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Kalispell Area Transportation UpdateCOUNCIL WORKSHOP November 26, 2007 1, Kalispell Area Transportation Plan (comments by Bob Hafferman) Table ES-1 TSM-5 3' Avenuel4' Avenue Couplet I agree with removing these avenues from the "urban aid system". It is unlikely these streets will receive any maintenance or improvement money from. M OT. I have doubts about removing the one-way designations unless there is more -than -minor rehabilitation work done. I drive these roads at least one every week day. with parking on both sides a two-way designation will create the same problems we face with 7' Avenue west, primarily between 6 ' and 8' Streets of 7�. Before removing the one way designation the parking problem must be solved trs�. This would probably require widening if safe driving conditions are to be attained. If remaining as a one-way designation, I suggest the center portion only (14) be milled to a depth of 2", or more, for rehabilitation. There really is no need to mill the entire width. TSM--10 and 17 2nd Street East/Conrad Drive/Woodland Park Drive What is the difference between an "urban compact" and a regular roundabout? TSM-19 Appleway Drive and US 2 Where would a west -bound vehicle go if it got to this intersection? won't the by-pass eliminate this weird intersection? Perhaps left turn lanes should be advocated for the after -by pass intersection of yet -unnamed intersection east of the overpass that the intercepted Corporate Drive. TSM-25 Traffic Impact Statements By most statements from the planning department the 100 trips/day is equivalent to 10 residents. This is a small development and a traffic analysis could be very costly if the development accesses only on local streets. If the development accesses an arterial, then 100 trips/day may be justifiable. Our current Design & Construction Standards require an impact analysis after 300 trips/day is reached. I suggest this figure remain where access is onto local streets only. TSM-27 Community -Wide Opticom System What is it? MSN- 11 New Roadway Connection Foy Lake Road to US 2 Does Wayne Turner's proposed '"Dillow Creek subdivision meet this requirement? MSN-27 7'h Avenue East Extension This has always been a contentious issue. It appears tp me that this will create a de facto by-pass between Whitefish Stage and willow Glen. I would like to see the traffic analysis for this connection. At this time I would like to see this item deleted from the program. ... Y City of Kal ...... .... .y:. . . . . . . . . . . . . . . . wr w Post Office �o� �:9�7 Kalispell, Montana 599�]3-199�' Telephone 406758�-7?2o Fax 4067 8-'� 1 REPORT TO: Mayor and City Council FROM: James C. Hansz, P.E., Director of Public SUBJECT: Kalispell Area Transportation Plan U MEETING DATE: work Session November 26, 2007 For the past year Robert Peccia and Associates, MDT and the City have worked to update the Kalispell Area Transportation Plan that was first prepared in 1993. The result of this effort is the final public draft of the plan that was distributed in October. Copies of the draft were sent to a long list of people and organizations involved in the preparation of this plan. Copies of the draft plan were also provided to the City Council and Planning Board, the library. The draft plan also was posted on the City's website and on the Peccia website. Free copies of the plan (on CD ROM) were available from the City Planning Department and the Public Works Department. Several meetings were conducted throughout this process with the TAC and the public; the last was held October 25th at Central School to answer questions about the public draft. Jeff Key with Robert Peccia and Associates will be present for this work session to review the public draft with City Council and Planning Board, answer questions, and seek additional input for the final document. A copy of the Executive Summary is attached for convenient reference. November 26, 2007 Transportation Plan Update.doe Lk 'SN'11 E7L! 1 Ef; TRf;NSPORTtqTION PLf;H (2006 UPDf;TE) Prepared For Kalispell Transportation Advisory Committee (TfIC) Kalispell, Montana In Cooperation With: City of Kalispell Montana Deportment of Transportation Federal Highway Administration Adopted By: Kalispell City Council. December . Ioo7 Prepared By: Robert Pecdo Fi fUsociates 825 Custer Avenue P.O. Box 5553 Helena, MT 59504 October 1st, 2007 Executive Summary October 1st, 2007 EXECUTIVE SUMMARY The city of Kalispell and the surrounding area is at a critical juncture regarding its transportation system. The area has been "found", and as such is experiencing tremendous growth patterns. The different growth