South 9th St. Corridor Study
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SOUTH NINTH STREET CORRIDOR STUDY
FINAL REPORT
Submitted to:
CITY OF SALINA, KANSAS
COUNTY OF SALINE, KANSAS
October, 1997
Submitted by:
BUCHER, WILLIS & RATLIFF CORPORATION
CLARION ASSOCIATES
....... BUCHER, WilLIS & RATLIFF
......~ CORPORATION
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SALINA/SALINE COUNTY, KANSAS
SOUTH NINTH STREET CORRIDOR STUDY
FINAL REPORT
TABLE OF CONTENTS
October, 1997
I. Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
II. Methodology of the Study. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3
III. Existing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5
IV. Development Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14
· Commercial
· Industrial
· Mixed-use
V. Corridor Development Plan .................................................... 21
· Land Use
· Traffic and Transportation
· Utilities Infrastructure
· Fiscal Impact
VI. Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25
Traffic Issues
Road Improvements
Jurisdictional and Regulatory Issues
Fiscal Issues
APPENDICES
Appendix A
Appendix B
Appendix C
Appendix D
Revenue and Tax Spreadsheet
Infrastructure and Public Financing
Traffic Model
Analysis of Land Availability/Competitive Sites
MAPS
Existing Land Use
Water Improvements
Sanitary Sewer Improvements
Mixed-Use Development Scenario (to be presented at the October meeting)
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
1. EXECUTIVE SUMMARY
The South Ninth Street corridor from Schilling Road to Mentor Road contains prime development
land. Access and visibility to 1-135 is excellent. The study area is a primary entrance into the City
of Salina and its appearance reflects on the community as a whole.
The corridor contains stable, large-scale industrial uses on the east side of South Ninth Street. Recent
acquisition of land parcels on the west side of the road by commercial interests--including local
automobile dealers--Ied to rezoning requests that do not conform with the City of Salina
Comprehensive Plan. The city long-range plan calls for the corridor to continue developing as an
industrial district. The commercial development scenario raised concerns among both city and
county officials about impacts on market demand for land, extension of public utilities, traffic control
and fiscal issues.
The city and county elected to delay review of any requests for rezoning land to a commercial district
until a joint planning study of the corridor could be completed. The two jurisdictions appointed a
steering committee of city, county and private interests. The two jurisdictions retained consultants
and contracted for assistance in researching and preparing the corridor plan. The consultants
reviewed the planning and policy documents of the city and county: zoning regulations, municipal
service policies and comprehensive plans. The study addressed the key concerns of market
conditions, sales tax and property tax projections, infrastructure plans, and traffic on the corridor by
focussing on three scenarios:
· Commercial Development;
· Industrial Development; and
· Mixed-use Development.
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The commercial scenario examined the effects of retail-commercial uses "redefining" the corridor
and changing the long-standing industrial character of South Ninth Street. Under the industrial
scenario, the established land uses of the area would extend to vacant parcels, making South Ninth
Street a uniform industrial district. The mixed-use scenario examined the effects of allowing service-
commercial uses, such as auto sales establishments, along with a combination of compatible business
uses. The mixed-use scenario also considered large-scale office parks with limited retail-commercial
and light-industrial uses.
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The study found that the mixed-use scenario is the most appropriate means of developing the South
Ninth Street Corridor when balancing public and private interests of development:
· The industrialization of the entire corridor discounts the importance of South Ninth Street
as a primary, visible entrance to the community.
· There are available, alternative land parcels for industrial and retail-commercial uses.
· The intense commercialization of the corridor would create incompatibilities with long-
standing industrial uses on the east side of South Ninth Street, worsening traffic conditions
and escalating property values.
· There are few alternative, available sites other than South Ninth Street for large-scale
developments, such as auto dealerships or business park developments, accessible to the
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SOUTH NINTH STREET CORRIDOR STUDY
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interstate.
Mixed-use and service-commercial activities should develop on the west side of South Ninth Street:
. Traffic increases projected from the mixed-use development scenario are at an acceptable
level of service, particularly relative to the commercial scenario.
. The corridor can be protected from land use incompatibilities through careful site design
standards adopted by the city and the county.
. The local market has signaled an interest in service-commercial uses which mixed-use
districts can accommodate, including auto dealerships.
Site design standards should be adopted to ensure land use compatibiligr. Public utilities may be
extended in a cost effective plan to serve mixed-use growth. Finally, the revenue generated from
sales taxes and the property taxes of increased assessed valuation indicate the imperative of growth
and the need for the city and county to support the mixed-use development scenario.
Recommendations of the study include:
. Development patterns in the corridor should be sustained to support existing industrial
development; however, non-industrial deVelopments should be allowed on the west side of
the corridor with standards that avoid disrupting existing land uses to the east.
. The city should adopt site plan review procedures and urban design standards that minimize
incompatibilities of future mixed-use development with existing industrial land uses.
. Water Well Road should be planned for large-scale uses, such as a business parks and land
intensive service-commercial uses, while protecting rights-of-way for an 1-135 interchange.
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In addition, the city and county should make policy and regulatory amendments, including:
. ApBexation should be planned to cOOi~~~!E?\,Vithnon-industrial development through a
cooperative a~ent with the county'. . 'An land tathe west should be annexed and subject
to new overlay district regulations.
The city and COUI\ty should agree on extraterritorial zoning by the city to Farrelly Road,
establishing single control of land use, rather than dual control.
The city zoning regulations should establish a mixed-use overlay district for office-
commercial and service-commercial uses to govern uses to the west of South Ninth Street and
south of Water Well Road.
Business park development should be addressed as part of the overlay districts, and retail-
commercial uses should be limited in the mixed-use districts.
Landscaping, buffering, sign standards and other aspects of development related to quality
assurances along the southern gateway to the city.
Industrial zoning district regulations of theci.~~d thecoW\tySP.PtM9 pe llmended to
implement the plan, namely to protect againstretilU:c<>mmercialland use intrusion.
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Finally, the city should plan to partner with private sector parties to provide utility extensions; and
ensure adequate right-of-way acquisition and/ or dedication south of the slip ramps for future road
widening, including a potential interchange with 1-135 at Water Well Road.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
2. METHODOLOGY OF THE STUDY
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Steering Committee. The city and county appointed a steering committee of city, county and private
interests to oversee the study and serve as a sounding board on policy issues. Because of the
dynamic state of development in the study area it was determined that a committee of public and
private interests should directly influence the research and findings; and an objective report of
recommendations sumbitted to the various interests. The nine-member committee consisted of the
Mayor and one County Commissioner; a representative of each planning commission; the chamber
of commerce director and a board member; a representative of the development community; and the
city manager and the county administrator. The two jurisdictions retained consultants to provide
assistance in researching and preparing the corridor plan.
Study Approach. City and county staffs informed the consultant team of current public service levels
and existing land uses. The consultants reviewed the planning and policy documents of the city and
county: zoning regulations, municipal service policies and comprehensive plans. The consultant
team reviewed existing land uses and physical elements along the corridor and land parcels adjacent
to the corridor; and assessed the effects of current regulations of the city and county with the staffs.
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The consultants met with city and county staff and local development interests, including
representatives of the Chamber of Commerce; they conducted key-person interviews of plant
managers and land owners; and they met with local realtors on-site to assess market trends and land
availability. After preliminary findings were summarized, the Steering Committee held two
meetings. The consultants and city/county staff briefed land owners prior to the second meeting and
encouraged them to share ideas and direction on issues.
At the meeting the consultant team summarized issues relating to infrastructure, public and private
financing of improvements, fiscal implications from new assessed valuation and sales tax revenues,
transportation enhancements and traffic increases, environmental constraints and futUre land uses
along the corridor. The consultant team also addressed existing development constraints, the nature
of development currently allowed and what additional land use controls may be needed if non-
industrial growth is allowed along the west side of South Ninth Street in the corridor.
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The consultants assessed land use change on South Ninth Street from the perspective of development
compatibility, traffic, utility infrastructure and fiscal impacts in terms of three distinct land use
patterns:
· Commercial Land Uses;
· Industrial Land Uses; and
· Mixed-use Development.
The consultants computed fiscal impact spreadsheets designed for selection of various land use
scenarios to determine the fiscal impact of development. Data reference tables delineated
assumptions about land uses, zoning designations, tax abatement options and benefit district options
for each scenario. Data selection tables input the selections from the reference tables to compute the
fiscal impact--both sales tax and property tax, as well as surcharges and related fees--by each
scenario. Summary tables provided a summary of the conditions resulting from the selected data.
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(See Appendix A for details.)
Opinions of probable costs were presented for roadway, water main and sanitary sewer main
improvements. Spreadsheets of each of three development scenarios were calculated to show the
current and projected property tax revenues from commercial, industrial and mixed-use
development. Sales tax revenues were projected based on average sales generated by land use types,
and prorated to the expected intensity of growth along the corridor.
Inanalyzing the impact of the land use scenario on the roadway network, specifically South Ninth
Street, a travel demand simulation model was employed. Using the Kansas Department of
Transportation's QRS2 transportation model, each scenario was incorporated into the future 2016
transportation model. This was accomplished through modification of the model to incorporate
more detailed or specific geographic areas. In transportation modeling, individual geographic zones
within the model area are delineated and identified for analysis purposes. These zones are called
Traffic Analysis Zones (TAZ's).
The traffic study assumed elimination of the slip ramps. The consultant used the traffic model to test
growth scenarios, with the elimination of the slip ramps. The results were assessed to determine
how the changes in zoning would impact traffic service levels.
Based on comments from the Steering Committee and staff, the consultant team examined three
alternative development scenarios. The study examined the effects of retail-commercial uses
"redefining" the corridor and changing the long-standing industrial character of South Ninth Street.
Under the industrial scenario, the established land uses of the area were assessed and their impact
extended to vacant parcels, creating South Ninth Street a uniform industrial district. Finally, the
mixed-use scenario examined the effects of allowing service-commercial uses, such as auto sales
establishments, along with a combination of compatible business uses, including offices. The mixed-
use scenario also considered large-scale office parks with limited retail-commercial and light-
industrial uses.
Essential to selecting a realistic preferred development scenario for the corridor was an
understanding of the current market demand in Salina for various types of development--
commercial, industrial, and mixed-use. With the assistance of staff and the Chamber of Commerce
Director, the consultant team undertook a market reconnaissance as part of this report to provide
this basic information. (A full copy of the market analysis is set forth in Appendix D.)
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
3. EXISTING CONDITIONS
AdministrativelInstitutional Authority. Currently, development in the study area is subject to the
dual jurisdiction of both Salina and Saline County. Through its extra-territorial powers, the city
currently exercises review over subdivisions within one mile of its boundaries. However, while the
county affords the city the opportunity to review development proposals and rezoning requests in
this influence area, final say rests with the county--and the county regulations and development
review standards differ significantly from the city regulations. Additionally, the city does exercise
some control over future land use because it typically requires annexation of non-industrial
properties to the city that desire to hook up to city water and sewer.
Infrastructure. Assessing utility extension options by the three land use scenarios--retail-
commercial, light industrial, and mixed-use/service-commercial--the finding is that the
improvements and modifications described below would not vary depending on the type of land use
developed. This assessment is based on existing utility extension plans, which are not expected to
change, given two main factors:
. the plans for primary trunk mains are ready for implementation; and
. the narrow corridor can be served by only a few options as far as location of utility mains are
concerned and their size.
Water. The current water system in the area is composed of 8-inch, 12-inch, 16-inch and 24-inch lines.
The 24-inch along Water Well Road and the 16-inch line paralleling the railroad tracks are part of the
old water system that served the Burma Road stand pipe which in turn served the old Schilling Air
Base currently the Salina Airport. Recently the system in the area has been modified with the
construction of a new elevated storage tank at the airport and booster pump station at Schilling Road
and the railroad tracks. This essentially created a new pressure zone south of Schilling, east of 135
and the airport area. The modifications resulted in a pressure drop in the study area from
approximately 90 psi to 75 psi.
The water system is sized with sufficient capacity to serve the area with enough quantity for
domestic and fire use. Fire flows ultimately govern line sizes and capacity requirements. The only
major modifications to the system will result in the construction of a 12-inch loop line south of
Schilling and then south along Ninth Street to Avenue A in the first phase and later to Berg Road.
The line could be extended approximately ~ mile south of Water Well in the future. If there is a
demand for service further south then a more extensive utility study will need to be conducted which
will result in more extensive distribution system improvements.
Under current policies the user is responsible for paying for the line size needed to serve the demand.
The city will pay any additional cost for up-sizing a line if they see a benefit to the system as a whole.
There is a plan to construct another booster pumping station at Cloud and Centennial Streets that
will indirectly affect the study area in a positive way. The booster station is scheduled sometime next
year.
Sanitary Sewer. The current sanitary sewer system serving the area consists of 8-inch and 12-inch
gravity lines and two pump stations. The existing sewer system is limited in its ability to serve the
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
study area. The system was pieced together with little thought given to future expansion when it
was constructed. Problems currently exist with the 12-inch line from Philips. The line does not have
the capacity to handle the flow and currently surcharges. The pump station serving A venue A & B
is a small station and is not intended for expansion. The pump station along the railroad tracks
serves the majority of the flow including Philips and Exide and is scheduled for a major upgrade next
year.
Currently there is commercial development proposed south of Schilling Road. In order to serve this
area, a pump station will need to be constructed. The tentative plan is to construct a major pump
station at the southwest comer that will serve the majority of the study area. A trunk sewer line of
adequate size (12-18-inch) and depth will be constructed along South Ninth Street south to Water
Well Road. The force main will be constructed along South Ninth Street to approximately Sam's
Place and Market Place and will dump into the East Dry Creek Interceptor Sewer. Also, the pump
station serving Walmart may be eliminated. This work is in the process and is scheduled sometime
next year. The intention is to place Philips Lighting on this system.
Lateral sewers will then extend from the trunk sewer to serve the development areas as needed. The
sewer costs will be paid for by the property served. Improving the overall sewer system by
eliminating other problems will be shared by the city-at-Iarge.
The depth of the sewer at Water Well will allow for further service south but expect only 1h mile or
so. Further development south will require another pump station to serve the area and will be
planned as needed.
Storm Drainage. The current storm drainage in the study area consists of surface overflow only.
There is no underground storm drainage. The area is served by series of ditches and collector ditches
along South Ninth Street that then travel to a drainage ditch which passes under 1-135 then to Dry
Creek. Drainage in the area can be poor at times due to the flat topography.
The drainage plan for the study area will remain surface flow and future developments will be
required to detain and release. In many cases this will require a detention pond and release facility.
The general requirement will be no more flow from a property than currently exists.
Traffic Conditions. Background primary counts were conducted by the consultant and city staff;
and secondary data on current traffic counts on area roads were obtained from the city and county
staffs. Counts at Ninth Street and Schilling Road and at the Schilling Road interchange ramps were
reviewed, as well.
Current traffic is light on the corridor, yielding a level of service( LOS) of favorable, or no delays.
Current traffic levels are "free-flowing." Existing industrial users of the corridor report satisfaction
with the current two-lane roadway with open drainage ditches. No safety concerns or turning
movement problems are reported in the current conditions. The levels of service range from an
"A," the best traffic operation, to "B," which is a stable condition. The LOS has been calculated in
accordance with the 1994 Highway Capacity Manual (HCM) for arterial analysis. Abbreviated
definitions for each LOS are defined in Table T-1.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
Level of Service (LOS) Description
LOS Description
A Free-flowing traffic
B Low-density stable traffic
C Medium density stable traffic flow
D High-density stable traffic flow
E Unstable flow at or near capacity levels
F Breakdown of traffic flow
The study assumes the elimination of the existing slip ramps off of 1-135 in the next year of soon
thereafter. The Kansas Department of Transportation (KDOT) and the City of Salina have discussed
a future interchange at Water Well Road, but this interchange is not included in the current KDOT
five-year plan.
Market/Land Development. Based on discussions with staff, Chamber of Commerce officials and
the Steering Committee, the consultant team examined three market scenarios for the study area:
commercial, mixed-use and industrial. Each scenario was examined in terms of current market
demand, available competing sites and potential future development trends. (See Appendix D for
the market assessment study in its entirety.)
Commercial: One of the key issues to be addressed in the plan is whether land should be made
available in the South Ninth Corridor for additional large-scale commercial development (20,000
square feet/2-10 acres). Except for parcels zoned agricultural, all of the land in the corridor south
of Schilling Road is currently zoned industrial, a classification in the county that allows a wide
variety of uses, including large-scale retail commercial development.
The Salina/Saline County region has two major commercial areas available for large-tract retail
commercial development that were examined as part of this project--the South Ninth Street Corridor
and the Northern Commercial Area located around the Ninth Street/I-70 interchange. There is, of
course, significant existing commercial development in downtown Salina and at the Crawford
Street/I-135 Interchange. However, for a variety of reasons, including lack of large parcels (both
downtown and Crawford), floodplain issues (Crawford) or lack of direct interstate access
(downtown), these locations are not directly competitive with the study area. Additionally, while
the area would appear to have a significant number of other potential commercial development sites
available along Interstates 135 and 70, the majority of these are within the floodplain or floodway
and have significant drainage problems or lack easy access to water and sewer.
South Ninth Corridor (north of Schilling Road). The South Ninth Corridor is already home
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
to the city's most significant concentration of large-scale commercial/highway oriented
development. While the area is already heavily developed, a number of vacant parcels of a
variety of sizes are still available for development totaling about 200 acres. Additionally,
there are a number of other smaller, but still substantial commercial sites available at the
Mid-State Plaza and the mall. These parcels generally have excellent access to and visibility
from Interstate 135, which will improve even further with the opening of the Magnolia Street
interchange. City water and sewer service is already available for sites north of Schilling
Road. Water and sewer could easily be extended to sites south of Schilling Road from a
physical/ engineering perspective, although costs for this extension could be substantial
depending on the location of the parcel. Zoning for most of these parcels is C-3 and C-5 in
the city, which allows a wide range of commercial retail and service uses.
North Salina Commercial Area 0-70/North Ninth). The North Salina Commercial Area has
been the scene of a significant amount of highway-oriented commercial development over
the past two years including the new Holiday Inn Express and Days Inn hotels. While the
North Salina commercial area at 1-70 and North Ninth already has significant development,
there are a number of large parcels in excess of 60 acres each available at an asking price of
about $1/ square foot. However, all of these parcels will require filling so that structures will
not be subject to flooding. A significant amount of existing highway commercial
development exists, including hotels and restaurants. There is some small-scale
office/service commercial development, but no retail. This area has excellent access to and
visibility from Interstate 70 and city water and sewer already available. Zoning for these
parcels is C-5 and C-7 in the city, which as allows a wide range of commercial and service
uses.
Absorption RatesjFuture Commercial Land Demand. According to the Chamber of Commerce, the
estimated current absorption rate for commercial (retail, office, service) land in Salina/Saline County
is approximately 15-20 acres/year, with an average of 17.1 acres since 1990. This is considerably
higher than the demand assessment contained in the 1992 comprehensive plan (76 acres for office,
retail commercial, and service commercial by 2010), which based its projections on the slower
economic growth years of the 1980s. With over 200 acres already available in the South Ninth Street
corridor, the city and county have adequate land available for large-scale commercial uses at least
for ten years.
While Salina has experienced considerable retail commercial growth since 1990, there are still a
number of retail sectors that are not represented by large establishments in the area including
consumer electronics (e.g., Circuit City; Best Buy), toys (Toys R Us), and pet supplies (Petsmart).
Given the growing importance of Salina as a regional commercial center, it would not be surprising
if these and other sectors build new facilities in the city over the next 5-10 years. Typically, these
types of large-retail establishments require sites of 2-10 acres. Additionally, as Salina approaches a
population of 50,000, it will begin to attract attention from competing national firms in sectors
already found in Salina (e.g., hardware/building supplies, auto supply).
With regard to highway oriented commercial (e.g., hotels), the very high occupancy rates of existing
hotels and the limited amount of hotel meeting space indicates that demand for development sites
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
should continue for these types of business. This is particularly true for the South Ninth Corridor
where there is a paucity of hotel rooms. In this regard, the opening of the Magnolia interchange
should create significant opportunity for highway commercial uses including hotels and restaurants.
Car Dealership Market/Land Demand. As noted above, the proposed move by Long-
McArthur Ford to the South Ninth Corridor was a primary consideration in undertaking this
corridor study. As part of it analysis of the impact of such a move, Clarion Associates
undertook a series of interviews with the principals of leading car dealerships in Salina and
an overview of national market trends in auto sales to determine the potential of other firms
moving to the South Ninth Corridor.
Salina is home to five major car dealerships. These dealerships are small-to-medium size,
averaging sales ranging from 30 to 130 vehicles sold per month per dealer. The downtown
and the East Crawford areas currently account for an estimated 75-80% of the Salina market
for cars. The proposed move by McArthur Ford would shift 40% of the market to South
Ninth (for a total of 60%).
Other key facts about the Salina dealers include:
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Average current site size of from 2-5 acres (showroom, service, used car lot)
25-65 full-time employees
5-10 customers/day
Busiest days: Saturday and Monday
Busiest hours: Typically early and late in day when customers drop
off and pick up cars for service, although traffic generation light even
then.
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Currently, McArthur Ford and Marshall Motors are contemplating moving'to the South
Ninth Corridor. McArthur Ford would like to move from its current constrained downtown
location in the next 1-2 years (A proposed move of the dealership to the East Crawford/Ohio
Streets area fell through 12-15 years ago due to resident opposition.) Marshall Motors, which
recently purchased land in the corridor from McArthur Ford, foresees a move in 4-8 years.
While it does not currently contemplate moving its Cadillac/Glds/Toyota operation to the
South Ninth Corridor, Conklin Cars would have enough room at its current 10-acre
Chevy /Honda site on South Ninth to accommodate such a transfer (only 5 acres are
currently utilized).
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The Salina market is a regional one, attracting buyers as far west as the Kansas border, north
to the Nebraska state line, south to McPherson, and east to Junction City. Service is an
important operation at each of the dealerships, and is a major selling point for most of the
dealers who count on return business.
Dealerships currently found in the South Ninth Corridor express a high degree of satisfaction
with their location from a market perspective. They state that the regional access is excellent
given the proximity to 1-135 and that the concentration of commercial uses in the area is a big
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City of Salina/Saline County
plus because of the number of potential buyers it brings to the area.
