Lake of the Ozarks Regional Transportation Plan

2014 Lake of the Ozarks Regional Transportation Plan

Table of Contents Page Chapter 1: Introduction Study Organization 1 Study Area 1 Relation of This Study to MoDOT Planning Framework 2 Relationship of This Plan to Missouri's Longe Range Transportation Plan 2 Planning Process Used To Develop Plan 3 Goals and Objectives 3 Chapter 2: Population and Employment Population 5 Population Growth and Change 6 Population Forecast 7 Age Distribution 10 Populaiton Density 12 Racial Composition 15 Employment Wages, Forecast, Commuting to work, and Unemployment 15 Employment Forecast 16 Commuting and Worker Flows 19 Land Use 21 Market Value of Products Sold 21 Zoning 22 Regional Growth Centers 22 Educational Attainment 23 Poverty 26 Medicaid 27 Disabiltiy 27 Title VI, Enviornmental Justice 28 Minority Population 29 Zero car household 30 Chapter 3: Existing Transportation Facilities State Highways 32 Nationwide Connections 32 Statewide Connections 32 Pavement Conditions 33 Present Servieability Rating 33 Traffic Volume 34 Vehicle and Truck Volume 34 Bridge Conditions 34 State Highways and Bridges 35 State Bridges 36 One Lane Bridges 37 Highway Connections 38 Functional Classifications 39 System Pavement Conditions 41 Airports, Heliports, and Waterways 42 Rialways 44 Transit Providers 46 Camden County Hearts 46 Laclede County Public Administrator's Office 46 Miller County Ambulance District (MCAD) 46 Medical Transportation Management, Inc. (MTM) 46 Oats Inc. 46 Annual Average Daily Traffic (AADT) 47 Truck Volume 48 Chapter 4: Existing Transportation Management Congestion and Congestion Management Programs 49 Access Management 50 Right-Of-Way Corridor Preservation 51 Engergy Conservation 51 Transportation Demand Management (TDM) 51 Transportation System Management (TSM) 52 Intelligent Transportation Systems (ITS) 52 Where We Are Today 53 Highway and Street Standards 53 Signalized Intersections 53 Chapter 5: Needs Identification Camden County Transportation Priority List 55 Laclede County Transportation Priority List 56 Miller County Transportation Priority List 56 Morgan County Transportation Priority List 56 Prioritization and Voting Process 58 Public Transit 59 Airports 60 Chapter 6: Future Project Plan for 10 Years Periodic Review and Priorities 61 Safety 62 Taking Care of the System 62 Regional and Emerging Needs 63 Major Projects 63 Multi-Modal Projects 63 Identified Needs 64 Scoping and Design Projects 64 Continuation of Improvements and Updates 68 Countywide Project Sidewalk Assessment 70 Phase 1 70 Phase 2 70 Chapter 7: Financing Federal Funding Sources 71 Federal Lands Highway Program (FLHP) 72 Federal Aviation Administration Airport and Railway Trust Fund 73 State Funding Sources 73 State Motor Fuel Tax 74 Motor Vehicle Sales and Use Taxes 74 Motor Vehicle and Driver's Licensing Fees 75 Interest Earned on Invested Fund and Other Miscelaeneous Collections 75 Funding for Alternative Modes of Transportation 75 Funding Tools for the Local or Regional Level 76 Economic Development Administration 76 USDA Rural Development 77 Community Development Block Grants 78 Sales Tax 79 Use Tax 79 Local Option Economic Development Sales Tax 79 Missouri Downtown and Rural Economic Stimulus Act 79 Neighborhood Improvement District 80 Tax Increment Financing 80 Transportation Improvement Districts 80 Transportation Development Corporations 80 Transportation Development District 81 Partnership Debt- Fiancing Programs 81 Federal Aviation Administration - Airport Improvement Program 81 Recreational Trails Program - Department of Natural Resources 82 Transportation Enhancement Program 83 Missouri Safe Routes to School Program 83 TIGER 83 Replacement of Costs 83 Toll Roads 84 Cost Estimates for Transportation Improvements 84 Major highways' conditon 84 Minor highways' conditon 84 Bridges on major highways' 84 Bridges on minor highways' 84 Major Bridges 84 Interstate 70 and 44 85 Transit 85 Aviation 85 Ports and Waterways 86 Freight Rail 86 Passenger Rail 87 Bicycle and Pedestrian 87 Funding Distribution 88 Funding Distribution Overview 88 Chapter 8: MoDOT's On the Move Introduction 91 On the Move Engagement in the Central District 91 Camden County 92 Laclede County 92 Miller County 92 Morgan County 92 What matters most to the Central District 92 Important Projects for the Central District 93 Bike Pedestiran 93 Highways 93 Port 94 Rail 94 Aviation 95 Transit 95 Staying Connected 95 Chapter 9: Plan Implementation Implementation 96 Conclusion 96 Chapter Tables Table 2-1 Regional Population Change from 1990-2012 5 Table 2-2 Population Projections by Age 2000-2030 Camden County 8 Table 2-3 Population Projections by Age 2000-2030 Laclede County 8 Table 2-4 Population Projections by Age 2000-2030 Miller County 9 Table 2-5 Population Projections by Age 2000-2030 Morgan County 9 Table 2-6 2010 Population by Race for LOCLG Region 15 Table 2-7 Average Weekly Wage 2005-2012 16 Table 2-8 Top 10 Occupations by Projected Growth 17 Table 2-9 Industry Employment Projections for Central Region 2008-2018 18 Table 2-10 Agriculture Uses and Percent Change 2002-2007 21 Table 2-11 Market Value of Products Sold 2002-2007 21 Table 2-12 MO Healthnet Eligibles: Residents of Selected Counties/Cities 27 Table 2-13 Number of Disabilities by Age 2009-2011 27 Table 2-14 LOCLG Minority Population Data 2010 29 Table 2-15 LOCLG Hispanic Population 2010 30 Table 2-16 LOCLG Means of Transportatio by Vechilces Available 2008-2010 30 Table 3-1 Present Serviceability Rating 33 Table 3-2 Description of Condition Ratings for Bridges 34 Table 3-3 Roadway Classification System 39 Table 3-4 Public Airports in LOCLG Region 42 Table 3-5 Private Airports in LOCLG Region 42 Table 3-6 Heliports in the LOCLG Region 42 Table 4-1 Level of Service (LOS) Description 50 Table 5-1 LOCLG TAC priority list July 2013 57 Table 6-1 Laclede County Scoping and Design Projects 64 Table 6-2 Miller County Scoping and Design Projects 64 Table 6-3 Morgan County Scoping and Design Projects 65 Table 6-4 Camden County Future Projects 65 Table 6-5 Laclede County Future Projects 66 Table 6-6 Miller County Future Projects 67 Table 6-7 Morgan County Future Projects 67 Chapter Figures Figure 1-1 MPO and LOCLG Boundaries 2 Figure 2-1 Lake of the Ozark's Regional Population Growth 1900-2010 6 Figure 2-2 Percent Population Change 2000-2010 7 Figure 2-3 Age Distribution Change from 1990 to 2012 10 Figure 2-4 Population Density 12 Figure 2-5 Missouri Population per square mile, 2010 by County 12 Figure 2-6 LOCLG Unemployment Rate by County vs. National Average 2007-2011 19 Figure 2-7 Commuting Modes and Mean Travel Time to Work 2010 20 Figure 2-8 Cohort Graduation Rate for LOCLG Region 25 Figure 2-9 Percentage of Population in Poverty and Famalies in Poverty between 2006-2010 26 Figure 7-1 Breakdown of both Fiscal Year Revenues and Expenditures for 2013 71 Figure 8-1 Transportation Issues in the Central District 92 Figure 8-2 Maintain or Expand the Transportation System 93 Chapter Maps Map 2-1 LOCLG Population 62 and Over 2010 11 Map 2-2 LOCLG Region Population Density 2010 13 Map 2-3 Missouri County Population Change 2000 to 2010 Percent Change 14 Map 2-4 Camden County Lake Area Planning & Zoning District 22 Map 2-5 LOCLG Regional Growth Areas 23 Map 2-6 LOCLG Region of High School Diplomas 25 Map 2-7 LOCLG Region Percent Who Have No Vehicle Available 31 Map 3-1 LOCLG Region State Highway and Bridges 35 Map 3-2 LOCLG Region Bridge Conditions 36 Map 3-3 LOCLG Region Location of One Lane Bridges 37 Map 3-4 LOCLG Region Highway Connections 38 Map 3-5 LOCLG Region Functional Classification 40 Map 3-6 LOCLG Region Pavement Conditions 41 Map 3-7 LOCLG Airport Locations 43 Map 3-8 LOCLG Railroad Locations 45 Map 3-9 LOCLG Annual Average Daily Traffic 47 Map 3-10 LOCLG Region Commercial Truck Volumes 48 Map 4-1 LOCLG Region Signalized Intersections 54 Map 6-1 Statewide Transportation Improvement Program 2013-2017 69 Appendix A Board of Directors and Transportation Advisory Committee Members B Sidewalk Assesment C Central District Listing of Project Improvements

Chapter 1 Introduction

Study Organization This study has been produced by the staff of Lake of the Ozarks Council of Local Governments (LOCLG) with the advice and approval of the LOCLG Board of Directors and the LOCLG Transportation Advisory Committee (TAC). Lake of the Ozarks Council of Local Governments was formed in 1969 by an Executive Order of Missouri Governor Warren E. Hearnes. Lake of the Ozarks Council of Local Governments serves a four- county region of Camden, Laclede, Miller and Morgan Counties. In transportation- related matters, LOCLG has appointed the Transportation Advisory Committee (TAC) a committee of members appointed by the commissioners of each county from around the region who have particular expertise and interest in local transportation issues. The members of the LOCLG Board of Directors and TAC are listed in Appendix A.

Study Area As noted above, the Lake of the Ozarks region includes the counties of Camden, Laclede, Miller and Morgan. The region is composed of 1,898 square miles and had a 2010 population of 124,886.

Camden County is comprised of 641 square miles and has seven functioning municipalities1 (Camdenton, Climax Springs, Lake Ozark, Osage Beach, Sunrise Beach and Village of Four Seasons). Camden County’s population in the 2010 Census was 44,002. The county had an assessed valuation in 2012 of $1,565,402,198. The county seat is Camdenton.

Laclede County is comprised of 770 square miles and has three functioning municipalities (Conway, Lebanon and Phillipsburg). The county had a 2010 population of 35,571. The county property valuation for 2012 was $379,773,263. The county seat is Lebanon.

Miller County is comprised of 593 square miles and has five functioning municipalities (Eldon, Iberia, Lake Ozark, St. Elizabeth and Tuscumbia). The county had a 2010 population of 24,748. The county’s 2012 valuation was $394,474,585. The county seat is Tuscumbia.

Morgan County is comprised of 594 square miles and has five functioning municipalities (Barnett, Laurie, Stover, Syracuse and Versailles). The county had a 2010 population of

1 The definition of a functioning municipality for purposes of this study is those that elected a board of aldermen or board of trustees. 1

Lake of the Ozarks Regional Transportation Plan 2014

20,565. The county’s 2012 property valuation was $441,449,465. The county seat is Versailles. The map to the left shows the region and the major communities and transportation routes therein.

Relation of This Study to MoDOT Planning Framework For the last several years, the Missouri Department of Transportation (MoDOT) has made a concerted effort to implement a planning framework that includes the opinions and analysis of local elected officials as well as other members of Missouri’s communities who have a knowledge and interest in the transportation program in Missouri. In rural Missouri, each regional planning commission was asked to form a Transportation Advisory Committee (TAC). The TACs and their associated regional planning commissions are Figure 1.1 responsible for gathering and analyzing input from the general public concerning transportation priorities for the region. The TAC has continued to update the priority list for the region, gathering public input for each county, and listening to citizen concerns at their bi-monthly meetings. Those needs have been reviewed by the Lake of the Ozarks TAC a number of times as priority projects have been scheduled by MoDOT in the Statewide Transportation Improvement Program (STIP) as the region’s developmental trends change.

Relationship of This Plan to Missouri’s Long Range Transportation Plan The submittal of this plan to MoDOT constitutes the region’s effort to inform MoDOT of the transportation priorities of the region for the next 10 years. As needs or the general public’s opinions change, the plan will be revised, and those revisions will be submitted to MoDOT. The region’s representatives, in addition to submitting this plan, will work to make sure the region’s priorities are included in future revisions of the State Transportation Improvement Plan (STIP).

Lake of the Ozarks Regional Transportation Plan 2014

Planning Process Used To Develop Plan Lake of the Ozarks Council of Local Governments staff used the guidelines set forth by MoDOT to help guide the planning process. The Regional Planner started with the planning framework of the previous plan, and expanded it based upon the current needs of the region. With input gathered from the Comprehensive Economic Development Strategy, the planner followed existing goals and objectives already established by the region’s transportation stakeholders, as well as the general public. Discussions with TAC representatives also contributed a significant amount of detail on specific projects that are included in the Regional Transportation Plan.

The development of the RTP itself occurs in phases as well. Phase 1 includes the development of state highways, state and off-system bridges, airports, waterways and ports. Phase 2 the RTP would be expanded to include county roads and bridges, available city transportation information and railroad information as available. Phase 3 finalizes the plan by filling in the gaps for local roads.

Public input has been an important piece in the development of the LOCLG Regional Transportation Plan. The LOCLG staff has also pursued a proactive outreach philosophy by meeting with individual employees and officials of member communities in order to discuss transportation issues at the local level. LOCLG also maintains a website where information pertaining to ongoing projects is available to the public as well as feedback through electronic mail. You can visit our website and facebook page by clicking on the links below. http://www.loclg.org/ or at facebook.com

Goals and Objectives It is the overarching goal of LOCLG to create a Regional Transportation Plan that represents an accurate depiction of current and projected population, employment, and land use trends. Collecting data and continuing public involvement will enable us to form a clear picture of the future needs of a transportation system for the central Missouri region that balances environmental quality, economic vitality, and equitable accessibility for all segments of the population. From the beginning of the local transportation planning effort in the Lake of the Ozarks region, the general public and the region’s TAC have consistently looked to several factors in ranking the region’s priorities. The measurements that have been adopted to gage priorities are:

 Reduction of congestion and travel delays  Support economic development efforts and development trends  Reduction of the number of traffic hazards in the region  Maintenance of the existing transportation system  Provision of access to all the region’s citizens  Promotion of all modes of transportation

Lake of the Ozarks Regional Transportation Plan 2014

In viewing these priorities, it should be noted that the Lake of the Ozarks region traditionally and consistently has placed high priority on those items that meet economic development needs and developmental trends. Due to the region’s fast-paced growth, those priorities that tend to address growth rather than maintenance of the status quo have been seen as essential. The region’s belief is that those highways that are already woefully inadequate do little to meet the region’s needs even if adequately maintained. The progress of the region in meeting these goals will be measured through local information and from information provided by MoDOT.

Lake of the Ozarks Regional Transportation Plan 2014

Chapter 2 Population and Employment Population Population growth in the Lake of the Ozarks region during the 20th century was stagnant to declining for much of the first half of the time period. This stagnation or decline was caused by the generally stagnant economic climate in rural Missouri through the early part of the century as well as the shift away from an agricultural to a tourist or retiree destination in Camden, Miller and Morgan counties. Beginning in 1960 in Camden and Laclede counties and in 1970 in Miller and Morgan counties, the region’s population began to shift strongly upward. The rate of growth in Missouri from 1990-2012 was about .73% annually. Over this twenty-two year span Missouri grew at 17.41%. The Lake of the Ozarks Council of Local Governments counties all grew at a significant rate between the years 2000-2012: (Camden 58.59%, Miller 19.45%, Morgan 28.76% and Laclede 30.08%).

In 2010 Camden County ranked eleventh for fastest growing county in the state of Missouri. Miller County ranked the lowest of the LOCLG region at fifty. In between both of those counties Laclede ranked at twenty-sixth for fastest growing county and Morgan ranked thirty-ninth. Out of the 115 incorporated counties within the state of Missouri each of the LOCLG counties all fall within the top fifty growth rate for 2010. Continued growth is always seen as a positive for counties and will correlate with development improvements within each jurisdiction. Table 2-1 below shows growth in the four counties from 1990-2012. From 1990-2012, Camden County grew at 2.12%, versus the state average of 0.73%. Camden County saw significant population growth from 27,646 in 1990 to 43,845 in 2012. SAS Output Regional Population Change from 1990-2012

Table 2-1

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Each county has seen an overall increase in population from 1990 to 2012, and all grew at a rate above the state average. This is a very positive trend for these counties with hopes of increasing development in future years.

Population Growth and Change

The figure below shows the Lake of the Ozarks region’s population growth over the last century, up to the most-recent Census in 2010.

Lake Region Population 1900-2010

140000

120000

100000

80000

60000

40000

20000

0 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010

Figure 2-1

Much of the population growth in the region is centered around Lake of the Ozarks in Camden, Miller and Morgan counties and in and around Lebanon and the I-44 corridor in Laclede County. Figure 2-2 on the next page shows the degree of population growth in various portions of the region from 1990 to 2010

Lake of the Ozarks Regional Transportation Plan 2014

Individual County population changes can be found in the chart below.

Figure 2-2

Another significant factor regarding the region’s population growth produced is due to the fact that much of the growth in Camden, Miller and Morgan has become a target for people seeking retirement. This growth in unincorporated areas will place increasing pressure on the infrastructure provided by and maintained by the counties, including their transportation networks. Laclede continues to see positive growth within their county limits due to the fact that there are plenty of industries to support jobs and their close proximity to Interstate 44 helps increase the number of people becoming permanent residents. Miller and Morgan continued to increase but at a much less pace compared to Laclede and Camden counties. Although less industry and tourism development is within these areas, some people prefer to escape the more busy areas or don’t mind driving the extra distance if their place of employment is not near their residency. Ultimately all the LOCLG counties are seeing continued growth which is a positive statistic moving forward in the future.

Population Forecast The tables below show population projections within the LOCLG region by age for each county from 2000 – 2030. The most consistent population increase throughout each county is the ages 65-69 and 70-74. As stated before, the correlation of this is due to the fact that many people move down to the lake area permanently for retirement. Another important factor is each county is projected to have a steady increase in population by the year 2030.

Lake of the Ozarks Regional Transportation Plan 2014

Table 2-2 Prepared by the Missouri Office of Administration - March, 2008

Table 2-3

Lake of the Ozarks Regional Transportation Plan 2014

Table 2-4 Prepared by the Missouri Office of Administration - March, 2008

Table 2-5

Lake of the Ozarks Regional Transportation Plan 2014

Age Distribution Most significantly, older age group populations are increasing at a faster rate than the state as a whole. From 1990 to 2012, the population of those aged 65+ in Camden County increased annually by 3.25%. Camden County went from having 5,071 people 65+ in 1990 to 10,243 people in 2012. Also ages 45 to 64 increased annually at 2.91% of which surpassed the Missouri annual average of 2.30%. Laclede County’s population aged 65+ increased annually by 1.45% which surpassed the Missouri annual average of .95%. Laclede County went from having 4,190 aged 65+ in 1990 to 5,748 in 2012 which totals as a 37.18% percent total change. Laclede County saw the biggest increase in ages 45 to 64 from 1990 to 2012. Laclede went from having 5,395 people between the ages of 45 to 64 in 1990 to 9,555 in 2012 which is a total 77.11% change. Miller County’s population 65+ changed annually from 1990 to 2012 at 1.18% making it the smallest increase within the LOCLG region. For ages 45 to 64, Miller County had an annual population increase of 2.47%. Lastly, Morgan County had an annual population change of 1.72% for ages 65+ between the years 1990 to 2012. In 1990 Morgan County had a total of 3,220 aged 65+ and increased to 4,681 in 2012. For ages 45 to 64 there was an annual 1.79% increase from1990 to 2012. In 1990 Morgan County had 3,974 people aged 45 to 64 and in 2012 had 5,874. All of the counties within the LOCLG region for ages 45 to 64 and aged 65+ all showed an increase in population percentage from 1990 to 2012. The expansion of older age categories in the region can best be explained by the fact that at least three of the counties (Camden, Miller and Morgan) are quickly becoming a premiere retirement destination for residents in urban Missouri and the Midwest.

Figure 2-3

Lake of the Ozarks Regional Transportation Plan 2014

The increased number of older residents throughout the region has created significant growth for the health services industry. Lake Regional Health Systems has grown from seeing 25,474 patients in 2000, to more than 60,000 patients projected in 2012. In 2005, LRHS started a $27 million expansion of their facility, including a three-story building. This expansion provides additional services to the growing senior population within the region.

In addition to the growth within the health care sector, the education sector has also expanded during recent years. In 2007, Camdenton R-III built a new high school campus for $27 million, including a 260,000 square foot facility, a 900 seat auditorium, 2,100 seat gymnasium, state of the art soccer complex, tennis courts, softball/baseball fields, and multi-purpose practice field.

Map 2-1

Lake of the Ozarks Regional Transportation Plan 2014

Population Density

Below figure 2-4 displays four bars describing the population density by county in comparison to the state of Missouri as well as the United States. The number next to the title is the ranking of the individual county population density out of the 115 counties represented in Missouri. The fast-paced density growth in the Lake of the Ozarks has been uneven geographically. Specifically, in the three lake area counties much of the population growth has been on or near the shoreline of the Lake of the Ozarks. Morgan County has the least amount of density per square mile.

*Based on 2010 data. View historical race data.

Figure 2-4

Figure 2-5

Lake of the Ozarks Regional Transportation Plan 2014

Map 2-2

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Map 2-3

Lake of the Ozarks Regional Transportation Plan 2014

Racial Composition

2010 Population by Race for LOCLG Region Camden County Laclede County Miller County Morgan County Total: 44,002 35,571 24,748 20,565 White alone 42,468 34,051 23,941 19,770 Black or African American alone 179 241 99 131 American Indian and Alaska Native 219 240 136 135 Asian alone 184 156 70 76 Native Hawaiian and Other Pacific 8 18 36 2 Some Other Race alone 362 179 96 87 Two or More Races 582 686 370 364 Source: U.S. Census Bureau, 2010 Census.

Table 2-6

The Lake of the Ozarks region compared to other parts of the nation is not greatly diverse. The most prevalent race in all four counties is white, which represents 96.2 percent of the total population for all four counties combined. The next minority group that has the most behind white is the two or more races minority. The table above shows the total number of different races within each county in the year 2010.

Employment Wages, Forecast, Commuting to work, and Unemployment The good fortune of the Lake of the Ozarks region in achieving strong population growth translates into relatively good economic fortune in many respects, also. One area of economic concern where the region has not traditionally fared well and still doesn’t is in regard to unemployment rates. Much of the region still must be content with a seasonal economy where unemployment rates skyrocket during the winter months even though the annual average unemployment rate in most of the region’s counties hovers around the state average.

Wages in the Lake of the Ozarks region, due in part because of the heavy concentration of service industry occupations to serve tourist and retiree economies in Camden, Miller and Morgan counties, tend to be lower than other parts of the state.

Lake of the Ozarks Regional Transportation Plan 2014

Average Weekly Wage 2005-2012 County 2005 2012 Percent increase Camden 462 529 14% Laclede 503 574 14% Miller 462 593 28% Morgan 407 466 13% Table 2-7

The region suffers from a job market characterized by low wages centered in tourism- related occupations as well as service industry jobs that have increased to serve the region’s increasingly large retirement community. Wages in the service industry tend to become more competitive when the labor market tightens, but people in these positions are often the first to lose their jobs when the region’s economy slows. At times of economic slowdown, the state’s job data bank for Camden, Miller and Morgan counties sometimes shows fewer than a dozen job orders. During these periods, people seeking work have few alternatives in seeking employment. Because of the region’s general reputation as a place of prosperity, people move to the region from throughout the country during the fall and winter months of slack economic activity and are astounded by the lack of opportunity. A significant number of these people, after their unemployment benefits are exhausted, decide to leave the region, looking for opportunities in other locations. Due to Laclede County’s stronger manufacturing base, this phenomenon is not as significant in that portion of the region. Some of the region’s emerging economic activity that is helping to overcome seasonal unemployment activity relates to retail sales activity. Camden and Miller counties have strengthened their retails sales, particularly.

Employment Forecast According to the Missouri Economic Research and Information Center, the following occupations will see the most growth from 2010 to 2020. The Central region data includes data from 19 counties in the middle of the state, including Camden, Laclede, Miller and Morgan.

Lake of the Ozarks Regional Transportation Plan 2014

Top 10 Occupations by Projected Growth Employment Change Annual Occupation Estimated Projected Average Outlook Numeric Percent 2010 2020 Openings 473011 - Helpers-- 56 92 36 64.3% 6 52 - Well Brickmasons, Above Blockmasons, Average A

Stonemasons, an 518031 - Water & Liquid 55 80 25 45.5% 3 53 - Well Waste Treatment Plant Above Avg.

& System Oper A- 472021 - Brickmasons 300 430 130 43.3% 19 53 - Well

and Blockmasons Above Avg. A- 192042 - Geoscientists, 7 10 3 42.9% NA 53 - Well Except Hydrologists & Above Avg.

Geographers A- 311011 - Home Health 1,182 1,634 452 38.2% 60 53 - Well

Aides Above Avg. A- 399021 - Personal and 1,476 1,968 492 33.3% 61 53 - Well

Home Care Aides Above Avg. A- 435011 - Cargo and 66 87 21 31.8% 4 53 - Well

Freight Agents Above Avg. A- 131051 - Cost 393 518 125 31.8% 20 53 - Well

Estimators Above Avg. A-

472121 - Glaziers 73 96 23 31.5% 5 53 - Well Above Avg. A- 292056 - Veterinary 54 71 17 31.5% 3 53 - Well Technologists and Above Avg.

