HomeMy WebLinkAboutNewsline - MDOTMontana Bridl es:
An Overview
,~n inspector chec~:s the
underside ora bridge with
the aid of a snooper truck.
Headlines about the condition
and safety of bridges across
the nation have left many Montanans
wondering how Montana bridges
measure up. The good news is that
MDT has an aggressive bridge pro-
gram that includes inspections, de-
sign, maintenance, and construction
to ensure the lung-team viability and
safety of the state's bridges.
Three terms used to rate bridge
condition ot~en catch the public off
guard and quickly give the impres-
sion bridges are not safe. The terms
deficient, structurally deficient, and
functionally obsolete sound ominous
and lead some to believe collapse of
a structure is imminent.
This is not the case. The federal government uses these
terms to rate a bridge's eligibility for funding. It is important to
understand that the terms do not indicate the relative safety of a
bridge.
Structurally deficient simply indicates something on the
bridge is in need of attention. This could range from minor re-
pairs to more serious problems such as structural damage or
erosion. Functionally obsolete describes a bridge that does not
meet current transportation standards or demands. The lanes
may not be wide enough or the bridge may need a sidewalk to
accommodate pedestrians. Deficient is an umbrella term used to
indicate the bridge is either structurally deficient or functionally
obsolete.
There are more than 5,000 bridges in Montana. Ofthnse,
2,662 are state-owned. Most of the remaining are county-
owned with some owned by federal agencies. Of the bridges
MDT inspects, 500 are rated as structurally deficient and 540
are rated as functionally obsolete.
MDT inspects all state and county-owned bridges on routes
eligible for fuel-tax funding. The bridges are inspected on a
24-month cycle with the exception of 831 prestressed concrete-
girder bridges that the Federal Highway Administration has
approved for a 48-month cycle. There are currently four
bridges on a six-month inspection cycle due to deficiencies in
need of closer monitoring. Additionally, MDT maintenance
staffrontinely travel the state highway system monitoring the
condition of the roadway infrastructure, including bridges.
continued on page 2
MDT Director Jim Lynch speak~ to concerned citizens in Kali~-
pell--part of MDT's series of community tra)~c safety forums.
MDT Presents Safety
Forums Across Montana
As part of the Montana Department of Transportation's
commitment to saving lives on Montana's roads, Director
Jim Lynch and representatives from other state and local agen-
cies are holding community traffic safety forums across the
state. The goals of the forums are to provide residents with in-
formation on the types and causes of crashes in their regions
and to gather ideas on how to improve safety. To date, meet-
ings have been held in Big Sky, Gallatin Gateway, and Kalis-
pell.
Providing data and statistics to residents has both affirmed
and dispelled myths and long-held beliefs of residents. For ex-
ample, that the day of the week and time of day can indicate
whether those involved in crashes are local commuters or visi-
tors. Another eye-opener for some has been the high percentage
of alcohol-related fatalities and fatalities involving unbuckled
vehicle occupants.
Other meetings will be held along high-crash corridors in
the state. High-crash corridors are designated based on crash
severity and the number of fatalities and incapacitating injuries.
Addressing high-crash corridors is just one area of empha-
sis in the Montana Comprehensive Highway Safety Plan
(available at http://www, tndt. mt. gov/pubinvolve/chsp/). This
plan identifies statewide traffic safety issues that must be ad-
dressed. The plan sets aggressive goals for reducing fatalities
and crashes. MDT is working with law enforcement, emer-
gency responders, tribal governments, public health agencies,
local governments, and other stakeholders to meet these goals.
MDT works every day to improve traffic safety but can't do
it alone. Involving everyone who travels on Montana's roads is
key to saving lives.
Impaired Drivers Beware!
The Montana Department of Transportation and the Men-
Urea Highway Patrol (MHP) collaborated this year to ac-
quire a now tool against impaired drivem: the Mobile Impaired
Driving Assessment Center or MIDAC.
The MIDAC was unveiled June 20. MHP and local law
enforcement agencies will use it year-round near events and
areas associated with alcehol or drug consumption and impaired
driving.
Because it is deployed close to enfomement activities, the
MIDAC reduces the time arresting officers spend transporting
suspected impaired drivers to the nearast jail. Officers can
evaluate DUI suspects at the MIDAC and then return to the road
to continue traffic enforcement and safety activities.