Dealers located in the East Crawford/South Ohio area were generally satisfied with that
location, except that access for regional customers is problematic. Additionally, there is some
feeling that they are somewhat constrained in terms of site size and potential to expand.
Despite these drawbacks, only one dealer in this area is currently contemplating relocation
(Marshall Motors).
The national automobile market is a state of major change. The advent of auto megamalls
and superstores (offering comparison shopping for the same type of car in a number of
different stores in the same location), the increasing use of the Internet by prospective car
purchasers, international competition, and other forces are leading car manufacturers to
completely reassess their dealership network. All of the Big Three automakers are pushing
to consolidate and shrink the number of dealerships while pressing the survivors to relocate
to larger sites (5-10 acres) in more highly visible, accessible locations.
The most publicized of these efforts has been the GM 2000 program. GM is trying to cut
about 2,000 franchises by the year 2000, which would leave about 7,500 dealerships. It
succeeded in cutting 450 in 1995-96 and expects to cut another 500 in 1997. Like Ford and
Chrysler, GM is putting pressure on dealers to move to larger locations with better regional
access (often near interstate or other major highways). According to one GM dealer in Salina,
the company likes the South Ninth Street Corridor for future expansion/relocation.
Industrial: One of the critical issues to be addressed in the plan is whether allowing commercial uses
in the South Ninth Corridor industrial area (south of Schilling Road) will have an adverse impact on
the city/county's supply of land to accommodate future industrial development. This is a particular
concern given the fact that the area does not have much readily available industrial property with
existing services except in its southern reaches in the airport industrial park and along South Ninth
in Saline County abutting the city. Currently, the property in question lies just outside the city's
southern border in Saline County. Except for vacant tracts zoned agricultural, all of the parcels are
zoned industrial, a classification in the county that allows a wide variety of uses, including large-
scale commercial/retail development.
The Salina/Saline County region has three major industrial areas--the Airport Industrial Park (AlP)
located west of Interstate 35 in the southwest comer of the city; the South Ninth industrial area
located south of Schilling Road and east of South Ninth in Saline County; and the northern industrial
area located in the northeast quadrant of the city in the general area bounded by Santa Fe Avenue,
North Street, Marymount Road, and Pacific Avenue. While the area would appear to have a
significant number of other potential industrial sites available along Interstates 135 and 70, the
majority of these are within the floodplain or flood way and have significant drainage problems or
lack easy access to water and sewer.
Airport Industrial Park. The Airport Industrial Park is located on the site of the former
Schilling Air Force Base in southwest Salina. It has a wide array of industrial sites available
in a variety of parcel sizes. According to the Executive Director of the Salina Airport
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
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Authority approximately 460 acres of industrial sites are vacant with services available.
Another 80 acres are platted but with water currently available and sewer close by. There
is also potential to expand the industrial park south of Water Well Road on existing
agricultural/undeveloped parcels. These figures do not include land recently made available
for development with the opening of the Magnolia Street interchange which most likely will
be developed with office, light industrial, and highway commercial uses desiring high
visibility from the Interstate 135. Zoning for these parcels is I-I, 1-2, and 1-3 in the city, which
allows a wide range of industrial uses.
South Industrial Park. A second major industrial development area is located in the
southeast quadrant of Schilling Road and South Ninth A venue, approximately 1 mile east of
the Airport Industrial Park. Existing industrial development in the area includes a
combination of large industrial production plants and smaller distribution facilities.
There are significant tracts of undeveloped property held by several private landowners,
with parcels ranging from 160 to 278 acres. Additionally, the Salina Economic Development
Corporation owns an 80-acre tract. Some of the key features of the South Industrial Area
include about 500 acres of vacant land with water and sewer service and other utilities
already in place or readily available from the City of Salina. All of the land not zoned for
agriculture is zoned either ill (Heavy Industrial) or IL (Light Industrial) in the county which
allows a wide variety of industrial and commercial uses.
Northern Industrial Area. The Northern Industrial Area is the home to numerous existing
industrial concerns such as Great Plains Manufacturing and Premier Pneumatics. Much of
this area is already developed, with a few small parcels scattered throughout the area that
may be available for infill development. Several larger parcels are available around the
periphery of the area along Marymount Road and Pacific Avenue. While the 1992 city
comprehensive plan states that there are almost 500 acres of industrial land available in this
area for infill development, according to chamber officials many are being held for expansion
by firms such as Great Plains Manufacturing which already has a substantial presence here
and are not available for development by new firms. Zoning for these parcels is 1-2 and 1-3
in the city, which allows a wide range of industrial uses.
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Absorption RatesjFuture Industrial umd Demand. According to the Salina Chamber Executive Director,
the estimated current absorption rate for industrial land in Salina/Saline County is approximately
10-20 acres/year, with an average of 16.7 acres since 1990. While below the rate of absorption
experienced during the 1980s when Salina "landed" several large industrial firms, it has remained
steady throughout the 1990s, with small and medium-sized firms leading the way.
The 1992 Salina Comprehensive Plan estimated a demand for only 69 acres of industrial land during
the plan horizon of 20 years, based on projections for population growth, industrial jobs, and
workers per net acre. Of the 69 acres, the plan estimated that distribution and warehouse uses
would account for 27 acres. All of these estimates, which were based on slower economic growth
of the 1980s, turned out to be conservative; Salina has continued to attract new firms while
witnessing expansion of existing companies.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
Given Salina's emergence as a regional economic/service center, it is likely that the city and county
will continue to see modest, but steady industrial growth--probably maintaining the levels of
absorption of recent years. When this absorption rate is compared to the amount of vacant land the
city currently has available for industrial development, Salina has an industrial land supply of at
least 20 to 50 years even if the South Ninth Corridor parcels are converted to commercial use.
Mixed-Use: Another major issue to be addressed in the plan is whether making land available in the
South Ninth Corridor for additional large-scale commercial development (20,000 square feet plus/2-
10 acres) will have an adverse impact on the amount of land available for mixed-use office/light
industrial business park developments. These business parks typically require high visibility from
major transportation routes and are set on large parcels with a high level of landscaping and site
design. They generally avoid locations with significant retail development and attendant traffic
congestion. An example of such a facility would be a campus-like corporate headquarters facility
with the possibility of some adjacent production or warehousing functions, hotels, and some business
service commercial (e.g., copy shops, travel agencies).
The Salina/Saline County region has three major areas that are suitable for large scale, mixed-use
development: The Magnolia Road/I-135 interchange west of 1-135; the Water Well Road/I-135
corridor; and the North Salina commercial! office area located around the 1-70 and North Ninth
Street interchange.
While Salina would appear to have a significant number of other potential mixed-use sites available
along Interstates 135 and 70 (e.g., at Crawford and 1-135), the majority of these are within the
floodplain or floodway and have significant drainage problems or lack easy access to water and
sewer. They could be utilized for mixed-use development only with the expenditure of very
substantial sums of money. Additionally, while there is significant acreage in the Airport Industrial
Park and the South Industrial Park for industrial development that could conceivably be utilized for
mixed-use projects, these sites tend to have less visibility and are more suited to light industrial and
warehouse facilities rather than up-scale mixed-use developments.
Magnolia Interchange. The South Ninth Street Corridor has a number of sites at interchanges
with 1-135 that could be utilized for mixed-use development. The most promising is the new
Magnolia Road interchange on the west side of 1-135. The parcels on the west end of
Magnolia Road total approximately 225 acres. The city contemplates a mix of highway
oriented, non-retail commercial (e.g., hotels) and office development in this area east of Dry
Creek. Light industrial development is contemplated west of Dry Creek. Zoning for these
parcels will likely be C-7 and I-I in the city, which allows a wide range of highway
commercial and light industrial uses. Access to Interstate 135 is close by at the Magnolia
interchange.
Water Well Road. A second major potential mixed-use development area is located around
the Water Well Road/South Ninth intersection and east of 1-135 north and south of Water
Well Road. All of this land is currently in the county. There are commercial developments
(highway commercial and car dealerships) proposed for the parcels between Water Well
Road and Schilling Road on the west side of South Ninth. The east side of South Ninth in this
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
area is characterized by industrial production and warehouse facilities (with small offices).
There is currently no large-scale mixed-use commercial development in the area. About 250
acres of vacant land with limited water service is available from the City of Salina; sewer
service is not readily available. Road access to these sites is good, with the nearby 1-135
interchange at Schilling Road within 1-1.5 miles of most tracts. The Kansas Department of
Transportation (KOOT) and the City of Salina have discussed a future interchange at Water
Well Road, but this interchange is not included in the current KDOT five-year plan.
North Salina Commercial Area (l-70 /North Ninth). The North Salina Commercial Area has
been the scene of a significant amount of highway oriented commercial development over
the past two years including the new Holiday Inn Express and Days Inn hotels. Some smaller
(10,000 square foot) service commercial! office buildings have also been constructed, but no
retail. Excellent access to and visibility from Interstate 70. City water and sewer already
available. Zoning for these parcels is C-5 and C-7 in the city, which allows a wide range of
commercial and service uses. While the area already has significant development, there are
a number of large parcels of 60+ acres available at an asking price of about $1/ square foot.
However, all of these parcels will require filling so that structures will not be subject to
flooding.
Absorption RatesjFuture Mixed-Use Land Demand. According to the Chamber of Commerce, the
estimated current absorption rate for commercial (retail, office, service) land in Salina/Saline County
is approximately 15-20 acres/year, with an average of 17.1 acres since 1990. This is considerably
higher than the demand assessment contained in the 1992 comprehensive plan (76 acres for office,
retail commercial, and service commercial by 2010), which based its projections on the slower
economic growth years of the 1980s.
While Salina has experienced considerable retail commercial growth since 1990, the amount of office
and mixed-use office/industrial built and absorbed has been limited, with most users being smaller
firms requiring 10,000 square feet or less. However, real estate professionals report that when new
office buildings are constructed, they tend to lease quickly because there is limited quality office
space available in the area. There are currently no upscale business parks in Salina or land set aside
primarily for such parks.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
4. DEVELOPMENT SCENARIOS
The corridor was examined in terms of distinct development scenarios in order to manage the
multiple issues affecting growth policy.
. commercial,
· industrial, and
· mixed-use.
Commercial Development Scenario. The commercial scenario includes a range of activities,
including, but not limited to, retail shopping, restaurants, lodging, vehtcle sales and service, gas
stations and offices. The commercial scenario assumes that most vacant properties, between
Schilling Road and 1h mile south of Water Well Road will develop primarily as commercial properties
and that those further south will remain vacant. Based on the land uses selected, the commercial
scenario results in 2,781,565 structural square feet of commercial development--the equivalent of two
large shopping centers.
As discussed above, the estimated current absorption rate for commercial (retail, office, service) land
in the Salina area is about 15-20 acres/year. When compared to the existing supply of readily
developable commercialland--over 200 acres just in the South Ninth Corridor alone--we conclude
that the city and county have sufficient land already available to accommodate significant large-scale
commercial development over the next five-ten years. Therefore, conversion of the parcels on South
Ninth south of Avenue A to commercial/retail use is not a pressing need from a market perspective.
However, based on our overview of national trends in auto marketing, a good case can be made that
land in the area should be made available for local car dealers that desire to move to larger, more
visible sites south of Avenue A. These dealerships would have a difficult time finding appropriate
sites north of Schilling Road along South Ninth due to the relatively high prices these parcels are
demanding for retail commercial uses.
Industrial Development Scenario. The industrial scenario primarily consists of manufacturing
activities that can be classified as light, moderate and heavy. This scenario assumes that the
properties anticipated to develop will be industrial uses. Based on the land uses selected, the
industrial scenario results in a total of 2,822,161 structural square feet. The current industrial land
in the Salina area totals approximately 975 acres.
One of the key issues to be addressed in selecting a preferred alternative is whether allowing
commercial uses in the South Ninth Corridor industrial area (south of Schilling Road) will have an
adverse impact on the city / county's supply of land to accommodate future industrial development.
This is a particular concern given the fact that the area does not have much readily available
industrial property with existing services except in its southern reaches in the airport industrial park
and along South Ninth in Saline County abutting the city. Currently, the property in question lies
just outside the city's southern border in Saline County. Except for vacant tracts zoned agricultural,
all of the parcels are zoned industrial, a classification in the county that allows a wide variety of uses,
including large-scale commercial/retail development.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
As discussed above, the estimated current absorption rate for industrial land in Salina/Saline County
is approximately 10-20 acres/year, with an average of 16.7 acres since 1990. While below the rate
of absorption experienced during the 1980s when Salina "landed" several large industrial firms, it
has remained steady throughout the 1990s, with small and medium-sized firms leading the way.
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When this absorption rate is compared to the amount of vacant land the city currently has available
for industrial development--over 1,000 acres-- Salina has an industrial land supply of at least 20 to
50 years even if the South Ninth Corridor parcels are converted to commercial use. Thus in selecting
the preferred development scenario, concern over unavailability of industrial sites should not be a
major consideration. However, in selecting a preferred development scenario, as addressed above
the city and county must still address concerns regarding the cost of infrastructure extensions,
potential traffic conflicts between existing industrial and proposed commercial uses, and the
influence such a change in use patterns will have on future development trends in the area.
Mixed-use Development Scenario. The mixed-use scenario includes a concentration of service-
commercial uses, such as auto sales establishments along with a combination of compatible retail-
commercial and light-industrial uses. A common definition of mixed-use is as follows:
Mixed-Use Development: The coherent physical and functional integration of three or more
significant revenue-producing uses, such as retail commercial, office and industrial, into a
single development. A mixed-use development is planned and developed as a whole, while
the mixed-use scenario simply assumes a variety of land uses within the study area.
Again, the properties one half mile south of Water Well Road will remain vacant. Based on the land
uses selected, the mixed-use scenario could produce 2,057,374 structural square feet of development.
As noted earlier, another issue to be addressed is whether making land available in the South Ninth
Corridor for additional large-scale commercial development (20,000 square feet plus/2-10 acres) will
have an adverse impact on the amount of land available for mixed-use office/light industrial
business park developments.
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After examining the current supply of mixed-use land in the area, we conclude that the city and
county have only a very limited number of areas with sufficient land to accommodate larger mixed-
use business parks and office developments over the next five-ten years. While demand for
office/business type space has been limited over the past ten years, there has not been much product
available. Therefore, Salina/Saline County should be very cautious in allowing development of the
Magnolia and Water Well areas for retail commercial uses which would reduce land available for
mixed-use business parks. Such retail commercial would not be compatible with the quality image
needed to foster quality office/business park development and would also generate significant traffic
that is generally incompatible with business park development.
Fiscal Analysis. Fiscal analysis was undertaken to assess the economic effects of the three
development scenarios. The study makes assumptions in order to project sales taxes and property
taxes generated by the three scenarios.
Current Property Taxes and Mill Levies. Current assessed valuation is used to determine existing taxes
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
to the unincorporated county, the city taxes collected if the properties are annexed, as is, and the loss
of fire service contracts and surcharges to the water and sewer district if these properties are
annexed. More detail is provided in Appendix A. As the table below indicates, if the unincorporated
properties along the South Ninth Street Corridor are annexed into the city, the city would realize a
projected increase in property tax revenues in an amount of $261,758 annually.
JURISDICTION TOTAL TAXES
Unincorporated County $638,343
Annexed into City $900,001
Difference (paid in property taxes if annexed $261,758
into the City)
Some of the properties that are targeted for annexation are currently paying fire service contracts and
surcharges for water and sewer service. If they are annexed into the city, they no longer pay' ~se
fire service contra~s anq,wrcharges, there~~~~Ucing income to the city general fund an~ater
and sewer ~fffct. TheJ,vtater and sewer . lA, is anticipated to lose an estimated $89,907, while
the general fund is estimated to lose $93,079, a total of $182,986.
DISTRICT I SURCHARGES LOST
W ater Di,*,lCtf~~ $89,907
General Fund $93,079
TOTAL SURCHARGES LOST $182,986
While the losses to the water and sewer district and fire contracts are significant, the property taxes
collected on annexed properties present considerable revenue for the city.
Sales and Property Taxes for Anticipated Development. The study provides a separate fiscal analysis of
each land use scenario. Basic land uses and their average sales tax (provided by the City of Salina
Finance Department) provided the basis for determining anticipated sales tax generated.
LAND USE AVERAGE SALES
TAX
Utilities $67,115
Major General Retail $27,711
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
LAND USE AVERAGE SALES
TAX
Auto Sales $12,131
Lumber & Hardware $5,771
Communications $6,263
Electronics & $6,080
Appliance
Lodging $5,016
Equipment Sales $4,927
Fuel/Convenience $3,767
Food Service $1,853
Other $6,287
Contractor $2,888
Some new development may be the result of businesses and industries moving from within the city
limits, therefore major general retail, grocery, lumber /hardware, and food service are calculated at
50% of average sales taxes.
In order to estimate net property taxes, an assessed valuation was established. This is based on an
assessed valuation for commercial property of $6,257 per acre and $16,466 per acre for industrial
property. These averages are figured from assessed valuation for each use for Saline County in 1996,
divided by the number 0 businesses in each category. Information for assessed valuation was
provided by the City of Salina Finance Department. With the assessed valuation, taxes for the city,
Salina Public Library, and the Airport Authority were calculated.
The city and county have the authority to offer tax abatement for new basic industry; there are not
tax abatement options for commercial development. The spreadsheets offer a means of using tax
abatement options to further assess net property taxes. However, at this time no tax abatement
options have been selected, therefore, the anticipated net property taxes do not include any tax
abatements that may be offered to industries. These can be selected at a later date to determine the
impact of development incentives such as this. It is important to note that these options only last for
approximately five to ten years, therefore, the net property taxes would be realized upon expiration
of the incentive.
The following table identifies the results of the spreadsheet calculations based on the three land use
scenarios. Fiscal opportunities present themselves to the city and the county in increased revenues
from sales taxes and added property tax assessed valuation if the currently vacant parcels become
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
developed under the various scenarios.
Scenario Anticipated Annual Sales Anticipated Net Property
Tax Generated Taxes
Commercial $189,037 $175,370
Industrial $59,190 $244,288
Mixed Use $131,976 $186,017
The commercial scenario would add the highest sales tax increase and moderate property tax
increase, while the industrial scenario yields the lowest sales taxes and highest property taxes.
Mixed-use offers a medium between the two other scenarios with moderate sales tax additions and
new moderate property taxes.
Traffic. Appendix C presents details of probable cost to property owners for improvements to keep
traffic at acceptable level of service ( LOS) conditions. The tables in the appendix are provided for
the three scenarios. Each scenario would require the same improvements. As a result, the costs do
not vary by scenario; however, the level of service on the road would diminish under the commercial
scenario as compared to the other two scenarios. The tables calculate the costs assessed to vacant
land, as they would be directly affected py the improvements. The portion of the property owner's
share that an individual property owner is responsible for is determined based on a percentage
established from the acres for an individual tract, divided by the total acres of developed land.
The analysis of the impact of each of the three alternative land uses revealed that the commercial
scenario would result in the largest increase in traffic, followed by the mixed-use scenario and the
industrial scenario. The analysis of the impact of these land use scenarios was performed to
determine the impact on the existing or base 1997 roadway network. The analysis revealed that with
no improvements to the roadway system, the level of service (LOS) of the system would drop to an
"E" and a "C" for the commercial and industrial land use scenarios, respectively. The LOS would
decrease to a "C" for the mixed-use scenario. An LOS of "E" represents unstable flows at or near
capacity levels.
On the two-lane segment of South Ninth Street between Schilling Road and Water Well Road the
LOS will be "C" under the commercial scenario, and " B" under the mixed-use scenario and
industrial scenario. Further south, between Water Well Road and Mentor Road, the current LOS is
a free-flowing traffic condition" A" which would diminish to a level "C" under the commercial
scenario. The mixed-use scenario would permit this southern two miles of the corridor to remain
at a LOS of "A."
Although the two-lane section of South Ninth Street between Schilling and Water Well Roads will
operate at an acceptable LOS of "C" under all scenarios, it may be advantageous to provide left turn
bays or continue a two-way left-turn lane (TWLTL) configuration southward to the intersection at
Water Well Road, thereby allowing for future increases in traffic as the adjacent land is developed
more intensely. Table T-3 in Appendix C shows the capacity values for the existing and potential lane
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
configurations for South Ninth Street. Figure T-4 shows the resulting levels of service if a TWLTL
configuration was applied to South Ninth Street between Schilling and Water Well Roads.
Upgrades of intersections and turning lanes as well as acceleration and de-acceleration lanes may
be considered, in addition to the TWLTL. The potential Water Well Road interchange could
necessitate widening to four-lane or five-lane configurations. Right-of-way dedication is critical,
particularly on the west side of South Ninth Street up to one fourth mile north and south of Water
Well Road for a potential future interchange. Setbacks must be enforced to allow a future
interchange.
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Scenario Recommended for Planning Purposes. The recommended scenario for which the city and
the county should plan is the Mixed-Use Scenario. The other two scenarios were rejected for the
following reasons:
· the industrialization of the entire corridor discounts the importance of South Ninth
Street as a primary, visible entrance to the community;
· there are available, alternative land parcels for industrial and retail-commercial uses;
and
· the intense commercialization of the corridor would create incompatibilities with
long-standing industrial uses on the east side of South Ninth Street.
The mixed-use scenario was chosen for the following reasons:
. there are few alternative, available sites other than South Ninth Street for large-scale
developments, such as auto dealerships or business park developments, accessible
to the interstate;
· market demand indicates a local need for mixed-use development along the corridor,
visible to 1-135;
· traffic increases projected from the mixed-use development scenario are at an
acceptable level of service, particularly relative to the commercial scenario;
· infrastructure improvements do not vary from one scenario to the other in terms of
planning or cost of improvement;
· tax revenues do not vary widely among scenarios to distinguish one from the other
regarding increased sales taxes and property tax assessed valuation; and
· the corridor can be protected from land use incompatibilities through careful site
design standards adopted by the city and the county.
Carefully planned and designed, mixed-use growth can accommodate the market demands for large
scale service-commercial uses along with a combination of compatible retail-commercial and
industrial uses on South Ninth Street. If retail-commercial uses were to intrude significantly onto
the South Ninth Street corridor, upward pressure will be placed on land prices, property taxes and
related economic forces. Industrial development would no longer be indicated on South Ninth Street
and, indeed, may be forced away from the corridor in such a scenario.
Concerning land use scenarios beyond one half mile south of Water Well Road, public utilities are
not available, nor are they expected to be available in the near-term phase of the corridor plan.
