast Salina, Ohio Street would be widened to four through lanes. This
project will help relieve projected traffic demands on Belmont, between
Magnolia and Ohio.
9. Schilling Road, Ninth to Ray. This project will serve potential and proposed
commercial development in the northeast portion of the intersection of Ninth
and Schilling. Schilling Road would be widened to a minimum of three lanes
and would be constructed to urban standards. Sufficient turn bay storage
should be provided to serve adjacent commercial land uses.
In addition to the improvements described above, there are a number of local
concerns which can be addressed. These include changes in posted speeds
such as decreasing the speed on Claflin to 20 m.p.h. between Santa Fe and
Ninth. It would also include considerations of removing traffic signals such
as the signal at Walnut and Phillips and Osborne and Cloud. Other comments
received from the public included increasing the size of overhead street signs
at major intersections and improving signal coordination or major arterials.
Long-Term Projects
Street improvement projects needed to support the anticipated build-out of the Salina area were
identified through use of the transportation model. Again, the recommendations noted below are for
the major street system and do not include residential collectors or local streets. This analysis has
focused on maintaining and preserving corridors for future expansion.
Intersections
1. Belmont Boulevard and Ohio Street. This intersection also includes Wayne
Avenue. The intersection is unconventional in that Wayne Avenue, Belmont
• Salina Comprehensive Plan Page 139
Boulevard and Ohio Street coverage at one point. The intersection does not
have sufficient capacity to accommodate future year traffic volumes. The
III
intersection could be improved by relocating southbound Belmont Boulevard
to intersect with Ohio Street at a 90 degree angle. Wayne Avenue would also
be relocated to connect with Belmont Boulevard at the current location of
Oxford Drive. The intersection of Ohio and Belmont would be signalized.
Conceptual engineering plans were prepared as part of the I-135 and Southern
Salina Study. The plans are included in the report appendix.
2. Belmont Boulevard and Magnolia Road. This intersection would be improved
as part of a widening of Magnolia to four lanes. Magnolia would serve as a
major arterial and would accommodate higher traffic flows. Future year
traffic will warrant signalization of this intersection. Railroad-auto conflicts
currently result from the location of a railroad line which crosses through the
middle of the intersection. Future improvements would include signal gates
on all four intersection approaches. Left turn lanes would also be provided on
all four approaches. Conceptual engineering plans were prepared as part of
the I-135 and Southern Salina Study. The plans are included in the report
appendix.
Street Improvements
1. Schilling Road, Virginia to Centennial. This section of Schilling is a two-lane
paved roadway with no paved shoulders. The roadway is in poor to fair
condition. This roadway should be widened to include shoulders and the
pavement should be rehabilitated. The bridge over Dry Creek is also in need
of replacement. The project would begin at Virginia, which is the terminus
of the Schilling Road interchange project. However, if the Magnolia inter-
change is not constructed, traffic forecasts indicate a need to ultimately widen
Schilling to four lanes.
2. Ohio Street,Magnolia to Schilling. As a long-term improvement, Ohio Street
will be upgraded as a two-lane roadway. This project would improve traffic
circulation in south Salina. This roadway would be constructed as a two-lane
rural arterial.
3. Schilling Road, from Ray to Ohio. This section of Schilling Road should be
reconstructed as a two lane roadway. A more urban street would ultimately
be constructed to include two through lanes, a left-turn lane at Ohio, and curb
and gutter.
4. Magnolia,from Ohio to Holmes. This long-term project would be constructed
to accommodate future development. Magnolia would be improved to Holmes
as a two-lane roadway with shoulders which could accommodate higher traffic
volumes.
5. Holmes Road,North to Magnolia. This roadway would be paved as a two-lane
road. It would be constructed to arterial street standards and would provide
longer distance north-south traffic movement. This roadway with Magnolia,
III
Salina Comprehensive Plan Page 140
Ohio and Schilling would form an outer loop in eastern Salina. This roadway
• would roughly define the area containing urban development.
6. North Street.Lee to Holmes. This roadway would be paved as a two-lane with
shoulders to arterial street standards.
7. North Street. Santa Fe to Ninth. This section of North Street would be
resurfaced and upgraded as possible given the severe right-of-way restrictions
caused by the existing grain elevator and railroad tracks.
Street Cost Estimates
Preliminary estimates of probable costs were developed. Short-range projects are defined as projects
which would be constructed within seven years. These projects and the cost estimates are listed in
Table 37. Long-term projects include those expected to be needed within 20 years are listed in Table
38. The costs are calculated in 1992 dollars. These cost estimates are for planning purposes. More
refined cost estimates would be provided at the conceptual engineering or preliminary phases. In
many cases, the cost estimates do not include costs for complete removal of existing pavement. In
general, it was assumed that 20 percent of existing pavement would need replacement. If total
pavement replacement is required in the future, costs would increase. Replacement for modification
of structures were included in the cost estimates, however actual costs will vary, as will costs for
drainage and right-of-way acquisition.
Further Study
• The Transportation Plan has provided a broad overview of the Salina transportation system. Because
of the comprehensive nature of the Transportation Plan, no one issue was analyzed in great detail.
Additionally, problem areas were identified that require more thorough analysis before any recom-
mendations can be made. As this project was completed, specific studies were identified as needed
to further analyze specific transportation issues or problems in greater detail. The studies are part
of the implementation of the plan and should be prioritized as the land use studies will be. These
studies are listed below.
• Magnolia Interchange with 1-135. A break in access study and conceptual engineering
study should be conducted in order to determine the costs and feasibility of this
project.
• Salina Transit Study. A transit study should be conducted which would specifically
address the need for fixed-route and/or special service transportation.
• Specific intersection signal warrant and road design studies as outlined in this report.
• Signal coordination studies should be conducted to minimize traffic delays on major
arterials such as Broadway, Ninth, Santa Fe and Crawford.
O Salina Comprehensive Plan Page 141
TABLE 36 •
COST ESTIMATES
SHORT-RANGE PROJECTS
Name I From/To _ Description Length j Cost
Ninth/Broadway Add lane capacity to - $125,000
northbound Broadway
connection, add ca-
pacity to northbound
Ohio/Republic Signalize intersection, - $90,000
re-stripe lane geome-
try
Ninth/Saturn Widen and lengthen - $15,000
turn-bay, re-time
signal
Centennial/Crawford Signalize and improve - $220,000
left turn storage
Broadway State/Cloud Improve signal 2.0 $30,000
coordination
along corridor
Centennial Crawford/ Improve roadway, 2 3.5 $3,200,000
Schilling lane with shoulders. ** •
Improve major
intersections.
Modifications only
Dry Creek Bridge
Magnolia/I-135 Construct new - $5,600,000
interchange
Magnolia Centennial/Ninth Reconstruct 2 lane, 1.0 $900,000
improve structure at **
Dry Creek
Magnolia Rockhurst/Belmont Widen to 4 lanes 0.2 $200,000
CBD Traffic
5th Mulberry/Prescott Convert from 0.3 $50,000
7th Mulberry/South one-way to 0.1
5th Ash/Iron two-way operation 0.15
State/Iron Broadway/Ninth Overlay pavement, 0.75 $75,000
re-stripe intersection
at College, remove
parking and improve
rail roadway.
•
i
Salina Comprehensive Plan Page 142
• TABLE 36
COST ESTIMATES
SHORT-RANGE PROJECTS
Name From/To Description Length Cost
State/Ash College/Ninth Overlay Pavement, 0.45 $55,000
re-stripe intersection
at College, remove
parking and improve
rail roadway.
Ohio Iron/Smoky Hill Widen to 4 lanes 0.4 $390,000
River
Ohio Belmont/Ohio Widen to 4 lanes 0.5 $590,000
Schilling Ninth/Ray Widen to 3 lanes 0.3 $300,000
Total Estimated Short-range costs 9.65 $11,840,000
* Costs are generalized planning estimates and do not include engineering, inspection or
contingencies. Costs will also vary based on right-of-way costs. Costs are in 1992 dollars.
** Major portions currently located outside Salina city limits: Project planning, design and
financing should be coordinated with Saline County.
•
• Salina Comprehensive Plan Page 143
•
TABLE 37
COST ESTIMATES
LONG-RANGE PROJECTS
Estimated
Name From/To Description Length Cost
1 Belmont Ohio Reconfigure intersection and - $300,000
signalize
' Belmont Magnolia Reconfigure intersection and - $275,000
signalize
Schilling Virginia/ Improve as 2-lane with shoulder, 0.6 $860,000
Centennial replace Dry Creek Bridge
Ohio Magnolia/ Improve as 2-lane 1.0 $840,000
Schilling
Schilling Ray/Ohio Improve as 2-lane 0.7 $590,000
**
Magnolia Ohio/Holmes Improve as 2-lane 2.0 $1,680,000
**
•
Holmes North/Magnolia Improve as 2-lane 3.5 $2,900,000
**
North Lee/Homes Improve as 2-lane 1.2 $1,050,000
**
North Santa Fe/Ninth Improve as 2-lane 0.2 $20,000
Total Estimated Long-Range Costs 7.2 $8,545,000
* Costs are generalized planning estimates and do not include engineering, inspection or
contingencies. Costs will also vary based on right-of-way costs. Costs are in 1992 dollars.
" Major portions currently located outside Salina city limits: Project planning, design and
financing should be coordinated with Saline County.
•
Salina Comprehensive Plan Page 144
•
Community Facilities Plan
•
C T V O F
SAL IVA
• Salina Comprehensive Plan
S
COMMUNITY FACILITIES PLAN
Community facilities and services are important parts of the Salina community. They provide for the
day-to-day needs of residents and businesses, and help define the quality of community life. They
include activities traditionally provided by local government: education, public recreation, sewer and
water facilities, police and fire protection, and libraries. In addition, they also include several special
activities that fall outside the scope of traditional public facilities such as universities and colleges.
Some public facilities and services are absolutely necessary, while others are highly desirable. In
either case, it is essential that the City make plans for their provision in the future.
This section summarizes future needs and long-range recommendations for the following facilities:
parks and recreation, elementary and secondary schools, fire department, police department, library,
municipal offices, public works and cultural facilities. Key recommendations are presented in Figure
15: Community Facilities Plan. While the Plan focuses on physical facilities, such as land and
buildings, the analysis also documents several manpower, equipment and service delivery needs as
identified by respective agencies and organizations.
