Transportation Plan - City of Williston

City of Williston 

Transportation Plan 

August 24, 2010 

Prepared by: 

SRF Consulting Group, Inc. 

SRF No. 6505

Acknowledgments 

The following individuals played an important role in updating the Williston Comprehensive 

Land Use and Transportation Plan. 

Planning Advisory Committee 

• Glenn Boyeff, City Planning and Zoning Commission 

• Janice Arnson, City Planning and Zoning Commission 

• Brent Bogar, Williston City Commission and Williams County Planning and Zoning 

• David Hermanson, Williams County Planning and Zoning Commission 

• Marlyce Wilder, Williams County Board of Commissioners 

• Chris Kittleson, Williston Public Schools 

• Frank Keogh, Economic Development 

• Jeff Zarling, Chamber of Commerce 

• Larry Grondahl, Park District 

• Deeann Long, North Dakota Community Action Partnership Region 1 

• Roger Cymbaluk, Real Estate 

• Fred Douglas, Williston Township 

• Melanie Stillwell, Community Representative 

Williston City Commission 

• E. Ward Koeser 

• H. James Lawson 

• Brad Bekkedahl 

• Brent Bogar 

• Howard Klug 

• Tate Cymbaluk 

Williston Planning and Zoning Commission 

• Glenn Boyeff 

• Janice Arnson 

• Chris J. Brostuen 

• Paul Arnson 

• Jerry Fleck 

• Cynthia Aafedt 

• Tim Kleven 

• Deeann Long 

• Jon Maristuen 

The Williston Comprehensive Plan addresses areas outside city limits, both in the extraterritorial 

area and beyond the extraterritorial area; therefore the Williams County Planning Commission 

and Board of Commissioners has been involved in the review and adoption of the plan. 

Williams County Board of Commissioners 

• Martin Hanson-Zahl - District #1 

• Dan Kalil, Chairman - District #2 

Williston Transportation Plan i 

August 2010

• Don Arnson, Vice Chairman - District #3 

• David Montgomery - District #4 

• Raymond Schmidt - District #5 

• Barry Ramberg - District #5 

Williams County Planning and Zoning Commission 

• Ted Haugen, District #1 

• David Hermanson, District #2 

• Glendon Olson, District #3 

• George Pederson, District #4 

• Noelyn Meckle, District #5 

• Jamie Eraas, Member-at-large 

• Jim Lawson, Chairman, City Representative 

• Brent Bogar, City Representative 

• Dan Kalil, Vice Chair, County Representative 

• Tate Cymbaluk, City Representative 

Local Government and Agency Staff 

• Kent Jarcik, City Planner 

• Elaine Sinness, Assistant City Planner 

• Monte Meiers, City Engineer 

• John Kautzman, City Auditor 

• Pete Furuseth, City Attorney 

• Monte Meiers, City Engineer 

• James Lokken, Police Chief 

• Doug Lalim, Building Official 

• Rick Marburger, Airport Manager 

• Alan Hanson, Fire Chief 

• Tom Rolfstad, Economic Development Director 

• Darin Krueger, Parks Director 

• Walt Peterson, District Engineer 

• Paul Benning, Local Government 

• Stewart Milakovic 

• Shawna Gooch-Egge, Director of Tax Equalization 

• Jenelle Loomer, Williams County Planner 

Williston Transportation Plan ii 

August 2010

TABLE OF CONTENTS PAGE 

INTRODUCTION ......................................................................................................................................................... 1 

STUDY AREA ............................................................................................................................................................. 1 

STUDY PURPOSE ........................................................................................................................................................ 1 

HIGHWAY 2 (WEST DAKOTA PARKWAY) CORRIDOR STUDY ..................................................................................... 1 

CHAPTER 1: EXISTING CONDITIONS .................................................................................................................... 4 

1.1 ROADWAY SYSTEMS PLAN .......................................................................................................................... 4 

Jurisdictional Classification ................................................................................................................................. 4 

Functional Classification ...................................................................................................................................... 6 

Existing Roadway and Traffic Capacity ............................................................................................................ 10 

Existing Traffic Volumes ................................................................................................................................... 11 

Existing Traffic Operations ................................................................................................................................ 11 

Continuity and Connectivity .............................................................................................................................. 16 

Safety ................................................................................................................................................................. 16 

1.2 TRANSIT SERVICES .................................................................................................................................... 20 

Transit Service Providers ................................................................................................................................... 20 

1.3 PASSENGER RAIL SERVICE ........................................................................................................................ 21 

1.4 FREIGHT SYSTEM ...................................................................................................................................... 23 

Existing Truck Routes ........................................................................................................................................ 23 

Railroad Service ................................................................................................................................................. 23 

1.5 BICYCLE AND PEDESTRIAN SYSTEM .......................................................................................................... 23 

1.6 SLOULIN FIELD INTERNATIONAL AIRPORT ................................................................................................ 27 

CHAPTER 2: PUBLIC INVOLVEMENT .................................................................................................................. 28 

2.1 METHODS OF PUBLIC INVOLVEMENT ........................................................................................................ 28 

Planning Advisory Committee ........................................................................................................................... 28 

Public Meetings.................................................................................................................................................. 28 

Focus Group Meetings ....................................................................................................................................... 28 

Project Website .................................................................................................................................................. 29 

Community Survey ............................................................................................................................................ 29 

Governing Body Meeting Presentations and Hearings ...................................................................................... 29 

2.2 KEY TRANSPORTATION ISSUES IDENTIFIED THROUGH PUBLIC INVOLVEMENT PROCESS ........................... 29 

CHAPTER 3: TRANSPORATION SYSTEM GOALS AND OBJECTIVES ............................................................ 32 

3.1 GOAL 1: SAFETY ....................................................................................................................................... 32 

3.2 GOAL 2: EFFICIENT MOVEMENT ............................................................................................................... 32 

3.3 GOAL 3: MULTIMODAL ............................................................................................................................. 32 

3.4 GOAL 4: LAND USE/DEVELOPMENT ......................................................................................................... 33 

3.5 GOAL 5: COORDINATION BETWEEN JURISDICTIONS .................................................................................. 33 

3.6 GOAL 6: ECONOMIC DEVELOPMENT ......................................................................................................... 33 

3.7 GOAL 7: INVESTMENTS AND USE OF FUNDING ......................................................................................... 33 

CHAPTER 4: FUTURE TRAFFIC PROJECTIONS .................................................................................................. 34 

4.1 METHODOLOGY......................................................................................................................................... 34 

4.2 PROJECTING FUTURE TRAFFIC VOLUMES .................................................................................................. 34 

4.3 SYSTEM ALTERNATIVES ............................................................................................................................ 34 

4.4 2020 BASE SCENARIO ............................................................................................................................... 35 

Roadway Network Improvements ...................................................................................................................... 35 

Traffic Volumes ................................................................................................................................................. 39 

System Deficiencies ........................................................................................................................................... 39 

4.5 2035 BASE SCENARIO ............................................................................................................................... 39 




4.6 2035 ALTERNATIVE 1 ................................................................................................................................ 44 



Williston Transportation Plan iii 

August 2010


4.7 YEAR 2035 ALTERNATIVE 2 ...................................................................................................................... 48 




CHAPTER 5: FUTURE TRANSPORTATION SYSTEM RECCOMENDATIONS ................................................. 53 

5.1 FUTURE ROADWAY SYSTEM IMPROVEMENTS ........................................................................................... 53 

5.2 FUTURE FUNCTIONAL CLASSIFICATION..................................................................................................... 58 

5.3 JURISDICTIONAL TRANSFERS ..................................................................................................................... 58 

Right of Way Preservation ................................................................................................................................. 60 

Access Management .......................................................................................................................................... 61 

5.4 FREIGHT SYSTEM IMPROVEMENTS ............................................................................................................ 65 

Truck Facilities .................................................................................................................................................. 65 

Railroad Facilities .............................................................................................................................................. 65 

5.5 BICYCLE AND PEDESTRIAN SYSTEM IMPROVEMENTS ................................................................................ 65 

Improvements to Existing System...................................................................................................................... 66 

New and Extended Trail Alignments ................................................................................................................. 66 

Sidewalk Construction and Maintenance ........................................................................................................... 66 

5.6 TRANSIT SERVICE IMPROVEMENTS ........................................................................................................... 66 

CHAPTER 6: IMPLEMENTATION PLAN ............................................................................................................... 67 

6.1 RECOMMENDED SHORT-RANGE IMPROVEMENTS ...................................................................................... 67 

Estimated Costs .................................................................................................................................................. 67 

6.2 RECOMMENDED LONG-RANGE IMPROVEMENTS........................................................................................ 69 

Estimated Costs .................................................................................................................................................. 69 

6.3 FUNDING STRATEGIES ............................................................................................................................... 70 

LIST OF FIGURES PAGE 

FIGURE 1: STUDY AREA........................................................................................................................................... 3 

FIGURE 2: EXISTING ROADWAY JURISDICTIONAL CLASSIFICATION ......................................................... 5 

FIGURE 3: ACCESS/MOBILITY RELATIONSHIP ................................................................................................... 6 

FIGURE 4: EXISTING ROADWAY FUNCTIONAL CLASSIFICATION ................................................................ 9 

FIGURE 5: ROADWAY TRAFFIC CAPACITY AND TRAFFIC SIGNALS .......................................................... 12 

FIGURE 6: 2005 AADT TRAFFIC VOLUMES – NORTH ...................................................................................... 13 

FIGURE 7: 2005 AADT TRAFFIC VOLUMES – SOUTH ....................................................................................... 14 

FIGURE 8: EXISTING TRAFFIC OPERATIONS .................................................................................................... 15 

FIGURE 9: FACTORS LIMITING CONTINUITY AND CONNECTIVITY ........................................................... 18 

FIGURE 10: HIGH CRASH LOCATIONS ................................................................................................................ 19 

FIGURE 11: EXISTING TRUCK ROUTES .............................................................................................................. 25 

FIGURE 12: EXISTING AND PLANNED PARKS AND TRAILS .......................................................................... 26 

FIGURE 13: MODELED ROADWAYS .................................................................................................................... 36 

FIGURE 14: FUTURE ADT: BASE SCENARIO ...................................................................................................... 37 

FIGURE 15: VOLUME/CAPACITY RATIO: BASE SCENARIO ........................................................................... 38 

FIGURE 16: 2035 FUTURE ADT: BASE SCENARIO ............................................................................................. 42 

FIGURE 17: 2035 VOLUME/CAPACITY RATIO: BASE SCENARIO ................................................................... 43 

FIGURE 18: 2035 FUTURE ADT: ALTERNATIVE 1 ............................................................................................. 46 

FIGURE 19: 2035 VOLUME/CAPACITY RATIO: ALTERNATIVE 1 ................................................................... 47 

FIGURE 20: 2035 FUTURE ADT: ALTERNATIVE 2 ............................................................................................. 51 

FIGURE 21: 2035 VOLUME/CAPACITY RATIO: ALTERNATIVE 2 ................................................................... 52 

FIGURE 22: FUTURE ROADWAY IMPROVEMENTS .......................................................................................... 54 

FIGURE 23: FUTURE ROADWAY FUNCTIONAL CLASSIFICATION ............................................................... 59 

FIGURE 24: ACCESS/CRASH RELATIONSHIP ..................................................................................................... 63 

LIST OF TABLES PAGE 

TABLE 1: PLANNING-LEVEL ROADWAY CAPACITIES BY FACILITY TYPE ............................................... 10 

TABLE 2: TOP 24 CRASH LOCATIONS IN WILLISTON 2005-2008 (BY FREQUENCY OF CRASHES) ........ 20 

Williston Transportation Plan iv 

August 2010

TABLE 3: PARATRANSIT AND TRANSPORTATION SERVICE PROVIDERS ................................................. 22 

TABLE 4: 2020 SHORT-RANGE TRANSPORTATION IMPROVEMENTS ......................................................... 55 

TABLE 5: 2035 LONG-RANGE TRANSPORTATION IMPROVEMENTS ........................................................... 57 

TABLE 6: CITY OF WILLISTON RIGHT-OF-WAY GUIDELINES ...................................................................... 60 

TABLE 7: ACCESS MANAGEMENT GUIDELINES FOR THE CITY OF WILLISTON, NORTH DAKOTA .... 62 

TABLE 8: ESTIMATED COST FOR SHORT-TERM IMPROVEMENTS .............................................................. 68 

TABLE 9: ESTIMATED COSTS FOR LONG-RANGE IMPROVEMENTS ........................................................... 69 

LIST OF APPENDICIES 

APPENDIX A: PUBLIC PARTICIPATION 

APPENDIX B: TRAFFIC MODEL TECHNICAL MEMO 

Williston Transportation Plan v 

August 2010

INTRODUCTION 

The City of Williston is experiencing a period of significant growth, in part due to the renewed 

expansion of energy related industries in western North Dakota. This growth has resulted in a 

need to update the city’s Comprehensive Plan and Transportation Plan. The Comprehensive Plan 

established goals, objective and policies that guide the city’s future growth. Future growth can’t 

occur without expansion of the city’s transportation system. The Transportation Plan which was 

developed in conjunction with the Comprehensive Plan addresses future truck routes, and 

encourages access management and safety improvements. The plan also addresses future 

improvements to non-motorized forms of transportation. 

The Transportation Plan identifies a series of roadway improvement needs based on projected 

growth in the short range (year 2020) and for the long range (year 2035). The implementation of 

these improvements will be based on development needs and financial constraints. The plan is a 

guide that, when used in conjunction with the Comprehensive Plan, insures that the future 

transportation system will provide for the safe and efficient movement of people and goods in 

the City of Williston and surrounding region. 

Study Area 

The City of Williston is located in the northwestern corner of the state of North Dakota in 

Williams County. The city is bordered by Williston Township to the south and west, Missouri 

Ridge Township to the northwest, Pherrin Township to the northeast, and Stony Creek Township 

to the East. The east side of the city is bordered by the Little Muddy River (with the exception of 

a small annexed area east of the river), while the south side is bordered by the Missouri River. 

The city’s extraterritorial area (ETA) includes the areas in the surrounding townships, within 

one-mile of the city boundary. Figure 1 shows the study area for this transportation plan, which 

includes the City of Williston and the surrounding Townships. 

Study Purpose 

The purpose of the Transportation Plan is to provide the policy and program guidance needed to 

make appropriate transportation related decisions as development occurs and elements of the 

transportation system need to be upgraded. The Transportation Plan demonstrates how the City 

of Williston will provide for an integrated transportation system that will serve the future needs 

of its residents and businesses, support the city’s development plans, and accommodate the 

increases in heavy truck traffic through the city, resulting from new industrial development. 

Highway 2 (West Dakota Parkway) Corridor Study 

The city is bisected by US Highway 2/85, which traverses the city in a southwest to northeast 

direction. The four-lane highway originally served as a bypass route for through traffic; however, 

as growth within the city has occurred, the areas surrounding the highway (north and west) have 

developed and traffic volumes have increased. This has raised concerns over impact of the 

highway on the local system. In order to address these concerns, the US Highway 2/85 (West 

Dakota Parkway) Corridor Study was undertaken. The purpose of this study was to determine 

how to address traffic operations and safety concerns on the highway as the city continues to 

grow and traffic volumes continue to increase. 

The corridor study was prepared as a separate document, but is tied to the Transportation Plan as 

the same growth assumptions and traffic projection methodology were used for both. As part of 

Williston Transportation Plan 1 

August 2010

the study, an analysis of the existing and future operations at eight key intersections was 

conducted and recommendations to improve traffic operations and increase safety along the 

corridor were prepared. The general recommendations of the corridor study are included in this 

Report (Chapter 5: Recommendations for Future Transportation System). The full US Highway 

2/85 (Dakota Parkway) Corridor Study Report, including the alternatives considered and detailed 

conclusions and recommendations, is available from the City of Williston and the North Dakota 

Department of Transportation. 


August 2010

J:\Maps\6505\mxd\figure1_projectlocation.mxd 

Williston 

Township 

General Legend 

Missouri Ridge 

Township 

1 Mile 

)g 

)q 

Extraterritorial Area (ETA) 

Williston City Limits 

Township Boundaries 

0 1 2 

Study Area 

Miles° 

Williston Transportation Plan 

Williston, North Dakota 

W I L L I A M S C O U N T Y 

)g 

)q 

Sloulin Field 

International Airport 

W i l l i s t o n 

Little 

Muddy 

River 

M i s s o u r i R i v e r 

Pì 

Burlington Northern Railroad 

Pherrin Township 

Stony Creek 

Township 

Figure 1

CHAPTER 1: EXISTING CONDITIONS 

1.1 Roadway Systems Plan 

The roadway network in the City of Williston is comprised of two major regional highways, 

several county and township roads, and a system of local roadways interconnecting the overall 

network. The City's existing roadway network is shown in Figure 2. In order to accommodate 

anticipated growth and respond to congestion, connectivity, and safety issues, the transportation 

system in Williston is expected to expand. This section of the Transportation Plan will address 

existing roadway jurisdiction, functional classification, traffic capacity and volumes, traffic 

operations, continuity and connectivity, and roadway safety. 

Jurisdictional Classification 

Roadways in the City of Williston are administered by different agencies, depending upon their 

jurisdictional classification. The North Dakota Department of Transportation (NDDOT) 

maintains state highways, Williams County maintains county roads, and the remaining roads 

inside city limits are maintained by the City of Williston. Outside city limits, including the 

extraterritorial area (ETA), local roads are the responsibility of the townships (Missouri Ridge, 

Williston, Pherin, and Stony Creek). The city, county and state work together in the planning and 

improvement of the roadway system in the city. The existing roadway jurisdiction is shown on 

the map included in Figure 2. 

The jurisdictional classification system is intended to maintain a balance of responsibility among 

the various transportation agencies and is organized around the principle that the highest volume 

limited access roadways that carry regional trips (US and state highways) are primarily 

maintained by NDDOT. The intermediate volume roadways, which carry medium length trips 

and the local street system, are maintained by the county and city. There is currently one US 

highway (US Highway 2/85), one state highway (ND State Highway 1804), several county and 

township roads, and a system of local roadways interconnecting the overall network within the 

City of Williston. The county roads are mainly located in the city’s extraterritorial area (ETA). 

Once annexation has occurred, the jurisdictional responsibility for county roads has shifted to the 

City. 

Occasionally, as a result of development, changes in traffic patterns or the construction of new 

facilities, the jurisdictional classification needs to be adjusted to reflect changes in the way 

certain roadways are used. No recent jurisdictional transfers within the City of Williston have 

occurred. However, it will be necessary to determine which jurisdictional classification is 

appropriate for any newly constructed roadways within the city and the surrounding area. 


August 2010

J:\Maps\6505\mxd\figure_roadwayjurisdiction.mxd 

EVERSON DR 

139TH AVE NW 

53RD ST NW 

52ND ST NW 

51ST ST NW 


Township 


Township 

55TH ST NW 

W FRONT ST 


138TH AVE NW 

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0 0.5 1 

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Miles ° 

32ND ST W 

29TH ST W 

28TH ST W 

20TH AVE W 

19TH AVE W 

16TH AVE W 

42ND ST W 

Sloulin Field 


26TH ST W 

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11TH ST W 

58TH ST W 

DAVIDSON DR 

DAKOTA PKWY W 

70TH ST E 

65TH ST E 

34TH ST E 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST 

5TH ST W 

4TH ST W 

W 

9TH ST E 

RIVERSIDE DR W 

6TH AVE W 

6TH ST W 

BROADWAY W 

2ND ST W 

FRONTAGE ROAD 

1ST AVE E 

66TH ST 

53RD ST E 

3RD AVE E 

1 Mile 

42ND ST E 

18TH ST E 

HILLCT E 

ROSE LN 

11TH St E 

4TH AVE E 

8TH ST E 

26TH ST E 

2ND ST E 

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4TH ST E 

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rr 

RR ii vv ee oo uu rr i i MM ii ss ss E 

6TH AVE E 

8TH AVE E 

RIVERSIDE DR E 

Existing Roadway Jurisdictional Classification 



9TH AVE W 

2ND AVE W 

1ST AVE W 

2ND AVE E 

MAIN ST 

11TH AVE E 

E DAKOTA PKWY 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

BROADWAY E 

134TH AVE NW 


Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

Roadway Jurisdiction 

US Highway 

State Highway 

County Road 

Township Road 

Municipal Road 

53RD LN NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND DR NW 

Figure 2

Functional Classification 

Roadway functional classification categories are defined by the role of streets and highways in 

the overall roadway system. The intent of the functional classification system is to create a 

hierarchy of roads that collect and distribute traffic from neighborhoods to the highway system. 

Roadways with a higher functional classification (arterials) generally provide for longer trips, 

have more mobility, have limited access and connect larger centers. Roadways with a lower 

functional classification (collectors and local streets) generally provide for shorter trips, have 

lower mobility, have more access and connect to higher functioning roadways. A balance of all 

functions of roadways is important to any transportation network. Figure 3 depicts the 

relationship of the various functional classifications to access and mobility. 

Figure 3: Access/Mobility Relationship 

The City of Williston has a functionally classified roadway system consisting of principal 

arterials, minor arterials, major collectors, minor collectors and local roads. The following is a 

description of the existing functional classification system within the city, which is also shown in 

Figure 4. 

Principal Arterials 

Principal arterials are intended to provide a high level of mobility with very limited access, 

connecting major activity centers. The principal arterial system in Williston connects the city to 

nearby industry, the interstate system, and other regional activity centers. Principal arterials 

serving the City of Williston include US Highway 2/85 (2nd Avenue West/Dakota Parkway 

West), 2nd Avenue West, and ND State Highway 1804 (Broadway East, 1st Street East, and 

2nd Street West). The following is a description of each: 


August 2010

• US Highway 2 and US Highway 85 run on a shared route through the City of Williston. 

Within the city, US Highway 2/85 is a four lane, principal arterial roadway which runs 

north/south along 2nd Avenue West and northeast/southwest along West Dakota 

Parkway. 

The principal arterial designation continues north/south along 2nd Avenue West as 

Business 2/85, past the intersection of West Dakota Parkway and US Highway 2/85. The 

route jogs east at11th Street and continues north/south on Main Street, terminating at the 

intersection with 1st Street East. 

Outside of Williston, US Highway 2 is a major roadway, connecting to the Cities of 

Minot and Grand Forks in North Dakota, as well as other cities in Montana. US Highway 

85 also plays a vital role in meeting Williston’s transportation needs as it is one of the 

few roadways in northwestern North Dakota that cross Lake Sakakawea and the Missouri 

River. In addition, US Highway 85 provides vital north/south connections to Canada and 

I-94 and I-90 to the south. Both US Highways 2 and 85 are utilized extensively by local 

industries to move equipment and other shipments throughout the region and beyond. 

• ND State Highway 1804 is an east/west roadway which crosses the south side of the city, 

intersecting US Highway 2/85 at the west end of the city and continuing past the east city 

boundary. On the west side of the city, ND State Highway 1804 follows 2nd Street West, 

before jogging one block south along 2nd Avenue West and then east along 1st Street 

East, to bypass the downtown area. It then jogs north on 7th Avenue East before turning 

east on Broadway East. 