Therefore, rural land uses are expected, unless a stand-alone industrial use were to develop.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
Agricultural business uses should be allowed in the near-term time frame of the plan. Large-scale
business/office park uses should be planned for in the long-term.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
5. CORRIDOR DEVELOPMENT PLAN
A shift from a corridor which is strictly industrial to a corridor with mixed-uses requires an
examination of land use/market demand, traffic effects, fiscal impacts and infrastructure
demand/ constraints. Land use compatibility is a primary concern, as is controlling traffic,
promoting quality design, and encouraging landscaping and appropriate screening from the
highway and adjacent land uses. The Mixed-Use development scenario is presented as the
recommended development plan for the corridor.
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Land Use. The corridor should be protected from land use incompatibilities through land use
restrictions and careful site design standards adopted by the city and the county. Acceptable land
uses were considered that are compatible with existing industrial uses. They include: industrial
parks, office parks, business parks and mixed-use developments. The study finds that the uses are
compatible with and appropriate for the area. To provide a basic understanding of these terms, the
Urban Land Institute provides appropriate definitions.
Industrial Park: An organized or planned industrial district is a tract of land which is
subdivided and developed according to a master site plan for the use of a community of
industries, with streets, rail lead tracks and utilities installed before sites are sold to
prospective occupants.
Office Park: A development on a tract of land that contains a number of separate office
buildings and supporting uses and open space that is planned, designed, built and managed
on an integrated and coordinated basis.
Business Park: Includes a combination of office and industrial uses based on function, activity
and appearance, based on the multi-use character of industrial parks and to de-emphasize
physical industrial characteristics. Business parks typically require high VIsibility from
major transportation routes and are set on large parcels with a high level of landscaping and
site design. They generally avoid locations with significant retail development and attendant
traffic congestion. An example of such a facility would be a campus-like corporate
headquarters facility with the possibility of some adjacent production or warehousing
functions, hotels, and some business service commercial (e.g., copy shops, travel agencies).
Key land use issues to consider in implementing the mixed-use development scenario include
ensuring that future uses avoid interfering with existing industrial uses; and that such uses present
a high quality image at this key gateway to the city. The following land use patterns are key
elements of the mixed-use scenario
. On the west side of South Ninth Street office, research and development, lodging, and
service-commercial developments are anticipated, including car dealerships and auto
service, as well as large-scale retail uses that generate relatively light traffic, such as
furniture stores. On the east side of South Ninth Street, only industrial! distribution
uses would be permitted with some accessory office development.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
.
Commercial-retail would be restricted to portions of Office Parks or Business
Parks as a relatively small percentage of land uses in the mixed-use districts;
and immediately south of the Schilling Road and South Ninth Street
intersection.
.
Mixed-use developments in the corridor would be subject to performance
standard linked to measurable impacts, for example, traffic impact.
.
Auto dealerships may be allowed through an overlay district with additional
use restrictions to maintain quality image.
.
Certain retail-commercial uses, such as restaurants, should be allowed with
restrictions to ensure they are there in support of surrounding service-commercial
and business park uses, not in service to a regional market.
.
No business activities involving outdoor storage of construction equipment,
materials and supplies.
Parcel sizes should be a minimum site size (e.g., 5 acres). Such an approach will help
ensure that developments relate well to one another, that access is efficient, and that
development quality is relatively uniform throughout the corridor.
Development Design/Regulatory Issues. Concerning compatibility, the mixed-use developments should
be subjected to site plan review and new regulatory standards. From an administrative perspective,
the county and city need to consider the question whether one set of development rules and
procedures should be applied in this area, or whether the current system of dual reviews continues
to make sense. Additionally, with the potential development of several car dealerships in the area
and other commercial uses, a key question facing the city and county is what changes are needed in
their respective development codes to accommodate these dealerships and other acceptable
commercial uses while maintaining the potential for mixed-use business park developments in the
corridor and protecting existing industrial developments.
y
These issues raise questions related to allowable uses, controls on particular uses, minimum site
sizes, access/linkages with adjacent development, and design (landscaping, signage, buildings, etc.).
The concern over development quality also raises the issue whether the city/county should consider
adopting a site plan review process so that development standards can be applied in a uniform and
thorough manner.
Traffic and Transportation. The mixed-use land use scenario, calling for less industrial development
than the industrial alternative would result in fewer trucks and the least amount of vehicular traffic
of all three land use scenarios. Based on the analysis of traffic analysis for each of the land use
scenarios, the Mixed-use alternative would have the least impact on South Ninth Street traffic.
However, under the existing lane configuration, even the amount of traffic produced by the Mixed-
use alternative would result in unacceptable levels of service on the 4-lane section of South Ninth
Street.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
Therefore, the study recommends that South Ninth Street between Schilling and Water Well Roads
should be upgraded to provide for a center-turn lane or more specifically the cross-section of the
roadway should be 5-lanes with left-turn improvements. Either turn bays or a two-way left-turn lane
(TWL TL) should be planned. Analysis of the traffic operation of South Ninth Street with this
configuration revealed that the level of service will increase under all land-use scenarios but that the
Mixed-use scenario will provide a LOS of "c" or better.
In addition to the improvement of the existing 4-lane section of South Ninth Street, it is also
recommended that the center-turn lane continue southward to the intersection of Water Well Road.
This is recommended even though the LOS under all scenarios' are "c" or better, however, the
provision of this configuration will provide additional capacity that will be necessary as the adjacent
land parcels develop more intensely. Appendix C of the study details the traffic model findings and
recommendations.
Utility Infrastructure. Concerning water and sanitary sewer infrastructure needs, the city has
planned for extension of water and sewer utilities in a way that will accommodate anyone of the
three development scenarios: industrial development, retail commercial development, and mixed-
use development. The water and sewer extension improvements will not differ based on land use
type.
Water Main Improvements. The Water main upgrade for South Ninth Street between
Shilling and Water Well Road will consist of 150 lineal feet of eight inch main, 4,000 lineal
feet of twelve inch main, six valves, ten hydrants, 250 lineal feet of 24 inch borings and a
tapping sleeve with valve.
The construction cost estimate is $180,900. Engineering and contingency are determined by
calculating 20 percent of the construction costs, approximately $26,100. Therefore, the total
cost estimate for watermain improvements is $217,000. Financing will be a combination of
a benefit district and city-at-Iarge expenses. Two-thirds of the costs for the twelve inch
watermain, valves and tapping sleeve will be charged to a benefit district, as this requires the
cost of an 8" line. The remainder of these costs and tie-ins to adjacent streets will be the
responsibility of the city.
Sanitary Sewer Improvements. Sanitary sewer improvements require installation of 1,000
lineal feet of eight inch sewer lines, 5,300 lineal feet of 15 inch sewer lines, 18 manholes, 1,000
lineal feet of a six inch force main, 300 feet of boring, 6,300 lineal feet of trench and backfill,
and a pump station.
The construction cost estimate is $500,300. Engineering and contingency are based on 20
percent of construction costs, approximately $100,100. Therefore, the total cost estimate for
sanitary sewer improvements is $600,400. All costs will be financed by a benefit district.
Fiscal Impact. Spreadsheets of each of three development scenarios are presented in Appendix A
of the report. The spreadsheets show the current and projected property tax revenues from
commercial, industrial and mixed-use development. Sales tax revenues were projected based on
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
average sales generated by land use types, and prorated to the expected intensity of growth along
the corridor.
The fiscal analysis projects that the Mixed-use development alternative on South Ninth Street would
generate approximately $107,714 annually in added sales tax revenues. Concerning annual property
tax revenues, an estimated $208,845 would be added to the City of Salina from $6.2 million of new
assessed valuation. The mixed-use scenario--as with each scenario--would necessitate about $2.5
million in road widening and related improvements to South Ninth Street down to Water Well Road.
Another $1.6 million of road improvements would not be needed until the long-term planning period
south of Water Well Road, because the level of service (LOS) desired on the roadway would be
acceptable.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
6. RECOMMENDATIONS
South Ninth Street is a long-standing industrial district in Salina. It should continue as one of several
industrial districts while accommodating future non-industrial development that is compatible with
existing land uses. To implement the preferred development scenario--creating an area in the Salina
region for non-retail commercial mixed-use development and possibly a high-quality business parks
with offices, business support services, research and development, and light industrial facilities in
a well-designed, campus-like setting--the city and county need to consider a number of steps. The
following recommendations consider numerous issues, including annexation, zoning/land use
regulations, development standards, intergovernmental issues including extra-territorial zoning,
infrastructure planning and financing, traffic control, and development phasing.
Traffic Issues. Given the satisfaction with current traffic conditions on South Ninth Street south of
Schilling Road, current land owners have voiced concerns about new development interfering with
their current operations. The city and county should adopt policies/regulations to ensure that new
developments are compatible from a traffic perspective and that future traffic flow freely and
efficiently. The new overlay district should place limits on number of access points to South Ninth
Street and require internal linkages (both road/pedestrian) with adjacent developments.
Road Configuration: In the near-term development, the west side developments should add
acceleration/ deceleration lanes to accommodate traffic. A third (turning) lane would be
incrementally added as the outside lanes are built by new developers. North of Water Well Road the
result would be an eventual five-lane road with left-turn bays added at access points, or with a center
two-way left-turn lane (TWLTL). South of Water Well Road the LOS is acceptable without
improvements now, but a long-term improvement to keep studying would include a three-lane road
with a two-way left-turn lane.
Access: The optimal number and locations of entrances into the development districts along the
corridor should be governed by a) safety and design standards, b) the need to access new
improvements and c) the presence of existing roads. Access should be established at a point south
of Schilling Road; at Avenue A; at Avenue B and at Berg Road. A fifth access might be considered
south of Avenue B subject to removal of the slip ramps. Remaining access should be governed by
uniform standards for access control on major thoroughfare streets.
Right-of-way: The city should require additional right-of-way dedicated south of the slip ramps,
where there is currently public right-of-way between 100' and 120'. Right-of-way north of Berg Road
is adequate at up to 340'. Setbacks should be enforced at Water Well Road on the west side of South
Ninth Street to ensure adequate land area for a future interchange.
During platting and site plan review, the city / county should also ensure that consideration is given
to the future widening of South Ninth and construction of an interchange at Water Well Road.
Structures should be located and developments configured to ensure that adequate rights-of-way
are maintained for these future access/road improvements.
Off-site Improvements: Improvements need to be planned off-site. The include roadway widening,
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
such as construction of turning lanes, and traffic signals and controls.
Road Improvements. Road improvements cost estimates are provided based on various types of
improvements that may be necessary as new development occurs. The following assumptions apply
to all cost estimates:
· Average construction cost of $700,000 per lane-mile.
· Engineering and inspection cost of $140,000 per lane-mile.
· Contingency is at a cost of $175,000 per lane-mile.
· Right-of-way acquisition costs based on $5.00 per square foot.
Schilling Road South. The improvement recommendations are separated into two phases.
The first phase is to expand South Ninth Street, between Schilling Road and Water Well
Road, to five lanes. Either left-turn bays or a TWLTL would be added. This would require
adding a single lane on the north one-half mile and adding three lanes to the south one-half
mile. The final street configuration would be four through lanes and one turn lane. Also, this
phase includes signalizing the intersection of Water Well Road and South Ninth Street. At
the intersection of Water Well Road and South Ninth Street, a break-out lane will be added
to align with the additional lane being added north of this intersection.
Water Well Road South. The second phase is longer-term and is not indicated by the traffic
model. The long-term improvement would be to expand South Ninth Street, between Water
Well Road and Farrelly Road from two lanes to three lanes. The long-term configuration
would be two through lanes and a center turn lane, but the two lane will serve near-term
development traffic.
Water Well Road and 1-135 Interchange. Concerning a future interchange at Water Well
Road and 1-135, assuming a parallel type ramp and assuming speeds of 30 miles per hour,
the total project cost estimate is $1,872,000. Again, using a 50/50 financing package, the city-
at-large cost would be $936,000.
For study purposes, the city plans for future road improvements to be paid 50/50 by public/private
parties. The actual share of costs varies from project to project depending on site-specific factors.
50/50 Financing Package
Improvement: Estimated City/County Property
Adding Lanes Proj ect Cost Owner's
Cost Share
Schilling Road $2,5~,O~0 $1,262,00 $1,262,000
to Water Well c:.... .X)
Road '\. tA., cCi'" I
1-135 $1,872,000 $936,000 $936,000
Interchange
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
1
/
.>
\. ...\
\ \\\ \~. \ 0
~0 oJ-~ t)J V c; : r-
The improvements to South Ninth Street south of Water Well Road do not need to be made in the
near,.term of ten to 15 years. The traffic model indicates that the mixed-use scenario does not require
a center turn lane for a LOS of "A" whereas the commercial scenario would require such an
improvement. An interchange at Water Well Road would require a reassessment and
reconsideration of the center turn lane improvement or a four-lane option.
Jurisdictional and Regulatory Issues. To increase the consistency of development reviews for the
South Ninth Street Corridor study area--and to try and eliminate the current time-consuming and
overlapping dual city/county review--the two jurisdictions should continue cooperating, but in
additional areas of mutual interest. There are three critical areas of concern: annexation,
extraterritorial land use regulation, and development code review.
Annexation. The city can be most effective in promoting uniformity in fire protection and equity in
taxation and utility charges. Annexing the urban growth areas of the South Ninth Street corridor
provide opportunity to improve infrastructure and public services for the future growth of the
overall area.
Extraterritorial land use regulation. The two jurisdictions should agree that, pursuant to KSA 12-715.b,
the county should relinquish its zoning authority over land in the corridor between South Ninth
Street and 1/2 mile south of Water Well Road-both on the east and west sides of South Ninth Street.
This would be done only after the city and county reach agreement over the content and scope of a
new zoning overlay district with new use and development review standards tailored to apply in
the corridor as outlined below.
evelopment Code Revisions. The city and county should adopt a new site plan review process for all
proposed developments in the corridor. All developments, including uses by right, would be
required to submit site plans to the appropriate review body which would enable the city / county
to determine whether overlay development standards were being complied with. Site plan review
processes have been adopted by many communities across the United States to ensure more
thorough review of development proposals and adherence to development standards.
Because of the unique nature of the study area, the desire to encourage a targeted list of uses, and
the need to ensure high-quality mixed-use development (especially on the west side of South Ninth
Street), the city and county need to make a number of changes in their development codes (or in the
city's code if the county agrees to allow the city to assume zoning authority in the area). These
changes relate to allowable uses, site size restrictions, access, and design. While piecemeal changes
might be made to their existing zoning/subdivision regulations, we recommend that the city and
county jointly develop and adopt an overlay district tailored to the corridor. This overlay would
apply to all properties within ~~fied distance of South Ninth Street-(e.g., 39~tl and would
supplement existing development codes and supplant them if there was any conflict.
Key features of the new overlay district would include:
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
Use Issues. To ensure that future uses in the area are compatible with the mixed-use concept
and avoid interfering with existing industrial uses, the city and county should consider
including the following features in a new overlay district:
. Specify allowable uses on the west side of South Ninth Street such as office, research
and development, lodging, and service commercial, including car dealerships west
of South Ninth Street. On the east side of South Ninth Street, only
industrial! distribution uses would be permitted with some accessory office
development
. Restrict/exclude specific uses, such as retail-commercial both east and west of South
Ninth Street, except immediately at Schilling Road. This could be done by drafting
a new list of allowable uses in the corridor for the overlay district, or indirectly by
either limiting the size, prohibiting free-standing commercial uses, or by capping the
amount of traffic uses can generate so that they primarily serve office/industrial uses
in the area.
. If car dealerships are allowed in the overlay area, additional use restrictions should
\. be adopted to maintain quality image, including:
" 'if
, f.) --\
P~~"f~ -Umits on used cars sales, body shops, and towing/wrecking services unless part of
o '~~l(T new car dealership
~\(..f --Limits on storage of autos
,r:-' --Prohibition of outdoor repairs/services
. Certain commercial support uses such as restaurants might be made special permit
uses subject to conditions such as location near an interchange, limits on amount of
square footage if not near interchange, etc.
Ii-J
Parcel Size Issues. To ensure that parcels in the corridor are not split up into small lots and
developed piecemeal, the city / county should consider requiring that developments be of a
minimum site size (e.g., 5 acres). Such an approach will help ensure that developments relate
well to one another, that access is efficient, and that development quality is relatively uniform
throughout the corridor.
Design Issues. Quality of new development in the corridor is a critical concern if the city and
county are to foster attractive mixed-use development in the corridor. Important factors to
be considered include:
. Building orientation/setbacks--An increasing number of jurisdictions require
primary entrances of buildings to front on the major thoroughfare in an area to avoid
helter-skelter site development patterns. All developments in the corridor should be
required to face South Ninth Street. Also, special minimum/maximum setback
standards should be considered to avoid inconsistent building placement along the
corridor.
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
. Parking location-Some jurisdictions limit the amount of parking in front of primary
facade to avoid the appearance of seas of parking along a main thoroughfare.
. Building facade treatment--Standards should be adopted requiring that the facades
of all buildings receive some treatment to avoid long expanses of blank walls.
Rear / side walls should also have some detailing.
. Building materials--To ensure high-quality building materials compatible with a
mixed-use development area, the city/county should consider forbidding certain
materials such as tilt-up concrete panels and metal buildings.
. Landscape requirements-Perimeter and parking lot landscaping requirements need
to be improved. For example, trees should be required to be planted along the South
Ninth Street frontage and parking lots should have interior planting islands.
. Signage controls--All signs in the corridor should be ground-mounted monument
signage limited in size to more than 64 square feet. Off-premise signs (billboards)
should not be allowed in the district. Each site with multiple uses should develop a
master site plan for review during the site planning process.
. Service facilities/loading areas-- The city / county should adopt special standards for
placement and screening of trash receptacles, loading areas, and other service
facilities.
Fiscal Issues. A financing mechanism like a "Capital Cost Recovery Charge" must be discussed on
a case-by-case basis for each public improvement, whether for water, or sewer or other infrastructure
improvements. Road financing should be done through shared means, such as benefit districts.
Existing industrial land owners do not expect to pay mor~ for development nor do they expect
development standards to increase. Road widening, for example, should be paid for by the new
developments as they occur. The share of costs between the city/county and the private owners of
land must also be carefully considered from a public policy standpoint.
An important reason why the area should be considered for annexation is that there are financing
tools available to the city for development that are not available to the county, or are not in use by
Kansas counties. Excise taxes, for example, have been established by several Kansas cities, whereas
no county has established such a tax. Impact fees have been imposed by cities in Kansas for specific
improvements, whereas no county has imposed such fees. Counties deal with low-density
development on a scale that is not conducive to impact fee assessment, compared to urban-scale
intensity of development inside cities.
Special assessment benefit district financing is set up for cities to administer, rather than counties.
In a county, an improvement district (with a board) has to be created as a separate taxing entity. The
process is more cumbersome, because a separate governmental entity collects taxes for a specific
improvement. For these reasons, the city and county need to continue cooperating and discussing
annexation of a district, not of single parcels. Spot annexation would result in inefficient service
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SOUTH NINTH STREET CORRIDOR STUDY
City of Salina/Saline County
delivery and fragmented jurisdictional boundaries.
Under a mixed-use development scenario turning lanes must be added and intersections signalized.
The city is in the best position to establish who pays what share of improvements and how they are
financed. Through annexation, the city can negotiate and require payment for all urban
infrastructure in return for municipal services. It is the policy of the City of Salina to encourage
development within the city limits through the use of special assessment financing for public
improvements under KSA 12-6aOl et. Seq. The City of Salina, in return for providing such financing
for public improvements, requires that:
. all petitioners and/ or developers provide shared financing or adequate assurance for full
annual payment of special assessments before their petitioned improvements are approved;
and
. a portion of the cost of public improvements should be paid by the city-at-Iarge if the benefits
of the project extend beyond the area of immediate impact.
The City of Salina will facilitate new development by providing for the installation of public
improvements (streets, sidewalks, storm drains, water lines, sanitary sewers, etc.) upon submission
of a valid petition and required financial commitment.
By requiring annexation prior to development, the city can better plan for future benefit districts for
road improvements and other improvements, such as storm water management. The city can create
special benefit district assessments to widen roads on a pay-as-you-go basis for turning lanes,
acceleration and de-acceleration lanes. The city is in the best position to form consensus over the
appropriate split of public/private share of road costs, utility costs, and related infrastructure.
Over the long-term, consideration should be given to annexation of the entire south industrial area.
This possibility should be the subject of a separate study, analyzing the advantages and
disadvantages to the city and the affected businesses and industries. In addition to the fiscal issues,
the study should address issues of uniformity in fire protection, equity in taxation and utility charges,
and the opportunity to improve infrastructure and public services for the proper growth of the
overall area.
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APPENDIX A
REVENUE AND ASSESSED VALUE SPREADSHEETS
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FISCAL IMPACT WORKING SPREADSHEETS
The fiscal impact working spreadsheets are designed for selection of various land use scenarios to
determine the fiscal impact of development. The Data References table is provided for reference in
selecting various land uses, zoning conditions, tax abatement options and benefit district options to
be input in the Data Selection table. The Data Selection table is used to input the selections from the
reference tables while the Summary Table is a summary of the conditions with the selected data.
Three land use scenarios are provided:
· Scenario A- Commercial assumes most vacant properties will be developed as
commercial;
· Scenario B - Industrial assumes most vacant properties will develop as industrial;
· Scenario C - Mixed Use assumes that development will include both commercial and
industrial uses.
Data References Table
Land Use and Zoning: According to the City of Salina Planning Department, the existing vacant
parcels are to be zoned C-3 (Shopping Center District), C-5 (Service Commercial District), 1-1
(Industrial Park) or A-I (Agriculture). Once the zoning is selected in the Data Selection table, the
square footage of the structure is calculated in the Summary Table, based on the following
assumptions:
· C-3 = 16% of site
· C-5 = 16% of site
· 1-1 = 13% of site
· Auto Sales = 50,000 square feet
Tax Abatement Options: The City has the authority to offer tax abatement for new business and
industry. This table provides an explanation of the options available based on the amount of
investment and the number of jobs generated.
Investment For each $15,000 a business invests, up to $1,000,000, the business may receive
a tax exemption of 0.3%. A business may receive a tax exemption of 0.2% for each $15,000
of investment a business makes between $1,000,000 and $2,000,000. For each $15,000 of
investment a business makes above $2,000,000 it may receive a tax exemption of 0.1 %.
