Resolution 6213 - Adds Main Street Action Plan to Move 2040 PlanRESOLUTION NO. 6213
A RESOLUTION OF THE CITY OF KALISPELL, MONTANA, TO ENACT A "MAIN
STREET SAFETY ACTION PLAN" AS AN ADDENDUM TO THE KALISPELL MOVE
2040 TRANSPORTATION PLAN AND TO IDENTIFY PRIORITY PROJECTS FOR THE
US DEPARTMENT OF TRANSPORTATION IMPLEMENTATION AND
DEMONSTRATION GRANT PROGRAMS IN THE CITY OF KALISPELL.
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, on July 1, 2024, the City of Kalispell adopted Resolution No. 6211, a Resolution
of Intent to hold a public hearing in order to solicit comments regarding the
proposed Main Street Safety Action Plan; and
WHEREAS, on July 15, 2024, the City Council of the City of Kalispell held a public hearing,
after due and proper notice, and received public comment upon the proposed Main
Street Safety Action Plan; and
WHEREAS, staff recommends Council formally adopt the priority projects outlined in the plan
for USDOT implementation and demonstration grants as follows: Implementation
Grant — Main Street and 1 st Avenue East and West projects; and Demonstration
Grant — "LPI" (leading pedestrian interval), Oregon Street, and 5th Avenue West;
and
WHEREAS, upon consideration of the recommendations made by the city professional staff,
comments provided by the public, and upon review of the proposed plan and
priority projects, the City Council of the City of Kalispell finds that it is in the best
interest of the City to adopt the Main Street Safety Action Plan as an addendum to
the Kalispell Move 2040 Transportation Plan as set forth in Exhibit "A", attached
hereto.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
KALISPELL, MONTANA, TO WIT:
SECTION 1. That the City of Kalispell Main Street Safety Action Plan, as set forth in
Exhibit "A", attached hereto, is hereby adopted as an addendum to the
Kalispell Move 2040 Transportation Plan. Exhibit "A" shall be made
available to the public upon request at the city offices of Development
Services.
SECTION 2. That the Council formally adopt the priority Implementation Grant and
Demonstration Grant projects as outlined in the plan.
SECTION 3. This Resolution shall become effective immediately following its passage
by the City Council and approval by the Mayor.
PASSED AND APPROVED BY THE CITY COUNCIL AND SIGNED BY THE MAYOR OF
THE CITY OF KALISPELL, THIS 5TH DAY OF AUGUST, 2024.
ATTEST:
r
AiMeA Brunckhorst, CMC
City Clerk
C--11-
Mark Johns
Mayor
11
�11d ■1� r � � I I � Af I ■ in mA m,
Main Street Safety Action Plan
INK
1,3
i I
�Af
rr
a°3• I
�ISh�T
an�xe
.
—
111
r
�
1
Tum
•r
2;;� 1.
�Ai
•----�.
man
1
Main Street Safety Action Plan
Kalispell, MT I July 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. Katie Ayer
Andy Daleiden, PE Nick Foster, AICP, RSP
Rachel Grosso, AICP
Katie Popp, EIT
Jade Ma
Robert Olney
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
1�1� �1� 1 - ' ■ 1�
Main 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.
2
F7
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
Vision Zero
• Develop goals to
achieve Vision Zero
• Ensure vulnerable and
underserved
communities are
considered and included
in plan development
• Establish an advisory
committee to develop,
implement, and monitor
the Plan
• Review plans, policies,
and standards to
improve how existing
processes prioritize
safety
• Identify target crash
types and prevalent
crash risks
• Confirm systemic and
specific safety needs
• Locate higher -risk
locations
• Develop strategies and
projects to address
safety problems,
including a timeline for
implementation
• Collaborate with the
community to ground -
truth safety analysis,
raise awareness of
traffic safety issues, and
build support for
implementation
• Measure progress over
time and adjust
strategies and projects
as needed
Page 1 6
ii
1�1� �1� 1 - ' ■ 1�
Main 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.
httiDs://www.transiDortation.00v/sites/dot.00v/files/2022-02/USDOT-National-Roadwav-Safety-Strateay.Ddf
2 National Highway Traffic Safety Administration. (2023). Overview of Motor Vehicle Crashes in 2022.
https://crashstats.nhtsa.dot.qov/Api/Public/ViewPublication/813560
3 National Highway Traffic Safety Administration. (2024). Motor Vehicle Crash Data — Fatal Motor Vehicle Crashes — Montana. 2022
https://cda n.dot.gov/SASJobExecution/
Page 1 7
ii
1�1� �1� 1 - ' ■ 1�
Main 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 41
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 e
Structure °o Collaboration Zi
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.
