East-West Gateway Connected2045: Long Range Transportation Plan For The St. Louis Region

Preliminary Draft
March 17, 2015
Connected2045
Long-Range Transportation Plan for the St. Louis Region
The East-West Gateway Council of Governments (EWG) hereby

gives public notice that it is the policy of the agency to assure
full compliance with Title VI of the Civil Rights Act of 1964, the
Civil Rights Restoration Act of 1987, Executive Order 12898 on
Environmental Justice, and related statutes and regulations in all
programs and activities. Title VI requires that no person in the
United States of America shall, on the grounds of race, color, sex,
or national origin, be excluded from the participation in, be denied
the benefits of, or be otherwise subjected to discrimination under
any program or activity for which EWG receives federal financial
assistance. Any person who believes they have been aggrieved
by an unlawful discriminatory practice under TitleVI has a right
to file a formal complaint with EWG. Any such complaint must
be in writing and filed with EWGs Title VI Coordinator within
one hundred eighty (180) days following the date of the alleged
discriminatory occurrence. For more information, or to obtain a
Title VI Discrimination Complaint Form, please see our web site at
http://www.ewgateway.org/TitleVI or call (314) 421-4220 or
(618) 274-2750.
This publication was supported, in part, by federal funds provided

under an award from the U.S. Department of Transportation
through the Missouri Department of Transportation and the
Illinois Department of Transportation. The opinions, findings,
and conclusions expressed in this publication are those of the
authors and not necessarily those of the Missouri Highways
and Transportation Commission, the Illinois Department of
Transportation, the Federal Highway Administration, or the Federal
Transit Administration.
Contents
1
35
47
Regional Context
Performance Management Framework
Transportation Investment Plan
Air Quality Conformity
Appendix
State of the System Report
What is Connected2045?
East-West Gateway Council of Governments (EWG) is the St. Louis regions federally designated
Metropolitan Planning Organization (MPO). In accordance with federal law, EWG develops a long-range
Regional Transportation Plan (RTP) every four years.
Connected2045 is the latest RTP for the St. Louis Region. The Plan includes:
Discussion of public engagement activities related to the Plan development process
Principles and strategies to guide transportation system evaluation and decision making over the
course of the planning period.
An investment plan for major road, bridge and transit projects using federal transportation funds. This
plan consists of Missouri and Illinois departments of transportation and Metro projects that are priority
projects (affordable within the regions anticipated resources for the next 30 years) and illustrative
projects (projects the region would like to pursue, if funds become available).
Documentation of Air Quality Conformity
More information on Connected2045 can be found at www.ewgateway.org/trans/longrgplan/longrgplan.htm
Connected2045
Regional Context
Chapter 1:
Regional Context
| 1
Transportation Improvement Program, an annuallyupdated, four-year list of projects using federal

funds. All federally-funded transportation projects
must be consistent with Connected2045s framework
to be included in the Transportation Improvement
Program (TIP).
Summary and Top Priorities
Regional Context
Connected2045 is the long-range transportation plan

for the St. Louis region. Based on input from regional
citizens, stakeholders, and guidance from elected
officials, it guides transportation decision-making in
the region over the next 30 years.
East-West Gateway Council of Governments
(EWG) is the St. Louis regions federally designated
Metropolitan Planning Organization (MPO), and, as
required by federal law, EWG develops the longrange transportation plan (RTP) every four years.
Connected2045 (the Plan) establishes a project and
policy-based framework that will be implemented
through a variety of short-range transportation plans
and programs. While the project list included in
Connected2045 focuses on regionally-significant
roadway and bridge projects, the policies established
by the Plan will guide EWG as it prioritizes funding
for all modes of transportationincluding public
transportation, freight, bicycle, pedestrian and
paratransit.
The EWG Board of Directors oversees the
development of short- and long-range transportation
plans for the region and selects the federally-funded
capital projects and operation initiatives that will best
carry out the framework created by Connected2045.
Project selection is conducted through the
2 | Long-Range Transportation Plan for the St. Louis Region
Connected2045 employed an innovative and wellattended public engagement program to develop

a vision for St. Louis future transportation system.
In an effort to generate excitement about the Plan
and reach stakeholders and the public early in the
process, EWG partnered with the Missouri History
Museum in conjunction with STL250, the 250th
anniversary of the founding of St. Louis, to host
a four-part regional discussion regarding major
transportation issues in the region. At each event,
regional leaders addressed the opportunities and
challenges the St. Louis region faces as it plans for
the future and citizens were given the opportunity
to join the discussion and express their opinions via
keypad polling. Chapter 1 of the Plan discusses
what EWG learned at each of the four speaker
series events, and outlines the regions current
transportation context and vision for the future.
The information and feedback received during the
speaker series was supplemented by input received
from Connected2045s technical stakeholder group,
consisting of regional experts representing many
diverse perspectives, from freight and economic
development practitioners, to senior citizens, and
bicyclists. This group met for a series of workshops
that focused on Connected2045s performance
management framework, outlined in Chapter2,
which will guide EWG as it implements the
requirements of the current federal transportation
law, Moving Ahead for Progress in the Twenty-First
Century (MAP-21). With the help of the technical
stakeholder group, EWG developed the framework
to ensure the regions transportation investments
align with federal and state priorities. The framework
also establishes a set of performance measures
that will allow EWG to score transportation projects

and annually track progress toward achieving the
regions goals.
The feedback received from the public and
stakeholders shaped Connected2045 during every
phase of its development. The primary message
EWG heard from stakeholders and the public
was that the region needs to prioritize its limited
transportation resources in projects that preserve
and maintain its existing infrastructure.
Additionally, with regards to system expansion,
there was a strong desire to invest in transportation
projects that provide an alternative to singleoccupancy automobile travel, primarily transit.
Chapter 3 includes Connected2045s Transportation
Investment Plan. It outlines the major projects that
will be funded over the next 30 years. Given limited
financial resources, this list cannot address the
entirety of the regions transportation needs.
Chapter 4 of Connected2045 summarizes the Plans
Air Quality Conformity process to ensure that the
plan is consistent with regional and state efforts to
improve air quality and protect public health.
The State of the
System appendix
supplements
Connected2045.
It explores
the data and
analysis that
went into
developing
the Plan
in more
detail.
Presenter, Ron Elz, as Johnny Rabbitt at

the Mo. History Museum.
Weve been planning like its 1975. In a real

sense, our transportation system hasnt
caught up with the 21st century.
Anthony Foxx U.S. Transportation Secretary, 2015
In order to plan for the future of the region, it

is vital to understand the history and current
context of transportation in St. Louis. As such,
Connected2045s first speaker series event at the
Missouri History Museum focused on how St.Louis
transportation past can inform future decision
making. Images like those below, depicted lively
St.Louis city streets accommodating street cars,
horse-drawn carriages, automobiles and pedestrians
at the same time.
However, the multi-modal streets of St. Louis started
to look and function differently in the mid-twentieth
century. In 1956 President Eisenhower signed
Vandeventer and Chouteau Avenue, 1925.
into law a Federal Highway Act that initiated the

construction of a comprehensive national highway
network. That legislation, along with the rise of the
automobile, rapidly changed the transportation
landscape in St. Louis. To many St. Louisans at the
time, other modes of transportation like street cars
and buses could not compete with the appeal and
convenience of the automobile.
As more people began to move away from the citys
center, roadway engineers began prioritizing the
needs of automobiles in roadway design; this focus
continued for the next half century. The St. Louis
region has successfully created a roadway network
that provides a high degree of mobility for the
automobile user and enables a majority of citizens
to seamlessly reach their desired destinations.
However, by prioritizing the needs of automobiles
for over 50 years, the region now has limited travel
options for those without a car.
The future of transportation in

St.Louis
People think transportation 100 years ago
was fundamentally different, but it wasnt
really. Back then we had steam- engine trains,
trolleys, ModelTs. Now we have diesel-electric
trains, the Metro and, soon, automated cars.
Shawn Leight
In 1910, the Greater St. Louis Magazine published

an illustration of how it envisioned the city in 100
years. Along with grand public monuments and
towering skyscrapers, St. Louisans at the time
assumed their streets would still accommodate a
variety of transportation options, although the modes
themselves would evolve as technology advanced.
Looking forward to the transportation system
of 2045, it is important to consider the potential
impacts of technological advances in information,
automobiles, and infrastructure.
Sidewalk on Olive Street looking west toward Seventh Street, 1900.

Connected2045
| 3
Regional Context
History of Transportation in
St.Louis
Over the past decade, smart phones and improved

access to data have changed how people travel
with features like turn-by-turn directions, live traffic
updates, and sophisticated mapping. As mobile
access to real-time data becomes even more
commonplace, travelers in the region will have better
information to make more efficient travel decisions.
This may not only improve traffic congestion and
safety, but improved access to data could also pave
the way for new, innovative transportation options

like pop-up bus services, car- and ride-sharing, and
same day delivery on goods and services.
Additionally, the future promises automobiles that
can drive themselves, communicate with each
other and with surrounding infrastructure. Currently,
features like adaptive cruise control, assisted
braking, lane keeping, blind spot warning, and
parking assist come standard with many new cars.
These pre-cursor technologies are paving the way
for the self-driving and connected cars of the future,
and may open up new opportunities for young,
elderly and disabled citizens to travel with greater
ease.
Regional Context
Transportation researchers are also making exciting

advances in infrastructure technology. The highways
of the future could be paved in solar LCD panels that
can repair themselves, melt snow, and adjust their
lane striping, all while generating a clean source of
energy. Electric buses could seamlessly recharge
at the beginning and end of their routes via electric
booster charge plates set in the road. Preventative
maintenance on the regions bridges and highways
could become more efficient through the use of
drones by inspectors. Multi-modal travel around the
region may also get easier with fully synchronized
traffic signals, intelligent pedestrian crossing, photoluminescent road markings that glow in the dark, and
bioluminescent trees for street lighting.
While it is exciting to envision a futuristic St. Louis,
increased data collection and automation raise
a number of significant questions: Will people
still be able to drive their own cars? Are citizens
comfortable with their travel data being shared with
private companies? What will the impact of future
technologies be on the environment? As society is at
the cusp of many technological innovations, it is still
premature to predict when they will be deployed, if at
all, and what the implications of those deployments
will be.
Images Courtesy of Missouri History Museum
http://www.historyhappenshere.org/node/6810
Transportation and the St. Louis

Economy
The transportation system plays a critical role in
the health of St. Louis $141 billion dollar regional
economy, an economy that includes more than
150,000 businesses employing over 1.3 million
people. The region has the 21st largest metropolitan
economy in the country, placing it behind Portland,
81%
OF MILLENNIALS
77%
ACTIVE BOOMERS
SAY AFFORDABLE AND CONVENIENT ALTERNATIVES

TO THE CAR IS AT LEAST SOMEWHAT IMPORTANT
WHEN DECIDING WHERE TO LIVE AND WORK
Oregon and ahead of Pittsburgh. The St. Louis

economy is about the same size as the state
economies of Nevada or Kansas, and if it were a
nation, the St. Louis economy would be about the
same size as the economies of Vietnam or Hungary.
Regional economic growth has rebounded and
unemployment has decreased since the Great
Recession of 2007-2009, but the regional economy
has still not fully recovered after losing nearly six
percent of its jobs from 2008 to 2010. Since the
recession, the St. Louis economy has grown more
slowly than most of its peer regions: of the top 50
Metropolitan Statistical Areas (MSAs), St. Louis
ranked 46th with respect to job growth, as shown
in Table 1. In December 2014, the EWG regions
unemployment rate was 5.6 percent, fairly close to
the national rate of 5.4 percent.
Table 2 shows long term changes in the economy.
In the last quarter century, the region has lost
over 45 percent of its manufacturing jobs. Even
so, manufacturing remains a vital sector in the
St.Louis economy, employing over 100,000 people
2013
Metropolitan Statistical Area

1
San Jose
2
Austin
3
San Francisco
4
Houston
5
Nashville
6
Raleigh
7
Salt Lake City
8
Riverside
9
Charlotte
10
Dallas
11
Denver
12
Los Angeles
13
Seattle
14
Orlando
15
Phoenix
16
Columbus
17
San Antonio
18
Detroit
19
Portland
20
Miami
21
Indianapolis
22
Sacramento
23
Oklahoma City
24
San Diego
25
Minneapolis
26
Atlanta
27
Louisville
28
Boston
U. S. Metropolitan Portion
29
Las Vegas
30
Tampa
31
Baltimore
32
Richmond
33
New York
34
Chicago
35
Jacksonville
36
Kansas City
37
Birmingham
38
Cleveland
39
New Orleans
40
Milwaukee
41
Cincinnati
42
Pittsburgh
43
Washington, DC
44
Providence
45
Hartford
46
St. Louis
47
Philadelphia
48
Memphis
49
Buffalo
50
Virginia Beach
2010
2013
Percent
Change
898,748
806,530
2,005,300
2,636,307
788,900
522,503
608,450
1,222,880
999,715
3,000,624
1,253,785
5,465,547
1,741,502
1,011,704
1,731,734
946,036
910,653
1,773,386
1,022,097
2,294,720
938,793
885,004
594,685
1,407,396
1,800,661
2,330,010
595,209
2,487,077
118,540,676
835,408
1,160,265
1,328,424
613,275
8,763,594
4,388,996
611,693
1,001,229
502,930
1,014,533
559,873
826,369
1,005,942
1,152,643
3,126,286
690,672
627,073
1,338,283
2,780,923
615,697
541,874
839,153
1,012,978
905,684
2,236,330
2,921,521
868,740
574,033
663,690
1,330,536
1,086,935
3,257,903
1,360,732
5,928,537
1,888,461
1,092,757
1,859,980
1,015,993
977,917
1,903,712
1,094,850
2,454,632
1,001,774
943,790
633,933
1,492,427
1,906,459
2,463,755
628,835
2,620,247
124,801,514
879,282
1,220,910
1,391,290
641,849
9,157,095
4,583,214
636,862
1,041,599
521,294
1,051,285
579,694
854,690
1,040,070
1,189,222
3,221,042
711,067
645,330
1,371,788
2,848,114
628,140
552,358
844,396
12.7
12.3
11.5
10.8
10.1
9.9
9.1
8.8
8.7
8.6
8.5
8.5
8.4
8.0
7.4
7.4
7.4
7.3
7.1
7.0
6.7
6.6
6.6
6.0
5.9
5.7
5.6
5.4
5.3
5.3
5.2
4.7
4.7
4.5
4.4
4.1
4.0
3.7
3.6
3.5
3.4
3.4
3.2
3.0
3.0
2.9
2.5
2.4
2.0
1.9
0.6
in jobs with above average wages. Driven largely

by increases in health care employment, the
Professional and Business Services sector, along
with Leisure and Hospitality, has experienced the
largest increase in employment.
A significant component to future economic growth
in the region will be the quality of access. Ensuring
access of goods to markets and of people to
employment is critical to improving the regional
economy and the wellbeing of residents. At the
second Connected2045 Speaker Series event, a
panel of regional freight and logistics leaders noted
that while the St. Louis region has a competitive
advantage in terms of its central location, low
traffic congestion, and relatively low cost of doing
business, many employers in the region struggle to
find access to qualified labor. Panelists cited a lack
of alternative transportation options such as transit
and bicycle facilities as one of the main reasons lowskill jobs, such as those in freight warehouses, are
difficult to fill. Often, qualified prospective employees
do not have access to a personal vehicle and cannot
arrange other means to travel to and from work.