It is important to emphasize that the Comprehensive Plan presents general policies and guidelines for
community facilities throughout Salina's planning jurisdiction. It is not intended to pre-empt or
substitute for the more detailed planning and programming which should be undertaken in the future
by various municipal departments and other public agencies and organizations. For example, even
though the Plan sets forth general guidelines for the quantity and distribution of park land within the
community, it does not preclude the need for the more detailed planning, programming and site
selection process which falls within the purview of the Parks and Recreation Department. The same
holds true for schools, police and fire facilities, public works sites and buildings, and other com-
munity facilities.
OVERVIEW OF COMMUNITY FACILITIES IN SALINA
As a prelude to discussing the needs and requirements of specific community facilities within Salina,
the following overall policies and guidelines are recommended as a framework for community
facilities planning in the future.
CF1 ■ Existing community facilities should be used efficiently and effectively. For example,
since opportunities for acquiring new park sites in the northwestern portions of the
City will be limited, existing park sites should be used more effectively. Some parks
could undergo more intense development, while new facilities could be added at
selected sites, and recreational programs and services could be expanded at existing
locations.
•
Salina Comprehensive Plan Page 145
CF2 ■ Existing community facilities should be repaired and upgraded as required. These •
include schools, municipal buildings and other institutions. Maintenance should be
undertaken in a timely manner before significant problems arise. Replacement
facilities should be constructed for existing facilities which become inadequate or
obsolete. Special care should be taken to ensure that these new facilities are well lo-
cated and compatible with surrounding areas.
CF3 • Important natural environmental features should be preserved, protected,and utilized
as focal points for new development areas. While the most important of these are the
Saline and Smoky Hill River corridors, a number of other attractive natural features
are scattered throughout the community.These permanent open space corridors should
provide an overall focal point for community facilities. To the extent possible, new
parks,schools, public buildings and other institutions should be located along or near
the linear open space system created by existing environmental features. These
features not only provide an attractive setting for community facilities, but make
them more easily accessible to bicyclists and pedestrians.
CF4 ■ Wherever possible, new public buildings and other community facilities should be lo-
cated within the Downtown to reinforce Downtown as the "civic center" of the
community.
CF5 • Special attention should be focused on the needs and requirements of facilities and
services which will help retain existing residents and attract new families in the fu-
ture. These include schools, parks and cultural facilities, fire and police protection
and other community services. It is essential that these facilities and services be of
the highest quality if Salina is to sustain its reputation as a desirable residential
community. •
CF6 ■ The City should be attuned to the changing needs and requirements of various
neighborhoods and geographic subareas. For example, as lots or parcels become
available in neighborhoods with park land deficiencies, new tot-lots could be
developed. As semi-rural areas are more intensely developed, community facility and
service needs will change dramatically.
CF7 ■ The City should promote cooperation and interaction between various agencies and
organizations within and around Salina in the provision of community facilities and
services.
CF8 • The City should keep abreast of the plans, policies and projects of other agencies and
organizations that may affect or influence conditions in Salina. For example, the
Unified School District serving Salina is contemplating building or expansion
programs. These facilities are important components of the community, and their
location, design and development should be of special concern to the City.
CF9 • The City should consider the provision of new facilities and services which respond
to the special needs and desires of local residents and businesses. These will continue
to change in the years ahead. For example, the increasing number of older residents
may lead to new facilities and services for the elderly. Additional services might also
be considered for young children, the physically disabled or other special needs
•
Salina Comprehensive Plan Page 147
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COMMUNITY FACILITIES PLAN
COMPREHENSIVE PLAN ,ED. .E. 1iL
City of Salina, Kansas ::;=
groups. The City should continue to explore the future need for and interest in new
• public buildings and facilities not currently available in the community.
CF10 ■ The City should capitalize on the visual and image potentials which are presented by
community facilities. Salina's overall image and identity can be significantly en-
hanced by its system of public sites and buildings. At a minimum,all facilities should
be in good repair and be located on attractively landscaped sites. New public
buildings represent unique opportunities to develop civic landmarks and focal points,
opportunities which are rare in many communities.
PARKS AND RECREATION
The parks and recreation system consists of sites, facilities, and programs which perform several
important functions within the Salina community. The most basic function is the provision of
recreational services to local residents. An effective system can create opportunities for a wide range
of leisure time experiences. The system can also help protect sensitive environmental resources,
define and delineate neighborhood areas, and be an important visual feature in the community. An
effective parks and recreation system is particularly important in a traditionally strong residential
community like Salina.
The existing park and open space system is described in detail in Part I of the Comprehensive Plan.
Parks and Open Space Standards and Guidelines
Basic minimum standards have been established by various public agencies to help communities
measure their local recreational system. These standards establish guidelines for the number of acres
of park land per capita, the type and number of facilities for different kinds of parks, desirable
service areas, and other system components. Salina has traditionally not used such standards as an
"absolute"measure of service levels. However,because the new Comprehensive Plan establishes urban
service criteria and standards relating to new development, basic minimum park and recreational
land standards should be developed. They are:
Acres per Min. Size
Type of Park 1.000 Poo. (acres) Service Area
Playground 1.5 0-4 One Neighborhood
Neighborhood 2.9 5-14 One Neighborhood
Sub-Community 2.5 15-49 Several Neighborhoods
Community 4.0, 50-99 Several Neighborhoods
10.9
Salina Comprehensive Plan Page 148
Plan Recommendations
The Comprehensive Plan recommends the following policies and guidelines regarding parks and
recreation within the community.
1. Additional neighborhood and community park sites should be located within the Existing
Service Areas of the community, wherever possible. The City of Salina is currently meeting
the overall park land recreation standard of 10 gross acres of park and recreational land per
1,000 population. Including the municipal golf course, the City maintains 612 acres of park
land, or 10.6 acres per 1,000 population. However, considering this standard for playground,
neighborhood and community parks alone - totaling 118 acres- the City is lacking 302 acres
of parkland. Almost 500 acres of the community's existing recreation system is devoted to
special use facilities such as the golf course, natural areas and ball fields.
2. A range of new park and recreational facilities will be required as the City continues to grow
and develop in Primary Service Area locations. For the year 2010, population is projected at
46,700, which suggests the need for a total of 467 acres of parkland by that target date. An
additional 320 acres would be needed to meet the local standard.
3. Future parks and open space areas should be distributed throughout the community to
adequately serve the needs of the local population. New park sites will be needed in both
Existing and Primary Service Areas over the planning period. However, vacant land suitable
for new parks within the existing service area is limited, and the City should strive to meet
recommended standards by targeting key undeveloped tracts which are not yet committed to
new building development. Several new park sites are shown in Figure 16. Other oppor-
tunities for acquiring new neighborhood parks and tot-lots should be considered as other sites
become available.
4. The existing park system should be used effectively,since there is little remaining vacant land
within the Existing Service Area suitable and appropriate for new parks. Several existing
parks could be developed more intensely in the future. New facilities could also be developed
on certain existing park sites. Additionally, program offerings could be expanded and
diversified. The condition and appearance of all existing park sites should be adequately
maintained.
5. Specific tracts of land which have special interest or potential for future park and recreational
use should be preserved and protected in the future. These are indicated in the Community
Facilities Plan map. However, most new park sites are shown as general locations reflective
of the area intended to be served. Specific sites will depend upon future land development
patterns, the distribution of new residential growth, and topographic and environmental
conditions. These are shown as symbols in the Plan to remind the City, land owners and
developers that adequate park and recreation facilities are an essential prerequisite to new
growth and development.
6. The flood control levee system should be included as part of the community-wide open space
system. The Plan recommends the levee system be improved with a bicycle and pedestrian
trail system which will become a linear link to many existing and planned parks and open
411
Salina Comprehensive Plan Page 149
• spaces. New park site locations illustrated within the Community Facilities Plan are intended
to interconnect with this overall system.
7. Alternatives should be explored by the City for obtaining park and recreational areas in the
future. This might include acquisition of properties, donations, endowments, and develop-
ment restrictions on environmentally sensitive areas. Large-scale new private developments
should be required to provide appropriate sites for new park facilities. Where smaller sites are
proposed for residential development, a fee in lieu of dedication could be taken. The fee
would apply to acquisition of land or development of facilities in the same service area in the
future. In addition to standards for obtaining recreational land, the City should also explore
alternative financing techniques for developing,operating and maintaining recreational areas
in the future.
8. Alternative locations fora major recreational attraction should be identified. The Community
Facilities Plan shows two such locations. The first site is in the northwest portion of the
community; the second is in the southwest area north of Magnolia Road. These could be
developed with a par-three golf course, a natural trail system, or large active and passive
recreational areas.
9. Additional indoor public recreational facilities should be developed in the future. If the
community decides to build a new free-standing facility, the most desirable location for the
facility would be in the Downtown/Kenwood Park area. A central location within the
community would both make the new facility accessible and support the image and function
of the Downtown as the City center.
10. Natural areas, watersheds, ponds, forest lands, floodplain, steep or excessive slopes and areas
0 of scenic beauty should be considered for public open space in the future. In particular, the
City should continue to work toward the preservation of natural features, such as streams and
woodland corridors, to provide a connected system of recreational facilities, especially in the
Smoky Hill River, Saline River, Mulberry Creek and Dry Creek corridors. Several of these
are included in the Community Facilities Plan map,although other areas should be considered
for preservation as well.
11. Major new private developments and public improvement projects should also be considered
as part of the community's overall park and open space system. In addition to the provision
of new park sites, special requirements for landscaping, screening and buffering, entryway
areas,and signage and graphics could help articulate the public open space system. Boulevard
treatments,landscaped parkways and other public rights-of-way can also supplement the park
and open space system and help give the community a special image and identity.
12. Historic buildings, sites and points of interest should be identified. Many of these may have
recreational or open space potential and should be considered as part of the community-wide
system. These are described in detail in Part I of the Plan, and several are highlighted in the
Community Facilities Plan map.
13. Policies and guidelines for improving opportunities for pedestrian and bicycle circulation
within the community should be developed. In particular, trail systems which interconnect
neighborhoods, parks, schools and other key activity areas should be considered.
