Loading...
Guide for Growth I I I I I I I I I I I I I I I I I I I GUIDE FOR GRO~TH I I I I I I I I I I I I I I I I I I I A GUIDE FOR GROWTH for the Ci ty of Salina, Kansas 1961 Board of City Commissioners R. W. Bull, Mayor Gaylord E. Spangler Donald Tucker Harry Banker Ralph F. Exline lAtland Srack, City Manager Salina City Planning Commission James E. McKim, Chairman L. O. Bengtson, Secretary Robert L. Flory Gerald N. Waddell Berkley Greiner Paul Berger William Odgers K. W. Reed Milton Thelander Frank Reynolds Dick Preston, City Planner I I I I I I I I I I I I I I I I I I I GUIDE FOR GROWTH Table of Contents Part I Public Land Needs to the South of the City of Salina Description of the Area Types of Public Land Uses Park Needs Standards for Park Space and Distribution School Standards Joint School-Park Facilities Fire Station Requirements Water Tower Requirements Planning Area Map Grade School - Neighborhood Park Locations High School, Junior High School and Playfields Public School Standards Fire Station Needs Water Tower Needs Total Public Land Needs Existing School Sites Means of Acquisition Park Development Changes in the Planning Area Map Statutory Requirements Part II Public Land Needs to the North, East and West of the City of Salina Public Land Needs to the North, East and West of the City of Salina Salina Municipal Airport Playfield Elementary School Attendance Area Elementary School Children per Family Planning Size of School Attendance Area for East Salina Elementary School Needs Junior High School Site Fire Station Area Total Public Land Needs East of Salina Public Land Needs to the North and West of Salina Page 1 2 2 3 4 5 6 7 7 7 10 11 14 14 15 15 17 17 18 19 21 22 24 24 25 28 28 31 32 32 33 I I I I I I I I I I I I I I I I I I I PART III Street Needs in the Salina Expansion Area Street Needs in the Salina Expansion Area The Area Definitions The Neighborhood Unit Concept Factors Against the Neighborhood Unit Concept Major Arterial Streets and Highways Letter, State Highway Commission of Kansas Secondary Ar~eria1 Streets Major Collector Streets Minor Streets Marginal Access Streets PART IV The Location of Commercial Areas in the Salina Expansion Area The Location of Commercial Areas in the Salina Expansion Area Nature and Objective of the Report Existing Commercial Areas in Salina Commercial Area South and East of Downtown Salina Community Shopping Centers Future Neighborhood Shopping Centers Factors Favoring Shopping Centers Page 36 36 36 36 38 39 41 43 44 45 47 Page 49 49 SO 51 52 53 5S I I I I I I I I I I I I I I I I I I I A REPORT Prepared for and approved by Salina City Planning Commission Public.Land Needs P àrt I coverin~ Public Land Needs to t~e outh of the City of Salina~ Kansas I I I I I I I I I I I I I I I I I I I PUBLIC lAND NEEDS TO THE SOUTH OF THE C ITI OF SALINA Description of the Area This report covers all of the undeveloped land which lies within the flood control project and to the south of Crawford Street. The area is bounded on the east by the Smoky Bill River and the flood controllevee; on the west by Schilling AFB, Dry Creek and proposed Interstate SSW; on the south by Mentor and a continuation of the flood control levee and on the north by the City of Salina. The land is, for the most part, level farm land. The area is bisected by the Union Pacific Railroad which experiences very little traffic and is accessible by automobiles via section line r cads. The two most important secti on line roads are U.S. 81 and Ohio Street projected, both of which run north and south. The area involved is the same area utilized in the recent sewer report for the City of Salina by Wilson and C oapany, Engineers, in which an estimate of direction and the rate of growth of Salina was made. The calculated rate of growth indicates the entire area will b8 developed within forty years. Approximately S, 450 acres are included in the area which 1. slightly larger than the present S,2oo acres presently lying within the corporate limits of the City of Salina. -1- I I I I I I I I I I I I I I I I I I I Types of Public Land Uses The types of public land needs which will be required in this include park, school, water tower and fire station sites. Park Needs Both recreation areas, which encourage physical exercise and team cooperation, and esthetically pleasing parks which stimulate the mind and relax tension, promote the general health of the c1 tizens of the community. Parks add a touch of beauty to a city and this in turn results in increased city pride. Open green spaces add a coolness which is both actual and psychological. They aid in producing solid, intelligent citizens by providing an area where younger generations can develop their physical and mental powers. Well planned areas reduce street accidents by removing games from the city streets. They can aid in attracting large companies to a city. Parks reduce the feeling of crowding and create a setting for build- ings . Leisure time has multiplied by aboUt one third and the population of the United States has more than doubled since the first of the century. By 1975 there will be approximately 22S million people in the United States; there will be more children in school by 1975 than there were people in the United -2- I I I I I I I I I I I I I I I I I I I States 100 years ago. Our birth rate 1s over 3! million and due to increased longevity, the number of people over 65 has more than quadrupled since 1906. The demand for conveniently situated recreation parks and facilities of adequate dimensions will be far more insistant in the future than it is today and facilities designed today must be serviceable ten, fifteen or twenty years from now under economic and social conditions different from those of today. The National Recreation Association's Stanðards for Park Space ã~ìd- Distribution Adequate space within a city must be preserved for parks and recreation places. The amount of space alone is not a sufficient measure of adequacy; the distribution and the specific use of the land are also important factors. The National Recreation Association have set up categories of recreation space for which the amount of land and distribu- tion is of importance. They are classified by the Association as the play lot, the neighborhood playground and the playfield. The first category, the playlot, is for small children and its use is generally limited to large congested cities where no back yards are available for play space. -3- I I I I I I I I I I I I I I I I I I I The second category, the neighborhood playround, is the center of recreation activities for a neighborhood. A location adjacent to an elementary school is desirable. The playground should be within one-quarter mile walking distance of t~e area it ser~es and this distance should not exceed one-half mile. The desirable size of a playground is 10 acres whereas the absolute minimum size should not be less than 3 acres. A single p1ayfield should be available for each group of 20,000 population. It should have a minimum size of one acre per 800 population and is desirable to have at least a 20 acre site. Facilities suggested by the National Recreation Association are football, baseball, archery, swimming pool, outdoor theatre, band shell, recreation building, play appartus, soft ball, basketball, tennis, handball and volley ball. Spaces are needed for quiet activities, such as crafts and story telling. A section of the park should contain a playlet. It should con- tain low swings, a slide, a sandbox, jungle gyms, and space for running games. Night lighting should be provided in the play field. School Standards School site standards based on studies by several recognized agencies call for a recommended minimum site size for an elementary school to be 7 acres with a desirable size of 10 acresJ for a ..4- I I I I I I I I I I I I I I I I I I I Junior High School 20 acres is desirable and 40 acres is re- quired for a modern high school. These figures will vary to some extent depending upon the planned enrollment of the schoal.. The Sálina School Board has in recent years folloWed these standards generally purchasing a 7 acre site for elementary schools and 20 and 40 acres respectively for the new Junior and Senior High Schools. Joint School.Park Facilities When a school is locatèd in one area and a playground is located several blocks away, there is generally found a dupli- cation of recreational facilities and apparatus. Not only is there a waste of money and manpower from the duplication, but there is also a lack of use of both the small area at the school and the playground. A great economy can be realized in the purchase of the site. Utilizing the minimum desirable elementary school site of 7 acres and adding to it a 7 acre playground site which is a figure midway between the recommended minimum and desirable playground sit. size a total of 14 acres would be required for a elementary school-playground site. Whereas, the site sizes utilized to arrive at this 14 acre figure are minimum standards the complimentary factors which are realized when the two facilities are placed adjacent makes the 14 acre site a most adequate in size for a shcool-playground combination. -5- I I I I I I I I I I I I I I I I I I I In fact, twelve acres is considered the minimum desirable size for a school-neighborhood park site. Not only are public economics realized by purchasing a smaller desirable combination sites, but the land savings can be utilized for other purposes. It shall be remembered that land is not an unlimited commodity and should be con- served wherever possible. Fire Station Needs and Requirements A minimum of one acre sites spaced two miles apart is recommended for fire stations. The National Board of Fire Underwriters recommends a maximum distance of traveled miles from engine companies of one mile for commercial and industrial use, one and one-half miles from residential use and three miles from scattered development. These distances will vary in relation to population density, building intensities, pattern of streets and the relative degree of fire hazard. The requirement for one acre fire station sites is based upon: 1. 2. A trend to single story stations. More attention to the needs of firemen resulting in roomier quarters and facilities for training. Increase in apparatus and equipment space. 3. A smaller site size will result in insufficient parking, small rear yards for training, and in most instances no screen- ing from residential uses. The needed fire stations should blend in with the surrounding residential use. -6- I ~ § W' J ¡ I I I I I I I I I I I I I I I I I I I Water Tower Needs The present location and spacing of water towers in Salina dictates the need for two new water towers in the planning area on 30,000 square foot sites. Planning Area Map A map of the area has been prepared showing the approxi- mate location of all public land needs based on the foregoing standards. Grade School - Neighborhood Park Locations In determining the location of school-park site the attendance areas of the four modern grade schools (Hageman, Sunset, Stewart and aeusner) were delineated. One of the boundaries of each of these attendance areas is adjacent to the planning area and all are located in relatively new residential areas. The attendance area of each school is approximately 475 acres and the attendance averages approximately 600 pupils per school (l960-l96l). Hageman and Heusner each have an enrollment of 620 pupils whereas Sunset has a some- what larger enrollment possibly due to increased population density and the Stewart School attendance figure is low due to the fact that residential building in the area has not been completed. -7- I I I I I I I I I I I I I I I I I I I The attendance of tnese four school corresponds to the desirable pupil capacity per school which has been established by several authorities as ranging between 500 to 700 pupils. If each of the schools were in the exact center of their respective attendance area the maximum walking distance to the site would be 3/8's of one mile or midway between the National Recreation Association of a optimum walking distance of 1/4 mile and the maximum desirable distance of 1/2 mile. The attendance area figure of 475 acres was utilized in determining future school-park site for the following reasons: 1. It is consistent with the present attendance areas for modern ~rade schools in Salina, It provides a desirable pupil capacity per school 9 It conforms to the National Recreation Associa- tion Recommended Standards. 