Similarly, attracting and retaining young talent is
a concern among business leaders in the region.
Even though St. Louis is known for its quality
higher education options, the brain drain of
skilled, college-educated students leaving St.Louis
significantly affects the quality of the regional
labor pool. Investing in alternative transportation
options could help reverse this trend in the St.Louis
region. An American Planning Association survey
found that only eight percent of Millennials (those
born between 1980 and 2001) would prefer to
live in an auto-dependent suburb. By investing
transportation dollars in walkable neighborhoods
with bicycle facilities and transit options, St. Louis
may encourage more college graduates to stay in
the region.
Table 2: Employment by Sector, St. Louis MSA, 1990-2014 (in thousands)

Sector
Industry:
Mining, Logging, and Construction
1990
2014
Percent Change
51.1
61.3
20.0
Industry:
Manufacturing
206.1
112.8
-45.3
Industry:
Retail Trade
142.1
137.5
-3.2
Industry:
Transportation and Utilities
48.2
46.8
-2.9
Industry:
Information
29.0
29.3
1.0
Industry:
Financial Activities
70.4
89.1
26.5
Industry:
Professional and Business Services
147.8
204.7
38.5
Industry:
Leisure and Hospitality
105.3
146.1
38.8
Industry:
Other Services
49.6
46.1
-7.1
Industry:
Government
140.1
158.9
13.4
Source: Bureau of Labor Statistics
Source: Bureau of Economic Analysis
Connected2045
| 5
Regional Context
Table 1: METRO AREA POPULATION
Facts &
Trends
Figure 1:
The average St. Louisan drives:
1 in 4
25.4 57%
Miles per day
Source: FHWA & EWG
Source: EWG
Regional Context
St. Louis residents will be 65 years or
$7,804 vs. $936
older in 2045. The number of seniors

with a disability grew 6.5% from
2009 to 2012
Average annual cost of car ownership

vs. Metro monthly passes for a year
Source: AAA & EWG
Source: EWG & US Census Bureau
$172 Billion
The anticipated national transportation

funding shortfall by 2024
Source: Congressional Budget Oce
Immigrants make up 4.5% of the regions population,

that share is growing by 2.1% annually.
In St. Louis, immigrants are:
60%
More likely to start

a business
More St. Louisans

lived in poverty in
2012 than in 2000
130%
More likely to have

an advanced degree
Source: ACS & St. Louis Mosaic Project
13X
25
Days
A typical St. Louis resident with

access to transit can reach 13x
fewer jobs by a 45 minute transit
commute than by a 45 minute
driving commute
Source: Smart Location Database
The average number of

unhealthy air quality
days in St. Louis per year.
Transportation emissions
contribute to poor air
quality
Source: EPA & EWG
Millennials
In 2009, compared to young adults

in 2001:
Drove 23%
fewer miles
Traveled
40% more
transit miles
Took 24%
23.5%
more bike
trips
households that do not

have access to a car,
compared to 5.2% for
white households
Took 16%
The percentage of black
Source: 2012 American

Community Survey
more walk
trips
Source: National Household Travel Survey
Figure 2: Age
Pyramid,
2014
Age
Pyramid,St.
St.Louis
Louis Region,
Region, 2014
FigureAge
3: Age
Pyramid,
St. Louis
Region,
Pyramid,
St. Louis
Region,
2045 2045
100+
100+
95-99
Female 2014
90-94
Male 2045
85-89
85-89
80-84
80-84
75-79
75-79
70-74
70-74
65-69
65-69
60-64
60-64
55-59
55-59
50-54
50-54
45-49
45-49
40-44
40-44
35-39
35-39
30-34
30-34
25-29
25-29
20-24
20-24
15-19
15-19
10-14
10-14
5-9
5-9
0-4
100,000
80,000
60,000
40,000
20,000
Transportation and People

Along with moving goods, the primary role of the
St.Louis transportation system is to serve the
needs of the 2.6 million citizens who live here. Over
the last half century, the regions slow growing
population shifted away from the urban core to the
more suburban and rural portions of the region.
Since 1950, outlying counties like St. Charles,
Jefferson and Monroe saw the greatest increases
in population, while St. Louis city saw the greatest
population decline.
From 1950 through 2010 the population

of the region grew by less than 50 percent,
while the urbanized area more than
quadrupled.
Female 2045
90-94
0-4
0
20,000
40,000
60,000
80,000
100,000
100,000 80,000
60,000
40,000
This trend may slowly be changing. Since 2010,

the population in the city of St. Louis has started to
stabilize and St. Louis County, which experienced a
population decline from 2000 to 2010, also started
to see modest growth from 2010-2013. Although the
aforementioned outlying counties are still growing,
their rate of growth has slowed down. Changing
social and demographic trends in the region may
help explain this new trend. For example, younger
people are increasingly drawn to more walkable,
mixed-use communities, while retirees desire better
access to medical care, public transportation, and
cultural amenities.
The third Connected2045 Speaker Series event at
the Missouri History Museum included a panel of
regional leaders representing the interests of the
elderly, disabled, immigrant, young, business, and
low-income communities, in addition to elected
officials and the press. Panelists were asked to
respond to various future scenarios given the
facts and trends presented in Figure 1. Panelists
20,000
20,000
40,000
60,000
80,000 100,000
observed that due to the auto-oriented nature of the

region, maintaining the system of roads and bridges
will be vital to ensuring that people and goods can
quickly and efficiently move around the region.
One of the primary concerns among panelists was
accommodating the transportation needs of the
regions growing elderly and disabled populations
who may not be able to operate a car on their own.
The aging of the population is a national trend, but
the St. Louis region is aging more rapidly than most
of the rest of the United States. Figures 2 and 3
depicts age distributions for the years 2014 and
2045 using fertility and mortality projections from
the Centers for Disease Control. For the region, the
number of individuals over age 65 is projected to
increase by 76 percent and the number of persons
over age 85 is projected to more than double.
Investing in alternative transportation options like
transit and pedestrian facilities will give older adults
in the region more choice over where they live and
how they travel.
Connected2045
| 7
Regional Context
Male 2014
95-99
Figure
4: HighwayTrust
Trust Fund
Balance
Figure
2: Highway
Fund
Balance
FY09-FY15ininBillions
Billions ofofDollars
FY09-FY15
dollars
Transportation Finance: The glass is not only

half empty, its cracked
$25
By the final Connected2045 Speaker Series event,

two themes had emerged from engaging citizens
and stakeholders: preserving the existing system
and investing in alternatives to single-occupancy
automobile travel. The discussion then turned to how
to fund the needs and priorities identified.
$20
Historically, investments in highway infrastructure

have primarily been funded though national and
state taxes on motor fuels. However, the national
motor fuel tax has not been raised since 1993 (even
to account for inflation); the last time Illinois and
Missouri increased their gas taxes were 1990 and
1996, respectively. This, combined with an increase
in the cost of construction materials, a decrease in
the overall mileage driven by Americans, and the
increased use of more fuel efficient vehicles, has
significantly lowered the amount of money available
to fund transportation at all levels of government.
$0
Currently, the Congressional Budget Office

anticipates that by 2024 there will be a $172 billion
shortfall in the national transportation budget. Figure
4 depicts the decline in the Highway Trust Fund
balance since 2008. The Missouri Department of
Transportation predicts that residents in the St.
Louis region will really start to feel the effects of
this shortfall in the coming years as roads become
rougher and aging bridges must be closed due to
unaffordable rehabilitation costs.
The traditional means of funding transportation in
St. Louis and across the nation are no longer viable
$15
$10
Oct-14
Jun-14
Oct-13
Feb-14
Jun-13
Oct-12
Feb-13
Jun-12
Oct-11
Feb-12
Jun-11
Oct-10
Feb-11
Jun-10
Feb-10
Feb-09
$5
Oct-08
Regional Context
Jerry Blair, Director of Transportation EWG
Oct-09
The Transportation Funding Crisis
policy makers nationally and at the state and

local level will need to consider new transportation
funding mechanisms, including but not limited to
a vehicle-miles-traveled fee, sales tax, increased
motor fuel taxes, public-private partnerships, freight
fees, tolls or some combination thereof to ensure
adequate funding in the future.
Jun-09
Leaders representing the immigrant, low-income

and young communities also agreed that investing in
alternatives will be critical as their constituents often
times cannot afford a personal automobile or prefer
to live in areas with more than one transportation
option.
PERFORMANCE MANAGEMENT FRAMEWORK
Chapter 2: Performance
Management Framework
Connected2045
| 9
To guide decision-making and comply with the

current federal transportation legislation,
MAP-21, Connected2045s Technical Stakeholder
group built the Performance Management
Framework, Table 1 on the following page, around
EWGs 10 Guiding Principles. When read from
left to right, the framework shows how federal and
state transportation goals align with EWGs 10
Guiding Principles. It also establishes two levels of
performance metrics that are directly tied to each
of the 10 Principles and will allow EWG to track
progress toward its goals.
The system level performance metrics will be
updated in an annual report by EWG.
By tracking these measures over time, EWG
will be able to ensure that investments in the
transportation system are moving the region
toward achieving its goals.
The project level performance metrics were
used to score and prioritize the transportation
projects included in Chapter 3s Investment
Plan.
The performance metrics included in the Framework
were selected with stakeholder input based on the
criteria in Figure 5the selection criteria represent
EWGs use of national best practices in performance
management, in particular the recommendations of
the Federal Highway Administration.
EWGs 10 Guiding Principles

In 2009, the Council conducted the Renewing
the Region (RTR) initiative to assess the regions
economic and social health, and to explore possible
ways to enhance cooperative planning and action in
the region. The 10 Guiding Principles were derived
from discussions with a broad range of citizens
and regional leaders; those discussions occurred
through interviews, focus groups and small group
meetings, centered on identifying issues likely to
affect the regions future growth and prosperity. In
the regions last long-range transportation plan,
RTP 2040, the 10 Guiding Principles were used to
establish a set of policy-focused strategies based on
the intent of the Principles, an analysis of regional
trends and challenges, an assessment of strategies
in previous long-range plans, and input from the
public. To build on that, Connected2045 updates
and operationalizes the Principles by aligning them
with federal /state goals and related performance
metrics. The Principles challenge the region to think
beyond strictly transportation and begin to make the
connection between transportation and the broader
society.
Additionally, the Principles work together as
one unit, as opposed to 10 individual goals. For
example, transportation investments that focus on
strengthening Intermodal Connections also support
other Principles like Support a Diverse Economy
with a Reliable Transportation System and Support
Quality Job Development. Figure 6 illustrates the
interrelated nature of the Principles.
Figure 5:
Performance Metric Selection Criteria

Does the metric represent a key
concern?
Is the metric clear and
understandable?
Are data available for the metric?
Can the metric be forecasted?
Is the metric something EWG can
influence with its investments?
Is the metric tied to desired
outcomes?
OneSTL Performance Indicators

Some of the performance metrics included in
Connected2045 Performance Management
Framework are shared with the OneSTL plan
for sustainable development; these metrics are
indicated with an asterisk in the Framework. OneSTL
includes 58 performance indicators, organized
by the nine themes of the plan that measure the
St. Louis regions progress toward sustainability.
Analysis of the indicators will better equip the
region to make data-driven decisions, set priorities,
evaluate the effectiveness of the plan, and revise
the plan to achieve success. See http://www.onestl.
org/indicators for more on the OneSTL Performance
Indicators.
MAP-21 Goals
Infrastructure Condition
MoDOT
Goals
IDOT Goals
Taking care of
the system
Preserve and Manage the

