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I8. 6211 ROI main street plan
CITY OF KALISPELL REPORT TO: Doug Russell, City Manager Development Services Department 201 V Avenue East Kalispell, MT 59901 Phone: (406) 758-7940 Fax: (406) 758-7739 www.kalispell.com/planning FROM: Jarod Nygren, Development Services Director SUBJECT: Main Street Safety Action Plan DATE: July 1, 2024 BACKGROUND: In 2022, the City of Kalispell was awarded a Safe Streets and Roads for All Planning Grant (SS4ALL) from USDOT. Utilizing past planning efforts, staff and consultant Kittleson and Associates have spent the last six months developing the Main Street Safety Action Plan. The Main Street Safety Action Plan is a community -specific framework for applying the Safe System Approach to transportation corridors. The plan establishes a vision and goals for transportation safety, identify high -crash, high -risk intersectional and streets through data analysis and community input. Further the plan develops projects and strategies to address roadway safety issues. The plan is a culmination of extensive public outreach over the last six months with guidance from the Project Advisory Committee. The Council held a work session regarding the DRAFT Main Street Safety Action Plan on June 24, 2024. At the meeting there was support for bringing the plan forward for public comment at a public hearing. Following the public hearing the Council can consider the plan for adoption as an amendment to the Kalispell Move 2040 Transportation Plan at a later meeting date. RECOMMENDATION: It is recommended that the Kalispell City Council approve Resolution 6211, a resolution setting a public hearing date of July 15, 2024, where the Kalispell City Council intends to take public comment on the Main Street Safety Action Plan. ATTACHMENT: DRAFT Main Street Kalispell Safety Action Plan RESOLUTION NO. 6211 A RESOLUTION OF INTENT TO ENACT A "MAIN STREET SAFETY ACTION PLAN" AS AN AMENDMENT TO THE KALISPELL MOVE 2040 TRANSPORTATION PLAN IN ORDER TO ESTABLISH VISIONS AND GOALS FOR TRANSPORTATION SAFETY AND TO DEVELOP PROJECTS AND STRATEGIES TO ADDRESS ROADWAY SAFETY ISSUES IN THE CITY OF KALISPELL, SETTING A PUBLIC HEARING AND DIRECTING THE CITY CLERK TO PROVIDE NOTICE THEREOF. WHEREAS, in 2022, the City of Kalispell was awarded a Safe Streets and Roads for All Planning Grant from the United States Department of Transportation (USDOT); and WHEREAS, staff and the consultants, Kittleson and Associates, developed the Main Street Safety Action Plan as a community -specific framework for applying the Safe System Approach to transportation corridors in the City of Kalispell; and WHEREAS, a draft Main Street Safety Action Plan, attached hereto and incorporated fully herein by this reference, has been prepared for the purpose of establishing visions and goals for transportation safety, identifying high -crash, high -risk intersections and streets through data analysis and community input; and WHEREAS, prior to enacting the Main Street Safety Action Plan the city should hold a public hearing on the matter to allow the public to provide input on the draft document after giving due and proper notice of said hearings. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF KALISPELL, AS FOLLOWS: SECTION 1. That there is hereby set a Public Hearing on the 15th day of July, 2024, at 7:00 o'clock p.m. in the Council Chambers, City Hall, Kalispell, Montana, to solicit public comment on the proposed Main Street Safety Action Plan. SECTION 2. The City Clerk is hereby authorized and directed to make, publish and distribute the notice of said Public Hearing in conformity with State law. The City Clerk shall further make the proposed draft document, attached hereto, available to the public upon the Kalispell City Website and in paper format upon request. PASSED AND APPROVED BY THE CITY COUNCIL AND SIGNED BY THE MAYOR OF THE CITY OF KALISPELL, THIS I ST DAY OF JULY, 2024. Mark Johnson Mayor ATTEST: Aimee Brunckhorst, CMC City Clerk NOTICE OF PUBLIC HEARING A proposal to enact a "Main Street Safety Action Plan" as an amendment to the Kalispell Move 2040 Transportation Plan in order to establish visions and goals for transportation safety and to develop projects and strategies to address roadway safety issues in the City of Kalispell will be presented at a Public Hearing, Monday, July 15, 2024, in the Council Chambers of City Hall, 201 1 st Avenue East, Kalispell, Montana, at 7:00 P.M. A draft Main Street Safety Action Plan has been prepared for the purpose of establishing visions and goals for transportation safety, identifying high -crash, high -risk intersections and streets in the City of Kalispell through data analysis and community input. Any person wishing to address the proposed Main Street Safety Action Plan may appear at this hearing and make oral statements or present same in writing. The proposed Plan can be viewed on the City's website at www.kalispell.com/679/Council-Public-Hearings or in the office of the City Clerk at 201 First Avenue East, Kalispell. Written comments may also be submitted for council consideration by delivering the same to the City Clerk at 201 First Avenue East, Kalispell, MT 59901, or by email to publiccommentkkalispell.com prior to the hearing. For additional information please contact the City Clerk at (406) 758-7756. Dated this 1st day of July, 2024. Aimee Brunckhorst, CMC City Clerk Publish: July 7, 2024 July 14, 2024 11 TITS�.�W _.. ... JOIN ■11 r 11 Is Af ■ 1■ sm_l■1, Main Street Safety Action Plan �Emu_1 � n 41mr1 aq Iwo �� � �$' a � 9 � � I I�� � I..i�� •� �9 ��p � �'��r� F'� J 1. ., aw� � .. r �., a°3• , '"'Xt`'`SS:Y.�IS�T . 111 Y r � 1 its 0 , li •r d 71 Wjm2;�' 1 Main Street Safety Action Plan Kalispell, MT I June 2024 Prepared for: City of Kalispell 201 1 sc Avenue E Kalispell, MT 59901 Prepared by: Kittelson & Associates, Inc. 101 S Capitol Boulevard, Suite 600 Boise, ID 83702 IKITTELSON c &ASSOCIATES Acknowledgements The Main Street Safety Action Plan was developed under the guidance of a Project Advisory Committee. Additional input and guidance were provided through the plan development process by local and regional governing bodies, including the City of Kalispell Mayor and City Council, Flathead County Commissioners, and the Kalispell Technical Advisory Committee. Thank you to all of these individuals for their instrumental involvement with the development of the Main Street Safety Action Plan. Many thanks also to the individuals, groups, agencies, and participating members of the public that provided information, comments, suggestions, and/or their valuable time to the planning process and development of this Plan. Special thanks to Logan Health, Flathead Valley Community College, Mountain Climber, the Police and Fire Departments of the City of Kalispell for your valuable input. Thank you for your commitment to the community. Main Street Safety Action Plan — Project Advisory Committee Jarod Nygren, City of Kalispell Development Services Director Katharine King, City of Kalispell Community Development Manager PJ Sorensen, City of Kalispell Senior Planner Keith Haskins, City of Kalispell Public Works Deputy Director Pete Melnick, Flathead County Administrator Bob Vosen, Montana Department of Transportation Missoula District Administrator Joel Boucher, Montana Department of Transportation Pre -Construction Engineer Rebecca Anderson, Montana Department of Transportation Missoula District Traffic Engineer Vicki Crnich, Montana Department of Transportation Missoula District Planner Matt Jensen, Kalispell School District #5 Superintendent Kisa Davidson, Kalispell Business Improvement District Board President Lorraine Clarno, Kalispell Chamber of Commerce President / Chief Executive Officer Marc Rold, Kalispell Urban Renewal Agency Board President Joe Unterreiner, Kalispell Technical Advisory Committee Board Member Main Street Safety Action Plan — Consultant Team Kittelson & Associates, Inc. Andy Daleiden, PE Rachel Grosso, AICP Katie Popp, EIT Jade Ma Robert Olney Katie Ayer Nick Foster, AICP, RSP Big Sky Public Relations Kristine Fife Amanda Andrus Table of Contents 1.0 Introduction......................................................................................................................... 3 2.0 Engagement..................................................................................................................... 10 3.0 Existing and Future Conditions......................................................................................... 14 4.0 Priority Locations.............................................................................................................. 58 5.0 Policies and Strategies..................................................................................................... 97 6.0 Implementation............................................................................................................... 102 List of Figures Figure 1. Main Street Safety Action Plan - Planning Area...................................................................... 5 Figure 2. Crash Severity — Planning Area (2018 — 2022)..................................................................... 18 Figure 3. High EPDO Value Intersections............................................................................................ 21 Figure 4. High EPDO Value Segments................................................................................................ 23 Figure 5. High Scoring Characteristic -Based Locations....................................................................... 26 Figure 6. Main Street Safety Action Plan — High Injury Network........................................................... 29 Figure 7. Disadvantaged Communities in the Planning Area (Source: USDOT Equitable Transportation Community Explorer, February 2024).................................................................................................. 32 Figure 8. Transportation Disadvantaged Communities and the High Injury Network ............................ 33 Figure 9. Functional Classification and Traffic Control Devices............................................................ 35 Figure10. Posted Speed Limit............................................................................................................. 36 Figure 11. Pedestrian and Bicycle Facilities......................................................................................... 37 Figure 12. Freight Volumes - Heavy Vehicle Percentages................................................................... 40 Figure 13. Data Collection Locations................................................................................................... 42 Figure 14. Pedestrian and Bicycle Volumes (January 2024 — PM Peak) .............................................. 43 Figure 15. Existing (Year 2024) Vehicular Volumes — Summer AM Peak Hour .................................... 44 Figure 16. Existing (Year 2024) Vehicular Volumes — Summer PM Peak Hour .................................... 45 Figure 17. Existing (Year 2024) Vehicular Level of Service — Summer AM Peak Hour ......................... 48 Figure 18. Existing (Year 2024) Vehicular Level of Service — Summer PM Peak Hour ......................... 49 Figure 19. Future (Year 2045) Vehicular Volumes — Summer AM Peak Hour ...................................... 52 Figure 20. Future (Year 2045) Vehicular Volumes — Summer PM Peak Hour ...................................... 53 Figure 21. Future (Year 2045) Traffic Operations — Summer AM Peak Hour ....................................... 56 Figure 22. Future (Year 2045) Traffic Operations — Summer PM Peak Hour ....................................... 57 Figure 23. Needs and Deficiencies...................................................................................................... 60 Figure24. Priority Locations................................................................................................................ 66 List of Tables Table 1. Crash Type by Severity - Planning Area................................................................................ 15 Table 2. Crash Type by Severity - Main Street.................................................................................... 17 Table 3. KABCO Scale Monetized Value and EPDO Value................................................................. 19 Table 4. Top 25% Intersections by EPDO............................................................................................ 22 Table 5. Top 25% Segments by EPDO................................................................................................ 24 Table 6. High Injury Network by Tier.................................................................................................... 28 Table 7. US Census Bureau Tracts in the Planning Area by Disadvantaged Status ............................. 31 Table 8. Existing (Year 2024) Summer AM and PM Peak Hour Traffic Operations .............................. 46 Table 9. Future Year Expected Crashes.............................................................................................. 51 Table 10. Future (Year 2045) Summer AM and PM Peak Hour Traffic Operations .............................. 54 Table 11. Draft Priority Locations.........................................................................................................62 Table 12. Priority Location - Main Street..............................................................................................68 Table 13. Priority Location - 1st Avenue East and West....................................................................... 72 Table 14. Priority Location - East / West Streets.................................................................................. 76 Table 15. Priority Location - North / South Avenues............................................................................. 78 Table 16. Priority Location - Woodland Avenue to 7th Avenue EN ....................................................... 80 Table 17. Priority Location - Woodland Park Drive............................................................................... 84 Table 18. Priority Location - Sunset Boulevard.................................................................................... 86 Table 19. Priority Location - Meridian Road......................................................................................... 88 Table 20. Priority Location - Grandview Drive to Evergreen Drive ........................................................ 92 Table 21. Priority Location - Conrad Drive to Shady Lane.................................................................... 94 Table 22. Priority Location - Idaho Street (US 2).................................................................................. 96 List of Exhibits Exhibit 1. Eight Key Components of a Safety Action Plan...................................................................... 6 Exhibit 2. The Safe System Approach (Source: USDOT)....................................................................... 7 Exhibit 3. Main Street Safety Action Planning Process........................................................................... 8 Exhibit 4. Main Street Safety Action Plan Goals and Objectives............................................................ 9 Exhibit 5. Community Engagement - March 2024................................................................................ 12 Exhibit 6. Community Engagement - May 2024................................................................................... 13 Exhibit 7. What Makes a High Injury Network?.................................................................................... 27 Exhibit 8. Mountain Climber Ridership (2019 - 2023)........................................................................... 38 Exhibit 9. US 93 Hourly Volume Profile (Year 2024 - Summer)........................................................... 41 Exhibit 10. Priority Location Identification Process............................................................................... 58 Exhibit 11. Community Feedback (March 2024 Survey Responses).................................................... 59 Exhibit 12. Implementation Timeline.................................................................................................. 