2. 3. In delineating area boundaries due regard was given to major trafficways, industrial areas, Schilling Air Base boundaries and land which is subject to flooding. In total eleven sites are required in the area. These are located as follows: Area 1. Bounded by Ohio Street, Crawford, Wayne Avenue extended and the flood protection levee. Area 2. Bounded by Ohio Street extended, the flood protection levee, Wayne Avenue extended and a southern boundary fixed so that the area encompassed will be 475 acres. Magnolia Road going east and west bisects the area, This street will eventually carry a moderate flaw -8- I I I I I I I I I I I I I I I I I I I Area 3. Area 4. AreaS. Area 6. Area 7. Area 8. Area 9. of traffic therefore the school site should be placed adjacent so school crossing could be controlled at one point. Boundeð. by U. S. 81, Ohio Street, a probable bou~d~ry of Stewart School, and a line fixed so t~at the area enc~mpas~ed will be 475 acres. The traffic problem which will exist because of Belmont Boulevard is s1milar to the one which exists in the Stewar"t School area. Bounded by the present city limits line, U.S.al, Schilling Air Force Base and the flood protection levee. The area is bisected by propossd Inter- state 35W, however, the area west of the Inter- state to the flood plan CQuld not support a school or could the area east of the Interstate to U.S. 81 support a schoel-park combination. Therefore, the school-park is located near where Magnolia Road crosses the Interstate thereby serving both areas. Bounded by Ohio Street, the flood protection levee, the southern boundary of A~ea 2 and a line fixed so that the area encompas~3s 475 acres. Bounded by the southern boundary of Area 5, the flood protection levee and Ohio Street. Bounded by proposed Interstate 35W, Ohio Street, the southern boundary of Area 3, and the northern boundary of the existing platted industrial area. Bounded by the southern boundary of Area 7, Inter- state 35W, the western boundary of Area 6, and a fixed southern boundary line. It will be noted that in Area 8 the acreage is increased to com- pensate for the industrial, commercial and public land uses which may occur in this area. Consider- able acreage is presently zoned for business and industry and eighty acres hnve been platted and partially developed for industrial purposes. Bounded by Interstate 35W, the southern boundary of Area 8, Ohio Street and ~ county section line road. -9- I I I I I I I I I I I I I I I I I I I Area 10. Bounded by Interstate 35W, a county sectlOJ\ line road, Ohio Street and a fixed southern boundary. Area 11. Bounded by Interstate 35W, the flood protection levee on two sides and the southern boundary of Area 11. In comparison to the existing situation it should be noted that at the present time 14 separate grade schools are maintained to s.rv~ art area approximately the same size as the planning area and in some caseS the walking distance is more than one mile. Thè planning area calls for 11 elementary schools which would b, within 3/8ts of one mile from most every home. High School-Junior High School and Playfields When the planning area is developed we can assume that since the area is slightly larger than the present City of Salina that the population of the area will be at least equal to the present population of Salina, Granted all of the area will not be utilized for residential use, however, it must be remembered that at the present time considerable land within the city limits is devoted to commercial, industrial, railroad and public use. With the doubling of the city population we can expect a corresponding increase in junior high and high school student population. By doubling the present Junior High attendance figure of 1,944 pupils and the Senior High attendance figure of 1,332 we arrive at the respective figures of 3,888 junior high students -10- I I I I I I I I I I I I I I I I I I I and 2,664 senior high students for the existing Salina area and the planning area. In planning for a facility such as a high school the entire populated area must be considered. It has been estimated that in the next 40 years 75% of the resi- dential growth of Salina will be to the south and 25% of the growth will occur in other areas. Utilizing this additional 25% growth factor we arrive at an estimated junior high school figure of 4,374 and a senior high school attendance figure of 2,994. TABLE I Public School Standards Junior High School Senior High School Desirable Pupil Capacity per school 800 - 1200 1200 - 2000 Desirable School Radius 1t miles 2 miles Location with Respect to Streets Major Major Site Coverage by Building and Parking 5 Acres 10 Acres Open Area 15-27 Acres 20 - 40 Acres Adjusting the Salina situation to conform to these standards it is apparent that an additional high school will be required within the next 40 years giving each high school an approximate enrollment of 1,500 pupils. As the distance from the southern area of the planning area to the present high school is slightly -11- I I I I I I I I I I I I I I I I I I I aver 6 miles, the second high school should be placed two miles south of the southern boundary, thereby obtaining the desirable rádius distance of two miles. Standards indicate that at least three junior high school. with an average attendance of 1,458 will be required or a total of 4 junior high schools with an attend~~ce of 1.094 is much more desirable. Utilizing the distance factor it is apparent that only one of these new facilities would like within the planning area, whereas, the second school would be in the area east of Sal ina. In computing the distance between Junior High South and thé southern boundary of the planning area the logical location for the required junior high school is very near the location of the required senior high school. The desirable location for a p1ayfield is adjacent to a junior high school or high school with a desired radius served equal to the junior high school standard. On the planning map a site of one hundred and twenty-five acres is shown facing on Ohio Street with its southern boundary facing onto the first section line road south of the air base access road. In contrast to element2ry schools and neighbor- hood parks, high schools and playfields should abut onto major streets because of the traffic which is often generated by thes. facilities. This area would accommodate a 40 acre high school site, a 20 acre junior high school site and a 65 acre playfield. The 65 acre playfield is considerably larger than the minimum -l2- I I I I I I I I I I I I I I I I I I I desirable site size, however, it approximately conforms to the standard of 1 acre of playfield per 800 population. The total area reserved is approximately equal to the area of Indian Rock Park and it must be remembered that the entire area of Indian Rock Park is to be utilized for park purposes and not also for a junior and senior high school site. Whereas, land économies can be realized by having combination school park sites the 40 acre standard for a high school has not been changed for several years and each year more and more high school site space is being utilized for automotive parking space. It would therefore seem reasonable that the 40 acre standard will be increased be- fore the Ichool will be constructed. The existing park acreages in Sålina and the propos~d park areas in the planning area fall considerably short the National Recreation Association standard of one acre of recrea- tion space per 1,000 population. Cities which meet this stand- &red generally have one or more large naturalistic areas which are near the city are often times maintained by the cou~ty, such as the lake parks found in Douglas, Shawnee and Pottawatom1e counties. Utilizing both the population served and the travel dis- tance to the playfield a second playfield should be located in the inside of the old channel of the Smoky Hill River, through which Albert Avenue would pass if it were extended, This area should also be conserved for recreational purposes because of the presence of natural vegetation which -l3- I I I I I I I I I I I I I I I I I I I includes a tree measuring 18 feet in circumferen~e and one of the few areas where unplowed prairie land still exists. The area is presently being utilized by the Boy Scouts of America. The naturalistic area should be preserved in its natural state and not subdivided nor if acquired for a park developed with ball diamonds and tennis courts. A minimum area of 20 acres is recommended and shown on the map. Fire Station Needs wi t1\i'ñthePlarmi:lg Area Utilizing distance standards set forth by the National Board of Fire Underwriters two fire stations will be required in the planning area. One of these stations should be located on U.S.81 north of the Air Base access road. The second should be located one and one-half miles north of Mentor on U.S.81. Water Tower Needs within the Planning Area At the present time the City of Salina is contemplating constructing a water tower in the northeast corner of Key Acres Addition, which is within the planning area. Land for this tower has been dedicated by the developer. The prese~t spacing of water tovers would indicate the need for one addition21 tower located in the projected high school playfield area. -l4- I I I I I I I I I I I I I I I I I I I TABLE II Total Public Land Needs Number of Sites Number of Acres Elementary Schools Neighborhood Parks 11 12 each Junior High School 1 20 Senior High School 1 40 Playfield 2 65 and 20 Fire Stations 2 1 Water Towers 2 .2 Other public uses such 8S a branch library, police station, sewage lift stations, etc. - - . - - - Total 132 20 40 as 2 .4 2~8 Total - . - 283.2 or 5.2% of the total area of 5,450 acres will be required for public use. For comparison purposes there are 330 acres of park land within the City of Salina, however, it is a distance of from 2 to 3 miles from some lots to the nearest park. TABLE tII Existing School Sites Name Area 1n.! Elementary Schools (14} Grounds Parkv1ew Hawthorne Phillips Whittier Bartlett Oakdale South Park of St. Johns Military School 60,000 sq. ft. 30,000 sq. ft. 50,000 sq. ft. 50,187 sq. ft. 111,650 sq. ft. 60,000 sq. ft. -15. I I I I I I I I II I I I I I I I I I I Existing School Sites - contt !.IE.!.. Name Area Franklin Sunset Lowell Hageman Heusner Grace Stewart Glennifer 85,800 sq. ft. 270,000 sq. ft. 89,600 sq. ft. 260,000 sq. ft. 290,000 sq. ft. 7 acres 160,000 sq. ft. Junior High Schools (2) Lincoln-Roosevelt 100,000 sq. ft. Junior High South 20 acres High School (1) Salina High School 40 acres Total acreage devoted to school sites -105 acres (Does not include 7 acres elementary school site recently purchased in the eastern part of Salina), In total there are 435 acres of land distributed in 25 separate locations devoted to public school and park use. The planning area calls for 277 acres of land in 13 separate locations. This means that there will be 158 less acres in 12 less locations to be maintained at public expense in an area whose total acreage is slightly larger than that of the present City of Salina. In the planning area all elementary schools will be located on 12 acre school-park sites which will be within a 3/ats to 1/2 mile walking distance as compared to the existing conditions where some schools are located on 1/2 acre site more than one mile from some pupils. -16- I I I I I I I I I