Existing System
Connections &
Choices
Promote Funding for the

Public Component of the
System
Connected2045
Long-Range Transportation Plan for the St. Louis Region
EWGs 10 Guiding Principles

Preserve and Maintain Ensure the transportation system
the Existing System remains in a state of good repair.
Invest in public transportation
Support Public to spur economic development,

Transportation protect the environment and
improve quality of life.
Support Connect communities to

Neighborhoods & opportunities and resources
Communities across the region.
Connections &
Choices
System
Measures
Bridge Condition*
Pavement Condition*
Project Addresses
Preservation Deficiency
Transit Ridership**
Transit Access**
Project Strengthens
Transit System
Housing + Transportation Cost**
Project Increases Access

to Regional Resources
Population and Employment in the

Central Core
Project Serves
Downtown and/or the
Central Core
Mode Split**
Vehicle miles traveled per capita**
Project Includes Bike/

Pedestrian Element
Improve access to and mobility
Foster a Vibrant within the central core by

Downtown & all modes to increase the
Central Core attractiveness of St. Louis and
strengthen the regional economy.
Connections &
Choices
Provide a System that Offers

a High Degree of Multi-Modal
Connectivity, Mobility and
Accessibility
Safety
Safety
Improve Transportaiton Safety
Congestion Reduction &

System Reliability
Economic
Development
Freight Movement &

Economic Vitality
Promote Safety and

Security
Provide a safe and secure

transportation system for all users.
Number/Rate of Fatalities*
Number/Rate of Serious Injuries*
Project Improves User

Safety
Address Congestion and

Maximize Efficiency and
Effectiveness through
Operations
Support a Diverse
Economy
with a
Reliable System
Reduce congestion and improve

travel time reliability to support the
diverse economic sectors of the
region.
Annual Hours of Delay*

Planning Time Index*
Project Improves System

Reliability
Economic
Development
Target Investments to Support

Business and Employment
Growth
Support Quality producing jobs that allow residents

Job Development to save and return money to the
Access to Quality Jobs
Project Increases Access

to Quality Job Clusters
Economic
Development
Provide for Efficient Freight

Movement
Annual Hours of Truck Delay*

Truck Congestion Cost*
Freight Tonnage
Project Supports
Regional Freight Assets
Criteria Pollutant Emissions*

Conservation & Environmental
Significance Score
Project Improves Air

Quality/Protects the
Natural Environment
Environmental
Sustainability
*Anticipated MAP-21 Requirement
Provide More Create viable alternatives to

Transportation automobile travel by providing
Choices bicycle and pedestrian facilities.
Project Scoring
Measures
Ensure a Compatible
Interface of the System with
Environmental, Social, Energy
and Land Use Considerations
Support the growth of wealth

economy.
Support freight movement and
Strengthen Intermodal connections that are critical to the

Connections efficient flow of both people and
goods.
Encourage investments that
Protect Air Quality recognize the linkages between

and Environmental the social, economic, and natural
Assets fabric of the region.
**OneSTL Performance Indicator

Connected2045 |
11
Table 1: Performance Management Framework
Figure 6: The 10 Principles and How They Support Each Other
The 10 Principles and How They Interrelate
Where We Stand
Some of the tables included

in the 10 Principle Fact
Sheets come from
East-West Gateways
publication, Where We
Stand: The Strategic
Assessment of the St.
Louis Region. Since 1992 the agency
has published six editions of this report which
compares St. Louis to 34 peer metropolitan regions
on a range of topics important to the St.Louis
region. The 6th Edition, released in 2011, includes
129 data points which provide objective, verifiable,
and reliable data that can be used to understand the
St. Louis regions advantages and challenges. See
www.ewgateway.org/wws for the series of Where
We Stand reports.
Moving Ahead for Progress in the 21st Century Act and Performance Management
Goal area
National goal
Safety
To achieve a significant reduction in traffic fatalities and

serious injuries on all public roads
Infrastructure condition
To maintain the highway infrastructure asset system in a state

of good repair
Congestion reduction
To achieve a significant reduction in congestion on the

National Highway System
System reliability
To improve the efficiency of the surface transportation system
Freight movement and economic

vitality
To improve the national freight network, strengthen the ability

of rural communities to access national and international trade
markets, and support regional economic development
Environmental sustainability
To enhance the performance of the transportation system

while protecting and enhancing the natural environment
Reduced project delivery delays
To reduce project costs, promote jobs and the economy, and

expedite the movement of people and goods by accelerating
project completion through eliminating delays in the project
development and delivery process, including reducing
regulatory burdens and improving agencies work practices
Under Map-21, Metropolitan Planning Organizations are required to establish a performance and
outcome-based program to ensure that investments in transportation will make progress toward achieving
national goals. Connected2045s Performance Management Framework shows how EWGs 10 Guiding
Principles align with federal goal areas. The Framework also establishes a set of system-level and project
level performance measures that are tied to the 10 Guiding Principles and will allow EWG to evaluate
individual transportation projects and the system as a whole in a way that prioritizes federal, state and
regional goals.
The following pages of Chapter

2 include Fact Sheets for each of
the 10 Guiding Principles.
Those sheets include:
An explanation and
discussion of the principle,
Relevant data relating to
that principle in the St.Louis
region
Policy strategies to guide
future EWG decision-making
System-level performance
measures that will allow EWG
to track progress toward that
principle on an annual basis
Connected2045 |
13
Enacted in July 2012, MAP-21 is the federal legislation that guides transportation investments
at all levels of government. The legislation established the following national performance goals:
Preserve and Maintain the Existing System

Ensure that the transportation system remains in a state of good repair.
One of the major challenges facing the
federal government, states and metropolitan
areas is keeping the transportation system in
good repair. The decades-long emphasis on
system expansion has limited the resources
available for rehabilitating and replacing aging
system components failing pavements,
Map 1: Deficient Bridges in the St. Louis Region
DEFICIENT BRIDGES
Percent of bridge deck area that is

obsolete, 2013
deteriorating pavement are spread throughout

the St. Louis, impacting the travel of citizens
and businesses within and through the region
Deferring preservation work is significantly

more expensive than pursuing a regular
cycle of maintenance, rehabilitation, and
replacement. Although transportation
infrastructure in the St. Louis region is in
relatively good condition compared to much of
the United States, the current transportation
funding shortfall emphasizes the need to
prioritize limited resources in the preservation
of existing infrastructure to avoid incurring
much larger expenses in the future.
EWG will track system condition over time to
assist in prioritizing funding, recognizing that
system preservation is a regional issue
suburban, rural, and urban areas all face the
challenge of maintaining the transportation
system to serve the needs of citizens both now
and into the future.
Figure 7: Percent of Deficient Bridges in
Percent of Deficient Bridges in

Missouri and Illinois Counties, 2014
Missouri
and Illinois Counties, 2014
70
State
60
Percent Decient
PRESERVE AND MAINTAIN
deficient bridges, and deteriorated

transit facilities create safety
problems, reduce operational
efficiency, and negatively impact
travel quality. Deficient bridges and
50
40
30
20
10
0
Source: FHWA, National Bridge Inventory, 2014
Local
1
New York
2
Boston
3
Pittsburgh
4
San Francisco
5
Seattle
6
Detroit
7
Chicago
8
Cleveland
9
Philadelphia
10 Los Angeles
11 Cincinnati
12 Washington DC
13 Portland
14 Dallas
Average
15 Charlotte
16 Houston
17 Louisville
18 Milwaukee
19 Baltimore
20 Indianapolis
21 Kansas City
22 Memphis
23 Columbus
24 St. Louis
25 Oklahoma City
26 Denver
27 Phoenix
28 San Antonio
29 Austin
30 Miami
31 Nashville
32 Atlanta
33 San Diego
34 Minneapolis
35 Salt Lake City
63.0
56.7
55.2
50.4
49.3
49.2
47.1
44.7
42.5
41.7
37.4
37.1
36.6
34.2
33.9
32.0
30.9
30.8
30.6
30.5
30.1
30.0
29.8
29.8
29.1
28.6
27.6
26.2
24.0
22.7
22.7
20.9
20.3
19.4
14.6
9.3
Source: FHWA, National Bridge

Inventory, 2013
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Figure 8: Percent of Acceptable Pavement Conditions by
Percent of Acceptable
Pavement Conditions by
State Maintained Roads, 2007-2013
State Maintained Roads, 2007-2013
100.00
Strategy: Ensure investments in transit are adequate to keep the

current fleet in a state of good repair and to maintain
operations.
75.00
Strategy: Effectively manage and maximize the efficiency of

existing transportation assets by prioritizing limited
resources on rehabilitating and replacing aging
infrastructure over system expansion.
50.00
25.00
0.00
2007
Strategy: Give priority to preservation in the programming of

suballocated federal funds to encourage consistent
improvement of locally-owned roads and bridges.
Illinois spent
35% on expansion
and 65% on repair.
IL
2009
2010
Missouri
2011
Illinois
2012
2013
Region
Source: IDOT, MoDOT
Performance Measures
Performance
Measures
Definition
Desired
Trend
Baseline
Bridges
Percent of Bridges in the

Region Rated Structurally
Deficient
2014
Between 2009 and 2011,

Missouri spent 62% of
highway funding on
expansion and
38% for repair.
MO
2008
Pavement
Percent of pavement rated not

acceptable
2013
Strategy: Employ life-cycle analyses with any capacity expansion

projects and demonstrate resources for future
operations and maintenance.
PRESERVE AND MAINTAIN
Strategy: Ensure investments in bicycle and pedestrian facilities

are adequate to keep the current network in a state of
good repair.
Percent Acceptable
Strategy: Ensure investments in preservation are adequate to

continuously improve pavement and bridge conditions
on state highway systems.
21.1%
13%
Source: Smart Growth America: Repair Priorities 2014

Transportation spending strategies to save taxpayer dollars and improve roads.
Connected2045 |
15
Support Public Transportation

Invest in public transportation to spur economic development,
protect the environment and improve quality of life for regional
citizens.
PUBLIC TRANSPORTATION
Public transitMetrolink light rail, buses, and

paratransit services for seniors and those with
disabilitiesprovides a variety of benefits,
including accessible transportation options
for users of all ages and abilities, reduced
pollution, reduced energy use, and reduced
congestion on roads. Public transit also
benefits the local economy and increases
access to employment opportunities.
Map 2: Residential Transit Access in the St. Louis Region
TRANSIT MODE SHARE

Percent of total workers whose
means of transportation is
public transit, 2012
Despite recent service improvements (including

new articulated buses and a new CORTEX
Metrolink station to be constructed in 2016
or 2017) and nearly 50 million annual transit
trips, the St. Louis region ranks below average
among peer regions on measures of transit.
For example, only 2.3 percent of workers used
public transit to get to work in 2012 and only
56.6 percent of workers reside in areas that
have access to transit.
Investments in transit are essential to the
future of the region with benefits accruing
to everyoneevery $1 invested in
public transportation generates

approximately $4 in economic
returns; every $10 million in capital
investment in public transportation yields $30

million in increased business sales; every
$10 million in operating investment yields
$32 million in increased business sales; and
from 2006-2011, residential property values
performed 42 percent better on average if they
were located near public transportation with
high-frequency service.
Figure
9: Trips
Transit2002-2013
Trips 2002-2013
Transit
60,000,000
50,000,000
40,000,000
30,000,000
20,000,000
10,000,000
31.0
15.6
14.1
12.2
11.1
9.4
8.5
6.5
6.0
6.0
5.5
5.2
4.4
4.3
4.2
3.9
3.7
3.2
2.9
2.8
2.6
2.3
2.3
2.3
2.1
2.1
1.8
1.8
1.6
1.6
1.5
1.2
1.2
1.1
1.1
0.4
Source: American Community

Survey, U.S. Census Bureau
0
2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
1
New York
2
San Francisco
3
Washington DC
4
Boston
5
Chicago
6
Philadelphia
7
Seattle
8
Baltimore
9
Portland
10 Los Angeles
11 Pittsburgh
Average
12 Denver
13 Minneapolis
14 Miami
15 Salt Lake City
16 Milwaukee
17 Cleveland
18 Atlanta
19 San Diego
20 Houston
21 Austin
22 St. Louis
23 San Antonio
24 Charlotte
25 Phoenix
26 Louisville
27 Cincinnati
28 Columbus
29 Detroit
30 Dallas
31 Memphis
32 Indianapolis
33 Kansas City
34 Nashville
35 Oklahoma City
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Map 3: Percent Jobs Accessible by Transit, St. Louis Region
Strategy: Encourage efforts to create a statewide transit funding

program in Missouri
Strategy: Provide educational and planning assistance to
encourage transit oriented development.
Strategy: Promote projects that improve multi-modal connections
between existing transit stops and surrounding
communities.
PUBLIC TRANSPORTATION
Strategy: Continue to study and identify funding sources for

MetroLink expansion.
Strategy: Support the implementation of Bus Rapid Transit
(BRT), trolley and street car initiatives.
Strategy: Ensure adequate funding for regional paratransit
providers that serve disabled and elderly populations.
Strategy: Support the national High-Speed Intercity Passenger
Rail Program, in particular the Chicago to St. Louis
route.
Desired
Trend
Baseline
Transit
Ridership
Annual transit boardings

system-wide(MetroLink/Bus
System/Call-A-Ride)
2013
45.5 million
passenger
boardings on the
transit system
in the St. Louis region
Definition
Transit
Access
Percent of households within

1/4 mile ofa transit stop
2007-2011
Performance
Measures
49.9
million
42%
Connected2045 |
17
Support Neighborhoods and Communities