"The Department of Transportation is pleased to have tiffs
partnering opportunity with the patrol," said MDT Director Jim
Lynch. "Getting impaired drivers offthe road is about saving
lives, and with Montana having the highest rate of impaired
driving fatalities in the nation, we have our work cut out for us."
MDT funded the $250,000 cantor using a grant from the
National Highway Traffic Safety Administration. MHP will
own, operate, and maintain the MIDAC. Local and tribal law
enforcement will be able to process impaired drivers at the cen-
ter when it is deployed in or near their jurisdictions.
The M1DAC is a sail-propelled vekicle that, at a length of
39 feet and width nf almnst 8 fe~, resembles an oversized mov-
ing truck. The center is outfitted with an Intoxilyzar 8000
(state-of-the-art blood-alcohol content testing equipment), port-
able breath-testing devices, a surveillance system, high-tech
data collection system and communication capability, refrigera-
tion for storing blood evidence, and a bathroom.
Preliminary data shows almost half of the fatalities on
Montana roads last year (119 of 263) involved an impaired
driver. Additionally, one in five injuries from traffic crashes
involved an impaired driver, the highest rate since 1994. In
2006 alone, the economic loss due to crashes involving im-
paired drivers exceeded $193 million.
The 39-foot long, &foot wide Mobile Impaired Driving Assessment
Center will be deployed to events and areas where impaired driv-
ing is likely to be prevalent.
The center is filled with a variety of tools for detecting impaired
drivers. The familiar straight line, shown above, rounds out state-
of-the-art blood-alcohol te~ting equipment, portable breath-testing
devices, and a surveillance system.
Montana Bridge~ - continued from page f
All bridge inspections are conducted in compliance with the
National Bridge Inspection Standards. A bridge inspection in-
volves a methodical process developed to ensure all elements of
a bridge are inspected and nothing is overlooked. To gain ac-
cess to all elements ora bridge, MDT uses "snooper" trucks as
well as contractors who do underwater inspections and inspec-
tions that require climbing gear.
MDT spends an average of $1.5 million aanually for bridge
inspection activities, underwater inspections, non-destructive
testing, bridge rating, and scour evaluation activities.
Any state-owned bridge in Montana found to be unsafe is
removed from service until it can be safely returned to operation
or replaced. For county-ownad bridges, MDT reports findings
immediately to the county and coordinates closure if approptiate.
The department uses an asset-management process called
the Performance Programming Process (p3). pS allocates fund-
ing for the state system based on performance measures and
data from the pavement, bridge, congestion, and safety manage-
ment systems. Bridge inspection data is used to determine
funding needs and priorities for bridge repair, preservation, and
replacement.
The department carefully manages its resources to keep the
network of bridges across the state in safe condition. Ongoing
preservation and preventative maintenance is a top priority.
The department will spend $29 million on bridge projects in
federal fiscal year 2008 and $30 million in FFY 2009. This
does not include bridge work conducted in association with
other highway construction projects.
Bridges am a key component of Montana's transportation
infrastructure, and MDT will continue to do everything possible
to ensure they are safe and sound.
Roundabouts Come to Montana
Roundabouts in Montana
Thc first roundabout constructed by thc Montana Dcpartxacnt of
Tmnsportatiun is now open to traffic in Kalispcll. Two more
roundabouts are slated to open in the Helena area in November,
and more roundabouts are being designed into MDT projects.
In response to increasing interest in roundabouts as a traffic-
control tool, MDT's engineering analysis has identified several
intersections around thc state where
roundabouts would be more effective than
traditional traffic signals or four-way
stops.
Roundabouts are not appropriate for
all intersections; however, they do pro-
vide communities with safe, effective
tools to keep traffic flowing.
Benefits of a roundabout
Reduces severity of crashes. Accord-
ing to the Federal Highway Administra-
tion, a roundabout typically results in a
76 percent reduction in injury accidents,
90 percent reduction in fatalities, and
40 percent reduction in pedestrian inju-
ries. The reduction in accidents is a di-
rect result of slower speeds and a de-
crease in conflict points within thc intersection.
Reduces the speed of traffic and increases efficiency of
traffic flow. Vehicles enter the roundabout at a reduced speed.
Traffic yields instead of stopping. This allows traffic to flow
more efficiently as it smoothly moves through the intersection
at a consistent rote.
Rednoea pollution and saves fuel. Roundabouts reduce the
time vehicles spend idling at intersections. Reducing idling
time also lowers fuel consumption and exhaust emissions.