Technicians A- Table 2-8

In addition to individual occupations, the following industry clusters are slated for growth from 2008-2018 within our region. (MERIC) These selections were made based on the MERIC grading of A- or higher for the Central Region. The highlighted lines are sectors that both the public and the RPC believe have the most potential for growth within our specific four-county region. There were many occupations that showed higher grades- higher growth industry- but were not included on this list. Certain industries are limited geographically. For example, a nuclear power plant specialist has a high growth rate, but since the nearest nuclear plant is located in Calloway County, this occupation would not be considered suitable for our region.

Lake of the Ozarks Regional Transportation Plan 2014

Industry Employment Projections for Central Region 2008-2018 Table 2-9 Employment Change Occupational 2008 2018 2008-2018 Grade Code Title Estimated Projected Net Percent A- 11- Sales Managers 340 390 42 12.24% 2022 A- 11- Construction Managers 850 950 103 12.12% 9021 A 13- Cost Estimators 490 580 96 19.67% 1051 A- 13- Employment, Recruitment, 430 500 66 15.24% 1071 and Placement Specialists A 13- Training and Development 500 570 75 15.09% 1073 Specialists A- 13- Financial Analysts 210 250 41 19.71% 2051 A- 13- Personal Financial Advisors 200 260 56 27.45% 2052 A- Computer Software 290 380 88 30.03% 15- Engineers, Systems 1032 Software A+ 15- Network and Computer 720 830 113 15.67% 1071 Systems Administrators A+ 15- Network Systems and Data 400 560 161 40.25% 1081 Communications Analysts A- 19- Medical Scientists, Except 240 300 63 26.47% 1042 Epidemiologists A- 25- Self-Enrichment Education 620 740 127 20.65% 3021 Teachers A- 29- Occupational Therapists 240 290 43 17.70% 1122 A- 29- Physical Therapists 430 510 82 19.29% 1123 A- 29- Respiratory Therapists 320 400 89 28.25% 1126 A- 29- Dental Hygienists 210 230 23 11.22% 2021 A- 29- Radiologic Technologists 590 680 91 15.37% 2034 and Technicians A- 29- Licensed Practical and 2,030 2,330 302 14.90% 2061 Licensed Vocational Nurses A- 41- Real Estate Sales Agents 500 570 65 13.00% 9022 A- 47- Construction Laborers 2,350 2,710 356 15.14% 2061

Lake of the Ozarks Regional Transportation Plan 2014

Unemployment rates have begun to drop across the region. While the region still hovers above the national average, the trend has shown a decline in the number of job- seekers.

Figure 2-6

While unemployment rates are on the decline, populations within the region are all on the incline. Camden and Laclede are growing at a faster rate than Miller and Morgan. Specifically, Camden County has seen an increase in population by 18.8% from 2000- 2010.

Commuting and Worker Flows Transportation issues are extremely important for those who have to travel far distances to go to work. In the Lake of the Ozarks region, significant percentages of those employed persons residing in Miller and Morgan counties travel outside their county to their place of employment. A number of workers travel into Camden County for employment as well as to Cole and Pettis counties for employment. As costs of real estate, particularly in Camden County in areas such as Osage Beach and Horseshoe Bend, increase, workers in the immediate lake area have begun to see communities like Iberia in Miller County as a community of residency. The region sees this phenomenon as an opportunity for development in the communities surrounding the immediate lake area. This opportunity for development creates the need to consider housing development and improved transportation routes for commuting purposes. As a result, the region has prioritized Highway 42 running from Iberia to Osage Beach, and consideration is being given to improvements to other routes for similar reasons. As the regional economy matures, it is likely that the needs of the surrounding communities

Lake of the Ozarks Regional Transportation Plan 2014

will be addressed as a priority to develop comprehensive plans for the good of the region. Ultimately comprehensive plans will trend towards long-term growth rather than short term aggrandizement.

Figures 2-7 below summarizes the commuting modes used for populations over age 16 and mean travel time to work in the LOCLG region for the year 2010. In 2010, 93 percent of the LOCLG region commuted to work while 7 percent work from their homes. The figure shows that 88 percent of commuters used a car, truck or van as a mode of transportation. An average of 74 percent over the LOCLG region drive alone to and from work. The mean travel time for trips between home and work in the LOCLG region was 23.4 minutes in 2010. The predominant use of automobiles may lead to the

Figure 2-7 assumption that increasing congestion on the roadways is the likely culprit to higher mean travel times to work. Another significant role is the accessibility to jobs, major interstate or statewide roadway connections within the area. In these cases counties such as Morgan and Miller were able to balance the cost of travel to Laclede or Camden

Lake of the Ozarks Regional Transportation Plan 2014

County for better employment opportunities. Places with less population have fewer major roadways and opportunities for jobs. Therefore, making it a longer process to travel to work faster compared to more populated counties like Camden and Laclede.

Land Use Table 2- 10 Large sections of the land in the Lake of the Ozarks region are still Agriculture Uses and Percent Change dedicated to agricultural uses. Even with quick population 2002-2007 growth, Morgan, Laclede, and Number of % Miller counties, in particular, still LOCLG Number of Farms depend on agricultural as a Region Farms 2007 Change major economic source. The 2002 table to the right shows only Camden Co. 544 623 -13 Morgan County has had a percent increase in the number Laclede Co. 1,264 1,394 -9 of farms that are within the county lines from 2002 to 2007. Miller Co. 1,080 1,1011 -3 Although Laclede and Miller counties have had a slight Morgan Co. 1,036 930 +11 decrease over the 5 year span, Census of Agriculture Volume 1. farming is still very much a large portion of their economy. Laclede County in 2007 had the most farms within the LOCLG region.

Market Value of Products Sold Table 2-11 really puts it into Table 2-11 perspective how much agriculture Market Value of Products Sold impacts the economy in the 2002-2007 LOCLG region. All of the counties show a percent increase in the Value of Value of LOCLG Region Products Sold Products Sold % Change market value of products sold. 2007 2002 The largest increase is shown in Morgan County with a 53 percent Camden Co. $20,160,000 $16,370,000 +23 rise in only a 5 year span. Morgan County contributed out of the Laclede Co. $40,240,000 31,390,000 +28 total products sold in 2007, $11,237,000 in crop sales (9 Miller Co. $95,392,000 $71,944,000 +33 percent) and $113,630,000 (91 percent) in livestock sales. All of Morgan Co. $124,867,000 $81,493,000 +53 the farms in each county have Census of Agriculture Volume 1. over 90 percent of products sold in livestock sales and 10 percent in crop sales. Each farm within the counties receives government payments. The average per farm receiving payments in 2007 was Camden

Lake of the Ozarks Regional Transportation Plan 2014

County $2,892, Laclede County $4,184, Miller County $2,255, and Morgan County $3,325.

Zoning Only one of the region’s four counties, Camden, has any type of planning and zoning in unincorporated areas. Camden County zoning district covers only an area within three miles of the shoreline of the Lake of the Ozarks. It is highly unlikely that any of the region’s four counties will adopt land use regulations countywide in the near future. The figure below is out of the Camden County Lake Area Planning & Zoning District Master Plan. The yellow outline indicates the planning and zoning district within the area.

Map 2-4 Regional Growth Centers As previously stated, it is expected that much of the growth in the region will occur around the shoreline of the Lake of the Ozarks and in and around the City of Lebanon in

Lake of the Ozarks Regional Transportation Plan 2014

Laclede County. The lake shoreline population growth is anticipated to be almost totally residential. Commercial growth in the region, almost exclusively, is expected to be along the major highway arteries of the region along Highway 5 and 54 and Camden, Miller and Morgan counties and in and around the City of Lebanon in Laclede County.

Map 2-5

Educational Attainment Camdenton R-III, Versailles, School of the Osage and Eldon High School participate in the A+ Schools program. The A+ Schools Program was established in 1993 in the State of Missouri by the Outstanding Schools Act. The 3 state established goals of the A+ Program are:

 All students graduate high school

 All students take academically challenging courses they will use after graduation

 All students seek some additional training, whether 4-year college, 2-year community college, technical school, or on-the-job training

Lake of the Ozarks Regional Transportation Plan 2014

Students in high school may apply for acceptance into the A+ Schools Program at the local level. The students must meet and maintain the following criteria:

 Attend a designated A+ school at least 3 consecutive years prior to graduation

 95% attendance on average through 4 years of high school

 Maintain a 2.5 GPA on a 4.0 scale (or C Average)

 Maintain good citizenship by not participating in the unlawful use of drugs and alcohol

 Do 50 hours tutoring/mentoring for younger students

 Beginning with the high school senior class of 2015, have achieved a score of proficient or advanced on the Algebra I end of course exam

Upon successful completion of these requirements, students are eligible for the A+ financial incentive which will reimburse the unpaid balance of tuition and general fees after all available, non-loan federal financial assistance, such as the federal Pell grant, has been applied to the student account.

The tuition amount eligible for reimbursement is capped at the published standard per credit hour tuition rate charged by Linn State Technical College. For the 2011-2012 academic year, the maximum rate is $149 per credit hour or $4 per clock-hour. The award is good at participating public community colleges or vocational/technical schools, or private two-year vocational/technical schools. See Missouri Department of Higher Education for a full listing of participating schools. Kids Count - Profiles

According to the ACS survey 2012, all the counties within the region (Camden, Laclede, Morgan and Miller) had a higher high school graduation rate than that of the State of Missouri. The average graduation rate for the region in 2012 was 91.2 percent, while the state of Missouri was 87.4 percent. With the update of ACS 2012, Laclede, Miller and Morgan counties improved tremendously while Camden had a slight decrease. Still, all four counties exceeded the state of Missouri’s graduation rate. Individually, the biggest improvement within the seven year period

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was made by Morgan County (84.3%) in 2005, jumping 10.3 percent to 95 percent in 2012.

Map 2-6

Lake of the Ozarks Regional Transportation Plan 2014

Poverty Even though the Lake of the Ozarks region is generally known as a place where the well- to-do enjoy large lake homes, the region suffers from significant pockets of poverty, especially in the rural portions of the region. In addition, some of the region’s retiree populations, as interest rates have dropped and investments have collapsed and fallen into difficult economic circumstances.

The figure below shows a percentage of poverty levels for the overall population and family populations for each county between the years 2006-2010. Families in poverty can be described as two or more related people making below the average income rate based on the amount of children they have. This figure also shows the state of Missouri and United States percentages as well. Next to the percentages, there is a ranking system for each county of where they stand compared to the rest in Missouri. The lower the ranking means the higher number of overall population in poverty and families in poverty. Camden County population in poverty ranks at 93 and 91 for families in poverty out of 115 counties within Missouri. Laclede County ranks at 59 for population in poverty and 61 for families in poverty. Morgan County ranks the lowest out of the four counties at 46 for overall population and 37 for families. Not far behind also is Miller County ranking at 47 for overall population and 61 for families in poverty. These numbers can be explained by the sheer population size of the counties and the lack of job opportunity within them.

Figure 2-9

Lake of the Ozarks Regional Transportation Plan 2014

Medicaid The Lake of the Ozarks region is home to significant percentage of people receiving Medicaid or who have a disability. Beginning in January 2013, a total of 23,550 received some kind of Medicaid. Laclede County holds the most within the region Table 2-12 of people receiving Medicaid programs compared to the other three counties.

Disability According to the US Census Bureau, and individual can be classified as having a disability if any of the following three conditions exist. 1. They are five years-old or over and report a long-lasting sensory, physical, mental or self-care disability. 2. They are 18 years-old or over and reported difficulty going outside the home because of a physical, mental, or emotional condition lasting six months or more. 3. They are 18-64 years-old and report difficulty working at a job or a business because of a physical, mental, or emotional condition lasting six months or more. The table below describes the number of disabilities by age between the years 2009-2011. Ages 18 and under has a total estimate of 5.5 percent with either one or two types of disabilities within the four county regions. This is considerably high considering the total population of 18 years and under stands for about 22.5 percent within the LOCLG region. Ages 18 to 64 stand for an estimated total of 58.8 percent of the total population within the region. A total of 17.8 percent have either one or more types of

Table 2-13 27

Lake of the Ozarks Regional Transportation Plan 2014

disabilities. Out of the 72,500 citizens who fall within the age of 18 to 64, 82.2 percent of them do not have any type of disability. With such a large portion of our population falling between this age limit you are going to start to see higher percentages of people who have a disability. There are a total of 23,119 people over the age of 65, accounting for 18.7 percent of the total population within the region. A total of 8,772 have one or more types of disabilities combining for 38 percent total. Out of the total 23,119 people above the age 65, 62 percent of them have no disabilities. Once again, as people age the correlation between population and percent of that have a disability are going to be much higher.

Title VI, Environmental Justice Environmental justice became an official policy of the US Government when President William Clinton signed Executive Order 12898 in 1994, fortifying Title VI of the Civil Rights Act of 1964, which prohibited exclusion from participation in, denial of benefits or subjection to discrimination, based on race, color or national origin, under any program or activity receiving federal financial assistance. The Executive Order required all agencies of the Federal Government to identify and address the effects of all programs, policies and activities on “minority populations and low-income populations.” To address this policy, the US Departments of Transportation’s (DOT) initiatives, and by extension involve “the potentially affected public in developing transportation projects that fit harmoniously within their communities without sacrificing safety and mobility.

As a recipient of federal funds, MoDOT is required to comply with Title VI and Executive Order 12898. Today, because of the evolution of the transportation planning process, minority populations and low-income populations are receiving greater emphasis. Effective transportation decision making depends upon understanding and properly addressing the unique needs of different socioeconomic groups. According to the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA), there are three fundamental environmental justice principles.

 To avoid, minimize, or mitigate disproportionately high and adverse human health and environmental effects, including social and economic effects, on minority populations and low-income populations

 To ensure the full and fair participation by all potentially affected communities in the transportation decision-making process

 To prevent the denial of, reduction in, or significant delay in the receipt of benefits by low-income and minority populations

It is sometimes the case that transportation improvement projects can have an adverse impact on the ability to travel of those with disabilities, the elderly and those with low income. Properly implemented, environmental justice factors improve all levels of

Lake of the Ozarks Regional Transportation Plan 2014

transportation decision making and are at the forefront of concern in the transportation planning of the Lake of the Ozarks region. Properly implemented approach will:

 Make better transportation decisions that meet the needs of all the people.

 Design transportation facilities that fit more harmoniously into communities.

 Enhance the public-involvement process, strengthen community-based partnerships, and provide minority and low-income populations with opportunities to learn about and improve the quality and usefulness of transportation in their lives.

 Partner with other public and private programs to leverage transportation- agency resources to achieve a common vision for communities.

 Minimize and/or mitigate unavoidable impacts by identifying concerns early in the planning phase and providing offsetting initiatives and enhancement measures to benefit affected communities and neighborhoods.

Minority Population The term “percent minority” includes all races except Non-Hispanic white persons. The LOCLG region has a significantly lower percentage of minorities at 1.5 percent compared to the state of Missouri at 13.8 percent. Laclede County contains the largest percentage of minorities at 1.8 percent slightly more than the second most amount in Morgan County, which is 1.7 percent. The table below contains the number and percentages of the minority population by county in the Lake of the Ozark region.

Table 2-14 LOCLG Minority Population data 2010 American Black or Native % of Indian and Total Jurisdiction African Asian Hawaiian/Pacific Minority Alaska Minorities American Islander Population Native Camden Co. 179 219 184 8 590 1.3% Laclede Co. 241 240 156 18 655 1.8% Miller Co. 99 136 70 36 341 1.4% Morgan Co. 131 135 76 2 344 1.7% LOCLG Region 650 730 486 64 1,930 1.5% Missouri 693,391 27,376 98,083 6,261 825,111 13.8% Source: U.S. Census Bureau, 2010 Census.

Lake of the Ozarks Regional Transportation Plan 2014

Lake of the Ozark region is significantly Source: U.S. Census Bureau, 2010 Census. Table 2-15 lower than compared with the state of LOCLG Hispanic Population 2010 Missouri. There were 2,441 people of Hispanic or Hispanic origin in 2010, representing only Jurisdiction % of Population 1.2 percent of the total population. The Latino (any race) table to the right shows that Camden Camden Co. 1,014 2.3% Laclede Co. 719 2% County has the largest percentage of Miller Co. 343 1.4% Hispanic population of 2.3 percent, which Morgan Co. 365 1.8% is still well under the Missouri average of LOCLG Region 2,441 1.2% 3.5 percent. Following Camden County is Missouri 212,470 3.5% Laclede, which is at 2 percent, Morgan with 1.8 percent, and lastly Miller with 1.4 percent. A correlation can be seen with the slightly higher percentages of both Camden and Laclede Counties due to the job opportunity in the labor, restaurant, and manufacturing workforce.

Zero Car Household Table 2-16 The Central Missouri region is LOCLG Means of Transportation by Vehicles Available characterized for dependence 2008-2010 on cars for transportation. Lack Total Number of public transportation and No vehicle Available of other forms makes it difficult for Jurisdiction Vehicles # % people to get to and from work, Available daycares, and other places. Also Camden Co. 18,589 404 2.17% having three counties (Laclede, Laclede Co. 14,931 351 2.35% Miller, and Morgan) exceeding Miller Co. 10,677 309 2.9% the state average poverty level Morgan Co. 6,853 464 6.8% makes it difficult for people to LOCLG Region 51,050 1,528 3.0% afford a personal vehicle or Missouri 2,653,617 72,546 2.73% other forms of transportation. Source: U.S. Census Bureau, 2008-2010 American Community Survey Therefore, the percentage of households without a car in the region is higher compared to the State average. As the table to the right shows, 51,050 in the region have some type of personal vehicle, carpool system, public transportation, work at home, or other means available to them while 3 percent have no vehicle or other means of transportation available. The 3 percent exceeds the state average of 2.73 percent of people without a vehicle or other means available to them. Ranking the highest in the region is Morgan County showing a total of 6.8 percent of people without a source of transportation. Having such a high number in our region really hinders our ability to create a solid source of economic development in certain areas. Without a source of transportation people are not able to get to their jobs, daycares, or other sources that are needed for everyday living. While other areas throughout Missouri have become more metropolitan resulting in access to growing systems and does not rely profoundly on cars as much as the LOCLG region does. It is evident that the need for alternative

Lake of the Ozarks Regional Transportation Plan 2014

sources of transportation is needed within the central region of Missouri.

Map 2-7

This map shows the percent of people around the LOCLG region who do not have vehicle access. The darker the area means the higher number of individuals who do not have access to a vehicle. This creates awareness for the need of other forms of transportation within the LOCLG region. Having more than one available source of transportation will create job opportunity and ultimately allow individuals to give back to the local economy.

Lake of the Ozarks Regional Transportation Plan 2014

Chapter 3 Existing Transportation Facilities

State Highways

Nationwide Connections Interstate 44: This interstate serves as a primary transportation route from the southwest Missouri region to the St. Louis metropolitan area in the northeast, and to Oklahoma City, OK in the southwest. It is a pivotal location for large trucking companies transporting materials across the United States. Although Interstate 44 only directly passes through one of the counties in our region (Laclede), it still has a major impact on the other surrounding counties within our central region. For example, logistics play a major role on where certain developments are going to occur. Having close access to Interstate 44 allows businesses to develop and prosper, creating tax revenue for the county and state. Also Interstate 44 serves as a well known entry point for travelers coming into the region to vacation, shop, and eat.

US 54: Stretching all the way to the southern tip of New Mexico to the northeastern portion of Missouri and ending in Pittsfield Illinois, US 54 serves as a nationwide highway connection. Within our central region, US 54 runs through both Camden and Miller County. This serves as a major entrance point for vacationers, second home owners, and local employees traveling through or to the Lake of the Ozarks area. Recently, the Missouri Department of Transportation expanded US 54 to a new four- lane highway that passes through the Lake of the Ozarks called US 54 Expressway. This new addition extends from Business Route 54 in Miller County to Route KK in Camden County. The new expressway improves safety and traffic flow through the lake area. Six interchanges provide access between existing US 54, now known as Osage Beach Parkway, and the new expressway. Although the new expressway improves safety, and traffic flow the new route has also impacted the area in a negative way. Most businesses located west along the old U.S 54 business route have seen a steady decrease in revenue. With most locations not being able to afford a logo sign along the new expressway creates a blind spot for the potential customer.

Statewide Connections MO 5: Missouri Route 5 is the only Missouri state highway to traverse the entire state. To the north, it continues into Iowa as Iowa Highway 5 and to the south, it enters Arkansas as Highway 5. It is the longest state highway in Missouri. Highway 5 goes through three counties in our region Laclede, Camden, and Morgan. In Laclede County, route 5 passes through Evergreen, intersects I-44, Route 32 and Route 64 in Lebanon, and enters Camden county 16 miles north of Lebanon. Between Lebanon and Camdenton, the road has been realigned and straightened, and several older alignments are visible. Just south of Camdenton, Route 5 forms an 11-mile north-south concurrency

Lake of the Ozarks Regional Transportation Plan 2014

with Route 7 which continues through the town and intersects U.S Route 54. After Route 7 leaves the concurrency to the west, Route 5 leaves the Ozarks Mountains and crosses the Lake of the Ozarks at the Hurricane Deck Bridge, passing through Sunrise Beach shortly before entering Morgan County. Twenty miles north into Morgan County, Route 5 forms a short east-west concurrency with Route 52 in Versailles. After leaving its concurrency to the north, it continues north for 14 miles and enters Tipton, in which the route forms a four-mile east-west concurrency with U.S 50.

MO 52: Missouri Route 52 is an east-west highway running from its eastern terminus at Route 133 7 miles east of St. Elizabeth to the Kansas state line where it continues as K-52. Missouri Route 52 crosses over both Morgan and Miller County serving as a route to deliver and transport livestock, fertilizer, and other farming materials.

MO 17: Missouri Route 17 runs its northern terminus at US Route 54 six miles northeast of Eldon; its southern terminus is at the Arkansas state line where it continues into Arkansas as Highway 395. Missouri Route 17 runs, mostly through Miller County and a small portion of Laclede County.

Pavement Conditions Pavement conditions affect travel safety and efficiency and indirectly increases the costs of vehicle operation, crash expenses and travel time. MoDOT uses, among others, three main measures to rate the conditions of the surface on state roads: the International Roughness Index, the Present Serviceability Rating and Condition Rating.

Present Serviceability Rating The Present Pavement Serviceability represents the level of services the pavement structures offer users. It is derived from readings taken by a mechanical device that measures deviations in the roadway surface. Once the device has measured the deviations it is determined through a rating scale that shows the pavement’s state in terms of service quality. The scale rates pavements from 0 to 5, from an extreme state of distress to a new or almost new pavement (6). Thus, a quantitative relationship is established between this Serviceability rating and certain parameters that measure physical distress of pavement surface.

Table 3.1 Present Serviceability Rating PSR Condition Indication 0.1-1.0 Very Poor Extremely deteriorated, over 75% distress 1.0-2.0 Poor Has large pot holes, cracking, over 50% distress 2.0-3.0 Fair Barely tolerable for high speed traffic, minor cracks 3.0-4.0 Good Relatively smooth, minor cracks and deterioration 4.0-5.0 Very Good New superior pavement, free of cracks and deterioration [email protected]

Lake of the Ozarks Regional Transportation Plan 2014

Traffic Volume Traffic volumes are measured through Annual Average Daily Traffic (AADT), which is often referred to as ADT (average daily traffic). ADT is the number of vehicles that pass a particular point on a roadway during a period of 24 consecutive hours averaged over a period of 365 days. Since it is not feasible to make continuous counts along every portion of a highway section, the raw vehicle counts are submitted to a statistical sampling procedure. Generally, counts are not performed during the weekends. The ADT gives a very general description of roadway’s usage.

Vehicle and Truck Volume Map 3-10 locates the traffic volume for commercial trucks conducted by MoDOT in 2011. The roads with the highest traffic volumes (over 1,200 trucks per day) in the region are mainly four-lane major roads that have higher capacities and serve the most developed communities in the area.

Bridge Conditions MoDOT rates the physical condition of the deck, superstructure and substructure components of state bridges. The rating scale is described in the next table. Table 3-2 Descriptions for Condition Ratings Code Description 9 Excellent condition 8 Very good condition: no problems noted. 7 Good Condition: Some Minor problems. Satisfactory condition: structural elements show some minor deterioration. Potential 6 exist for major maintenance. Fair Condition: all primary structural elements are sound but may have minor section 5 loss, cracking, spalling, or scour. Potential exists for minor rehabilitation. Poor condition: advanced section loss, deterioration, spalling, or scour. Potential exist 4 for major rehabilitation. Blocking or shoring may be necessary as a precautionary measure. Serious condition: loss of section, deterioration, spalling, or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in 3 steel or shear cracks in concrete may be present. Repair and rehabilitation required immediately. Critical condition: advanced deterioration of primary structural elements. Fatigue cracks in steel or shear cracks in concrete may be present or scour may have removed 2 substructure support. Unless closely monitored it may be necessary to close the bridge until corrective action is taken. Immediate failure condition: major deterioration or section loss present in critical 1 structural components or obvious vertical or horizontal movement affecting structure stability. Bridge is closed to traffic but corrective action may put back in light service. Failed condition: out of service-beyond corrective action. Facility is closed and is 0 beyond repair. Source: MoDOT, 2010. www.modot.gov

Lake of the Ozarks Regional Transportation Plan 2014

State Highways and Bridges Map 3-1 below shows the location of all the in state bridges located within the LOCLG region. Also shown are all Interstate highways, US highways, and Missouri highways.

Map 3-1

Lake of the Ozarks Regional Transportation Plan 2014

State Bridges Map 3-2 below shows state ratings of bridge conditions on MoDOT’s bridges. As the map shows, eleven bridges, mainly on minor collector highways were rated as having serious deficiencies.