Connect communities to opportunities across the region.
Map 4: H+T Index at Current Gas Prices
HOUSING PLUS
TRANSPORTATION
AFFORDABILITY
To reduce transportation costs and help

communities in the region thrive, transportation
options that allow residents to reach important
destinations such as schools, health care
facilities, grocery stores, and parks must be
available. Environmental justice communities
warrant additional attention to ensure that
residents have access to resources and that
transportation projects reflect community
values.
Figure 10: Regular Gasoline Prices, 2005-2015

Regular Gasoline Prices, 2005-2015
4.5
4
3.5
3
2.5
2
1.5
1
2015
2014
2013
2012
2011
2010
2009
2008
2007
0.5
2006
One way to examine how well the region is

meeting the accessibility needs of residents
is to look at the combined affordability of
housing and transportation (H+T). These two
costs are the largest expenditures for most
households and they indicate how efficiently
the transportation network connects people to
destinations and whether or not the region is
providing its citizens with options to live and
work in locations that make sense for them.
Currently, the St. Louis region ranks below
average in terms of combined housing
and transportation costs. This is a positive
statistic which means it is a more affordable
region in which to live and travel.
Transportation and housing costs

as a percent of median household
income, 2005-2009
2005
NEIGHBORHOODS AND COMMUNITIES
The transportation system provides value

to neighborhoods and communities in
the St. Louis region by improving access
to destinations spread throughout 8,600
square miles in eight counties. Recent land
development patterns have increased the
amount of developed land per capita, creating
a larger, less dense region, and making those
destinations more spread out.
1
Miami
2
Memphis
3
Los Angeles
4
San Diego
5
Oklahoma City
6
Nashville
7
Phoenix
8
Cleveland
9
Atlanta
10 Detroit
11 Dallas
12 San Antonio
13 Charlotte
14 Columbus
15 Portland
16 Austin
17 Houston
18 Louisville
Average
19 Milwaukee
20 Cincinnati
21 Indianapolis
22 Salt Lake City
23 Chicago
24 Pittsburgh
25 Kansas City
26 St. Louis
27 Seattle
28 Denver
29 San Francisco
30 Philadelphia
31 New York
32 Boston
33 Minneapolis
34 Baltimore
35 Washington D.C.
60.2
57.6
56.5
55.4
53.1
52.9
52.8
52.8
52.4
52.3
52.2
52.2
51.9
51.9
51.8
51.8
51.3
51.3
51.0
50.7
50.7
50.3
50.2
50.0
49.9
49.4
49.2
49.1
49.0
48.4
47.9
47.9
47.1
47.0
46.5
43.1
Source: Center for Neighborhood

Technology
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Map 5: Environmental Justice
Strategy: Provide educational and planning assistance to local

governments to expand the implementation of Great
Streets and Complete Streets principles.
Strategy: Prioritize projects that include multi-modal access to
community resources, especially for environmental
justice populations.
NEIGHBORHOODS AND COMMUNITIES
Strategy: Ensure that low-income, minority and aging populations

have equal access to the metropolitan planning and
decision making process through proactive outreach.
Strategy: Support planning and development efforts in areas
with high growth or redevelopment potential by
prioritizing their transportation infrastructure needs and
encouraging local government participation in regional
planning efforts.
Strategy: Reduce combined housing and transportation costs by
encouraging coordinated land use and transportation
planning that increases access to community
resources, promotes public health, and improves
access to transit and active modes of transportation.
EJ areas are places that have high concentrations of one or more of the
following populations: elderly, disabled, minorities, persons in poverty and
zero-vehicle households.
H+T Costs
Definition
Average Proportion of
household income spenton
housing and transportation
costs in the St. Louis region
Desired
Trend
Baseline
2005-2009
Performance
Measures
54.8%
Connected2045 |
19
Foster a Vibrant Downtown and Central Core

Improve access to and mobility within the central core by all modes to increase
the attractiveness of St. Louis and strengthen the regional economy.
The health of St. Louiss downtown and central
core is closely tied to the overall health of the
region. As a significant job and population
center, the central core serves as:
Map 6: St. Louis Region Central Core Total Commuter Flow
The regions primary economic engine

The face of the region for businesses and
people interested in relocation
VIBRANT CENTRAL CORE
EMPLOYMENT IN
CENTRAL BUSINESS
DISTRICT
The sports, cultural and entertainment hub

of the region
Strengthening St. Louis central core is
essential to the entire region. Despite hundreds
of thousands of workers commuting there to
work daily from throughout the region, the
share of employment in the central core has
declined disproportionately over the past 15
years. Currently St. Louis ranks well below
average among peer regions with regards to
employment in the central business district.
Additionally, population in the regions central
core has dramatically declined over the past
half century as citizens continued to move
outward. However, most recent data show
that this trend may gradually be reversing.
Continuing to invest in multimodal access to and mobility
within the regions central core County of
and downtown will support the Employment Madison
regional economy, enhance
Madison
48.0%
quality of life for residents and Monroe
0.3%
make the St. Louis region
St. Clair
10.9%
more attractive to visitors.
Franklin
0.1%
Share of jobs within 3 miles of

central business district, 2010
Table 2: Employment Location of Regional Workforce

County of Residence
Monroe
St. Clair
Franklin
Jefferson
St. Charles
St. Louis
City of
St. Louis
Outside
3.9%
10.5%
0.3%
0.6%
0.6%
0.9%
1.1%
14.8%
20.9%
1.4%
0.1%
0.2%
0.0%
0.1%
0.1%
0.9%
13.5%
47.9%
0.2%
0.9%
0.3%
0.8%
1.3%
10.9%
0.2%
0.1%
42.1%
1.8%
0.9%
0.6%
0.3%
5.4%
Jefferson
0.3%
1.8%
0.4%
3.2%
25.6%
0.8%
1.8%
1.3%
4.5%
St. Charles
1.5%
1.3%
1.1%
5.1%
3.2%
36.1%
5.5%
2.9%
12.6%
St. Louis
14.5%
21.3%
12.6%
27.5%
46.3%
45.9%
65.5%
43.7%
35.4%
City of St. Louis
10.2%
12.0%
13.7%
6.0%
13.7%
8.0%
20.0%
44.4%
15.4%
Outside
14.2%
25.2%
12.3%
15.5%
7.9%
7.3%
4.9%
4.9%
0.0%
1
Salt Lake City
2
New York
3
Boston
4
Louisville
5
Seattle
6
Nashville
7
Oklahoma City
8
Pittsburgh
9
San Francisco
10 Minneapolis
11 Austin
12 Miami
13 Milwaukee
14 Portland
15 Charlotte
16 Washington D.C.
17 Denver
18 Columbus
Average
19 Chicago
20 Indianapolis
21 Phoenix
22 Cincinnati
23 Baltimore
24 Kansas City
25 Cleveland
26 Philadelphia
27 San Antonio
28 Dallas
29 St. Louis
30 Memphis
31 San Diego
32 Houston
33 Atlanta
34 Los Angeles
35 Detroit
31.8
30.9
29.2
28.9
27.4
27.0
26.4
25.2
25.2
25.1
24.3
24.3
24.1
23.8
23.5
21.8
21.5
21.2
20.1
19.5
19.5
18.1
17.7
17.5
16.9
15.4
15.2
13.8
13.3
13.2
12.4
12.3
10.7
9.9
9.9
7.3
Source: Metropolitan Policy

Program at Brookings, 2013
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Map 7: Population Change 2000-2010 in the St. Louis Region
Strategy: Encourage projects that incorporate welcoming

entryways into downtown, multi-modal linkages to
surrounding neighborhoods, and wayfinding for all
modes in the downtown area.
VIBRANT CENTRAL CORE
Strategy: Support the implementation of central core projects

outlined in regional plans and studies, including the
Gateway Bike Plan, Downtown Next: 2020 Vision for
Downtown St. Louis, Downtown Multi-Modal Access
Study, Downtown Street Car Study and OneSTL Transit
Oriented Development Study.
Strategy: Continue to increase transit service in the central core to
support the travel needs of residents and access to/from
economic activity centers.
Strategy: Collaborate with developers, local governments and
businesses to coordinate (re)development projects that
leverage existing or planned transportation investments.
Performance
Measures
Definition
Central Core
Health: Jobs
Employment in the
Central Core
2013
Strategy: Improve ADA accessibility through transportation

investments in the central core.
371,144
Central Core
Health: People
Population in the
Central Core
2010
Strategy: Monitor congestion and traffic flow reliability in the

central core to ensure that highway-based trips within,
into, and out of the core do not experience unreliable
delays on a daily basis.
Desired
Trend
523,166
Baseline
Connected2045 |
21
Provide More Transportation Choices

Create viable alternatives to private automobile travel by providing
comprehensive bicycle and pedestrian facilities.
A comprehensive, safe, and inviting walking
and bicycling environment is essential for the
region and improves quality of life by:
Map 8: St. Louis Regional Bicycle Facilities
TRANSPORTATION CHOICES
Encouraging healthier and more active

lifestyles,
Reducing traffic congestion
Providing alternatives to automobile travel,
especially for those without access to
personal vehicles
Expanding the reach of mass transit
TRANSPORTATION
CHOICE
Total percent of workers commuting

via walking, bicycling, transit, or
rideshare, 2013
Currently, a relatively small portion of St.Louis

citizens commute via walking, bicycling,
public transportation or carpooling. However,
in recent years active transportation facilities
(such as sidewalks, on-street bicycle facilities,
shared use paths, accessible transit stops,
and wayfinding) have become more common
throughout the region. As of 2013, the bicycle
facility network consisted of approximately 740
miles of on-street facilities and trails
St. Louisans are also driving less. Vehicle
miles traveled (VMT) per capita in the region
declined 18.6 percent between 1998 and 2011.
Prior growth in VMT was driven in large part by
the combined effects of large-scale highway
construction, women entering the workforce, a
large baby boom population, growing incomes,
rising automobile ownership, and restrictions
on compact, mixed-use development. Declines
in VMT can be traced to the weakening
influence of these factors, along with increased
interest in alternative modes of transportation
and urban living among younger people and
aging baby boomers, the economic downturn
of the late 2000s, and increased investment in
bicycle and pedestrian facilities throughout the
region.
Figure
12: Means of Transportation
Work,
Means
of Transportation
to Work, EWGtoRegion
EWG(2013)
Region, 2013
3.8%
2.7%
2.8%
7.8%
Drove alone
Carpool
Transit
82.9%
Work at Home
Other
1 New York
2 San Francisco
3 Washington D.C.
4 Boston
5 Seattle
6 Chicago
7 Philadelphia
8 Portland
9 Los Angeles
Average
10 Salt Lake City
11 Baltimore
12 Pittsburgh
13 San Diego
14 Denver
15 Miami
16 Minneapolis
17 Phoenix
18 San Antonio
19 Houston
20 Milwaukee
21 Atlanta
22 Austin
23 Charlotte
24 Dallas
25 Cleveland
26 Cincinnati
27 Columbus
28 Memphis
29 Oklahoma City
30 St. Louis
31 Indianapolis
32 Louisville
33 Detroit
34 Nashville
35 Kansas City
44.2
32.5
27.9
26.0
23.8
23.6
22.2
21.8
19.3
17.4
18.4
17.7
17.1
16.5
16.3
16.1
16.0
15.8
15.4
15.2
15.1
15.0
14.8
13.3
12.9
12.8
12.5
12.5
12.5
12.2
11.9
11.7
11.7
11.7
11.7
11.6
Source: American Community

Survey, U.S. Census Bureau
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
FigureVMT
13: VMT
per Capita
per Capita
Strategies
Annual Average Daily Vehicle Miles Traveled per Capita
Annual Average Daily Vehicle Miles Traveled per Capita
30
Strategy: Coordinate with implementing agencies to overcome

physical barriers and provide safe, low-stress
environments for walking and bicycling.
22
Strategy: Work with the disabled community and local agencies to

ensure that all planning and implementation processes
meet or exceed ADA requirements.
Strategy: Assist in implementing regional and municipal bicycle
and pedestrian plans, for example bikeable/walkable
plans like including the bike share study and the
Gateway Bike Plan.
Strategy: Coordinate with partners to collect, maintain and
publicize bicycle and pedestrian facility and user data.
Year
United
States
St. Louis
Region
Performance
Measures
Mode Split
2% of commuters in the
region walk or bike
TRANSPORTATION CHOICES
24
Definition
Desired
Trend
Total percent of workers

commuting viawalking, biking,
transit, or rideshare
Vehicle
Miles
Traveled per Vehicle miles traveled (VMT)
per capita perday
Capita
Baseline
2010
Strategy: Promote the development of bicycle and pedestrian

facilities that use best practices guidance from FHWA,
NACTO, and OneSTL.
26
2013
Strategy: Increase mobility and access to opportunities by

coordinating land use and multi-modal transportation
planning.
28
Miles
Strategy: Enhance connections between neighborhoods

and activity centers through access to transit and
comprehensive pedestrian and bicycle facilities using
Complete Street principles.
12.5%
25.4
Miles
Connected2045 |
23
Promote Safety and Security

Provide a safe and secure transportation system
for all users.
Safety throughout the systemfor motorists,
transit, emergency response, freight movement
and non-motorized users such as bicyclists
and pedestriansshould be a top priority in
transportation planning. In addition to causing
preventable deaths and serious injuries, motor
vehicle crashes across the region are a cause
of major economic losses and disruptions to
the transportation systemthe economic
Map 9: Fatal Crashes in the St. Louis Region
FATALITY RATE
SAFETY AND SECURITY
impact of motor vehicle crashes

in the St. Louis region alone was
estimated at $3.2 billion in 2013.
Crash fatalities per