being realized currently includes a mixture of commercial, residential, industrial, retail and office. This growth, coupled with existing transportation system constraints, have necessitated the update of the community's current Transportation Plan. This update of the Kalispell Area Transportation Plan is intended to offer guidance for the decision -makers in the greater Kalispell community. It contains a multi -modal analysis of the transportation system in Kalispell. This Plan includes an examination of the traffic operations, road network, transit services, non -motorized transportation alternatives, transportation demand management (TDM) and growth management techniques that will help encourage the use of alternative modes of travel. This document also identifies the problems with the various transportation systems and offers recommendations in the form of improvement projects and progressive programs that will relieve existing problems and/or meet future needs. The development and implementation of a Transportation Plan is a good tool for managing growth and accommodating development needs. Not only do Transportation Plans provide analysis and mitigation for the existing transportation system currently being utilized, it also provides an opportunity to "look into the crystal ball" to try and predict future growth — where it is likely to happen, when it is likely to happen, and how much of it is likely to occur. More importantly, by predicting this growth the community can be primed to deal with it before infrastructure problems become apparent. This is one of the fundamental goals of developing a Transportation Plan — identifying transportation system needs before it is too late. By doing so, planners and community leaders can begin to plan and program needed infrastructure improvements pertinent to the transportation system. The city of Kalispell and its adjacent lands are developing at an extremely rapid pace. If the development that is predicted in Chapter 3 is realized over the planning horizon of this document (year 2030), there will be significant infrastructure constraints regarding the roadway system. Based on forecasts from the US Census Bureau and the Montana Department of Commerce, the community can expect to see growth equating to an additional 15,000 dwelling units and 30,500 retail & non -retail jobs by the planning horizon year of 2030. These totals are for the area within this project's study area boundary only. Obviously, additional growth will occur outside of the planning boundary in areas such as Whitefish, Columbia Falls, and unincorporated areas within Flathead County. All of this growth is entered into the urban travel demand model to quantify future traffic conditions in the community. The Transportation Plan study area boundary mimics the boundary selected for the current update to the City's Facilities Plan, and growth forecasts are on par with that document and the recently completed US Highway 93 Bypass Environmental Impact Statement (EIS) re-evaluation (2005). For the most part, the transportation system in the greater Kalispell area functions adequately for about nine (9) months out of the year --- with some exceptions. The real impact realized by the areas citizens occur during the summer tourist months, when main roadway corridors, and associated intersections, are congested. These problematic corridors and intersections have been identified, and without expansion or revision in the near future, will see congestion and "levels Kalispell Area Transportation Plan (2006 Update) iii Executive Summary October 1st, 2007 of service" deteriorate due to the excessive growth on the horizon. This will be perhaps the greatest challenge — trying to keep up with the current development trends that are impacting the transportation system. Coupled with this is making sure appropriate infrastructure is in place to accommodate the anticipated growth over the planning horizon. Several major travel corridors will be pushed to their limits in the coming years. These major travel corridors that are experiencing heavy amounts of traffic volumes are US Highway 2, US Highway 93, Reserve Drive, & Meridian Road. Additionally, many now rural roadways will by necessity become "urban" roadways as the City contemplates property annexation and grows northward and westward. These have been identified for urban standards, as appropriate, in this document. Perhaps the most interesting feature of the future transportation system is the major impact the proposed US Highway 93 Bypass will have on area traffic patterns. The Bypass is presently being designed, along with right-of-way being acquired, for the full build