103 ii Main Street Safety Action Plan 1.0 INTRODUCTION Kalispell is a quickly growing city that has increasingly encountered safety and mobility concerns commensurate with rapid growth in recent years. As the economic and historic center of the Kalispell community, the Main Street corridor (also known as US 93) embodies many of the safety and mobility concerns of Kalispell residents, business owners, and visitors. Within the Kalispell Planning Area, there were 2,234 crashes that occurred between 2018 — 2022 (the most recently available data). Of these crashes, 258 occurred on Main Street. Seven fatal crashes and thirty-eight serious injury crashes occurred in the Planning Area, of which eight serious injury crashes occurred on Main Street. Each crash statistic represents a human life, and these fatal and serious injury crashes have affected families and communities across Kalispell. In addition to safety concerns, current traffic operations analyses indicate that multiple intersections in the Planning Area operate at or over their intended capacity (meaning that there are more vehicles traveling through the intersection than can be accommodated) during the morning and evening peak periods. The safety and mobility concerns around Main Street exacerbate the disadvantages that some people experience in Kalispell. According to the United States Department of Transportation (USDOT), 71.5% of Kalispell Planning Area Census Tracts are designated as transportation disadvantaged. To address these safety, mobility, and equity concerns, the City of Kalispell, along with partner agencies, is acting now, starting with the Safety Action Plan. The Main Street Safety Action Plan is a road map to substantially reduce fatal and serious injury crashes on roads in the Planning Area. In 2022, the City of Kalispell was awarded a Safe Streets and Roads for All Planning Grant from the USDOT to study these transportation safety, mobility, and equity concerns together. The Main Street Safety Action Plan focuses on: Creating a cohesive vision for downtown Kalispell Improving connectivity for all users on and near Main Street Addressing safety concerns in Kalispell, especially for vulnerable road users, children, seniors, and people who don't drive (also known as transportation disadvantaged communities) The Main Street Safety Action Plan builds on the recent planning efforts by the City of Kalispell and its partners, including: MOVE 2040: Kalispell Area Transportation Plan The Downtown Plan: City of Kalispell Main Street Redesign Study Downtown Kalispell Urban Renewal Plan Kalispell Core Area Plan Kalispell Courthouse Couplet Preliminary Traffic Engineering Report Montana Department of Transportation (MDT) Kalispell Bypass Projects Montana Vulnerable Road User Safety Assessment Montana Comprehensive Highway Safety Plan Page 1 3 ii !Main ■ 1� Street Safety Action Plan Additional documents were reviewed and incorporated into the Safety Action Planning process, that are outlined in Appendix 1. Planning Area Figure 1 displays the Planning Area of the Main Street Safety Action Plan, which includes areas of the City of Kalispell and Flathead County. This builds from the areas included in the SS4A Grant Application and focuses on the Main Street corridor through downtown Kalispell. Areas east and west of Main Street are included to examine the potential safety and mobility issues for north/south routes adjacent to Main Street. Additionally, there are many key destinations for residents and visitors in the Planning Area, as displayed in Figure 1. go�'rnVino pol M r Page 1 4 ii Main Street Safety Action Plan Figure 1. Main Street Safety Action Plan - Planning Area Main Street Corridor Airport Culture o o_smiles Kalispell SAP Planning Area -----• O Civic Medical City of Kalispell ® Commercial ® Schools y'r Community Planning Area Page 1 5 ii 1�1� �1� 1 - ' ■ 1� Main Street Safety Action Plan What is a Safety Action Plan? A Safety Action Plan is a community -specific framework for applying the Safe System Approach. The Main Street Safety Action Plan is guided by partner agencies, including the City of Kalispell, Flathead County, and the Montana Department of Transportation (MDT). Safety Action Plans establish a vision and goals for transportation safety, identify high -crash, high -risk intersections and streets through data analysis and community input, and then develop projects and strategies to address roadway safety issues. To assist with implementation of projects and strategies, the Safe Streets and Roads for All (SS4A) and the Highway Safety Improvement Program (HSIP) are Federal funding programs that support implementation of countermeasures that address road safety challenges on public roads. A Safety Action Plan can help establish project and program eligibility for SS4A and HSIP. To pursue federal SS4A funding, a local agency must have a Safety Action Plan in place that addresses the eight key components of safety action planning, as outlined in Exhibit 1. Access to these funds can assist Kalispell, Flathead County, and MDT in funding engineering -related solutions that make their roads safer for all road users. Community input is critically important for the Main Street Safety Action Plan, which is why the City of Kalispell (Development Services, Public Works, Police, and Fire), Flathead County, and MDT have partnered with the Kalispell Chamber of Commerce, Kalispell Business Improvement District, the Urban Renewal District Board, Kalispell School District, Main Street businesses, and residents to reach a wide cross section of the Kalispell community. Exhibit 1. Eight Key Components of a Safety Action Plan • Publicly committing to • Establish an advisory • Identify target crash • Collaborate with the Vision Zero committee to develop, types and prevalent community to ground - Develop goals to implement, and monitor crash risks truth safety analysis, achieve Vision Zero the Plan • Confirm systemic and raise awareness of specific safety needs traffic safety issues, and • Locate higher -risk build support for locations implementation L. rianniriy U 3. Safety Analysis Structure _Jv • Ensure vulnerable and • Review plans, policies, • Develop strategies and • Measure progress over underserved and standards to projects to address time and adjust communities are improve how existing safety problems, strategies and projects considered and included processes prioritize including a timeline for as needed in plan development safety implementation Page 1 6 ii !Main - ■ 1� Street Safety Action Plan The Safe System Approach In January 2022, the USDOT released its National Roadway Safety Strategy' that adopted the Safe System Approach as its core strategy to meaningfully reduce roadway deaths. The Safe System Approach, displayed in Exhibit 2, focuses on addressing the five elements of Safe Road Users, Safe Vehicles, Safe Speeds, Safe Roads, and Post -Crash Care and incorporates the six principles — that Death and Serious Injury are Unacceptable, that Humans Make Mistakes, that Humans are Vulnerable, that Responsibility is Shared, that Safety is Proactive, and that Redundancy is Crucial. In a Safe System, responsibility is shared amongst all agencies and community members, including road users, transportation system managers, law enforcement, emergency responders, and vehicle manufacturers. This timely adoption of the Safe System Approach will help the nation respond to traffic deaths that continue to be unacceptably high across the country. In 2022, there were 42,514 traffic -related fatalities in the United States.2 In Montana, there were 184 fatalities in 2022.3 In the Kalispell Planning Area, there were 2 fatal crashes in 2022. These numbers do not include serious injuries that also significantly change the lives of people involved and the communities they live in. The Safe System Approach aims to eliminate fatal and serious injuries on roadways and will require change in traffic safety culture, standards, practices, and partnerships. The Main Street Safety Action Plan incorporates each of these elements to achieve the vision and goals. Safety Action Planning Process As displayed in Exhibit 3, the planning process began in early 2024 and is anticipated to be �1p� s v�C`r 15S' t0u51NJURr i$ U/1�yCC pr l 4e �_SPO_SlBIL IS SNA"Ep Exhibit 2. The Safe System Approach (Source: USDOT) completed by summer 2024. Throughout the development of the Main Street Safety Action Plan, the City of Kalispell and its partners collected community input to identify priority locations for safety improvements, as well as to guide the development of policies and strategies to increase safety throughout the City. ' United States Department of Transportation. (January 2022). National Roadway Safety Strategy. httos://www.transDortation.aov/sites/dot.aov/f les/2022-02/USDOT-National-Roadwav-Safetv-Strateay.Ddf 2 National Highway Traffic Safety Administration. (2023). Overview of Motor Vehicle Crashes in 2022. https://crashstats.nhtsa.dot.aov/Api/Public/ViewPublication/813560 3 National Highway Traffic Safety Administration. (2024). Motor Vehicle Crash Data — Fatal Motor Vehicle Crashes — Montana. 2022 https://cdan.dot.ciov/SASJobExecution/ Page 1 7 ii !Main - ■ 1� Street Safety Action Plan Exhibit 3. Main Street Safety Action Planning Process Main Street Safety Action Plan Planning Process v PMT Meeting ) PAC Meeting Priority Open House #1 Locations March 5th, 2024 Identification communify lssuas and Project Kick Off Identification Development AN Rs Safety Action Plan Development v- 2 0 3 4 a 0 y Data Collection and Existing Conditions Analysis Safety, Equity, and Mobilty January February Future Open House #2 Conditions May 15th, 2024 Analysis CUmrnunity Safety, Equity, Projects and Mobility Prioritization 2024 March April May June Vision and Goals Vision Grant Application Safe Streets and Roads for Ali (SS4A) Implementation Grant 9 0 Plan Adoption July August Leadership and Goal -Setting *I Apply the Safe System Approach (depicted in Exhibit 2) to eliminate fatal and serious injury crashes and reduce crash risk along the Main Street corridor to promote a safe, livable, and connected community for all users of the transportation system over the 20-year planning horizon (by 2045) . Page 1 8 ii Main Street Safety Action Plan Goals and Objectives Exhibit 4 outlines the goals and objectives of the Main Street Safety Action Plan. Exhibit 4. Main Street Safety Action Plan Goals and Objectives • Identify locations along the Main Street corridor and surrounding area for multimodal transportation improvements, utilizing safety, equity, and mobility data. • Incorporate community and partner organization feedback into the identification of locations, treatments, and strategies for increasing safety along the Main Street corridor and surrounding area. -Systematically implement proven safety treatments along the Main Street corridor and surrounding area to address crash patterns, risks, congestion, and community concerns while creating a more connected low -stress network that provides greater access to essential destinations such as schools, parks, medical services, local businesses, and civic centers. • Reinforce engineering countermeasures through community -supported education and enforcement strategies. -Coordinate with local, regional, and state agencies on a regular basis to share information and ideas specific to applying the Safe System Approach. -Collaborate with community groups across Kalispell to solicit input on planned engineering projects and targeted educational and enforcement strategies to promote roadway safety. Page 1 9 Planning ® Engagement and Structure °o Collaboration 2.0 ENGAGEMENT This chapter describes how the people of the Kalispell community — those who live, work, play, go to school, access services, own businesses, and care for the City — contributed to the development of the Main Street Safety Action Plan. 1roiect Management A Project Management Team (PMT), consisting of City of Kalispell staff provided direction and technical assistance to keep the Main Street Safety Action Plan on track. The PMT met seven times over the course of plan development. Meeting materials from these seven PMT meetings are available in Appendix 2. Project Advisory Committee In addition to the PMT, a Project Advisory Committee (PAC) was formed to provide critical input at key decision -points, create a diverse approach to the unique challenges of the Main Street corridor and other parts of the planning area, and communicate with their community networks about the Main Street Safety Action Plan. The PAC met five times over the course of the plan development, and consisted of representatives from the following organizations: City of Kalispell Flathead County Montana Department of Transportation Kalispell Urban Renewal Board Kalispell Chamber of Commerce Downtown Business Improvement District Glacier National Bank Kalispell School District #5 Meeting materials from these five PAC meetings are available in Appendix 3. Partner Listening Sessions Guided by input from the PAC, the project team facilitated six Partner Listening Sessions throughout the course of the planning process to understand the unique concerns of different community groups, planning partners, and institutions in and around Kalispell. These Listening Sessions typically consisted of a short presentation on the plan development process and key findings, followed by an open discussion of critical concerns. Listening Sessions were conducted with the following partners in March, April, and May 2024: Montana Department of Transportation Flathead Valley Community College Logan Health Medical Center Kalispell Fire Department and Kalispell Police Department Mountain Climber (transit provider) These conversations provided critical insights for the project, policy, and strategy recommendations developed as part of the Main Street Safety Action Plan. Meeting materials are available in Appendix 4 Page 1 10 ii 1�1� �1� 1 - ' ■ 1� Main Street Safety Action Plan Online Community Resources To facilitate digital communication and provide useful information for community members to access on their schedule, the project team developed two online resources, which were maintained throughout the planning process. Project Website The project website served as a repository for important information, including a map of the Planning Area, invitations to in -person events, background information, and a comment/concern form. The project website is also linked to the Main Street Safety Action Plan Story Map, described in the following section. The project website domain is www.MainStreetKalispellSafetyPlan.com Story Map A Story Map is an online, interactive mapping tool that is hosted on a unique website and provides key information in a visual and narrative manner. The project team developed a Story Map for the Main Street Safety Action Plan to provide community members with an easy way to access Plan information. The Story Map also served as a host for the Online Interactive Map. The Story Map website domain is https://storymaps.arcgis.com/stories/af5387d2a6444daebfcO295al f25d90e In -Person Community Events The project team facilitated multiple in -person events designed to inform community members about the planning process and collect their feedback. This section describes both phases in greater detail. Materials from both Open Houses are available in Appendix 5. March 2024 Purpose: To inform community members on the analyses completed to date, and to collect community input on safety and mobility concerns in the Planning Area. Events: Open House #1, pop-up events at Bias Brewing and ImaginelF Library, and a survey. Results: Connecting with 45 people and receiving 150+ comments via the survey. Exhibit 5 highlights the key findings from the community engagement in March 2024. Of the comments received, 83% are addressed by the Priority Locations described in Chapter 4. May 2024 Purpose: To update community members on the analyses completed to date, display how community input was incorporated into the Safety Action Plan, and to collect community feedback on the Priority Locations. Events: Open House #2, pop-up events at the Parkline Trail, St. Matthew's Catholic School, and the ImaginelF Library, and a survey. Results: Connecting with 105 people and receiving 155+ survey responses. Exhibit 6 highlights the key findings from the community engagement in May 2024. Page 111 N 0 N N 0 N V c� C W d fC C w C 3 E O U Sri r2 x w J � ` m 4 'mz'c -cm y . 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In alignment with the purpose of a Safety Action Plan, detailed safety analysis is included in this chapter, as well as an overview of the equity populations in the Planning Area. Multimodal traffic analysis is also included to better understand the safety -related mobility conditions in the Planning Area. The project team used these analyses, along with the community and partner agency feedback outlined in Chapter 2, to inform the projects developed in Chapter 4 that address existing and future safety concerns. =xisting (Year 2024) Conditions Safety This section describes the analysis methods and results for crash analysis in the Planning Area and along the Main Street corridor. The crash analyses were conducted to identify user behavior and roadway characteristic patterns associated with fatal and injury crashes. These analyses inform the creation of a High Injury Network, one of the eight critical components of a Safety Action Plan. Findings from these analyses inform the systemic countermeasures and strategies described in Chapter 4 and Chapter 5 of this Plan. For the Safety Action Plan, MDT provided five complete years of crash data from January 1, 2018, through December 31, 2022. Crash Patterns and Trends This section summarizes and analyzes the crash patterns and trends in the Kalispell Planning Area between 2018 — 2022, based on reported crash data provided by the Montana Department of Transportation (MDT). It is important to note that the following analyses are performed at the crash level (rather than the vehicle or person level) which means that a fatal or serious injury crash can involve more than more one fatality or serious injury, as MDT classifies crashes by severity based on the most severe outcome associated with the crash. Page 1 14 ii Main Street Safety Action Plan Planning Area In total, between 2018 - 2022, the Planning Area experienced 2,234 crashes. Of these crashes, 258 occurred along the Main Street corridor. Table 1 presents crashes by severity within the Planning Area. Figure 2 displays crashes by severity in the Planning Area. Between 2018 to 2022, seven (7) fatal crashes and thirty-eight (38) serious injury crashes occurred in the Planning Area, comprising 2% of total crashes. Table 1. Crash Type by Severity - Planning Area Hnglei 1 urning J (V.4 %0) U k 1. i r0) 1 1 ka.a r0) ou ki .o ro) o-+i k0U.L+r0) i o kz ro) ova pow) Rear -End 0 (0%) 4 (0.6%) 61 (8.8%) 70 (10.1%) 536 (77.2%) 23 (3.3%) 694 (31%) Single- 2 (0.9%) 9 (3.9%) 40 (17.5%) 11 (4.8%) 147 (64.2%) 20 (8.7%) 229 (10%) Vehicle Sideswipe 0 (0%) 0 (0%) 5 (2.5%) 0 (0%) 194 (95.6%) 4 (2%) 203 (9%) Head On 1 (1.1 %) 4 (4.6%) 10 (11.4%) 13 (14.8%) 58 (65.9%) 2 (2.3%) 88 (4%) Bicycle 0 (0%) 4 (18.2%) 12 (54.6%) 1 (4.6%) 4 (18.2%) 1 (4.6%) 22 (1%) Pedestrian 1 (4.6%) 6 (26.1%) 8 (34.8%) 4 (17.4%) 3 (13%) 1 (4.4%) 23 (1%) Other* 0 (0%) 2 (1.2%) 5 (2.9%) 10 (5.9%) 126 (74.1 %) 27 (15.9%) 170 (8%) 2,234 Total 7 (0.3%) 38 (1.7%) 212 (10%) 168 (8%) 1,715 (76%) 94 (4%) (100%) Note: Data is displayed at the crash level. *Other crashes include Parked Vehicles, Wild Animals, Roll Over, Backing Vehicle, Fire/Explosion, Lost Control, Domestic Animal, and Immersion crashes. Key attributes of the seven fatal crashes that occurred in the Planning Area between 2018 - 2022 include: • Four were intersection -related. • All seven occurred in clear weather, and one occurred in wet conditions. • Five occurred in daylight, two in darkness - one lighted and one unlighted. • Three have a first harmful event of "motor vehicle in transport", one "other post pole or support", one "overturn / rollover", one "pedestrian", and one "unknown". • The pedestrian fatal crash was a hit and run crash. • Two fatal crashes cite impaired driving as a cause of the crash. Key attributes of the thirty-eight serious injury crashes that occurred in the Planning Area between 2018 - 2022 include: • Nineteen were intersection -related. • Twenty occurred in clear weather, nine occurred in cloudy conditions, two occurred in rain, one occurred in smoke, and one occurred in snow. • Twenty-five occurred in daylight, one at dawn, and 7 in darkness - one lighted and six unlighted. • Sixteen have a first harmful event of "motor vehicle in transport", nine cite a "pedestrian or bicyclist", three cite "other" reasons, two "overturn / rollover", two "utility poles", and one "natural debris". • Ten serious injury crashes cite impaired driving as a cause of the crash. Two of these crashes involved a pedestrian or bicyclist. Page 1 15 ii Main Street Safety Action Plan For all crashes in the Planning Area (2,234), other contributing crash factors reveal: ■ Weather: Most crashes occurred during clear or cloudy conditions — with 199 (9%) occurring during rain, snow, or hail and freezing rain events. ■ Wildlife Related: 43 (2%) of crashes involved wildlife. Impaired Driver: 7.7% of all crashes involved an impaired driver (172 of 2,234). While these factors are important to consider in understanding why a crash occurred, they also play a role in determining the types of treatments appropriate to prevent and reduce the severity of crashes in the future. Within the Planning Area and including Main Street, the four most frequent crash types across all severities are Angle/Turning (36%), Rear -End (31 %), Single -Vehicle (10%), and Sideswipe (9%). For crashes with a fatal and serious injury severity in the Planning Area and including Main Street (45 crashes), the four most frequent crash types are Angle/Turning (26%), Pedestrian (15%), Other (15%), and Single -Vehicle (13%). This demonstrates a higher frequency of fatal and serious injuries among pedestrian, single -vehicle, and other crash types, with these crash types representing over 40% of fatal and serious injury crashes, but only 19% of all crash types. This trend is also apparent when reviewing crashes involving pedestrians and bicyclists, which are generally more likely to result in a fatal or serious injury. While pedestrian crashes only contribute to 1 % of all crash types in the Planning Area, pedestrian crashes represent 15% of all fatal and serious injury crashes. Between 2018 — 2022, there was one fatal pedestrian crash in the Planning Area. While bicycle crashes only contribute to 1 % of all crash types in the Planning Area, they represent almost 9% of all fatal and serious injury crashes. Between 2018 — 2022, there were no fatal bicycle crashes in the Planning Area. Understanding the crash types and frequencies that coincide with fatal and serious injuries is a crucial aspect of a Safety Action Plan. This information will assist the City of Kalispell in identifying priorities for safety interventions. Main Street It is important to note that in this section, wherever Main Street is compared to the Planning Area as a whole, the crashes along Main Street are not counted in the Planning Area, to make a direct comparison. Table 2 presents crashes by severity along the Main Street corridor. Of the crashes in the Planning Area, 11.5% (258 of 2,234) occurred on the Main Street corridor. Page 1 16 ii Main Street Safety Action Plan Table 2. Crash Type by Severity — Main Street Angle/Turning 0 (0%) 3 (3.6%) 4 (4.8%) 7 (8.3%) 69 (82.1%) 1 (1.2%) 84 (33%) Rear -End 0 (0%) 1 (1 %) 6 (5.7%) 13 (12.4%) 84 (80%) 1 (1 %) 105 (40%) Single -Vehicle 0 (0%) 1 (14.3%) 1 (14.3%) 0 (0%) 4 (57.1%) 1 (14.3%) 7 (3%) Sideswipe 0 (0%) 0 (0%) 1 (2.8%) 0 (0%) 35 (97.2%) 0 (0%) 36 (14%) Head On 0 (0%) 0 (0%) 0 (0%) 0 (0%) 7 (100%) 0 (0%) 7 (3%) Bicycle 0 (0%) 0 (0%) 3 (60%) 1 (20%) 0 (0%) 1 (20%) 5 (2%) Pedestrian 0 (0%) 2 (66.7%) 0 (0%) 0 (0%) 1 (33.3%) 0 (0%) 3 (1%) Other* 0 (0%) 1 (9.1 %) 0 (0%) 0 (0%) 9 (81.8%) 1 (9.1 %) 11 (4%) Total 0 (0%) 8 (3%) 15 (6%) 21 (8%) 209 (81%) 5 (2%) 258 (100%) Note: Data is displayed at the crash level. *Other crashes include Parked Vehicles, W11d Animals, Roll Over, Backing Vehicle, Fire/Explosion, Lost Control, Domestic Animal, and Immersion crashes. Crashes disproportionately occur on Main Street as opposed to the remaining Planning Area. In the Planning Area, the Main Street corridor represents 1.59 centerline miles of roadway, while the remainder of the Planning Area consists of 113.5 centerline miles of roadway. While Main Street comprises just 1.4% of roadway miles, it accounts for nearly 12% of all crashes, which underscores the safety issues present on Main Street in downtown Kalispell. While there were no fatal crashes along Main Street, eight of the thirty-eight serious injury crashes in the Planning Area occurred along Main Street (21 %). Serious injury crashes comprised 3% of the total crashes along Main Street, demonstrating an overrepresentation along Main Street as compared to the rest of the Planning Area, which had only 1.7%. These serious injury crashes are particularly of note due to the 25 mph posted speed limit along the Main Street corridor in downtown. Of the eight serious injury crashes on Main Street, three were Angle/Turning crashes and two were Pedestrian crashes. Rear -End and Sideswipe crashes happen at a higher frequency along Main Street as compared to the rest of the Planning Area. Rear -End crashes represent 40% of crashes along Main Street, but only 31% of crashes in the rest of the Planning Area, while Sideswipe crashes represent 14% of crashes along Main Street, but only 9% of crashes in the rest of the Planning Area. It is important to note these discrepancies in crash type and frequency along Main Street in order to identify safety issues and tailor solutions for the corridor. Page 1 17 ii Main Street Safety Action Plan Figure 2. Crash Severity — Planning Area (2018 — 2022) 1 B nu' • • - - C -_______ ._ E E,,g i — • r • ♦ 4 w � ♦ - 1 � l hreo Mh Dr�� � � • • • �/ Z � � • h •• • • i .__W wL rt r 5;a•• SeeInset • • • •Mil, f)re Ile g 4* a • ws N Mtn Sr w ;ivy Rd . • ,..VA Data Source: Montana Department of Transportation (MDT) Crashes by Severity Fatal Crash Serious Injury Crash 0 Minor Injury Crash • Property Damage Only Crash * Unknown Crash Severity •; , 2n�ifa nrt11""% J_ A, 51 Wf- • • y-_ • • i' •'` 14 Qpwont�own Kalisp II 0 0.5Miles Crashes by Severity (2018 - 2022) Page 1 18 ii 1�1� �1� 1 - ' ■ 1� Main Street Safety Action Plan High Severity and High Frequency Crash Locations The High Severity and High Frequency Crash Locations analyses are informed by 2018-2022 crash data from MDT, roadway characteristic data from MDT and the City of Kalispell geospatial databases, and industry knowledge about crash risk and roadway safety. High severity and high frequency crash locations were identified using the Equivalent Property Damage Only (EPDO) method, one of the safety network screening performance measures included in the Highway Safety Manual.4 The analysis employs the KABCO Injury Classification Scale, a system recognized by the Federal Highway Administration.5 The EPDO analysis methodology places greater emphasis on crash severity compared to other common methods that only consider crash frequency, providing insight into locations that have low crash frequency but have experienced one or more fatal or suspected serious injury crash. The EPDO method assigns societal costs to each crash by KABCO severity level to develop an equivalent property -damage only value (i.e., each crash is scored based on their relative magnitude to a PDO crash). Table 3 displays the EPDO values utilized for each KABCO severity type and defines the KABCO scale. It is important to note that due to the limited number of fatal crashes that occurred in the Planning Area between 2018 — 2022, for the purpose of this analysis, the value utilized for fatal crashes and serious injury crashes is the same. This supports the Safe System Approach emphasis on reducing and eliminating fatal and serious injury crashes. Table 3. KABCO Scale Monetized Value and EPDO Value • �®9 K — Fatal Crash $$$$* 528.81 A — Suspected Serious Injury Crash $$$$* 528.81 B — Visible Injury Crash $$$ 38.74 C — Possible Injury Crash $$ 19.79 O — Property Damage Only Crash $ 1.00 Source: Federal Highway Administration, Benefit -Cost Analysis Guidance for Discretionary Grant Programs (2022) s *Note: For this analysis, fatal and suspected serious injury crashes are weighted the same based on best practices to reduce the weight of fatal crashes and better identify high crash locations, in alignment with Safe System Approach's focus on preventing both fatal and serious injury crashes. These values are used to evaluate and compare intersections and roadway corridors by number of crashes and their severities, with higher scores indicating there are greater frequencies of high severity crashes at those locations. Intersections and segments are analyzed separately because of the different roadway characteristics that may contribute to a collision based on the driver actions, movements, and the surrounding environment. 4 Association of American State Highway Transportation Officials. (2010). Highway Safety Manual. https:llwww. highwaysafetymanual. orglPagesldefault. aspx e Federal Highway Administration. (N.D.). KABCO Injury Classification Scale and Definitions by State. https://safety.fhwa.dot.pov/hsip/spm/conversion tbl/pdfs/kabco ctable by state.pdf s Monetized values were developed based on the FHWA's 2022 Benefit -Cost Analysis Guidance for Discretionary Grant Programs. The monetized values for B, C, and O crashes align with those from FHWA, while adjustments were made to the values for K and A crashes through a weighted average approach to prevent any one K crash from overly affecting the final EPDO score. Page 1 19 ii Main Street Safety Action Plan Intersections The total EPDO value for an intersection is calculated as the sum of the EPDO values of all crashes that occurred at that intersection. Crashes were assigned to intersections based on MDT crash characteristic data, which identifies crashes as "Intersection" or "Intersection -Related", and a 250-foot buffer to ensure that the crashes are within a reasonable distance from the intersection. It is common practice to use a 250- foot buffer to capture the entire influence area of an intersection.' Figure 3 displays high severity and high frequency intersections by High, Medium, or Low EPDO. The top 25% EPDO Intersections are shown in red and summarized in Table 4. The highest scoring intersections primarily include locations that experienced a fatal or suspected serious injury crash within the study period. Of the eighteen listed high-EPDO intersections, eight are within the downtown area of Kalispell. There are six total intersections on the US 93 corridor (including Main Street and Sunset Boulevard) and four total intersections on Idaho St (US 2). Six of the eighteen top 25% intersections are controlled by traffic signals. All the highest scoring intersections are within City of Kalispell city limits, except for the Idaho St (US 2) and Sager Ln and Conrad Dr and Shady Ln intersections. Roadway Segments The roadway segment EPDO analysis was conducted with roadway crashes, excluding any crashes within that are designated as "Intersection" or "Intersection -Related" and within 250 feet of an intersection. To effectively compare roadway segments of equal length, the analysis applied the `sliding window' method, as recommended by the Highway Safety Manual. The sliding window method calculates EPDO by evaluating total EPDO in 0.1-mile segments (i.e., "windows"), and then sliding the window along the roadway 0.01-miles at a time. This method reduces the possibility of splitting locations with high concentrations of crashes into separate segments, which would reduce the EPDO value for segments that start and end in high -crash spots. Figure 4 maps roadway segments by EPDO and Table 5 shows the roadway segments with the highest 0.1-mile EPDO value. Total crashes, fatal and serious injury crashes, and EPDO value are all shown for the highest scoring 0.1-mile segment of the roadway. It is important to note that the EPDO Value represents the highest scoring 0.1-mile segment of the roadway, which is then grouped with adjacent segments to identify the highest scoping groups of segments for the corridor analysis. The high-EPDO segments feature portions of Whitefish Stage Rd, Idaho St (US 2), Main Street (US 93), Conrad Dr, Three Mile Dr, and some shorter segments of 71" Ave E, 11st St W, and Airport Rd. The west side of the Main Street (US 93) couplet is the highest scoring segment because there was more than one severe crash located there. Compared to the intersection analysis, there is a lower concentration of high-EPDO segments in the core and downtown areas. This is due to the higher concentration of intersections in these areas, where most crashes are attributed to an intersection because of the short blocks between cross -streets. ' Federal Highway Administration. (2018). Guidebook on Identification of High Pedestrian Crash Locations. https:llwww. fhwa. dot.gov/publications/researchlsafety/17106117106. pdf Page 1 20 ii Main 0"Street Safety Action Plan Figure 3. High EPDO Value Intersections S J: ----------- L21,e Rd_ -------- --------------- Note Equivalent Property Damage Only (EPDO) Crash Analysis utilizes crash costs recommended by the US Department of Transportation. Equivalent Property Damage Only (EPDO) Value 0 0.5miles • High EPDO Value Medium EPDO Value Low EPDO Value High EPDO Value Intersections (2018 - 2022) Page 1 21 .. &MMrQ;JF7E Table 4. Top 25% Intersections by EPDO 1 Idaho St (US 2) & V Ave E Traffic Signal 30 2 $1,004,304 2 Idaho St (US 2) & Sager Ln Traffic Signal 18 2 $980,538 3 Main St (US 93) & E Montana St Side Street Stop 17 2 $964,977 Control 4 Main St (US 93) & 11th St E Traffic Signal 16 2 $964,197 5 Sunset Blvd (US 93) & Meridian Rd Traffic Signal 42 1 $604,195 6 US 93 & 18th St Traffic Signal 9 1 $563,799 7 Idaho St (US 2) & Meridian Rd Traffic Signal 26 1 $503,404 8 Main St (US 93) & 4th St Traffic Signal 7 1 $488,584 9 Conrad Dr & Shady Ln All Way Stop 4 1 $486,369 10 1st Ave E & 13th St E Side Street Stop 3 1 $485,589 Control 11 Idaho St (US 2) & Glenwood Dr Side Street Stop 10 1 $461,611 Control Sunset Blvd (US 93) & E Washington Side Street Stop 12 St Control (Right -In 7 1 $459,271 / Right -Out) 13 1st Ave E & 4th St E Traffic Signal 5 1 $457,711 14 V Ave E & V St E Side Street Stop 4 1 $456,931 Control 15 Sunset Blvd (US 93) & Mission St Side Street Stop 4 1 $456,931 Control 15 E Center St & 4th Ave E Side Street Stop 3 1 $456,151 Control 16 1st Ave E & E Nevada St Uncontrolled 2 1 $455,371 17 N Meridian Rd & W Wyoming St Side Street Stop 1 1 $454,591 Control 18 US 2 & MT-35 Traffic Signal 54 0 $306,805 Page 1 22 ii Main Street Safety Action Plan Figure 4. High EPDO Value Segments Note: Equivalent Property Damage Only (EPDO) Crash Analysis utilizes crash costs recommended by the US Department of Transportation. Equivalent Property Damage Only (EPDO) Value o 0.5Miles i —i High EPDO Value Medium EPDO Value Low EPDO Value High EPDO Value Segments (2018 - 2022) Page 1 23 .. &MMrQ;JF7E Table 5. Top 25% Segments by EPDO 1 Main St (US Bch St W to 9th St W 0.1 93) Couplet 2nd St/ Woodland Ave to 2 Conrad Dr College Ave 0.5 3 Main St (US E Washington St to Market 0.20 93) Place St 4 US 2 Alpine Inn Dwy to US Food 0.25 Chef's Store Dwy 500 ft West of Anderson Ln to 5 Conrad Dr 1000 ft North of Anderson Ln 0.20 6 Conrad Dr Zimmerman Rd to Caroline Rd 0.20 Whitefish South of Meridian Mini Storage 7 to 1000 ft North of Meridian 0.35 Stage Rd Mini Storage $ Whitefish 850 ft North of Riverside Dr to 0.2 Stage Rd 500 ft South of Rail Park Dr 9 Idaho2S)t (US 5th Ave E to 6th Ave E 0.2 10 Idaho2St (US 6th Ave EN to PJ's Rentals Dwy 0.2 10 2 $959,517 4 2 $940,180 12 1 $551,483 11 1 $550,703 12 1 $522,046 7 1 $503,365 7 1 $503,365 9 1 $490,269 8 1 $489,489 7 1 $488,709 Page 1 24 ii Main Street Safety Action Plan High Scoring Characteristic -Based Locations High scoring characteristic -based locations refer to locations that exhibit characteristics that are common to high severity or high frequency crash locations. While these locations may not have experienced a fatal or suspected serious injury crash within the 5-year study period, they have characteristics that are observed at locations that have crashes. This analysis is informed by a range of roadway characteristics that are available in MDT or City of Kalispell geospatial databases, including roadway volume, posted speeds, number of through lanes, traffic control, proximity to major pedestrian generators such as schools or key destinations, presence of bicycle facilities, and presence of sidewalks. The presence of these characteristics in injury crashes was assessed to identify a list of characteristic -based factors: Speed: Posted speed greater than 45 mph Volume: AADT greater than or equal to 25,000 Lanes: At least four lanes Pedestrian and Bicycle Generators: Within 0.5 miles of a school or key destination (as displayed in Figure 1) These factors were used to conduct a characteristic -based screening of all intersections in the Planning Area. A characteristic -based score was calculated based on the presence of these characteristics at an intersection. The more characteristics an intersection includes, the higher the score.8 The top 25% Characteristic -Based High Crash Intersections include: Sunset Blvd (US 93) and Four Mile Dr Sunset Blvd (US 93) and Northridge Dr Sunset Blvd (US 93) and Meridian Rd Idaho St (US 2) and Meridian Rd Idaho St (US 2) and MT 35 Main St (US 93) and Idaho St (US 2) US 93 and 18th St All of the top 25% intersections are on US 93 or Idaho St (US 2), primarily on the higher speed sections. The medium characteristic -based scores are primarily concentrated in the downtown area, where speeds and volumes may be lower but there is a higher concentration of schools and key destinations that generate pedestrian or bicycle trips. Figure 5 displays the high scoring characteristic -based locations. a All risk factors were scored with 1 point, except for Pedestrian/ Bicycle Generators, which was scored on a scale of 0-3 based on the number of schools or key destinations of which an intersection is within proximity. Page 1 25 ii Main Street Safety Action Plan Figure 5. High Scoring Characteristic -Based Locations Note: Locations were determined through a Characteristic -Based Screening process which analyzed certain roadway and intersection characteristics. Characteristic -Based Screening Score 0 0.5Miles 19 High Score • Medium Score e Low Score High Scoring Characteristic -Based Intersections For All Modes (Pedestrian, Bicycle, Car) Page 1 26 ii Main Street Safety Action Plan High Injury Network A High Injury Network (HIN) refers to a collection of roadways within the Planning Area where a disproportionate number of traffic -related fatalities or suspected serious injuries occur. The network is identified through a data -driven approach that combines findings from the crash history, crash severity, crash frequency, and the crash risk analyses to develop a comprehensive network of locations for high -impact safety interventions in the Planning Area, as displayed in Exhibit 7. Exhibit 7. What Makes a High Injury Network? .ems OL � � _ Crash Crash Crash Crash High Injury History Severity Frequency Risk Network (HIN) for All Users The HIN is categorized into two tiers, which form a comprehensive network of high -priority locations in the Planning Area. The Tier 1 HIN generally captures the highest crash severity, most crash frequency, and highest crash risk locations. The Tier 2 HIN generally captures medium severity, frequency, and risk locations as well as locations