100,000 population, 2012
While the St. Louis region has steadily

decreased its crash rate in recent years, the
region ranks above average among peer
regions with regard to crash fatality rates,
measured both by population and vehicle miles
traveled. Additionally, the city of St. Louis is on
FHWAs Pedestrian Safety Focus City List due
to a high (albeit gradually declining) pedestrian
and bicyclist crash rate.
One element of EWGs performance
management framework is tracking progress
on transportation safety to ensure that
investments in the transportation system
reduce both traffic fatalities and serious
injuries in absolute terms, but also that crash
rates decrease over time to provide a safer
transportation system for all users.
Table 3: Crashes per One Million Vehicle Miles Traveled (VMT)

by County, St. Louis Region, 2005 to 2012
County
2005
2006
2007
2008
2009
2010
2011
2012
Madison
2.9
2.5
2.6
2.6
1.9
2.0
1.9
1.8
Monroe
2.3
2.2
2.0
2.0
1.6
1.7
1.8
1.5
St. Clair
3.0
3.0
2.9
2.7
2.1
2.2
2.2
2.0
Franklin
2.9
2.8
2.8
2.7
2.7
2.4
2.1
1.6
Jefferson
3.7
3.5
3.3
3.2
3.2
2.5
2.5
2.1
St. Charles
4.2
3.9
3.9
3.5
3.4
2.5
2.6
2.4
St. Louis County
4.3
4.1
4.0
3.8
3.8
2.9
2.8
2.9
City of St. Louis
14.7
13.3
12.6
12.5
12.7
5.9
5.7
7.9
St. Louis Region
4.4
4.1
4.0
3.9
3.7
2.9
2.8
2.8
Source: IDOT, MoDOT
1 Oklahoma City
2 Charlotte
3 Nashville
4 San Antonio
5 Memphis
6 Louisville
7 Kansas City
8 St. Louis
9 Austin
10 Pittsburgh
11 Cincinnati
12 Atlanta
13 Houston
14 Indianapolis
15 Miami
16 Dallas
17 Columbus
18 Phoenix
19 Baltimore
Average
20 Philadelphia
21 Milwaukee
22 Detroit
23 Salt Lake City
24 San Diego
25 Washington D.C.
26 Denver
27 Los Angeles
28 Chicago
29 New York
30 Portland
31 Minneapolis
32 Cleveland
33 Seattle
34 Boston
35 San Francisco
13.5
12.5
12.2
11.1
10.8
10.5
10.4
10.1
10.0
9.7
9.6
9.3
9.3
8.9
8.9
8.7
8.6
8.4
8.4
8.1
7.5
7.5
7.3
7.0
6.6
5.8
5.7
5.7
5.4
5.2
5.1
5.0
4.9
4.8
4.7
4.4
Safety Administration, Fatality

Analysis Reporting System, 2012
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Strategy: Collaborate with MoDOT and IDOT to advance and

continue teen and elderly driver safety programs.
3000
Pop
2500
VMT
2000
1500
1000
500
0
SAFETY AND SECURITY
Strategy: Support projects that focus on pedestrian safety in the

region .
450
400
350
300
250
200
150
100
50
0
3500
VMT (hundreds of millions)
Strategy: Incorporate safety issues identified in state and local

strategic highway safety plans into the planning
process.
Crash Rate 2009-2013
Population (hundreds of thousands)
Strategy: Continue efforts with partners to help develop strategic

highway safety plans for each county in the region and
publicize key findings.
Figure 14: Crash Rate by Population and VMT, 2009 to 2013
Strategy: Continue to work with partners to integrate complete

streets planning that focuses on engineering,
education, enforcement and emergency response.
Strategy: Support training of emergency officials for traffic and
transit incident management.
Definition
Desired
Trend
Number of
Fatalities
Five year moving average of

the count of the number of
fatalities on all public roads for
a calendar year
2009-2013
Strategy: Strengthen regional security initiatives which create a

region-wide communications system that supports daily
emergency response and a massive response initiative
for major disasters.
277
Number of
Disabling
Injuries
Five year moving average of

the count of the number of
disabling injuries on all public
roads for a calendar year
2009-2013
Strategy: Utilize the results of the STARRS All Ready

Preparedness Projects survey to ensure populations
with functional and/or access needs are prepared for a
major disaster.
Performance
Measures
2,436
Baseline
Connected2045 |
25
Support a Diverse Economy

Support a Diverse Economy with a Reliable Transportation System
Currently, the St. Louis region, when

compared to peer regions around the
country, does not experience serious
congestionthe region fares well on
measures of travel reliability and delay,
with conditions improving over recent years.
The role of transportation planning and
operations is to work towards providing a
reliable system that can manage any delays
that do occur, be they recurring or nonrecurring. Recent investments in Intelligent
Transportation Systems (ITS) have improved
the travel experience for both commuters and
freight.
Map 10: Congestion AM Peak in the St. Louis Region
ANNUAL HOURS OF
DELAY
Total Hours (000)
Figure 15: Travel Time Index, 1982 to 2011
Travel Time Index, 1982 to 2011
1.35
1.30
1.25
1.20
Ratio
DIVERSE ECONOMY
The transportation needs of the regional

economy are as diverse as the economy
itself. One sector might require the reliable
movement of heavy goods into and out of
the area; another sector might rely on public
transportation for access to labor; and another
might necessitate good airline connections to
other major cities. A multimodal transportation
system that provides good mobility, whose
component parts work together seamlessly
while maximizing transportation system
efficiency and reliability as much as possible,
is necessary to sustain and grow the regions
economy. It is essential to understand the
transportation needs of the various economic
sectors throughout the region and target
investments to meet those needs.
1.15
1.10
1.05
1.00
0.95
Peer Region Average
St. Louis Urban Area
1
New York
2
Los Angeles
3
Chicago
4
Washington
5
Miami
6
Dallas
7
Philadelphia
8
San Francisco
9
Houston
10 Atlanta
11 Boston
Average
12 Detroit
13 Seattle
14 Phoenix-Mesa
15 Denver-Aurora
16 San Diego
17 Baltimore
18 Minneapolis
19 Portland
20 St. Louis
21 Pittsburgh
22 Cincinnati
23 San Antonio
24 Austin TX
25 Nashville
26 Columbus
27 Indianapolis
28 Cleveland
29 Kansas City
30 Charlotte
31 Memphis
32 Milwaukee
33 Louisville
34 Oklahoma
35 Salt Lake
544,063
501,881
271,718
179,331
174,612
167,718
156,027
155,157
145,832
142,041
136,966
106,969
106,434
100,802
82,554
76,154
72,331
70,263
60,788
51,987
49,605
46,725
42,785
39,998
38,307
35,781
35,689
35,186
34,980
29,448
28,974
28,700
27,755
26,253
25,182
21,903
Source: Urban Mobility Report, 2012
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Figure 16: Annual Congestion Costs per Auto Commuter,
Figure x: Annual Congestion Costs per Auto Commuter

(2011
dollars),1982
1982toto
2011
(2011 Dollars),
2011
Strategy: E
mploy the Congestion Management Process
(CMP) to identify projects and transportation system
management strategies that reduce travel delays.
Strategy: Ensure proper consideration of appropriate congestion

mitigation strategies in the project development and
implementation process.
1200
1000
800
600
400
200
0
Strategy: Utilize the CMP Congestion Management Committee

(CMC) to facilitate inter-jurisdictional coordination of
transportation system operations.
Peer Region Average
DIVERSE ECONOMY
Strategy: Continue to invest in the regional ITS system.
1400
2011 Dollars
Strategy: Promote efforts that encourage transportation

alternatives to single-occupancy vehicle travel.
1600
St. Louis Urban Area
Source: Urban Mobility Report, 2012, Texas Transportation Institute
Total vehicle hours of delay

due to congestion
The total time a traveler

should plan for to ensure
on-time arrival to their
Planning
destination. In St. Louis the
Time Index
PTI of 1.44 means that for
a 20-minute trip, 28 minutes
should be planned.
Desired
Trend
Baseline
2012
Annual
Hours of
Delay
Definition
49,000
Hours
2012
Performance
Measures
1.44
Connected2045 |
27
Support Quality Job Development

Support the growth of wealth producing jobs that allow
residents to save and return money to the economy.
To grow the metropolitan economy, economic
development and transportation planning
strategies need to support the growth of wealth
producing jobs. Quality jobs (those paying
over $40,000 per year) allow residents to save
and to return money to the economy through
purchases of goods and services.
Map 11: Quality Jobs in the St. Louis Region
QUALITY JOB DEVELOPMENT
Quality jobs are located throughout the

St.Louis region. The highest concentrations
of quality jobs are in the central corridor and
parts of St. Louis County, and there are high
concentrations of quality jobs in every county
of the region.
JOB ACCESS BY
TRANSIT
Share of metropolitan jobs the typical working-age resident can reach

via transit within 90 minutes, 2010
When compared with peer regions, the

majority of jobs in St. Louis are accessible
within a reasonable amount of travel time by
automobile but far less accessible for people
who live in the outer portions of the region and
for those who do not have access to a vehicle.
Also, St.Louis ranks low among peer

regions for job access by transit. While
auto commuters in the city of St. Louis and
St. Louis County can reach over 80 percent of
jobs in the region within 45 minutes, far fewer
jobs are accessible in this commute time for
those who live in the suburban and rural parts
of the region. Transportation expenditures
that connect citizens, via multiple modes of
transportation, to good quality employment
opportunities are a sound investment in the
future prosperity of the St. Louis region.
Table 4: Employment by Sector (in thousands),

St. Louis MSA, 1990-2014
Sector
1990
2014
51.1
61.3
20.0
Manufacturing
206.1
112.8
-45.3
Retail Trade
142.1
137.5
-3.2
Transportation and Utilities
48.2
46.8
-2.9
Information
29.0
29.3
1.0
Financial Activities
70.4
89.1
26.5
Professional and Business Services
147.8
204.7
38.5
Leisure and Hospitality
105.3
146.1
38.8
49.6
46.1
-7.1
140.1
158.9
13.4
Mining, Logging, and Construction
Other Services
Government
Source: Bureau of Labor Statistics
Percent Change
1
Salt Lake City
2
Milwaukee
3
Denver
4
Portland
5
Austin
6
San Antonio
7
Washington D.C.
8
New York
9
San Francisco
10 Columbus
11 Seattle
12 Indianapolis
13 Louisville
Average
14 Boston
15 Baltimore
16 Minneapolis
17 Charlotte
18 Houston
19 Cleveland
20 San Diego
21 Cincinnati
22 Phoenix
23 Nashville
24 Memphis
25 Los Angeles
26 St. Louis
27 Philadelphia
28 Chicago
29 Pittsburgh
30 Oklahoma City
31 Detroit
32 Atlanta
33 Dallas
34 Kansas City
35 Miami
58.9
48.6
47.5
39.9
39.0
37.0
36.6
36.6
34.8
34.1
33.4
33.1
32.7
30.6
30.2
30.2
29.7
29.7
29.6
29.5
29.1
27.8
27.4
27.4
26.2
25.6
24.1
24.0
23.9
23.0
22.7
21.9
21.7
19.0
18.3
16.2
Source: Metropolitan Policy

Program at Brookings, 2011
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Map 12: Zero Vehicle Households in the St. Louis Region
Strategy: Prioritize multi-modal transportation and land-use

investments that increase access to quality job clusters,
education and job training in the region.
Strategy: Coordinate with local development officials and
implementation partners in the private sector to
ensure the adequacy of transportation access to sites
where quality jobs exist or where new job growth is
anticipated.
QUALITY JOB DEVELOPMENT
Strategy: Research and support initiatives and policies that

stimulate job training and quality job creation in lowincome and minority communities.
Strategy: Promote programs and projects that address the spatial
mismatch between jobs and workforce housing.
Strategy: Support transit programs that expand reverse commute
possibilities and improve access to job centers.
Strategy: Improve access to opportunities by considering
walking, biking and public transit access to education
and job centers.
Performance
Measures
Access
to Quality
Jobs

Definition
Under development
Desired
Trend
Baseline
Connected2045 |
29
Strengthen Intermodal Connections

Support freight movement and connections that are critical to the
movement of people and goods.
Freight volumes are expected to
increase by 60 percent over the next
25 years in the United States. In an
Map 13: St. Louis Regional Freight Network
INTERMODAL CONNECTIONS
effort to capitalize on this growth, EWG, MoDOT,

IDOT and members of the freight community
in the St. Louis region recently completed an
evaluation of the regional freight system to
determine how to better leverage the regions
assets. The St. Louis Regional Freight study
documents key regional, national and global
trends that will influence freight movement. It also
analyzes the ability of the regions infrastructure
to support freight growth by:
FREIGHT TONNAGE
Tons in thousands, 2011
D
ocumenting areas where travel reliability
and traffic bottlenecks are a problem
L
ocating opportunities for intermodal
connections
Identifying 23 specific geographic areas in
the region that are key to the freight industry
in St. Louis. These freight emphasis
areas support about 230,000 jobs, sustain
about one-quarter of regional economic
activity ($55.5 billion annually) and utilize
160 million square feet of industrial and
distribution space.
The St. Louis region is well positioned to capture
some of the expected growth in nationwide freight
movement for all modes, given the regions
central location, rivers, low traffic congestion
and lack of tolling. Future growth will depend on
coordinating public and private freight decision
making and investments, ensuring reliable
truck travel times, strengthening multi-modal
connections to the 23 key freight site areas and
ensuring the regions workforce can access
freight employment opportunities.
Freight
Moving
Through
Figure
17: Freight
Moving
Through
St.
Louis
Region
by
Mode,
St. Louis Region by Mode, 2007 2007
1.1%
13.6%
Truck
4.8%
7.1%
14.9%
Rail
Water
58%
Multiple modes & mail