Jobs: A business may also receive a 25% tax exemption if the business is investing $100,000
and creating 3 jobs; investing $200,000 and creating 2 jobs; or investing $300,000 and creating
1 job. For each job created thereafter, an additional 2% tax exemption may be granted by the
City.
Tax abatement options have not been selected for results in the Summary Table. These can be
selected at a later date as development occurs along the corridor.
Data Selection Table
I - A
This table is used to select land use, zoning, tax abatement options and benefit district options. The
Summary Table reflects the changes made in this table.
Summary Table
The Summary Table identifies the selected land use, the building size, average anticipated sales tax
generated, and anticipated net property taxes. Sales tax generated is determined by using the
average sales tax collected in the City of Salina for the year ending June 30, 1996 for the type of
commercial use selected. Sales tax information was provided by the City of Salina Finance
Department. The asterix (*) adjacent to some property numbers indicates current residential use.
Assessed valuation is an average assessed valuation for commercial property ($6,257/acre) and
industrial property ($16,466/ acre), provided by the City of Salina Finance Department.
Findings
Scenario A-Commercial: The commercial scenario assumes that most vacant properties, between
Water Well Road and Farrelly Road will develop primarily as commercial properties and that those
south of Farrelly Road will remain vacant. This scenario yields the highest sales and property taxes.
Scenario B-Industrial: This scenario assumes that most property between Water Well Road and
Farrelly Road will develop primarily as industrial properties and those south of Farrelly Road will
remain vacant. This scenario yields the lowest sales taxes and the highest property taxes.
Scenario C-Mixed Use: Mixed uses include a mixture of commercial and industrial properties, with
a concentration of auto sales establishments. Again, the properties south of Farrelly Road will
remain vacant. This scenario yields moderate sales and property taxes.
Taxation Spreadsheet.
The parcel numbers shown on the following table correspond with the parcel map provided by the
City of Salina. The table lists the mill levies that are applicable to property within the South Ninth
Street corridor plan area. The following is a summary of each of the mill levies for each of the tax
entities.
Mill Levies:
. Unified School District (USD) 305: Tax levy is $0.42312 per $1,000 of assessed valuation.
. Unified School District (U5D) 306: Tax levy is $0.3500 per $1,000 of assessed valuation.
. State of Kansas: $0.0150 per $1,000 of assessed valuation.
. Central Kansas Library: $0.01241 per $1,000 of assessed valuation.
. Smolan Township: $0.00017 per $1,000 of assessed valuation.
. Rural Fire District No.4: $0.15105 per $1,000 of assessed valuation.
. Rural Fire district No.6: $0.04764 per $1,000 of assessed valuation.
. Assaria Rural Fire District: $0.03506 per $1,000 of assessed valuation.
. City of Salina: $0.26942 per $1,000 of assessed valuation.
. City of Salina Public Library: $0.05565 per $1,000 of assessed valuation.
. City of Salina Airport Authority: $0.01275 per $1,000 of assessed valuation.
The total unincorporated tax levy includes the total amount of taxes currently collected which
include the applicable school district tax levy, the State of Kansas, Central Kansas Library, Smolan
Township and the applicable rural fire district tax levy. The total tax levy collected if annexed
2 - A
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includes the applicable school district tax levy, the State of Kansas, Smolan Township, City of Salina,
City of Salina Public Library, and the City of Salina Airport Authority.
City of Salina Property Tax Exemption Policy
The City of Salina offers property tax exemption based upon the amount of investment a business
makes and the number of jobs created. If a business is locating or expanding within the Special
Redevelopment Area it may receive a 50% bonus added to their calculated tax exemption percentage.
The total exemption percentage shall not exceed 100% for yeas one though five and 50% for years
six through 10. Table 1 identifies the percentage of tax exemption a business would be eligible to
receive based upon the amount of investment and the number of jobs created.
Investment: For each $15,000 up to $1,00,000 of investment a business is going to make the business
may receive a tax exemption of 0.3%. A business may receive a tax exemption of 0.2% for each
$15,000 of investment a business makes between $1,000,000 and $2,000,000. For each $15,000 of
investment a business makes above $2,000,000 it may receive a tax exemption of 0.1 %.
Job Creation: A business may also receive a 25% tax exemption if the business is investing$100,000
and creating 3 jobs; investing $200,000 and creating 2 jobs; or investing $300,000 and creating 1 job.
For each job created thereafter an additional 2% tax exemption may be granted by the City.
1 0% 0% 25% 29% 39% 52% 59%
2 0% 25% 27% 31% 41% 54% 61%
3 25% 27% 29% 33% 43% 56% 63%
5 29% 31% 33% 37% 47% 60% 67%
10 39% 42% 44% 48% 58% 71% 78%
15 49% 52% 54% 58% 68% 81% 88%
20 59% 62% 64% 68% 78% 91% 98%
30 79% 82% 84% 88% 98% 100% 100%
40 99% 100% 100% 100% 100%
50 100%
3 - A
SAIMA SOUTH NHT1i S11lEET CORRtOCR PINI.~ tAlC lEYES
..............
.................
.' COIIIIInIl ............. - T_
- AppoWMd ,..~:::r -... I~ i= _Fft _Fft i ..':l. u~~
- v_ . u.sJ)....s U.s.D. :lIDS KII_ IlItIIId lot IlItIIId ..
1 lief Services Inc. 207 W. SchiNi 28 330 7083 300 11 162 9 1 34 516
2 Rllel Movl... Sevices Inc. 207 W. Schili... 418,840 104,710 4,430 157 2,400 130 18 499 7,635
3 MeMn _.., Trust 500 E. Schillina 1 342 no 335 693 14204 504 7696 417 57 1599 24 476
4 Chartae W, ,Juanita M. Bland 400 E. Schilioo 90,680 22.670 959 34 520 28 4 108 1,653
5 Jim A. , Jovce J. Chestnutt 480 E. Schilioo 75 870 18968 803 28 435 24 3 90 1383
6 Elden V. Miller 200 E. Schilina 13300 1596 68 2 37 2 0 8 116
7 Noonan D. 'Jovce J. Riffel 3100 S. Ninlh 5,440 653 28 1 15 1 0 3 48
8 Thomos R. 'Nancv S. P- 125 E. ...v..... ... 206 000 51500 2179 77 1181 64 9 778 4288
9 KIN _Inc. 151 E. Eleventh 29 980 7495 317 11 172 9 1 453 964
10...T'TP_TaxUnlI 203 E. Avenue A 0 0 0 0 0 0 0 0 0
11 B&F ComIlanv 215 E. "'venue'" 92 520 23130 979 35 530 29 4 1398 2974
12 Crestwood Inc. 353 E. ...v..... ... 690 600 172 650 7305 259 3958 214 29 10432 22 197
13 IMarIorie A. -.,., Trust 373 E. Eleventh 207 590 51898 2196 78 1190 64 9 3136 6672
14 Unden J. , Kathovn Ann Lorenson 413 E. Eleventh 220 700 55 175 2335 83 1265 68 9 3334 7094
15 Beenies Inc. 3281 S. "'venue C 1 372 980 343 240 14523 515 7869 426 58 20 739 44130
16 DelTeI M. Hills 445 W. Schilioo 51170 12793 541 19 293 16 2 61 933
17 Eoale L_oo 100 E. ...v........ 234,900 58,725 2,485 88 1,346 73 10 887 4,889
18 Beanies loc. 150 E. ...v..... ... 507 010 126753 5363 190 2906 157 22 1915 10553
19 P.ul K. Mal 228 E. ...v..... ... 998 400 249 600 10561 374 5722 310 42 3770 20 780
20 Soi.. Steel SUnoIv Inc. 235 E. "'venue ... 59,350 14,838 628 22 340 18 3 224 1,235
21 Howorth Lee COnslrudioo ("~nv Inc. 348 E. ...v..... ... 53400 13350 565 20 306 17 2 202 1111
22 LOR 422 E. ...v..... ... 77,780 19,445 823 29 446 24 3 294 1,619
23 M.B. ,Mamie WIlcox 430 E. ...v..... ... 111380 27 845 1178 42 638 35 5 421 2318
24 Char1ee Stevens Jr. 432 E. "'venue ... 34 770 8693 368 13 199 11 1 131 724
25 Poul K. Mal 201 E. "'venue B 135,480 33,870 1,433 51 776 42 6 512 2,820
26 Metlcast Products Ie. 401 E. "'venue B 399 000 99 750 4221 150 2287 124 17 1507 8304
27 MetIc8at Products Inc. 401 E. "'venue B 182930 45 733 1935 69 1048 57 8 691 3807
28 KASA 1_ Controls 418 E. "'venue B 488,400 122,100 5,166 183 2,799 152 21 1,844 10,185
29 Steohen K. Welborn 3288 S. "'venue C 181440 45 380 1919 68 1040 56 8 685 3778
30 EBC Inc. 304 E. Avenue B 1,596,300 191,556 8,105 287 4,391 238 33 2,893 15,_
33 Beenies Inc. 3401 S. Ninlh 6930 832 29 1 19 1 0 3 54
34 _, Russel McCar1h.. NorTh , Russel Inc. 3800 S. Ninth 14310 1717 80 3 39 2 0 8 113
35 Exide Ban... 13 E.1ler1l Road 4,848,430 1,212,108 42,424 1,818 27,788 1,504 206 4,250 77,989
36 ED'" CnmomIion "'" v.... School SUnoIv 3525 S. Ninlh 2016380 504 095 17 643 756 11556 626 86 1767 32 434
37 HIS Inveelrnonl ComIlanv (Straub 3637 S. Ninlh 463,680 115,920 4,057 174 2,657 144 20 406 7,4S9
38 Norton Waseennan Jones , ("~~ 00 E. Bera 347310 86 828 3039 130 1991 108 15 304 5587
39 Norton Waseennan Jones , ("~ 01 E. Bera 5390 1348 47 2 31 2 0 5 87
40 De'" Lee White '20 E. Bera 116,700 29,175 1,021 44 669 36 5 102 1,877
41 Wich.. Coca-<:<>Ia Bolt . 40 E. Barn 229 600 57 400 2009 86 1316 71 10 201 3693
42 Habco Inc. 48 E. Bani 323 300 80 825 2829 121 1853 100 14 283 5200
43 Norton waseennan Jones , (""""""~ 3OOE.1ler1l 15,450 1,854 65 3 43 2 0 7 119
44 Norton Wasserman Jones , ("~~ 00 E. Bera 11520 1382 48 2 32 2 0 5 89
45 UN~P estern Aula 200 E. W.terwell 5,397,237 1,349,309 47,226 2,024 30,933 1,674 229 4,731 86,817
46 Elnora A. SchiIack 451 E. Weterwell 400 46 2 0 1 0 0 0 3
47 Potricl<H. Breen 501 E. W.ter Well Road 63700 7326 256 11 168 9 1 26 471
48 Elnora Carnes Schirack 445 E. Water Well Road 61,900 7,119 249 11 163 9 1 25 458
49 EuniceGuzmon 469 E. W.ter Well Road 79 300 9120 319 14 209 11 2 32 587
50 Uohn L. , Vivian Wledmer 529 E. W.ter Well Road 4,700 541 19 1 12 1 0 2 35
51 John L. , Vivian WIedmer 529 E. Water Well Road 76 300 8775 307 13 201 11 1 31 565
52 NorTh American Phil.... EIec1ric Comonltion 017S.NinIh 12533370 3133 343 109 667 4700 71832 3888 533 10985 201 606
53 Elden V. Mler 700 S. Ninlh 12,350 1,482 52 2 34 2 0 7 97
54 William E. _ III Fred Exline' Jeen M. Stevens 3900 S. Ninlh 49 900 5988 210 9 137 7 1 29 393
TOTAL 36,557,117 1,176,314 1S,'I' 231,m 13,314 203,_ 11,816 ''- 56,243 2,412 23,166 -,-
MU LEVIES:
U.S.D.305: 42.312/$1000 _ v.lualion
U.S.D. 306: 35.001$1000 asseased valaution
Stale al KIInsaa: 1.50011000 _ v_ion
Central Kansas Library: 12411$1000 asaeesed valuation
Smalen Townohip: 0.0171$1000 _ valuation
RUtSI Fore District 14: 15.1051$1000 aasessed veluation
RUtSI Fore District 16: 4.7641$1000 asaeesed valuation
Assaria Rural Fire District: 3,5061$1000 assesaed valuation
10114197
TAXLEVY2WK4
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10114/97
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-
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Incor rated Tax levy
..... ..... ~ AlIlililil CItY
+obir 8etWclIlrtTolIl W_iiricI
~. Sei~bllC .......... Ul.~ sewer
.... iiA: TuiiriclTQlliICII) ~ A~~~
. ...Jri,&;;r Riffel MOY~ces Inc. ........ .."'-'L::L:.... .it"lu" .L"w. . ""'.i.......Jiojd r." ......ed "/*I.
1 207 W. Schillin 28,330 7,083 516 191 39 9 712 196 97
2 Riffel MOYina Sevices Inc. 207 W. Schillin 418,840 104,710 7,635 2,821 5B3 134 10,525 2,891 415
3 Melvin BerokamD Trust 500 E. Schillin 1,342,nO 335,693 24,476 9,044 1,868 428 33,743 9,267
4 Chanes W & Juanita M. Bland 400 E. Schillin 90,680 22,670 1,653 611 126 29 2,279 626
5 Jim A. & Jovce J. Chestnutt 460 E. Schillln 75,870 18,968 1,383 511 106 24 1,907 524
6 Elden V. Miller 200 E. Schillin 13,300 1,596 116 43 9 2 160 44
7 Nonnan D. & Jovoe J. Riffel 3100 S. Ninth 5,440 653 46 18 4 1 68 18
8 Thomas A. & Nancv S. Pestinoer 125 E. Avenue A 206,000 51,500 4,288 1,388 287 66 5,955 1,667 258 n8
9 KIN NetworX Inc. 151 E. Eleventh 29,960 7,495 964 202 42 10 1206 243 113
10 AT&T ProoertvTax Unn 203 E. Avenue A 0 0 0 0 0 0 0 0 246 0
11 B&F ComDanv 215 E. Avenue A 92,520 23,130 2,974 623 129 29 3,723 749 349
12 Creslwood Inc. 353 E. Avenue A 690 600 172,650 22,197 4,652 961 220 27,766 5,589 260B
13 Marlene A. BerokamD Trust 373 E. Eleventh 207,590 51,898 6,672 1,398 289 66 8,352 1,680 784
14 linden J. & Kathrvn Ann Lorenson 413 E. Eleventh 220,700 55,175 7,094 1,467 307 70 8,BBO 1,766 B33
15 Beanies Inc. 3281 S. Avenue C 1,372,960 343,240 44,130 9,248 1,910 43B 55,241 11,111 5185
16 Darrell M. Hills 445 W. Schllllnn 51,170 12,793 933 345 71 16 1,266 353 193
17 Eaale Leasina 100 E. Avenue A 234,900 58,725 4,889 1,582 327 75 6,790 1,901 887
18 Beanies Inc. 150 E. Avenue A 507,010 126753 10,553 3,415 705 162 14,656 4,103 1915
19 Paul K. Mal 228 E. Avenue A 998,400 249,600 20,780 6,725 1,389 318 28,660 8,0B0 764 3nO
20 Salina Steet SUDDlv Inc. 235 E. Avenue A 59,350 14,838 1,235 400 B3 19 1,716 480 224
21 Haworth Lee Construction ComDanv, Inc. 346 E. Avenue A 53,400 13,350 1,111 360 74 17 1,544 432 202
22 LOR 422 E. Avenue A n,780 19,445 1,619 524 lOB 25 2,248 629 294
23 M.B. & Mamie Wilcox 430 E. Avenue A 111,380 27,845 2,318 750 155 36 3,220 901 421
24 Charles Stevens Jr. 432 E. Avenue A 34,nO 8,693 724 234 46 11 1,005 281 276 131
25 Paul K. Mal 201 E. Avenue B 135,480 33,870 2,820 913 188 43 3,916 1,096 512
26 Metlcast Products Ic. 401 E. Avenue B 399,000 99,750 8,304 2,687 555 127 11,533 3,229 2266 1507
27 Metlcast Products Inc. 401 E. Avenue B 182,930 45,733 3,807 1,232 255 58 5,288 1,480 691
28 KASA Industrial Controls 418 E. Avenue B 4B8 400 122,100 10,165 3,290 679 156 14,118 3,952 478 1844
29 SteMen K. Welborn 3288 S. Avenue C 181,440 45,360 3,n6 1,222 252 58 5,245 1,468 6B5
30 EBC Inc. 304 E. Avenue B 1 ,596 300 191,556 15,946 5,161 1066 244 22,146 6,201 3B34 2893
33 Beanies Inc. 3401 S. Ninth 6,930 832 54 22 5 1 78 24
34 Roderick & Russell McCanhur North & Russel 3600 S. Ninth 14,310 1,717 113 46 10 2 160 47
35 Exide Batterv 413 E. Bern Road 4,846 430 1,212,108 n,989 32,657 6,745 1,545 112977 34,987 30406
36 EDA Comoration dba Valiev School SUDoIv 3525 S. Ninth 2,016,380 504,095 32,434 13,581 2,805 643 46,985 14,551 1198 13333
37 H&S Investment ComDanv CStraub) 3637 S. Ninth 463,680 115,920 7459 3,123 645 146 10,805 3346 811
38 Norton Wassennan Jones & Camoanv 00 E. Bern 347,310 66,828 5,587 2,339 463 111 8,093 2,506
39 Norton Wassennan Jones & ComDanv 201 E. 86m 5,390 1,348 87 36 7 2 126 39
40 Dallas Lee White 20 E. BerD 116,700 29,175 1,877 766 162 37 2,719 842 199
41 Wichita Coca-Gola Bottliino Camoanv 40 E. Bern 229,600 57,400 3,693 1546 319 73 5,350 1,657 188
42 Habco Inc. 246 E. Bern 323,300 80,825 5,200 2,178 450 103 7,533 2333 221 2927
43 Norion Wassennan Jones & CamDanv 300 E. Bern 15,450 1,854 119 50 10 2 173 54
44 Nonon Wassennan Jones & Comoanv 400 E. Bern 11,520 1,382 89 37 8 2 129 40
45 UNI.Prooer1ies Comoanv CWestem Auto) 200 E. Waterwell 5,397,237 1 ,349,309 66,817 36 353 7509 1,720 125,765 38,946 3471 25000
46 Elnora A. Schirack 451 E. Waterwell 400 46 3 1 0 0 4 1
47 Patrick H. Breen 501 E. Water Well Road 63,700 7,326 471 197 41 9 6B3 211
46 Elnora Cames Schirack 445 E. Water Well Road 61,900 7,119 45B 192 40 9 663 205
49 Eunioe Guzman 69 E. Water Well Road 79,300 9,120 587 246 51 12 850 263
50 John L. & Vivian Wiedmer 529 E. Water Well Road 4,700 541 35 15 3 1 50 16
51 John L. & Vivian Wledmer 529 E. Water Well Road 76,300 8,775 565 236 49 11 818 253
52 North American Phillios Electric Como ration 4017 S. Ninth 12,533,370 3,133,343 201,606 84,419 17,437 3,995 292,049 90,444 44654 25000
53 Elden V. Miier 3700 S. Ninth 12,350 1,462 97 40 8 2 138 41
54 Willliam E. Mowerv III, Fred Exline & Jean M. 3900 S. Ninth 49,900 5,988 393 161 33 8 55B 165
.. T TAL 1365571171 8A76~141 1<.... '<<L~I ""'1"'" 49 3971 11.317 900 101 1 70;& "'''''7 lrI1I7lI
MID levya:
City of Salina: 26.9421$1000 assessed valuation
Salina Public library: 5.5651$1000 assessed valuation
Salina Airport Authority: 1.275/$1000 assessed valuation
. Represents the amount the water and sewer bill would
be reduced rl property were annexed into the city.
.. Represents the amount saved by the property owner if
they were annexed into the city.
TAXLEVY2.WK4
I
FISCAL ANALYSIS WORKING TABLES
Woridng Spreadsheet for Anticipatad Land Use on Existing Vacant Properties
ScenllrIo: A - Commerc181
I
ThiS is a working spreadsheet designed lor selaction of various land usa scanarios to determine the flocallmpact of development.
The Data Relerencaotable is provided for referenca in 8alecting various land uses, zoning conditions and tax abatement options to ba input In the Date Salection table.
In the Data Selection lable, select the land use by using the land use numbar in the Date Reference table, and the zoning by typing in one 01 the allowable zoning districts.
Seiect a percentage for tax abatement by referencing the Tax Abatement Options table. The Summary table is a summary of the fiscal outcomes of the selactions made In the Data Selection table.
I
DATA REFERENCES
DATA SELECTION
I
1 272,573 C3IC5 1 11 C3
2 67115 C3IC5 3b 15 11
3 27711.5 C3IC5 4b 15 11
4 22230.5 C3ICS 6 3 C3
5 12131 C3IC5 7 3 C3
6 5771.5 C3IC5 14b 15 12
7 6263 C3IC5 16" 3 CS
B 6080 C31CS 168 3 CS
9 S016 C31CS 25b 15 12
10 4927 C31CS 30 15 12
11 3767 C31CS 33 15 12
12 1853.5 C31CS 34 5 CS
13 6287 C31CS 35b 15 12
14 2888 C31CS 43 16 12
15 0 '1112 44 16 12
16 0 A1 45b 16 12
52b 16 12
1. The exlsling vacant percels when developed are likely to ba zoned C-3 (Shopping Centar District), 52c 16 12
C-5 (Service Commarclal District), or 11 (Industrial Park) according to tha City of Selina Planning
Dapartment. 53 3 CS
2. Sales tax generated is determined by using the average sales tax collected, for tha type 01
commarcial usa selected, wllhin the City of Salina lor the year ending June 30, 1996. Sales tax
Informalion was provided by the CIty of Selina Finance Department. 548" 12 C3
3. Some naw development may be the result of businesses moving from within the city limits, therefore,
the following assumptions are made regarding average 8al88 tax.: 54b 9 CS
Averege sales tax lor Mejor General Retail Is SO% of $55,423. 57 3 CS
Average sales tax for Grocery is 50% 01 $44,461. 58 15 12
Average sales tax for Lumber & Hardware is SO% 01 $1 1,543. 60 16 A1
Average sales tax lor Food Service is 50"10 of $3,707. 61a" 16 A1
61b 16 A1
61c 16 A1
62 16 A1
63 16 A1
-. 16 A1
64b 16 A1
85 16 A1
66 16 A1
fi7 16 A1
I
I
I
I
I
I
I
I
TAX ABATEMENT OPTIONS:
I
>;,::~::"}f::))::: ...'...-.....-...... ...., .,:".,.".:.".-. ..... ",,',', :::'::~:';#::~::?:{f !1W:'AMOON't:Ol'liIrtvES'l'MMMh%1mWW:W wrrrnmmgHMJfW%M@:~ .....',......-., :!:'HtI
.... P-,"
1 0 0 0.25 0.29 0.39 0.52 0.59
2 0 0.25 0.27 0.31 0.41 0.54 0.61
3 0.25 0.27 0.29 0.33 0.43 0.56 0.63
5 0.29 0.31 0.33 0.37 0.47 0.6 0.67
10 0.39 0.42 0.44 0.48 0.58 0.71 0.78
15 0.49 0.52 0.54 0.58 0.68 0.81 0.88
20 0.59 0.62 0.64 0.68 0.78 0.91 0.98
30 0.79 0.82 0.84 0.88 0.98 1 1
40 0.99 1 1 1 1 -- -
50 1 -- - -. -- n --
I
I
I
1. Investment: For each $15,000 upto $1,000,000 of Investment a business is going to make, the business may receive a tax exemption of 0.3%. A
business may receive a tax exemption of 0.2% for each $15,000 of investment a business makes between $1,000,000 and $2,000,000. For each
$15,000 01 investment a business makes above $2,000,000 It may receive a tax exemplion of 0.1%.
