1

The Framework
The Framework

RTP 2040 3
 The Policy Context
The Framework
East-West Gateway Council of
Governments (The Council) is
the St. Louis region’s federally
designated Metropolitan
Planning Organization (MPO).
As required by federal law, the
Council develops the long-
range Regional Transportation
Plan (RTP) every four years.
The principles and strategies
included in the RTP are carried
out through a variety of short-
range transportation plans and
programs. Chief among these
is the Transportation
Improvement Program (TIP),
which reflects short-term deci-
sions on how federal funds are
spent in the region. In effect,
the TIP is used to implement
the RTP.
The Council’s Board of
Directors oversees the devel-
opment of short- and long-
range transportation plans for
the region and selects the fed-
erally-funded capital projects
and operational initiatives that
will best carry out the princi-
ples and strategies of the long-
range plan. The Council serves
4 RTP 2040
in this capacity through certifi-
cation from the U.S. Depar-
tment of Transportation and
under joint agreements among
the states of Missouri and
Illinois and the eight counties
in the region: the city of St.
Louis, St. Charles, St. Louis,
Franklin, Jefferson, Madison,
Monroe and St. Clair counties.
All federally-funded transporta-
tion projects must be consis-
tent with the principles of the
RTP and to be included in the
TIP.
The Document
A framework of Ten Principles
was established through an
engagement process to pro-
vide guidance on regional val-
ues and in turn guide the devel-
opment of the region’s next
long range plan. The chal-
lenges outlined in Chapter 2
provide a backdrop from which
to develop a number of strate-
gies to achieve the Ten
Principles. In Chapter 3, strate-
gies are identified to imple-
ment the Ten Principles.
Chapter 4 outlines the
Transportation Investment Plan
and Chapter 5 summarizes Air
Quality Conformity. A support-
ing document is being pre-
pared in conjunction with the
RTP that will serve as the next
iteration of the State of the
System report. This document
provides an evaluation of the
performance of the region’s
transportation system.
The Ten Principles
In 2009, the Council conducted
the Renewing the Region (RTR)
initiative to assess the region’s
economic and social health,
and to explore possible ways
to enhance cooperative plan-
ning and action in the region.
That initiative provided the con-
text for this plan update. The
initiative resulted in a frame-
work, or set of principles used
to guide this long-range trans-
portation plan. These principles
were derived from discussions
with a broad range of citizens
and regional leaders over nine
months. Those discussions
occurred through interviews,
focus groups and small group
meetings, centered on identify-
ing issues likely to affect the
region’s future growth and
prosperity. The principles chal-
lenge the region to think
beyond strictly transportation
and begin to make the connec-
tion between transportation
and the broader society. Those
Ten Principles follow.
Preserve and maintain
the existing system
1
ONE OF THE MAJOR CHALLENGES
FACING STATES AND METROPOLITAN
AREAS IS KEEPING THE TRANSPORTA -
TION SYSTEM IN GOOD REPAIR . The
decades-long emphasis on sys-
tem expansion has limited the
resources available for rehabili-
tating and replacing aging sys-
tem components. Failing pave-
ments, deficient bridges, and
deteriorated transit facilities
create safety problems, reduce
operational efficiency, and neg-
atively impact travel quality.
Deferring preservation work is
also significantly more expen-
sive than pursuing a regular
cycle of maintenance, rehabili-
tation, and replacement.
Support public
transportation
2
GREAT CITIES HAVE GREAT TRANSIT
SYSTEMS . A healthy regional
economy includes a public
transportation option for peo-
ple who need it to get to their
jobs, to school and to other
essential destinations.
Residents who do not ride on
transit rely on many who do
throughout the region. Public
transit spurs economic devel-
opment, lowers the cost of
living for those who use it, and
reduces traffic congestion and
improves air quality by taking
cars off the road.
Support neighborhoods
and communities
throughout the region
3
A HEALTHY METROPOLITAN ECONO -
MY IS COMPRISED OF HEALTHY
NEIGHBORHOODS throughout the
eight counties. St. Louis is a
large, diverse region, with his-
toric and newer rural, suburban
and urban communities that all
make vital contributions to the
metropolitan economy. They
support residential life, employ-
ment, schools and places to
visit for area residents and
tourists. Where appropriate to
support existing communities,
strategic enhancement or
expansion to the system may
be warranted.
Foster a vibrant down-
town
4
EVERY WORLD -CLASS CITY HAS A
DOWNTOWN SKYLINE WITH FIRST
CLASS OFFICE SPACE , HOTELS ,
RESTAURANTS , RESIDENTIAL CHOICES ,
ENTERTAINMENT VENUES , GREEN
SPACE , AND SHOPPING IN A DENSE ,
WALKABLE AND ATTRACTIVE SETTING .
Whether area residents work
downtown or visit for sports or
The Framework
entertainment, they expect
downtown to flourish and they
take pride in its success. As a
key job center, the central busi-
ness district is an economic
engine that provides important
linkages among businesses,
large and small, the outside
world, and the people who live
and work in the entire region.
Provide more transporta-
tion choices
5
WITH THE GROWING EMPHASIS ON
LIVABILITY AND SUSTAINABILITY , IT IS
IMPORTANT TO CREATE VIABLE
OPTIONS TO AUTOMOBILE USE . This
suggests an increasing empha-
sis on public transportation,
but also developing more
opportunities for walking, bicy-
cling, and telecommuting. All
of these will help reduce
dependence on foreign oil,
improve air and water quality,
reduce greenhouse gas emis-
sions, and reduce the ever-
growing household cost of
transportation. Serious
attempts to expand travel
options will require closer
attention to the interplay of
land use and transportation.
RTP 2040 5
 Promote safety and
The Framework
security
6
THE GOAL FOR ANY TRANSPORTATION
SYSTEM IS TO MOVE PEOPLE AND
GOODS EFFICIENTLY , EFFECTIVELY ,
AND SAFELY . Travel safety, as it
affects all aspects of the multi-
modal transportation system, is
a continuing priority. There is
also the question of system
security, or protecting the sys-
tem against human- or natural-
ly-caused disasters. Both maxi-
mizing safety in everyday
usage and securing the system
against catastrophic acts are
prime considerations for trans-
portation planning and invest-
ment decisions.
Support a diverse econo-
my throughout the
region
7
THE TRANSPORTATION NEEDS OF THE
REGIONAL ECONOMY ARE AS DIVERSE
AS THE ECONOMY ITSELF . One sec-
tor 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 con-
nections to other major cities.
A good multimodal transporta-
tion system, whose component
6 RTP 2040
parts work together as seam-
lessly as possible, is necessary
to sustain and grow the
region’s economy. It is essen-
tial to understand the trans-
portation needs of the various
economic sectors throughout
the region and target invest-
ments to meet those needs.
Support quality job
development
8
IN ORDER TO GROW THE METROPOLI -
TAN ECONOMY , ECONOMIC DEVELOP -
MENT STRATEGIES NEED TO SUPPORT
THE GROWTH OF WEALTH PRODUCING
JOBS . Good paying jobs allow
residents to save and to return
money to the economy through
purchases of goods and servic-
es, and the payment of taxes
benefit the whole economy
many times over. Transportation
expenditures that serve good
quality employment opportuni-
ties are a sound investment.
Strengthen intermodal Link transportation plan-
connections ning to housing, environ-
ment, education and
9
THE CONNECTING POINTS BETWEEN
TRANSPORTATION MODES ARE CRITI -
energy
CAL TO THE EFFICIENT FLOW OF
BOTH PEOPLE AND GOODS . From a
people movement perspective,
10
TRANSPORTATION IS TIGHTLY INTER -
WOVEN WITHIN THE ENTIRE SOCIAL ,
ECONOMIC , AND NATURAL FABRIC OF
intermodal connections are the THE REGION .It is, therefore, only
points at which public trans- one part of a broader integrat-
portation interacts with other ed system, with all parts affect-
modes—walking, bicycling, ing all other parts. Thoughtfully
automobiles, aviation, and even analyzing, planning, and invest-
other transit modes—to allow
the easy transfer of people
from one mode to another.
ing in ways that recognize the
linkages between those parts
is a necessary step toward cre-
From a freight perspective, ating a healthier and more sus-
these connections occur at tainable region.
points where shipments can be
transferred between modes,
i.e., truck, barge, pipeline, train,
and airplane. Increasing the
opportunities for these types of
connections enhances the
effectiveness of the overall
transportation system, providing
improvements in both mobility
and economic efficiency.
 2

Regional Challenges

Regional Challenges
RTP 2040 7
 Regional Challenges Economic Recovery and Figure 1: Rate of Unemployment 2001-2010
The Great Recession and its Growth 12.0
lingering societal effects are at EWG Region
10.0
the forefront of national and The region’s overall economic National Rate
8.0
regional policy debate and performance, both over the
decision-making. past decade and into the next, 6.0

Unemployment rates remain is inherently tied to the condi- 4.0

high, the housing market is still
recovering and governments
struggle with decreasing rev-
tion of the national economy.
2.0
As the national economy fal-
0.0
ters, so does the region.