II I I I Means of Acquisition Where a proposed public use is located in whole or t\ part within a subdivision, the entire area shall be reserve! by option for such use on all subdivision plans and plats; and the acquisition of such area shall be then secured by the City and the School Board. The acquisition of the land would have to be made with- in a period of two years after the date of acceptance of the final plat. The value of the land shall be the raw land value and shall be determined either by the records of the developer showing his purchase price of the land plus engineer- ing costs or at the option of the city the value shall be ea- tablished by three qualified appraisers, one of whom shall be appointed by the Planning Commission, one by the developer, and one of whom shall be mutually agreed upon by the other two. At the time of submission of the final plat the developer shall be asked by the Planning Commission if the developer knows of other means whereby the City and the Board of Education I I I I I I could acquire the land. Park Development Whereas, this is not a report covering the development of individual parks, it should be noted that there are several points where economies in park development can be realized. There is a modern trend among park designers to drastically reducQ the amount of streets within the park site on the -17- I I I I I I I I I I I I I I I I I I I premise that parks are for recreation and exercise. Walking is considered a very good form of exercise. If an individual is going to the park to playa vigorous same of baseball or tennis, he may as well gain additional exe~cise by walking several hundred feet to the facilities. The walking exerc1~'e is also gooà for the spectators. A reduction in streets in a park reduces the accident potential and creates more space which can be utilized for play space. The money saved by not paving an excessive amount of street can be utilized for other develop- ment features. Some streets ar~ necessary, for example, cars should be able to park close to picnic tables. Since public lands must be purchased before or at the time of development if the land is to be ac~lired for a reasonable price. This will mean that the c1 ty will have the b.nd before there is demand to develop it. This will be accompanied by city maintenance cost of weed mowing and possibly dust control measures. According to Dr. Raymond Keene, turf grass specialist at Kansas State Uni versi ty, should be planted with a mixture of brame and Kentucky 31 Fescue grass until the time of development. Lawn white clover could be adòed to add nitrogen to the soil. In large areas where fencing exists this land could be rented as pasture. Changes in the Planning Area Map In planning for such a large area over a long period of time there are many factors which may alter the proposed loca- tion of public facilities. For example, the development of a large mobile home court will vastly increase the elementary . -18- I I I I I I I I I I I I I I I I I I I school population density of an area, thus overcrowding a school. This would mean that a second school would have to be constructed closer to the first than is anticipated to re- Heve the school load. Lot size, and the amount of non-residential use affect the location of schools. There is also the possibility that the land west of Interstate 35W and south of the Air Base access road may develop before the area in the southern most end of the planning area develops. The plan must remain flexible and it should be noted that the ~eas located on the map are not pinpointed areas but are flexible to some degree. If it is im- possible for a developer to show on his plat a public site as indicated on the map, he may move the site several hundred feet (provided that this does not move it completely out of his subdivision) in order to alleviate platting problems. In the event a major change is desired by the city or the Board of Education, such as moving an elementary school-park from the sl te indicated on the planning map to a new location, they should be allowed to make this change, however, the de- veloper should have a minimum of six months public notice be- fore having to conform to the change. Public officials should know at least six months in advance of any change which they wish to make. A last minute change which would 1\ecessi tate replatting would not be fair to the developer. Statutory Requirements This report fulfills in part the State of Kansas statutory duty of the City Planning Commission regarding the formulation of plans and maps concern1.ng itself with the development of these -19. I I I I I I I I I I I I I I I I I I I s1 tes. Our predecessors had the foresight to provide for us fine parks such as Oakdale and Kenwood. If this generation of Salina citizens feel that we cannot afford to develop parks we should at least have the foresight to reserve land for the next generation. -20.. I I I I I I I I I I I I I I I I I I I A REPORT Prepared for and approved by the Salina City Planning Commission Public Land Needs PART II Coverin~ Public Land Needs to the Hart, East ahd West of the City of, ~alina I I I I I I I I I I I I I I I I I I I PtJBL!C! LAND NEEDS TO THE. NORTH, EAST AND WESt OF tHl c ìTY bF SALINA ~ipt~on of the Area This report covers all of the undeveloped land which lies within the flood control project north of Crawford Avenue and the area to the east of Salina which is above the flood plain. TIle land to the east is, for the most part, rolling term land. This area is approximately 100' higher in elevation than is the area which is enclosed within the flo~d control project. The Salina Municipal Airport which experla~ces both commercial and private air traffic is located in thi3 area. The area is accessible via section line roads. The major section line roads âre Country Club Road and Crawford Street which run east and west and Marymount Road and the road immediately to the east of the municipal airport which runs north and south. The road east of the airport is the first section line east of Ohio Street which runs north and south for any appreciable distance and as such will probably in the future be heavily traveled. In this area are located two golf courses, a university and a private school and a city cemetery. This eastern area is the same area utilized in the 1960 Sewer Report for the City of Salina by Wilson and Company, Engineers, in which an estimate of direction and rate of growth of Salina over a 40 year period was made. Types of Public Land Uses The types of public land needs which will be required In- elude park, school, and fire station sites. The standards used in determining the site, size and location are the same standards -21- I I I I I I I I I I I I I I I I I I I which were utilized in determining public land needs to the south of Salina. The means of acquisition would be similar the means of acquisition as described in the report concerning public land n~eds to the south of Salina. The Salina Municipal AirP2l"t The Salina Municipal Airport lies wi trin the eastern plan- nlng a::ea. The major north-south paved runway is 6,000 feet long and. \<15.11 support an approximate 28,000 pound single wheel load. The ."!tajorlty of the take-offs and landiaÊ~ 2.re made to the south and the most commonly used air traffic pattc::n is the standard left hand pattern. Under the county zoning plan an area on each end of the run- way are zoned for agricultural purposes which are in compliance with Federal Aviation Agency recommendations for airports handling or anticipating 707 class jet airliners. The agricultural zone plus the airport itself creates a barrier one-half mile wide and three and one-half miles long to city expansion to the east. The present runway does not have the strength or length to handle heavy jet traffic. Extending the runway to the south would be difficult because of terrain consideration. Extension to the north would eliminate Crawford Street as a major connecting artery between central Salina and the undeveloped area to the east of the airport. Extension of the runway to the north or reserving land to do so in anticipation of jet traffic would place several exist- lng homes in the area where the noise level of operating jets could reach the threshold of painful sound. The following is a letter from F.A.A. regarding the approaches to the Salina Municipal Airport. -22- I I FEDERAL AVIATION AGENCY I District Airport Engineer Room 2711,911 Walnut Street Kansas City 6, Missouri January 27, 1961 I I Mr. D. R. Preston City Planner City Hall Salina, Kansas I Dear Mr. Preston: I The new zoning as explained in your letter of January 23, 1961 (and the sketch attached to it) does, as you say, provide substantial protection in consideration of aircraft noise. We concur with your thinking with respect to the lack of necessity for considering the use of large turbo jet aircraft for Salina Municipal Airport. We do not predict such use. The availability of Schilling A.F.B. would be a factor in case there would be substantial requirements for facilities for civilian turbo jet air carriers. The future of this air force base is not known to this agency, and we presume must be determined by the military on the basis of their programs as they develop throughout the years. We do consider it wise to continue consideration of jet noise as you are now doing in city and county planning for affected areas in the approaches to this Base. It might be that our Planning Series No.3 might indicate some modifications of affected zones, which could be a relaxation from the zones affected by military aircraft. When the restriction of the growth of the City of Salina in the direction of approaches to the Base becomes a specific problem, it may be possible to more clearly predict the future of the Base so that modifications of zoning can be realistic. We do not, at the present time, see any factor that would cause us to forecast the need for substantial zoning to avoid jet noise by civil aircraft. I I I I I I With respect to Salina Municipal Airport, we believe that it is wise to zone in the present manner. If and when it appears desirable to consider modifications of the present zoning, consideration should be given to the smaller area that may be considered affected by the noise of piston type aircraft. This smaller area is 1000' each side of the extended centerline and extends 4000' from each runway end. Some zoning to the east of the presently zoned approaches would be necessary to cover the 1000' to the east. Do you also wish to take into account the diagonal sod strip which is probably used to some extent? If so, you may wish to consider certain zoning in approaches to this strip. I .1 I I I I I - 2 - I I The small area of land which you show in red as "area desiring to come into city" would lie outside of the area we believe would be affected by noise of piston type aircraft. There has been called to our attention the consideration of whether there would be a manner of preventing future complaints by residents in such areas even though from the standpoint of airport management, there was insufficient reason for such complaint. We have not given sufficient study to this to recommend a particular manner of dealing with this problem, but we do wonder whether, under applicable statutes, a way could be devised to withhold from a prospective purchaser the air rights over land being sold. If you have any thoughts on this, we would appreciate knowing them for our general consideration. I I I The largest aircraft for which use is presently approved at Salina Municipal Airport is the Convair 340. The present runway is also adequate for the F-27. We are thinking of this specifically for possible scheduled air carriers. We believe it possible that owners of DC-6 aircraft would probably not object to using the airport, but cannot at the moment predict what limitations would be placed on the DC-6 if it were actually proposed for air carrier