Document Billings_doc_269c4be636

Molt Road/Highway 3 Collector Road Planning Feasibility Study Prepared For: Billings City-County Planning Department In Cooperation with: City of Billings and Yellowstone County Prepared By: June 2004 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - i - EXECUTIVE SUMMARY Study Authorization / Purpose / Need This engineering feasibility study was authorized through a funding agreement between the Montana Department of Transportation and the Billings City-County Planning Department and through authorization from the local Technical Advisory Committee (TAC) and the Policy Coordinating Committee (PCC). Authorization to proceed with the study was granted through a contract dated January 23, 2003 between the Billings City-County Planning Department (the Metropolitan Planning Organization) and HKM Engineering Inc. The purpose of this study is to satisfy recommendations made by the West Billings Plan to perform a feasibility study for the purpose of evaluating the development of a collector corridor between Molt Road (S 302) and MT Highway 3 (N-53) northwest of Billings. This study is intended to provide a review and assessment of available information, to solicit public comments and opinions, to perform a planning level construction and right-of-way cost analysis, and to complete a cultural and archeological survey of the proposed corridors as a means of determining the planning feasibility of developing a collector road corridor. A detailed economic evaluation including a benefit / cost analysis comparing direct user benefits (travel time savings, accident reduction) to project costs (construction, operation, maintenance) was not performed as a part of this study, as the economic feasibility is expected to be reviewed and discussed by the City of Billings and Yellowstone County, as needed. Several considerations demonstrate the need and desire to develop an engineering feasibility study towards the continued development of a collector route between Molt Road and MT Highway 3: ♦ Continued and steady growth in the northwest portion of the Billings urban area at a rate typically greater than Billings proper ♦ Continued development within and adjacent to the proposed study area ♦ Development of a transportation corridor that improves north-south linkage, provides an additional rim crossing, develops access and mobility within the immediate area, and affords improved emergency vehicle access ♦ Development of a transportation corridor suitable for the interconnection of utilities between the upper and lower portions of the Billings urban area currently separated by the rimrocks ♦ To satisfy recommendations for continued study through approved local planning documents including the 2000 Billings Urban Area Transportation Plan, the 2001 West Billings Plan, and the 2003 City of Billings and Yellowstone County Growth Policy. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - ii - Project Location / Background The general location for the Molt Road/Highway 3 Collector Feasibility Study is situated northwest of the Billings urban area and wholly within Yellowstone County, Montana. The study area is bounded to the south by Molt Road and to the east by MT Highway 3. A Burlington Northern Santa Fe railroad line traverses the western portion of the study area while a Conoco petroleum pipeline bisects the project location along a southwest to northeast alignment. Continuation of the collector road outside of this area is not anticipated or planned. The development of a road west of Zimmerman Trail and across the Billings rimrocks has been an element of local transportation plans for over 26 years. In 1977, the Billings Transportation Plan Update first identified the area between Montana Highway 3 and the existing railroad alignment as the most desirable location for the development of such a link. Each subsequent Plan update has included some discussion of and recommendations for this particular link, including the most recent 1990 and 2000 Transportation Plans. More recently, the 2003 Yellowstone County and City of Billings Growth Policy, as well as the 2001 West Billings Plan, included discussion and recommendations to study the engineering feasibility of developing a corridor between Molt Road and MT Highway 3. Additional studies, documents, and reports include the Outer Belt Loop Traffic Study (1987), the Ironwood Subdivision "Subdivision Improvement Agreement" (2001), and the By-Pass Traffic Study and Addendum (2001). Study Approach / Management This feasibility study was developed in close consultation with a project Steering Committee, whose goal was to oversee the development of the study, to review the results of individual tasks, and to provide technical direction, as required. The steering committee for this project consisted of the following organizations and individuals: Yellowstone County Public Works Department City of Billings Vern Heisler, PE City Engineer David D. Mumford, PE Public Works Director Billings City - County Planning Department Ramona Mattix, AICP Director, Zoning Coordinator W. Scott Walker, Transportation Planner Additionally, area landowners within the project limits were afforded an opportunity to contribute to the development of the study. Landowner representatives, as identified through Yellowstone County tax records, were contacted and consulted regarding the development of preliminary corridor alternatives. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - iii - Available Information The Billings urban planning boundary, as identified by the Billings Urban Area 2000 Transportation Plan, encompasses the entire corridor study area, which is further contained within the Shiloh Northwest neighborhood planning area. Average Annual Daily Traffic (AADT) volumes as reported in the approved Ironwood Subdivision Traffic Accessibility Study by Engineering Inc. and the 2001 Northwest Bypass Location Transportation Evaluation by Marvin & Associates report link volumes within the study area for Molt Road at 1000 to 1100 vehicles per day (vpd), respectively, at a point just north of Rimrock Road. The 2001 Northwest Bypass Location Transportation Evaluation reported AADT volumes for Montana Highway 3 of 2200 vpd adjacent to the study area and 3000 vpd just west of Zimmerman Trail. By comparison, the Montana Department of Transportation reported 3 year AADT's for MT Highway 3 south of Broadview of 1530 vpd in 2000, 1529 vpd in 2001, and 1552 vpd in 2002. The 2001 Northwest Bypass Location Transportation Evaluation also reported an AADT for 62nd Street West just south of Rimrock Road of 500 vpd. Traffic accident data was not collected or analyzed for this project. The engineering firm of Marvin & Associates developed the two most recent reports related to the proposed link: one in 1987 in conjunction with HKM Engineering Inc., and one in December 2001. The 1987 traffic study was prepared as a part of an "Outer Belt Loop" planning process. Although an outer belt loop plan has since been discontinued, the 1987 traffic evaluation concluded the following points regarding a connection between Molt Road and MT Highway 3; that construction of a "connection road" (between Molt Road and MT Highway 3) would probably not be feasible prior to the year 2000 due to low travel demands (low volumes), that a "road would be a vital part of the (Billings) street system by 2010 even if the Outer Belt Loop were not built". The report recommended "a method of reserving the necessary right-of-way" for a future road between Molt Road and MT Highway 3 be implemented. Based on a QRS (Quick Response System) traffic model of the Billings area, and assuming a high-speed-access-controlled Outer Belt Loop scenario, a steady Billings area growth rate, and a year 2010 Billings population of 150,000 residents, the studies identified a 1985 potential demand of an "Outer Belt Loop" connection road within the Molt Road/Highway 3 study area of 930 ADT (average daily traffic or vehicles per day), a 1995 potential demand of 1160 ADT, and a 2010 potential demand of 5170 ADT. Subsequent to the submittal of the 1987 study and prior to the 2001 study, local planners abandoned the concept of a "belt-loop" in favor or a "by-pass" or Arterial concept. The December 3, 2001 study, commissioned by the Billings City-County Planning Department, reviewed two possible arterial corridors between Molt Road and MT Highway 3; Alternate Route and Alternate Route The study reported a year 2021 ADT for Alternate to be approximately 2193 ADT and for Alternate to be approximately 1607 ADT. The study concluded that neither an "East" nor a "West" corridor would function well as a high-speed, limited access arterial based on anticipated traffic volumes and assumed area developments. As a result of conclusions of the 2001 study, the Billings City-County Planning Department requested an Addendum that would revisit the higher demand Alternate corridor and to ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - iv - investigate the application of a collector road functional classification over an arterial road functional classification. The traffic model used for the 2001 study was modified to include better access opportunities and a 35 mph posted speed. The new model predicted that a collector road would attract a year 2021 demand of roughly 1150 ADT at its intersection with Highway 3. This value represents a nearly 50% decrease in the number of vehicles predicted to use the link than was predicted if the link functioned as a high-speed, limited access arterial. Although reduced, it was noted by the addendum that this demand was still within the functional bounds of a collector road. Discussions with Marvin & Associates noted that this anticipated demand does include traffic from the planned Ironwood Subdivision located on the southern end of the study area, and that roughly 80% of the vehicles anticipated to utilize the collector road corridor would be residents of that subdivision. The December 2001 study and subsequent addendum demonstrated that a corridor located closer to Billings (Alternate would attract and serve more demand than a corridor located further west and away from Billings (Alternate and that an Alternate route would function adequately as a collector street. Conclusions of the December 2001 study addendum stated that an Alternate route would "not function well as a bypass route", and as a collector street it would "have the potential to carry a level of traffic appropriate for its function". The study continued by noting that a link in this area would "provide the desirable connectivity through the proposed subdivision (Ironwood) and allow an appropriate interface with future subdivisions". Preliminary Engineering Feasibility The focus for this study is to develop and evaluate multiple corridor alternatives by developing a “range” of likely alternatives for the purpose of performing a "screening level" analysis of the corridor. Potential preliminary corridors for the Molt Road/Highway 3 collector road were developed based on field reviews, available data and through meetings with the MPO, the project steering committee, and meetings with adjacent landowners. Through steering committee and landowner discussions; and based on known physical, topographical, or geographic constraints; a range of viable “design points” were selected for continued study. These points include: four Molt Road intersection points, three rim crossing locations, and one Highway 3 intersection. Also identified are areas that precluded corridor development, either due to geographical or topographical constraints, planned development, or safety concerns. Based on these two sets of points, 5 preliminary corridor alternatives (Corridors 1 through 5) ranging in distance from 3.01 miles to 2.23 miles were developed for public consideration and comment. Public Involvement Public comment and opinion regarding the various aspects of this feasibility study were considered towards the final corridor development, including landowner coordination, a public meeting, a project web site, newspaper articles, and various other avenues for public comment. The initial project public informational meeting was conducted on Wednesday, June 3, 2003. Information discussed at the meeting included a history of the project, a discussion of the project scope, and a presentation of the initial study corridors for public consideration. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - v - A second and final public informational meeting was conducted on Thursday, June 3, 2004. This meeting served to present and discuss the findings of the corridor study, City staff recommendations regarding the alternative corridors, and solicited final public input. Public comment received and discussed at the meeting included issues related to lighting, noise, roadway function (arterial verses collector), and speed. Specific discussion items included recommendations for landscaping and berms. Based on received public comments, Corridors 2 and 5 were identified as the most popular corridors, as they minimized impacts to both the Echo Canyon area located west of the project area and the Ironwood subdivision located within the project study area, and provided for a future rim crossing adjacent to an existing transportation corridor (the BNSF railroad). Railroad and Utility Coordination The project study area contains an existing Burlington Northern Santa Fe (BNSF) railroad alignment. Through discussions with BNSF, it was determined that a collector corridor parallel to the existing railroad alignment and right-of-way would be acceptable. Bisecting both the project study area and the Ironwood subdivision is a high-pressure petroleum pipeline operated by the Conoco Pipeline Company. Construction of a road above the existing line would most likely require relocation of the line due to required road grades compared to the existing pipeline location. The Billings Public Utilities Department (PUD) is in the process of planning the development of a water storage tank to be located within the project vicinity. PUD would also like to develop a water main through the study area for the purpose of connecting existing systems above the rims with systems below the rims in an effort to "connect a loop", and provide redundancy in the area's water system. It is anticipated that none of the preliminary corridors will impact this planned utility development. Cultural and Archeological Feasibility The purpose of the cultural and archeological survey was to identify any cultural, historical, or archeological instances that could preclude further development of a particular corridor alternative. Background information was obtained as either file information or by direct solicitation from the resource agencies. A pedestrian field survey of the study area was performed to identify instances of historical, cultural, and archeological significance within the rim crossings and upper dry land areas of the preliminary corridors. A survey of the lower valley area (Ironwood subdivision) was not performed, as permission to enter onto this property could not be obtained. As a result of the survey, various instances of historical, cultural, and archeological significance were identified relative to the preliminary corridor locations, including several instances that were determined not to be significant, and therefore not eligible for historical recognition and protection. Each instance identified and recorded by the survey had been previously documented by Montana SHPO. No new instances of historical, cultural, and archeological significance were located by the survey. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - vi - Land Use and Zoning All current zoning in the study area was determined based on Yellowstone County zoning maps provided by the Yellowstone County GIS and Yellowstone County Board of Planning. Land use in the study area is largely agricultural and with some areas of residential development. Residential land use areas will probably be impacted depending on a final corridor selection. Development of a corridor through the area is not anticipated to directly impact any existing residential structures. The majority of land in the study area is undeveloped dry land with an Agricultural Open zoning classification. The southern portion of the study area (CS 3030 Tract 2) is partially platted as the Ironwood Subdivision Phase 1, and consists of developed and undeveloped Residential zoning classifications (R-9600). Yellowstone County zone maps indicate that portions of T1N R25E Section 19 are zoned Residential R-15000. Typically, T1N R25E Section 19 N1/2 and SW1/4, and T1N R25E Section 20 are agricultural in nature. Preliminary Feasibility Matrix Data and information collected in the initial phase of the study is summarized within the following selection matrix, developed to assist in the selection of final corridor alternatives. Through the results of this matrix, preliminary corridors 2 and 5 were selected for continued study. Preliminary Corridor Feasibility Corridors Public Comment Cultural & Archeological Feasibility Preliminary Engineering Feasibility Action Corridor 1 Generally Against Issues - At-grade railroad crossing & Phipps park access. No Significant Instances No apparent or significant issues Discontinue Study of this Corridor Corridor 2 Generally Positive Issues - Proximity to Phipps Park and Ironwood access. No Significant Instances No apparent or significant issues Continue with further study Corridor 3, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 3, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 4A, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 4A, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 4B, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 4B, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 5 Generally Positive Issues - Possible impacts to Ironwood. No Significant Instances No apparent or significant issues Continue with further study ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - vii - Engineering Feasibility The focal point of this study was to evaluate project feasibility from a technical or engineering perspective (i.e. cost, safety, design considerations, potential impacts, etc.) as well as the level of public support for such a facility. The evaluation of engineering feasibility was limited to a review and assessment of existing data, preliminary geometric design, and potential project costs. The range and scope of the Corridor Alternatives considered for this study are explained herein, including a summary of the applicable geometric design standards, right of way standards, typical section (lanes / widths), location alternatives, and possible phasing of alternatives, as well as an opinion of probable construction cost. Minimum geometric design standards for a collector road as defined by the American Association of State Highway and Transportation Officials (AASHTO) "A Policy on Geometric Design of Highway and Streets", 2001 and by the City of Billings and Yellowstone County Subdivision Regulations design standards were used for the development of the corridors, and are summarized herein: • Roadway Type Collector Road • Design Speed 35 mph (Max) • Rate of Vertical Curve, Sag K = 49 (Min) • Rate of Vertical Curve, Crest K = 29 (Min), based on SSD • Horizontal Curve R = 500-ft (420-ft Min at e = 4.0%) • Road Grade 7.0% (Max) • Rate of Superelevation 4.0% (Max) The recommended minimum right-of-way width for a collector road as stated within City of Billings and Yellowstone County approved standards is 80-feet, 40-feet each side of centerline. Additional right of way width will be necessary in areas where large cuts or fills result in construction limits beyond minimum desirable widths. For the purpose of this study, right-of-way limits were assumed to be at a typical 80-ft collector section, and to extend beyond this section to the probable limits of cut and fill, as necessary. The transportation facility studied for this project is a two-lane collector type roadway to be constructed with 14-ft driving lanes, 10-ft parking lane/shoulder areas, and concrete curb, gutter, and sidewalk on both sides. This section is consistent with the City of Billings and Yellowstone County standard designs. The standard typical section was modified through the "rim" crossing to provide for a more economical section. Preliminary corridor alternatives were developed and selected based on historical data, landowner comments, and general terrain constraints. Evaluation of the preliminary corridors centered on public comment, instances of historical/cultural/archeological significance, and issues related to topography, existing or proposed developments, existing transportation corridors, utilities, and preliminary design and constructability. Through the results of the preliminary engineering and historical/cultural/archeological analyses, through discussions with the BNSF railroad, Conoco Pipeline Company, and area landowners, and through public comment, only Corridors 2 and 5 were selected for further study. Both ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - viii - Corridor 2 and Corridor 5 share a common rim crossing located adjacent to the BNSF railroad, and share a common corridor towards Highway 3. Based on these two corridors and the common rim crossing, 3 final study alternatives were developed, and are described herein as Rail Corridor Alternative 1, Rail Corridor Alternative 2, and Rail Corridor Alternative 3. ♦ Rail Corridor, Alternative 1 - Rail Corridor Alternative 1 consists of a two-lane collector road beginning at a point along Molt Road located between the BNSF railroad overpass and the entrance to the Ironwood Subdivision. The corridor would continue northerly along a shared property line until reaching the BNSF railroad alignment, at which point the corridor would parallel the railroad alignment as both alignments approach the base of the rims. As the railroad turns and continues towards a tunnel through the rims, the collector corridor would diverge from the railroad and continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. ♦ Rail Corridor, Alternative 2 - Rail Corridor Alternative 2 consists of a two-lane collector road beginning at a point along Molt Road located between the BNSF railroad overpass and the entrance to the Ironwood Subdivision. The corridor would continue northerly then easterly along a shared property line towards the base of the rims. The corridor would continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. ♦ Rail Corridor, Alternative 3 - Rail Corridor Alternative 3 consists of a two-lane collector road beginning at the existing Ironwood Subdivision entrance (Ironwood Drive), and would immediately turn northerly towards the northern subdivision limits. The corridor would then turn easterly along a shared property line towards the base of the rims. The corridor would continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. Development of this corridor would make use of the current Ironwood Drive intersection, precluding the need for an additional intersection to Molt Road. It should be noted that detailed roadway alignments are not recommended in this report, as any final alignment development would be part of more detailed alignment study. Corridors alternatives studied as part of this feasibility study adequately represent the expected costs for a planning level evaluation of this type. Possible phasing of the corridor alternatives was considered in terms of discrete and common segments between the corridors that could be considered separately for implementation through construction phasing. ♦ Collector Corridor Segment 1 - From Molt Road to the common boundary of T1N R24E Section 24 and T1N R25E Section 19. ♦ Collector Corridor