4.0 STREETS & HIGHWAYS

Transcription

1 4.0 STREETS & HIGHWAYS I. Introduction The street and highway system constitutes the foundation of the region s overall transportation infrastructure, enabling the movement of people and goods. While the roadway system primarily serves the movement of automobiles, the region s public transportation and goods movement systems are also heavily dependent on an efficient street and highway network. Additionally, the viability of non motorized transportation options, such as walking and bicycling, are heavily influenced by the makeup, condition and configuration of this network. The street and highway system plays a major role in supporting and realizing the region s transportation goals. II. Overview of Relationship to Transportation Outlook 2040 Policy Goals Accessibility The roadway network serves as the predominant transportation system influencing the region s overall level of accessibility. Area streets and roadways help to connect people with jobs, facilitate the movement of transit systems, bicyclists, and pedestrians, and provide key connections within and between our communities. Climate Change and Energy Use The travel that occurs on the regional roadway network, as the primary driver of regional vehicle miles traveled (VMT), accounts for a significant amount of greenhousegas emissions and ozone forming emissions. While this poses a challenge in achieving stated goals identified in Transportation Outlook 2040 s policy framework, it also provides an opportunity to look toward these traditional systems to help develop innovative solutions. Street and roadway investments and strategies can help control congestion levels as well as positively impact factors that lead to climate change and responsible energy MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 1

2 use. Additionally, ensuring integration of these investments with non motorized accommodations and connections helps provide travel alternatives that enhance the environment, and improve public health and overall quality of life. Economic Vitality The street and roadway network contributes directly to this goal by providing connectivity and enhancing access to key regional locations in high demand for investment. The location, condition, and operations of these transportation systems directly affect the vitality of the region and of individual communities. Environment As the scale of regional transportation networks continue to expand to serve growing populations and employment centers, opportunities arise to preserve our highest valued natural resources. Additionally the street and roadway network serves as an effective conduit to connect regional corridors outlined in MetroGreen, providing for enhanced connectivity for all modes of travel. Place Making Roadway investments represent the bulk of all transportation expenditures, presenting one of the most significant opportunities for contributing to the creation of quality places. Roadway characteristics and design dramatically influence both the feel and the functionality of transportation and landuse interaction, and can be viewed either as a barrier to access or a tool for promoting walkable, accessible and attractive locations. Integrated transportation and land use planning is key to promoting quality places throughout the region. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 2

3 Public Health Vehicular traffic is one of many contributors to ozone producing emissions which can impact the quality of the air we breathe. Roadway and vehicular management solutions are key strategies for protecting our public health. Streets and highways also influence our ability to live healthy, active lifestyles through their design, and access and accommodations for many user groups. Safety and Security The street and roadway network contributes directly to transportation safety and security by improving the design, operations and navigation of our regional roadway network. Specifically, street and roadway investments include physical modifications and improvements to existing facilities, as well as operations and management strategies. III. System Characteristics System Condition A significant amount of public resources have been invested in constructing the street and highway system in the Kansas City region. There are currently over 3,000 bridges and more than 17,000 centerline miles of roadway in the seven county MARC planning area, which are managed and maintained by various state and local agencies. The condition of the regional street and highway network directly impacts safety, system performance, and economic vitality. Therefore it is imperative that these assets are adequately maintained. In order to assess the condition of transportation infrastructure throughout the Kansas City region, MARC has begun to collect pavement condition data for streets and highways from local jurisdictions, the Kansas Department of Transportation (KDOT) and the Missouri Department of MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 3