use. We do, however, consider the present airport as being adequate to serve the needs of Salina for civil aviation in the foreseeable future. In our thinking, therefore, the noise area may be as described above (lOOO' each side of centerline and 4000' from runway end). The actual approach zone in which height restrictions should be limited by zoning are those for a "trunk' airport as described in Technical Standard Order Nl8. You will note, by the way, that modificatioœ to this Technical Standard Order are such that the trunk type now has the dimensions previously shown in this Order for "continental" type. We believe that you understand that for height restrictions and for noise consideration, the zoning for agricultural use is desirable but not absolutely necessary. We do consider it unwise in the noise area to allow residential development or construction of places of public assembly. I I I I I I We hope that this will satisfactorily answer your letter of January 23, 1961. If, however, you wish further discussion or specific attention to more precise areas, do not hesitate to request it. I Sincerely, I 6' ,ì . J ~ i r tfÍ-tt II)lll; IRQbert W. Clark District Airport Engineer I I I I I I I I I I I I I I I I I I I I I I I I The City of Salina should greatly appreciate the efforts to which the County Commissioners and the County Zoning Board have done in protecting the vital approaches to the city airport. It should be noted that the City of Salina has acquired flight easements which prohibit residential development in areas at each end of the runway which are 1000 feet wide and approximately 2,500 feet long. For purposes of this report the 2000 by 4000 feet area on the north end of the runway recommended by f.A.A. for non- residential development has been considered as non-residential land. Playfield A twenty acre playfield is recommended at the north end of the city flight easement. Twenty acres is the minimum recommended size for a playfield. This park will be slightly over one mile from Indian Rock Park by straight line distance and approximately two miles away by actual street distance. The area wi 11 not only serve as a central park facility for the residents of east Salina but is also a non-residential use which is an acceptable land use near airport approaches. A junior high school is not located adjacent to this playfield as was recommended in the report on public land needs south of Salina because of the incompatibility of schools with aircraft hazard and noise. Elementary School Attendance Area The size of attendance area for east Salina is going to differ substantially from the attendance area size in south Salina. The major factors which will cause this change is population density and family income differences in the two localities. -24- I I I I I I I I I I I I I I I I I I I Lots Per Gross Acre East Salina Upper Mill Heights Country Club Additions Claremont Rolling Hills Riker Manor .9 lots per acre 2~2 lots per acre 2.5 lots per acre 2.6 lots per acre 3.l lots per acre There are 950 lots on 390 acres in these additions for an average of 2.5 lots per acre. South Salina Gebhart Manor Schippel Shalimar Key Acres Belmont Southern View ~ South Field Worsley Jarvis Kraft Manor 2.8 lots per äcre 3.0 lots per acre 3.2 lots per acre 3.2 lots per acre 3.3 lots per acre 3.3 lots per aere 3.4 lots per acre 3.5 lots per acre 412 lots per 8.cre There àre 2,116 lots on 632 acres in these additions fbr an average of 3.3 lots per acre. The Salin~ Public School Planning Report of 1955 indicates that the bulk of the development west of U.S.81 Bypass averages four dwelling units per acre. In both east and south Salina it is a common practice to build one house on each lot. In an areà of 475 acres which is thè size of the attendance area utiiized to provide an ~lemêntarÿ SOhobl enrollment of approximately 600 pupils in south Salina we should find 1567.5 families using the density figure of 3.3 families per acre. Utilizing the east Salina density of 2.5 families per acre an area of 627 acres would be needed to accom- modate 1567.5 families. Elementary School Children Per Family The number of school children from each family varies both with the age of the neighborhood and with the income of the in. haM tants . -25- I I I I I I I I I I I I I I I I I I II I For example in a house to hOuse survey conducted in 19S5 the following figures were obtàined: In the vicinity of Crawford & Twelfth (A relatively old area) - - - - - - - - Element~y School Children per family .30 In the vicinity of K.W.U. (A fairly mature area) - - - - - - - -- North of Sunset School (A new area at that time) - - - - - - - .42 .73 These figures are taken from a city wide survey made in 1955 by Stanford University for the Salina Board of Education. The income of the persons living irt the three abo~e areas can be broadly classed as in the middle income category. primary reason for the diffdt!hce is ag~ of neighborhood. The It can be seen then that when a school facility is planned that at first it will experience an over crowded condition, gradually reach an optimum size and eventually fall slightly below optimum enrollment. It would not be wise to construct a facility to handle the large number of pupils generally associated with a new neighbor- hood but rather plan for a more stabilized neighborhood which generally comes from five to ten years after initial develop- mente The use of temporary buildings adjacent to permanent buildings is used in Salina and many other cities to handle the large number of pupils in new area. In broad terms the Salina situation would seem to average about .55 pupils per family in areas less than five years old (the .73 for the 5unset School area was much higher than the average in 1955); average about .40 pupils per family in areas from 5 to 20 years old and become -26- I I I I I I I I I I I I I fairly well stabilized between .30 to .35 in areas over 20 years old. This is generally true in single-family areas where the families are predominately within the middle income category. For example, Heusner School has an attendance area of approximately 475 acres which would then have approximately 1567.5 families. Calculated at the rate of .4 pupils per family the calculated enrollment would be 627 pupils. Actual fall en- rol1ment in 1960 was 619. If the size of the attendance area is not increased it can be assumed that the enrollment for this school in the next several years will remain approximately the same or experience a slight rise as there is still a small amount of new construction in the area. Eventually the enroll- ment will decline so that within 15 to 20 years we can expect an average pupil per family figure of from .30 to .35 giving an enrollment of from 470 to 548 pupils. Attendance areas utilized for planning school-park sites south of Salina were figured a 475 acres with an average .40 pupils per family. In his publication entitled "The School Neighborhood Nucleus" N. L. Engelhart Junior found that there is a marked difference in I I I I I :1 the number of school children per family depending upon the in- come of the family. He generally found that the average pupils per family for low income families was substantially higher than the average for middle income families and the middle income family average was higher than upper income brackets. Adjusting his figures to the Salina situation if the middle income average is .4 pupils per family in south Salina then the upper middle income population which is predominate in eas~ Salina should average .35 pupils per family. -27- I I I I I I I I I I I I I I I I I I I Planning Size of School Attendance For East Salina Due to the decrease in family density (3.3 for south Salina, 2.5 for east Salina) and the estimated decrease in pupils per family (.4 for south Salina, .35 for east Salina) the 475 acre plannlng size for south Salina will have to be substantially in- creased. The difference in density alone will increase the size from 475 acres to 672 acres and the difference in pupils per family will further increase the size to approximately 700 acres. Elementary Sch~ols Needs The Salina Board of Education has recently acquirèd a teven acre elementary school site near the north edge of Riker Manor Add! tion. No ne1.ghborhood paik is recoIt1I!\ënded adjacent to this school as the proposed playfield 2500 feet north of the Salina Airport can also serve as a neighborhood park for this area and also be utilized as a non-residential use in accord- ance with F.A.A. recommendations~ , Not counting cemeteries, flight eäseroehts, coileges or golf courses, the total buildable area encompassed by the Smoky Hill River, Crawford Street and the section line road east of the airport is approximately 740 acres. Approximately 40 acres in the vicinity of Mount Barbara Addition will probably still utilize Glennifer Hill School because of proximity giving a school attendance area for the Riker Manor School of 700 acres which should provide a school population of approximately 600 students. -28- I I I I I I I I I I I I I I I I I I I In the event the Country Club golf course should be developed residentially, and this is entirely possible, an additional student load of 100 pupils would be imposed upon the school. Thi swill still fall within the recommended standard of from 500 to 700 pupils per elementary school. Utilizing this attendance area pupils will not have to cross the two streets which will probably become the most heavily traveled traffic ways in the area: Crawford Street and the road east of the airport. In the normal course of development the northern portion of the area encompassed by the Salina Municipal Airport, Craw- ford Street, the Smoky Hill River and the Elks Country C1ub will deveiap before the elementary school in Riker Manor reaches maxi- mum capacity. Pupils from these initial developments would undoubtedly attend the Riker Manor School. As development proceeds to the northern edge of tha Elks Country Club which will probably take at least 10 years the capacity of the Riker Manor School would be full, Crawford Street would be carrying a considerable VolUFe of traffic and the distance to the school would be approaching two miles by street travel. This area encompasses only some 370 acres of land which can be developed. This would provide a school entol1ment of 328 pupils. A school site ~ll1 probably be required because of dis- tance. major streets and over crowding of the Riker Manor School. A small school-park site of eight acres is recommended near the northern boundary of the Elks Country Club so that in the event .29. I I I I I I I I I I I I I I I I I I I this country club should develop residentially the facility would be centrally located in a neighborhood bounded by Craw- ford Street, the Smoky Hill River, the Airport and Magnolia Road. This neighborhood would provide a school population of approximately 600 students. In the event the Elks Club does develop residentially plans should be made to acquire addition- alland at that time or plans should be made to develop the city owned flood land property in the northeast quarter of Section 30. A third elementary school will be required near the center of Section 16 to serve the school needs of Section 16 and approzi- mately 160 acres north of Country Club Road. The area encompassed here approximates 800 acres. At least 75 acres probably cannot be developed residentially because of the flood plain of East Dry Creek, railroad right-of-way and adjacent industrial land, and a junior high school site. A 12 acre school-park site is recommended near the center of Section 16. According to Wilson and Company estimates of rate and direction of growth for sewer expansion the Riker Manor and Parsons School (a county school at the intersection of Country Club Road and the road east of airport) should satisfy school needs for the next l5 years. Within the following 25 years two additional elementary schools will be required. No