Planning Board Minutes - January 8, 2008KALISPELL CITY PLANNING BOARD & ZONING COMMISSION
MINUTES OF REGULAR MEETING
JANUARY 8, 2008
CALL TO ORDER AND ROLL
The regular meeting of the Kalispell City Planning Board and
CALL
zoning Commission was called to order at 7:00 p.m.. Board
members present were. Bryan Schutt, Robyn Balcorn, Rick
Hull, John Hinch.ey, and C.M. (Butch) Clark. Jim Williamson
was absent. Tom Jentz, Nicole Johnson, P.J. Sorensen and
Sean Conrad represented the Kalispell Planning Department.
There were approximately 14 people in the audience.
HEAR THE PUBLIC
No one wished to spear.
APPROVAL OF MINUTES
Clark moved and Balcom -seconded a motion to approve the
minutes of the December 11, 2007 Kalispell City Planning
g
Board and Zoning Commission.
ROLL CALL
The motion passed unanimously on a roll call vote.
K LISPELL AREA
Tom Jentz, representing the Kalispell Planning Department
'TRANSPORTATION PLAN
presented an update on the process for the board.
2006 UPDATE
Jentz recommended that the board accept further public
comment regarding the Kalispell Area Transportation Plan
2006 Update (plan) then Jeff Key of Robert Peccia &
Associates will review the changes recommended by the
Technical Advisory Committee (TAC) at their meeting inn
December and any other comments made by the public that
need to be addressed.
CONTINUATION OF THE
Lex Blood, 844 - 3rd Avenue Bast, stated regarding the 3rd&.
PUBLIC HEARING FROM
4thAvenues East Couplet, he wanted to bring the sentiments
DECEM 3ER 11, 2007
of the 3rd and 4th Avenues East neighborhoods to the board's
attention. For f years they have made their concerns known
relative to the traffic conditions, the danger to pedestrians,
and the breaking up of this neighborhood/historic district
that these one-way, heavily traveled streets create. Blood
said in general the majority of the residents on 3rd and 4 th
Avenues East are heartily in favor of the recommendations
made in the plan, specifically those that would recommend
removing these streets from. the Urban Aid system and
changing each road to a two --way directional flow. Blood
added as the board is aware the Kalispell City Council, on
December 2, 2002, passed Resolution. #4759 that endorsed
the recommendations in the plan. Blood said it has been a
long time and he hopes that it moves forward.
Denise Smith, Executive Director of the Flathead Business
and Industry Association, 1103 South Main Street apologized
to the board members that the detailed comments that were
rormsed from FBIA were not in the ackets, however copies
Kalispell City Planning board.
Minutes of the meeting of January 8,1008
Page 1 of 1. 4
were distributed to the board this evening and she assured
them their requests will be met in the future. (Copy attached)
Smith continued when the comments were sent attached was
a copy of MDT's Access Control. and Land Use Planning
Policy paper and she hoped they have had a chance to review
this document and if not that they do review it. FBIA feels it
provides a clear picture of how the board can work in
conjunction with MDT on projects.
She stated as they make decisions on the plan they should
consider what infrastructure will support the land use
designations that are already defined in the growth policy.
Since this document is an addendum to the growth policy
they feel that there should not be any conflict. when
considering the transportation corridors along U.S. and
Montana State, and secondary highways they request that
the board keep in mind that Limited access does not preclude
people from having access. It just gives the state the
opportunity to designate the most effective access points.
Smith said they support TAc in their recommendations. The
committee and staff do a lot of hard work and she noted
there is a lot of research that goes into their decisions. FBIA
encourages maintenance of the bypass as the # 1
transportation need of the Kalispell area however, with
alternative funding sources available for other projects they
also request that the LaSalle f Conrad Drive connector be
designated as the next priority. The FBIA not only feels that
this connector road will assist in the flow of traffic on the
east side of Kalispell, but a $1.5 million price tag is fairly
palatable in assisting to alleviate truck traffic through the
downtown corridor.
Smith continued in conjunction with the TAC
recommendations FBIA requests an Access control Plan
and/or Corridor Study be conducted for Highway 93 North,
north of West Reserve. This will allow for long-term plg
for that corridor similar to what occurred south of Kalispell
and won't be dependent on one development. FBIA is also
requesting that a clear description of a junior interchange
along with an illustration be included in the plan.
Smith concluded by saying although the footprint on the
west side bypass cannot be altered the extension of the
bypass north from West Reserve Drive to Whitefish and
beyond needs to be planned now and FBIA respectfully
requests that the board work with whitefish and Flathead
County to plan a footprint for the extension of the bypass.
Bill Goodman, 1275 Lower Valley Road said he is a
downtown property owner and President of the Business
Improvement District. He said about a year ago -he went to a
Kalispell City Planning Board
Minutes of the meeting of January 8, 2008
Page 2 of 14
meeting that was introducing the Transportation Plan
Update and when he asked what the process was he was told
to project growth and to plan for it. Goodman asked at that
time what growth was planned for downtown and the answer
was they were not projecting any growth for downtown and
were told to ignore downtown because the city has spent
enough money there. Goodman quoted from the plan which
states "land use changes in the downtown area were
predicted to be marginal". However, he measured all of the
vacant surface parking lots and there is one --quarter of a
million square feet of surface lots downtown, not considering
the mall or Tidyman's - just right in the core. If one --quarter
of a million square feet were built out with one level down
and 3 up there would be a million square feet that would
have parking requirements of 1,500 spaces at the minimum.
Goodman stated there is no plan for that sort of growth.
Goodman recommended amendments to the plan, copies of
which he distributed and reviewed for the board. (Copy
Attached)
Mayre Flowers, citizens for a Better Flathead distributed
copies of their comments, which she reviewed. (Copy
Attached)
Flowers commented on # 12 of the TAC Matrix which refers to
a non -motorized overpass at 93 and west Reserve Drive. TAC
decided that an overpass at this location was cost prohibitive
and should be removed from the plan. However she said
there is a critical need for an overpass of this type at this
location because of the residential uses being added, the
shopping and the school. Therefore, they are requesting the
board reconsider the appropriateness of providing some kind
of pedestrian facilities in that area.
In addition. under #30 she asked for clarification of the "text
changes" referenced.
In item #32 there is no crash analysis for the Highway 93
North area and since that is the main growth area she feels it
would be appropriate to include those statistics for that
corridor.
She also asked for clarification on the changes that are being
considered under item #42. Flowers stated Citizens for a
Better Flathead supports the TAC recommendation for a
Access Control Plan and/or Corridor Study on Highway 93
North.
JEFF KEY, ROGER T TT previewed the joint work session with the Kalispell111it
PEC CIA & ASSOCIATES Planning Board and the Kalispell City Council. He also
reviewed the public draft revisions matrix that was forwarded
by TAC. His comments were as 'follows:
Kalispell City Planning Board
Minutes of the meeting of January S, 2008
Page 3 of 14
TDM-5 -- 3m and 4th Avenue Couplet --- TAC supports)
removing the couplet from. the Urban Aid System and
requested this project remain part of the plan.
TSM-13 - Appleway Drive & Us 2 -- TAC decided to remove
this project from the plan since a solution would be short
term and the intersection will become obsolete when the
bypass is constructed.
MSN-27 - 7th Avenue Extension -- TAC decided to remove
this project from the plan because the extension would not
be in context with the character of the surrounding
neighborhood and rely would never be implemented.
Prioritize Projects - TAC directed the consultant to put
projects in a range of first, second, and third priorities, or
short, medium or long-term priorities, and add the language
that it is at the discretion of the local officials to re -shift
priorities as conditions warrant.
US Hwy 33 North of Reserve - TAC recommended that the
concept of junior interchanges be left in the plan. Schutt
asked for a definition of a junior interchange and Key said it
is unobstructed flow, with no stoppage of traffic on the major
through route, yet it still allows for egress and ingress onto
the major highway from each side. There was lengthy
discussion regarding junior interchanges and Key thought
adding the definition of a junior interchange and an
illustration to the plan was a good suggestion.. Key added
TAC also felt further study on the corridor was needed and
suggested the need for a Corridor Study or an Access Control
Plan was warranted and should be programmed, funded and
implemented jointly by the MDT and the City of Kalispell.
Key noted the Transportation Plan is intended to be a 20
year plan but the plan should be revisited every 5 years,
which is a recommendation included the plan.
Key referred to the comments made by Fill Goodman
regarding the land use projections in the downtown core and
although he supports the development of a Downtown
Master Plan it is beyond the scope of plan update.
Schutt said he also noted that downtown was not really
addressed and asked if Key is suggesting that land use
changes downtown would not be to the scale that would
warrant huge changes in the transportation system. Key said
yes because the roadway system network would not be
Changed, however where it would make changes is parking.
Key said regarding the comments by Citizens for a. Better
Flathead, ;4 1.2 in the matri.x that refers to a non --motorized
Kalispell City Planning Board
Minutes of the meeting Of jannary S, 1008
'age 4 of 14
overpass at tilgtiway 93 ana West Keserve Unve, TAG stated
due to ADA requirements it was prohibitively expensive and
it would never get built and TAC directed Key to delete it
from the plan.
Comment #30, addressed the need to clearly state the
difference in user types between commuter bicyclists and
recreational bicyclists. Key agreed it is important to know
who the amenities are targeting.
Regarding including crash analysis from Highway 93 North
Key said the standard is to do a crash analysis within a 3
year period and given the amount of construction. on
Highway 93 North during the last 3 years they didn't feel
there would be enough data to glean any results and
therefore it wasn't included. Schutt asked what is meant by
not enough data, is it because conditions are changing so
rapidly they couldn't get apples to apples comparisons and
Key said yes / Then he explained how the data is collected.
Key continued regarding the intersection of whitefish Stage
and ,CJLTest Reserve there are a few projects such as Evergreen
Drive and Whitefish Stage Road that are short-term
recommendations to improve the signing and try to meter the
traffic flow better with stop control and left turn bays.
Regarding transportation. con.currency Key said TAC did not
state "develop a concurrency program and recommend it as a
policy". He thought instead there was some resistance to
adopting a formal program that would mandate that
developers have to build these facilities before they can be
considered. TAC suggested explaining the current process
for development instead.
Key said lastly regarding the need to include jobs that were
created in the last decade he is not sure this information
would be appropriate in the plan.
Schutt said he liked the idea of prioritizing projects high,
medium, and low. Key said of the major projects only 2 were
accomplished one of which was Meridian. Road which used
all of the urban money. He added the city will continue to
pay for that project until the year 2011. However, 0 of the
lower TSM projects have been completed.
Schutt asked what is involved in conducting a Corridor
Study and/or Access Control plan and is it too late for
Highway 93 north of West Reserve. Key said MIST usually
completes Access Control Plans in --house or they hire a
consultant. ne pians are very heavy on outreach to the
landowners and developers along the corridor to determine
their future plans for the property and includes an
explanation of the benefits of access control. In those
Kalispell City Planning Board
Minutes of the meeting of January 3, 008
Page 5 of 14
discussions landowners/ developers are forced to refine their
plans and define what is important to them and the
development and they are forced to focus on the community's
growth policy and other plans. More importantly it also
parlays into the vision for the corridor. Then when it is
finished there is a defined idea where the approaches should
be to serge the adjacent land uses, whether or not
approaches can be shared, what type of development will be
anticipated, whether frontage roads will be an option, and
also what the corridor will look like. After the plan is adopted
then an Access Control Resolution is created which is
reviewed by the Montana Transportation Commission. Ivey
said a Corridor Study is more regulatory and is actually
considered a pre-NEPA study that has to be completed in a
certain way so as to be easily converted to a NEPA document
if necessary.
Schutt noted the planning board did a lot of that work as
they were completing the Highway 93 North Growth Policy
Amendment which could be a seed to getting a study started.
Schutt asked Jentz what is the status of kicking off either an
Access Control Plan or Corridor Study and Jentz said getting
the Transportation Plan Update adopted and getting
everyone's attention focused.
Hull asked how the priorities will be determined and Key said
the direction was to lump the projects into either a first,
second or third priority or a short, medium or long range
priority so he will probably start with the projects that would
benefit the transportation planning area the most, then
include a disclaimer that the priorities are subject to change.
Hull said his concern is if the projects are shuffled people
will forget about therm. The bypass is the only concrete
project on the list and yet he keeps hearing repeated efforts
to throw the whole bypass out. Jentz said TAC decided the
bypass is the # 1 priority which will tape at least 6 years to
build. The next tier of projects are the urban funded projects
and, he continued, the harsh reality is that paying for the
last project, Meridian Road is still 6 years out. That is 6
years until they can start getting money into the pot toward
the next urban project so therefore, they need to prioritize
them. Hull asked if there are secondary funds and Jentz
reviewed the secondary projects which includes Foys Canyon
Road (completed), Big Mountain (currently being
constructed) and then Willow Glen., which is part of this
plan. Jentz added the reality is they don't see a lot of big
projects in this area and when the big project funding comes
through the project selected needs to be a really good one.
Hinchey noted both Mr. Goodman. and Ms.
mentioned the issue of a parking facility downtown
r�rl act IL - would have on downtown traffic. Hinchey
Kalispell City Manning Board
Minutes of the meeting of January 8, '2008
Page 6of14
would like to see a recommendation for a parking facility
downtown added to the plan. Key responded the impact of a
parking garage on downtown traffic is felt to some extent
however, it has been their experience when they see parking
garages going up typically the city does not mare major
modifications to the roadways around it. However, Key said
after reviewing the comments by Mr. Goodman he doesn't see
a problem with incorporated them into the plan.