•
Salina Comprehensive Plan Page 150
14. The future park and recreational system should respond to the needs and desires of local •
residents. The recreation program should utilize parks,open space,and facilities to maximize
the learning and leisure time opportunities of all groups in the community.
PUBLIC SCHOOLS
Schools and educational facilities are among the most important community facilities, especially in
predominantly residential communities such as Salina. They not only provide educational services,
but also play important cultural, recreational and social roles as well. Quality public schools are
among the most frequently mentioned assets in the community. Salina is served by Unified School
District #305. The community also includes several private and parochial schools, the Salina campus
of Kansas State University, and Kansas Wesleyan University. Existing school facilities are described
in Part I of this plan document.
Plan Recommendations
Virtually all public school buildings attended by Salina students are in good condition. No schools
are scheduled for closure. Periodic maintenance and improvement projects are undertaken on an
ongoing basis within each district. The school district serving Salina is experiencing an increase in
enrollment which is projected to continue, at least during the next few years.
The Comprehensive Plan recommends the following guidelines regarding public schools in Salina:
1. Enrollment figures should be evaluated on a regular basis. Projections indicate a slow but
steady growth in district-wide enrollment over the next five-year period. Studies indicate
that the Meadowlark Ridge, Heusner and Stewart Elementary Schools areas are experiencing
an increase in young families and housing construction, and will likely require additional
classrooms in the future.
2. The need for new school facilities should be monitored on an ongoing basis. Even though no
new school facilities are planned at this time, additional growth and development may require
new facilities in the future. The Community Facilities map indicates a site on Markley Road
on City-owned property. The USD #305 maintains an option to utilize the site through the
year 1997. Emphasis in the Land-Use Plan has been to focus new residential development to
the north of Crawford Avenue to fully maximize the Meadowlark School site. School district
officials are currently evaluating facilities needs and indicate that the Markley Road site may
yet be required, contingent upon re-structuring of existing schools.
3. The City should keep abreast of developments within USD #305, and work closely with the
district to ensure continued high quality educational services in the future. In addition, local
school sites and facilities play important roles in satisfying future community needs for
recreational and cultural services, and continued cooperation and support is encouraged.
•
Salina Comprehensive Plan Page 151
• HIGHER EDUCATION INSTITUTIONS
The City of Salina is the location of three important higher education institutions: 1) Kansas State
University-Salina 2) Kansas Wesleyan University; and 3) Saint Johns Military School. While the
institutions continue to see increased enrollments in the future, only Kansas State University-Salina
anticipates greater land needs to accommodate the development of their Technology Campus in the
Municipal Airport area. The University's expansion program anticipates the addition of another 400
students in the next few years. The Community Facilities map indicates the planned boundary of the
campus.
The Comprehensive Plan recommends the following policies regarding higher education institutions
in Salina;
1. The City should work cooperatively with Kansas State University officials to facilitate the
University's growth and development plans in Salina. The City should also seek to capitalize
upon local employment and economic development opportunities which may result from
campus expansion and improvements.
2. The City should keep abreast of all activities of these higher education institutions, as they
not only provide local educational opportunities but serve as cultural and technical resources.
The preservation and enhancement of these institutions are important to Salina's overall
identity and economy.
0 MUNICIPAL BUILDINGS AND FACILITIES
In addition to schools, parks and recreational facilities, Salina has several other public buildings and
facilities which are essential to the day-to-day operations of the community. These include: 1) fire
stations; 2) police facilities; 3) the Library; 4) City-County Building; 5) Department of General
Services; and 6) Cultural Facilities. Existing public buildings and facilities are discussed in Part I of
the Plan document.
Plan Recommendations
The Comprehensive Plan recommends the following policies and guidelines with regard to municipal
facilities:
1. As Salina continues to grow, there may be the need for an additional fire station on Markley
Road at approximately Cloud Street. The need for this facility is based upon whether
development occurs south of the current municipal limits along Markley Road. Should
development be contained to existing and primary service areas, a new station is not likely to
be needed. Fire department officials have indicated however, that continued growth in
eastern Salina will require additional equipment and expansion of Fire Station *4.
2. Additional land to the west of the existing law enforcement center on Elm Street should be
considered for jail expansion. A portion of the block lying west of Eleventh Street between
Park and Elm Streets would be required to meet anticipated space needs. That portion of the
Eleventh Street right-of-way between Park and Elm Streets would be vacated. In addition,
4111
Salina Comprehensive Plan Page 152
Park Street between Ninth and Tenth Streets could be vacated to provide additional parking
•
for public uses in the area. However, this would require the acquisition of some privately-
owned land.
3. The need for additional space at the Public Library to serve the needs of its growing
children's department, plus other library operations, may be needed. It is anticipated that the
basement level of the Library would be improved to serve these needs. However, as Salina
continues to grow and expand, the City should consider a new system of branch libraries,
mobile library service or other techniques to serve the community in the future.
4. Additional space needs of the City-County Building should be monitored. The building is in
good structural condition and an important focal point within the community. However, it is
becoming too small to serve the full range of City,County,Court and School Board functions.
Several alternatives to this space shortage are currently being considered, the most likely of
which would entail relocation of selected departments or agencies to another location.
However, this would probably include reuse of existing space rather than new construction.
5. The improvement and upgrading of the 412 East Ash Street public works site will probably
be necessary in the future. This would include the replacement and/or expansion of several
existing structures. Improvement of the complex may require the acquisition of additional
land to the north. However, the relocation of the central fueling facility to a newly-acquired
site at Third and Elm may alleviate some space congestion at the main facility.
CULTURAL FACILITIES
•
Existing Facilities
Salina is a community with a long tradition of support for, and participation in, cultural activities.
Its cultural organizations and activities range from community theater, musical performances,and the
visual arts to historical research and programs for the humanities. There is also a long-standing
tradition of public and private financial support for culture. A strong participatory emphasis has
assisted in the growth of substantial institutions and a nationally-recognized local arts agency -- the
Salina Arts and Humanities Commission.
The most significant existing performing and visual arts facilities in Salina are described in Part I of
the Plan document.
Plan Recommendations
The new Comprehensive Plan recommends the following policies and guidelines regarding cultural
facilities:
1. The City should continue its efforts to improve and expand cultural facilities and services
available to local residents. Several short-term needs are important: a) improvement and
enhancement of the Bicentennial Center;b)maintenance and enhancement of the Community
Theatre,the Salina Art Center,and Smoky Hill Museum;and c)provision of a performing arts
facility in Salina, which might entail public use of the Marymount Fine Arts Theatre, the
adaptive reuse of the Fox Theater to a multi-purpose space, and/or other suitable facilities.
III
Salina Comprehensive Plan Page 153
2. The City should explore opportunities for extending cooperation and interaction between
various agencies and organizations in the provision of community facilities and services. For
example, the Parks Department, the School District, YMCA, YWCA and the library all
provide recreational and leisure services which should be complementary and mutually
supportive.
3. For the future, it is anticipated that physical facility needs for cultural facilities will be met,
except as previously noted. The community must, however, continue to evaluate programs
to ensure community needs are met.
4. The City, through the Salina Arts and Humanities Commission,should work toward attracting
a greater number of tourists to local events. For instance, key cultural and entertainment
events might coincide with other programs of the Bicentennial Center.
5. The City should consider the provision of new facilities and services which respond to the
special needs and desires of local residents and businesses. These will continue to change in
the years ahead. For example, the increasing number of older residents may lead to new
facilities and services for the elderly. New services might also be considered for young
children, the physically disabled, or other special needs groups.
6. The City should capitalize on the visual and image potentials which are presented by
community facilities. Salina's overall image and identity can be significantly enhanced by its
system of public sites and buildings. At a minimum, all facilities should be in good repair and
be located on attractively landscaped sites. New public buildings represent unique opportuni-
ties to develop new civic landmarks and focal points, opportunities which are rare within any
community.
•
Salina Comprehensive Plan Page 154
•
Utilities Plan
f f`
C T v • O F
5flLIflfl
Salina Comprehensive Plan
•
UTILITIES PLAN
This section presents the Public Utility Plan for the City of Salina. It focuses on future needs for the
water, sanitary sewer and storm water systems and the implications for future growth and develop-
ment. The Utility Plan is depicted in Figure 16. Existing public utilities are discussed in Part I of
this Plan document.
Plan Recommendations
The Comprehensive Plan recommends the following policies and guidelines regarding public utilities:
U1 • The City is well served by existing water, wastewater, and storm water systems. The
City must actively maintain and improve these systems in order to provide the levels
of service currently experienced today.
U2 • Although the majority of the existing service area of the community is adequately
served with water and wastewater treatment,and collection and distribution facilities,
a few isolated areas remain. However, most of these locations are undeveloped tracts
where service can be provided upon development in the future.
• U3 • New major water and sanitary sewer improvements are proposed for the southern and
eastern areas of the community. Because these improvements will run through
extensive unincorporated areas of Saline County, it is critical that the urban service
standards and land-use plan be carefully implemented to ensure cost effective
utilization of these public improvements.
U4 • The City should consider special service area financing and other techniques to
recapture the public investment made in new water, wastewater treatment and distri-
bution/collection facilities.
U5 • Adequate water pressure is maintained in most water lines to serve emergency fire
suppression needs. However, there are a number of isolated areas in the northern and
southeastern parts of the community where improved fire hydrant pressure is needed.
The City should undertake improvements to bring these areas into compliance with
the urban service standards, where practical.
U6 • The extension of, and connection to, any water or wastewater facilities within
unincorporated areas of the planning area should meet the annexation requirements
contained in the Growth and Development Plan.
•
Salina Comprehensive Plan Page 155
U7 • The need to maintain raw water sources is critically important to the community. The •
preferred solution to the problem is to obtain additional water rights to the Kanopolis
Reservior. If this choice is not available, the remaining options include additional
groundwater wells south of the city or the Public Wholesale Water Supply District#10
being formed to obtain water from Milford Lake.
U8 • The proposed drainage improvement system for south Salina, principally consisting
of open ditches, must be protected in the development process. The Utility Plan
indicates the key drainage corridor areas which should be preserved and protected.
U9 • The City should continue requiring on-site storm water detention and retention
improvements for new development. The Utility Plan indicates key off-site storm
water detention areas which must be considered as part of the overall capital improve-
ments program.