4 Transportation (MoDOT). MARC has been obtained condition data for approximately one third of the region s roadways, as well as data for all bridges in the region. Based on the available pavement data, MARC estimates that 66 percent of roadways in the region were in good or better condition in These estimates differ slightly from the findings of a report published by The Road Improvement Program (TRIP), which appear in the Performance Measures section of this document. These methodologies differ in that the TRIP analysis is based on condition data for highways, arterials and collectors only, while the MARC analysis is based on data for all road types. The National Bridge Inventory (NBI) is a database of information covering nearly 600,000 of the nation's bridges located on public roads, including interstate highways, U.S. highways, state and county roads, as well as publicly accessible bridges on federal lands. It presents a state by state summary analysis of the number, location and general condition of highway bridges within each state. According to NBI data for 2008, fewer than 10 percent of bridges in the MARC region were deemed structurally deficient. The data also demonstrates that the number of deficient bridges in the region has generally been declining over the past decade. In the future, MARC will continue working with its planning partners and local jurisdictions to coordinate and analyze available system condition data in an effort to continue to enhance our understanding of the system s overall condition and encourage progress towards our System Condition Goal. System Performance Generally, congested road networks reduce the economic productivity of a region by inefficiently connecting goods to markets and employees to jobs. Traffic congestion is also understood to have negative air quality impacts. The Kansas City metropolitan region s low population density and extensive road network generates relatively low levels of congestion compared to peer cities. While system bottlenecks do exist much of the traffic congestion in the MARC region is caused by nonrecurring incidents such as construction, crashes or inclement weather. The effects of congestion are typically limited to particular corridors and bottlenecks during peak travel periods, and are not system wide. A recent report from the INRIX traffic services company analyzing the state of congestion in metropolitan areas in 2009 helps confirm recent MARC Travel Time Study data and Travel Demand Model outputs, both of which tell the story of generally low congestion levels that occur primarily during peak driving periods. The INRIX Traffic Scorecard data points out MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 4

5 roadway system choke points that have been identified regularly by MARC staff analysis, the local media, and by users of the regional street and highway network. Examples of identified system bottlenecks that occur on the MARC regional roadway network include but are not limited to: I 35 northbound at U.S. 69 in Johnson County, Kan. U.S. 71 southbound at MO 150 near the Jackson County and Cass County border I 70 eastbound at Manchester Trafficway near the I 435 interchange I 435 westbound between Antioch Road and Pflumm Road The latest Urban Mobility Report, published by the Texas Transportation Institute in 2009, indicates that the Kansas City urban area experiences much lower congestion than other areas of similar size. Furthermore, relative to peer urban areas, congestion in the Kansas City area has increased at a much slower rate since Despite having lower levels of congestion than other urban areas, traffic congestion on several streets and highways during peak travel periods remains an issue the MARC region. The 2007 MARC Regional Travel Time Report found that, since 2000, there had been a decrease in average speeds during the peak period on all roadway types. Future traveltime studies will be necessary to confirm whether the decrease in Source: MARC Travel Time Study 2007 travel speeds observed in the 2007 report indicates a reversal of historical trends or a temporal fluctuation. The MARC Congestion Management Process (CMP) is a coordinated effort to monitor and address traffic congestion on the region s roadways. The CMP establishes a procedure for developing and implementing strategies to reduce traffic congestion, and evaluates their effectiveness. A CMP is required in metropolitan areas with population exceeding 200,000, known as Transportation Management Areas (TMAs). In TMAs designated as ozone or carbon monoxide non attainment areas, the CMP takes on a greater significance. Federal guidelines prohibit projects that increase capacity for single occupant vehicles unless the project comes from a CMP. Federal requirements also state that in all TMAs the CMP shall be developed and implemented as part of the metropolitan planning process. All projects in Transportation Outlook 2040 were screened through the regional CMP network and all applicants were asked to describe the strategies from the MARC CMP Toolbox that were incorporated in the project scope. Priority was given to projects on congested segments of the CMP network and to those that incorporated multiple CMP toolbox strategies. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 5