Map 3-2

Lake of the Ozarks Regional Transportation Plan 2014

One Lane Bridges Map 3-3 below shows the locations of all the bridges. In particular, this map is depicting the location of the one lane bridges within the LOCLG region. Most of the one lane bridges are located on minor collector roads.

Map 3-3

Lake of the Ozarks Regional Transportation Plan 2014

Highway Connections The map below shows the MoDOT highway network in the Lake of the Ozarks region. Interstate 44 in Laclede County is the only interstate located within the region. Other major transportation routes include U.S. Highway 54 as well as a short stretch of U.S. Highway 50 most northern sections of Morgan County. Also listed are the Missouri Highway Routes.

Map 3-4

Lake of the Ozarks Regional Transportation Plan 2014

Functional Classifications Roadways serve a dual purpose of providing a means of transport between one place and another and providing access to adjacent property. Access Management is intended to balance the roadways’ role of serving through traffic with the role of providing access to property. The Missouri Department of Transportation developed a classification system based on the existing roadways. Routes classified as interstate/freeway or principal arterial are intended to carry long-distance, high-speed travel and will have a high level of access control. Routes classified as minor arterials and collectors will make up the bulk of the miles of the system, serve more local destination traffic, and have a lower level of access control. Table 3-3 below describes a typical classification system.

Table 3-3 Roadway Classification System Urban Rural Description Interstate/Freeway U1 R1 Characterized by limited access, designed for high speed high-volume movements. Access permitted only at interchanges. Principal Arterial U2 R2 Key, non-freeway or non-interstate, intercity or interregional routes. Intended to serve long-distance trips at relatively high speeds. These are controlled access facilities where direct access to abutting land is controlled to maximize the movements of through traffic. Minor Arterial U3 R3 Used where existing land use and roadway sections have been built out to a greater extent than those roadway segments classified as Principal Arterial and where the probability of major land use change is not high. Distinguished by existing or planned restrictive medians. Collector U4 R4 Nearly the same as minor arterial, but are distinguished by existing or planned non-restrictive medians or centers. Major Collector U 5 R5 2 or 4 lanes with 90 to 120 feet of right-of-way. Lower capacity roadway to provide local access and circulation to the arterial network. Minor Collector U6 R6 2 lanes up to 66 feet of right-of-way. Low volume, low speed roadway to provide access for local residential traffic to the collector and arterial network. Local Roads U7 R7 Distinguished by existing land-use and roadway sections that are built out and where significant land use changes or roadway widening will be limited. These are typically in rural areas designed for low speed limit and traffic volumes. MoDOT Access Management Model Ordinance Lake of the Ozarks Council of Local Governments, 2013.

Lake of the Ozarks Regional Transportation Plan 2014

Highways throughout the state are classified as Interstate, Major Arterial, Minor Arterial, Major Collector, Collector, Minor Collector and Local. The map below shows classifications of highways in the Lake of the Ozarks region.

Map 3-5

Lake of the Ozarks Regional Transportation Plan 2014

System Pavement Conditions MoDOT rates overall pavement condition on a rating scale of 0 to 20. The map on the following page indicates poor pavement condition (red to yellow), average (light green) and good (dark green to blue).

Map 3-6

Lake of the Ozarks Regional Transportation Plan 2014

Airports, Heliports, and Waterways There are a total of 14 public and private airports, 1 seaplane base and 3 heliports within the LOCLG region. Public airports in the region are Camdenton Memorial, Eldon Model Airpark, Floyd W. Jones Airport in Lebanon, Grand Glaize in Osage Beach, Lee C. Fine in Kaiser and Roy Otten Memorial in Versailles. Heliports in the region include Breech Medical Center in Lebanon, Lake Ozark Regional Hospital in Osage Beach, and Eagle Roost in Bagnell, Missouri. The one seaplane base is near the Tan Tar A Resort right on the Lake of the Ozarks. Private airports can be anything that has a landing strip suitable to depart and land a small charter plane. Unfortunately, none of the public airports within the LOCLG region provide commercial air service. Having a public airport that provides commercial service would be a great asset for the LOCLG region. With much of its economy centered on tourism, being able to reach out of the central region of the United States would bring more people to the area.

Table 3-4 Public Airports in the LOCLG Region Airport Runway Length Location Lee C. Fine Memorial Airport 6,497 Lake Ozark Floyd W. Jones Lebanon 5,000 Lebanon Airport Camdenton Memorial Airport 4,000 Camdenton Eldon Model Airpark 3,300 Eldon Osage Beach Airport 3,205 Osage Beach Roy Otten Memorial Airfield 2,805 Versailles

Table 3-5 Private Airports in the LOCLG Region Airport Runway Length (ft) Location Owner Matzie Airport 1,500 Lebanon Burton Meyer Blue Hollow Airpark 1,500 Eldridge Don Brand Mistwood Airport 2,800 Camdenton Donald S. MC Laughlin Laurie Airport 2,900 Laurie William Morlan Sr Ivy Bend Airport 1,800 Stover Robert T. Slinkerd Eagle’s Landing 1,800 Climax Springs Mike Cesaretti Sherlock Field 2,640 Gravois Mills Tom/Edna Webb Tan Tar A Resort 1,300 Osage Beach Columbia Properties Airport (seaplane base) Harbour Airport 2,545 Gravois Mills Dick Lilienthal

Table 3-6 Heliports in the LOCLG Region Name Runway Length (ft) City Owner Breech Medical Center 1,024 Lebanon Breech Medical Center LOGH Heliport 40x40 Osage Beach LOGH Hospital Eagle’s Roost 65x65 Bagnel N/A

Lake of the Ozarks Regional Transportation Plan 2014

Airports and Waterways The figure below shows the location of the public and private airports.

Map 3-7

Lake of the Ozarks Regional Transportation Plan 2014

Railways Missouri Pacific Railway This was the first railroad built within the lines of Morgan County. Serving as the main line it enters the county at the extreme northeast corner of Mill Creek Township, and then bearing north passes out of the county, and again enters it and crosses the northwest corner of Richland Township.

Central Midland Railway The Central Midland Railway is a railroad runs through both Miller and Morgan counties in the LOCLG region. Today, the line only operates from St. Louis to Western Union, Missouri. The route is owned by Ameren Corporations. There have been talks within Eldon, Missouri located in Miller County about making a walking path along the Rock Island corridor. Ameren has strict regulations of how close you are able to build next to the railroad tracks.

Burlington Northern and Santa Fe Railway This railway is still very much actively running from the southwestern portion to the northeastern portion of Laclede County. It also runs through a small portion of Camden County. The South Pacific line extended the erstwhile branch to Lebanon, MO, in 1869 and on through Springfield to Pierce City, MO. This system transports a variety of products such as consumer products, industrial products, agricultural products and coal from the production sites to intermodal facilities hubs. The closest hubs from the region are located in Saint Louis, MO, Kansas City, MO, Memphis TN and Oklahoma City, OK (www.bnsf.com).

Lake of the Ozarks Regional Transportation Plan 2014

Map 3-8

Lake of the Ozarks Regional Transportation Plan 2014

Transit Providers Camden County Hearts Camden County Hearts is a vital community resource that was established in 1995 to assist elderly citizens age 60 or older or legally handicapped persons 18 or older residing in Camden County who cannot drive nor has any other means of transportation to get to medical appointments.

Laclede County Public Administrator’s Office Laclede County Public Administrator’s Office provides transportation to 100+ individuals who are wards of the court in the areas that need access to everyday needs like trips to the doctor’s office, bank, pharmacy, etc. The organization coordinates with OATs whenever possible, and local cab companies.

Miller County Ambulance District (MCAD) The Miller County Ambulance District is an ambulance district that primarily works as one of the 911 transportation service providers in the region. MCAD also contracts with Lake Regional Health Systems to provide transportation services to patients who may not be able to receive the proper care at the facility and that need to transfer to another hospital for specialization or care.

Medical Transportation Management, Inc. (MTM) MTM developed one of the nation’s first statewide transportation programs in Missouri in 1997. MTM sets industry standards for customer service, gate keeping, and quality, assurance. Now expanded from its Missouri roots, MTM continues to be an industry leader in proving coordinated transportation solutions throughout the nation. Their vision would ensure more people had access to health care through quality transportation services delivered by local transportation provider companies.

Oats Inc. OATS transportation is available to anyone regardless of age, income, disability, race, gender, religion, or national origin. Today, OATS serves 36,659 people in Missouri. Within the central district, which covers the Lake of the Ozarks region, OATS has provided service to 3,327 people in FY2011. They serve a wide variety of clientele, including those with disabilities or financial struggles who are in need of the services OATS provides. In 2011, OATS provided 1,602,626 one-way trips with a fleet of over 800 vehicles and a staff of 730.

According to OATs, the primary transit provider for the region, one of the largest barriers to the coordination of existing transportation services within the area is the fact that agencies are protective of their funding sources, and are unsure how to co-mingle without losing the access to funds. It is possible for non-transit service providers to contract OATS on transportation needs. This may allow for funding that normally is uses for maintain aging vehicle fleets to go toward expanded service through a larger service

Lake of the Ozarks Regional Transportation Plan 2014

provider, such as OATS. This may eliminate waste and provide more coordination between organizations.

Annual Average Daily Traffic (AADT) The map below clearly shows the major traffic flow in the highest category of Interstate 44 in Laclede County and Highway 54 in the region as well as the relatively heavy traffic flow on much of Missouri Highway 5.

Map 3-9

Lake of the Ozarks Regional Transportation Plan 2014

Truck Volume Most of the high commercial truck levels are centered around major arterial road. Interstate 44, U.S. Highway 54, U.S. Highway 50, and Highway 7 have high commercial truck volumes.

Map 3-10

Lake of the Ozarks Regional Transportation Plan 2014

Chapter 4 Existing Transportation Management

Congestion and Congestion Management Programs Traffic congestion is one of the most pronounced and visible problems facing urban and increasingly rural drivers in our region. Congestion can range from causing personal annoyance to creating severe economic and environmental concerns. As much, discussions of congestion management problems must identify and thoughtfully consider multiple solutions, including expansion of the roadway system, widening existing roads, using alternative modes of transportation, access management, and land use regulation.

Congestion can be defined as: “The level at which transportation system performance is no longer acceptable due to traffic interference”. The level of acceptable system performance may vary by type of transportation facility, geographic location and/or time of day. Growth in traffic has outpaced the ability of State and local governments to be able to implement capacity solutions to eliminate congestion. In order to “manage” the level of congestion within metropolitan areas, congestion management programs (CMP) were created as a way to address this traffic and person travel growth. A CMP is “A systematic process for managing congestion that provides information on system performance and on alternative strategies for alleviating congestion and enhancing the mobility of person and goods. A CMP includes methods to monitor and evaluate performance, identify alternative actions, assess and implement cost-effective actions and evaluate the effectiveness of implemented actions.

There are two ways of measuring traffic congestion. One way traffic congestion impacts can be measured is by basing the number of vehicles traveling a roadway versus the designed capacity of the roadway. Congestion is a non-linear function, so as a road approaches its maximum capacity, small changes in traffic volumes can cause proportionally larger changes in congestion delays. The second way is categorizing roadway traffic conditions using level-of-service (LOS) ratings, a grade from A (best) to F (worst). The table below shows highway and intersection LOS ratings under favorable conditions. Keep in mind weather, road surface, cross street and turning volumes, can affect roadway capacity and therefore congestion.

Lake of the Ozarks Regional Transportation Plan 2014

Transportation Cost and Benefit Analysis II – Congestion Costs Victoria Transport Policy Institute (www.vtpi.org) Table 4-1 LOS Description Speed (mph) A Traffic flows at or above posted speed limit. Motorists have complete Over 60 mobility between lanes. B Slightly congested, with some impingement of maneuverability 57-60 C Ability to pass or change lanes constrained. Posted speed limits 54-57 maintained but roads are close to capacity. This is the largest target LOS for most urban highways. D Speeds somewhat reduced, vehicle maneuverability limited. 46-54 E Flow becomes irregular, speed vary and rarely reach the posted limit. 30-46 This is considered system failure. F Flow is forced; with frequent drops in speed to nearly zero mph. Travel Under time is unpredictable. 30

Much of the LOCLG region is designated rural with Lebanon, Camdenton, Lake Ozark, and Osage Beach, being an exception making up a large urban area. Consequently, much of the areas within this region are not affected by congestion to a great degree until it becomes towards the summer months. Having such a high influx of tourist, second home owners, and seasonal workers entering these cities during the tourist season months must be considered when dealing with congestion. Also several cities within the region growing rapidly must be considered when dealing with congestion management. For example, the city of Eldon has a 2010 population of 4,567 that will continue to grow as more people move in towards the Lake of the Ozarks. This continuation of growth along with other numerous pockets of development may become a problem in the future. This is why access management and right of way preservation will be key parts in dealing with future solutions to congestion issues.

Access Management An important element of a community’s ability to determine road classification is the idea of access management. Access management involves the proper planning and design of points of access to the public roadway system. Points of access are considered interchanges, public road intersections, and driveways. Sound access management is another factor that can become a positive influence on roadway safety and the ability of roadways to carry traffic efficiently and safely. Failure to properly manage access can result in safety and operational problems, negatively impact adjacent property owners, and cause a loss of public’s investment in the roadway system. The proven benefits of access management include increased safety for motorist and pedestrians, decreased delay, decreased emissions, and aesthetic improvements.

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Right-Of-Way and Corridor Preservation Corridor preservation involves the coordinated application of measures to prevent or minimize development within the right-of-way of a planned transportation facility, as well as access management to maintain roadway safety and efficiency. Right-of-way preservation is the coordinated application of measures to obtain control of or protect the right-of-way for a planned transportation facility. Corridor preservation provides numerous benefits to communities, taxpayers, and the public at large. Preserving right- of-way for planned transportation facilities promotes orderly and predictable development. As communities within the LOCLG region continue to expand, land needs to be set aside for the transportation infrastructure needed to support development and to maintain a desired level of transportation service. The decision each community makes regarding the location and design of this transportation network will have a lasting impact on growth patterns, community design, and modal alternatives. (Jeff Kramer and Kristine M. Williams AICP. Corridor Preservation Best Practices).

Energy Conservation Energy conservation in the transportation sector is typically aimed at changing to more efficient or cleaner burning fuels, or at changing the way in which people travel. It is important to have a clear and concise vision of how energy conservation is viewed in relation to community development. Our goal within the LOCLG region is to promote energy efficiency and conservation throughout community development and community revitalization processes.

To accomplish this policy, LOCLG suggests: A. Promote the energy efficient design of homes, sites, and communities. B. Reduce energy consumption in construction design, materials, and processes. C. Promote the use of alternative energy sources. D. Placing a priority on identifying and evaluating environmental impacts in the transportation planning process. E. Encouragement of projects and programs that increase the use of low-polluting fuels and efficient engine technology in vehicle fleets and transit vehicles.

Transportation Demand Management (TDM) Transportation Demand Management (TDM) is a general term for strategies that result in more efficient use of transportation resources. Some of these strategies improve transportation options, others involve transportation market of price reforms, and others parking, and land use management. Examples include rideshare programs, telecommuting, transit service improvements, commuter financial incentives, access management, congestion pricing, and parking management. Just as our transportation choices influence our personal lives in many ways, demand management is part of the solution to a variety of communitywide challenges. By reducing single-occupant vehicle trips, transportation demand management:

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 Reduces the strain of existing transportation infrastructure, helping it last longer.  Reduces the demand for new roads and parking, freeing up resources and space for jobs, housing, parks and other amenities.  Supports the economy with increased commute flexibility and increased access to and visibility of local businesses.  Improves the environment by reducing emissions of greenhouse gases.  Improves public health by reducing emissions of particulate matter and offering transportation options that increase physical activity.

A major strategy to achieve this goal is by incorporating not only stakeholders and transportation agencies, but public participation is vital. Understanding their means is the key ingredient to creating a successful TDM program.

Transportation System Management (TSM) Transportation Systems Management and Operations is an integrated program to optimize the performance of the existing infrastructure through implementation of systems, services, and projects designed to preserve capacity and improve security, safety, and reliability. The term includes improvements to the transportation system such as:

 Traffic detection and surveillance  Arterial management  Freeway management  Work zone management  Emergency management  Electronic toll collection  Traffic incident management  Roadway weather management  Traffic control  Commercial Vehicle operations

Intelligent Transportation Systems (ITS) Intelligent Transportation System, or ITS, encompasses a broad range of information, control and electronic technologies for managing surface transportation, such as road and bridges. When integrated into the roads and vehicles themselves, these technologies help monitor and manage traffic flow, reduce congestion, provide alternative routes to travelers, enhance productivity, and save lives, time and money.

Intelligent transportation systems provide the skill set to provide transportation professionals to collect and react to data about the performance of the system. One of the biggest benefits of ITS is that much of the data is current, or “real time”. Having this

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real time data enhances traffic operator’s ability to respond to incidents, adverse weather or other capacity constricting events.

Where We Are Today Respectable-sized ITS deployments and transportation management centers are in place in most large urban areas. Missouri has three such centers, Scout in Kansas City; Gateway Guide in St. Louis, and Ozarks Traffic based out of Springfield. Centers such as these monitor roadways, respond to congestion and incidents and deliver information to travelers via a number of means, including web sites, dynamic message signs, cell phone messages and highway advisory radio. New technologies are continuing to be developed every day. MoDOT will continue to apply these where possible to improve driving in Missouri. Traffic incidents and congestion take a toll in wasted energy, lost productivity, and people’s personal lives. IT’S provides people and goods to move more safely and efficiently on the road.

Highway and Streets Standards MoDOT requires that all projects on the National Highway System (NHS) must be designed with American Association of State Highway and Transportation Officials (AASHTO) and/or Federal Highway Administration (FHWA) approved standards. It is recommended that all projects follow AASHTO guidelines for design and construction.

Signalized Intersections Signalized intersections are necessary to allow the safe movement of vehicles on and off a heavily traveled roadway or intersecting roadways. However, there is a physical limit to the number of through movements and turning movements that can safely be accommodated by a signalized intersection. When the demand for any movement at the intersection exceeds the available capacity, congestion and delays ensue thereby reducing the average travel speed and increasing travel time. There are three basic strategies available to contend with intersection delays: 1) construct a grade separated interchange, 2) construct a new roadway to divert traffic from the congested intersection and 3) accept the delay and provide mitigation to improve safety access.

There are 33 signalized intersections in the four counties of the Lake of the Ozarks region. Those intersections are located in the following communities: Camdenton (4), Osage Beach (23), Lake Ozark (5), Eldon (3), Lebanon (16), Laurie (1) and Versailles (2).

The region has increasing congestion concerns in both Osage Beach and Lebanon. In the case of Osage Beach, increasing commercialization has created the need for more signalized intersections. With the expressway in place, the number of signalizations in the city of Osage Beach has almost tripled since 2008 (from 8 to 23).

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Map 4-1

In the case of Lebanon, the signaling is necessary because of heavy congestion. Traffic would not move in Lebanon if the signalized intersections were not there. Discussions have occurred over the years of allowing traffic feeding into Lebanon from Highway 5 heading toward Interstate 44 to bypass Lebanon’s downtown but heretofore strong opposition to the proposition has prevented any serious consideration.

Because of certain unique aspects of the Lake of the Ozarks region, many of the alternatives topics listed above would probably be less effective than in other settings. As is mentioned in other parts of this plan, the region has next to no public demand- driven transit system, especially for those who need the service for traveling to and from their workplace. In addition, much of the region’s traffic in congested areas, such as in Lebanon is just “passing through” on the way to or from Interstate 44. In the case of Osage Beach, a significant amount of the traffic that creates congestion is created by second homeowners traveling from far outside the region.

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Chapter 5 Needs Identification

The Transportation Advisory Committee (TAC) meets bi-monthly on a rotating schedule around the four County regions. The TAC addresses citizen concerns regarding transportation projects within their jurisdiction.

Each County submitted four road or bridge projects, and one alternative project. Alternative projects could include sidewalks, airports, expansion of OATS services, or any other transportation related project that fell outside of the scope of roads or bridges. The prioritizations were created by the region’s TAC by the voting process noted at the end of the list.

Although each County was asked to provide a total of five projects to add to the priority list, some Counties had additional projects on their lists. The following are the complete lists for each County:

CAMDEN COUNTY TRANSPORTATION PRIORITY LIST Camdenton 1. Expand US 54 west of square to 4-lane with center turn lane 2. Sidewalks east and west US 54 3. Land acquisition for runway at Camdenton Memorial 4. Pavement reconstruction at Camdenton Memorial 5. 1,000 feet runway extension

Osage Beach 1. Pedestrian Attachment to Grand Glaize Bridge 2. Sidewalks along Osage Beach Pkwy 42 to city limits 3. Pave gravel parking at Lee C. Fine 4. Build new terminal at Lee C. Fine 5. Build additional hangers at Lee C. Fine 6. Overlay and extend ramp service at Grand Glaize 7. Build Partial Parallel Taxiway at Grand Glaize 8. Pave gravel parking at Grand Glaize 9. Interchange at Key Largo 10. Outer Road to Key Largo and Runabout Road

Camden County 1. MM-TT-F new alignment 2. New Route 5 in Lebanon to I-44 3. New Route 42 from Route 54 to Route 17 4. Widen Route 5 in Laurie and Sunrise Beach; 3 lanes to Route 135 5. Widen Route 54 in Eldon; 3 lanes from 87 to Route Y (Miller) 6. Widen Route 5 in Versailles; 3 lanes from Route 52 to south city limits (Morgan)

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LACLEDE COUNTY TRANSPORTATION PRIORITY LIST 1. Replace Bridge over Goodwin Hollow on Highway 64 and improve geometrics of road. 2. Improvements to S-turn on East Highway 32, approximately 3 miles for Lebanon City Limits. 3. Improve curves on approach of bridge over Osage River on South Highway 5 4. Widen South Jefferson Avenue (Highway 5) from Bland Road to Lebanon City Limits from the current two-lanes to an improved three-lane road with improved shoulders. (Approximately 1.75 miles) 5. Install signal light at the East Highway 32 and Tower Road intersection. 6. Improve traffic flow at Millcreek and Highway MM/Cowan Drive intersection (this is by Lebanon Mercy Hospital). 7. Highway 5 to Interstate 44 expressway 8. Sidewalks paralleling Jefferson Avenue (Highway 5), from Highway 64 to Bland Road. 9. Re-route West Highway 32 to connect with Fourth Street to provide direct connection with Jefferson Avenue (Highway 5). (Approximately ½ mile) 10. Install improved shoulders on Highway 64 from Lebanon to Bennett Springs. (Approximately 12 miles)

MILLER COUNTY TRANSPORTATION PRIORITY LIST 1. Install truck signage along Highway 87 near intersection of Highway 54 due to increased freight traffic in the area. 2. Overpass for intersection of Route FF and Highway 54. 3. Bridge project #NO455, Highway A Tavern Creek. 4. Asphalt from intersection of County roads 200 feet from State Right of Way, to lessen amount of gravel overspill at intersections. Increase safety for travelers and motorcyclists. 5. Sidewalk projects in Eldon.

MORGAN COUNTY TRANSPORTATION PRIORITY LIST 1. Highway 5 center turn lane improvements by providing a center turn lane from the south Laurie city limits to the Highway 5 & 135 intersection. ** 2. Resurface and shoulders on Highway 135 from Stover to Laurie. ** 3. Improve Highway 52 by adding a center turn lane from Fairgrounds Rd. to the Highway 5 & 52 intersection. ** 4. Right turn lane off Highway 5 onto Highway O in Laurie. * 5. Resurface Highway E & K. 6. Change the Highway 5 & 135 intersection to a T intersection. 7. Overlay on Highway J from Highway 5 to Highway 135. 8. Hard surface approaches on MODOT right of way of gravel roads. 9. Overlay on Highway T from Highway 52 to Highway 135. 10. Add a center turn lane from Jefferson Street to the Highway 5 N & 52 E intersection. 11. Resurface and shoulders on Highway 135 from Highway 52 north to Highway M. 12. Install center turn and right turn lane to access Highway P off of Highway 5. *

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13. Shoulder additions to lettered and non-primary highways. * 14. Improve approach elevations to Highway 52 at Highway 52 & AA in Barnett. 15. Addition of a right turn lane at the South School on Highway 5. 16. Provide a safety crossing for the Stover school at Highway 52 and N. Oak. 17. Address the drop off of recent overlay along Highway 5 & 52 in Versailles. 18. Wider shoulders on Highway 52 east of Versailles to Barnett. * - Proposed for a smaller project list for 1% funded projects, if available. ** - Proposed for a larger project list for 1% funded projects, if available.

From these lists, each County narrowed down to four road or bridge projects, and one alternative project. The following list shows the projects prioritized across the entire region:

Table 5-1

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PRIORITIZATION PROCESS

The Transportation Advisory Committee (TAC) consists of up to 4 representatives for each County, appointed by County Commissioner. The representatives speak with elected officials, county/city employees, and citizens to find out what projects need to be added to the list of priorities. Each year the TAC updates the list and goes through a prioritization process to create a region-wide list of projects. This list is submitted to MoDOT for consideration in the Statewide Transportation Improvement Program (STIP).

VOTING PROCESS

Each County was asked to provide 4 road or bridge projects, and 1 alternative project (airport, sidewalks, trails, OATS, etc.). These projects were then presented to the TAC, with a representative from the County explaining where the project was, what the project was, and why it was important. After the presentations of the 20 projects (5 from each of the 4 Counties), the group voted. Each member voted on the 15 projects NOT in their home County, with 1 being the highest priority, and 15 being the lowest priority. The project with the lowest score would be the highest priority, and the project with the highest score would be the lowest priority. The TAC will perform an annual review of the priority list.