•
•
Salina Comprehensive Plan Page 157
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Community Design Plan
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COMMUNITY DESIGN PLAN
There are a number of natural and human-made characteristics of Salina which should be considered
in the Comprehensive Planning Program. Existing features and conditions are described in Part I of
this Plan document. Since most design issues focus on corridor development,the Plan contains special
corridor development guidelines. Key recommendation are summarized in Figure 17, Community
Design Plan.
Plan Recommendations
The Comprehensive Plan recommends the following policies and guidelines regarding Community
Design.
CDI General Corridor Improvement Guidelines
A number of general policies and recommendations should be used to guide improvements,
development and redevelopment within each of the nine major transportation corridors within
11111 Salina. These include Ninth Street, Broadway Boulevard, Ohio Street, Schilling Road, Pacific
Avenue, State Street, Crawford Street, and Iron Avenue. Magnolia Road will also become a
major corridor upon opening of the I-135 Interchange. These corridor improvement
guidelines are divided into eight categories: 1) role and function; 2) land-use; 3) traffic and
access; 4) parking; 5) public right-of-way; 6) gateway areas; 7) pedestrian facilities; and 8)
site and building development. They address future projects and improvements to be
undertaken by both the City, private property owners and developers along the corridors.
A. Role and Function
■ City image and identity. The nine corridors are crucial in terms of Salina's overall
community image and identity. Because of their role as major traffic carriers, the
corridors are the most highly visible parts of the City to residents, visitors and passing
motorists. The image most people have of the Salina community will be determined
by their experiences along the corridors. As Salina aspires to become a truly unique
living and working environment within the region, it must give special attention to
improving and enhancing the corridors in the community.
•
Salina Comprehensive Plan Page 158
• Competing roles and interests. The improvement program must strive to create a
balance between the divergent roles and competing interests along the corridors. •
While each will continue to be a major traffic route, development along each corridor
will intensify, with a wide range of land-uses, many of which have differing needs
and requirements. Development sites along the corridors must accommodate auto
access and internal traffic circulation, but pedestrian movement must also be consid-
ered and even receive priority in certain locations. The objective of improving
appearances must also be balanced with the needs and requirements of individual
businesses and developers.
• Shared features and characteristics. The corridor improvement program should strive
to visually unify all major corridors as they pass through the community. It should be
possible for a motorist to clearly realize that he or she is passing through Salina. Even
though each corridor will also travel through adjacent communities,the portion within
Salina should have a clear identity. Certain projects and improvements, such as street
trees, street lighting, gateway features, banners and graphics, and public signage
should be consistent for all major corridors passing through Salina.
• Basic identity for each corridor. Even though the nine corridors share a number of
similar features and characteristics, each is also characterized by a distinct develop-
ment pattern, and each performs a somewhat different function within the com-
munity. A unique identity should be established for each corridor as a basis for the
improvement program. While certain projects and improvements should be the same
or similar for all corridors, other projects should clarify and enhance the special
identity and functional role of each corridor.
• Barrier Effect. Even though the nine corridors perform essential transportation and
land development functions, the roadways also represent physical and psychological •
barriers which tend to separate and subdivide major parts of the community. To the
greatest extent possible, the "barrier effect" of the corridors should be reduced in the
future. New crosswalks and pedestrian facilities can help make it more safe and
pleasant for pedestrians to move along and across the roadways. New street trees and
landscaped medians can help reduce the visual expanse of the roadway, and help
reduce the perceived width of the right-of-way. In addition, site and building
development which relates to and connects with public improvements along the right-
of-way can also help.
• Public and Private Cooperation. In order to be effective, the corridor improvement
program must entail the cooperative efforts of both the public and private sectors.
The City should take the initiative in implementing roadway and right-of-way im-
provements as well as other public investments. Individual property owners, business
persons and developers must also share the City's vision for the corridors, conform to
the improvement guidelines, and ensure that site and building development comple-
ments and reinforces overall corridor improvement objectives.
B. Land-Use
• Mix of land-uses. To a certain extent, each of the corridors is characterized by a
wide mix of land-uses, including retail, commercial, office, business park, public,
institutional and residential. While this mixed-use character should be encouraged,
it is important that the allocation be clearly defined for each corridor, and that uses
•
Salina Comprehensive Plan Page 160
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be carefully distributed and located. Each use will have somewhat different needs and
• requirements, and these should be considered in the corridor improvement program.
• Functional land-use subareas. Even though each corridor should continue to accom-
modate a wide range of uses,some concentration of similar and supporting land-uses
should be encouraged. While major reorganization or relocation of existing uses is
neither realistic nor desirable, some functional differentiation will be possible.
Ideally, similar or supporting businesses should be located in close proximity.
• Vacant land areas. With the exception of northern and southern portions of Ninth
Street,each corridor is essentially developed or committed to development. However,
several vacant parcels of various sizes are still scattered along the length of each
corridor. These should be developed generally in accordance with Land-Use Plan
recommendations.
• Marginal and underutilized properties. While most existing uses along each corridor
are viable and most existing buildings are in good condition, several older commercial
and residential areas exist along certain corridors that may be subject to redevelop-
ment in the future. This includes sites in the State Street and Broadway Avenue
corridors. Those parcels where redevelopment is either likely or desirable should be
identified, and future use guidelines established.
• Relationship between commercial and residential areas. The relationship between the
commercial areas and adjacent residential areas should be reinforced. The residential
areas could provide a strong base of support for many existing stores and businesses
along the corridors. In return, the commercial areas could provide for many of the
• day-to-day needs of nearby residents. Pedestrian connections should be reinforced
between commercial and residential areas. However, commercial and business ac-
tivities cannot be allowed to adversely affect adjacent residential areas.
C. Traffic and Access
• Traffic role and function. Each of the corridors functions as a primary arterial street.
Each currently carries high volumes of traffic, and these volumes will increase
significantly in the future. The improvement program must recognize the traffic
carrying function of each corridor, and strive to achieve a balance between traffic
movement and adjacent land development.
• Future roadway improvements. Even though traffic volumes will continue to be high,
a range of improvements should be undertaken to help traffic move more efficiently
and effectively along the corridors in the future. Improvement projects should be
undertaken as required, including the installation of new signals or controls, intersec-
tion improvements, signal coordination, the addition of new lanes in selected loca-
tions, and the reduction of conflicts between through traffic and site access maneu-
vers. One such opportunity exists along either side of south Ninth Street and the new
Magnolia Road and I-135 Interchange.
• Site access and circulation. Site access and internal circulation systems within major
commercial, business and residential areas along the corridors must be designed to be
compatible with the surrounding public street system. Their design must consider the
• Salina Comprehensive Plan Page 161
direction of traffic flow to the site, the capacity of surrounding roadways, and any III
external improvements required to adequately serve vehicles entering or leaving the
development area.
• Site access locations. A prime objective in the design of access and circulation sys-
tems for commercial and business developments along the corridors should be that the
traffic entering and leaving the site not result in congestion on the adjacent arterial
street. The prevention of congestion on adjacent roadways will require the following:
-- Minimizing the number of access points
-- The provision of an internal circulation system that can quickly absorb in-
coming traffic and provide stacking space for outgoing traffic
-- The ability to restrict land-use intensity or activity in order to minimize
traffic impact
• Internal site circulation. For large commercial or business developments,a peripheral
circulation road should be provided. This road should be continuous and well related
to parking areas and major building entrances. This peripheral circulation road should
be clearly delineated. Use of traffic islands and/or curbs requires the elimination of
sharp bends and sudden changes of direction that would cause the peripheral road to
have the appearance of an intersecting access road or parking aisle. The peripheral
circulation road should be located sufficiently far away from the adjacent public
roadway to prevent a backup of entering traffic from spilling over into the adjacent
arterial street.
III
• Relation to parking. The internal circulation system should provide easy and efficient
movements into, around, and between parking areas. Maneuvers within and around
the site should not require use of the arterial street. Where possible, there should be
a clear separation between customer and truck service traffic and between access
roads and parking stalls.
• Design of access roads. A straight driving lane free of intersecting aisles or roads
should be provided at all major entries to large commercial or business centers. This
will allow arriving drivers to avoid turns which would delay entering or departing
traffic. The straight lanes can also serve as stacking lanes for cars leaving the site.
Exits should parallel entrances wherever possible. For major entrances, the separation
of exit and entrance lanes by medians is desirable.
D. Parking
• Visual prominence of parking lots. In many ways, parking areas are the most visually
prominent features within the nine corridors, and their overall design and appearance
should be of primary concern. All off-street parking lots should be paved, striped
and adequately maintained. All lots should have surfaces in good repair. All lots
should be designed to allow for proper drainage.
• Parking lot exteriors. The exterior appearance of parking lots should be of special
concern. The principal technique for parking lot beautification should be landscaping.
•
Salina Comprehensive Plan Page 162
A planting strip should be provided around the periphery of parking lots. This would
• allow screening with trees, shrubs, flowers and/or ground cover. Size and species
should be carefully selected to avoid potential damage to vehicles, facilitate easy
maintenance and be compatible with climate characteristics in the region. Earth
berms can be used quite effectively to screen parking areas along adjoining use areas.
Various architectural elements, such as walls and fences, may also be used to screen,
buffer and beautify parking and service areas. The use of chain link or other
industrial fencing around parking lots should not be permitted along any of the
corridors.
• Parking lot interiors. The appearance of parking lot interiors should also be of con-
cern. In addition to surfaces in good repair, interior landscaped islands edged with
permanent curbing should be used to improve the appearance of larger off-street lots.
The use of shade trees in the islands should be a key design element.
• Parking lot lighting. Parking lots should be adequately lighted to deter crime and
encourage nighttime usage. The type of lighting fixtures and lighting sources should
be uniform to establish overall visual continuity. Specific standards should be
developed and applied along the corridors for purposes of regulating the location,
intensity and frequency of lighting in close proximity to public right-of-ways.
• Consolidation of parking areas. Where possible,several smaller, separate parking lots
located within the same block should be combined and redesigned as a single unit.
This will typically increase parking efficiency and capacity and also facilitate overall
appearance, improvements and beautification.
S • Access to parking areas. In conjunction with the consolidation of parking lots,
parking access drives should be combined to reduce the number of curb cuts along the
arterial streets. The consolidation of access drives will help reduce traffic circulation
conflicts between through-traffic and cars entering and exiting parking areas,and will
allow for more continuous landscaping and design improvements along the corridors.