section between US Highway 93 South (near Gardner's Auction) north to the terminus at Reserve Drive. This "full - build" section has drastic benefits for about 2/3rds of the community's transportation system. However for these benefits to be realized, it does necessitate the full project to be constructed. Presently, it is not planned to build the full section in the near future. The only sections that are committed to within the next five years are a small segment near the southern terminus (Gardner's Auction to Airport Road) and the Reserve Loop Drive (construction completed during the development of this Plan). It is noted, however, that the Technical Advisory Committee (TACK has made it their number one priority to fund the full Bypass over the coming years when dollars become available. Because of this, most of the projects recommended later in this document in Chapter S and Chapter 9 will only happen through innovative financing strategies (impact fees, transportation bonds, etc.) and/or partnerships with private developers. The recommended projects will have to be developed and balanced against the funding needs required for the full Bypass project. It must be acknowledged that under current funding conditions, the focus should be on getting the most out of the existing transportation system. The bigger "corridor type" projects should come in parallel to private development requests (with the exception of the Highway 93 Bypass). Outside of the development realm, the following opportunities should be fully considered with each and every transportation project: ■ Continue to make pedestrian and bicycle travel amenities a normal part of transportation system planning. There will of course be cases where non -motorized travel modes may not be feasible due to right-of-way constraints, topography, etc., but as a matter of practice every effort should be made to incorporate non -motorized facilities in planning activities. Non -motorized planning activities are discussed in great detail in Chapter 4 of the Plan. ■ In newly developing areas, plan for a "grid" transportation system wherever possible. ■ Continue to support transit activities wherever possible. In many smaller western communities, transit success has been severely hampered due to inherent limitations in rural transit systems. In transit systems, ridership is everything. Planning for the future with transit needs in developments, actively seeking out grants, and heightening Kalispell Area Transportation Plan (2006 Update) iv Executive Summary October 1't, 2007 awareness of the community's transit system can ensure that transit will not get "left behind" as the community goes forward with their transportation system. ■ It is crucial to forge partnerships amongst all governmental jurisdictions as the future transportation system is created. The technical advisory committee (TAQ is a good starting point for the various players in the community to forge common ground associated with transportation planning issues. This Transportation Plan examined current goals and objectives related to transportation issues as found in the current 1993 Transportation Plan and the current community Growth Policy. In addition, potential goals and objectives were developed and presented for the community to consider with this Transportation Plan. Update. The new goals and objectives are more specific towards issues like non -motorized transportation and balancing the transportation system for all users, and are reiterated below: Goal # 1: Provide a safe, efficient, accessible, and cost-effective transportation system that offers viable choices for moving people and goods throughout the community. Goal #2: Make transit and non -motorized modes of transportation viable alternatives to the private automobile for travel in and around the community. Goal #3: Provide an open public involvement process in the development of the transportation system and in the implementation of transportation improvements, and assure that community standards and values, such as aesthetics and neighborhood protection, are incorporated. Goal #4: Provide a financially sustainable Transportation Plan that is actively used to guide the transportation decision -making process throughout the course of the next 20 years. Goal #5: Identify and protect future road corridors to serve future developments and public lands. It is intuitive that the connection between land use and transportation is of the utmost importance. As described earlier in this Executive Summary, the Kalispell area is one of the fastest growing areas within Montana. Development patterns are aggressive, and to that end a "land use