2. Jobs: A business may also receive a 25% tax exemption If the business Is Invesling $100,000 and creating 3 jobs; Investing $200,000 and creating
2 jobs; or Invesling $300,000 and crealing 1 job. For each lob created thereafter, an additional 2% tax exemption may be granted by the City.
I
r:197144'18pd&h..twaINrx3. wk4
I
10/14/97
I
Sumnw Tobie A - CommerdoI
1 Riffel Movlnn SaMees Inc FueVCoovenie
1.5 65,340.00 21,562.20 nee 3,450 $3,767 $9,386 $253 S52 $12 $317 $0 $317
3b MeMn B""","ITD Trust 10.46 455,637.60 1 50,360.41 Indus1riaI 19,547 $0 $172,234 4,640 958 220 5,818 0 5,818
Charles W. & Juanita M.
4b BIMd 12.38 539,272.80 1 n ,960.02 Indus1riaI 23,135 $0 $203,849 5,492 1,134 260 6,888 0 6,888
Major General
6 Miler, Eldon V. 33.6 1,463,616.00 482,993.28 RelllU n,279 $27,712 $210,235 5,684 1,170 268 7,102 0 7,102
7 Riffel Nonnan D. & J~ce J. Major General
13.6 592,416.00 195,49728 RelllH 31,280 $27,712 $95,095 2,293 474 108 2,875 0 2,875
Unden J. & Kalhryn Ann
14b Lorenson 1.38 60,112.80 19,83722 IndusIrieI 2,579 $0 $22,723 612 126 29 768 0 768
16' Major General
Hills Darral M. & Laura J. 18.3 797,148.00 263,058.84 RelllH 42,089 $27,712 $114,503 3,085 637 146 3,868 0 3,868
168 Major General
KDOT 18 784,080.00 258,748.40 RelllH 41'- $27,712 $112,626 3,034 627 144 3,805 0 3,805
25b Peul K. Mal 1.84 80,150.40 26,449.63 Indus1riaI 3,438 $0 $30,297 816 169 39 1,024 0 1,024
30 EBC Inc. 3.76 163,785.60 54,049.25 Industrial 7,026 $0 $61,912 1,668 345 79 2,092 0 2,092
33 Beanies Inc 17 740,520.00 244,371.60 Indus1riaI 31,768 $0 $279,922 7,542 1,558 357 9,456 0 9,456
McArthur Nor1I1 Roderict< and
34 Russell & RussaIIlnc. 35.6 1,550,736.00 511,742.88 Aulo Seles 32,000 $12,131 $222,749 6,001 1,240 284 7,525 0 7,525
35b E_ 19.87 865,537.20 285,62728 Indus1rial 37,132 $0 $327,179 8,815 1,821 417 11,053 0 11,053
Norton Wassennen Jones &
43CnnYUOnv 5 217,800.00 71 ,874.00 Vacant 9,344 $0 $0 0 0 0 0 0 0
Norton Wassennen Jones &
44C""""nv 8.7 378,972.00 125,060.76 Vacant 16,258 $0 $0 0 0 0 0 0 0
45b UNI Prooet1les Corroanv 15.13 659,062.80 217,490.72 Vacant 28,274 $0 $0 0 0 0 0 0 0
52b ~~ "'=~a:~I'" 84.81 3,694,323.60 1 ,219,126.79 Vacant 158,486 $0 $0 0 0 0 0 0 0
Nor1I1 Amertcen Phin.,.
52e Electric Coroorallon 17.n n4,061.2O 255,440.20 Vacant 33,207 $0 $0 0 0 0 0 0 0
Major General
53 Elden V. Miler 30.87 1,344,697.20 443,750.08 RelllH 71,000 $27,712 $193,154 5,204 1,075 246 6,525 0 6,525
Willam E. Mowery III, Fred
548' Exline & Jean M. Stevens 2.41 104,979.60 34,643.27 Food Service 5,543 $1,854 $15,079 406 84 19 509 0 509
Willam E. Mowery III, Fred Lndnina
54b Exline & Jean M. Stevens 33.64 1,465,358.40 483,56827 n,371 SS,016 $210,465 5,671 1,171 288 7,111 0 7,111
2,657,595.60 Major General
57 Dr. John F. Commertord 61.01 8n,006.55 Rellll 140,321 $27,712 $381,740 10,285 2,124 487 12,896 0 12,896
58 Frank--;;;;;;;;"TrustNo.l 154.14 6,714,338.40 2,215,731.67 IndusIriaI 288,045 $0 $2,538,069 68,381 14,124 3,236 85,741 0 85,741
James Edward & Lois
60 GeneYleive Reser 17.n n4,061.20 255,440.20 Vecanl 0 $0 $0 0 0 0 0 0 0
Pony Nelhen & Nevalle
61e' Rachal Martin 5.51 240,015.60 79.205.15 Vacant 0 $0 $0 0 0 0 0 0 0
Pony Nelhen & Nevalle
61b Rachal Martin 6.45 280,962.00 92,717.46 Vacant 0 $0 $0 0 0 0 0 0 0
Pony Nalhan & Nevalle
61e Rachal Martin 5.4 235,224.00 n,623.92 Vacant 0 $0 $0 0 0 0 0 0 0
82 Eunice T. Comnerford 230.75 10,051,470.00 3,316,985.10 Vecanl 0 $0 $0 0 0 0 0 0 0
63 JonnaJ. s.....nrusteo 36.14 1,574,258.40 519,50527 Vacant 0 $0 $0 0 0 0 0 0 0
640' SoIHitA< & PI-Sun Han 9.24 402,494.40 132,823.15 Vacant 0 $0 $0 0 0 0 0 0 0
64b Son-HtA< & Pi~Sun Hen 9.09 395,960.40 130,666,93 Vacant 0 $0 $0 0 0 0 0 0 0
65 Rhoda L EHaI 0.00 0,00 Vacant 0 $0 $0 0 0 0 0 0 0
66 SEI Partners LP 51.52 2,244,211.20 740,569.70 Vacant 0 $0 $0 0 0 0 0 0 0
67 ==- 75.08 3 270 484.80 1 079259.98 .. 0 ~ ~ 0 0 0 0 0 0
1. Building square lootage for C3 and C5 Is 16% of buildable area.
2, Building squareloolagO for 11 and 12 is 13% 01 buildable area.
3. Building square lootage for auto sales Is 32.000 squareleo\.
4. Assessed valuation is determined by using an average assessed valuation lor cOlTl1l8lClal property ($6,257/acre) and industrial property ($16,466Iacre). These
averages ore figured from assessed valuation for each use lor Saine County in 1996, diYIdled by Ihe nurrber of businesses in each category. Information for assessed
valuation was provided by Ihe City of SaUna FlO8nce Department.
5. Property taxes ore calculated by multiplying Ihe assessed valuation by Ihe tax: City (.026942), Salna PtbIic Lbrary (.005565), Airport Authority (.OOt275).
6. Tract nurrIlors 43,44.45b, 52b and 52c are zoned \-2, Industrial. For calcuiallon purposes, Ihe land use is designated as "vacanf rather lhan 'indUstrial.".
, - Existing resldenlial property
r.\97J44\spdIhH~dt:r3."'''
10/14/97
I
FISCAL ANALYSIS WORKING TABLES
Wooong Spreadsheet lor Anticipated Land Use on Existing Vacant Properties
Scenario: B . Industrial
I
This is a wor1<ing spraadsheet designed for selection 01 various land use scenarios to determine the fiscal Impact of development.
The Data References table is provided for reference in selecting various land uses, zoning conditions and tax abatement options to ba input in the Data Selection table,
In the Data Selection table, select the land use by using the land use number in the Data Reference table, and the zoning by typing in one of the allowable zoning districts.
Select a percentage for tax abatement by referencing the Tax Abatement Options table. The Summary table Is a summary of the fiscal outcomes 01 the selections made in the Data Selection tat
I
DATA REFERENCES
DATA SELECTION
I
1 272,573 C31CS 1 11 C3
2 67115 C31CS 3b 15 11
3 2nl1.5 C31CS 4b 15 11
4 22230.5 C31CS 6 3 C3
5 12131 C31CS 7 3 C3
6 5n1.5 C31CS 14b 15 12
7 6263 C31CS 1tr 15 11
8 6080 C31CS 168 15 11
9 5016 C3IC5 25b 15 12
10 4927 C3IC5 30 15 12
11 3767 C3IC5 33 15 12
12 1853.5 C3ICS 34 15 11
13 6287 C3ICS 35b 15 12
14 2888 C31C5 43 16 12
15 0 11112 44 16 12
16 0 A1 45b 16 12
52b 16 12
1. The existing vacant percels when developed are likely to be zoned C-3 (Shopping Canter District), 52c 16 12
C-5 (Service Commercial District), or 11 (Industrial Par1<) according to the CIty of Salina Planning Department. 53 15 11
2. Sales tax generated is determined by using the average sales tax collected, for the type of
commercial use seiected, wllhin the CIty of Salina for the year ending June 30, 1996. Sales tax
information was provided by the City of Salina Finance Depa"ment. 548' 15 11
3. Some new development may be the result of businesses moving from within the city limits, therefore,
the following assumptions are made regarding average sales tax.: 54b 15 11
Average sales tax for Major General Retail Is 50% of $55,423. S7 15 11
Average sales tax for Grocery is 50% of $44,461. 58 15 12
Average sales tax for Lumbar & Hardware is 50% of $11,543. 60 16 A1
Average sales tax for Food Service is 50% of 53,707. 61s' 16 A1
61b 16 A1
61c 16 A1
62 16 A1
63 16 A1
648' 16 A1
64b 16 A1
65 16 A1
66 16 A1
67 16 A1
I
I
I
I
I
I
I
I
TAX ABATEMENT OPTIONS:
INo.ofJObll,'" ,."
:':';::':':;:::';:~;::::'<-:;:
::t:t:t~;::::::tt:::W~Wnttif
WntNW~:
::::::'-::_=:::;iii::=:'::':',::,::::::M:::::::
0.25 0.29 0.39 0.52 0.59
0.27 0.31 0.41 0.54 0.61
0.29 0.33 0.43 0.56 0.63
0.33 0.37 0.47 0.6 0.67
0.44 0.48 0.58 0.71 0.78
0.54 0.58 0.68 0.81 0.88
0.64 0.68 0.78 0.91 0.98
0.84 0.88 0.98 1 1
1 1 1 --
I
1
2
3
5
10
15
20
30
40
50
"."""",.,.."""",.".tOllOOll"'" " ,.".".",,,,
o
o
0.25
0.29
0.39
0.49
0.59
0.79
0.99
1
Wt200otif@]
I
o
0.25
0.27
0.31
0.42
0.52
0.62
0.82
1
I
1. Investment: For each $15,000 up to $1,000,000 of Investment a business Is going to make, the business may receive a tax exemption of 0.3%. A
business may receive a tax exemption of 0.2% for each $15,000 of Investment a business makes batwaan $1,000,000 and $2,000,000. For each
$15,000 of investment a business makes above $2,000,000 It may receive a tax exemption of 0.1 %.
2. Jobs: A business may also receive a 25% tax exemption If the business Is Investing $100,000 and creating 3 lobs; investing $200,000 and
c~eating 2 jobs; or Investing $300,000 and creating 1 job. For each job created thereafter, an additional 2% tax exemption may be granted by the
City.
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Summ_ T_ble B -Industrlll
FuelfCoovenI
1 Riffel Movlna Services Inc 1.5 65,340.00 2t,562.20 enee 3,450 $3,767 $9,386 $253 $52 $12 $317 $0 $317
3b Melvin BemkamD Trust 10.46 455,637.60 150,360.41 Industrial 19,547 $0 $172,234 4,640 958 220 5,818 0 5,818
4b Charles W. & Juanita M. Bland 12.38 539,272.80 177,960.02 Industrial 23,135 $0 $203,849 5,492 1,134 260 6,888 0 6,888
Major General
6 M.er, Eldon V. 33.6 1,463,616.00 482,993.28 Retail 77 ,279 $27,712 $210,235 5,664 1,170 268 7,102 0 7,102
MajDr General
7 Riffel NDrman D. & JOYce J. 13.6 592,416.00 195,497.28 Retail 31,280 $27,712 $65,095 2,293 474 108 2,875 0 2,875
Unden J. & Kathryn Ann
14b Lorenson 1.38 60,112.80 19,837.22 Industrial 2,579 $0 $22,723 612 126 29 768 0 768
16' Hills Darrel M. & lJlura J. 18.3 797,148.00 263,058.84 Industrial 34,198 $0 $301,328 8,118 1,677 384 10,179 0 10,179
16_ KDOT 18 784,080.00 258,746.40 Industrial 33,637 $0 $296,388 7,985 1,649 378 10,013 0 10,013
25b Paul K. Mai 1.84 80,150.40 26,449.63 Industrial 3,438 $0 $30,297 816 169 39 1,024 0 1,024
30 EBC Inc. 3.76 163,795.60 54,049.25 Industrial 7,026 $0 $61,912 1,668 345 79 2,092 0 2,092
33 Beanies Inc 17 740,520.00 244,371.60 Industrial 31,768 $0 $279,922 7,542 1,558 357 9,456 0 9,456
McArthur NDrth Roderick and
34 Russell & Russetllnc. 35.6 1,550,736.00 511,742.88 Industrial 66,527 $0 $586,190 15,793 3,262 747 19,803 0 19,803
35b ExIde 19.87 865,537.20 285,627.28 Industrial 37,132 $0 $327,179 8,815 1,821 417 11,053 0 11,053
NDrton Wasserman Jones &
43 Com"""" 5 217,800.00 71,874.00 Vacant 9,344 $0 $0 0 0 0 0 0 0
NDrton Wasserman Jones &
44 Com"""" 8.7 378,972.00 125,060.76 Vacant 16,258 $0 $0 0 0 0 0 0 0
45b UNI pmnerties ComDanv 15.13 659,062.80 217,490.72 Vacant 28,274 $0 $0 0 0 0 0 0 0
North American Phillips Electric
52b Comnration 84.81 3,694,323.60 1,219,126.79 Vacant 158,488 $0 $0 0 0 0 0 0 0
North American Phillips Electric
52c Comorotlon 17.77 774,061.20 255,440.20 Vacant 33,207 $0 $0 0 0 0 0 0 0
53 Elden V. Miler 30.87 1,344,697.20 443,750.08 Industrial 57,688 $0 $508,305 13,695 2,829 648 17,172 0 17,172
Winlam E. Mowery III, Fred
54_' Exline & Jean M. Stevens 2.41 104,979.60 34,643.27 Industrial 4,504 $0 $39,683 1,069 221 51 1,341 0 1,341
54b Winlam E. Mowery III, Fred 483,568.27 $0 $553,916
Exline & Jean M. Stevens 33.84 1,465,358.40 Industrial 62,864 14,924 3,083 706 18,712 0 18,712
57 Dr. John F. CommertDrd 61.01 2,657,595.60 877,006.55 Industrial 114,011 $0 $1,004,591 27,068 5,591 1,281 33,937 0 33,937
58 Frank Saner Trust No. 1 154.t4 6,714,338.40 2,215,731.87 Industrial 288,045 $0 $2,538,069 68,381 14,124 3,236 85,741 0 85,741
James Edward & Lois
60 Genevleive Reser 17.77 774,061.20 255,440.20 Vacant 0 $0 $0 0 0 0 0 0 0
peny Nathan & Nevelle Rachel
611' Martin 5.51 240,015.60 79,205.15 Vacant 0 $0 $0 0 0 0 0 0 0
peny Nathan & Nevelle Rachel
61b Marlin 6.45 280,962.00 92,717.46 Vacant 0 $0 $0 0 0 0 0 0 0
peny Nathan & Nevelle Rachel 5.4 77,623.92
61c Martin 235,224.00 Vacant 0 $0 $0 0 0 0 0 0 0
62 Eunice T. CommertDrd 230.75 10,051,470.00 3,316,985.10 Vacant 0 $0 $0 0 0 0 0 0 0
63 Jorma J. !;t;nal Trustee 36.14 1,574,258.40 519,505.27 Vacant 0 $0 $0 0 0 0 0 0 0
64_' Snn-Huk & Pi~Sun Han 9.24 402.494.40 132,823.15 Vacant 0 $0 $0 0 0 0 0 0 0
64b Snn-Huk & Pi~Sun Han 9.09 395,960.40 130,666.93 Vacant 0 $0 $0 0 0 0 0 0 0
65 Rhoda L Eitel 0.00 0.00 Vacant 0 $0 $0 0 0 0 0 0 0
66 SEI Partners LP 51.52 2,244,211.20 740,589.70 Vacant 0 $0 $0 0 0 0 0 0 0
67 John Edwagn 75.08 3270484.80 1 079 259.98 ~,.t'~m) $0 $0 0 0 0 0 0 0
''''}SiI''I.))'' '7"'"."" "","126.\"
1. Building square footage for C3 and C5 is 16% of buHdabIe ama.
2. Building squam footage for 11 and 12 Is 13% Df buildable ama
3. Building square footage fDr auto sales Is 32,000 squam feet.
4. Assessed valuation Is determined by using an average assessed valuation fDr commercial property ($6,257/acm) and industrial property ($16,4661acre). These
averages are figured from assessed valuation fDr each use for Saline County in 1996, divided by \he number Df businesses in each category. InfDrmation for assessed
valuation was prnvIdIed by \he City of SalIna Finance Department.
5. Property taxes are calculated by muniplying \he assessed valuation by \he tax, City (.026942), SaRna PubRc Ubrary (.005565), Airport Authority (.001275).
6. Tract numbers 43,44,4Sb, 52b and 52c are zoned 1-2, Industrial. For calculation purposes, the land use Is designated as "vacanr rather than "industrial.'.
. - EJdsting residential property
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FISCAL ANALYSIS WORKING TABLES
Wortdng Spreadsheet for Anticipated Land Use on ExIsting Vacant Propertles
Scenario: C . Mixed UN
This Is a working spreadsheet designed for selection of various land use scenarios to determine the fiscal impact 01 development.
The Data Referencas table is provided for reference in selecting various land uses, zoning conditions and tax abatement options to be input in the Data Selection table.
In the Oats Selection table, select the land use by using the land use number in the Data Reference table, and the zoning by typing in one of the allowable zoning districts.
Seiect a percentage for tax abatement by referencing the Tax Abatement Options table. The Summary table is a summary of the fiscal outcomes of the selections made in the Data SelectIon table.
DATA SELECTION
DATA REFERENCES
1 272,573 C3IC5 1 11 C3
2 67115 C31C5 3b 15 11
3 27711.5 C31C5 4b 15 11
4 22230.5 C31CS 6 3 C3
5 12131 C31CS 7 3 C3
6 5771.5 C3IC5 14b 15 12
7 6263 C31CS 16* 5 CS
8 6OBO C31C5 168 5 CS
9 5016 C31CS 25b 15 12
10 4927 C31CS 30 15 12
11 3767 C3ICS 33 15 12
12 1853.5 C31CS 34 5 CS
13 6287 C31C5 35b 15 12
14 2888 C31CS 43 16 12
15 0 11/12 44 16 12
16 0 A1 45b 16 12
52b 16 12
1. The existing vacant parcels when developed are likely to be zoned G-3 (Shopping Center District), 52c 16 12
C-5 (Service Commercial District), or 11 (Industrial Park) according to the City of Salina Piannlng Department. 53 5 CS
2. Sales tax generated Is determined by using the average sales tax collected, for the type of commercial
use selected, within the City of Selina for the year ending June 30, 1996. Sales tax Information was
provided by the City of Salina Finance Department. 548' 15 11
3. Some new development may be the result of businesses moving from within the city limits, therefore,
the following assumptions are made regarding average sales tax.: 54b 15 11
Average sales tax for Major General Retail Is 50% of $55,423. 57 15 11
Average sales tax for Grocery is 50% of $44,461. 58 15 12
Average sales tax for Lumber & Hardware is 50% of $11,543. 60 16 Al
Average sales tax for Food Service is 50"k of $3,707. 61.' 16 A1
61b 16 A1
61c 16 Al
62 16 A1
63 16 A1
648' 16 A1
64b 16 A1
65 16 A1
66 16 A1
67 16 A1
TAX ABATEMENT OPTIONS:
",,:":t::'::tiWtllllllOOW?::" ......... 12OOClOli@@ II~n!M "WmWf}@@HWF Wt~ :'.':'." 'nit~'::' TII:CldllOIlll?): :'\1*MllldCllf',""
1 0 0 0.25 0.29 0.39 0.52 0.59
2 0 0.25 0.27 0.31 0.41 0.54 0.61
3 0.25 0.27 0.29 0.33 0.43 0.56 0.63
5 0.29 0.31 0.33 0.37 0.47 0.6 0.67
10 0.39 0.42 0.44 0.48 0.58 0.71 0.78
15 0.49 0.52 0.54 0.58 0.68 0.81 0.88
20 0.59 0.62 0.64 0.68 0.78 0.91 0.98
30 0.79 0.82 0.84 0.88 0.98 1 1
40 0.99 1 1 1 1 -- --
SO 1 -- -- -- -- -- --
1. Investment: For each $15,000 up to $1,000,000 of Investment a business Is going to make, the business may receive a tax exemption of 0.3%. A
business may receive a tax exemption of 0.2% for each $15,000 of Investment a business makes between $1,000,000 and $2,000,000. For each
$15,000 of investment a business malkes aJboVe $2,000,000 It may receive a tax exemption of 0.1%.