III
�roiect anagement
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
O
N
N
0
N
V
L-
E
d
C
LU
C
3
E
O
U
Le;
r2
K
w
3
u
L_J
a N N Y ti L o m a N
E
T o.
m :m o
m o o o m 8 m O m
Q n N�� N w C rQj ii OStO m
m L u2
a
��a%"rnmoy�a.a.: eO
py SmE�tim�YmQ�+ D
m
°1 Y
9 a772 E m
N
■ CMW W G
U
O. w P
M
�A.II
CM
r
co
•" o y bs� � � ac
m fi .fiLL
t Jq O .� .1G fi
a s ay °c m p c a as
10'g,
m
CL N
o
3 _
r y LT i N
-:E�
§� �m
Y ... E
O y
tl� v yO
i
m P P
y y ry
y 0 w
P
ea E
O Y .may
^'� E
a Y
9
E 'e 'E
pO
• �r
.
� co ID
d
Ga
r—I w
Z Q)
Z Y
Q J
MaLO F
Z
F-4 z 2
itQ Q
n
I'
N
0
N
i
d)
Im
m
Im
a
w
E
0
tU
co
72
t
x
w
L
J
LL_
d
a
L
0
rL�J
H
U
a
in
3
o=
__
0- .=
ou
E
2
� m
cam�vm=mvm'��`'
gamma-- Eva
8 m5 :S E42
a oa2-82)
-� @
H L rc.L a3: a L m L o W
ED
D
E 2a
G a° c vo c a= m m m N
to p_UT cmEE Eaac m
N t td - r �O c� a
m 'E E p a g 0 •c 'E a�> c
CD cap ��m a) QC: c °cn
E E� 3 �, E E c a
�' p E c p
N T 11 V c c N y
lSf N-/1 CL a If j U f6 N
■' .SC p L CL
y N a a m
y 9 O] Qy V � a
a V `m c
V p u7
df 0,
0 Cc)
�N V
co
Ln
@ 9
C
O O4.7 IDC roh
l CD U y
vy O y Z O
C O V
0 M 0
EM B1 m 3 c ro
d ' 'a V
V a N NED
a)
Safety . Equity
Analysis
Considerations
3.0 EXISTING AND FUTURE
CONDITIONS
This chapter outlines the existing conditions (Year 2024) and future no build conditions (Year 2045) of the
Kalispell Planning Area and the Main Street corridor. 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) Condition
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
Angle/Turning 3 (0.4%) 9 (1.1%) 71 (8.8%) 59 (7.5%) 647 (80.4%) 16 (2%) 805 (36%)
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.
i 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, Wild 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�� � � • • •
t� • v+
�/ Z � � • h
• i .__W wL rt r 5;a•• SeeInset • • • •Mil, f)re
Ile
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""%
� a��,sw,f- • •
i'
Qpwont�own Kalisp tl
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
• �®O
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://www. highwaysafetymanual. org/Pages/default. aspx
5 Federal Highway Administration. (N.D.). KABCO Injury Classification Scale and Definitions by State.
https://safety.fhwa.dot.gov/hsiP/spm/conversion tbl/pdfs/kabco ctable by state.pdf
6 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.7
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.
7 Federal Highway Administration. (2018). Guidebook on Identification of High Pedestrian Crash Locations.
https://www. fh wa. dot.go v/publications/research/safetu/17106/17106. pdf
Page 1 20
ii
:.mStreet
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
Table 4. Top 25% Intersections by EPDO
1
Idaho St (US 2) & 3111 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
12
Sunset Blvd (US 93) & E Washington
Side Street Stop
Control (Right -In
7
1
$459,271
St
/ Right -Out)
13
1st Ave E & 4th St E
Traffic Signal
5
1
$457,711
14
311 Ave E & 311 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
Table 5. Top 25% Segments by EPDO
1
Main St (US
8th St W to 9th St W
0.1
10
2
$959,517
93) Couplet
2nd St/ Woodland Ave to
2
Conrad Dr
College Ave
0.5
4
2
$940,180
3
Main St (US
E Washington St to Market
0.20
12
1
$551,483
93)
Place St
4
US 2
Alpine Inn Dwy to US Food
0.25
11
1
$550,703
Chefs Store Dwy
5
Conrad Dr
500 ft West of Anderson Ln to
0.20
12
1
$522,046
1000 ft North of Anderson Ln
6
Conrad Dr
Zimmerman Rd to Caroline Rd
0.20
7
1
$503,365
Whitefish
South of Meridian Mini Storage
7
Stage Rd
to 1000 ft North of Meridian
0.35
7
1
$503,365
Mini Storage
8
Whitefish
850 ft North of Riverside Dr to
0.2
9
1
$490,269
Stage Rd
500 ft South of Rail Park Dr
9
Idaho2S)t (US
5th Ave E to 6th Ave E
0.2
8
1
$489,489
10
Idaho2St (US
6th Ave EN to PJ's Rentals Dwy
0.2
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.