Since the completion of the 54 and 5 Expressway, most of the projects focus on the improvements along Business Route 5 and the realignment of Routes MM, TT & F. This would essentially complete the loop around the Lake of the Ozarks, allowing ease of congestion and improved safety. The Hurricane Deck Bridge project was completed in September of 2013, which improves safety and ease congestion on the west side of the Lake.

In 2013, the Community Bridge Board successfully formed a Transportation Development District (TDD) for the entity controlling the Community Bridge. The TDD, along with the Camden County and the rest of the region appear to support the realignment of Routes MM, TT & F.

According to the president of the Bridge Board, the commitment by MoDOT of $10 million is still on the table, and is an incentive to get the MM, TT & F project completed. LOCLG has applied for the TIGER 3 and TIGER 4 funding opportunities for this project, but have been unsuccessful. One reason the TIGER funding may have not been awarded is due to the fact that the Benefit Cost Analysis (BCA) is not complete for the corridor.

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LOCLG contacted MoDOT and the Missouri Department of Economic Development, which had previously contracted to complete Benefit Cost Analyses for MoDOT. That agreement has since expired. The BCA requires a significant amount of expertise to complete, including the use of a software program known as TREDIS. LOCLG researched the purchase of the software, but learned that it was cost-prohibitive. Upon the acceptance of a new agreement between MoDOT and DED, LOCLG will pursue MoDED to ask for assistance in completion of the BCA, hopefully in time for the next round of funding with TIGER.

Public Transit LOCLG completed the Public Transit Human Services Transportation Plan in February 2013. The plan includes surveys of the public, public meeting minutes, discussions with shelter workshop directors, and additional information regarding the current state of public transit in the region.

Currently, the only bus service in the region is offered by OATS and bus service operated by six agencies or organizations in the region that serve disabled persons. OATS transportation is available to anyone regardless of age, income, disability, race, gender, religion, or national origin. Today, OATS serves 36,659 people in Missouri. Within the central district, which covers the Lake of the Ozarks region, OATS has provided service to 3,327 people in FY2011. They serve a wide variety of clientele including those with disabilities or financial struggles who are in need of the services OATS provides. In 2011, OATS provided 1,602,626 one-way trips with a fleet of over 800 vehicles and a staff of 730.

As part of consideration of public transit needs, the career centers (employment offices) were contacted. Those offices reported that at least 50 percent of their job-seeking customers lacked transportation to travel to and from the workplace. In fact, those offices reported that approximately 80 percent of their CAP (welfare) job seekers lack transportation to travel to and from work. Because of this lack of transportation many of these people are unable to accept employment. With the present statistical data alternative transportation is a prominent issue within the LOCLG region. The need for alternative sources is crucial to help create more economic stability within the LOCLG region. Currently multi-modal developments are up for discussion to create a more balanced transportation system. For example, bike paths, walking paths and ride sharing programs can create an additional form of transportation and promote alternative sources for transportation. Refer back to chapter 3 for more information on public transportation providers.

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Airports Because of the region’s important tourism industry, large second homeowner population and the increasing globalization of the national economy, airline service has always been and is increasingly a need for the Lake of the Ozarks region. While Camdenton, Eldon, Lebanon, Osage Beach and Versailles all have airports, none are adequate for commercial airline service at this time. The closest airports with commercial airline service are Columbia Regional Airport and Springfield/Branson Airport.

Since the 1960s, the region has had an airport, Lee C. Fine Airport off Route 42 just outside Osage Beach, capable of handling some commercial service. The airport was constructed by the State of Missouri in the Lake of the Ozarks State Park during the administration of Missouri Governor Warren E. Hearnes to allow members of the National Governors Association to hold a meeting at Tan Tar A Resort in the Osage Beach area. Since that meeting was held the commercial use of the airport has been essentially non-existent.

Because of the increasing need for commercial airline service as both the tourism industry and other sectors of the economy become more global, efforts have been stepped up by some leaders in the region to pursue the goal. Because of the “on again, off again” nature of commercial service at Columbia Regional Airport, some Lake of the Ozarks regional leaders have even offered to provide funding to that airport, just to preserve the commercial service.

It is a priority of the Lake of the Ozarks region to obtain commercial air service and the Lee C. Fine Airport, with all the obstacles involved, is still probably the most attractive avenue to achieve that service.

The city of Lebanon had originally planned for an airport expansion, dating back to 2003. Recently though, the public spoke out against such an expansion from 5,000 feet to 6,500 feet. This expansion would enable larger aircraft land, which could promote economic growth from companies looking to locate or expand existing manufacturing facilities in the area. The expansion plans have been tabled as of 2012, citing a lawsuit Fred Mayes v. Glenda Mott in her official capacity as Laclede County Clerk for the County Commission, et al., Case No. 12LA-CC00015. For more information on the airports refer back to chapter 3.

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Chapter 6 Future Project Plan for 10 Years

Periodic Review and Priorities As explained previously, the involvement of Lake of the Ozarks Council of Local Governments in transportation planning as a partner with MoDOT began a number of years ago with a very public process where well-attended public hearings were held in each of the region’s four counties. During those hearings, the general public was first asked to help compose a laundry list of transportation needs and then was asked to help rate the importance of each need. Even though all modes of transportation were included in the presentation, the public input obtained at the four public hearings exclusively related to highway improvements. Because of the serious lack of adequate highway infrastructure within the region, most of the projects prioritized in the initial public hearings would be considered major projects.

Since the completion of the public hearing process both the region’s Transportation Advisory Council (TAC) and the Board of Directors of Lake of the Ozarks Council of Local Governments have essentially held tightly to the lists developed at those public hearing by developing regional priorities from those lists. Only a very few priorities have been added beyond the content of those lists as the region’s TAC has felt a commitment to hold closely to the public input received. In addition, because the region’s original high priorities consisted of some very sizeable projects, the TAC largely has chosen to “work through the list of projects” rather than concentrate on making additions until most or all of the original lists of priority needs have been placed on the STIP.

Also, in the years since the original public meetings, Lake of the Ozarks Council of Local Governments has been active in the priority-setting process in MoDOT Central District as well as in the statewide priority-setting process. While involvement in the District’s and the statewide planning process has, in the region’s view, been productive, there have been some tensions. As said previously, the region’s transportation decision- makers have chosen to hold very closely, in most respects, to the original priorities developed from input received at public hearings. On the other hand, it has seemed, at times, that MoDOT constantly wants the region to set priorities as if it is a certainty that the region’s priorities would change over time. In fact, there have been occasions when some in MoDOT seemed surprised that the region had even set priorities because they had not observed the region’s representatives completing the original process. Each time the region’s TAC is asked to set priorities the response has been that the priorities were set long ago, and the TAC sees no need to change.

On the other hand, it is entirely reasonable to assume transportation priorities might change over a period of time due to a change in circumstances that could be produced by outside influences, growth or decline in a part of the region and many other factors.

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For this reason, a periodic “review” of the region’s transportation priorities has proven valuable to make certain that nothing needs to be deleted or added to the prioritization listing. Since the beginning of the prioritization process, several of the region’s original priorities have been placed on the Missouri STIP. Those priorities include the Highway 54 Expressway in the Osage Beach area, and improvements to Highway 5 from the Camden County line north to the Niangua Bridge. The region has been very successful until the last few years in getting the region’s priorities on the STIP.

As Missouri’s partnership transportation planning process has evolved, effort has been made in both this region and in other regions of the state to consider and classify needs in various categories. Those categories have included safety, taking care of the system, regional and emerging needs, major projects and multi-modal. When considering these categories the region has found the original prioritized projects have fallen in the categories of safety, regional and emerging needs and major projects at the same time. Projects that might fall under the “taking care of the system” category, simply because of a lack of funding have not fared well in this region even though the region’s TAC well realizes that the region’s and the state’s highways and bridges cannot simply be allowed to deteriorate.

The regions' thoughts and priorities within each one of the categories of prioritization are:

Safety From the beginning, the regions have placed an emphasis on the category of safety. This emphasis has been largely responsible for the region’s longtime prioritization of improvements to Highway 5 in Camden County and southern Morgan County. The goals of the region in this category are:

 Reduction of the seriousness and the number of accidents on the region’s highways.

 Reduction of the economic hardship felt by businesses in the region caused by a general concern over unsafe highway conditions.

Taking Care of the System As previously written, this category due to announced funding shortages has not usually been a strong consideration of the region’s TAC. On the other hand, the region’s TAC realizes the need to preserve existing highways, even the ones viewed by the TAC is greatly inadequate. The goals of the region in this category are:

 Preservation of the surfaces of the region’s state highways.  Adding shoulders to existing highways where none or inadequate ones exist.  Preservation of the region’s state bridges.

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Regional and Emerging Needs As previously stated, this category, very possibly because of the fast-paced population and economic growth of the region, is a primary category of concern for the region’s TAC. The entire region’s priorities rank high for this category. The goals of the region in this category are:

 To construct a transportation system that meets the needs of the region’s growing population and economic activity

 To expand the region’s transportation system in places where the inadequacy of the system is causing economic constraint

Major Projects Again, as has been previously stated, most of the region’s priorities would be considered major projects because of the belief of the region’s TAC that the priorities are so great as to be considered needs to the exclusion of all others. The region’s goals in this category are:

 To expand the region’s transportation system to meet the region’s current and evident future need due to population and economic growth

 To increase the connectivity of the region’s transportation system

Multi-Modal Projects It has already been mentioned in this plan that multi-modal projects have taken on increasing importance as the region has recognized the need for an adequate commercial airport is key to the region’s continued economic vitality. Support for multi- modal projects was increased by the region’s recent completion of a human services transportation plan that divulged the virtually non-existent public transit system, particularly for the general public, in the region. In addition, particularly in the region’s more heavily populated areas, bike paths have been up for increasing discussion. The region’s goals in this category are:

 To meet the needs of the region’s job seeker population in need of transportation

 To provide an airport with adequate facilities to accommodate regular commercial air traffic for the region  To continue to move toward addressing the needs of the region’s pedestrian and bicycling public by providing an adequate network of sidewalks and bike paths where needed

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Identified Needs This plan has made clear that the region’s priorities might be considered small in number but large in cost and scope. The region’s priorities already listed on the STIP are not listed as priorities because they are regarded as accomplished. Those priorities are listed by category in the table below.

Future Projects Already Programmed The 2013-2017 Statewide Transportation Improvement Program (STIP) includes the following future projects:

Scoping and Design Projects The purpose of this section is to identify future highway and bridge projects. These projects may be in the evaluation stage, which is called project scoping, or may be further along in the preliminary designs process. Projects listed in this section are not commitments to construct or implement an improvement. These commitments won’t be made until the National Environmental Policy Act (NEPA) process is completed. These projects are being included in the STIP simply for informational purposes, and subsequent phases have not yet been determined or are beyond the STIP horizon period.

Camden County Scoping and Design Projects Within the 2013-2017 STIP, there are no scoping and design projects in Camden County.

Laclede County Scoping and Design Projects Table 6-1 Project Future Cost Anticipated Fed Category Scoping for railroad $301 - $1,000 Surface Transportation crossing improvements in Program (S.T.P) Sleeper. *usually 80% Federal & 20% State funds

Miller County Scoping and Design Projects Table 6-2 Project Future Cost Anticipated Fed Category Scoping for bridge $301 - $1,000 Bridge improvements over *usually 80% Federal & 20% Moreau Creek. Project State funds involves bridge A0957

Morgan County Scoping and Design Projects Table 6-3 Project Future Cost Anticipated Fed Category Scoping for four-lane $15,000 – $25,000 National Highway System roadway from west of (N.H.S) Syracuse to west of Tipton. *usually 80% Federal & 20% State funds

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Highway and Bridge Construction Schedule The Highway and Bridge Construction Schedule identifies highway and bridge projects funded for right of way acquisition and/or construction during a five-year period between July 1, 2012, and June 30, 2017. There are a number of assumptions and requirements that must be met for project construction to begin. Some assumptions and requirements apply to all projects. Other assumptions and requirements vary depending upon the complexity of the project. These assumptions are:

 The assumed funding levels from state and federal sources are reached.  All environmental requirements and clearances are obtained.  Any legal matters are resolved.  Right of way acquisition and utility relocation occur as scheduled.

Camden County Future Projects Table 6-4 Project Awaited Date for Anticipated Fed Category Construction Capacity improvements from Lake Road 5-36 to Jet Ski Road, 0.3 mile north of 7/2013-6/2014 National Highway System the Hurricane Deck School. Still Under Construction (N.H.S) Cost share project with City *usually 80% Federal & 20% Not Started Yet of Sunrise Beach. State funds

Pavement Improvements 7/2012-6/2013 from Rte. 135 in Laurie to National Highway System Complete on Time the Niangua Bridge near (N.H.S) Completed Camdenton over Lake of *usually 80% Federal & 20% State funds the Ozarks.

Pavement improvements from 0.1 mile west of Ole 7/2012-6/2013 National Highway System Rte. 5 to the Niangua Complete On Time (N.H.S) *usually 80% Federal & 20% Bridge 2.5 miles west of Completed State funds Camdenton. National Highway System Pavement improvement (N.H.S) 7/2013-6/2014 from Benton County to *usually 80% Federal & 20% Not Started Yet State funds Route 5 near Sunrise Beach.

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Bridge Improvements over Bridge Boer Creek, 3.5 miles west 7/2014-6/2015 *usually 80% Federal & 20% of Richland. Project Not Started Yet State funds involves bridge A2096.

Laclede County Future Projects Table 6-5 Project Awaited Date for Anticipated Fed Category Construction Bridge improvements over the Gasconade River near 7/2012-6/2013 Bridge *usually 80% Federal & 20% Lebanon. Project involves Completed State funds bridge S0327. Bridge improvements over Osage Beach near Lebanon. 7/2012-6/2013 Bridge *usually 80% Federal & 20% Project involves bridge Completed State funds S0326 Pavement improvements 7/2013-6/2014 National Highway System from Rte. 64 to 0.6 mile Currently Under (N.H.S) *usually 80% Federal & 20% south of I-44 in Lebanon Construction State funds Pavement improvements Surface Transportation from Rte. C to 6 miles south 7/2012-6/2013 Program (S.T.P) of Lebanon to Rte. 60 near Completed *usually 80% Federal & 20% Mansfield State funds Bridge improvements over Osage Fork and overflow in 7/2012-6/2013 Bridge *usually 80% Federal & 20% Evergreen. Project involves Completed State funds bridges J0881 and K0180 Bridge improvements over I-44 at Rtes. N/T interchange east of 7/2012-6/2013 Bridge Lebanon. Project involves Completed *usually 80% Federal & 20% bridge A2743 State funds

Bridge improvements over Bridge the Osage Fork east of 7/2013-6/2014 *usually 80% Federal & 20% Lebanon. Project involve Not Started Yet State funds bridge R0410

Bridge improvement over 7/2012-6/2013 Bridge I-44 near Sleeper. Project *usually 80% Federal & 20% Completed involves bridge A2741 State funds

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Pavement improvements 7/2012-6/2013 State from Rte. Y north 0.4 mile Not Started yet *No federal fund state only funds in Conway.

Miller County Future Projects Table 6-6 Project Awaited Date for Anticipated Fed Category Construction Pavement and shoulder Surface Transportation 7/2012-6/2013 improvements from Iberia Program (S.T.P) Completed *usually 80% Federal & 20% to Waynesville State funds Surface Transportation Shoulder improvements 7/2012-6/2013 Program (S.T.P) from Osage Beach to Iberia. Completed *usually 80% Federal & 20% State funds Bridge improvements on the westbound lanes over Osage River near city of 7/2012-6/2013 Bridge *usually 80% Federal & 20% Lake Ozark, 2 miles west of Completed State funds Bus. 54. Project involves bridge A1479

Morgan County Future Projects Table 6-7 Awaited Date for Project Anticipated Fed Category Construction Pavement improvements National Highway System from Rte. 52 west junction (N.H.S) 7/2012-6/2013 in Versailles to 0.2 mile *usually 80% Federal & 20% Completed State funds south of Rte. TT north junction. Pavement improvements Surface Transportation from 0.2 mile south of Rte. 7/2012-6/2013 Program (S.T.P) north Junction to Rte. 135 Completed *usually 80% Federal & 20% State funds in Laurie Bridge improvements over the Lamine River and Union Pacific railroad, 4.2 miles west of Syracuse. Project 7/2012-6/2013 Bridge *usually 80% Federal & 20% involves bridges A1193 and Completed State funds A1297

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Shoulder improvements Surface Transportation from 0.5 mile south of Rte. 7/2012-6/2013 Program (S.T.P) B to 0.9 mile south of Rte. B *usually 80% Federal & 20% Completed near Meta. State funds

Continuation of Improvements and Updates LOCLG members guarantee the continuance of annual meetings with the Transportation Advisory Committee to discuss changes, improvements, and plans for future transportation issues within the LOCLG region. LOCLG will continue to promote its services to the communities within the region, and actively invite community leaders to participate in the transportation planning process.

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STIP This map shows the Central Region of Missouri, and the highway and bridge projects included within the STIP that will be constructed between the years 2013-2017.

Map 6-1

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Countywide Project

Sidewalk Assessment Lake of the Ozarks Council of Local Governments (LOCLG) in collaboration with Missouri Department of Transportation (MoDOT) has agreed as part of our approved MoDOT 2012 Work Plan to incorporate the sidewalk assessment project. The purpose of the project is to assess and document the already existing infrastructure in various cities within our LOCLG region of Camden, Laclede, Miller, and Morgan counties. The data collected will be used in our regional transportation planning, including establishing local priorities, potential grant applications, and participation in the Safe Routes to School Program.

MoDOT established the threshold for the assessment to be towns with over 1,000 in population. This severely limited the number of our cities because of their smaller populations. With permission from MoDOT, we realigned our criteria to accommodate our smaller communities. We established that we would assess all cities with a population of 750 or more, as well as any communities that expressed an interest to have their sidewalks included in the inventory. Assessments will include the collection of data regarding general information about pedestrian infrastructure as well as accessing the physical condition of all existing sidewalks. The complete report on the sidewalk assessment project can be found in the Appendix B.

Phase 1 Sidewalk Assessment Phase One included the counties of Laclede and Morgan. The first step was to send out a questionnaire/survey to each of the municipalities within these two counties to gather information about sidewalks within their jurisdiction. The second step was to perform an extensive physical assessment of each of the sidewalks in the towns established to have sidewalks and a population of 750 or more.

Phase 2 Sidewalk Assessment Phase Two included the counties of Camden and Miller. LOCLG sent out a questionnaire/survey to each of the municipalities within these two counties to gather information about sidewalks within their jurisdiction. After this information was collected, LOCLG performed an extensive physical assessment of each of the sidewalks in the towns established to have sidewalks and a population of 750 or more.

The communities of Linn Creek and Iberia requested to be included in the sidewalk assessment process, as both have an existing sidewalk network, as well as new sidewalk projects.

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Chapter 7 Financing

Federal Funding Sources Federal Funding The largest source of Missouri’s transportation revenue is from the federal government. That is primarily derived from Missouri’s share of the nation’s 18.4-cent per gallon tax on gasoline and 22.4-cent per gallon on diesel fuel. It also includes various highway user fees and other grants.

State Funding MoDOT also receives revenues from state sources. The largest source of state revenue is from the state’s 17-cent per gallon fuel tax. MoDOT also receives a 9-cent per gallon tax on aviation fuel and share of vehicle and driver licensing fees, as well as sales and use taxes on motor vehicle purchases and leases.

Current Fuel Tax Rates The primary funding source for Missouri’s transportation system is fuel taxes. Federal and state revenues are shown in the chart below. Missouri’s fuel tax is among the lowest of its neighboring states, most of which also benefit from other types of funding not available here. Missouri’s fuel tax rate was last increased in 1992, when it was incrementally raised over four years to 17-cents per gallon. (Meet MoDOT)2

Figure 7-1

2 http://www.modot.org/newsandinfo/documents../MeetMoDOT.pdf2

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Federal Funding On June 29, 2012 Congress passed a new two-year, $105 billion, federal transportation reauthorization act entitled Moving Ahead for Progress in the 21st Century Act (MAP-21). This act replaces the 2005 reauthorization bill Safe, Accountable, Flexible, Efficient, and Transportation Equity Act: A Legacy for Users (SAFETEA-LU) which expired in Sept. 30, 2009. MAP-21 reauthorizes federal highway, transit and other surface transportation programs through Sept. 30, 2014.

MAP-21 is a milestone for the U.S. economy and the Nation’s surface transportation program. By transforming the policy and programmatic framework for investments to guide the system’s growth and development, MAP-21 creates a streamlined and performance-based surface transportation program and builds on many of the highway, transit, bike, and pedestrian programs and policies established in 1991.

As stated before, a large portion of Missouri’s transportation revenue comes from the federal government. Since 1992, Missouri’s federal funding growth has averaged 9 percent each year. SAFETEA-LU continued this strong growth; however, the anticipated federal revenues are not sufficient to support these funding levels. A significant drop in federal funds will cause a dramatic drop in Missouri’s highway and bridge construction and maintenance.

According to the American Association of State Highway and Transportation Officials, an amount equivalent to three cents per gallon increase in federal fuel taxes must be identified to sustain federal programs at the level guaranteed by SAFETEA-LU. Between 2010 and 2015, it would take the equivalent of an additional 7-cent per gallon increase in federal fuel taxes to restore the program’s purchasing power to 1998 levels. Unless Congress takes action to increase revenues to the Highway Trust Fund, Missouri’s federal transportation revenues will decrease dramatically.

The stability and predictability of future transportation revenues are subject to a host of variables. However, using historical trends and various economic indicators, Figure 1 provides an estimate of Missouri’s transportation revenues for state fiscal years 2007 through 2013. MoDOT is assuming federal funds are continued at SAFETEA-LU levels after the expiration of the funding bill at the end of the year. Estimated revenue decreases from $2.8 billion in 2007 to $2.1 billion in 2013, due to the end of the 3 Amendment 3 bonding program. (United States Department of Transportation)

Federal Lands Highway Program (FLHP) The Federal Lands Highway Program (FLHP), as an adjunct to the Federal-Aid Highway Program, covers highway programs in cooperation with federal-land managing agencies.

3 http://www.dot.gov/map21

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It provides transportation-engineering services for planning, design, construction and rehabilitation of the highways and bridges providing access to federally owned lands. The FLHP also provides training, technology, deployment, engineering services and products to other customers. The Federal Highway Administration administers the FLHP, including survey, design and construction of forest highway system roads, parkways and park roads, Indian reservation roads, defense access roads and other federal-lands roads. The Federal Highway Administration, through cooperative agreements with federal-land managing agencies such as the National Park Service, Forest Service, Military Traffic Management Command, Fish and Wildlife Service and the Bureau of Indian Affairs, administers a coordinated federal-lands program consisting of forest highways, public-lands highways, park roads and parkways, refuge roads and Indian reservation roads. This program provides funding for more than 90,000 miles of federally-owned and public authority-owned roads that serve federal lands. The agency's Federal Lands Highway Office provides program coordination, administration, design and construction engineering assistance and directs the conduct of transportation planning and engineering studies.

Federal Aviation Administration Airport and Railway Trust Fund (AATF) The Airport Airway Trust Fund (AATF), created by the Airport and Airway Revenue Act of 1970, provides funding for the federal commitment to the nation’s aviation system through several aviation-related excise taxes. Funding currently comes from collections related to passenger tickets, passenger flight segments, international arrivals/departures, cargo waybills, aviation fuels and frequent flyer mile awards from non-airline sources like credit cards’ Airway Trust Fund (AATF), created by the Airport 4 and Airway Revenue Act of 1970. (Federal Aviation Administration)

State Funding Sources Missouri’s transportation needs are substantial, and the costs of the needs are enormous. The sources that have traditionally provided transportation funding in Missouri, and in the nation are not adequate. The funding sources do not keep pace with the rising cost of construction and maintenance, and they provide little for alternative modes of transportation. Another complicating factor is that Missouri’s transportation revenues are small in comparison to many other states. Missouri’s revenue per mile of state highway is one of the lowest in the country and in the region. Missouri ranks 44th nationally in revenue per mile on the state highway system and 43rd when comparing state transportation revenues to the average daily miles driven. Missouri receives both state and federal transportation funds. Much of the funding comes with strings attached thereby limiting the activities for which it can be used. For example, the state motor fuel tax can only be spent on highways and bridges. It is not available for alternative modes of transportation. Federal funds may be earmarked for specific projects or limited to specific types of construction such as interstate

4 http://www.faa.gov/about/office_org/headquarters_offices/apl/aatf/

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maintenance. Some federal and state funds are allocated to specific modes of transportation such as transit or passenger rail.

Highway and Bridge Revenue Sources

State Motor Fuel Tax The workhorse of Missouri’s state transportation revenue is the motor fuel tax. Assessed at a rate of 17-cents per gallon, it produces 45 percent of state transportation revenues. However, the motor fuel tax is not indexed to keep pace with inflation and there has been no rate increase since 1996. History shows that even when fuel prices rise dramatically, Missourians are generally unwilling or unable to turn to other modes of transportation. They continue to drive their personal vehicles and to purchase the needed fuel. Trends show motor fuel tax revenues increase about one percent annually. However, if fuel prices rise and stay at higher rates, more Missourians may turn to more fuel-efficient vehicles, make fewer trips or seek other transportation options they had previously avoided. While good for the environment, these actions erode motor fuel tax 5 revenues. (Estimated Financial Summary STIP)

Motor Vehicle Sales and Use Taxes Motor vehicle sales and use taxes provide approximately 25 percent of state transportation revenues. This is the one source of state revenue that has recently provided substantial additional resources for transportation. In November 2004, Missouri voters passed Amendment 3. This set in motion a four-year phase in resulting in redirecting motor vehicle sales taxes previously deposited in the state’s General Revenue Fund to a newly created State Road Bond Fund. In accordance with this constitutional change, MoDOT began selling bonds to fund road improvements. MoDOT estimated the bonding capacity provided by the new revenues at $1.7 to $1.9 billion.