Key said before a parking structure is actually constructed
the city should be looking at a Parking Management Plan
(PMP). Key explained the components of a PMP for the board.
Clark asked for further clarification on a Downtown Master
Plan/ Transportation Plan. and Key explained a Downtown
Access 8& Circulation Study using the one being done in
Spokane as an example. Jentz interjected the board is
reaching beyond the realm of the contract for the update of
the Transportation. Plan but he Dikes the concept of a parking
structure being introduced in this plan. He added it should
also be included in the Growth Policy and in the
Redevelopment Plan that is being discussed for the
downtown area.
Hull said downtown is changing radically into an office area
and if something isn't done it will become what he calls a
combination of tattoo parlors and store -front churches. Hull
suggested asking the city council for permission to work on a
downtown plan where they can discuss parking and other
issues. Hull added rather than putting Mr. Goodman's
comments in this plan perhaps it should be a separate plan.
Schutt asked if there was a need for the board to approve the
items listed in the TAC action. matrix. Jentz said those
recommendations have already been incorporated and the
consultant reviewed them because they were the most
important issues brought up by the public. However, if the
board wants to change any of them that is up to the board.
Clark was concerned that the board may not agree with the
text clarifications that will be made and he is hesitant in
forwarding a recommendation to city council without an
opportunity to review those changes.
Mayre Flowers, Citizens for a Better Flathead noted she
forgot to mention Tronstad Road on Highway 93 is
recommended for a 3/4 turn access and she asked why they
would want to encourage 3/4 turns onto Highway 93. Key
said. the 3/4 access movements are a happy medium
between a full movement intersection and a right -in, nght-
out where typically left turns are the most troubling
movement on the high speed corridors. Given the level of
traffic that might be predicted on certain roadways they have
Kalispell City Planning Board
Minutes of the meeting of January S, 2008
Page 7 of 14
allowed 3 J 4 access movements. Schutt said more detailed
recommendations on those types of specific questions would
come from the Access Control Plan or Corridor Study and
Key agreed.
Clark said 3/4 turns, the left -in, seems to be the major
movement that causes deaths when people turn left and
cross the major highway so why would Key consider them
safer. Key said typically when you are making a left turn out
of an approach the driver is looking in 2 different directions
and, he added, they see the most accidents with that
movement. He continued, with a left -in the driver is only
looking in one direction and they are usually able to get out
of the traffic stream and into a left turn bay. At that point
they are looking at one, through movement and they can
typically sit in the left turn bay until there is a gap in the
oncoming traffic stream.
No one else wished to speak and the public hearing was
closed.
MOTION Balcom moved and Hinchey seconded a motion to
recommend to the Kalispell City Council that the Kalispell
Area Transportation Plan 2006 Update be accepted,
incorporating the changes recommended. by TAC, as an
addendum to the Kalispell Growth Policy.
BOARD DISCUSSION Balcom said she appreciates the comments that have been
made and she feels the consultant adequately addressed the
questions raised. She suggested as long as the board agrees
with the spirit of the amendments discussed she trusts the
consultant to handle the word.smithing. Balcom added the
plan should move forward.
Hull said with all respect to Dr. Blood, he feels changing the
traffic Hover of the 3rd and 4th Avenue Couplet will be
controversial because the streets are heavily used. Jentz said
the city Council. and TAC have passed a resolution to
consider taking those streets off the Urban Aid System,
which MDT would have to approve. It would tape away a
north/ south connector through town, however, these streets
carry a large volume of traffic that belongs on an urban
system designed to carry that volume of traffic. Jentz added
31rd and 4th were never designed to be collector or arterial
roads and MDT needs to find other places, besides
residential neighborhoods to move traffic.
Hull said his concern would be then one -by --one
neighborhoods will want to shut down roads through their
area because they don't like the traffic and it pushes the
traffic somewhere else. Jentz noted the purpose of the
bypass and other collector and arterial roads is to take the
traffic out of the neighborhoods. Jentz added when. the
Kalispell City Planning Board
Minus of the rneetin(cif January 8, ��f��
te
Page 8 of 14
bypass is completed and if they were to see Willow Glen,
Conrad and some of the other streets redeveloped there
would be a shift in traffic patterns in this community. Hull
doesn't think the bypass will be the salvation, as far as
removing local traffic. Clark noted removing the truck traffic
will be a great help.
i
Hull said he thinks there should be a connection between
Center Street and 7th Avenue East and South Meadows
should be extended from Bluestone Drive to 5th Avenue west.
Hinchey said regarding the 3rd and. 4th Avenue couplet,
correcting that debacle is long overdue and now is the perfect
opportunity with the support of TAC and the city council.
MDT has said they will abide by the wishes of the local
government. Hinchey added he is ready to approve the plan.
MOTION -- PARKING
Hinchey moved and Balcom seconded a motion to direct the
GARAGE IN DOVMTOMW
con.sul.tant to incorporate the language regarding the need
for a parking facility in downtown Kalispell, into the Kalispell
Area Transportation 2006 Update.
ROLL GALL
The motion passed unanimously on a roll call vote.
BOARD DISCUSSION
There was discussion regarding including the extension of
South Meadows from Bluestone Drive to 5thAvenue west. A
motion was made but due to a lack of a second was
withdrawn.
MOTION -- ADD 7TH AVENUE
Hull moved and Clark seconded a motion to reinsert MSN-27
EXTENSION
PhAvenue Extension) into the Kalispell Area Transportation
2006 Update.
ROLL GALL
The motion failed on a roll call vote of 2 in favor and 3 in
opposition..
BOARD DISCUSSION
Schutt said the priorities will be decided after tonight but
keep in mind before anything gets built it will get debated
either by this board, TAC or city council and nothing will hop
off this list and into concrete overnight. Therefore, Schutt
said he is comfortablewith moving the plan forward to city
council.
Hinchey asked when the projects will be prioritized and Key
said he would complete the prioritizing before the city council
meeting.
ROLL CALL - ORIGINAL
The original motion, as amended, passed unanimously on a
MOTION
roll call vote.
ADERHOLT ZONE CHANGE
A request from Sandra Aderholt for a zone change from City
R-3 (Single Family Residential) to City R-5
Kalispell City Panning Board
M inute,s of the meeting of January S. 2008
Page 9 of 14
(Residential/Professional Office) for two lots in the Adams
Addition of Kalispell. The land encompasses roughly 32,000
square feet and is located along North Meridian Road
approximately 100 feet south of the intersection with Three
Mile Drive.
STAFF REPORT IZCw07-03 Nicole Johnson, representing the Kalispell Planning
Department reviewed staff report KZC-07-03 for the board.
Johnson said this is a very sensible and reasonable project
which includes a zone change from R-3 (Single Family
Residential) to R-5 (Residential/Professional office) District on
2 lots along the west side of North Meridian Road. Johnson
reviewed the location of the property, surrounding zoning and
land use designation for the board.
zJohnson stated for the record that she noted the property
owner that there are covenants on this property from when it
was originally subdivided and it is the property owner's
responsibility, not the city's, to comply with those covenants.
She added the R-5 zoning designation currently fits within the
covenants however there are some uses that wouldn't be
allowed unless the covenants were amended.
Staff recommends that the Kalispell City Planning Board and
Zoning Commission adopt staff report KZC-07--03 as findings
of fact and recommend to the Kalispell City Council that the
initial zoning for this property be changed to R-5
Residential/ Professional Office District.
PUBLIC HEARING I No one wished to speak and the public hearing was closed.
MOTION Hinchey moved and Balcom seconded a motion to adopt staff
report KZC-07-03 as findings of fact and recommend to the
Kalispell City Council that the initial Zoning for this property
be changed to R-5 Residential/ Professional Office District.
BOARD DISCUSSION 4 None.
ROLL CALL I The motion passed unanimously on a roll call vote.
TEXT AMENDMENT - A request by the City of Kalispell to amend the Kalispell
K.ALISPELL SUBDIiTISION Subdivision Regulations to address recent legislative changes
REGULATIONS in the subdivision and platting act. Section 3.13 . B and
Appendix D were corrected to require parkland dedication for
minor subdivisions. In addition, references to the
Countywide Administrative Board were changed to reflect the
current regulatory body, the Kalispell City Council. The
document was also updated to correct references to the
Uniform Fire Code which has been replaced with the 2006
edition of the International. Fire Code per Ordinance 1617 .
Kalispell City Planning Board
Minutes of the meeting of January 8. 008
Page 10 of 14
STAFF REPORT Nicole Johnson, representing the Kalispell Planning
KSTA-0 7-01 Department reviewed the staff memo dated December 19,
2007 for the board.
Johnson briefly reviewed the legislative changes that
included the update of the park dedication for minor
subdivisions; and housekeeping items related to the Uniform
Fire Code, deleting a reference to the Countywide
Administrative Board, renumbering sections and
typographical errors. The following amendments are
recommended;
* 3.19 (B) Exceptions To Park Dedication:
1. Park dedication shall not be required for:
a . mots created greater than 5 acres in size;
be. Non-residential lots;
cd. A subdivision where lots are not created except
when that subdivision provides permanent
multiple spaces for recreational camping
vehicles, mobile homes or condominiums*
de. Planned Unit Developments or other
developments which propose lands
permanently set aside for park and recreation
purposes to meet the needs of the persons who
ultimately resides in the development and
equals or exceeds the dedication requirements
of Subsection A above;
of. Where a subdivision provides for long term
protection of critical wildlife habitat; cultural,
historical or natural resources; agricultural
interests or aesthetic values and said area
equals or exceeds the dedication requirements
of Subsection A above;
Appendix D (Sample Forms and Certifications) which
includes a sample Certificate of Waiver of Park Land
Dedication for Minor Subdivisions (Section VII) was
also deleted as the amendment to the state law made
it unnecessary.
Replace "Uniform Fire Code? with International Fire
Code in three separate places (3.14+ ((.") WATE
SUPPLY SYS 1 EM y 3.24 (B) FIRE PROTECTION) and
4.08 (K) MANUFACTURED HOME PARK STANDARDS,
Kalispell City Planning Board
Minutes of the meeting of January 8, ?008
Page I I of 14
Gas Systems.) The Uniform Fire Code has been
replaced by "International Fire Code" by City Council
Ordinance 1617.
• Replace "Countywide Administrative Board" with the
Kalispell City Council in section 7.04, SCHEDULE OF
PEES, as the County -ride Administrative Board was
disbanded in 2001.
Staff is recommending that the Kalispell City Planning Board
and Zoning Commission adopt the amendments to the
Kalispell Subdivision Regulations and recommend the
Kalispell City Council approve the amendments as noted
above.
Johnson mentioned the staff and planning board will be
undertaking a substantial review of the subdivision
regulations in the near future.
Hinchey asked if the parkland dedication would be accepted
as either land or cash -in -lieu and Johnson said yes. Schutt
asked if minor subdivisions are 5 or fearer lots and Johnson
said yes and added there will not be many tracts in the city
that can be subdivided as minor subdivisions since the
number of lots relates to the original tract of land.
PUBLIC HEARING
No one wished to speak and the public hearig was closed.
MOTION
Balcom moved and Clark seconded a motion to adopt the
amendments to the Kalispell Subdivision Regulations and
recommend to the Kalispell City Council that the
amendments as noted above be approved.
BOARD DISCUSSION
None.
ROLL CALL
The motion passed unanimously on a roll call, vote.
OLD BUSINESS:
Continuation of discussions regarding a request by the City
TEST AMENDMENT -
of Kalispell for a zoning text amendment to update Chapter
KALISPEL►L ZONING
27.26 of the Kalispell zoning Ordinance relating to Off -Street
ORDINANCE PARKING
Parking, including, but not limited to, changes In design.
STANI3ARDS
standards, landscaping requirements, and the minimum
number of required parking spaces associated with specific
uses.
MOTION TO REMOVE ITEM
Clark moved and Hinchey seconded a motion to remove the
FROM THE TABLE
parking standards amendments from the table.
ROLL CALL
The motion passed unanimously on a roll call vote.
Kalispell City Planning Board
Minutes of the meeting of January S, 2,008
Page 12- of 14
BOARD DISCUSSION P.J. Sorensen, representing the Kalispell Planning
Department reviewed the amended staff report KZTA- 07-03
for the board.
Sorensen noted the only outstanding issue was a method to
calculate the gross floor area of basements for purposes of
parking ratios.
Schutt said he thought basements should count as space
towards the parking requirement if the space could pass a
fire code inspection for legally occupied space.
Clark said there was also a height restriction at 7 feet which
didn't mare any sense to him.
Sorensen said staff was attempting to create a standard for
discussion purposes and the criteria suggested was 5 foot
ceiling heights, an access such as a door or stairway, and a
hard floor surface. Having the definition would assist the
staff and lay person in determining whether or not the
basement would be habitable space and therefore counted
toward the parking ratios. Staff` is asking for clarification of a
gray area in the ordinance.
Hinch.ey said he has several basements on Main Street that
fit that criteria but are not habitable so it provides some
merit to what Schutt was saying. Jentz reminded the board
that this pertains mostly to new construction.