ND State Highway 1804 is an important roadway for the area as it provides the only 

crossing of the Little Muddy River within the city. The route is also used heavily by 

trucks servicing the many industrial uses along the southern portion of the city. To the 

east of the city, the roadway connects Williston to recreation areas on Lake Sakakawea as 

well as the Fort Berthold Indian Reservation. To the west of Williston, ND State 

Highway 1804 provides a vital connection to some of the area’s largest cultural resources 

and tourist attractions, namely Fort Union Trading Post National Historic Site, Ford 

Buford State Historic Site, and the Missouri-Yellowstone Confluence Interpretive Center. 

Minor Arterials 

Minor arterials also emphasize mobility over land access, serving to connect adjacent 

neighborhoods and the highway system. Major business concentrations and other important 

traffic generators are usually located along minor arterial roadways. In urbanized areas, one to 

two mile spacing of minor arterials is considered appropriate. A well-planned and adequately 

designed system of principal and minor arterials will allow the city’s overall street system to 

function the way it is intended and will discourage through traffic from using residential streets. 

Volumes on principal and minor arterial roadways are expected to be higher than those on 

collector or local roadways. Providing the capacity for these higher volumes will keep volumes 

on other city streets lower. There are several minor arterial routes within the city. Examples of 

roadway segments designated as minor arterials in the City of Williston include the following 

(this list is not all inclusive): 


August 2010

• East Dakota Parkway (Broadway to 26th Street East) 

• 42nd Street (16th Avenue West to 13th Avenue East) 

• 26th Street (16th Avenue West to 13th Avenue East) 

• 18th Street (16 th Avenue West to East Dakota Parkway) 

• 11th Street (Dakota Parkway West to East Dakota Parkway except 2 nd Avenue West to 

Main Street) 

• Broadway East (2nd Avenue West to 7th Avenue East) 

• 16th Avenue Northwest (58th Street West to 42nd Street West and 26 th Street West to 

11 th Street West, including frontage road) 

• 9th Avenue West (Dakota Parkway West to 2nd Street West) 

• 2nd Avenue West (11th Street West to 2nd Street) 

• University Avenue (42nd Street East to Broadway East) 

Collectors 

Collectors are designed to serve shorter trips, providing access from neighborhoods to other 

collector roadways and the arterial system. They are expected to carry less traffic than arterial 

roads and to provide access to some properties. Collectors are typically categorized as major and 

minor collectors. Major collectors can link both local streets and minor collectors to minor 

arterials, while minor collectors typically connect local streets to other collectors. The functional 

classification map shown in Figure 4 combines the city’s system with the county’s system in the 

surrounding area. The city’s collector streets are simply designated as collectors, and the 

county’s system uses the designation of major collector. There are several collector routes within 

the city and the surrounding area. Examples of roadway segments designated as major collectors 

in the City of Williston and the ETA include the following (this list is not all inclusive): 

• 56th Street Northwest (US Highway 2/133rd Avenue Northwest) 

• County Road 9 - 134th Avenue Northwest (57th Street Northwest) to 53rd Street 

Northwest 

• 11th Avenue East (54th Street Northwest to 42nd Street East) 

Examples of collectors include the following (this list is not all inclusive): 

• 34th St East (2nd Avenue West to University Avenue) 

• 52nd Street Northwest/26th Street West (western city limit to 16th Avenue West) 

• 14th Street West (9th Avenue West to University Avenue) 

• 6th Street West (14th Avenue West to University Avenue) 

• 19th Avenue Northwest/Pheasant Run Parkway (32nd Street West to 11th Street West) 

• 14th Avenue West (11th Street West to 2nd Street West) 

• 6th Avenue West (18th Street East to 2nd Street West) 

• 8th Avenue East (11th Street East to Broadway East) 


August 2010

J:\Maps\6505\mxd\figure_functionalclass.mxd 

13926-51ST 

EVERSON DR 

ST NW 

139TH AVE NW 

53RD ST NW 

52ND ST NW 

51ST ST NW 

Existing Principal Arterial 

Existing Minor Arterial 

Existing Major Collector 

Existing Collector 

Local 

Railroad 

55TH ST NW 

1 Mile 


Township 

W FRONT ST 

)g 


138TH AVE NW 

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0 0.5 1 

Miles ° 

38TH ST W 

32nd St W 

30TH ST W 

29TH ST W 

28TH ST W 

22ND ST W 

22ND AVE W 

21ST AVE W 

20TH AVE W 

19TH AVE W 

137TH AVE NW 


Township 

16TH AVE W 

42ND ST W 

Sloulin Field 


)g 

)q 


11TH ST W 

58TH ST W 

CREST ST 

DAVIDSON DR 

DAKOTA PKWY W 

11TH AVE W 

2nd St W 

70TH ST E 

65TH ST E 

40TH ST E 

38TH ST E 

34TH ST E 

32nd St W 

20TH ST E 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST 

5TH ST W 

W 

4TH ST W 

9TH ST E 

10TH AVE W 


6TH AVE W 

6TH ST W 

FRONTAGE ROAD 

1ST AVE E 

66TH ST E 

53RD ST E 

3RD AVE E 

42ND ST E 

ROSE LN 

11TH St E 

4TH AVE E 

2ND ST E 

33RD ST E 

26TH ST E 

18TH ST E 

HILLCT E 

8TH ST E 

1ST ST E 

35TH ST E 

56TH ST NW 

rr 

RR ii vv ee oo uu rr i i MM ii ss ss Existing Roadway Functional Classification 



9TH AVE W 

4TH AVE W 

2ND AVE W 

1ST AVE W 

MAIN ST 

2ND AVE E 

6TH AVE E 

S AVE 

11TH AVE E 

8TH AVE E 


E DAKOTA PKWY 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

20TH AVE E 

BROADWAY E 

134TH AVE NW 

50TH RD NW 


Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND LN NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND DR NW 

Figure 4

Local Streets 

Local streets provide access to adjacent properties and neighborhoods. Local streets are generally 

low speed, and designed to discourage through traffic. All of the remaining roadways in the city 

that were not listed under the previous functional classifications above fall under the local road 

designation. 

Existing Roadway and Traffic Capacity 

Planning level capacity thresholds provide a means to evaluate roadway capacity by facility type. 

Typical roadway facility types within the City of Williston include four-lane divided rural, 

five-lane urban (four-lane divided with turn lanes), four-lane undivided urban, three-lane urban 

(two-lane divided with turn lanes), and two-lane undivided urban. The terms urban and rural 

describe typical section design (e.g., curb and gutter for urban and ditch drainage for rural), and 

do not imply geographic areas. 

Table 1 lists the typical planning-level average daily traffic (ADT) capacity ranges and 

maximum ADT volume, for each type of roadway facility. These volume ranges are based upon 

guidance from the Highway Capacity Manual and professional engineering judgment. A range is 

used since the maximum capacity of any roadway design is a theoretical measure that can be 

affected by its functional classification, peak traffic flows, access spacing, speed, and other 

roadway characteristics. For this analysis, the lower threshold of the capacity ranges was used as 

the City of Williston’s maximum daily capacity for each facility type. This provides a base-line 

measure to evaluate capacity improvements that can be achieved by roadway performance 

enhancements. 

Table 1: Planning-Level Roadway Capacities by Facility Type 

Facility Type* 

Planning Level 

Daily Capacity 

Ranges (ADT) 

Williston Daily 

Capacity (ADT) 

Two-lane undivided urban 8,000-10,000 8,000 6,800 

Two-lane undivided rural 14,000-15,000 14,000 11,900 

Three-lane urban 

(Two-lane divided with turn lanes) 

14,000-17,000 14,000** 11,900 

Four-lane undivided urban 18,000-22,000 18,000 15,300 

Five-lane urban 

(Four-lane divided with turn lanes) 

28,000-32,000 28,000 23,800 


Approaching 

Capacity (85% ADT) 

Four-lane divided rural 35,000-38,000 35,000 29,750 

* The terms urban and rural describe typical section design (e.g., curb and gutter for urban and ditch drainage for 

rural) and do not imply geographic areas. 

** If access is limited/controlled along this facility, it is able to adequately carry up to 20,000 ADT. 

The following is an overview of the four-lane divided rural, five-lane urban, four-lane undivided 

urban and three-lane urban roadway facilities within the City of Williston, by roadway segment. 

All of the remaining roadways in the city that are not listed below are two-lane undivided 

facilities. The existing roadway traffic capacity, as well as the existing traffic signals within the 

city, are illustrated in Figure 5. 


August 2010

• Four-lane divided rural: US Highway 2/85 

• Five-lane urban facilities: 2nd Avenue West (26th Street to 11th Street) and 11th Street 

East (2nd Avenue West to Main Street) 

• Four-lane undivided urban: Main Street (from 11th Street East to Broadway East) and 

Broadway East (2nd Avenue West through the eastern city limit) 

• Three-lane urban: 26th Street East (2nd Avenue West to University Avenue) and 2nd 

Street West (Dakota Parkway West to 2nd Avenue West) 

Existing Traffic Volumes 

In order to evaluate traffic operations, it is important to understand the existing traffic volumes 

and patterns on the major roadways within the city. Figure 6 and Figure 7 show the 2005 average 

annual daily traffic volumes (AADT) for the major roadways within the City of Williston. The 

highest traffic volumes are found on US Highway 2/85, and 2nd Avenue West. This is consistent 

with the city’s functional classification system as these roadways are considered principal 

arterials and intended to carry the highest traffic volumes. It should be noted that due to recent 

growth and development within the city, traffic volumes have increased since 2005. The city 

should continue to monitor the volumes on its higher traffic roadways to ensure compliance with 

the functional classification system. 

Existing Traffic Operations 

Volume to Capacity Ratio Analysis 

Congestion on the roadway system is judged to exist when the ratio of traffic volume to roadway 

capacity (v/c ratio) approaches or exceeds 1.0. The v/c ratio provides a measure of congestion 

along a given roadway segment and can help determine where roadway improvements, access 

management, transit services, or demand management strategies need to be implemented. It does 

not, however, provide a basis for determining the need for specific intersection improvements. 

As noted in Table 1, a range of planning level capacity thresholds can be used to evaluate 

roadway capacity. For this analysis, the lower threshold of the capacity ranges was used as the 

City of Williston’s maximum daily capacity for each facility type. This provides a measure to 

evaluate capacity improvements that can be achieved by roadway performance enhancements. 

Another useful capacity analysis index is the “approaching capacity” threshold. A segment of 

road is noted as “approaching capacity” when the observed daily volume equals or exceeds 

85 percent of daily capacity (v/c > 0.85). This measure can be used to identify roadways that 

may not currently be capacity deficient, but may seem congested to users. As previously 

described, the planning level daily capacity ranges, maximum daily capacity, and approaching 

capacity volumes for the different facility types within the city are shown in Table 1. 

Analysis of the existing roadways system and corresponding daily traffic levels indicate that 

11th Street West, between 2nd Avenue Northwest and 9th Avenue Northwest is the only 

roadway with a v/c ratio greater than 0.85. This indicates that at this location, 11th Street West is 

approaching its current capacity. As this roadway is a critical component of the local 

transportation system, the city should consider the feasibility of expanding the roadway from its 

current two-lane configuration, and compare existing volumes with future traffic volume 

projections, as addressed in Chapter 4. The existing capacity deficiencies and other areas of 

concern for the City of Williston are shown in Figure 8. 


August 2010

J:\Maps\6505\mxd\figure_funcl_rail_utility.mxd 

13926-51ST 

EVERSON DR 

ST NW 

139TH AVE NW 

53RD ST NW 

52ND ST NW 

51ST ST NW 


Township 


Township 

55TH ST NW 

1 Mile 

W FRONT ST 

)g 


138TH AVE NW 

)q 




0 0.5 1 

Miles ° 

30TH ST W 

21ST AVE W 

29TH ST W 

28TH ST W 

22ND ST W 

22ND AVE W 

20TH AVE W 

19TH AVE W 

137TH AVE NW 

16TH AVE W 

Sloulin Field 


26TH ST W 

!( 

!( 

42ND ST W 

)g 

)q 

!( 

!( 


11TH ST W 

58TH ST W 

DAVIDSON DR 

11TH AVE W 

4TH AVE W 

!( 

!( 

!( !( 

!( !( 

!( 

!(!(!( 

!( 

70TH ST E 

65TH ST E 

40TH ST E 

38TH ST E 

34TH ST E 

20TH ST E 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST 

5TH ST W 

W 

4TH ST W 

9TH ST E 

10TH AVE W 


6TH AVE W 

6TH ST W 

FRONTAGE ROAD 

MAIN ST 

1ST AVE E 

66TH ST E 

53RD ST E 

3RD AVE E 

42ND ST E 

ROSE LN 

11TH St E 

4TH AVE E 

2ND ST E 

33RD ST E 

26TH ST E 

18TH ST E 

HILLCT E 

8TH ST E 

1ST ST E 

35TH ST E 

56TH ST NW 

rr 

RR ii vv ee oo uu rr i i MM ii ss ss 6TH AVE E 

S AVE 

8TH AVE E 


Roadway Traffic Capacity and Traffic Signals 



9TH AVE W 

2ND AVE W 

1ST AVE W 

2ND AVE E 

11TH AVE E 

E DAKOTA PKWY 

Roadway Traffic Capacity 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

20TH AVE E 

BROADWAY E 

134TH AVE NW 

50TH RD NW 


Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

ADT = 8,000 (2-Lane Undivided Urban) 

ADT = 14,000 (3-Lane Urban) 

ADT= 18,000 (4-Lane Undivided Urban) 

ADT = 28,000 (5-Lane Urban) 

ADT = 35,000 (4-Lane Divided Rural) 

!( Traffic Signal 

Little 

Muddy 

River 

53RD LN NW 

132ND LN NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND DR NW 

Figure 5

J:\Maps\6505\mxd\figure_volumes_north.mxd 

53RD ST NW 

WILLISTON 

TOWNSHIP 

138TH AVE NW 

[#####] 2005 AADT 

52ND ST NW 




138TH AVE NW 

138TH AVE NW 

42ND ST W 

55TH ST NW 

24TH AVE W 

30TH ST W 

2005 AADT Traffic Volumes - North 



22ND AVE W 

21ST AVE W 

32ND ST W 

29TH ST W 

28TH ST W 

19TH AVE W 

22ND ST W 

44TH ST W 

37TH ST W 

35TH ST W 

34TH ST W 

[150] 

[575] 

[600] 

17TH AVE W 

137TH AVE NW 

16TH AVE W 

[2,900] 

[1,175] 

23RD ST W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

MISSOURI RIDGE 

TOWNSHIP 

14TH AVE W 

42ND ST W 


Sloulin Field 


15TH AVE W 

14TH AVE W 

13TH AVE W 

58TH ST W 

[8,500] 

7TH AVE W 

6TH AVE W 

[5,500] 

4TH ST W 

35TH ST W 

54TH ST NW 

[6,300] 

)g 

)q 

[370] 

51ST ST W 

[8,000] 

[900] [875] 

FRONTAGE ROAD 

AIRPORT RD 

30TH ST W 

[10,000] 

1ST AVE W 

1ST AVE W 

1ST AVE E 

1ST AVE E 

1ST AVE E 

70TH ST E 

CIR E 

2ND 

65TH ST E 

40TH ST E 

2ND AVE E 

66TH ST E 

34TH ST E 

53RD ST E 

42ND ST E 

[750] 

33RD ST E 

[1,400] 

[300] 

35TH ST E 

[380] 

[3,900] 

[3,900] [9,400] [5,900] [2,550] 

[1,975] [800] 

[2,500] 

[12,200] 

[1,425] 

[9,100] 

[10,500] 

[3,550] [1,825] 

3RD AVE E 

4TH AVE E 

36TH ST E 

7TH AVE E 

9TH AVE E 

11TH AVE E 

11TH AVE E 

[440] 

13TH AVE E 

Little 

Muddy River 

54TH ST NW 

PHERRIN 

TOWNSHIP 

GRANDVIEW 

DR 

53RD ST NW 

55TH ST NW 

134TH AVE NW 134TH AVE NW 

[450] 

STONY CREEK 

TOWNSHIP 

53RD LN NW 

Source: NDDOT 2005 AADT Volumes 

0 1,000 2,000 

Feet 

° 

Figure 6 

Stony C 

Towns

J:\Maps\6505\mxd\figure_volumes_south.mxd 


Township 

52ND ST NW 

51ST ST NW 

WILLISTON 

TOWNSHIP 

[10,100] 

[#####] 2005 AADT 

32ND AVE W 

[8,800] 

W FRONT ST 

)g 

)q 




DAKOTA PKWY W 

2005 AADT Traffic Volumes - South 



24TH AVE W 

22ND AVE W 

21ST AVE W 

28TH ST W 

22ND ST W 

16TH ST W 

[6,900] 

[2,650] 

19TH AVE W 

29TH ST W 

17TH CT W 

DAKOTA PKWY 

17TH AVE W 

17TH AVE W 

16TH AVE W 

[2,600] [4,000] 

[8,800] 

[4,650] 

[2,900] 

[1,175] 

15TH AVE W 


15TH AVE W 

14TH AVE W 

14TH AVE W 

6TH ST W 

4TH ST W 

13TH AVE W 

13TH AVE W 

12TH AVE W 


KNOLL ST 

[1,175] 

[3,050] 

[3,300] 

[8,800] 

[2,800] 

[1,600] 

[7,000] 

DAVIDSON DR 

11TH AVE W 

28TH ST W 

CREST ST 

10TH AVE W 

SIOUX ST 

9TH AVE W 

[2,150] 

DR 

8TH AVE W 

7TH AVE W 

PARKWAY 

8TH AVE W 

17TH ST W 

7TH AVE W 

6TH AVE W 

12TH ST W 

9TH ST W 

4TH ST W 

BROADWAY W 

2nd St W 

4TH AVE W 

14TH ST W 

6TH ST W 

30TH ST W 

FRONTAGE ROAD 

HIGHLAND DR W 

8TH ST W 

7TH ST W 

1ST AVE W 

[2,500] 

[3,900] 

[12,200] [9,100] [9,400] 

[3,900] 

[10,500] 

[12,500] 

[3,850] [4,000] [3,650] 

[13,400] 

MAIN ST 

1ST AVE E 


1ST AVE W 

25TH ST E 

[2,000] 

[5,100] [5,600] [7,000] [7,100] [7,500] 

[3,500] 

[1,750] 

[8,500] 

[5,800] [5,800] 

[4,350] 

[8,500] 

[1,325] 

[1,000] 

[600] 

[5,100] [5,300] 

[10,000] 

[13,500] 

[12,600] 

1ST AVE E 

[5,500] 

1ST AVE E 

2ND AVE E 

14TH ST E 

2ND AVE E 

4TH AVE E 

HILL CT 

9TH ST E 

7TH ST E 

4TH AVE E 

HILLCT E 

2ND ST E 

R AVE 

24TH ST E 

6TH AVE E 

HIGHLAND DR E 

6TH AVE E 

[5,300] 

[5,300] [4,950] 

[2,800] 

[5,100] 

[4,600] 

[2,300] 

[3,700] 

[4,100] [2,650] [3,350] 

[3,950] 

[2,425] 

[2,550] 

[3,100] 

[2,850] [3,900] 

[2,800] [2,550] 

[5,400] [1,075] [1,050] [750] 

[1,475] [1,450] [1,300] 

[1,050] 

[1,425] 

[5,900] [2,550] [1,975] [800] 

[3,550] 

[1,825] 

[4,100] 

S AVE 

7TH AVE E 

RECLAMATION DR 

T AVE 


8TH AVE E 

9TH AVE E 

[2,650] [2,450] 

[1,900] [750] 

[5,200] 

[4,400] 

[2,900] [1,900] 

[3,700] 

8TH ST E 

8TH AVE E 

5TH ST E 

4TH ST E 

14TH ST E 

[2,275] 

[1,025] 

[2,850] 

13TH AVE E 

[2,400] 

[2,650] [3,000] 

12TH AVE E 

Little 

Muddy River 

20TH AVE E 

134TH DR NW 

22ND AVE NW 

[750] 

[2,350] 

GRANDVIEW 

24TH AVE NE 

DR 

22ND AVE E 

[650] 

26TH AVE NE 

[675] 

HALLIBURTON DR 

[1,675] 

50TH RD NW 

STONY CREEK 

TOWNSHIP 

Burli ng ton N ort h er n R ail ro ad 

[1,675] 

133RD DR NW 

Source: NDDOT 2005 AADT Volumes 

0 1,000 2,000 

Feet 

Pì 

49TH ST NW 

° 

Figure 7 

Stony Cree 

Township

J:\Maps\6505\mxd\figure_2005vc.mxd 

13926-51ST 

EVERSON DR 

ST NW 

139TH AVE NW 

53RD ST NW 

52ND ST NW 

51ST ST NW 

1 Mile 


Township 


Township 

55TH ST NW 

W FRONT ST 

)g 


138TH AVE NW 

)q 




0 0.5 1 

Miles ° 

30TH ST W 

21ST AVE W 

29TH ST W 

11TH ST W 

28TH ST W 

22ND ST W 

22ND AVE W 

20TH AVE W 

19TH AVE W 

DAKOTA PKWY W 

16TH AVE W 

42ND ST W 

Sloulin Field 


26TH ST W 

58TH ST W 

)g 

)q 


70TH ST E 

65TH ST E 

34TH ST E 

20TH ST E 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST 

5TH ST W 

W 

4TH ST W 

9TH ST E 


Existing Traffic Operations 



137TH AVE NW 

9TH AVE W 

6TH AVE W 

4TH AVE W 

6TH ST W 

BROADWAY W 

2ND ST W 

FRONTAGE ROAD 

2ND AVE W 

1ST AVE W 

1ST AVE E 

66TH ST E 

53RD ST E 

40TH ST E 

38TH ST E 

25TH ST E 

MAIN ST 

3RD AVE E 

42ND ST E 

ROSE LN 

11TH St E 

4TH AVE E 

2ND ST E 

33RD ST E 

26TH ST E 

18TH ST E 

HILLCT E 

8TH ST E 

2ND AVE E 

1ST ST E 

35TH ST E 

56TH ST NW 

rr 


S AVE 

11TH AVE E 

8TH AVE E 


E DAKOTA PKWY 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

20TH AVE E 

BROADWAY E 


134TH AVE NW 

50TH RD NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

2005 Volume/Capacity Ratio 

Little 

Muddy 

River 

Below 0.85 Uncongested 

0.85 - 1.0 Approaching Capacity 

+1.0 Over Capacity 

Areas of Concern 

53RD LN NW 

132ND LN NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND DR NW 

Figure 8

It should be noted that growth and development has occurred since the AADT data was collected 

in 2005. Even more significant than city growth, the oil industry has experienced a resurgence in 

western North Dakota since 2005, which has dramatically increased area-wide traffic volumes 

related to drilling, transporting of crude oil, influx of related businesses, and the personnel 

needed to carry out this economic and business activity. As traffic volumes increase, additional 

roadways are likely to approach their capacity thresholds and experience congestion. 

Continuity and Connectivity 

Continuity of routes within the city is an issue, due to the presence of several large natural and 

man-made features which serve as barriers to cross-city travel. The City of Williston is bordered 

by the Little Muddy River to the east and the Missouri River to the south. The topography of the 

area further limits the street system as the city is bordered by large hills with prohibitive slopes 

to the east and west. In addition, several man-made barriers limit the transportation system. 