6 Current and Future Studies While Transportation Outlook 2040 solicits future regional transportation investments based best understanding of today s needs there are additional system considerations or needs which need further study. The long range plan identifies several corridors for which major studies may be required. Final decisions will be made through a consultation process involving the Federal Highway Administration, Federal Transit Administration, KDOT, MoDOT, local government agencies, transit operators and MARC. There are a number of corridor studies either currently underway or recently completed. Many of the alternatives recommended by these studies have been incorporated into Transportation Outlook Following are descriptions of ongoing or planned future studies. MISSOURI STUDIES Missouri River Corridor (Lewis and Clark Expressway) Draft Environmental Impact Statement has been completed and public comments have been received. Several sections were identified for independent utility and are being carried forward separately. Chouteau Trafficway from I 35 to Front Street Independent utility was established in May 2005 and an Environmental Assessment was started. Disagreement on the preferred alternative between MoDOT and Kansas City, Mo., led to the decision that Chouteau Trafficway would be transferred to Kansas City, along with the $20 million MoDOT had planned for the project (only state funds), so that the city could build their preferred alternative. Agreements are being drafted for this transfer. The Environmental Analysis will not be completed since the city will not be using any federal funds. Front Street from I 29/35 to I 435 Independent utility was established in May Kansas City, Mo., currently owns Front Street and is responsible for funding any improvements. MoDOT has agreed to take Front Street into system once the improvements have been made. Kansas City is starting the environmental and preliminary design work. South Riverfront Expressway from I 435 to Sterling Avenue Independent utility was established and the Environmental Assessment received a Finding of No Significant Impact in September Sugar Creek, in cooperation with Kansas City and Independence, has started preliminary design. South Riverfront Expressway from Sterling Avenue to.u.s 24 This section has not moved forward since the Draft Environmental Impact Statement. This is not a priority to complete for Sugar Creek or Jackson County. Little Blue Expressway from U.S. 24 to 39th Street Independent utility was established and the Environmental Assessment received a Finding of No Significant Impact in September The Little Blue Parkway project is in MARC s Transportation Improvement Program, and Independence is working on the design. They are phasing the project, and several sections are under construction, MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 6

7 while the remaining sections are in design. The project did receive a $30 million earmark, above formula, in SAFETEA LU. They anticipate completing construction of the entire route by the end of Northland / Downtown The major investment study was completed in 2002, and the I 29/35 Environmental Impact Statement was completed in The study area in the Environmental Impact Statement is on I 29/35 from Route 210/Armour Road across the Missouri River and across the north leg of the downtown loop, I 35/70, to just west of the U.S. 169/Broadway intersection. The kcicon project is constructing improvements from Route 210/Armour Road to the corner of the downtown loop, including a new Missouri River bridge, and is expected to be completed by October Also included in the study was a recommendation to improve the I 29 and Tiffany Springs interchange, which is currently being designed. An alternatives analysis was started for a light rail system along I 29 and into the downtown area. Other recommended improvements have not been started. I 70 The I 70 major investment study was completed and recommended improvement strategies for the I 70 corridor in the Kansas City region. The study limits were from the Downtown Loop in Kansas City, Missouri to Route F in Oak Grove, Missouri. Since the major investment study, the following studies have been completed or ongoing for the I 70 corridor: I 70 Statewide Supplemental Environmental Impact Statement (SEIS) MoDOT received a Record of Decision for the I 70 corridor between east of the I 470 interchange in Independence, Missouri and US 40 in Wentzville, Missouri. This study recommended a rehabilitation and adding capacity on I 70, in the form on truck only lanes. I 70 First Tier Environmental Impact Statement (FTEIS) in the Kansas City region. MoDOT is in the process of an FTEIS of I 70 between the Kansas state line to east of I 470 in Independence, Missouri, including the Downtown Loop. The Draft FTEIS will be available for public review and comment in spring 2010 and the study is anticipated to be completed in winter MO 92 / MO 10 The planning study was completed in 2002 and several bridge replacements and resurfacing projects have been completed. Corridor improvements from Leavenworth to Smithville are proposed for inclusion in Transportation Outlook 2040, and as a part of MoDOT's Investment Priority 10 year scenario. Preliminary design has been done for widening MO 92 from Nations Road to I 35 in Kearney. However, this project has not programmed in the Statewide Transportation Improvement Program STIP, although it has received a $4.8 million earmark in SAFETEA LU. This project was proposed for inclusion in Transportation Outlook U.S. 50 The planning study was completed in 2002, and several bridge replacements and resurfacing projects have been completed. Improvements to the I 470/U.S. 50 interchange are under construction, expecting completion in Additional improvements to the interchange are proposed, but currently unfunded. Corridor improvements from Chipman Road to MO 291 north junction are proposed for inclusion in Transportation Outlook 2040 and as a part of MoDOT's Investment Priority 10 year scenario. Also, a new interchange at Blackwell Parkway and improvements to the Todd George interchange are being considered for inclusion in Transportation Outlook Kearney Interchange Study A study was completed regarding the location of a new I 35 interchange in Kearney. However after additional work, the city selected a different location for the interchange: 19th Street. They prepared an access justification report, which has not been updated with information from work on MO 92. They received a $1.2 million earmark in SAFETEA LU. The city submitted it for MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 7