elemen- tary school-park site has been located east of the airport and suuth of Crawford. Sufficient residential development of this area to warrant the construction of an elementary school 1s -30- I I I I I I I I I I I I I I I I I I I probably from 40 to 50 years away and as such should be con- sidered to be out of the planning period. The three elementary school-park sites are centrally located in attendance areas bounded by major streets, the air- port and the river. Junior High School Site At the end of the forty yearpplanning period there will be approximately 750 children of junior high school age, how- ever, from the extremities of the projected growth area it will be more than six miles to the nearest existing junior high school. The addition of 750 students to present facilities would definite- 1y overcrowd these buildings. A twenty acre site is proposed on the road east of the airport in Section 16. The site is only one mile from the northern boundary of residential expansion and therefore from a distance standpoint the site could be moved approximately one-half mile south. The terrain on the proposed site has an existing grade of approximately 2%. The terrain becomes more rugged to the south approaching an existing grade of lOO~ one- half mile to the south of the existing site. The proposed facility can serve the calculated expansion area plus a con- siderable area which lies outside of this eastern planning area. A playfield is not proposed adjacent to the junior high school site because the playfield located 2,500 ft. off the north end of the runway will adequately serve the community recreational needs of the area. -31- I I I I I I I I I I I I I I I I I I I Fire Station Area At the present time most of the development east of the Smoky Hill River cut-off channel is without adequate fire pro- tection. Fire Chief Travis recommends a site near the inter- section of Marymount Road and Greeley Avenue. TABLE I Total Public Land Needs East of Salina Number of Acres Riker Manor Element£rY School Section 16 Eis~entary School-Park Section 20 ElEm~ntary School-Park Junior High School Site Community Playfield Fire Station 7 l2 8 20 20 1 68 Acres The seven acre Riker Manor site has already been purchased leaving a total of 61 acres to be acquired. The total residential area of the three elementary schools is 1,870 acres plus an additional 400 acres south and east of the airport which has not been included in an attendance area for a total of 2,270 acres of private land use development with. in the next forty years. Of this figure 420 acres have been platted leaving a total of l,850 acres of land which can be platted in the future. -32- I I I I I I I I I I I I I I I I I I I Public Land Needs to the North and West of Sö.lina . Parkview School is a temporary building on ground leased from St. Johns Mil1 tart School. 'the elementary school was plac~d on this site as an emergency measure to handle a popu- iation surge. The intent was to ciose the schoo1 and not re- new the lease after the surge was over. Students in the area would then attend Hawthorne School. The lease period is up in less than five years and for the last two years there has been an increase each year in enrollment at both Hawthorne and at Parkview. Utilizing a 1958 aerial photograph and the 1951 Hare and Hare Existing Land Use Plan it was found that 56 new dwellings were erected in the area encompassed by Pacific Avenue, Third Street, Euclid Avenue and Eleventh Street between 1951 and 1958. Since 1958 residential home building has occurred in the area including resident units on the grounds of St. Johns Military School, and an apartment. A trailer court is developing on the west end of Harsh Avenue. In the same area where fifty-six dwellings were constructed in a 7 year period there were in 1958 ninety-seven building sites. The majority of these sites have all public utilities and paved streets. The City of Salina's new policy of requiring more of the cost of public utilities and streets to be paid for by developers in new areas should place an increasing demand on these ninety-seven lots. There are numerous building sites outside of this area -33- I I I I I I I I I I I I I I I I I I I which are within the city limits, however, paved streets are not always available. Developers have tried to secure F.R.A. approval on the land west of Dry Creek and within the flood control project for plat- tlng purposes with no svccess. While no extensive platting is contemplated, if it does occur it will probably occur to the north and east of the present city limits. In summary it can be assumed that homes will be erected at a modest rate on the lots served by paved streets and utili- ties and some fringe development will occur which will be more pr~dorllinate to the east than to the west. With continued building in the low and middle income ranges, a decrease in student population cannot be anticipated. Probably the most desirable site for a permanent build- ing would be in the same location as the present building if a land purchase can be made. Other sites would be one block north on either side of U,S.81 or northea~t cf St. Johns Mili- tary School in the local of the Crescent Cabin Camp. A site immediately north would place the facility adjacent to Thomas Park. Several residences would have to be purchased and moved to make this site acceptable. Immediately west of this site across the highway is vacant land being utilized for nursery purposes. Because of the flood control levee the school-park relationship is not as desirable as is the relationship which exists on the east side of the highway and, also, the bulk of the students attending Parkview School live east of the highway. -34- I I I I I I I I I I I I I I I I I I I The third location which would include the Crescent Cabin Camp and/or the land immediately north of the camp is on an all weather road. This area is outside of the city limits and would be In- fringing upon the Stimmel School District. It is doubtful if any appreciable residential development occurs west of U.S. 81 between State Street and Crawford Avenue because of low land, Dry Creek and the blighting effect of the strip commercial uses found on U.S.8l. In the event some de- velapment occurs the student load could probably be handled by Whittier School. In 1955 Whittier School had an estimated capacity of 303 students with an enrollment of 300. By 1960 the enrollment had dropped to 210 and will probably continue to drop unless there is residential development west of U.S.8l. -35- I I I I I I I I I I I I I I I I I I I A REPORT Prepared for and approved by the Salina City Planning Commission PART III Street Needs in the Salina Èxpr.nsion Area I I I I I I I I I I I I I I I I I I I STREET NEEDS IN THE SALINA EXPANSION AREA The Area This report covers all of the undeveloped land south of Salina wi thin the flood control project and the anticipated expansion area east of Salina. Definitions The following are definitions of streets and street classes which were taken from "Suggested Land Subdivision Regula.tions" published by the Housing and Home Finance Agency in July, 1960, 1. Arterial streets and highwa1! are those used p:r;imr::ily for fast or heavy traffic, (can be brck"T. down into major and secondary thorcugh- f&re:3 . ) Collector streets are those which carry traffic from minor streets to the major system of arterial streets and highways, including the principal en- trance ~treets of a residential development and streets for circulation within such a development. Minor streets are those which are used primarily for access to the abutting properties. Marginal access streets ere minor streets which are parallel to and adjac3nt to arterial streets and highways, and which provide access to abutting properties and protection from through traffic. 2. 3. 4. The Neighborhood Unit Concept The neighborhood is the basic residential area of a city. To satisfy their individual needs, people require certain essen- tial elements in their physical environments. There are many definitions of a neighborhood, however, the essential charac- teristics of a neighborhood are fairly consistent. -36- I I I I I I I I I I I I I I I I I I I A good neighborhood will provide: 1. Attractive homes set upon lots with adequate yard space. 2. Homes on lots which face on streets forming an efficient local street system, but discouraging through-traffic. 3. An elementary school with recreation space for both children and adults. 4. A neighborhood shopping center with ample off- street parking with planting end high d~nsity reside~tial use acting as a buffer zone around the center. 5. A provision for church sites, The neighborhood concept provides for these needs and pro- vides a s~und basis for the locating and inter-relating various land use and circulation elements and also yields economical and social benefits to neighborhoods and the city at large. T~ese benefits are most evident when they ar~ la~king. For example, wh~n a major street bisects a n~ighborhood or school attendance area children must cross this street to attend school. To protect them from the traffic hazards re- quires extra public expenditures to provide school guards. MOreover, efficient flow of traffic is redu~Ðd, which is also costly. In addition, when schocls ~re loc~t~d more than one- half mile from residences and separRted from the residences by several busy streets, many parents prefer to drive their children to school, thus generating further traffic. Utiliza- tion of the neighborhood unit concept solves all of these problems. The neighborhood should have an internal system of collector and minor streets which discourages through-traffic and at the same time provide good internal access. Because heavily traveled -37- I I I I I I I I I I I I I I I I I I I ¡----Apartments I \ Homes -~ - -- -- - ----5c haal # Park \ \ \ \ \ _#.~M ajar Streets - _## NEIGHBORHOOD UNIT I I I I I I I I I I I I I I I I I I I streets constitute barriers of pedestrian movement they should serve as neighborhood boundaries so that within each neighbor- hood pedestrian movement is relatively safe and unbroken. Factors Against the Neighborhood Unit Concept in Kansas and Salina In undeveloped areas throughout Kansas and in the un- developed area around Salina the land is divided and bounded by section line roads. Each section contain 640 acres whereas the calculated elementary school attendance area for south Salina is 47S acres and 700 acres for the east Salina area. Section line roads generally become major trafficways when the area is developed residentially. For example, Ohio Street, Ninth Street, Cloud Street and Crawford Street are all section lines. To make these major trafficways circumvent neighborhood units ranging from 475 acres to 700 acres is a tremendous task. Many of the section line roads such as U.S. 81, Ohio Street, Magnolia Road, Marymount Road, Country Club Road and Crawford Street, either cannot be closed because of existing improvements or should not be closed because of traffic considerations. The closing of any county road probably cannot be accomplished while the area is in the county. It can pro.. ably only be done after the area is taken into the city and after all property adjacent to the road is served by another means of public access. Because of the problems involved of closing section line roads and because of the definite fixed nature of some of these roads, this report recommends the re-locating of only two short section line roads. -38- I I I I I I I I I I I I I I I I I I I Moving these roads will place the secondary arterials on the permlters of the attendance areas of schools 5, 6, 7 and e instead of bisecting the areas as is done by the present county roads, Closing of the existing road cannot be done until atter land is platted on both sides of the road and probably not until the area is within the city limits. The land will have to be platted as if the section line road does not exist. After land on both sides of the road have another means of public access the road can be closed. It is not necessary to close the entire road. The majority of the road can be platted as a residential street and be closed at occasional points. The diagram on the following page illus- trates how a road can be closed. ~~r Arterial Street and Highways Because of; future traffic volumes which may occur on the following streets a minimum of an 80 ft. right-of-way is recom- mended. 