Saves taxpayers mousy. Roundabouts save taxpayers ap-
proximately $5,000 per year per intersection in traffic signal
maintenance and electricity.
How to navigate a single-lane roundabout
Slow down. Driving speeds in roundabouts arc ]5 mph or lass,
Look to the left. Traffic flows In a counterclockwise direc-
tion. Yield to vehicles in thc roundabout. They have the right-
of-way.
Stay right. Enter the roundabout and stay to the right of the
center island. Do not stop if the way is clear. Neverpass or
overtake another vehicle after entering a roundabout. Travel
around the circle until you reach your desired street, use your
fight-mm signal and exit the roundabout.
When entering and exiting, watch for and yield to pedestrians
in or waiting at the crosswalk.
Give large vehicles tine space they need. Roundabouts arc
designed to handle all sizes of vehicles, including truck and
trailer combinations. Thc center island of thc single-luna round-
about is built with a gradually sloped and flat curb, called a
truck apron. The rear wheels of a large vehicle will cross over
tho truck apron. The driver of the smaller vehicle should drop
behind the larger truck as it completes its travel through the
roundabout.
Yield to pedestrians. All pedestrians
must cross at the designated crosswalks.
Never cross to the central island. Al-
though vehicles are required to stop for
pedestrians, pedestrians should always
exercise caution when crossing.
Walk your bike and use the cross-
walks. Bicyclists arc encouraged to
walk their bikes on thc sidewalks and
use the pedestrian crosswalks. If you
are comfortable riding in traffic, ride on
the circulatory roadway of the round-
about like a car, but obey the same traf-
fic rules as motorized vehicles. Clearly
signal your turning intentions.
Emergency Vehicles. Do not pull over
or stop in the roundabout when ap-
proached by an emergency vehicle. Continue on and exit as
normal, then pull to the right where there is room for the emer-
gency vehicle repass. If you are approaching the roundabout,
pull over if there is room for the emergency vehicle to get by. If
not, continue through the roundabout and pull over after you
have exited.
To sec a roundabout in action, visit http://www
.roundabouts. ca/orc_webcam, htm. Formore information, visit
MDT's Web site at www. mdt. mt. gov.
Rail, Transit & Planning
Division Relocates
The Rail, Transit and Planning
Division's new location at 2960
Prospect Avenue in Helena.
MDT's Rail, Transit and
Planning Division recently
moved one block east to 2960
Prospect Avenue.
Our new office is in the same red
and white building as the Les
Schwab Tire store, next door to
Staples.
Division contact information re-
mains the same. If we canhe
of service, drop by or give us a
call at 444-3423 or (800)714-7296.
Signs on Private Property
Must Comply With MUTCD
whoa" means the same thing as "stop,"
but under federal reguIations, the traffic sign
pictured at left is illegal, even on private
property.
Traffic control devices on privately
owned property open to public access have
to conform to the requirements of the Man-
ual on Uniform Traffic Control Devices
.(MUTCD). The MUTCD sets nationwide
standards for road signs, pavement markings, and other traffic
control devices. According to those standards, stop signs have
to say STOP, not WHOA.
Some key elements of the MUTCD, which is approved by
the Federal Highway Administration, are standard traffic signs,
standard pavement markings, and breakaway posts. A full de-
scription of acceptable traffic control devices and their applica-
tion is available at www. mutcd.fhwa.dot, gov.
"Privately owned property open to public access" includes
roads within shopping centers, parking lots, sports arenas, and
other business and recreation facilities where the public is al-
lowed to travel without access restrictions. (See the Federal
Register, Volume 7 l, Number 240, Page 7511 l.)
MDT recommends that MLrFCD requirements on privately
owned property open to public access be incorporated in local
laws such as zoning regulations and site development require-
merits.
More Nonconforming Signs & Lines
Should you stop all the ~me
or just when the c~sswalk
is occupied? This combina-
tion of signs is confusing.
Here, the stop sign's shape
is lost against an oval back-
ground. The octagon shape
is important-- it lets drivers
know they're at a stop sign
even when the letters are
obscured by snow or lighting
conditions.
Traffic control devices include
The chevrons
that don't
4
The Empire Builder arrives at Shelby on an early spring day.
In 2006, there were over 150,000 boardings and alightings at
Montana's 12 Amtrak stations.