These include the Sloulin Field International Airport on the north side of the city, US Highway 

2/85, which bisects the city, and the BNSF Railway tracks at the south end of the city. Sensitivity 

to these features is important and has played a large role in the development of the street system. 

Figure 9 illustrates some of the factors limiting the continuity and connectivity of the roadway 

network within the City of Williston. 

In the core area of the city, bounded by 26th Street East, the Little Muddy River, the railroad 

tracks, and West Dakota Parkway, continuity is excellent, consisting primarily of a traditional 

grid pattern of streets and blocks. There are few connectivity issues in this portion of the city. 

Beyond these boundaries, traffic flow is hampered by a lack of continuity in some areas. There 

are few convenient east/west routes crossing US Highway 2/85, and as development continues to 

the west there is an increasing need for crossings of US Highway 2/85. In addition, there is little 

connectivity to the east of the city as there is only one easily accessed roadway which crosses the 

Little Muddy River (ND State Highway 1804). One other corridor, 54th Street NW, crosses the 

river north of city limits, but the current roadway network does not facilitate access to this river 

crossing, and the city’s development pattern makes it inconvenient for most residents and 

businesses. Finally, US Highway 85 provides the only Missouri River crossing in the area. 

Connectivity and continuity of roadways within the city is an issue that will persist as the city 

continues to grow into areas where topography, rivers, the airport, and US Highway 2/85 are 

barriers to connectivity. Features such as steep topography and natural drainage corridors, such 

as the Sand Creek, are not only ecologically and geologically sensitive features through which to 

construct roads; they also make road construction more costly. Despite these features, it is 

important to provide accessibility, mobility, and efficiency within Williston’s transportation 

system. 

Safety 

Roadway safety is a central concern of transportation professionals and the public, and a key 

issue in this Transportation Plan. NDDOT maintains a database which includes crash records 

from roadways across the state of North Dakota. These records identify the location and 

circumstances associated with each crash. This dataset was reviewed to identify the location of 

crashes in the City of Williston for the time period from July 1, 2005 to June 30, 2008. In total, 

there were 773 crashes, of which zero involved fatalities, 133 involved personal injury and 640 

involved property damage only. In general these crashes were widely distributed throughout the 


August 2010

city, with most locations accounting for only one or two crashes. This suggests that many crashes 

were random occurrences. However, there were higher concentrations of crashes at select 

locations. These high crash locations are listed in Table 2 and illustrated in Figure 10. 

It should be noted that there is a correlation between the frequency of crashes and traffic 

volumes. Roadways with higher traffic volumes are expected to have more total crashes than 

lower volume roadways. 

The highest concentration of crashes within the city occurred along the 2nd Avenue West 

corridor, especially from 26th Street to 11th Street. The locations along this corridor with the 

highest frequency of crashes include the intersections with 26th Street, 18th Street, 14th Street, 

and 11th Street, all of which had more than 20 crashes in the three-year study period. Based on 

this safety analysis, further investigation is warranted in order to identify potential safety 

improvements along the 2nd Avenue West corridor. 

In addition, a high concentration of crashes occurred at the intersections along the Dakota 

Parkway West (US Highway 2/85) corridor. A detailed safety analysis, as well as 

recommendations to improve safety, were prepared as part of the Highway 2 (Dakota Parkway) 

Corridor Study available for review from the City of Williston or NDDOT. 


August 2010

J:\Maps\6505\mxd\figure_continuitylimits.mxd 

´ 

[#####] 

Factors Limiting Continuity and Connectivity 



WILLISTON 

TOWNSHIP 

)g 


MISSOURI RIDGE 

TOWNSHIP 

)q 

Sloulin Field 


)g 

)q 


Little 

Muddy 

River 

M i s s o u r i 

R i v e r 


PHERRIN 

TOWNSHIP 

STONY CREEK 

TOWNSHIP 

STONY CREEK 

TOWNSHIP 

Burli n g ton N orthern Ra i lr o a d 

Pì 

Factors Limiting 

Continuity and Connectivity 

Railroad 

HWY 2/85 

Airport 

Water 

Slope Greater Than 10% 



0 0.5 1 

Miles 

° 

Figure 9

42ND ST W 

J:\Maps\6505\mxd\figure_crash_frequency.mxd 

26TH ST W 

BISON DR 

38TH ST W 

24TH AVE W 

11TH ST W 

22ND AVE W 

21ST AVE W 

22ND ST W 

SAND CREEK DR 

22ND AVE W 

2ND ST W 

21ST AVE W 

20TH AVE W 

W FRONT ST 

34TH ST W 

32ND ST W 

19TH AVE W 

37TH ST W 

35TH ST W 

30TH ST W 

29TH ST W 

28TH ST W 

25TH ST W 

23RD ST W 

17TH CT W 

DAKOTA PKWY W 

! 

DAKOTA PKWY 

Sloulin Field 


17TH AVE W 

Crash Frequency 

! 5-10 Crashes 

! 11-15 Crashes 

! 16-30 

Crashes 

16TH AVE W 

GATE ST 

17TH AVE W 

0 500 1,000 

Feet ° 

15TH AVE W 

18TH ST W 

! 

2ND ST W 

! 

! 

9TH AVE NW 

13TH AVE W 

13TH AVE W 

12TH AVE W 

DAVIDSON DR 

11TH AVE W 


42ND ST W 

28TH ST W 

CREST ST 

SIOUX ST 

10TH ST W 

Source: NDOT Crash Database for Williams County from 7-01-05 to 06-30-08 

15TH AVE W 

14TH AVE W 

14TH AVE W 

High Crash Locations 



! 

7TH AVE W 

PARKWAY 

DR 

! 

WILLISTON 

10TH AVE W 

9TH AVE W 

9TH AVE W 

14TH ST W 

8TH AVE W 

18TH ST W 

7TH AVE W 

BROADWAY W 

6TH AVE W 

12TH ST W 

4TH ST W 

6TH AVE W 

8TH AVE W 

! 

9TH ST W 

8TH ST W 

6TH AVE W 

38TH ST W 

35TH ST W 

AIRPORT RD 

4TH AVE W 

4TH AVE W 

! 

7TH ST W 

6TH ST W 

3RD AVE W 

! 

FRONTAGE ROAD 

! 

! 

! 

! 

! 

! 

! 

! 

! 

! 

2ND AVE W 

1ST AVE W 

1ST AVE W 

MAIN ST 

! 

! 

1ST ST W 

1ST AVE E 

1ST AVE E 

25TH ST E 

MAIN ST 

1ST AVE E 

1ST AVE E 

! ! 

2ND AVE E 

2ND AVE E 

ROSE LN 

3RD AVE E 

14TH ST E 

2ND AVE E 

36TH ST E 

34TH ST E 

22ND ST E 

20TH ST E 

HILL CT 

7TH ST E 

6TH ST E 

4TH AVE E 

HILLCT E 

9TH ST E 

UNIVERSITY AVE 

5TH ST E 

R AVE 

42ND ST E 

33RD ST E 

6TH AVE E 

2ND ST E 

1ST ST E 

18TH ST E 

HIGHLAND DR E 

6TH AVE E 

S AVE 

35TH ST E 

7TH AVE E 


26TH ST E 

24TH ST E 

8TH AVE E 

9TH AVE E 

11TH St E 

8TH AVE E 

BROADWAY E 

T AVE 


9TH AVE E 

11TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

8TH ST E 

6TH ST E 

4TH ST E 

Figure 10 

14TH ST E 

! 

12TH AVE E

Table 2: Top 24 Crash Locations in Williston 2005-2008 (by frequency of crashes) 

Crash Location 

1 2nd Avenue West and 18th Street 25 




5 Main Street and 4th Street 16 

6 2nd Avenue West and West Highland Drive 15 

7 Main Street and Broadway 12 

8 Dakota Parkway (US Highway 2/85) and 9th Avenue NW 11 

9 Dakota Parkway (US Highway 2/85) and 18th Street 11 

10 

Northbound Dakota Parkway (US Highway 2/85) and 11th 

Street 

11 


12 4th Avenue West and 11th Street 8 

13 2nd Avenue West and 9th Street West 7 

14 2nd Avenue West and 42nd Street West 7 

15 Dakota Parkway (US Highway 2/85) and 6th Avenue West 7 


17 2nd Avenue West and 22nd Street West 6 


19 2nd Avenue West and Broadway 5 


21 11th Street and 9th Avenue West 5 


23 

East Broadway and East Dakota Parkway (ND State 

Highway 1804) 

5 


Number of 

Crashes 

1.2 Transit Services 

Transit is an important element in the overall transportation network because it offers an option 

for those who are unable to drive including the elderly, low-income individuals, students and 

youth, individuals with disabilities, and others who may not have access to a personal vehicle. 

Transit also provides an alternative to personal automobile travel. In addition, a transit system 

has the potential to remove a portion of existing or future automobile traffic from the roadway 

system, thus reducing travel time and congestion on certain roadways. 

Transit Service Providers 

The City of Williston does not currently provide fixed-route transit service for its residents; 

however, several entities do provide alternate transportation options within the area, including 


August 2010

paratransit programs such as dial-a-ride service. A complete listing of available paratransit 

resources available within the City of Williston are displayed in Table 3. 

While the city does not provide fixed-route transit service, two paratransit programs do offer 

transportation options to residents who are unable to drive or choose to use transit. While a host 

of other entities provide paratransit options, Northwest Public Transit and the Mercy Rider 

Program are two services which receive government assistance and are frequently used by 

residents. 

Northwest Dakota Public Transit 

Northwest Dakota Public Transit, which is partially funded by the Federal Government, is a diala-ride 

service that runs from 7:00 AM to 6:00 PM Monday through Friday and 9:00 AM to 3:00 

PM on Saturdays. Service is not offered on Sundays. The fee for service is $2.00 per ride. Riders 

under eight years of age must be accompanied by an adult. Users are encouraged to provide at 

least 24 hours notice for their requested trip; however, trips can be scheduled with shorter notice. 

In addition, riders who are using the service for medical reasons are given priority. Service to 

cities such as Minot and Tioga are offered for an additional fee. 

Mercy Rider Program 

The Mercy Rider Program, which is partially funded by a North Dakota Department of 

Transportation Grant, is a dial-a-ride service offered through Williston’s Mercy Hospital. This 

paratransit service was initiated as a way to transport the elderly for essential trips, in addition to 

those trips that were medical-related. Eligible riders can purchase 10 tickets per month, which 

are good for a one-way ride, at a cost of $2.00 per ticket. Once 10 tickets are used, the cost per 

additional ride is $5.00. 

1.3 Passenger Rail Service 

Amtrak’s Empire Builder also provides daily service to Williston via the BNSF Railway line, on 

a state, regional, and national level. Amtrak destinations include six additional stops across North 

Dakota (Stanley, Minot, Rugby, Devils Lake, Grand Forks, and Fargo), as well as stops in other 

major cities across the upper Midwest and the West Coast. In 2009, the Williston station served 

over 21,000 passengers. 


August 2010

Table 3: Paratransit and Transportation Service Providers 

Type of 

Service 

Provider 

Taxi Basin Cab 24/7 

Mercy 

Rider 

Program 

Job 

Coaches 

Staff 

Rides 

Bus/Van 

Van 

TANF 

$’s 

Mercy Hospital 

Basin Cab 

531 Grant 

Vocational 

Rehabilitation 

Northwest Human 

Service Center 

Region I Senior 

Services 

Opportunity 

Foundation 

Bethel Lutheran 

Home 

County Social 

Services 

Schedule of Operation 

(M-F) Fixed or Call In 

24/7 

Type of 

Accessibility 

2 Minivans 

1 Lift 

2 Minivans 

1 Lift 

Cost For 

Service 

$15.00 round 

trip, dependent 

upon miles 

$1 - $2 per 

ticket 


August 2010 

Other Information 

$3,500 to $4,000 paid to Basin Cab 

each month to subsidize rides 

Varies N/A No Charge Job coaches provide rides to clients 

M-F 8 AM – 5 PM None No Charge 

M-F 8 AM – 3:30 PM 

24-hour for group homes 

Varies 

Ramp 

Lift 

Van 

3 accessible vans 

21 vehicles (staff) 

Ramp 

Lift 

$1.50 < 60 yrs 

$1.00 > 60 yrs 

Varies 

VAN NDAD As needed Van .17 per mile 

Divide County SS Medical appointments 

Wildrose Senior 

Transportation 

VA Bus Lift 

Source: North Dakota Community Action Partnership Region 1 

Case managers provide rides to 

clients for appointments and basic 

needs 

Dial-a-Ride 

Transportation provided for group 

homes 

Nursing home residents use service 

for appointments 

$125 paid to eligible TANF clients 

Van with Lift No Charge Route varies to Crosby/Williston 

No Charge to 

Veterans 

Rides given to clients in Miles City, 

Bismarck, and Glendive

1.4 Freight System 

Existing Truck Routes 

US Highway 2/85 and ND State Highway 1804 are state designated truck routes which traverse 

the city of Williston. US Highway 2/85 is a four-lane roadway which runs north/south along 

2nd Avenue West and northeast/southwest along West Dakota Parkway. US Highway 2 is the 

northern-most east/west highway in the US, spanning over 2,700 miles. US Highway 85 is also 

known as the Theodore Roosevelt Expressway (TRE). It is part of the northern third of the Ports 

to Plains Alliance, which is a proposed four-lane divided highway system that will promote 

national and international trade and transportation through the Great Plains from Mexico to 

Canada. ND State Highway 1804 is a two-lane facility which runs east/west along 2nd Street 

West, before jogging one block south to 1st Street East, and then two blocks north to Broadway 

East through the downtown area. Both routes (US Highways 2/85 and ND State Highway 1804) 

are utilized extensively by local industries to move equipment and other shipments throughout 

the region and beyond. 

In addition to the state designated truck routes, the City of Williston has a locally designated 

truck route which runs east/west on 26th Street East between US Highway 2/85 and East Dakota 

Parkway and north/south on East Dakota Parkway, providing an easterly connection between US 

Highway 2/85 and ND State Highway 1804. The existing truck routes within the City of 

Williston are shown in Figure 11. 

Railroad Service 

A Burlington Northern Santa Fe (BNSF) Railway mainline track runs east/west along Williston’s 

southern boundary. This line caries approximately 40 trains per day and serves a major regional 

grain elevator in Williston. There is also a spur line which services Williston’s industrial area, 

east of the Little Muddy River. The existence of the BNSF line is important to the economic 

development and prosperity of the area. Much of the city’s industry is located on or near the 

tracks, allowing for movement of equipment, goods, and products by train and truck. 

1.5 Bicycle and Pedestrian System 

Bicycle and pedestrian systems play a critical role in any transportation network by providing 

opportunities for alternative modes of travel such as bicycling and walking. They also provide a 

primary source of transportation to recreational areas for leisure uses. The following is an outline 

of the existing bicycle and pedestrian system within Williston. Based on the existing conditions 

and identified gaps in the system, future bicycle and pedestrian system improvements have been 

identified and are described in Chapter 5. 

Sidewalks provide a safe way for pedestrians and bicyclists to navigate the city. Many of the 

roadways in Williston, especially in the older, well-established areas of the city, have sidewalks 

on both sides of the street. Other roadways have sidewalks on one side only or no sidewalks. 

Where present, the condition of the sidewalks varies across the city. 

Two thirds of the intersections with existing sidewalks have pedestrian ramps, but many do not 

meet the current ADA standards. The city has completed an interim Sidewalk/ADA plan, and 

will pursue federal aid funds for implementation. The city has a policy in place to pay for ADA 

ramps if the adjacent property owner pays for sidewalk replacement. In addition, there are crossslope 

issues that need to be resolved in some locations as some sidewalks are directly adjacent to 


August 2010

streets. The City has an on-going long term implementation plan to meet current ADA 

requirements. 

There are a number of different types of trails in Williston (Figure 12). The following is a brief 

description of the existing trail facilities: 

• Gravel trail: This trail stretches from the water treatment plant heading east along 

Williston’s southern boundary, and then north along the west bank of the Little Muddy 

River to 26th Street East. Near Williston State College, a leg of the trail jogs west to East 

Dakota Parkway where it connects to an existing 10-foot paved trail. Trail expansion is 

planned from 26th Street East to the north, where it will connect to Spring Lake Park. 

• 10-foot paved trail: This trail extends from Broadway East (State Highway 1804) north 

to 54th Street East running along East Dakota Parkway, 11 th Avenue East and 13 th 

Avenue East. The trail then runs west along 54 th Street Northwest and enters Spring Lake 

Park. The north/south trail connects with a 10-foot paved east/west trail along 26th Street 

East between East Dakota Parkway and University 1st Avenue West. On-road trail with 

sidewalks: This trail travels on 11th Street West from the US Highway 2/85 to 

University Avenue, 18th Street West from US Highway 2/85 to East Dakota P arkway, and 

University Avenue from East Broadway to 26th Street East . 

• On-road trail: Sixteenth Avenue West, from the baseball complex along the west side of 

US Highway 2/85 to 26th Street West, is designated as a Class III on-road bicycle route. 

The designation then runs east along the airport’s southern boundary on 26th Street West 

to the west frontage road along US Highway 2/85. A connection is made to the west 

termini of the 10-foot wide concrete trail (approximately 1st Avenue West) and then it 

runs north on US Highway 2/85 until meeting up with the trails at Spring Lake Park. 

• Lewis and Clark Bicycle Trail: This designated trail follows ND State Highway 1804 in 

the Williston area. The route parallels the Lewis and Clark National Historic Trail, which 

retraces the 1804-1806 expedition. The American Cycling Association mapped the 

nationwide trail that stretches from Hartford, Illinois, to Astoria, Oregon. 

In addition to bicycle and pedestrian system, use of recreational vehicles such as ATVs and 

snowmobiles along public roadways is common. Use of ATVs in the ditches along US Highway 

2/85 (West Dakota Parkway) has been identified as a safety concern for drivers and ATV users, 

especially in the areas where ATVs leave the ditches at the cross streets. 


August 2010

J:\Maps\6505\mxd\figure11_truckroutes.mxd 

13926-51ST 

EVERSON DR 

ST NW 

139TH AVE NW 

53RD ST NW 

52ND ST NW 

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1 Mile 


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55TH ST NW 

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138TH AVE NW 

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30TH ST W 

21ST AVE W 

29TH ST W 

28TH ST W 

22ND ST W 

22ND AVE W 

20TH AVE W 

19TH AVE W 

Existing Truck Routes 

42ND ST W 

Sloulin Field 


26TH ST W 



137TH AVE NW 

16TH AVE W 

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11TH ST W 

58TH ST W 

DAVIDSON DR 

DAKOTA PKWY W 

11TH AVE W 

4TH AVE W 

70TH ST E 

65TH ST E 

40TH ST E 

38TH ST E 

34TH ST E 

20TH ST E 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST 

5TH ST W 

W 

4TH ST W 

9TH ST E 

10TH AVE W 

9TH AVE W 


6TH AVE W 

6TH ST W 

FRONTAGE ROAD 

2ND AVE W 

1ST AVE W 

1ST AVE E 

MAIN ST 

66TH ST E 

53RD ST E 

3RD AVE E 

42ND ST E 

ROSE LN 

11TH St E 

4TH AVE E 

2ND ST E 

33RD ST E 

26TH ST E 

18TH ST E 

HILLCT E 

8TH ST E 

2ND AVE E 

1ST ST E 

35TH ST E 

56TH ST NW 

rr 


S AVE 

11TH AVE E 

8TH AVE E 


E DAKOTA PKWY 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

20TH AVE E 

BROADWAY E 

134TH AVE NW 

50TH RD NW 


Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

State Truck Route 

Local Truck Route 

53RD LN NW 

132ND LN NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND DR NW 

Figure 11

140TH AVE NW 

J:\Maps\6505\mxd\figure_parks_trails.mxd 

LAKE VIEW LP 

WESTERN WAY 

EVERSON DR 

ST NW 

13926-51ST 

56TH ST NW 

Gravel Trail 

10' Concrete Trail 

10' Paved Trail 

On-Road Trail 

On-Road Trail with Sidewalks 

Lewis and Clark Bicycle Trail 

51ST ST NW 

55TH ST NW 

Future Ped./Bicycle Trail 

Park 

139TH AVE NW 

53RD ST NW 



Township 


Municipal 

Golf Course 

)g 

)q 

24TH AVE W 

22ND AVE W 

21ST AVE W 

30TH ST W 

Pheasant Run 

Park 

West 

Dakota 

Parkway 

Park 

26TH ST W 

22ND ST W 

20TH AVE W 

Western 

Star 

Park 

16TH AVE W 

4TH ST W 


Township 

Sloulin Field 


18TH ST W 

42ND ST W 

)g 

)q 


Davidson 

Park 

11TH AVE W 

58TH ST W 

SIOUX ST 

10TH AVE W 

Westlawn 

Park 

Recreation 

Park 

Harmon 

Park 

70TH ST E 

65TH ST E 

34TH ST E 

20TH ST E 

3RD AVE E 

Railroad 

Park 

53RD ST E 

22ND ST E 


2ND ST E 

Spring 

Lake 

Park 

42ND ST E 

35TH ST E 

33RD ST E 

52ND ST NW 26TH ST E 


W FRONT ST 


0 0.25 0.5 

Miles ° 

Sand C reek 

138TH AVE NW 

44TH ST W 

DAKOTA PKWY 

137TH AVE NW 

GATE ST 

15TH AVE W 

14TH AVE W 

Existing and Planned Parks and Trails 



17TH AVE W 

13TH AVE W 


10TH ST W 

9TH ST W 

8TH ST 

7TH ST 

W 

W 

7TH AVE W 

6TH AVE W 

4TH AVE W 

FRONTAGE ROAD 

2ND AVE W 

74TH ST E 

1ST AVE E 

75TH ST E 

72ND ST E 

1ST AVE W 

25TH ST E 

MAIN ST 

66TH ST E 

4TH AVE E 

9TH ST E 

8TH ST E 

2ND AVE E 

Moose 

Park 

18TH ST E 


State 

College 

8TH AVE E 

Eastlawn 

Park 

R AVE 

S AVE 

T AVE 


11TH AVE E 

14TH ST E 

4TH ST E 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

GRANDVIEW DR 

20TH AVE E 

134TH DR NW 

BROADWAY E 


Pherrin 

Township 

134TH AVE NW 

Stony Creek 

Township 

Burlington No rth ern Railroad 

50TH RD NW 


Figure 12

1.6 Sloulin Field International Airport 

Sloulin Field International Airport is an over 600-acre facility located in the northwest corner of 

Williston. The airport is important to the city’s economy and quality of life, since the next closest 

airport with commercial airline service is a two-hour drive from Williston in Minot, ND. The 

airport offers access to commercial air travel for residents of western North Dakota and Eastern 

Montana. Daily commercial flights are offered by Great Lakes Airlines, offering connecting 

flights with Frontier Airlines and United Airlines. Great Lakes Airlines departs Williston for five 

locations including: 

• Chadron, Nebraska 

• Denver, Colorado (via Chadron for three flights per day and via Dickinson for one flight 

per day) 

• Dickinson, North Dakota 

• Gillette, Wyoming 

• Sheridan, Wyoming 

Sloulin Field International Airport does not have international commercial flights, but can accept 

private flights from Canada. Servair West, Inc.’s also offers charter service out of the Airport. In 

2009, Sloulin Field had over 10,000 passenger boardings, the fifth most of all airports in North 

Dakota behind Fargo, Grand Forks, Bismarck, and Minot. A new terminal was opened in 2005 

where passengers can access many amenities including rental car services. Starting in early 

summer of 2010, an air ambulance service will be based at Sloulin Field. 