01

02

03

04

05

06

07

08

09

10
enues as they endeavor to Although general parallels exist

N
Regional Challenges

JA

JA

JA

JA

JA

JA

JA

JA

JA

fund and deliver critical public
services. A key component to
economic recovery is access.
Ensuring access of goods to
markets and of people to
employment is critical to
improving the economic stand-
ing of the region and the social
well being of its residents. In
JA
between national and regional
trends, differences do exist.
For instance, the region was
Figure 2: Employed Residents, EWG Region, 2001-2010
not hit as hard by the declines
1,400,000
in the housing sector as other
1,350,000
metropolitan areas were, but 1,300,000
experienced a significant 1,250,000
impact from declines in manu- 1,200,000
facturing. 1,150,000

the not too distant future, the 1,100,000

Employed Residents
1,050,000
nation and the region will have Employment Trends Labor Force
1,000,000
no choice but to deal with the

01

02

03

04

05

06

07

08

09

10
N

N
potentially negative economic The impact of the recent reces-

JA

JA

JA

JA

JA

JA

JA

JA

JA

side effects of petroleum
dependence. Finally, the uncer-
tainty of future funding means
the region must address how
to pay for the maintenance and
improvement of the transporta-
tion infrastructure.
sion on the region’s unemploy-
ment rate and on the number
of employed residents is
shown in figures 1 and 2. The
highest level of employment in
the last decade was June,
2001, when 1,286,000 resi-
dents were employed. Before
the recession, employment
reached a high of 1,278,000 in
June, 2007. During the reces-
sion, employment declined to
JA
1,159,000 in March, 2010, a
loss of more than 100,000 jobs.
Some recovery was seen in the
last quarter of 2010, though
employment levels in
December, 2010 were lower
than in December, 2008 by a
margin of 60,000 jobs.

8 RTP 2040
 The region was slightly above The changing location of employment centers is an important
CHANGE IN average in terms of jobs lost trend to follow in terms of service delivery and infrastructure
EMPLOYMENT since the beginning of the needs. Map 1 shows where jobs were lost and gained between
Percent change, 2007-2010
recent recession. The Council 2002 and 2009. Map 2 shows the projected locations for job loss
1 Austin 1.2
2 San Antonio 0.8 regularly compares the region and gains. The trend for shifting employment opportunities is sim-
3 Houston
4 Washington DC
-0.7
-0.9
to 34 other peer regions to ilar to the shift in population, losses for the core area and gains in
5 Pittsburgh -2.0 determine where we stand in surrounding suburbs.
6 Oklahoma City -2.2
national rankings of metropoli-
7 Boston -2.4 Map 1: Employment Change, 2002-2009
8 Dallas -2.6 tan areas. With respect to jobs
9 New York -3.2
10 Baltimore -3.5 lost between 2007 and 2010,
11 Nashville -3.9 H
the region ranked 17th out of

Regional Challenges
12 Denver -4.0 I
13 Philadelphia -4.0 G 35. The region lost 5.0 percent
H
14 Columbus -4.1
E
of its jobs in this time period;
15 Salt Lake City -4.8
16 Kansas City -4.9 R the average change in employ-
17 St. Louis
18 Indianapolis
-5.0
-5.1
ment for the 35 regions was
Average -5.2 AV E R A G E 5.2 percent.
19 Louisville -5.4
20 Milwaukee -5.8
21 Minneapolis -5.9 L
22 Seattle -6.0 O
23 Cincinnati -6.3 W
24 Portland -6.7 E
25 San Diego -6.8 R
26 Chicago -6.8
27 Charlotte -6.9
28 San Francisco -7.5
29 Cleveland -7.6
30 Atlanta -7.9
31 Memphis -8.3
32 Los Angeles -9.2 Map 2: Employment Forecast, 2009-2040
33 Miami -9.6
34 Detroit -11.7
35 Phoenix -12.0

Source: Bureau of Labor

Statistics, Current
Employment Statistics

RTP 2040 9
 A Changing Economy Figures 4 and 5 show year over
year change in the U.S. and the
The dominant economic trends Similarly, employment in the St. Louis MSA for two groups
in the region in recent decades aerospace industry declined in of industrial sectors: service
have been a loss of manufactur- the 1990s, a result of changing providing; and manufacturing.
ing and a loss of corporate defense strategies after the end St. Louis has fared better than
headquarters. Between 1990 of the cold war and a merger the rest of the nation with
and 2010, manufacturing between the St. Louis firm of respect to service sector
employment fell from 206,000 McDonnell-Douglas and the employment. Service employ-
to 106,000. During the same Boeing Corporation. Auto and ment in St. Louis rose 0.5%
period, employment in indus- between 2007 and 2008, com-
Regional Challenges

aerospace manufacturing are

tries classified as “service pro- both included by the Bureau of pared to 0.1% nationally.
viding” increased from 930,000 Labor Statistics in the “trans- Between 2008 and 2009, serv-
Figure 4: Year over Year Change,
to 1.12 million. Figure 3 illus- portation equipment manufac- ice employment fell more Service Sector Employment,
sharply in the U.S. than in St. United States and St. Louis
trates this trend. turing” industry. In the St. Louis
Louis. Finally, between 2009 1.0
region, employment in this 0.5
0.5 0.3
and 2010, service employment 0.1
The auto industry and the aero-

Percent Change
industry fell from 56,000 in 0.0

space industry exemplify this 1990 to 18,000 in 2010. in St. Louis actually rose mod- -0.5 -0.2
-1.0
shift. Until the late 1980s, each estly, while it continued to fall
-1.5
of the “big three” auto makers in the rest of the country. In -2.0
US
(Ford, GM, Chrysler) had a fac- terms of manufacturing, -2.5 -2.3 STL
-3.0 -2.8
tory in St. Louis. Today, only the though, St. Louis has fared 2007-2008 2008-2009 2009-2010
GM plant in Wentzville, worse than the rest of the
Missouri remains open. nation, showing declines
greater than the national aver- Figure 5: Year over Year Change,
Figure 3: Change in Em ploym ent by Sector age in each of the three time Manufacturing Employment,
periods. United States and St. Louis
110
0.0
Employment Level (Year 2000 = 100)

257,000
105 -2.0
-4.0 -2.7

Percent Change
100 -3.4 -4.2
1,123,000 -6.0 -5.4
95 -8.0
90 -10.0
-12.0
85 -11.6 US
930,000 -14.0 -13.4
80 STL
-16.0
75 2007-2008 2008-2009 2009-2010

70
Goods Producing 166,000
65
Service Providing
60
1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009

10 RTP 2040
 Table 1: Loss of Corporate Headquarters Another major trend affecting
the quality of jobs in the
Corporation formerly
based in the region is the loss of corporate
St. Louis region What happened headquarters. In 1990, seven
corporations headquartered in
McDonnell-Douglas Merged with Boeing
Mallinckrodt Merged with Tyco St. Louis were in the Fortune
TWA Merged with American Airlines 100. Today, only one company
Ralston Purina Merged with Nestlé based in St. Louis is on this
SBC Telecommunications Moved to San Antonio
General Dynamics Moved to Washington, D.C.
list, ExpressScripts, which
May Department Stores Co. Merged with Macy’s was listed as the 96th largest
A.G. Edwards Merged with Wachovia (then Wells-Fargo) company in America in 2010.

Regional Challenges
Anheuser-Busch Merged with InBev
Table 1 lists some of the
major corporate departures
over the last 20 years.

RTP 2040 11
 Slow Growing
Population
The region has seen relatively
slow growth in recent decades.
Between 2000 and 2010, the
region’s population increased
by 3.5 percent, compared to
the national growth rate of 9.7
percent. In addition to sluggish
population growth, the region
Regional Challenges
also experienced a dramatic
shift in the location of its popu-
lation. Map 3 indicates the spa-
tial shift that occurred between
2000 and 2010, with a green
dot symbolizing a gain of 25
persons, and a blue dot show-
ing a similar loss. As in many
cities across the nation, the
regional core and inner-ring
12 RTP 2040
Map 3: Population Change, 2000-2010
suburbs lost population while
communities farther away from
the core experienced gains. A
notable exception to this trend
is that downtown St. Louis and
the area known as the Central
Corridor gained residents.
When projecting future popula-
tion shifts, computer models
indicate that residents are likely
to continue migrating from the
core to communities farther
out (see Map 4).
Map 4: Population Forecast, 2010-2040
 Figure 6: Age Pyramid, 2009 Figure 7: Age Pyramid, 2040 An Aging Population
85+ 85+
Female Female
Figures 6 and 7 show project-
80-84 80-84
75-79 75-79
Male 70-74 Male 70-74
65-69 65-69 ed changes in age distribution
60-64 60-64
55-59 55-59 over the next 30 years.
50-54 50-54
45-49 45-49
40-44
Without a major change in
40-44
35-39
30-34
35-39
30-34
migration, the age pyramid in
25-29
20-24
25-29
20-24 2040 will be much flatter than
in 2009, reflecting an aging
15-19 15-19
10-14 10-14
5-9
5-9
0-4 0-4 population. The number of
150,000 100,000 50,000 0 50,000 100,000 150,000 150,000 100,000 50,000 0 50,000 100,000 150,000 individuals over age 65 is pro-

Regional Challenges
jected to rise from 13 percent
to 21 percent, with the fastest
growth occurring in the over-85
population.