Similar to home mortgages used to buy or build a house, bond proceeds can provide funds immediately to make necessary road and bridge improvements. The principal and interest can then be paid back over the life of the asset, which in MoDOT’s case are the road and bridge improvements. Some bond proceeds have already been used to fund the Smooth Roads Initiative, which brought 2,200 miles of Missouri’s busiest highways up to good condition. Proceeds were also used to accelerate a number of major projects originally planned to start in the later years of the current five-year construction program called the Statewide Transportation Improvement Program (STIP) and allowed other major projects for which no funding was available to be added to the STIP.

It is important to note that only the new Amendment 3 bond revenues are used to pay principal and interest on Amendment 3 debt. When the Amendment 3 bond proceeds are spent, the new Amendment 3 revenues will be committed to repayment of principal and interest through state fiscal year 2026. When the process of redirecting motor

5 http://www.modot.org/plansandprojects/construction

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vehicle sales taxes to transportation is fully phased in, the rate of growth in this revenue source will slow dramatically. Annual growth is projected at 2.5 percent, which, like the rate of increase in motor fuel taxes, is less than the rate of increase in construction and maintenance costs. A complicating factor is that as consumers look for ways to decrease personal transportation costs, one option is turning to smaller, more fuel-efficient vehicles. Since these vehicles cost less, motor vehicle sales and use taxes will be lower thereby, resulting in less transportation revenues.

Motor Vehicle and Driver’s Licensing Fees Motor vehicle and driver’s licensing fees also provide approximately 25 percent of Missouri’s state transportation revenue. Similar to motor fuel tax, these fees are not indexed to keep pace with inflation. There have been no annual registration fee increases since 1984. This revenue source increases at a rate of about 2.5 percent annually. It is important to remember that cities and counties receive a substantial portion of these state transportation revenues. For example, cities and counties receive approximately five cents of the state’s 17-cent per gallon fuel tax. They also receive approximately 15 percent of the remaining state transportation revenues discussed earlier. These funds go directly to cities and counties to fund local transportation.

Interest Earned on Invested Funds and Other Miscellaneous Collections The remaining five percent of state transportation revenues comes from interest earned on invested funds and other miscellaneous collections. During the Amendment 3 bonding program, cash balances in state transportation funds have been unusually high. Bond proceeds are received in large increments and are paid out over time as project costs are incurred. When the Amendment 3 projects are completed, the balance of state transportation funds will be substantially less, and interest income sill also declined.

Funding for Alternative Modes of Transportation Transportation funding for alternative modes has historically been less than five percent of all MoDOT transportation revenue (approximately $60 million annually). Funding for alternate modes of transportation comes from a variety of sources, including motor vehicle sales taxes, aviation fuel and sales taxes, railroad regulation fees, state general revenue funds and federal grants. Estimated revenues dedicated to alternative modes of transportation for state fiscal years 2007-2013 are expected to remain relatively constant.

Much of the funding for alternative modes comes with some restraints by limiting the activities for which it can be used. For example, an aviation fuel tax, which includes excise and sales taxes, must be spent on aviation projects. Revenues from railroad regulation fees and a 25-cent fee that is paid upon registration or renewal of motor

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vehicles must be spent on rail projects. However, funding from motor vehicle sales taxes and general revenue has flexibility to be spent on various modes. 6

Missouri plans to invest almost 50 percent of these funds in transit, approximately 30 percent aviation, approximately 15 percent in rail and the remaining 5 percent in waterways. These funds are used to support operating, maintenance, capital and planning activities for Missouri’s transit and rail providers, airports and port authorities. With the transportation bill, funding is typically set aside for local enhancement and safe routes to school projects, including sidewalks, bike and pedestrian paths.

Funding Tools for the Local or Regional Level Funding for local county and municipal roadway maintenance and construction comes primarily from the state-distributed motor fuel tax, individual city and county capital improvement sales taxes and transportation sales taxes. Additional potential revenue options are available for local or regional transportation projects.

Economic Development Administration-Public Works and Economic Development Program Through the Public Works and Economic Development Act of 1965, the United States Department of Commerce, through its EDA branch, offers project grants to enhance regional competitiveness and promote long-term economic development in regions experiencing substantial economic distress. EDA provides Public Works investment to help distressed communities and regions revitalize, expand, and upgrade their physical infrastructure to attract new industry, encourage business expansion, diversify local economies and generate or retain long-term private sector jobs and investment. Current priorities include proposals that help support existing industry clusters, develop emerging new clusters or attract new economic drivers. (U.S Economic Development Administration)7

Project grants may be used for investment in facilities such as water and sewer systems, industrial access roads, industrial and business parks, port facilities, railroad sidings, distance learning facilities, skill-training facilities, business incubator facilities, redevelopment of brownfields, eco-industrial facilities and telecommunications infrastructure improvements needed for business retention and expansion. Eligible activities include the acquisition or development of public land and improvements for use for a public works, public service or development facility, and acquisition, design and engineering, construction, rehabilitation, alteration, expansion, or improvement of publicly-owned and operated development facilities, including related machinery and equipment. A project must be located in a region that, on the date EDA receives an application for investment assistance, satisfies one or more of the economic distress criteria set forth in 13 C.F.R. 301.3(a). In addition the project must fulfill a pressing need of the region and must 1) improve the opportunities for the successful establishment or

6 http://www.modot.org/expresslane/documents/LRTP.pdf 7 http://www.eda.gov/programs.htm

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expansion of industrial or commercial plants or facilities in the region; 2) assist in the creation of additional long-term employment opportunities in the region; or 3) primarily benefit the long-term unemployed and members of low-income families. In addition, all proposed investments must be consistent with the currently approved Comprehensive Economic Development Strategy (CEDS) for the region in which the project will be located, and the applicant must have the required local share of funds committed, available and unencumbered. Also, the project must be capable of being started and completed in a timely manner.

USDA Rural Development Community Programs, a division of the Housing and Community Facilities Programs, is part of the United States Department of Agriculture’s Rural Development mission area. Community Programs administers programs designed to develop essential community facilities for public use in rural areas. These facilities include schools, libraries, childcare, hospitals, medical centers, public buildings and transportation. Through its Community Programs, the Department of Agriculture is striving to ensure that such facilities are readily available to all rural communities. Community Programs utilizes three flexible financial tools to achieve this goal: the Community Facilities Guaranteed Loan Program, the Community Facilities Direct Loan Program, and the Community Facilities Grant Program.

Community Programs can make a guarantee loans to develop essential community facilities in rural areas and towns of up to 20,000 in population. Loans and guarantees are available to public entities such as municipalities, counties, and special-purpose districts, as well as to non-profit corporations and tribal governments. Applicants must have the legal authority to borrow and repay loans, to pledge security for loans, and to construct, operate and maintain the facilities. They must also be financially sound and able to organize and manage the facility effectively. Repayment of the loan must be based on tax assessments, revenues, fees, or other sources of money sufficient for operation and maintenance, reserves and debt retirement. Feasibility studies are normally required when loans are for start-up facilities or existing facilities when the project will significantly change the borrower’s financial operations. The feasibility study should be prepared by an independent consultant with recognized expertise in the type of facility being financed.

Community Programs can guarantee loans made and service by lenders such as banks, savings and loans, mortgage companies, which are part of bank holding companies, banks of the Farm Credit System or insurance companies regulated by the National Association of Insurance Commissioners. Community Programs may guarantee up to 90% of any loss of interest or principal on the loan. Community Programs can also make direct loans to applicants who are unable to obtain commercial credit. Loan funds may be used to construct, enlarge, or improve community facilities for health care, public safety and public services. This can include costs to acquire land needed for a facility, pay necessary professional fees and purchase equipment required for its operation.

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Refinancing existing debts may be considered an eligible direct or guaranteed loan purpose if the debt being refinanced is a secondary part of the loan, is associated with the project facility and if the applicant’s creditors are unwilling to extend or modify terms in order for the new loan to be feasible.

Additionally, Community Programs also provides grants to assist in the development of essential community facilities in rural areas and towns of up to 20,000 in population. Grants are authorized on a graduated scale. Applicants located in small communities with low populations, and low incomes will receive a higher percentage of grants. Grants are available to public entities such as municipalities, counties, and special- purpose districts, as well as non-profit corporations and tribal governments. In addition, applicants must have the legal authority necessary for construction, operation, and maintenance of the proposed facility and also be unable to obtain needed funds form commercial sources at reasonable rates and terms.

Grant funds may be used to assist in the development of essential community facilities. Grant funds can be used to construct, enlarge, or improve community facilities for health care, public safety and community and public services. This can include the purchase of equipment required for a facility’s operation. A grant may be made in combination with other Community Facilities financial assistance such as direct or guaranteed loan, applicant contributions or loans and grants from other sources. The Community Facilities Grant Program is typically used to fund projects under special initiatives, such as Native American community development efforts, child care centers linked with the Federal government’s Welfare-to-Work initiative, Federally-designated Enterprise and Champion Communities and Northwest Economic Adjustment Initiative 8 area. (US States Department of Agriculture)

Community Development Block Grants The Community Development Block Grant Program (CDBG) offers grants to small Missouri communities to improve local facilities, address critical health and safety concerns and develop a greater capacity for growth. The program offers funds for projects that can range from housing and street repairs to industrial loans and job training. State CDBG funds are only available to non-entitlement areas (incorporated municipalities under 50,000 and counties under 200,000 in population). Other communities receive funds directly through the Entitlement Communities Grants program.

The entitlement program provides annual grants on a formula basis to entitled cities and counties to develop viable urban communities by providing affordable housing and a suitable living environment, and by expanding economic opportunities, principally for low-income and moderate-income persons. HUD awards grants to entitlement community grantees to carry out a wide range of community development activities

8 http://www.rurdev.usda.gov/AboutRD.html

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directed toward revitalizing neighborhoods, economic development and providing improved community facilities and services. Entitlement communities develop their own programs and funding priorities. However, grantees must give maximum feasible priority to activities which aid in the prevention or elimination of slums or blight. Additionally, grantees may fund activities when the grantee certifies that the activates meet other community development needs having a particular urgency because existing conditions pose a serious and immediate threat to the health or welfare of the community where other financial resources are not available to meet such needs. CDBG funds may not be used for activities which do not meet these broad national objectives.

Sales Tax The 4.225 percent state sales/use tax rate in Missouri is lower than the rates in 35 other states. Missouri communities have the option of adopting a local sales tax, generally ranging from one-half to one percent. Counties may also adopt a sales tax generally ranging from one-fourth to one percent that can be used for transportation.

Use Tax Use tax is similar to sales tax, but is imposed when tangible personal property comes into the state and is stored, used or consumed in Missouri. Communities have the option of adopting a local use tax equal to the local sales tax for that community to use for transportation expense.

Local Option Economic Development Sales Tax The Local Option Economic Development Sales Tax, approved by the Missouri General Assembly in 2005, allows citizens to authorize a supplemental sales tax dedicated exclusively for certain economic development initiatives in their home municipality. The state statute section governing this program is found at 67.1305 RSMo. The voter- approved tax of not more than one half per cent is charged on all retail sales made in the municipality that are subject to sales taxes under Ch.144 RSMo. Missouri statutes define “municipality” as an incorporated city, town, village or county. Revenues generated by the tax may not be used for retail developments unless such retail projects are limited exclusively to the redevelopment of downtown areas and historic districts. A portion of the revenues may be used for project administration, staff and facilities, and at least twenty per cent of the funds raised must be used for projects directly related to long-term economic preparation, such as land acquisition, installation of infrastructure for industrial or business parks, water and wastewater treatment capacity, street extensions and for matching state or federal grants related to such long-term projects. Any remaining funds may also be used for marketing, training for advanced technology jobs, grants and loans to companies for employee training, equipment and infrastructure and other specified uses.

Missouri Downtown and Rural Economic Stimulus Act The Missouri Downtown and Rural Economic Stimulus Act (MODESA) became a law in 2003. MODESA authorizes public financing for qualifying development projects in the

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“downtowns” of this state’s cities and towns. The mechanism is similar to the one used in State Tax Increment Financing. A portion of the new state and local taxes created by a project can be diverted to fund eligible public infrastructure and related costs for a period of up to 25 years.

Neighborhood Improvement District A Neighborhood Improvement District (NID) may be created in an area desiring certain public-use improvements that are paid for by special tax assessments to property owners in the area in which the improvements are made. The kinds of projects that can be financed through an NID must be for facilities used by the public, and must confer a benefit on property within the NID. An NID is created by election or petition of voters and/or property owners within the boundaries of the proposed district. Election or petition is authorized by a resolution of the governing body of the municipality in which the proposed NID is located. Language contained in the petition narrative or ballot question must include certain information including, but not limited to a full disclosure of the scope of the project, its cost, repayment and assessment parameters to affected 9 property owners within the NID. (Department of Economic Development)

Tax Increment Financing Local Tax Increment Financing (Local TIF) permits the use of a portion of local property and sales taxes to assist funding the redevelopment of certain designated areas within your community. Areas eligible for Local TIF must contain property classified as a "Blighted", "Conservation" or an "Economic Development" area, or any combination thereof, as defined by Missouri Statutes. The idea behind Local TIF is the assumption that property and/or local sales taxes (depending upon the type of redevelopment project) will increase in the designated area after redevelopment, and a portion of the increase of these taxes collected in the future (up to 23 years) may be allocated by the municipality to help pay the certain project costs, partially listed above.

Transportation Improvement Districts Transportation Development Districts (TDDs) are organized under the Missouri Transportation Development District Act, Sections 238.200 to 238.275 of the Missouri State Statutes. The district may be created to fund, promote, plan, design, construct, improve, maintain and operate one or more projects or to assist in such activity10.

Transportation Development Corporations Transportation Development Corporations (TDCs) are organized under the Missouri Transportation Corporation Act, Sections 238.300 to 238.367 of the Missouri State Statutes. TDCs act in promoting and developing public transportation facilities and systems and in promoting economic development10.

9 http://ded.mo.gov/upload/modesa_guidelines(051607).pdf 10 http://www.moga.mo.gov/statutes/c238.htm

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Demands for transportation improvements have greatly outpaced the funds available to meet them. In response to this demand, the Missouri Department of Transportation has established various mechanisms for successful public/public and public/private partnerships. These expand financing options for transportation projects that serve a public purpose, including: highway and rail projects, transit equipment, air and water transportation facilities and elderly/handicapped vehicles. The benefits to a project assisted by these partnerships may include: inflation cost savings, early economic and public benefits, financing tailored to the project’s needs and a reduced cost of project financing.

Transportation Development District One method of providing local funding for transportation projects is through the formation of transportation development districts where local taxes can be levied to supply anywhere from 25-75 percent of the funding for a transportation project. This type of district is already being proposed by some of the region’s transportation groups to contribute funding for the completion of heretofore unscheduled segments of Highway 5 improvements in Camden County. In the view of some in the region, there are problems with Missouri’s TDD statute. Apparently, the statute, based on old methods of forming and dissolving various types of districts, calls for weighted voting by property owners based on the amount of land they own. This type of voting mechanism is cumbersome and creates resentment among voters.

Partnership Debt-Financing Programs These programs make loans to a project that has to be repaid. Missouri Transportation Finance Corporation (MTFC) - a non-profit lending corporation established to assist local transportation projects, and to administer the Statewide Transportation Assistance Revolving Fund (STAR Fund) State Transportation Assistance Revolving Fund (STAR Fund) – a fund created by the Missouri General Assembly to assist in the planning, acquisition, development and construction of non-highway transportation facilities. The local engineer must endorse projects in cooperation with MoDOT’s Multimodal team. The Innovation Finance Steering Committee evaluates STAR applications and provides a recommendation to the Missouri Highways and Transportation Commission, which is the deciding body.

Federal Aviation Administration – Airport Improvement Program The Airport Improvement Program (AIP) provides grants to public agencies - and, in some cases, to private owners and entities - for the planning and development of public-use airports that are included in the National Plan of Integrated Airport Systems (NPIAS). For large and medium primary hub airports, the grant covers 75 percent of eligible costs (or 80 percent for noise program implementation). For small primary, reliever, and general aviation airports, the grant covers 95 percent of eligible costs. AIP grants for planning, development or noise compatibility projects are at or associated with individual public-use airports (including heliports and seaplane bases). A public-use airport is an airport open to the public that also meets the following criteria:

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1. Publicly owned, or 2. Privately owned but designated by the FAA as a reliever, or 3. Privately owned but having scheduled service and at least 2,500 annual enplanements.

Further, to be eligible for a grant, an airport must be included in the NPIAS. The NPIAS, which is prepared and published every 2 years, identifies public-use airports that are important to public transportation and contribute to the needs of civil aviation, national defense, and the postal service. The description of eligible grant activities is described in the authorizing legislation and relates to capital items serving to develop and improve the airport in areas of safety, capacity and noise compatibility. In addition to these basic principles, a grantee must be legally, financially and otherwise able to carry out the assurances and obligations contained in the project application and grant agreement.

Eligible projects include those improvements related to enhancing airport safety, capacity, security and environmental concerns. In general, sponsors can use AIP funds on most airfield capital improvements or repairs except those for terminals, hangars, and non-aviation development. Any professional services that are necessary for eligible projects - such as planning, surveying and design - are eligible as is runway, taxiway and apron pavement maintenance. Aviation demand at the airport must justify the projects, which must also meet Federal environmental and procurement requirements. Projects related to airport operations and revenue-generating improvements are typically not eligible for funding. Operational costs - such as salaries, maintenance services, equipment and supplies - are also not eligible for AIP grants.

Recreational Trails Program – Department of Natural Resources The Recreational Trails Program was authorized in the 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The Recreational Trails Program is a federal-aid assistance program that helps states provide and maintain recreational trails for both motorized and non motorized recreational trails uses. Annual funding for this program for the fiscal year 2010 is $1,500,000. The program provides funds for many recreational trail uses, such as pedestrian (hiking, running, wheelchair use), bicycling, inline skating, equestrian, cross-country skiing, off- road motorcycling, all-terrain vehicle riding and four-wheel driving. The Department of Natural Resources holds a competitive grant round each year and distributes the funding in response to recreational trail needs within the state. The Recreational Trails Program encourages trail enthusiasts to work together to provide a wide variety of recreational trail opportunities.

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Transportation Enhancement Program The Transportation Enhancement Program requires each state to reserve 10 percent of its Federal Surface Transportation Program funds annually for designated Transportation Enhancement activities to ensure transportation spending supports more than just roads. This program provides funding through a competitive selection process for transportation related activities other than routine highway and bridge construction. Transportation Enhancement funds are available for a variety of project types, that are located in both rural and urban communities. These projects help create more travel choices by providing funding to construct sidewalks, bike lanes and to convert abandoned railroad rights of way to trails. Communities may also use the Transportation Enhancement Program to revitalize local regional economies by restoring historic buildings, renovating streetscapes or providing transportation museums and visitor centers.

Missouri Safe Routes to School Program Missouri Safe Routes to School Program (SRTS) was created by Section 1404 of the SAFETEA-LU in 2005. The Highway Safety Division is responsible for administration of SRTS federal funds. The funding is used to provide safer biking and walking accommodations for children in kindergarten through eighth grade, including those with disabilities. There are two areas eligible for funding, behavioral and infrastructure. Behavioral activities may be used for public awareness and outreach campaigns, traffic education, and enforcement efforts. Infrastructure projects include engineering and construction efforts such as sidewalks, crosswalks, lighting and bike racks. State, local, and regional agencies, schools, and non-profit organizations may submit applications to MoDOT to receive a grant from federal safe routes to school funds.

TIGER The Transportation Investment Generating Economic Recovery (TIGER) funding vehicle is offered by the US Department of Transportation. This funding opportunity is in its fifth round, and has become a very high profile and popular option for transportation projects that have an element of economic development. Particularly, projects that can show job creation on a regional level tend to fair far better than those with a smaller scope. The MM, TT & F re-alignment project is an ideal prospect for the TIGER funds. LOCLG has applied on behalf of this project in TIGER rounds 3 and 4, albeit unsuccessfully. An updated Cost Benefit Analysis will improve the project’s standing, should the RPC apply for a future round of funding. Any and all projects that can show a proven element of economic development should consider this program as a viable funding option.

Replacement of Costs Another method for financing local transportation projects is for counties and cities to assume some of the construction costs of MoDOT. For instance, the City of Camdenton and Camden County have agreed to assume the costs of resurfacing existing Highway 5 saving MoDOT what has been estimated to be at least three million dollars. Serious

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consideration is being given to expanding this approach for unscheduled Highway 5 segments.

Toll Roads There has been much discussion of funding needed improvements on Missouri’s Interstate 70 by placing tolls on those who use the highway. Discussions have occurred over the years among local transportation representatives of placing a toll on the region’s Highway 5 to help pay for those costs. The idea of a toll on Highway 5 has never garnered significant support.

Cost Estimates for Transportation Improvements

Major highways’ condition - $7.6 billion ($380 million annually for 20 years) MoDOT’s goal is to maintain 85 percent of the major highway network in good or better condition. Because of highways’ life cycles, improving more than 85 percent of the major highways would likely result in repairing roads that have not reached the end of their useful life. To determine the cost of achieving this goal, MoDOT is assuming a mix of mid-term and long-term pavement treatments, the use of bolder stripes, rumble stripes, and shoulder and sign improvements. These assumptions indicate the investment would be approximately $380 million annually to maintain the 85-percent goal. This cost could increase or decrease depending on material costs, inflation, construction inspection and project designs.

Minor highways’ condition - $4.2 billion ($210 million annually for 20 years) For these improvements, MoDOT is assuming pavement treatments like chip seals and thin-lift overlays, striping and new signing. These assumptions indicate the investment would be approximately $210 million per year. This cost could increase or decrease depending on material costs, inflation, construction inspection and project designs.

Bridges on major highways - $800 million ($40 million annually for 20 years) To estimate the cost of maintaining bridges on major routes in good condition, MoDOT uses an assumption of $160 per square foot of bridge deck. This equals an annual investment of approximately $40 million for 20 years. This annual cost is much lower than costs for roads, because the expected life of a bridge is longer.

Bridges on minor highways - $1.6 billion ($80 million annually for 20 years) To estimate the cost of maintaining bridges on minor routes in good condition, MoDOT uses an assumption of $140 per square foot of bridge deck. This equates to an annual investment of approximately $80 million for 20 years.

Major Bridges - $1.08 billion ($54 million annually for 20 years) To estimate the cost of addressing the needs of Missouri’s 200 major bridges, MoDOT uses the following assumptions. The average square footage of major bridges’ decks is approximately 100,000 square feet. The approximate average cost to reconstruct or

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perform major rehabilitation on the major bridges is $270 per square foot. Applying these assumptions and addressing two of these structures every year equals an average annual investment of $54 million. Examples of major bridges on Missouri’s state highways include the twin river crossings in Jefferson City, the Paseo Bridge in Kansas City and the Poplar Street Bridge in downtown St. Louis.

Interstates 70 and 44 - $7.2 billion, ($360 million annually for 20 years) The two biggest expansion needs for Missouri – rebuilding the state’s largest interstates: I-70 and I-44 – address Missourians’ expectations of improved safety and access, efficient mobility and connectivity, and enhanced freight movement and economic opportunities. Nearly 60 percent of the state’s population lives within 30 miles of Interstate 70. Interstate 44 serves the area that has seen Missouri’s highest population growth rate since 1990. This growth and demand on roads, which were built in the 1950s, require more in the future than treatments that merely hold the aging highways together. To successfully meet the needs of the state’s future, both interstates require additional lanes and improved medians, and the possibility of dedicated truck lanes. To achieve key safety and economic benefits, these two expansion needs require an investment of approximately $7.2 billion.

Transit- $4 billion ($200 million annually for 20 years) MoDOT’s Missouri Statewide Passenger Transportation Study identified significant unmet public transit mobility needs in both rural and urban areas of the state. On average, Missouri’s urban areas are approximately 50 percent underserved, while the rural areas of the state meet about one third of the demand. To increase transit services to meet the identified mobility gaps that fulfill Missourians’ expectations for efficient movement of people and goods, for enhancing economic development, for improving safety and for developing a multi-modal system of transportation, an estimated $200 million is needed annually for 20 years. Since federal transit funding is capped by formula, it leaves increased state and local investments as the funding sources for Missouri’s transit services. To meet the demand for transit services, transit needs include additional buses, light rail vehicles and infrastructure to support the increase in trips. Other needs include facilities and amenity improvements such as shelters at bus stops and inter-modal connections. Improvements for operating and managing the systems are also needed. The study estimate does not include funding for capital- intensive projects such as the introduction or expansion of light rail services. For example, the recent extension of St. Louis’ MetroLink was financed almost entirely from local funding at an approximate cost of $86 million per mile of light rail track. Cash strapped localities with limited potential for increased federal and local funds look to the state to meet the need for additional transit services.

Aviation - $710 million ($35.5 million annually for 20 years) According to MoDOT’s 2005 State Airport System Plan, there is annually $35.5 million in capital and maintenance needs in aviation. Current annual funding is approximately $25 to $30 million. Major needs of airports include extending runways to accommodate

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business jets, adding improvements to navigational aids and addressing safety improvements. These improvements could help address the public’s expectations for safe traveling, economic development and efficient movement of people and goods. The public airports’ funding from federal and state sources for 2001-2005 has totaled between $19 million and 29 per year.

MoDOT’s Statewide Freight Study reports that the 2022 anticipated annual cargo tonnage would be within each airport’s current capabilities based upon airport runway lengths. However, based on growth the primary needs when looking ahead 20 years will be adequate taxiway space, equipment storage, maintenance areas and taxiway access points for trucks and courier vans. The challenge for state and local planning and development agencies is to anticipate what will increase the number of planes and the cargo they carry. Ease of access, fluid traffic flow and limited congestion must be key objectives in enhancing air cargo operations and growth.