8 Transportation Outlook 2040, but it is currently on the unconstrained list. MoDOT submitted the connection between I 435 and I 35 for Transportation Outlook 2040, but it is also currently on the unconstrained list. Liberty Interchange Study This study covered several interchanges along I 35. Improvements were made to the I 35 and MO 152 interchange. However, additional work is needed due to the development in the area. Similarly, improvements were made to the I 35 and Pleasant Valley interchange a few years ago, but additional work is needed due to the development in the area. Conceptual work has been done on the I 35 and MO 291 interchange. Liberty recently received cost share funds to construct these improvements. M 7 In Blue Springs, this study assesses MO 7 from Pink Hill to Colbern Road. It examines safety and traffic issues, such as overhead utilities, curb and gutter installation, and construction of a raised median. Within the downtown, the study looks at better integrating the roadway with adjacent businesses by using context sensitive design. Several improvements made to MO 7, including widening from Wyatt to Colbern Road and bike lanes. The city still needs to complete intersection improvements at Colbern. Kansas City, Mo. /Liberty Corridor Future study of mobility along existing interchanges of I 35 in from I 29 to the metropolitan planning boundary (MO 92) (Study Origin Preliminary Transportation Needs Assessment) Amtrak Passenger Service Development Plan A comprehensive service development plan will build on the findings of the Amtrak Expansion Feasibility Study. High Speed Rail Study In response to President Obama s national vision for high speed rail, it may continue/supplement past studies conducted in the past, such as the I 70 Alternatives Analysis or the I 35 Commuter Rail Study. KANSAS STUDIES Johnson County Gateway Nearly a quarter of a million people rely each day on the I 435/I 35/K 10 interchanges to enable them to move safely, efficiently and conveniently through Johnson County. As the region continues to grow, KDOT must determine what improvements should be made to best handle future traffic demands, accommodate public transportation, and support economic development efforts. 5 County Study KDOT met with Douglas, Johnson, Leavenworth, Miami and Wyandotte counties to discuss changes occurring in the region and the need to develop an overall vision for future transportation improvements. The study partners recognized that rapid economic development in five northeast Kansas counties is straining the transportation infrastructure needed to support this growth. In addition, current and anticipated funding is not sufficient for all the transportation improvements that have been suggested for this area. The study was initiated to develop recommendations that are technically feasible, politically acceptable and financially realistic. I 35 / U.S. 69 Major Investment Study In coordination with MARC and other transportation agencies in the Kansas City area, KDOT has conducted a major investment study for the I 35 and U.S. 69 corridors located in northeastern Johnson County and southeastern Wyandotte County. The purpose of the study was to determine the best type of improvement to meet the area s needs and future travel demands. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 8