Pipeline
Other and unknown
1
Houston
2
Los Angeles
3
New York
4
Chicago
5
San Francisco
6
Dallas
7
Philadelphia
8
Detroit
9
St. Louis
10 Atlanta
11 Minneapolis
12 Seattle
Average
13 Miami
14 Phoenix
15 Boston
16 Denver
17 Indianapolis
18 Washington
19 Portland
20 Pittsburgh
21 Cleveland
22 Baltimore
23 Kansas City
24 San Antonio
25 Columbus
26 Nashville
27 Salt Lake City
28 Cincinnati
29 Austin
30 Charlotte
31 Milwaukee
32 Oklahoma
33 Memphis
34 San Diego
35 Louisville
1,092,514
811,308
762,768
731,275
435,636
409,069
379,977
H
I
346,700
G
315,934
H
E
314,645
R
304,299
297,763
277,566 AVERAGE
231,904
L
221,959
O
W
213,552
E
196,778
R
184,508
178,330
177,960
174,409
167,097
164,394
159,199
156,883
149,837
149,447
147,020
144,673
113,451
112,802
101,345
97,832
91,042
90,828
87,677
Source: Federal Highway

Administration, Freight Analysis
Framework
Strategy: Enhance the St. Louis Regions air service to support

key export industries and its connections to all modes of
the freight transportation network.
Strategy: Coordinate with stakeholders from the freight sector
to identify workforce challenges and infrastructure
priorities.
Well-maintained roads
Relatively low fuel prices
New interstate openings which have increased the efficiency of the system
Modest congestion with nominal delays during off-peak hours
New Mississippi River Bridge and improvements to the Poplar Street Bridge
Strong east-west connections but weak north-south connections
Six Class I railroads connect in St. Louis
Development of high-speed rail between St. Louis and Chicago
Performance
Measures
Definition
Desired
Trend
Tonnage
Total tons of freight goods

moved into, within and out of
the region
132,192
Tons
Truck
Congestion
Cost
Value of travel delay

(estimated at $86.81 per
hour of truck time) and
excess diesel consumption
estimated using state
average cost per gallon
$300,000
Annual
Hours of
Truck Delay
Total truck hours of delay

due to congestion
4,028,000
Hours
Baseline
Connected2045 |
31
INTERMODAL CONNECTIONS
Strategy: Partner with St. Louis Gateway, the St. Louis regional
freight district to coordinate freight planning with the
private sector and market the region as a national and
international freight hub.
Centrally located with connections to major interstates
2012
Strategy: Evaluate traveler information technology prototypes,

such as real-time messages on incidents, congestion,
and travel time to improve freight system reliability.
The St. Louis Regional Freight Study identifies the following as some of the assets and
opportunities upon which the region can build its intermodal freight network:
2012
Strategy: Initiate a regional rail network study to better fine needed

operational and system infrasctructure improvements.
Freight Study Highlights:
2012
Strategies
Protect Air Quality and Environmental Assets

Encourage investments that recognize the linkages between the
social, economic, and natural fabric of the region.
It is also important that the region consider

energy use and the transportation systems
contribution to regional greenhouse gas
emissions. The 2014 National Climate
Assessment identified several climate-related
impacts on transportation systems, such as:
Stress on pavement and expansion joints
due to extreme heat
Temporary inundation due to heavy
precipitation
Bridge scour resulting from faster
streamflow following heavy rain
Several adaptation measures have been
identified, including enhancing the tree canopy
to reduce the urban heat island effect and
using green infrastructure to reduce the runoff
from heavy precipitation events.
Map 14: Project Level Ecological Significance
AIR QUALITY
Number of days air quality index

exceeded 100 for ozone,
2011-2013 average
Figure 18: Average Number of Days of
Average
Number
of Days
Ozone
Exceedances
Ozone
Exceedances
per of
Year,
St. Louis
Region,
per year, St. Louis
Region,
2000
to
2013
2000 to 2013
40
Days of Exceedances
AIR QUALITY/ENVIRONMENTAL ASSETS
The transportation system can have significant

negative effects on the air quality and natural
resources of the region. Great strides have
been made in alleviating these effects through
federal, state and local initiatives that have
led to cleaner burning fuels, consideration
of environmental justice communities and
assessment of environmental impacts in
the planning process. Early and ongoing
consultation with natural resource agencies
from planning and construction to operations
and maintenance has resulted in the efficient
delivery of projects while protecting and
enhancing the regions environmental priorities.
Nevertheless, the St. Louis region faces
significant challenges in terms of air quality
though there has been a gradual downward
trend in ozone level exceedances over recent
years, St. Louis still ranks poorly among peer
regions in that regard.
30
20
10
0
Three Year Period

Sources: Air Quality Index, United States Environmental Protection Agency and East-West Gateway
1
Los Angeles
2
Dallas
3
Houston
4
St. Louis
5
Denver
6
Atlanta
7
Phoenix
8
New York
9
Cincinnati
10 Kansas City
11 Oklahoma City
12 Baltimore
13 Washington D.C.
14 Chicago
15 Louisville
Average
16 Philadelphia
17 Memphis
18 Cleveland
19 Pittsburgh
20 Nashville
21 Detroit
22 Charlotte
23 Indianapolis
24 San Antonio
25 Columbus
26 Milwaukee
27 San Diego
28 Salt Lake City
29 Austin
30 Boston
31 San Francisco
32 Minneapolis
33 Miami
34 Seattle
35 Portland
72.3
35.3
29.0
26.3
21.3
21.3
21.0
19.3
19.0
18.0
17.0
15.7
15.7
15.3
15.0
14.6
14.3
14.0
13.7
13.3
11.7
11.3
9.7
9.7
9.3
9.0
9.0
9.0
7.3
4.0
3.7
2.7
1.7
1.3
0.7
0.3
Source: U.S. Environmental

Protection Agency
H
I
G
H
E
R
AVERAGE
L
O
W
E
R
Strategies
Figure 19: Total U.S. Greehouse Gas Emissions by
by Economic
Sector
in in
2012
Economic
Sector
2012
Strategy: Advance the Blue, Gray, Green Infrastructure

Initiative identified in OneSTL and develop land cover
classification data set for the urban locations in the
region to inform transportation and infrastructure
planning, water quality planning, trail planning, and
greenspace enhancement.
Strategy: Build on greenhouse gas inventory research to include

more accurate sources of information, include point and
non-point sources, and expand the capacity of partners
to participate in region-wide and corridor specific
inventories.
Strategy: Support efforts that reduce energy use such as the
Clean Cities program in its pursuit to reduce petroleum
consumption through the expansion of alternative fuel
infrastructure, increased fuel economy in vehicles and
idle reduction measures.
Strategy: Analyze potential impacts of extreme weather and other
climate-related stressors on transportation system and
the economy.
20%
28%
Commercial & Residential

Industry
Transportation
Electricity
Performance
Measures
Criteria
Pollutant
Emission
Reductions
Conservation
and Environmental
Significance
Score
Definition
Desired
Trend
Baseline
Daily kilograms of onroad, mobile source

criteria air pollutants (HC,
Nox,PM2.5) reduced by
the latest annual program
of CMAQ projects.
2015-2016
Strategy: Coordinate the air quality and transportation planning

activities in the region through the partnerships
established on the Air Quality Advisory Committee and
advance the committee as a forum for the exchange
of information and the facilitation of the resolution of
interstate air quality issues.
10%
32%
Agriculture
Number of funded
projects that impact
ecologically significant or
conservation opportunity
areas within a mile
buffer.
248.64
kg/day
14
projects
Connected2045 |
33
AIR QUALITY/ENVIRONMENTAL ASSETS
10%
2015
Strategy: Use the Regional Ecological Framework to prioritize the

protection of environmentally sensitive areas, develop
mitigation strategies to protect critical areas and direct
mitigation funds towards areas of greatest restoration
potential through the continued partnership with
regulatory and resource agencies.
Total U.S. Greenhouse Gas Emissions

INVESTMENT PLAN
Chapter 3:
Investment Plan
Photo courtesy of Missouri Department of Transportation
Connected2045 |
35
Connected2045 Investment Themes

The investment plan of Connected2045, which was
developed through technical evaluation as well
as public and stakeholder input, reflects the 10
Guiding Principles that comprise the centerpiece of
the document. More specifically, Connected2045s
investment priorities should be viewed thematically,
rather than as a loose assortment of transportation
projects without a unifying structure.
The projects in Connected2045 preserve and
maintain the transportation system. By prioritizing
projects that keep the transportation system in good
repair over those that expand it, the plan recognizes
the challenges posed by aging infrastructure and
diminished transportation funding.
INVESTMENT PLAN
The projects in Connected2045 support the

regional economy. State, regional, and local
leaders agree that transportation investment
should spur economic growth, create jobs, and
improve access to opportunity. By giving priority to
projects that improve the regional freight network,
connect to employment centers, and support public
transportation the plan will assist helping the region
succeed in the economy of the 21st century.
The projects in Connected2045 increase safety
and security. Pedestrian, bicyclist, and motorist
safety has been identified as a priority by the federal
government, Illinois and Missouri, stakeholders and
the public. The investment plan takes into account
high accident corridors and intersections, and the
plan includes numerous safety strategies.
All projects using federal transportation funds must
first be identified in Connected2045s investment
plan, or otherwise be consistent with the Plans
principles. The transportation investment plan
establishes priorities for major state highway
and regional transit system projects through the
Plans horizon year. As such, the plan lists specific
projects recommended for federal funding through
2045. Although the listing only incorporates state
Departments of Transportation (DOT) and Metro
projects, local agency projects also are subject

to the RTPs purview. Decisions on local projects
competing for federal funds are made through
the annual Transportation Improvement Program
(TIP) selection process, which evaluates projects
according to the Plans principles.
By federal law both the RTP investment plan and
the annual TIP must be fiscally constrainedthis
means that reasonably anticipated revenues must
be sufficient to cover all project costs, including the
costs of maintaining and operating the transportation
system. Applying the financial constraint ensures
that the investment plan is more than merely a
project wish list and provides some level of certainty
concerning the nature and timing of investments.
Projects considered for inclusion in the RTP are
labeled as priority or illustrativepriority projects
are those that are affordable within the regions
anticipated resources, whereas illustrative projects
are beyond the regions financial ability. If additional
funding becomes available, however, illustrative
projects may advance to the priority list.
Transportation Improvement
Program
The FY 2015-2018 Transportation Improvement
Program (TIP) as approved by the East-West
Gateway Council of Governments Board of Directors
in July 2014 contains 688 projects at a total cost
of approximately $1.8 billion. This TIP commits
nearly 40% of the program (representing nearly
725.7 million) to preserve the existing infrastructure
(resurfacing/reconstructing roads, repairing/replacing
bridges, and replacing other aging transportation
facilities). Approximately 6 percent ($114.8 million)
of the program is allocated to adding capacity in the
form of new roads, new bridges, and new through
lanes on existing roads. Projects to improve safety
and/or operations of the regions transportation
systems and facilities account for almost 12 percent
of the total program ($221.8 million).
Funding transit, including MetroLink light rail,

MetroBus, Call-A-Ride, equipment, facilities, and
service, represents nearly 31 percent of the total
program ($575.2 million). The Over seven percent
of the program (135 million) is for payments to retire
debt from bonds, local public agencies or state
DOTs for costshare projects. Other projects such
as bicycle and pedestrian programs and facilities
and streetscape improvements, account for nearly
3percent of the total program ($62.5 million).
Several major projects were included in the FY
2015-2018 TIP. The following list includes major
projects (over $20 million).
Projects Considered for Plan

Inclusion
Project
Bus and paratransit preventive maintenance program
Mo 47 - Replace bridge over Missouri River
Martin Luther King Jr. Bridge - Rehabilitate ramps to I-55/64
Sponsor
Total
(in millions)
Metro
$60.0
MoDOT
$55.0
IDOT
$39.2
Loop Trolley TDD
$44.0
Eastbound I-64 - Poplar Street Bridge - Bridge and ramp improvments Add lane from 6th ramp to SB IL 3
MoDOT
$34.9
I-44 pavement and bridge improvements - Murdoch Avenue to Hampton

Avenue
MoDOT
$34.4
I-255 at Davis Street Ferry Road - New interchange
Dupo
$27.7
Martin Luther King Jr. Bridge - Construct ramps to southbound I-55/64/