2. Jobs: A business may also receive a 25% tax exemption It the business Is Investing $100,000 and creating 3 lobs; Investing $200,000 and creating 2
jobs; or investing $300,000 and creating 1)00. For each job created thereafter, an additional 2% tex exemption may be granted by the City.
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Summ. T.ble e - Mixed Use
FueVConveni
1 Riffel Movina Services Inc 1.5 65,340.00 21,562.20 ence 3,450 $3,767 $9,386 $253 $52 $12 $317 $0 $317
3b Melvin BerokamD TlIJst 10.46 455,637.60 150,360.41 Industrial 19,547 $0 $172,234 4,640 958 220 5,818 0 5,818
4b Cha~es W. & Juanita M. Bland 12.38 539,272.80 177 ,960.02 Industrial 23,135 $0 $203,849 5,492 1,134 260 6,886 0 6,886
General
6 Miner, Eldon V. 33.6 1,463,616.00 482,993.28 Retail 77,279 $27,712 $210,235 5,664 1,170 268 7,102 0 7,102
7 Riffel Norman D. & Jovce J. General
13.6 592,416.00 195,497.28 Retail 31,280 $27,712 $85,095 2,293 474 108 2,875 0 2,875
Unden J. & Kathryn Ann
14b Lorenson 1.38 60,112.80 19,837.22 Industrial 2,579 $0 $22,723 612 126 29 768 0 768
16' Hills Darrel M. & Laura J. 18.3 797,148.00 263,058.84 Auto Sales 32,000 $12,131 $114,503 3,085 637 146 3,868 0 3,868
16. KOOT 18 784,080.00 258,746.40 Auto Sales 32,000 $12,131 $112,626 3,034 627 144 3,805 0 3,805
25b Paul K. Mal 1.84 80,150.40 26,449.63 Industrial 3,438 $0 $30,297 816 169 39 1,024 0 1,024
30 EBC Inc. 3.76 163,785.60 54,049.25 Industrial 7,026 $0 $61,912 1,668 345 79 2,092 0 2,092
33 Beanies Inc 17 740,520.00 244,371.60 Industrial 31,768 $0 $279,922 7,542 1,558 357 9,456 0 9,456
McArthur North Roderick and
34 Russell & Russell Inc. 35.6 1,550,736.00 511,742.88 Auto Sales 32,000 $12,131 $222,749 6,001 1,240 284 7,525 0 7,525
35b Exlde 19.87 865,537.20 285,627.28 Industrial 37,132 $0 $327,179 8,815 1,821 417 11,053 0 11,053
Norton Wasserman Jones &
43 Canoanv 5 217,800.00 71,874.00 Vacant 9,344 $0 $0 0 0 0 0 0 0
Norton Wasserman Jones &
44 Can"""" 8.7 378,972.00 125,060.76 Vacant 16,258 $0 $0 0 0 0 0 0 0
45b UNI P~rties Canoanv 15.13 659,062.80 217,490.72 Vacant 28,274 $0 $0 0 0 0 0 0 0
North American Phillips
52b EIect~ Co~ratton 84.81 3,694,323.60 1,219,126.79 Vacant 158,486 $0 $0 0 0 0 0 0 0
North Ame~ Phillips
52c Electric Co~ratlon 17.77 774,061.20 255,440.20 Vacant 33,207 $0 $0 0 0 0 0 0 0
53 Elden V. Miler 30.87 1,344,697.20 443,750.08 Auto Sales 71,000 $12,131 $193,154 5,204 1,075 246 6,525 0 6,525
WiRlam E. Mowery III, Fred
54.' Exline & Jean M. Stevens 2.41 104,979.60 34,643.27 Industrial 32,000 $0 $39,683 1,069 221 51 1,341 0 1,341
Wiliam E. Mowery III, Fred
54b Exline & Jean M. Stevens 33.64 1 ,465,358.40 483,568.27 Industrial 32,000 $0 $553,916 14,924 3,083 706 18,712 0 18,712
57 Dr. John F. Canmerford 61.01 2,657,595.60 877,006.55 Industrial 32,000 $0 $1,004,591 27,066 5,591 1,281 33,937 0 33,937
58 Frank Saaer TIIJs\ No. 1 154.14 6,714,338.40 2,215,731.67 Industrial 288,045 $0 $2,538,069 68,381 14,124 3,236 85,741 0 85,741
James Edward & Lois
60 Genevlelve Reser 17.77 774,061.20 255,440.20 Vacant 0 $0 $0 0 0 0 0 0 0
Perry Nathan & Nevelle
61.' Rachel Martin 5.51 240,015.60 79,205.15 Vacant 0 $0 $0 0 0 0 0 0 0
Perry Nathan & Nevelle
61b Rachel Martin 6.45 280,962.00 92,717.46 Vacant 0 $0 $0 0 0 0 0 0 0
Perry Nathan & Nevelle
61c Rachel Martin 5.4 235,224.00 77,623.92 Vacant 0 $0 $0 0 0 0 0 0 0
62 Eunice T. Canmerford 230.75 10,051,470.00 3,316,985.10 Vacant 0 $0 $0 0 0 0 0 0 0
63 Jorma J. StiM. TlIJstee 36.14 1,574,258.40 519,505.27 Vacant 0 $0 $0 0 0 0 0 0 0
640' Son-Huk & Pil-Sun Han 9.24 402,494.40 132,823.15 Vacant 0 $0 $0 0 0 0 0 0 0
64b Son-Huk & PI~Sun Han 9.09 395,960.40 130,666.93 Vacant 0 $0 $0 0 0 0 0 0 0
65 Rhoda L E~e1 0.00 0.00 Vacant 0 $0 $0 0 0 0 0 0 0
66 SEI Partnenl LP 51.52 2,244,211.20 740,589.70 Vacant 0 $0 $0 0 0 0 0 0 0
67 John_rtin 75.08 3 270 484.80 1 079259.98 V. 0 $0 $0 0 0 0 0 0 0
."407ri"'\.. .;&..,a125.... ;.',.559.(" ':::~A:} .NM
1. Building square footage for C3 and C5 is 16% 01 buildable area.
2. Building square footage lor 11 and 12 is 13% 01 buildable area.
3. Building square footage lor auto sales is 32,000 square leet. .
4. Assessed valuatton is determined by using an average assessed valuation lor commercial property ($6,257/acre) and Industrial property ($16,466Iacre). These averages are figured lrom
assessed valuation lor each use lor Saline County in 1996, divided by the number of businesses In each category. Information for assessed valuation was provided by the City 01 Salina
Finance Department.
5. Property laXes are calculated by muRlplying the assessed valuatton by the laX: City (.026942), Saina Pub"c Ubrary (.005565), Airport Aulhority (.001275).
6. Tract numbers 43,44,4Sb, 52b and 52c are zoned 1-2, Indust~aI. For calculation purposes, the land use Is designated as "vacanr rather than "industrial:.
" . Existing residential property
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APPENDIX B
INFRASTRUCTURE AND PUBLIC FINANCING
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ROAD IMPROVEMENTS
Background. It is the policy of the City of Salina to encourage development within the city limits
through the use of special assessment financing for public improvements under KSA 12-6aOl et. Seq.
The City of Salina, in return for providing such financing for public improvements, requires that:
· all petitioners and/ or developers provide shared financing or adequate assurance for full
annual payment of special assessments before their petitioned improvements are approved;
and
· a portion of the cost of public improvements should be paid by the city-at-Iarge if the benefits
of the project extend beyond the are of immediate impact.
The City of Salina will facilitate new development by providing for the installation of public
improvements (streets, sidewalks, storm drains, water lines, sanitary sewers, etc.) upon submission
of a valid petition and required financial commitment. The financial commitment is considered to
be provided whenever the City has been furnished with:
1. Funding (cash, cashier's check, escrow account) equal to 20% of the estimated principal cost
of the project; or
2. Financial guarantee (irrevocable letter of credit, corporate completion bond) equal to 35% of
the estimated principal cost of the project. Project cost shall include engineering design,
construction, inspection, temporary note interest, and administration.
The required cash funds or financial guarantee must be provided to the City prior to awarding any
construction contract. Cash funding will be used to reduce the amount of project costs covered by
special assessment bond financing. The financial guarantee will be applied annual to satisfy the
principal and interest costs of bonded public improvements, should any special assessments not be
paid when due. The financial guarantee will be released upon request of the developer, when
certificates of occupancy for a principal building are issued for at least 35% of the properties within
the development that received the improvements or five (5) years from the issuance date of the
guarantee, whichever occurs sooner. At the time bonds are issued, any funds in excess of the
petitioner's contribution shall be refunded by the City or the financial guarantee shall be reduced by
an equivalent amount.
Installation of public improvements with special assessment financing may be authorized by the
Board of City Commissioners without a financial commitment when deemed to be in the public
interest and when one or more of the following conditions exist:
1. Improvements are ordered in by resolution of the City Commission.
2. The majority of land in the benefit district is in public ownership.
3. The benefit district is in multiple ownership and a majority of the land therein is developed
with principal buildings.
Streets. The distribution of costs for financing of public street improvements shall be in accordance
with the following policies:
A. The cost of construction of local streets, including two (2) curbs and related storm
drains, shall be assessed 100% to the property within the benefit district. The benefit
district shall include those properties as provided by statute.
1 - B
B. The costs of construction of collector and arterial streets shall be distributed whereby
property within the benefit district shall pay the cost equivalent of a local street and
the city-at-Iarge shall pay the cost of any excess width or thickness to meet city
standards and specifications. The costs of collector and arterial street construction
where total access control is required by or dedicated to the city will be paid in full
by the city-at-Iarge.
C. The cost of improvements of direct benefit to adjacent property such as curb cuts,
driveways, frontage roads, special turn lanes, etc., shall be assessed 100% to the
benefi tted property.
Sidewalks. The cost of all sidewalk improvements shall be paid by the benefitted property. The costs
of handicapped accessible ramps built at the intersection in conjunction with new street construction
shall be assessed to the benefit district. When sidewalk improvements are initiated by resolution of
the City Commission along arterial streets, 50% of the cost shall be paid by benefitted property and
50% shall be paid by the city-at-Iarge.
Storm DraiJUlge. Drainage improvements to the Smoky Hill River the flood dike and related pumping
stations, creeks and sloughs are funded 100% by the city-at-Iarge. Drainage improvements in
developed areas of the city that have been included in a previous benefit district shall be funded
100%QY the city-at-Iarge. Drainage improvements in developed areas of the city that have not been
included in a previous benefit district shall be funded 50% by the city-at-Iarge. Drainage
improvements in undeveloped areas of the city shall be funded 100% by the benefit district.
Corridor Improvements. The traffic study indicates that significant road improvements may help
alleviate future traffic problems. The following road improvement cost estimates are based on the
road improvements suggested in the traffic model.
The improvement recommendations are separated into two phases. The first phase is to expand
South Ninth Street, between Shilling Road and Waterwell Road, by adding turn lanes. Turning
would be allowed at designated access points. The effect would be four lanes to Water Well Road,
with turn lanes where allowed. The final street configuration would be four through lanes and one
turn lane in the north portion and two lanes and turn lanes in the south portion. .
The second phase would be to signalize the intersection of Waterwell Road and South Ninth Street.
At the intersection ofWaterwell Road and South Ninth Street, a break-out lane will be added to align
with the additional lanes being added north of this intersection. A future phase would be to expand
South Ninth Street, between Waterwell Road and Farrelly Road from two lanes to three lanes. This
improvement, however, is not indicated in the near term by the traffic study. The final configuration
would be two through lanes and a center turn lane.
Cost estimates include construction, engineering and inspection, contingency and right-of-way
acquisition. Construction costs are based on an average of $700,000 per lane-mile. Engineering and
inspection costs are based on an average of $140,000 per lane-mile. Contingency is based on an
average of $175,000 per lane-mile. Right-of-way acquisition is based on an average of $5.00 per
square foot. Right-of-way acquisition in the first phase is calculated only for the southern half since
adequate right-of-way currently exists on the northern half; and only the width of the needed lanes,
since the current right-of-way is up to 120' wide, necessitating little additional land.
As the tables below indicate, the cost estimateJor the first phase, between Shilling Road and
Waterwell Road, is $2,524,000. The cost estimate for the second phase, between Waterwell Road and
2-B
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Farrelley Road, is $1,627,750. The total cost estimate for both phases of improvement is $4,151,750.
Schillin to Water Well
Water Well to Farrell
Adding 1 lane at north.5 miles and adding 3
lanes at south .5 miles. Fourthrough lanes
and one turn lane.
Adding 1 lane with two through lanes
and one tum lane.
ection
$1,400,000
$280,000
$350,000
$2,030,000
$494,000
$2,524,000
Construction Cost
Si nalized Intersection
Engineering and Inspection
Co ntin e nc
Subtotal
R.O.W. Acquisition
Total
$736,000
$150,000
$152,600
$190,750
$1,229,350
$398,400
$1,627,750
uisition
Total Improvement Costs
Shillin to Waterwell
Waterwell to Farrell
Total
$2,524,000
$1,627,750
$4,151,750
3 - B
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10/14/97
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SAUNA SOUTH NINTH STREET
ROAD IMPROVEMENT DISTRICT. Recommended Improvement Coat Elltlrnete
Construction costs are based on $700.000 per lane-mile.
Engineering/lnspection based on $140,000 per lane mile.
Contingency based on $175.000 per lane mile.
RO. W. based on $5.00 per square foot.
Adding 1 lane with two through lanes and one
turn lane.
Shill In to Wilier Well
Adding 1 lane at north .5 miles and adding 3
lanes at south .5 miles. Four through lanes
and one turn lane.
Wilier Well to Ferrell
Construction Cost
En ineerin and Ins action
Contin enc
Subtotal
RO.w. A uisilion
Total
CiI I Coun Share 50%
Pro Owne~s Share
$1,400.000
$280.000
$350 000
2.030000
$494.000
$2,524 000
$1 282 000
$1.262.000
Construction Cost $736,000
Slanalized Intersection $150.000
Enolneerinn and Ins"""'ion $152600
Continoencv $190 750
Subtotal $1,229.350
RO.W. A""uisilion $398 400
Total $1,827750
Cilv I Countv Share $813,875
Prooertv Owne~s Share $813875
Shillin to Water Well
Water Well to Farrell
Total
C' I Coun Share
Pro Owner's Share
Summa Teble A e Commercial
1 Riffel Movin!] SeMcea loe 1.5 85.340.00 21.562.20 Fuel/Conv..."""" $8 759 $8.759
3b MoMn B.......~ T_ 10.46 455,637.60 150,360.'" IndUltrial $61,080 $61,080
Char1es W. & Juanita M.
4b IlIIInd 12.38 539,272.80 177,960.02 I_riol $72 291 $72,291
8 MiHer, Eldon V. 33.6 1.463,616.00 Major G......I $196.202 $196.202
482,993.28 Rololl
Riffel Normen D. & Joyce 13.6 Major G......I $79,415 $79,415
7 J. 592,416.00 195,497.28 Retail
Linden J. & Kathryn Ann $8 058
14b Lorenson 1.38 60,112.80 19,837.22 Induotriol $8.058
Major General $106.860 $106.860
1'- Hills DarTel M. & Laura J. 18.3 797,148.00 283.058.84 RoloN
Major GllnllIlII $105, tOO $105.108
16e KDOT 18 784,080.00 258,746.40 A.taM
25b Paul K. Mal 1.84 80,150.40 26,449.83 Induotriol $10,744 $10,744
30 EBC Inc. 3.76 183,785.60 54,049.25 Induetriol $21 956 $21,956
33 Beanies tnc 17 740,520.00 244.371.60 Industriol $99 269 $99 269
McArthur North Roderick
34 and Russell & Rusaelllnc:. 35.6 1,550,736.00 511,742.88 Auto Salee $207,881 $207.881
35b Exide 19.67 865,537.20 285,627.28 Industriol $116,028 $116,028
43 ~=~:-nnan Jones 5 217,800.00 71,874.00 Industriol $29.197 $29,197
44 ~,..~~:em\8n Jones 8.7 378,972.00 125,060.76 Industrial $50.802 $50.802
46b UNI P~rtiee Co~nv 15.13 859,062.80 217.490.72 Industrial $88,349 $88.349
62b =ri=~~~~~ 84.81 3,694,323.60 1,219,126.79 Industrial $179.448 $179.448
North Americen PhNIips
52c E~ric CorrY'lration 17.77 774,061.20 255,440.20 Industrial $37,599 $37.599
Ma;or General $65.317
53 Elden V. Miler 30.67 1,344,697.20 443.750.08 Rololl $65.317
WiHiam E. Mowery III,
Fred Exline & Jean M.
-" Stevens 2.41 104,979.60 34,643.27 Food Service $5 099 $5,099
William E. Mowery III.
Fred EJdine & Jean M. ILndni~
54b Stevens 33.64 1,455,358.40 483,568.27 $71,178 $71.178
Major General $129,090 $129,090
67 Dr. Jchn F. Commerton:l 61.01 2,657,595.60 877,006.55 Retail
5& Frank Se~r T_ No. 1 154.14 6,714,338.40 2,215,731.67 Induelriol $326142 $326,142
James Edward & Lois
10 Genevieive Reser 17.77 774,061.20 255,440.20 Voconl $0 $0
Perry Nathan & Nevelle
81.. Rachel Martin 5.51 240,015.60 79,205.15 Vacant $0 $0
Peny Nathen & N.....1e
81b Rachel Martin 6.45 280.962.00 92.717.46 Vocont $0 $0
Peny Nathan & Nevelle
81c Rochel Mertin 5.4 235,224.00 77,623.92 Voconl $0 $0
62 Eunice T. Ccmrnerfon:l 230.75 ................ 3,316,985.10 Voconl $0 $0
83 Jorma J. 5''''11 Trull.. 36.14 1,574,258.40 519,505.27 Vocont $0 $0
840" SorHiuk & PI-SIlO Hen 9.24 402,494.40 132,823.15 Vocent $0 $0
64b SorHiuk & PI-Sun Hen 9.09 395.960.40 130,666.93 Vocent $0 $0
85 Rhoda L. E~e1 0.00 0.00 Vocent $0 $0
88 SEI Partners LP 51.52 2.244.211.20 740.589.70 Vocont $0 $0
67 Jchn Edward Cortin 75.08 3,270,484.80 1,079,259.98 Vacan' $0 $0
ITotals
469.361
$813.8751 $2.075,875 I
$1,262,000 I
RIDSTRC3.wK4
$2.524,000
$1,627,750
$4,151.750
$2,075.875
$2,075.875
SALINA SOUTH NINTH STREET
ROAD IMPROVEMENT DISTRICT. Recommended Improvement Cost Estimate
Construction costs are based on $700,000 per lane-mile.
Engineering/Inspection based on $140,000 per lane mile.
Contingency based on $175,000 per lane mile.
R.O.W. based on $5.00 per square fool.
Shllllna to Water wen
Water wen to Farrellv
Total 1m rovement Costs
Adding 1 lane at north .5 miles and adding 3
lanes at south .5 miles. Four through lanes
and one tum lane.
Adding 1 lane with two through lanes and one tum
lane.
Total of Improvements between Shilling
and Farrell
$1,400,000
$280,000
$350,000
$2,030,000
$494,000
$2,524,000
$1,262,000
$1,262,000
Construction Cost $736,000
Sianalized Intersection $150,000
Engineerino and Insoection $152,600
Continoencv $190,750
Subtotal $1,229,350
R.O,w. Acouisition $398,400
Total $1,627,750
City / County Share $813,875
Prooertv Owner's Share $813,875
$2,524,000
$1,627,750
$4,151,750
$2,075,875
$2,075,875,
Summa Tobie B -Indu.lrlal
Riffel Moving 1.5 65.340.00 $8,759 $8,759
1 SeMces Inc 21.56220 FuelIConvenlen:e
MeMn BergkafT1l $61,080 $61,080
3b Trust 10.46 455,637.60 150,360.41 Induslrial
Cha~es W. &
4b Juenita M. Blend 12.38 539.272.80 In,960.02 Induslrial $72,291 $72,291
6 Miller, Eldon V. 33.6 1.463,616.00 482,99328 Ma'or General Retail $196,202 $196,202
Riffel Norman D. &
7 Jovoe J. 13.6 592.416.00 195.49728 Ma'^' General Retail $79,415 $79,415
Linden J. & Kathryn
14b Ann Lorenson 1.38 60.112.80 19.83722 Induslrial $8,058 $8,058
Hills. Darrel M. &
16" Laura J. 18.3 797.148.00 263.058.84 Induslrial $106,860 $106,860
160 KDOT 18 784.080.00 258.746.40 Induslrial $105,108 $105,108
25b Paul K. Mai 1.84 80,150.40 26.449.63 Induslrial $10,744 $10,744
30 EBC I"'. 3.76 163.785.60 54.04925 Induslrial $21,956 $21 ,956
33 Besnies I'" 17 740.520.00 244.371.60 Induslrial $99,269 $99,269
McArthur North
Roderick and
Russell & Russell
34 I"'. 35.6 1.550,736.00 511.742.88 Induslrial $207,881 $207,881
35b ExIde 19.87 865.53720 285,62728 Induslrial $116,028 $116,028
Norton Wasserman
43 Jones & Cormonv 5 217.800.00 71.874.00 Induslrial $29,197 $29,197
Norton Wasserman
44 Jones & Comoanv 8.7 378.972.00 125.060.76 Induslrial $50,802 $50,802
UNI Properties
45b Comoanv 15.13 659.062.80 217,490.72 InOJstrial $88,349 $88,349
North American
Phillips Electric
52b Comorahon 84.81 3.694,323.60 1.219,126.79 Induslrial $179,448 $179,448
North American
Phillips Electric
52e C.,.Mration 17.n n4,06120 255,44020 InOJsbial $37 599 $37 599
53 Elden V. Miler 30.87 1,344.697.20 443.750.08 Induslrial $65317 $65317
William E. Mowery
III, Fred Exline &
548" Jean M. Stevens 2.41 104.979.60 34.64327 Induslrial $5,099 $5,099
Wi.iam E. Mowery
III. Fred Exline &
54b Jean M. Stevens 33.64 1,465.358.40 483,56827 Induslrial $71,178 $71,178
Dr. John F.