1. Highway U.S. 81 (9th Street). Even with the opening of Interstate 35W U.S. 81 can be expected to continue to be a major arterial way, bringing individuals from the southern area to central Salina. 2. Ohio Street Extended. Ohio Street is the first sec- tion line road east of U.S. 81 and as such can be expected to carry substantial traffic. Traffic on this arterial street will not be equal to that on U.S. 81 when the area within the flood control pro- ject is developed because the southern portion of Ohio Street leaves the area protected by the flood control system. -39- I I I I I I I I I I I I I I I I I I I THE CLOSING OF Þ COUNTY ROAD 1 Fi rst P I a t --------- --. 1--. --- - -- -- ------- --- -- - - -- - - - - -- _n - -- -- - - .-=-=--fi=-~:-=-==-=-=~-_o Fa r m ho us~~: IÍ() "\ C ou nty road Dedicated street line 2. Second Plat L- ---------- Dedicated street line 3. Closinq of the Street I L ! ! I I ___0 Un-improve strelt-- vaca ted L. '.) \-- , I I I I I I I I I I I I I I I I I I I 3. Belmont Boulevard. At the present time Belmont Boulevard is platted to intersect with U.S. 81 in Key Acres Addition. This intersection is south of the intersection proposed by Rare and Hare in 1951; corresponds to the intersection as shown in the 1958 BurwNin and Martin Street Report and is north of the air base access road. An agreement has been made that Belmcnt Boûlevard will extend into the quarter section of land to the south of Key Acres if this is desired by the City of Salina and the State Highway Commission of Kansas. The State Highway Commission does not recommend the diagonal extension of Belmont Boulevard to intersect with U.S. 81 at the Schilling Air Base Road. The following is á letter regarding this intersection: -40- I I I I I I I I I I I I I I I I I I I GEORGE DuCKING, Governor JOSEPH J, POIZNER Kan..s City JOHN D. MONTGOMERY Junction City RICHARD M. DRISCOLL Russell JACK L. GOODRICH Parsons G. I. ROBINSON Ellinwood LOUIS KAMPSCHROEDER Garden City State Highway Commission of Kansas MAURICE MAR TIN, Director of Highways W AL TER JOHNSON, State Highway Engineer TOPEKA Hovember 15, 1960 US-8l Belmont Boulevard Planning City of Salina Mr. Dick Preston City Planner City Hall Building Salina, Kansas Dear Mr. Prestons As Mr. H. O. Reed, Engineer of Jes1.gn, infor-.oeà you on Octo~r 31, 1960, the Traffic am Safety Department M8 revlew~d the plan showing the proposed corridor for the Belmol1 t BO'.ùevard and i t3 t:!xtension to a connection with present US.8l. \ve do not recommend the extension of the belt line diagonal as proposed to a fifth leg co~ction with US-~l at the Schilling Air Foroe Base Road intersection. Operationa~', this toY'[.IC of colLnection is undesirable wi thin any grade intersection, but particularly so when related to a dirldeJ facility and a busy intersection 3uch as tUs cae is. Our review would inàlcat~ that the ~roposed diagonal alignment should be altered to a north-south alignment approximately one-fourth .nile east of US.81 from the end of "he pr<:Jject for which pavement has ~en petitioned. It should then be extended on this north-soutl1 alig:1lllent to a colU"&&ction with th~ public road, wtdch is an east extension oi the Schilling Air Fvrc~ Base Road. All interchange of traffic in this vl1ll1ediate area ùetween the Belmont Boulevard arterial and US-8l, should occur at the int~rsection of US-81 and thE: Schilling Air Force Base Road. Additional channelization 1s recommended within this inter. section as ..e n as improvement ()f the east leg of the intersection. Future extension of the Belmont Bou.levard facility farther to the south to a connection with Ramp A and Ramp B of the Interstate facility could be accanplished when required by traffic delland, by extension south on the same north-south align- ment and then altered on a. suitable diagonal alignment including US-81 roadway separations and to connections with the one.way Ramp A and Ramp B roadways of the Interstate J5W facility. When tt.e project w~uld be extended in this œanner, a right turning ramp would be required from RatIIp A \..In the east side of 05-81 for the inter- change of traffic from Ramp A to the northbound roadway of US-81 and an off-ramp would be needed to han:1letraffic desiring to travel back south on US-8l. I I I I I I I I I I I I I I I I I I I Mr. Dick Preston -2- November 15,1960 In our opinion, any proposed extension of the Belmont Boulevard corridor south of the Schilling Air ¡"oroe Base Road along with separél.tions of US-81 can only be justified on the basis of future traffic demands. The initial routing of the ccrridor and th~ east-west connection to US-81 should handle traffic demands at this location with channe1if.ation of thE: 05-81 and Schilling Air Force Base Road intersection for many years in. the future. It is noted that the plan- ning is such that thr~e (J.) major facilities will be available to traffic in a re1ativ~ly narrow corridor width for a length of approximately two (2) miles south of the present city route junction, to handle traffic vo1UJ!1es that probably will only justify a facility such as 1-35 in this corridor, in addition to the present US-81. It is also noted that the manner in which the Belmont Boulevard routing is deflected west from the Ohio Street alignment may not adequately service areas approx1mate~ a mile to a mile and one-half east of US-Rl as they develop in the future. Extension of the Belmont Boulevard facility to a connection with the Interstate 35'Ñ Highway may be difficult to justify wi thin a reasonable time in the future. HoweVtlr, your proposal represents excellent planning of the Saline County Planning Commission and your office, and we certai~ welcome this opportunity to be of assistance with this important arterial street planning. Very truly yours, CLAUD R. 1-1eCAMNENT Director of Safety Kansas Highway Commission ~ . .~ ~<' . A. J. -13ÃSILE Engineer of Traffio Services AJB I bls CCI Mr. H. O. Reed, Engineer of Design Mr. R. O. Skoog, Zngineer of Urban Highways Mr. W. D. Wollam, Division Engineer, Salina I I I I I I I I I I I I I I I I I I I ance with the Highway Commission letter would cause the traffi- Extending Belmont Boulevard south of Key Acres in accord- way to leave the power line at the southern edge of Key Acres Addition and alter to a north-south axis. It would then parallel U.S. 81 and Interstate 3SW. It does not seem poss- ible to justify three four line trafficways in this area, all going in the same direction and being located only one-fourth mile apart. the construction expense of continuing Belmont Boulevard south, It is doubtful that the city could justify either or a 100 ft. right-of~way dedication from the developer. lines. but he will also have to use another method to treat the power Not only would this dedication be costly to the developer increase the paving assessment of the adjoining property. Extension of Belmont Boulevard would also unnessarily 4. Crawford Street. Crawford Street is the first major east-west road north of both Schilling Air Force Base and the city airport, and a connecting link with the City of Salina and Interstate 35W. For these reasons Crawford Street will continue to be a major cross-town thoroughfare and should have an 80 foot right-of~way. 5, East Airport Road. The first section line road east of the airport is two miles east of Ohio Street. Marymount Road which is the section line road between the East Airport Road and Ohio Street cannot be extended north or south for any appreci- able distance. Ninth Street and Ohìo Street which are primary north-smlth route3 in Salina are only one mile apart. The growth of Salina to the east will necessitate a major north-south trafficway in the vicinity of this ea~t airport road. A traffic- way is recoIO..."tlended which \ATillconne<::t the l'1entor Interst~te 35W interchange and the Niles Interstate 75 interchange. This facility will not be completed for several years, however, anticipating a treat- ment similar to Ohio Street a 100 ft. right-of-way for the trafficway should be secured as the land is platted for development. .4?~ I I I I I I I I I I I I I I I I I I I Secondary Arterial Streets A minimum of a 60 ft. right-of-way is recommended for secondary arterial streets. 1. Edgevale Drive. Edgevale Drive as platted in Faith Addition connects with Ohio Street as the first intersection south of Crawford Street. In the eastern part of Faith Addition, th~ street turns to a north-south alignment. This street should continue south along the flood protection levee. The distance this street will be from the levee wi.11 vary depending upon how close homes can be constructed to the embankment. Edgevale Drive should be maintained as close to the levee as is possible so that it will skirt neighborhood areas rather than bisect them. A limited number of residences should be be- tween Edgevale Drive and the levee. If there were no homes between the levee and the street the bulk of the street cost would be upon the city at large, This drive begins and terminates in one section of future Salina and will be used mainly by the residents of the area, therefore the land should be platted so that the bulk of the improvement cost are assessed against private property. A marginal access road serving the lots front- ing Edgevale Drive and backing on to the levee should be encouraged. A cul-de-sac treatment with a limited number of lots on the east side of the street could also be utilized to prevent numerous back-out drives leading on to the east side of this facility. 2. MagnoJ.1a Road. The post tion of Magnolia is fixed with the Interstate 3SW crossing, land platting on both the north and south side, the flood con- trol internal draìnage course and the Smoky Hill River Bridge. The western extension of this road 1s prohibited by Schilling Air Force Base. Magnolia Road leaves the southern planning area and enters the eastern planning area via a new bridge over the Smoky Hill River. 3. Cottonwood Avenue. Cottonwood Avenue is on the southern boundary of Key Acres Addition. On its eastern end it connects to Neal Avenue in Bonnie Ridge Addition. Neal Avenue should be extended eastward from Ohio Street to form a boundary be- tween neighborhoods two and five. ..-4;1- I I I I I I I I I I I I I I I I I I I 4. Schilling Air Force Base Road (East of U.S.81). From a point 1000 ft. east of the intersection of U.S.81 and the Schilling Air Force Base Road it is recommended that the road be closed and the secondary arterial moved one-quarter of a mile south. This will free the elementary attendance area five of any bisecting arterial streets and free attendance are~ seven from any east-west arterials. s. The Sandpit Road. There are no definite ties on the S&ndpit Road. It should be shifted south to become the e~terial street boundary between neighbor- hoods eight and nine instead of bisecting neighbor- hood eight. 6. The Section Line Road between areas nine and ten is presently the on boundary of areas nine and ten and should ramain in this position. This road and the road between areas ten and eleven will probably experiance very little traffic becausa of their short length. 