that provide connections between Tier 1 segments to encourage systemic safety improvements along the HIN. Table 6 delineates the roadways included in the High Injury Network by tier, and Figure 6 displays the High Injury Network. Page 1 27 ii !Main ■ 1� Street Safety Action Plan Table 6. High Injury Network by Tier Roadway From To Roadway From To US 93 / Main Street 18th St Four Mile Dr 1st Ave W 4th St W 11th St E Idaho St (US 2) Appleway Dr Shady Ln 1st Ave E Idaho St (US 2) Center St Conrad Dr Woodland Shady Ln 1st Ave E 5th St E 13th St 1st Ave W 11 th St W 4th St W 4th St W Meridian Rd 1 st Ave W 1st Ave E Center St 5th St E 4th St V Ave E Woodland Ave 4th St 1st Ave W V Ave E Meridian Rd Three Mile Dr US 93 (Sunset Blvd) Meridian Rd Appleway Dr ThreeerMile Meridian Rd Th St W Appleway Dr 7th Ave/ Whitefish Idaho St (US Fairway 7th Ave/ Whitefish Fairway Blvd Evergreen Dr Stage Rd 2) Blvd Stage Rd 7th Ave W 11t St W 6th St W 2"d St Meridian Rd Woodland Ave 3rd Ave E 5th St E Idaho t gth St W 1 st Ave W Th Ave W (US 2) 4th Ave E 2nd St E Idaho t 7th Ave W 4th St W 6th St W (US 2) Three Mile Dr US 93 Meridian Rd 5th Ave W 11th St Idaho St (US 2) Alternate Woodland Ave Center St 4th St E 4th Ave E 2nd St E 11 th St Willow Glen Dr W000dland Conrad Dr 3rd Ave E 5th St E 11th St E Woodland Park Dr Conrad Dr Idaho Woodland Ave 4th St E Willow Glen Dr (US 2)t Oregon St US 93 (Sunset 7th Ave EN Blvd) 7th St W Meridian Ed Th Ave W Note: The Tier 1 HIN generally captures the highest severity, frequency, and risk locations. The Tier 2 HIN generally captures medium severity, frequency, and risk locations as well as locations that provide connections between Tier 1 segments to encourage systemic safety improvements along the HIN. Page 1 28 ii !Main - ■ 1� Street Safety Action Plan Figure 6. Main Street Safety Action Plan — High Injury Network Note: High -Injury Network was determined through a data -driven approach for geospatial identification of high -impact locations High Injury Network (HIN) C - Tier 1 Tier 2 High Injury Network Page 1 29 ii Main Street Safety Action Plan Equity To support the equitable distribution of resources, the USDOT created an interactive web application that uses 2020 Census Tracts and data to explore the cumulative burden communities experience as a result of underinvestment in transportation, called the Equitable Transportation Community (ETC) Explorer.' This dynamic tool provides a snapshot of data points across five components: Transportation Insecurity occurs when people are unable to get to where they need to go to meet the needs of their daily life regularly, reliably, and safely. Nationally, there are well -established policies and programs that aim to address food insecurity and housing insecurity, but not transportation insecurity. A growing body of research indicates that transportation insecurity is a significant factor in persistent poverty. This component includes metrics that measure transportation access, cost burden, and safety. Climate and Disaster Risk Burden reflects sea level rise, changes in precipitation, extreme weather, and heat which pose risks to the transportation system. These hazards may affect system performance, safety, and reliability. As a result, people may have trouble getting to their homes, schools, stores, and medical appointments. Environmental Burden includes variables measuring factors such as pollution, hazardous facility exposure, water pollution and the built environment. These environmental burdens can have far- reaching consequences such as health disparities, negative educational outcomes, and economic hardship. Health Vulnerability assesses the increased frequency of health conditions that may result from exposure to air, noise, and water pollution, as well as lifestyle factors such as poor walkability, car dependency, and long commute times. Social Vulnerability is a measure of socioeconomic indicators that have a direct impact on quality of life. This set of indicators measure lack of employment, educational attainment, poverty, housing tenure, access to broadband, and housing cost burden as well as identifying household characteristics such as age, disability status and English proficiency. The ETC Explorer provides deep insights into how communities like Kalispell are experiencing burdens that transportation investments can mitigate or reverse. This section summarizes the results of the ETC Explorer for the City of Kalispell and the Planning Area. The results of the equity analysis are combined with the High Injury Network to understand the impact of safety on disadvantaged communities near Main Street. Figure 7 displays the results of the USDOT ETC Explorer for the City of Kalispell. Table 7 delineates the associated population and the disadvantaged community status for each Census Tract in the Planning Area. The USDOT ETC Explorer tallies the total Kalispell population at 47,100, with a total disadvantaged population of 20,600, or 46%. In the Planning Area, at the Census Block level, the 2020 Decennial Census indicates that the population is 19,060. The population of these blocks that are located within the Tracts designated as disadvantaged is 13,645, or 71.5%. s USDOT Equitable Transportation Community Explorer. https://experience. arcgis. com/experience/0920984aa8Oa4362b8778d779bO9O723/page/ETC-Ex plorer---Homepage/ Page 1 30 m ty Action Plan Table 7. US Census Bureau Tracts in the Planning Area by Disadvantaged Status 3002900100 2,100 Yes 30029000601 4,700 No 30029000700 6,600 No 30029000801 2,900 No 30029000802 6,200 No 30029000901 1,800 Yes 30029000902 2,400 No 30029000903 3,200 Yes 30029001101 3,200 Yes 30029001102 3,700 Yes 30029001202 5,000 No 30029001401 2,600 No 30029001201 2,700 No Source: USDOT Equitable Transportation Community Explorer, February 2024 Figure 8 displays the High Injury Network, with the Census Tracts identified by the USDOT ETC Explorer as transportation disadvantaged, in the Main Street Safety Action Planning Area. Page 1 31 (\ &� 10 \ 2 LL } !; �7 $\\ ( _- _ - . / \ a Figure 8. Transportation Disadvantaged Communities and the High Injury Network Note High -Injury Network was determined through a data -driven approach for geospatial identification of high -impact locations. High Injury Network (HIN) USDOT Equity Data o o.s Miles - Tier 1 Tier 2 Disadvantaged Not Disadvantaged Source: USDOT ETC Explorer, February 2024 High Injury Network Page 1 33 Mobility This section describes the existing multimodal transportation system in Kalispell and Flathead County within the Planning Area. Additionally, the multimodal traffic data collection, volume development process, and multimodal traffic volumes are outlined. To better understand the safety -related mobility conditions in the Planning Area, multimodal traffic analysis is also included. Findings from these analyses inform the systemic countermeasures and strategies described in Chapter 4 and Chapter 5 of this Plan. Kalispell's Multimodal Transportation System The City of Kalispell, Flathead County, and the MDT work hard to provide a safe, accessible, and efficient transportation system that serves all modes. The following subsections describe components of the multimodal transportation system within the Planning Area. Street Network A roadway functional classification system is one way to define a road's role in the overall context of the transportation system. Figure 9 displays the functional classification of the roadways in Planning Area, along with the traffic control device for select intersections. Higher functional classes, such as highways, principal arterials, and minor arterials provide vehicular mobility. Within the Planning Area, there are several roads that serve this purpose, including Main Street (US 93), Idaho St (US 2), Meridian Rd, Woodland Ave, Conrad Dr, Willow Glen Dr, and Whitefish Stage Rd. Typically, these roadways have three or more lanes, in addition to utilizing traffic control devices at intersections that improve traffic flow, such as traffic signals and roundabouts. Lower functional classes, including collector and local roads, serve to provide access to destinations, including residential areas. Lower functional classes tend to have between two and three lanes, with stop controlled and uncontrolled intersections. Functional classification is one factor that determines a road's speed limit, along with local and state regulations. Figure 10 displays the posted speed limit for roadways in the Planning Area. In the downtown area of Kalispell, posted speed limits are set at 25 miles per hour (mph), except Monday — Friday between 7am — 5pm, when the posted speed limit is 15 mph. Higher speed roadways in the Planning Area include segments of Idaho St (US 2), Meridian Rd, Conrad Dr, Willow Glen Dr, and Whitefish Stage Rd. Pedestrian and Bicycle Network Providing safe, accessible, and comfortable facilities for walking, biking, and rolling is a key priority for the City of Kalispell and its planning partners. Within the Planning Area, there is a robust network of pedestrian facilities, accompanied by a growing network of bicycle facilities. It is important to note that per Montana Code, people are permitted to bicycle on all public roadways, except where explicitly stated.10 Sidewalks and shared use paths, including the new Parkline Trail, comprise the bulk of existing active transportation facilities, as displayed in Figure 11. Additionally, there are two designated bicycle lanes in the Planning Area — along Meridian Rd north of Idaho St (US 2) and along 181" St. 10 Montana State Legislature. (2023). Montana Code Annotated — 61-8-602 and 61-8-605. https://Ieq.mt.gov/bills/mca/title 0610/chapter 0080/part 0060/sections index.html Page 1 34 M ty Action Plan Figure 9. Functional Classification and Traffic Control Devices . _. ---- --- - - ---- - 'our W, Dr -- 1 n Dr Data Source: Montana Department of Transportation Roadway Class Traffic Control Devices o 0.5Miles Principal Arterial • Signal Minor Arterial • All Way Stop Control (AWSC) Collector O Two Way Stop Control (TWSC) Local Functional Classification and Traffic Control Devices Page 1 35 mn Figure 10. Posted Speed Limit Uata Source: Montana Department of I rans portati o n Posted Speed Limit rKalispell SAP Planning Area '- ---' 15 City of Kalispell 25 30 35 40 45 0 0.SMiles id i Main Street Safety Action Plan Page 1 36 M ty Action Plan 6�02— Figure 11. Pedestrian and Bicycle Facilities Data Source: City of Kalispell Shared Use Paths Designated Bike Lane Sidewalks Traffic Calming Devices • Pedestrian Hybrid Beacon (PHB) 0 051,.lies F ® Rectangular Rapid Flashing Beacon (RRFB) Kalispell SAP Planning Area City of Kalispell Pedestrian and Bicycle Facilities Page 1 37 Public Transit Flathead County provides transit service through Mountain Climber, which currently operates as an on - demand ride -sharing service and fixed route service. Mountain Climber provides service throughout the cities of Kalispell, Columbia Falls, and Whitefish and community of Evergreen. Mountain Climber services are offered in partnership with transit technology firm Via. Through Via's smartphone application, rides can be reserved on Mountain Climber services. Additionally, riders can reserve rides by calling Mountain Climber's dispatch service. Flathead County transitioned its transit service from Eagle Transit to Mountain Climber in 2021. In Kalispell, service is available from 7:15 AM to 6:00 PM, Monday through Friday. Fares are set at $1 per direction. Additionally, Mountain Climber offers two fixed route services that provide connectivity between Kalispell and the neighboring communities of Columbia Falls and Whitefish. The Columbia Falls service operates between 8:00 AM — 4:00 PM, Monday through Friday, between the Smiths (grocery store) in Kalispell and the Super 1 (grocery store) in Columbia Falls. The Whitefish service operates between 9:00 AM — 4:30 PM, Monday through Friday, between Kalispell and the Whitefish Depot Transit Center. Lastly, Mountain Climber offers an After -School Route that provides connectivity between elementary schools and the Logan Health Medical Fitness Center during the school year. According to Mountain Climber policy, all riders 10 years of age and younger must be accompanied by an adult. Between July 2022 — June 2023, Mountain Climber provided 77,321 rides, an increase of 2% over 2022 ridership (75,914) and an increase of 13% over 2021 ridership (68,304). Mountain Climber ridership has not fully recovered to pre -pandemic levels, as displayed in Exhibit 8. Exhibit 8. Mountain Climber Ridership (2019 - 2023) 140,000 120,000 100,000 80,000 60,000 40,000 20,000 2019 2020 2021 2022 2023 Page 1 38 Freight The National Highway Service (NHS) freight network designates both US 93 and US 2 as Non - Interstate routes through Kalispell. The Kalispell MOVES 2040 Plan identified system reliability for freight movement and economic vitality as a key priority, and highlighted routes with high truck traffic, such as Meridian Rd, Willow Glen Dr, and MT 35. For intersections where multimodal traffic data was collected, the heavy vehicle percentage of the PM peak hour was calculated. Figure 12 displays the heavy vehicle percentage at these select intersections. The intersections with the highest heavy vehicle percentages during the PM peak hour (between 7 — 9%) are Main Street (US 93) & Montana Street and Main Street (US 93) & 121" Street. Additionally, most intersections along Main Street (US 93) and Idaho Street (US 2) experience a heavy vehicle percentage between 3 — 6% during the PM peak hour, which indicates that these roadways are important routes for transporting goods and services. Conrad Drive also displays heavy vehicle percentages between 3 — 6%, indicating truck traffic along that corridor as well. Interestingly, Meridian Road experiences between 0 — 2% heavy vehicle percentages during the PM peak hour, which indicates that freight is not heavily utilizing this parallel north / south route as much as the Main Street (US 93) corridor. Additionally, Sunset Boulevard (US 93) experiences between 0 — 2% heavy vehicle percentage during the PM peak hour. This data could help inform truck routing in the future, especially when the Kalispell Bypass is completed. In the 2022 Montana Freight Plan, MDT estimates that between 501 — 1,000 commercial vehicles travel through Kalispell on an average day in 2019. Along with other major population areas of the state, the Flathead region experiences some of the highest commercial vehicle crash densities, based on 2015 — 2019 crash data. The Freight Plan also notes that Kalispell is one of the fastest growing urban areas in the state, with an expected job growth rate of 1 percent annually, particularly in the fields of construction, professional services, and consumer goods." Freight movement is a critical component of the livability and economy of the Kalispell community. Enhancing safety on the corridors that heavy vehicles frequent is an important aspect of the Safety Action Plan. " Montana Department of Transportation. (2022). Montana State Freight Plan. ht�t s://www.mdt.mt.gov/freightplan/docs/2023-freight-plan- update.pdf Page 1 39 MM Figure 12. Freight Volumes - Heavy Vehicle Percentages Data Source: City of Kalispell Existing Truck Volumes - PM -- ; Kalispell SAP Planning o o 5!Vrles Peak Hour - -' Area • 0 - 2% City of Kalispell 3-6% • 7-9% Freight Volumes - Heavy Vehicle Percentages Page 1 40 MSafety Action Plan Multimodal Traffic Volumes Data Collection and Volume Development Within the Planning Area, thirty-six intersections and four roadway segments were identified to collect multimodal traffic data for analysis, as displayed in Figure 13. These locations were included to assess operational performance during typical weekday peak hours under existing and future conditions, and to represent key routes throughout the Planning Area. A combination of historical and new data was collected in the Planning Area, utilizing MDT's Miovision database, as well as a customized data collection effort. Multimodal traffic counts were conducted during the AM and PM peak periods at twenty-three of the thirty-six intersections on a typical midweek day in January 2024, during clear weather conditions. The multimodal traffic data collection included the total number of pedestrians, bicyclists, and motor vehicles that entered the intersections in 15-minute intervals. Through the data collection effort, it was determined that the system weekday AM peak hour is 7:30 AM — 8:30 AM, and the system weekday PM peak hour is 4:30 PM — 5:30 PM. The new and historical volumes were adjusted by a factor of 1.25 to reflect peak 2024 summer conditions. Further information on the data collection and volume development efforts is available in Appendix 6. Existing Pedestrian and Bicycle Volumes The PM peak hour (4:30 — 5:30 PM) combined volumes for pedestrians and bicyclists are displayed in Figure 14. The symbols for each intersection represent a pie chart showing the relative number of pedestrians to bicyclists at that intersection. The labels on this figure indicate the number of pedestrians (in dark blue) or bicyclists (in turquoise blue) for whichever modal volume is higher. Existing Vehicular Volumes The total entering volumes for each intersection in the AM peak hour are displayed in Figure 15, and Figure 16 displays the PM peak hour. These volumes form the basis of the existing traffic operations analysis detailed in the following section. Exhibit 9 displays the daily volume profile at two locations along US 93 within the Planning Area: Sunset Blvd, south of Conway Dr, and Main St between 3rd St and 41" St. The volume profile shows that on US 93, the highest volumes are during the middle of the day and remain relatively constant through the evening peak hour. Exhibit 9. US 93 Hourly Volume Profile (Year 2024 - Summer) 3,000 2,500 2,000 1,500 1,000 500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. N N M 't' Lid (O I-- M M O N N M "t Lid (O I-- M M o Main St, Between 3rd St & 4th St Sunset Blvd, South of Conway Dr Page 1 41 M ty Action Plan Figure 13. Data Collection Locations --- _ � 1 O 7 Data Source: Historic traffic counts provided by the City of Kalispell. Tube Counts Turning Movement Counts -. Kalispell SAP Planning Historic Counts Historic Counts Area 2024 Tube Counts 2024 Intersection City of Kalispell ® Turning Movement Counts r ---------- 0 0.25Miles i I Data Collection Locations Page 1 42 mom" Figure 14. Pedestrian and Bicycle Volumes (January 2024 — PM Peak) %--LIv,21 B --a . i W E—g 'v _ E E—, i � N irihriA�c Di ` SunaV l,o ,: rl -Milk Dr � Z � z -- Two M •--------' — t 15 -- 2 m — c oi�a nr �— z <�s� z 1. sr j-- 2 T z� 2 =1 49 F �nrer 7 _ h = 3 ��lew y or W lento sc StE 4lh Si W qch Sf � i ' 6 Rd_ e Inset u=� t W a 77M St W 1 ' �-•--- inn, C--------------- ' 1 3 0 sAr� -lp z 15 d�ho st — 229 z z 2 2 w ce�cer st„ner i` n i `—,-2. 