committee" was convened to revisit the growth assumptions made as part of the US Highway 93 EIS Re-evaluation. This exercise resulted in defining known and potential development projects within the planning study area boundary, as well as outside the study area boundary, and refining the projections and where they might be realized. This was extremely important, since this becomes the input for the travel demand model that allows future traffic conditions to be developed and known. The model relies on future housing (dwelling units), "retail" employment Oobs), and "non -retail" employment Oobs). The "Land Use Advisory Committee" set up for this project predicted significant new housing development primarily to the north and west of the city proper, although there were other housing developments to the east and south. The most pressing housing developments are Kalispell Area Transportation Plan (2006 Update) v Executive Summary October 1St, 2007 planned north and west of the city on the "Section 35" property, as well as developments farther north in the Church Drive area. Considerable commercial development and employment will occur both north and south of the city, with the majority occurring just north and south of the Reserve Drive corridor near US Highway 93 North. Developments in this area that are known include the Glacier Life Style Center, the Hutton Ranch Plaza, and the Section 36 development. Areas to the south of the City include the old School Station and other miscellaneous infill development. The area around Glacier International Airport will also see growth over the coming years and will exhibit a variety of mixed -use development. Land use changes in the downtown area were predicted to be marginal, and although concerned citizens voiced concern over the lack of downtown land use assignments in the traffic model, the downtown environment is rather stable and the developments are currently locating along the city's fringes. A Downtown Master Flan process would be ideal to fully explore downtown opportunities and constraints pertinent to land use concerns. Obviously, the result of all of this combined residential and employment growth translates into additional traffic and higher demands on the transportation system. Traffic volume growth in the greater Kalispell area was projected using a computer traffic model. The model used current socio-economic data and growth trends to project traffic volumes. These projected traffic volumes were used to help identify future traffic problems within the area. The projections indicate that most sections of the current street network can be sufficiently utilized to meet the traffic demands generated by future growth, with conditions. Several corridors will need expansion, and construction of the full section of the US Highway 93 Bypass corridor will be a necessity to allow the system to function acceptably into the future. In order to efficiently respond to the traffic demands identified within the community, a Traffic Demand Management (TDM) strategy is provided. Possible TDM strategies include ride - sharing, carpools, non -motorized forms of transportation, and public transit. Another possible strategy is to encourage local businesses to allow employees to use flex -time to help shift traffic demand away from the peak hours. This Plan also supports the concept of "traffic calming". Historically used as a response to transportation issues on local streets, traffic calming is increasingly being used in new street design to provide pedestrian amenities and ward off future problems associated with vehicle speeds and cut-thru traffic. The City of Kalispell has used certain forms of traffic calming, and this Transportation Plan takes this subject one step further and presents a petition process by which a neighborhood can go forward with a traffic calming request. Also included are examples and guidelines for what types of traffic calming might be appropriate and when. The analysis of the future traffic conditions indicated a need for a variety of improvements in the area. These improvements are presented in two categories: Transportation System „Mann ement (TSMI improvements and Major Street Network (MSN) improvements. A total of twenty-nine TSM projects are recommended, at an estimated cost of about ,$„2,780,000. The MSN projects focus on upgrading entire road corridors and the construction and/or rehabilitation of roadways. Kalispell Area Transportation Plan (2006 Update) vi Executive Summary October 1't, 2007 Thirty --one MSN improvements are recommended, at an estimated cost of approximately J.109,365,000. Note that the costs for the MSN projects do not include the cost