RTP 2040 13
 Accessibility
The primary purpose of the
transportation network is to
facilitate the movement of peo-
ple and products. The health
and vitality of the region
about 23,000 from Jefferson Map 5: Commuter Flow
County commute into the urban
core. The Illinois portion of the
metro area contributes about
59,000 of the urban core’s muter
s
25,000 commuter om
s c
workers. 00
,0

20
mmuters
depends directly on how well Racial and economic 0 co 160,000
1,00 employees
9 live and 18,000
the transportation network func- disparity work co
m
rs m
tions. The following section m u te s
in the 17 ut
om er core ,0 e
0c ut 0
summarizes key components of St. Louis is predominantly a bi- 0

rs
4,000
5,0

m
Regional Challenges

0
rs
m

co
ute
accessibility by highlighting racial region, with non-hispanic

co

m
mu
commuter
mm
000
needs and some of the realities whites accounting for 73 per-

ter
23,

co

s
of the region’s transportation cent of the population, non-his-

00
,0
network. panic blacks for 20 percent, and

24

Commuter Flow
The primary destination of
workday commuters is the
urban core and Downtown
St. Louis. The urban core is
defined as the area within 10
miles of the Gateway Arch.
s
Hispanics, Asians and individu-
als of other national origin com-
prising the remainder of the
region's population. Figure 8
shows that racial disparity is a
challenge for the region. The Figure 8: Racial Disparity
poverty rate for blacks is more in the St. Louis Region, 2009
than three times the white 35.0
poverty rate. Serious gaps also 30.0 29.1 Whites
Blacks

Percent of Population
Map 5 depicts commuter flow exist with respect to infant mor-
25.0
into the urban core from the tality, unemployment and edu-
18.4 18.3
individual counties in the cational attainment. 20.0
15.1
region. In 2009, the urban core 15.0
contained about 37 percent of Figures such as these give 10.0
8.5 9.0 9.7
the jobs in the region. Nearly cause for us to consider the 5.2
5.0
160,000 individuals both live extent to which access, or lack
and work in the urban core. of access, to employment may 0.0
Poverty Infant Unemployment Less than
About 25,000 residents of contribute to the continuing gap Mortality High School
Education
St. Charles County commute to associated with these indica-
work in the urban core. Some tors. An analysis of employ-
91,000 commute from portions ment availability and the con-
of St. Louis County that are not straints related to accessing
within the 10 mile radius, while employment follows.

14 RTP 2040
 Zero Vehicle Households
Map 6: Zero Vehicle Households

Despite the dominance of sin-

gle-occupancy vehicular travel,
there are about 78,000 house-
holds in the region (making up
about 7 percent of all house-
holds) that do not have access
to a vehicle. Map 6 shows
approximate locations of these
households. Although the

Regional Challenges
majority of Zero Vehicle
Households are located in the
city of St. Louis, there are many
others scattered across the
One dot = 25
region. Of the 78,000 house-
holds, approximately 62,000 of
them are within the service area
of the two regional transit
districts.

Figure 9: Means of
Transportation to Work, EWG Region
Single Occupancy
Vehicles (SOV)
Work at Home
4% Other
Transit
3% 3% More than 80 percent of St.
Carpool Louisans get to work in a sin-
9%
gle-occupancy vehicle, while
another 9 percent carpool. The
other 10 percent of workers are
split fairly evenly between tran-
sit users, those who work at
Drove Alone home, and those who use other
81%
means of transportation such
as walking or biking. Figure 9
illustrates how trips to work are
distributed.

RTP 2040 15
 Residents’ access to work is Map 7: Job Accessibility by Automobile
dictated by the automobile ori-
entation of the region. Maps 7
and 8 illustrate differences in
access to employment oppor-
tunities when using the auto-
mobile versus public transit.
Map 7 shows that some
employment is available in all
parts of the region within a 45
minute travel time when a
Regional Challenges

worker has access to a car.

Additionally, most residents
who live in the urban core can
get to a job almost anywhere
in the region within 45 min-
utes. Conversely, access to
jobs is limited when a resident
has no vehicle and must use
public transportation. Map 8
illustrates that only a fraction
Map 8: Job Accessibility by Transit
of the region’s jobs are acces-
sible by transit within a one-
hour travel time. Those jobs
are only in a small portion of
the region where transit is
available.

16 RTP 2040
 Energy and Land Use
Figure 8 - Gasoline Prices
4.50
Gas Prices Climate Change
4.00
3.50
After a long period of price sta- Climate change poses at least

Price in Dollars
3.00
bility in the 1990s, gasoline two significant challenges.
2.50
prices have entered a period of First, as the Environmental
2.00
volatility over the last decade. Protection Agency moves to
1.50
While it is impossible to predict regulate carbon dioxide under
1.00
future price levels, continued the Clean Air Act, regions may
0.50
price increases and volatility be induced to consider green-

Regional Challenges
0.00
could affect how much people house gas emissions in trans-
19 1
19 2
19 3
19 4
19 5
19 6
19 7
19 8
20 9
20 0
20 1
20 2
20 3
20 4
20 5
20 6
20 7
20 8
20 9
20 0
11
drive, demand for public trans-
9
9
9
9
9
9
9
9
9
0
0
0
0
0
0
0
0
0
0
1
portation planning. Although it
19

portation and settlement pat- is not clear how the regulatory

terns. More than public con-
cern over the environment, the
price of gasoline will drive the
demand for development of
vehicles that run on alternative
fuels and the infrastructure that
will be needed to supply the
various fuels. Figure 8 shows
the trend in price of gas in the
region over the last 20 years.
environment will affect the
Council’s responsibilities, policy
discussions in this area require
close monitoring.
Second, the 2009 National
Climate Assessment (NCA)
notes that changes in tempera-
ture and precipitation will pose
challenges for transportation
systems. According to the
NCA, “flooding from increasing-
ly intense downpours will
increase the risk of disruptions
and delays in air, rail, and road
transportation. ... The increase
in extreme heat will limit some
transportation operations and
cause pavement and track
damage.” Again, despite uncer-
tainties, these trends will
require ongoing monitoring and
analysis.

RTP 2040 17
 Land Use

As the employment and popu-

lation data has indicated, the
concentration of jobs and
housing has shifted beyond
the urban core. Land develop-
ment characteristics have fol-
lowed suit with the urbanized
area of the region reaching far
into counties surrounding the
Regional Challenges

City of St. Louis and St. Louis

County. The Council uses a
tool called the Land Use
Evolution and Impact
Assessment Model (LEAM) to
LEAM map x
identify the changes in land
development that could occur
as a result of future transporta-
tion investments. Map x shows
the change in land develop-
ment that could occur as a
result of the implementation of
the projects in RTP 2040. The
Council and its planning part-
ners are using LEAM to ana-
lyze the ecological impact of
transportation investments and
explore options for mitigating
construction impacts, particu-
larly in wetlands.

18 RTP 2040
Financial Outlook

In 2008 the bipartisan National
Surface Transportation Policy
and Revenue Study Commission
issued a report, Transportation
for Tomorrow, that evaluated the
state of the nation’s transporta-
tion system and proposed a
plan to ensure a viable, sustain-
able system into the future. The
recommendations focused on
tolls and congestion pricing,
public-private partnerships, and
increases in state and local
taxes and fees. Recognizing
problems with continued
reliance on motor fuel taxes, the
commission proposed making a
transition over the longer term
Dialogue over the shape and
scope of the next federal pro-
gram continue. While the
Obama administration has pro-
posed a framework that would
significantly increase federal
transportation spending, the
House version could end up
reducing expenditure levels. The

Commission concluded that the
system is deteriorating, both
physically and operationally, and
that an alarming gap exists
between what is being spent
and what needs to be spent.
According to the commission’s
estimate, all levels of govern-
ment should be spending $225
to $340 billion a year over the
next five decades to improve
the transportation system’s con-
dition and performance. Those
figures compare to an actual
spending level of $86 billion,
creating an annual funding gap
of $139 to $254 billion a year
nationally.
To close that gap, the commis-
sion recommended a series of
actions. In the short-term it pro-
posed increasing the federal
fuel tax by 25-40 cents per
gallon, indexing that tax to infla-
tion rates, and instituting other
federal user fees. Middle term
Regional Challenges
to a vehicle miles traveled fee outcome of this Washington
or some other fuel tax alterna- debate is critical for the
tive. St. Louis region. Without an
increase in federal funding, it is
In forecasting the St. Louis unlikely that the region will have
region’s capacity to finance the financial capacity to ade-
future transportation improve- quately maintain existing high-
ments, a number of assump- way and transit assets.
tions were made about the
growth of federal, state, and
local revenues. Given current
economic and political realities,
some of those assumptions,
although modest, may be con-
sidered optimistic. For example,
it is assumed that federal fund-
ing programs will experience
some growth. Despite the com-
mission’s recommendations,
any increase in federal funding
is far from certain.
The current federal transporta-
tion legislation expired in
September 2009 and has been
extended by continuing resolu-
tions through September 2011.