4 P_ —� zastw 75 71 Data Source: City of Kalispell Pedestrian and Bicycle Volumes Kalispell SAP Planning Area o o.5Miles ' • City of Kalispell • - Pedestrian - Bicycle Note: Labels show either pedestrian or bicycle volumes, whichever is greater Pedestrian and Bicycle Volumes - Evening Peak Page 1 43 mn Figure 15. Existing (Year 2024) Vehicular Volumes — Summer AM Peak Hour Data Source: City of Kalispell Existing Traffic Volumes - AM ---- ; Kalispell SAP Planning 0 0.5Miles Peak Hour ' Area i • 280 - 750 City of Kalispell • 751 - 1,250 1,251 -2,000 2,001 - 3,000 Existing Vehicular Volumes - AM Peak Hour Page 1 44 M ty Action Plan 6�02— Figure 16. Existing (Year 2024) Vehicular Volumes — Summer PM Peak Hour Data Source: City of Kalispell Existing Traffic Volumes - PM ---- ; Kalispell SAP Planning 0 0.5Miles Peak Hour ' Area i • 550 - 780 City of Kalispell • 781 - 1,200 1,201 - 1,800 1,801 - 3,300 Existing Vehicular Volumes - PM Peak Hour Page 1 45 Existing Traffic Operations Traffic operations for the thirty-six intersections where data was collected were analyzed to understand the existing mobility conditions in the Planning Area. For this analysis, two metrics were utilized to measure traffic operations: Level of Service and Volume to Capacity Ratio. Level of Service (LOS) is a metric that assigns an intersection a "grade" between A — F. LOS is based on the delay that movements experience; for intersections, these are each of the approaches. Delays shorter than 25 seconds and 35 seconds for stop -controlled and signalized intersections, respectively, are generally considered LOS A-C. LOS results were reported using HCM 61" results. For signalized and all -way stop -controlled (AWSC) intersections, LOS was reported at the intersection level, which incorporates the delays for all movements and approaches. For two-way stop -controlled (TWSC) intersections, LOS was reported for the critical movement or approach — or the movement or approach with the highest delay. Per the Kalispell MOVE 2040 Plan, LOS C is set as the acceptable intersection performance standard. Volume to Capacity Ratio (V/C Ratio) is a metric that summarizes the total volume of vehicles entering an intersection against the volume that the intersection is constructed to handle, based on the intersection characteristics like traffic control device and number of lanes. A V/C Ratio over 1.0 indicates that the intersection is operating over capacity, which will likely result in delays. V/C Ratios for signalized intersections were reported using HCM 2000 results. For two-way stop -controlled (TWSC) intersections, V/C Ratios were reported for the critical movement or approach — or the movement or approach with the highest delay. As shown in Table 8, six of the thirty-six study intersections perform at LOS D or worse during existing weekday AM peak hour conditions, and eight exceed this threshold during the weekday PM peak hour. Figure 17 displays the AM peak hour LOS results and Figure 18 displays the PM peak hour LOS results. Appendix 7 provides the detailed operations reports. All traffic operations analyses were performed using Synchro software and its Highway Capacity Manual (HCM) 61" Edition reports. fable 8. Existing (Year 2024) Summer AM and PM Peak Hour Traffic Operations IntAM LOS AM V/C PM LOS PM V/C ersection 1 Sunset Blvd (US 93) / Four Mile Dr - Signal LOS A 0.37 LOS B 0.58 Grandview Dr 2 Sunset Blvd (US 93) / Meridian Rd 3 Sunset Blvd (US 93) / Sunnyview Ln 4 Sunset Blvd (US 93) / Conway Dr 5 Sunset Blvd (US 93) / Wyoming St 6 Main St (US 93) / Idaho St (US 2) 7 Main St (US 93) / Montana St 8 Main St (US 93) / Center St 9 Main St (US 93) / 1st St 10 Main St (US 93) / 2nd St Signal LOS B 0.54 LOS C 0.66 Signal LOS A 0.55 LOS B 0.68 Signal LOS B 0.51 LOS B 0.58 Signal LOS A 0.68 LOS A 0.62 Signal LOS D 0.88 LOS D > 1.0 TWSC LOS C 0.10 LOS F > 1.0 Signal LOS B 0.51 LOS C 0.75 Signal LOS A 0.33 LOS A 0.37 Signal LOS B 0.49 LOS B 0.58 Page 1 46 fStreet jAction intersection m` 11 Main St (US 93) / 3rd St Signal LOS A 0.34 LOS A 0.41 12 Main St (US 93) / 4th St Signal LOS A 0.33 LOS B 0.42 13 Main St (US 93) / 5th St TWSC LOS D 0.21 LOS E 0.24 14 Main St (US 93) / 6th St Signal LOS A 0.33 LOS A 0.38 15 Main St (US 93) / 7th St TWSC LOS B 0.03 LOS B 0.05 16 Main St (US 93) / 10th St TWSC LOS C 0.10 LOS E 0.28 17 Main St (US 93) / 11th St Signal LOS B 0.65 LOS B 0.81 18 Main St (US 93) / 12th St TWSC LOS F 0.04 LOS F 0.11 19 Main St (US 93) / 13th St - Airport Rd TWSC LOS F 0.46 LOS F 0.51 20 Idaho St (US 2) / Meridian Rd Signal LOS C 0.70 LOS C 0.85 21 Idaho St (US 2) / 5th Ave W Signal LOS C 0.58 LOS C 0.82 22 Idaho St (US 2) / 4th Ave E Signal LOS C 0.69 LOS C 0.77 23 Idaho St (US 2) / 7th Ave E Signal LOS B 0.68 LOS C 0.75 24 Meridian Rd / Three Mile Dr Signal LOS B 0.50 LOS A 0.69 25 Meridian Rd / Two Mile Dr Signal LOS B 0.35 LOS B 0.46 26 5th Ave W / Center St Signal LOS A 0.60 LOS A 0.55 27 1st Ave W / 2nd St W Signal LOS B 0.32 LOS C 0.45 28 Meridian Rd / Foys Lake Rd / 7th St W TWSC LOS E 0.76 LOS D 0.63 29 5th Ave W / 11 th St W TWSC LOS C 0.29 LOS C 0.38 30 1st Ave E / Center St Signal LOS B 0.28 LOS B 0.52 31 4th Ave E / Center St AWSC LOS A - LOS B - 32 Woodland Ave / 2nd St E 3WSC LOS C - LOS B - 33 Woodland Ave / 11th St - Park PI TWSC LOS B 0.15 LOS B 0.33 34 Willow Glen Dr / Woodland Ave TWSC LOS C 0.27 LOS B 0.18 35 Willow Glen Dr / Conrad Dr AWSC LOS D - LOS C - 36 MT 35 / Shady Ln Signal LOS C 0.97 LOS D > 1.0 Note: A WSC - All Way Stop Control; TWSC - Two Way Stop Control; 3 WSC - Three Way Stop Control Note: Service (LOS) and Volume -to -Capacity Ratio (VIC) for Two Way Stop Controlled intersections is reported for the critical movement. Page 1 47 M ty Action Plan Figure 17. Existing (Year 2024) Vehicular Level of Service — Summer AM Peak Hour Existing Intersection Operations -AM : Kalispell SAP Planning Area o o.SMiles Peak Hour Level of Service (LOS) 1--- i • LOS A- C City of Kalispell LOS D LOS E LOS F Existing Year (Year 2024) Vehicular Level of Service - AM Peak Hour Page 1 48 M ty Action Plan 6�02— Figure 18. Existing (Year 2024) Vehicular Level of Service — Summer PM Peak Hour Existing Intersection Operations - PM : Kalispell SAP Planning Area o o.SMiles Peak Hour Level of Service (LOS) 1--- i • LOS A- C City of Kalispell LOS D LOS E LOS F Existing Year (Year 2024) Vehicular Level of Service - PM Peak Hour Page 1 49 fStreetJAction "suture (Year 2045) Conditions To better understand how the Safety Action Plan can plan for and implement both engineering and non - engineering countermeasures to improve safety within the Kalispell Main Street Planning Area, future conditions for the Year 2045 were analyzed. These future conditions project a "no build" scenario that can be compared against the "build" scenarios presented in Chapter 4 to quantify the potential safety and mobility impacts of the recommended projects. This section outlines future safety and mobility conditions to inform the projects in Chapter 4. Safety Assessing future expected crashes at intersections and on roadways is an important component of understanding the safety needs of the Planning Area as the number of vehicles, and thus the number of conflicts, grows over time. The Highway Safety Manual provides guidance for predicting the long-term average crash frequency at intersections and on roadway segments using Safety Performance Functions (SPFs). SPFs calculate crash predictions based on the characteristics of an individual intersection or roadway segment. For intersections, SPFs predict crashes based on environment (urban / rural), traffic control, number of approaches, and traffic volumes. Roadway crashes are estimated using roadway type (urban / rural), number of lanes, and traffic volumes. The crashes are predicted by crash severity (combining fatal and crashes and separately denoting property damage only crashes). The SPF calculations were completed using available data from the Planning Area intersections and roadway data collection locations for both existing and future traffic volumes. The analysis involved predicting crashes in both existing and future conditions. These predictions helped establish a growth rate, which was then used to estimate the total number of crashes in the Planning Area for 2045 by applying it to the crash data available from 2022. Table 9 shows the total existing (2022) crashes and resulting future (2045) crashes for the Planning Area. As shown, intersection crashes are expected to increase by approximately 50% and roadway segment crashes are expected to increase by 59%. The observed crash growth is generally consistent with the expected annual traffic growth between 2022 and 2045. Fatal and injury crashes are expected to increase 50% from 88 crashes in 2022 to 133 crashes in 2045. The results from this analysis demonstrate the need for implementing safety treatments that focus on reducing fatal and injury crashes in the Planning Area. Page 1 50 mom" Table 9. Future Year Expected Crashes Fatal and Injury 53 80 51 % Intersection Property Damage Only 218 327 50% Total 271 407 50.2% Fatal and Injury 35 53 51% Segment Property Damage Only 218 349 60% Total 253 403 59% Total 524 810 55% Mobility Future Vehicular Volumes To project Year 2045 conditions, the existing (Year 2024) volumes were grown at an annually compounded rate from 2024 to 2045 at 1 % for traffic volumes along Main Street, US 93, and Sunset Blvd; and 2% for traffic volumes outside of the US 93 corridor. These growth rates were selected by the Project Advisory Committee, and informed by the following data sources: US Census Data for Population Growth in the City of Kalispell and Flathead County between 2010 —2022 MDT Travel Demand Model Employment and Link Growth between 2017 — 2040 MDT Automatic Traffic Recorder Data on Main St (US 93) and Sunset Blvd (US 93) between 2008 — 2022 and 2019 — 2022 Regional Automatic Traffic Recorder Data on US 93 N, US 93 S, and US 2, Outside of the Planning Area Woodland Ave / 2nd St E Roundabout Feasibility Study Whitefish Transportation Study Further information on the future year vehicular volume development is available in Appendix 7. The total entering volumes for each intersection in the AM peak hour are displayed in Figure 19, and Figure 20 displays the PM peak hour. Page 1 51 mn Figure 19. Future (Year 2045) Vehicular Volumes — Summer AM Peak Hour Data Source: City of Kalispell Future Traffic Volumes -AM ---- ; Kalispell SAP Planning 0 0.5Miles Peak Hour ' Area i • 550 - 1,300 City of Kalispell • 1,301 - 2,000 2,001 - 3,300 3,301 - 5,200 Future Vehicular Volumes - AM Peak Hour Page 1 52 M ty Action Plan 6�02— Figure 20. Future (Year 2045) Vehicular Volumes — Summer PM Peak Hour Data Source: City of Kalispell Future Traffic Volumes - PM ---- ; Kalispell SAP Planning 0 0.5Miles Peak Hour ' Area i • 930 - 1,400 City of Kalispell • 1,401 - 2,600 2,601 - 4,300 4,301 - 6,050 Future Vehicular Volumes - PM Peak Hour Page 1 53 11 1 Main Street Safety.Action Plan Future Traffic Operations Utilizing the project 2045 volumes discussed in the previous section, the AM and PM peak hour operations for the thirty-six intersections were analyzed. These results indicate which intersections may not meet performance standards within the planning horizon and will inform the projects further discussed in Chapter 4. As shown in Table 10, eleven intersections are projected to perform at LOS D or worse during the typical weekday AM peak hour in 2045, and fourteen are projected to perform at LOS D or worse during the PM peak hour. Furthermore, twenty-four of these intersections are projected to decrease in LOS by at least one level. Three intersections are projected to be overcapacity during the AM peak hour, with nine surpassing that threshold in the PM peak hour, which is an increase from zero in the AM and three in the PM under existing conditions. Figure 21 displays the AM peak hour LOS results and Figure 22 displays the PM peak hour LOS results. Appendix 8 provides the detailed operations reports. It is important to note that the intersection of Woodland Ave / 2nd St E is projected to perform at a more acceptable LOS in the 2045 AM peak hour than in the 2024 AM peak hour, due to the performance improvements associated with the roundabout that is currently under design. Table 10. Future (Year 2045) Summer AM and PM Peak Hour Traffic Operations Sunset Blvd (US 93) / Four Mile Dr - 1 Signal LOS A 0.38 LOS B 0.71 Grandview Dr 2 Sunset Blvd (US 93) / Meridian Rd Signal LOS C 0.59 LOS B 0.77 3 Sunset Blvd (US 93) / Sunnyview Ln Signal LOS A 0.64 LOS B 0.85 4 Sunset Blvd (US 93) / Conway Dr Signal LOS B 0.61 LOS C 0.73 5 Sunset Blvd (US 93) / Wyoming St Signal LOS B 0.79 LOS A 0.77 6 Main St (US 93) / Idaho St (US 2) Signal LOS E >1.0 LOS F >1.0 7 Main St (US 93) / Montana St TWSC LOS E 0.40 LOS F >1.0 8 Main St (US 93) / Center St Signal LOS B 0.60 LOS C 0.94 9 Main St (US 93) / 1st St Signal LOS A 0.37 LOS A 0.43 10 Main St (US 93) / 2nd St Signal LOS B 0.58 LOS B 0.69 11 Main St (US 93) / 3rd St Signal LOS A 0.39 LOS A 0.48 12 Main St (US 93) / 4th St Signal LOS A 0.39 LOS B 0.52 13 Main St (US 93) / 5th St TWSC LOS E 0.35 LOS F 0.51 14 Main St (US 93) / 6th St Signal LOS B 0.38 LOS A 0.44 15 Main St (US 93) / 7th St TWSC LOS C 0.05 LOS B 0.07 Page 1 54 I�I��Ii1L ■ 1■ 1� � 1�.. Main Street Safety Action Plan ��� Intersectioni,vpe LOS AM Y` 1 -_ ..... 16 Main St (US 93) / 10th St TWSC LOS D 0.17 LOS F 0.53 17 Main St (US 93) / 11th St Signal LOS B 0.87 LOS C >1.0 18 Main St (US 93) / 12th St TWSC LOS F 0.07 LOS F 0.24 19 Main St (US 93) / 13th St - Airport Rd TWSC LOS F 0.59 LOS F 0.97 20 Idaho St (US 2) / Meridian Rd Signal LOS D 0.89 LOS F >1.0 21 Idaho St (US 2) / 5th Ave W Signal LOS C 0.83 LOS D >1.0 22 Idaho St (US 2) / 4th Ave E Signal LOS C 0.96 LOS D >1.0 23 Idaho St (US 2) / 7th Ave E Signal LOS C 0.93 LOS D >1.0 24 Meridian Rd / Three Mile Dr Signal LOS B 0.69 LOS B 0.98 25 Meridian Rd / Two Mile Dr Signal LOS B 0.48 LOS B 0.60 26 5th Ave W / Center St Signal LOS B 0.71 LOS B 0.64 27 1st Ave W / 2nd St W Signal LOS B 0.42 LOS B 0.55 ridian Rd / Foys Lake Rd / 7th St Meridian 28 TWSC LOS F 0.99 LOS F >1.0 29 5th Ave W / 11th St W TWSC LOS E 0.65 LOS E 0.74 30 1st Ave E / Center St Signal LOS B 0.39 LOS B 0.76 31 4th Ave E / Center St AWSC LOS B - LOS C - 32 Woodland Ave / 2nd St E RAB LOS B - LOS B - 33 Woodland Ave / 11th St - Park PI TWSC LOS B 0.20 LOS C 0.58 34 Willow Glen Dr / Woodland Ave TWSC LOS C 0.36 LOS C 0.32 35 Willow Glen Dr / Conrad Dr AWSC LOS F - LOS E - 36 MT 35 / Shady Ln Signal LOS E >1.0 LOS F >1.0 Note: A WSC - All Way Stop Control; TWSC - Two Way Stop Control; 3 WSC - Three Way Stop Control; RAB - Roundabout Note: Service (LOS) and Volume -to -Capacity Ratio (VIC) for Two Way Stop Controlled intersections is reported for the critical movement. Page 1 55 M ty Action Plan Figure 21. Future (Year 2045) Traffic Operations — Summer AM Peak Hour Future (No Build) Intersection Operations Kalispell SAP Planning Area 0 0.5Miles - AM Peak Hour Level of Service (LOS) • LOS A - C -City of Kalispell LOS D LOS E LOS F Main Street Safety Aclien Plan Future Year (Year 2045) Traffic Operations - AM Peak Hour Page 1 56 M ty Action Plan 6�02— Figure 22. Future (Year 2045) Traffic Operations — Summer PM Peak Hour Future (No Build) Intersection Operations - PM Peak Hour Level of Service (LOS) FUTURE_LOS_PM • LOS A - C LOS D LOS E LOS F ® City of Kalispell 0 0.5Miles Kalispell SAP Planning Area Future Year (Year 2045) Traffic Operations - PM Peak Hour Page 1 57 Strategy and Project Selection (D- This chapter provides an overview of the needs and deficiencies identified as part of the existing (Year 2024) and future no build (Year 2045) conditions in the Kalispell Planning Area, outlines the selection process utilized to identify Priority Locations (as depicted in Exhibit 10), and succinctly delineates the characteristics and recommended treatments for each Priority Location. Exhibit 10. Priority Location Identification Process Priority Locations Needs and Deficiencies The needs and deficiencies of the Kalispell Planning Area serve to summarize the safety and mobility concerns impacting the Kalispell community in 2024 and 2045. Additionally, it is important to understand how these safety and mobility concerns affect the most vulnerable populations in the community. And of course, a key indicator of the needs and deficiencies is the community input where Kalispell residents, visitors, and business owners highlighted safety and mobility concerns. These elements, described in Chapter 3 and Chapter 2, respectively, are displayed in Figure 23. Exhibit 11 displays the feedback collected in March 2024 on community safety and mobility concerns in the Planning Area. Key findings include: In the Planning Area, 71.5% of Census Tracts are designated as transportation disadvantaged by the USDOT Equitable Transportation Communities Explorer. There are 17 centerline miles of roadways on the Tier 1 and 11 centerline miles of roadways on the Tier 2 High Injury Network, which highlights corridors with a history and risk of fatal and severe crashes. Page 1 58 Under existing (summer 2024) conditions, there are three intersections in the morning peak period and five intersections in the evening peak period that operate over capacity. Under (summer 2045) future no build conditions, there are projected to be nine intersections in the morning peak period and eleven intersections in the evening peak period that operate over capacity. Over 250 community comments and votes in the online, interactive map indicated where walking and biking facilities are non-existent or in poor condition, where turning and visibility are difficult, and where speeding/aggressive driving are problems. Exhibit 11. Community Feedback (March 2024 Survey Responses) Sidewalks, crossings, and/or ramps are in poor conditions •'� People don't yield It's hard to see / poor visibility ■ It is difficult to turn No sidewalks, curb ramps, or bike lanes People speed or drive aggressively 11 Other Priority ocation Identification Utilizing the key findings of the Needs and Deficiencies summary, the project team worked closely with the PAC and PMT to identify the Priority Locations. The identification process began with the High Injury Network Tier 1 corridors, which form the basis of the Priority Locations. Locations on the Tier 2 corridors were included to ensure system connectivity for vulnerable road users. Many of the locations identified by the Kalispell community for safety concerns are also locations with higher crash severity, crash frequency, and/or crash risk. The Priority Locations described in the following section address 83% of the community comments collected in March 2024. The Priority Location corridors also include key intersections with existing or projected future mobility concerns. It is important to note that there are locations that emerged as safety concerns that were not moved forward as Priority Locations due to agency priorities and community desires. However, these locations would be excellent candidates to continue to analyze in future planning efforts. Page 1 59 M11 Main Street Safety Action Plan Figure 23. Needs and Deficiencies Intersection Operations Peak Hour Level of Service (LOS) LOS A-C LOS D • LOS F • LOS F High Injury Network (HIN) Ter 1 Tier 2 USDOT Equity Data in Disadvantaged Not Disadvantaged Community Feedback Sid alks in,,, and/ mps are in poor cond l ons Itis difficult to turn !