8 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?
L.
+ 40-00
Crash Crash
History Severity
Crash
Frequency
Crash High Injury
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
1�1� �1� 1 - ' ■ 1�
Main 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
11 th St E
Idaho St (US 2)
Appleway Dr
Shady Ln
1 st Ave E
Idaho St (US 2)
Center St
Conrad Dr
Woodland
�
Shady Ln
1st Ave E
5th St E
13th St
Ave
1 st 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
7th St W
Appleway Dr
I
7th Ave/ Whitefish
Idaho St (US
Fairway
7th Ave/ Whitefish
Stage Rd
2)
Blvd
Stage Rd
Fairway Blvd
Evergreen Dr
7th Ave W
11t St W
6th St W
2"d St
Meridian Rd
Woodland Ave
3rd Ave E
5th St E
Idaho t
8th St W
1 st Ave W
7th Ave W
(US 2)
4th Ave E
2nd St E
Idaho
7th Ave W
4th St W
6th St W
(US 2)t
Three Mile Dr
US 93
Meridian Rd
5th Ave W
11 th 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
Woodland
Conrad Dr
3rd Ave E
5th St E
11 th St E
Woodland Park Dr
Conrad Dr
Idaho I
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
7th 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
1�1� �1� 1 - ' ■ 1�
Main 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)
- 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%.
9 USDOT Equitable Transportation Community Explorer.
https://experience.arcgis.com/experience/0920984aa8Oa4362b8778d779bO9O723/page/ETC-Explorer---Homepage/
Page 1 30
ii
Main Street Safety 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
(\
&�
1
))
}
!;
�7
$\\
(
_-
_
-
�}
1p
\
.
/
\
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 Disadvantaged
Tier 2 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. I IN"
Pedestrian and Bicycle Network
Providing safe, accessible, and comfortable facilities for walking, biking, SPEED
�=
LIMIT
and rolling is a key priority for the City of Kalispell and its planning 25
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 181h St.
10 Montana State Legislature. (2023). Montana Code Annotated — 61-8-602 and 61-8-605.
https://Ieg.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
4 ----.
-- -
---------- -
__.._
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
11
x
7Ma:inet Safety
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 System (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) & 121h 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. https://www.mdt.mt.ciov/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' LSD (O I-- M M O N N M "t' LSD (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
M
ty Action Plan
6�02—
Figure 14. Pedestrian and Bicycle Volumes (January 2024 — PM Peak)
Data Source: City of Kalispell
Pedestrian and Bicycle Volumes
•
- Pedestrian
- Bicycle
Note: Labels show either pedestrian
or bicycle volumes, whichever is greater
o o.5Miles
Kalispell SAP Planning Area
' -- -• r i
City of Kalispell
Pedestrian and Bicycle Volumes - Evening Peak
Page 1 43
fStreet
jAction
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
mn
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
Intersection
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 ®®®®
- -
•
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
1 st 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 / 11th 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; 3WSC -
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
M
ty Action Plan
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
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
���
Intersection
VW
JIM
WOT
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
Meridian
ridian Rd / Foys Lake Rd / 7th St
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
(B-
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 1..,,,_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
MM
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)
NOW, 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 Mobility 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/files/2024-
01/Safe System Roadway Design Hierarchy.pdf
Page 1 61
11
JOIN Elm 1- ■P
Main Street Safety. Action Plan
■ 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.
1st 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
0.64
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 Meridian Rd — ■ Existing Two -Lane Cross Section.
Street Woodland 1.42 Intersections are signalized or two-way stop
Ave controlled.
7t" Existing Two -Lane Cross Section with On -
Street Meridian Rd — 0.55 Street Parking.
W 5t" Ave W Intersections are two-way stop controlled or
all -way stop controlled.
Meridian Rd —
Existing Two -Lane Cross Section with On-
11th
Woodland
1.13
Street Parking.
Street
Ave
Intersections are signalized or two-way stop
controlled.
Existing Two -Lane Cross Section with On-
7th
Street Parking.
Avenue
Center St — 11 t" St
0.76
Intersections are two-waystopcontrolled or
W
all -way stop controlled.