Segment 2 - From the common boundary of T1N R24E Section 24 and T1N R25E Section 19 to the top of the rims ♦ Collector Corridor Segment 3 - From the top of the rims to Montana Highway 3 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - ix - The “no-build” alternative is not explicitly analyzed within this feasibility study. Although not specifically analyzed, a no-build alternative can be assumed in that a collector road would not be constructed, resulting in a zero cost. Economic Feasibility Assuming a project is feasible in terms of constructability, the economic parameters of a project are the crux of the overall feasibility study, as these parameters tend to lend the greatest influence towards future decisions regarding the continued development of a project. The parameters used in this analysis are listed below. ♦ Alternative Corridors Evaluated - 3 corridors ♦ Analysis Period - No analysis period was assumed for this study. ♦ Construction Costs - based on year 2002-2003 average bid tabs ♦ Right-of-Way Costs - based on year 2003 land values ♦ Potential Funding Sources Probable construction quantities and costs were assumed based on preliminary layouts, standard typical sections, and historical material costs. A 15 % contingency factor was applied to all planning level cost opinions for each of the corridor alternatives. Costs related to possible engineering design and construction-engineering services were estimated as a percentage of the total construction costs. Maintenance and operations costs were not considered towards the evaluation of the corridor alternatives, although these costs should be anticipated. Opinions of probable project costs, based on right-of-way, construction, miscellaneous items, contingencies, and pre-construction are summarized below. Each corridor alternative has been segmented for comparison. Rail Corridor, Alternative 1 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 4725 ft 3246 ft 7456 ft 15428 ft Length of Segment (Estimated) (0.895 MI) (0.615 MI) (1.412 MI) (2.922 MI) Cost Elements 1 Construction/Engineering 2, 3 $2,276,409 $1,017,174 $2,181,299 $5,474,882 Right of Way 4 $76,473 $37,704 $51,198 $165,375 Subtotal $2,352,882 $1,054,878 $2,232,497 $5,640,257 Cost per Mile $2,629,252 $1,715,883 $1,580,953 $1,930,293 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - x - Rail Corridor, Alternative 2 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 4241 ft 3251 ft 7456 ft 14948 ft Length of Segment (Estimated) (0.803 MI) (0.616 MI) (1.412 MI) (2.831 MI) Cost Elements 1 Construction/Engineering 2, 3 $1,968,539 $1,107,517 $2,181,299 $5,257,355 Right of Way 4 $93,903 $37,704 $51,198 $182,805 Subtotal $2,062,442 $1,145,221 $2,232,497 $5,440,160 Cost per Mile $2,567,718 $1,859,971 $1,580,953 $1,921,598 Rail Corridor, Alternative 3 5 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 3671 ft 3251 ft 7456 ft 14378 ft Length of Segment (Estimated) (0.695 MI) (0.616 MI) (1.412 MI) (2.723 MI) Cost Elements 1 Construction/Engineering 2, 3 $1,733,651 $1,192,267 $2,181,299 $5,107,217 Right of Way 4 $328,682 $38,631 $51,198 $418,511 Subtotal $2,062,333 $1,230,898 $2,232,497 $5,525,728 Cost per Mile $2,966,253 $1,999,120 $1,580,953 $2,029,200 1 All estimates are based on local and MDT 2002/2003 bid-tab material costs and dollars 2 Excavation/Embankment volume adjusted upward to account for excavation from Segment 2 3 Excavation/Embankment volume adjusted downward to account for embankment to Segment 1 4 Estimates derived from local advertised real estate listings 5 Cost does not include modifications to Ironwood Drive or a new Ironwood subdivision access point Conclusion and Recommendations The purpose of the analysis presented in this report was to evaluate the feasibility of developing a transportation link between Molt Road and MT Highway 3 northwest of Billings based on constructability, probable cost, and a first level environmental screening. The Federal Highway Administration recognizes three definitions of feasibility to be evaluated in studies depending on the specific purpose of the analysis: the degree to which a given alternative mode, management strategy, design, or location is economically justified, the degree to which such an alternative is considered preferable from an environmental or social perspective, and the degree to which eventual construction and operation of such an alternative can be financed or managed. For this study, elements of the second and third criteria apply. Using these definitions, the environmental and social justification for the project is demonstrated for the preliminary Corridors 2 and 5 as a result of recommendations in approved local planning documents, received public comment, and the lack of historical and archeological instances within the corridors. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - xi - The analysis presented within this study has demonstrated that: 1) the proposed collector corridor alternatives are feasible from a preliminary engineering analysis in that the final study alternatives can successfully traverse the area; 2) the historical and archeological screening process did not identify any instances or "fatal flaws" that would preclude advancement of the final corridor alternative; 3) the proposed collector corridor alternatives are preferable from a social perspective as it minimizes impact to the Echo Canyon area and the Ironwood subdivision as well as using an existing transportation corridor (the BNSF railroad); and that 4) the proposed collector corridor is consistent with community goals and plans. Based on the results of this study, continued development of a collector corridor through the area is considered feasible from and engineering and environmental standpoint. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study Molt Road/Highway 3 Collector Road Planning Feasibility Study Prepared For: Billings City-County Planning Department In Cooperation with: City of Billings and Yellowstone County Prepared By: HKM Engineering Inc. 222 North 32nd Street Suite 700 Billings, Montana 59101 June 2004 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study Table of Contents EXECUTIVE I. STUDY AUTHORIZATION / PURPOSE / NEED A. Study B. Study C. Project Need II. PROJECT LOCATION / A. Project Location B. Project III. STUDY APPROACH / A. Study B. Study Management IV. AVAILABLE INFORMATION A. Background Traffic B. Traffic C. Planning D. Existing Traffic Studies V. PRELIMINARY ENGINEERING VI. PUBLIC VII. RAILROAD AND UTILITY COORDINATION VIII. ENVIRONMENTAL FEASIBLITY A. Cultural and Archeological B. Land Use and IX. PRELIMINARY FEASIBILITY MATRIX X. ENGINEERING A. Geometric Design B. Right-of-Way C. Typical Sections (Lanes / D. Recommendations E. Corridor Alternatives F. Final Study Corridor Development and Phasing G. No Build XI. ECONOMIC A. Economic Study B. Cost Evaluation C. Opinion of Probable Project XII. CONCLUSIONS AND A. B. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study List of Figures Figure 1. Project Location and Study Figure 2. Preliminary Study Figure 3. Assumed Typical Figure 4. Potential Corridor Phasing List of Tables Table 1. Project Steering Table 2. Preliminary Feasibility Matrix Table 3. Geometric Design Table 4. Summary of Recommended Geometric Features Table 5. Rail Corridor, Alternative 1 Economic Table 6. Rail Corridor, Alternative 2 Economic Table 7. Rail Corridor, Alternative 3 Economic Evaluation 5 Appendices Appendix A Preliminary Corridor Alternatives Appendix B Final Corridor Alternatives Appendix C Approved Traffic Studies & Reports Appendix D Preliminary Cost Information Appendix E Public Exposure ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 1 - Molt Road/Highway 3 Collector Road Planning Feasibility Study I. STUDY AUTHORIZATION / PURPOSE / NEED A. Study Authorization This feasibility study was authorized through a funding agreement between the Montana Department of Transportation and the Billings City-County Planning Department and through authorization from the local Technical Advisory Committee (TAC) and the Policy Coordinating Committee (PCC). Authorization to proceed with the study was granted through a contract dated January 23, 2003 between the Billings City-County Planning Department (the Metropolitan Planning Organization) and HKM Engineering Inc. The study was funded and administered by the Billings City-County Planning Department through support from the City of Billings and Yellowstone County work programs. Portions of these work program funds are authorized through the Montana Department of Transportation and the Federal Highway Administration each fiscal year beginning October 1. B. Study Purpose The purpose of this study is to satisfy recommendations made by the West Billings Plan to perform an engineering feasibility study for the purpose of evaluating the development of a collector corridor between Molt Road (S 302) and MT Highway 3 (N-53) northwest of Billings, generally located in Township 1 North Range 24 East, Section 24 and Township 1 North Range 25 East Sections 19 and 20. The study also serves to provide continued input towards implementation recommendations made within the Billings Urban Area 2000 Transportation Plan and the City of Billings and Yellowstone County 2003 Growth Policy. This study is intended to provide a review and assessment of available information, to solicit public comments and opinions, to perform a planning level construction and right-of-way cost analysis, and to complete a cultural and archeological survey of the proposed corridors as a means of determining the planning feasibility of developing a collector road corridor. A detailed economic evaluation including a benefit / cost analysis comparing direct user benefits (travel time savings, accident reduction) to project costs (construction, operation, maintenance) was not performed as a part of this study, as the economic feasibility is expected to be reviewed and discussed by the City of Billings and Yellowstone County, as needed. C. Project Need Several considerations demonstrate the need and desire to develop an engineering feasibility study as the first step towards the continued development of a collector route between Molt Road and MT Highway 3, including: ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 2 - ♦ Continued and steady growth in the northwest portion of the Billings urban area at a rate typically greater than has historically exhibited by Billings proper ♦ Continued development within and adjacent to the proposed study area ♦ Development of a transportation corridor that improves north-south linkage, provides an additional rim crossing, develops access and mobility within the immediate area, and affords improved emergency vehicle access ♦ Development of a transportation corridor suitable for the interconnection of utilities between the upper and lower portions of the Billings urban area currently separated by the rimrocks ♦ To satisfy recommendations for continued study through approved local planning documents including the 2000 Billings Urban Area Transportation Plan, the 2001 West Billings Plan, and the 2003 City of Billings and Yellowstone County Growth Policy. II. PROJECT LOCATION / BACKGROUND A. Project Location The general location for the Molt Road/Highway 3 Collector Feasibility Study is situated northwest of the Billings urban area and wholly within Yellowstone County, Montana. The project study area is located in Township 1 North Range 24 East Section 24 and Township 1 North Range 25 East Sections 19 and 20. The overall area is generally rural in nature. The northern portion of the study area can be characterized as dry land agricultural located above the sandstone rimrocks. The southern portion of the study are can be characterized as both agricultural and residential interlaced by dry drainage channels subject to 100-year storm events. The study area, as defined by the project scope, is bounded to the south by Molt Road and to the east by MT Highway 3. A Burlington Northern Santa Fe railroad line traverses the western portion of the study area while a Conoco petroleum pipeline bisects Section 19 along a southwest to northeast alignment. Continuation of the collector road outside of this area is not anticipated or planned. The study area encompasses areas of residential development in various stages and undeveloped dry agricultural land. The location includes a portion of the Billings Rimrocks, a sandstone bluff formation that forms the northern boundary of Billings and the Yellowstone Valley. A key physical characteristic of Billings is the sandstone “Rimrocks”, which consist of large sandstone bluffs rising up from the valley floor along the northern edge of Billings proper, excluding Billings Heights. This rim formation creates a natural barrier between the lower valley and the upper dry lands located above the rims. Currently, there are three transportation routes that traverse these bluffs: Zimmerman Trail, North 27th Street (MT Highway and Airport Road. The lack of north to south continuity within the City of Billings and the geographic constraints caused by the sandstone rimrocks has necessitated the need for the development of additional rim crossings. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 3 - Two arterial streets traverse the immediate area: Molt Road (S-302) and MT Highway 3 (N-53). Major transportation links adjacent to the study area include 62nd Street West and Rimrock Road. Currently, the area northwest of Billings is experiencing tremendous residential growth, seeing growth rates that are often double that of the City of Billings.1 The general location of the study area relative to the City of Billings is shown on Figure 1. B. Project Background The development of a new road west of Zimmerman Trail and across the Billings rimrocks has been an element of local transportation plans for over 26 years. In 1977, the Billings Transportation Plan Update first identified the area between Montana Highway 3 and the existing railroad alignment as the most desirable location for the development of such a link. Each subsequent Plan update has included some discussion of and recommendations for this particular link, including the most recent 1990 and 2000 Transportation Plans. More recently, the 2003 Yellowstone County and City of Billings Growth Policy, as well as the 2001 West Billings Plan, included discussion and recommendations to study the engineering feasibility of developing a corridor between Molt Road and MT Highway 3. There have been a number of previous studies, documents, and reports that relate to a transportation link either in this area or at this location. The most recent documents to discuss the proposed transportation link are as follows: ♦ Outer Belt Loop Traffic Study, Marvin & Associates/HKM Engineering Inc., 1987 ♦ Billings Urban Area 2000 Transportation Plan ♦ West Billings Plan, 2001 ♦ Ironwood Subdivision, Subdivision Improvement Agreement, September 2001 ♦ By-Pass Traffic Study and Addendum, Marvin & Associates, December 2001 ♦ City of Billings and Yellowstone County Growth Policy, 2003 Based on these studies, documents, and reports, and due to continued development within the study area, the Billings City-County Planning Department opted to proceed with a feasibility study to evaluate the engineering and technical feasibility of developing a future transportation corridor within the proposed study area. 1 "West Billings Plan", City of Billings and Yellowstone County, Montana, 2001 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 4 - Rimrock Molt Rd BNSF Railroad 62nd St W 3 3 Study Area Figure 1. Project Location and Study Area ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 5 - III. STUDY APPROACH / MANAGEMENT A. Study Approach The purpose of this planning-level feasibility study is to provide a review and assessment of available information, to solicit public comments and opinions regarding the various study corridors, to perform a planning level construction and right-of-way cost analyses, and to complete a planning level cultural and archeological survey of the proposed corridors. More detailed evaluations of the cost, environmental concerns, and benefit of continuing development of the road will be performed by subsequent projects, as needed. Upon the completion of these tasks, the study will provide conclusions based on the feasibility of developing a corridor between Molt Road and MT Highway 3. The City of Billings Planning staff will make recommendations towards a specific corridor based on the results of this study. The areas of interest for this engineering feasibility study revolve around the following key project tasks, which are discussed in more detail throughout this report. ♦ Collection and Review of Existing Information ♦ Public Comment and Opinion ♦ Cultural and Archeological Survey ♦ Engineering Design Feasibility ♦ Planning Level Opinion of Cost ♦ Conclusions and Recommendations B. Study Management This feasibility study was developed in close consultation with a project Steering Committee, whose goal was to oversee the development of the study, to review the results of individual tasks, and to provide technical direction, as required. The steering committee for this project consisted of the following organizations and individuals: Table 1. Project Steering Committee Yellowstone County Public Works Department City of Billings Vern Heisler, PE City Engineer David D. Mumford, PE Public Works Director Billings City - County Planning Department Ramona Mattix, AICP Director, Zoning Coordinator W. Scott Walker, Transportation Planner ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 6 - Additionally, area landowners within the project limits were afforded an opportunity to contribute to the development of the study. Landowner representatives, as identified through Yellowstone County tax records, were contacted and consulted regarding the development of preliminary corridor alternatives. IV. AVAILABLE INFORMATION A. Background Traffic Volumes The Billings urban planning boundary, as identified by the Billings Urban Area 2000 Transportation Plan, encompasses the entire corridor study area, which is further contained within the Shiloh Northwest neighborhood planning area. Average Annual Daily Traffic (AADT) volumes as reported in the approved Ironwood Subdivision Traffic Accessibility Study by Engineering Inc. and the 2001 Northwest Bypass Location Transportation Evaluation by Marvin & Associates report link volumes within the study area for Molt Road at 1000 to 1100 vehicles per day (vpd), respectively, at a point just north of Rimrock Road. The 2001 Northwest Bypass Location Transportation Evaluation reported AADT volumes for Montana Highway 3 of 2200 vpd adjacent to the study area and 3000 vpd just west of Zimmerman Trail. The increase in volume along MT Highway 3 can be accounted for through trips generated by the Indian Cliffs Estates subdivision located east of the study area and west of Zimmerman Trail. By comparison, the Montana Department of Transportation reported 3 year AADT's for MT Highway 3 south of Broadview of 1530 vpd in 2000, 1529 vpd in 2001, and 1552 vpd in 2002. The 2001 Northwest Bypass Location Transportation Evaluation also reported an AADT for 62nd Street West just south of Rimrock Road of 500 vpd. B. Traffic Accidents Traffic accident data was not collected or analyzed for this project. C. Planning Documents The following approved planning documents either recommend the continued study of, or the further development of, a link between Molt Road and MT Highway 3: 1. Billings Urban Area 2000 Transportation Plan 2. West Billings Plan, 2001 3. City of Billings and Yellowstone County 2003 Growth Policy Based on these studies, further development of a transportation corridor was deemed justified by the City-County Planning Department, the City of Billings, and Yellowstone County. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 7 - D. Existing Traffic Studies The engineering firm of Marvin & Associates developed the two most recent reports related to the proposed link: one in 1987 in conjunction with HKM Engineering Inc., and one in December 2001. Both reports are provided in Appendix C of this study The 1987 traffic study was prepared as a part of an "Outer Belt Loop" planning process. Although an outer belt loop plan has since been discontinued, the 1987 traffic evaluation concluded the following points regarding a connection between Molt Road and MT Highway 3: ♦ Construction of a "connection road" (between Molt Road and MT Highway 3) would probably not be feasible prior to the year 2000 due to low travel demands (low volumes). ♦ That a "road would be a vital part of the (Billings) street system by 2010 even if the Outer Belt Loop were not built". ♦ Recommended "a method of reserving the necessary right-of-way" for a future road between Molt Road and MT Highway 3. Based on a QRS (Quick Response System) traffic model of the Billings area, and assuming a high-speed-access-controlled Outer Belt Loop scenario, a steady Billings area growth rate, and a year 2010 Billings population of 150,000 residents, the studies identified a 1985 potential demand of an "Outer Belt Loop" connection road within the Molt Road/Highway 3 study area of 930 ADT (average daily traffic or vehicles per day), a 1995 potential demand of 1160 ADT, and a 2010 potential demand of 5170 ADT. In retrospect, it was noted that the demand predicted by this report was high, as historical growth rates for Billings did not meet expected predictions. Subsequent to the submittal of the 1987 study and prior to the 2001 study, local planners abandoned the concept of a "belt-loop" in favor or a "by-pass" or Arterial concept. The December 3, 2001 study, commissioned by the Billings City-County Planning Department, reviewed two possible arterial corridors between Molt Road and MT Highway 3; Alternate Route and Alternate Route Alternate was situated east of the BNSF railroad and west and north of the Yellowstone County Club, and was assumed to connect to MT Highway 3 approximately 1.5 miles south of Alkali Creek Road. Alternate was located west of the BNSF railroad alignment connecting to Molt Road approximately 1-mile west of Alternate and connected to Highway 3 at Alkali Creek Road, or approximatly1.5 miles north of an Alternate intersection. The routes were evaluated using an updated QRS II traffic model of the Billings area with specific refinements to the study area for the arterial concept. Each alternate was modeled based on a high-speed, access-controlled arterial facility. Based on this model, the study reported a year 2021 ADT for Alternate to be approximately 2193 ADT and for Alternate to be approximately 1607 ADT. The study concluded that neither an "East" nor a "West" corridor would function well as a high-speed, limited access arterial based on anticipated traffic volumes and assumed area developments. The study also illustrated the principle that traffic demand decreases as transportation links are placed further away from existing development or population areas (sometimes referred to as the "Gravity Theory" of traffic demand). ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 8 - As a result of conclusions of the 2001 study, the Billings City-County Planning Department requested an Addendum that would revisit the higher demand Alternate corridor and to investigate the application of a collector road functional classification over an arterial road functional classification. The Institute of Transportation Engineers (ITE) defines the basic functional classes of roadways based on the level of mobility or access that particular roadway provides, as illustrated in the figure to the right. Roadway facilities where mobility is of paramount importance are located near the top of the graph, whereas roadway facilities where greater access is of paramount importance and mobility is sacrificed are located near the bottom of the graph. Based on this relationship, ITE defines functional road classes in descending order of mobility as Highways, Arterials, Collectors, and Local roads and/or Cul-de-sacs. As such, the Billings City-County Planning Department requested that a link between Molt Road and MT Highway 3 be modeled as a collector road by assuming low-speeds (35 mph or less), better connectivity, and more local access. Based on these criteria, the QRS II traffic model was modified to include better access opportunities and a 35 mph posted speed. The new model predicted that a collector road would attract a year 2021 demand of roughly 1150 ADT at its intersection with Highway 3. This value represents a nearly 50% decrease in the number of vehicles predicted to use the link than was predicted if the link functioned as a high-speed, limited access arterial. Although reduced, it was noted by the addendum that this demand was still within the functional bounds of a collector road. Discussions with Marvin & Associates noted that this anticipated demand does include traffic from the planned Ironwood Subdivision located on the southern end of the study area, and that roughly 80% of the vehicles anticipated to utilize the collector road corridor would be residents of that subdivision. The December 2001 study and subsequent addendum demonstrated that a corridor located closer to Billings (Alternate would attract and serve more demand than a corridor located further west and away from Billings (Alternate and that an Alternate route would function adequately as a collector street. Conclusions of the December 2001 study addendum stated that an Alternate route would "not function well as a bypass route", and as a collector street it would "have the potential to carry a level of traffic appropriate for its function". The study continued by noting that a link in this area would "provide the desirable connectivity through the proposed subdivision (Ironwood) and allow an appropriate interface with future subdivisions". Based on these traffic studies, the continued study of a Molt Road to Highway 3 corridor was deemed justified by the jurisdictional agencies. Access Mobility Within ITE's functional classification system, a collector road allows greater local access at the expense of overall mobility ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 9 - V. PRELIMINARY ENGINEERING FEASIBLITY The focus for this study is to develop and evaluate multiple corridor alternatives by developing a “range” of likely alternatives for the purpose of performing a "screening level" analysis of the corridor. Potential preliminary corridors for the Molt Road/Highway 3 collector road were developed based on field reviews, available data and through meetings with the MPO, the project steering committee, and meetings with adjacent landowners. Individual landowner meetings were held to facilitate discussion on the project, to collect landowner opinions and comments regarding the study area, and to establish any areas of concern within the project study area from a landowner's perspective. The discussion items and subsequent results of these meetings were used to evaluate initial project impacts and the preliminary feasibility of the project. Coordination meetings with the project steering committee and landowners within the study area were conducted throughout the initial phase of the study development. Initial steering committee and MPO meetings served to define the project study area, provide input towards chronological events and historical data relative to the project, and to provide guidance towards possible preliminary corridor locations. Based on this information, topographical maps of the study area, complete with ownership boundaries and available subdivision platting, were created for presentation to the study area landowners. Landowners were contacted based on ownership information collected from Yellowstone County. In an effort to develop viable preliminary corridor alternatives, the project team personally met with or conducted telephone interviews with a representative or representatives of each parcel that could be directly influenced by a possible corridor route within the prescribed study area. At each meeting or interview, the participants were given the opportunity to voice concerns and to provide input into the preliminary corridor selection process. Through these discussions and based on known physical, topographical, or geographic constraints, a range of viable “design points” were selected for continued study. These points, depicted on Figure 2 as circles, represent the culmination of the many MPO, steering committee, and landowner meetings. These points include: four Molt Road intersection points, three rim crossing locations, and one Highway 3 intersection. Also identified are areas that precluded corridor development, either due to geographical or topographical constraints, planned development, or safety concerns (as indicated by the X's). Based on these points, 5 preliminary corridor alternatives ranging in distance from 3.01 miles to 2.23 miles were developed for public consideration and comment. Plan depictions of each of the preliminary corridors are provided in Appendix A of this document. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 10 - Figure 2. Preliminary Study Points Unsuitable Design Points Legend: Suitable Design Points BNSF Railroad Highway 3 Molt Road ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 11 - VI. PUBLIC INVOLVEMENT Public comment and opinion regarding the various aspects of this engineering feasibility study were considered towards the final corridor development, including landowner coordination, a public meeting, a project web site, newspaper articles, and various other avenues for public comment. The following list describes the public involvement activities and comment opportunities to date. Newspaper articles related to either the study area or the specific project are included in Appendix E of this report. A summary of the public involvement for this study is as follows: • March through August, 2003 Landowner Coordination and Discussions • May 27, 2003 Public Informational Meeting Invitations • June 3, 2003 Billings Gazette, article and meeting notice • June through August, 2003 Project Informational Web Site • June 16, 2003 Cultural Survey Permission Letters • June 4, 2003 Public Information Meeting #1 Wednesday, June 4, 7:00 PM Arrowhead Elementary School Attendance: ± 140 people • May 23, 2004 Billings Gazette, meeting notice • May 30, 2004 Billings Gazette, meeting notice • June 3, 2004 Public Information Meeting #2 Thursday, June 3, 5:30 PM Arrowhead Elementary School Attendance: ± 40 people The initial public informational meeting was conducted by HKM Engineering Inc. and the Billings City-County Planning Department on Wednesday, June 3, 2003. Information discussed at the meeting included a history of the project, a discussion of the project scope, and a presentation of the initial study corridors for public consideration. Although contentious at times, the comments received through the open forum portion of the meeting provided invaluable input towards the final corridor selections. A second and final public informational meeting was conducted by the Billings City-County Planning Department with assistance from HKM Engineering Inc. on Thursday, June 3, 2004. This meeting served to present and discuss the findings of the corridor study, City staff recommendations regarding the alternative corridors, and solicited final public input. The ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 12 - meeting was attended by approximately 40 individuals representing the general public, adjacent landowners, and the project representatives. Public comment received and discussed at the meeting included issues related to lighting, noise, roadway function (arterial verses collector), and speed. Specific discussion items included recommendations for landscaping and berms to reduce audio and visual impacts to the surrounding neighborhoods. Public comments and opinions received throughout the course of the project regarding the preliminary corridor alternatives ranged the spectrum from negative to positive. Based on these comments, Corridors 2 and 5 were identified as the most popular corridors as they minimized impacts to both the Echo Canyon area located west of the project area and the Ironwood subdivision located within the project study area, and provided for a future rim crossing adjacent to an existing transportation corridor (the BNSF railroad). A summary of this evaluation is presented in a corridor feasibility matrix, Table 2. VII. RAILROAD AND UTILITY COORDINATION The project study area contains an existing Burlington Northern Santa Fe (BNSF) railroad alignment within Sections 24 and 19. This railroad alignment encompasses a curvilinear route that follows the general terrain towards a tunnel through the rims within Section 19. The BNSF railroad owns right-of-way at 100-ft either side of the railroad centerline throughout the study area except for an area above the tunnel, which is easement. Through discussions with BNSF, it was determined that a collector corridor parallel to the existing railroad alignment and right-of- way would be acceptable. Any encroachment into the railroad right-of-way would be acceptable on the condition that any encroachment would not impact the rail and that an easement would be negotiated. Based on these criteria, Corridor 1 would have the most impact to the railroad, as this corridor would require an at-grade railroad crossing. Bisecting both the project study area and the Ironwood subdivision is a high-pressure petroleum pipeline operated by the Conoco Pipeline Company. As of the completion of this study, Conoco does not have any information regarding the exact depth of the line, although they believe that the line is between 4 to 5 feet deep on average, based on standard construction practices. Construction of a road above the existing line would most likely require relocation of the line due to required road grades compared to the existing pipeline location. Based on these criteria, Corridor 3, Corridor 4A Option 1, and Corridor 4B Option 2 could be affected by the location of this petroleum line. The Billings Public Utilities Department (PUD) is in the process of planning the development of a water storage tank to be located within Section 20. Moreover, Billings PUD would like to develop a water main through the study area for the purpose of connecting existing systems above the rims with systems below the rims in an effort to "connect a loop", and provide redundancy in the area's water system. It is anticipated that none of the preliminary corridors will impact this planned utility development, although some coordination between a transportation and utility corridor is advisable. Railroad or utility instance are noted in the corridor feasibility matrix, Table 2. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 13 - VIII. ENVIRONMENTAL FEASIBLITY A planning level environmental analysis was performed within the study area through the development of a cultural and archeological survey of the corridor alternatives. It should be noted that the need for more specific environmental analysis could be necessary towards the continued development of a corridor through this area. Any additional environmental studies and evaluations would be part of future project development efforts. Although there does not appear to be any obvious environmental “fatal flaws” within the study area beyond those identified by the cultural and archeological survey, environmental issues would need to be examined as part of any detailed location study and environmental analysis. A. Cultural and Archeological Feasibility The purpose of the cultural and archeological survey was to identify any cultural, historical, or archeological instances that could preclude further development of a particular corridor alternative. The cultural resource consulting firm of Ethnoscience Inc. was retained to collect all available background information within and near the project site, and to perform a cultural and archeological survey within the study area. Background information was obtained as either file information or by direct solicitation from the resource agencies. The following resource agencies were contacted for this study. Montana Historical Society, State Historic Preservation Office (SHPO) – SHPO conducted a file search for cultural and historic sites within and adjacent to the project limits. Previous studies were identified by SHPO providing information regarding cultural, historical, and archeological site information within and adjacent to the project study area. Crow Cultural Committee, Cultural Representative – The Crow Cultural Committee was contacted regarding the project to determine if any Crow cultural concerns were located within or adjacent to the project area. The Crow Cultural Committee did not respond to any of the projects inquiries. Upon completion of an available records search, a pedestrian field survey of the study area was performed to identify instances of historical, cultural, and archeological significance within the rim crossings and upper dry land areas of the preliminary corridors. A survey of the lower valley area (Ironwood subdivision) was not performed, as permission to enter onto this property could not be obtained. Due to surface and subsurface disturbances within the Ironwood subdivision boundaries associated with years of dry land farming and with current housing construction activities, and due to the lack of sites identified through a background search of this area, it was determined by HKM and the MPO that this area could be excluded from the cultural and archeological study. Although excluded, continued development of a Molt Road to Highway 3 corridor may require a future survey of the full corridor. As a result of the survey, various instances of historical, cultural, and archeological significance were identified relative to the preliminary corridor locations, including several instances that were determined not to be significant, and therefore not eligible for historical recognition and protection. Each instance identified and recorded by the survey had been previously documented by Montana SHPO. No new instances of historical, cultural, and archeological significance were located by the survey. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 14 - Each of the preliminary corridor locations was evaluated considering the locations of these instances, and was either removed from further evaluation due to the location of these instances, or was evaluated further due to the lack of cultural sites. Based on this evaluation, Corridor 1, Corridor 2, and Corridor 5 did not contain any instances of concern, and contained only one instance a site not eligible for recognition. Preliminary engineering analyses indicate that a final design alignment could avoid this ineligible site almost entirely. Conclusions of this evaluation are presented in the corridor feasibility matrix, Table 2. B. Land Use and Zoning All current zoning in the study area was determined based on Yellowstone County zoning maps provided by the Yellowstone County GIS and Yellowstone County Board of Planning. Land use in the study area is largely agricultural and with some areas of residential development. Residential land use areas will probably be impacted depending on a final corridor selection. Development of a corridor through the area is not anticipated to directly impact any existing residential structures. The majority of land in the study area is undeveloped dry land with an Agricultural Open zoning classification. The southern portion of the study area (CS 3030 Tract 2) is partially platted as the Ironwood Subdivision Phase 1, and consists of developed and undeveloped Residential zoning classifications (R-9600). Yellowstone County zone maps indicate that portions of T1N R25E Section 19 are zoned Residential R-15000. Typically, T1N R25E Section 19 N1/2 and SW1/4, and T1N R25E Section 20 are agricultural in nature. IX. PRELIMINARY FEASIBILITY MATRIX Data and information collected in the initial phase of the study is summarized within the following selection matrix, developed to assist in the selection of final corridor alternatives. Through the results of this matrix, preliminary corridors 2 and 5 were selected for continued study. As these two corridors utilize a rim crossing adjacent to the BNSF railroad, the final study corridors are herein described as "Rail Corridors" and are distinguished by alternate connection points and routing alternatives. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 15 - Table 2. Preliminary Feasibility Matrix Preliminary Corridor Feasibility Corridors Public Comment Cultural & Archeological Feasibility Preliminary Engineering Feasibility Action Corridor 1 Generally Against Issues - At-grade railroad crossing and Phipps park access. No Significant Instances No apparent or significant issues Discontinue Study of this Corridor Corridor 2 Generally Positive Issues - Proximity to Phipps Park and Ironwood access. No Significant Instances No apparent or significant issues Continue with further study Corridor 3, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 3, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 4A, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 4A, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 4B, Option 1 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Utility Issues Discontinue Study of this Corridor Corridor 4B, Option 2 Generally Against Issues - Impacts to Ironwood Instances of Cultural or Archeological Significance within the Corridor Possible Profile Issues Discontinue Study of this Corridor Corridor 5 Generally Positive Issues - Possible impacts to Ironwood. No Significant Instances No apparent or significant issues Continue with further study ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 16 - X. ENGINEERING FEASIBILITY The focal point of this study was to evaluate project feasibility from a technical or engineering perspective (i.e. cost, safety, design considerations, potential impacts, etc.) as well as the level of public support for such a facility. The evaluation of engineering feasibility was limited to a review and assessment of existing data, preliminary geometric design, and potential project costs. Existing data available for review included project area topographical mapping, aerial photography, approved subdivision plats and subdivision improvement agreements, and approved planning documents and traffic studies related of the corridor. Limited scope field reviews to evaluate existing conditions were also completed including a preliminary review of the site and a preliminary intersection sight distance analysis. There are a number of features that would require special consideration in the design and construction process. These items include the BNSF Railroad alignment, the BNSF railroad overpass at Molt Road, the Conoco petroleum pipeline, sight distance, 100-yr flood plains, soil conditions, and proposed roadway grades. A planning level intersection sight distance field analysis was performed along Molt Road near the BNSF railroad overpass located between the Ironwood Drive - Molt Road intersection and Zephyr Lane - Molt Road intersection. The analysis assumed an American Association of State Highway and Transportation Officials (AASHTO) "A Policy on Geometric Design of Highway and Streets", 2001 Case B1 scenario (left turning vehicle from a stopped condition) and a mainline speed of 65 mph2. Results of this preliminary field analysis indicate that a corridor intersection can be safely situated for both Preliminary Corridors 2 and 5. A more detailed sight distance analysis should be performed with the design of any new intersection to Molt Road. No sight distance evaluation was performed along MT Highway 3 as sight distances are considered adequate. Soil conditions are expected to be acceptable throughout the project although it is likely extensive rock excavation would be necessary through the rimrocks. A detailed soil analysis should be performed as part of any continued corridor development. While a majority of the corridors are located in undeveloped areas, it is likely that at least some utilities could be present, and would thus require special consideration. Any future design should be developed to minimize utility conflicts to the extent practical. At the planning level, the focus of an evaluation of corridor alternatives and the engineering feasibility of those corridors is to develop a “range” of feasible alternatives and the various costs associated with those alternatives. The results of that analysis can then be utilized to evaluate the project impacts and the overall feasibility of the project. The range and scope of the Rail Corridor alternatives considered for the Molt/Highway 3 Collector Feasibility Study are explained herein, including a summary of the applicable geometric design standards, right of way standards, typical section (lanes / widths), location alternatives, and possible phasing of alternatives. An opinion of probable construction cost is presented for each alternative considered. 2 Sight distance is a function of the distance equivalent to a time gap of 7.5 seconds necessary for a passenger car to enter major road traffic and a design speed of 65 mph. For a passenger car, the corresponding necessary sight distance is 720 feet. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 17 - A. Geometric Design Standards Minimum geometric design standards for a collector road as defined by the American Association of State Highway and Transportation Officials (AASHTO) "A Policy on Geometric Design of Highway and Streets", 2001 and by the City of Billings and Yellowstone County Subdivision Regulations design standards were used for the development of the corridors including design speed, minimum radii for horizontal curves, maximum grade, and vertical curvature. Roadway widths and lane configurations are also addressed and summarized herein. Table 3. Geometric Design Standards Roadway Type Collector Road Design Speed 35 mph (Max) Rate of Vertical Curve, Sag K = 49 (Min) Rate of Vertical Curve, Crest K = 29 (Min), based on SSD Horizontal Curve R = 500-ft (420-ft Min at e = 4.0%) Road Grade 7.0% (Max) Rate of Superelevation 4.0% (Max) B. Right-of-Way Standards Obtaining adequate right-of-way width is essential to accommodate the construction and maintenance of any transportation facility. The recommended minimum right-of-way width for a collector road as stated within City of Billings and Yellowstone County approved standards is 80-feet, 40-feet each side of centerline. Additional right of way width will be necessary in areas where large cuts or fills result in construction limits beyond minimum desirable widths. For the purpose of this study, right-of-way limits were assumed to be at a typical 80-ft collector section, and to extend beyond this section to the probable limits of cut and fill, as necessary. Right-of- way widths corresponding to an arterial road section were not considered as this corridor is being considered for a collector road only. C. Typical Sections (Lanes / Widths) The transportation facility studied for this project is a two-lane collector type roadway to be constructed with 14-ft driving lanes, 10-ft parking lane/shoulder areas, and concrete curb, gutter, and sidewalk on both sides. This section is consistent with the City of Billings and Yellowstone County standard designs. The standard typical section was modified through the "rim" crossing to provide for a more economical section. This modified typical more closely represents a standard Montana Department of Transportation rural road with 12-foot lanes and a typical 4-ft shoulder. No curb, ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 18 - gutter, or sidewalk was included in this section. Guardrail was included in areas of fill with a slope of 4:1 or steeper. Inclusion of guardrail will increase the shoulder width from 4-ft to 6-ft to accommodate for both the guardrail's installation and effectiveness. Additional design items including boulevards, landscaping, or sight/noise berms were not considered for this study, but could be included based on desire or need, or as developed through the subdivision development process. The evaluation considers both two-lane typical sections with standard cut and fill slopes considered for all alternatives. Graphical representations of both typical sections are depicted in Figure 3. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 19 - Figure 3. Assumed Typical Sections ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 20 - D. Recommendations Summary The following table summarizes the primary design features of the alternatives based on approved City of Billings and Yellowstone County design standards and the 2001 AASHTO "A Policy on Geometric Design of Highways and Streets". Table 4. Summary of Recommended Geometric Features Feature Type Design • 35 mph design speed • 7% max grade • Sag Vertical Curve, K = 49 (min) • Crest Vertical Curve, K = 29 (min) Geometric Design Standards Standard Collector (All Sections) • Horizontal Curve, 500-ft (min) Right of Way Standard Collector (All Sections) • 80-ft minimum (all sections) Access Control Assumed Regulated Access • 2-14 ft. driving lanes • 10-ft parking lane/shoulder Standard Collector • Curb/Gutter, Sidewalk • 2-12 ft. driving lanes • 4-ft shoulder w/o rail Typical Section Rural Two-Lane Road • 6-ft shoulder w/ rail Alignment Preliminary corridor layout only, no specific alignment recommended Phasing By segment only ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 21 - E. Corridor Alternatives Preliminary corridor alternatives were developed and selected based on historical data, landowner comments, and general terrain constraints. Evaluation of the preliminary corridors centered on public comment, instances of historical/cultural/archeological significance, and issues related to topography, existing or proposed developments, existing transportation corridors, utilities, and preliminary design and constructability. Through this evaluation process, final feasibility study corridors were identified for continued investigation. Through the results of the preliminary engineering and historical/cultural/archeological analyses, through discussions with the BNSF railroad, Conoco Pipeline Company, and area landowners, and through public comment, only Corridors 2 and 5 were selected for further study. Both Corridor 2 and Corridor 5 share a common rim crossing located adjacent to the BNSF railroad, and share a common corridor towards Highway 3. Based on these two corridors and the common rim crossing, 3 final study alternatives were developed, and are described below as Rail Corridor Alternative 1, Rail Corridor Alternative 2, and Rail Corridor Alternative 3. It should be noted that detailed roadway alignments are not recommended in this report, as any final alignment development would be part of more detailed alignment study. Corridor alternatives studied as part of this feasibility study adequately represent the expected costs for a planning level evaluation of this type. F. Final Study Corridor Development and Phasing This section of the report evaluates the corridor development from preliminary analysis to final analysis, development of probable costs associated with each of the final alternatives, and suggestions for possible construction phasing options. The anticipated corridor costs will be used for the economic evaluation of the corridor alternatives and are presented in greater detail within the Economic Feasibility section of this report. The anticipated corridor costs are summarized in Tables 5, 6, and 7. Details of the separate cost components for each of the individual corridors are included in Appendix D. Rail Corridor, Alternative 1 Rail Corridor Alternative 1 consists of a two-lane collector road beginning at a point along Molt Road located between the BNSF railroad overpass and the entrance to the Ironwood Subdivision. The corridor would continue northerly along a shared property line until reaching the BNSF railroad alignment, at which point the corridor would parallel the railroad alignment as both alignments approach the base of the rims. As the railroad turns and continues towards a tunnel through the rims, the collector corridor would diverge from the railroad and continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. This corridor would require an additional intersection to Molt Road located between the BNSF railroad overpass and Ironwood Drive, a section of Molt Road already considered unsafe by area residents. A planning level sight distance analysis, however, showed that over 1000 feet of intersection sight distance in both directions would be available at this location. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 22 - The anticipated length of Alternative 1 is 2.92 miles. A graphical depiction of Alternative 1 is located in Appendix B. Rail Corridor, Alternative 2 Rail Corridor Alternative 2 consists of a two-lane collector road beginning at a point along Molt Road located between the BNSF railroad overpass and the entrance to the Ironwood Subdivision. The corridor would continue northerly then easterly along a shared property line towards the base of the rims. The corridor would continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. This corridor would require the same additional intersection to Molt Road as Rail Corridor Alternative 1. As previously noted, area residents already consider this section of Molt Road unsafe, although a planning level sight distance analysis showed that over 1000 feet of intersection sight distance in both directions would be available at this location. The anticipated length of the Alternative 2 is 2.83 miles. A graphical depiction of Alternative 2 is located in Appendix B. Rail Corridor, Alternative 3 Rail Corridor Alternative 3 consists of a two-lane collector road beginning at the existing Ironwood Subdivision entrance (Ironwood Drive), and would immediately turn northerly towards the northern subdivision limits. The corridor would then turn easterly along a shared property line towards the base of the rims. The corridor would continue upward along the terrain towards the top of the rims. Once on top, the corridor would progress easterly towards an at-grade intersection with Highway 3. Development of this corridor would make use of the current Ironwood Drive intersection, precluding the need for an additional intersection to Molt Road. Modification to or removal of the existing Ironwood entry treatment is not anticipated to be necessary, as the corridor can be assumed to become a collector street within the Ironwood subdivision that would serve Phase III, IV, V, and an as yet unnumbered phase located in the northwest corner of the subdivision. Realignment of a portion of the existing Ironwood Drive near Molt Road may be necessary to improve operations at the intersection, requiring the completion of the northwest leg of the existing roundabout as depicted on Ironwood's proposed development mapping and the removal of the southwest leg of the roundabout. The anticipated length of Alternative 3 is 2.71 miles. A graphical depiction of Alternative 3 is located in Appendix B. Corridor Phasing Possible phasing of the corridor alternatives was considered in terms of discrete and common segments between the corridors that could be considered separately for implementation through construction phasing. The general descriptions for each segment are described herein, and are depicted in Figure 4: ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 23 - ♦ Collector Corridor Segment 1 - From Molt Road to the common boundary of T1N R24E Section 24 and T1N R25E Section 19. ♦ Collector Corridor Segment 2 - From the common boundary of T1N R24E Section 24 and T1N R25E Section 19 to the top of the rims ♦ Collector Corridor Segment 3 - From the top of the rims to Montana Highway 3 Figure 4. Potential Corridor Phasing Segments G. No Build Alternative Typically, a "no-build" condition forms the basis for an evaluation of alternatives by establishing the conditions against which the build alternatives can be compared. Since this project was scoped to evaluate a specific mode and linkage based on previous studies including the Billings Urban Area 2000 Transportation Plan, the West Billings Plan, and the 2003 Growth Policy, as well as the 2001 Marvin & Associates Northwest By-Pass Transportation Evaluation and subsequent addendum, the “no-build” alternative is not explicitly analyzed within this feasibility study. Although not specifically analyzed, a no-build alternative can be assumed in that a collector road would not be constructed, resulting in a zero cost. XI. ECONOMIC FEASIBILITY Economic feasibility typically focuses on the economic benefits and economic costs associated with the development and long term operations of an engineering project. The economic feasibility of a project is generally determined based on the results of a benefit-cost (B-C) ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 24 - analysis and a resulting B-C ratio, which compares the value of economic benefits to the value of economic costs. A specific benefit to cost ratio was not developed for this study, as this level of economic analysis was considered not necessary at this time. As the project is considered necessary and for the Billings community, the MPO determined that project cost would be the only economic factor considered for this particular study. A. Economic Study Parameters Assuming a project is feasible in terms of constructability, the economic parameters of a project are the crux of the overall feasibility study, as these parameters tend to lend the greatest influence towards future decisions regarding the continued development of a project. The parameters used in this analysis are listed below. ♦ Alternative Corridors Evaluated - Three study corridor alternatives were evaluated beginning at Molt Road and generally proceeding in a northeasterly to easterly direction and connecting with Montana Highway 3. An urban collector road was used for the level of roadway development as detailed within approved City of Billings and Yellowstone County subdivision regulations. Routing was influenced by length, probable rim crossings, and impacts. Phasing of the route was considered assuming some portions of the road could be realized through developer construction or contributions. ♦ Analysis Period - No analysis period was assumed for this study. All costs are assumed in present dollars. ♦ Construction Costs - Average 2002 and 2003 MDT and City of Billings bid prices for similar project elements were used to estimate possible construction costs for the various alternative corridors. Due to the planning level nature of this study, various aspects of the possible construction costs were assumed based on similar construction projects. Costs include materials, mobilization, preliminary and construction engineering, and contingencies. ♦ Right-of-Way Costs - Current market values (2003) for land within, adjacent to, or near the project study area were used to estimate right-of-way costs. The extent of right-of-way that may be required was estimated based on preliminary horizontal and vertical layouts, typical roadway sections, and assumed excavation/embankment limits corresponding to a level of development consistent with a planning level document of this type. Although current market values were used, land values in this area fluctuate wildly, and care should be taken when estimating future right-of-way costs during the decision process. ♦ Potential Funding Sources - The identification of potential funding and funding sources are vital towards the continued development of any engineering project. Although not a inclusive list, possible funding sources as identified by the 2000 Billings Urban Area Transportation plan that could be utilized towards the continued development of this route include Surface Transportation Program Hazard Elimination Funds and State Fuel Tax Funds (City and County). Additional funding could be realized through the Surface Transportation Program Urban Funds (STPU) and developer contributions and construction. Project funding and funding sources are not specifically considered in this study. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 25 - B. Cost Evaluation Planning level project development costs have been estimated for each of the alternative corridors. The following sections define the basic costs used to estimate the planning level opinions of cost, including project planning, pre-construction, right of way, and construction. As this study is a review of engineering feasibility, and not overall feasibility, maintenance and operational costs were not included in the development of the corridor cost analyses, although costs related to these activates can be expected. The cost evaluations are based on recent MDT and City of Billings bid tabulations, local projects, and other data, and include the following items: Right of Way Right-of-way limits were based on preliminary construction limits and typical right-of-way widths to establish total right-of-way areas. Costs for the acquisition of right-of-way are based on a cross sectional sampling of current market values for Agricultural and Residential land uses adjacent to the corridor study area. Construction Probable construction quantities and costs were assumed based on preliminary layouts, standard typical sections, and historical material costs. Earthwork estimates (excavation and embankment) were based on USGS quad maps (20-foot contours) and preliminary alignments within each of the corridor alternatives. Volumes of excavation and embankment were extracted from 25-foot cross sections, assumed cut and fill slopes, and using the "average end area" method of volume estimation. Each alternative was evaluated further by segmenting the corridor assuming construction phasing and applying shrink/swell factors based on assumed soil conditions. Segments 1 and 3 used a shrink factor of 27%, while Segment 2 used a swell factor of 10%. Moreover, excessive excavation from Segment 2 was applied to embankment needs of Segment 1. Segment 3 exhibited a balance between excavation and embankment. It should be noted that the continued engineering development of a final corridor would result in a more accurate depiction of earthwork volumes assuming better mapping, a final alignment, and a final typical section or sections. No bridge structures are necessary for any of the alternative corridors, although some drainage structures are anticipated in Segment 1 of each of the 3 corridor alternatives. Quantities were developed based on estimated crossing and a per linear foot cost. General drainage costs were estimated based on a per mile drainage cost for local projects in similar terrain conditions, although Segment 2 of each corridor could expect a greater cost verses Segments 1 and 3 due to the general topography. A more detailed hydrological analysis would be necessary during any continued engineering development. Surfacing Costs for each of the alternative corridors was based on assumed and continuous subsurface conditions throughout the corridor. A riding surface was estimated using a section of 0.5 ft. of Plant Mix Bituminous Surfacing and 1.0 ft. Crushed Base Course. Estimates of seal, prime, and tack were also included. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 26 - Miscellaneous Costs (traffic control, roadside development, erosion control, fencing, etc.) were considered as miscellaneous construction costs and estimated as a percentage of the major items. Probable intersection costs were not included in the development of the construction cost estimate, although some cost would be incurred to connect to Molt Road and/or to Highway 3. It is assumed that these costs are included in the miscellaneous cost item. Contingencies A 15 % contingency factor was applied to all planning level cost opinions for each of the corridor alternatives. Pre-construction Costs (Engineering Design) and Construction Engineering Costs related to possible engineering design and construction engineering services were estimated as a percentage of the total construction costs. Maintenance Costs Maintenance and operations costs were not considered towards the evaluation of the corridor alternatives, although these costs should be anticipated. C. Opinion of Probable Project Costs Opinions of probable project costs, based on right-of-way, construction, miscellaneous items, contingencies, and pre-construction are summarized below. Each corridor alternative has been segmented for comparison. Table 5. Rail Corridor, Alternative 1 Economic Evaluation Rail Corridor, Alternative 1 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 4725 ft 3246 ft 7456 ft 15428 ft Length of Segment (Estimated) (0.895 MI) (0.615 MI) (1.412 MI) (2.922 MI) Cost Elements 1 Construction/Engineering 2, 3 $2,276,409 $1,017,174 $2,181,299 $5,474,882 Right of Way 4 $76,473 $37,704 $51,198 $165,375 Subtotal $2,352,882 $1,054,878 $2,232,497 $5,640,257 Cost per Mile $2,629,252 $1,715,883 $1,580,953 $1,930,293 ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 27 - Table 6. Rail Corridor, Alternative 2 Economic Evaluation Rail Corridor, Alternative 2 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 4241 ft 3251 ft 7456 ft 14948 ft Length of Segment (Estimated) (0.803 MI) (0.616 MI) (1.412 MI) (2.831 MI) Cost Elements 1 Construction/Engineering 2, 3 $1,968,539 $1,107,517 $2,181,299 $5,257,355 Right of Way 4 $93,903 $37,704 $51,198 $182,805 Subtotal $2,062,442 $1,145,221 $2,232,497 $5,440,160 Cost per Mile $2,567,718 $1,859,971 $1,580,953 $1,921,598 Table 7. Rail Corridor, Alternative 3 Economic Evaluation 5 Rail Corridor, Alternative 3 Segment 1 Molt Road to Rims Segment 2 Rim Crossing Segment 3 Rims to Highway 3 Total Corridor 3671 ft 3251 ft 7456 ft 14378 ft Length of Segment (Estimated) (0.695 MI) (0.616 MI) (1.412 MI) (2.723 MI) Cost Elements 1 Construction/Engineering 2, 3 $1,733,651 $1,192,267 $2,181,299 $5,107,217 Right of Way 4 $328,682 $38,631 $51,198 $418,511 Subtotal $2,062,333 $1,230,898 $2,232,497 $5,525,728 Cost per Mile $2,966,253 $1,999,120 $1,580,953 $2,029,200 1 All estimates are based on local and MDT 2002/2003 bid-tab material costs and dollars 2 Excavation/Embankment volume adjusted upward to account for excavation from Segment 2 3 Excavation/Embankment volume adjusted downward to account for embankment to Segment 1 4 Estimates derived from local advertised real estate listings 5 Cost does not include modifications to Ironwood Drive or a new Ironwood subdivision access point ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 28 - XII. CONCLUSIONS AND RECOMMENDATIONS A. Conclusions The purpose of the analysis presented in this report was to evaluate the feasibility of developing a transportation link between Molt Road and MT Highway 3 northwest of Billings based on constructability, probable cost, and a first level environmental screening. The Federal Highway Administration recognizes three definitions of feasibility to be evaluated in studies depending on the specific purpose of the analysis. Those three definitions are as follows: ♦ The degree to which a given alternative mode, management strategy, design, or location is economically justified. ♦ The degree to which such an alternative is considered preferable from an environmental or social perspective. ♦ The degree to which eventual construction and operation of such an alternative can be financed or managed. For this engineering feasibility analysis, elements of the second and third criteria apply. Using these definitions, the environmental and social justification for the project is demonstrated for the preliminary Corridors 2 and 5 as a result of recommendations in approved local planning documents, received public comment, and the lack of historical and archeological instances within the corridors. The study satisfies social justification by addressing recommendations made by the West Billings Plan, the Billings Urban Area 2000 Transportation Plan, and the City of Billings and Yellowstone County 2003 Growth Policy to evaluate and develop a corridor between Molt Road and MT Highway 3. Although a screening level historical and archeological analysis did identify some instances within the study area, no instances or "fatal flaws" were identified within the final study alternatives that would preclude further development. It should be noted that a more detailed traffic study of the corridors would presumably illustrate further benefits such as travel time savings and public safety through traffic reduction along portions of Molt Road and Rimrock Road. Based on a planning level analysis of the available data, assumed geometric design standards and typical sections, and assumptions to possible construction phasing, probable project costs range from $5.4 million to $5.6 million. These costs do not include costs related to the relocation of unknown utilities within the corridor or potential modifications to existing roads or access points. ---PAGE BREAK--- Molt Road/Highway 3 Collector Road Planning Feasibility Study - 29 - The ability to finance the construction and operation of the collector is a function of the availability of funding, whether local or Federal. Local funding would facilitate the development of the route as a true "local" route, as commercial trucking could be restricted from using the route. Restricting commercial traffic from any future route would complement current City and County growth policies regarding how future development of the west end of the valley between Laurel and the Billings city limits is planned to proceed. Regardless, the MPO and the Billings City Council will determine the degree to which eventual construction of such an alternative can be undertaken by the City of Billings. In conclusion, the analysis presented within this study has demonstrated that: • The proposed collector corridor alternatives are feasible from a preliminary engineering analysis in that the final study alternatives can successfully traverse the area. • Although the historical and archeological screening process did identified specific instances within the overall study area, the process did not identify any instances or "fatal flaws" that would preclude advancement of the final corridor alternatives. • The proposed collector corridor alternatives are preferable from a social perspective as they minimize impact to the Echo Canyon area and the Ironwood subdivision, as well as utilizing an existing transportation corridor (the BNSF railroad). • The proposed collector corridor alternatives are consistent with community goals and plans. B. Recommendations Based on the results of this study, continued development of a collector corridor through the area is considered feasible from and engineering and environmental standpoint. ---PAGE BREAK--- APPENDIX A PRELIMINARY CORRIDOR ALTERNATIVES ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- APPENDIX C APPROVED TRAFFIC STUDIES & REPORTS ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- APPENDIX D PRELIMINARY COST INFORMATION ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- APPENDIX E PUBLIC EXPOSURE ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK---