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.
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City of Kal
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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
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