Posted speed is 25 mph.
Existing Two -Lane Cross Section with On-
5th
Street Parking.
Avenue
Wyoming St —
11 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.
Posted speed is 25 mph.
■ 71" Avenue E N
Woodland Avenue
and 7th Avenue E
Glacier Rail
2.00
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.
Meridian Rd —
Grandview Drive
h. m is 25
- Posted speed p
Whitefish 1.05
to Evergreen Drive
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
Mobility
Existing PM: Montana St, 5th St, loth
the Main Street project, congestion
St, 12th St, 13th St / Airport Rd
and traffic queues are expected on
Future AM: Idaho St, Montana St, 5th
Main Street between Idaho Street
St, 10th 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
Transition Zone
Roadway Reallocation
Access Management (Right -In / Right -Out)
Gateway Treatments (Wayfinding Signage
& Historic Downtown Signage)
Leading Pedestrian Interval
IF Curb Extensions
3
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
from
desk o.tdoo d ,n9 Pa,k� I n. o, . aye C.nte,t— e e o, I.ne Pe,k gI.ne side k Mad(
Page 1 69
Conceptual Design of a Roundabout at Main Street
and 13th Street / Airport Road
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
1st 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 1 st Avenues where the Raised
Estimate
Bikeway is proposed (full reconstruction not needed).
Page 1 72
on ■
Safety Treatments for 1st Avenue E and 1st Avenue W
Graphic of 1st Avenue Cross Section between Center Street and 6th Street
1st Avenue E / W - Center St - 6th St
- — — — — — — — — — — — — - 80' Right -of -Way - — — — — — — — — — — — —
M1
T •
'III' rl
Sidewalk Bike lane Parking lane Drive lane Drive lane Parking lane Bike i— Sidewalk
IiiI NO IIIIs
Made with Streetmix
Page 1 73
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, 11t" 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. Two mini roundabouts will be implemented on Oregon
Street to help slow down drivers in the residential neighborhood. Bicycle facilities are included in
accordance with Kalispell MOVE 2040 recommendations. FHWA Proven Safety Countermeasures:
Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals; Roundabouts;
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
Is Located within a USDOT-Identified Equity Community
Equity
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
Cost $46.5 million *Assumes full roadway reconstruction of Center Street between Meridian
Estimate Avenue and Woodland Avenue. Includes sidewalk infill/repair at gaps and upgrades to
Page 1 76
ADA compliance on Oregon Street, 2nd Street, 411 Street, 611 Street, and 1111 Street, as
well as three separated bike lane facilities.
Safety Treatments for East / West Streets (Oregon St, Center St, 2nd St, 4th St, 6th St, 7th St, 11th St)
Rendering of Enhanced Crossing at 6ch 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
Safety Total Crashes: 99
High EPDO Intersections: 4
High Crash Risk Intersections: 2
Moderate Impact — Safety treatments
are expected to reduce and prevent
roadway crashes.
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
W Future PM:11t"StW&5t"AveW
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 7t" 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 7t" 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 and 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 at
crossings, and traffic circles, 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 shared use path connection
between Woodland Avenue and 71" Avenue EN, which would increase north/south walking and biking
connectivity. The project extents are 111" Street to Glacier Rail Park Drive. FHWA Proven Safety
Countermeasures include: Crosswalk Visibility Enhancements; Walkways; Leading Pedestrian Intervals
Rectangular Rapid Flashing Beacons; Lighting; Roundabouts; and Bicycle Lanes.
Table 16. Priority Location - Woodland Avenue and 7th Avenue EN
■ Fatal Crashes: 0
• Serious Injury Crashes: 0 High Impact — Safety treatments are
Safety 711 Total Crashes: 21 expected to reduce and prevent roadway
High EPDO Intersections: 1 crashes.
High Crash Risk Intersections: 0
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 / Th Ave E N. Support.
Related MOVE 2040: Kalispell Area Transportation Plan; Core Area Plan; Woodland and 2nd
Planning Street / Conrad Intersection Improvements
Efforts
Cost $10.5 million *Includes new traffic circle at shared use path crossing, new shared use
Estimate path, and a new single -lane roundabout at 111" Street/ Park Street/ Woodland Avenue.