IL 3
IDOT
$27.0
Payment to MoDOT for eastbound I-64 - Poplar Street Bridge lane

addition
IDOT
$25.4
I-70 resurfacing and bridge repairs- 2.5 miles east of I-55/270 to 0.1 Mi
west of Prairie Rd
IDOT
$25.0
St. Charles County
$16.6
GARVEE bond payback for I-64 reconstruction (Spoede to Kingshighway)
MoDOT
$54.0
GARVEE bond payback for the New Mississippi River Bridge
MoDOT
$33.6
Loop Trolley - Delmar Avenue and Debaliviere Avenue
I-70 at 5th St. and Fairgrounds Rd. - Diverging diamond interchange;

access improvements to Fairgrounds
Projects Legend
n
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50 projects, based on state DOT and Metro plans

and costing more than $9 billion, were considered
in developing the investment plan. Most projects
proposed emerged as preferred alternatives from
corridor and other planning studies. Also considered
were 11 corridors for which no projects are identified
but further study is warranted to develop projects
that address existing or emerging transportation
needs. Future long-range plans may consider
projects identified during those corridor studies.
Based on a technical evaluation of the projects,
and after applying the fiscal constraint, 28 priority
projects, costing nearly $4 billion, were selected for
the investment plan and allocated to one of three
implementation periods: 2016-2025, 2026-2035, or
2036-2045. (Those project costs do not include the
$27 billion required over the next 29 years simply
to maintain existing transportation assets and
operations.)
Projects that did not fit within the regions financial
resources were placed in the illustrative list, which
was divided into Tier I and II categories. Tier I
designates those projects that should advance first
into the priority list if additional funding becomes
available.
Each project in the investment plan is listed with
icons representing three guiding principles on
which it scored highly in the evaluation process;
however it should be noted that all highly-ranked
projects scored well on preservation, safety, and
strengthening intermodal connections, major themes
of Connected2045.
Connected2045 |
37
INVESTMENT PLAN
Table 5: Major Projects
Financial Capacity Analysis

There is great uncertainty about the future of
transportation funding. Motor fuel tax revenue,
which has been the financial backbone of federal
and state transportation programs, is failing to keep
up with growing needs. Because of the lack of new
or enhanced financial resources, it is becoming a
challenge, at all levels of government, simply to
maintain existing transportation systems. While
discussions have begun at the federal and state
levels about increasing transportation resources,
little has been accomplished. Given this uncertainty,
Council staff has taken a conservative approach in
forecasting future revenues.
Council staff forecasts future revenues to establish
the fiscal constraint for the RTP. The fiscal constraint
reflects the regions financial capacity to maintain,
operate, and enhance the regions transportation
network over the plan period. Projects that can be
funded within anticipated revenues are identified as
Investment Priorities; projects that cannot be funded
are identified as Illustrative Projects.
For purposes of the RTP, the financial capacity
analysis and the resulting investment plan focus
on the state highway and regional transit systems.
Both MoDOT and Metro provided baseline financial
forecasts that Council staff modified for RTP use.
The forecast for IDOT revenues was based on its FY
2014 program. In establishing the fiscal constraint,
it was assumed that federal revenues would
increase modestly and that capital costs would
inflate by three percent annually. Based on these
assumptions, revenues available to the region from
the IDOT, Metro and MoDOT programs exceed $31
billion through 2045, with approximately 87 percent
of that amount being used for road and bridge
rehabilitation or reconstruction, transit vehicle and
facility replacement and rehabilitation, state highway
and regional transit system operations, and safety
projects.
Illinois Department of
Transportation (IDOT)
Through 2045, IDOT will have an estimated $5.5
billion in revenue available for transportation projects
in the St. Louis region. More than $4.1 billion of that
amount will be needed to rehabilitate, reconstruct
and upgrade existing facilities, leaving a balance of
less than $1.4 billion for major projects. That $1.4
billion falls short of the $4.5 billion needed to fund all
eight projects submitted by IDOT for plan inclusion.
require $19.1 billion to keep its vehicles and capital

facilities in good condition and maintain existing
service levels. Thus, over the long term, the funds
available to Metro are not sufficient for the agency
to adequately maintain its current system. Because
of this, there are no major transit capital projects
listed among the priority investments. For Metro
to maintain operations and pursue rail and bus
expansion plans, a revenue increase equivalent to
another cent sales tax in the city of St. Louis and
County will be required.
Table 6: IDOT Financial Capacity:

2016-2045 (year of expenditure dollars, millions)
Table 7: Metro Financial Capacity:

Total Revenue
$5,525
Preservation/Operations Cost
$4,144
Maintaining Existing System
Balance for Major Projects
$1,381
Major Project Costs
$4,508
Total Balance
($3,127)
Metro Transit System

Two important assumptions were made in
developing the financial forecast for Metros system:
first, St. Louis County would place no restrictions
of Metros use of Proposition A funds; second,
Metro could use those funds for either capital or
operating needs. Without those assumptions, Metro
would have no guarantee that it could continue to
finance its operations beyond the short term without
delaying capital improvements or reducing services.
With those assumptions, Metro can operate for
the next decade without facing capital or operating
shortfalls.
The financial projection, however, suggests that
by the middle of next decade Metro will begin
experiencing both capital and operating deficits,
unless the system receives additional revenue.
Assuming no additional revenue, Metro will have
an estimated $17.9 billion in capital and operating
funds through 2045. Over that same period, it would
Capital Revenue
$3,013
Operating Revenue
$14,838
Total Revenue
$17,851
Capital Expenses
$3,330
Operating Expenses
$15,760
Total Expenses
$19,090
Balance
($1,239)
Missouri Department of
Transportation (MoDOT)
Of the three major transportation agencies, MoDOT
faces the worst financial circumstances. By FY 2017
MoDOT will lack the resources needed to match
all the federal transportation funds available to the
state. This will reduce the state construction program
to $325 million a year, a fraction of historic funding
levels and insufficient to maintain the state highway
system. In response to the declining construction
program, the Missouri Highway and Transportation
Commission adopted the Missouri 325 System plan,
which will focus funding on keeping the state 8,000
mile primary system in its current condition, while
performing only routine maintenance on the states
26,000 mile supplementary system.
In preparing the MoDOT financial projection, Council

staff assumed that the state would have sufficient
revenue to match all federal funds. Accomplishing
this will require the Missouri General Assembly to
raise new transportation revenues by an amount
equivalent to a four cent motor fuel tax increase.
In the absence of such an increase, the MoDOT
program will be reduced to a preservation-only
mode.
Under the assumption of new revenue to match
federal funds, MoDOT will have $7.7 billion for
projects in the St. Louis region through 2045. More
than $5.1 billion of that amount will be dedicated to
system preservation, operations, safety projects,
and the ADA transition program. Another $2.5
billion would be available for major projects. The
35 projects proposed by MoDOT for inclusion in
the RTP total $3.6 billion. So, even with additional
revenue, the funds available through the plan period
only cover about 70 percent of the MoDOT project
costs.
Table 8: MoDOT Financial Capacity:

Total Revenue
$7,721
Preservation/Operations Cost
$5,167
Balance for Major Projects
$2,554
Major Project Costs
$3,643
Total Balance
($1,089)
Connected2045 |
39
Bicycle and Pedestrian Projects

Bicycle and pedestrian projects and planning are
funded annually through the TIP selection process.
However, to provide a more complete picture
of the St. Louis regional transportation system,
Connected2045 includes a list of major upcoming
bicycle and pedestrian projects and plans in the
region. It should be noted that not all of these
projects and plans have funding identified, nor is
inclusion in Connected2045 a funding commitment
on the part of EWG. The following table is intended
for informational purposes and to acknowledge
the role that investments in bicycle and pedestrian
transportation can play in the St. Louis region.
Transportation Investment Plan

INVESTMENT PLAN
The accompanying tables list the projects comprising

the priority investment plan for the region. The
first series of tables list the priority projects by
time period. The tables following list the illustrative
projects, which will be drawn into the priority plan
if additional revenues become available, and the
proposed corridor studies. In total, the plan proposes
spending $31 billion over the 29 year planning
horizon, with 87 percent of that cost being allocated
to preservation and operations.
Table 9: Future Regional Bicycle Projects

14th Street Connection and Trestle
St. Louis City
Missouri River bicycle/pedestrian bridge
St. Charles/St. Louis
Bike Share
St. Louis/St. Louis City
Great Rivers Greenway River Ring
St. Charles/St. Louis/

St. Louis City
Metro East Parks and Recreation District priority trails Madison/St. Clair
Future phases of Bike St. Louis
EWG Blue-Green-Gray Infrastructure plan
Regionwide
Update to 2005 EWG Bicycling and Walking

Transportation Plan
Regionwide
e
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Table 10: Investment Priorities

Projects funded within the regions fiscal constraint
(year of expenditure dollars, millions)
y
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rm
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a bl
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Period: 2016-2025
Description
County
Location
Preservation/Operations
Maintenance/rehabilitation/
operational improvements
Multicounty
Regionwide
$2,337
Transit Operations
Maintain existing transit system
Multicounty
St. Louis/St. Louis City/

St.Clair
$4,370
IL 3 (Partial)
Relocate, construct 4-lane

roadway
St. Clair/Madison
Cahokia to Venice
$255
I-270
Replace bridge
Madison
Mississippi River Bridge
$215
I-44
Rehabilitate pavement and

bridges; improve interchanges
St. Louis City
I-55 to River Des Peres
$185
I-64
Replace bridge
St. Louis City
Vanderventer bridge
$39
I-64
Revise interchange
St. Louis City
Grand/Market interchange
$20
I-270
Improve interstate and

interchange
St. Louis
I-170 to Lindbergh
$93
I-270
Improve interstate,
interchanges, and outer roads
St. Louis
Old Halls Ferry to Hanley/

Graham
I-70 (Partial)
Rehabilitate pavement, improve

St. Charles
interchanges, add lanes
MO 94 to MO 370
$30
David Hoekel Parkway Phases 1 and 2
Construct new road
Peine Rd. to MO P; Interstate

Dr. to Meyer Rd.
$54
St. Charles
Cost (YOE)
Principles
INVESTMENT PLAN
Project/Corridor
$289
Connected2045 |
41
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Table 10 (Continued): Investment Priorities

y
om
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on
al
an
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od
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lit se
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y
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ua As
te
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i
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Q
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Ai en
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P
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Period: 2026-2035
INVESTMENT PLAN
Project/Corridor
Description
County
Location
Multicounty
Regionwide
$3,026
Transit Operations
Multicounty
St. Louis/St. Louis City/St. Clair
$5,749
IL 3 (Partial)
Relocate, construct 4-lane

roadway
St. Clair/Madison
Cahokia to Venice
I-270 (Partial)

interchanges
Madison
IL 111 to Mississippi River
I-70 (Partial)
Rehabilitate pavement, improve

interchanges, add lanes
St. Charles
MO 94 to MO 370
$100
I-44
Improve corridor, including new

bridges over the Meramec River
St. Louis
Geyer to MO 141
$222
MO H
Upgrade to parkway
St. Louis City
Hall to I-270
$38
I-270

interchanges
St. Louis
McDonnell to MO 370
$86
I-64
Revise interchange; upgrade 22nd

St. to parkway
St. Louis City
16th to Jefferson (22nd)
$38
I-170
Improve interchange
St. Louis
MO D interchange
$38
I-64
Construct Split Final
St. Louis City
Sixth Street ramp
$47
I-270
Improve interchange
St. Louis
MO 367 interchange
$107
I-270

bridges; add capacity, modify
interchanges and outer roads
St. Louis
H to Lilac
$163
I-170
Improve interchanges
St. Louis
Scudder to Airport Rd.
US 67
Raise and relocate roadway
St. Charles
Mississippi River
I-64
Add capacity
St. Charles
MO K to I-70
$54
David Hoekel Parkway Phases 3 and 4
Construct new road
St. Charles
Peine Rd. to Meyer Rd.
$27
Cost (YOE)
$371
$80
$42
$3
Principles
e
s
or
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Sa
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r
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Fo ow
Pr d
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y
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an
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Period: 2036-2045
Project/Corridor
Description
County
Location
Cost (YOE)
Multicounty
Regionwide
$3,948
Transit Operations
Multicounty
St. Louis/St. Louis City/

St.Clair
$7,732
I-270 (Partial)

interchanges
Madison
IL 111 to Mississippi River
Alton-Godfrey Connector
Construct new road
Madison
I-270
Improve interchange
St. Louis
Dorsett to MO 370
$211
I-270
Improve corridor, add capacity
St. Louis County
MO 100 to MO 30
$203
I-70
Improve interchange
St. Louis
Route U
I-44
Improve interchange
Murdoch to Shrewsbury
$140
I-55

bridges, add capacity, improve
interchanges
Jefferson
MO Z to US 67
$278
I-270
Revise interchange ramps
St. Louis
MO D interchange
$30
I-55
Construct new bridges over

River Des Peres
St. Louis City
Carondelet to Germania
$47
David Hoekel Parkway Phase 5
Construct new road
St. Charles
Jackson Rd to Interstate Dr.
Principles
$238
INVESTMENT PLAN
$223
$6
Connected2045 |
43

Illustrative Tier I
INVESTMENT PLAN
Project/Corridor
Description
County
Location
Bus Rapid Transit
West Florissant
Downtown to Natural Bridge
Cost (YOE)
$59
Bus Rapid Transit
I-64
Downtown to Chesterfield
$56
MetroLink extension
Northside-Southside phases I & II
Northside/Southside
StL Streetcar
Streetcar
St. Louis City
CWE to Downtown
I-70 Connector
Construct new road
St. Clair/Madison
e/o IL 3 to I-70
I-55/70
Add lanes
Madison
I-255 to I-270
$508
MO 47
Improve corridor
Franklin
Washington to I-44
$183
I-70
Add capacity and improve interchanges
St. Charles
I-64 to MO T/W
$154
I-270
Add lanes
St. Louis
MO 100 to I-64
MO 100
Realign; construct interchange
Franklin
e/o Gray Summit
I-64
Construct new interchange and/or overpasses
St. Louis
Baxter interchange
Project/Corridor
Description
County
Location
MetroLink extension
Daniel Boone
St. Louis
Clayton to Westport
MetroLink extension
MetroNorth
St. Louis
N Hanley to Florissant
MetroLink extension
MetroSouth
Shrewsbury to Butler Hill
Lebanon Bypass
Construct new road
St. Clair
IL 4 to US 50
Gateway Connector
Construct new road
Madison/St. Clair/Monroe US 40 to I-255
US 61
eliminate at-grade crossings, construct new interchanges and

connecting outer roads
St. Charles
I-64 to Lincoln Co.
I-64
Improve interchange
St. Louis
Long Rd. interchange
MO 21
Improve corridor
Jefferson
MO B to MO N & H
MO 94
Add capacity
St. Charles
I-70 to MO 364
$26
US 50
Upgrade roadway
Franklin
Progress Parkway to I-44
$41
Route 364
Provide access
St. Charles
Gutermuth Rd.
$14
$2,270
$410
$1,523
$63
$201
$87
Illustrative Tier II
Cost (YOE)
$1,059
$757
$1,210
$81
$1,015
$173
$87
$102

