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Home My WebLink AboutMDT Newsline December 2006New Funding Spurs Public Transit Growth public transit is growing in Montana at an unprecedented pace, thanks to 2005 federal legislation that increased fimding by over 200 percent for non- urbanized areas (areas with fewer than 50,000 people). Senator Max Baucus, in his leadership role on the Environment and Public Works Committee, was instrumental in ensuring the 2005-2009 surface transpor- tation reauthorization act, also known as SAFETEA-LU,* addressed transportation issues affecting mml western states, includ- ing the need for transit services. As a result of the increased fimding, non-urbanized public transit in Montana has gmwn from nine programs to over thirty programs in the past year. Among the new programs are Phillips Transit Au- thority in Malta, Lincoln County Transpor~ tation Services, and Richland County Transportation Sen/ce. Several more com- mtmities are developing new transit sys- tems and existing systems have expanded. A major change under the new legisla- tion is the requirement that commcnities coordinate transit platming. In the past, any number of agencies could apply for transit funding in a community. Under SAFETEA-LU, a "lead agency" submits one appl£cation per community. All organizations that provide transit service in the community must approve the plan and are required to consolidate their services. By consolidating services, communities should see increased service without addi- tional cost. Federal social service funds can be used to match federal transit dollars. This allows communities to save their local funds and leverage transportation funds. SAFETEA-LU also provides funding for two new transit programs: lob Access and Reverse Commute (JARC) and New Freedoi~ JARC will provide grants for programs that help welfare recipients and low-income people get to and from work and work- related services such as childcam and train- ing. In addition, JARC will provide trans- portation to suburban jobs from urban, ru- ral, and other suburban locations. The New Freedom Program encourages improvements to transportation services and facilities for persons with disabilities. These are improvements that are new and go beyond the mqnirements of the Ameri- cans with Disabilities Act. For more information, contact Audrey Allures at 444-4210 or aallums@mt, gov. *Safe, Accountable, Flexible, EfficieJa Tra~lakoortation Equity Act: A Legaqv for Users MDT administers federal grant fund~ to help a'upport transit agencies that provide rides for the elderly and dixabled. Kalispell's Eagte Transit (top) is one such agency. Most of Montana's transit agencies provide ridea to the general public as well as to special needs individuals. The Helena Area Transit Service, or 142 TS, (bottom) provides sen,ice to the gen- eral t~tblic in Helena and East Helena. From left, David Cobb from Sen. Max Bauc~ts's Bozeman office, MDT Db'ector Jim Zynch, Gallatin Comity Commissioner John Vincent, and Lisa Ktmrr, ~tairperson of Big S~ Trans- portation Distri~, before one of the Karst Stage buse3 that ugll car~ passenger~ be~veen Boze- man and Big S~. Skyline Transit Launches New Service The Skyline Transit System in Big Sky kicked offits new service with a press conference at the Huntley Lodge on Monday, November 27. The new system will deliver fides at no cost in the Big Sky area and a few miles north and south on U.S. 191. It will also shuttle passengers from Bozeman to Big Sky six times dally during the winter and will return to Bozeman five times daily. Under the sponsorslfip of Moonlight Basin, the Big Sky/Bozeman trip will be free of charge through Jmae 30, 2007. At the November 27 cemmouy, MDT Director Jim Lynch addressed the attdience on his desire to have area agencies coordi- nate with Skyline Transit to make "Montana accessible to all Montatmns." He also stressed tire system's ability to ease conges- tion and increase safety on U.S. 191 by de- creasing the number of vehicles traveling through Gallatin Canyon. The audience also heard speeches from representatives of Senator Max Baucus, the Gallatin County Commissioner's Office, and the Big Sky Transportation D/strict. The project was made possible by MDT, using funds from the Federal Transit Administration and local sponsom Nearly two years of planning and teclmical re- seamh preceded the system's kickoff. Legislature to Consider Safety Belt Legislation I egislators will convene in Helena -~ January 3, 2007, for Montana's 60th Legislative Session. Among the very important legislation they will con- sider is a primary safety belt law. Mon- tana's current law requires vehicle occu- pants to wear a safety belt, but does not allow law enforcement officers to stop a vehicle solely because this law is being violated. The law