♦ P pla �p . A cr drives agg ively No sidewalks, curb ramps, or bike lanes It's hard to see ! poor visibility ® People don't yield Other 0 0.5Miles i Main Shxet Safely Aetion Plan Needs & Deficiencies Page 1 60 fStreetJAction Safety and Mobi I itv Treatments To address the safety and mobility concerns in the Kalispell Planning Area, the project team compiled a list of engineering treatments with the following considerations: Crash reduction potential: Treatments that address Kalispell's High Injury Network and reduce the risk of fatal and serious injury crashes by removing severe conflicts, reducing vehicle speeds, managing conflicts in time, and increasing attentiveness and awareness.12 Potential for systemic application: Treatments that can be applied systemically throughout the Planning Area are included to ensure consistency across the roadway network, management road user expectations, and create a network of safe and comfortable facilities for all transportation modes. Cost and resource alignment: Treatments that can be implemented using existing or expected resources. Community input: Treatments that resonate with the Kalispell community, incorporate community feedback, and meet the community's needs. These safety and mobility treatments are fully detailed in Appendix 9. The development of projects for each Priority Location consider the crash types, crash frequencies, and crash contributing factors analyzed in in Chapter 3 to inform the safety and mobility treatments included. Priority _oeations The Priority Locations are the product of quantitative data analysis, in addition to the qualitative input received from partner agencies and community members. This section delineates each location, as well as key information needed to address the safety, mobility, and equity concerns. The intent of this section is to empower the City of Kalispell and its planning partners to pursue funding opportunities to improve safety, connectivity, and accessibility for all members of the Kalispell community, especially the most vulnerable road users, such as people walking and biking, children and senior citizens, and many others, including transportation disadvantaged communities. Table 11 delineates the Priority Locations, and they are depicted in Figure 24. The Priority Locations represent 25.3 miles of streets and are not presented in order of priority. 12 United States Department of Transportation. (January 2024). Safe System Road Design Hierarchy: Engineering and Infrastructure -related Countermeasures to Effectively Reduce Roadway Fatalities and Serious Injuries. https://highways.dot.gov/sites/fhwa.dot.gov/fles/2024- 01/Safe System Roadway Design Hierarchy.pdf Page 1 61 11 Main Street Safety.Action Plan Table•rity Locations • Existing Four -Lane Cross Section with On - Idaho St (US Street Parking. Main Street 2) — 13th St / 1.58 Intersections are signalized or two-way stop Airport Rd controlled. Posted speed is 25 mph. Commercial Area - Existing Three -Lane Cross Section with On - Street Parking. - Intersections are signalized or two-way stop controlled. 1 st Avenue East Center St — - Posted speed is 15 — 25 mph. 12th St W / 1.84 and West Main St Residential Area - Existing Two -Lane Cross Section with On - Street Parking. - Intersections are two-way or all -way stop controlled. - Posted speed is 15 - 25 mph. Existing Two -Lane Cross Section with On - Oregon 2nd Ave W N Street Parking. St — 7th Ave E N 064 . Intersections are two-way stop controlled. Posted speed is 25 mph. Existing Cross Section varies between Two Meridian Rd — Lanes and Four Lanes. Center Street Woodland 1.22 Intersections are signalized or two-way stop East / Ave controlled. West Posted speed is 25 mph. Streets Existing Two -Lane Cross Section. 2nd Meridian Rd — 1.28 Intersections are signalized or two-way stop Street Aeodland controlled. Posted speed is 25 mph. Existing Two -Lane Cross Section. 4th Meridian Rd — 1.35 Intersections are signalized or two-way stop Street A eodland controlled. Posted speed is 15 — 25 mph. Page 1 62 6th Street 7th Street W 11th Street Meridian Rd — ■ Existing Two -Lane Cross Section. Woodland 1.42 Intersections are signalized or two-way stop Ave controlled. Existing Two -Lane Cross Section with On - Meridian Rd — 055 Street Parking. . 5th Ave W Intersections are two-way stop controlled or all -way stop controlled. Meridian Rd — ' Existing Two -Lane Cross Section with On - Woodland 1.13 Street Parking. Ave Intersections are signalized or two-way stop controlled. Existing Two -Lane Cross Section with On- 7th Street Parking. Avenue Center St — 11 St 0.76 Intersections are two-way stop controlled or W all -way stop controlled. Posted speed is 25 mph. Existing Two -Lane Cross Section with On- 5th Street Parking. 11 Avenue Wyoming St — St 1.35 Intersections are signalized or two-way stop W controlled. North / ■ Posted speed is 25 mph. South Avenues Existing Two -Lane Cross Section with On- 3rd Street Parking. Avenue Oregon St — 11 St 1.14 Intersections are signalized or two-way stop E controlled. Posted speed is 25 mph. Existing Two -Lane Cross Section with On- 4th Street Parking. Avenue Oregon St — 11 St 1.14 Intersections are signalized or two-way stop E controlled. ll° Posted speed is 25 mph. Woodland Avenue Glacier Rail ' 2.00 71h Avenue E N to 7th Avenue E N Park Dr — - Existing Two -Lane Cross Section with On - Street Parking. Page 1 63 ii Mafia Sfreet Safety. Action Plan Willow Glen - Intersections are signalized or two-way stop Dr controlled. - Posted speed is 25 mph. Woodland Avenue - Existing Two -Lane Cross Section with On - Street Parking. - Intersections are two-way stop controlled. - Posted speed is 25 mph. Idaho St — Conrad Dr and Conrad Existing Two -Lane Cross Section. Woodland Park Dr between 0.68 Intersections are signalized or yield Drive Woodland controlled. Ave and Posted speed is 25 mph. Woodland Park Dr Existing Four -Lane Cross Section. Sunset Boulevard Grandview Dr 1.90 Intersections are signalized or two-way stop — Idaho St controlled. Posted speed is 25 — 45 mph. Existing Cross Section varies between Two Sunset Blvd — Lanes and Four Lanes. Meridian Road Foys Lake Rd 1.95 Intersections are signalized or two-way stop / 7t" St W controlled. Posted speed is 15 — 30 mph. Grandview Drive - Existing Two -Lane Cross Section. - Intersections are signalized. Grandview Drive Meridian Rd — h. m is 25 - Posted speed p to Evergreen Drive Whitefish 1.05 Stage Rd Evergreen Drive - Existing Two -Lane Cross Section. - Intersections are two-way stop controlled. - Posted speed is 35 mph. Conrad Drive to Woodland ■ Existing Two -Lane Cross Section. Shady Lane Park Dr— MT 2.40 Intersections are signalized or all -way stop 35 controlled. Page 1 64 ii Mafia Sfreet Safety. Action Plan ■ Posted speed is 35 mph. Existing Five -Lane Cross Section. Idaho Street (US US 93A — MT 4.55 Intersections are signalized or two-way stop 2) 35 controlled. Posted speed is 25 — 45 mph. For additional information about the safety analysis performed for the future build conditions, refer to Appendix 10. For additional information about the traffic operations analysis performed for future build conditions, refer to Appendix 11. It is important to note that any projects on MDT on -system routes will include additional coordination with and approval from MDT. Additionally, it is important to note that the Priority Location projects are planning -level concepts. In-depth elements, such as additional traffic operations analysis to confirm configurations, as well as snow storage and removal plans, will be developed as part of the conceptual design phase, further detailed in Chapter 6. The following subsections describe each Priority Location in detail, including: Safety and Mobility Treatments FHWA Safety Proven Countermeasures Safety, Mobility, and Equity Impacts Community Feedback Related Planning Efforts Cost Estimate Graphical Visualization Conceptual Designs and / or Photo Renderings The safety, mobility, and equity impacts summarized for each Priority Location are based on the quantitative and qualitative analyses detailed in Chapters 2 and 3, as well as Appendices 10 and 11. The safety impacts were categorized as "High", "Moderate", or "Low" based on the expected crash reduction of each treatment under projected year 2045 future roadway volumes. The mobility safety impacts were categorized as "High", "Moderate", or "Low" based on the vehicular Level of Service change from projected future conditions (for each analyzed intersection along the corridor), as well as how the treatments would enhance accessibility and connectivity for walking, rolling, and biking in the Planning Area. The equity impacts were determined based on whether the Priority Location traverses a USDOT-identified transportation disadvantaged area (as displayed in Figure 8). Community support was determined from the average rating that survey respondents rated each Priority Location. Cost estimates are planning -level estimates based on unit costs for applicable treatments that utilize 2022 — 2024 bid items. Page 1 65 Figure 24. Priority Locations - Main Street (US 93) - 1st Avenue East & West East / West Streets (Oregon St, Center St, 2nd St, 4th St, 6th St, 7th St W, 11th St) North / South Avenues (7th Ave W, 5th Ave W, 3rd Ave E, 4th Ave E) - Woodland Avenue - 7th Avenue E N - Woodland Park Drive - Sunset Boulevard - Meridian Road - Grandview Drive - Evergreen Drive - Conrad Drive - Shady Lane 0 0.5Miles Priority Locations Page 1 66 This page intentionally left blank. Page 1 67 Main Street The Main Street project will implement a roadway reallocation with a center lane to provide turn pockets at intersections, one travel lane in each direction, and on -street parallel parking. The reallocated lane will provide more pedestrian space and landscaped space along Main Street. The road reallocation will address the turning crashes along the corridor. Pedestrian safety treatments including curb extensions, high visibility crosswalks, rectangular rapid flashing beacons, sidewalk / curb ramp repairs, and leading pedestrian intervals (signal timing) will address the pedestrian and bicycle crashes along the corridor. A School Zone for St. Matthew's Catholic School is recommended on Main Street between 61h and 8th Streets. Lastly, roundabouts at the southern end of the corridor, in addition to traffic calming elements associated with the pedestrian treatments, will address the rear -end crashes attributed to aggressive driving. This project will address safety and mobility concerns at 14 intersections along 1.58 miles of Main Street. FHWA Proven Safety Countermeasures in this project include: Roadway Reconfiguration; Crosswalk Visibility Enhancements; Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons Roundabouts; and Access Management. Table 12. Priority Location - Main Street Safety Equity ■ Fatal Crashes: 0 Serious Injury Crashes: 8 Total Crashes: 258 High EPDO Intersections: 7 High Crash Risk Intersections: 6 High Impact — Safety treatments are expected to reduce and prevent roadway crashes. Is Located within a USDOT-Identified Equity Community Intersections Operating with Congestion Under 2024 or 2045 Conditions: Moderate Impact —Mobility treatments are expected to Existing AM: 12th St, 13th St / Airport moderately improve multimodal Rd traffic operations. With or without MobilityExisting PM: Montana St, 5th St, 10th the Main Street project, congestion th th St /Airport Rd St, 12 St, 13 and traffic queues are expected on q Future AM: Idaho St, Montana St, 5th Main Street between Idaho Street St, loth St, 12th St and Center Street due to the major Future PM: Idaho St, Montana St, 5th highway -to -highway junction at US St, 10th St, 12th St, 13th St / Airport Rd 2 / US 93. Community March 2024: 42 public comments (27%) May 2024: 102 responses, Feedback were about Main Street. Moderate Support. Related Plans MOVE 2040: Kalispell Area Transportation Plan; The Downtown Plan: Main Street Redesign Study; Courthouse Couplet Study Cost Estimate $23.1 million *Assumes full roadway reconstruction between Center Street and 7th Street for the 4-lane to 3-lane conversion. Page 1 68 Safety Treatments for Main Street between Montana Street and 13th Street / Airport Road & Historic Downtown Signage) ® Leading Pedestrian Interval Curb Extensions High Visibility Crosswalks Roadway Safety Treatments Rectangular Rapid Flashing Beacon (RRFB) Graphic of a Three Lane Cross Section on Main Street Main Street Roadway Reallocation desk o.tdoo -,n9 Pa-g ede o, e a e o,,v.I.ne —1,n9 e e sad —k Mad( Page 1 69 Conceptual Design of a Roundabout at Main Street and 13th Street / Airport Road "° ! r P y� f L� ti d�0'0 Rendering of a Landscaped Median on Main Street between 8th Street and 6th Street Rendering of Enhanced Crossing at St Matthew's Catholic School Conceptual Design of a Roundabout at Main Street and 11th Street Page 1 70 This page intentionally left blank. Page 1 71 1 st Avenue East and West This project, on 1st Avenue W between Center Street and 12th Street, and 1st Avenue E between Center Street and 13th Street, will implement safety treatments to address pedestrian and bicycle crashes along 1st Avenue East and West. The safety treatments include curb extensions, high visibility crosswalks, rectangular rapid flashing beacons, sidewalk / curb ramp repairs, separated bike lanes, and all -way stop controlled intersections. These traffic calming treatments will also address the rear -end crashes prevalent along the corridor. Between Center Street and 51" Street, a roadway reallocation will provide space for separated bike lanes while maintaining on -street parallel parking. By designating turn lanes where needed, this project will address turning crashes along the corridor. This project will address safety and mobility concerns along 1.84 miles of the two corridors, with upgrades to 16 intersections on each corridor. FHWA Proven Safety Countermeasures in this project include: Roadway Reconfiguration; Crosswalk Visibility Enhancements: Walkways: Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons; and Bicycle Lanes. Table 13. Priority Location - 1st Avenue East and West ■ Fatal Crashes: 1 Serious Injury Crashes: 2 High Impact — Safety treatments are Safety Total Crashes: 121 expected to reduce and prevent roadway High EPDO Intersections: 3 crashes. ■ High Crash Risk Intersections: 3 Equity Is Located within a USDOT-Identified Equity Community Moderate Impact — Mobility treatments are expected to maintain similar traffic operations while improving walking, rolling, and biking No Analyzed Intersections Operating operations. Left turn volumes are relatively Mobility with Congestion Under 2024 or 2045 low along these corridors and can be Conditions. accommodated within a shared left -through - right lane at the intersections. As needed, left turn lane lanes can be provided at key intersections. Community March 2024: 13 public comments Feedback (8%) were about 1st Ave E or 1st Ave May 2024: 91 responses, High Support. W. Related Planning MOVE 2040: Kalispell Area Transportation Plan; The Downtown Plan: Main Street Efforts Redesign Study Cost $13.2 million * Assumes curb and gutter work on 1st Avenues where the Raised Estimate Bikeway is proposed (full reconstruction not needed). Page 1 72 AILTJIAM :jm MWMTvq:j 0 1 ll:j dp%l �e Rendering of Separated Bicycle Facility on 1st Ave W at 2"d St W Rendering of Separated Bicycle Facility on 1st Ave W at 2°d St W (Street View) Graphic of 1st Avenue Cross Section between 6th Street and 12th Street 1st Avenue E/W-6thSt-12St — — — — — — — — — - 65' Right -of -Way - — — — — — — — — — r n 6' 6' 812 12Y.' 8' 6' 6' Sidewalk Parking lane she".. Sharrow Parking are Sidewalk Made with Streetmix Page 1 74 This page intentionally left blank. Page 1 75 East / West Streets (Oregon St, Center St, 2nd St, 4t" St, 6t" St, 7t" St W, 11 th St) Through the systemic application of proven safety treatments, this project will address common crash types (Pedestrian, Bicycle, Turning/Angle, and Rear -End) while improving connectivity and accessibility for people walking and biking along east / west corridors in the Planning Area. Traffic calming treatments such as high visibility crosswalks and curb extensions, in addition to sidewalk and curb ramp repairs will be implemented widely in the residential neighborhoods surrounding downtown to connect with the many schools and parks in the area and to address the turning and rear -end crashes along these corridors. Additionally, leading pedestrian interval (signal timing) will improve crossing conditions across Main Street, while a consistent three -lane cross section on Center Street will allow for better pedestrian access to the Kalispell Center Mall. Bicycle facilities are included in accordance with Kalispell MOVE 2040 recommendations. FHWA Proven Safety Countermeasures: Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons; Pedestrian Hybrid Beacons; Lighting; and Bicycle Lanes. Table 14. Priority Location - East / West Streets Fatal Crashes: 0 Serious Injury Crashes: 1 Moderate Impact — Safety treatments Safety ■ Total Crashes: 174 are expected to reduce and prevent ■ High EPDO Intersections: 4 roadway crashes. ■ High Crash Risk Intersections: 6 Equity Is Located within a USDOT-Identified Equity Community Intersection Operating with Congestion Under 2024 or 2045 Conditions: High Impact — Mobility treatments are expected to highly impact traffic Mobility Future AM: Center St & 4t" Ave E; 2nd St operations by maintaining vehicle E &Woodland Ave operations and improving walking, Future PM: 2nd St E & Woodland Ave; rolling, and biking conditions. 