Lt. Governor Testifies in
Support of Empire Builder
In addition to providing critical transportation services to
Montana~s Hi-Line for over 78 years, the Empire Builder is
Amtrak's premier long-distance passenger rail route. It was
fitting then, when Representative Corrine Brown, the Chair-
woman of the U.S. House Subcommittee on Railroads, Pipe-
lines, and Hazardous Materials, asked Montana Lieutenant Gov-
ernor John Bohlinger to provide testimony about the importance
of Amtrak's long-distance routes.
In his testimony at the Jane 26 subcommittee hearing in
Washington, D.C., the Lieutenant Governor emphasized the
importance of long-distance routes like the Empire Builder to
areas of the U.S. that do not have access to major airports or
interstate highways. "Especially during the winter, when high-
ways are often closed due to extreme weather, the Empire
Builder provides lifeline transportation to residents and busi-
nesses that have few other options," Bohlinger said.
The Empire Builder provided nearly 500,000 rides in 2006
with over 150,000 boardings and alightings at Montana's 12
stations. In addition to serving out-of-state visitors to Montana
attractions such as Glacier National Park and Whitefish Moun-
tain, the Empire Builder provides transportation for Montana
residents traveling to health care facilities, jobs, and schools.
"These... are not the vacationers that some have characterized
as the primary users of long-distance passenger rail service,"
Bohlinger said. "They are Montana residents who rely on the
Empire Builder for essential transportation."
The Lieutenant Governor concluded by stressing the impor-
tance of long-distance mutes as part of the national passenger
rail system. "Amtrak's long-distance routes are an essential
element of a passenger rail network that benefits the entire
country," Bohlinger said. "A national passenger rail system
without long-distance routes is not a national passenger rail sys-
tem. It is a disconnected and inefficient system that provides
little or no national benefit."
Congress will determine fiscal year 2008 funding levels for
Amtrak later this fall.
Agency Cooperation Leads
to New Highway 200 Bridge
Thanks to the cooperation of three government agencies,
MDT recently awarded a design/build project* to replace
the Montana Highway 200 bridge that crosses the Blaelffnnt
River near Milltown. This is an excellent example of how inter-
governmental agency coordination can result in tho most benefi-
cial and efficient use of taxpayer funds.
The Highway 200 bridge is one of five Blackfoot River
structures the Environmental Protection Agency's (EPA) Mill-
town Dam Removal project will impact. Thc dam removal,
scheduled for the summer of 2008, will lower the riverbed and
possibly undcrmina up-stream structures built aider the dam was
constructed in 1908. EPA's plans originally called for making
improvements to the existing Highway 200 bridge; however, as
thc Department of Environmental Quality (DEQ), EPA, and
MDT staffs began reviewing the esealatiug costs of buttressing
the 58-year-old bridge, talks shifted to using the funds to re-
place the aging structure with a modem design.
For the replacement project to move forward, each of the
agencies had to weigh thc long-term benefits of bridge replace-
mcnt against thc considerable obstacles associated with thc pro-
posal. Obstacles included the need for additional funding, im-
pacts to the Milltown community, coordinating with the dam
removal schedule, constmctability issues, and project liabilities.
Ultimately, with involvement of MDT Director Jim Lynch,
DEQ Director Richard Opper, and EPA Montana Office Direc-
tor John Wardcll, the agencies agreed that MDT could move
forward with thc project.
With thc decision ~ached, MDT project engineers quickly
ramped-up efforts to develop and advertise a design/build
bridge replacement project. In addition to the innovative project
development and construction process, MDT also included the
construction cfa temporary bypass bridge in thc design package
to minimize adverse safety and economic impacts to thc Mill-
town community.
Thc project is currently in the design phase and the eontrac-
tur will begin mobilizing on site to start the temporary bridge
construction this fall. The new bridge is slated for construction
in the summer of 2008 and should open to traffic next fall.
Though this project is a small part of thc ovarall Milltown
Dam removal project, it provides an excellent example of state
and federal government agencies working together to provide
Montana's citizens the best return on in£rastructuro investments
while also taking into ennsidaratinn needs and impacts in local
communities.
* "Design/build" is an innovative contracting method that com-
bines the design and construction ofa project into a single con-
tract while maintaining MDT design standards, specifications,
and contract administration practices. Typically, once MDT
decides to move forward on a project, the first step is to develop
the detailed design. After the project is designed, MDT odver-
rises and invites construction firms to bid on it; then the project
is awarded and construction begins. Design/build contracting
reduces the time required from initiation cfa project to place-
ment of the new facility in service.