9 According to the study management team, the most appropriate design concept and scope for the I 35/U.S. 69 corridors include a full build out of the study area including: roadway improvements, I 35 commuter rail upgrades, intelligent transportation systems improvements and ramp metering. U.S. 24/40 Economic growth in southern Leavenworth County over the past decade has been strong. As both the number of business and residences has continued to increase, the need for better management of the public infrastructure has also increased. KDOT has invested transportation funds in the improvement of U.S. 24/40 through Leavenworth County to upgrade the highway from two to four lanes. Because of the significant public investment in providing this improvement, it is important that the highway be preserved as a safe and efficient transportation corridor. The project was initiated through the cooperation of the cities of Basehor and Tonganoxie, Leavenworth County, KDOT and MARC. K 7 The K 7 Corridor Management Study began in January of 2004 in response to a decision by KDOT and the local communities that a more comprehensive study of the corridor was needed. The study needed to address more areas than just the technical elements of K 7. It needed to address local concerns and identify necessary improvements for the total transportation system into the future. Study team partners KDOT, Kansas Turnpike Authority, MARC and the communities of Miami County, Spring Hill, Johnson County, Olathe, Lenexa, Shawnee, Bonner Springs, Unified Government, Basehor, Leavenworth County, Lansing and Leavenworth worked together to arrive at recommendations for an achievable K 7 Corridor Plan. The study focused on (1) the K 7 mainline and the local street network, (2) more community involvement, and (3) concrete recommendations and implementation responsibilities through memoranda of understanding. K 10 The K 10 Transportation Study was sponsored by KDOT, MARC, and the Lawrence/Douglas County Metropolitan Planning Commission. The purpose of the study was to identify needed future improvements for the K 10 highway corridor between Lawrence and the Kansas City metro area. The limits of the study were Franklin Road on the west end and I 435 on the east end (approximately 23 miles). Aspects of the I 435 corridor from K 10 to U.S. 69 were also examined. I 35 Break in Access Study The I 35 Break in Access Study near Gardner, Kan., examined the I 35 corridor from Edgerton Road north past U.S. 56. It considered both current traffic conditions as well as projected 2030 traffic conditions in the corridor both with and without a proposed new interchange between Sunflower Road and Gardner Road. The study findings include: 1. Existing traffic operations within the traffic study corridor (I 35, its interchanges and nearby study intersections) are generally acceptable. 2. By 2030, planned and anticipated local land use growth, coupled with regional growth, are forecasted to cause large traffic volume increases throughout the traffic study corridor. These volumes are anticipated to result in unacceptable traffic operations at critical intersection, ramp, and freeway mainline locations, including both the U.S. 56 and Gardner Road interchanges. Peakhour access to and from I 35 in the Gardner area will be considerably constrained due to these capacity shortfalls. 3. At I 35/Gardner Road, the interchange configuration dictated by the forecasted volumes would be unreasonably out of scale for a local service interchange. This, plus anticipated growth in the vicinity of the Gardner (and associated access needs), points to the need for a new interchange on I 35 between Gardner Road and Sunflower Road. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 9

10 4. Two potential locations appear to be viable for a new I 35 interchange: Waverly Road/199 th Street, and Homestead Lane. Each could be designed to provide public access and full movements, and could serve anticipated traffic demand. 5. A new interchange would be forecasted to relieve the I 35/Gardner Road interchange to the point that a potentially reasonable interchange configuration could be developed to accommodate forecasted 2030 volumes, although complete reconstruction would still be necessary. 6. Regardless of the presence of a new interchange, it is anticipated that the I 35/U.S. 56 interchange may need substantial improvements by Lansing Bypass Study Future study corridor for highway capacity improvements (Study Origin K 7 Study) Unified Government of Wyandotte County I 435 Study A study of I 435 from I 70 north to Leavenworth Road. This study will also include the I 70 and 110 th Street interchange. IV. Street and Roadway Strategies to Achieve Transportation Outlook 2040 Policy Goals 1. SYSTEM PRESERVATION Develop funding and investment strategies that ensure existing street and highway system is well maintained. a. CONDITION TRACKING Coordinate with local, regional and state agencies to develop a process to track the condition of regional transportation system. b. DATA COLLECTION AND SHARING Investigate opportunities for regional coordination regarding data collection, analysis, information dissemination and asset management. 2. PROMOTE INTEGRATION OF NONMOTORIZED TRANSPORTATION OPTIONS a. Require street and highway investments to consider and include accommodations for all appropriate users, including bicycle, pedestrian and transit users. b. Work with MARC transportation committees and local stakeholders to create a policy for multimodal design considerations to support MARC s planning and programming processes. 3. TRANSPORTATION SYSTEM MANAGEMENT Use technology and communication strategies to efficiently manage the region s transportation network. a. Continue and expand Operation Green Light traffic signal coordination b. Continue and expand Kansas City Scout freeway management system c. Develop regional 511 communication resource d. Use regulatory and/or pricing strategies where deemed appropriate (high occupancy vehicle lanes, high occupancy transit lanes, ramp metering) e. Develop incident management plans 4. SYSTEM EXPANSION Use capacity and bottleneck improvements where appropriate to address system constraints, reoccurring congestion, system delay, and efficiently serve growth and development. a. Plan for efficient system expansion as needed to support anticipated travel demand b. Address system capacity constraints and operational bottlenecks through system expansion when necessary. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 10