11t"StW&5t"Ave W Community March 2024: 7 public comments (4%) were May 2024: 81 responses, Moderate Feedback about East / West priority locations. Support. Related MOVE 2040: Kalispell Area Transportation Plan; The Downtown Plan: Main Street Planning Redesign Study Efforts $44.5 million *Assumes full roadway reconstruction of Center Street between Meridian Cost Avenue and Woodland Avenue. Includes sidewalk infill/repair at gaps and upgrades to Estimate ADA compliance on Oregon Street, 2n1 Street, 41" Street, 61" Street, and 11 t" Street, as well as three separated bike lane facilities. Page 1 76 Safety Treatments for East / West Streets (Oregon St, Center St, 2nd St, 4th St, 6th St, 7th St, 11th St) - Curb Extensions High Visibility Crosswalks Rectangular Rapid Flashing Beacon (RRFB) _4 _ Y 9 r n _ row t Rendering of Enhanced Crossing at 6th Street Rendering of a Three Lane Cross Section on Center W and Meridian Road Street Page 1 77 North / South Avenues (7t" Ave W, 5t" Ave W, 3rd Ave E, 4t" Ave E) Similar to the East / West Streets project, this project will apply systemically apply proven safety treatments to address common crash types (Pedestrian, Bicycle, Turning/Angle, and Rear -End) while improving connectivity and accessibility for people walking and biking along north / south corridors in the Planning Area. Traffic calming treatments such as high visibility crosswalks and curb extensions, in addition to sidewalk and curb ramp repairs will be implemented widely in the residential neighborhoods surrounding downtown to connect with the many schools and parks in the area and to address the turning and rear -end crashes along these corridors. Additionally, leading pedestrian interval (signal timing) will improve crossing conditions across Idaho Street. Bicycle facilities are included in accordance with Kalispell MOVE 2040 recommendations. FHWA Proven Safety Countermeasures include: Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons; Lighting; and Bicycle Lanes. Table 15. Priority Location - North / South Avenues Fatal Crashes: 0 Serious Injury Crashes: 2 Moderate Impact — Safety treatments Safety Total Crashes: 99 are expected to reduce and prevent High EPDO Intersections: 4 roadway crashes. High Crash Risk Intersections: 2 Equity Is Located within a USDOT-Identified Equity Community Mobility Community Feedback Related Planning Efforts Intersection Operating with Congestion Under 2024 or 2045 Conditions: Future AM: Center St & 41" Ave E; 11t"StW&5t"Ave W ih Future PM: 11t"StW&5t"Ave W High Impact — Mobility treatments are expected to highly improve multimodal traffic operations by maintaining vehicle operations, addressing operational issues at the intersections noted to the left, and improving walking, rolling, and biking conditions. March 2024: 9 public comments (6%) were about North /South priority May 2024: 79 responses, Moderate Support. locations. MOVE 2040: Kalispell Area Transportation Plan; The Downtown Plan: Main Street Redesign Study $15 million *Assumes full roadway reconstruction of 5t" Avenue East between US-2 and Center Street (commercial area). Assumes Th Ave W, 5t" Ave W, 3rd Ave E, and 4t" Ave Cost Estimate E will not be widened due to the residential character of the corridors. Includes sidewalk infill and curb ramps upgrades to ADA compliance on Th Ave W, 5t" Ave W, 3rd Ave E, and 4t" Ave E, as well as one separated bike lane facility. Page 1 78 Safety Treatments for North / South Avenues (7th Ave W, 5th Ave W, 3rd Ave E, 4th Ave E) Page 1 79 Woodland Avenue to 7t" Avenue EN This project will increase access to neighborhood parks and connect residential areas with commercial areas by implementing safety and mobility treatments along Woodland Avenue and traffic calming elements like curb extensions, high visibility crosswalks, rectangular rapid flashing beacons and pedestrian hybrid beacons at crossings, and roundabouts, which will address common crash types along the corridor including turning/angle and rear -end crashes. These elements make walking, biking, rolling, and driving feel safe, comfortable, and convenient, and project complements the planned roundabout at the Woodland and 2nd Street / Conrad intersection. This project would also create a new Complete Streets connection between Woodland Avenue and 71h Avenue EN, which would provide an alternate route to Main Street for north/south multimodal trips, which would relieve congestion on Main Street and address rear -end crashes along that corridor. The project extents are 111h Street to Glacier Rail Park Drive. FHWA Proven Safety Countermeasures include: Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons; Pedestrian Hybrid Beacons; Lighting; Roundabouts; and Bicycle Lanes. Table 16. Priority Location - Woodland Avenue to 7th Avenue EN Fatal Crashes: 0 Serious Injury Crashes: 0 Safety Total Crashes: 21 High EPDO Intersections: 1 High Crash Risk Intersections: 0 High Impact — Safety treatments are expected to reduce and prevent roadway crashes. Equity Is Located within a USDOT-Identified Equity Community No Analyzed Intersections Operating with High Impact — Mobility treatments are Mobility Congestion Under 2024 or 2045 expected to highly improve multimodal Conditions. traffic operations. Community March 2024: 8 public comments (5%) May 2024: 81 responses, Moderate Feedback were about Woodland Ave / 7th Ave E N. Support. Related MOVE 2040: Kalispell Area Transportation Plan; Core Area Plan; Woodland and 2nd Planning Street / Conrad Intersection Improvements Efforts Cost $21 million *Includes new two-lane roadway between Center Street and 71h Ave EN, Estimate new single -lane roundabout at Center Street/ Woodland Avenue, and a new single - lane roundabout at 11th Street/ Park Street/ Woodland Avenue. Page 1 80 Safety Treatments for Woodland Avenue and 7th Avenue EN Rendering of Roundabout at Woodland Avenue and Center Street and 7th Avenue (Extension) Rendering of Roundabout at Woodland Avenue and 11 th Street and Park Place Page 1 81 Rendering of Roundabout on Woodland Avenue at Center Street Rendering of Woodland Avenue with a Southbound Separated Bike Lane at Conrad Mansion Rendering of Shared Use Path on Woodland Avenue at Park Place / 11th Street W ::qv^"f'///21i i1YUJY 'V..i../l/Rr AAW Rendering of Woodland Avenue and Park Place Roundabout Page 1 82 This page intentionally left blank. Page 1 83 Woodland Park Drive Woodland Park Drive is a key connection between Woodland Park, the neighborhoods that surround the park, and the commercial areas along Idaho Street. This project improves pedestrian conditions along Woodland Park Drive through safety treatments such as curb extensions, high visibility crosswalks, leading pedestrian interval (signal timing) at Idaho Street, a roundabout at Conrad Drive, and rapid rectangular flashing beacons at the Woodland Park entrances. A shared use path connecting from Woodland Avenue to the Conrad Drive / Woodland Park Drive intersection, and extending north to Idaho Street with a connection to the Parkline Trail would provide all ages and abilities access to the park. Additionally, the project addresses rear -end crashes through access management (driveway clarification) at neighboring businesses. FHWA Proven Safety Countermeasures include: Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals; Rectangular Rapid Flashing Beacons; Lighting ; Roundabouts; Bicycle Lanes; Pedestrian Refuge Island; and Access Management. Table 17. Priority Location - Woodland Park Drive ■ Fatal Crashes: 0 • Serious Injury Crashes: 2 Moderate Impact — Safety treatments are Safety 711 Total Crashes: 26 expected to reduce and prevent roadway High EPDO Intersections: 1 crashes. High Crash Risk Intersections: 1 Equity Is Located within a USDOT-Identified Equity Community No Analyzed Intersections Operating High Impact — Mobility treatments are Mobility with Congestion Under 2024 or 2045 expected to improve multimodal traffic Conditions. operations. Community March 2024: 1 public comments Feedback (1%) were about Woodland Park Dr. May 2024: 83 responses, High Support. Related Planning N/A Efforts Cost $10.2 million *Assumes full roadway reconstruction of Conrad Avenue/ 2nd Street Estimate between Woodland Avenue and Woodland Park Drive. Includes a new single -lane roundabout at the intersection of Conrad Drive/ Woodland Park Drive. Page 1 84 • r w " .. OP # * \ • RapidRectangular Flashing Beacon Access Management S}i ady<G len-Drive x-� 1 ,fie t Woodland _ 1 yy y - rt � '•`�' /� y- Park 5tsee%m ai-r ► EFonrad Drive - r • { �° Ok. 1 p c f x r �1g =I . e` - • � '.4 ram" _ _ e` . e .� .. - �'i� ♦ .1'w.a . � Ski � - .�.; � - Sunset Boulevard US 93 transitions from Main Street to Sunset Boulevard at California Street. Sunset Boulevard is a key connection from downtown Kalispell to the commercial areas, hospital, and institutional areas north of Idaho Street. This project includes safety treatments, such as a shared use path, high visibility crosswalks, and pedestrian hybrid beacons to provide a safe and comfortable corridor for walking, rolling, biking, and driving. The project limits are from Idaho St (US 2) to Grandview Drive. This project increases access to multiple schools and institutions, including Logan Health and the Flathead Valley Community College. FHWA Proven Safety Countermeasures include: Crosswalk Visibility Enhancements; Walkways; Lighting ; Bicycle Lanes; Pedestrian Refuge Island; and Pedestrian Hybrid Beacons. Table 18. Priority Location - Sunset Boulevard ■ Fatal Crashes: 0 Serious Injury Crashes: 3 Safety Total Crashes: 161 High EPDO Intersections: 5 ■ High Crash Risk Intersections: 8 Moderate Impact — Safety treatments are expected to reduce and prevent roadway crashes. Equity Is Located within a USDOT-Identified Equity Community No Analyzed Intersections Operating Moderate Impact — Mobility treatments are Mobility with Congestion Under 2024 or 2045 expected to moderately impact traffic Conditions. operations, but significantly enhance multimodal operations and connectivity. Community March 2024: 21 public comments Feedback (13/0) were about Sunset Blvd (US May 2024: 78 responses, High Support. 93). Related Planning MOVE 2040: Kalispell Area Transportation Plan Efforts Cost $5.2 million *Includes new shared -use path on one side of Sunset Boulevard between Estimate W Arizona Street and Grandview Drive and sidewalk infill/ curb ramp upgrades to ADA compliance between W Arizona Street and Washington Street. Page 1 86 I( ;f Legend Shared Use Path F Sidewalk Connections & Repairs it ltidg�D� High Visibility Crosswalks Ai Pedestrian Hybrid Beacon Pedestrian Median Refuge island . r•SA'y s �` .� [ � � �-• ,�� a + �^* t ; LAY F � ,.R \l '• ���� �� ° \ "� u v Su 9 f i • mar,,,, _ , �+h + t ' . � j �.ee.Mir Dxive '^y� 12 r ; e � i ��, �� � I ��� �� we is � � ��� •�', r �: 1: n �. ti t r a o e° V `1 \ �_ _ !� �l Ifs 9, I/ � �%,1 ^ti, � �f k .zsb4�(OS>16�Y f 5.' ��i'� ... _ , • ' Meridian Road As a corridor that provides north / south connectivity between downtown, residential neighborhoods, many businesses, and schools, Meridian Road is a key route for multimodal trips. To address pedestrian and bicycle crashes along the corridor, this project reallocates roadway space between Sunset Boulevard and Idaho Street to provide continuous sidewalks and separated bike facilities, while maintaining travel lanes in each direction and turn lanes at intersections. Between Idaho Street and 71n Street W, a wide sidewalk and shared vehicle -bicycle lanes with a landscaped median are included to provide continuous multimodal facilities. Additional safety treatments incorporate traffic calming elements, such as curb extensions, high visibility crosswalks, rectangular rapid flashing beacons, and roundabouts to address angle/turning and rear -end crashes. A School Zone for Kalispell Middle School is recommended along Meridian Road within 500' of Parkway Drive. FHWA Proven Safety Countermeasures in this project include: Crosswalk Visibility Enhancements; Walkways; Lighting; Bicycle Lanes; Roundabouts; and Pedestrian Hybrid Beacons. Table 19. Priority Location - Meridian Road Safety Equity Mobility ■ Fatal Crashes: 0 Serious Injury Crashes: 2 Total Crashes: 128 High EPDO Intersections: 3 High Crash Risk Intersections: 2 High Impact — Safety treatments are expected to reduce and prevent roadway crashes. Is Located within a USDOT-Identified Equity Community Intersection Operating with Congestion Under 2024 or 2045 Conditions: Future PM: Idaho St (US 2) & Meridian Rd High Impact — Mobility treatments are expected to highly improve multimodal traffic operations. Community Feedback March 2024: 7 public comments May 2024: 76 responses, (4/0) were about Meridian Rd. Moderate Support. Related Planning Efforts MOVE 2040: Kalispell Area Transportation Plan $17.1 million *Assumes full roadway reconstruction is needed for reducing Meridian Road to 2-lanes and implementing separated bicycle facilities. Cost Estimate Includes a new single -lane roundabout at Meridian Road/71" St/ Foys Lake Road intersection. Includes sidewalk gap infill and curb ramp upgrades to ADA compliance. Page 1 88 Safety Treatments for Meridian Road Page 1 89 Graphic of Meridian Road between Sunset Graphic of Meridian Road between Three Mile Drive and Boulevard and Three Mile Drive (1) Idaho Street (2) Meridian Road:1 a „ 12 11 Sidewalk Sike lane Dove lane center tum lane Drrve lane Bike large Sldexalk Sid"' itl Meridian Road: 2 3' 6' 2' 12' 12' 12' 2' 6' 3' 6' Bike lane Dave l— Center,um lane Dove lane Bike lane S--lk Graphic of Meridian Road between Idaho Street Graphic of Meridian Road between Parkline Trail and and Parkline Trail (3) — 50' ROW Foys Lake Road / 7th Street W (4) — 40' ROW Meridian Road: 3 Meridian Road:4 0 Y 2' 1' Planting slap) Shartax Shartow Planting slap 12 12 12r Sidewalk I Sh — Sh— Page 1 90 This page intentionally left blank. Page 1 91 Grandview Drive to Evergreen Drive This project increases access to community institutions and connects residential areas with commercial areas by implementing safety treatments along and creating a new Complete Streets connection between Grandview Drive and Evergreen Drive. This important connection provides an alternate route to Idaho Street (US 2) and Reserve Street for east/west multimodal trips. Additionally, this connection would relieve congestion from the US 93 and Whitefish Stage Road corridors by providing a more direct route instead of utilizing Oregon Street or Reserve Street. This project includes safety treatments, such as roundabouts, high visibility crosswalks, and a shared use path to make walking, biking, rolling, and driving feel safe, comfortable, and convenient. This connection is a high priority for emergency response services to provide faster and more reliable crisis management care. It is important to note that Evergreen Drive would likely require mobility upgrades to support increased traffic volumes associated with the Grandview Drive connection. FHWA Proven Safety Countermeasures in this project include: Crosswalk Visibility Enhancements; Walkways; Lighting; Bicycle Lanes; and Roundabouts. Table 20. Priority Location - Grandview Drive to Evergreen Drive Safety Equity Mobility ■ Fatal Crashes: 0 Serious Injury Crashes: 0 Total Crashes: 11 Neutral Impact High EPDO Intersections: 1 High Crash Risk Intersections: 1 Is Not Located within a USDOT-Identified Equity Community No Analyzed Intersections Operating with Congestion Under 2024 or 2045 Conditions. High Impact — Mobility treatments are expected to highly improve multimodal traffic operations and response time for emergency services. Additionally, this project provides a new continuous east - west connection, which should reroute some trips from Reserve Street and Idaho Street (US 2). Community March 2024: 2 public comments May 2024: 72 responses, Moderate Feedback (2 /o) were about Grandview Dr / Support. Evergreen Dr. Related Planning MOVE 2040: Kalispell Area Transportation Plan Efforts Cost Estimate $27.7 million *Includes new roadway and bridge connecting Grandview Drive to Evergreen Drive and new roundabouts at each end of the new connection. Page 1 92 Safety Treatments for Grandview Drive and Evergreen Drive Page 1 93 Conrad Drive to Shady Lane This project improves roadway safety along the Conrad Drive corridor. Safety treatments include roundabouts, advance intersection and curve warning signs, and dynamic speed feedback signs to address turning/angle, rollover, and fixed object crashes. FHWA Proven Safety Countermeasures include: Crosswalk Visibility Enhancements; Lighting; and Roundabouts. Table 21. Priority Location - Conrad Drive to Shady Lane Safety Equity Fatal Crashes: 1 Serious Injury Crashes: 3 Total Crashes: 77 High EPDO Intersections: 3 High Crash Risk Intersections: 0 Moderate Impact — Safety treatments are expected to reduce and prevent roadway crashes. Is Not Located within a USDOT-Identified Equity Community Intersection Operating with Congestion Under 2024 or 2045 Conditions: Mobility Future AM: MT 35 & Shady Ln; Willow Glen Dr & Conrad Dr Future PM: MT 35 & Shady Ln; Willow Glen Dr & Conrad Dr Community March 2024: 2 public comments Feedback (2 /o) were about Conrad Dr / Shady Ln. High Impact — Mobility treatments are expected to highly improve traffic operations. May 2024: 70 responses, Moderate Support. Related Planning MOVE 2040: Kalispell Area Transportation Plan Efforts $5.8 million *Includes rumble strips, dynamic speed feedback signs, high - Cost Estimate visibility signage, and new single -lane roundabout at Conrad Drive/ Willow Glen Drive. Page 1 94 Safety Treatments for Conrad Drive and Shady Lane Page 1 95 Idaho Street (US 2) US 2, or Idaho Street within Kalispell city limits, is an important roadway that serves many people. US is the major east -west corridor that provides a direct link with the Kalispell Bypass (US 93A), in addition to connecting Kalispell with adjacent communities including Evergreen. Additionally, Idaho St (US 2) presents numerous safety concerns and mobility challenges in its current form. It is recommended that a Safety Action Plan or Safety -Focused Corridor Plan be completed for Idaho St (US 2). The Plan could focus on safety mobility, access management, appropriate speed limits, crossing locations, intersection controls, and multimodal facilities. Many locations along Idaho St (US 2) will be positively impacted by the safety and mobility treatments included with other Priority Location projects, such as leading pedestrian intervals (signal timing) and high visibility crosswalks at Meridian Road, 51" Avenue W, 3rd Avenue E, 41" Avenue E, 71" Avenue E N, Woodland Park Drive, Shady Lane. Table 22. Priority Location - Idaho Street Fatal Crashes: 1 Serious Injury Crashes: 6 Safety Total Crashes: 326 ■ High EPDO Intersections: 9 ■ High Crash Risk Intersections: 9 Equity Is Located within a USDOT-Identified Equity Community Intersection Operating with Congestion Under 2024 or 2045 Conditions: Existing AM: Main St (US 93) & Idaho St (US 2) Existing PM: Main St (US 93) & Idaho St (US 2) Mobility Future AM: Main St (US 93) & Idaho St (US 2); Meridian Rd & Idaho St (US 2) Future PM: Main St (US 93) & Idaho St (US 2); Meridian Rd & Idaho St (US 2); 51" Ave W & Idaho St (US 2); 41" Ave W & Idaho St (US 2); 71" Ave E & Idaho St (US 2) Not Analyzed. To be assessed with future Corridor Plan. Not Analyzed. To be assessed with future Corridor Plan. Community March 2024: 18 public comments (11%) were about Idaho Not Included in Feedback St (US 2). Survey. Related MOVE 2040: Kalispell Area Transportation Plan; Core Area Plan; The Downtown Planning Plan: Main Street Redesign Study Efforts Page 1 96 5.0 POLICIES AND STRATEGIES This chapter focuses on the non -engineering countermeasures, including policies and strategies, that will support and enhance the identified projects. These policies and strategies embody the principles of the Safe System Approach, depicted in Exhibit 1. 