RTP 2040 19
 Summary of Challenges
The Great Recession and the
cascading effects on the hous-
ing market, the stock market,
gas prices, and government
finances has greatly influenced
the region’s current economic
condition. However, the speed
with which the region recovers
from the recession and “the
Regional Challenges
new normal” that will exist are
difficult to predict. Below are
several trends that are likely to
continue or emerge as regional
priorities that affect transporta-
tion policies and decisions.
Economic Recovery: The region
has nearly 90,000 fewer jobs
than it did at the beginning of
the decade. The region will
need to create at least this
many jobs to absorb the work-
ers displaced over the last
decade as well as young people
wishing to enter the workforce.
From a public finance point of
view, government agencies have
had to confront severe revenue
shortfalls. The housing, retail,
and stock markets will all need
to recover in order for local gov-
ernments to recover lost rev-
enues. If traditional revenue
streams do not recover, local
governments will be forced to
discover new sources of rev-
enue and/or will need to contin-
ue cutting costs and services.
20 RTP 2040
Economy of the Future: As the
economy recovers and changes
in the coming years, what kinds
of jobs will be created and
retained in the region? In the
last 20 years, the region has lost
nearly half its manufacturing
base, although more than
100,000 of the region’s resi-
dents continue to work in the
manufacturing sector. In the
same period, service sector
employment has grown by near-
ly 200,000. In the years ahead,
maintaining and strengthening
the region’s manufacturing
base, while attracting firms from
a variety of sectors, will be a
central challenge for the
region’s citizens and leaders.
Population Migration: The
region continues to experience
a migration of people and jobs
from the urban core to commu-
nities beyond. If this migration
continues, funding the infra-
structure to support it will
become more and more chal-
lenging. State and local trans-
portation agencies across the
country are finding it increasing-
ly more difficult to fund the con-
struction of new infrastructure
and are even struggling to fund
maintenance of existing roads
and transit systems. If the
migration of jobs and people in
St. Louis continues as forecast-
ed, a strategic look at how the
public transportation system
serves the needs of a sprawling
population is warranted. Transit
service is most effective in high-
er density environments. The
changing needs of the region’s
population will influence how
the region develops and rede-
velops.
Aging Population: Assuming no
major changes in migration pat-
terns, the number of persons
over the age of 65 is expected
to grow by about 60 percent
over the next 30 years. Seniors
are a positive force in any com-
munity, but the projected age-
group distribution presents
some challenges for the region.
Such as, will the working-age
distribution of individuals ade-
quately fulfill the requirements
for growth in new employment
sectors? Are support services in
place to assist seniors in retain-
ing a high quality of life, and
particularly to help them age in
place? What types of housing
will seniors demand and are we
in a place to fulfill that demand
quickly? Will an aging popula-
tion demand an improved public
transportation system?
Energy: Whether influenced by
a natural disaster, a man-made
accident, civil unrest, or U.S. for-
eign policy, the price of oil is
largely dependent on conditions
other than simple supply and
demand. Even though the future
price of gasoline is unpre-
dictable, it is likely to continue
to rise. As gas prices increase,
area residents may begin to pur-
chase more energy efficient
vehicles or rely more heavily on
public transportation.
Financial Outlook: The financial
outlook for the St. Louis region
is uncertain, at best. For the
immediate future the most criti-
cal issue is what happens with
the federal transportation
authorization. Over the longer
term new or enhanced sources
of federal, state, and local rev-
enue undoubtedly will be need-
ed to ensure continued high lev-
els of mobility and access.
 3

Future Strategies

Future Strategies
RTP 2040 21
 Principles and Strategies

Introduction

RTP 2040 is built upon the

framework that came about
through the Renewing the
Region initiative, namely the
Ten Principles. These principles
establish a new standard for
strategies to guide transporta-
tion system evaluation and
decision-making over the
course of the plan. With the
principles as the guideposts,
specific strategies for each are
based on the intent of the prin-
ciples, an analysis of regional
trends and challenges, an
assessment of strategies in
previous long-range plans, and
input from the public. In addi-
Future Strategies
1
Preserve and maintain
the existing system
STRATEGY: Ensure investments
in preservation are adequate to
continuously improve pave-
ment and bridge conditions on
state highway systems and to
maintain regional transit assets
STRATEGY: Give priority to
preservation in the program-
ming of suballocated federal
funds to encourage consistent
improvement of locally-owned
roads and bridges
STRATEGY: Encourage state and
local governments to coordi-
nate on projects that rehabili-
tate and enhance arterial road
systems
STRATEGY: Promote projects
that improve connections
between transit stops and sur-
rounding communities
3
Support neighborhoods
and communities
throughout the region
STRATEGY: Provide educational
and planning assistance to
local governments to expand
the implementation of Great
Streets principles
STRATEGY: Continue efforts to
maximize the operational effi-
ciency of existing transporta-
tion assets through implemen-
tation of the Gateway
Greenlight program and invest-
tions have equal access to the
metropolitan planning and deci-
sion-making process through
proactive outreach
4
Foster a vibrant down-
town
STRATEGY: Monitor congestion
and traffic flow reliability in the
urban core to ensure that high-
way-based trips within, into,
and out of the core do not
experience unacceptable
delays on a daily basis
STRATEGY: Maintain high levels
of transit service in the urban
core to support the travel
needs of residents and the
access needs of economic

tion to the initial public engage-
ment work accomplished under
the Renewing the Region initia-
tive, Council staff solicited pub-
lic input during the plan devel-
opment phase through a series
of 16 focus group meetings
and a web-based survey gar-
nering 680 respondents. These
strategies address regional
needs and provide direction
moving forward in our efforts
to live up to the Ten Principles.
ments in ITS technologies activity centers
2
Support public
transportation
STRATEGY: Encourage efforts to
STRATEGY: Provide added value
to projects that consider
STRATEGY: Support projects
that focus on pedestrian and
access improvements, place- bicycle facilities connections
create a statewide transit fund-
making, and community and wayfinding in the down-
ing program in Missouri
impacts in the programming of town area
STRATEGY: Pursue planning suballocated federal funds
STRATEGY: Collaborate with
studies and support the imple-
STRATEGY: Ensure that corridor local officials to maximize the
mentation of bus rapid transit
and subarea planning studies development/redevelopment
(BRT) and light rail transit (LRT)
consider the linkages between potential of new transportation
transportation, land use, and investments
STRATEGY: Provide educational
community development
and planning assistance to
encourage transit oriented
STRATEGY: Ensure that low-
development
income and minority popula-

22 RTP 2040
5
Provide more
transportation choices
STRATEGY: Work with the dis-
abled community and project
sponsors to ensure that all
planning and implementation
processes meet or exceed
ADA requirements
STRATEGY: Continue to imple-
ment the goals and strategies
of the St. Louis Regional
Bicycling and Walking
Transportation Facility Plan
STRATEGY: Coordinate with
implementing agencies to
enhance and expand bicycle
and pedestrian accommoda-
tions within the transportation
network
STRATEGY: Provide added value
to projects that reflect local
governments’ efforts to coordi-
nate land use planning with the
multimodal transportation
needs of the community in the
programming of suballocated
federal funds
6
Promote safety and
security
STRATEGY: Work with partners
to maintain systematic plan-
ning to improve regional trans-
portation safety, focusing on
engineering, education,
enforcement and emergency
response
STRATEGY: Continue to advance
education programs through
the Safety Initiative that works
to change unsafe driving
behavior
STRATEGY: Support a medical
communications center to sup-
port and coordinate communi-
cations among hospitals, EMS,
public health and emergency
managers
STRATEGY: Prepare a transporta-
tion evacuation plan for use in
major natural or man-made
incidents requiring the mass
movement of people
7
Support a diverse econo-
my throughout the
region
STRATEGY: Conduct a regional
freight study to evaluate the
adequacy and economic
impact of the existing regional
freight system and the future
economic growth potential
based on the region’s assets
and industry/market trends
STRATEGY: Develop a strategic
freight investment plan
STRATEGY: Research the dis-
crete transportation needs of
existing and emerging growth
industries and incorporate
those findings into planning
and programming processes
STRATEGY: Employ the
Congestion Management
Process to identify major bot-
tlenecks, evaluate causes of
recurring congestion, and
implement projects that reduce
travel delays
8
Support quality job
development
STRATEGY: Cooperate with local
development officials and
implementation partners to
ensure the adequacy of trans-
portation access to sites where
quality jobs exist or where new
job growth is anticipated
STRATEGY: Encourage initiatives
and policies that encourage
quality job creation in low-
income and minority communi-
ties
STRATEGY: Promote programs
that address the spatial mis-
match between jobs and work-
force housing
Future Strategies
STRATEGY: Support transit pro-
grams that expand reverse
commute possibilities and
improve access to suburban
job centers
9
Strengthen intermodal
connections
STRATEGY: Evaluate, within the
context of the regional freight
study, the adequacy of inter-
modal connections and imple-
ment projects needed to cor-
rect deficiencies
RTP 2040 23
 STRATEGY: Support the national
High-Speed Intercity Passenger
Rail program, in particular the
Chicago to St. Louis route, and
ensure the adequacy of transit
and other modal connections
at stations
STRATEGY: Assist Metro in fully
developing its transit center
strategy and promote efforts to
enhance connections between
current and future light rail and
potential bus rapid transit
routes and other transportation
modes
STRATEGY: Provide technical
support to local efforts to coor-
dinate the accommodation of
Future Strategies
STRATEGY: Use the regional
ecological framework to identi-
fy and prioritize environmental-
ly sensitive areas and develop
mitigation strategies to protect,
restore and enhance areas or
mitigate for unavoidable
damage
STRATEGY: Monitor the regulato-
ry environment for indications
of inclusion of greenhouse gas
emissions in transportation
planning, and consider the
impacts of climate change on
the transportation system in
terms of risk of disruption and
impact on operations
STRATEGY: Support the St. Louis
Regional Clean Cities program
Moving Forward
While these strategies are laid
out in the long-range trans-
portation plan, implementing
many of the strategies will
occur through subsequent
short range planning efforts
undertaken by the Council and
other regional agencies. Along
with preparing the TIP and con-
ducting more routine planning
efforts, the Council will lead a
number of other programs and
projects to address the long-
range plan’s strategies. For
example, the Council will con-
duct a regional study to exam-
ine the adequacy of the region-
al freight system and how to
mitigate environmental
impacts. Finally, through the
development of a Regional
Business Plan, the Council
plans to identify key areas for
targeted investment and job
creation.
Other regional entities are
undertaking projects that sup-
port the plan’s strategies. For
instance, Great Rivers
Greenway will be completing
the Regional Bike Plan. MoDOT
and IDOT will continue to
implement components of the
Congestion Management
Process as a means to improve

all transportation modes in a

manner that improves commu- in its pursuit to reduce petrole- make that system more effi- travel flow and system reliabili-
nity access um consumption through the cient and effective. Also, as the ty. Metro will look toward
expansion of alternative fuel coordinator of the Regional opportunities to establish a

10
Link transportation plan-
ning to housing, environ-
ment, education and
infrastructure, increased fuel
economy in vehicles and idle
reduction measures
Plan for Sustainable Develop-
ment, the Council will oversee
the development of a plan that
BRT system as well as expand-
ing the light rail system.

energy takes a comprehensive, inte-

STRATEGY: Employ the LEAM
model to analyze likely develop-
ment patterns associated with
different transportation net-
work scenarios and to analyze
ecological impacts associated
with those scenarios.
STRATEGY: Coordinate with the
Regional Plan for Sustainable
Development, which integrates
transportation, environmental
and housing planning with an
emphasis on including hard to
reach populations (low-income,
minority, and limited English
proficiency)
grated look at transportation,
environment and housing
issues in the region. The
Council will continue to devel-
op the regional ecological
framework by coordinating
with federal and state regulato-
ry agencies and developing
new methods to analyze and

24 RTP 2040
 4

Transportation
Investment Plan

Transportation Investment Plan

RTP 2040 25
 All projects using federal trans-
portation funds must first be
identified in the RTP’s invest-
ment plan, or otherwise be
consistent with the Plan’s prin-
ciples. The transportation
investment plan establishes pri-
orities for major state highway
and regional transit system
projects through the RTP’s
horizon year. As such, the plan
lists specific projects recom-
mended for federal funding.
Although the listing only incor-
porates state Departments of
Transportation (DOT) and Metro
projects, local agency projects
also are subject to the RTP’s
purview. Decisions on local
projects competing for federal
funds are made through the
annual Transportation
Improvement Program (TIP)
selection process, which evalu-
ates projects according to the
Plan’s principles.
Transportation Investment Plan
By federal law both the RTP
investment plan and the annual
TIP must be fiscally con-
strained. This means that rea-
sonably anticipated revenues
must be sufficient to cover all
project costs, including the
costs of maintaining and oper-
ating the transportation sys-
tem. Applying the financial
constraint ensures that the
26 RTP 2040
investment plan is more than
merely a project wish list. It
also provides some level of
certainty concerning the nature
and timing of investments.
Projects considered for inclu-
sion in the RTP are labeled as
priority or illustrative. Priority
projects are those that are
affordable within the region’s
anticipated resources, whereas
illustrative projects are beyond
the region’s financial ability. If
additional funding becomes
available, however, illustrative
projects may advance to the
priority list.
Table 2: Major Capital
Projects Considered in Plan
(midpoint [2026] year of expenditure dollars)
Number of Cost
Agency Projects (millions) Corridors
IDOT 9 $2,134
Metro 10 $5,241
MoDOT 53 $3,018
Total 72 $10,393
Transportation
Improvement Program
Before proceeding to the RTP’s
investment plan, it is meaning-
ful to discuss the level of
investment already occurring in
the region through the TIP. As
mentioned, the TIP is a short-
range financing plan and
Table 3: Major Projects in FY 2011-2014
Transportation Improvement Program (millions of dollars)
New Mississippi River Bridge, including IL and MO Interchanges IDOT/MoDOT $472.0
I-270 Bridge Rehabilitation/Replacement - Chain of Rocks Canal IDOT $110.5
I-55 Resurfacing - I-55/70 to IL 4 IDOT $45.0
IL 3 Relocation - St. Clair Ave to River Park Dr IDOT $43.0
I-255 Resurfacing - Collinsville Rd to I-270 IDOT $33.0
New I-255/Davis Street Ferry Road - St. Clair Co IDOT $29.9
Loop Trolley - Delmar Ave and DeBaliviere Ave Loop Trolley TDD $44.0
Bus/Paratransit Preventative Maintenance Program Metro $60.0
Bus Replacement Program Metro $51.1
Radio Communications Metro $27.5
I-70 Westbound Bridge Rehabilitation - Missouri River MoDOT $66.9
GARVEE Bond Payback for I-64 Reconstruction MoDOT $54.0
GARVEE Bond Payback for New Mississippi River Bridge MoDOT $33.6
I-64 Bridge/Ramp Replacement - Kingshighway to Sarah MoDOT $28.0
schedule for federally-funded Twenty-nine percent ($656 mil-
transportation projects in the lion) is allocated to adding
region. It is prepared by roadway capacity, with three-
Council staff, based on the RTP quarters of that amount associ-
priorities and principles, and ated with the new Mississippi
adopted annually by the River bridge. Nineteen percent
Council’s Board of Directors. ($430 million) is dedicated to
All projects using federal funds transit projects, many of which
3 must be adopted into the TIP. involve rehabilitating or replac-
0 ing aging facilities or equip-
20 The TIP contains projects spon- ment. Finally, eight percent
23 sored by both state and local ($186 million) is programmed
agencies. The current FY 2011- for safety, bicycle-pedestrian,
2014 program, adopted by the and roadway enhancement
Council in July 2010, contains projects. The accompanying
540 projects costing approxi- table lists major projects in the
mately $2.3 billion. Forty-four current TIP.
percent of the total cost
(almost $1 billion) is attributa-
ble to projects involving reha-
bilitating or replacing existing
highway infrastructure or
improving roadway operations.
Projects Considered for
Plan Inclusion
Seventy-one projects, costing
more than $10 billion, were
considered in developing the
investment plan. These proj-
ects were based on state DOT
and Metro plans. Most projects
proposed emerged as pre-
ferred alternatives from corri-
dor and other planning studies.
Also considered were 23 corri-
dors for which no projects are
identified but further study is
warranted to develop projects
that address existing or emerg-
ing transportation needs.
Based on a technical evaluation
of the projects, and after apply-
ing the fiscal constraint, 40 pri-
ority projects, costing $4 bil-
lion, were selected for the
investment plan and allocated
to one of three implementation
periods: 2012-2020, 2021-2030,
or 2031-2040. (Those project
costs do not include the $26.5
billion required over the next
28 years simply to maintain
existing transportation assets
and operations.) Projects that
did not fit within the region’s
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. Corridors
likewise were divided into Tier I
and II categories, with the Tier I
corridors requiring more imme-
diate attention. Future long-
range plans will consider proj-
ects identified during those
corridor studies.
Financial Capacity
Analysis
Establishing the region’s finan-
cial constraint, or its capacity
to finance transportation
improvements, involved pro-
jecting future revenues from
federal, state, and local
sources and then comparing
those revenue streams to antic-
ipated costs. The state DOTs
and Metro provided baseline
financial forecasts covering the
planning horizon, which
Council staff adapted to region-
al use. Two assumptions were
common to the modified finan-
cial projection of each agency.
First, there would be a modest
annual increase in federal
funds throughout the planning
period. Second, capital costs
would inflate by three percent
annually. It is anticipated that
regional transportation rev-
enues will exceed $31 billion
through 2040.
ILLINOIS DEPARTMENT OF
TRANSPORTATION (IDOT)
IDOT will have an estimated
$8.1 billion in revenue available
for transportation projects in
the St. Louis region between
2012 and 2040. More than $5.1
billion will be allocated to
maintain, rehabilitate, and
upgrade existing facilities, leav-
ing a balance of almost $3 bil-
lion for major projects. That
balance is more than sufficient
to cover the $2.4 billion cost of
the nine projects IDOT pro-
posed for plan inclusion.
Table 4: IDOT Financial
Capacity: 2012-2040
(year of expenditure dollars, millions)
Total Revenue
Preservation/Operation Cost
Balance for Major Projects
Major Project Costs
Total Balance
METRO
Metro’s baseline financial pro-
jection indicates that the
agency’s revenues will fall
short of what is needed to sus-
tain its current system. Metro
recognized this situation in its
recent long-range plan, advis-
ing that additional state and
local revenue would be
required to secure the system’s
long-term stability and to pur-
sue major capital expansions
(i.e., bus rapid transit routes or
light rail extensions). These
additional revenues noted
would be on top of the new
Proposition A income. Last
year’s voter approval of
Proposition A imposed a .5 per-
cent transit sales tax in St. Louis
County. It also allowed the City
of St. Louis to enact a previous-
ly approved a .25 percent transit
sales tax, which could go into
effect only when the County
passed a similar tax. It is no
great exaggeration to claim that
the passage of Proposition A
saved St. Louis’ regional transit
system. A possible restriction
$8,146
on the use of those funds, how-
$5,147
ever, is a critical issue.
$2,999
Transportation Investment Plan
$2,436 To establish Metro’s future
$563 financial capacity, two assump-
tions were made. First,
St. Louis County would place
no restrictions on Metro’s use
of Proposition A funds. Thus,
funds could be used for capital
or operating expenses as dic-
tated by the system’s needs.
Second, an additional .25 per-
cent sales tax would pass in
Legacy 2040 27
 the City of St. Louis. This
increase would equalize the
transit tax rate in the City and
County. Based on those two
assumptions, Metro will have
an estimated $16.2 billion in
capital and operating funds
through 2040. That amount is
adequate to maintain the cur-
rent transit system, but is
insufficient to pursue the bus
rapid transit or light rail proj-
ects envisioned in the agency’s
long-range plan. To meet its
long-range capital expansion
goals, Metro will require an
additional $50 million a year
(escalating by inflation) in
Missouri-based funding. As a
result, Metro has no capital
projects listed among the
priority projects.
Table 5: Metro Financial
Capacity: 2012-2040
(year of expenditure dollars, millions)
Maintaining Restored System
Transportation Investment Plan
MISSOURI DEPARTMENT OF
TRANSPORTATION (MODOT)
As with Metro, MoDOT’s base-
line financial projection indi-
cates revenues below what is
needed to adequately maintain
its existing road and bridge
system. This is largely an effect
of having insufficient state rev-
enues after 2016 to fully match
federal funds. Based on current
projections, that situation
would continue for nearly a
decade. This means that
MoDOT would be in a mainte-
nance-only mode for most of
the planning period.
MoDOT’s future financial
capacity was based on an
assumption that the state
would always have sufficient
revenues to match all federal
transportation funds. Under
that scenario, MoDOT will have
$7.0 billion available for proj-
ipated revenues. After applying
the financial constraint, only 31
MoDOT projects are included
in the priority list.
Table 6: MoDOT Financial
Capacity: 2012-2040
(year of expenditure dollars, millions)
Total Revenue
Preservation/Operation Cost
Balance for Major Projects
Major Project Costs
Total Balance
Transportation
Investment Plan
The accompanying tables list
the projects comprising the pri-
ority investment plan for the
region. The first series of
tables list the priority projects
by time period. The tables fol-
$7,011
lowing list the illustrative proj-
$5,125
ects, which will be drawn into
$1,886
the priority plan if additional
$3,290
revenues become available,
($1,404)
and the proposed corridor
studies are completed. In total,
the plan proposes spending
$30.8 billion over the 28 year
planning horizon, with 87 per-
cent of that cost being allocat-
ed to preservation and opera-
tions.
Table 7: Priority Project Cost
by Type
(year of expenditure dollars, millions)
PRESERVATION/OPERATIONS: COST PERCENT

Highways* $10,628 34.5%

Capital Revenue $3,467
ects in the region. Of that
Transit $16,249 52.7%
Operating Revenue $12,707
amount, $5.1 billion will be
Total $26,877 87.1%
Total Revenue $16,174
used for system preservation
MAJOR PROJECTS:
Capital Expense $3,541
and operations, leaving almost
Interstate Upgrades $2,865 9.3%
Operating Expense $12,707
$1.9 billion for major projects.
New/Relocated Arterials $675 2.2%
Total Expense $16,248
The 53 MoDOT projects pro-
Arterial Upgrades $429 1.4%
posed for plan inclusion cost
Total $3,969 12.9%
Balance ($74) almost $3.3 billion, an amount
Total Plan $30,846 100.0%
that significantly exceeds antic-

* Includes Major Bridge Replacements

28 RTP 2040
Table 8: Investment Priorities
Projects funded within the region’s financial constraint
(year of expenditure dollars, millions)

Period: 2012-2
2020

PROJECT/CORRIDOR SPONSOR DESCRIPTION COUNTY LOCATION COST (YOE)

Preservation/Operations IDOT/MoDOT Maintenance/rehabilitation/operational improvements Multicounty Regionwide $1,480

Transit Operations Metro Maintain existing transit system Multicounty St. Louis/St. Louis City/St. Clair $3,862

IL 159 (Phase III) IDOT Widen roadway; improve intersections Madison Beltline to Johnson $20

Alton-Godfrey Exp (partial) IDOT Construct new road Madison US 67 to IL-255 $80

IL 3 IDOT Add lanes Monroe N Market to S Market $26

MO N (TIP) MoDOT Construct new roadway (Page Avenue Ext., Phase III) St. Charles MO 94 to I-64 $100

I-64/US 40 (TIP) MoDOT Construct new bridge (replacement) St. Charles/ St. Louis Missouri River $122

I-44 (TIP) MoDOT Revise interchange St. Louis I-44 at MO 141 $10

MO 115 (TIP) MoDOT Upgrade roadway and intersections (Great Streets) St. Louis Campus Drive to MO U $9

I-64/US 40 (TIP) MoDOT Upgrade Interstate and outer roads St. Louis I-270 to MO 141 $21

NOR I-270 (TIP) MoDOT Construct roundabout at outer rd.; slip ramp to WB I-270 St. Louis Municipal to Bellefontaine $2

I-70 (TIP) MoDOT Revise interchange St. Louis City PSB ramps at I-55/70 $60

I-70 (TIP) MoDOT Modify I-70 and Memorial Dr. for Arch project St. Louis City PSB to MRB $60

MO 47 MoDOT Construct new bridge (replacement) Franklin Missouri River (Washington, MO) $57

MO 94 MoDOT Upgrade road (safety improvements) St. Charles Defiance to Augusta $6

Transportation Investment Plan

I-270 (partial) MoDOT Upgrade Interstate, interchanges, and outer rds. St. Louis McDonnell to MO 367 $150

I-70 MoDOT Revise MO U interchange/Interstate modifications St. Louis Bermuda to Goodfellow $14

MO 141 MoDOT Construct pedestrian bridges St. Louis Meramec River and BNSF RR $4

MO 100 (partial) MoDOT Upgrade roadway and intersections (Great Streets) St. Louis MO 141 to MO 109 $28

RTP 2040 29
 Investment Priorities (Table 8 continued)
Projects funded within the region’s financial constraint
(year of expenditure dollars, millions)

PERIOD: 2021-2
2030
PROJECT/CORRIDOR SPONSOR DESCRIPTION COUNTY LOCATION COST (YOE)

Preservation/Operations IDOT/MoDOT Maintenance/rehabilitation/operational improvements Multicounty Regionwide $3,656

Transit Operations Metro Maintain existing transit system Multicounty St. Louis/St. Louis City/St. Clair $5,281
Alton-Godfrey Exp (partial) IDOT Construct new road Madison US 67 to IL-255 $40
I-270 (partial) IDOT Add lanes Madison IL 111 to Mississippi River $410
IL 3 (partial) IDOT Relocate, construct four-lane roadway St. Clair/Madison Cahokia to Venice $210
I-64 IDOT Construct new interchange St. Clair Rieder Rd interchange $70
I-55 MoDOT Revise interchanges; add lanes on Interstate Jefferson n/o MO Z to US 67 $184
I-70 MoDOT Revise interchanges; add lanes on Interstate St. Charles MO 94 to MO 370 $59
I-44 MoDOT Upgrade WB mainline St. Louis Mraz to MO 141 $7
I-44 MoDOT Construct new bridges (replacements) St. Louis WB & EB Meramec River Bridges $88
I-270 (partial) MoDOT Upgrade Interstate, interchanges, and outer rds. St. Louis McDonnell to MO 367 $139
MO 100 (partial) MoDOT Upgrade roadway and intersections (Great Streets) St. Louis MO 141 to MO 109 $37
MO H MoDOT Upgrade to parkway St. Louis City n/o I270 to s/o Hall St. $51
I-64 MoDOT Revise interchange St. Louis City Grand/Market interchange $17
I-64 MoDOT Revise interchange; upgrade 22nd St. to parkway St. Louis City 22nd interchange $35
I-55 MoDOT Construct new bridges over River Des Peres St. Louis City Carondelet to Germania $23

PERIOD 2031-2
2040
PROJECT/CORRIDOR SPONSOR DESCRIPTION COUNTY LOCATION COST (YOE)

Preservation/Operations IDOT/MoDOT Maintenance/rehabilitation/operational improvements Multicounty Regionwide $5,136

Transit Operations Metro Maintain existing transit system Multicounty St. Louis/St. Louis City/St. Clair $7,106
I-55/70 IDOT Add lanes Madison I-255 to I-270 $210
Transportation Investment Plan

I-270 (partial) IDOT Add lanes Madison IL 111 to Mississippi River $300
I-70 IDOT Relocate; construct new interchanges Madison/St. Clair IL 111 to IL 3/I-64 $725
IL 3 (partial) IDOT Relocate, construct four-lane roadway St. Clair/Madison Cahokia to Venice $245
I-64 Connector IDOT Construct new interchange St. Clair I-64 and I-55/70 interchange $100
US 50 MoDOT Upgrade roadway and interchanges Franklin Progress Parkway to I-44 $88
MO 100 MoDOT Realign; construct interchange Franklin e/o Gray Summit (MO 100) $99
I-70 MoDOT Upgrade Interstate St. Charles Wentzville Parkway to MO Z $59
I-70 MoDOT Add lanes St. Charles Wentzville Pkway to Foristell $20
I-70 MoDOT Revise Interchange St Charles MO K Interchange $40
MO D MoDOT Upgrade to expressway St. Louis Schuetz to Lindbergh $114
I-44 MoDOT Revise Interchange St. Louis MO 109 Interchange $79
I-44 MoDOT Construct new interchange St. Louis/St. Louis City I-44 and Shrewsbury $69
I-64 MoDOT Construct new bridge (replacement) St. Louis City I-64EB at Vandeventer(viaduct) $38

30 RTP 2040
Table 9: Illustrative Projects
Projects that do not fit within the region’s financial constraint
(year of expenditure dollars, millions)

TIER I
PROJECT/CORRIDOR SPONSOR DESCRIPTION COUNTY LOCATION COST (YOE)

MetroLink Extension Metro Northside-Southside Phases I & II St. Louis/St. Louis City Flo Valley CC to Butler Hill $1,612
MetroLink Extension Metro Daniel Boone St. Louis Clayton to Westport $776
Bus Rapid Transit Metro Grand St. Louis City Chippewa to Natural Bridge $24
Bus Rapid Transit Metro I-70 St. Louis/St. Louis City O’Fallon to St. Louis CBD $42
Bus Rapid Transit Metro I-64 St. Louis/St. Louis City Chesterfield to St. Louis CBD $42
Bus Rapid Transit Metro I-44 St. Louis/St. Louis City Eureka/Pacific to St. Louis CBD $42
Bus Rapid Transit Metro I-55 St. Louis/St. Louis City South County to St. Louis CBD $42
I-44 MoDOT Revise Interchange (Phase III) Franklin Pacific interchange (northside) $12
MO 47 MoDOT Upgrade road; add lanes Franklin Washington to I-44. $158
MO W MoDOT Upgrade road (safety and operational improvements) Jefferson MO W from MO 30 to I-44 $110
MO DD MoDOT Upgrade road (safety improvements) St. Charles I-64 to MO 94 $20
MO 340 MoDOT Construct new interchange St. Louis Baxter intersection $89
I-270 MoDOT Revise interchange ramps St. Louis I-270 at MO D interchange $10
TIER II

MetroLink Extension Metro MetroSouth St. Louis/St. Louis City Shrewsbury to Butler Hill $1,105
MetroLink Extension Metro MetroNorth St. Louis Hanley LRT Station to Florissant $1,006
US 50 MoDOT Realign road; add lanes Franklin MO EE to Gasconade Co. $149
US 50 MoDOT Realign road; add lanes Franklin MO EE to Independence $43
MO 100 MoDOT Add shoulders Franklin Gasconade Co. to MO KK $28
MO 100 MoDOT Add lanes Franklin/ St Louis MO T to MO OO $105

Transportation Investment Plan

MO 21 MoDOT Relocate; construct four lanes Jefferson MO B to MO N & H $158
MO B MoDOT Upgrade road (safety improvements) St. Charles New Town Blvd to MO 94 $8
MO P MoDOT Upgrade road (safety improvements) St. Charles MO M to US 61 $20
MO 79 MoDOT Add left-turn lanes St. Charles Salt River to Lincoln Co. $118
MO F MoDOT Upgrade road (safety improvements) St. Charles MO D to MO 94 $20
MO D MoDOT Upgrade road (safety improvements) St. Charles MO DD to MO T $20
MO Z MoDOT Reconstruct to three lane St. Charles I-70 to MO D $8
MO N MoDOT Reconstruct to three lane St. Charles West of Sommers to MO T $20
MO T MoDOT Upgrade road (safety improvements) St. Charles I-70 to MO TT $20
MO 141 MoDOT Improve intersection St. Louis 141 at Vance/Forest $6
I-64 (US 40) MoDOT New interchanges and overpasses St. Louis Baxter and Chesterfield Parkway $163
I-64 (US 40) MoDOT Add collector/distributor lanes St. Louis Boones Crossing to Spirit Blvd $116

RTP 2040 31
 Table 10: Recommended Corridor Studies

TIER I
PROJECT/CORRIDOR SPONSOR DESCRIPTION COUNTY LOCATION

I-270 IDOT/MoDOT Corridor and Bridge Study Madison/St. Louis City & Co. Mo 367 to Mississippi River

I-70 MoDOT Corridor Study St. Charles w/o MO K to I-64/US 61

US 50 IDOT Corridor Study St. Clair Lebanon Bypass

I-70 MoDOT Interchange and Corridor Study St. Louis I-270 to I-170/Hanley

I-270 MoDOT Corridor Study St. Louis MO 100 to MO 30

I-44 MoDOT Corridor Study St. Louis City I-55 to City Limits

I-55 MoDOT Interchange and Corridor Study St. Louis City PSB to City Limits

I-44, I-55, I-64, I-70 MoDOT Noise Study St. Louis City Within City Limits

TIER II

I-44 MoDOT Interchange and Corridor Study Franklin Mo O to Shawneetown Ford

MO 100 MoDOT Corridor Study Franklin High to Vossbrink

US 61/67 MoDOT Corridor Study Jefferson McNutt to MO A

US 67 MoDOT Corridor Study Jefferson I-55 to St. Francois Co.

MO 30 MoDOT Corridor Study Jefferson St. Louis Co. to MO MM

MO 141 MoDOT Corridor Study Jefferson/St. Louis MO 30 to I-55

MetroLink Extension MCT Alternatives Analysis Madison Existing MetroLink to Tri-Cities

Gateway Connector IDOT Corridor Study Madison, Monroe, St. Clair Troy to Columbia
Transportation Investment Plan

I-64/US 40 MoDOT Corridor Study St. Charles MO K to I-70

US 61/67 MoDOT Corridor Study St. Charles MO A to Lincoln Co.

MO 94 MoDOT Corridor Study St. Charles MO D to Mid-Rivers Mall Dr.