Schutt noted there are yearly inspections by the fire marshal
and Jen.tz said yes there are but there are a lot of unfinished
basements and the fire marshal may come back next year
and find habitable space and by then it is too late to assign
additional parking space requirements.
Further discussion was held and the board suggested the
following amendment:
"Where a calculation is based on gross floor area of a
structure, any space including, but not necessarily limited
to, a basement or crawl space with. (a) a clearance of seven
(7) feet or more; (b) and 2 code compliant accesses; and (c) a
hard floor surface such as steel, wood, or concrete, is to be
considered as gross floor area."
Hinchey discussed item 11 on page 10 of the amendments
and said it seems to him they are converging on a 300
square foot gross floor area to trigger a parking stall except
for north of Center Street which is 250 square feet and why
isn't it consistent. Sorensen responded the only piece of
property north of Center, in the Special Parking Maintenance
District, is the rnall and the retail shopping center ratio is
currently 3 per 1000 or 1 to �00. Staff is recornmendin
Kalispell City Planning Board
'Minutes of the meeting of January 8, 2-008
Page l 3 cif 14
dropping that ratio to 4 per 1000 or 1 to 250.
MOTION
Hinchey moved and Balcorn seconded a motion to adopt staff
report K TA-07-03 as findings of fact and recommend to the
Kalispell City Council that the amendments to the Parking
Standards be approved with the amendment noted above.
BOARD DISCUSSION
Clark asked for further clarification on the description of a
basement. Jentz said when someone comes in with a
structure that has a basement the city will count parking
against the basement square footage if it has at least a 7 foot
clearance; a hard surface floor of steely wood or concrete; and
2 code compliant accesses. If all 3 of the criteria are not met,
no parking calculation will be added for the basement square
footage.
ROLL CALL
The motion passed unanimously on a roll call vote.
OLD BUSINESS
There will be a work session on Kalispell west Growth Policy
CONTINUED;
Amendment on January 29, 2008.
NEW BUSENESS:
None.
ADJOURNMENT
The meeting adjourned at approximately 9:30 p.m.
WORK SESSION:
Immediately following the regular meeting a work session
BLOOMSTONE PLANNED
was held on Bloomstone, a proposed Planned Unit
UNIT DEVELOPMENT AND
Development & Preliminary Plat on approximately So acres
PRELIMINARY PLAN'
off of Four Mile Drive.
NEXT MEETING
The next work session is scheduled for Tuesday, January
291 2008, at 7:00 p.m. in the Kalispell City Council
Chambers.
The next regular meeting of the Kalispell City Planning
Board and Zoning Commission is scheduled for February 12,
2008, at 7:00 p.m. in the Kalispell City Council Chambers.
Bryan H. Schutt Michelle Anderson
President Recording Secretary
APPROVED as submitted/corrected: / /08
Kalispell City Planning Board
Minutes of the meeting of lanuary 8, 2008
Page 14 of 14
Dear Members of the Kalispell PI ` Board:
The City of Kalispell worked hard on our growth policy and thanks to the bard work from folks l&e
you, we have a good document that will ensure that we are able to grow and yet am the
character of our community. Since the transportation plan is an addendum to the gr+o policy, it is
critical, that the document you are considering be a reflection of that policy and not Cr conflicts.
As such the Flathead Business and industry Association (FBIA) would like you to cons* er a few
iterbs.
I) As you make decisions over the wide range of truLsNrtation needs please re the growth
policy and compare the land use designations m comparison to what is planned for
transportation infrastructure. The best thing for the f Awe of this valley is to hav
transportation complement land use designation. �
2} The FBIA further requests that you are coof the funding required for'ea W project.
Some of the proposed projects may be more attainable due to their lower cost, if their
impact may not be as large as other mare costly projects which have a lower po ability of
completion due to lack of funding.
3) when considering the transportation corridors along US Highways and Mona State
Highways please keels in naiad that limited access does not preclude people from having
access. Limited Access just gives the state the ability to 4esignate the most eff6#ive access
paints. we further request that you review the aftached Montana Department of
Transportation (MDT) Access Control and Laud Use Planning Policy Paper. 'fiealZy
Policy Goal B located on document page 21 which establishes a mechanism r etexi minmg
transportation costs to be paid by developers.
4) we support the changes made by the Technic Advisory Committee (TAQ. Spe cificaUy we
support:
An Access Control Plan and/or a Corridor Study for Righway 93 Forth of R e.
• & Avenue East Forth E)tension, referred to as MSN -27. Again as stated pre iiously the
FBIA requests that you review the growth policy plan which indicates the con ection
should only be a bikelpedestrian. connection. Allowing car traffic on the cot wan would
create a de facto bypass through an area where the houses are in close proxungy to the
street and where pedestrian traffic crossing to woodland Park is heavy.
The FBIA also encourages the Planning Board continue to maintain the Bypass as the n mber one
transportation need of the Kalispell Area.. However, with alternative funding sources av ' l.abie ti)-
far ether projects we respectfully request that you consider the following projects as ,high. �vrities.
l) The LaSalle Extension/Conrad Drive Connector. As it states under MSN 24,1 `tis
project has merits for improved connectivity.' Due to increased traffic after
installation of the stoplight at Shady Lane and MT Highway 35, MIDT is c tly
addressing
same safety concerns of two comers on Conrad Drive and F1ath County
has listed willow Glen as its number one priority for Secondary Highway re uild. This
connector road will not only assist in the flow of traffic on the Eastside of ttough
pelL the
$ i . 5 Million price tag is fairly palatable in assisting to alleviate truck traffic the
downtown corridor.
E
2) MSN 31, Highway 93 Forth. Based on the decisions that have already been established
tyro the growth policy, land use Forth. of Reserve creates an urban tr uiqortafion
system. Wbile Junior Interchanges may seem lke the best solution, we request
that a corridor study be conducted to ensure a long terra plan is dated based on
engineering and not on persona. preferences.
3) NISN 5, whitef sh Stage Road -- Rose gassing to Birch grave. This pr�ject is currently
hMTl s Secondary Road priority for the Flathead 'm conjunction with Flaihead County's
priority of willow Glen. in conjunction with the potential build out of V9 biLt f sh Stage
from Deserve Drive to Rose Crossin& we suggest that this project shout be seen as
a priority by the City of Kalispell.
In closing, p � , lease in mind that the transportation plan is an - advisory document.' , ' le it is a
good reference, traffic demands that are currently unforeseen may arise requmng thisti4ix-tat%n
plan to remain somewhat fluid.
`hark you for your consideration of our corn Lents and your willingness to volunteer as a planning
board member.
Sincerely,
Denise N& Smith
Executive Director
Access Management
And
Land Use Planning POIfCY Paper
TranPlan 21 - 2002 Update
State of Montana
Department of Trans portat ion
rMMU-1,1_41
TRANt±tw�2AI
z
Montana Department of Transportation
Access Management and Land Use
Policy Paper
Table of Contents
■
I. In roductiVn...rarrwwrraar.aM#warrara.•rwarra*arrwar*000**.araatraaa.oar►rasa►aF..rr.w•awra*****ar..iwr.wa�swr.•
A. Current Land Use Planning Authority in Montana.....** ►►...
B. 1995 TranPlan 21 Response to Land. Use Planning Issues.
C. Current Land Use Planning Activities in Montana.....
Do Current Access Management Practices in Montana►.+r..w...aa.w.a.►*r...R..
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III. Policy Goals and Actions............w.........a.r....aa.aw.w........r.................■......a.ra a►
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Montana Department of Transportation - TranPlan 212002 Update
Access Management and Land Use Planning Pblicy Piper
Pa I
1. Introduction
Background on Current Land Use Planning and
Access Management for Transportation in Montana
■
This document is the TranPlan 21 2002 Update to the 1995 Access Management and Use
Plaruung Policy paper. This policy paper addresses access management and the broade issue of
the linkage between land use and transportation in Montana. For both areas, the paper scribes
the conclusions from the original 1995 TranPlan 21, the issues addressed in the orig�al policy
paper, current policies and practices, the major issues raised for this update, and the
recommended policy goals and actions that address these issues. !
Access management and land use planm*ng were subject to an in-depth treatment in 190 because
Montanans raised many issues about the impact that development was having on the
transportation system and concern that MDT's decisions were it more difficult or local
communities to manage growth. In 1995, strong sentiment was expressed in a n ber of
communities that MDT take a more active role incorporating land use in highway pl .ig
decisions. Because MDT does not have the authority over land use, the 1995 policy paper
concluded that MDT should not adopt a more active role in land use planning. Instead, the paper
concluded that MDT has a strong policy interest in ensuring that the developme review
decisions and the land use planning actions of local jurisdictions preserve the efficient and safe
function of Montana's transportation corridors. This policy interest was covered in a 1995
policy paper through actions concerning access management, and coordination th local
Jurisdictions' planning activities. In addition, actions addressed developer responsib 'ties to
mitigate traffic impacts from major new developments.
The issues addressed in the original policy paper and the conclusions arrived at still hol I for the
2002 TranPlan2l Update. The 2002 update paper is consistent with the findings anddirc ction set
m 1995. Today, the imperative for implementing access management and corridor rvation,
and for establishing close coordination with Montana's local governments, is greater d to the
continued concentration of growth in Montana"s most developed counties.
A. Current Land Use Planning Authority in Montana
Before discussing MDT's policy goals and actions related to access management d land
use pl , it is important to note that the State of Montana in general, and the ontana
Department of Transportation in particular, have no enabling legislative authority relative to
decisions over land use. Land use planning authority resides at the local levk Focal
jurisdictions have the authority to address land use planning through flu-ee authori -es: 1) a
growth policy, 2) sub -division laws, and 3) zoning and permitting regulations. These
authorities are described below.
f
1 lC%.,.EWSS POLICYaDO(
D Y, E MAID AO M. ENT GR0TJ P NC
Montana Dept of Transportation - TranPlan 212102 Update
Access Management and Land Use Planning P l cy Paver
PaRt 2
Growth Policy
The Local PI 9 Enabling Act (76-1-101 through 76-1 w-606, MontL Code
Annotated) enables local government to prepare a growth policy and se4 out the
required procedures. If enacted, the growth policy must cover the entire j 'ction
and address all aspects that affect the community's public facilities, tran rtation,
parks, recreation, economy, and housing. The planning jurisdiction may mus on
incorporated urban areas or may include the entire county.
2,. SubwDivision Laws �
Sub -division laws regulate the process of platting land into lots and prow ' g public
facilities (roads, water, sewer, and storm ) to the lots. Before granfing
approval, local governments must assess the anticipated needs of the roposed
subdivision for local services including roads and maintenance, and ov public
health and safety related to the development.
3. Zoning and Development Per, itting
Zoning is a legal tool local governments use to protect public health, ty, and
welfare by dividing jurisdictions into use districts (zones), restrict vario uses to
Ok
certain zones, and impose requirements that permitted uses must meet. In ontana,
three different statutes authorize local goven Tents to enact zoning re ations;
however, zoning is not mandated.
Many planners and local officials in Montana have expressed interest in alte ' es to
zoning for regulating land use. one alternative, using existing state enabling statutes,
involves development permit regulations, which affect the character and Sqity of
new development as opposed to zoning, which only affects the location.. Depment
permit regulations may be adopted under any of the three zoning enablings.
Development permit regulations may be used to implement a jurisdiction's and use
plan and mitigates transportation impacts by having different requirem nts for
different areas in a county. For example, there could be more specific require eats to
manage growth in incorporated and unincorporated communities, and less restrictive
or specific standards in the rest of the county. Growth management has been a topic of
interest in recent years and usually means that a growth area is deli d by a
boundary line, and within that growth area development at higher de ities is
encouraged by various mechanisms such as providing k&astructure (ro: water,
sewer) to support this development. Montana's local governments have the uthority
to establish goals for local growth.
�c :Ss POLaCY.DO(
DYE MANAGEIMEN G R 0 L
Montana Department of Transportation - TranPlan 212 2 Update
Access Management and Land Use Planning P llcy Paper
Fa e 3
B. 1995 TranPlan 21 Response to Land Use Planning
Issues j
In response to the access management and land use issues evaluated in the p process,
the following overall policy goals and actions were adopted in the 1995 T'r Plan 21
Access Management and Land Use Planning Policy Paper:
• MDT established a policy goal encouraging local jurisdictions to establish land use
planning and development permitting mechanisms that would enable local J 'coons
to better manage the land use aspects of transportation/land use coordination.
Since TranPlan 21 was adopted in 1995, MDT and the planning officers in many of
Montana's cities and counties have developed a close working relati hip in
reviewing proposed developments within the Systems Impact Action Process
(described later in this document) a development's impact on the safety and function
of the public roadway system may be mitigated either by conditions include , in local
platting approvals or through approach permits issued by MDT —depending on the
jurisdictional authority over the adjacent roadways. The close working relationship
between the MDT and local planning offices enables local governments better
manage both land use and transportation aspects of development. These re 'ews are
limited to site impacts.
Montana's urban areas, along with other areas that are under development pressures,
also receive support from MDT to develop tan.sportation plans. The local goi rerrument
offices manage these plans. Consequently, the urban area transportation plans are
consistent with local land use plans. However, many of Montana's local goveTnments
are at a disadvantage because they lack resources to support local planning efforts.