57 Cornme~ord 61.01 2,657.595.60 8n.006.55 Induslrial $129,090 $129,090
Frank Sager Trust $326,142 $326,142
58 No.1 154.14 6.714,338.40 2,215,731.67 Induslrial
James Edward &
Lois Genevieive
60 ReSer 17.n n4.06120 255.44020 Vacant $0 $0
Perry Nathan &
Nevelle Rachel
61." Martin 5.51 240,015.60 79,205.15 Vacant $0 $0
Peny Nathan &
Nevelle Rachel
61b Martin 6.45 280.962.00 92.717.46 Vacant $0 $0
Perry Nathan &
. Nevelle Rachel
61e Martin 5.4 235,224.00 n .623.92 Vacant $0 $0
Eunice T.
62 Commerford 230.75 10.051,470.00 3,316,985.10 Vacant $0 $0
Jorrna J. Shgall $0
63 Trustee 36.14 1.574,258.40 519,50527 Vacant $0
Son-Huk & PH-Sun
640" Han 924 402.494.40 132.823.15 Vacant $0 $0
Son-Huk & PI~Sun
64b Hen 9.09 395.960.40 130,686.93 Vacant $0 $0
65 Rhoda L. EHel 0.00 0.00 Vacant $0 $0
66 SEI Partners LP 51.52 2,244,21120 740.589.70 Vacant $0 $0
67 John Edward Cartin 75.08 3.270.484.80 1.079,259.98 Vacant $0 $0
469.361
$1,262,000 1
$813,8751 $2,075,8751
ITotals
10/14/97
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10/14/97
I
SALINA SOUTH NINTH STREET
ROAD IMPROVEMENT DISTRICT. Recommended Improvement Cost Estlmete
Construction costs are based on $700,000 per lane-mile.
Engineering/Inspection based on $140,000 per lane mile.
Contingency based on $175,000 per lane mile.
R.O.w. based on $5.00 per square foot.
Weter Well to Ferrell
Adding 1 lane with two through lanes and one tum
lane.
Construction Cost $736,000
Signalized Intersection $150,000
Engineering and Inspection $152,600
Continoencv $190,750
Subtotal $1,229,350
R.O.W. Acauisnion $398,400
Total $1,627,750
City / County Share $813,875
Property Owner's Share $813,875
$1,400,000
$280,000
$350,000
$2,030,000
$494,000
$2,524,000
$1,262,000
$1,262,000
$2,524,000
$1,627.750
$4.151,750
$2,075,875
$2,075,875
SUm"'" T.ble C . Mind U..
Riffel Moving $8,759 $8,759
1 Services Inc 1.5 65,340.00 21.56220 FueIIConvenience
MeMn BergkalTll $61,080 $61,080
3b Trust 10.46 455.637.60 150.360.41 In<Ulriel
Chartes W. &
4b Juanita M. Bland 12.38 539.272.80 In.960.02 Industrial $72,291 $72,291
6 Miller, Eldon V. 33.6 1.463.616.00 482.99328 Malor Gener.1 Retail $196,202 $196,202
Riffel Normen D. &
7 Jo""e J. 13.6 592.416.00 195.49728 Malor General Retail $79,415 $79,415
L_ J. & Kall1ryn
14b Ann Lorenson 1.38 80.112.80 19.83722 Industrial $8,058 $8,058
Hills. Darrel M. &
16' Laura J. 18.3 797.148.00 263,058.84 Auto Sales $106,860 $106,860
168 KDOT 18 784,080.00 258,748.40 Auto Sales $105,106 $105,108
25b Paul K. Mai 1.84 80,150.40 26,449.63 1n<iJstria1 $10,744 $10,744
30 EBC Inc. 3.76 163.785.80 54,04925 1n<iJstria1 $21,956 $21,956
33 Beanies Inc 17 740,520.00 244.371.60 1n<iJstria1 $99,269 $99,269
McArthur Nor1l1
Rodartck and
Russell & Russell
34 Inc. 35.6 1.550.736.00 511,742.88 Auto Sales $207,881 $207,881
35b Exide 19.87 865.53720 285.62728 1n<iJstria1 $116,028 $116,028
Norton Wasserman
43 Jones & Co...,.nv 5 217.800.00 71.874.00 In<Ulriel $29,197 $29,197
Norton Wasserman
44 Jones & Comoanv 8.7 378.972.00 125.060.76 1n<iJstria1 $50,802 $50,802
~~:opertIeS
45b ariv 15.13 659.062.80 217.490.72 1n<iJstria1 $88 349 $88 349
North American
Phillips Electric
52b Co.oorabon 84.81 3.694.323.60 1219.126.79 Industrial $179,448 $179,448
Nor1l1 Amertcan
Phillips EIec1ric $37,599
52c Cnrnnrabon 17.n n4.06120 255.44020 Industrial $37,599
53 Elden V. Miler 30.87 1.344.697.20 443.750.08 Auto Sales $65,317 $65,317
WiHiam E. Mowery
111. Fred Exline &
548' Jean M. Stevens 2.41 104.979.60 34.64327 1n<iJstria1 $5,099 $5,099
William E. Mowery
III. Fred Exline &
54b Jean M. Stevens 33.64 1.465.358.40 483,56827 1n<iJstria1 $71,178 $71,178
Dr. John F.
S7 Commertord 61.01 2,657,595.60 8n.006.55 Industrial $129,090 $129,090
Frank Sager Trust
58 NO.1 154.14 6.714.336.40 2215.731.67 In<Ulriel $326,142 $326,142
James Edward &
Lois GeneYieive
60 Reser 17.n n4.0612O 255.44020 Vacant $0 $0
Peny Nathan &
Nevelle Rachal
61.* Martin 5.51 240,015.60 79.205.15 Vacant $0 $0
Perry Nall1an &
Nevelle Rachal
61b Martin 6.45 280,962.00 92,717.46 Vacant $0 $0
Perry Nathan &
Nevelle Rachal
61c Martin 5.4 235,224.00 n.623.92 Vacant $0 $0
Eunice T.
62 Cornmertord 230.75 10.051.470.00 3.316.985.10 Vacant $0 $0
Jonna J. Stigall
63 Trustee 36.14 1.574258.40 519.50527 Vacant $0 $0
Son-Huk & Pil-SUn
-' Han 924 402.494.40 132.823.15 Vacant $0 $0
Son-Huk & PI~SUn
64b Han 9.09 395.960.40 130.666.93 Vacant $0 $0
65 Rhoda L. Ehel 0.00 0.00 Vacant $0 $0
66 SEI Partners LP 51.52 2,244,21120 740.589.70 Vacant $0 $0
67 John Edward Cartin 75.08 3.270.484.80 1,079259.98 Vacant $0 $0
1 Totals
469.361
$1,262,000 1
$813,8751 $2,075,8751
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APPENDIX C
TRAFFIC MODEL
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Traffic Analysis Methodology
The three-mile corridor of South Ninth Street extending from Schilling Road on the North to Mentor
Avenue on the South was analyzed to determine the traffic impact from each of the three land use
scenarios. In analyzing the impact of the land use scenario's on the roadway network, specifically
South Ninth Street, a travel demand simulation model was employed. Using the Kansas Department
of Transportation's QRS2 transportation model, each of the scenarios were incorporated into the
future 2016 transportation model. This was accomplished through modification of the model to
incorporate more detailed or specific geographic areas. In transportation modeling, individual
geographic zones within the model area are delineated and identified for analysis purposes. These
zones are called Traffic Analysis Zones (TAZ's).
Because the South Ninth Street Corridor Study is concerned primarily with traffic patterns and
characteristics around the study area, it was necessary to disaggregate the TAZ's within the area to
enable a more detailed analysis. These TAZ's are shown on Figure T-l. As this figure shows, three
additional TAZ's (515,516 and Sl7)were added between Schilling Road and Water Well Road on
either side of South Ninth Street and one additional zone (518) was added south of Water Well Road.
The traffic generating impacts of each of these areas are represented within the travel simulation
model using the existing plus the four additional TAZ's.
Traffic Analysis
Using the manual developed by the Institute of Transportation Engineers (ITE), Trip Generation,
1991, 5th Edition, the number of trips generated for each of the three land use scenarios were
calculated and input into the model. Tables A, Band C in the Appendix provide information on the
tract size, land use type and number of trips generated per day and per peak hour for each of the 34
zones comprising the Salina South Ninth Street Corridor Study area.
Shown below are the total trips produced and attracted to the corridor during the P.M. Peak-hour
for each land use scenario between Schilling Road and Water Well Road:
.
.
.
3,500
2,720
2,650
Commercial Land Use Scenario
Industrial Land Use Scenario
Mixed-Use Land Use Scenario
As shown, the commercial land use scenario generates the most trips during the P.M. Peak Period.
Relatively speaking, the commercial and industrial land use scenarios will generate about the same
amount of traffic while the Mixed-use scenario will generate significantly less traffic as the land use
build-out for this alternative comprises a mix of uses including several that typically do not generate
significant amounts of traffic during a weekday P.M. Peak Period. The trip production rate for land
uses such as Auto Sales is significantly higher on Saturdays than on weekdays, specifically during
the P.M. Peak Period when traffic on the adjacent streets is highest.
R:\9'1144\ WPC\RlPOR15\APPEN_C
1- C
Figure T-l TAZ locations
2-C
10\9'11"' WPC\REPOan;\AI'PEN_C
South 9th Street Corridor Study
Salina,Kansas
,
'\ 9
. 8
22
"-"1
\ Magnolia Road
v. 11
7
~ JI 516
6 5 .S.--/ "''w
., "'-, 3
Iv "" 4'*'
1 5 l
517
I !~w
W erWell Road
l' 518 2
~ . 1 t
~ \
an W \
,
'i ~ ~ .J
'5 ~ U'.l
I .J Q
... ~ U'.l :a
5 ~ 0
U
00
Farrelly Road
'W........ 1 12 18 19
~'
14 17 \,
13 ",
'"
T
Schilling Road
*' ~
t504.
. I
W ~ 500
............;< ~ ................."'~
"@'.... ~~: . .
.." '4/';~ '1"
~
>t
t
Not to Scale
Figure T -1 Location of Traffic Analysis Zones
(TAZ's) Within the South 9th Street Corridor
II!I!
D
II!I!@ BUCHER., \tVILUS i~ RATI..lFf
D&... CORPORATION
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Conversely, the trip production of Industrial or Business Park land uses are highest during the P.M.
Peak Period, when the adjacent streets are carrying their highest traffic volumes. Traffic produced
from commercial land uses, while peaking during the weekends, is also relatively high during the
weekday P.M. Peak Period. Based on the trip making characteristics for each of the land uses within
each of the land use scenario's, Peak-hour Factors (PHF) -- the percentage of total daily traffic that
occurs during the peak hour of traffic, were modified to reflect these characteristics. The
percentage of daily traffic that occurs during the peak hour of traffic typically range from about 9 to
12 percent for a community the size of Salina.
As mentioned, the impact of this additional traffic on South Ninth Street was determined with the
assistance of the QRS2 travel simulation model, a state of the art tool that assists in the forecast of
travel based numerous variables including, land-use, socioeconomic information, roadway
characteristics, and driver behavior characteristics. Within the Study Area, three locations on South
Ninth Street between Schilling Road and Mentor Road were analyzed to determine the impact on
traffic for each of the land use scenario's. Figure T-2 shows these locations of South Ninth Street.
The first location is immediately south of Schilling Road in which South Ninth Street has a 4-lane
cross-section. The second location is immediately north of Water Well Road in which the cross-
section of South Ninth Street is only 2-lanes. The third location is south of Water Well Road and
north of Farrelly Road. Traffic counts for each location are given for the base year --1997, Year 2016
with the existing or base land use scenario, and the three land use scenarios that were analyzed--
Commercial, Industrial, and Mixed-Use.
Roadway Level of Service (LOS)
Before a discussion can be presented on the transportation impact of the alternative land use
scenarios, it is necessary to define the operating standards used in the analysis of the roadways. In
addressing the effectiveness of roadways, a set of criteria was applied to each of the analyzed
geographic points of South Ninth Street. Using the Level of Service (LOS) criteria, each of the
locations were analyzed to determine their operating level of service.
The method of determining service level is through a quantitative analysis that compares the vehicle
flow of traffic on a roadway with the vehicle flow capacity of that particular roadway. The resulting
ratio of this quantitative analysis is then used to determine the roadways Level of Service. A LOS
is an "A-B-C-D-E-F" grading system whereby the quality of operation on a street system can be
identified. The levels of service range from an "A," the best traffic operation, to "F" the poorest. The
LOS has been calculated in accordance with the 1994 Highway Capacity Manual (HCM) for arterial
analysis. Abbreviated definitions for each LOS are defined in Table T-l.
R\9'11U' WPC\ItEPORTS\APPEN_C.
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K;\97144\WPC\Uf'Oll:lS\APPEN_C
Table T-l
Level of Service (LOS) Description
LOS Description
A Free-flowing traffic
B Low-density stable traffic
C Medium density stable traffic flow
D High-density stable traffic flow
E Unstable flow at or near capacity levels
F Breakdown of traffic flow
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SCHILLING ROAD
WATER WELL ROAD
LO
('I)
T-
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W
a:
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m
en
MENTOR ROAD
f
Not to Scale
South 9th Street Corridor Study
Salina, Kansas
. - Analysis Location
Figure T-2 Traffic Analysis Locations Within the
South 9th Street Corridor
....... BUCHER, WILLIS & RATLIFF
..,.,..... CORPORATION
Traffic volumes and theoretical capacity provide the basis for LOS calculations on street segments,
Given this data, a volume-to-capacity ratio (V /C) was used to measure the current level of service
on the segments of South Ninth Street. Within the area of analysis, the capacity for South Ninth
Street is 1,000 vehicles per hour per lane (vphpl). Using this value the capacity for the 4-lane segment
between Schilling Road and a point midway or approximately one-half mile to the south is 4,000 per
hour. From this point southward South Ninth Street is a two-lane facility with a capacity of 2,000
vehicles per hour. The capacity used for analysis is generalized as the actual capacity of a roadway
is dependent on numerous characteristics of the roadway used as variables in a complex equation
to arrive at actual roadway capacity. For purposes of this study in which the intent is to show the
relative difference each land use scenario has on the roadway, the generalized capacity values,
which incidently are lower than those used in the model were utilized. By using these values rather
than those in the model a more conservative analysis is performed as the resulting V /C ratio's are
higher. For the analysis a scale for level of service, obtained from the Highway Capacity Manual.
Special Report 209,3rd Edition was utilized. Table T-2 presents levels of service and corresponding
volume/capacity ratios used to determine service levels.
Table T-2
LOS Criteria by V /C Ratio
LOS V /C Ratio
A <0.31
B 0.31 < 0.51
C 0.51 < 0.71
D 0.71 < 0.84
E 0.84 < 1.00
F > 1.00
Source: Highway Capacity Manual. Special Report 209. 3rd Edition
Figure T-3 shows the relative impact of each of the land use scenarios on the future operation of
South Ninth Street. Currently (1997), the two segments between Schilling Road and Water Well
Road operate at LOS B. The segment of South Ninth Street south of Water Well Road operates at
LOS A. Using the 2016 base year land use scenario, the levels of service will remain unchanged.
The analysis of all three alternative land use scenarios revealed that each would have a relative large
impact on the operation of South Ninth Street. This statement must be put into perspective however,
as currently and in base year 2016, the roadway will operate with an extremely high level of service.
Therefore, it would be expected that any significant "build" land use scenario's will result in a
decreased LOS. Of the three land use scenarios, the "commercial" alternative would have the most
significant impact to the operation of South Ninth Street within the Corridor. The amount of
additional traffic for South Ninth Street under this scenario range from 4,000 vehicles per hour at
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its location south of Schilling to approximately 1,000 vehicles per hour between Water Well and
Mentor Roads. The "Mixed-use" alternative would add the least amount of traffic ranging from
3,230 immediately south of Schilling to 950 between Water Well and Mentor Roads. The "Industrial"
land use alternative would result in adding less traffic than the Industrial and more traffic than the
Mixed-use scenarios.
R:\971....'WI'C\IlEPOJl:TS\APPEN_C
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South 9th Street Corridor Study
Salina, Kansas
Existing Roadway Configuration
It)
('I)
or-
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a:
....
C/J
.r:.
tn
C/J
. - Count Location
V - Volume (both directions) per hour
LOS - Level of Service
MENTOR ROAD
l
* 1997 base count was obtained from traffic counts conducted in May and June, 1997
Not to Scale
Figure T-3 Existing and Future P.M. Peak-Hour
Traffic Volumes and Levels of Service
for the Existk.g Roadway Network
BUCHER, WILLIS & RA TUFF
..... CORPORATION
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The analysis of the impact of each of the three alternative land uses revealed that the commercial
scenario would result in the largest increase in traffic, followed by the mixed-use scenario and the
industrial scenario. The analysis of the impact of these land use scenarios was performed to
determine the impact on the existing or base 1997 roadway network. The analysis revealed that with
no improvements to the roadway system, the LOS system would drop to an "E" and an "C" for the
commercial and industrial land use scenarios, respectively. The LOS would only decrease to a "C"
for the mixed-use scenario.
On the two-lane segment of South Ninth Street between Schilling Road and Water Well Road the
LOS will be "C" under the commercial scenario, and " B" under the mixed-use scenario and
industrial scenario. Further south, between Water Well Road and Mentor Road, the current LOS is
a free-flowing traffic condition" A" which would diminish to a level "C" under the commercial
scenario. The mixed-use scenario would permit this southern two miles of the corridor to remain
at a LOS of "A."
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Potential Mitigation Measures
A roadway possessing a level of service of "D" or worse should be mitigated to provide better traffic
flow. Within the Corridor the 4-lanesegment of South Ninth Street between Schilling and Water Well
Roads will operate at unacceptable levels of service for the commercial land use scenario. To
mitigate the impact of traffic produced under this scenario one potential measure is to provide a
center turn lane extending the entire length of the segment. This type of lane configuration is called
a two-way left-turn lane (fWL TL). The TWL TL is added to the center of the roadway cross-section
allowing for the removal of left-turning vehicles from the through-traffic lanes of the roadway,
thereby enabling smoother traffic flow. Adding a TWLTL to South Ninth Street would result in
approximately 15 percent more capacity to the roadway. Alternatively, the city could ensure that
turning bays are built at access points. Either improvement will achieve the needed result, which is
to allow through traffic to be unimpeded by left turn movements.
Although the 2-lane section of South Ninth Street between Schilling and Water Well Roads will
operate at an acceptable LOS of "C" under all scenarios, it may be advantageous to continue the
TWLTL configuration southward to the intersection at Water Well Road, thereby allowing for future
increases in traffic as the adjacent land is developed more intensely. Table T-3 shows the capacity
values for the existing and potential lane configurations for South Ninth Street. Figure T -4 shows
the resulting levels of service if a TWLTL configuration was applied to South Ninth Street between
Schilling and Water Well Roads.
1:\971"' Wf'C\REPOIl.1S\APPEN_C
9-C
Table T-3
Capacity Values for Existing and Potential Lane Configurations
(Vehicles per Peak Hour)
Capacity (per
Configuration direction)
2-lane Arterial 1,000
2-lane Arterial (TWL TL) 1,150
4-lane Arterial 2,000
4-lane Arterial (TWLTL) 4,300
In addition to the provision of a TWL TL, the implementation minor Transportation System
Management (TSM) measures would further mitigate the impact of the additional traffic produced
by the land use scenarios. Potential TSM measures that may be applicable to South Ninth Street
include the prohibition of certain turning movements, Le., left-turn from South Ninth Street during
th peak traffic hour, or the addition or deletion of traffic signals.
R:\9114f\WPC'J.EPORTS\APPEN_C
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South 9th Street Corridor Study
Salina, Kansas
Roadway Configuration
SCHILLING ROAD
2016
Commercial Industrial Mixed Use
1997*
Base Base
Count
1310 1nO
S-LANE (TWLTL)
2650
C
2720
v
3500
o
C
B
LOS A
~LANE (TWLTl)
~\~~~
/oc
WATER WELL ROAD
620
A
V 660 690
LOS A A
630
A
'1110
B
2016
Commercial Industrial Mixed Use
1997*
,
Base Base
Count
2.LANE
600
A
V 390 520
LOS A A
620
A
1110
B
tu
w
ex:
~
.c
Oi
en
. - Count Location
V - Volume (both directions) per hour
LOS - Level of Service
It)
('I)
or-
I
(1WLTL) - Two-way left-turn lane
MENTOR ROAD
l
* 1997 base count was obtained from traffic counts conducted in May and June, 1997
Not to Scale
Figure T-4 Existing and Future P.M. Peak-Hour ....... BUCHER, WILLIS & RATLIFF
Traffic Volumes and Levels of Service ..,.,.~ CORPORATION
for the Improved Roadway Network
The mixed-use land use scenario, calling for less industrial development than the industrial
alternative would result in fewer trucks and the least amount of vehicular traffic of all three land use
scenarios. Based on the analysis of traffic analysis for each of the land use scenario's, the Mixed-use
alternative would have the least impact on South Ninth Street traffic. However, under the existing
lane configuration, even the amount of traffic produced by the Mixed-use alternative would result
in unacceptable levels of service on the 4-lane section of South Ninth Street. Therefore, it is
recommended that South Ninth Street from Schilling Road to 1/2 mile north of Water Well Road
should be upgraded to provide for a center-turn lane or turning bays. More specifically the cross-
section of the roadway should be 5-lanes with a turn bay or two-way left-turn lane (TWL TL).
Analysis of the traffic operation of South Ninth Street with this configuration revealed that the level
of service will increase under all land-use scenarios, but that the Mixed-use scenario will provide a
LOS of "C" or better.
In addition to the improvement of the existing 4-lane section of South Ninth Street, it is also
recommended that the 5-lane center-turn lane continue southward to the intersection of Water Well
Road. This is recommended even though the LOS under all scenarios' are "C" or better, however,
the provision of this configuration will provide additional capacity that will be necessary as the
adjacent land parcels develop more intensely.