Department of Commerce Director Anthony Priete addresses the
Regional Economic Development Conference held August 1-3 in
Havre. Attendees included representatives of local and state
economic development agencies.
Economic Developers
Briefed on MDT Services
MDT participated in a Regional Economic Development
Conference August 1-3 at MSU Northern in Havre. De-
partment of Commerce Director Anthony Priate organized the
conference, which focused on improving relations between state
and local economic development agencies.
Hal Fossum, MDT's liaison for economic development,
represented the department at the meeting and addressed atten-
dees about MDT programs and resources that could benefit eeo-
nomic developers and agencies. The following list is a sample
of the resources MDT can provide:
· District Offices: MDT's five district offices are at the front
line in assessing transportation needs, nominating projects,
day-to-day coordination w/th local activities, and overall pro-
ject management. They are excellent first points of contact.
· Local Planning,:. MDT provides financial and technical
resources to help local authorities with the transportation
aspects of local planning.
· Corridor Planning: MDT's studies in key transportation
corridors offer opportunities to coordinate state and local
needs.
· Systems Impact Action Process: This development per-
mitring process is required for all proposals that would sig-
uificantly or permanently impact the state's transportation
system. Involving MDT early in the development process
increases the likelihood of development approval.
· Traffic and Facilities Data: MTD tracks traffic volumes,
safety, and roadway conditions for the state and federal high-
way systems. This data can be useful in civic and economic
development planning as well as project development.
· Transit: MDT supports development of local transit ser-
vices and broader services for local transit planning.
· Research: MOT annually solicits transportation research
ideas and maintains an active research program and a library.
Research ideas must have "sponsors" and "champions"
within MDT.
This is only a partial list of services MDT makes available
to economic developers and agencies. For more information,
contact Hal Fossum at 444-6116 or hfossum~mt, gov.
New Studies Track Fish
Movement Through Culverts
· ': T he problem of fish
.IL passage through
culverts has been in the
forefront in recent
years. We all want
healthy Montana fish-
eries, but at the same
time we reeogdize that
limited budgets can
force some tough deci-
sions when it comes to
balancing aquatic habi-
MSU ~searchers recently conducted tat with transportation
studies to discover if culverts restrict the needs. Two recently
movement offish in Montana streams, completed MDT re-
search projects shed
light on this issue.
Culverts have the potential to restrict the movement of fish
and to keep them from upstream spawning grounds. This can
reduce the number of fish in a stream and can also isolate seg-
ments oftbe population resulting in a loss of ganetic diversity.
Montana State University (MSU) conducted a study that fol-
lowed the progress of electronically tagged fish through a series
of culverts in a tributary of the Yellowstone River near Gar-
diner.
Some oftbe factors believed to impact fish movement in-
clude the culvert's design, water velocity, outlet drop height,
and the depth oftbe plunge pool· The study found that the
strongest indicator of fish passage was the water velocity in the
culvert. Tbe study also found that culverts roughened with baf-
fles were easier for fish to swim through than smooth pipes.
MSU also did a study of the warm-water fish species found
in eastern Montana. Prior to this project, there was only a small
amount of anecdotal information about the mobility nf prairie
fish and their physical capacity to swim through the barriers
imposed by a culvert.
This study, conducted on tributaries of the Yellowstone
River near Glendive, found that fish species were well distrib-
uted in streams with culverts. For all species but one (longnose
dace), the culverts in the study were not a significant barrier to
upstream passage. This can be attributed to conditions in the
culvert barrels that closely mimicked the habitats and low gradi-
ent of the natural stream. In addition, outlet drops were small
compared to the outlet drops often seen in steeper mountainous
drainages.
Overall, the study reinforced the notion that culverts should
mimic the aquatic habitats and hydraulic conditions of the
streams, while still meeting the hydraulic, safety, maintenance,
and read-bearing needs of the system.
These reports are available on the Interact at http://www.
rnd~ mt. gov/research/projects/env/fish~passage.shtml and
http://www, mdt. mt. gov/research/projects/env/fish~assage_
war~shtml. For more information, contact Sue Silliek at
444-7693 or ssilliclt~2nt, gov.
Safe Routes to School
Guidebook Published
The official Safe Routes to School (SRTS)
Guidebook was released in June. The guide
_l~_[e explains how to start a successful SRTS pro-
gram. and also helps stakeholders identify
~l~,.~O] problems and develop solutions for barriers to
~.j[.*~, ~:' walking and bicycling to school. The guide
contains information on the background and
history of SRTS, as well as information on the "5 E's": Educa-
tion, Encouragement, Enfomement, Engineering, and Evalua-
tion. Information links, forms, surveys, and checklists are also
included.
SRTS project managers and those interested in starting a
SRTS program in their communities can find the guidebook on-
line at www. mdt. mt. gov/pubinvolve/saferoutesA For a hard
copy, contact the SRTS Coordinator, Virgirda Summey, at
(877)935-SAFE (7233)~
Last year, Montana's Safe Routes to School program
awarded almost $840,000 for 22 projects in 17 Montana com-
munities. The 2007 application materials should be released
sometime in September.
Montanans Urged to
Walk to School Oct. 3
International Walk to School Day is Octo-
ber 3. Last year, 36 Montana schools par-
ticipated in the event, which pmmntes a
healthier lifestyle, community, and environ-
ment.
This year, the Safe Routes to School
and Children's Health Insurance programs have j dined to make
Montana's 2007 Walk to School Day the biggest to date. So
far, they have mailed over 23,000 postcards to 75 schools an-
couraging Montana children and their parents to join millions of
other participants across the globe in walking or bicycling to
school on October 3.
Schools can register at www. wallctoschool, org. For addi-
tional information, call the SRTS information line at
(877)93S-SAFE (7233).
Save the Date
: ~01~, MDT will host its fall Transit Management
i '"'~,lfflt"[ :~: Workshop November 8 and 9 in Helena at
~.~,.,~,r~ ~ ~-- thc MDT auditorium. Those in remote loca-
tions can participate via MDT's polycom system
at MDT offices in Missoula, Glendive, Kalispell, and
Havre. The training is free for any transit provider or transpor-
tation advisory committee member. For more information, con-
tact David Jacobs at 444-9192 or dajacobs~mt, gov.
6
Border Hospitality
Montana's Ports of Entry Stations
by Jon AMine, MDT Historian
During the cash-strappad 1930s, tourism was an important
part of the Montana economy. Despite thc fact that 20
percent of Americans were out of work or held low-paying jobs,
many still managed to scrape enough money together to load up
the family car and head for wide open spaces in thc American
West. Montana was a favorite destination for thousands of
Americans not only because of the spectacular scenery, the rec-
reational opportunities, and colorful history oftha state, but also
because of how they were treated once they got hem. Unlike
other states, Montana went out of its way to make visitors feel
welcome.
The Montana Highway Depart-
ment not only built and maintained the
state's roads and bridges, but was also
responsible for promoting and devel-
oping its tourism programs. Tourism
provided much needed mvanue from
the state's gasoline tax and also in-
jected money into local ccenomies.
From 1934 to 1941, department Plans
Engineer Bob Fletcher had the job of
developing those programs -- a task
for which he was pardcnlarly well
suited. It was under his direction that
the highway department distributed
free mad maps, published promotional
brochures, provided picnic areas next
to highways, installed roadside histori-
cal markers, and built museums across
the state to make the tourists' experiences in Montana unforget-
table. In 1936, Fletcher irdtiated an aggressive program to greet
tourists at the state's borders at port of entry stations. For
nearly 20 years, most tourists' first experience in Montana was
at one of the nine stations where they were greeted by clean-cut
college men with a hearty "Howdy everyone. Glad to see you!"
The idea of the ports of entry stations was a simple one.
Visitors to Montana would be encouraged to stop at one of the
stations when they entered the state for their vacation. The at-
tendents would give them a road map, brochures, and a tabloid
history of Mnntana. They would answer whatever questions the
motorists had about the state, place a "Montana Guest" sticker
on the windshield, and then send them on their way. Fletcher
often used his promotional litemtom to explain his philosophy
about his programs. In 1937's Headin 'for the Hills he wrote,
Shortly after we entered Montana we saw [al welcome
sign which is painted on solid copper .... The sign...
tells you them is a port of entry station one thousand
feet down the road and you are supposed to stop them.
When George read that he began moaning about another
racket and the humiliation of being treated like undesir-
able aliens. You know, a lot of states do put out a pretty
A young attendant greets a visitor to Montana at one of
the port of entry stations maintained by the highway
department.from 1936 to the late 1950s.
officious, hard-boiled reception at their borders.