Unlike many other regional airports, Sloulin Field is situated within the fabric of the city. The 

Williston Municipal Golf Course is located adjacent to the northwest corner of the Airport. In 

addition, there is substantial residential, commercial, and industrial development around the 

Airport’s perimeter. The close proximity of the Airport to the areas of development on the west 

side of the city emphasizes the connectivity problems for the city as individuals are forced to 

drive around the Airport’s boundary as shown in Figure 9. US Highway 2/85 runs parallel to the 

eastern border of the Airport, providing the primary access via Airport Road/34th Street. 

Recent issues have arisen with the take-offs and landings of commercial flights at the airport. 

The presence of a power transmission line and support structures in the hills surrounding the 

northwest side of the city has resulted is concerns over full-capacity flights. Passengers have 

unexpectedly been bumped off flights as a result. The city is currently working with airport 

management, Montana Dakota Utilities (MDU) and the airlines to resolve this issue. Demand for 

air travel into the city is at its highest in years due to the oil industry and the airport provides an 

important component of the city’s regional transportation system. 

The Williston City Commission recently authorized funding for an engineering study to identify 

issues, process, and funding needs relative to relocating the airport to a more remote location. 

The presence of the airport is a very limiting factor to further city development, roadway 

continuity, and land use decisions. On the other hand, its current location is very convenient for 

many travelers to and from the community. This issue is also addressed in the Comprehensive 

Plan, where a future land use example is provided if relocation of the airport were to come to 

fruition. 


August 2010

CHAPTER 2: PUBLIC INVOLVEMENT 

2.1 Methods of Public Involvement 

As part of the planning process, the study team sought to promote effective decision-making by 

fostering a cooperative spirit and building trusting relationships among local, state, and regional 

partners, as well as the general public. Throughout the study process, various study partners 

worked together to develop a transportation plan that will provide an integrated transportation 

system to serve the future needs of residents and businesses, support the city’s development 

plans, and accommodate the increases in heavy truck traffic through the city. The following is 

an overview of the key stakeholder groups and public involvement activities undertaken as part 

of the planning process. 

Planning Advisory Committee 

The Planning Advisory Committee was composed of public officials, elected officials, planning 

commissioners, agency representatives, business representatives, and SRF Consulting Group, 

Inc. The committee participated in technical analysis, guided the overall study process, 

considered input from public involvement activities, evaluated alternatives, and approved the 

study products and recommendations. 

Public Meetings 

Several public meetings were held at critical milestones during the study. These meetings 

provided opportunities for the general public to participate in the planning process. Public input 

was recorded and used in the development and evaluation of study recommendations. The 

following is an overview of each of these meetings. 

• Early Public Input Meeting – September, 2008: This meeting gave stakeholders the 

opportunity to provide input on study issues and opportunities early in the study process. 

The meeting included an electronic facilitation questionnaire and visual preference 

survey, followed by general discussion of the study process and issues. 

• Public Forum – Spring, 2009: This meeting allowed stakeholders to provide input on 

the preliminary study plans and alternatives. The meeting included a presentation and 

discussion of the draft land use plan and roadway extension alternatives. 

• Public Forum – September, 2009: The purpose of this meeting was to seek stakeholder 

input on technical analysis, and key study findings and recommendations. Material 

presented included results of the roadway capacity analysis and traffic projections, as 

well as the recommended system-wide roadway improvements and alternatives for the 

US Highway 2/85 West Dakota Parkway corridor. 

Focus Group Meetings 

Individual meetings were held with several important public and private stakeholders, including 

the business and industrial community (freight haulers), county and city public works and 

engineering officials, human services agencies, and township officials. These meetings directly 

engaged key stakeholder groups early in the study process and solicited input on transportation 

issues and opportunities. 


August 2010

Project Website 

A project website, www.willistonplan.com, was developed and updated periodically throughout 

the planning process. The website served as a resource to inform the public on the plan status and 

upcoming public meetings, and provided draft plan materials, summaries of previous public 

meetings, and access to the community survey. 

Community Survey 

A community survey was mailed to all addresses in the city and was made available via the 

project website. The survey covered a wide range of topics designed to collect input for both the 

2010 Comprehensive Plan and 2010 Transportation Plan. 

The survey results, including extensive written responses, were compiled in a summary 

document and made available to the public via the project website. Copies of the survey results 

were also provided to public and elected officials. 

Governing Body Meeting Presentations and Hearings 

Meetings and/or hearings with the City and County Planning Commissions, as well as the City 

Council and County Board of Commissions were held prior to adoption of the plan. These 

meetings briefed officials on key study findings and recommendations, and allowed the study 

team to seek comments and input on policy, final decisions, and approval of the 2010 

Transportation Plan. 

2.2 Key Transportation Issues Identified through Public Involvement Process 

As described above, there were several opportunities for public involvement throughout the 

course of the study. The following is an overview of the key transportation issues, comments, 

and concerns identified through the public involvement process. 

• 11th Street West: Crossing 11th Street West, between 4th Avenue West and 6th Avenue 

West leading north to the high school, is a concern because no traffic signals exist in this 

area. Traffic generated by the high school, before and after school and for large events, 

contributes to increasing congestion. In addition, high traffic generators along 11th Street 

West lead to increased traffic volumes. Further, the designated north-south US Highway 

2/85 Business Route, through the City of Williston, runs three blocks east at 11th Street, 

from 2nd Avenue West to Main Street and creates difficult turning movements for trucks 

and other vehicles. 

A divided roadway with a large median is located west of 11th Street West at its 

intersection with US Highway 2/85, near Mercy Medical Center. As a result of this 

configuration, two separate segments of this intersection are within close proximity to 

each other on 11th Street West, thus creating operational issues. In addition, crossing and 

turning movements, as well as pedestrian crossing safety, are a major concern at many 

intersections along this segment. 

• East Dakota Parkway: Trucks heavily use this corridor between Broadway and 26th 

Street East, and are en route to or from the industrial area east of the Little Muddy River. 

The volume of trucks has become a source of complaints from residential property 

owners along the northern end of this corridor. 


August 2010

• US Highway 2/85 (West Dakota Parkway): Although the highway is not approaching 

its capacity limits, operations on the segment of US Highway 2/85 along West Dakota 

Parkway are a concern. The primary issue exists with the barrier presented by West 

Dakota Parkway to local traffic that crosses the highway. Crossing US Highway 2/85 at 

9th Avenue West, 18th Street West, 11th Avenue West, or 6th Avenue West can be 

problematic for drivers and pedestrians. Crossing US Highway 2/85 is necessary to 

access Stony Creek Elementary School, recreation fields, commercial businesses, and 

residential areas adjacent to the roadway. 

• Intersection of US Highway 2/85 (West Dakota Parkway), 2nd Avenue West & 26th 

Street West: Traffic on southbound US Highway 2/85 must make a right-turn 

movement at this intersection to continue on West Dakota Parkway, which was once 

considered a bypass of Williston’s urban core. A free right-turn lane is provided to 

accommodate the turn-movement. Traffic merging from the southbound free right-turn 

lane with westbound through traffic is very abrupt, and frequently interrupts the flow of 

westbound traffic. During peak hours, the westbound through traffic needs to remain in 

the outside lane to make a right turn onto 6th Avenue West en route to 26th Street West. 

The turn-movement increases the traffic operational issues because of the lack of a 

gradual transition for traffic making the southbound right-turn movement. 

The radius of the southbound right-turn lane contributes to trucks tracking over the curb. 

The result is a disruption to the city’s irrigation system in the grass island, and causes 

damage to curbs and adjacent turf. 

Movements related to the transportation of wind turbines are another issue identified with 

this intersection. Wind turbine blades can be as long as 48.8 meters (160 feet) and trucks 

hauling wind turbine blades periodically make eastbound-to-northbound left turns from 

West Dakota Parkway to US Highway 2/85. Due to the length of the blades, trucks 

cannot complete the turn from the left-turn lanes. The large turning radius for these trucks 

requires that they turn from the through lanes. This causes traffic flow interruptions at the 

entire intersection. In addition, public safety and traffic control personnel are often 

needed to stop traffic flow to allow the trucks to complete the turn-movement. Blades 

manufactured in North Dakota are likely to increase in length to 55 meters within the 

next three to eight years, further compounding the problem. Given that West Dakota 

Parkway is currently part of the US Highway 2/85 system, traffic flow interruption is 

likely to continue unless an alternate route is provided around the city. 

• US Highway 2/85 and East Frontage Road and 42nd Street West Intersections: A 

raised median on 42nd Street West, across the highway from Wal-Mart encourages 

frontage road traffic to “cut through” the parking lot of a local business in the northeast 

corner of the intersection. This movement creates operational and safety concerns for 

drivers and pedestrians at this location. Drivers make this “cut through” movement in 

order to continue north-south on the frontage road. Drivers also use the parking lot to 

make turn-movements onto or off US Highway 2/85 or 42nd Street West, which are 

currently not possible due to the raised median. The traffic signal at the intersection of 

US Highway 2/85 and 42nd Street West will be re-evaluated by NDDOT to determine if 


August 2010

signalization is warranted. Retiming the signal may also present an opportunity to make 

changes to the eastern frontage road. 

• Broadway Street East/2nd Street West: The designated east-west US Highway 2/85 

Business Route (ND State Highway 1804), through the City of Williston, runs south at 

University Avenue, from Broadway East to 2nd Street East. This is the only street south 

of 11th Avenue West that extends west and intersects US Highway 2/85. The roadway 

configuration at this location creates operational issues for large trucks, and traffic signals 

along the route create delay issues, thus increasing the reliance of using East Dakota 

Parkway and 26th Street as a connection to US Highway 2/85. 

• Recreational Vehicles: Use of ATVs in the ditches along US Highway 2/85 (West 

Dakota Parkway) is a safety concern for drivers and ATV users, especially in the areas 

where ATVs leave the ditches at the cross streets. This issue has been discussed by the 

city and DOT. The City of Williston recently passed an ordinance requiring ATVs 

operated within city limits to be “road ready”. This has helped to prevent the use of 

ATVs in the ditches. 

• Sidewalk/ADA Compliance: Two thirds of the intersections with existing sidewalks 

have pedestrian ramps, but many do not meet the current ADA standards. The city has 

completed an interim Sidewalk/ADA plan, and will pursue federal aid funds for 

implementation. The city has a policy in place to pay for ramps if the adjacent property 

owner pays for sidewalk replacement. In addition, there are cross-slope issues as some 

sidewalks are directly adjacent to streets. The city’s long term implementation plan to 

meet current ADA standards is being carried out on an on-going basis. 


August 2010

CHAPTER 3: TRANSPORATION SYSTEM GOALS AND OBJECTIVES 

The purpose of the Transportation Plan is to provide the policy and program guidance needed to 

make appropriate transportation related decisions. As such, goals and objectives, which guide the 

direction for the Transportation Plan, were developed and adopted by the Planning Advisory 

Committee. Input from the public played a substantial role in the development of the goals and 

objectives. 

Seven goals have been identified for the City of Williston to attain improved transportation 

throughout the city and surrounding area. Objectives are outlined below and are used to achieve 

the goals identified in the plan. 

The goals and objectives will need to be revisited and revised in future updates of the 

Transportation Plan. This will ensure the plan supports the City of Williston's overall goals as it 

grows and develops in the future, as well as supports the directives outlined in the city's 

comprehensive plan. 

3.1 Goal 1: Safety 

Develop and maintain a transportation network that promotes safety for its users. 

• Review existing roadway geometrics, existing and future roadway capacities, and 

existing and future traffic control needs. 

• Identify all high crash locations at the major intersections within the city. 

• Review existing truck routes and developing alternatives where they may pose a safety 

concern through residential neighborhoods. 

• Create a pedestrian and bicycle plan that includes safe crossings of major roadways. 

• Enforce traffic violation laws and ensure trucks utilize designated truck routes. 

3.2 Goal 2: Efficient Movement 

Strive to ensure that the transportation network promotes the efficient movement of 

people and goods. 

• Maintain existing roadway infrastructure. 

• Identify new roads or roadway extensions to serve new development areas. 

• Analyze the effectiveness of a new US Highway 2 bypass around the city to remove pass 

through traffic from the populated and developed portions of the city. 

• Review existing truck routes and development alternatives that may make the truck trips 

more fluent through or around the city. 

• Review the existing functional classification system and propose any future year changes. 

• Ensure that new structures and new areas of development are compatible with the Sloulin 

Field International Airport Master Plan. 

• Complete a study that may identify the best location and steps to be taken to create a 

successful inter-modal facility in or near the city. 

3.3 Goal 3: Multimodal 

Promote transportation mode choice as part of the Williston transportation system. 

• Create a pedestrian and bicycle plan that incorporates new or improved sidewalks and/or 

trails into the appropriate roadway upgrades and plans for new roadways. 

• Identify safe routes to school that would utilize sidewalk and trail systems and safe 

crossing locations between neighborhoods and schools. 


August 2010

• Establish a transit system that serves as many residents of Williston as possible, given 

financial constraints. 

• Identify and promote the existing bus, airline, taxi, and train services that are available to 

the citizens of Williston and surrounding areas. 

3.4 Goal 4: Land Use/Development 

Recognize the correlation between the City of Williston’s potential growth and its 

transportation system to ensure that decisions regarding transportation are fully 

integrated with land use planning and development efforts. 

• Identify and preserve potential transportation corridors by utilizing such tools as official 

mapping, foot-printing, and new subdivision right-of-way requirements. 

• Develop right-of-way guidelines that correlate to the classification of the roadway, which 

would specify the amount of right-of-way to be platted and set aside. 

• Create and enforce access management guidelines. The spacing for the guidelines would 

vary depending on the classification of the roadway; no current access management 

guidelines exist at the city, county, or state level. 

• Identify potential growth areas for the city and evaluate the impacts of the proposed land 

uses on the transportation system. 

3.5 Goal 5: Coordination between Jurisdictions 

Build cooperation and coordination among state and local jurisdictions. 

• Review and propose logical jurisdictional modifications for discussion among affected 

governments. 

• Promote cooperative intergovernmental maintenance activities to increase the efficiency 

and effectiveness of service. 

• Seek funding sources from the state to address road maintenance issues brought about by 

the high truck traffic levels resulting from the energy industry. 

3.6 Goal 6: Economic Development 

Recognize economic development issues when managing the transportation system’s 

resources. 

• Prepare a plan that ensures improvements to existing and newly designated truck routes 

meet or exceed the minimum design standards. 

• Ensure efficient and timely maintenance of roadways within the city. 

• Ensure the transportation system serves major economic development generators. 

• Coordinate economic development efforts with the city engineer, city planner, and 

NDDOT to make sure the necessary roadway improvements needed for such 

development are fiscally feasible and can be provided in a timely manner. 

3.7 Goal 7: Investments and Use of Funding 

Investigate opportunities to secure new funding for transportation needs and 

maximize the efficiency of current resources. 

• Preserve, maintain, and manage the existing roadway system. 

• Encourage joint agency and/or public-private partnerships and cost sharing strategies. 

• Create a project priority list to follow as funding for transportation improvements 

becomes available. 


August 2010

CHAPTER 4: FUTURE TRAFFIC PROJECTIONS 

4.1 Methodology 

Traffic projections are developed by analyzing future population, household, and job forecasts as 

well as looking at future land-use plans for an area. The estimates for future job and household 

growth are tied to specific Traffic Analysis Zones (TAZs), which include socioeconomic data to 

help produce traffic projections. The estimations for population, household, and job growth, and 

changes in land use and development for the Williston area are explained in further detail in the 

Williston Comprehensive Plan. 

This Transportation Plan uses projected traffic volumes that reflect a city-wide analysis, which 

incorporates roadways outside the City of Williston, including those in Williston Township. This 

information was prepared to identify future capacity or system deficiencies and to provide traffic 

information for city officials. Traffic volumes on roadways with specific development areas may 

change, depending on the development densities and actual land use changes. For this reason, 

specific study area forecasts should be completed when developing individual improvement 

projects. In addition, the city should periodically review land use and growth trends, and adjust 

projections accordingly. 

A planning level analysis was also performed to identify locations where capacity problems are 

expected to occur, for the years 2020 and 2035. This information is used to plan capacity 

improvements and to effectively manage corridors through access controls, right-of-way 

preservation, setback requirements, and land use and development controls. In addition, the 

capacity analysis is a planning-level tool that can identify potential problems based on the 

facility type and future traffic projections. While planning-level capacity analysis identifies 

potential problem areas, additional traffic information should be reviewed to confirm operational 

problems when specific improvements or operational changes are considered. This includes 

evaluating peak hour volumes, directional splits, and reviewing actual development and growth 

patterns. 

4.2 Projecting Future Traffic Volumes 

In order to develop future year 2020 and 2035 traffic forecasts, a base travel-demand model was 

developed using the CUBE transportation modeling software. The model was developed based 

on year 2005 NDDOT traffic counts and existing traffic conditions on the city’s major roadways. 

NDDOT traffic volumes for 2005 are shown in Figures 4 and 5. The city and surrounding areas 

were then divided into TAZs. The TAZs were developed so that each zone would include similar 

land uses or specific characteristics that would generate similar traffic patterns. Travel behavior 

data was applied to the TAZ’s using the generalized method of the National Cooperative 

Highway Research Report (NCHRP). A license plate survey was conducted to estimate the 

amount of pass through trips on the major roadways for the City of Williston. The model was 

then calibrated using the “Matrix Estimator” process to improve its representation of existing 

traffic. The methodology used to model the projections is discussed in a technical memorandum, 

which can be found in Appendix B. 

4.3 System Alternatives 

Different scenarios were modeled to calculate traffic projections for the years 2020 and 2035. 

Figure 13 displays the roadways that were modeled for future traffic projections. The traffic 


August 2010

projection were used to identify future capacity deficiencies within the existing roadway system 

and future roadway improvements required to address system connectivity, continuity, 

congestion and/or safety issues. The system alternatives were developed using the future traffic 

forecasts, capacity analysis and planned changes in land use. For the purpose of this analysis, 

four future traffic projection scenarios were developed, including two future baseline scenarios 

and two different roadway system improvement alternatives for the year 2035. These scenarios 

are identified below, and explained in further detail on the following pages: 

1. 2020 Base Scenario 

2. 2035 Base Scenario 

3. 2035 Alternative 1 

4. 2035 Alternative 2 

4.4 2020 Base Scenario 

The 2020 Base Scenario includes improvements to the roadway system on the fringe areas 

surrounding the city; no changes were made to the existing system. However, some roadway 

improvements are needed in order to serve the future growth of the city and the planned beltway. 

Roadway Network Improvements 

The road network and traffic projections included in the 2020 Base Scenario are shown in Figure 

14. Specific improvements to the city's roadway system are described below. 

Roadways to be extended or improved: 

• Extend 54th Street NW from 17th Avenue E to US Highway 2/85 

• Extend 25th Street W southwest to follow pipeline alignment 

• Extend 18th Street W west from existing terminus to 26th Street W 

• Improve and pave University Drive between 54th Street NW and 26th Street E (this is 

currently a gravel street between 26th and 42nd Streets) 

• Extend 139th Avenue NW from 53th Street W to 26th Street W 

• Extend 11th Street W from 138th Avenue W to 141st Street Avenue W 

Roadways to be realigned: 

• Realign 51st Street NW; reduce curve and slope of roadway, and construct necessary 

improvements to upgrade this facility to be a future truck route 

Roadways to be built in the future: 

• Construct and improve 58th Street W (aligns with 54th Street) from US Highway 2/85 to 

west of existing terminus 

• Construct 9th Avenue W from 58th Street W to 42nd Street W 

• Construct and improve 45th Street W from US Highway 2/85 to 16th Avenue W 

• Construct collector streets as needed to serve development north of 26th Street W and 

west of Hagen Elementary School 

• Construct collector streets as needed to serve development north of US Highway 2/85 