The TranPlan 212002 Update retains the goal of encouraging local land use Tanning
with the additional specific focus of encouraging local jurisdictions to be support
NOT's corridor preservation objectives.
•► MDT established a goal of working with local jurisdictions to require deve opers to
mitigate the roadway systems impacts resulting from large develo ents by
1
contributing to improvements required to accommodate travel demands.
This goal resulted in MIST establishing a defensible mechanism known as the systems
Impact Action. Process. The TranPlan 21 2002 Update refines this goal by ocusing
the State' s permitting authority and its working relationship with local go ernm.ent
decision makers. {
Potential policy goals and actions that would have increased MDT's direct tivity in
the area of land use planning were not adopted.
The TranPlan 212002 Update did not revisit these decisions because MDT i not the
appropriate agency for initiating or coordinating land use -related actions. R gardless
of the issue of authority, within the 1995 TranPlan 21 here was greater concern
expressed by the public over MDT's direct involvement in local land use phuining. In
addition, duringthe develo ent of projects, especially those that add capacity to the
� p� �
ACCESS PoLICY.DOC
DYE MANAGEMENT GROUP, INC
Montana Department of Transportation - TrartNan 21 22 Update
Access Management and Land Use Manning P icy Paper
Paine 4
highway system, local governments normally advise and participate ' project
planning including design elements that enhance local land use goals.
C. Current Land Use Planning Activities in Montana
I Status of Land Use Planning in Montana
Land use planning is varied and inconsistent across Montana. During 0
1999
legislative session attempts were made to address these inconsistencies thro gh new
legislation that requires local ,jurisdictions to develop growth policies. MCA f - 1- 601
states that each planning board shall prepare and propose a growth policy for entire
,jurisdictional area. Growth policies are a comprehensive development plan c r master
plan that must include certain components such as community goals and o `ectives,
projected trends for the life of the growth policy, and an implementation. strat The
policy may also propose ordinances or resolutions for possible adoption by the
appropriate governing body.
2. Even with the new requirement to develop growt
policies, development and application of these g wth
policies has been inconsistent. No state agency
oversees or regulates the creation of growth poli ies
and there has been some confusion regarding th
deadlines for adopting growth policies. Coordina ion
of Transportation and Land Use Planning
The Transportation E ffic iency Act for the Twenty -First Century (TEA-21) quires
state transportation agencies and m�opolitan planning organi2ations Os) to
consider projects and strategies that will: "support economic vitality," crease
accessibility and mobility options," `protect and enhance the environment," " prove
quality of life," and `enhance the integration of the transportation system. ' These
parallel. considerations are commonly included in land use planning activities. A-21
eliminated any specific reference to state -level responsibility regarding ;Id use
planning because states rarely have authority to directly make land use decins. At
this time, the Federal regulations interpreting TEA-21 have not been finalized and the
Federal Highway Administration has issued guidance to states to follow the statutory
language of TEA -21. Consequently, while land use coordination is not a peci is
requirement, the underlying goals of most land use plans have to be considere within
the parameters of the statewide plan.
Many re g ions of Montana lack current growth po l is ie s that can serve as a refe nce for
the statewide, policy level transportation plan. In practices consistency be en the
local land use plans and state transportation system development and M 4mrrement is
achieved through the Systems Impact Process (described later in this document) for
large site developments. Local officials also assure consistency with their
f'
J
jurisdictions land use plans throughthe project nomination process or the S ndary
�°
ACCESS POLICY.DOC
DYE MANAGEMENT GROUP I N C
MOMM DePwftnent of T- TranXm 21 .2 UpdateAcccsiivarg��and Land se P� P Paper
and Urban iighway in which they act as the principal project ofigkwbrs. In
addition, kx:al elected offic s am dimctly involved through advisM and sk=-ing
c=jmdft=s in the project development (especially for capachy expansion
pro*z) incl"ng all ass nagement for individual projects.
In Montana's duve metropolitan arm (Bdhng;s, Great hand mwula),,
bansportation planning is conducted in accordance with. Section 134 of 23 USC,
which kwhades the conskkxafions for sftmte&s and pwiects descnbed above, As with
most metropnritan areas nationally, the counties and cities that comprise Montana's
dure NWs are also responsible for local land use t9anning. In additionLY
JL
the-mmdatedd Lion td efforts in the metropolitan areas, MDT
also supports nl efforts in smaller urban areas inchWing - Helena,
KaILSMU, and Butte that are by the low armies responsible for land use
YA Taken together, these efforts ensure coordinafion between ortation
AL
ff and lid use Wnsin ng in those areas where there is the highest level of
batenst in, and conmitment to, land wep r
D. Current Access Management Practices in
Montana
A.�s t descr b= a set of 3 w r gemen
p=6= dw pmserve the safeaDd cfficifat operatiOD of M 's highway Ile
practice of access managment elements such as access spacm& m and
ft�WEe , denial of acom requests, and geometric design Tie
should reflect differewes between man and n ai areas, as weU as nee
between the hi of fund cam, allowing of access u lower
voh me and speed roubcs, whik restneting aCCA= on h%g ear volume and spy
Access manaamment is cmtrothe design and operation of all approwhes Pu
hlic
s#cet bons onto highways. or conftl of vehicular access to system
of state highways and arri%al roadways is a practice that has gained increased Lion in
�t years as a means of pre and enhancing system performance, imp ' safety,
and ` such as traffic congestion and the casts of ing
U,
roads. Several suit=, including Dorado and Egon., have ado very
comprehensive access 9m,gemeat programs that go well beyond the vaditiorW t-of--
way ice. This movement is consistent with the overall direction of t=on,
ion
agencies, which now focus as much attention on asset management, corridor
and highway maintenance as on capitd cowAmfiom Many sues are lookin=0y
ess
rnam9cment as an tool. for *on of the functional iutegn*ty and of
the exLsfing highway - I
NWT is not new to access ent; the depament has been involved wit4 access
innemt . . for several years:
! 1992 Ace Management Pilo
The Montmw Highway Commission adapted an Ace= Mmutgement plan4veloped4
by M staff. nat docurnent �y �ciarined the by which an accesis control
ACCEs POUC'-DCC
DYE MANAGEMENT GROUP INC
Montana Department of Transportation - TranPlan 21 2D2 Update
access Management and Land Use Planning Pc Plicy Paper
regulation could be modified to allow access at points not granted at the time access
rights were originally acquired.
• Access management in the 1995 TranPlan 21
The original TranPlan 21 Access Management and Land Use Punning Poll y Paper
identified the state of access management and land use punning in the s , at that
time. Through the policy paper, NOT adopted policy goals and actions iimed at
strengthening access management including:
-� The establishment of a classification system for access managemem
The inventory and refinement of methods to ensure that there is adequate
authority to manage access in Montana..
--" The work to communicate the performance benefits arising from wt access
management policy.
The 1995 issue identification process, further confirmed by the TranPlan 1 2002
Update analysis, found that almost all Montanans believe that the highway s stem is
basically complete, and that the focus of attention should be on nim' g the
productivity of the existing infiwtructure, and preserving and maintaining current'
facilities. In addition, it has been noted by NOT staff that enhancement o access
management standards, and more rigorous enforcement of those standards, is esirable
from the Department's standpoint of maintaining safety and system perfo e.
The 19" Montana. Department of Transportation Access Management Project
Final Report
The 1999 Access Management Project Deport provides a detailed description access
management and its benefits for Montana. The issues ideutifica don for study
reiterated the need for access management in Montana.
The conclusions from the 1999 Access Management Project included: !
a
-� Develop and implement an Access Classification System.
-.. Develop and implement access management guidelines.
• MDT's Systems Impact Action Process
The 1995 TranPlan I established policy direction and a mechanism to hold private
developers responsible for funding improvements to the transportation system iequired
by the increased traffic demands generated by their development. The policy rovides
a mechanism to ensure that improvements are able to keep pace with growth Paying
for the new cture necessary to maintain safe and efficient le els of
transportation service in Montana's fast growing areas is one of the most c istent
and difficult challenges facing MDT and local jurisdictions. In order to im lernent
TranPlan2l's direction, MDT developed the Systems Impact Action Process.
MDr s Systems Impact action Process provides a coordinated review of ro* ects
initiated outside of NOT that may significantly and permanently ins t the
ACCELSS POLICY.DOC
D'{ve, MANAGE `+r[i1iN :' R-0UP ?SIC
Montana Department of Transportation - TranPlan 212002 Update
Access Management and Land Use Planning P licy Paper
P!& 7
transportation system's safety or functiorta]ity. Through this process MDT coordinates
with the local agencies that have land use authority. The process provides coordination
within MDT and with other state, federal and local review and permitting agei icies.
As part of the development approval process, either local jurisdictions or MDT
have authority to require developers to mitigate transportation systems impacts.
Mitigations can include the developers paying for the design and construction of traffic
signals, turn lanes, and improved roadway geometric designs and surfac . Direct
authority to require these unprovements may reside in the local govenunen platting
approvals and/or MDT granting of access permits for developments cros ' g -state
right-of-way. To ensure a comprehensive traffic impact review, devel rs are
responsible for traffic impact studies for all developments greater than. a 'cular
size. These are then comprehensively reviewed for technical accuracy and the
appropriateness of the mitigations suggested by the developer.
The goals of this process include:
-- Provide a one --stop process for private developers to request access to and from
the state highway system.
Facilitate a timely review of the developer's request by a varied group of MDT
technical offices.
Identify reasonable accommodation of the developer's project needs.
— Preserve the safety and efficiency of Montana's transportation system.
— Protect taxpayer investments by recovering costs from developers or their
project's impacts to the transportation. system.
Ensure MDT permitting does not precede an environmental process
(NEPANEPA).
A large number of projects go through the System Impact Action Process. In Im spring
of 2002, MDT has 45 projects at various stages of review, including the follo
-- Bozeman Home Depot, a commercial development in Bozeman. The developer is
paying for traffic signals and geometric improvements.
-- Elk grove Development, a residential development requesting access to S-191.
The developer is responsible for paying to install a turn lane and widen mad,
including the purchase of fight -of -way.
Bull Mountain Rail Spur, a 27-mile aril spur from the Bull Mountain M* a to the
BNSF main line near Broadview. The mine is responsible for constrvc ' grade
separated highway crossing at two locations: US-87 and MT-3.
For NOT, the most effective method of addressing transportation issues rely to new
development is the System Impact Action Process. The process provides a c rdinated
review that protects the taxpayer' s investment in the transportation system while
ACCESS POLICY,DOC
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Access Management crud Land Use Planning P icy Paper
Page 8
allowing the development of private property in accordance with local land use
planning decisions.
E. Access Management Implementation E
The 1999 Access Management Project established a new access classification
m far
Montana's National Highway System. and Primary System. The classification,
system
distinguishes between four major categories of roadway:
Rural very low volume
Rural
Intermediate
i
I
■ Developed access
The classification system provides a framework for managing access onto the mad
y. For
each of the categories, the Access Management Project developed access guide
es that
recommend:
* um unsi d access spacing.
•► where non -direct access will be sought, (This includes instances where direct
access
would be denied when other access is available.)
F
Median opening spacing.
t
• Signal spacing and bandwidth.
The overall approach for implementing these guidelines involves consistent apply
'on of
the access management classification system. The guidelines provide a clear seta
access -
related objectives for Montana's roadways that MDT can plan for and design consis
ntly.
I. Implementing Mechanisms
The basis for implementing the access classification system has applied the fc llowing
mechanisms:
■ MDT review, refinement, and adoption of the access guidelines as the 5
tewide
access "plan" or objectives for the National Highway and Primary System .
• Completion of access control protects using the access control resolution 1wocess.
Update and amendment of the 1983 Driveway Approach Standards to blish
the guidelines as standards that apply to issuing driveway approach perani .
• Application of the access guidelines governung driveway spacing other
design criteria in projects that are subject to access control resolutions.
Improvement m communication and coordination with the appropriate 1 d. use
planning authorities.
Ensuring MDT employees Yn headquarter and the DistrR: is are tmine In and
consistently apply the access guidelines.
ACCESS POLICY.DOC
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Montana Department of Transportation - TranPlan Z 12002 Update
Access Management and Land Use Planning POicy Paper
FN C 9
2. Implementing Authority
The access classification system would be implemented using MDT's existing
authority. This is consistent with hover MDT has applied standards in the past. Through
its general police powers and responsibilities to protect the public health, ety, and
welfare on state highways, MDT and the Transportation Commission may i�iplement
appropriate engineering standards and procedures to manage, by regulation,t
ess on
highways. MDT"s current approach to regulating driveway access is spec'in the
Administrative Rules of Montana (Chapter 5, Preconstruction Bureau, Sub -Chapter 1,
highway Approaches).
F. Access Management Strategies and Mechanisms
The specific methods and criteria for determining how much access to provide, how to
physically provide or limit access, are the elements of an access management strategy.
Successful access management strategies include:
•� A classification system, defining the "access class" for each facility in the system.
• guidelines for determmmg the level of controls that are appropriate for a en area
and facility type.
Criteria which define the preferred characteristics within an access class; examples
include criteria for minimum intersection and driveway spacing, installation f barrier
medians, location of median breaks, turn prohibitions at intersections and doveways,
use of frontage roads, traffic signal spacing, etc.
• Procedures for handling requested variances.