of the full US Highway 93 Bypass, which is currently in the design phase. The Transportation System Management improvements are listed in Chapter 8, with Major Street Network improvements being shown in Chapter 9. The various projects are shown in tabular format below by project identifier (number and title), however exact project specifics are discussed in the relevant chapters. It must be reco nized that the projects listed in Table ES-1 and Table ES-2 are not listed„ in „any ... prior�ty. Future prioritization of projects in this document are at the discretion of the various governing authorities within the planning area. Table ES-1 city of .Kanspeu "Transportation System N1anattement C1'SM " Proi ect TSM-1 Evergreen Drive 1 LaSalle Road * Intersection reconfiguration/realignment ■ Includes turn ba s and curb bulb -outs TSM-2 LaSalle Road 1 US Highway 2 * Geometric modifications ■ Turn lanes and signal revisions TSM-3 Indian Trail Road 1 US Highway 93 North ■ Traffic signal warrant analysis (evely three ears TSM-4 MT Highway 351 Helena Flats Road ■ Southbound left -turn movement restrictions ■ No truck traffic si in TSM-5 3rd Avenue 14th Avenue Couplet ■ Remove one-way couplet and change to two-way traffic flow ■ Remove from "urban aids stem" TSM Reserve Dave tiller Road `' In ll.nodern roundabout; Prot c� e �0 �d ��� 200 . ....................... TSM-7 US Highway 21 Woodland Park Drive ■ Extend westbound left -turn storage length on US Highway 2 ■ Stripe eastbound right -thin lane on US Hi hwa 2 TSM-S Conrad Drive 1 Willow Glen Drive ■ Install modern roundabout traffic control TSM-9 US Highway 93 North 1 Home Depot Signal ■ Add westbound and eastbound left" -turn lanes ■ Change signal phasing and timing for "left protected" movements TSM-10 2nd Street East 1 Woodland Avenue ■ Install an "urban compact" modern roundabout ■ Install te!Liporary roundabout prior to permanent installation TSM-11 Willow Glen Drive l Woodland Avenue Remove sight distance obstructions on adjacent private land * Provide pedestrian crossing on Willow Glen Drive TSM-12 18th Street 1 Airport Road * Reconstruct intersection to remove "offset" alignment TSM- 13 Main Street (between 9th and 12th Street) ■ Re -stripe Main Street to four -lane geometry ■ Minor widening along curb -lanes rnajy be required TSM-14 US Highway 931 Northridge Drive ■ Modify intersection to allow northbound left turn protected phase Kalispell Area Transportation Plan (2006 Update) vii Executive Summary October Vt. 2007 TSM-15 4th Avenue East /2nd Street East ■ Modify intersection to allow for three-way stop control TSM-16 Whitefish Stage Road 1 West Evergreen Drive ■ Implement three-way stop control ■ Add separate westbound left- and right -turn bays TSM-17 2nd Street East 1 Conrad Drive 1 Woodland Park Drive ■ Install a modern roundabout intersection traffic control TSM-18 Foys Lake Road & Valley View Drive ■ Install an "urban compact" modern roundabout TSM-19 Appleway Drive & US Highway 2 ■ Restrict westbound left -turn from Appleway Drive TSM-20 South Meridian Road & 7th Street West ■ Install an "urban compact" modern roundabout TSM-21 South Meridian Road Corridor (Appleway Drive to Center Street) ■ Widen roadway prism to provide back-to-back left -turn lanes ■ Install northbound right -turn lane at Center Street ■ Review traffic signal control warrants every three years TSM-22 South Meridian Road & 2nd Street West ■ Install "urban compact" modern roundabout TSM-23 Four -Mile Drive 1 W. Springcreek Road ■ Modify geometrics of intersection to a conventional four -legged geornetry- TSM-24 Traffic Signal Synchronization - US 93 & US Highway 2 ■ Revisit traffic signalization timing and phasing along corridor eve two_(;) ears TSM-25 Traffic Impact Study Requirements IN Require Traffic Impact Studies (TIS's) be prepared for all developments generatingmore than 100 trips per day TSM-26 Transportation Plan Update Schedule ■ Prepare an update to the conununity Transportation Plan every five (5) years to revisit land use assumptions and update com leted project list TSM-27 Community -Wide Gpticom System Review ■ Review the community's opticom system periodically, via the manufacturer or a Consultant, to ensure equipment need are met and travel patterns for emergency services are better understood TSM-28 County Land Development Issues/Geometric Considerations ■ Review development specific mitigation needs to ensure compliance with major Transportation Plan recommendations contained in Chapter 8, Chapter 9 and Chapter 10 Table ES-2 Kalispell Area Transportation Plan (2006 Update) Viii Executive Summary .................... . . .. October 1". 