Page 1 80
Safety Treatments for Woodland Avenue and 7th Avenue EN
Ailt
Legend
Separated Bicycle Facility
Shared Use Path
Sidewalk Connections & Repairs
j Roundabout
• Leading Pedestrian Interval
J' Curb Extensions
� r
l�llll High Visibility Crosswalks
Rectangular Rapid Flashing Beacon (RRFB)
c. 1
S _
A --I
Page 1 81
Rendering of Woodland Avenue and Park Place
Roundabout
Rendering of Woodland Avenue with a
Southbound Separated Bike Lane at Conrad
Mansion
Rendering of Roundabout at Woodland Avenue
and 11th Street and Park Place
Rendering of Shared Use Path on Woodland
Avenue at Park Place / 11th Street W
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
MIgII-2TISIbility UrosswalKS40
-
\ w
RapidRectangular Flashing Beacon
Access Management S}i ady<G len-Drive x-�
1 ,fie
t Woodland _ 1
yy y
- rt � � '•`��' /� � �y- Park
5ts
'0giee%m ai-r ► EFonrad Drive - r , { �°
Ok. 1 _ t
R .w 2ra
is a c� q
D
41
.d� jry
r
E
v
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
Jill
l 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 /o) 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
�jjy �yj/
Shared Use Path
Sidewalk Connections & Repairs
it ltidg�D� High Visibility Crosswalks
Ai
Pedestrian Hybrid Beacon
Legend
Pedestrian Median Refuge island
. r•SA'y s �` .� C" ! Tom^} lj! y e-= I _.._,
� � �-• ,�� a + �^* t ; LAY F � ,.R \l " . ����
�� ° \ "� u v Su 9 f i • mar,,,, _ , �+h + t ' .
�
j
�.ee.Mir Dxive '^y�
.,
12
r ;
e � i
��, t� � I ��� �� we is � � ��� •�', r �:
1: n
�. ti t r a o e° V `1
\ �_ _ !� �l Ifs 9, I/ � �%,1 ^ti, � �f k .zsb4t: (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 Th
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
■ Fatal Crashes: 0
Serious Injury Crashes: 2 High Impact — Safety treatments
Safety Total Crashes: 128 are expected to reduce and
High EPDO Intersections: 3 prevent roadway crashes.
High Crash Risk Intersections: 2
Equity Is Located within a USDOT-Identified Equity Community
Intersection Operating with
Congestion Under 2024 or 2045 High Impact — Mobility treatments
Mobility Conditions: are expected to highly improve
Future PM: Idaho St (US 2) & multimodal traffic operations.
Meridian Rd
Community Feedback March 2024: 7 public comments May 2024: 76 responses,
(4 /o) 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 dike lane id—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
r r r
Planting slap) Shanax Shadow 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, 5t" Avenue W, 3rd
Avenue E, 4t" Avenue E, 7t" Avenue E N, Woodland Park Drive, Shady Lane.
Table 22. Priority Location - Idaho street (US 2)
Fatal Crashes: 1
Serious Injury Crashes: 6 Not Analyzed. To be
Safety Total Crashes: 326 assessed with future
■ High EPDO Intersections: 9 Corridor Plan.
■ 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) Not Analyzed. To be
Mobility Future AM: Main St (US 93) & Idaho St (US 2); assessed with future
Meridian Rd & Idaho St (US 2) Corridor Plan.
Future PM: Main St (US 93) & Idaho St (US 2);
Meridian Rd & Idaho St (US 2); 5t" Ave W & Idaho St
(US 2); 4t" Ave W & Idaho St (US 2); 7t" Ave E &
Idaho St (US 2)
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.
'o1"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.13 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
13 Federal Highway Administration. (March 2021). Intersection Control Evaluation. https://safety.fhwa.dot.gov/intersection/ice/index.cfm
14 City of Kalispell. (July 3, 2017). City of Kalispell Growth Policy Plan -It 2035. https://www.kalispell.com/DocumentCenter/View/465/Kalispell-
Growth-Policy-Plan-It-2035-PDF
15 City of Kalispell. (September 2021). MOVE 2040: Kalispell Area Transportation Plan.
https://www.kalispell.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..qov/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.nationalacademies.org/catalog/26788/roadway-cross-section-reallocation-a-guide
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://quide.saferoutesinfo.orq/walkinq school bus/
22 Pedestrian and Bicycle Information Center. (N.D.). SRTS Guide: Bicycle Trains.
http://guide.saferoutesinfo.org/walking_school_bus/bicycle_trains.cfm
23 Safe Routes to School National Partnership (June 2011). Safe Routes to School Local Policy Guide.
https://saferoutespartnership.orq/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, 25 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/
25 National Association of City Transportation Officials. (2016). Urban Bikeway Design Guide. https://nacto.org/publication/urban-bikeway-
design-guide/
Page 1 101
Progress and
Transparency (51
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 alternateroute.
Implementation grants as part of the Safe StreetsCity Kalispell 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 Project 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