August 2010

J:\Maps\6505\mxd\figure_modeled_11x17.mxd 

Modeled Roadways 



48TH ST NW 

141st Ave NW 

141ST AVE NW 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

LN 


Township 

49TH ST NW 

HORIZON DR 

BROKEN HORN TR 

140TH AVE NW 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

53RD ST NW 

51ST ST NW 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

138TH AVE NW 

)g 

)q 

32ND AVE W 

24TH AVE W 

22ND AVE W 

21ST AVE W 

32ND ST W 

Township 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

22ND ST W 

BISON DR 

Sloulin Field 


37TH ST W 

26TH ST W 

25TH ST W 

17TH CT W 

11TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

WILLISTON 

15TH AVE W 

14TH AVE W 

13TH AVE W 

9TH AVE NW 

12TH AVE W 


42ND ST W 

CREST ST 

)g 

)q 

14TH ST E 

11TH St E 


10TH AVE W 

DR 

SIOU X ST 

PARK 

PARKWAY 

58TH ST W 

11TH AVE W DAVIDSON DR 

PL 

8TH AVE W 

7TH AVE W 

18TH ST W 

6TH AVE W 

12TH ST W 

10TH ST W 

9TH ST W 

9TH AVE W 

4TH ST W 

BROADWAY W 

2ND ST W 

35TH ST W 

HIGHLAND DR W 

4TH AVE W 

6TH ST W 

3RD AVE W 

FRONTAGE ROAD 

2ND AVE W 

1ST AVE W 

MAIN ST 

1ST ST W 

70TH ST E 

1ST AVE E 

2ND CIR E 

66TH ST E 

65TH ST E 

40TH ST E 

34TH ST E 

20TH ST E 

ROSE LN 

3RD AVE E 

9TH ST E 

4TH AVE E 

7TH ST E 

2ND AVE E 

2ND ST E 

1ST ST E 

53RD ST E 

36TH ST E 

HILLCT E 

42ND ST E 

35TH ST E 

26TH ST E 

24TH ST E 

6TH AVE E 

7TH AVE E 

18TH ST E 

R AVE 

S AVE 

T AVE 

9TH AVE E 


8TH ST E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

5TH ST E 

4TH ST E 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

20TH AVE E 

134TH DR NW 

24TH AVE NE 

BROADWAY E 

22ND AVE E 

134TH AVE NW 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 

Modeled Roadways 

49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 





Rural Modeled Roadways 


0 0.5 1 

Miles 

° 

Figure 13

J:\Maps\6505\mxd\figure_2020adt_11x17.mxd 

48TH ST NW 

141st Ave NW 

1,000 

141ST AVE NW 

6,400 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

2020 Future ADT: Base Scenario 



LN 

7,400 

500 


Township 

49TH ST NW 

HORIZON DR 


3,200 

400 

6,500 

COUNTRY LN 

52ND ST NW 

LAKE VIEW LP 

400 

21,000 

53RD ST NW 

2,000 

1,000 

51ST ST NW 

700 

13926-51ST ST NW 

300 

4,500 

139TH AVE NW 

W FRONT ST 

800 

1,900 

1,600 

500 

25,000 

1,200 

3,000 

138TH AVE NW 

)g 

1,400 

)q 

32ND AVE W 

900 

7,800 

700 

2,900 

26TH ST W 

23,000 

24TH AVE W 

8,700 

2,300 

7,600 

19,000 

DAKOTA PKW Y W 

22ND AVE W 

21ST AVE W 

925 

3,600 

5,800 

Township 

3,800 

44TH ST W 

32ND ST W 

29TH ST W 

260 

11TH ST W 

23,000 

7,200 

3,600 

7,100 

4,100 

14,500 

5,000 

7,700 

700 

200 

7,100 

6,000 

900 

16,600 

3,600 

850 

1,000 

3,800 

6,900 

2,600 

Sloulin Field 


37TH ST W 

BISON DR 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

4,400 

20,000 

5,900 

2,000 

1,500 

700 

7,000 

3,800 

24,000 

11,200 

1,200 

7,000 

2,400 

3,100 

2,800 

3,200 

WILLISTON 

4TH ST W 

13TH AVE W 

3,400 

10TH ST W 

12TH AVE W 


42ND ST W 

CREST ST 

1,100 

1,100 

8,300 

SIOU X ST 

1,300 

1,600 

1,100 

3,400 

9,700 

4,100 

20,000 

4,800 

1,400 

7,700 

3,400 

20,000 

6,400 

14,000 7,200 

1,400 4,400 

5TH ST W 

)g 

14,300 

5,800 

6,000 

6,000 

700 

)q 

1,100 

1,500 

4,900 

4,200 

2,500 

1,100 

3,400 

5,600 

4,400 

1,700 

1,200 

70TH ST E 

4,000 

4,200 

1,300 

1,500 

65TH ST E 

3,000 

300 

14TH ST E 

4,400 

2,400 

34TH ST E 

20TH ST E 

3,200 

6,700 3,300 

4,000 

1,000 

2,800 

4,200 

2,000 

2,000 

2,500 

2,500 

HILLCT 


E 

3,200 

2,600 

1,200 750 


PARK 

PL 

6TH AVE W 

8TH AVE W 

4TH AVE W 

9TH ST W 

8TH ST W 

FRONTAGE ROAD 

2ND AVE W 

MAIN ST 

1ST AVE E 

40TH ST E 

26TH ST E 

ROSE LN 

2ND AVE E 

2ND CIR E 

66TH ST E 

3RD AVE E 

5TH ST E 

53RD ST E 

4TH AVE E 

36TH ST E 

5,900 

35TH ST E 

24TH ST E 

1,100 

2,200 

2,300 

9TH ST E 

1ST ST E 

9TH AVE E 

500 

400 


600 

1,200 

900 

8TH ST E 

8TH AVE E 

11TH AVE E 

2,300 

600 

400 

E DAKOTA PKWY 

2,800 

3,500 

600 

4,100 

3,500 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

4,600 

54TH ST NW 

20TH AVE E 

900 

4,800 

1,200 

24TH AVE NE 

22ND AVE E 

3,800 

134TH AVE NW 

900 

1,200 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 

Future or Realigned Roadway 






0 0.5 1 

Miles 

° 

Figure 14

J:\Maps\6505\mxd\figure_2020vc_11x17.mxd 

48TH ST NW 

141st Ave NW 

141ST AVE NW 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

LN 

49TH ST NW 

HORIZON DR 

2020 Volume/Capacity Ratio: Base Scenario 




Township 


140TH AVE NW 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

53RD ST NW 

51ST ST NW 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

138TH AVE NW 

)g 

)q 

24TH AVE W 

22ND AVE W 

21ST AVE W 

Township 

32ND ST W 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

19TH AVE W 

Sloulin Field 


37TH ST W 

26TH ST W 

25TH ST W 

17TH CT W 

11TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

12TH AVE W 

42ND ST W 

WILLISTON 

15TH AVE W 

14TH AVE W 

13TH AVE W 


SIOUX ST 

CREST ST 

10TH AVE W 

PARK 

DR 

PARKWAY 

58TH ST W 


PL 

8TH AVE W 

7TH AVE W 

4TH AVE W 

18TH ST W 

6TH AVE W 

12TH ST W 

4TH ST W 

BROADWAY W 

2ND ST W 

)g 

)q 

HIGHLAND DR W 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST W 

9TH AVE W 

6TH ST W 

FRONTAGE ROAD 

2ND AVE W 

1ST ST W 

70TH ST E 

34TH ST E 

14TH ST E 

1ST ST E 

11TH St E 

2ND ST E 

6TH ST E 

5TH ST E 

4TH ST E 


1ST AVE W 

MAIN ST 

1ST AVE E 

2ND CIR E 

66TH ST E 

65TH ST E 

40TH ST E 

20TH ST E 

ROSE LN 

3RD AVE E 

9TH ST E 

53RD ST E 

36TH ST E 

HILLCT E 

4TH AVE E 

7TH ST E 

2ND AVE E 

42ND ST E 

35TH ST E 

26TH ST E 

24TH ST E 

6TH AVE E 

7TH AVE E 

18TH ST E 

R AVE 

S AVE 

T AVE 

8TH AVE E 

9TH AVE E 


11TH AVE E 

8TH ST E 

E DAKOTA PKWY 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

20TH AVE E 

134TH DR NW 

24TH AVE NE 

BROADWAY E 

134TH AVE NW 

50TH RD NW 

55TH ST NW 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

Stony Creek 

Township 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 



4 9TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 



CountyGrowthRoads 



0 0.5 1 

Miles 

° 

Figure 15

Traffic Volumes 

Traffic volumes for the year 2020 Base Scenario are shown in Figure 14. Changes in 

socioeconomic and employment (SEE) data and changes in land use were used to prepare the 

year 2020 traffic forecasts. A detailed table of SEE data can be found in a technical 

memorandum in Appendix B. Planned changes in land use and development patterns are 

discussed further in the Williston Comprehensive Plan. 

System Deficiencies 

The system capacity deficiencies were developed based upon the existing roadway system along 

with the programmed and planned roadway improvements described above. The volume-tocapacity 

analysis includes changes in future land use, and socioeconomic and employment data. 

Figure 15 display the roadway segments that will be approaching capacity, or will be at or above 

capacity by 2020. 

Roadways Approaching Capacity 

The following roadways will be between 85 – 100 percent of capacity: 

• 26th Street W from US Highway 2/85 to 19th Avenue W/21st Avenue W 

• 18th Street W from US Highway 2/85 to current street terminus 

Roadways At or Above Capacity 

The following roadways will be at or above 100 percent of capacity: 

• 26th Street W from 19th Avenue W/21st Avenue W to 138 Avenue NW 

• 11th Street W from 2nd Avenue W to 9th Avenue W 

4.5 2035 Base Scenario 

The 2035 Base Scenario includes improvements to the roadway system that will provide several 

key connections and extensions of existing roadways. The system improvements will provide a 

comprehensive and enhanced transportation network, especially north and west of the airport 

where development is likely to occur. 


The road network and traffic projections included in the 2035 Base Scenario are shown in Figure 






• Extend 42nd Street W west (parallel to the runway); becomes 25th Avenue W in the 

north-south direction and intersects 58th Street W 



• Pave 26th Street W west of 24th Avenue W to 140th Avenue W 


August 2010



improvements to upgrade this facility to be a future truck route. 

• Realign 141st Ave NW to make 90 degree intersection with south end of beltway. 


• Construct and improve 58th Street W (aligns with 54th Street) from US Highway 2/85 to 

west of existing terminus 



• Construct 42nd Street W between 25th Avenue W and 139th Avenue W 

• Construct and improve 139th Avenue NW from 53rd Street W to 26th Street W 

• Construct and improve 53rd Street W from airport to 139th Avenue W 



• Construct and improve 11th Street W from 138th Avenue W to 141st Street Avenue W 

• Construct south end of beltway as a northern extension of Highway 85 north of US 

Highway 2/85, and curve one-half mile west to connect at 141st Avenue W 

• Construct collector streets needed to serve development north of US Highway 2/85 


Traffic volumes for the year 2035 Base Scenario are shown in Figure 16. Changes in 













• US Highway 2/85 from 2nd Avenue W to Box Elder Street 

• US Highway 2/85 from 11th Street W to 140th Avenue NW 

• 18th Street W from US Highway 2/85 to 16th Avenue W 

• 11th Street W from 9th Avenue W to Davidson Drive 

• 2nd Street W from Main Street to 2nd Avenue W 

• 2nd Avenue West from 9th Street E to 5th Street W 

• University Avenue from 18th Street E to 11th Street E 


August 2010



• 26th Street W from 6th Avenue W to 138 Avenue NW 

• 26th Street E from 1st Avenue E to 2nd Avenue W 

• 18th Street W from 16th Avenue W to east of Pheasant Run (25 th Street West) 

• 11th Street W from 2nd Avenue to 9th Avenue W 

• 2nd Avenue W from 11th Street W to 9th Street E 

• 42nd Street W from 6th Avenue W to 16th Avenue W 


August 2010

J:\Maps\6505\mxd\figure_2035adt_11x17.mxd 

48TH ST NW 

141st Ave NW 

5,500 

141ST AVE NW 

200 

7,400 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

2035 Future ADT: Base Scenario 



LN 

11,500 

800 

7,000 


Township 

49TH ST NW 

HORIZON DR 


3,500 

1,100 

9,000 

COUNTRY LN 

52ND ST NW 

LAKE VIEW LP 

700 

31,000 

53RD ST NW 

6,700 

5,500 

51ST ST NW 

1,300 

13926-51ST ST NW 

700 

10,000 

139TH AVE NW 

W FRONT ST 

4,700 

3,100 

4,200 

1,600 

500 

1,500 

4,700 

35,000 

2,500 

6,700 

4,100 

)g 

138TH AVE NW 

1,500 

)q 

1,000 

8,400 

800 

3,100 

26TH ST W 

34,000 

24TH AVE W 

8,700 

2,500 

8,200 

30,000 


22ND AVE W 

21ST AVE W 

3,800 

3,300 

9,000 

6,700 

4,900 

1,000 

32ND ST W 

11TH ST W 

Township 

10,100 

1,800 

9,200 

3,400 

21,000 

7,300 

5000 

10,000 

5,700 17,900 

8,300 7,700 

31,000 

5,800 

11,200 

800 

900 

1,000 

23,000 

3,900 

10,200 

4,000 

Sloulin Field 


37TH ST W 

BISON DR 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

4,400 

27,000 

7,400 

2,300 

1,800 

800 

11,400 

11,700 

1,400 

11,100 

9,600 

32,000 

2,800 

3,800 

8,600 

3,400 

WILLISTON 

4TH ST W 

13TH AVE W 

6TH ST W 

42ND ST W 

DAVIDSON DR 

10TH ST W 


CREST ST 

2,900 

SIOU X ST 

9TH AVE W 

PARK 

PL 

1,900 

16,500 

5,100 

9,900 10,300 

1,500 

6TH AVE W 

8TH AVE W 

14TH ST W 

5TH ST W 

4TH AVE W 

9,200 

30000 

5,300 

9TH ST W 

8TH ST W 

4,100 

26,000 

7,300 

20,000 8,700 

)g 

)q 

FRONTAGE ROAD 

16,700 

12,000 

6,700 

15,500 

2ND AVE W 

1,400 

1,600 

16,500 

4,800 

2,900 

7,100 

7,300 

1,300 

2,000 

4,600 

70TH ST E 

6,500 

1,600 

5,200 

9,7007100 

4,900 

65TH ST E 

1,700 

400 

22ND ST E 

14TH ST E 

2,900 

40TH ST E 

34TH ST E 

20TH ST E 

4,000 

7,800 3,400 

4,700 

1,100 

3,200 

1,200 

4,000 

3,500 

2,200 

3,300 

3,700 

3,000 

6,900 

2,500 

3,900 

4,400 

1ST ST E 

600 

500 

700 

2,600 

2,400 

500 

500 

2,700 

4TH ST E 


1ST AVE E 

2ND AVE E 

2ND CIR E 

66TH ST E 

ROSE LN 

3RD AVE E 

5TH ST E 

53RD ST E 

4TH AVE E 

36TH ST E 

HILLCT E 

42ND ST E 

R AVE 

35TH ST E 

24TH ST E 

6TH AVE E 

9TH ST E 

9TH AVE E 


8TH ST E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

600 

4,300 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

5,800 

54TH ST NW 

20TH AVE E 

1,000 

24TH AVE NE 

6,900 

22ND AVE E 

5,600 

134TH AVE NW 

1,600 

1800 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 

49TH ST NW 

132ND AVE NW 

50TH LN NW 








0 0.5 1 

Miles 

132ND RD NW 

° 

Figure 16

J:\Maps\6505\mxd\figure_2035vc_11x17.mxd 

48TH ST NW 

141st Ave NW 

49TH LN NW 

49TH RD NW 

SOUTHVIEW D R 

SOUTHVIEW 

LN 

49TH ST NW 

HORIZON DR 

2035 Volume/Capacity Ratio: Base Scenario 




Township 


140TH AVE NW 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

53RD ST NW 

51ST ST NW 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

138TH AVE NW 

)g 

)q 

24TH AVE W 

22ND AVE W 

21ST AVE W 

32ND ST W 

Township 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

19TH AVE W 

Sloulin Field 


37TH ST W 

26TH ST W 

25TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

18TH ST W 

6TH ST W 

12TH AVE W 

42ND ST W 

WILLISTON 

15TH AVE W 

14TH AVE W 

13TH AVE W 

CREST ST 

11TH ST W 


SIOUX ST 

10TH AVE W 

PARK 

58TH ST W 


PL 

8TH AVE W 

7TH AVE W 

17TH ST W 

4TH ST W 

14TH ST W 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST W 

9TH AVE W 

4TH AVE W 

BROADWAY W 

2ND ST W 

)g 

)q 

FRONTAGE ROAD 

2ND AVE W 

70TH ST E 

34TH ST E 

14TH ST E 

1ST ST E 

11TH St E 

2ND ST E 

4TH ST E 


1ST AVE W 

MAIN ST 

1ST AVE E 

1ST ST W 

2ND CIR E 

66TH ST E 

65TH ST E 

40TH ST E 

38TH ST E 

20TH ST E 

ROSE LN 

3RD AVE E 

53RD ST E 

36TH ST E 

HILLCT E 

9TH ST E 

8TH ST E 

2ND AVE E 

4TH AVE E 

42ND ST E 

35TH ST E 

26TH ST E 

24TH ST E 

6TH AVE E 

7TH AVE E 

18TH ST E 

R AVE 

S AVE 

T AVE 


9TH AVE E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

20TH AVE E 

134TH DR NW 

BROADWAY E 

134TH AVE NW 

50TH RD NW 

55TH ST NW 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

Stony Creek 

Township 

[UNKNOWN] 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 



49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 


+1.0 Over Capcity 



0 0.5 1 

Miles 

° 

Figure 17

4.6 2035 Alternative 1 

The 2035 Alternative 1 includes improvements to the roadway system that will provide several 

key connections and extensions of existing roadways. The system improvements will provide a 

comprehensive and enhanced transportation network, especially north and west of the airport 

where development is likely to occur. This alternative does not include the bypass that would be 

built northwest of the city. However, Alternative 1 does include improvements that would allow 

a future bypass to be constructed if growth or congestion warranted its development. 


The road network and traffic projections included in the 2035 Alternative 1 are shown in Figure 










• Pave 26th Street W west of 24th Avenue W to 140th Avenue W 


• Realign County Road 4 (51st Street NW); reduce curve and slope of roadway, and 

construct necessary improvements to upgrade this facility to be a future truck route. 



• Construct 58th Street W (aligns with 54th Street) from US Highway 2/85 to 139th 

Avenue NW 




• Construct and improve 139th Avenue NW from 53rd Street W to 26th Street W 




• Construct 138th Avenue W from 26th Street W to US Highway 2/85 

• Construct and improve 11th Street W from 138th Avenue W to either 19th Avenue W or 

the US Highway 2/85/11th Street W intersection 

• Construct a portion of 140th Avenue W from 52nd Street NW to north of 51st Street NW 

• Construct and improve 11th Street W from 138th Avenue W to 141st Avenue W 



• Construct other collector streets needed to serve development north of US Highway 2/85 


August 2010


Traffic volumes for the year 2035 Alternative 1 are shown in Figure 18. Changes in 













• US Highway 2/85 from 2nd Avenue W to Box Elder Street 

• US Highway 2/85 from east of 138th Avenue NW to 139th Avenue NW 

• 26th Street W from 19th Avenue W/21st Avenue W to 138th Avenue NW 

• 18th Street W from 17th Court W to 19th Avenue W 

• 11th Street W from 9th Avenue W to Davidson Drive 

• 2nd Street W from Main Street to 2nd Avenue W 

• 2nd Avenue West from 9th Street E to 5th Street W 




• 26th Street W from 6th Avenue W to 19th Avenue W/21st Avenue W 


• 18th Street W from 16th Avenue W to 17th Court W 


• 2nd Avenue W from 11th Street W to 9th Street E 

• 42nd Street W from 6th Avenue W to 16th Avenue W 


August 2010

J:\Maps\6505\mxd\figure17_2035adt_alt1_11x17.mxd 

48TH ST NW 

141st Ave NW 

2,200 

141ST AVE NW 

1,700 

7,400 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

2035 Future ADT: Alternative 1 



LN 

11,500 

800 

5,000 

800 

49TH ST NW 

HORIZON DR 



Township 

3,000 

140TH AVE NW 

1,100 

3,000 

7,000 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

2,700 

29,000 

53RD ST NW 

6,200 

5,000 

51ST ST NW 

1,300 

13926-51ST ST NW 

4,500 

7,000 

139TH AVE NW 

W FRONT ST 

5,700 

3,900 

3,200 

3,800 

2,600 

5,500 

1,800 

4,700 

30,500 

2,500 

6,200 

4,200 

)g 

138TH AVE NW 

7,500 

9,000 

2,000 

7,400 

)q 

32ND AVE W 

1,000 

28,000 

1,300 

2,100 

26TH ST W 

6,500 

24TH AVE W 

7,700 

2,500 

7,200 

22,000 

DAKOTA PKWY W 

22ND AVE W 

21ST AVE W 

7,000 

2,800 

8,000 

4,500 

3,600 

800 

32ND ST W 

11TH ST W 

Township 

8,600 

1,300 

8,200 

2,400 

20,000 

6,300 

5,000 

8,500 

5,700 17,400 

7,300 7,700 

23,000 

5,800 

10,100 

600 

1,700 

1,000 

22,000 

3,900 

9,300 

4,000 

Sloulin Field 


37TH ST W 

BISON DR 

16TH AVE W 

23RD ST W 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

4TH ST W 

13TH AVE W 

6TH ST W 

12TH AVE W 

4,200 

42ND ST W 

DAVIDSON DR 

26,000 

10TH ST W 


CREST ST 

SIOUX ST 

7,400 

2,300 

1,800 

800 

10,700 

2,900 

18TH ST W 

PARK 

PL 

11,700 

1,400 

11,600 

8,100 

31,000 

2,800 

3,800 

8,600 

3,400 

1,900 

15,700 

5,100 

9,900 10,300 

1,500 

6TH AVE W 

WILLISTON 

8TH AVE W 

14TH ST W 

5TH ST W 

8,600 

4TH AVE W 

30,000 

5,300 

9TH ST W 

8TH ST W 

4,100 

24,000 

7,300 

19,000 8,700 

)g 

)q 

FRONTAGE ROAD 

16,400 

12,000 

6,700 

14,500 

2ND AVE W 

1,400 

1,600 

16,000 

4,800 

2,900 

1ST AVE W 

7,100 

7,300 

1,300 

2,000 

4,600 

70TH ST E 

6,500 

1,600 

5,200 

9,7006,000 

4,900 

65TH ST E 

1,700 

400 

22ND ST E 

14TH ST E 

2,900 

40TH ST E 

34TH ST E 

20TH ST E 

4,000 

7,800 3,400 

4,700 

1,100 

3,200 

1,200 

4,000 

3,500 

2,200 

3,300 

3,700 

3,000 

6,900 

2,500 

3,900 

4,400 

600 

500 

700 

2,600 

2,400 

500 

500 

6TH ST E 

2,700 


1ST AVE E 

2ND CIR E 

2ND AVE E 

66TH ST E 

ROSE LN 

9TH ST E 

3RD AVE E 

53RD ST E 

4TH AVE E 

36TH ST E 

HILLCT E 

42ND ST E 

R AVE 

35TH ST E 

24TH ST E 

6TH AVE E 

S AVE 

T AVE 

9TH AVE E 


11TH AVE E 

8TH ST E 

E DAKOTA PKWY 

600 

4,300 

5TH ST E 

4TH ST E 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

5,800 

54TH ST NW 

20TH AVE E 

1,000 

24TH AVE NE 

6,900 

5,600 

134TH AVE NW 

1,600 

1800 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 

4 9TH ST NW 

132ND AVE NW 

50TH LN NW 







0 0.5 1 

Miles 

132ND RD NW 

° 

Figure 18

J:\Maps\6505\mxd\figure_2035adt_alt1vc_11x17.mxd 

48TH ST NW 

141st Ave NW 

141ST AVE NW 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

LN 

49TH ST NW 

HORIZON DR 

2035 Volume/Capacity Ratio: Alternative 1 





Township 

140TH AVE NW 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

53RD ST NW 

51ST ST NW 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

)g 

138TH AVE NW 

)q 

32ND AVE W 

24TH AVE W 

22ND AVE W 

21ST AVE W 

Township 

32ND ST W 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

22ND ST W 

BISON DR 

Sloulin Field 


37TH ST W 

26TH ST W 

25TH ST W 

17TH CT W 

11TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

14TH AVE W 

9TH AVE NW 

12TH AVE W 

42ND ST W 

WILLISTON 

13TH AVE W 


CREST ST 

10TH AVE W 

DR 

SIOU X ST 

PARK 

PARKWAY 

58TH ST W 


PL 

8TH AVE W 

7TH AVE W 

18TH ST W 

6TH AVE W 

12TH ST W 

10TH ST W 

9TH ST W 

9TH AVE W 

4TH ST W 

BROADWAY W 

2ND ST W 

35TH ST W 

)g 

)q 

HIGHLAND DR W 

4TH AVE W 

6TH ST W 

3RD AVE W 

FRONTAGE ROAD 

2ND AVE W 

1ST ST W 

70TH ST E 

34TH ST E 

14TH ST E 

1ST ST E 

11TH St E 

2ND ST E 

5TH ST E 

4TH ST E 


1ST AVE W 

MAIN ST 

1ST AVE E 

2ND CIR E 

66TH ST E 

65TH ST E 

40TH ST E 

20TH ST E 

ROSE LN 

3RD AVE E 

9TH ST E 

53RD ST E 

36TH ST E 

HILLCT E 

4TH AVE E 

7TH ST E 

2ND AVE E 

42ND ST E 

35TH ST E 

26TH ST E 

24TH ST E 

6TH AVE E 

7TH AVE E 

18TH ST E 

R AVE 

S AVE 

T AVE 

9TH AVE E 


8TH ST E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

54TH ST NW 

20TH AVE E 

134TH DR NW 

24TH AVE NE 

BROADWAY E 

1800 

22ND AVE E 

134TH AVE NW 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

2035 Alt 1: V/C Ratio 

132ND DR NW 

[PRAIRIE TRL] 


49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 





0 0.5 1 

Miles 

° 

Figure 19

4.7 Year 2035 Alternative 2 

The 2035 Alternative 2 includes improvements to the roadway system, including constructing a 

beltway that will serve as a truck route to bypass the downtown area. Alternative 2 was 

developed to help relieve traffic congestion caused from truck traffic along US Highway 2/85, 

which bisects the city. The alternative also provides several key connections and extensions of 

existing roadways to provide a comprehensive and improved transportation network, especially 

north and west of the airport where development is likely to occur. In addition the improvements 

to the US Highway 2/85 Corridor recommended as part of the US Highway 2/85 Corridor Study 

have been included in this alternative. 