Ports and Waterways - $60 million ($3 million annually for 20 years) Investment in Missouri’s 13 ports is a beneficial economic development generator for the state, thus helping to meet an expectation of Missourians that the state’s transportation system enhance the state’s economy. Trends in inland freight movement support continual efforts to increase ports’ capacity to maximize economic potential. As an example, MoDOT facilitated a state investment in SEMO Port of $500,000 in 2006 that helped generate private investment of over $200 million. A MoDOT survey, in conjunction with Missouri Public Port Authorities: Assessment of Importance and Needs, found the total of all port needs – critical, immediate, short-term and long-term – is approximately $61 million or $3million per year for 20 years.

Freight Rail - MoDOT’s investment in the state’s rail system is primarily limited to addressing rails that intersect state-maintained highways. MoDOT’s Statewide Freight Study made five recommendations for supporting freight movements in Missouri. One recommendation suggests strengthening intermodal connectors that impact Missouri’s freight movement. The accessibility to major highways and other important transportation modes is a significant factor that influences new business development, new warehouse locations and new freight terminals and facilities. According to the American Society of Civil Engineers (ASCE), for the first time since World War II, limited rail capacity has created significant chokepoints and delays. This problem is likely to get worse since freight rail tonnage is expected to increase by at least 50 percent by 2020. Public sector investments could help shift freight movement from highways to rail, providing congestion relief, improving safety and environmental and economic development benefits. The ASCE says the freight railroad industry needs to spend $175–$195 billion nationwide over the next 20 years to maintain existing infrastructure and expand for freight growth. The consequences of inadequate rail infrastructure investment will be borne by the public, not only by the rail industry. The American Association of State Highway and Transportation Officials estimates that

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shifting all freight nationwide currently carried by rail to trucks would cost shippers an additional $69 billion annually; this would mean higher prices for U.S. consumers. This increased truck traffic on the nation’s highways will require an additional $64 billion in highway funds over the next 20 years to maintain the roads.

Passenger Rail - $1 billion ($50 million annually for 20 years) The Midwest Regional Rail Initiative is an on-going effort to develop, improve and expand the rail system in the Midwest and is sponsored by the state transportation agencies of nine states: Illinois, Michigan, Minnesota, Missouri, Iowa, Indiana, Nebraska, Ohio and Wisconsin. Implementing the initiative’s recommendations would provide approximately 90 percent of the region’s population an opportunity of being within a one-hour trip of a train station or 30 minutes from a bus route, helping to meet customers’ expectations for efficient travel and for blending transportation options in a seamless manner. Other specific benefits of the services identified in the initiative include a new transportation option in congested major rail corridors; a time-saving service for short- to medium-distance trips; and a transportation system for individuals who do not or cannot drive a motor vehicle. A goal of the initiative is to improve passenger rail service with public investments in infrastructure and equipment to either eliminate or minimize public operating subsidies. Missouri’s portion of the estimated operating and maintenance costs is $34 million (in total) for 20 years. Missouri’s portion of infrastructure costs is estimated to be $980 million (in total) for 20 years. MoDOT is also exploring the extension of Amtrak, the state’s only passenger rail service, between St. Louis and Springfield, another travel option for meeting the public’s expectations regarding efficient movement of people. Passenger service expansion provides expanded mobility to the state’s citizens and increases the possibility for tourism. A new passenger rail service from St. Louis to Springfield and then on to Branson provides an additional destination to thousands of travelers in the Chicago area and other rail lines beyond St. Louis.

Bicycle and Pedestrian - Bicycle and pedestrian facilities are integrated in the design of highway projects. Investments in bicycle and pedestrian facilities are part of the costs associated with the highway and bridge system. Bicycle and pedestrian facilities are incorporated in the transportation system when appropriate, particularly in instances that improve the ability to cross major roadways and provide a link for neighborhoods, schools, medical facilities, employment centers and shopping areas. In addition to dedicated bicycle and pedestrian facilities, additional benefits can be gained from educational, enforcement and encouragement programs supported or initiated by MoDOT.

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Funding Distribution On January 10, 2003, the Missouri Highways and Transportation Commission adopted an objective method to distribute transportation funds using factors reflecting system size and usage and where people live and work. The distribution of funds has been the subject of debate for over a decade. The method for determining where and on what to spend limited transportation dollars has changed several times. Changes have been a result of both long-term project plans and political pressure centered around dividing funds between the urban and rural areas of the state. This method goes beyond the narrow discussions of geography and allows for allocation of funding based on objective, transportation-related factors that are representative indicators of physical system needs. Another aspect of the funding distribution method was the determination of the correct balance of funding – in today’s economic and political climate – between taking care of the existing system and adding new pieces to that system. Historically, Missouri has focused heavily on building and expanding the roadway system. This direction was necessary as the vast network of roads and bridges was under development. But Missouri has come to a point where this direction has taken a toll on the statewide system. The condition of roads and bridges reflects this past emphasis on expansion – taking better care of this system is long overdue.

The funding distribution method sets aside a fixed amount of funds to take care of the system (TCOS). Past methods have had similar set-asides, but the amount dedicated has not been enough to stop the decline of the transportation system. The method now allocates enough money to stabilize the system in the present condition and to also begin making some modest improvements. In addition to the TCOS category of funding, there are funds that can be used for major projects and emerging needs. These projects are generally more focused on expansion work or may have to do with meeting needs unique to a specific region. There is also a flexible funding category, which allows for meeting additional TCOS needs or major projects and emerging needs.

Funding Distribution Overview The following is a description of how funds are to be distributed using a projected MoDOT beginning funding total of $960 million. This estimate is based on 2009 obligation authority levels. In fiscal year 2015, the funding will decrease to $644 million due to the end of ARRA and SAFTEA-LV. These are all funds available for transportation projects. Of the total funds available, including federally earmarked funds:

Step 1: Deduct federally sub-allocated funds designed for specific purposes (Varies).

Step 2: Deduct funding for other transportation modes (aviation, railways, transit, and waterways) appropriated by the state legislature for the designed purposes (Varies). This funding cannot be used for roads and bridges.

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Step 3: Deduct federal discretionary (above formula) earmarks for distribution to the related earmarked projects. This distribution will be in addition to the district- distributed funds. This amount varies per year based on the actual years that the earmarked projects are programmed or projected to be programmed.

Step 4: Deduct $30 million per year for economic development and cost-share projects statewide.

Step 5: Deduct the financing cost for projects accelerated through bond financing, including debt service relative to Amendment 3 (Varies).

Step 6: Deduct a projected $60 million per year in funds dedicated to specific projects such as a city’s portion of a cost share project.

Of the remaining funds available for road and bridge improvements:

Step 1: Deduct Amendment 3 Funds for use on Element 3 of MoDOT’s Smoother, Safer, Sooner Program. This amount varies per year based on the actual years that the Amendment 3, Element 3 projects are programmed or projected to be programmed.

Step 2: Allocate $460 million per year to Taking Care of the System, divided as follows: $125 million for Interstate/Major Bridges $25 million for Safety Projects -Distribution based on three-year average accident rate. $310 million for remaining Taking Care of the System -Distribution based on a formula that averages: 1.) Percent of total Vehicle Miles Traveled (VMT) of the National Highway System and remaining arterials. 2.) Percent of square feet of state bridge deck on the total state system. 3.) Percent of total lane miles of National Highway System and remaining arterials.

Step 3: Allocate up to $131 million per year to Flexible Funds that can be used for either Taking Care of the System or Major Projects and Emerging Needs. This amount may be reduced if funding is not available. -Distribution is based on the average of: 1.) Percent of total population. 2.) Percent of total employment 3.) Percent of total VMT on the national Highway System and remaining arterials.

Step 4: Allocate remaining funds, if any, to Major Projects and Emerging Needs. These funds are distributed to the three Transportation Management Areas and the rural area based on formula that averages:

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-Distribution based on formula that averages: 1.) Percent of population. 2.) Percent of total employment. 3.) Percent of total VMT on the national Highway System and remaining arterials. Half of the rural area funding is distributed to the districts based on the above factors. The other half of the rural funding will be used for statewide rural projects.

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Chapter 8 MoDOT’s On the Move

Introduction MoDOT has a responsibility to get the best value for each tax dollar invested in Missouri’s transportation system, and the department uses a mix of innovations and processes to stretch existing funds as far as possible. Missouri’s transportation needs continue to expand, making it even more necessary to find innovations and efficiencies to manage costs. In order to achieve Missouri’s transportation needs for the next ten to twenty years, MoDOT launched a comprehensive community engagement initiative called “On the Move”. MoDOT representatives visited every county in the state to gather direction and insights from Missourians on major transportation issues and priorities. Reaching out to citizens to determine their thoughts and priorities about the state’s transportation system is the right thing to do in order to get a real understanding of what Missourians would like to see improved in the future. During the six-month engagement initiative, several key themes emerged. One that has always been a high priority for Missouri citizens is keeping the highways and bridges safe and in good conditions. Some of the themes that have grown in importance are the desire to have more transportation system choices and the economic impacts of transportation investments. Taken together, these themes shape the transportation vision for the state of Missouri and help MoDOT form goals towards creating a successful transportation system for the next ten to twenty years.

Four Goals Formed by MoDOT from the On the Move Initiative.  Take care of the transportation system and services we enjoy today.  Keep all travelers safe, no matter the mode of transportation.  Give Missourians better transportation choices.  Invest in projects that spur economic growth and create jobs.

On the Move Engagement in the Central District As stated before, MoDOT’s on the move vehicles hit the road making nearly ninety stops and traveled over 3,701 miles in the Central District. MoDOT representatives visited local community events and meetings, such as fairs and festivals, sporting events, diners, truck stops and convenience stores to survey citizens on big picture priorities and gather information on specific priority projects. Central District mobile tour stops within our LOCLG region included:

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Camden County  Dogwood Festival Parade  Camdenton Chamber Products and Service Show  Weekly On the Move Minute Update (1150 KRMS radio segment)  Lake of the Ozarks Council of Local Governments Regional Planning Commission Board of Directors

Laclede County  Breast Cancer Wellness Summer Fun Car Show in Lebanon  Lake of the Ozarks Council of Local Governments Regional Planning Commission Transportation Advisory Committee  KBNN 750 AM Lebanon-Community Ties Radio Segment

Miller County  Osage Beach Maintenance Facility  Daybreak Rotary Presentation  Magic Dragon Car Show

Morgan County  Morgan County Courthouse  West Lake Area Chamber Business Expo  Morgan County Farm Bureau

What matters most to the Central District Participants from the Central District were asked to rank the order of importance of major themes and big picture priorities MoDOT should consider as they develop a long term plan. The top three most important were smooth roads; structurally sound bridges and overpasses; and highway safety features. The figure to the right shows the complete summary of results that were voted on.

Figure 8-1

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In addition to ranking the top priorities for the future plan, MoDOT also asked the Central District participants, whether it is more important to maintain the transportation system, we have or whether it is more important to expand our transportation system. The figure below shows the results.

Figure 8-2

Important Projects for the Central District Aside from ranking future projects, MoDOT also wanted feedback from citizens within the Central District on specific projects to include in Missouri’s transportation future plans. Listed below is a summary of projects Missourians of the Central District sought to see improvements of in future years. See Appendix C for a complete listing of suggested projects11.

Bike/Pedestrian “The Big Picture”

 Consider bike/pedestrian elements on all projects and integrate bike/pedestrian elements as much as possible.  Upgrade sidewalks in smaller cities to improve mobility for residents.  Provide way finding signs on all major bike routes and add shoulders where possible.

Highways “The Big Picture”

 Maintain existing roadway and highway system.  Improve bridges throughout the state.  Improve minor routes throughout the state.

11 http://www.missourionthemove.org/

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Specific Projects mentioned most frequently.  Improve I-70 to three lanes from Kansas City to St. Louis.  Improve I-44 and I-70.  Finish the four lanes on U.S. 50 corridor from Kansas City to St. Louis.

Port “The Big Picture”

 Add intermodal facilities at key locations statewide. This could include major ports, rail and connections to the highway system. It would help connect bulk shipments to rails and short haul final destination delivery over the road.  Increase connections between different transportation options.

Rail Comments were received both passenger and freight rail service, with the majority of comments focusing on passenger rail.

“The Big Picture Passenger Rail”

 Better passenger rail service across the state.  More frequent train stops in Kansas City, Jefferson City and St. Louis.

“The Big Picture Freight Rail”

 MoDOT should acquire existing underutilized short-line rail and industrial rail spurs, upgrade them and tie them in with the highways and ports to further economic development throughout the state.  Initially provide freight rail access in every county, with the possibility that the rail could be used for passenger service sometime in the future.

Specific Passenger Rail Projects mentioned most frequently

 Extend passenger rail service to the Springfield area, upgrade the rails parallel to I-44 and run service from St. Louis to Springfield and possibly beyond.  Build a high speed rail option in the median of I-70 with stops in Kansas City, Columbia and St. Louis.

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Aviation “The Big Picture”

 Invest in a more active airport for Colombia.

Specific Aviation Projects mentioned most frequently

 Provide better air transportation and update air computer system so there are enough controllers.  Maintain runways.

Transit “The Big Picture”

 Increase funding for public transit.  Expand OATS.  Improve the public bus system in Jefferson City.  Provide light rail between Columbia and Jefferson City.

Specific Transit Projects mentioned most frequently

 Provide public transportation options from Jefferson City to Columbia.

Staying Connected Through unprecedented outreach efforts of On the Move, MoDOT has and will continue to engage with citizens on expanding and understanding the wants and needs for future transportation systems. Missourians’ view of transportation is wide-ranging, by staying connected MoDOT can continue to learn from and adapt to a wider range of concerns and priorities. The journey over the last several years has demonstrated it takes hard work to change the culture and produce the results Missourians want and expect. By continuing its On the Move efforts, MoDOT will help create new opportunities to cultivate relationships with more Missourians who care about the transportation system. So the time has come to roll up the sleeves and stay focused on refining policies and practices, push the boundaries even further and deliver transportation solutions with whatever level of funding is provided. For more information visit http://www.missourionthemove.org/ to comment on transportation improvements you would like to see.

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Chapter 9 Plan Implementation

The Regional Transportation Plan was developed with the input of the LOCLG Transportation Advisory Committee and the LOCLG Board of Directors. Input was solicited, encouraged and given as the Regional Transportation Plan was developed, reviewed and completed. Through numerous meetings, surveys and education through our website and facebook page, LOCLG has engaged our community in an attempt and goal to help guide MoDOT in their decision making process.

Lake of the Ozarks Council of Local Governments includes a prioritization of projects that will promote safe and well maintained roads, economic development, access for all residents and efficient flow of goods and people throughout the region. The Lake of the Ozarks Council of Local Governments continues to identify local and regional transportation needs.

Conclusion Lake of the Ozarks Council of Local Governments recognizes the Regional Transportation Plan is continuously going to change throughout the years. Taking in consideration the changes in land use and development and the overall dynamic nature of transportation planning, makes it necessary to make continual updates to this document. As conditions change, so do the needs of our region and it is the intent of this document to stay as current as possible by working with local communities, EDAC and the TAC in creating a meaningful planning tool. Planned investments must be consistent with the goals and policies of the plan, and must be financially constrained. At LOCLG we are responsible for carrying out a continuing, cooperative, and comprehensive planning process for regional transportation planning in the LOCLG region. We will continue to update this plan yearly to keep track of projects that are in the works or ones that need to be erected.

Having a Regional Transportation Plan in place helps create a vision for programs like MoDOT to get a real understanding of projects that citizens would like to see or be entered into the next STIP. Regional Transportation plans allow communities to see and understand the goals and actions they have put forward. This plan creates awareness at the regional level and will continue to contribute to a much wider vision at the state level.

APPENDIX A

LAKE OF THE OZARKS COUNCIL OF LOCAL GOVERNMENTS Board of Directors

CAMDEN COUNTY MEMBERS

Kris Franken, Presiding Commissioner Camden County Courthouse 1 Court Circle, NW Suite 1 Camdenton, MO 65020 573-317-3850 (Courthouse) 573-346-5181 (fax) 573-216-1145 (cell) [email protected]

Della Sage, Mayor City of Stoutland P.O. Box 11 Stoutland, MO 65567 417-286-4503 [email protected]

Ginny Mueller, Mayor Linn Creek City Hall P.O. Box 1177 Linn Creek, MO 65052 573-346-6200 (City Hall) ext.305 573-346-5867 (fax) [email protected]

Penny Lyons, Mayor City Hall 1000 City Parkway Osage Beach, MO 65065 573-302-2000 (city hall) ext. 274 573-302-0528 (fax) 573-348-3279 (home) 573-348-1414 (Penny’s sons business) 573-216-1588 (cell) [email protected]

Trish Creach, Executive Director Camdenton Area Chamber of Commerce 739 W. US Highway 54 P.O. Box 1375 Camdenton, MO 65020 573-346-2227 (office) 573-346-3496 (fax) 573-480-4897 (cell) [email protected]

Darin Keim Big Surf Waterpark 954 State Road Y Linn Creek, MO 65052 573-346-6111 (office) 573-692-2300 (cell) 573-346-5270 (fax) [email protected]

LACLEDE COUNTY MEMBERS

Danny Rhoades, Presiding Commissioner Laclede County Courthouse 200 N. Adams Lebanon, MO 65536 417-532-4897 (Courthouse) 417-588-9288 (fax) [email protected]

Chuck Jordan, Councilman 400 S. Madison Lebanon, MO 65536 417-532-4435 (home) [email protected]

Byron Dudley Manager of Communications & Public Relations Laclede Electric Cooperative P.O. Box M Lebanon, MO 65536 417-532-3164 (office) 417-533-4086 (mobile) 417-532-5383 (fax) [email protected] collaborationhost.net

Lawrence Rifenburg 609 West Ash Conway, MO 65632 417-589-8383 (home) 417-588-5497 (cell)

Mark Stombaugh, President/CEO Lebanon REDI 186 North Adams P.O. Box 505 Lebanon, MO 65536 417-533-5627 (office) 417-588-3251 (fax) [email protected]

MILLER COUNTY MEMBERS

Tom Wright, Presiding Commissioner Miller County Courthouse P.O. Box 12 Tuscumbia, MO 65082 573-369-1900 (phone) 573-369-1905 (fax) 573-280-9215 (cell) [email protected]

Dave Van Dee, City Administrator City of Lake Ozark 3162 Bagnell Dam Boulevard P.O. Box 370 Lake Ozark, MO 65049 573-365-5378 (city hall) 573-365-4515 (fax) [email protected]

Ronald Bly, Mayor City of Eldon 101 South Oak P.O. Box 355 Eldon, MO 65026 573-392-2291 ext. 222 (office) 573-692-0536 (cell) 573-392-2123 (fax) [email protected]

Wendy White, Executive Director Lake Area Chamber of Commerce P.O. Box 1570 #1 Willmore Lane Lake Ozark, MO 65049 573-964-1008 (phone) 573-964-1010 (fax) [email protected]

Erik Svoboda Krantz Insurance Group 2860 Bagnell Dam Boulevard, Suite 5B Lake Ozark, MO 65049 573-964-6860 (office) 573-552-2840 (cell) [email protected]

MORGAN COUNTY MEMBERS

James Vaughan, Presiding Commissioner Morgan County Courthouse 100 E. Newton Versailles, MO 65084 573-378-4643 (phone) 573-378-5790 (fax) [email protected]

Herb Keck, Mayor City Hall P.O. Box 1515 Laurie, MO 65038 573-374-4871 (phone) 573-374-5093 (fax) [email protected] [email protected]

Chuck Chorpening Ozark Advertising Specialties P.O. Box 1179 Laurie, MO 65038 573-374-7000 (office) 573-374-9780 (fax) 573-216-3253 (cell) [email protected] [email protected]

Mike Kenagy, Executive Director Lake West Chamber of Commerce P.O. Box 340 Sunrise Beach, MO 65079 573-374-5500 (phone) 573-374-8576 (fax) 573-216-9417 (cell) [email protected]

LAKE OF THE OZARKS COUNCIL OF LOCAL GOVERNMENTS Transportation Advisory Committee

CAMDEN COUNTY MEMBERS

Nick Edelman City of Osage Beach, Engineer

Joe Roeger First American Title, Owner

Kris Franken Camden County Presiding Commissioner

LACLEDE COUNTY MEMBERS

Byron Dudley Laclede Electric, HR Manager

Chuck Jordon Lebanon City Council Member

Ralph Pitts Shelter Insurance, Independent Agent

Rod Reid Shepard Hills, Owner

MILLER COUNTY MEMBERS

Brian Duncan Commissioner

Brandon Opie Opie’s Trucking, VP & GM

Paul Ritter Concerned Citizen

MORGAN COUNTY MEMBERS

Ed Young City of Laurie, Public Works Director

Wayne Kroeschen Commissioner

Mike Kenagy Lake West Chamber of Commerce, Executive Director

APPENDIX B

SIDEWALK ASSESSMENT PHASE ONE

Table of Contents

Lake of the Ozarks Council of Local Governments

Sidewalk Assessment Phase One

P.O. BOX 3553 CAMDENTON, MO 65020 PHONE: 573-346-5692 FAX: 573-346-9686 Criteria ...... 1 Communities Included In Sidewalk Assessment Phase One ...... 1-2 Sidewalk Questionnaire/Survey Results ...... 2 Assessment Procedure ...... 2 Summary of Completion Phase One...... 3 Sidewalk Assessment Phase Two ...... 3 Assessment Area Maps Laclede County ...... 4 Conway Maps and Photos ...... 4-6 Lebanon Maps and Photos ...... 6-8 Assessment Area Maps Morgan County ...... 9 Stover Maps and Photos ...... 9-12 Versailles Maps and Photos ...... 12-15 Conclusion ...... 15 Appendix ...... A Lebanon Questionnaire/Survey Results ...... A-1 Stover Questionnaire/Survey Results ...... A-2 Versailles Questionnaire/Survey Results ...... A-3

Lake of the Ozarks Council of Local Governments Sidewalk Assessment Phase One Criteria

Lake of the Ozarks Council of Local Governments (LOCLG) in collaboration with Missouri Department of Transportation (MoDOT) has agreed as part of our approved MoDOT 2012 Work Plan to incorporate the sidewalk assessment project. The purpose of the project is to assess and document the already existing infrastructure in various cities within our four county region of Camden, Laclede, Miller, and Morgan counties. The data collected will be used in our regional transportation planning, including establishing local priorities, potential grant applications, and participation in the Safe Routes to School Program.

MoDOT established the threshold for the assessment to be towns with over 1,000 in population. This severely limited the number of our cities because of their smaller populations. With permission from MoDOT, we realigned our criteria to accommodate our smaller communities. We established that we would assess all cities with a population of 750 or more. Assessments will include the collection of data regarding general information about pedestrian infrastructure as well as accessing the physical condition of all existing sidewalks. With the criteria established we commenced the Sidewalk Assessment Phase One.

Sidewalk Assessment Phase One included the counties of Laclede and Morgan. The first step was to send out a questionnaire/survey to each of the municipalities within these two counties to gather information about sidewalks within their jurisdiction. The second step was to perform an extensive physical assessment of each of the sidewalks in the towns established to have sidewalks and a population of 750 or more.

Communities Included in Sidewalk Assessment Phase One

The sidewalks in each community with over 750 in population as established by the Census 2010 were assessed.

Laclede County Conway Population 788 Lebanon Population 14,474

Morgan County Laurie Population 945* Stover Population 1,094 Versailles Population 2,482

Sidewalk Questionnaire/Survey Results

The communities that met the criteria in Laclede and Morgan counties were sent a questionnaire/survey to help preliminarily assess the existence of sidewalks. The questionnaire/survey also helped us to establish the current conditions of those sidewalks, and to see if there was significant interest in the creation and maintenance of a sidewalk system in their community. Copies of the questionnaire/surveys that were returned can be found in Appendix A. The chart below reflects the communities to which a questionnaire/survey was mailed.

Community Survey Feedback Sidewalks Conway No Survey Returned Yes Laurie No Survey Returned No* Lebanon Yes Survey Returned Yes Stover Yes Survey Returned Yes Versailles Yes Survey Returned Yes

Assessment Procedure

LOCLG staff traveled to each identified city to collect more data and physically assess the conditions of all the sidewalks within the city limits. Using the chart below as our guide, each sidewalk was graded and mapped.

Condition/Grade Standard Criteria

Good Unlikely to hinder mobility of the average pedestrian. The sidewalk is free from significant cracking, buckling, gravel surfaces, or other debris, which would impede pedestrian traffic. Uneven and distressed surface that hinders mobility of the Fair average pedestrian. The sidewalk contains surface cracks, vegetation overgrowth, or debris. Impassable to mobility impaired pedestrians; hinders mobility of average pedestrians. The sidewalk has deep cracking and Poor buckling, significant vegetative overgrowth, poor drainage, bulging surface (due to tree roots) and/or debris such that pedestrian travel would be impeded. Gap No sidewalk is present. Not mapped.

Summary of Completion Phase One

A combined total of 59,954 linear feet (11.3549 miles) of existing sidewalks were assessed and documented in the completion of Phase One. The chart below reflects the overall sidewalk conditions in each county.

Condition Laclede County Morgan County Good 35,367 Ft 4,402 Ft Fair 6,251 Ft 4,562 Ft Poor 5,041 Ft 4,331 Ft Combined TOTAL 46,659 Ft 13,295 Ft

Based on the combined total of all sidewalks assessed, we determined the percentages in relation to the condition of these sidewalks to develop an overall perspective.