Additional components might include a permit or fee system, guide es for
"grandfathering" existing access, and administrative responsibilities. Other than a �c
engineering tools noted above, other techniques that a state may use to effect access
management include the following:
Statutory Access Control. The Montana Transportation Commission may * ate a
roadway as a "Controlled Access Highway and Facility" in order to facilitate the flow
of traffic, preserve the public peace, support health and safety, promote general
welfare and efficient travel, and to otherwise facilitate implementation of the purposes
and intents set forth in Montana Code Annotated 60-1-101 and 60-1-102J Access
rights may be controlled and/or limited by the State either through exercising:Wdividual
police
power, or, if it is determined that the police power does not apply to an
parcel, through eminent domain.
Acquisition of Access Rights. The State has the poorer to purchase access ' ghts or
restrictions. These may be used to control the location and number of access vats to
a given parcel, as well as to limit changes in the use of an access point if tha* change
would generate additional demand on the arterial roadway.
Subdivision regulations. The State has no authority to review subdivisia'n plans,
which are reviewed at the local level. i ms strategy allows local governierft to ensure,
ACCESS POLICY.DOC
DYE M ANAGEMFNT GROUP N(
Montana Department of Transportation - T'ranPlan ZI 2 2 Update
Access Management and Land Use Planning }' trey Paper
Page 10
for example, that the development has adequate internal circulation, setback , and no
direct access onto highways from individual lots.
• Driveway Permit System. The State (as well, as lower levels of governmen � has the
authority to require a permit for constnction of a private driveway onto a pu lic road.
This authority may be used to prevent further access from the same parcel (mstrictive
covenant).
Official Mapping. By officially mapping a future transportation cotridor or
improvement, the State and most levels of government have the authority to nm..tava full
access control over the planned facility. Limitations may apply to Montana's bility to
officially map a state highway improvement until alignment studies and env ` ninental
analysis has been completed.
Corridor Planning. Multi -jurisdictional p efforts, authorized by to and
federal statutes, may be used to develop corridor plans. The plans cool include
specifics as to hove corridor preservation and access management will be achi ed, and
the type and scale of development that will be encouraged through spec' access
locations, frontage roads., and other physical. techniques. MDT's corridor pre rvation
report, "The Preservation of Right -of -Way for Transportation Corridors," pravides a
good starting point for this type of approach in Montana.
Land Use Planning and zoning. This is predomy the domain f local
govemment. However, MDT controls access to state facilities, and thus exe some
influence. The State, through a technical and policy support role, can ' t the
development of land use plans and zoning ordinances to favor access Bement.
The potential value of a supportive role, rather than a regulatory one, shout not be
dismissed. The most damage can be done, or the most benefit can be had, d g early
stages of development before a locality has the expertise or resources to de access
management strategies. By providing model ordinances, site design an access
guidelines, or even review of applications, the State could affect ' portant
development decisions in critical "formative" years of a corridor" s u.rbanizatio .
Many of the potential strategies noted above for access management may also be alyplied to
corridor preservation efforts. -
Land Purchase. Many techniques are available to help ensure that land is avai ble for
additional right-of-way when and if needed.. These include outright purchase, p tease of
easements, and land -banking. Disadvantages include the difficulty of predict g with
accuracy the final alignment of a transportation project, and the inefEciencylun pularity
of committing scarce funds for projects with such a long-term payback.
• official Mapping. As noted above, official mapping of future transportation rridors
may be necessary to effectively prevent development from taking place in the
corridor. To avoid acquisition battles, and other property rights challenges, a care
must be exercised in the timing and duration of such techniques. �
Setback Standards. These must be used with c= to reserve land for future exp#Ision of
existing facilities, including frontage roads. Setback standards that promote pul bic safety
NCCEsS POLICY.DOC
DY M A N A G E M R 0 U P
Montana Department of Transportation - TranNan 212 2 Up�doe
Access Management and Land Use Planning P licy Paper
Page I I
and welfare (for example, safety buffers of sight clearance) do not require compensation of
landowners. Conversely, setbacks for the sale purpose of reserving land for y
widening wail generally result zn a "taking" action requiring compensation.
• Dedications. Dedications are typically requested at the state level onl when a
development has access onto a state facility. Local government may use this chnique
liberally in exacting land for necessary improvements. However, a recent rul. g of the
L.S. Supreme Court places more stringent burden of proof upon gave ent in
establishing proportionality and nexus between the impact and the dedication.
The 1999 Access Management Project provided a comprehensive set of recomm ndations
and an implementation plan for improving the productivity of the current high system
and improving safety through strengthened access management, The recomm ndations
specified the following key elements:
A classification of roadways to target effort where it is most needed.
New approach standards with minimum driveway separation.
Strengthened procedures for the consistent application of approach stand
permits are issued.
■ Guidance for undertaking access control projects to purchase access i
preserve critical corridors.
The Montana Transportation Commission endorsed these recommendations;
MDT has not implemented them due to a lack of resources.
ACCESS FOLICY.DOC
DYE MANAGEMENT GROUP, INC
when
and
wever,
of T - Th=Plan 212 Update
1
Access anagmew and Land Use Pkming P per
11. Access Management and Land Use Planting
Issues j
N
merit and hand use p Lsaxbs were id►enti ed Hugh open ho forums, to surveys with the p�Uc, and through ` with. MDT it is
IDD note that the State, and hence MDT, has no authority over land use OMand
NOT 's roust therefore be limited � y to ass � and close
with local govements `ble for land use d+ecM* *Ons.
JL issues ftised by the Public �
i=st
DespiW the limitm expenenm Wiffi use D1 is is gnawing
at
the Wcal JeveL especiaRy IOU the fiutr growmg Comm .. in use plahninLy
to
manage growth, premve the qwtity-oPik, the envimuner& This '
is also
reAected in a mnge ofgeneml 1 W lated ices lowfor the sumewidelan.
The pobtic and Ider invohTment con&cted as part of the TranF L= 21 upda
be found
0
many of the 1995 issues remam � maportantw These issues included:
* Concern about the ` demands pal upon the highway system
of
new devekqxnew
R mr ~ ion that cunt development m�ent practi and
so weak land use plarmino reduces the efeGtiveness of the
ortation
,ystem-
Res'stance, on the part of some, to rtation dem
through
increased highway capacity.
i Desire to see *on demand management, wd
other
modal opoom pursued to meet increased transporufion demancL This concem is often
linked with a reluctmice to � highway capacity,
■ Recognifion #.hat land use decisions affect tmnportation system peI"fori ame.
In addition to the above, public involvement and holder meetings confto
for the
TranPlan 2 12002 Update nfified the fallowing related issues:
Strong inwxest in MDT being more proactive in corridor preservation. by pmr#sing or
ri8h"f-way in advance of consauction ejects in key corridors.
Concern over the ` mg cow of right-of-way in many corridors.
Rmogoition iocat jurisdictions and MDT need to coordinate p1anni�ng.
concern over the function and design of highways through urban_ and loping
aieas�, inc:l�g amities rem to 'local 'mod use goals.*w ?€c •� idereu
geraily under the homing of "contcd sensitive design.."'
ACCESS POUCYDOC
DY MANAO MENT GROUP INC
Montana Department of Transportation - T'ranPlan 21 2 2 Update
Access Management and Land Use Planning P licy Paper
Page 13
In several cony rn ties, issues were raised about the function and design of major state
highways as they approach and pass through co unities. In some comet ' 'es these
issues are characterized as "context sensitive design." The issue raised is t MDT
needs to work with and involve local communities to an even greater extent in design
decisions that are made for state highways that pass through these Comm , ties. The
issue is a planning issue because MDT needs to find a way to move traffic th�vugh and
into growing communities on the state's major highway com*dors. The land use
planning, development approval, and street planning decisions that local co unities
make determine how effective MDT can be and the options open to MDT ir, meeting
these demands. Context sensitive design issues arise when there are cam ting and
different goals and objectives for particular highways and transportation orridors.
Because of their importance, these issues are addressed in the R.oadwa System.
Performance Policy Paper.
B. Issues Raised by MDT Staff
Interviews with MDT staff identified several issues arising from the current condi ions and
practices of access management and land use planning in Montana.
I. Access Management Issues
• Incomplete implementation of prior access management pros es and
actions.
i
Despite the 1999 Access Management Project final report, access m f ment in
Montana is not implemented to the same degree as it is in several s tes with
more aggressive, proactive programs.
+� Lack of consistent rigorous application of access management policks.
On the Interstate Highway System, complete control of access is ederally
regulated and achieved through strict geometric design standards. Not only the
design of interchanges, but also the spacing between interchanges is specified for
urban and viral conditions. On state arterial highways, however, it does not
appear that the Department's policies are uniformly or rigorously applied
throughout the state.
• Lack of consistency in application of access management standards.
There is a lack of consistent statewide application of uniform access mA ement
standards. Further, Department staff report that it has been difficult enforce
access controls unless there is a clear safety problem directly ad S by the
proposed control. Denial of access, or conditioning of access, is :diffic t if the
principal benefits are preservation of capacity and system functimmfity or
performance.
ACCESS POLICY.DOC
DYE M ANAGEMENT GROUP INC
Montana Department of Tmnsportation -- T'ranPlan 21 A 02 Update
Access Management and .hand Use Planning Pt licy Paper
• Limited tools for preserving corridors in current access man gem.ent
approach.
The 1999 Access Management Project final report provides detailed � tion to
MDT for strengthening access management practices. The antra
Transportation Commission and NOT management has pproved
implementation of these recommendations; however, there has been oni limited
progress Implementing them due to a lack of resources. The recormmen 'ons are
to improve safety and the productivity of the current highway system. Current
practices do not provide specific criteria or a system classification specifically for
access management.
Need to M' vo lve other jurisdictions in addressing corridor preservation and
access management.
As recommended in the 1999 Access Management Project, it is crucial involve
metropolitan planning organizations, counties, cities, and other Jun'sdictio in any
comprehensive attempt to access to the system of principal minor
arterials, as these Jurisdictions make the land decisions that give rise to the PrOblem.
It is important to balance land use objectives of communities with tim State's
M1 sion of preserving the integrity and safety of the highway system However,
because of the importance of highways to Montana's communi es and
businesses, MDT should strive for a reasonable balance, as opposed tc simply
preserving flow on the roadways.
Importance of demonstrating the benefits of access management.
The 1999 Access Management Project and national research shows that
successful acbess management will enable Montana to increase the use of
existing infimstrwture without adding capacity. This is an attractive pro sition
and the benefits of access management need to be communicated o local
jurisdictions and the business community. ,
Increased importance of corridor preservation.
Montana's growth and development patterns will continue to result in the atest
concentration of growth in the galleys and highway corridors that rovide
mobility into and through Montana's high growth. areas. These de�ve pment
patterns increase the Importance of preserving these corridors th.ro such
techniques as right-of-way acquisition, local ordinances requiring set backs, and
access management, Without these techniques, it will become increasm costly
and extremely disruptive to accommodate growth.
Once an area has be to develops it becomes increasingly difficult to remedy
the problems associated with unmanaged access. It is easier to prevent problems
through proactive, judicious allocation and management of access to the 'ghway
system through the planning process in coordination with local govej I nments
responsible for land use decisions.
SS FOLIC DOC
MAMA ?A
Montum EkVarbnent of Transportation - Tr nPlm 212 . Update
Access Management Use Plwning Poky Paper
2. Land Use Planning Issues
row& m t and bwd um
Pam of west= Montam continue to experience rapid growth. This is
geographically con=trated in a small number of counties. Growth rates ; most
pro in F and Missoula counties. The pgpudation
forecasting conducted as part of the statevvide pnxzss indicates that
lntaana can expect to see a ccmtinua#ion of thesc #rends although the rate of
growth will be less thaw in the 1 do's and early 19301s.
This 13opuibfion growth 1as been acco by r - `
development in the form of new .. - or the of new d�ev lopment
an larger par els of � New development has resulted im highly vist+bk changes
in Land use, espeeMy in nsmi airs. This has crtizen 4&=st m and use
dauadng ward concem about some of the negafive impacts of grove.
in geneW., the growth outside of the urban areas is most vis�t`ble and gives r�e to the
des growth results in the most vi4ble lie,
and
use. T� is that parts of Ilri� are now experiencing a. of
devel and assixiaW land use cage to that in many other of
the West This cycle hYvolves new resident` development adjacent to
urban arcas, which men creatm the marka for devel to w=mmodate retail
and adiLT
It is not the iesponsibifity of the Montana Depmtaent of T r" to
control or manaage local growth and land use development , The authority to
establish develqment gods lies at the local level. However, the consequences of
local laird vse decisices ofbm affect the demand forft=sportafim For example,
few of NWtana's new semi -rural subdivisims are limed to odxTneighborhoods
ftaao a *ftd grid roadway , they are cul-de-sac deve4wents
with entry to dwir ` road networks via one or two paints of auto a
coilector y. By necessity, all traffic to or from the deve , p�nent
will be along the adjacent or collector highways where wive points of
taffic conflict and speed &Emmfials. may be created — thus cmiting safety and
opevdtionat issues. mDT therefore is interested in local jurisdictions managinor
develop�arent review process and performing land use p helps
ftansportation corridors and avoids thew safety and Capacity�r�.
Growth boundaries am often suggested as sohWons to local growth CCWXXqW.