can be enforced only when a motorist is stopped because of another violation. Changing this restriction is key to saving lives in Montana. In 2005, of the 202 vehicle occupants killed in crashes, 152 (75 percent) were not wearing a safety belt. The National Highway Traf- fic Safety Administration (NHTSA) esti- mates that Montana will save 20 to 30 lives each year when the state's safety belt usage rate surpasses 90 percent. Montana's current usage rote is 80 per- cent. Based on experience in other states, a primary law would likely push this rate to as much as 92 percent, essen- tially saving up to 30 lives each year. NHTSA also estimates that when safety belts are worn, the risk of fatal in- jury to front seat passengers is reduced by 45 percent. In light pickup trncks, safety belts reduce this risk by 60 percent. In addition, an often overlooked ele- ment in support of a primary safety belt law is the cost of injuries incurred in a crash when vehicle occupants are not wearing a safety belt. The cost of hospi- tal care for an unbuckled occupant is up to three tmies higher than the cost for a buckled occupant. Society, rather than the individuals involved, bears 85 per- cent of these costs. There are many masons tbr passing a primary safety belt law. The most com- pelling reason is to save lives and pre- vent injuries. State Comprehensive Highway Safety Plan Approved On September 20, 2006, MDT Direc~ tor lim Lynch, acting as Governor Schweitzar's designee for highway safety, formally appmyed Montana's Compre- hensive Highway Safety Plan (CHSP). The event n~arked the conclusion of a multi:year cooperative effort that began with a commitment in the 2002 update of TranPlan 21, Montana's statewide multi- modal transportation plap- Montana's CHSP is the result of a comprehensive, collaborative, and data- chriven approach to highway safety that brought safety stakeholders together to work toward a common highway safety goal. As one of the firs[ compreheusive highway safety plans in the nation, Mon- tana's CHSP is being used as a model by other states who are developing similar plans in response to a requirement of the 2005-2009 surface transportation reau- thorization act (SAFETEA-LU*), which Congress passed in 2005. Montana's CHSP is a living docu- ment that gnides the effort to reduce Montana's fatal and incapacitating injury crashes. There are nine initial emphasis are as: · Safety Belt Use · Alcohol- and Drug-Impalmd Drivhig Crashes · Native American Crashes · Single-Vehicle Para-off-the Road Crashes ,, Traffic Records Management · Young Driver Crashes · High-Crash ConSdurs and Locations ·Cornmercial Vehicle Crashes · Emergency Medical Services Delivery The CHSP establishes strategies for each of the emphasis areas to address crashes identified by the data analysis. For example, if safety belt use in Montana surpassed 90 pement, an estimated 20 to 30 fewer fatalities would occur annually. The CHS? therefore establishes a strategy to enact a primary safety belt enfomement law to help roach this goal. A champion, or chair, has been ap- pointed for each emphasis area. The champion will be responsible for imp!e- menhng individual strategies, tracking performance data, and reporting armually to the oversight committee. If the data warrants, the cormrdttee will identify new emphasis areas and fine-tune current strategies. MDT staff will facilitate and support the work of the implementation teams and the CHSP oversight commit~ tee and will ensure the plan and effort remain alive and moving forward. To view the CHSP online, go to http ://www. mdt. mt. gov/pubinvolve/ch~pA For more information, contact Carol Strizich at 444-9240 or cstrtz[ch~,mLgov. *Safe, Accountable, Fle_~ble, Efficient Transporta- ttott Equity Act: A Legacy for Users Montana vs. U.S: Highway Fatality Rates Year This chart compares Montana's highway fi~tali~ rate per 100 million miles traveled u,ith the rate for the U.S. ets a whole. It al~o compares Montana's alcohol-related fatality rates with U.~ a[co- hol-related fittality rates. In both instance& the Mo~ta~*a fittaliiy tale is higher than the U.S. rate. MDT Takes Students on a Trip Through Time Jim Lynch (left) and Montana First Lady Nancy $chweitzer (right) listen intently as Steve Platt (middle)fields a question from a Drummond Elementary School student. Not every highway project offers a glimpse hatk in time, so when one does, MDT iikes to take full advantage of sharing the information gleaned from such an opporm- hity. This has certainly been the case with the artifacts found on the reconstruction project for Secondary 271 be- tween Dmmmund and Helmville. Most of the artifacts consist of stone tools and butchered m~i- mai bone. A number of large prehistoric stone baking ovens have also been found in the upper levels of soil at the site. Them is