'-'\9'11"\ WPC\REPOR15\APPEN_C
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APPENDIX D
ANALYSIS OF LAND A V AILABILITY/COMPETITIVE SITES
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SOUTH NINTH CORRIDOR PLAN
ANALYSIS OF COMMERCIAL, INDUSTRIAL, AND MIXED-USE LAND
AVAILABILITY/COMPETITIVE SITES
Clarion Associates
June 25,1997
INTRODUCTION
This appendix sets forth the complete versions of the three market analysis reports prepared by
Clarion Associates as part of the South Ninth Corridor Plan background studies. These studies
were based on interviews with staff, local real estate experts, and chamber of commerce officials,
analysis of economic development data provided by the city and county, site tours, and national
market research.
COMMERCIAL MARKET DEMAND/LAND AVAILABILITY
Summary
One of the key issues to be addressed in the plan is whether land should be made available in the
South Ninth Corridor for additional large-scale commercial development (20,000 square feet/2-l0
acres). Except for parcels zoned agricultural, all ofthe land in the corridor south of Schilling Road
is currently zoned industrial, a classification in the county that allows a wide variety of uses,
including large-scale retail commercial. development.
After examining the current supply of retail commercial land in the area, we conclude that the city
and county have sufficient land already available to accommodate significant large-scale commercial
development over the next five-ten years in other locations. Therefore, conversion of the parcels
on South Ninth south of Avenue A to retail commercial use is not a pressing need from a market
perspective. Additionally, large-scale retail commercial development in this area could have a
significant adverse impact on existing industrial uses in terms of increased property taxes (through
increased valuation) and traffic.
Discussion
A. Current Commercial Land Supply
The Salina/Saline County region has two major commercial areas available for large-tract retail
commercial development that were examined as part ofthis project--the South Ninth Street Corridor
and the Northern Commercial Area located around the Ninth Street/I-70 interchange. There is, of
course, significant existing commercial development in downtown Salina and at the Crawford
Street/I-135 Interchange. However, for a variety of reasons, including lack oflarge parcels (both
downtown and Crawford), floodplain issues (Crawford) or lack of direct interstate access
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(downtown), these locations are not directly competitive with the study area. Additionally, while
the area would appear to have a significant number of other potential commercial development sites
available along Interstates 135 and 70, the majority of these are within the floodplain or floodway
and have significant drainage problems or lack easy access to water and sewer.
1. South Ninth Corridor (north of Schilling Road)
The South Ninth Corridor is already home to the city's most significant concentration of
large-scale commercial/highway oriented development. Some of the key attributes of this
area include:
. Excellent access to and visibility from Interstate 135, which will
improve even further with the opening of the Magnolia Street
interchange.
. City water and sewer already available for sites north of Schilling Road.
Water and sewer could easily be extended to sites south of Schilling Road
from a physical/engineering perspective, although costs for this extension
could be substantial depending on the location of the parcel.
. None of the commercial parcels lies within a floodplain or floodway,
although some parcels have drainage problems due to lack of gradient. The
city has also put in place a special drainage regulation in the area that requires
on-site detention, even for properties platted and zoned prior to 1980 when
the drainage requirements were adopted.
. While the area is already heavily developed, a number of parcels of
a variety of sizes are still available for development such as :
-- The Miller tract (33 acres located in the county at the southeast comer of
South Ninth and Schilling Road)
--Riffell tract (20 acres located in the county at the southwest comer of South
Ninth and Schilling Road)
--Hills #1 tract (18 acres located directly south of the Riffell property)
--Sutherland tract (approximately 8 acres located on the west side of South
Ninth between Schilling Road and Magnolia Street)
--Lambertz tract (approximately 10 acres located north of the Office Max site
on the west side of South Ninth between Schilling Road and Magnolia Street)
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--Hills #2 (approximately 5 acres located north of the Wal-Mart site)
--Dooley tract (approximately 8 acres located north of the Sam's Club site)
--Hills #3 (14 acres located south of the Target site across Schilling Road)
--Magnolia Street West parcels (approximately 77 acres just west of the new
I-135/Magnolia Street interchange owned by Marietta and Wallerius of which
the city contemplates highway-oriented commercial development)
There are a number of other smaller, but still substantial commercial sites
available at the Mid-State Plaza and the mall.
. Land sales prices for parcels zoned and platted with full utilities are
in the $5-$7/square foot range, although this can vary widely
depending the parcel size and location.
. Zoning for most of these parcels is C-3 and C-5 in the city, which as
allows a wide range of commercial retail and service uses.
2. North Salina Commercial Area (I-70/North Ninth)
The North Salina Commercial Area has been the scene of a significant amount of highway-
oriented commercial development over the past two years including the new Holiday Inn
Express and Days Inn hotels. The key attributes of this area include:
. A significant amount of existing highway commercial development
including hotels and restaurants. There is some small-scale
office/service commercial development, but no retail
. Excellent access to and visibility from Interstate 70.
. City water and sewer already available.
. All of the area lies outside the flood levee, and most vacant parcels
will require significant fill of from 2-6 feet to permit development.
. While the area already has significant development, there are a
number of large parcels available at an asking price of about
$lIsquare foot. However, all of these parcels will require filling so
that structures will not be subject to flooding.
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. Zoning for these parcels is C-5 and C-7 in the city, which as allows
a wide range of commercial and service uses.
B. Absorption Rates/Future Commercial Land Demand
According to the Chamber of Commerce, the estimated current absorption rate for commercial
(retail, office, service) land in Salina/Saline County is approximately 15-20 acres/year, with an
average of 17.1 acres since 1990. This is considerably higher than the demand assessment contained
in the 1992 comprehensive plan (76 acres for office, retail commercial, and service commercial by
2010), which based its projections on the slower economic growth years of the 1980s.
While Salina has experienced considerable retail commercial growth since 1990, there are still a
number of retail sectors that are not represented by large establishments in the area including
consumer electronics (e.g., Circuit City; Best Buy), toys (Toys R Us), and pet supplies (Petsmart).
Given the growing importance of Salina as a regional commercial center, it would not be surprising
if these and other sectors build new facilities in the city over the next 5-10 years. Typically, these
types of large-retail establishments require sites of2-10 acres. Additionally, as Salina approaches
a population of 50,000, it will begin to attract attention from competing national firms in sectors
already found in Salina (e.g., hardware/building supplies, auto supply).
With regard to highway oriented commercial (e.g., hotels), the very high occupancy rates of existing
hotels and the limited amount of hotel meeting space indicates that demand for development sites
should continue for these types of business. This is particularly true for the South Ninth Corridor
where there is a paucity of hotel rooms. In this regard, the opening of the Magnolia interchange
should create significant opportunity for highway commercial uses including hotels and restaurants.
After examining the current supply of commercial land in the area, we conclude that the city and
county have sufficient land already available to accommodate significant large-scale commercial
development over the next five-ten years in other locations. Therefore, conversion of the parcels
on South Ninth south of Avenue A to commercial/retail use is not a pressing need from a market
perspective.
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INDUSTRIAL
Summary
One of the key issues to be addressed in the plan is whether allowing commercial uses in the South
Ninth Corridor industrial area (south of Schilling Road) will have an adverse impact on the
city/county's supply ofland to accommodate future industrial development. This is a particular
concern given the fact that the area does not have much readily available industrial property with
existing services except in its southern reaches in the airport industrial park and along South Ninth
in Saline County abutting the city. Currently, the property in question lies just outside the city's
southern border in Saline County. Except for vacant tracts zoned agricultural, all of the parcels are
zoned industrial, a classification in the county that allows a wide variety of uses, including large-
scale commercial/retail development.
After examining the current supply of industrial land, we conclude that the city and county have an
ample supply of alternative industrial sites with services and infrastructure readily obtainable.
Therefore, conversion of the parcels on the west side of South Ninth south of Schilling Road to
commercial uses would not have a significant adverse impact on future industrial development from
a perspective of land availability. However, the plan must still address concerns regarding the cost
of infrastructure extensions, potential traffic conflicts between existing industrial and proposed
commercial uses, and the influence such a change in use patterns will have on future development
trends in the area.
Discussion
A. Current Industrial Land Supply
The Salina/Saline County region has three major industrial areas--the Airport Industrial Park (AlP)
located west of Interstate 35 in the southwest comer of the city; the South Ninth industrial area
located south of Schilling Road and east of South Ninth in Saline County; and the northern industrial
area located in the northeast quadrant of the city in the general area bounded by Santa Fe Avenue,
North Street, Marymount Road, and Pacific Avenue. (BWR to add map.) While the area would
appear to have a significant number of other potential industrial sites available along Interstates 135
and 70, the majority of these are within the floodplain or floodway and have significant drainage
problems or lack easy access to water and sewer.
1. Air:port Industrial Park
The Airport Industrial Park is located on the.site of the former Schilling Air Force Base in
southwest Salina. It has a wide array of industrial sites available in a variety of parcel sizes.
According to Tim Rogers, executive director of the Salina Airport Authority, the following
land is available for industrial growth:
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. A total of approximately 460 acres vacant with services available.
Another 80 acres platted but with water currently available and sewer
close by. There is also potential to expand the industrial park south
of Waterwell Road on existing agricultural/undeveloped parcels.
These figures do not include land recently made available for
development with the opening of the Magnolia Street interchange
which most likely will be developed with office, light industrial, and
highway commercial uses desiring high visibility from the Interstate
135.
. None of the industrial parcels lies within a floodplain or floodway or
has serious drainage problems as is true elsewhere in the Saline area.
. A variety of parcel sizes ranging from 1.5 to 15 acres. Seven are in
the 9-15 acre range. One recent deal was for a 10-acre parcel for
Coronado Engineering
. Land sales prices are in the $0.30/square foot range; building lease
rates are $1.00 to $2.50/square foot. Some of the larger aviation
facilities available for rent go at a much lower rate.
. Zoning for these parcels is 1-1, 1-2, and 1-3 in the city, which allows
a wide range of industrial uses.
. Access is Interstate 135 is close by at the Schilling Road interchange.
The new interchange at Magnolia will improve access to industrial
sites in the northern portion of the Airport Industrial Park. None of
the sites has high visibility from the interstate. The Salina Airport
Authority is also preparing to issue several million dollars in bonds
to reconfigure internal streets which should further improve access.
Access to rail is also available in the AlP as is excellent access to the
local airport.
These figures make clear that at current absorption rates, there is a 20+ year supply of
industrial land in the AlP, and a significant amount of vacant land that could easily be
converted to industrial use south of Water well Road.
2. South Industrial Park
A second major industrial development area is located in the southeast quadrant of Schilling
Road and South Ninth Avenue, approximately 1 mile east of the Airport Industrial Park.
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Existing industrial development in the area includes a combination of large industrial
production plants and smaller distribution facilities.
There are significant tracts of undeveloped property held by several private landowners, with
parcels ranging from 160 to 278 acres. Additionally, the Salina Economic Development
Corporation owns an 80-acre tract. Some of the key features of the South Industrial Park
include:
. About 500 acres of vacant land with water and sewer service and other
utilities already in place or readily available from the City of Salina.
. Road access to these sites is excellent, with the nearby 1-135 interchange at
Schilling Road within one mile of most tracts. A rail line runs north/south
through the South Industrial Area.
. Visibility from the interstate is excellent for sites fronting South Ninth Street.
Parcels off South Ninth have less visibility.
. All of the land is zoned either IH (heavy industrial) or IL (light industrial)
in the county which allows a wide variety of industrial and commercial uses.
. None of the industrial parcels lies within a floodplain or floodway, but some
of this land has drainage issues that must be dealt with. The city and county
have recently undertake.n construction of a drainage facility that should help
address this situation for the area east of the railroad.
. The South Industrial Area has a number of very large parcels (60+ acres)
available for development in contrast to the industrial areas in Salina.
. Land sales prices are in the $0.30/square foot range.
3.
Northern Industrial Area
The Northern Industrial Area is the home to numerous existing industrial concerns such as
Great Plains Manufacturing and Premier Pneumatics. Much of this area is already
developed, with a few small parcels scattered throughout the area that may be available for
infill development. Several larger parcels are available around the periphery of the area
along Marymount Road and Pacific Avenue. While the 1992 city comprehensive plan states
that there are almost 500 acres of industrial land available in this area for infill development,
according to chamber officials many are being held for expansion by firms such as Great
Plains Manufacturing which already has a substantial presence here and are not available for
development by new firms.
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Some ofthe key attributes of the Northern Industrial Area include:
. A limited number oflarger sites available (10+ acres) on the eastern (King
property) and northern (Frick property) edges ofthe area.
. Acceptable road access to most sites, although some such as the King
property are constrained because of location adjacent to railroad tracks. Old
Highway 40 and Pacific A venue are the primary access roads. The Interstate
70INinth Street interchange lies about 1.5 miles to the northwest. Rail access
is excellent, with several tracks running through the area.
. Zoning for these parcels is 1-1 and 1-3 in the city, which allows a wide range
of industrial uses.
. All of the area lies within the flood levee and is thus out of the floodplain.
However, because the land is flat with little gradient, drainage is a problem
on some sites.
. Land sales prices are in the $OAO-.50/square foot range.
B. Absorption Rates/Future Industrial Land Demand
According to Gerald Cook of the Salina Chamber, the estimated current absorption rate for industrial
land in Salina/Saline County is approximately 10-20 acres/year, with an average of 16.7 acres since
1990. While below the rate of absorption experienced during the 1980s when Salina "landed"
several large industrial firms, it has remained steady throughout the 1990s, with small and medium-
sized firms leading the way.
The 1992 Salina Comprehensive Plan estimated a demand for only 69 acres of industrial land during
the plan horizon of20 years, based on projections for population growth, industrial jobs, and workers
per net acre. Of the 69 acres, the plan estimated that distribution and warehouse uses would account
for 27 acres. All of these estimates, which were based on slower economic growth of the 1980s,
turned out to be conservative; Salina has continued to attract new firms while witnessing expansion
of existing companies.
Given Salina's emergence as a regional economic/service center, it is likely that the city and county
will continue to see modest, but steady industrial growth--probab1y maintaining the levels of
absorption of recent years. When this absorption rate is compared to the amount of vacant land the
city currently has available for industrial development, Salina has an industrial land supply of at least
20 to 50 years even if the South Ninth Corridor parcels are converted to commercial use.
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MIXED-USE LAND
Summary
One of the key issues to be addressed in the plan is whether making land available in the South
Ninth Corridor for additional large-scale commercial development (20,000 square feet plus/2-1 0
acres) will have an adverse impact on the amount of land available for large-scale mixed-use
office/light industrial business park developments. These business parks typically require high
visibility from major transportation routes and are set on large parcels with a high level of
landscaping and site design. They generally avoid locations with significant retail development and
attendant traffic congestion. An example of such a facility would be a campus-like corporate
headquarters facility with the possibility of some adjacent production or warehousing functions,
hotels, and some business service commercial (e.g., copy shops, travel agencies).
All of the land in the corridor south of Schilling Road is currently zoned industrial, a classification
in the county that allows a wide variety of uses, including large-scale retail commercial development
and offices.
After examining the current supply of mixed-us.e office/business park land in the area, we conclude
that the city and county have only a limited number of sites to satisfy potential future demand for
this type of development over the next five to ten years. Thus, conversion of the parcels on South
Ninth south of Avenue A to retail commercial use will further constrict the supply ofland for large-
scale mixed use developments and may put the city/county in a position of not being able to provide
suitable sites if a large corporate user expresses interest in locating in the Salina area.
Discussion
A. Current Mix-Use Land Supply
The Salina/Saline County region has three major areas that are suitable for large scale, mixed-use
development: The Magnolia Street/l-135 interchange west of 1-135; the Waterwell Road/I-135
corridor; and the North Salina commercial! office area located around the 1-70 and North Ninth
Street interchange. (BWR to add map.)
While Salina would appear to have a significant number of other potential mixed-use sites available
along Interstates 135 and 70 (e.g., at Crawford and 1-135, the majority of these are within the
floodplain or flood way and have significant drainage problems or lack easy access to water and
sewer. They could be utilized for mixed-use development only with the expenditure of very
substantial sums of money. Additionally, while there is significant acreage in the Airport Industrial
Park and the South Industrial Park for industrial development that could conceivably be utilized for
mixed-use projects, these sites tend to have less visibility and are more suited to light industrial and
warehouse facilities rather than up-scale mixed-use developments.
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1. Magnolia Interchange
The South Ninth Avenue Corridor has a number of sites at interchanges with 1-135 that could
be utilized for mixed-use development. The most promising is the new Magnolia Street
interchange on the west side ofl-135 and around the Waterwell Road/I-135 overpass (which
is the site ofa potential future interchange with 1-135). Some key attributes of the Magnolia
and Waterwell sites are as follows:
. The Magnolia Street West parcels total approximately 225 acres.
There are four major owners--Hills, Marietta, Wallerius, and
Nordboe. The city contemplates a mix of highway oriented, nonretail
commercial (e.g., hotels) and office development in this area east of
Dry Creek. Light industrial development is contemplated west of Dry
Creek.
. Most of the sites east of Dry Creek lie outside the floodplain or
floodway. None have serious drainage problems as is true elsewhere
in the Salina area. Some parcels west of Dry Creek and north of
Magnolia do have drainagelfloodplain issues, but due to lack of
visibility are less desirable for mixed-use (as compared to light
industrial) development.
. A variety of parcel sizes ranging from 5-75 acres.
. Land sales prices are in the $3,500/acre range;
. Zoning for these parcels will likely be C-7 and lin the city, which
allows a wide range of highway commercial and light industrial uses.
. Access to Interstate 135 is close by at the Magnolia interchange.
2. Waterwell Road
A second major potential mixed-use development area is located around the Waterwell
Road/South Ninth intersection and just west ofl-135 north and south ofWaterwell Road.
All of this land is currently in the county. There are commercial developments (highway
commercial and car dealerships) proposed for the parcels between Waterwell Road and
Schilling Road on the west side of South Ninth. The east side of South Ninth in this area is '
characterized by industrial production and warehouse facilities (with small offices). There
is currently no large-scale mixed-use commercial development in the area. Key attributes
of this area include:
. About 250 acres of vacant land with limited water service available from the
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City of Salina; sewer service is not readily available.
. Road access to these sites is good, with the nearby 1-135 interchange at
Schilling Road within 1-1.5 miles of most tracts. The Kansas Department of
Transportation has discussed a future interchange at Waterwell Road, but this
interchange is not included in any current building programs.
. Visibility from the interstate is excellent for sites adjacent to 1-135.
. None of the parcels lies within a floodplain or floodway.
. All of the land would likely be zoned either IH (heavy industrial) or IL
(industrial) in the county which allows a wide variety of industrial and
commercial uses.
. Land sales prices are in the $2,000 per acre range.
3.
North Salina Commercial Area (I-701N0rth Ninth)
The North Salina Commercial Area has been the scene of a significant amount of highway
oriented commercial development over the past two years including the new Holiday Inn
Express and Days Inn hotels. Some smaller (10,000 square foot) service commercial/office
buildings have also been constructed. The key attributes of this area include:
. A significant amount of existing highway commercial development
including hotels and restaurants. There is some small-scale
office/service commercial development, but no retail.
. Excellent access to and visibility from Interstate 70.
. City water and sewer already available.
. All of the area lies outside the flood levee, and most vacant parcels
will require significant fill of from 2-6 feet to permit development.
. Zoning for these parcels is C-5 and C-7 in the city, which as allows
a wide range of commercial and service uses.
. While the area already has significant development, there are a
number of large parcels available at an asking price of about
$lIsquare foot. However, all of these parcels will require filling so
that structures will not be subject to flooding.
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B. Absorption RateslFuture Mixed-Use Land Demand
According to the Chamber of Commerce, the estimated current absorption rate for commercial
(retail, office, service) land in Salina/Saline County is approximately 15-20 acres/year, with an
average of 17.1 acres since 1990. This is considerably higher than the demand assessment contained
in the 1992 comprehensive plan (76 acres for office, retail commercial, and service commercial by
2010), which based its projections on the slower economic growth years of the 1980s.
While Salina has experienced considerable retail commercial growth since 1990, the amount of
office and mixed-use office/industrial built and absorbed has been limited, with most users being
smaller firms requiring 10,000 square feet or less. However, real estate professionals report that
when new office buildings are constructed, they tend to lease quickly because there is limited
quality office space available in the area. There are currently no upscale business parks in Salina.
With regard to highway oriented commercial (e.g., hotels), the very high occupancy rates of existing
hotels and the limited amount of hotel meeting space indicates that demand for development sites
should continue for these types of business. This is particularly true for the South Ninth Corridor
where there is a paucity of hotel rooms. In this regard, the opening of the Magnolia interchange
should create significant opportunity for highway commercial uses including hotels and restaurants.
After examining the current supply of mixed-use land in the area, we conclude that the city and
county have only a very limited number of areas with sufficient land to accommodate larger mixed-
use business parks over the next five-ten years. While demand for office/business type space has
been limited over the past 10 years, there has not been much product available. Therefore,
Salina/Saline County should be very cautious in allowing development of the Magnolia and
Waterwell areas for retail commercial uses which would reduce land available for mixed-use
business parks. Such retail commercial would also generate significant traffic that is generally
incompatible with business park development.
Changes should be considered in the city/county zoning code regarding permitted uses on these
properties. They should be reserved for mixed-use business park developments that need good
access, high visibility, and large tracts of land. This will allow Salina to meet current office demand
and position itself to accommodate a large corporate user should one select the area for
consideration. Additionally, the city and county should also examine their current development
standards to ensure that non-retail commercial and industrial development allowed in these business
park districts will be of high quality in terms of landscaping, signage, and site layout so as to b
compatible with future business park-type development.
12
South Ninth Street Corridor
Parcel Numbers and Existing Land Use
16a
N
+
s
57 58
N Property Boundaries
Existing Land Use
._ Commercial
_ Industrial
D Residential
D Vacant
61b
63
62
65
66
67
South Ninth Street Corridor
Sanitary Sewer Improvements
N
46
47
48
E 49
50
53 51
52b
S 5L 52a
54b
~Twelve Inch Sewer 57 58
~ Six Inch Sewer
. Pump Station
59
61c
60
61a
61b
63 62
64b 64a
65
66
67
South Ninth Street Corridor
Water Improvements
N
46
47
48
E 49
50
53 51
52b
S 52a
a
54b
57 58
~Twelve Inch Water Main 59
~ Eight Inch Water Main 61c
60
61b
63 62
65
66
67