2007 CMSN-4 US Highway 93 Bypass (Southern Portion) ■ US :highway 93 Bypass construction • Two-lanegeometry between Gardner's Auction area and Airport Road MSN 1 West Reserve Drive - Stillwater to West Springcreek Road ■ Reconstruct to a five -lane minor arterial urban roadway section MSN 2 Four Mile Drive - Stillwater Road to US Highway 93 0 Construct new three -lane minor arterial urban section MSN 3 Grandview Drive Extension - Existing Bend to Whitefish Stage Road ■ Extend Grandview Drive as an urban minor arterial MSN 4 Whitefish Stage Road - Reserve Drive to Rose Crossing ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 5 Whitefish Stage Road - Rose Crossing to Birch Grove Road ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3--lanes MSN 6 Helena Flats Road - Montana Highway 35 to Rose Crossing 0 Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 7 Foys Lake Road (Whalebone Drive to Valley View Drive) ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN S Four Mile Drive - West Springcreek Road to Stillwater Road ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 9 Rose Crossing (western Corridor Creation - Farm to Market to Whitefish Stage) ■ Create new, major east/west corridor to serve future travel needs ■ Urban minor arterial (2-lane with bays and/or 3-lanes) ■ Junior interchange at intersection with US Highway 93 MSN 10 Stillwater Road - Four Mile Drive to West Reserve Drive ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN- 11 New Roadway Connecting Foys Lake Road to US Highway 2 ■ Create a new northJsouth route to serve development and relieve future traffic on South Meridian Road • Urban collector standard with relatively straight alignment to establish rids stem MSN 12 West Springcreek Road - US Highway 2 to West Reserve Drive ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 13 Willow Glen Drive - Conrad Drive to Woodland Avenue 0 Reconstruct to an urban minor arterial (2-lane with bays and/or 3-lanes) ■ Incorporate Sam Bihler Commemorative Trail design features MSN 14 Church Drive (Western Corridor - Farm to Market Road to Whitefish Stage Road) ■ Construct and/or reconstruct a major east/west corridor to serve future travel needs ■ Urban minor arterial (2-lane with bays and/or 3-lanes) • Junior interchange at intersection with US Highway 93 MSN 15 Trumble Creek Road - Rose Crossing to Birch Grove Road w Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 16 Conrad Drive - Willow Glen Road to Shady Lane ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 17 Shady Lane - Conrad Drive to MT 35 ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 18 Reserve Drive - US Highway 93 to Whitefish Stage Road ■ Reconstruct to a five -lane minor arterial urban roadway section MSN 19 Reserve Drive - Whitefish Stage Road to LaSalle Road ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 20 Reserve Drive - LaSalle Road to Helena Flats Road ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 21 Evergreen Drive - Whitefish Stage Road to LaSalle Road a Reconstruct to an urban minor arterial (2-lane with bays and/or 3-lanes) Kalispell Area Transportation Plan (2006 Update) Executive Summary October 1st, 2007 MSN 22 Whitefish Stage Road - Oregon Street to Reserve Drive ■ Reconstruct to an urban minor arterial 2-lane with bays and/or 3-lanes MSN 23 18th Street West Extension/Sunnyside Drive ■ Design and construct a new urban collector 2-lane with ba s MSN 24 LaSalle / Conrad Drive Connector ■ New connection to an urban minor arterial (2-lane with bays and/or 3- lanes) ■ Only co m lete after improvements to Willow Glen Drive are in lace MSN 25 MT 35 Expansion ■ Reconstruct MT 35 between LaSalle Road and MT 206 ■ Four -lane principal arterial with new bridge ■ Very long-term project MSN 26 US Highway 2 East - LaSalle Road to Woodland Park Drive ■ Expand to six -lane urban principal arterial facility • Westbound inside lane "drop" at Woodland Park Drive ■ Eastbound outside lane " ick-u " after Woodland Park Drive MSN 27 7th Avenue East Extension ■ Provide connection between Idaho Street and Woodland Park Drive ■ Urban collector, two-lane standard with context sensitivity MSN 28 7th Avenue East North (E. California Street to Whitefish Stage Road) ■ Reconstruct roadway segment to a 2-lane urban minor arterial ■ Ensure context sensitivity_and pedestrian friendly amenities MSN 29 Three -Mile Drive (W . Springcreek Road to Meridian Road) ■ Reconstruct to an urban minor arterial 2-lane with ba s and/or 3-lanes MSN 30 Two -Mile Drive (W. Springcreek Road to Meridian Road) ■ Reconstruct to an urban collector 2-lane with ba s and/or 3-lanes MSN 31 US Highway 93 North (Reserve Drive to Birch Grove Road MSN 31 a Provide for a "junior interchange" at Rose Crossing /US 93 North MSN 31(b) ■ Provide for a three-quarters access at -grade intersection at US 93 North/Tronstad MSN-3 c ■ Provide fora "Junior interchange" at Church Drive/US 93 North MSN- 31(d) ■ Complete "access control plan" for US 93 North between Reserve/Birch Grove US Highway ■ Full bypass construction, as a four -lane, access controlled facility 93 Bypass ■ Currently in process of desigE and right-of-way acquisition One of the most important pieces of information that is provided in this Plan is a projection of the recommended "major street network". This network is included in this Executive Summary as shown on Figure ES-1 and Figure ES-2 (as well as later in the report in Chapter 11), and identifies where the future arterial and collector routes of the community should be located as the area develops. This map is an important planning tool. This projection of the future road system is essential for the city and county planners. It provides a blueprint of how the arterial network should be developed. It enables the planners to locate future arterial corridors, and to request appropriate amounts of rights -of -way and new road sections throughout the development process. This will allow the community to create a logical and functional road network for the future. It is important to note that identifying the desired general alignment of future road corridors is significantly different from building roads to encourage development. The socio-economic trends indicate that steady and sustainable development will occur within the 24-year planning horizon of this Transportation Plan. This map of the future road system will insure that anticipated development also produces an appropriate road system. Kalispell Area Transportation Plan (2006 Update) x Executive Summary October 1s', 2007 The combined cost for both types of recommended projects exceeds the funds estimated to be available through the programs that traditionally finance transportation improvements. This should not be interpreted to imply that this Transportation Plan is not fiscally sound. What does need to be recognized, though, is that many future projects will need to be financed by the private sector during the development process to assist with the building and expansion of the transportation infrastructure. Additionally, alternative finance mechanisms should be explored on a project -by -project basis. Several of the recommended projects that may experience funding shortfalls are predicted for projects within the County that are not eligible for conventional funding participation. These projects especially will require other measures to fund the improvements (such as transportation bonds, developer impact fees, RID'sISID's, etc.). Although this document is a tool that can be used to guide development of the transportation system in the future, local and state planners must continually re-evaluate the findings and recommendations in this document as growth is realized and development occurs. If higher than anticipated growth is realized in the community, or if growth occurs in areas not originally planned for, transportation needs may be different from those analyzed in this plan. An update and re --evaluation of this document should occur every five years, at a minimum, due to the explosive growth that is occurring within the community. Lastly, tough decisions regarding allowable land use and associated mitigation measures will be in need of constant evaluation as the community grows. The potential for "growth management" areas could be quite feasible in the study area boundary, given the excessive growth predicted and the inability of transportation infrastructure to keep up with the growth. Kalispell Area Transportation Plan (2006 Update) xi M - Ir n WLi •nL J a F 7 III - i � $ v' d Re wl■ No i�i 69P .•. e i1 OR L MP,M MI fit ^@ ■ E � r NI - ■ ® i Wr I dh r _ 1 HRfE UILE 04 i o 0 " Notes: it � F jp,ciln naf ClsssiflcaikM showin on lb -is rigs are rvat 1he "Federalily Approwc Fun ctir all C,lassificathon System for Kalispell A map ofthe LIV104h MDT Welb!SII. FulLirp. rinks �errllffiecl where no Tom currernlly + k exis1s will to Cons1ruCteda!s the 5urrounidtng area dfvE lops ,gj a n a I exact and gha Ud be Vowed aS brad co rrkd gt5, may nol remect federallyapproved lion Itr real. Recommended USN I� y &Aa�'i I-liI °3 MLLIECTOR ...... [RANSPORtArOT4 WAY SO OYVASS If ur Mr - MIMPER ANTE RIAL ® FUTLIMIC °mac" w P R I NC OPA L AR TE FHAI -dWP MOM AH fEMOLL ITU RM "I D t PAGs VU",JRE F FAL jR 'r E p i ik i. F L i r %.AE WWWM AR- f LR'-A- L rijr.--tif coLjpe-Tzp 10 Figure ES, Future Recommended Major Street Network (MSN)