In addition, the City should encourage merchants and businesses to consolidate
commercial signage at these key access points, rather than having signage scattered
along the full length of the roadway.
• Parking lot layout. Parking lot layout should be simple and direct to allow ease of
parking maneuvers. Within sites requiring large numbers of spaces, parking areas
should be subdivided into clearly identifiable sections. The sections should be
separated from main access drives. Patrons should be able to move confidently and
conveniently within and between parking areas. Parking for persons with disabilities
should be conveniently located and accessible to the buildings.
• Pedestrianways in parking lots. Large parking areas should have well defined
pedestrian pathways which lead to major building entrances. While special sidewalks
will not normally be necessary within parking areas, parking aisles should be arranged
to allow safe and convenient pedestrian movements within the site.
• Loading and service. Loading and service areas should be easily accessible from the
corridors. Service access and egress should cause minimum disruption to traffic flow
and pedestrian movement. Loading and service areas should be screened and buffered
Salina Comprehensive Plan
Page 163
through the use of walls, landscaping or elevation changes. The shared use of loading
docks and service courts are encouraged.
E. Right-of-Way Improvements
■ Public right-of-way. Design projects within the public right-of-way can be the most
effective techniques for improving the overall appearance of the nine corridors and
for visually unifying these corridors as they pass through Salina. It is recommended
that a consistent system of public right-of-way improvements be implemented along
all major corridors, including grass seeding, street trees, street lights, median treat-
ment, sidewalks, curbs and gutters, public signage and graphics, and overhead utility
line improvements.
• Street trees. Regularly-spaced street trees should be provided along both sides of the
corridors to emphasize the linear quality of the roadway. These should be high-
branched, high-crowned trees, of a size that will not interfere with traffic movement
or traffic control devices. It is recommended that street trees be planted along the
parkway in order to visually define the roadway corridor, and provide a buffer
between traffic and pedestrians. If this is not possible, trees should be planted as close
to the right-of-way as possible. In general, street trees should be planted in an area
at least four feet by four feet and protected by a grill if planted in paved areas. They
should not be planted in pots. It is recommended that a detailed master street tree
plan be adopted for each corridor,and be continued outward as streets are constructed
in those areas.
• Tree types. Street trees should be used to identify and differentiate between func-
tional land-use areas along the corridors. Three basic street tree treatments are
recommended: 1)street trees within residential areas should be placed at 35 to 40 foot
intervals, and be characterized by dense foliage; and 2)Street trees within commercial
areas and business parks should be placed at 40 foot intervals. The inclusion of a
variety of tree types to avoid a "mono-culture" is critically important. For effective
screening, street trees within business park areas can be supplemented by a second
row of smaller evergreens placed on private property, spaced at approximately 20 foot
intervals. Species selected should be carefully reviewed for appropriateness during
development of each master street tree plan.
■ Accent landscaping. Additional accent landscaping should be provided at key loca-
tions along the corridors, where space permits, to signify special features and to add
visual interest to the corridors. This could include additional rows of parkway trees,
groupings of smaller trees, flowers, shrubs and other plantings. In particular, accent
landscaping should be used to emphasize access points to major development sites,
around the periphery of parking lots, along railroad corridors, and adjacent to
interstate highway interchanges.
• Street lights. Special street lights should be located along the corridors. A unique low
maintenance color or fixture should be used to give special character to the corridors.
As along all arterials, lights should optimize vehicular safety, and have a high and
continuous level of illumination. Lights should have cut-off fixtures to reduce glare.
Mounting height should be approximately 35 to 40 feet above the roadway, with
standards spaced three to four times the mounting height. Lighting that provides
411
Salina Comprehensive Plan Page 164
better coloration characteristics, such as metal halide, should be considered for use in
. the future as these lighting technologies become more cost effective.
• Street light systems. Since street lights represent a major investment, it is recom-
mended that a lighting system be used which can also help achieve other design im-
provements. Street lights should provide an overall framework for traffic signals,
directional signage, crosswalk signals, banners, and other streetscape features. For
example, traffic signals at intersections could provide support for street lights, street
names and directional signs, which could be cantilevered out over the intersection.
Light standards at mid-block locations could include accent or pedestrian lighting
fixtures and other features. The overall objective should be to consolidate a range of
streetscape features into an overall,coordinated system which can reduce visual clutter
along the corridors. Street lighting can also help illuminate adjacent parking areas and
pedestrianways, and improve the overall feeling of safety and security within the
corridors.
• Banners and graphics. Banners and graphics should be considered along the corridors.
Banners could be seasonal, or be used to signify special community events, celebra-
tions or promotional activities. Civic and cultural organizations as well as other local
institutions might participate in the banner program. Bold colors and graphic designs
can add a sense of life and vitality as well as help visually unify the area.
• Crosswalks In some locations, it is currently difficult for pedestrians to cross each of
the six corridors, and improved crosswalks are recommended. This is important not
only for the convenience of shoppers and patrons of the commercial areas, but for the
safety of children and other residents moving between neighborhoods and different
1111 parts of the community. Crosswalks should be designated by special paving markings
and be limited to signalized intersections to increase pedestrian safety and vehicular
efficiency.
• Overhead utility line system. Along most portions of the corridors, utility lines
presently border the roadway. Ideally, overhead utility lines should be buried along
the parkway.
• Curbs and gutters. A few undeveloped segments of the corridors do not currently
have curbs and gutters. Curbs and gutters should be extended throughout the length
of the corridors and be maintained in good condition.
F. Gateway Area Projects
is Gateway locations. Several special "gateway" locations have been identified along the
nine corridors where they actually enter Salina's corporate limits, special districts, or
subareas. A range of design and appearance improvements should be undertaken at
each gateway location. Special community signage should be considered along the
Interstate routes serving Salina announcing the presence of the community and its
attractions. While such signage already exists, it could be coordinated between public
and private interests to present Salina in a more understandable manner.
• Gateway landscaping. New accent landscaping should be provided at each gateway
location. This should include a grouping of trees, perhaps evergreens, as well as
IIISalina Comprehensive Plan Page 165
flowers and other seasonal plantings. Plantings and landscape designs should be dis- •
tinctive, and different from those in other locations within the City.
• Gateway medians. When possible, new landscaping should be provided along a median
strip for approximately one block immediately east and west of each gateway area.
This could include a row of trees and/or small-scale plantings.
• Gateway signage. New signage should be provided at each gateway location to wel-
come the motorist to the community or special subarea. Signage should be distinctive,
but also compatible with and similar to other new public signage to be used along the
corridors.
• Gateway lighting. New lighting fixtures should be provided to highlight and accent
the new gateway features. While fixtures should be compatible with other roadway
lighting, special bulbs or color should distinguish the gateway areas.
• Other gateway features. Selected gateway areas should also include a new architectur-
al or sculptural feature. This might include a statue,fountain,colonnade, or archway.
The City might consider a design competition, perhaps in conjunction with local
schools or organizations, for new gateway design features.
G. Pedestrian Improvements
• Auto orientation. The nine corridors have developed as auto-oriented mixed-use areas,
rather than as pedestrian environments. Because of the existing pattern of develop-
ment and heavy traffic movements, this is unlikely to change. However, within a
•
relatively limited framework, there are several pedestrian-related improvements that
should be undertaken within the public right-of-way of each corridor and in selected
development areas.
• Sidewalks. With a number of exceptions, sidewalks should be provided along both
sides of all corridors. In general, sidewalks should be set back from the curb lines as
far as possible. While sidewalk widths could vary according to their function and
importance, a minimum of 3 to 5 feet is recommended. All sidewalks should have
curb cuts or ramps for the elderly and physically disabled. Location considerations
should also take into account potential future mass transit needs.
• Pedestrian subareas. Even though the corridors will still be oriented to vehicular
traffic, several selected subareas should be improved as pedestrian environments.
These include clusterings of commercial centers, the Mall area, and other locations.
To the extent possible, corridor improvements should make it more convenient and
pleasant for pedestrians to move within and through these areas.
• Sidewalk surfaces. Special sidewalk materials should be used to define and articulate
key pedestrian subareas. A wide range of special materials and textures are possible.
Surfaces should be smooth enough to prevent tripping and allow ease of movement,
particularly near intersections, yet variated enough to prevent slipping due to rain,
ice, or snow. Different surface treatments should also be considered to distinguish
and give character to major activity areas.
•
Salina Comprehensive Plan Page 166
• Street furniture. A limited amount of new street furniture, including benches,
• planters, and trash receptacles, should be provided in selected locations along certain
corridors where space permits. Because of limited sidewalk areas,some of these might
be placed on adjacent private properties. They should be sheltered or screened, if
possible, and not too close to vehicular traffic. They should provide places for
commercial area patrons and employees to rest,converse,eat,or simply watch nearby
activities.
• Pedestrian lighting. New vandal resistant,low maintenance pedestrian lighting should
be provided in selected locations. A wide range of fixture designs and lighting
characteristics will be possible in pedestrian areas, and lighting should change in
relation to different land-use activities. In general, pedestrian lighting can be most
effective if mounted 10 to 15 feet in the air, with fixtures placed so that light overlaps
at a height of approximately seven feet. Fixtures should be carefully placed so that
they do not conflict with pedestrian movement. Lighting that provides better
coloration characteristics, such as metal halide spectra, should be considered for use
in the future as these lighting technologies become more cost effective.
H. Site and Building Development
• Quality site and building design. While high quality building and site design is an
important objective throughout the Salina community, it is essential within the nine
corridors. Buildings and site development should create visual interest and ex-
citement, and reflect the special role and function of each corridor. This should in-
clude exterior building and site features as well as interior shopping and business
environments.
• • Views from the road. Because most properties within the nine corridors are highly
visible to passing motorists, views into commercial and business centers should be of
special concern. Buildings should be designed and located so that major buildings and
other key features are visible, particularly from important approach routes. The
placement of outbuildings, parking facilities, service areas and other auxiliary
facilities should not obstruct prime views into a development area. Views from
adjacent interstate highways are particularly important. Further, development and
redevelopment of key obsolete and deteriorated areas, such as Pacific Avenue, are
critical to the overall image and appearance of the City, and set the "tone" for
adjoining neighborhood areas.