'o "c"es Policy and Process d� Changes d� Strategy and Proj ect o Selection Policies establish guiding principles for decision -making. The following subsections outline the recommended policies for the City of Kalispell and its planning partners to improve safety performance throughout the Planning Area. P-1: Intersection Control Evaluation Current Policy: No existing Intersection Control Evaluation (ICE) policy. Recommended Policy: Adopt a policy requiring an ICE to evaluate all intersection projects. Create a memorandum of understanding with partner agencies to implement the recommendations of the ICE evaluation process. Lead Agencies: City of Kalispell, Flathead County, Montana Department of Transportation Rationale: The ICE process considers various intersection control devices (such as roundabouts, stop controls, traffic signals, and alternate intersections) and systematically compares multimodal safety, multimodal traffic operations, and lifecycle costs to select the most appropriate traffic control device. 1I The process prioritizes creating Safe Roads. P-2: Complete Streets Current Policy: No existing City of Kalispell Complete Streets policy. However, the Growth Policy Plan It — 2035, MOVE 2040 Transportation Plan design standards, and MOVE 2040 Transportation Plan active transportation chapter address and support Complete Streets. 14,15 Recommended Policy: Develop and adopt a resolution on a Complete Streets Policy for the City of Kalispell roadways. Lead Agencies: City of Kalispell Rationale: Establish an approach to the planning and development of capital improvements in the public right-of-way and in the review of development proposals that prioritizes the needs of vulnerable road users, in alignment with the Kalispell Growth Policy PLAN -IT 2035. Complete 3 Federal Highway Administration. (March 2021). Intersection Control Evaluation. https://safety.fhwa.dot.gov/intersection/ice/index.cfm 4 City of Kalispell. (July 3, 2017). City of Kalispell Growth Policy Plan -It 2035. https://www.kalispell.com/DocumentCenter/View/465/Kalispell- Growth-Pol icy-Plan-It-2035-PDF 15 City of Kalispell. (September 2021). MOVE 2040: Kalispell Area Transportation Plan. https://www. ka lispel l.com/DocumentCenter/View/5608/Move-2040-Transportation-Plan Page 1 97 Streets support Safe Road Users, Safe Speeds, and Safe Roads. Having a Complete Streets resolution in place increases the City's eligibility for other federal grant opportunities. P-3: School Zones Current Policy: Montana Code Annotated 61-8-310 permits speeds in a School Zone to be posted at 15 miles per hour.16 School Zones must be properly signed and designed in collaboration with a school district official. MDT Traffic Engineering Manual allows for a school zone to be signed within 400' from the school property, and in practice applies school zones within 500' of schools on or near MDT facilities.17 Recommended Policy: Develop and adopt a resolution to collaborate with public and private schools in Kalispell to designate School Zones for all schools. Lead Agency: City of Kalispell Rationale: School Speed Zones are designated areas on a street near a school or near a crossing that leads to a school, that likely have younger pedestrians present. Reducing the posted speed in School Zones decreases crash likelihood by providing drivers with additional time to react and decreases crash severity through lesser force. School Zones support Safe Road Users and Safe Speeds. P-4: Transportation Impact Study Guidelines Current Policy: The City of Kalispell requires a Transportation Impact Study (TIS) for developments contributing 300 or more daily vehicular trips onto City streets. The TIS guidelines require that existing vehicular Level of Service (LOS) must be maintained or improved. Additionally, multimodal analysis and facility mitigations are minimally addressed. 18 Recommended Policy: Update the Transportation Impact Study requirements to include mitigation decision -making criteria that incorporate a safety -related metric and multimodal comfort metric, in addition to LOS metric.19 Update TIS requirements to include an assessment of pedestrian and bicycle facilities and report the impacts of development on active transportation facilities. Lead Agency: City of Kalispell Rationale: Safety is Proactive. By addressing safety issues within the transportation system at the development stage, the roadway can be designed for the expected growth and prevent crashes citywide for Safe Roads. Additionally, broadening the performance metrics to safety, multimodal, and LOS in the TIS creates a wholistic approach to identifying mitigation and the tradeoffs associated with the mitigation for a new development. 16 Montana State Legislature. (2023). Montana Code Annotated 61-8-310. https://Ieg.mt.gov/bills/mca/title 0610/chapter 0080/part 0030/section 0100/0610-0080-0030-0100.html 17 Montana Department of Transportation. (2007). Traffic Engineering Manual — Chapter 42: School Crossing Studies. https://www.mdt.mt.gov/other/webdata/external/traffic/manual/chapter 42.pdf 18 City of Kalispell. (July 2010). Kalispell Zoning Ordinance. Table of Contents (kalispell.com) 19 National Cooperative Highway Research Program. (2023). NCHRP Report 1036: Roadway Cross -Section Reallocation Guide. https://nap. nationaIacademies.org/catalog/26788/roadway-cross-section-rea IIocation-a-quide Page 1 98 Strategies Strategies are actions that support the policy direction established by an agency or organization. The following section outlines the recommended strategies for the City of Kalispell and its partner agencies to improve safety performance throughout the Planning Area. S-1: Technical Advisory Committee Recommended Strategy: Transition the Main Street Safety Action Plan Project Advisory Committee to a standing item on the City of Kalispell Technical Advisory Committee20 meeting agenda to monitor implementation progress and report on performance measures. Lead Agency: City of Kalispell Rationale: Responsibility is Shared. Creating a long-lasting partnership where key planning and implementation partners meet regularly is a crucial step for cultivating a culture of safety beyond the Safety Action Plan. The City of Kalispell Technical Advisory Committee meets regularly to discuss cross -agency challenges and concerns across the disciplines that interact with transportation, and by maintaining a standing agenda item to discuss safety, the Technical Advisory Committee will incorporate safety as a priority throughout the agencies and organizations represented on the committee. S-2: Safety as a Priority Recommended Strategy: Designate safety for all road users as the top priority of all current and future transportation studies, plans, and projects. Lead Agency: City of Kalispell Rationale: Incorporating a safety lens and practices throughout all aspects of studies, planning, development, and construction supports the principles that Safety is Proactive and Redundancy is Crucial. S-3: Safety Performance Dashboard Recommended Strategy: Create a safety performance dashboard to monitor progress for all transportation projects on the City of Kalispell website. Lead Agency: City of Kalispell Rationale: Consistent and ongoing performance tracking keeps the conversation going and helps keep all stakeholders informed and involved as Responsibility is Shared. 21 City of Kalispell. (ND). Technical Advisory Committee. https://www.kalispell.com/326/Technical-Advisory-Committee Page 1 99 S-4: Zoning as a Tool for Safety Recommended Strategy: Continue to utilize zoning, particularly parks and open space zones, to preserve right-of-way for the development of shared use paths. Lead Agency: City of Kalispell Rationale: Shared use paths are separate and safe facilities for people walking, biking, and rolling to access essential destinations, in addition to providing recreational opportunities. Continuing to develop the paths and trails throughout the greater Kalispell area supports Safe Road Users, Safe Speeds, and Safe Roads. S-5: Safe Routes to School Recommended Strategy: Establish a Safe Routes to School Program. Explore initiatives such as: ■ Crossing Guards ■ Walking School BUS21 ■ Bike Train22 ■ Elementary School Traffic Garden ■ Walk/Bike to School Day (May) Lead Agency: Kalispell School District #5 Rationale: A Safe Routes to School program helps to establish policies and practices that lead to systematic change.21 The program promotes and educates all road users on practices that create safer environments for walking and biking, establishing Safer People. S-6: "If You See Lights, Move to the Right" Campaign Recommended Strategy: Create and promote an educational campaign to increase yielding to emergency service vehicles on roadways "If You See Lights, Pull Over to the Right". This educational campaign would support awareness of the 2023 Montana state law that requires yielding to emergency service vehicles. Lead Agency: City of Kalispell, Logan Health Medical Center, Law Enforcement Agencies Rationale: Logan Health has reported low rates of yielding to emergency vehicles throughout the Flathead Valley. A lack of yielding adds minutes to a first responder journey, when seconds could save a life. An educational campaign to increase yielding promotes a culture of roadway behavior that reinforces that Safety is Proactive and Responsibility is Shared when it comes to providing Post -Crash Care. 21 Pedestrian and Bicycle Information Center. (N.D.). SRTS Guide: The Walking School Bus: Combining Safety. Fun. and the Walk to School. http://guide.saferoutesinfo.org/walking school bus/ 22 Pedestrian and Bicycle Information Center. (N.D.). SRTS Guide: Bicycle Trains. http://guide.safero utesi nfo.o rg/walking_school_b us/b icycle_trai ns. cfm 21 Safe Routes to School National Partnership (June 2011). Safe Routes to School Local Policy Guide. https://saferoutespartnership.org/sites/default/files/pdf/Local Policy Guide 2011.pdf Page 1 100 S-7: Post -Crash Care Coordination Recommended Strategy: Review and evaluate current crash response protocol and post -crash care procedures for potential improvements to increase speed and effectiveness of post -crash care and accuracy of reporting and data analysis. Pursue additional collaborative training opportunities between all emergency service providers in the Kalispell Area. Lead Agency: City of Kalispell, Logan Health Medical Center, Law Enforcement Agencies Rationale: Responsibility is Shared. Ensuring that all partners are responding to the emergency situations that result from crashes is a vital aspect of Post -Crash Care. S-8: Design Standards Recommended Strategy: Update Kalispell Standards for Design and Construction Standards to reference the engineering principles in National Association of City Transportation Officials (NACTO) Urban Street Design Guide, 24 NACTO Urban Bikeway Design Guide," and NCHRP Report 1036.8 Lead Agency: City of Kalispell Rationale: Maintain most up-to-date best practices in designing Safe Roads for vulnerable users. Supports the initiative to develop a pedestrian -bicycle system included in the Kalispell Growth Policy PLAN -IT 2035. Recommended updates include addressing: Update crosswalk markings from transverse to high visibility. ■ Update sidewalks minimum standard from 5' to 6'. ■ Update Major Collector standards to include 6' separated bicycle lanes with a 2' buffer. ■ Update to include standards for bike lane markings. ■ Update to include bicycle lane markings through intersections. 24 National Association of City Transportation Officials. (October 2023). Urban Street Design Guide. https://nacto.org/publication/urban-street- design-guide/ 2e National Association of City Transportation Officials. (2016). Urban Bikeway Design Guide. httt s://nacto.org/publication/urban-bikeway design -guide/ Page 1 101 Progress and Transparency This chapter describes the steps that the City of Kalispell and its partner agencies can take to implement the recommended projects, policies, and strategies of the Main Street Safety Action Plan, and to evaluate the success of the Main Street Safety Action Plan over time. Improving roadway safety along the Main Street corridor and throughout the Kalispell Planning Area will take a coordinated effort from various partners over time. Conceptual Design & Grant Application The City of Kalispell was awarded a Safe Streets and Roads for All Planning Grant in FY2022 to complete a Safety Action Plan and to develop conceptual designs for the Priority Locations that emerged from the Safety Action Plan. Following the adoption of this Plan, the consultant team will work with the City of Kalispell to develop conceptual designs up to 30% design level. These conceptual designs will include revised and refined cost estimates that will assist the City in applying for additional grant funds for final design and construction. The creation of the Main Street Safety Action the Kalispell.. . known as US 93 Alternate) Plan qualifies the City of Kalispell and its partner is completed, there exists the possibility agencies for the Federal Highway Bypass to be redesignated as US 93, and for Main Administration's competitive Demonstration and Streetbe redesignated , s the alternate route. Implementation grants as part of the Safe Streets KalispellCity of committed collaborating and Roads for All (SS4A) Program. the Montana Department Demonstration grants are eligible for up to $10 further million for piloting and evaluating new safety Bypass evaluatecompleted. treatments, and implementation grants are eligible for up to $25 million for significant infrastructure projects. Both grants require a non-federal match of 20%. Following the adoption of the Main Street Safety Action Plan, the City of Kalispell will determine if any of the projects, policies, or strategies would be competitive candidates to include in a Demonstration grant application for the FY2024 funding cycle. Following the development of the conceptual designs discussed in the previous subsection, the City of Kalispell will utilize those projects to apply for an Implementation grant as part of the FY2025 funding cycle. This implementation timeline is depicted in Exhibit 12. Page 1 102 Exhibit 12. Implementation Timeline July 2024: Main Street Fall - Winter 2024/2025: Safety Action Plan - Conceptual Design Adoption Development (0 August 2024: Main Street Safety Action Plan Demonstration Grant Application Additional Funding Opportunities Spring - Summer 2025: Implementation Grant Application State and local funds are also applicable for many of recommendations of the Main Street Safety Action Plan. State funding sources that may present an opportunity for Priority Location implementation include the Transportation Alternatives Program, the Traffic Safety Proiect funds, and the Highway Safety Improvement Program (HSIP). Local funding sources include Tax Increment Financing, Urban funds, and bonds. In addition to the SS4A Program, other federal funding opportunities such as the Active Transportation Infrastructure Investment Program (ATIIP), the Rebuilding American Infrastructure with Sustainability and Equity (RAISE) Program, and the Strengthening Mobility and Revolutionizing Transportation (SMART) Program for various elements of the Priority Location projects, strategies, and policies. Monitoring Progress Performance measurement is a key component of a successful Safety Action Plan. The approach of this Plan seeks to eliminate fatal and serious injury crashes in the Planning Area by 2045. This section outlines both outcome -based and implementation -based metrics for performance measurement. These metrics can assist the City of Kalispell and its partner agencies in evaluating and monitoring the success of the Main Street Safety Action Plan in achieving the vision and goals of the Main Street Safety Action Plan. As recommended in Chapter 5, the Main Street Safety Action Plan Project Advisory Committee should transition to be a standing agenda item for the Kalispell Technical Advisory Committee to facilitate the reporting of these metrics. Outcome Metrics Measures that the City of Kalispell and its partner agencies can use to evaluate its ongoing success in reducing fatal and serious injury crashes and crash risk include: Total number of fatal and serious injury crashes on Planning Area roads Number of fatal and serious injury crashes on Planning Area roads by the following categories: - Pedestrian -involved crashes - Bicycle -involved crashes - Night-time crashes - Inclement weather -related crashes Page 1 103 Fatal and serious injury crashes may be reported annually, with performance evaluated within the context of the latest five-year annual average to normalize for random fluctuations in crashes on a year - over -year basis. Implementation Metrics Measures that the City of Kalispell and its partner agencies can use to evaluate progress in implementing the Main Street Safety Action Plan include: Number of Projects Implemented Number of Policies Implemented Number of Strategies Implemented Frequency of Progress Monitoring through the Technical Advisory Committee Updating the Safety Action Plan The Main Street Safety Action Plan relies on crash data from January 1, 2018 — December 31, 2022. The City of Kalispell should review crash data for key findings and performance measures to track progress annually, as part of the regular Technical Advisory Committee reporting on the Main Street Safety Action Plan. Following the successful implementation of high priority projects, policies, and strategies, the Main Street Safety Action Plan should be updated to document progress and refocus on the next phase of priorities. These updates can occur at longer intervals (approximately every five years) to ensure that sufficient safety, mobility, and equity data is available to accurately track progress. The City of Kalispell, through the Technical Advisory Committee, can assess the Main Street Safety Action Plan, consider new trends and technologies, and determine if an update is needed. As new strategies are identified, the Technical Advisory Committee may update goals and assign champions for specific projects, policies, and strategies. Page 1 104