However, In some urban areas of the country that have established growth
boumda cs, development has leapfiogged beyond the bowAary and rested in
longer conmufing and more developmental prmm on com4u nifies
down from the boundary.
ACCESS POUCY
IDYF MANAGEMENT GROUP INC
Montana Department of Transportation - TranPlan 21 20 2 Update
Access Management and Land Use Planning Po tky Paper
. Page 16
Lack of corridor planning or management continues to affect trans motion
system performance.
Cities and counties omen allow land development to occur in close pro unity to
existing corridors or within the probable right-4-way of figure transportation
corridors. This pattern of development makes it significantly more costly to
provide transportation services because of the costs for right of wa . These
development patterns are creating additional access demands and fo closing
future options for roadway improvements. The potential use of Fe ral-Aid
Highway funds to preserve corridors is dependent on advance acgtu ilion of
right-of-way with state funds. Limited state resources create problems long_
team preservation of corridors using advance acquisition. Local pg actions,
such as set -back ordinances or zoning to limit development within table
future highway corridors, are difficult to consistently apply-
Laid use patterns affect the attractiveness of different transportation odes.
Montana's existing and future land use patterns affect transportation de d and
influence the relative attractiveness of different modes. Travel dery ds that
result from low -density residential development and subdivision develo iment in
outlying areas tend to be most readily met by the automobile. Montana i3 one of
the most sparsely populated states in the country, with a population ity of
approximately six persons per square mile, but there has been sicant brogress
addressing these transportation needs in some corridors with ortation
demand management (TDM) and the expansion of van pools and bus service
along commonly used commuter corridors. For example, the Missoula Ravalli
Transportation Mxwement Association (MR-TMA) provides vanpool service
between Hamdton and Missoula.
Montana's trends in land use are not likely to decrea.5e the rates o
single
occupancy vehicle trips and vehicle miles traveled. For example, in 1
190 gust
under eight percent of the population in Montana walked to work. There
is little
evidence to indicate that new development will increase or maintain thisr
ite.
Should Montana's communities wish to encourage the use of no
-single
occupancy vehicles and other modes, the effectiveness of many strategies may be
enhanced through land use planning. Nationally, some states an
i local
jurisdictions are attempting to affect the demand for transporaat %n and '
pmve
the attractiveness of non -single occupancy vehicles as part of weir lind
use
planning. This is usually achieved through zoning policy, whi►h
s to
concentrate commercial development in certain locations and restrict ise
spmwl
of low -density residential development. Zoning authority is usually N
wocd in
local units of government.
Complexity of relationships 'between transportation and land
use �nd
develop men to
Travel or transportation demand is altered by land use. Travel occurs were lanL
uses are separated by distance. The amount and purpose of the travel related
ACCESS POLICY.DOC
tam MA�A� ��Ei�i ��f�tJ P 1N C.'
Montana Department of Transportation - TranPlan 212 02 Update
Access Management and Land Use Planning ficy Paper
PaRe 17
to the use of the land. Different types of land use generate different tra is rates;
for example, conversion of agricultural land to residential or c ercial
development increases the demand for transportation. Commercial Tactivities
generate more trips than residential activities. The cumulative effects d use
change affect the level of service of the existing transportation system.
Transportation investment decisions made to maintain existing levels f service
that address these travel demands can in turn have impacts on land use. Addition
of capacity, or the construction of a bypass, increases the "highest and 6est uses'
of land that was previously less accessible. In slower growing areas, this usually
results in the relocation of business from one part of the community to' another
over a number of years. This increases the market demand for highwa;-
Whereriented
development. When access too outlying areas is improved, developmenessure
in the surrounding area is increased subject to the local land use reations.
there is economic growth, there is a direct relationship bet eenproved
highway access and development pressure.
This type of development places significant impacts on the transportatioa systm.
The best locations for new residential, and especially commercial develo ent, are
those with access to the arterial system. Without access management polio es, these
market trends can severely reduce the function of the arterial system.
• Limited capacity at the local level to undertake land use planning.
A fundamental transportation issue relating to land use in Montana is that there is
little Land use g in place outside the urban areas and rapid growth areas with
which to coordinate transportation planning. This lack of land use planning
adversely affects the ability of state and local transportation systans to ficipate
and plan for new travel demands. Local units of government, cities, and counties
have the authority to undertake zoning and regulate development. H? er, these
jurisdictions have limited resources and technical knowledge with "ch to
undertake land use planning. NOT does, however, frequently provide finding in
support of transportation planning activities for small urban areas.
The state's interest in preserving the safety and functional capacity of cotddors is
achieved most practically through access management planning which ressarily
includes the involvement of local governments.
ACCESS PIaLICY.DCJC
i3Y E MANAGEMENT GROt3F NC
Montana Department of Transportation - TranNan 212 0Z Update
Access Management and Land Use Planning P f ticy Pager
Pia E I S
Ill. Policy Goals and Actions
■
This section outlines updated policy goals and actions for access management and coo diva 9
land use planning and transportation.
A. Access Management
Access management is considered an important component of the overall trans nation
management effort, in support of MD 's and the TranPlan 212002 Update ove system
management and preservation objectives. Considerable net benefits will derive ftom the
unplementation of MI3T's improved approach to access management as deetwiled in the
1999 Access Management Project final report.
POLICY GOAL A: Improve .corridor level access management to
preserve the highway system -
The primary purpose of this policy is to the functional integrity and safe of the
highway system through access management and com"dor preservation. The tools vai�able
for access management are the acquisition of access rights, the consistent applkation of
approach standards., the establishment of limited access facilities, the issuance of approach
permits, and coordination with local jurisdictions:
Action A.I. Establish an MDT Access Management Manual.
This action will document in one place I DMT's policy, admuustrative, and clinical
approach guidelines for access management The manual will he compre ensive,
incorporating results from the 1999 Access Management Project, updating a 1992
Access Management Plan, and including design elements and guidelines, and policies
and procedures.
Action A.2. Develop and implement approach standards as identl ed in
the 1999 Access Management Project final report.
As a complement to the access classification scheme, NOT will continue to levelop
and implement new approach standards governing the issuance of approach vrmits.
These standards will require technical and management approval f r their
implementation. The action will involve modernizing the 1983 Approach Standards
for Montana Highways. These standards are established through MDT's adm" strative
rule making process to which their update must conform.
ACCESS POLICY.DOC
DYE M AN t,1% G EM F T GROUP NC
Montana Department of Transportation - TranPlan 212002 Update
Access Management and Land Use Planning P aicy Paper
Pa e 9
Action A.3. Establish an Access Management Plan that identifies(and
helps preserve priority corridors. . .
The intent of this action is to establish a consistent approach to access m ement in
MDT's corridors that are now experiencing, or that are forecast to experi ce, the
greatest degradation of level of service. The action will ensure that improvement
projects consider access management and that access is managed consistently on these
corridors. This action will also result in stand-alone access management plans on
corridors under pressure from growth and land use change. The action, will be
coordinated with Actions B.3 and B .S in the Roadway System Performan7 policy
paper and Actions 13.2 and B.3 in this paper.
Action A.4. Communicate the performance benefits arising from n
access management policy.
This action addresses the need to ensure that local jurisdictions, thro their
development approval and permitting authority, and the general public unde tend the
safety, mobility, and financial benefits that Montana will realize through simcessful
access managementDevelopers, merchants, and others in the business comm`ty, on
a case -by -case basis, need to be shown how access management is good for business
and economic development.
Be Land Use Planning and Transportation
Local land use pl decisions clearly impact the safety and functionalit* of the
transportation system. MDT coordinates site impact reviews with local governments
through the Systems Impact Action Process. In addition, local governments are stakeholders
m the development of TranPlan 21 and are commonly involved especially through Isory
committees, in environmental documents related to the addition of highway capaci . Loca1
govenunents are also commonly involved in the design of state highways that l to and
travel d= their comn wu*ties. These project -specific discussions omen resu�t in the
addition of design elements such as bike and pedestrian facilities, landscaping, d other
community beautification. while the amount of interaction with local gov rnments
regarding the linkage between land use and transportation has increased in t years,
improvements and refinements would be beneficial.
POLICY GOAL A: Provide technical support and leadership to encourage
local jurisdictions to support transportation corridor preservation
and management through their land use plannin and
development peonpitting authority.
This policy lic goal recognizes the unique role MDT can play in providing leadership in the
g
preservation of transportation corridors and the importance of local govern a.ent ecision-
akin in the development of the Secondary and Turban Highway Systems. The is to
�n
ensure local governments have the technical support necessary and state encou g ment to
undertaketrans nation corridor preservation, system management, and demand
po
ACCESS POLICY .DOC
DYE MANAGEMENT GROUP INC
Montana Department of Transportation - T'ranPLan 212002 Update
access Management and Land Use Planning P Iicy Paper
Paize 20
rnamgernent, with the goal of reducing overaU cture costs. For example,if local
jurisdictions enact setback ordinances, this can reduce greatly the future costs of
transportation projects, such as right-of-way acquisition costs.
Action A.I. Work with local jurisdictions to create a "tool kit" of actions
they can take to support corridor preservation throug their
development review and land use planning authority.
This action involves MDT establishing a working group involving local juri5dictions
to identify and develop specific tools that can be used by Montana jurisdi Lions to
support corridor preservation and management+ These would be tools t local
jurisdictions can consider for implementation. Part of the action would involy making
the `business case" for the use of these tools.
Action A.2. Work with local jurisdictions in the early identification of
urban and rural corridors under development pressure.
The intent of this action is to ensure close coordination with Montana's local gov 71's
to protect the safetyand capacity of corridors likely to be under pressure fro re
development. Identfied. corridors would be potential candidates for stand-aloEr, access
management plans or other actions consistent with underlying local land use als and
plans. This action will be coordinated with Actions in the Roadway System P rniance
policy paper and Action A.3 ofthe Access meat Policy Croat,
Action Aw3. continue to support local government transportation
planning activities and ensure new urban areas have transportati
plans to guide system development.
The intent of this action is to ensure adequate support for ftansportation fanning
activities within. Montana's urban areas and those non -urban areas under pres from
population growth and land use changes. The action includes data collec on and
dissemination, development of traffic models, financial and administrative rt for
local transportation plans, and support for the existing multi -agency planning prDcesses.
This action does not suggest the use of highway trust funds for general land use 1fanning
activities. Hovmver, MDT will continue to unsure that local officials responsible for land
use planning take the lead in developing local ftnsportation plans.
Action A..4. Maintain MDT's capability to provide land use driven t1avel
demand forecasting for IVIPos.
This action involves MDT keeping abreast of the state -of the practice. MIDT has
i
upgraded travel demand forecasting capability and now uses TmnsCAD to su7t,clhnical
`rt the
coordination between land use and transportation planning. MDT will coue to
work with local governments responsible for land use planning and provide
support to their transportation planning.
ACCESS POLIO DO(
D M A N A G E M R 0
Montana Department of Transportation - TranPlan 212 02 Update
Access Management and .Land Use Planning P icy Paper
--PaE 21
POLICY GOAL 13: Consistently apply M DT's Systems Impact Action
Process to ensure developers equitably mitigate their impacts to
the highway system, ,
Action B.1. Provide technical support to local governments in ►
developing funding partnerships to accelerate project development.
Because of funding co is and the short planning horizon for most developers, it
is often challenging to ensure that those urban corridors identified by local
governments for economic development activities have the inf-astructure in place
before new businesses open. This action entails updating the T nation
Commission guidelines on Partnering and Cost Participation for Project Acceleration,
developing cost participation agreements with local governments and private
developers as opportunities arise, and providing technical support for corridor plans.
Examples of corridors developed through corridor planning and funding partnerships
include North Reserve Street in Missoula and North 19th Avenue in Boze � . In both
cases, cost participation by the businesses locating along the corridor was ass. ured and
the infrastructure was in place before travel demand increased.
Action 8.2. Explore and develop tools to equitably distribute `
improvement costs on developing corridors regardless of sequencing of
the developments.
This action recognizes that as developers enter an area, the existing system often
safely accommodate early developments. As system impacts accrue, later developers
will likely have to mitigate their impacts. while much of this can be overcqme with
corridor plans, such plans are not always possible. Because an equitable d.istri ution of
responsibility is essential, this action commits NOT to exploring and advancing
defensible approaches to the distribution of cost responsibility.
Action 13.3. Provide training and support on application of access
management and Systems Impact Action Process to local governments
and MDT staff.
The intent of this action is to increase the consistency in the application of the System
Impact Action Process and to encourage local governments to coordinate development
reviews early in their platting process. This action will entail developing training
materials, scheduling work and information sharing sessions, and coo * lion as
necessary with the Montana Association of Counties and the League of C ties and
Towns.
ACCESS POLICY-DOC
DYE MANAGEMENT GROUP, NC
Mmam Dqwuamt of TranWra6m - TranPlan 21212 �I�
.r#c a�xagenxetxt and Use '�r�g 'cx{�er
IV. References
a
Appnmwh errs for Marrana Highways, 193 document by MDT and by
the Tmnsportation Co 'on.
1992 Ace Manqgvwnt Phzr4 prepared by the MDT Fight -oaf -Way Bureau.
Land Use P&mWng and Repdadon for dal Govewras, 1994. Montana of
Commerce, Community Technical Assista= Program.