• Commercial development. Much of Salina's retail and commercial development will
continue to be located along and near the nine corridors in the future. However, a
continuous commercial "ribbon" pattern of development should be avoided along all
corridors. Retail and commercial centers should be limited to strategic specific
locations along a corridor, compatible with and supportive of surrounding nearby
development.
• Pad sites. Pad sites are appropriate for many types of commercial development, in-
cluding restaurants, gas stations, etc. However, the number of pad sites within com-
mercial centers should be limited. The public right-of-way in front of retail and
commercial centers should not be over-built with free-standing commercial structures.
Pad sites should not detract from the overall image and appearance of the corridors.
• Salina Comprehensive Plan Page 167
• Site landscaping. All commercial and business centers should be located on attractive
and well-landscaped sites. Minimum standards should be developed for building •
foundation, site perimeter, transitional yards and ground signs to effectively screen
frontyard parking from the street and adjoining uses as well as improve and compli-
ment the overall appearance of the site.
■ Compatible buildings. Commercial and business centers and cluster buildings on the
same site should have a consistent visual image and appearance. The design of in-
dividual structures should contribute to the overall image and identity of the larger
development area. While this should not discourage individuality and creative design,
the overall appearance of an area should be unified and visually cohesive.
• Screening and buffering. In locations where commercial or business areas abut
residential areas, adequate transitional screening and buffering should be provided
between the land-uses. This might include high dense foliage, earth berms, masonry
walls or other screening devices.
■ Residential developments. Residential neighborhoods already border the corridors in
several areas, and new residential development is recommended in a few additional
locations. In general, residential areas should be oriented away from the arterial
streets, with access limited to major neighborhood entryways. Residential areas
should be extensively screened and buffered through the use of berms, landscaping
and attractively designed fences.
• Private signage. Commercial and business signage should also be an integral part of
the corridor improvement program. Existing sign regulations should be reviewed in
terms of permitted height, size, location, number, and design. Roof and large free-
standing signs are particularly objectionable along Salina's corridors. Sign improve-
ments could result from cooperative efforts among business owners so that wasteful
competition is eliminated and all signs perform more meaningful functions. Signage
within commercial and business centers should be generally consistent in scale, size
and placement. Signage should contribute to the overall image and identity of a
development area.
• Auto-oriented signage. Special efforts should be made to improve commercial and
public signage which is directed to the motorist. The City should undertake a com-
prehensive review of traffic-related signs, controls and signals to determine which
could be consolidated and which eliminated in conformance with federal standards.
Where possible, public signage should be coordinated, perhaps in conjunction with
street light fixtures.
• Outdoor storage. The condition and maintenance of outdoor storage areas should be
improved, where needed, within the corridors. Outdoor storage areas should be
screened and buffered from views along major arterials and pedestrian routes. This
could include berms, landscaping, or attractive walls or fences. Generally, outdoor
storage areas should not be located between the front of buildings and adjacent streets.
■ Building repairs. Most existing buildings within the nine corridors are in good
structural condition. However,several scattered structures have been identified which
are either deteriorated or characterized by deferred maintenance. All deficient
•
Salina Comprehensive Plan Page 168
buildings should be repaired and rehabilitated as required. Areas where continued
• deterioration is a concern includes State Street, Pacific Avenue and a portion of the
Broadway Boulevard corridors.
■ "Housekeeping" along the corridors. The overall level of site maintenance and
"housekeeping" should be a matter of concern along all nine corridors. This should
include routine maintenance of commercial buildings; repair, resurfacing and/or
restriping of parking lots; regular maintenance and upkeep of existing landscaping;
the cleaning up of trash and debris; and the screening of trash receptacle areas.
CD2 To improve the overall image, appearance and function of non-residential land-use areas,
particularly in commercial and business areas, the City should review development plans and
proposals at the site planning level to ensure proper overall building orientation, access and
circulation,coordinated site improvements,effective landscaping and screening,storm water
management, and other site characteristics.
CD3 Special landscaping and site design standards which encompass many of the corridor
guidelines should be developed for community-wide application. This would include
procedures and standards for both site plan and landscape plan approval for multi-family,
commercial and industrial developments. Landscape standards should specify species and
sizes of plant material acceptable. These standards could include provisions unique to the
corridors which improve land-use relationships where edge problems exist or may develop.
CD4 Historic areas within the community should be protected and enhanced. The historic survey
and inventory should be completed to document all areas of potential significance. The
inclusion of any additional geographic areas of special concern should be included in this
0 Plan, by amendment.
CD5 Historic areas should be maintained and improved, building upon the special character of each
area. Public improvements should be considered for each area including street furniture,
signage, and special right-of-way improvements complimentary to the period of original
development.
CD6 The City should continue to encourage coordination among various local agencies influential
in preservation matters, such as the Chamber of Commerce and Downtown Salina Inc., to
work toward meeting needs in a manner which permits reasonable economic return on
properties.
CD7 The City should seek ways to capitalize on the development potential along the Smoky Hill
River Corridor. The block between Iron Street and Walnut Street along the east side of Fourth
Street represents one redevelopment opportunity to reorient new development to the
Riverfront.
IIISalina Comprehensive Plan Page 169
Growth and Development Strategy
•
C I T Y • O F
SRLIfla
• Salina Comprehensive Plan
A
GROWTH AND DEVELOPMENT STRATEGY
Urban Service Areas and Standards
A key element of the new Comprehensive Plan is the introduction of urban service areas and policies
pertaining to future growth and development. The urban service approach to guiding growth and
development relies on establishing future areas where municipal facilities can be adequately provided.
Standards for defining "adequate" municipal facilities and services are included. These standards are
in addition to the land-use planning considerations discussed in previous sections of this report.
The overall area that is ultimately determined suitable to receive new growth and development is
divided into priority subareas based upon proximity to existing facilities and services and the City's
overall ability to economically extend such services and facilities in the future. The Salina planning
area has been divided into four service areas, three of which are urban and one rural:
• Existing Service Areas are located within the current City limits. These areas either already
maintain adequate services and facilities or are readily serviceable. These facilities and
services for urban development are expected to continue in the future.
• • Primary and Secondary Service Areas are those areas within unincorporated Saline County
which are expected to receive urban development in the future,coincident with the provision
of adequate public facilities and services. Primary Service Areas are the preferred locations
for initial urban development due to their close proximity to the Existing Service Area, the
ability to economically extend and provide community facilities and services, and the
extension of municipal boundaries in a controlled, logical manner. Primary Service Areas
include a few locations which already maintain urban development where urban services are
desired to be provided in the future. Secondary Service Areas may receive urban development
only when the Primary Service Area has been substantially completed. Secondary Areas also
require the provision of adequate community facilities and services and annexation to the
City.
■ Rural Service Areas include the remainder of the planning area which is not planned to
receive urban development based on the following reasons: 1) adequate urban facilities and
services are not planned to be extended into these areas; 2) the presence of significant
environmental constraints, primarily flood hazard areas, preclude or severely limit the
economic feasibility of urban development; 3) the areas designated to receive urban develop-
ment(Existing, Primary and Secondary Areas) provide more than adequate land projected to
meet future growth needs during the planning period.
The geographic locations of these four service areas are depicted in Figure 18, Salina Service Areas.
It is important to note that the large Secondary Service Area industrial sector south of Schilling Road,
east of the Union Pacific Railroad and west of Ohio Street is designated for large industrial users
only. This is intended to provide a compatible transition buffer between industry and the future
•
Salina Comprehensive Plan Page 170
expansion of the residential neighborhoods north of Schilling Road. When no other areas of the
community are capable of accommodating large scale industry, then this area may be considered.
IP
Opening the location to any new development will be permitted at the discretion of the Planning
Commission and Board of City Commissioners, subject to the following minimum standards:
1. The project requires a minimum site size of 40 acres to accommodate the proposed
use.
2. The gross floor area of the project is greater than or equal to 250,000 square feet.
3. The project results in the creation of substantial new employment opportunities and
will result in minimal displacement of existing jobs.
4. The development will have a positive net fiscal impact upon the community.
5. All other urban service standards cited under the Growth and Development chapter
have been or will be satisfied.
In addition to the identification of future growth areas, it is also important to define adequate
facilities and services in a meaningful, consistent way. Urban service standards set basic parameters
on minimum levels of public services to meet the needs of the City. They assume that future
development will be compact and urban in nature, and therefore reflect service requirements for
concentrated populations. They apply to: water service, sewer service, fire protection, police
protection, transportation and parks and recreation. All of these service categories apply to residential
development; and, in the case of commercial and industrial development, parks and recreation are
excluded. The standards are expressed in terms of: 1) public service requirements; 2) operational
standards; and 3) adequacy of facilities and equipment. Each of these three criteria relate to the basic
III
community and governmental interests described below.
• Public Service Requirements. As providers of public services, municipalities must
often choose between the types and levels of services to be provided to its residents
due to finite resources. Based upon social, demographic, economic and other forces,
these priorities will vary from community to community. A resort community for
instance, will have far greater demands upon urban police protection than a suburban
"bedroom" community. Therefore, this section identifies basic service levels for each
municipal service for purposes of establishing operational needs.
• Operational Standards. Based upon the public service requirements, operational
standards set forth the basis of how to accomplish the public service requirements.For
example, if property maintenance is an important public service need, operational
standards should suggest the types of regulations, procedures, and enforcement
policies which would apply. Operational standards also reflect the efficiency by
which services can be provided through criteria and standards which maximize the use
of current and future resources.
• Adeauacv of Equipment and Facilities A variety of measures have been developed to
determine whether facilities and services are adequate to serve basic needs. This
section sets forth essential performance standards for specific facilities upon which
to determine whether the existing facilities are of capacity to accept development or
whether new facilities can be provided to meet needs.
•
Salina Comprehensive Plan Page 171
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ID
Figure 18
SALINA SERVICE AREAS --
COMPREHENSIVE PLAN ...�� _ CD
City of Salina, Kansas "`. 4
O The standards assume that the allocation of resources and levels of service will be set through the
annual budget process which considers the personnel, equipment, facilities, and capital improvement
needs of the community. The following paragraphs provide recommended service standards.