7. Country Club Road. Country Club Road because of its position and present use it will continue to be a major street. ~ajor Collector Str~9ts 1. Highland Avenue. The Eightr. Street-Highland Avenue route is one of the few routas in Salina which ex- tends in a north-south direction from Elm Street to the southern city limits. When increasing traffic demands congest Ninth Street which is one block west of Highland-Eighth Street, more and more traffic will utilize the Highland-Eighth Street route. When traffic carrying capacity of both Ninth Street and Highl~.d Avenue is reached a system of one way streets from Elm Street to Cloud Street could be instigated. The importance of Highland Avenue to the City of Salina south of the present city limits will diminish since it will be paralleling four-lane U.S.81 which in turn will be paralleling Inter- state 3Sl,'-'. Highland Avenue should be continued south where it will serve as a collector street. Since access is limited on U.S.81 a street para- lleling it or a frontage road is necessary. The south industrial area prevents the extension of Highland Avenue south through this area. -44- I I I I I I I I I I I I I I I I I I I 2. Quincy Avenue. At one time the Quincy-Front- Oakdale Avenue route was one of the more import- ant north-south routes in east Salina. Ohio Street is now the major arterial street in east Salina. Quincy Avenue presently terminates with its junction of Belmont Boulevard and the rail- road right-of-way. Developers undoubtedly will want to back lots to this railroad right-of-way as development continues south and they should be encouraged to do so. Access to this future street from Quincy Avenue can be made via Sax- wood Drive. Because of platting and public land needs Fourth Street which has been fallowing the railroad tracks in the City of Salina will be interrupted in Key Acres Addition. 3. Shalimar Drive. This street begins in Shalimar Addition and will channel traffic into Ohio Street north of Wayne Avenue. As the street ~~ extended it should be angled to the southeast where it can collect traffic from neighborhoods two and five. It should not parallel Ohio Street as it continues south. 4. Marymount Road. This is a section line road, however, due to its short length which is caused by terrain and the Smoky Hill River, its primary function will be to provide access between neighborhoods and collect traffic which will flow into the major arterials; Crawford Street and Iron Avenue. s. Other Collector Streets. Consideration should be given to where individuals residing in a neighbor- hood wish to go in their automobile when they leave their homes. For example, persons living west of Ohio and east of the railroad will generally wish to travel east to Ohio Street and then north, there- fore if a diagonal element is introduced the axis of the street should be in a southwest-northeast line. The opposite would be true on the opposite side of Ohio Street. Minor Streets In the layout of minor streets access to the abutting property must be considered. The streets should be so designed that they service all lots and at the same time discourage heavy traffic through the residential area. - . -45- I I I I I I I I I I I I I I I I I I I The use of curved streets discourages rapid through traffic. Also by the use of curved streets a minimum number of lots need to face on arterial streets even though these major streets may encompass the property on two sides which adds to the safey and efficiency of the streets. The use of curved streets also permits the use of three-way intersections which are safer than the conventional four-way intersections. First of all the three-way intersection discourages fast traffic through an intersection in that the individual driv- ing on the street which does not go straight through must slow down in order to turn the corner. The points of traffic collision points is reduced from 16 points for a four-way intersection to 3 points for the three-way intersection. A study in California has revealed that three-way inter- sections in residential area are approximately 8~~ safer than the four-way intersections. A dangerous traffic pattern results when "jog" inter- sections are used, therefore all intersections should be l25 feet apart. The use of intersections which intersect at angles other than 900 should be discouraged. These intersections do not have the good visibility which is found on right angle corners and the probability of an injury accident is increased because as the angle increases from 900 toward 1800 the traffic on the cross street comes closer to being "head on" traffic than cross traffic. \~en a developer has jog or acute angle intersections on a plat and states that this is the only way -46- I I I I I I I I I I I I I I I I I I I Section Line Road F£:W L 0 7.5 FRON 1 ON MAJOR .s 7REET School- Park COLLEC TOil .s 711£:£:7 + QUARTER SECTION STREE T r:: 400' LAYOUT +-' ~ ~ L +-' tJ) 0 ..c: 0 I I I I I I I I I I I I I I I I I I I TYPES OF INTERSECTIC)NS AND THEIR RESULTING TRAFFIC PATTERNS~ I ~ L I L ~ L . >(II I I I' 125'-- I I , I I Four way Three way Dangerous Intersection Intersection Traffic 1<3 Collision 3 Collision Pattern Points Points STREETS SHOULD INTERSECT NEARLY RIGHT ANGLES. AT ,---r---'---- I I I I : I I I I I ----r I I I ) LBAD 1. Poor visibility to the right. 2. Difficult turn 3 ApproachIng "head.on" collision 4. Odd shaped lot 5 Excessive intersection distance to cross. BETTER ~(Taken from SJ.!Ç)g~ J-anc1 Subdivision Regulations Housing and Home Fi nance Agency July, 1961) I I I I I I I I I I I I I I I I I I I that it can be platted, his statement should be seriously questioned because when dealing with fairly level terrain the absolute necessity of jog or acute angle intersections is extremely rare. Curve portions of curvi-linear streets should not inter- sect other curves. If it is necessary for a linear street intersect a curve the linear street should be radial to the curve. This type of intersection should not be used on curves whose center line radius is less than 300 feet. The minimum center line radius for a minor street should be 100 feet. If at all possible the point of tangency of a curve should not be at the intersection but be back from the intersection a distance equal to the front yard set-back required by the city. Where the end of a block faces on a major street lots should be platted so that they front on the minor street. Where the end of a block faces on a minor street the lots should be platted as "plug" or end-of-block lots, if the lots across the street face on to this minor street. This wi 11 pre- sent the facade of a house as a view from the picture window across the street instead of a view of a rear easement line with it accompanying telephone poles and garbage cans. Marginal Access Streets Employing the use of curved streets to reduce the number of back-out drives on a major street has definite limitations and even by employing it to its fullest advantage it~ places -47- - - - - - - - - - - - - - - - - - BAD GOOD BETTER Numerous driveway No driveways onto the No driveways onto the entra,:",ces onto the arterial street. arterial street. Streett arterial street. Street intersections intersections are 600+ I are 300+' apart. with a decrease in total ~~st. ..J I I J I L : I : I I I I I I I I I I I I I I I I I J -. I . - . - I I I I : to 0 I I I I I I i : ,: --t: ¡ :=t: --=t--! I I'~ I 1- . . - I-. - - I I I I 0 I I I I 0 .ttO 0 -M' - . ¡ -~- - t- ¡ -=t- -, - : I I I I I I 0 '_0_0. I I I - I I' I '. 1,- ' - "I ,-¡- \.~...-.) ,\r" I -, I ,'" '. OJ I . , . ' , . . STREE 1. - -L - - - - -- -- -- ---E-~~Q~ - - - -'1---------- --------~Q---- -- ---- -:i I I o- r J I I I I I I I~': :t.::: ~-- -- - -ARTERIAL (t; ___n- - _.c~:.:.:~. ~ - ------n_...Ø. Minor Street i ! I ! ,-I! ! ! t I i I I i I I REVERSE FRONTAGE LOTS A good solution FRONTAGE ROAD A good solution METHODS OF PLATT I NG LA ND WHICH A BUTS ARTERIA L STREET. OR AVENUE. UPON AN - - I I I I I I I I I I I I I I I I I I I intersections every three-hundred feet on the major streets. The most commonly used types of frontage roads are the frontage lots and the use of culs-de-sac. The use of margin- al access streets places points of access at any specified point and at any desired distance. The developer generally does not like to include marginal access roads in his development because it means double front- age lots which in turn means that the property is assessed for the paving cost of two streets. The use of the cul-de-sac treatment reduces this double street cost and in some cases can provide more marketable frontage with less linear feet of pavement. Statutory Requirement This report fulfills in part the State of Kansas statu- tory duty of City Planning Commission regarding the formulation of plans and maps which must include adequate provisions for traffic. -48- I I I I I I I I I I I I I I I I I I I A REPORT Prepared for and approved by the Salina City Planning Commission PART IV The Location of Commercial Areas in the SalinaExpansio~ Area I I I I I I I I I I I I I I I I I I I THE LOCATION OF COMMERC IAL AREAS IN THE SALINA EXPANSION AREA **** The Nature and Objective of the Report This report is to be considered as a sketch plan rela- t1ve to the location of commercial areas in the Salina expan- sian area. The report does not concern itself with the exact size of various commercial sites, but rather provides the general location for commercial areas within the expansion area. The basic objective of this report is to recommend the location of various types of commercial areas to (1) protect residential neighborhoods from the intrusion of un- desirable commercial use) (2) improve major street capacities through proper location of commercial use; (3) protect the in- vestment of existing and future commercial areas and to improve the City of Salina's economic welfare and tax structure through the promotion of stable commercial areas; (4) assure convenience to the citizens by providing commercial areas in the right loca- tion to conveniently serve them. Types of Commercial Areas Various types of commercial areas are defined as follows1 1. The Regional Commercial Center. The Regional Commercial Center is a commercial area, which services net only the districts within the city proper but also provides com- mercial services to a trade region which lies outside of the city boundaries. -49- I I I I I I I I I I I I I I I I I I I 2. The Community Shopping Center. The Community Shopping Center is the commercial area for outlying sections of a city. Whereas the neighborhood shopping center is based upon the neighborhood unit whose focal point is an elementary school, the community shopping center is based upon the community unit whose focal point is a high school. This type of center mav include such facilities as a bank, telephone offices, motion picture theaters and other elements which are not generally found in neighborhood shopping centers. The Neighborhood Shopping Center. The Neighborhood Shopping Center provides the day-by-day commodities for the direct convenience of a limited population. A neighborhood shopping center should be in or ad- jacent to each neighborhood unit. 3. 