George was still grumbling and digging for his creden-
tials when we pulled into the station, but up stepped a
young fellow with an engaging smile who sang out,
"Howdy Everyone! Glad to see you!" in a tone that that
sounded es though he faeant it.
The ports of entry stations gave visitors their first taste of
Montana and the frontier hospitality for which it was (and still
is) famous.
Like nearly all of Montana's
tourism programs, the stations were
designed to evoke the feeling of the
Old West. The simple 12' x 18' cab-
ins were sided in half logs with stone
chimneys pieming the gable roofs.
The mnlti-pane windows were also
designed to enlmnce the feeling of a
pioneer cabin. The interiors were
Spartan, consisting ora foyer and a
room where the three attendants
lived. Furnishings included a sink,
two closets, and bunk beds--nothing
more.
Fletcher recruited attendants for
the stations from the state's colleges.
They had to be young, good-looking,
well-mannered, and "alert." Their
uniforms consisted of blue jeans,
cowboy boots, a western-style shirt, and a bandanna. They had
to have a good working knowledge of the state and its history.
By the beginning of the 1950s, the number of attendants at each
station had been reduced to two people and the uniforms
changed to resemble those of service station attendants. The
stations opened each year on June 15th and closed down after
Labor Day weekend -- the schedules coincided with college
summer breaks. By the early 1950s, the department also occa-
sionally hired high school students to serve as attendants.
The ports of antry stations were the front line in the Mon-
tana Highway Department's efforts to draw visitors to the
Treasure State. By all accounts, it was a successful program
that required a significant outlay of money, but reaped huge
dividends in good PR for Montana. By the late 1950s, the de-
partmnnt began phasing out the stations because they did not
mesh well with the intent of the Interstate Highways. The de-
partment sold the ports of entry stations to local landowners or
incorporated them into area maintenance shops. The ports of
entry stations were quickly forgotten. MDT, however, plans to
incorporate one of the old stations into its new Lima Rest Area
when it is constructed after 2011. The station will be marked by
an intevpmtive sign celebrating its important contribution to the
beginning of the tourism industry in Montana.
Newsline is a quarterly publication of the Rail, Transit and Planning Division, Montana Department of Transportation.
MDT Wants Youw Comments
To receive a list of highway orojects MDT plans to present to the
Transaortation Commission, visit h~p://www.md[mt, gov/
~ubinvotve/decs/trans_comm/preposed_proj. pdf, or give us a
call at 1-800-714-'F296. You can mail your commen~s on em-
~osed projects to MDT at the following address or e-mail them to
mdtnewprojec~s@mt.gov.
MDT Project Analysis ChJe~
PO Box 201001
Helena. MT 59620-1001
Inside This Issue
Montana Bridges:. An Overview ......................................................
MDT Prasenta SafeYForums Across Montana ............................
Im~airad Drivers Bewaral. ........................................................... 2
Roundabouts Come to Montane ................................................... 3
Raig Transit & Planning Division Relocates .................................. 3
Signs on Private Pmper~y Must CompJy With M UTCD ............... ~.4
Lt. Governor Testifies in Support of Empire Builder .....................
Agency Cooperation Leadsto New Highway 200 Bridge ............. 5
Economic Develooers Briefed on MDT Services ........................... 5
New Studies T~ack Fish Movement Through Culver~ .................. 6
Transit Tales .,..; ........................................................................... ;.6
Montana's Po~s of Entry ............................................................. ; 7
Contact Information
Only the most freouentiy requested numbers are I~sted here. For an
ama or person not listed, call 800-714-7296 tin Montana onlyl or
406-444-3423. The TP~ number is 406-444-7696 or 800-335-7592.