.-ems Byways Feasibrffty Si , 1994, IVi)ntain Department of T 'on.
A ace Management eject Fbwl Report, 1999, prepared by Dye Managemwt Inc. for
the Montana DeparMent of T* n..
ACCESS POUCY_M
DYE M NAGEht NT GR,,,0UP NC
Montana Department of Transportation - TranPlan 212002 Update
Access Management and Land Use Planning Policy Paper
Page 23
Status and Disposition of
Original TranPlan 21 Policy Goals and Actions
----------
1995 TranPlan 21
Policy Goals and Actions
status
Disposition in TrarePkin 21
Access Management and Land. Use
2002 Update
Planning Policy Paper
Access Management POLICY GOAL A:
Retained.
Improve corridor level access
management to preserve the highway
system.
Action A.1. Establish a classirwation
Not
E
Retained and increased in importance
scheme for access management that
implemented.
as A. 1.
defines the appropriate level of access
s
and access control for different classes
of state roadway according to
functional classification., existing level
of access, and surrounding land use.
Action A.2. Inventory, refine the
Completed.
New action to implement reslAlts
of
methods, and ensure that there is
1.5 Action A.2.
adequate authority to manage access in
� g
Montana.
Action A.. work to communicate the
Retained.
{
performance benefits arising from an
access management policy.
GJ
�
r
Access Management POLICY COAL B:
Not retained.
Not needed for II DT s access#
Establish and fund a level of travel
management program.
demand forecasting that will support an
access management program.
Action S.I. Use the state travel
Not retained.
Not needed for MDT's acces
Highway information System, themanagement
program.
TranPlan 21 travel forecasting method,
and the Congestion Management
F
t
System to anticipate areas and
facilities in need of access
}
mmagernent actions.
ACCESS POLtCY.DOC
DYE MANAGEMENT GROUP, NC
Montana Department of Transportation - TranPlan 21 2 Update
Access Management and Land Use Planning Policy Paper
Pa e
1"5 Tr+anPlan 21
Policv Goals and Actions
Disposition in �"rr�nP�r.�
tattts �x 1
Access Management and. Land Use
2002 �
Planning Poficy Paper
Action B.2* encourage improvement.
Not retained. Not needed for MDT's access
of the condition of travel demand
management program, �
forecasting at the metropolitan
planning organization level to better
anticipate and identify problem areas,
and to link access management policies
to local land use policies.
Land Use Planning and Transportation.
Revised to
Puller Goal A: Encourage responsible
better support
jurisdictions to establish land une
MD r s corridor
planning and development permitting
preservation
mechanisms to manage transportation
objectives.
demand by building their planning
capacity.
Action A.1. work with local
Revised. Revised as Ammon A.1 to deve p the
jurisdictions to establish and
specific tools that can result in
implement a consistent approach for
unproved corridor pr+eservatlorL
including land use and access
'r
management strategies in urban area
and metropolitan planning organization
plans receiving state funding.
Action A 1. Work with the
Not completedr Not retained, no longer needed to
metropolitan planning organizations
support polio goaL
and urban areas to develop consistent
land use driven travel demand
.forecasting capability.
Action A,3..Participate in a working
Completed.
group of the Department of Commerce
and representatives of affected
jurisdictions to develop and propose
legislative recommendations for the
55th Legislature.
Action A.4. Consistently apply
Retained and Retained and updated as Action A.;2.
existing development review authority
updated.
to ensure that new development
contributes to the cost of resulting
`
transportation system improvements,
ACCESS PDI.-JCY.DOC
Montana Department of Transportation - T'ranPlan 21 2 02 Update
Access Management and Land Use Planning I AU Paper
Page 225
l 5 TranPtan 21
i
f
Policy Goals and Actions
status
Disposition in Tranndr�r 21
Access Management and Land Use
2062 Update
Planning policy Paper
Action A,5. Encourage the Department
Completed.
�
of Administration, fe .Long Range
Building Committee, and State
agencies to consider transportation
demands when locating new capital
facilities and leasing new property.
Land Use Planning and Transportation
Policy Goal B: As part of the
development review process, provide
authori y to enable local jurisd"ons
and MDT to ceq mire developer
Contributions to improvements that
wt
Action B.I. Establish a defensible
Completed.
r
mechanism for determining the costs
F
of transportation improvements to be
�
paid by the developer.
ACCESS FOi.tCY.I]OC
DYE MANAGEMENT GROUP, NC
Comments for the Kai is 11 Trans ortabon Plan 118108
Downtown is far from "builtout". There currently is approximately 250,000 sq #f of
unbuiit surface area in the core, all taken up currently with low density surface
parking. This, if built out to 4 levels (1 down, 3 up), would result in 1,000,000 sq ft
of new space and a parking requirement of 1,500 required spaces at a minimum
and maybe as much as 3,500 spaces to be competitive in the marketplace. This
is more sq ft than even Bucky plans for this type of usage. Downtown is far from
"builtout". W th no plan for this eventuality, downtown will continue to shrink. We
must take rare of our Central Business District which is the heart of the
r
Community.
You can not have a healthy heart forever, totally by accident. You must take care
of it. You must plan for it.
The current draft of the Kalispell Area Transportation Plan and its modeled
projections for future job growth, plane a questionable and disproportionate
emphasis on potential new growth outside of the existing downtown Central
Business District and allocates it to areas outside of the city core that require
more costly transportation infrastructure to service. This Transp2rtation Plan
seems to want to encourage automobile LeRendent land use aiterns rather than
the other way around. We do have the ability to orchestrate things. The following
proposed additions to the Kalispell Area Transportation Plan would compliment
the plan's goals to integrate transportation and land use decisions by
encouraging more development within existing urban areas where additional
growth is desirable, feasible and a more cost-effective allocation of our limited
transportation funding. f
Changes Recommended:
Kai'speii Area Transportion Plan (2006 Update) Executive Summary Page vi
Replace with:
Considerable commercial development can continue to occur in the downtown
area which has the potential for significant additional buildout. There currently are
approximately 250,000 sq ft of unbuilt surface area in the core, all taken up
'See aaacW report and web liuk that support the cost-eff"verim of investing in icransportation
infas#r cture in downtowns. http://www.vtpi.orgttdnftdm 1 171M
currently with low density surface parking. This, if built out to 4 levels 0 down, 3
up), would result In 1,000,000 sq ft of new space and a parking requirement of
1,500 required spaces at a minimum and maybe as much as 3,500 spaces to be
competitive in the marketplace_ Investments in parking facilities in this area can
encourage compact redevelopment and infill which research shows to be a cost
effective allocation of scarce transportation dollars and results in reductions in
per capita vehicle trips.
Add wording underlined on same page:
In order to efficiently respond to the traffic demands identified within the
community, a Traffic Demand Management (TDM) strategy is provided. possible
TDNI strategies include parking management strat ies like arkin ara e
facilities in the downtown area which can reduce trips and encourage walkable -
access to compact de„veloyment, ride --sharing, carpools, non -motorized forms of
transportation, and public transit. Another possible strategy is to encourage local
businesses to allow employees to use flex -time to help shift traffic demand away
from the peak hours.
Kalispell Area Transportation Plan (2006 Update) Executive Summary Page xi
Add wording underlined:
The combined cost for both types of recommended projects exceeds the funds
estimated to be available through the programs that traditionally finance
transportation improvements. This should not be interpreted to imply that this
Transportation flan is not fiscally sound. What does need to be recognized,
though, is that many future projects will need to be financed by the private sector
during the development process to assist with the building and expansion of the
transportation infrastructure. Land use and transportation decision will need to
give careful consideration and even prioritv where appropriate to cost-effective
investmel3ts in trans ortation infrastructure that result in reductions in Der capita
vehicle tri s and cast effective use of existing c' infrastructure. Additionally,
aftemative finance mechanisms should be explored on a project -by -project basis.
Several of the recommended projects that may experience funding shortfalls are
predicted for projects within the County that are not eligible for conventional
funding participation. These projects especially will require other measures to
fund the improvements (such as transportation bonds, developer impact fees,
RID'sfSlD's, etc.).
Kalispell Area Transportation Plan (2006 Update) Chapter 4, Page 41
Insert new category under Alternative Travel Modes and add the following:
Pedestrian Tavel (non -motorized)
GOAD. ?: Promote land use planning and development which encourages
pedestrian travel and virus reduces vehicle trip generation
A. Allocation of transportation funds will support the Kalispell Downtown
Business Improvement Association's and city's goal of providing additional
parking garage facilities downtown.
B. Land use puns and development applications will be reviewed to ensure that
strategies to promote compact development pattems that encourage walking and
biking and reduce vehicle trip generation.
Kalispell Area Transportation Plan (2006 Update) Chapter 6, Page 6-1
Add wording similar to above to section on walking on this page.
As the TAG recommended add'rfion of profit priori is developed, include a
recommendation to support a downtown parking facility in the first priorities.
The Kalispell City Planning Board 1-8r-08
17 2°d Street East, Suite 211, Kalispell, NIT 59903
From: Citizens for a Better Flathead
PO Boer 771, Kalispell, MT 59903
The proposed Kalispell Transportation Plan
In the Kalispell Transportation Plan we ask that you consider the addition of the following policy
additions,
Transportation Concurrency is a policy tool used to ensure that adequate transportation infrastructure is in
place at the time of new development approval or that the community has made adequate provisions to address
tr-ansportation impacts from development. Transportation concurrency links a community's land use plans
with its transportation and capital improvement plans, providing it with a tool for effectively managing the
growth.
As an example, before the City can accept an application for development, a de Lion must be made that
the development will not create enough traffic to exceed the LOS standards, or that the City or developer will
be able to make traffic improvements to ensure compliance with LOS standards. In short, if a proposed
development is likely to exceed established LOS standards, the development cannot be approved.
Concurrency is not intended to be used as a tool to stop both new development and new people from coming
into a community. A balance must be found., however, between setting realistic levels of service and achieving
realistic expectations consistent with the achievement of growth aims. Setting such levels too high could,
under some regulatory strategies, result in no growth. As a deliberate policy, this would be contrary to the
intent of adopting a concurrency policy. A realistic policy can also encourage cost effective infill and
innovative project designs to take advantage of redevelopment opportunities.
Whitefish adopted concurrency as a key element of its new growth policy last month. Washington State's
Growth Management Act requires that all cities and counties adopt concurrency standards.
Collaborative Transportation Review Process: Similar to the concept of concurrency this process would
commit the MDOT and the City of Kalispell to completing review of transportation impacts prior to
preliminary plat review by the planning board. This collaborative project may be most appropriate for projects
generating 100+ trips and those that require or trigger a system impact review by the MDOT. This would
allow for consideration of mitigation measures, alternatives needed including project layout prior to an
application submittal. It would allow for a realist review of funding availability for needed improvements in
the effected travel corridor. It would allow for identification of right -or way needs and plans for securing this
prior to consideration of a preliminary plat: Joint standards for review would need to be developed and land
use goals would provide one basis for these standards.
Parldng Facilities Downtown: The use of parking facilities can encourage compact growth and infill
downtown. in turn this will promote and allow for walking and biking as an alternative mode of
transportation that is feasible in an area of compact development.
.fob projections: Baseline projections for where jobs over the past decade have been generated should be
provided and areas like downtown that have redevelopment and inf ll potential to continue to grow and
generate jobs should be identified and traffic i ngrovernents needed to support this added job growth in these
areas needs to be factored in.
Pri o nRize in city projects: A look at maps in the plan indicate that many of the transportation upgrade are
project for areas in the county. While the city is should grow, priority should be given to true city
inftastructure needs.
Planning Board - Public Draft Revi§om Acbw Matrix 3anuary e, 2008
PLANNING BOARD - PUBLIC DRAFT REVISIONS ACTION MATRIX
0 Co"bt-s abo g to two-way,
'PrOWIC, Y el t eM, Ov t r1c tror-,
T -19 (Appleway Drive & US 2)
SM
'Wr-iere wouidvvest-bound-ef-i'des c
By-
...............
3 TSB-25 (Traffic Impact Studies)
z '[S's for '00v-pd*? C,trrent. amity �tarda
tasad on 3130 vpd- Suggest rev SXg
reed 3,010 vpd,
rtan d
I su- P port 117or rem lovlrlg COUD et from uroan
alc System'
suopoftfor char-191ric traffic to tv-
ri
directiona, traffic flow-
— -------------
TAC derision to remove this project, from
After
c the Transportation Plan.
Would be a stort term project that
becornes obsolete when Bypass Is.
constructed.
Reality is *tat TSM-19 mute not bi,:,-
fmplemented
TAC dedsior o leave In Transportation
rds require
Ptan as quidance on how to complete
S-f-4-25 to
TIS"s-
MSN-27 J Ave Extension)
Deletefrom she Ptan.
T
t) Prioritize projects
May6e,-3 "first petorKy" and "second priority,;,
US Hwy 93 north of Reserve
A q
re fil-
i t ��'r r ar`Ln !t
,e Wil
Remove the reference to a vehicle per day
t v pd) threshotd.
TAC decision to remove ttiis project
recommendation front the Transportation
P'
Not n context Yvith character 0i
surrounding ne ghborhood, and likely Aq
TA C direuJoa "o lump prc�ects in :'first
and -secand P i nty' prolecLs pr ority r o
(.maybe eve lr't first pwiorityY
Acid language, thcat prlarity*s are suo'Ject. to
chi nqe based on f'�ihsdictlonall needs
-- --------------
TA',-,' decsion to leave concept of 'u, r,
traffic interdl-,,,ar:g-es the Phan.