The road network and traffic projections included in the 2035 Alternative 2 are shown in Figure 










• Pave the existing 26th Street W from west of 24th Avenue W to 141st Avenue NW 

(Beltway) 



improvements to upgrade this facility to be a future truck route. 



• Construct 58th Street W (aligns with 54th Street) from US Highway 2/85 to 141st 

Avenue NW (Beltway); curves south to become the west side of the beltway 

• Construct and improve 141st Avenue NW from 58th Street W to 26th Street W 







• Construct a portion of 140th Avenue W from 52nd Street NW to north of 51st Street NW 

Construct and improve 11th Street W (51 st Street W) from west of Sand Creek to 141st 

Avenue W 



• Construct other collector streets needed to serve development north of US Highway 2/85 


August 2010

US Highway 2/85 Proposed Improvements: 

The following are a general list of improvements to US Highway 2/85 as recommended by US 

Highway 2/85 corridor study. A specific list with detailed information about improvements can 

found in the study. 

• Realign southbound Hwy 2 free right turn lane on the bypass to increase the radius, and 

continue the lane to the SW in the form of a third through lane, which becomes a right 

turn lane at 9 th Ave. 

• Remove frontage road from approximately 4 th Avenue W to Airport Road. 

• Remove 4 th Avenue W connection to Hwy 2. 

• Remove 6 th Avenue W connection to Hwy 2. 

• Change NDDOT full access to a ¾ access, prohibiting left turns out of the site. 

• Realign 26 th Street W to the SE starting at approximately 9 th Avenue W, creating new 

signalized intersection of 26 th Street W along Hwy 2. 

• Construct streets for which right-of-way has already been dedicated through platting 

(Box Elder Street north of Hwy 2 and 24 th Street West west of 9 th Avenue W). 

• At 18 th St W and Hwy 2, remove frontage road connection north of 18 th St W and 

eliminate frontage road between 18 th St W and 9 th Avenue NW 

• Remove 18 th St W from Crest St to Hwy 2 and construct cul de sac at south end of Crest 

St (north of 18 th St W) 

• Construct roadway connection between 18 th St W and Bison Drive W and a grade 

separation between this connection and Hwy 2, with Hwy 2 going over the 18 th St W and 

Bison Drive W connection. Provide a northbound off-ramp from Hwy 2 to 18 th Street W 

if feasible. 

• Starting at 16 th Avenue W, move northbound Hwy 2 travel lanes to the west, for closer 

spacing to southbound lanes to create a single intersection at US Hwy 2 and 11 th Avenue 

W. Alternate: Realign southbound Hwy 2 lanes, starting at 16 th Avenue W, moving them 

to the east to create a single intersection with 11 th Avenue W, then returning to the 

existing bridge over the Sand Creek. 

• Extend 16 th Ave to Hwy 2 and create a free right turn lane onto southbound Hwy 2. 

• Reconfigure 11th Street intersection and frontage roads and add signal. 

• Realign 2 nd St W at Hwy 2, creating a single signalized intersection, and eliminate all 

ramps, except NB to EB, connecting 2 nd St W with Hwy 2 in both directions. 


Traffic volumes for the year 2035 Alternative 2 are shown in Figure 20. Changes in 










August 2010





• US Highway 2/85 from 138th Avenue NW to 139th Avenue NW 

• 26th Street W from 138th Avenue NW to west of 139th Avenue NW 

• 18th Street W from 17th Court W to 19th Avenue W 

• 11th Street W from 14th Avenue W to US Highway 2/85 

• 19th Avenue W from US Highway 2/85 to 18 th Street W 


• 42 nd Street from 6 th Avenue W to 16 th Avenue W 



• 26th Street W from 9th Avenue W to 138th Avenue W 


• 18th Street W from 16th Avenue W to 17th Court W 

• 18th Street W from 19th Avenue W to 25 th Street W 


• 58th Street W from 2nd Avenue W to 16th Avenue W/137 Avenue W 

• 2nd Avenue W from 11th Street W to 6th Street W 

• 139th Avenue W from 51st Street NW to US Highway 2/85 

• 141st Avenue W from 52nd Street NW to 51st Street NW 


August 2010

J:\Maps\6505\mxd\figure19_2035adt_alt2_11x17.mxd 

48TH ST NW 

4,300 

141st Ave NW 

10,200 

141ST AVE NW 

1,500 

7,400 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

2035 Future ADT: Alternative 2 



LN 

11,500 

1,800 

4,600 

1,200 

49TH ST NW 

HORIZON DR 


2,600 

1,100 

6,300 

4,300 


Township 

140TH AVE NW 

500 

COUNTRY LN 

52ND ST NW 

LAKE VIEW LP 

2,700 

26,000 

53RD ST NW 

6,700 

5,800 

51ST ST NW 

1,300 

13926-51ST ST NW 

3,000 

8,500 

139TH AVE NW 

W FRONT ST 

4,200 

3,900 

3,200 

6,600 

2,600 

1,800 

4,700 

30,500 

2,500 

7,800 

2,600 

138TH AVE NW 

)g 

1,500 

1,000 

8,700 

)q 

28,000 

1,300 

2,100 

26TH ST W 

24TH AVE W 

9,400 

2,500 

10,000 

23,000 


22ND AVE W 

21ST AVE W 

9,200 

3,900 

8,800 

8,000 

7,800 

1,300 

32ND ST W 

11TH ST W 

9,600 

1,700 

9,000 

4,400 

4,200 

8,800 7,700 

25,000 

7,500 

7,800 

600 

20,000 

2,900 

1,000 

7,000 

6,500 

2,300 

9,000 

6,900 19,600 

24,000 

4,700 

4,000 

Sloulin Field 


37TH ST W 

BISON DR 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

5,200 

4TH ST W 

13TH AVE W 

6TH ST W 

12TH AVE W 

3,700 

42ND ST W 

DAVIDSON DR 

24,000 

CREST ST 

10TH ST W 


1,800 

800 

10,700 

3,700 

SIOU X ST 

9TH AVE W 

PARK 

PL 

10,900 

1,400 

9,600 

23,000 

2,800 

3,800 

9,100 

3,400 

1,900 

16,700 

5,100 

9,100 9,500 

1,500 

6TH AVE W 

14TH ST W 

5TH ST W 

4TH AVE W 

WILLISTON 

8TH AVE W 

)g 

)q 

7,600 

23,000 

6,800 

9TH ST W 

8TH ST W 

4,100 

22,000 

7,300 

18,000 8,200 

FRONTAGE ROAD 

17,900 

12,000 

6,700 

2ND AVE W 

15,600 

1,400 

1,600 

16,000 

4,800 

2,900 

6,300 

7,300 

1,300 

1,500 

4,800 

70TH ST E 

6,500 

1,600 

5,200 

8,1005,200 

4,900 

65TH ST E 

1,700 

400 

22ND ST E 

14TH ST E 

3,200 

40TH ST E 

34TH ST E 

20TH ST E 

4,000 

7,800 3,400 

4,700 

1,100 

3,200 

1,200 

4,000 

3,300 

2,200 

3,300 

3,200 

3,000 

6,900 

2,500 

3,900 

4,400 

1ST ST E 

600 

500 

700 

2,600 

2,400 

500 

500 

2,700 

4TH ST E 


1ST AVE W 

1ST AVE E 

2ND AVE E 

2ND CIR E 

66TH ST E 

ROSE LN 

3RD AVE E 

5TH ST E 

53RD ST E 

4TH AVE E 

36TH ST E 

HILLCT E 

42ND ST E 

R AVE 

35TH ST E 

24TH ST E 

6TH AVE E 

9TH ST E 

9TH AVE E 


8TH ST E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

600 

4,300 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

5,500 

54TH ST NW 

20TH AVE E 

700 

24TH AVE NE 

6,900 

22ND AVE E 

5,600 

134TH AVE NW 

1,300 

1,500 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

132ND DR NW 

[PRAIRIE TRL] 







49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 

Alignment Study Area for Beltway Road 

0 0.5 1 

Miles 

° 

Figure 20

J:\Maps\6505\mxd\figure_2035adt_alt2vc_11x17.mxd 

48TH ST NW 

141st Ave NW 

141ST AVE NW 

49TH LN NW 

49TH RD NW 

SOUTHVIEW DR 

SOUTHVIEW 

LN 

49TH ST NW 

HORIZON DR 

2035 Volume/Capacity Ratio: Alternative 2 





Township 

140TH AVE NW 

COUNTRY LN 

LAKE VIEW LP 

52ND ST NW 

53RD ST NW 

51ST ST NW 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

)g 

138TH AVE NW 

)q 

32ND AVE W 

24TH AVE W 

22ND AVE W 

21ST AVE W 

Township 

32ND ST W 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

22ND ST W 

BISON DR 

Sloulin Field 


37TH ST W 

26TH ST W 

25TH ST W 

17TH CT W 

11TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

48TH ST W 

47TH ST W 

46TH ST W 

45TH ST W 

15TH AVE W 

14TH AVE W 

9TH AVE NW 

12TH AVE W 

42ND ST W 

WILLISTON 

13TH AVE W 


CREST ST 

10TH AVE W 

DR 

SIOU X ST 

PARK 

PARKWAY 

58TH ST W 


PL 

8TH AVE W 

7TH AVE W 

18TH ST W 

6TH AVE W 

12TH ST W 

10TH ST W 

9TH ST W 

9TH AVE W 

4TH ST W 

BROADWAY W 

2ND ST W 

35TH ST W 

)g 

)q 

HIGHLAND DR W 

4TH AVE W 

6TH ST W 

3RD AVE W 

FRONTAGE ROAD 

2ND AVE W 

1ST ST W 

70TH ST E 

34TH ST E 

14TH ST E 

1ST ST E 

11TH St E 

2ND ST E 

5TH ST E 

4TH ST E 


1ST AVE W 

MAIN ST 

1ST AVE E 

2ND CIR E 

66TH ST E 

65TH ST E 

40TH ST E 

20TH ST E 

ROSE LN 

3RD AVE E 

9TH ST E 

53RD ST E 

36TH ST E 

HILLCT E 

4TH AVE E 

7TH ST E 

2ND AVE E 

42ND ST E 

35TH ST E 

26TH ST E 

24TH ST E 

6TH AVE E 

7TH AVE E 

18TH ST E 

R AVE 

S AVE 

T AVE 

9TH AVE E 


8TH ST E 

8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

54TH ST NW 

20TH AVE E 

134TH DR NW 

24TH AVE NE 

BROADWAY E 

1800 

22ND AVE E 

134TH AVE NW 

50TH RD NW 

55TH ST NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

133RD AVE NW 

53RD LN NW 

132ND TRL NW 

132ND LN NW 

2035 Alt 2: V/C Ratio 

132ND DR NW 

[PRAIRIE TRL] 


49TH ST NW 

132ND AVE NW 

50TH LN NW 

132ND RD NW 


+1 Over Capacity 



0 0.5 1 

Miles 

° 

Figure 21

CHAPTER 5: FUTURE TRANSPORTATION SYSTEM RECCOMENDATIONS 

5.1 Future Roadway System Improvements 

Future roadway system improvements designed to address system connectivity, continuity, 

congestion and/or safety issues have been identified for the roadway system in Williston, based 

upon the 2020 and 2035 traffic forecasts (refer to Chapter 4). The projects identified are derived 

from a combination of system needs, the intended function of each roadway as it relates to the 

adjacent supporting land use, and planned growth areas within the city. It should be noted that 

the proposed roadway improvements discussed here are based on planning-level capacity 

thresholds and do not account for spot intersection improvements. The final design of the 

proposed roadway improvements will be determined through future additional study. This will 

be particularly important for those roadways with future traffic forecasts close to or exceed the 

planning-level capacity thresholds thereby indicating that addition capacity may be needed in the 

future (i.e., four-lane versus two-lane facilities). 

These improvements are classified as either short-range (year 2020) or long-range (year 2035). 

The projected traffic volumes and the estimated timing of future development, will determine 

how and when to implement the roadway system improvements identified for each time period. 

The proper sequencing of improvements will be determined through the city’s capital 

improvement programming process, which considers the estimated cost of each project, available 

financing, and coordination with other projects and jurisdictions. 

The recommended short-range improvements for the City of Williston are shown in Table 4 and 

illustrated in Figure 22. The short-range transportation plan includes a total of 32 projects to be 

considered for implementation by the year 2020. The short-range improvement plan covers a 

range of projects spread throughout the city, including pavement rehabilitation, right-of-way 

(ROW) acquisition/preservation, capacity improvements, and more. 

The recommended long-range improvements for the City of Williston are shown in Table 5 and 

illustrated in Figure 22. The long-range improvement plan includes a total of 12 projects to be 

considered for implementation by the year 2035. The majority of the projects are geared toward 

preserving ROW for future roads including the beltway on the northwest side of the city. 

Additional improvements include constructing new roadways to accommodate future 

development and identifying traffic system management and travel demand management 

measures to address future traffic operations. 

The improvements proposed below will alleviate most of the anticipated congestion in the City 

in 2035. However, as the city moves beyond the 2035 planning horizon, segments of some 

roadways, such as 26th Street West, 11th Street West, and 2nd Avenue West may not be able to 

accommodate future traffic demand (i.e., anticipated traffic volumes exceed roadway’s capacity 

threshold). The solution to this potential congestion issue is not additional increases in roadway 

capacity, but rather the implementation of Traffic System Management (TSM) (i.e. high impact, 

low cost improvements) and Travel Demand Management (TDM) to manage traffic flows during 

the peak hours (see long range project no. 2). 


August 2010

J:\Maps\6505\mxd\figure22_2035_2020improvements_11x17.mxd 

141st Ave NW CR4 

141ST AVE NW 

8A 

8B 

49TH RD NW 

49TH ST NW 

20 

140TH AVE NW 

32 

31 


Township 

11 

21 

22 

COUNTRY LN 

Future Roadway Improvements 



LAKE VIEW LP 

52ND ST NW 

Alternate beltway alignment two miles to the north on CR 6. See Figure 23. 

53RD ST NW 

51ST ST NW 

WESTERN WAY 

EVERSON DR 

ST NW 

13926-51ST 

139TH AVE NW 

12 

W FRONT ST 

17 

9 

10 

138TH AVE NW 

14 

16 

4 

7 

42ND ST W 

)g 

18 

8 

15 

)q 

24TH AVE W 

5 

6 

29TH ST W 

44TH ST W 

22ND AVE W 

21ST AVE W 

Sloulin Field 


5 

1 

11 

3 

1 30 

26 

19 2 25 

26TH ST W 

20TH AVE W 

19TH AVE W 

DAKOTA PKWY 

16TH AVE W 

17TH AVE W 

DAKOTA PKWY W 

15TH AVE W 

14TH AVE W 

CREST ST 

11TH AVE W 

58TH ST W 

12 

13 

WILLISTON 

13TH AVE W 

DAVIDSON DR 

10TH AVE W 


10TH ST W 

24 

4 

CR7C 

5TH ST W 

4TH ST W 

28 

23 

3 

BROADWAY W 

)g 

)q 

6A 

6B 

29 

2 


9TH AVE W 

4TH AVE W 

6TH ST W 

FRONTAGE ROAD 

7TH ST W 

2ND AVE W 

1ST AVE W 

1ST AVE E 

66TH ST E 

65TH ST E 

53RD ST E 

34TH ST E 

22ND ST E 

20TH ST E 

3RD AVE E 

ROSE LN 

1ST ST E 

11 

10 

42ND ST E 

4TH AVE E 

9 

27 

2 

11TH St E 

2ND ST E 

18TH ST E 

HILLCT E 

9TH ST E 

8TH ST E 

2ND AVE E 

35TH ST E 

26TH ST E 

24TH ST E 


11TH AVE E 

8TH AVE E 

E DAKOTA PKWY 

4TH ST E 

13TH AVE E 

12TH AVE E 

54TH ST NW 

Little 

Muddy 

River 

134TH DR NW 

BROADWAY E 

134TH AVE NW 

CR9 

7 

50TH RD NW 

Stony Creek 

Township 


133RD DR NW 

Pì 

49TH ST NW 

133RD AVE NW 

53RD LN NW 

132ND LN NW 

Existing Functional Class 





2020 

2035 

[PRAIRIE TRL] 

Alignment Study Area for Beltway Road 

0 0.5 1 

Miles 

° 

Figure 22

Table 4: 2020 Short-Range Transportation Improvements 

Project No: Facility Name: From: To: Project Consists of: 

1 26 th Street W 6 th Ave W 138 th Ave NW Capacity Improvements (3 lane or 5 lane facility with right turn lanes) 

2 Bison Drive Hwy 2 Bypass 24th Ave W Capacity Improvements in the form of left and right turn lanes (3 lane facility with 

right turn lanes) 

3 11 th Street W 9 th Ave W 2 nd Ave W Capacity Improvements (3 lane or 5 lane facility with right turn lanes) 

4 11 th Street W at 6 th Ave W N/A N/A Consider signalization if/when warrants are met to facilitate access onto 11 th Street 

W and to/from school. 

5 Highway 2 West Bypass 2 nd Ave W Box Elder Implement Phase 1 and Phase 2 recommended improvements from the US 

Highway 2/85 Corridor Study 

6A 2 nd Avenue W 26 th St W 2 nd St W Corridor Study to identify access management and safety improvements to address 

high crash numbers 

6B 2 nd Avenue W 26 th St W 2 nd St W Implement recommendations of 2 nd Avenue W Corridor Study. 

7 Williams CR 9 (East 

Beltway) 

8A 141st Street Realignment 

(Bypass) to Hwy 2/85 

intersection 

8B 141st Street Realignment 


intersection 

North Beltway Hwy 1804 

(Broadway) 

Truck Route Designation – Study realignment of roadway in vicinity of industrial 

park to reduce grade. Construct improvements to pavement thickness, shoulder 

widths, etc. on corridor to facilitate designation as truck route. Intended to reduce 

truck traffic on East Dakota Parkway. 

51 st St NW Hwy 2/85 Acquire ROW for roadway realignment, allowing the CR to intersect Hwy 2 ½ 

mile to the east at Hwy 85. 

51 st St NW Hwy 2/ 85 Construct realigned roadway as two lane paved rural section. Realign existing 

county road to intersect with newly aligned roadway. 

9 University Avenue 26 th St E 42 nd St E Pave as two-lane street with urban section 

10 University Avenue 42 nd St E 58 th St E Acquire ROW as needed and construct two-lane street with urban section 

11 

½ mile west of 

North Beltway (location to Little Muddy 16 

be determined, along CR River 

7C to CR 6 or between 

these two corridors) 

th Complete alignment study to determine most appropriate alignment for north 

Ave W beltway. Acquire ROW as needed and construct roadway as two-lane street with 

urban section. If CR 7C alignment is used, realign intersection of 11 th Ave E and 

58 th Ave E. Arrange for County Fairgrounds to acquire additional property to west 

of existing site to replace property along north side of site. 

12 9 th Ave W 42 nd St W 58 th St W Preserve ROW through subdivision dedication and construct two-lane collector 

street as needed to serve further development of area. 

13 47 th St W Hwy 2 west 16 

frontage road 

th Ave W Preserve ROW through subdivision dedication and construct two-lane collector 


14 28 th Ave W 26 th St W 53 rd St NW Preserve ROW through subdivision dedication and construct two-lane collector 


15 32 nd St W 24 th Ave W 28 th Ave W Preserve ROW through subdivision dedication and construct two-lane collector 



August 2010

Table 4: 2020 Short-Range Transportation Improvements 

Project No: Facility Name: From: To: Project Consists of: 

16 29 th St W 138 th Ave NW 28 th Ave W (or 

to existing 

terminus north 

of school) 

Preserve ROW through subdivision dedication and construct two-lane collector 

street as needed to serve further development of area (currently not designated as 

collector). 

17 139 th Ave NW 26 th St W ½ mile north Preserve ROW for a realignment of 139 th Ave NW to eliminate “Y” intersection 

and construct two-lane arterial street as needed to serve further development of 

area. 

18 Bison Drive 24 th Ave W 26 th St W at 

138 th Preserve ROW through subdivision dedication and construct two-lane collector 

Ave W street as needed to serve further development of area. 

19 25 th St W 19 th Ave W 18 th St W Construct two-lane collector street as needed to serve further development of area. 

20 51 st St NW 141st Ave NW ½ mile east of 

(Bypass) 140 th Preserve ROW through subdivision dedication and construct two-lane collector 

Ave NW street as needed to serve further development of area. 

21 140 th St NW 51 st St NW ½ mile south of 

51 st Preserve ROW through subdivision dedication and construct two-lane collector 

St NW street as needed to serve further development of area. 

22 4 th St W West of 140 th 

East of 139 

Ave NW 

th 

Preserve ROW through subdivision dedication and construct two-lane collector 

Ave NW street as needed to serve further development of area. 

23 14 th St W 2 nd Ave W 9 th Ave W Pavement rehabilitation (scheduled for 2010) 

24 9 th Ave W 9 th Ave NW 18 th St W Pavement rehabilitation (scheduled for 2010) 

25 18 th St W Hwy 2/85 16 th Ave W Pavement rehabilitation (scheduled for 2011) 

26 13 th Ave W 18 th St W 26 th St W Pavement rehabilitation (scheduled for 2011) 

27 22 nd St E 2 nd Ave W E Dakota Pkwy Pavement rehabilitation (scheduled for 2012) 

28 West Frontage Road of 2 nd 

Ave W 

Pavement rehabilitation (scheduled for 2012) 

29 East Frontage Road of 2 nd 

Ave W 

Pavement rehabilitation (scheduled for 2012) 

30 26 th St W 6 th Ave W 27 th Ave W Pavement rehabilitation (scheduled for 2013) 

31 Beltway ROW Preservation Hwy 2/85 North 

of City 

32 Beltway Hwy 2/85 North 


Hwy 2/85 West 


Hwy 2/85 West 


Maintain existing ROW and seek out opportunities to acquire additional ROW for 

total of 150-200 feet of ROW along beltway. Examine zoning ordinance to ensure 

adequate setbacks for future roadway expansion. 

Construct additional segments as need and opportunities arise (e.g. north segment 

between 24 th Ave W and 139 th Ave NW, pave segment between 51 st St NW and 

52 nd St NW, and so forth, until beltway is complete as a paved two-lane roadway, 

with appropriate segments constructed to urban section, and others left as rural 

section). 


August 2010

Table 5: 2035 Long-Range Transportation Improvements 

Project 

No: 

Facility Name: From: To: Project Consists of: 

1 Hwy 2 West Bypass 2 nd Ave W 2 nd St W Implement recommendations of Hwy 2 Corridor Study (may require phasing) 

2 Downtown and Core City 

Identify Traffic System Management (TSM) and Travel Demand Management (TDM) 

Areas (University Ave, 

measures that will address traffic operations issues on these core area roadways (turn 

2nd Ave, 2nd St) 

lanes, traffic control options, road diets, vehicular use limitations, etc.) 