evidence the people who mgnlarly used the site as a base camp made their living by hunting game (bison, deer, and antelope- sized game ardmais) and gathering wild plant foods (camas, bis- cuitroot, and various berries). Radiocarbon dates in the area run from just 900 years old to mom than 9,000 yeats old. Sites with this kind of time depth are rare in western Montana. Steve Platt, MDT archaeologist, has conducted several tours of the site and given several lectures over the last two years. In addition, Platt, aiong with Crystal Alegria, coordinator for Mon- tana State University's Project Archaeology, have developed a program to take into the classroom. "Amhanelogy education is important because it gives kids a chance to learn about the past, often in their own backyards. Archaeology helps kids understand how people have adapted to their environment over time," said Platt. Students from Ovando, Dnumnond, and Helmville have taken part in the program. The first ha/f of the day was spent in the classroom hiaming about archaeology. Lessons included a flint knapping demonstration and how to carve stone into tools. Kids then traveled to the site to explore and put their new knowledge to work. Because this site is on private land, it's a rare opportunity for these kids to stomp around and discover evidence of what was happening near their homes some 9,000 years ago. "It provides a way to study the past that kids find interesting, and it helps instill a sense of respect and stewardship for our shared human heri- tage,'' Platt continued. MDT's archaeology work on the site is in accordance with the National Historic Pres- ervation Act. The De- partment is gathering Drummond Elementary fourth, fifth, and sixth graders scour the ground for chte~ to the past. important scientific data from the site prior to construction. Because the archaeology site is so large, only a fraction will be disturbed by the coustmction. The school programs support the Governor and First Lady's Math and Science Initiative. 2007-2008 Highway Map Is Larger, Easier to Read sT he 2007-2008 official Montana Highway Map continues to address the needs of the traveling -/[ public and Montana citizens. For example, the size of the map has increased nearly 40 per- cent to 25 inches by 36 inches. As a result, text size is larger, making the map easier to read for our aging population. Other helpful additions to this year's map include Interstate exit numbers; rest areas that am labeled seasonal, year-round, or as parking areas; insets that show multilane roads; the addition of the Little Shell Chippewa Tribe's headquarters to the Great Falls city inset; and a revised mileage cmn. Also, at tie request of many Montanans, railroad lines and a latitude/longitude grid have been added. The larger size has also provided more room for the tonrism side of the map. The space is filled with mom tourist destinations, a Montana trivia section, and information on Montana's road- side interpn~tive marker program, which showcases Montana's unique geologic and paleontological wonders. As usual, populations have been c 'hanged to reflect current estimates, and gas station and hos- pital locations have been updated. The map continues to display traffic regulations; weather report, road condition, and emergency phone numbers; and a welcome message from Governor Schweitzer. The map will go to print in January and be ready for distribution by the first week in February. : :: To order your copy, call 800-VISIT MT (800-847-4868), or visit the Web at http ://wam~.mdt. mt. gov/mdt/commentjbrm.shtml. The new Conrad Transportation and Historical Museum takes visitors on a jo*tri*ey that begins with ancient foot trails, contimtes down the Vl~oop-Up Trail. and ends in the era of steamboats, railroads, and Cars. Conrad Transportation Museum "Wheels in Wheat Country" Agrand opening ceremony on Labor Day weekend marked the end of a dream that was years in the making and the beginning of a new life for an old automobile dealership building in downtown Conrad. Through the efforts of the Pondem Histori- cal Association, Pondem County, the city of Conrad, and many others, the ][brmar Wright Chevrolet Building has been trans- formedinto atransportation andhistofical museum. The mu- seum offers visitom a glimpse into the development of transporta- tion in the "Golden Triangle" area of north-central Montana~ Tlle museum building was constructed in 1907 and had its beginnings in the transportation industry in 1921, serving as an auto repair and tim shop. Subseq~tent uses included a farm im- plement dealership and eventual expansion into a General Mo- tors automobile dealership. Vacated in 1978 and left empty for many years, the building was purchased by the Pondem Histori- cal Association in 2000. The association has since deeded the property to the city