11 5. INCREASE VECHICLE OCCUPANCY Promote strategies to increase vehicle occupancy and reduce system wide demand from single occupant vehicles. a. Maintain and expand the RideShare program b. Conduct vehicle occupancy studies to track data and trends overtime c. Develop follow up high occupancy vehicle study and designate future high occupancy vehicle corridors. d. Increase transit, multimodal options 6. REDUCE TRANSPORTATION DEMAND Reduce travel demand through the use of planning, public education, and other factors that influence travel patterns. a. Integrate transportation and land use (jobs and housing) to eliminate or shorten average trip distances. b. Actively promote public education about alternatives to the single occupant vehicle. c. Development models and examples of private sector opportunities: offset work schedules, telecommute, employer sponsored vanpooling, etc.) 7. ACCESS MANAGEMENT Develop a regional access management strategy. a. Identify corridors in need of access management plans. b. Develop partnerships with applicable stakeholders. c. Formalize agreements outlining long term access strategies. MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 11

12 V. Project Solicitation and Prioritization Regional Solicitation In late summer of 2009, MARC staff requested all local governments, as well as KDOT and MoDOT, to submit candidate highway projects for possible inclusion into Transportation Outlook All street and highway projects identified in MARC's Transportation Improvement Program were automatically considered as committed projects in the long range plan. Sponsors submitted 444 roadway projects, with 202 in Kansas and 242 in Missouri. Figure 4.1: Roadway Projects Submitted for Transportation Outlook 2040 Transportation Outlook 2040 Projects Total Kansas Missouri Primary Category: Total Kansas Missouri Roadway Figure 4.2: Roadway Project Costs for Transportation Outlook 2040 Transportation Outlook 2040 Projects Total Kansas Missouri $ 17,535,765,048 $ 6,116,884,865 $ 11,418,880,184 Primary Category: Total Kansas Missouri Roadway All Projects $ 11,873,596,563 $ 5,295,730,630 $ 6,577,865,933 Roadway (Constrained) $ 6,824,300,672 $ 3,770,649,635 $ 3,053,651,037 Roadway (Illustrative) $ 5,049,295,891 $ 1,525,080,995 $ 3,524,214,896 MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 12

13 Financial Capacity Analysis The next step in the project selection process was an evaluation of financial capacity for highway improvements and non highway related projects, based on the information presented in Appendix C. Once the total financial capacity was determined for the Kansas and Missouri portions of the metropolitan area, estimates were then developed of the amounts needed for ongoing system preservation and maintenance. These amounts were deducted from the totals to arrive at an amount available for regionally significant new capacity and system expansion projects. Figure 4.3: Costs and Revenues for Roadway Projects, Kansas Roadway Projects LRTP 2040 Year Total Revenue O&M Cost CMAQ & TE Cost Sub Total TIP Cost Remaining Revenue Financially Constrained Cost $ 2,358,855,374 $ 779,792,731 $ 37,159,896 $ 1,541,902,747 $ 367,289,680 $ 1,174,613,067 $ 1,072,733, $ 2,689,984,405 $ 1,047,976,224 $ 41,989,960 $ 1,600,018,221 $ $ 1,600,018,221 $ 1,395,704, $ 3,201,622,360 $ 1,573,498,969 $ 52,873,579 $ 1,575,249,812 $ $ 1,575,249,812 $ 1,302,212,305 Total $ 8,250,462,139 $ 3,401,267,924 $ 132,023,435 $ 4,717,170,780 $ 367,289,680 $ 4,349,881,100 $ 3,770,649,635 Missouri Roadway Projects LRTP 2040 Year Total Revenue O&M Cost CMAQ & TE Cost Sub Total TIP Cost Remaining Revenue Financially Constrained Cost $ 2,583,749,326 $ 1,241,247,881 $ 39,899,514 $ 1,302,601,931 $ 692,851,490 $ 609,750,441 $ 556,863, $ 3,306,458,700 $ 1,668,133,358 $ 55,732,756 $ 1,582,592,585 $ $ 1,582,592,585 $ 1,380,503, $ 3,960,198,309 $ 2,504,642,814 $ 81,924,342 $ 1,373,631,153 $ $ 1,373,631,153 $ 1,116,283,600 Total $ 9,850,406,335 $ 5,414,024,054 $ 177,556,612 $ 4,258,825,670 $ 692,851,490 $ 3,565,974,180 $ 3,053,651,037 Total Revenue minus O&M Cost minus CMAQ & TE Cost equals Sub Total. Sub Total minus TIP Cost equals Remaining Revenue. Project Prioritization Process Candidate projects were reviewed by MARC s Highway Committee, using information submitted by project sponsors and a project evaluation and scoring matrix developed to project scores in conjunction with committee review. A project evaluation template was used to tie evaluation of candidate capacity projects to the goals and objectives of the long range plan. Finally, the project list was compared against the projected financial capacity, and modal committees used this information to preparing listings. (Additional details of the project evaluation process can be found in Appendix G: Project Evaluation.) MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 13

14 Project Data, Listings, and Maps Figure 4.4: Transportation Outlook 2040 Operations and Maintenance Summary Information State Lane Miles * Annual O&M Cost ** TO 2040 O&M Cost Avg. Annual O&M Relative % Kansas 4,403 $66,040,500 $3,401,267,924 $283,438,994 39% Missouri 7,008 $105,121,050 $5,414,024,054 $451,168,671 61% TOTAL 11,411 $171,161,550 $8,815,291,978 $734,607, % * federal aid system ** per lane mile cost = $15,000 Figure 4.5: Existing Operations and Maintenance Roadway Network Existing O & M Related Roadway Network MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 14

15 Figure 4.6: Transportation Outlook 2040 Roadway Projects Summary Information Kansas Missouri number of projects % of all LRTP roadway projects 43% 57% number of constrained projects % of all constrained roadway projects 62% 38% number of unconstrained projects % of all unconstrained roadway projects 2% 98% cost of all submitted LRTP roadway projects $5,295,730,630 $6,577,865,933 % of total LRTP roadway cost 42% 58% cost of constrained projects $3,770,649,635 $3,053,651,037 % of total constrained roadway cost 55% 45% cost of illustrative projects $1,525,080,995 $3,524,214,896 % of total unconstrained roadway cost 24% 76% Figure 4.7: Kansas City Region Population Estimates (MARC nine county planning boundary) MARC Population Estimates 9 County Region state population Kansas 793,645 Missouri 1,091,894 total 1,885,539 July 1, 2008 population estimates county level data source: U.S. Census MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 15

16 Figure 4.8: Financially Constrained Roadway Projects by Decade Constrained Roadway Projects by Decade MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 16

17 Figure 4.9: Financially Constrained Roadway Projects New vs. Existing Facilities Constrained Roadway Projects New vs. Existing Facility MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 17

18 Figure 4.10: Unconstrained Roadway Projects Unconstrained Roadway Projects VI. Performance Measures System condition Vehicle miles traveled (VMT) Vehicle occupancy Percent of lane miles congested Congested travel as a percent of VMT Travel time index Average travel speed On Time performance of transit system Percent of traffic signals coordinated Percent of transit fleet equipped with automatic vehicle location Freeway incident duration Freeway mileage monitored by Kansas City Scout MID AMERICA REGIONAL COUNCIL TRANSPORTATION OUTLOOK Streets & Highways 18