3 42 nd Street W Hwy 2 16 th Ave W Capacity Improvements (3 lane or 5 lane facility with right turn lanes) 

4 32 nd Ave W (138th St. 53rd St NW Hwy 2/85 Pave as two-lane arterial with urban section from 53 

NW) 

rd St NW to 26 th St NW. Preserve 

ROW and construct three to five-lane arterial with urban section (includes bridge over 

sand creek) as needed to serve further development of area. 

5 51 st St NW 19 th Ave W 32 nd Ave W Preserve ROW and construct two to three-lane arterial (includes bridge over sand creek) 

as needed to serve further development of area. Configuration at tie-in to 19 th Ave W or 

11 th St W will be according to Hwy 2 Corridor Study recommendations. Further study 

may be required due to Sand Creek and grades. 

6 24 th Ave W 58 th St W 42 nd St W Preserve ROW and construct two -lane collector as needed to serve further development 

of area. 

7 53 rd St NW 139 th Ave NW 25 th Ave NW Preserve ROW and construct two -lane collector as needed to serve further development 


8 38 th St W 25 th St W 28 th St W Preserve ROW through subdivision dedication and construct two-lane collector street as 

needed to serve further development of area (currently not designated as collector). 

9 N/S Collector 26 th St W 53 rd St W Preserve ROW through subdivision dedication and construct two-lane collector street as 

needed to serve further development of area between 138 th Ave NW and 139 th Ave NW. 

10 E/W Collector 138 th Ave NW 139 th Ave NW Preserve ROW through subdivision dedication and construct two-lane collector street as 

needed to serve further development of area between 26 th St W and 53 rd St NW. 

11 140 th Ave NW 26 th St W 51 st St NW Preserve ROW and construct two -lane collector as needed to serve further development 


12 26thSt W 138th Ave NW 141st Ave NW Pave as two-lane arterial with urban section from 138th Ave NW to 139 th Ave NW and 

with rural section from 139th Ave NW to 141st Ave NW. 


August 2010

5.2 Future Functional Classification 

Figure 23 shows the proposed future functional classification system for the City of Williston. 

Although some of these roadways may not be in place before 2035, roadways that do not 

currently exist are illustrated to demonstrate what the system will look like when complete, as 

several areas on the outskirts of the city are still developing. 

There are currently no roadway functional classification changes planned within the city, with 

the exception of existing roadway segments that are part of the future beltway. As described in 

the Future Roadway System Improvements section, the short-range transportation systems 

improvement plan includes a new beltway that will serve as an alternative route for trucks and 

other through traffic. The beltway will bypass the downtown area and help relieve congestion 

caused by truck traffic along US Highway 2/85, which bisects the city. Although this 

improvement may not be fully in place within the 2020 planning horizon, upon completion, the 

entire beltway will be classified as a principal arterial. 

5.3 Jurisdictional Transfers 

Occasionally, as a result of development, changes in traffic patterns, or the construction of new 

facilities, the jurisdictional classification needs to be adjusted to reflect changes in the way 

certain roadways are used. No recent jurisdictional transfers within the City of Williston have 

occurred and none are currently planned. However, it will be necessary to determine which 

jurisdictional classification is appropriate for any newly constructed roadways within the city and 

the surrounding area. 

The City of Williston strives to coordinate with the adjacent townships (i.e., Williston, Stony 

Creek, and Pherrin) as well as Williams County, and NDDOT when planning future 

improvements. Coordination among jurisdictions will provide opportunities for collaboration 

that could benefit all agencies and the public. This may result in financial and time savings 

through economies of scale, as well as potentially reducing construction impacts to residents 

through the coordination of projects. 

Any newly constructed roadways in the exterritorial area (ETA) will fall within the jurisdiction 

of the City of Williston. In addition, as the planned beltway is constructed, the city and county 

will need to collaborate with the state to determine the appropriate jurisdiction and source of 

funding for construction, as this roadway is intended to relieve congestion and enhance traffic 

operations on US Highway 2/85. Furthermore, as the beltway is completed, existing roadway 

segments that are currently part of the township or county systems will be become a part of the 

Williston roadway system. 


August 2010

J:\Maps\6505\mxd\figure_futurefuncclass_11x17.mxd 

141st Ave NW 

49TH LN NW 

49TH RD NW 

49TH ST NW 

56TH ST NW 

140TH AVE NW 

55TH ST NW 


Township 

COUNTRY LN 

52ND ST NW 

53RD ST NW 

51ST ST NW 

Future Roadway Functional Classification 



LAKE VIEW LP 

EVERSON DR 

13926-51ST ST NW 

139TH AVE NW 

W FRONT ST 

138TH AVE NW 

)g 

)q 

24TH AVE W 

22ND AVE W 

21ST AVE W 

32ND ST W 

29TH ST W 

28TH ST W 

20TH AVE W 

44TH ST W 

19TH AVE W 

Sloulin Field 


26TH ST W 

25TH ST W 

DAKOTA PKWY W 

16TH AVE W 

23RD ST W 

18TH ST W 

11TH ST W 

DAKOTA PKWY 

17TH AVE W 

50TH ST W 

49TH ST W 

15TH AVE W 

13TH AVE W 

6TH ST W 

12TH AVE W 


42ND ST W 

SIOUX ST 

CREST ST 

10TH AVE W 

PARK 

58TH ST W 


PL 

17TH ST W 

8TH AVE W 

7TH AVE W 

6TH AVE W 

4TH ST W 

)g 

)q 

14TH ST W 

BROADWAY W 

2ND ST W 

HIGHLAND DR W 

12TH ST W 

10TH ST W 

9TH ST W 

8TH ST W 

7TH ST W 

9TH AVE W 

35TH ST W 

WILLISTON 

4TH AVE W 

FRONTAGE ROAD 

2ND AVE W 

1ST AVE W 

74TH ST E 

72ND ST E 

70TH ST E 

34TH ST E 


6TH AVE E 

11TH St E 

2ND ST E 

4TH ST E 

M i s s o u r i R i v e 

MAIN ST 

1ST AVE E 

66TH ST E 

65TH ST E 

40TH ST E 

38TH ST E 

20TH ST E 

2ND AVE E 

2ND CIR E 

ROSE LN 

53RD ST E 

36TH ST E 

42ND ST E 

HILLCT E 

9TH ST E 

8TH ST E 

7TH ST E 

5TH ST E 

3RD AVE E 

4TH AVE E 

35TH ST E 

26TH ST E 

R AVE 

24TH ST E 

S AVE 

7TH AVE E 


T AVE 

9TH AVE E 


8TH AVE E 

11TH AVE E 

E DAKOTA PKWY 

135TH AVE NW 

13TH AVE E 

12TH AVE E 

Little 

Muddy 

River 

20TH AVE E 

134TH DR NW 

BROADWAY E 22ND AVE E 


134TH AVE NW 

50TH RD NW 


Pì 

133RD AVE NW 

Stony Creek 

Township 

133RD DR NW 

53RD LN NW 

[UNKNOWN] 

132ND LN NW 

[PRAIRIE TRL] 

50TH LN NW 

132ND RD NW 

132ND AVE NW 

[PRIVATE] 

54TH ST NW 

131ST AVE NW 

56TH ST NW 

Future Functional Class 

Future Principal Arterial 

Future Collector 

Future Minor Arterial 

Existing Functional Class 





0 0.5 1 

Miles 

° 

Figure 23

Right of Way Preservation 

Right-of-way (ROW) is a valuable public asset. Therefore, it needs to be protected and managed 

in a way that respects its intended function, while serving the greatest public good. When future 

expansion or realignment of a roadway is proposed, but not immediately programmed, agencies 

should consider ROW preservation strategies to reduce costs and maintain the feasibility of the 

proposed improvement. Several different strategies can be used to preserve ROW for future 

construction, including advance purchase, zoning and subdivision techniques and official 

mapping. Before implementing ROW preservation strategies, local agencies should weigh the 

risks of proceeding with ROW preservation without environmental documentation. If 

environmental documentation has not been completed, agencies risk preserving a corridor or 

parcel that has associated environmental issues, and is therefore unusable. 

Due to current and anticipated growth, the City of Williston will need to reconstruct, widen and 

construct new roadway segments to meet future capacity and connectivity demands. Such 

improvements will require adequate ROW to be maintained or secured. To ensure consistency, a 

set of general ROW guidelines were developed as part of this Transportation Plan. Table 6 

presents these ROW guidelines by functional classification. Upon adoption of the Plan, and by 

referencing these guidelines, it is recommended that both public works, and planning and zoning 

staff familiarize themselves with these guidelines so that they can be administered in a uniform 

manner. Use of these guidelines during the ROW acquisition process will, over time, reduce cost 

and streamline project development. 

Table 6: City of Williston Right-of-Way Guidelines 

Functional Class ROW Widths * 

Principal Arterial 150 – 300 feet 

Minor Arterial 120 – 150 feet 

Collector 80 – 120 feet 

Local Roads 60 – 100 feet 

* Due to certain development conditions or physical features of the site or highway, the city may require additional 

right of way width greater than shown in the right of way guidelines. ROW needs may be greater at intersections in 

order to accommodate additional geometric configurations (i.e., signals, turn lanes, roundabouts, etc.) 

The city will coordinate with NDDOT, Williams County, and the surrounding townships for 

ROW acquisition along state, county, and township routes. For ROW acquisition, the city may 

use a variety of tools, including but not limited to the following: 

Direct Purchase 

One of the best ways to preserve ROW is to purchase it. Unfortunately, agencies rarely have the 

necessary funds to purchase ROW, and the public benefit of purchasing ROW in advance of a 

project is not realized until a roadway or transportation facility is built. Many agencies use any 

advance funding to prepare the environmental documentation needed to proceed with larger 

projects. 


August 2010

Planning, Zoning, and Subdivision Authority 

Local agencies have the authority to regulate existing and future land use. Under this authority, 

agencies have a number of tools for preserving right of way for transportation projects. It is 

important that local agencies that exercise these authorities collaborate to ensure that the interests 

of all involved parties are represented. These tools include the following: 

• Zoning: If the property is in an area currently zoned agricultural or another low-intensity 

zoning designation, local agencies should try to maintain the existing zoning 

classification. A low zoning classification limits the risk for significant development, and 

can help preserve land for potential ROW when funding becomes available for roadway 

construction. 

• Platting and Subdivision Regulations: Local platting and subdivision regulations give 

agencies authority to consider future roadway alignments during the platting process 

because most land must be platted before it is developed. The Williston Planning 

Commission makes these types of decisions when a new development is laid out. This 

authority can be used to regulate land development to influence plat configuration and the 

location of proposed roadways. In most instances, planning and engineering staff work 

with developers to develop a plat that accommodates the landowners/developers, and that 

conforms to a long-term community vision and/or plans. Local agencies can require 

ROW dedication as part of the platting and subdivision process. 

• Official Mapping: A final strategy to preserve ROW available to the city is to adopt an 

official map. An official map is developed by the local governmental unit to identify the 

centerline and ROW needed for a future roadway. 

Access Management 

Control of access to roadways, both in terms of cross-street spacing and driveway placement, is a 

critical means of preserving or enhancing the efficient operation of the roadway system and 

improving safety by reducing crash exposure. Access control guidelines are one tool used to 

preserve the public investment in the roadway system and to give direction to developers for plan 

preparation. The guidelines balance the public interest (mobility) with the interests of property 

owners (access). Effective control of driveway access on the entire street system requires 

cooperation of municipal, county and state officials. 

Transportation agencies regularly receive requests for additional access (i.e. new public streets, 

commercial driveways, residential and field access). Because of the number of individuals and 

agencies often involved in the review of such requests, standard access guidelines can be used to 

improve communication, enhance safety, and maintain the capacity and mobility of important 

transportation corridors. Access management guidelines can be used to respond to access 

requests and to promote good access practices such as: 

• Aligning access with other existing access points 

• Providing adequate spacing to separate and reduce conflicts 

• Encouraging indirect access rather than direct access on high-speed, high-volume arterial 

routes 


August 2010

Whether it is accomplished through grade-separated crossings, frontage roads, right-in/right-out, 

or three-quarter limited access, access management reduces the number of conflicts and results in 

improved safety. Various studies have demonstrated a direct relationship between the number of 

full access points and crash rates, including FHWA’s Access Research Report No. FHWA-RD- 

91-044. Figure 24 illustrates this relationship. 

Access guidelines do not currently exist at the city, county or state level. As part of this plan, 

access management guidelines have been developed based on the functional classification of the 

roadways. In addition, NDDOT has considered developing access management guidelines that 

would apply to state highways. If NDDOT develops and adopts state access management 

guidelines, they should be applied to all state highways within the city limits. The access 

management guidelines that have been developed for the City of Williston as part of this plan are 

presented in Table 7. 

Table 7: Access Management Guidelines for the City of Williston, North Dakota 

Functional Class 

Full Access Minimum 

Spacing 

Minimum Signal 

Spacing 

Notes 

Principal Arterial 1,320’ (1/4 Mile) 1,320’ (1/4 Mile) (1), (2), (3), (4) 

Minor Arterial 660’ (1/8 Mile) 1,320’ (1/4 Mile) (1), (2), (3), (4) 

Collector (< 2,500 vpd) 

150’ Between Driveways; 

150’ Between Driveways 

and Intersections 

660’ (1/8 Mile) (2), (3), (4) 

150’ Between Driveways; 

Collector (> 2,500 vpd) 300’ Between Driveways 660’ (1/8 Mile) (2), (3), (4) 

and Intersections 

No Minimum Between 

Driveways; 50’ Between 

Local Roadways 

NA (4) 

Driveways and 

Intersections 

(1) Shared driveways required wherever possible. 

(2) Minimum spacing may be reduced by half for intersections with limited access such as right-in/right-out only 

or 3/4 access (right-in/right-out/left-in only). 

(3) Signals should not be installed solely on minimum spacing. Traffic signal warrants and engineering 

judgment should be considered prior to signal installation. 

(4) The city engineer shall have the authority to review access spacing on a case-by-case basis, taking into 

consideration the need for the access, the location of near-by accesses, opportunities for shared access, 

and opportunities for on-site modification to relocate an access. Based on these considerations the city 

engineer shall have the authority to approve access spacing that does not meet the access guidelines as 

described above in Table 7. 


August 2010

J:\Maps\6505\mxd\figure_accesscrashrelationhsip.mxd 

Access/Crash Relationship 



Figure 24

Access guidelines can be implemented using different methods such as land use regulations, 

subdivision regulations, access permit processes, and access/transportation advisory committees. 

On existing corridors where significant development has occurred, the number of existing access 

points usually exceeds access guidelines. Unless these areas are undergoing redevelopment, 

access management must be approached differently. The access management strategy for such 

areas should entail aggressively minimizing new accesses, while consolidating/reducing existing 

access points as corridors are reconstructed or widened, or as redevelopment occurs. The 

following are strategies that can be used to minimize access and address access problems when 

the guidelines cannot be met: 

• Encourage shared driveways and internal circulation plans: If access management 

guidelines cannot be achieved during plat reviews, promote indirect access from adjacent 

sites or internal site circulation using shared access points. 

• Restrict turning movements to reduce conflicts: If access points cannot be eliminated, 

consider turning movement restrictions (right-in/right-out only or 3/4 access right-in/rightout/left-in 

only) through installation of raised medians or other channelization or signing. 

Eliminating a single turning or through movement can significantly reduce vehicle 

conflicts and crashes. 

• Develop good parallel street systems for carrying local traffic: Make sure that 

important arterial routes have parallel street systems that provide local access and carry 

shorter local trips. 

• Develop proper setbacks for future frontage roads: If frontage roads cannot be 

immediately justified (benefits do not outweigh costs), make sure that proper building and 

parking lot setbacks are established to minimize the impacts of future frontage roads. In 

the case of development along existing frontage roads, seek opportunities to relocate 

frontage road intersection farther away from arterial roadways. 

• Develop proper secondary street spacing: Ensure that plats and new development 

proposals provide proper intersection spacing for future signals. Signalized intersections 

should be limited depending upon the type of street. Collector streets should provide 

continuity and connectivity with other street systems. 

• Encourage proper lot layout to minimize access points: Promote direct residential 

access points onto local routes, instead of onto arterials or major collectors. Direct 

residential access onto arterial or collector routes slows traffic flow and can result in 

complaints and safety issues when traffic levels increase. 

• Encourage connectivity between developments: The street system in new 

developments should be aligned to provide access to other existing developments, and 

right-of-way should be provided for future connections to adjacent developments. This 

promotes neighborhood connectivity, and provides quick and efficient routes for local 

trips, emergency vehicles, mail, garbage services and street maintenance activities. 

• Consider official mapping process for important corridors: Important arterial 

corridors that are located in development-prone areas, can be protected through an official 

mapping process. Local agencies should revise zoning ordinances and subdivision 

regulations to dedicate officially mapped corridors at the time of platting. 


August 2010

5.4 Freight System Improvements 

A significant amount of freight traffic currently exists within the City of Williston, and with the 

resurgence of the oil industry, freight traffic is expected to increase. The following is an 

overview of proposed freight system improvements, which include new truck routes, new 

railroad facilities, and other improvements intended to improve operations and accommodate this 

increase in freight traffic. 

Truck Facilities 

The long-range transportation system improvement plan includes two new truck routes within 

the City of Williston (refer to Figure 11 for the existing truck routes). Upgrades are planned for 

134th Avenue NW (Williams County Road 9) in the area of the industrial park on the east side of 

the Little Muddy River, in order to better accommodate trucks (see the 2020 transportation 

improvement projects). Upon construction of these improvements, this roadway could be 

designated as a truck local route. In addition, the planned beltway (see the 2020 transportation 

improvement projects) will serve as a bypass the downtown area for trucks and other traffic. 

Upon completion, this route could be designated truck route. 

Currently very few full service truck stops exist within the City of Williston. As freight traffic 

continues to increase, the demand for this type of facility will grow. The planned beltway 

presents an opportunity to provide a location for a new truck stop ideally located, with safe and 

convenient highway access. The northwest quadrant of the intersection of Highway 2/85 and the 

new beltway alignment (141Avenue NW) is an ideal site with the proper zoning (industrial use) 

for this type of facility. Further, there is adequate space available for driveway access, which can 

be placed at an appropriate distance from the intersection. 

Railroad Facilities 

As discussed in Chapter 1, a BNSF Railway mainline track runs east/west along Williston’s 

southern boundary, serving the industry and agriculture within the Williston area. In addition, the 

city’s industrial park area is served by a spur line allowing for the movement of equipment, 

goods, and products by train and truck. This existence of the BNSF mainline and spur track is 

critical to the economic development and prosperity of the area. 

As freight traffic continues to grow, the city has discussed the possibility of building an 

additional railroad spur and load/off-load facility, east of the Little Muddy River, to serve the 

increased demand. Potential locations for this facility are south or east of the industrial park; 

however, additional study is needed prior to selecting a final location. 

5.5 Bicycle and Pedestrian System Improvements 

As the city continues to grow and as development occurs, the bicycle and pedestrian system 

within the city should be maintained and upgraded. As part of this Transportation Plan, future 

bicycle and pedestrian system improvements have been identified. These include improvements 

to the existing trail and sidewalk system, as well as new facilities in future growth areas. The 

future growth areas for the city are described in the Land Use Plan, which was prepared as part 

Williston 2035 Comprehensive Plan. Please refer to Figure 12 (Chapter 1), for an illustration of 

the existing and planned pedestrian and bicycle trails within the City of Williston. The following 

is an overview of the planned improvements. These improvements will be implemented over 

time as development occurs and as funding becomes available. 


August 2010

Improvements to Existing System 

• Pave the existing gravel trail on the west side of the Little Muddy River, from Broadway 

East to 26th Street East. 

New and Extended Trail Alignments 

• Extend the existing trail on the west side of the Little Muddy River, from 26th Street 

East, along the Little Muddy River, past Spring Lake Park. 

• Extend a trail along 54th Street West, from the new trail segment along the west side of 

the Little Muddy River to connect to the existing trail system in Spring Lake Park. 

• Extend a trail along 42nd Street East, from the new trail segment along the west side of 

the Little Muddy River to connect to the existing trail at 2nd Avenue West (Highway 

2/85). 

• Construct a new trail along the Sand Creek greenway with connections to the existing onroad 

trails along 11th Street East and 26th Street East. 

• Construct a new trail along 53rd Street NW, from the new Sand Creek greenway trail, 

providing a connection to the Williston Municipal Golf Course and extending to the 

existing trail at 2nd Avenue West (Highway 2/85). 

Sidewalk Construction and Maintenance 

In the past, city policy has required sidewalks along one side of the street only. The city should 

update the platting and subdivision regulations to require sidewalks on both sides of all new 

collector and arterial roadways or an on-road bicycle trail or a sidewalk on one side of the road 

and a multiuse trail on the other. The city should also plan a more aggressive sidewalk 

maintenance program as many of the sidewalks within the city are in need of repair. 

5.6 Transit Service Improvements 

No plans currently exist to add fixed-route transit service within the City of Williston; however, 

the city recognizes that there is a growing need for public transit services, particularly for the 

elderly population. As described in Chapter 1, there are currently several demand responsive 

transit services and other health and human services transportation providers within the Williston 

area. The city will continue to monitor population trends to ensure that the existing 

transportation needs are being met, and seek funding to expand these services as needed. 


August 2010

CHAPTER 6: IMPLEMENTATION PLAN 

A transportation plan must be flexible enough to respond to current needs while providing proper 

guidance to address important long-term transportation system issues. This implementation plan 

outlines the projects and steps necessary to implement changes in the city's transportation 

network that will provide improved roadways. The improvement projects have been identified 

based on a planning-level analysis, however, implementing the proposed improvements will 

provide the City of Williston with an enhanced future transportation system. 

Several short- and long-range transportation improvement projects were identified and selected 

to be implemented throughout the city and surrounding townships. The improvements were 

separated into projects for the 2020 planning horizon and the 2035 planning horizon. In addition, 

revenue sources and funding strategies were also analyzed as a way for the city to pay for the 

proposed improvements. The funding strategies are outlined in greater detail, including different 

strategies and policies for the city, county, state and federal agencies. 

6.1 Recommended Short-Range Improvements 

The recommended short-range improvements for the City of Williston are shown in Table 8. The 

short-range improvement plan includes a total of 32 projects to be implemented by the year 

2020. The type of projects included covers a range of improvements such as pavement 

rehabilitation, right-of-way (ROW) acquisition, and capacity improvements, and are spread 

throughout the city. A detailed list of improvements and a map showing the location of specific 

projects are included in Chapter 5: Recommendations for the Future Transportation System. 

Estimated Costs 

The total estimated cost for the 32 proposed improvement projects is approximately $141 

million. Detailed explanations of costs are displayed in Table 8. 