of Conrad and operates the museum through an agreement with the city. The city of Conrad and Pondera County contributed nearly $120,000 of CTEP funds and local matching funds toward the project cost. Donated money and materials as well as many hours of volunteer labor brought this community-based project to fruition. Davidson/Kuhr Architects of Great Falls provided architectural services for the project. Morrison-Maierhi, Inc. of Helena handled the design and construction engineering ser- vices. Dick Olsen Construction of Great Falls was the construc- tion contractor. For mom information abont the Conrad transportation mu- seum, visit http ://russell. vi$itmt, corn~listings~16395, h fin. CTEP is MDT's Community Transportation Enhancement Program. For more information, contact Mike Wherley at 444-4221 or mwherley@mt, gov. 4 New Web Site Offers User-Friendly Information for Aviators · ~t~' ontana pilots and aviation buffs will welcome MDT'S .t ?.lt. newly redesigned Aeronautics Division Web site. The site ~onselidates infbrmation into a user-friendly tool covering a variety of aviation information including upcoming workshops and events, airport maps and information, aviation scholarships, andlmom. In addition, applications for MDT's general aviation airport loan and grant program are now available online. The Aeronautics Division's responsibilities include facilitat- ing the maintenance of airports and the various components of airport infrastructure and administering a loan and grant pro- gram to help municipal governmems fund airport improvement projects. The division also fosters, promotes, and supervises aviation and aviation safety through educational efforts and pro- grams; registers aircraft and pilots; and coordinates and super- vises aerial search-and-rescue operations. MDT owns and operates 15 public-use airports and al} non- directional radio beacons and unicoms within the state. Addi- tionally, MDT inspects all public-use airports, publishes an aeronautical chart and directory, and provides individuals and communities with engineering and techrdcal assistance. The Web site supports these and other functions of the Aero- nautics Division. The site can be accessed through wwmmdt, mt. gov or directly at www. mdt. mt. gov/aviation. Mont.a. na Air-Service Study Identifies Challenges A recent study on the status of air service in Montana found that Montana is one of the lowest-ranIdng states in the cuntinentai U.S. for passenger activity and has some of the highest airfares in the country. MDT, in conjunction with the Montana Department of Commerce, initiated the research project in late 2004. A team consisting of Wilbur Smith Associates, Morrison Malefic, and the Louis Berger Group conducted the study, which offered recommendations on how the state can improve and expand its air service. The project also established work plans to achieve the goal of improved and expanded air service. When ranked by outbound domestic passengers, Montana ranked 39th in the continental U.S. in 2005. When ranked by average one-way fares, Montana was 45th, the fourth highest. The average one-way fare paid by domestic passengers origi- nating in Montana was $168.14 in 2005--$24 mom than the average one-way fare paid by other U.S. domestic passengers. Among the study's reconnnendations was that the state con- tinue to support the Essential Air Service, a federal program to guarantee scheduled air service to small communities. The study also recommended the state create an air-service development program and develop a statewide marketing campaign. To view the study summary online, go to hflp:// www. mdt. mt. gov/~,esearch/docs/research~proj/airchallenge/ project_sumrna~%pdf. For more information on MDT's research program, contact Craig Abemathy at 444-6269 or cabernatAvt~mt, gov. S-323 South of Ekalaka Before After Taken about 25 miles south of Ekalaka on Secondary Highway 323, these photos show the dramatic difference all-weather gravel surfacing made to a road that was at times passable only with a four-wheel drive vehicle. All-weather gravel surfacing con- rains a binder that holds the aggregates to- gether and keeps the road passable in ad- verse weather. The surface retains its shape and can even stand up to a snowplow. US-287 Passing Lanes-North of Three Forks Before After Passing was difficult and dangerous on this long, uphill section of U.S. 287. MDT widened the road to four lanes and lowered the grade at the top of the hill by approxi- mately 10 feet. This is the fourth segment of U.S. 287 between Helena and Three Forks that has been reconstructed to incor- porate passing lanes. Madison River-32 Miles South of Ennis Before After Situated on the historic Vigilante Trail, the Hutchins Bridge crosses the Madison River just north of Raynolds Pass. [t was built in its present form in 1902 and is listed on the National Register of Histofic Places. Some time ago, MDT bridge inspectors rated the bridge "structurally deficient" and limited it to foot traffic Olfly. The timber abutment planking that held back the road- bed was rotting, splitting, and no longer strong enough to retain the dirt emba~- ment. Similafly, the abutment's caissons were founded on umreated timber piles, and the piles were losing strength. MDT replaced both abutments with new concrete backwails and replaced the steel floor beams, timber stringers, decking, and driving planks. The rehabilitated bridge is now open to vehicular traffic and is ex- pected to last another 100 years. Fire Reveals Historic Mullah Road by Jon Axline, MDT Historian In August 2005, several small fires started along Interstate 9O about two miles west of the community of Alberton. High winds coupled with bone-dry vegetation quickly fused the many small fires into one raging inferno that not only closed the Interstate, but threatened homes, livestock, and even burned into the outskirts of Alherton. By the time the fire was under comml, it had burned 11,245 acres, devastating what had been prime forest land in the scenic canyon west of Albercon. Form- nately, no lives or homes were lost inthe conflagration. Th~ fire even had a benefit it opened a new window into Mineral County's colorful past. Mineral County has a rich history that includes mining, log- ging, railroads, the infamous Camel's Hump section of old U.S. Highway 10, and a catas- troph/c forest fire that burned much o f northern Idaho and western Mon- tana in 1910, claiming the lives of 85 people. But what the county is mostly recoghized for today is its connection to the Mullan Road, the first engineered road in Montana and the state's first federal-aid highway. A road between Walla Walla, Washington, and Fort Benton, the head of navigation on the Missouri River, was the dream of a young West Point gradu- ate named John Mullah. In 1852, the U.S. Army detailed Lieutenant Mullah to assist Isaac Stevens in surveying a route lbr a northern transcontinen- tal railroad. Stevens soon instrncted Mullah to seek "routes practicable for a... wagon road" across the northern Rocky Mountains. Although a proponent of the railroad as the agent of civilization, Stevens was just as sure of the civilizing benefits of an engineered wagon road. It wasn't until March 1859, how- ever, that Congress appropriated $100,000 lbr the construction of the road between Walla Walla and Fort Benton. Work on it began tbur months later. MniIan and his 230-man detachment crossed over the Bitterroot Mountains into Montana at St. Regis Pass in early December 1859. By the time harsh weather halted construction for the season, Mullan's work crews had completed a little less than half of the 624-mile road. Work on it resumed in mid-March 1860. By late April 1860, the company reached a mountain spur that extended down to the edge of the Clark Fork River, making a road along the river bank impossible. Called the Big Side Cut and Point of Rocks segments, Mullan detailed 150 men to build the road across the mountains. Construction began in May 1860 and continued for the next six weeks. Because of the rocks along the planned route, the work crews had to use black powder to blast a route through the extensive outcrops. Tiffs arduous segment of the road was difficult to construct and re- suited in serious injtaies to some workers because of the vola- tile explosive. Although Mullah later claimed the rock cuts along this se~,:~'nent of the road were between 15 and 20 feet wide, they are, in lhct, much narrower. One traveler later wrote that "not an inch more rock was removed than apparently nec- essary," so that one could not walk next to a wagon passing through them. From the Point of Rocks eastward, however, construction of the road progressed rapidly as Mullan utilized well-worn abo- riginal trails. By July 1, they had crossed the Blackfoot River and, four weeks later, reached Fort Bentun. Upon Mnllan's arrival there, he was met ~ [ by a detachment of sol- ' [ dlers who had been or- dered to travel to Walla Walla over the newly completed road. With .o~,/¢~/ Mullah in the Read, the troops left Fort Benton on August 5, 1860, arriving ~ in Walla Walla two monti~s later. Although the road was intended to facilitate the movement of troops and supplies in the Pacific Northwest, this was the only instance ~t ~.