4. Strip Commercial Development. Strip commercial de~elap- ment is commercial development which occurs in strips along major trafficways. Existing Commercial Areas in Salina The Regional Commercial Area Downtown Salina not only serves persons residing with. in the city but also serves as the major commercial center for surrounding towns and counties. It is downtown Salina, not the shopping centers, which is the powerful drawing force which attracts customers to Salina from throughout the trade area. As the concentration of the largest amount of com- mercial floor space, and as the location of the broadest of financial, professional, personal and business services, downtown Salina, must be maintained and improved in order to maintain and strengthen the economic base of the city. The Sears Center is located on the southern extremity of downtown Salina. By virtue of its location and the nature of the development the center complements and contributes to -50- I I I I I I I I I I I I I I I I I I I the regional drawing power of downtown Salina. At the same time it offers heavy competition to downtown Salina due to the nature of the merchandising, the center's design and its location as an intercepter business (located between customers and their most common destination -- work, downtown shops and stores, recreation, etc.) As such it serves as a contribut- ing factor in the speeding of the decline of the northern portion of downtown Salina. I Commercial Areas South and East of Downtown Salina Sizable neighborhood shopping centers, or vacant land which is zoned for local business, is found in the following areas: On Crawford Street from Front to Ohio Street. The intersection of Ninth Street and Cloud Avenue. The intersection of Wayne Avenue and Ohio Street. The intersection of Crawford Street and Marymount Road. The intersection of USBI and Belmont Boulevard. The intersection of Crawford Street anœUS8l, and the intersection of Iron Avenue and Wisconsin Avenue. The average distance between these centers is between a mile and one-quarter and a mile and one-half. The average distance between these centers is between a mile and one-quarter and a mile and one-half. This average distance is lower than necessary. One of the primary reasons for this low figure is the close proximity of the commercial area at Ohio and Crawford Street and the area at Crawford and Marymount Road. The separation distance between the two areas is seven-tenths of a mile with no appreciable residential de- velopment possible between them because of the flood plain of the Smoky Hill River. -5l- I I I I I I I I I I I I I I I I I I I The commercial area at the Marymount and Crawford inter- section would be better located further east on Crawford Street where it could still service two neighborhood, act as a buffer between the airport and residential development and could include allied airport commercial development such as. 1. 2. 3. 4. s. 6. Airport Motel Restaurants Rent-a-car service Aviation and airline schools Aerial survey companies Aviation research and testing laboratories While offering enough competition with downtown Salina to require downtown merchants to utilize good merchandising prac- tices, the primary business and function of these areas is pro- vi ding commercial convenience to the neighborhood residential areas. Community Shopping Centers At the present time downtown Salina serves as both a regional commercial area and a community shopping center. Until such time as there is a need for a second high school in Salina there is not a need for a second community shopping center. In the report on public land needs to the south of Salina a second high school is located one-half mile east of the existing south industrial area. A sizable oom- mercial area could be located in such a position as to serve as a community shopping center and to act as a buffer zone be- tween the industrial land and future residential development. -52- I I I I I I I I I I I I I I I I I I Future Neighborhood Shopping Centers Following with the neighborhood unit concept it can be seen that several future neighborhoods (school attendance areas) are already served by existing commercial areas. Future Neighborhoods and Existing Commercial Areas Neighborhood Commercial Area Number One The intersection of Ohio and Crawford and the intersection of Ohio and Wayne. Number Two The intersection of Ohio and Wayne. Number Three The intersection of Belmont Boulevard and US 81. Number Four The intersection of Belmont Boulevard and US 81. Number Five Not presently served. Number Six Not presently served. Number Seven Not presently served - to be served by the community shopping center adjacent to the south industrial area. . ! Not p~esently served. to be served by the community shopping center adjacent to the south in- dustrial area. Number Eight Number Nine Not presently served. Number Ten Not presently served. Number El even Served by Mentor, Kansas. Two neighborhoods east of the Smoky Hill River and east of the east airport road. The intersection of Marymount Road and Crawford Street. The neighborhood east of the east airport road. Not presently served. II -53- I I I I I I I I I I I I I I I I I I I With the development of a community commercial area 1n the vicinity of the south industrial area it can be seen only neighborhoods 5, 6, 9 and lO and the neighborhood east of the east airport road are not presently served by commercial areas. The commercial area to serve the neighborhood east of the east airport road should be located between the existing indus- trial area and future residential development. The industrial area is located at the intersection of the Missouri Pacific Railroad and Country Club Road. The commercial area should be to the south and west of this east industrial area which would place it in the vicinity of the intersection of the east airport road and Country Club Road. The commercial area to serve neighborhoods five and six could be located at the intersection of Ohio Street and the secondary arterial street which separates neighborhoods five and six. Such a location will place it closer than one mile to the community shopping center, and will add congestion to the high school intersection. The preferred location for the neighborhöod shopping center would be at the intersection of the seconðáry arterial street which divides neighborhdòds five and six and the proposed street which follows the levee. In this location the shopping area will be located where there is sufficient capacity to carry the traffic generated by the center. It will be far enough away from the community shopping center so that both centers can carryon healthy commercial activities. In this location -54- I I I I I I I I I I I I I I I I I I I it will not add to the congestion which will be generated by the high school on Ohio Street. It will conveniently serve the adjacent neighborhoods. The commercial area to serve neighborhoods nine and ten should be located on the section line road which separates the two areas. A location at the intersection of this road and Ohio Street would not be satisfactory because Ohio Street at this point is east of the flood protection levee. Location at the intersection of the collector street and the section line road will provide a central location for both neighbor- hoods, will give it sufficient separation from the community commercial center. Each of the neighborhood shopping centers should furnish the day-to-day needs of the residents of the area. Ample off- street parking should be provided and the parking should be completely off of the street. Curb-cut parking actually amounts to a row of back-out drives onto an arterial street. Even though the property upon which the cars park is city property, it is almost impossible for the city to utilize this property for street widening purposes once the area has been established as a parking area. Factors in Favor of Shoppi~~ Centers as Opposed to Strips of Commercial Developments Along Major Streets 1. Real Estate. a. Strip Commercial: Inflated land valves result in a large amount of unproductive land. Strip develop- ment has a large perimeter which abutts on many residential properties lowering their value. The development has no definite boundary and the use of contiguous land remains uncertain. The "strip" -195- I I I I I I I I I I I I I I I I I I ,I b. is generally a mixture of residential and com- mercial property which normally depreciate the land for both purposes, Shopping Centersl The compact arrangement re- duces the perimeter of the commercial use, thus limiting the contact with residential properties. Normally the boundaries are definite which per- mits the use of some type of buffer. There is generally no question as to the future develop- ment of the surrounding area. 2. Commerce. a. Strip Commercial: The only attraction of the business is its own goods or services, These uses are at a definite disadvantage when com- peting with shopping centers, hence many of the enterprises are marginal in nature and add little to the shopping selection and tax base of the city. b. Shopping Centers: The combining of many goods and services in one compact location has a greater customer drawing power than scattered commercial facilities. 3. Pedestrian Traffic. a. Strip Commercial: Development on both sides of a busy street often requires the customer to use the street to get from one shop to another. This presents a traffic hazard as wsll as impeding successful merchandising. b. Shopping Centers: The consumer does not have to use major streets to get from one shop to another. 4. Vehicle Traffic. a. Strip Commercial: Vehicles turning out of many access points interrupt the flow of through traffic and may necessitate the widening of streets. This would require the purchase of expensive commercial frontage. Off-street parking generally presents some complications. The efficiency of the street as a through trafficway is reduced to as much as 1/4 of its design capacity and the accident rate may be double that of a similar residential street. It is generally difficult to obtain multi-use of parking. b. Shopping Centers: There are generally fewer access points and off-street parking is available. Multi- use of parking is possible. 3. Community Services: a. Strip Commercial: Long service alleys are often re- quired. The scattered locations present a difficult and expensive problem of providing necessary police protection. b. Shopping Centers: Shorter alleys or no alleys at all are required. Police protection can be more efficient and economical where commercial functions are grouped together. -56- I I I I I I I I I I I I I I I I I I I Harold Marks, Subdividing for Traffic Safety. "Traffic Quarterly" July ì 9S'i Alan M. Voorhees, Developing the Transportation Plan. 1960. Dal e E. Dugan, Plannin, Public Transportation racilit1es. 1961. Public Administration Service. Determining Street Use. 1958 I I I I I I I I I I I I I I I I I I ) Letters, To: Tot A local developer from Fred H. Mann, Director Federal Housing Administration, Topeka, Kansas. City Planner from State Highway Commission of Kansas. City Planner, from Federal Aviation Agencv. To: Urban Land Institute The Communi tv Builders Handbook. Urban Land Institute, Washington D.C. 1960 Williams, Wayne R. Recreation Places. New York. Reinhold Publishing Coip~1958. Hare & Hare, City Planners Salina, Kansas, City Planning R~~ort, Kansas City, Missouri. 1949-1951. Wilson and Company, Engineers and Architects. §ewerage Study for Salina, Kansas 1960. Planning Report 1955. Salina Chamber of Commerce, Thumb Nail Facts - Salina, Kansas 1960. Burgwin and Martin, Consulting Engineers. Traffic and Street Needs for Salina, Kansas, 1958. City Planning Commission, Topeka, Kansas. Master Plan, M~jor Traffic Thoroughfare Topeka, Kansas. 1958 Federal Housing Administration Neighborhood Standards, 1957 Suggested Land 5ubdivision Regulations. 1960 I I I I I I I I I I I I I I I I I I REFERENCES Bu~l.r, George D. Recreation Areas, Their Design and Equipment Second Edition. New York. Ronald Press Company, 1 958. Educatlcmal Consul ~ants. ~~~n~C~~~l::o~:~~o;~~ ~:~;~~:la 1957 . The Public Schools of Salina, Kansas Sta~ford, California, 1955. (With 1960 Salina School enrollment figures) Gallion, Arthur B. The Urban Pattern. New York- D. VanNostrand Company, 1950. Heeb, Larry "Planning School Buildings for Community Use"» University of Kansas Bulletin of Education. May 1959. l3t 100-103 Subdivision Regulations of: Kansas City, Missouri 1954 Manhattan, Kansas 1959 McPherson, Kansas 1960 Topeka, Kansas Wicht ta, Kansas Tulsa Metropolitan Area Planning Commission. 1975 Metropolitan Tulsa Fire Station Needs. Tulsa, Oklahoma Recreation Land Needs. . 1975 Metropolitan Tulsa Public 1960, Tulsa, Oklahoma. School Needs. 1960. this report include: . 1975 Metropolitan Tulsa Public Tulsa, Oklahoma. (Authorities cited in a) North Central Association of Colleges and Secondary Schools. b} National Council on Schoolhouse Construction. c) Guide for Planning School Plants. Dashville, Tennessee. Peabody College. 1958)