August 2010

Table 8: Estimated Cost for Short-Term Improvements 

Project Facility Name: From: To: Planning Level 

No: 

Cost Estimate 

1 26th Street W 6th Ave W 138th Ave NW $18,593,750 

2 Bison Dr Hwy 2 Bypass 24th Ave W $5,250,000 

3 11th Street W 9th Ave W 2nd Ave W $5,468,750 

4 11th Street W at 6th Ave W N/A N/A $200,000 

5 Highway 2 West Bypass 2nd Ave W Box Elder $9,000,000 

6A 2nd Avenue W 26th St W 2nd St W $100,000 

6B 2nd Avenue W 26th St W 2nd St W $7,031,250 

7 Williams CR 9 (East Beltway) North Beltway Hwy 1804 (Broadway) $5,625,000 

8A 141st Street Realignment 


intersection 

51st St NW Hwy 2/85 $130,000 

8B 141st Street Realignment 


intersection 

51st St NW Hwy 2/ 85 $5,468,750 

9 University Avenue 26th St E 42nd St E $4,375,000 

10 University Avenue 42nd St E 58th St E $1,875,000 

11 North Beltway Little Muddy River ½ mile west of 16th Ave 

W 

$10,937,500 

12 9th Ave W 42nd St W 58th St W $2,500,000 

13 47th St W Hwy 2 west frontage 

road 

16th Ave W $2,500,000 

14 28th Ave W 26th St W 53rd St NW $2,500,000 

15 32nd St W 24th Ave W 28th Ave W $625,000 

16 29th St W 138th Ave NW 28th Ave W (or to existing 

terminus north of school) 

$1,250,000 

17 139th Ave NW 26th St W ½ mile north $2,625,000 

18 Bison Drive 24th Ave W 26th St W at 138th Ave W $3,281,250 

19 25th St W 19th Ave W 18th St W $1,312,500 

20 51st St NW 141st Ave NW ½ mile east of 140th Ave $6,562,500 

(Bypass) 

NW 

21 140th St NW 51st St NW ½ mile south of 51st St 

NW 

$2,187,500 

22 4th St W West of 140th Ave NW East of 139th Ave NW $8,750,000 

23 14th St W 2nd Ave W 9th Ave W $1,500,000 

24 9th Ave W 9th Ave NW 18th St W $525,000 

25 18th St W Hwy 2/85 16th Ave W $360,000 

26 13th Ave W 18th St W 26th St W $500,000 

27 22nd St E 2nd Ave W E Dakota Pkwy $550,000 

28 West Frontage Road of 2nd 

Ave W 

$250,000 

29 East Frontage Road of 2nd 

Ave W 

$500,000 

30 26th St W 6th Ave W 27th Ave W $1,200,000 

31 Beltway ROW Preservation Hwy 2/85 North of City Hwy 2/85 West of City $2,850,000 

32 Beltway Hwy 2/85 North of City Hwy 2/85 West of City $24,375,000 


August 2010

6.2 Recommended Long-Range Improvements 

The recommended long-range improvements for the City of Williston are shown in Table 9. The 

long-range improvements plan includes a total of 12 projects to be implemented by the year 

2035. The majority of projects include preserving ROW for future roads. Additional 

improvements include constructing new roadways to accommodate future development and 

identifying traffic system management and travel demand management measures to address 

future traffic operations. For a more detailed list of improvements and a map showing the 

location of specific projects, please refer to Chapter 5: Recommendations for the Future 

Transportation System. 

Estimated Costs 

The total estimated costs for the 12 proposed improvement projects is approximately $119 

million. Detailed explanations of costs are displayed in Table 9. 

Table 9: Estimated Costs for Long-Range Improvements 

Project Facility Name: From: To: Planning Level 

No: 

Cost Estimate: 

1 Hwy 2 West Bypass 2 nd Ave W 2 nd St W $26,500,000 

2 Downtown and Core City Areas 

(University Ave, 2nd Ave, 2nd St) 

$2,000,000 

3 42 nd Street W Hwy 2 16 th Ave W $10,937,500 

4 32 nd Ave W (138th St. NW) 53rd St NW Hwy 2/85 $30,625,000 

5 51 st St NW 19 th Ave W 32 nd Ave W $9,375,000 

6 24 th Ave W 58 th St W 42 nd St W $5,468,750 

7 53 rd St NW 139 th Ave NW 25 th Ave NW $6,562,500 

8 38 th St W 25 th St W 28 th St W $1,093,750 

9 N/S Collector 26 th St W 53 rd St W $4,375,000 

10 E/W Collector 138 th Ave NW 139 th Ave NW $4,375,000 

11 140 th Ave NW 26 th St W 51 st St NW $4,375,000 

12 26 th St W 138th Ave NW 141st Ave NW $13,125,000 


August 2010

6.3 Funding Strategies 

Implementation strategies should consider present funding constraints; however, the future 

funding will likely fluctuate many times through 2035. Therefore, The City of Williston should 

continually seek ongoing funding for transportation related projects and develop implementation 

strategies aimed at building infrastructure that will support their long-term growth strategies. In 

addition, regular revenue streams will not cover the future improvements for US Highway 2/85. 

The city should seek specific funding from the state to assist in improving US Highway 2/85 as it 

is under the jurisdiction of NDDOT. 

The City of Williston has transportation needs that substantially exceed current local funding 

revenue sources. This suggests that the city will need to be creative and more aggressive in 

seeking funds for future transportation projects. The following are strategies that the city could 

pursue to obtain funds for developing needed infrastructure. 

NDDOT Urban Program, Safety Program, Bridge Program and Transportation 

Enhancement 

The Urban Program is based on federal legislation which authorizes NDDOT to spend federal 

funds on highway-related improvements on routes within city or urbanized boundaries. The 

Safety Program funds rail crossing improvement projects, intersection improvements at high 

crash locations, intersection realignment, or other improvements oriented to improve or correct 

specific safety issues. Projects are selected using information about high crash locations prepared 

each year by the NDDOT Planning and Programming Division. 

Funding for bridge replacement comes from NDDOT’s bridge apportionment. According to 

NDDOT’s Local Government Manual, counties receive 50 percent of the funds designated for 

bridge replacement. The state receives the other half of the bridge replacement funds, and from 

this amount, cities are provided funds for bridge replacement. Funding for constructing new 

bridges or adding lanes or pedestrian facilities to existing bridges must come from other 

programs. 

Transportation Enhancement (TE) funds are applied to projects which, according to the Local 

Government Manual, increase the value, beauty, or reputation of the transportation network. 

They require a 20% local match. Project examples may include pedestrian or bicycle facilities, 

scenic beautification, historic preservation, and a variety of other transportation related 

improvements. 

Development/Infrastructure Fees 

Public-private partnerships should be considered for every project as a way to fairly distribute 

construction or reconstruction costs of roadways that can be shown to provide improved 

transportation benefits. As growth occurs throughout the city, substantial infrastructure will be 

needed. It is a reasonable expectation that the city should capture revenues from these 

developments to help fund the infrastructure needs. The City of Williston should negotiate with 

developers to ensure that revenues are obtained to fund necessary improvements and/or 

developers construct the necessary improvements as part of the development. In this time of 

growing financial constraints, the city will no longer be able to completely fund the 

infrastructure or needed improvements to address traffic impacts generated by new 

developments. As such, development fees may provide the city with a portion of the costs for 

improving the existing streets or constructing new roadways. 


August 2010

Dedication of Right-of-Way 

The City of Williston should preserve ROW for the key corridors and future improvement 

projects, and should pay special attention to intersections of major facilities such as the proposed 

beltway. The city should first attempt to have ROW designated as part of the platting process; 

however, the city may also consider official mapping, and/or direct purchase to acquire ROW 

needed for identified improvements. In addition, the city should work with developers to 

negotiate ROW dedication for necessary improvements, caused by development. This would be 

similar to the development/infrastructure fee arrangement described above. 

Special Assessment 

The City of Williston could impose a special assessment for properties that would receive a 

benefit from the construction, reconstruction or improvement of a roadway. In order to assess a 

property owner, it must be demonstrated that the value of a property will increase by at least the 

amount of the assessment. This type of financing is typically limited to smaller local projects 

where an increase in property value can be documented to justify the use of special assessments 

as a portion of the project’s financing. It is wise for the city to utilize special assessments to have 

an established written policy in place to maintain a consistent approach when using this 

financing tool. 

Special Service Districts (SSD) 

A special service district is an area within the city (commonly areas with a concentration of retail 

stores) where the costs of special services are paid using revenues collected from service 

charges. SSDs are typically used for sidewalk/trail maintenance, landscaping maintenance, 

signage, parking facilities, public art, streetlights, and driveway relocations. 

Bonding 

Bonding is a potential source of revenue for major projects. The city should investigate this 

funding strategy to determine the level of bonding that could be captured and paid by the 

increased property valuations (growth) that is occurring throughout the city. Essentially, the 

future growth of the city would finance repayment of the bonds. As current bonds are paid off, 

the city should shift the bond payments to the transportation budget or issue new bonds for 

transportation projects, and continue the current bond payments to finance the repayment of the 

transportation bonds. 

Local Property Tax 

Local property taxes (city and county) can be used as a revenue source for smaller projects; 

however, the magnitude of these funds is unlikely to be large enough to fund the major 

improvements identified. The key is that the city and county should establish and maintain 

stable property tax revenue dedicated to transportation projects. 

County/City Sales Tax 

A political subdivision must get special legislation authorizing the imposition of the sales tax. 

The statute requires that the governing body of the political subdivision pass a resolution 

indicating its desire to impose the tax prior to requesting the enabling legislation. The resolution 

must include information on the proposed tax rate, the amount of revenue to be raised and its 

intended use, and the anticipated date when the tax would expire. 


August 2010

Tax Levy 

The local tax levy is used for multiple purposes, including street construction and/or 

reconstruction. There is much competition among various local needs for local property tax 

revenue, so the city should proceed with prudence when assessing whether or not to invoke a tax 

levy. 

Tax Increment Financing 

Tax increment financing, or TIF, is a funding mechanism whereby cities use the new amount of 

property tax revenue (the “increment” over and above what the local taxing entities were 

receiving prior to the increase in value) to pay for certain identified improvements such as 

demolition of existing blighted structures, removal of existing infrastructure, or construction of 

new infrastructure needed to make new development possible. State statutes provide direction as 

to the stipulations or conditions under which a TIF district can be created, and they lay out 

parameters for the allowed use of TIF funds. Most cities choose to identify a “sunset” for the 

TIF, based on an estimate as to when adequate revenues will have been raised to pay for the 

designated improvements. If they reach that point in advance of the designated sunset date, they 

can end the TIF early. 

Cooperative Agreement (City/County) 

A common cost sharing strategy is an agreement between the city and county covering 

street/roadway improvements that are of joint concern. As an example, county funds (to be 

matched with city funds) could be used to replace curb and gutter, construct storm sewer, or 

install traffic signals. 

Agency Collaboration 

Agencies may need to collaborate, pool resources, and jointly lobby for outside funding 

assistance to fund large transportation projects or major highway expansions that could provide 

significant long-term benefits to the region. This would include the US Highway 2/85 beltway 

and corresponding improvements. In addition, when applying for federal funds, projects that 

highlight cooperation between agencies usually tend to receive funding over those that do not, as 

they can be shown to provide a greater benefit. 

Congressional High Priority Project (HPP) Funding 

Congressional funding is sometimes directed at specific projects that will have a significant 

impact on a community’s transportation system, are identified as a high priority on a regional or 

national basis, or achieve targeted national objectives. Typically, such projects require 

congressional authorization and appropriation action, which are most frequently accomplished 

every five to six years, during reauthorization of the federal transportation program. The new 

2010 reauthorization process is underway and it can be expected to include HPP project funding, 

as well as many new programs. 

Special Congressional Funding (i.e., ARRA, TIGER) 

In 2009, Congress appropriated funds through the American Reinvestment and Recovery Act 

(ARRA) and the Transportation Investment Generating Economic Recovery Grant (TIGER) 

program, for transportation projects that would stimulate the economy and create jobs. Future 

congressional funding of this nature is expected to be budgeted in future transportation, and 

could be used for roadway reconstruction projects that are “shovel-ready.” 


August 2010

APPENDIX A 

PUBLIC PARTICIPATION 

Refer to Appendix 2 of Comprehensive Plan

APPENDIX B 

TRAFFIC MODEL TECHNICAL MEMO

Williston Traffic Model 

Appendix B 

SRF No. 0086505 

Travel demand models forecast the amount of travel on transportation facilities given 

assumptions of future development and transportation system improvements. Travel demand 

forecasts developed for this planning process were based on the Williston area travel demand 

model. The base year used to develop the model was 2005 because of the availability of traffic 

and land use data for that time period. The 2005 traffic count data is believed to be a very close 

match to the 2000 census data, since a minimal amount of new development occurred between 

2000 and 2005, and the oil industry had not begun its resurgence, as it had when the 2008 counts 

were taken. 

Zonal Data Representation 

The Williston travel demand model uses development activity as expressed by household, retail 

employment and non-retail employment to estimate travel. The model is represented by 

transportation analysis zones (TAZs) depicted in figure A-6. The Williston area is divided into 

77 geographical zones that cover the city of Williston as well as the surrounding townships. 

Existing land use and future development data were referenced in allocating the socioeconomic 

data to the TAZs. 

Roadway Network Representation 

The roadway system is represented in the travel demand model as a representation of attributes, 

such as area type, facility type, length, speed, number of lanes and capacity. It includes all 

principal arterials, minor arterials and collector roadways in Williston and the surrounding area. 

Travel Demand Modeling Process 

The main components of the Williston travel forecasting process are illustrated in Figure A-1 and 

are described below. The Williston travel demand model was built in Citilabs application 

manager. This provides a user friendly environment to view, modify and run the model for 

future applications. Each of the modeled scenarios are provided in the scenario manager 

interface within the Citilabs Scenario Manager. 

Williston Traffic Model Final Report & Documentation October 2009 

Page 1

Figure A-1 

Williston Travel Demand Model 


Page 2

Highway Network: Roadways are described in terms of attributes, such as area type, facility 

type, length, free-flow speed, number of lanes and capacity. 

Zonal Data: The TAZ structure of the model was established to properly represent the location 

of local development and appropriately load it to the network. 

Trip Generation: Trip generation is the process by which the number of trips attributed to a 

zone is estimated based on the amount and type of socioeconomic activity in that zone (i.e., 

households and employment). The end result of trip generation estimation is the total number of 

trips produced by and attracted to each zone. 

Trip Distribution: The trip distribution process converts the person-trips estimated in the trip 

generation process to movements between pairs of zones based on the amount of travel activity 

in a zone and a generalized travel time between the producing zone and other zones. 

Highway Assignment: Daily highway trips are routed from zone-to-zone along the roadway 

system using an equilibrium assignment process. This process reflects congested conditions for 

any given portion of the highway system. The product is daily traffic volumes throughout the 

network. 

Validation: For the purpose of this study, model validation is defined to include the degree to 

which the travel demand model replicates known ground counts. A model was run for the 2005 

highway network and socioeconomic data in order to compare the modeled daily volumes with 

actual ground counts. The areas of validation are based on the Federal Highway 

Administration’s Model Validation and Reasonableness Checking Manual (1997). These areas 

of validation include screenline analysis, vehicle miles of travel, coefficient of determination, 

link root mean squared error, and link deviation from count. 

Screenline Analysis: Screenlines were used to evaluate overall traffic flow performance in the 

validation model. Two east-west screenlines and two north-south screenlines were established 

across Williston and are shown below in Figure A-2. The results of this analysis are given in 

Table A-1. 


Page 3

Figure A-2 

Screenline Locations 

A 

Table A-1 

Validation Model Screenline Analysis 

Screenline 

B 

2005 AADT 

(vpd) 

C 

2005 Model 

(vpd) 

Percent 

Difference 

A 28,435 24,336 -16.8% 

B 33,825 37,837 10.6% 

C 33,400 31,644 -5.5% 


Page 4

The following figure shows that for the volume ranges in the table above, the maximum 

desirable deviation is between 35 and 40 percent. These screenlines meet this threshold. 

Figure A-3 

Maximum Desirable Deviation in Total Screenline Volume 

Vehicle Miles of Travel: A 3% deviation between the model and actual VMT was achieved. This 

is within the FHWA as well as the EPA guidelines for VMT. 

Correlation: A correlation of determination value of 0.83 was achieved. This is reasonable 

given the zone sizes in the model, which are a function of the scope of the project and the 

availability of data in the area. 

Link Root Mean Squared Error (RMSE): The average error of the model can be estimated in two 

ways. The first, the average arithmetic error compares the average modeled volume with the 

average count volume. For this measure, the Williston model has an error of -11 percent, which 

represents a numeric difference of 360 vpd from the average count. This is acceptable due to the 

low average count value. However, analysts frequently use a more restrictive measure called 

Root Mean Squared Error (RMSE) that does not allow a too-high volume to be averaged and 

offset against a too-low volume. Furthermore, error on higher volume facilities is weighed more 

heavily. For the Williston model an RMSE of 42 percent was achieved. This value is reasonable 

based on the small average count value and the acceptable threshold displayed in figure A-4. 


Page 5

Figure A-4 

Maximum Desirable Error for Link Volumes 

Source: Model Validation and Reasonableness Checking Manual (FHWA, 1997). 

Link Deviation from Count: Differences between modeled volumes and ground counts are 

expected in a model. The significance of any difference depends on whether the difference 

affects roadway requirements (such as the number of lanes) and the variance in traffic counts. 

The Williston model attained a 57 percent within-describable threshold, which necessitated 

applying the adjustment process described in the following section. Numerically, high volume 

roadways had the best fit, while more low volume roadways exceeded the desirable deviation as 

shown in Figure A-5. 


Page 6

Figure A-5 

Maximum Desirable Error for Link Volumes 

Model Adjustment: While the Williston model is validated to existing year 2005 counts, there 

is always a certain base-year discrepancy in each link or residual error in the model. To account 

for this discrepancy, forecast year volumes should be adjusted on a link-by-link basis. It is 

recommended that this practice be used consistent with the methods described in NCHRP 255 

(Highway Traffic Data for Urbanized Area Project Planning and Design). Three calculations are 

used in making adjustments to the link volumes produced by the model. These are the Ratio 

Method, the Difference Method, and the Average Method. The calculations for each of these are 

given below. 

Ratio Method: 

AdjustedVolume FutureModelVolume 

 

BaseCount 

BaseModelVolume 

Difference Method: AdjustedVolume FutureModelVolume 

( BaseCount BaseModelVolume) 

Average Method: Average of Ratio Method and Difference Method 


Page 7

Table 8 shows the conditions under which each of these methods is appropriate. In general, the 

ratio method provides potentially volatile and unstable adjustments where the travel demand 

model is extremely different than the counts, or where growth is proportionately high. 

Consequently, it is never used on its own. In most cases, the average method should be 

appropriate. 

Table A-2 

Model Adjustment Process 

Condition Implications of Condition Method Used 

FutureVolume 

3 

BaseVolume 

BaseCount 

1. 

5 

BaseVolume 

BaseVolume 

BaseCount 

1. 

5 

High model growth may cause the ratio 

method to result in unreasonably high adjusted 

volumes. 

A large underestimation by the model in the 

base year may cause the ratio method to result 

in unreasonably high adjusted volumes. 

A large overestimation by the model in the 

base year may cause the ratio method to result 

in unreasonably low adjusted volumes. 

Difference Method 



All Other Cases Average Method 

There are cases where none of these methods are appropriate, for example on a new facility or on 

a facility which is experiencing a major change in capacity in the future. This adjustment 

method may be applied across a screenline in those cases. Reasonable engineering/planning 

judgment should be used in using any adjustment technique, as well as in using unadjusted future 

volumes. The modeling process as developed includes a field to identify locations where 

additional manual adjustments were made for base year forecasts. 


Page 8

Table A-3 

Williston Socio-Economic Data by TAZ 

2005 2035 

Retail Non-Retail Total 

Retail Non-Retail Total 

TAZ 2005 2035 Households Employment Employment Employment Households Employment Employment Employment 

12 City City 0 0 0 0 0 0 20 20 














46 City City 557 109 923 1,032 557 109 923 1,032 










63 City City 440 328 1,366 1,694 440 328 1,366 1,694 





69 City 


City 0 0 486 486 0 0 486 486 

Total 

5,288 1,112 8,151 9,263 

11 Twp City 23 0 5 5 96 110 531 641 




23 Twp City 0 0 0 0 1,313 158 493 651 










77 Twp 


City 61 0 0 0 61 0 232 232 

Total 

9,987 3,204 12,765 15,969 

1 Twp Twp 6 0 2 2 6 0 2 2 

2 Twp Twp 0 0 8 8 0 0 8 8 

3 Twp Twp 0 0 0 0 0 0 0 0 

4 Twp Twp 39 0 19 19 39 0 19 19 

5 Twp Twp 61 0 13 13 61 0 13 13 

6 Twp Twp 0 0 0 0 0 0 0 0 

7 Twp Twp 0 0 10 10 0 0 10 10 

8 Twp Twp 0 0 65 65 0 0 65 65

Table A-3 

Williston Socio-Economic Data by TAZ 

TAZ 2005 2035 

Households 

Retail 

Employment 

2005 2035 

Non-Retail 

Employment 

Total 

Employment Households 

Retail 

Employment 

Non-Retail 

Employment 

Total 

Employment 

9 Twp Twp 137 0 16 16 137 0 16 16 

10 Twp Twp 0 0 0 0 0 0 0 0 

19 Twp Twp 0 0 0 0 133 0 0 0 

20 Twp Twp 0 0 0 0 285 0 0 0 

21 Twp Twp 0 0 0 0 0 0 0 0 

22 Twp Twp 8 0 0 0 8 0 0 0 

34 Twp Twp 40 0 0 0 40 0 0 0 

35 Twp Twp 21 0 0 0 21 0 0 0 

36 Twp Twp 0 0 0 0 0 0 0 0 

39 Twp Twp 0 0 0 0 0 0 0 0 

41 Twp Twp 0 0 0 0 8 0 0 0 

51 Twp Twp 0 0 0 0 0 0 0 0 

53 Twp Twp 0 0 0 0 0 590 620 1,210 

54 Twp Twp 53 0 35 35 983 640 35 675 

55 Twp Twp 1 0 42 42 181 220 242 462 

56 Twp Twp 11 0 0 0 11 0 0 0 

58 Twp Twp 0 0 0 0 0 0 0 0 

68 Twp Twp 0 0 0 0 0 0 0 0 

70 Twp Twp 139 5 78 83 445 305 165 470 

71 Twp Twp 74 12 35 47 161 162 122 284 

72 Twp Twp 0 5 0 5 0 5 160 165 

73 Twp Twp 0 0 35 35 0 0 35 35 

74 Twp Twp 0 0 0 0 0 0 0 0 

75 Twp 

Township 

Twp 0 0 0 0 0 0 0 0 

Total 

Regional 

952 62 453 515 2,519 1,922 1,512 3,434 

Total 

6,240 1,174 8,604 9,778 12,506 5,126 14,277 19,403

J:\Maps\6505\mxd\figurex_TAZ.mxd 


Township 

10 

21 22 23 

1 

4 

35 36 37 

53 54 55 

70 71 


TAZ 



0 1 2 

Miles ´ 


Township 

72 

38 

39 

12 

13 

7 8 9 

11 

14 15 

5 

2 

18 19 

24 

29 31 

28 

27 

26 

34 

25 

30 32 

33 

42 

40 44 47 48 

50 

51 

41 43 

45 

46 49 

57 

56 59 61 63 65 68 

67 69 

58 

60 

66 

62 64 

73 

16 17 

74 75 

Transportation Analysis Zones (TAZ) 

Williston Comprehensive and Transportation Plan 


76 

Pì 



6 

3 

52 

Stony Creek 

Township 

77 

20 

Figure A-6

Transportation Plan - City of Williston

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