A. Public Water.
1. Public Service Requirements
a. Provide sufficient raw water, treated water and distribution system capacity
to meet the demands of the population 24 hours per day.
b. Provide full-time personnel 24 hours per day at the water treatment plant to
monitor equipment and make emergency repairs.
c. Have personnel available 24 hours per day for water service emergencies.
2. Operational Requirement
a. Use annual budget for personnel, equipment and facilities.
b. Meet standard specifications established by the City Engineering and Utilities
Deptartment for water main construction.
c. The following standards are to be used in the design criteria for the water
system improvements
• i. The water main and looping must provide a minimum residual pres-
sure of 20 pounds per square inch under maximum day demand
conditions. Fire flow of 1,000 gallons per minute shall be maintained
at any one fire hydrant, and a total fire flow of 1,500 gallons per
minute at any combination of two fire hydrants for at least 10 minutes
in the area. A minimum of 40 pounds per square inch residual
pressure must be maintained under normal peak hour conditions
without fire flow.
ii. The system must be looped and valved, such that a break in any single
length of main will result in no more than 600 feet of main nor more
than two fire hydrants out of service while maintaining adequate
minimum service in the remainder of the water system(once the break
is isolated). This does not include valves on major transmission mains
where longer spacing will be allowed. All distribution mains connect-
ing to larger supply mains must be valved at the connection. Valves
generally shall be located at street intersections.
iii. No public water main shall be less than 6 inches in diameter.
iv. Dead-end mains shall be avoided wherever possible and shall not
exceed 600 feet.
• Salina Comprehensive Plan Page 173
v. Water mains shall be separated at least 10 feet horizontally from any
existing or proposed sewer main.
vi. The minimum depth of cover for water mains shall be 4.5 feet below
the final grade of the surface. Where final grades have not been
established, mains shall be installed to a depth great enough to insure
4.5 feet of cover below future grade, based on the best information
available.
vii. When a water main crosses over a sewer main, the water main shall be
laid at such an elevation that the bottom of the water main is at least
24 inches above the top of the sewer. When the water main cannot be
as high as 24 inches above the sewer, the sewer shall be constructed of
material designed to pressure conduit standards for a minimum
distance of 10 feet on either side of the water main.
viii. All fire hydrant installations must be on dedicated easements or public
rights-of-way.
3. Location and Adequacy of Equipment and Facilities
a. Existing storage reservoirs should be capable of providing treated water to maximum day
demand conditions.
b. Have existing treatment plant capacity with planned expansions which will be capable
of serving the projected population of the service area.
c. In single family residential areas, fire hydrant spacing shall be no greater than 500 feet.
No hydrant shall be located further than 250 feet from the property being served,
measured to the front setback line at the center of the lot.
d. In multiple family, industrial, business or commercial areas, fire hydrant spacing shall
not be greater than 350 feet. Fire hydrants shall be no more than 175 feet from the
property being served measured to the required front setback at the center of the lot.
B. Public Sewer
1. Public Service Requirements
a. Provide full-time personnel 24 hours per day at the wastewater treatment plant to
monitor equipment and make emergency repairs on equipment and facilities.
b. Have personnel available 24 hours per day for wastewater service emergencies.
2. Operational Requirements
a. Meet standard specifications established by governmental agencies for sanitary sewer
and storm sewer construction.
•
Salina Comprehensive Plan Page 174
b. The following are standards for wastewater design criteria for the City of Salina.
• i. Quantity of Flow. Sewage flow parameters shall be based on recognized regional
guidelines to determine estimated flows generated from the various types of land-
use.
ii. No public sanitary sewer shall be less than 8 inches in diameter.
3. Adequacy of Equipment and Facilities.
a. Have treatment plant capacity with planned expansion capable of serving the projected
population of the service area.
b. Design a central collection system for present and future growth.
c. Provide easily accessible repair and replacement equipment for emergency use.
C. Fire Protection
1. Public Service Requirements.
a. Provide fire protection 24 hours per day with full-time, trained personnel.
b. Have response time to the location of the emergency within five minutes from the time
the call is received by the dispatch center.
• c. Have the ability to respond with a minimum of three firefighters per pumper.
d. Respond with firefighters trained in first aid for emergency medical assistance in a
broad range of needs.
2. Operational Requirements
a. Adopt, administer, and enforce Life Safety and Fire Prevention Codes.
b. Inspect building plans to insure they meet the Life Safety Fire Prevention and Uniform
Building Codes.
c. Inspect commercial and industrial structures approximately once a year.
d. Provide a voluntary home inspection program for potential fire hazards.
e. Maintain an inventory of industrial hazardous material storage.
f. Review the design of land development in relation to provision of fire protection.
3. Location and Adequacy of Equipment and Facilities
a. Locate fire stations so that they are within a five-minute response time.
• Salina Comprehensive Plan Page 175
D. Police Protection
•
1. Public Service Requirements
a. Provide police protection 24 hours a day with full-time trained personnel.
b. Have initial time to arrival at location of an emergency normally within three minutes
from the time the call is received by the dispatch center.
c. Provide for crime prevention, deterrence, apprehension, traffic control and enforce-
ment, and recovery of stolen property.
2. Operational Requirements
a. Enforce local and state criminal and traffic codes by means of warnings, citation, or
arrest.
b. Direct and control pedestrian and vehicular traffic.
c. Routinely patrol residential, business and industrial areas.
3. Location and Adequacy of Equipment and Facilities
a. Have police patrol routes located so that they are within approximately a three-minute
emergency response time of all properties 24 hours per day.
•E. Transportation
1. Public Service Requirements
a. Monitor traffic movement and make changes necessary to relieve congestion and
dangerous conditions.
b. Install and maintain appropriate traffic control devices to meet increasing demand and
provide 24-hour emergency traffic signal maintenance.
2. Operational Requirements
a. Must meet standard specifications for new street construction.
b. Overlay or chip and seal all paved streets approximately every 10 to 15 years, or as
required.
c. Have the ability to remove snow or sand streets as required.
d. Have regular street maintenance and repair to an urban standard by full-time personnel
with emergency repair usually performed within one day.
III
Salina Comprehensive Plan Page 176
3. Adequacy of Equipment and Facilities
• a. Have a variety of vehicles and equipment for urban street maintenance, snow removal
and sanding, traffic control, and other functions as assigned.
F. Parks and Recreation
1. Public Service Requirements
a. Provide full and part-time personnel for design, construction, maintenance, operations,
and programming of parks and recreation facilities and programs.
2. Operational Requirements
a. Manage the annual budget for efficient use of personnel, equipment, and facilities.
b. Provide parks and recreation services by using appropriate equipment and trained
personnel on a continuing basis.
3. Adequacy of Equipment and Facilities
a. Provide park and recreational land at a ratio of 10 acres per 1,000 estimated population.
b. Provide for the dedication of park land in residential developments where the Land-Use
Plan indicates the need for a site or where a neighborhood is deficient in park land based
on standards established in the Community Facilities Plan.
• c. At the discretion of the City, where developments are small or are inappropriately
located to provide for reasonably accessible park land locations, the City may accept a
fee in lieu of land dedication according to the estimated demand for park land based
upon development population, as established by Ordinance.
Annexation Policies
In anticipation that portions or all of the Primary Service Area will be annexed during the planning
period, annexation policies should be considered as part of the Comprehensive Plan. This section
identifies general policies which should be applied in connection with the urban service standards.
Al ■ Annexation should be pursued in accordance with the requirements of Kansas State law.
A2 ■ Annexation will be required before facilities and services are provided to any site.
A3 • Annexation of substantially undeveloped areas not already served with municipal facilities
and services, will be offered in a manner and on terms and conditions which respect existing
conditions and densities. The City may require these areas to be brought into conformance
with City standards, where necessary, to protect the health and safety of the residents of the
annexation area and/or the City.
A4 • For annexation of substantially developed areas for which the City provides a portion or all
of its services and facilities, the City Commission shall determine the terms, conditions and
• Salina Comprehensive Plan Page 177
time tables for eventual annexation of the area(s). However,any property within unincorpo-
rated territory which receives municipal services and which seeks to expand the use of such
services by reason of building additions or other site improvements shall at that time be
required to annex to the City of Salina. In order to provide for the orderly expansion of the
community, it is the City's policy to aggressively seek annexation of these areas.
AS • There will be no annexation beyond the Primary or Secondary Service Area for the duration
of the planning period. Secondary Service Areas will be subject to annexation upon
substantial annexation and development of Primary Service Areas. However,publicly owned
land within the planning area may be annexed to the City if the property requires less than
a full range of urban services or requires inclusion under City jurisdiction for health,
welfare, and safety reasons.
A6 • While county zoning classifications will be considered in annexation, the appropriate
classification under the City's zoning regulations must be determined and applied.
A7 • The City will assist property owners and developers in Primary Service Areas in taking
positive steps toward annexation under the presumption that annexation is in the best
interest to property owners as well as to Salina as a community. Assistance includes, but is
not limited to, dissemination of City plans and information regarding annexation and
making available City staff resources to assist in the coordination of annexation matters.
•
III
Salina Comprehensive Plan Page 178
•
PART IV:
Implementation
•
C r O f
saLina
•
Salina Comprehensive Plan
•
PART IV - IMPLEMENTATION
INTRODUCTION
The planning process in Salina has just begun. In many ways, formal adoption of the Comprehensive
Plan is the first step, not the last. Without continuing action to implement and update the plan, City
efforts up to this point will have little lasting impact.
The Comprehensive Plan sets forth an agreed-upon "road map" for the next ten to fifteen years. It is
the product of considerable effort on the part of the City Planning Commission, City Commission,
Staff and citizens of the City of Salina. The final plan represents the consensus of all involved. For
the most part, the plan presents a strategy for retaining and enhancing those characteristics seen most
important to the community, including sound neighborhoods,a quality park and recreational system,
continued economic development, good schools and a strong,positive physical identity. The plan also
addresses an important local need of responsible growth and development to protect the City's
investment in high quality community facilities and services.
This section presents an array of key actions which the City should undertake to implement the
Comprehensive Plan. It should be noted that no attempt was made to document all actions that might
be undertaken to implement the Plan. Since the community, by its very nature, is not static and it
is expected that local conditions will change over time, it is useful to delineate only those implementa-
• tion strategies discussed in earlier chapters which focus on carrying out critical components of the
plan. It is anticipated, therefore, that the Plan will be amended over time to respond to changes in the
local community, public policy, and citizen attitudes and intentions.
The implementation section also describes the procedures to amend the Plan. Establishing procedures
promotes consideration of the implications presented by amendments as well as establishes guidelines
under which amendments should be considered.
FOLLOW-UP STUDIES AND PROJECTS
Although the new Comprehensive Plan is fairly complete in scope and coverage, there are certain
subject areas where the City could benefit from more in-depth study. This section provides an
overview of key projects which could significantly augment the planning program.
• Commercial Corridor Studies. Throughout the Comprehensive Plan process many concerns
and improvement needs of the community have been raised which, directly or indirectly,
relate to key land-use and transportation corridors. The corridor guidelines for the nine
corridors in Salina could be built upon to provide a much more specific improvement
program, uniquely tailored to each corridor. The plan would more specifically address
environmental conditions,traffic circulation improvements,parking improvements, gateway
areas, pedestrian and open space improvements, site and building development and urban
design.
Salina Comprehensive Plan Page 179
• Historic Resource Survey. Although this program is already underway, the Comprehensive
Plan reinforces the importance of completion of this effort to document resources and
III
formulate policy before any further features are lost.
• Community Facilities. Additional work regarding future space needs for the City-County
building offices,the Law Enforcement Center and the community recreational center should
be undertaken. Further, alternative improvement potentials for a bicycle and/or pedestrian
path on the City's flood control levee system could be explored. The plan could establish
the framework for specific improvements to interconnect existing and planned community
facilities and parks and recreation sites.
• Northern Industrial Redevelopment Area Incentives. A follow-up study should comprehen-
sively evaluate potential financial incentives intended to induce development and redevelop-
ment of northern Salina. They could include revolving loan pools, increasing the municipal
share of public improvement special assessments and many others. A comprehensive
evaluation is needed to consider the variety of resources and techniques against the City's
overall fiscal condition and capacities to most effectively leverage local resources.
• Downtown Salina. The last comprehensive study for Downtown Salina was completed in
1984. Many physical improvements and programs have been completed or initiated since the
study. Most importantly, Downtown Salina, Inc. has continued to work to identify and
actively market opportunities for the Downtown. A limited update of the plan, establishing
opportunities and priorities with relation to the new Comprehensive plan, may be useful.
• City-County Planning Program Consolidation. In order to achieve efficiency in program
administration,coordinate planning efforts, and maintain a greater degree of consistency in
County-wide planning activities, a study should be undertaken to determine if a combined
City-County Planning Office is desirable.
• Transportation.
Magnolia Interchange with I-I35. A break-in access study and conceptual engineering study
should be conducted in order to determine the costs and feasibility of this project.
Salina Transit Study. A transit study should be conducted which would specifically address
the need for fixed-route and/or special service transportation.
Specific intersection signal warrant and road design studies should be undertaken as outlined
in this report.
Signal coordination studies should be conducted to minimize traffic delays on major arterials
such as Broadway, Ninth and Crawford.
IV
Salina Comprehensive Plan Page 180
DEVELOPMENT CONTROLS UPDATE
The City Department of Planning and Community Development actively undertakes routine
amendments to The City's development control regulations. The Comprehensive Planning program
has resulted in a need to review the City's system of development controls. The City should consider
eventually compiling all separate codes and ordinances relating to development into a single unified
code. This could include regulations regarding subdivision, zoning, building, traffic and access and
other codes. At a minimum, however, all existing codes should be reviewed under the new plan and
policies. In addition, the following key amendments should be considered in the review process:
1. Throughout the Planning process,public comment has sought improved landscaping and site
development requirements, particularity in commercial areas of the City. Site development
plan as well as landscape plan and approval, procedures and standards should be developed
and incorporated into the Zoning regulations. Site landscaping standards should establish
minimum standards for landscaped areas including off-street parking facilities, building
foundations,site perimeters,and transition yards. Site plan requirements should encompasss
all site development features and improvements, and require site designs to demonstrate
proper access and circulation, pedestrian access, and relationship to buildings and adjoining
sites. The standards should apply to all commercial, industrial and multiple family zoning
districts.
2. In general, the structure of the current zoning districts should be reviewed to reflect the
general intent of the land-use plan. For example, the Plan calls for the creation of a
business park district of a low density "campus-like" setting. The Plan also calls for the
creation of some form of airport zoning.
• 3. The City should evaluate and consider the use of impact fees with respect to public water
supply and distribution, sanitary sewer collection and treatment facilities, and parkland. A
critical issue throughout the plan process was the fiscal implications of new development,
and the need for new development to "pay its way".
4. Amend the planned unit development standards and procedures to clarify development plan
requirements, update development standards, and streamline procedures.
5. The City should review and update its off-street parking requirements for multiple family
residential, commercial and industrial land-uses.
6. Over time, vacant land should be rezoned to achieve consistency with the land-use plan.
The Planning Commission should initiate cases where downzoning is needed.
7. The City should consider the adoption of a minimum property maintenance code for resi-
dential, commercial and industrial areas of the City.
8. The City should extend its building code for one and two family dwellings to one mile
beyond the City limits to coincide with the jurisdiction of the subdivision regulations.
9. For large developments, a fiscal impact analysis should be required. The City could develop
a tailor-made analysis model and require it be uniformly applied to all developments.
Salina Comprehensive Plan Page 181
10. State law provides that where a City has adopted a Comprehensive Plan which includes a
major street plan, an "Official Map" may be adopted which indicates building setback lines
on major streets and highways. The map can be enforced through both zoning and subdivi-
sion regulations.
11. The subdivision regulations should be reviewed to include new standards recommended as
part of the Transportation Plan.
12. The City should consider amending the subdivision regulations to provide for a minor plat
approval process for simple land divisions and lot splits.
13. The City should consider amendments to both the zoning and subdivision regulations to
provide for flexible standards and review procedures for new business parks.
CAPITAL IMPROVEMENTS PROGRAM
The City's Capital Improvements Program(CIP)is a critically important mechanism to implement key
aspects of the Plan. Salina's fiscal resources will always be limited, and public dollars must be spent
wisely. A variety of capital improvements possibilities have been identified under the Plan which
should be considered in the normal cycle and prioritization under the current CIP.Key improvements,
which would be the responsibility of the City to complete, include:
• The south and eastern sanitary sewer bypass and water system improvements.
• Transportation system improvements as prioritized under the Transportation Plan. •
• The acquisition of approximately seven park and recreation sites and flood control levee
system recreational improvements. The Plan also suggests consideration of a new recreation-
al center.
• A variety of major storm water drainage improvements in the southern portions of the
community are anticipated.
■ There may be a need to relocate Fire Station No.4 depending upon the outcome of future
growth patterns.
The Planning Commission is authorized under current State Law to review and determine whether
public facilities, improvements and utilities embraced by the Plan are consistent with and conform
to it. Once each year, prior to formal adoption of the annual budget and capital improvements
program, the Planning Commission should review scheduled improvements for that year and make
its report to the City Commission, in accordance with State law.
Salina Comprehensive Plan Page 182
0 REVIEW AND AMENDMENT PROCESS
The Comprehensive Plan is not a static document; the planning process must be continuous. The Plan
should be monitored and updated on a regular basis. The need for plan amendments are the result
of many community influences. Most frequently these are brought about by changes in attitude or
emerging needs not foreseen at the time of plan adoption. The following paragraphs describe the
procedures which apply to any amendment of the Comprehensive Plan.
Timing of Plan Review
Although a proposal to amend the Plan can be brought forth by petition at any time, the City should
undertake a systematic review of the plan. Therefore, in accordance with current state law, the plan
shall be reviewed at least once each fiscal year. Ideally, the review would coincide with the annual
review of the City's capital improvement program. Any subsequent amendments shall follow State
law.
Plan Amendment Procedures and Criteria
A. Amendments, Generally.
All proposed amendments shall be subject to public hearing by the Planning Commission and
approved by the City Commission.
B. Map Amendments.
Although the Comprehensive Plan includes a variety of maps, the standards and criteria set
forth in this section principally apply to the Land-Use Plan Map and the Salina Service Area
Map. Amendments to other maps are not viewed as critical,although it may be prudent to amend
any of the remaining maps as a result of a contemplated change in land-use or service areas.
Amendments to these other maps shall be considered on their merits.
In the case of a proposed zoning map amendment for which the proposed land-use classification
does not relate to the intended use under the Comprehensive Plan Land-Use Plan, the Land-Use
plan shall be amended prior to granting any such zoning change.
1. Land-Use Plan Map Amendments.
Subject to formal public hearing, review and recommendation of the Planning Commission,
the City Commission may adopt proposed amendments to the Land-Use Plan Map upon
findings that each of the following criteria are met:
a. The proposed change is consistent with the Goals,Objectives and Policies and the overall
Comprehensive Plan;
b. The proposed amendment does not affect the adequacy of existing or planned facilities
and services of the City or service area generally;
c. The proposed change results in reasonably compatible land-use relationships;
illh Salina Comprehensive Plan Page 183
d. The proposed action would not materially alter the planned capital improvements;
e. The proposed action does not alter the implications of the land-use and growth projec-
tions which are an essential basis for arriving at the Plan.
2. Service Area Map Amendments.
The Boundaries between the Primary/Secondary Service Areas and the Rural Service area
may be amended, subject to public hearing, as a result of the following:
a. Primary/Secondary Service Areas may be extended into the Rural Service Area if:
i. There is demonstrated need for new developable land within the planning area
based upon the general lack of reasonably suited land within Primary/Secon-
dary Service Areas; and
ii. Any technical studies and reports to be prepared for transportation, utilities,
fiscal impact, and environment do not indicate any negative impacts; and
iii. The proposed change demonstrates substantial public benefit in terms of
increased employment potential or net positive fiscal impacts, or support and
diversification of the local economy
b. Rural Service Area boundaries may be extended into the Primary/Secondary Service
Areas subject to the following criteria.
Changed conditions indicate that the development of the area is no longer in
the public interest, or that such area called into question has been purchased
by a public agency and restricted to use as a recreational or open space area.
The Rural Service Area boundary, which principally coincides with the planning area
boundary, shall not be altered with the exception of a comprehensive update to this Plan.
Salina Comprehensive Plan Page 184