CIO. r', JmUlas 3.nc constairl"s
m h junior interchanges and
:h.at they shor,-il' be v
Corr'dor.
t ' ems
S11-iggest that a -f��orrdor study- or an
Controt: fan". be Programmed.
',,,Ierrented 'cindly by thtea
J --4nd m
ard thle. of Kahsr
Action Matrix
Kafispell Area Transportation Plan (2CO6 Update) Page I of 6
Planning ward -- Public Draft Revisions Action Matrix January 81h.. 2W8
7
0
9
10
11
12
13
14
is
16
Executive SuffmW
charoge the tables so they don't read *ter a(
Kali I"- Perhaps "Area RoadE!!jectso?
East Oman Sit
No projects for intersecOm and/or roadway
im provern ents?
Pommy RAcoffumndafions
Need a ct ww"ency program -- i.e_ transportation
improvements must be built and in place before
ary land development can occur"
Bicycle TmMkiewalk
West Reserve rive (/corn lighmy 93 and West
Reserve ire ,mot "A mile to Gtacier High
SchCKA)
Vehicle UrAeqmWOverpass
At US 93 and Rye Drive
Non-mtoriwd Overpass
Over US 93 and also west Reserve Drive
SidewalksMke paths on US 93
Between Wyoming Ave and Flathead Malley
Conunurvity Wlege (especially to fiaiispell
RegiorQi Mina! tenter)
M N' 93 Bypass
Should remain the highest priority for both city
and Coon
Stripe and Sign Bike Lane
On 2�e Street West (between South Meridian
and 2 6 Avenue West)
Page :, is TAB rs
Steve Herzog, Maintenance Supervisor. Montana
Department of T ran ortaitcn -change to -
Stephen Herzog, P _ E . , Kalispell Area
Maintenance Emyneer, Montana Department of
Transportation
Kalispell Area Transportation Plan (2006 Update)
TAC agrees
TAC directon to not include a erect in
this area.
Not a priority and old not get
implemented.
Would facilitate an undesirable quasi-
b pass on Hiahwav 2.
TAC guidance to aver rer aiNe in chapter
10 about current programs in effete
however 9-ey should not be v io� as
stria absolutes_
t..aktitude is curmenif r avagarble during the
developrnent profess regarding
development participation and/or
exactions.
TAC direcdon to iWuW this as a project in
Chapter 4 of the p1m.
Implementation and funding wdl be at the
time of 2qiacent land development
TAC direcfion to not itulude this in the
Plan_
Funding. constructability, and love priority
Imes.
TAC lion to not include this in ft
Plan.
Funding, ooftmctabdity, and low priority
issues.
TAC direction to include #.ttis as a prrgect in
Chapter 4 of ttpe plan.
Language will be added to the text to
heighten the need and priority for ttvs roon-
nxftrized
feature.
TAC acres
TAC direction to include this as a project in
Chapter 4 of the plan.
Revision *0 be made.
Action Matrix
Page 2 of 6
Planning Board - Public Graft mom Awn Matrix January e, 2008
17 Page iv, Send Paragraph,,_erSe Revision will be made to update recent
About committed segments of the bypass -- this Bypass phasing decisions.
sentence shtxAd be either deleted due to
uncertainties or uadate+d to retied the most
recent recommendations of the October 1 e TALC
meeting prioritibng Phases 1 & 5.
18 Page iv, Second and Third bulgy Re►rision will be made_
Should ram -
to ne Ay developing areas. pian for a "gnd'
transportation system wherever possible.
Cut--de-sacs are 1=easirgly being
eliminated in current pianning because they
deter connectivity in fhe transportation
system any foroe unbalanced t-avel
chaaracterisfics in many neighborhoods_
Continue to support transit actin ibes
wherever possible. (DeWe second sentence
- it is an nion) Planning for the future with
transit needs in devekwients, actively
seeking out grant, and heigtening
awareness of the community's transit system
can ensure that trarGit will not get deft
behind" as the community goes fonmxb with
their tion s stern
19
Page 1-1, First Paragraph, C Sentence
Revisim vAll be made.
Suggest deleting-comrnuniW before
�Transpertation Plan' at d of sentence.
20
Page 1-1, Third Paragraph, Last Senfence
Re isim vvil to made to updaW recent
Suggest deleting last sentence referring to `"The
Bypass phasing decisions.
sem nd won is the south segment from
Cardner's Auction to Airport Road." because of
the uncertainty of the selecn of the next
_ed._
21
Page 1-9. Goat #3, 2nd Butt
Revision wil be made.
For an easier read suggest -'Respect and
ensure the area's natural and historic context is
g maintained by mir> mining adverse impacts to the
erwirorment." Suggest removing jexisting
r*ight rAood s" -- as some neighborhoods have
neither natural nor historic context
22
Wage 2-7. Existing 4-tame Corridors
Revision wilt to mom.
Recommend I a bel i ng the street ryes
referenced in this section on the correspond'
maps (FiWres 2-5 and 2-6) .-.. - -
Revision ill be made.
23 Figures 2-3 and 2-4
correct areas where volume numbers oveda
~
24
Page 2.18 & 2-1 3
Revision mill be mace_
Tables 2--2 & 2-3 second columns -- "Easto
Reserve & Whitish Stage Rand -- suggest this
shou#d read West Reserve & Whitefish S 12K_le
Road_ 'lest Reserve is distinguished from East
Reserve at intersection with LaSalle.
Kalil Area Transportation plan (goof update) Action Matrix
Page 3 of 6
Nanning Board - Public Draft Revisicm Action Matrix January 8"', 2008
x.
There are oriy 9 kk)rs fisted. It appears
Whitefish Stage Road (E. Idaho Street to lknch
Grove Rd) is the txth corridor but was not
inckxW in the list-
26
3-19, second Revision will be made to � ��� update recent
may not be a valid assu nVion -- " As such, the 'Bypass pha sirig s_
segment is the only portion ftt will be
treated as comrn d at this tine. The addbon
of the " por fim *1 be treated as a
"Network Alternative Test Run" as described in
motion 3.7 of this chapter_ The coffunded
irnprgvernents irxduded in the modeling process
are lusted below.
27 Page 3-20,s Rev iivn will be made to update remit
Mlay not be valid, this is al very tenuous Bypass wi demons.
28 Pam 3 �ra -2Z Last Pph, Revision vW1 be made to update runt
Likewise the following seems to be a quesfiDn at Bypass phasing decisions.
this Vane, r -Due to funding constraints, and the
mating cost of omrbuctimand right-d
Ow o* cornmbGd porfion at the me of
#his vmting is tie south US
Highway 93 and A pat Road _ _ .not sum taw
conunRled ##his i&
3 PaSp 4-4 Deft*fiom Text claW=km will be made.
The AASHTO definifion of a bikeway is not
stay applicable to Ana as bicycles are
alkNoed on all roads.
30 Pa 4-3, Deft"Kwu Last P= Text addit� will be made.
with the iz;� fbr separated
bike paths. Many experienced ricers prefer on-
shiNA bike lanes regarciless of the motor vehide
speed. Because of t#is, the cost of a separated
bike path is seldom justified un s it is a
national rather thm a mm=Aer family. A
separated path Should be given t"!'iore
consideraboin if it is a joint use facility. These
types of facilities wed be most beneficial when
providing access to schools and recreational
fadities rafl�w than for the r+egu ar bicycie
commuter_
31 Secfflon 4.3 Text additions will bemade. .
Dmarswon of transit fail es vvas ftwough,
though you may ward to wnsider park-arxdide
lots for new subdivisions adjacent to highways
(arterials and collectors). AcdWonally, the plan
should cow evaluating obstacles to disabled
pedestrians to ensure that they have connected
routes of trvel _
32 Page 5-1 Text clanfication will be made.
The list of crash containing the crash seventy
were proves and cad used for the MDT
severity i -�dex . Please confirm if crash severity
iro�atior� provided Oy MDT was utilized.
"lispell Area Transportation flan (2006 Update) Action Matrix
Page 4 of 6
"lispell Area Transportation flan (2006 Update) Action Matrix
Page 4 of 6
Planning Board - Public Draft Revisions lion Matrix January 8"',, 2008
33
Waage 5-Z Tat" 5-1
Revisim wN be numie_
In with 24-29 cs gies -- reference to
�`Sagal" Lane at Super One, Staples on US 2
should Lane
34
Page 54, Table 5-2
Revision wW be madb.
Inkmeefions, with 2_49-2.0 Seventy index -- same
as above, correction to spelling of Sager Lane_
Nage 5-5, Tame 5
" ' wiN be made.
35
IntersecIRms with 0_99« 0.50 crash Rate -- sme
as above, correcbm to spelling of §aqq! Lane.
Cage 6-1
Revision wdi be made.
This section old mention MR TMA as
Montana model for -MM.
37
P
Text vWl be made.
The report states 'tt communities ftt ime
ding axift"is often ex Sgndieant
increases in bicyde #ravel _ Hew much is
significant and is it sign cant erxxigh compared
to motorized b2vel to have a measurable effect
on
38
gage 5-5, HKN Lanes
Prefer to leave in Plan as a tool far the
HOV lanes really don't peen to l alispa since it
femurs and for oce plet s.
does not have any multNane limited access
facilities where it would be appropriate. HOV
lags are most usefid where you have more Ow
two Lanes in a given direcon and there are otter
incentives for sharing a rides Le,2,to road).
Page 64, Tame 6-1
Prefer to lie in Plan as a tool for the
39
This table indicates that the most bye
future and for cvrnpenesstable
strategies are employer based. Do the
employers in the area donor with this?
Strategies such as 4- 1 g hour days and
tekxxxntv ing are not feasible for nvmW
businesses or ernp!qy!Lxn-
40
Pee 7A lures, 2mg sufiet
R,evislion wU be made.
Boulevards best ca#rn trft when there is some
ad of v Leto obsbuct the drivers'1
view and create tfie 'na mM effect_
41
P i -1 ■ secdi 7.7
■ clariflKabom beff w
This secfim should discuss risks associated wnh
traffic terming gyres on collectors and
arterials., It may move haft to local streets-
Addibonally, planting trees next to higher speed
facilities can resLAt in the trees being obstacles to
errant
s 42
ChaPftr 9
Other have been made
The intersection at Whftefish Stage and west
as TSM prqpecft in the chapter prior to the
Reserve shows up in Figure 2-15 (mid -day
tulSN proms. Add"rtionai text clarification
delays) and Figure 2-1 7 (PM peak hour delay).
= w+V be made.
These studies were in the summer of 2006 and
before the new Glacier High School was
The alternatives offered for improvernent were
MSt", MSN 18 and MSN-19 that recoinffxwded
moor fa lity reconshxten for Pies- a and
Whitish S
Kahl Area Transportation Plan (2006 Update) Action Matrix
Page 5 of 6
Planning Board - Public Draft Revisions Sian Matrix January 8*,, 2008
43
44
45
the question wAxM be, "Are there any
recotirrwmdabons for impeoven wft invdv ir�g
addit"-al to nes with dedk::aW bum
phases for Whitefish StageReserve traffic that
nm vide so"* interim reW.
t0a" 9`4and Figure 9-1
This convnent may be redundant tD
again but funding and priority of the various
phases of the Sypess are taus. To suggest a
coffwnitmert to this phase of the bypaw is
penvAme even the Ow ac quisi tears,
funJ and "W of @y p4ects.
rlage 1064 & 10-5, Secdon 10,.E
This disoussio'n doesrnI take into corwiderafion
specific MDT state progwains like the STP4Jrba n,
STP , +CTEP and Mi4CI as ►n as
MOTs kxW agency oetficabon guickAines and
the auftxity of commi ees like Kalispell TAG.
This discussm is incomplete, mWeading and a
re conclusim to say LHTAC in Idaho
could be a Ukue print for the Kalispell community_
Suit dele4ifV this d� or more
research is needed to provide a complete
dkcussion on the
cage I a-sy seamw to Lam Paragraph
e sentence — may want to dine what 'beloV
is for the phrase "_ . _collector s or below-"
...._....,_.._....._._...R.._......._.__.._.._.__.,,__ _ -�.-- -------.._.......---....
Text claffK2fions w0l be Vie.
11 remove #,,As section from the Plan.
Revision will be made.
Page 3-20, Section 3r 5, 2nd & 3rd Paragraph 1 rev Lsion " be fie_
In the 2rud paragraph, please caom3ct the firs#
sentence to read "- - -the roomy network 11
centerline ligation was provided by the
Flathead minty GIS offioce." Remove second
sentence, it is not needed as the files are not
TIGER fies_ In the 3rd paragraph rOaoe
�TIGER04 r�th "GIS"
47 Page 9-1, Table 9-1, #5 Revision wig be made.
This project is noted as "ISSN-13" In the Status
for this Plan Update eol urn n (far right �.. believe
this should begpdated to "IS N - 23_
48 Sec#ion 9.3 revision will be made.
Notes MSN-13 as the W4low Glen Cave prtjeCt
(p. 9- 7) and MSN- 23 as the 18th Street 'Test
Extension p 9-1 9) _