~ whom the Mnllan Road ~*'~ ~ was used for military pur- poses. Within a couple years, the Mullan Road west of Missoula had deteriorated into a little-used tangle of fallen timber and washed-out bridges. Even the Montana gold rash in the early 1860s failed to reinvigorate it. Mullan continued to make improvements to his road until 1862, when tile federal government withdrew its financial sup- port. Although civilian freighters and emigrants extensively used the Fort Benton to Helena and Missoula sections of the Mullan Road, the road west of Missoula was little more than a pack trail by 1864, occasionally playing host to a few mule and camel trains. General William Tecumseh Sherman traversed the Point of Rocks section west of Missoula in the summer of 1877. Althongh he was optimistic about the potential of the Mullan Road in western Montana, it failed to catch on as a sig- nificant ['reight road and was seldom used except by local resi- dents. By the second decade of the twentieth century, the old Mul- [an Road in Mineral County had been superseded by more mod- ern transportation systems, including the Milwankee Road Rail- read and the Yellowstone Trail, the precursor to U.S. Highway 10 and 1-90. Over tlre ensuing years, the Point of Rocks seg- ment of the Mullah Road was largely forgotten, isolated by the Milwaukee Road, U.S. 10, aud the Interstate. Ironically, the The Point of Roct~ segment of the Mullah Road, shown in the photograpl~ above, was one of the few places '*here workers were forced to use blackpowder to blast their way through the rocks. Mtdlan, h#nself, described the segment ca~ a "seYere piece of work [thatJ cost us the labor of 150 men Jbr six week&" construction of the other roads helped preserve the Mullah Road in parts of Mineral County; including on the hillside above the Clark Fork near Albert0n. There it remained, nearly forgotten, until near the beginning of the 21 st century. In 1999, IVlDT, the Montana Department of Natural Re- soumes and Couservation, and Alberton-ama ms/dent Chuck Mead completed a complicated land trade that placed both the Mullan Road's Point of Rocks segment and an abandoned seg- ment of the Milwaukee Road Railroad under the ownership of MDT. The Department used the property as mitigation to offset the impact of MDT projects on other historic road segments in Montana. It is MDT's intent to develop the property as a bicy- clist/pedestrian trail peppered with interpretive markers relating the stories of the old road and the railroad. To that end, two historical markers have been installed them and a brochure pro- duced about Point of Rocks segment of the Mullah Road. MDT maintenance forces developed a small parking area at the en- trance to the segments. When fire swept through the area in 2005, it destroyed most of the large trees and much of the underbrush along the Mullah Road segment. Unfortunately, it also damaged a railroad tunnel on the abandoned railroad grade so badly that it had to be per- manently closed to public access. But, it also initiated a new chapter in the long history of the road. When Randall Hewitt and his party passed throngh the area in 1862, the forest around them still smoldered from a major tim. In the ensuing 143 years, trees had gmwa up again along the road, obscuring many of its features. Indeed, whole seg- ments were not readily discernable because of the thick under- growth. The tim left a stark black, gray, and brown landscape, but after the dead trees were removed in early 2006 and the vegeta- tion began to reassert itself that summer, the Poiut of Rocks segment took on a whole new look and a new meaning. The removal of the trees and nnderbmsh opened up the area making it possible to clearly see Mnilan's original 1860 road alignment, the improvements he made in 1861 and 1862, and the modifica- tions made by the Milwankee Road Railroad in 1908. Indeed, the landscape now probably looks much closer to what Mnilan and Sherman actually experienced in the 19th centnry than what visitors had grown accustomed to over the last decade. Revenne from the sale of the dead timber in 2006 was used to plant new trees, repair segments of the road that had been damaged by f~re-fighrlng equipment, and pay for the installation of at least five new interpretive markers. Even the collapse of the railroad tunnel had some benefit--the new path constructed around it prov/des excellent views of Glacial Lake Missoula sediments and the scour caused when the lake last emptied over 13,000 years ago. Plans am ct~rrently underway to nmp the Point of Rocks from the air and use the Global Positioning System (GPS) to accurately place it on maps. It is the ultimate goal of Mtillan Road enthusiasts to create a GPS map of the entire Mullan Road from Walla Walla to Fort Benton. So, whJ. le at first glance, the 2005 Alberton area fire appeared to be a bad thing, in regard to the historic Mullan Road, it has actually been a benefit allowing us to learn more about this significant pioneer highway and the methods used to build it. It will also allow the public to better enjoy and appreciate this little piece of Mon- tana's colorful pasL The application deadline for Safe Routes to School is December 31, 2006. Applica- tions should be mailed to the MDT Rail, Transit & Planning Division at P.O. Box 201001, Helena, MT 59620-3001 or dropped off at the division's office at 2550 Prospect Avenue in Helena. For more information, see our Web site: www.mdt, mt.gov/pubinvolve/saferoutes/. 