MO 94 MoDOT Corridor Study St. Charles Mo 364 to I-70

I-170 MoDOT Corridor Study St. Louis MO D to I-64

US 67 MoDOT Corridor Study St. Louis I-270 to MO AC

Us 67 MoDOT Corridor Study St. Louis I-70 to Page

32 RTP 2040
 5

AQ Conformity
Air Quality Conformity

RTP 2040 33
 The conformity process is
intended to ensure that the
programs and activities pro-
AQ Conformity
posed in long-range transporta-
tion plans conform to the pur-
pose of the State
Implementation Plans for Air
Quality. As stated in the Clean
Air Act Amendments of 1990
(CAAA), this means “…con-
formity to the (implementation)
plan’s purpose of eliminating or
reducing the severity and num-
ber 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 July 1, 2004 and
May 6, 2005. New timelines
and procedures were set out in
SAFETEA-LU.
34 RTP 2040
Air Quality Conformity
Process
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 pollu-
tants. 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 peri-
od. The redesignation request
and Maintenance Plans, pre-
pared 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
one-hour 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 has
been given a moderate non-
attainment classification under
this new standard. The eight-
hour non-attainment area
includes 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 April 2005, USEPA designat-
ed 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
PM 2.5 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
this non-attainment area.
Under provisions of the CAAA,
East-West Gateway, as the
Metropolitan Planning
Organization for the region, is
the agency responsible for mak-
ing the determination of con-
formity. The conformity finding
relates to those pollutants pro-
duced by automobiles and
other road transportation, gen-
erally described as mobile
source emissions. The pollu-
tants of concern in this region
are ozone and fine particles.
Ozone is not, however, pro-
duced directly by automobiles.
It results from chemical
reactions in the lower atmos-
phere involving various com-
pounds in automobile exhausts
that are identified as the precur-
sor of ozone formation. These
compounds comprise two
groups, volatile organic com-
pounds (VOCs) and oxides of
nitrogen (NOx). 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 meet-
ing 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 the Missouri Maintenance
Plan, which was approved by
the EPA on May 12, 2003. The
Determination of Conformity for
the Illinois part of the region is
made in relation to the motor
vehicle emission budgets, con-
tained in the 8-hour Attainment
Determination Plan, which were
found adequate on February 20,
2008.
The primary purpose of the
conformity process is to ensure
that predicted future mobile
emissions resulting from
planned and programmed trans-
portation projects (the Action
scenario) fall below the 2014
emission budget levels set out in
the maintenance plans for both
VOC and NOx.
The Missouri annual PM2.5 SIP
has been submitted to USEPA.
Illinois is in the process of com-
pleting its annual PM2.5 SIP for
submittal to USEPA. USEPA
approval is required for all SIPs.
Motor vehicle emissions budg-
ets contained in a submitted SIP
may be used as a basis for
Conformity Determination find-
ings before the SIP is formally
approved, provided USEPA has
issued a specific Finding of
Adequacy. The principal step is
to demonstrate, for the selected
analysis years, that the predicted
future mobile emissions result-
ing from planned and pro-
grammed transportation projects
(Action scenario) is less than the
combined 2002 baseline emis-
sions inventories developed by
Missouri and Illinois for the
entire PM2.5 non-attainment area.
These limits are set out as an
emissions budget. Since the St.
Louis area is in non-attainment
of the annual PM2.5 standard,
annual emissions are to be used.
Air Quality Conformity
Determination
AQ Conformity
OZONE
Federal and state regulations
require that projects included in
the Regional Transportation Plan
2040 (including the FY 2012-
2015 TIP) must pass the follow-
ing emissions test for each of
four analysis years, 2014, 2020,
2030 and 2040:
• Emissions of VOC resulting
from the plan’s 2014, 2020,
2030 and 2040 implementa-
tion will be less than the 2014
budgets in the maintenance
plans, i.e. 47.14 tons per day
in Missouri and 13.44 in
Illinois (See Tables 5-1).
• Emissions of NOx resulting
from the plan’s 2014, 2020,
2030 and 2040 implementa-
tion will be less than the 2014
budgets in the maintenance
plans, i.e. 68.59 tons per day
in Missouri and 31.94 tons per
day in Illinois (See Table 5-2).
Based on the conformity analy-
sis for ozone conducted as part
of the long-range plan develop-
ment, as shown in the following
tables, the projects and pro-
grams included in he Regional
Transportation Plan 2040 (includ-
ing the FY 2012-2015 TIP) are
RTP 2040 35
 found to be in conformity with
the requirements of the Clean Table 5-1Conformity Test - Volatile Organic Compounds
Air Act Amendments of 1990, Based on Conformity Requirements for
AQ Conformity

the relevant sections of the 1997 Eight-Hour Ozone Standard (US tons per day)
Final Conformity Rule 40 CFR
Part 93, and the Missouri State ANALYSIS YEAR MISSOURI ILLINOIS
Conformity Regulations 10 CSR EMISSIONS BUDGET EMISSIONS BUDGET
10-5.480. The finding is docu-
mented in companion report, 2014 34.20 47.14 10.48 13.44

Air Quality Conformity 2020 22.86 47.14 7.19 13.44

Determination and 2030 20.91 47.14 6.40 13.44

Documentation (8-Hour & 2040 21.58 47.14 6.69 13.44

PM2.5 ) for the 2040 Regional All tests have been passed for all years.

Transportation Plan and 2012-

Table 5-2 Conformity Test - Nitrogen Oxides
2015 Transportation
Based on Conformity Requirements for
Improvement Program.
1997 Eight-Hour Ozone Standard (US tons per day)
Jersey County in Illinois is not
included in the East-West ANALYSIS YEAR MISSOURI ILLINOIS
Gateway region but is included EMISSIONS BUDGET EMISSIONS BUDGET
in the eight-hour ozone non-
attainment area for St. Louis. 2014 51.79 68.59 16.17 31.94

IDOT is the lead agency in over- 2020 21.10 68.59 8.83 31.94

seeing the conformity determi- 2030 19.22 68.59 5.68 31.94

nation process for Jersey 2040 19.45 68.59 5.61 31.94

County. Mobile source emission All tests have been passed for all years.

estimates for the County which

have been included in the over-
all emissions analysis and
resulting tests can be found in
Appendix H of the companion
report, Air Quality Conformity
Determination and
Documentation (8-Hour &
PM2.5 ) for the 2040 Regional
Transportation Plan and 2012-
2015 Transportation
Improvement Program.

36 RTP 2040
Table 5-3 Conformity Test - Direct PM2.5 PM2.5 found to be in conformity
Based on Conformity Requirements for with the requirements of the
Annual PM2.5 Standard (US tons per year) Federal and State regulations Clean Air Act Amendments of

AQ Conformity
require that projects included in 1990, the relevant sections of
ANALYSIS the Regional Transportation Plan the Final Conformity Rule 40
YEAR MISSOURI ILLINOIS* NON-A
ATTAINMENT AREA 2040 (including the FY 2012- CFR Part 93 and the Missouri
ACTION BASELINE ACTION BASELINE ACTION BASELINE 2015 TIP) must pass the follow- State Conformity Regulations
2014 457.74 996.00 139.72 324.76 597.46 1,320.76 ing emissions test for each of 10 CSR 10-5.480. This finding is
2020 352.98 996.00 112.36 324.76 465.34 1,320.76 the four analysis years, 2014, documented in companion
2030 346.55 996.00 107.16 324.76 453.71 1,320.76 2020, 2030 and 2040: report, Air Quality Conformity
2040 359.11 996.00 111.77 324.76 470.88 1,320.76 Determination and
• Emissions of direct PM2.5
Documentation (8-Hour &
All tests have been passed for all years. resulting from the plan’s
* Includes Baldwin Township PM2.5 ) for the 2040 Regional
2014, 2020, 2030 and 2040
Transportation Plan and 2012-
implementation will be less
2015 Transportation
than the 2002 baseline emis-
Improvement Program.
sions inventory for the entire
non-attainment area, i.e. Baldwin Township in Randolph
Table 5-4Conformity Test - Oxides of Nitrogen
1,320.76 tons per year (see County in Illinois is not included
Based on Conformity Requirements for
Table 5-3). in the East-West Gateway
PM2.5 Standard (US tons per year)
region but is included in the
• Emissions of NOx (as a pre-
PM2.5 non-attainment area for
ANALYSIS cursor) resulting from the
St. Louis. IDOT is the lead
YEAR MISSOURI ILLINOIS* NON-A
ATTAINMENT AREA plan’s 2014, 2020, 2030 and
agency in overseeing the con-
ACTION BASELINE ACTION BASELINE ACTION BASELINE 2040 implementation will be
formity determination process
2014 20,321.58 64,511.00 6,355.35 16,368.75 26,676.93 80,879.75 less than the 2002 baseline
for Baldwin Township. The
2020 9,780.15 64,511.00 3,490.31 16,368.75 13,270.46 80,879.75 emissions inventory for the
mobile source emissions esti-
2030 7,436.26 64,511.00 2,273.07 16,368.75 9,709.33 80,879.75 entire non-attainment area,
mates for the Township which
2040 7,537.53 64,511.00 2,272.78 16,368.75 9,810.31 80,879.75 80,879.75 tons per year (see
have been included in the over-
Table 5-4).
all emissions analysis and
All tests have been passed for all years.
Based on the conformity analy- resulting test can be found in
* Includes Baldwin Township
sis conducted for PM2.5 as part Appendix I of the companion
of the long-range plan develop- report, Air Quality Conformity
ment, as shown in the following Determination and
tables, the projects and pro- Documentation (8-Hour &
grams included in the Regional PM2.5 ) for the 2040 Regional
Transportation Plan 2040 (includ- Transportation Plan and 2012-
ing the FY 2012-2015 TIP) are 2015 Transportation
Improvement Program.

RTP 2040 37
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Council of Governments
Creating Solutions Across Jurisdictional Boundaries

Gateway Tower
One Memorial Drive, Suite 1600
St. Louis, MO 63102-2451

314-421-4220
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