Recommended Corridor Studies
Description
County
Location
I-70
Corridor Study
St. Louis City/St. Louis/St. Charles
Broadway to I-64
Cost (YOE)
I-44
Interchange study
St. Louis City
I-55
MO 340
Corridor Study
St. Louis
MO 100 to I-64
I-70
Corridor and interchange study
St. Louis
Natural Bridge to Hanley Rd
MO 79
Corridor Study
St. Charles
Salt River to Lincoln Co.
MO 94
Corridor Study
St. Charles
Route 364 to Route D
MO N
Corridor Study
St. Charles
I-64 to South Point Prairie Road
Route 364
Corridor study
St. Charles
Heritage Crossing to Mid Rivers

Mall Drive
Route 141
Corridor Study
Jefferson
County line to Astra Way
US 67
Corridor study
Jefferson
Route 61 to Route V
I-44
Corridor Study
Franklin
MO 100 to Crawford County Line
Connected2045 |
INVESTMENT PLAN
Project/Corridor
45
INVESTMENT PLAN
AIR QUALITY
Chapter 4:
Air Quality
Under development ...
Connected2045 |
47
The conformity process is intended to ensure that

the programs and activities proposed in longrange transportation plans conform to the purpose
of the State Implementation Plans for Air Quality.
As stated in the Clean Air Act Amendments of
1990 (CAAA), this means conformity to
the (implementation) plans purpose of
eliminating or reducing the severity and
number of violations of the national ambient air
quality standards and achieving expeditious
attainment of such standards The provisions
of the CAAA in relation to conformity are amplified in
the U.S. Environmental Protection Agency Final Rule,
CFR Part 93, as amended January 2008, March
2010 and March 2012. New timelines and procedures
were set out in SAFETEA-LU.
Air Quality Conformity Process

AIR QUALITY
The U.S. Environmental Protection Agency (EPA)

uses the term attainment area to describe those
areas where air quality meets health standards
for particular air borne pollutants. In 2002, the St.
Louis region attained the one-hour ozone standard,
based on three years of air quality monitoring data
for the 2000-2002 time period. The redesignation
request and Maintenance Plans, prepared by the
Missouri Department of Natural Resources (MoDNR)
and the Illinois Environmental Protection Agency
(IEPA), were approved by EPA on May 12, 2003. As
a result, the entire eight-county St. Louis region is
now classified as a maintenance area for the onehour ozone standard. However, as of June 15, 2004,
the St. Louis area, as well as other metropolitan
areas around the nation, was re-designated by
EPA as a non-attainment area for the new more
restrictive eight-hour ozone standard and was
classified as a moderate non-attainment area. The
eight-hour non-attainment area included Franklin,
Jefferson, St. Charles and St. Louis counties and
the city of St. Louis in Missouri and Jersey, Madison,
Monroe and St. Clair counties in Illinois. In June
2012, EPA redesignated the Illinois counties as
being in attainment of the 1997 eight-hour ozone
standard. In February 2015, EPA redesignated the
Missouri counties as being in attainment of the

1997 eight-hour ozone standard. In July 2012, the
eight-county St. Louis area was designated by EPA
as a marginal non-attainment area for the 2008
eight-hour ozone standard. In April 2005, USEPA
designated the entire eight-county St. Louis region as
being in non-attainment of the fine particle material
(PM2.5) standard, as well as other metropolitan areas
throughout the nation. The PM2.5 non-attainment
area includes: Franklin, Jefferson, St. Charles
and St.Louis counties and the city of St. Louis in
Missouri; and Madison, Monroe and St. Clair counties
in Illinois. Baldwin Township in Randolph County,
Illinois is also part of the PM2.5 non-attainment area.
Under provisions of the CAAA, East-West Gateway,
as the Metropolitan Planning Organization for the
region, is the agency responsible for making the
determination of conformity. The conformity finding
relates to those pollutants produced by automobiles
and other road transportation, generally described as
mobile source emissions. The pollutants of concern
in this region are ozone and fine particles. Ozone
is not, however, produced directly by automobiles.
Ozone is formed when volatile organic compounds
(VOCs) and oxides of nitrogen (NOx) emissions
from cars and industry mix with oxygen in the lower
atmosphere in the presence of strong sunshine
(temperatures of 85F or higher). Fine particles are
less than 1/30 the width of a human hair. The PM2.5
mobile source components of interest are direct
PM2.5 from vehicle exhaust, brake wear and tire
wear and NOx (as a precursor to PM2.5 formation).
Benchmarks against which progress is measured
in meeting national goals for cleaner and healthier
air are set out in the State Implementation Plans
(SIPs). Preparation of SIPs is the responsibility of
each state. The present Determination of Conformity
for the Missouri part of the region is made in relation
to Early Progress Plan for the Missouri Portion of
the St.Louis Nonattainment Area for 2008 8-Hour
Ground Level Ozone National Ambient Air Quality
Standard (MO Early Progress Plan) EPA found the
2008 motor vehicle emissions budgets in the MO
Early Progress Plan to be adequate for Conformity
purposes (October 28, 2013). The Determination of

Conformity for ozone for the Illinois part of the region
is made in relation to the motor vehicle emission
budgets, contained in the Maintenance Plan for the
Metro-East St. Louis Ozone Nonattainment Area
for the 1997 8-Hour Ozone National Ambient Air
Quality Standard Attainment Demonstration Plan (IL
Maintenance Plan). The IL Maintenance Plan was
approved EPA on June 12, 2012.
The primary purpose of the conformity process is
to ensure that predicted future mobile emissions
resulting from planned and programmed Missouri
transportation projects (the Action scenario) fall below
the 2015 VOC and NOx emission budget levels set
out in the MO Early Progress Plan maintenance
plans for both VOC and NOx. The primary purpose
of the conformity process is to ensure that predicted
future mobile emissions resulting from planned
and programmed Illinois transportation projects
(the Action scenario) fall below the 2008 and 2025
emission budget levels set out in the maintenance
plans for both VOC and NOx.
The State of Missouri Redesignation Demonstration
and Maintenance Plan for the Missouri Portion of
the St. Louis Non-Attainment Area for the 1997
Annual Fine Particulate National Ambient Air Quality
Standard (MO PM2.5 Maintenance Plan) has been
submitted to EPA in August 2011. Missouri has
developed a technical supplement for this plan.
Illinois is in the process of completing its annual
PM2.5 SIP for submittal to EPA. The principal step is
to demonstrate, for the selected analysis years, that
the predicted future mobile emissions resulting from
planned and programmed transportation projects
(Action scenario) is less than the combined 2002
baseline emissions inventories developed by Missouri
and Illinois for the entire PM2.5 non-attainment area.
Since the St. Louis area is in nonattainment of the
annual PM2.5 standard, annual emissions are to be
used.
OZONE
Federal and state regulations require that projects
included in the Connected 2045 must pass the
following emissions test for each of four analysis
years, 2015, 2025, 2035 and 2045
Emissions of VOC for the Missouri counties
resulting from the plans 2015, 2015, 2035
and 2045 implementation will be less than the
2015 budget in the MO Early Progress Plan
i.e. 32.70 tons per day. Emissions of VOC for
the Illinois counties resulting from the plans
2015 implementation will be less than the 2008
budget in the IL Maintenance Plan, i.e. 17.27
tons per day. Emissions of VOC for the Illinois
counties resulting from the plans 2025, 2035
and 2045 will be less than the 2025 budget in
the IL Maintenance Plan, i.e. 5.68 tons per day.
(See Table 5-1).
Emissions of NOx for the Missouri counties
resulting from the plans 2015, 2025, 2035
and 2045 implementation will be less than the
2015 budgets in the MO Early Progress Plan
i.e. 76.70 tons per day in Missouri. Emissions of
NOx for the Illinois counties resulting from the
plans 2025, 2035, and 2045 implementation will
be less than the 2025 budgets in IL Maintenance
Plan, i.e. 15.22 tons per day (See Table 5-2).
Based on the conformity analysis for ozone
conducted as part of the long-range plan
development, as shown in the following tables, the
projects and programs included in Connected 2045
are found to be in conformity with the requirements
of the Clean Air Act Amendments of 1990, the
relevant sections of the Final Conformity Rule 40
CFR Part 93, and the Missouri State Conformity
Regulations 10 CSR 10-5.480. The finding is
documented in companion report,
PM2.5
Federal and State regulations require that projects
included in Connected 2045 must pass the following
emissions test for each of the four analysis years,
2015, 2025, 2035 and 2045:
Emissions of direct PM2.5 resulting from
the plans 2015, 2025, 2035 and 2045
implementation will be less than the 2002
baseline emissions inventory for the entire
nonattainment area, i.e. 3,496.71 tons per year
(see Table 5-3).
Emissions of NOx (as a precursor) resulting
from the plans 2015, 2025, 2035 and 2045
implementation will be less than the 2002
baseline emissions inventory for the entire nonattainment area, 91,707.65 tons per year (see
Table 5-4).
Based on the conformity analysis conducted for
PM2.5 as part of the long-range plan development,
as shown in the following tables, the projects and
programs included in Connected 2045 are found to
be in conformity with the requirements of the Clean
Air Act Amendments of 1990, the relevant sections
of the Final Conformity Rule 40 CFR Part 93 and
the Missouri State Conformity Regulations 10 CSR
10-5.480. This finding is documented in companion
report, Air Quality Conformity Determination
and Documentation (8-Hour Ozone & PM2.5) for
Connected 2045: Long-Range Transportation Plan
for the St. Louis Region.
AIR QUALITY
Air Quality Conformity

Determination
Baldwin Township in Randolph County in Illinois is

not included in the East-West Gateway region but
is included in the PM2.5 non-attainment area for
St. Louis. IDOT is the lead agency in overseeing
the conformity determination process for Baldwin
Township. The mobile source emissions estimates
for the Township which have been included in
the overall emissions analysis and resulting test
can be found in Appendix G of the companion
report, Air Quality Conformity Determination
and Documentation (8-Hour Ozone & PM2.5) for
Connected 2045: Long-Range Transportation Plan
for the St. Louis Region.
Connected2045 |
49
AIR QUALITY
Gateway Tower
One Memorial Drive, Suite 1600
St. Louis, MO 63102-2451
314-421-4220 | 618-274-2750
www.ewgateway.org

East-West Gateway Connected2045: Long Range Transportation Plan For The St. Louis Region

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East-West Gateway Connected2045: Long Range Transportation Plan For The St. Louis Region

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Preliminary Draft

March 17, 2015

Long-Range Transportation Plan for the St. Louis Region

The East-West Gateway Council of Governments (EWG) hereby

This publication was supported, in part, by federal funds provided

State of the System Report

Transportation Improvement Program, an annuallyupdated, four-year list of projects using federal

Summary and Top Priorities

Connected2045 is the long-range transportation plan

Connected2045 employed an innovative and wellattended public engagement program to develop

that will allow EWG to score transportation projects

Presenter, Ron Elz, as Johnny Rabbitt at

Weve been planning like its 1975. In a real

In order to plan for the future of the region, it

Vandeventer and Chouteau Avenue, 1925.

into law a Federal Highway Act that initiated the

The future of transportation in

In 1910, the Greater St. Louis Magazine published

Sidewalk on Olive Street looking west toward Seventh Street, 1900.

Over the past decade, smart phones and improved

the way for new, innovative transportation options

Transportation researchers are also making exciting

4 | Long-Range Transportation Plan for the St. Louis Region

Transportation and the St. Louis

SAY AFFORDABLE AND CONVENIENT ALTERNATIVES

Oregon and ahead of Pittsburgh. The St. Louis

Metropolitan Statistical Area

in jobs with above average wages. Driven largely

arrange other means to travel to and from work.

Table 2: Employment by Sector, St. Louis MSA, 1990-2014 (in thousands)

Mining, Logging, and Construction

Transportation and Utilities

Professional and Business Services

Leisure and Hospitality

Source: Bureau of Labor Statistics

Source: Bureau of Economic Analysis

Table 1: METRO AREA POPULATION

The average St. Louisan drives:

Source: FHWA & EWG

St. Louis residents will be 65 years or

$7,804 vs. $936

older in 2045. The number of seniors

Average annual cost of car ownership

Source: EWG & US Census Bureau

The anticipated national transportation

Immigrants make up 4.5% of the regions population,

More likely to start

More St. Louisans

More likely to have

Source: ACS & St. Louis Mosaic Project

6 | Long-Range Transportation Plan for the St. Louis Region

A typical St. Louis resident with

The average number of

In 2009, compared to young adults

households that do not

The percentage of black

Source: 2012 American

Transportation and People

From 1950 through 2010 the population

This trend may slowly be changing. Since 2010,

observed that due to the auto-oriented nature of the

Transportation Finance: The glass is not only

By the final Connected2045 Speaker Series event,

Population and Employment in the