Administrator (Sandra Straehl) ........................................................ 444-7692
................................................................................................. sstraehl@rnt.gov
Bicyclist/Pedestrian (Para Langve-Da~,sl ....................................... 444-9273
........................................................................................ plan~vedavis@mt.gov
Highway Traffic Safety (Pdscllta Sinclair] ........................................ 444-7417
................................................................................................ ~sinclair@rnt.gov
Ma~ Orders ....................................................................................... 444-6119
............................................................ n[te://www, radt.rnt.gov/travinfo/maps
Multimedai Planning IOick Turner) ................................................... ~, ~?,7289
.................................................................................................. dturner@rnt.gov
Projects (Gary Larson) .................................................................... 444-6110
.................................................................................................. glarson@rnt.gov
Secondary Roads (Wayne Neers) ..................................................... 444-6109
.................................................................................................. wnoem@mt.gov
Road Data & Mapping (Ed Ersth) ..................................................... 444-6111
................................................................................................... eersth@rnt~gov
Traffic Data (Becky Duke) ................................................................. ~.'~, 6122
.................................................................................................... bduke@rnt.~ov
Transit (AudreyAIlums) .................................................................... ~.~,~, ~,210
................................................................................................. aa[lures@mt.gay
Statewide & Urban Planning (Lynn Zanto) ....................................... 444-3445
.................................................................................................... Izanto@mt,gov
Newsline Editor (Dawn McCallum~ .................................................. 4z14.al~5
............................................................................................ drnccallum@mt.gov
MDT attempts to provide accommodations for any known disabili[y that may interfere with a person participating in any service, program, or activ-
ity of the Department Alternative accessible formats of this information will be provided upon request, For further information call
(406)444-3423, TrY (800)335-7592, or the Montana Relay at 711.
6,556 copies oft. his public document were published at an estimated cost of $0.42 per copy for a total of $2,754 which includes $746
for printing and $2,008 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
HONORABLE KEN OLSON JR
MAYOR OF LAUREL
CITY OF LAUREL
PO BOX 10
LAUREL MT 59044-0010
What is the Highway Safety Improvement Program?
The Highway Safety Improvement Program is an element of the Montana Department of Transportation's
Comprehensive Highway Safety Plan that funds safety improvements at high-hazard accident locations. Some
examples of the types of projects addressed with these funds are signing, striping, delineation, guardrail installation,
slope flattening, and roadway realignment. If a project is located on a state Secondary Route or a local rural road, the
project will be funded through "High Risk Rural Road" funds, part of the Highway Safety Improvement Program.
Who manages the program?
MDT's Safety Management Section reviews investigated accidents of record and sites submitted by local agencies in
order to develop a priority list of locations that could participate in this program.
Where does the money come fram?
Ninety percent of the money for safety improvements at these locations comes from the federal government (Highway
Trust Fund). Ten percent comes from the state or local governments.
Who is eligible?
To be eligible, a local road agency must regularly report accidents to the Montana Highway Patrol for recording in the
Transportation Information System. The proposed improvement must not be a maintenance function.
What is the goal of the Highway Safety Improvement Program?
The goal of the Safety Management System and the Highway Safety Improvement Program is to reduce the number
and severity of crashes on Montana roadways. Under the Comprehensive Highway Safety Plan, more emphasis will be
placer] on crash severity.
How are high-hazard locations Identified?
High-hazard locations are identified by accident trends based on the number of crashes, accident rates, severity of
crashes, or a combination of these factors.
How many locations can local road agencies submit from each city or county?
Applicants may submit up to five locations annually. These sites will be included in the overall statewide ranking and
priority listing.
What Information should a local road agency submit with the application?
Local road agencies will need to include a safety priority list, accident analysis, traffic information, and proposed
improvements. (See the application on the back of this page.)
What is the review and approval process?
After MDT receives the applications from local road agencies, the Safety Management Section develops a list of
priorities according to a benefit/cest ratio analysis. Next, MDT develops a program for improvement subject to
availability of funds and a benefit/cost ratio greater than 1.0, The Transportation Commission approves the list of
safety improvement projects with the highest benefit/cost ratios.
Where should local road agencies send the application?
Safety Management Section
Montana Department of Transportation
P.O. Box 201001
Helena, MT 59620-1001
(406)444-6113
What is the deadline for submitting applications?
April 30, 2008
Comprehensive Highway Safety Plan
Highway Safety Improvement Program Application
Each local road agency should submit one application per intersection or high-hazard
location to be considered for funding along with a copy of the safety priority list for their
jurisdiction.
Send to:
Safety Management Section
Montana Department of Transportation
P.O. Box 201001
Helena, MT 59620-1001
1. City, county, or road agency
2. Contact person (name, address, and phone number):
3. Location description for intersection or hazard area
Collision diagram of investigated accidents
a. Type (pedestrian, angle, rear-end, other, etc.)
b. Severity (fatal, injury, or property damage)
Time period for the data:
from
to
(date) (date)
Average daily traffic volume:
Accident trend and countermeasures
a. Identified accidenttrends
b. Corrective measures proposed to address the accident trends
Proposed improvements
a. Improvement to be considered and a sketch of the improvement
b. Cost estimate for the improvement
*** Please attach a diagram and analysis to the application.***