7 Newsline ts a quarterly publication of the Rail, Transit and Planning D~vixlon. Montana Department of TransportattorL MDT wants Your Comments To race ye a st of highway Projects MDT pla ns to present to the Transportation Commission, visit hCtr~7/www, mdr~mt, gOv/ pubiavolve/docs/trans:~comm/praposed~praJ, pd~, or give'us a Ca atl-80~71~296. Yo~canmail~urcommen~on pr~ p~ed proj~s to MDT at~efbl~wingaddress or e-mail them to m~new~mJec~mt.~ov. MDT Project Analysis Chi~ ~ PO Box 2~001 Helena, MT 59620.1001 Instde This lssUe New Funding~pu~ Public Transit Gro~h ....................................... Skyline Tmns~ Launches New ~ice ............................................. 1 Eegislature to Consider ~fe~ Belt Legislation ............................... 2 StYe Comprehensive HlghwaySafe~ Plan Approved ..................... 2 MDTTak~ Studen~ on a TripThrou~ Time .................................. 3 2007-2008 Highly Map ts ~rger Easier to Read ................. Conrad Tmnspo~tion Museum, "Whee~ in Wheat Count~".....,.. 4 New Web Site Offem User-Eriendly nform~ion for Aviato~ .......... Montana Air Se~ice Study Identifies Challenges ...................... 2_.4 Before and AAer ..................... , .......................................................... 5 Fire Reveals Historic Mullan Road. .................................................... Safe Routes to School Applications D~dline .................................. 7 Contact lnformation Omy the most~reouently requested numbers are listed here. For an area or oemon not lisrea, call $00.714-7296 [ n Montanaonly) or 406-444-3423. The TTY number is 406-444-7696or 800-335-7592. Administrator (Sandra StraehIj .......................................... 444-7692 ................................................................................. ; sstraehl@mt.gov Bicyclist/Pedestrian [Pam Langve-Davis} ......................... 444-9273 ........................................................................... plangvedavis@mt.gov Map Oraers ........................................................................ 444~.19 ................................. ~.. _. http://www, mdt .state.mt. us/t ravinfo/maps Multimodal Planning (Dick Turner) ..................................... 444-7289 .................................................................................... dturner@mt.gov Projects (Gary Larson) ....................................................... 444-613.0 .................................................................................... glarson@mt.gov Secondary Roads (Wayne Noem) ....................................... 444-6~.09 ................................................................................... wnoern@mt.gov Road Data & Mapping (Zia Kazimi) .................................... 444-613.1 .................................................................................... zkazimi@mt.gov Traffic Data '~Becky Duke) ................................................... 444-6122 ..................................................................................... bduke@mt.gov Transit (Audrey Allums) ......................................... 444-4210 ................................................................................... aallums@mt,gov Storewide & Urban Planning (Lynn Zanto) ......................... 444-3445 ...................................................................................... Izanto@mt. gov NewsJine Editor (Dawn McCallum) ..................................... 444~115 ............................................................................. dmccallum@mt.gov MDT attempts to provide accommodations for any known disability that may interfere with a person participating in any service, program, or activ- ity of the Department. Aiternative accessible formats of this information will be provided upon request. For further informal:ion call (406)444-3423, TFY (800)335-7592, or the Montana Relay at 713.. 6,456 copies of this public document were published at an estimated cost of $0.373 per copy for a total of $2,406 wh/ch includes $694 for printing and $1,712 for distribution. MDT's mission is to serve the public by providing a transportation system and services that emphasize quality, safety, cost effectiveness, economic vitality and sensitivity to the environment. Rail, Transit & Planning Division Montana Department of Transportation 2701 Prospect Avenue P.O. Box 201001 Helena, Montana 59620-1001 800-714-7296 Pre Sort Standard U.S. Postage PAID Helena, MT Permit No. 141 MARY EMBLETON PO BOX 10 LAUREL MT 59044