Condition Laclede County Compared to Phase Morgan County Compared to Phase One Overall Total Sidewalks One Overall Total Sidewalks Assessed Assessed Good 59% 7% Fair 10% 8% Poor 8% 8%

To drill down further we evaluated the percentages of the county totals in relation to each county’s overall sidewalks combined totals in order to evaluate the information strictly on a countywide basis.

Condition Laclede County Compared to Morgan County Compared to Laclede County Total Sidewalks Morgan County Total Sidewalks Assessed Assessed Good 76% 33% Fair 13% 34% Poor 11% 33%

Sidewalk Assessment Phase Two

As part of our approved MoDOT 2013 Work Plan, Sidewalk Assessment Phase Two will include Camden and Miller Counties and will be completed in FY 2013.

Assessment Area Maps Laclede County Conway

Condition Conway, Laclede County Good 263 Ft Fair 630 Ft Poor 2,152 Ft TOTALS 3,045 Ft

Conway Sidewalk-Good Condition Corner of Jefferson Avenue and Commercial Street

Conway Sidewalk-Fair Condition Corner of Jefferson Avenue and Newport Avenue

Conway Sidewalk-Poor Condition West Side of South Spruce Street

Conway Sidewalk-Poor Condition Corner of Jefferson Avenue and Spruce Street

Lebanon

Condition Lebanon, Laclede County Good 35,104 Ft Fair 5,621 Ft Poor 2,889 Ft TOTALS 43,614 Ft

Lebanon Sidewalk-Good Condition Corner of Elm Street and West Bland Avenue

Lebanon Sidewalk-Fair Condition Corner of Catherine Street and Wood Street

Lebanon Sidewalk Poor Condition Corner of Jefferson Avenue and Fifth Street

Lebanon Sidewalk-Gap Condition Corner of Bland Avenue and Morris Street

Assessment Area Maps

Morgan County

Stover

Condition Stover, Morgan County Good 1,495 Ft Fair 2,294 Ft Poor 1,679 Ft TOTALS 5,468 Ft

Stover Sidewalk-Good Condition Corner of Oak Street and Seventh Street

Stover Sidewalk-Good Condition Corner of Third Street and Forest Street

Stover Sidewalk-Fair Condition Corner of Hickory Street and First Street West Side

Stover Sidewalk-Poor Condition Corner of Third Street and Maple Street Corner of Hickory Street and First Street East Side

Versailles

Condition Versailles, Morgan County Good 2,907 Ft Fair 2,268 Ft Poor 2,652 Ft TOTALS 7,827 Ft

Versailles Sidewalk-Good Condition Corner of Hwy 52 and Fairground Road

Versailles Sidewalk-Good Condition North Side of Washington Street

Versailles Sidewalk-Fair Condition Corner of Washington Street and Burke Street Corner of Fisher Street and Washington Street

Versailles Sidewalk-Poor Condition Corner of Washington Street and Hunter Street Corner of Walnut Street and Washington Street

Conclusion

Sidewalks are a community investment, not only in building the needed infrastructure but also in the added benefits to our local residents. Sidewalks provide safety and security for both pedestrians and drivers on the road. Sidewalks enhance our neighborhoods while encouraging community connections. There are also environmental and economic benefits to a sidewalk system. Maintaining and improving our already existing sidewalks, as well as investing in the building of new sidewalks needs to be a part of our regional planning approach. In rural parts of Missouri is it often overlooked as a viable infrastructure project, but we need to consider sidewalks as an added benefit to our communities.

Sidewalk Assessment Phase One is complete; the final results will be shared with our community leaders.

The final report will also serve as a planning document for the Transportation Advisory Committee (TAC).

SIDEWALK ASSESSMENT

PHASE TWO

Table of Contents Lake of the Ozarks Council of Local Governments Sidewalk Assessment Phase TWO

Criteria ...... 1 Communities Included In Sidewalk Assessment Phase TWO...... 2 Sidewalk Questionnaire/Survey Results ...... 2 Assessment Procedure ...... 3 Summary of Completion Phase TWO...... 3 Assessment Area Maps Camden County ...... 3-4 Camdenton Maps and Photos...... 5-7 Linn Creek Maps and Photos...... 8-11 Osage Beach Maps and Photos...... 12-15 Village of Four Seasons Maps and Photos...... 16-18 Assessment Area Maps Miller County ...... 19 Eldon Maps and Photos ...... 19-21 Iberia Maps and Photos ...... 22-24 Lake Ozark Maps and Photos ...... 25-27 Conclusion ...... 28 Appendix ...... A Camdenton Questionnaire/Survey Results ...... A-1 Osage Beach Questionnaire/Survey Results ...... A-2

Lake of the Ozarks Council of Local Governments Sidewalk Assessment Phase TWO

Criteria

Sidewalk Assessment Phase Two included the counties of Camden and Miller. LOCLG sent out a questionnaire/survey to each of the municipalities within these two counties to gather information about sidewalks within their jurisdiction. After this information was collected, LOCLG performed an extensive physical assessment of each of the sidewalks in the towns established to have sidewalks and a population of 750 or more.

The communities of Linn Creek and Iberia requested to be included in the sidewalk assessment process, as both have an existing sidewalk network, as well as new sidewalk projects.

Communities Included in Sidewalk Assessment Phase Two

The sidewalks in each community with over 750 in population as established by the Census 2010 were assessed.

Camden County Camdenton Population 3,718 Linn Creek Population 124 Osage Beach Population 4,351 Village of Four Seasons Population 2,217

Miller County Eldon Population 4,567 Iberia Population 736 Lake Ozark Population 1,586

Sidewalk Questionnaire/Survey Results

The communities that met the criteria in Camden and Miller counties were sent a questionnaire/survey to help preliminarily assess the existence of sidewalks. The questionnaire/survey also helped us to establish the current conditions of those sidewalks, and to see if there was significant interest in the creation and maintenance of a sidewalk system in their community. Copies of the questionnaire/surveys that were returned can be found in Appendix A. The chart below reflects the communities to which a questionnaire/survey was mailed.

Community Survey Feedback Sidewalks Camdenton Yes Survey Returned Yes Linn Creek No Survey Returned Yes Osage Beach Yes Survey Returned Yes Village of Four Seasons No Survey Returned Yes Eldon No Survey Returned Yes Iberia No Survey Returned Yes Lake Ozark No Survey Returned Yes

Assessment Procedure

Condition/Grade Standard Criteria

Good Unlikely to hinder mobility of the average pedestrian. The sidewalk is free from significant cracking, buckling, gravel surfaces, or other debris, which would impede pedestrian traffic. Uneven and distressed surface that hinders mobility of the average Fair pedestrian. The sidewalk contains surface cracks, vegetation overgrowth, or debris. Impassable to mobility impaired pedestrians; hinders mobility of average pedestrians. The sidewalk has deep cracking and buckling, Poor significant vegetative overgrowth, poor drainage, bulging surface (due to tree roots) and/or debris such that pedestrian travel would be impeded. Gap No sidewalk is present. Not mapped.

Summary of Completion Phase Two

A combined total of 238,977 feet (45.260795 miles) of existing sidewalks were assessed and documented in the completion of Phase Two. The chart below reflects the overall sidewalk conditions in each county.

Condition Camden County Miller County Good 81,338 32,818 Fair 66,885 23,986 Poor 3,770 30,180 Combined TOTAL 151,993 86,984

Based on the combined total of all sidewalks assessed, we determined the percentages in relation to the condition of these sidewalks to develop an overall perspective.

Condition Camden County Compared to Miller County Compared to Phase Phase Two Overall Total Sidewalks Two Overall Total Sidewalks Assessed Assessed Good 34% 14% Fair 28% 10% Poor 1% 13%

Condition Camden County Compared to Miller County Compared to Camden County Total Sidewalks Miller County Total Sidewalks Assessed Assessed Good 54% 38% Fair 44% 28% Poor 2% 34%

Assessment Area Maps Camden County Camdenton

Condition Camdenton, Camden County Good 17,418 Ft Fair 12,598 Ft Poor 2,474 Ft TOTALS 32,490 Ft

Good Condition Hwy 54 bridge overpass of Highway 5

Fair Condition Hwy 54 6 blocks east of Hwy 54/5 intersection (square)

Poor Condition Hwy 5 and Minor Avenue

Linn Creek

Condition Linn Creek, Camden County

Good 5,065 Ft

Fair 2,654 Ft

Poor 354 Ft

TOTALS 8,073 Ft

Good Condition East side of Lake Street

Fair Condition

West side of Lake Street

Poor Condition Cherry Street

Gap Condition

Lake Street Bridge

Osage Beach

Condition Osage Beach, Camden County (partially Miller County) Good 41,237 Ft

Fair 34,058 Ft

Poor 942 Ft

TOTALS 76,237 Ft

Good Condition Passover Road by Windjammer

Fair Condition

Bluff Drive on Sunset

The City of Osage Beach submitted a map displaying their proposed plan for future sidewalk development. Their proposed map also includes future trail and boardwalk development.

Village of Four Seasons

Condition Four Seasons, Camden County Good 17,618 Ft

Fair 17,575 Ft Poor 0 Ft

TOTALS 35,193 Ft

Good Condition Route HH

Fair Condition

Bittersweet Road

Assessment Area Maps

Miller County

Eldon

Condition Eldon, Miller County Good 13,560 Ft Fair 21,834 Ft Poor 22,766 Ft TOTALS 58,160 Ft

Good Condition E. North Street and Highway 87

Fair Condition Oak Street

Poor Condition Corner of Mill Street and Newton Street

Iberia

Condition Iberia, Miller County Good 2,880 Ft Fair 2,152 Ft Poor 6,118 Ft TOTALS 11.150 Ft

Good Condition Lombar Street near Hwy 17

Fair Condition Hwy 17 near Lombar Street

Poor Condition Hwy 42 near Pearl Street

Lake Ozark

Condition Lake Ozark, Miller County Good 16,378 Ft Fair 0 Ft Poor 1,296 Ft TOTALS 17,164 Ft

Good Condition Bagnell Dam Blvd on the Strip

Poor Condition

Ballenger Rd and Bagnell Dam Blvd.

Conclusion

Sidewalk Assessment Phase Two is complete; the final results will be shared with our community leaders.

The final report will also serve as a planning document for the Transportation Advisory Committee (TAC).

APPENDIX C

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct fuel storage facilities at Eldon CD Aviation Aviation airport $.25 - $.3 Construct taxi lanes for new t-hangar at CD Aviation Aviation Cuba airport $.25 - $.35 Construct passenger terminal expansion at CD Aviation Aviation Waynesville airport $.25 - $.35 Reconstruct the terminal building at Fulton CD Aviation Aviation airport $.25 - $.35 Design and construct hangar at Potosi CD Aviation Aviation airport $.25 - $.35 Construct hangar taxiway at Osage Beach CD Aviation Aviation airport $.3 - $.4 Construct maintenance and fire truck CD Aviation Aviation building at Osage Beach airport $.3 - $.4 Construct fuel storage facilities at Potosi CD Aviation Aviation airport $.3 - $.4 Design and construct hangar taxi lanes at CD Aviation Aviation Rolla airport $.35 - $.45

CD Aviation Aviation Construct new t-hangar at Rolla airport $.35 - $.45 Construct new 10-unit hangar at Cuba CD Aviation Aviation airport $.4 - $.5 Construct replacement t-hangar (10-units) CD Aviation Aviation at Cuba airport $.4 - $.5 Design and construct GA terminal building CD Aviation Aviation at Potosi airport $.4 - $.5 Construct terminal building at Eldon CD Aviation Aviation airport $.5 - $.6 Construct aircraft maintenance hangars at CD Aviation Aviation Eldon airport $.5 - $.6 Construct box hangars at Osage Beach CD Aviation Aviation airport $.5 - $.6 Construct new t-hangar at Linn State CD Aviation Aviation airport $.5 - $.6 Upgrade fuel storage facilities at Sullivan CD Aviation Aviation airport $.5 - $.6

CD Aviation Aviation Construct terminal at Boonville airport $.65 - $.75 Construct new terminal building at Osage CD Aviation Aviation Beach airport $.65 - $.75

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions)

CD Aviation Aviation Reconstruct the apron at the Cuba airport $.8 - $1

Design and construct t-hangars at Potosi CD Aviation Aviation airport $.9 - $1 Construct Phase I hangar development at CD Aviation Aviation Sullivan airport $1 - $1.2 Widen runway at Elton Hensley Memorial CD Aviation Aviation Airport $1 - $1.5 Construct Phase II hangar development at CD Aviation Aviation Sullivan airport $1 - $1.5 Construct Runway 18 and partial parallel CD Aviation Aviation taxiway extension at the Boonville airport $1.5 - $2 Pavement maintenance and runway CD Aviation Aviation lighting rehabilitation at Floyd W. Jones $2 - $2.5 Memorial Airport in Lebanon Construct conventional style hangars at CD Aviation Aviation Eldon airport $2 - 2.5 Runway pavement rehabilitation and CD Aviation Aviation lighting improvements at the Lebanon $2.3 - $3 airport Runway extension at Camdenton CD Aviation Aviation Memorial Airport $6 - $7 Terminal building expansion at Columbia CD Aviation Aviation Regional Airport to support increased $30 - $40 passenger traffic Provide increase air service to Columbia CD Aviation Aviation Regional Airport Policy request Invest in a more active airport for CD Aviation Aviation Columbia - cities this size should have Unknown much better air service Provide better air transportation and CD Aviation Aviation update air computer system so there are Unknown enough controllers Install 'bicycle warning' or Share the Road CD Bike/Ped 72 signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped B signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped C signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped CC signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped E signs $.001 - $.002

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Install 'bicycle warning' or Share the Road CD Bike/Ped F signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped J signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped M signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped O signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped P signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped T signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped V signs $.001 - $.002 Install 'bicycle warning' or Share the Road CD Bike/Ped Y signs $.001 - $.002 Construct a crosswalk on MO 5 in New CD Bike/Ped 5 Franklin at West Broadway and the $.01 - $.025 elementary school Construct bike lanes on overpass at U.S. CD Bike/Ped 63 63 and Grindstone Parkway/New Haven $.025 - $.25 Road Construct bike lanes on overpass at U.S. CD Bike/Ped 63 63 and Route WW/Broadway $.025 - $.25 Construct interchange improvements at CD Bike/Ped 63/Kingshighway U.S. 63 and Kingshighway in Rolla to $.04 - $.1 accommodate bike/ped traffic Improve the bike/ped and ADA access at CD Bike/Ped College/Rogers College and Rogers intersection in $.05 - $.1 Columbia Provide a safer method to bike under the CD Bike/Ped 70/West I-70 overpass at West Blvd. near the $.05 - $.1 roundabout Improve the Ashland Road and Stadium 740 intersection to be ADA compliant and CD Bike/Ped Ashland/Stadium improve pedestrian crossing problems in $.05 - $.3 Columbia Modify shoulder improvements on CD Bike/Ped 740 Stadium Providence Road at Stadium south to $.05 - $.3 access the pedestrian overpass Improve the street level pedestrian 763 crossing at College and Broadway CD Bike/Ped College/Broadway intersection in Columbia (bike/ped and $.05 - $.3 ADA improvements) Construct crosswalks and pedestrian CD Bike/Ped Ashley signals at East Ashley Road (MO 5 and U.S. $.05 - $.3 40) in Boonville

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct crosswalks and pedestrian CD Bike/Ped Main/B signals at Main Street (Route B) in $.05 - $.3 Boonville Add pedestrian crossing improvements at CD Bike/Ped 5/B the MO 5/Route B intersection in Boonville $.05 - $.3 Construct sidewalks on Southwest Blvd CD Bike/Ped Southwest/Ellis and Ellis Blvd and Route C intersection in $.05 - $.3 Jefferson City Construct sidewalks on Old Route H from CD Bike/Ped H Route 66 junction to Mitchell Heights Dr. $.1 - $.2 Intersection improvements throughout Columbia to include striped pedestrian CD Bike/Ped Columbia crosswalks, yield to pedestrian signs or $.1 - $1 "cars will not yield" signs for pedestrians Install crosswalks at Route 66/Benton CD Bike/Ped Street, Route 66/Lynn Street and Old $.15 - $.2 Route H at the school in Waynesville Provide better pedestrian access for the CD Bike/Ped 740 Stadium Stadium bridge over Hinkson Creek $.2 - $2 Construct a sidewalk along Route T from CD Bike/Ped T the Stoutland School to Main Street $.25 - $.50 Construct a bike/ped addition to the Katy CD Bike/Ped 63 Trail Spur along U.S. 63 from the Missouri $.3 - $.75 River bridge to the Katy Trail Improve the overpass on St. Charles Road CD Bike/Ped St. Charles over I-70 for bike/ped/handicapped access $.4 - $2 Add sidewalks on Route WW from Trimble to Keene and add pedestrian crossing CD Bike/Ped WW improvements at the WW/Keene $.5 - $.75 intersection Construct a bike/ped overpass on I-44 CD Bike/Ped 44 between Exit 185 (Route E) and Vichy Road $.5 - $1 bridge Construct a bike/ped crossing on the U.S. CD Bike/Ped 63/44 63/I-44 overpass $.5 - $1 Construct safe bike and ped crossings with pedestrian lights, striping etc. on CD Bike/Ped 740 Stadium Stadium Boulevard at all intersections in $.5 - $2.5 Columbia. Also include sidewalks Add shoulders to roadway from CRD 1220 CD Bike/ped U to Route KK $.8 - $1 Improve and widen the sidewalk at the CD Bike/Ped E/44 Route E and I-44 interchange in Rolla $.9 - $1.1

CD Bike/Ped 8 Construct sidewalks on MO 8 in Potosi $1 - $1.5 Addition of a bike/ped lane on MO 163 CD Bike/Ped 163 from Providence South and MO 163 (at $1 - $1.5 Rock Bridge Elementary) and the Devil's

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Ice Box entrance to Rock Bridge State Park Construct better access for bike/ped CD Bike/Ped 179/50 under the MO 179/US 50 overpass $1 - $2 Construct more bike routes in the CD Bike/Ped Bike/Ped Jefferson City area $1 - $2 Construct sidewalks and bike lanes on Ballenger Road/Route PP between Clark CD Bike/Ped PP/Ballenger Lane and the Mexico Gravel Road $1 - $3 roundabout Widen by adding shoulders to Route BB in CD Bike/Ped BB Rolla from 10th Street to Country Road $1.2 - $1.8 3110

CD Bike/ped 68 Add shoulders and improve curves $1.5 - $2.5 Add shoulders to U.S. 63 from the CD Bike/Ped 63 interchange north of Rolla to County Road $1.7 - $2.5 8010/39/2000/34A Construct sidewalks and bike lanes on CD Bike/Ped Business Loop 70 Business Loop 70 in Columbia $3 - $10 Construct shoulders on MO 68 and MO 8 CD Bike/Ped 68/8 to allow people to bike safety to Meramec $3 - $6 Spring Park Construct shoulders and/or bike/ped path CD Bike/Ped J on Route J from Rocheport to Harrisburg $4 - $5 Construct a bike path parallel to I-44 from CD Bike/Ped 44 Exit 184 to 189 and connect to Rolla's Acorn $5 - $10 trail/path system Construct a bike/ped, multi-use path along CD Bike/Ped BB Route BB to connect the cities of Rolla and $5 - $7 St. James District wide initiative to upgrade CD Bike/Ped Highway pedestrian facilities into ADA compliance $15 - $20 Construct crosswalks and pedestrian CD/Local Bike/Ped Elm/Main signals at the intersection of Elm and Main Boonville in Boonville Construct sidewalks and shoulders along CD/Local Bike/Ped Brown Station Brown Station Road Columbia Construct a pedway on Clark Lane from CD/Local Bike/Ped Clark Paris Road to US 63 in Columbia Columbia Construct sidewalks and shoulders on E. CD/Local Bike/Ped East St. Charles St. Charles Road for students to get to the Columbia new Battle High School Construct sidewalks on East Walnut CD/Local Bike/Ped East Walnut Street, east of Old 63 in Columbia Columbia

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct sidewalks along Fairview Road CD/Local Bike/Ped Fairview between Broadway and Chapel Hill Columbia Construct bike lanes or bikeable shoulders CD/Local Bike/Ped Nifong on Nifong Boulevard between Providence Columbia and Scott Boulevard Construct sidewalks in the Rothwell CD/Local Bike/Ped Rothwell Heights Heights neighborhood around Faurot and Columbia Rollins Road Construct sidewalks along Shepard Boulevard to connect Old Highway 63 to CD/Local Bike/Ped Shepard the current sidewalks on Shepard that Columbia begin at Danforth intersection Install a sidewalk or bicycle lane on Trails West Drive in Columbia between the CD/Local Bike/Ped Trails West Trails West subdivision and Midway Columbia Elementary School Add sidewalks on Vandiver Road extension CD/Local Bike/Ped Vandiver out to Bass Pro Shop Columbia Construct sidewalks along West Boulevard CD/Local Bike/Ped West between Broadway and Stadium Columbia Boulevards Construct a Greenway Trail addition under CD/Local Bike/Ped Greenway Trail MO 179 north of Frog Hollow Road in Jefferson City Jefferson City Construct a protective crosswalk for CD/Local Bike/Ped Main bike/ped to get across Main Street in Jefferson City Jefferson Cit once off the bike/ped bridge Construct directional signage in Cedar City/North Jefferson City to direct CD/Local Bike/Ped Renz Farm bicyclists through Cedar City and down Jefferson City Walnut Street to the new bike/ped bridge Construct sidewalks or shoulders on W. Business 50 to connect Henwick Lane/St. CD/Local Bike/Ped West Business 50 Martins to Country Club Dr. to Binder Park Jefferson City area Install a crosswalk on West McCarty Street in Jefferson City to allow access CD/Local Bike/Ped W. McCarty from the Truman Bldg to parking lots on Jefferson City other side Construct the greenway along Wears Creek to connect the Dunklin Street CD/Local Bike/Ped Wears Creek Trailhead to Main Street to state parking Jefferson City lots Construct bike lanes on routes around CD/Local Bike/Ped Various Lebanon Lebanon Construct a shoulder or bike lane on Old CD/Local Bike/Ped Old St. James St. James Road between Rolla and I-44 Rolla Exit #189 Construct sidewalks along Ichord Ave. to CD/Local Bike/Ped Ichord the Route T junction in Waynesville Waynesville

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct sidewalks and crosswalks on CD/Local Bike/Ped Old Rt. 66 Old Route 66 from Casey's store to Cash Waynesville James Loop in Waynesville Install 'narrow lane' signs and a stripe a CD/Local Bike/Ped Katy Trail bridge bike lane each way over the Katy Trail DNR bridge at Jeff City Develop a transportation and land use plan CD Bike/Ped Providence for bike/ped information on the Policy request Providence Corridor in Columbia Tourist Oriented Directed Sign Program CD Bike/Ped Highway (TODs) needs to be expanded Unknown

CD Highway 19 Add signing to improve safety $.01 - $.02 Construct a pedestrian crossing on Route CD Highway TT TT between MO 740 and Fairview in $.01 - $.4 Columbia Safety improvements to two steep hills CD Highway H positioned back to back that cause $.01 - $2 concern during winter weather conditions Improve roadway curve at Dixon middle CD Highway 28 school $.02 - $2 Traffic control (guardrail) needed 2.7 miles CD Highway TT from Route AW $.03 - $.05 Zeigenbein Road intersection CD Highway 17 improvement near F Hwy - in Waynesville $.05 - $.1 Pedestrian improvements, including a CD Highway 63 crossing, needed near State Street $.05 - $.1 Address flooding issues (drainage pipe CD Highway O cleaning and deeper ditches needed) $.05 - $.1 Fix the rutted pavement on MO 47 near CD Highway 47 Route 30 $.05 - $.10 Address a dangerous intersection due to CD Highway 19 sight limitations to improve safety $.05 - $.3 Improve geometrics and add signs to the CD Highway Y dangerous curves from 1 mile west of $.05 - $2 Route E and Y

CD Highway 19 Safety Improvements $.07 - $.10 Fix/repair Stoutland bridge approaches at CD Highway 44 I-44 $.08 - $.2 Entrance road into airport may need CD Highway 8 another entrance onto Highway 8 $.1 - $.2

CD Highway 28 Guardrail needed on Gasconade River Hill $.1 - $.2

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions)

CD Highway T Geometrics (bad angle at intersection) $.1 - $.2 Improve visibility pulling out of Dogwood CD Highway 8 Lane $.1 - $.5 Install a no parking sign at Loose Creek Oil CD Highway 50 where cars park and block sight distance $.1 - $.5 Intersection improvements at Route 64 CD Highway 64 and McClurg Drive, west of Lebanon $.1 - $.5 Construct a wider shoulder on Providence Road from the pedestrian bridge at Faurot CD Highway Providence Field south to parking lots in Columbia to $.125 - $.3 accommodate bike-ped movements Add guardrail on I-44 eastbound from CD Highway 44 Jerome to Sugartree $.15 - $.2

CD Highway 66 Install shoulders on Route 66 in Cuba $.15 - $.2 Acceleration Lane for Northbound U.S. 63 CD Highway 63 at Route 68 junction. $.2 - $.3

CD Highway FF Replace Norman Creek Bridge $.2 - $.3 Intersection of Route H and Southside CD Highway H Drive in Waynesville $.2 - $.3 Add shoulders on Route B from Centralia CD Highway B to Hallsville $.2 - $.4 Safety need (sight distance concern) from CD Highway 19 Owensville side (southbound) $.2 - $.5

CD Highway K Resurface Route K in Osage County $.23 - $.24 Repair rough pavement on I-44 after final CD Highway 44 exit out of Rolla $.25 - $.5 Construct shoulders on Route E from CD Highway E Troop I headquarters to Route Y in Rolla $.25 - $.5

CD Highway UU Resurface Route UU in Callaway County $.25 - $.5

CD Highway Y Address flooding concern $.25 - $.5 Construct shoulders on Route B from MO CD Highway B 68 to Country Road 1000 in St. James $.3 - $.4 Realign intersections to improve sight CD Highway C distance $.3 - $.4

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions)

CD Highway 7 Dip in front of Deb Adkin's house $.3 - $.5

Improve roadway intersection sight CD Highway 8 distance at Route E $.3 - $.5 Address blind spot south of Delbridge CD Highway 21 Road $.3 - $.5 Pedestrian overpass needed at Salem CD Highway 32 middle school $.3 - $.5 Bridge improvements over Little Maries CD Highway 42 River $.3 - $.5 Construct a pedestrian bridge over I-44 CD Highway 44 between Waynesville High School and $.3 - $.5 residential areas on other side Add shoulders to curve 5 miles east of CD Highway BB Rolla $.3 - $.5 Bridge improvements over Rodgers CD Highway N County Road $.3 - $.6 Improve drainage on Route 19 in Hermann, CD Highway 19 includes Route 19/6th Street $.3 - $.8

CD Highway E Resurface Route E around Hermann $.31 - $.36 Improve the U.S. 54 and Brown Road CD Highway 54 intersection south of Jefferson City $.4 - $.5 Safety improvements including adding CD Highway B shoulders $.4 - $.5

CD Highway 19 Replace narrow Gladden creek bridge $.4 - $.6 Lengthen south bound acceleration lane at CD Highway 63 Route A $.4 - $.6 Lengthen acceleration lane to top of hill CD Highway 63 north of Gasconade River Bridge $.4 - $.6

CD Highway HH Resurface to improve safety $.4 - $.6 Replace bridge over Mill Country Road CD Highway 47 (safety concern - load limited) $.5 - $.6 Construct a roundabout in Wardsville at CD Highway B/M/W the intersection of Routes B, W and M $.5 - $.7

CD Highway C Widen Little Bourbouse River bridge $.5 - $.7

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct shoulders on Route BB from CD Highway BB Lovers Lane to Country Club Drive near $.5 - $.75 Rolla Upgrade sidewalks on Route 8 for ADA CD Highway 8 compliance $.5 - $1 Upgrade sidewalks on Route 19 to address CD Highway 19 ADA $.5 - $1

CD Highway 19 Replace the Crook Bridge (Salem area) $.5 - $1 Replace the Gladden Valley Bridge (Salem CD Highway 19 area) $.5 - $1

CD Highway 19 Replace the Voss Bridge (Salem area) $.5 - $1

Safety improvements at the 'Y' CD Highway 42 intersection $.5 - $1 Make improvements to the intersection CD Highway 42 including turn lanes and adding a signal to $.5 - $1 address traffic flow issues Upgrade sidewalks on Route 63 for ADA CD Highway 63 compliance $.5 - $1 Safety improvements at the 'Y' CD Highway 63 intersection $.5 - $1 Safety improvements to intersection of CD Highway 63 Route E/63 $.5 - $1 Safety improvements at the intersection CD Highway 100 with Route J, 6 miles west of Hermann $.5 - $1 Upgrade sidewalks on the Route 44 spur CD Highway 44 for ADA compliance $.5 - $1

CD Highway 49 Widen Dry Fork Creek Bridge $.5 - $1 Fix the left lane configuration where US CD Highway 50/63 50/63 crosses the Osage River $.5 - $1 Improve geometrics at the sharp curve at CD Highway CC Country Road Drive 7060 $.5 - $1 Improve drainage and address flooding at CD Highway E end of the road on Route E as residents $.5 - $1 are trapped during high water Resurface and add shoulders on Route M CD Highway M between Taos and Wardsville $.5 - $1 Make roadway, surface improvements to CD Highway PP shoulders and alignment $.5 - $1

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct improvements to curve on CD Highway 63 Route 63 at County Roads 209 & 302. $.5 - $2 Paint curbs at U.S. 163 and Mick Deaver CD Highway 163 Drive intersection in Columbia $.5 - $2.5 Geometric improvements, including straightening and signing, from Cuba CD Highway 19 South City Limits to Route O (including $.5 - $2.5 19/O intersection)

CD Highway AC Safety improvements and shoulders $.8 - $1 Safety improvements needed from Route 28 to Route 133 near Dixon - road has CD Highway C rolling hills and buggies travel regularly on $.8 - $1 it. Add shoulders from Jefferson County to CD Highway H Route 47. $.8 - $1

CD Highway Highway Bridge improvements $.8 - $1 Raise roadway over Crooked Creek to CD Highway TT address flooding $.8 - $1 Add a turn lane on MO Boulevard at CD Highway MO Corwin Honda in Jefferson City $.8 - $1.1 Raise roadway due to Meramec River CD Highway N flooding concern on Bourbon side $.8 - $1.2 Raise roadway due to White creed CD Highway N flooding $.8 - $1.3 Make safety improvements and add CD Highway E shoulders $.8 - $1.5

CD Highway W Widen Route W in Camden County $1 - $1.2 Widen the MO 19 bridge and improve CD Highway 19 sidewalks to Frene Creek bridge in $1 - $1.5 Hermann Upgrade sidewalks on Route 72 for ADA CD Highway 72 compliance $1 - $1.5

CD Highway 32 Replace bridge over Cedar Creek $1 - $1.5

CD Highway 8 Add shoulders $1 - $1.5 Widen Route AC in Laclede County and CD Highway AC include rumble strips and chevrons on $1 - $1.5 curves

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Add shoulders to improve safety on Route CD Highway E E across Osage County $1 - $1.5 Add shoulders and rumbles to improve CD Highway H safety $1 - $1.5 Scour mitigation on the eastbound US 54 CD Highway 54 bridge over the Missouri River in Jefferson $1 - $1.5 City Make safety and ADA improvements CD Highway M including adding shoulders in Belle $1 - $1.5 Add shoulders from Miller County to Route CD Highway U 17 $1 - $1.5

CD Highway VV Safety improvements and shoulders $1 - $1.5 Make safety improvements to the s-curves and dips in the road drop off at Yonker CD Highway U Road and widen the one-lane culvert north $1 - $12 of John Smith Road

CD Highway 32 Add shoulders and resurface Route 32 $1 - $2

Construct pedestrian overpass at 10th CD Highway 63 street in Rolla $1 - $2 Increase height at BNSF Railroad bridge CD Highway 28 over Route 28 by lowering roadway $1 - $2 Improve MoDOT's bridge section of the CD Highway Business 54 Bagnell Dam on Business 54 $1 - $2

CD Highway F Address dangerous curves $1 - $2 Safety improvements on Rte Y including CD Highway Y geometrics (visibility at intersections) and $1 - $3 adding shoulders

CD Highway B Replace Bourbeuse River Bridge $1.25 - $1.5 Construct shoulders on South Route UU CD Highway UU from North Route UU to U.S. 40 $1.3 - $1.8

CD Highway 32 Add shoulders in Bismark $1.5 - $2 Make safety improvements and add CD Highway 119 shoulders $1.5 - $2 Construct a shoulder on MO 124 between CD Highway 124 Centralia and Hallsville $1.5 - $2 Improve traffic flow by reducing on street CD Highway 68 parking and restriping roadway in St. $1.5 - $2 James from Route KK to south city limits

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions)

CD Highway E Roadway shoulders needed out of Rolla $1.5 - $2 Widen Route MM in Laclede County and CD Highway MM install rumble strips $1.5 - $2

CD Highway PP Construct shoulders on Route PP $1.5 - $2

CD Highway T Make bridge improvements $1.5 - $2 Make safety improvements and add CD Highway T shoulders $1.5 - $2 Construct a shoulder on Route UU from CD Highway UU Midway to the west side of Boone County $1.5 - $2 Construct shoulders on U.S. 54 between CD Highway 54 Wal-Mart and the U.S. 54 Bridge over the $1.5 - $2.5 Big Niangua in Camdenton Construction of additional sidewalks along the south and north side of Business CD Highway Business Route 50 Route 50 (Missouri Boulevard) in Jefferson $1.5 - $2.5 City Add shoulders to Route WW in Columbia CD Highway WW from U.S. 63 to Rangeline Road $1.7 - $2.5 Add third lane on Highway 19 by High CD Highway 19 School from Highway 28/Highway 19 $2 - $2.5 junction to North City Limits sign Improve the Summit Drive/Route 54 CD Highway 54 interchange in Holts Summit by adding $2 - $2.5 two ramps to the north

CD Highway 68 Add shoulders and resurface Route 68 $2 - $2.5 Construct shoulders on MO 87 from CD Highway 87 California to Olean to provide safety $2 - $2.5 improvements Install shoulders on MO 135 from Pilot CD Highway 135 Grove to I-70 $2 - $2.5 Add shoulders for entire length of Route CD Highway 68 68 within the county $2 - $2.5 Address dangerous curve by adding CD Highway B shoulders and changing alignment $2 - $2.5 Add shoulders from Gasconade line to CD Highway B Route 68 $2 - $2.5 Widen and install shoulders with rumble CD Highway BB/F strips on Routes BB and F in Laclede $2 - $2.5 County Make safety improvements and add CD Highway E shoulders $2 - $2.5

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct shoulders and rumble strips on CD Highway J/K Routes J and K in Phelps County $2 - $2.5 Make safety improvements and add CD Highway M shoulders $2 - $2.5 Construct a shoulder on Route O from CD Highway O Huntsdale to I-70 $2 - $2.5 Add roadway shoulders and safety CD Highway T improvements to curves $2 - $2.5 Eliminate one-lane bridges in Callaway CD Highway Various County $2 - $2.5 Add shoulders from Highway 72 south CD Highway 32 junction to Viburnum in Iron County $2 - $3 Straighten Route B from Wardsville to CD Highway B Meta $2 - $3 Resurface Route Z through Devil's Elbow CD Highway Z near Morgan Heights $2 - $5 Make safety improvements including CD Highway 133 adding shoulders to Route 133 across $2.5 - $3 Osage County Make safety improvements and add CD Highway A shoulders $2.5 - $3

CD Highway A Add roadway shoulders $2.5 - $3

CD Highway K Safety improvements / and shoulders $2.5 - $3

CD Highway KK Add shoulders from St. James to Cuba $2.5 - $3 Provide shoulder improvements to Route CD Highway V V north of St. James to allow for a loop on $2.5 - $3 MO 68 and Route V for bicycle use Construct shoulders on Route V in Phelps CD Highway V County $2.5 - $3 Construct shoulders on Route Y in St. CD Highway Y Roberts to Riddle Bridge $2.5 - $3.5 Resurface Route BB and PP in Callaway CD Highway BB/PP County $3 - $3.5

CD Highway Z Improvements for smoother surface $3 - $3.5 Make safety improvement and add CD Highway 28 shoulders $3 - $4

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Improve roadway to reduce flooding, CD Highway J including new bridge from 7 miles south of $3 - $4 I-44 to Spring Creek Improve vertical clearance under the BNSF CD Highway 44 Bridge on I-44 east of Phillipsburg $3 - $5 Construct shoulders on MO 72 between CD Highway 72 MO 32 and MO 72 junction $3 - $5 Construct shoulders on Route J in Dent CD Highway J County to make more bike friendly $3 - $5 Make safety improvements and add CD Highway B shoulders $3.5 - $4 Install shoulders on Route C from CD Highway C Jefferson City to High Point $3.5 - $7 Construct I-44 pedestrian/bicycle overpass CD Highway 44 for the students in Rolla with access to $4 - $5 Vichy Road and Fraternity Drive Make safety improvements and add CD Highway 100 shoulders $4 - $5 Make safety improvements and add CD Highway 133 shoulders $4 - $5 Construct shoulders on MO 240 spur from CD Highway 240 Fayette to US 40 $4 - $5 Add turn lanes at county road CD Highway 44 intersections to improve traffic control and $4 - $5 reduce congestion Add shoulders to Route E between CD Highway E Columbia and Harrisburg $4 - $5 Construct shoulders on Route F in Phelps CD Highway F County $4 - $5 Construct shoulders on Route J from I-270 CD Highway J to MO 124 $4 - $5 Construct shoulders on Route O to Anutt CD Highway O in Phelps County $4 - $5 Construct shoulders on Route BB from CD Highway BB Independence Road to St. James $4 - $6 Make safety improvements and add CD Highway 19 shoulders $5 - $6 Construct shoulders on MO 17 from US 54 CD Highway 17 to Iberia $5 - $7 Construct shoulders on Route Z from CD Highway Z Rangeline Road to Centralia $5 - $7

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Improve alignment of Route 32, east of CD Highway 32 Lebanon, to accommodate safer travel $5 - $7.5 Construct shoulders on US 40 from I-70 to CD Highway 40 Boonville $5 - $7.5 Interchange improvements at Route CD Highway 63 63/WW in Columbia $5 - $7.5 Complete the widening of MO 5 north of CD Highway 5 Lebanon to increase the lane widths and $5 - $10 add shoulders

CD Highway 42 Straighten MO 42 to improve safety $5 - $10 New interchange on Route 54 at Route E CD Highway 54 near Brazito $5 - $10 Add ramps to the Route FF overpass to CD Highway 44 provide economic development $5 - $10

CD Highway 179 Add or widen shoulders on MO 179 $5 - $15 Construct shoulders on MO 179 from CD Highway 179 Jefferson City to I-70 $5 - $15 Make safety improvements and add CD Highway 89 shoulders on Route 89 across entire $6 - $7 county Add shoulders and improve vertical CD Highway 185 alignment from Crawford County line to $6 - $7 Route 8 Make safety improvements and add CD Highway 28 shoulders $6 - $8 Install shoulders on MO 28 from Rosebud CD Highway 28 to Owensville to Bland to Belle $6 - $8 Construct shoulders on MO 124 from U.S. CD Highway 124 63 to Fayette $6 - $8 Construct shoulders on Route EE from CD Highway EE Route J to Route W to Fayette $6 - $8 Repaint steel and scour mitigation on the CD Highway Highway westbound U.S. 54 Bridge over the $7 - $8 Missouri River in Jefferson City Add shoulders to improve safety (45 CD Highway 49 miles) $7.5 - $10 Install shoulders on MO 19 from Drake to CD Highway 19 Owensville to Cuba $8 - $10

CD Highway 54 Construct new interchange at Route W $8 - $10

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Fund the Transportation Enhancement CD Highway Various Program $1 million per year $10 - $20 New interchange on Route 54 at Route V CD Highway 54 in Linn Creek $10 - $15 Improve existing divided highway CD Highway 63 crossovers on Route 63 between Jefferson $10 - $15 City and Columbia Widen Route PP to include shoulders, turning lanes and sidewalks in Northeast CD Highway PP Columbia to accommodate the addition of $10 - $15 Battle High School Improve existing divided highway CD Highway 54 crossovers on Route 54 for safer travel $15 - $20 Construct shoulders on MO 87 from CD Highway 87 Glasgow to Eldon $18 - $20

CD Highway Various Keep interstate bridges in good condition $20 - $25 Construct shoulders for bicyclists on MO 19 CD Highway 19 between Steelville and Winona $25 - $35 Construct Route 63 alternate route around CD Highway 63 Rolla $25 - $50 Improve the I-70 / Route 63 interchange in CD Highway 70 Columbia $25 - $50 Construct shoulders on MO 100 from Linn CD Highway 100 to St. Louis $25 - $50 Complete 2-lane roadway (Route 242) CD Highway F/TT/MM from west of the Toll Bridge to Route 5 $25 - $50 (Rte. F, TT & MM) Construct shoulders on MO 94 from CD Highway 94 Jefferson City to St. Peters $30 - $35 Convert Route 54 into an Interstate CD Highway 54 roadway between Jefferson City and I-70 $30 - $50 Improve the U.S. 50, 63 and 54 CD Highway 50/63 interchange (Tri-level) in Jefferson City $30 - $50 Improve access to the Callaway Nuclear CD Highway Highway Plant $30 - $50 Construct shoulders for bicyclists on MO CD Highway 32 32 between Lebanon and Caledonia $40 - $50 Grading and paving for 2-lane relocation CD Highway 68 and add shoulders from Route 63 to $40 - $50 Phelps County line

CD Highway 8 Improve roadway to four lane expressway $40 - $50

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct a new Missouri River Bridge at CD Highway Highway Chamois $40 - $55 Upgrade U.S. 63 from Columbia to CD Highway 63 Jefferson City to interstate standards $45 - $75 Construct continuous north and south outer roads to improve safety, increase CD Highway 44 economic development and improve $50 - $60 functionality Upgrade U.S. 54 by building a freeway CD Highway 54 bypass east of Kingdom City with new $50 - $60 interchange at I-70 Approximately 25 miles of safety improvements and continuous North and CD Highway 44 South outer roadways needed for $50 - $70 economic development Improve Route 50/63 in Jefferson City CD Highway 50/63 (Whitton Expressway) from Clark Avenue $50 - $75 to Missouri Boulevard Construct another Missouri River Bridge in Jefferson City to connect 63 so traffic CD Highway doesn't have to go on US 50 through Jeff $55 - $100 City Extension of Route 740 as 4-lane road CD Highway 740 between Route 63 and I-70 in Columbia $65 - $90 Extend Scott Boulevard including the CD Highway 70 interchange at I-70 $75 - $100 Expand U.S. 50/63 in Jefferson City to six CD Highway 50/63 lanes from Broadway Street to Eastland $75 - $100 Drive Make geometric improvements including CD Highway 17 changes to alignment, adding shoulders $80 - $100 and constructing four-lane Complete Route 50 as a four-lane CD Highway 50 highway from Sedalia to California $120 - $140 Construct a shared four-lane improvement CD Highway 5 along Route 5 on the west side of the $145 - $160 Lake of the Ozarks Improve Route 21 to expressway from CD Highway 21 Jefferson County to Iron County $150 - $170 Replace the I-70 Rocheport Bridge over CD Highway 70 the Missouri River $150 - $175 Improve existing Route 8 to an CD Highway 8 expressway from Crawford County to St. $150 - $180 Francois County. Improve approximately 28 miles of roadway to a four lane expressway from CD Highway 8 Phelps to Washington County, especially $150 - $200 Steelville city limits to Cedar Lane.

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Widen U.S. 50 by including a third-lane to CD Highway 50 improve safety until a four-lane corridor $200 - $250 can be completed years down the road Keep interstate pavements in good CD Highway Various condition $225 - $270 Keep bridges (non-interstate, less than CD Highway Various 1,000 ft.) in good condition $245 - $290 Grading and paving for 2 new lanes and CD Highway 42 paved shoulders from Miller County line to $250 - $300 Osage County line Construct four-lane roadway of Route 63 CD Highway 63 from Route 50 in Cole County to north of $250 - $300 Rolla Construct grade-separate intersection at CD Highway 740 MO 740 and Providence Road in Columbia $300 - $360

CD Highway Various Keep minor roads in good condition $330 - $350

CD Highway 70 Build bypass of I-70 around Columbia $350 - $400 Keep major roads (non-interstate) in good CD Highway Various condition $380 - $400 Complete the four-lane of Route 50 from CD Highway 50 west of Linn to Union $400 - $450 Install shoulders on Old Route K in Boone CD/Local Highway Old K County (parallel to Providence Road) Boone County

CD/Local Highway St. Charles Construct shoulders on St. Charles Road Boone County Construct shoulders on Old U.S. 50 in Cole CD/Local Highway Old U.S. 50 and Moniteau counties Cole/Moniteau Resurface old Ashland Road between Old CD/Local Highway Ashland U.S. 63 and the old pedestrian bridge Columbia Construct a roundabout to include signalized pedestrian crossing at CD/Local Highway LeMone LeMone/Lenoir Street/New Haven Avenue Columbia in Columbia Construct shoulders on Chapel Hill Road CD/Local Highway Chapel Hill from Scott Boulevard, to Route UU, to Columbia Route O, to Huntsdale Construct shoulders on Old Route K in CD/Local Highway K Boone County Columbia Construct shoulders on New Haven Road CD/Local Highway New Haven between Rangeline Road and U.S. 63 Columbia Construct shoulders on Nifong Boulevard CD/Local Highway Nifong from Providence to Scott Boulevard Columbia

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Construct shoulders on Rangeline Road CD/Local Highway Rangeline from Richland Road to Route Y Columbia Construct shoulders on South Old Mill CD/Local Highway S. Old Mill Creek Creek from Route KK to Route K Columbia Construct shoulders on South Scott CD/Local Highway S. Scott Boulevard from Route KK to Route K Columbia

CD/Local Highway Scott Construct shoulders on Scott Boulevard Columbia Construct shoulders on Summit Drive in CD/Local Highway Summit Holts Summit to and from the Katy Trail Holts Summit Construct shoulders on Walnut Street in CD/Local Highway Walnut Holts Summit to the Missouri River Holts Summit bike/ped bridge Connect Marshall Street to Ellis Porter / Prison Riverside Park near the Prison CD/Local Highway Redevelopment Redevelopment site in Jefferson City, also Jefferson City connecting the Adrian's Island riverfront Construct shoulders on Old St. James CD/Local Highway Old St. James Road from Rolla to St. James Phelps Construct shoulders on Northwye (aka CD/Local Highway Northwye, Old North outer road, Old Route 66 or Country Rolla Route 66 Road 2020) in Rolla Construct shoulders on Old St. James CD/Local Highway Old St. James Road from McCutchen Drive to Route V Rolla near Rolla Reduce the speed limit for trucks through CD Highway 70 Columbia on I-70 Policy request Implement tolls on I-70 to improve CD Highway 70 interstate and free money for other Policy request transportation needs Pave all county road approaches to state CD Highway Highway roadways Policy request Asphalt all the county road approaches CD Highway Highway along the state highways Policy request Institute no texting laws or ban cell CD Highway Highway phones completely Policy request Construct more diverging-diamond CD Highway Various interchanges and roundabouts to Policy request improvement safety and ease congestion Create a tolling system for appropriate CD Highway Various facilities like I-70 or major river bridges Policy request Address low-water crossings across the CD Highway Various state Policy request Address trash/tire disposal as debris/trash CD Highway F floats down and clogs culverts Unknown

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions) Boone County infrastructure planning is CD Highway Various needed well in advance of actual Unknown development Address roughness at rail road crossing at CD Rail 47 Buckman Hill $.05 - $.10 Provide amtrack feeder bus service from CD Rail Rail Columbia to Jefferson City $.3 - $.4 Make passing improvements to I-44 such CD Rail 44 as added climbing lanes $.5 - $1 Construct a shuttle service between CD Rail Rail Columbia and Jefferson City for MO River $.5 - $1 /year Runner Provide an additional AMTRAK stop in CD Rail Rail California $1 - $5 Make safety improvements and add CD Rail DD shoulders $1.5 - $2 Make safety improvements and add CD Rail P shoulders $1.5 - $2 Construct the Hermann universal CD Rail Rail crossover to improve the MO River Runner $3 - $4 train service Construct third mainline rail track in Cole CD Rail Rail County (Jefferson City) to better $4 - $5 accommodate the MO River Runner trains Construct the Bonnots Mill universal CD Rail Rail crossover to improve the MO River Runner $4 - $5 train service Improvements at the Jefferson City CD Rail Rail Amtrak station $5 - $10 Construct a new train station in Jefferson CD Rail Rail City $10 - $11 Upgrade the Ozark Valley Railroad CD Rail Rail (privately owned) to increase industrial $10 - $50 development around Fulton $115 - $120 Convert the COLT railroad into light ($100M/mile plus CD Rail Rail commuter rail $15M/yr. for operations) Continue/expand OATS services from CD Transit Transit Macon to Columbia $3.5 - $4 Continue/expand OATS services from CD Transit Transit Kirksville to Columbia $3.5 - $4 Expand the JeffTran facility to better CD Transit Transit accommodate services $4 - $5

CENTRAL DISTRICT TRANSPORTATION WANTS, NEEDS AND PROJECTS Route (if Region Type applicable) Description Cost (millions)

CD Transit Transit Replace JeffTran vehicles $4 -$5 Columbia Transit vehicles CD Transit Transit replaced/converted to compressed natural $9 - $10 gas Provide daily commuter bus service CD Transit Transit between Jefferson City and Columbia that $9 - $10 connects each city's already existing transit services. Larger buses are needed for peak hours and mini-buses or vans needed for on call or hourly service. State employees should be able to use cafeteria funds as part of the commuter benefits program. Could eventually expand to Moberly, Eldon, Eugene and/or Boonville. Improve the public bus system in Jefferson CD Transit Transit City $100 - $120 Provide more transit options in Jefferson City to support business development and CD Transit Transit allowing workers to get to work without $100 - $120 relying on a personal vehicle Public transportation that is efficient and affordable is badly needed in Columbia. CD Transit Transit More public bus systems that run between $150 - $200 towns and all communities. Increase rural transit services provided CD Transit Transit from averaging 2 days per week to 5 days $260 - $300 per week (i.e., OATS) Provide public transportation options on CD Transit Transit US 63 between Jefferson City and $1000 - $1500 Columbia (i.e., light rail, more busses, etc.) Land acquisition and grain storage needed CD Waterways Waterways for port $.3 - $.4 Acquire a crane capable of handling CD Waterways Waterways containers at Howard/Cooper Port $.35 - $.4 Dredge and fill adequate site/load and CD Waterways Waterways unload conveyors at Howard/Cooper Port $.5 - $.6 Provide storage for dry fertilizer and CD Waterways Waterways ammonia (NH3) at Howard/Cooper port $.5 - $.6 New Dock and Road at Howard/Cooper CD Waterways Waterways Port $.75 - $1 2-400,000 bushel grain bins at CD Waterways Waterways Howard/Cooper Port $1 - $1.2